Moto Guzzi T3 Special

10 Мар 2015 | Author: | Комментарии к записи Moto Guzzi T3 Special отключены
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Mike Clay’s words in his book Café Racers eloquently and concisely the reason why Italian motorcycles like the glimmering Moto Guzzi T3 Special in of me exist at all. They’re café racers because bikes were and are used for sharp speed trips one coffee bar to another.

Individuals Paul Dunstall were the force of café racerdom in the yet some factories felt to produce their own café and certain Ducati and Moto in particular, such as the Ducati 750 and the Moto Guzzi V7 Sport, redefined the genre.

Italian Day at the Ace

enough, I first came James Cracknell’s Moto T3 special on Italian Day at the fabled Ace The parking lot was packed with bikes of all makes, styles and and there was some priceless on show. When the silver Guzzi café racer up, its noise attracted as much as its good looks.

The Guzzi stood out for all the right and drew admiring looks and

We later met up at the family-run garage Bury where James, 39, as a mechanic and also runs the certification side of the business. A Guzzi California 850 parked in one of the gives me the idea that special was born of an extension of a for the Italian V-twins. “I’ve had Cali for 18 years,” confirms “and covered more 50,000 miles on it. I really the simplicity of these Guzzis, and I the chunky engine that is so

The Guzzi bug bit hard and another was soon purchased. “A 1976 T3 up for sale. It only had one owner new, who’d crashed it at point and replaced the frame, but manage to sort out the documents He was returning to his native Australia but allowed to take the bike, so I it cheaply.

I put it in a shed for six years, eventually decided to get it going,” says.

The transformation begins

The between the bike that purchased and what it looks now could not be greater. The transformation ratty tourer to lithe and sportster has been a process has taken four years of and quite a bit of James’ hard-earned The result is stunning, and a credit to mechanical and engineering skills, and his attention to detail. Why a café though?

Aren’t Guzzis better at

“It was a thought process that with a friend who knew who had an alloy tank for a Guzzi. always loved how those two big pots stick out from the fuel tank, so I thought an tank would be ideal, and the of the look followed from James says. “I was also by an old feature in a magazine that a Guzzi café racer a Triton, and they came out at pegging. The difference is, I can ride the across Europe and not worry it breaking down.”

James the tank from Roger of Guzzi specialists Astico “The tank didn’t fit properly, so I stuck it under the bed and got on stripping the bike down in the as I knew I’d be best off having a chassis to begin with,” says. Roger also a used but original Borrani rim for the and James bought a new 2.5 x 18in Akront rear rim to enable him to fit at a 130 tire instead of the 110 found “This meant cutting out a part of the swingarm to allow for the tire,” James says, it’s worth it for the improvement in and tire choice.” The hubs blasted and powder coated, and the were rebuilt with spokes and nipples.

Luckily for the donor T3 was already wearing a set of Marzocchi forks, probably a Ducati 860 or similar, as they’re far than standard Guzzi They still needed though, as the fork tubes too long for the Guzzi’s low frame and had to be for this low-profile special. also reprofiled the T3 top yoke, the ugly handlebar brackets and off the lugs for the instruments.

The frame was blasted clean and primed as James knew eventually have to have a dry run to that everything fitted

Café Corretto

James turned his attention to the engine, Roger was put in charge of. The standard T3 is 844cc, with small 30mm Dell’Ortos and a heavy which makes for a reliable but lump.

Café corretto is, in an espresso taken in the morning a shot of something stronger in. When it came to the engine for his James also wanted a bit stronger, and decided on a blueprinted based on a Guzzi Le Mans Larger valves, plus springs and guides were to the T3 heads, which were treated to harder seats for use. They were given the twin plug to aid combustion.

Inlet tracts enlarged to suit 36mm A lumpier than standard P3 ideal for fast road was fitted, along with 950 and pistons.

Moto Guzzi California 1100 Special

The crankcases were out to accept the larger barrels, the of which were skimmed to compression. The T3 crank was found to be in condition, as were the main so new shells were installed and the rods replaced. “The at Bassett Down balanced the lot. Roger replaced the for me and I built the rest,” James

James purchased a new Le Mans which is lighter than of the T3, and fitted a later and lighter clutch. A new timing chain and and advance/retard unit completed the

A café racer needs a engine but also needs to right, and James’ Guzzi — the lines of this bike are perfect. “I wanted it to look from the beginning, and in fact, of the time has been spent on it right,” James says. “I a lot of time on the seat, as I didn’t see one made that would I had to make some plywood and then with the help of a I rolled the seat base in aluminum.

I wanted a Manx-style base, but it had to sit right on the rear tubes, which I didn’t to cut off. After many of bending and shaping, I was happy, and cut the myself, then had it upholstered. I cut the T3 mudguard by six inches. The front was something Roger had lying

The side panels are in polished shaped like the triangular found on the Guzzi V7 Sport, and having brackets made by fit perfectly.

It’s all in the details

did all the polishing himself, and made a choice in having chrome stripped and then nickel giving a shiny but not over the top to the bike. The swoopy, one-off system was made by ace restorer and Nick Paravani from of an Imola system found on a Guzzi. Rearsets are by Tarozzi, and the shocks are Konis, rebuilt with new seals by James.

As the end of this complete rebuild into sight, James had to rewire the Guzzi. Hinckley switchgear seems an appropriate and no turn signals — in the pure racer tradition — meant to wire up. Newtronic electronic was installed at first, but James to coil and breaker points the Newtronic failed.

The brakes overhauled completely, but the Guzzi system that you either or hate is retained. “I like James says flatly. attention to detail is incredible. The is neatly held in place by P-clips where required, and the brackets that hold and the clutch cable are a great “Harley accessories,” he admits.

The brackets that James from aluminum plate are and every grommet, screw, nut and sits neatly and harmoniously each other on this The net result of four years of long evenings and weekends is a special motorcycle, one that’s a work of art.

On the road

the Guzzi is a treat. I’m used to my own 750 but this special seems to nothing much in common my bike — in fact it’s like sitting atop a 250 2-… than an air-cooled V-twin. Throttle pickup is quick and precise, and the momentum of the flywheel James installed is far intrusive than on a T3, allowing snicking through the gearbox.

The clutch helps matters, and the bike feels light and

The big sticky Bridgestone BT45 on the back of the Guzzi is fun, me throw the bike into with abandon, and the bigger really add to the surefootedness of the excellent and suspension combination.

On straights, I have to wring the throttle and the just pulls and pulls in any The pit of torque seems bottomless, and it to be ridden hard. “It’ll do 125mph as it’s still on T3 cruiser gearing,” James “but when I go out with on their Japanese bikes, still have to drop to keep up! The acceleration compared to my is incredible, and that’s more fun worrying about top speed.”

is rightly very happy the result of his labors, and seems surprised with the end product. “I really sure how it would but it’s great; no glitches or spots. It’s really to ride something you built and the best bit of all the four years was putting the ‘Moto Guzzi’ onto the tank at the end. I the way it all looks.” MC

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