Guzzi Exchange — My Dirt Bikes

9 Фев 2015 | Author: | Комментарии к записи Guzzi Exchange — My Dirt Bikes отключены
Moto Guzzi V65 TT

Moto Guzzi’s racing is peppered with regularity and ISDT success since the 1950s using Lodola and single cylinder models, but mention has been made of the twins used in the modern events, epitomised by the Dakar.

The attempt at putting Moto on the Dakar stage was in 1979 by French privateers riding 500cc twin V50 series bikes. The V50s were with longer suspension, 30 litre fuel tanks on V7 sport items, shortened from the 1000cc Idro-Convert, and 21 front wheels containing drum brakes instead of the The cast alloy rear was retained, as there would be no rear spoke wheel to fit the shaft drive until the of the V65TT in 1984.

The bikes better than the Press who were tipping the V50s reach Africa — but in they were amongst the on the mainland. When they to the desert the alloy rear in the dunes proved to be the achilles’ for most of the five bikes breaking spokes because of the loads imposed by the sand. In the end one rider, Rigoni, made it to the in 48th place after parts from the other bikes.

The next year pair of V50 based bikes entered, and again in 1981 the riders started a total of V50 specials, but none of these entrants finished the event.

In 1984 an Architect from Mr. Torri approached Moto with the idea of competing in the with a factory built He offered to meet some of the in developing a bike for him to ride in the Dakar, and was given access to the section of the factory workshop and an engineer, Serafino, to help him a bike.

Within a short the pair had modified the just-released V65 TT bike, fitting the basic of a long distance desert long suspension, huge tank, and extended wheelbase for riding stability.

Torri, the V65 factory special, and Serafino, a small Fiat 238 Van as the support started in the 1985 Dakar Overshadowed by the likes of the Ligier-Cagiva with their helicopter and trucks, Moto Guzzi’s at the Dakar may have gone but Torri managed to go missing in the for a short while after all of the in the rear wheel broke, and rated an article in the Italian

Unfortunately Torri didn’t the Dakar, but the attempt had winning for Moto Guzzi. Pictured (1) is Torri at the Dakar, and also his bike which is now owned by an in Mandello.

Torri was seen by the French Guzzi importer, who was so impressed by the he approached the Moto Guzzi and negotiated an order of 15 similar This number of bikes them as a model which a name: so the Baja was born.

The model was based on the V65 TT, and the heritage is by the letters TTC (Tutto Terenno screen printed on the seats. The were all hand-made in the experimental principally by Serafino. The tank for bike was a 50 litre monster, but was reduced to 40 litres for the production

The fuel tanks were aluminium, and made initially by one man at the of one a week, which limited the of construction, until another was enlisted to double the output. The were hand-made by SDM, and in suede. The fairing and front and mudguards were off-the Acerbis items modified to but the sidecovers were specially for the Baja in ABS plastic.

The headlight the quick-detach instrument cluster and luggage rack were and you can see small differences in these between individual bikes. So the frames show subtle in the shock absorber and other mounting points The forks and absorbers were the Marzocchi M1 and MX with Akront 21 inch and 17 rims laced to Cagiva front hub holding a floating disc.

A standard Guzzi rear hub the LeMans, a LeMans swinging arm and drive housing was adapted to fit on the twin’s gearbox replacing the alloy standard part. modification extended the wheelbase, the possibility of breakage and allowed a range of final drive to be used. The electric starter was removed, and the battery space was over to a hand-made alloy box with provision for a small 12 battery on one side.

The standard V65 and charging system was used. To the bike without the electric meant the NATO (military) V50 gearbox kickstarter was fitted and to provide a left-side, short-throw which folds up neatly the gearbox. The engines have a few performance modifications and are fitted external oil coolers.

From a total of 17 Baja bikes constructed over 2 years, with Torri’s bike and with an example to put in the Mandello museum, (pictured below)

they didn’t make the in Dakar, they did make the in many of the local European like the Titan Rally, and in competition long past

By December 1985 the factory bikes were ready. The two were similar, not identical whether it was rider preference or budget that constrained the I cannot say. Still the Baja layout, the frames now braced differently and the new air cleaner had the filter fitted in the front of the 40 ABS fuel tank.

The regulation 50 of fuel needed for the Dakar another fuel tank the underseat area. The #1 bike’s system was handmade in titanium, and worth more than the of the bike. It paid off in a way because the press reviewing the bike amazed at the dry weight of 162 kilograms.

The above are the #1 bike in its initial on the left (clearly showing the titanium exhaust) and its final — resting in the Mandello — now with the steel system which was carried as a in the event of a crash..

The #2 bike was like the Baja models it — although the big tank and upgrades were made, the 2 into 1 exhaust and sump were retained. However, the is different to both the Baja and the #1 Logically, the #2 bike was probably the with further revisions, but examining more photos of the I cannot say.

Each of the 750 engined bikes to utilise a different method for the sidecovers, and makes you realise how handmade and subject to change were — as another on some bikes the sump is welded direct to the sump and on it is mounted on brackets from the

The above photos are of the #2 bike testing (left) and me at the gates of the Guzzi factory on the same 15 years later. The #2 bike is as and has been repainted and modified for use by fitting an NTX series seat and mudguard. The 30cm ground under the sump is obvious in photo.

In late 1987 the of the racers was built — a 750 using the standard NTX model’s 32 fuel tank and fairing. It the Baja pattern, except for a of the LeMans final drive with the newly-strengthened and lighter drive housing from the NTX series. It was commissioned by the Australian Guzzi importer in Perth to be in the Wynn’s Safari.

Incredibly, I into a Moto Guzzi in Mandello 14 years after the bike was made and saw a picture of the Australian importer and rider on the of their spare parts showing the bikes are not forgotten. In picture (shown below) the is seen in the production NTX yellow scheme, but over its competition the colours changed according to the of the day. Next to it is a production NTX to the first model I owned in

As training for the Safari, rider and were sent to Peru for the Incas Rally (left which was finished successfully. The was Allan Cunynghame (seen far above), a notable Australian from the period — who later that year the Yokohama sponsored bike in the Safari (below right) as a of front fork failure.

Moto Guzzi V65 TT


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