Custom Moto Guzzi Café Racer — Classic Italian Motorcycles — Motorcycle Classics

16 Апр 2015 | Author: | Комментарии к записи Custom Moto Guzzi Café Racer — Classic Italian Motorcycles — Motorcycle Classics отключены
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Moto Guzzi Café

Engine: 940cc OHV air-cooled V-twin, 87.5 x 78mm and …, 10:1 compression 80hp @ 8,000rpm (dyno, wheel)

Top speed: 135mph

Carburetion: Two 40mm Dell’Orto

5-speed, shaft final

Electrics: 12v, Sachse ignition

Frame/wheelbase: 1975 Guzzi 850T frame bottom rails removed/58in

Suspension: Telescopic forks dual YSS shocks w/adjustable and damping rear

Brakes: 11.8in (300mm) discs single 9.5in (240mm) rear

Tires: 110/80 x front, 130/70 x 18in

Weight (wet): 425lb

Seat height: 30in

Fuel capacity/MPG: 4.5gal

It’s often said street motorcycling is like but in two axes instead of three. who should know is George builder of this classic Moto Guzzi café A former aircraft mechanic, is now a commercial pilot, flying along Canada’s British coast.

Yet it was while surfing the Internet and not the that George discovered the motorcycle racing scene at Cartagena, a discovery that set George in the of creating his custom café The vintage classes in these were and are pretty much allowing all pre-1979 bikes as as they stuck to carburetors, shocks and two-pot brakes. And were not only running: were placing and winning.

were winning against you wouldn’t have thought stood a prayer [to beat],” George, referring to the super-fast Kawasakis and the like that at Cartagena in Spain’s DECCLA race series. “That led me to the guy who was most of the winning, Manel I decided to go see what was up for myself.”


A trip to Spain including a visit to Segarra’s Team Guzzi Motobox, and racing at Cartagena, which classic endurance racing, an popular category in European racing. This kindled the of producing something that was “a between what I’d seen at and bikes from the early of European endurance racing of the seen in the great Montjuich and Bol d’Or races from the 1960s through the 1970s. “It was an time for motorcycles, because much anything went for a there,” George says.

Yet Moto Guzzi had a strong in racing, they were absent from endurance at least in an official capacity. tried it for a year, 1969 I then backed out,” says, “so I decided to build a Replica. It was a classic case of happens when you heat the The idea was to create a bike was a combination of those two things. work is a kind of a template for [a 1970s Guzzi endurance might look like.”

One of the signature features on Segarra’s is the deletion of the bottom frame from the classic Lino Guzzi frame, a design used on the immortal V7 Sport of “The first thing to do was get of a frame, and the one that just to show up was an 850T. It didn’t matter because the Tonti were mostly the same. a really wonderful piece of George says.

A useful for the home mechanic — and custom — is that the bottom rails on frames are bolted in place, makes it easy to remove the assembly. That also the level of surgery needed in the sort of special George

“The next thing I got forks, a set from a Sport I wanted a little quicker The standard steering angle an 850T) is 28 degrees. They to be pretty slow steering. stable, but heavy,” George

To tighten up the steering angle to degrees, the same as the Sport George “cut and shut” the gusseting. Trail is just shy of inches, a good specification for

Motivating the mass

“I got the engine a friend,” George says. “He it up at a garage sale in North it’s from a 1979 I didn’t go to a lot of extremes. There’s no lightening, no additional ‘under the oil squirting.

The whole thing is pretty in the bottom end.” But it was carefully by High Performance Engines in British Columbia, Canada.

George installed a Megacycle X10 their hottest street together with a windage in the crankcase to keep the oil in the extra-deep oil pan flying around and robbing and an adapter for a later-style oil filter. The started out as chrome-plated 850T bored out to the maximum considered then Nikasil coated. pistons are one-off from JE crowned and sized to the bore,” says.

All of the top-end engine was done with the help of New Mike Rich, a name known to those in the vintage game. Mike also a set of Guzzi Convert heads George found on eBay to Le 1 specification, machining out the combustion to accept the Le Mans’ bigger and seats, then drilling and for a second spark plug. Le Mans 1 head and all the other valve heads are the same they’re just machined George says.

The valves are Diamond, and springs are Mike items. A pair of 40mm feed fuel and air, through stainless headers by Paul Brodie of Flashback mated to a modified Scorpion intended for a Suzuki GSXR


The interchangeability of Guzzi helped considerably with the project, which uses a V11 Sport clutch, an absolutely five-speed Guzzi gearbox and final drive — though of the last two items was carefully and assembled by Charley Cole of Racing .

Completing the installation is a sturdy plate replacing the battery and tying the engine to the frame tubes. This extra is necessary thanks to the removal of the frame rails, and is a Segarra Segarra also provided the tank unit, which on own bikes is a one-piece unit. As the of shipping the combined unit Spain was prohibitive, Segarra them.

George also the rear subframe loop the shock mounts — its only was to support the (also ditched) fender.

“Most of the metal I did myself,” George says. welding and fiberglass I left to My fabrication experience is from so that’s reflected in the way it’s Much of what most would have welded, I together. It makes for a lighter generally.”

The gas tank, tail and matching period fairing painted V11 “Tenni” green, the of the limited edition 1971 V7 dedicated to Omobono Tenni, 250cc world champion and of Man TT winner for Guzzi. “I really the stories of the Guzzi race George says, “with hand-formed dustbin fairings and so on. And it came to giving them a of paint, the cheap stuff could get their hands on was chromate, your basic airplane primer. And that their race color!” The fairing is from Airtech in and based on a Magni design for the V11

“I wanted spoke wheels,” says, “and the only wheels from that era were compatible with the spacing were from the So new Excel rims, wider to a fatter back tire, laced to T3 hubs. Stock Brembo front brakes care of the front, and the rear also a Brembo from is anchored to the frame by a trick-looking arm.

George designed his own wiring and assembled it to aircraft spec custom color-coded wire Rhode Island Wiring and period connectors from Connections. All lights except the modulated headlight are LEDs, and the spec also includes … let’s call them counter-measures to combat speed equipment, and illegal in some

The neat speedo/tach combo from now defunct Moto as did the custom gearshift linkage and cable guides. George credits help from MG and Moto Guzzi Classics. footpegs are from Motobits in

On the road

So how does it work? handling is really nice. quicker, yet stable,” says “The forks are taking a lot of [to get right], however. It’s uncomfortable to ride, quite George has tried different rates and oil weights without improvement and plans to tap into ideas for improving the damping valving from later a modification being developed by International.

Rear shocks are YSS from Guzzi Tech. George plans to change to Ikons or maybe Ohlins.

road testing showed up a of issues. First, the engine was a considerable amount of emulsified oil the catch tank through the breather. Using principles by Australian engine breathing Rex Bunn, George designed his own that eliminated the problem.

It was also pretty clear carburetor settings were based on very high consumption. Dyno tuning something of a dip in the torque curve, George plans to address changes to cam timing — not so easy on a which has its camshaft buried the crankcase.

George also to experiment with “valve a technique developed in the 1930s to directional airflow in combustion The idea is to machine a triangular-section groove in the valve head the groove cut so as to perturb or baulk flowing back over or exhaust valves. Vintage racer and AMA speed record Tom Mellor. a friend of George’s, has had using this technique to out “dips” in the torque curve.

options George plans to try extending the intake tracts, a balance tube between the manifolds, or even a redesign of the system.

“This motorcycle is a George says. “There’s subtle about it. It’s loud, but in a good way — or as Tom Waits put it, the ghost of Gene Krupa … glasspacks.’ It’s a true machine.” MC

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