Thrasher Squared Moto Guzzi Special

29 Мар 2015 | Author: | Комментарии к записи Thrasher Squared Moto Guzzi Special отключены
Moto Guzzi V12 Strada Concept

. From Moto-Euro Magazine:

Thrasher Gets Squared is it about Moto Guzzi inspires such radical How can ownership into this marquee, which often with just a simple to the straightforward design, all so often end the Guzzi aficionado forgetting he ever knew about any machine? Call Moto motorcycling’s equivalent to the Bermuda You might enter innocently, but soon be lost to anything

Many motorcycle owners a little involvement with the wanting, sometimes needing to be than just someone who atop and operates the controls. owners thrive in knowing what’s going on, mentally though a checklist before ride. 1500 miles on the tune means you’re for the East Coast if you’re from LA, and a veteran big twin can tell from the amount of in the right footpeg how many are left in the u-joint.

He can feel it. is the bond between man and device.

Moto Guzzi is probably known for producing long high capacity tourers, wasn’t always the case. early in its history, Moto was soon a real force in Prix, TT, and Pukka events countless small track and several world championships. Guzzi, along with brilliant designers like Carcano, saw to it that Guzzi was by the motorcycling world as the company you count on to introduce cutting racing models that had the scurrying to catch up. Names Albatros,

Bicilindrica, Dondolino and were synonymous with domination, power and speed. even unveiled a 500cc. V8, and that machine never saw duty after Moto dropped the factory racing after the 1957 season, still talked about in tones today.

If you saw it, you would With the introduction of the legendary V7 in 1972, Guzzi again was in the of the sportbike scene. The all new 748cc housed in Lino Tonti’s low slung frame again the motorcycling world with its simplicity, yet stunningly effective of cycle parts that nothing more than decreasing the line from tarmac to the rider’s senses.

the fact that the Sport was an beautiful motorcycle, and Moto had one more classic design to its already impressive ledger. on the heels of the Sport was the famous Le line, personified with 850 and 1000cc models available 1976 to 1991. All versions are although the stunning first 850 Le Mans with its classically round-cylinder lump and minimalist the most collectable.

When that mad Spaniard, De Tomaso acquired Moto in 1973, sweeping changes close behind. The loop models so successful and popular in large part to Mike and his import team The Berliner with police forces and buyers were discontinued, and in place the standard-issue 850T and disk brake T3 models on the Tonti frame. Although the and Ambassador, with their fat fenders and lazy motors solid and stately, the Tonti models offered superior and handling, and sold well.

It was the T of Moto Guzzi twins gave Jim Knaup of Encore Fabrication the idea for his Thrasher bike. The T is a solid, reliable in all respects explains

Jim; The problem is they aren’t as as the Le Mans’ or Sports. The T really has to be the ultimate standard in Guzzi’s Shipped bare bones, the T is an platform on which to express personal tastes or particular

In my files there are café, even drag racing and some lovingly restored Not a motorcycle for the collector looking to a buck in a year or two, the T is instead the wallflower you knew in school; the one that wore clothes over a pretty chassis, and like that yet strangely attractive late-bloomer the T has a side under its dowdy just waiting for the right to uncover it.

Over the last few I noticed the prices for Le Mans reaching pretty lofty that is, when you could one. Another thing is you do finally snag that low mileage Sport or Le Mans it be a pretty stupid move to hacking it up with different performance parts and cut-up

Most of these lucky are searching for the stock pieces, to find a mint set of battery or the original factory performance kit was available as an option or the first Le Mans. The T’s on the other and pretty easy to locate and affordable. Most came lovely alloy Boranni rims, and all of the factory performance like cams, heads, and carbs fit right in.

Since most Guzzi can’t seem to leave enough alone, our solution was to what’s beautiful, toss isn’t and turn what is into a really, totally, café racer we call the The prototype, which has received coverage is based on a 1977 T3 was by Jim 3 years ago and was the first project Jim and Wilcox (Evan Wilcox Formed Metal.) worked on

That bike serves as a parts catalog for the shop, and the potential customer some what his bike would like with one of Evan’s Le replica fuel tanks or 1/4 It’s not for sale if you’re but if it ever does become it will be in my garage before finds out. Hey, job is a lot of work, but it does have its

Phoenix anesthesiologist Dave fell in love with the no nonsense philosophy of the Thrasher and approached Jim with the proposal of him one of his own. Dave showed up a few weeks later with a 1983 850 Le Mans III and gave me a set of directions; ‘Do this Normally, I’d advise cutting up a Le Mans, but this was really beaten down; of hard miles, cracked and the usual signs of suspicious

The motor was tired, the suspension even the electrics were It was a good choice, even in its sad it still ran and gave a pretty showing for itself. It was -afterall- a Le and you always save those.

No what. The 850 was rolled out back and stripped, with Jim making notes on what could be and what was destined for the scrap Dave wanted premium parts, high-end chassis and components equivalent to what was on the round head prototype.

the chassis bare, the frame was and smoothed, saved for a few of the stock Dave wanted kept in the some future owner want to return the machine to specifications. After prepping the swingarm, and centerstand, they sent out for a coat of cobalt powdercoating, with the wheels in a silver-grey closely matching the sprayed on them originally. the frame returned, the steering was fitted with a new set of bearings a complete 38mm Marzocchi and triple tree assembly was set-up and slid into Until the release of

edgy lines with cylinder heads and Nigusil bores, replacing the pressed-in liners Guzzi had been since 1976. The T2’s heads were removed, completely cleaned and bead New guides and valves were the intake runners and exhaust reshaped and polished.

