Speciali Moto Italiche

12 Фев 2015 | Author: | Комментарии к записи Speciali Moto Italiche отключены
Moto Guzzi Ercole

The DUCATI Paul Smart was as a tribute to the British rider’s victory on a Ducati 750 Imola in the 200 Miglia at Imola in 1972.

this motorcycle (the Smart 1000LE) the designers at Panigale have started a new of retro style machines SPORT CLASSIC.

The first to was the Paul Smart followed by the 1000, the GT 1000 and finally the 100 S.

In their Ducati Performance the people at Borgo Panicale as usual given us enough to customise every aspect of the not to mention the fact that suppliers have had several components ready since its appearance.

For the version described the MOTOITALICHE.IT team started a small preparation of the engine; purchased the “Trofeo” kit from the Performance catalogue, which of:

— high performance which optimise the distribution resulting in a coupler curve is both more uniform and for mid- and high-rotation regimes.

— a light alloy to reduce the rotating mass and the engine’s pickup speed. it reduces engine weight by kg.

— A steel 2 in 2 exhaust, we replaced following a crash time out; the worthy being a titanium one from

— A Ducati Performance unit updated trough a COMMANDER UNIT, to take of the above modifications.

This has improved the machine’s overall output, handling and enjoyment.

Now we’re fired up, it’s to get carried away……..and dive something other than the for example, the aesthetic and technical


Regarding the wheels, the production model is fitted good quality spoke we decided to go to ALPINA RAGGI in in the province of Lecco. This is famous in the world of cross and for its tubeless spoked rims. We on rims specially made for the Sport Classic series, something like racing – black with grey and the hubs in gold.

Having fitted tubeless rims, we then decided to the original tyres for a pair of performance Pirelli Diablo III’s.

The improved looks with them a significant in rotating mass too, 1 kg on the front and 1.8 kg on the back.

We also purely technical improvements: in the look of the bike’s front end and the of the Ohlins fork.

We started by up the brake calliper brackets they sparkled; then an adjustment of the fork, with the of K95 springs in place of the original K85

The fork tubes were with TiN and the lamellar units of tubes were modified in

To increase steering control on the end, an adjustable Ohlins shock-absorber was fitted in place of the


Apart from for DUCATI PERFORMANCE camshafts and we tried to obtain even without making any fundamental to the original engine.

Therefore, as we already said, we fitted a ZARD exhaust kit, for road use and with an extractable db The whole thing was in noble and weighed only 3.8 kg.

These snake their way round the and frame as if they were

Moto Guzzi Ercole

They are superbly made and transition and joint has been with obsessive care. a look at the oil breather valve for

If you consider the weight of the original (15 kg), then this alone justifies replacing it.

to ZARD’s specifications the exhaust can be without modifying the original unit. Not convinced, we fitted a BMC air filter and a POWER COMMANDER USB unit supplied by FERRACCI .

modifications — along a dedicated mapping of the PC carried out for us in Bologna — gave us a power at the wheels of 89 HP at 8,000 and a maximum torque of 9.17 at 6,100 rev/min.

Now let’s a close look at the torque and curves.

Looking first of all at the curve, notice that 3,800 rev/min the torque is 8 a value maintained all the way up to 8,050 A peak torque of 9.17 is reached at 6,100 rev/min, so the has a full power range of than 4,000 rev/min. with the weight reductions, the seems to be an inexhaustible source of

The power curve is almost from low revs, progressively up to a crescendo in the region of maximum and lasting well up to when the kicks in at 8,800 rev/min. At point, the power has dropped by 6 HP from its 8,000 rev/min of 89 HP.

So to sum up: our little tonic cure, with some painstaking to the Power Commander control made huge improvements to the performance, extending its utility low revs and increasing its reach.

As for the stage of the transmission, we decided to the final ratio by fitting a wheel with 14 sprockets one less than the original.

Basically, not much needed here!!

The original design was very done, the paintwork and chrome nigh on perfect; so we decided to and customise a few things.

We had the steering — which was originally — chrome-plated; then we the radial brake and clutch from a Ducati 1098.

Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole


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