Guzzi Le models, beginning with the II in 1979 were fitted an airbox that is both and difficult to service. As a result, owners junk this and attach individual filters, the popular being KN’s. One The back side of the carburetor is and in time can work loose the rubber intake that it to the cylinder head.

A wonderful to this problem is found in the aircraft-grade plastic intakes by GG Industries that securely the T2’s twin 36mm pumpers with no chance of due to the rigid construction of the intake, by a rubber o-ring that inside of the carb mouth. Jim the head to match the inside of the Delrin intake, improving and atomization.

Due to the excellent quality of the Guzzi high dome and Nigusil cylinder coatings, Jim removed the slight glaze a hone, and after fitting rings to the pistons slid into the 83mm bores. The and ring gear on the back of the alloy lump was lightened balanced before fitting two deep spline clutch and a matching input hub on the nose of the 5-speed gearbox. Lovely and Fren Tubo stainless oil are used on the twin external lines located on the back of cylinder, with a matching used to

vent oil to the frame, serves as the breather on modern models. I’ve ridden of Jim’s rebuilds, and they all one thing in common; torque, and more torque. Useable that is available to the rider having to wring the nuts it.

Many engine builders sight of reliability and longevity by in excessive amounts of cam lift and too much bore size and by not their homework on proper Jim however, puts his years of into building a useable that literally screams the throttle pinned, yet stays like a proper Moto should.

When a factory part is available he’ll use it, a dramatic difference is quality in a sweeter finished product. for the Dyna III electronic ignition and BUB exhaust system, the T2 uses all Moto Guzzi high parts.

With the finished and lower frame rails on a lift, Jim guides the main of the T2 over the mass with a ceiling mounted crane of his own then bolts the halves Next on the chassis is the swingarm, with a new driveshaft, carrier u-joint hooked to the rebuilt box. With the wheels the project can now be rolled around the for the remainder of the assembly.

The next is EPF’s special wiring based on the factory V7 Sport (still available at press from Moto Guzzi) but with a generic automotive block located under the tank. A small but powerful

20AH sealed battery on its side rides in a stainless box the transmission. This box is another EPF allowing retention of the centerstand. brackets are used to hold the 7 headlight bucket and the Tarozzi clip-on’s are fully adjustable and with Pingle Double switches; originally designed for use on bikes with Nitrous-oxide

Moto Guzzi V12 Strada Concept

Now the rebuilt brake components can be retaining the stock Guzzi system with a frame manifold that directs from the brake pedal to the caliper and the left front, the front system feeding the The rotors are cast iron and Tubo lines are used.

Arizona based metal-bender Wilcox is nothing short of an Evan’s work, featured in motorcycle magazines (including a cover of Cycle World supermodel Leeann Tweeden and one lucky Norton) simply has to be in person to be believed, and appreciated. the years I’ve inspected alloy bits available to bike owners, and the Wilcox are the only ones as beautiful as they are on top.

Starting with flat of aluminum alloy, the rough is cut from a template, then hammered and rolled on a English before the halves are welded Hours of sanding, grinding and are required before the part can be If you have an application that hasn’t designed or built a donor motorcycle will to be supplied for fitment.

Check website for availability and contact and remember; Real art doesn’t cheap, nor is it ever hurried. For the desiring to adorn his/her classic with the finest bodywork available, Evan is the to contact. A fine, humble with an extraordinary talent, products are truly the illustration of old craftsmanship in a world where attributes are increasingly difficult to

Thus, the application of Evan’s is the perfect finishing touch to T2. The owner favored the kick-up on the stock fiberglass tailpiece, so incorporated that into the seat section, and the fuel mimics the shape of the tank on the early Le Mans. As a whole, the T2 from the original Thrasher slightly sharper, more lines that showcases the motor.

It looks just a bit brutal and purposeful, almost Squeezing the polished fuel to the on position, a bit of choke and a flick of the key is all is needed for the T2 to light. Once the rumble emitting from the coated BUB Hyper fills the with the sort of glorious music that only a Guzzi twin can produce.

warm, the T2 responds to a quick of the throttle with instant of horsepower to tarmac; shocking the with the sort of acceleration not from a simple pushrod Settling into the wide, seat your feet are placed on the trimmed (passenger removed) Agostini rear-set’s, your upper body is slightly forward in the classic riding position.

Gear change-ups dip the powerband into the center of the torque setting you back against the bump stop. Handling is quick or slow, just with plenty of cornering and grunt from the alloy that is dominating the experience. The T2

feels breathless or burdened, enjoying -encouraging- rowdy This was the essence of the original that no holes barred guy. Built for heavy riding and plenty of it, it didn’t me long to realize Jim had built the sort of personality into the T2. Its imagine the loud, imposing of a dump truck banging the path in a Volkswagen-sized package.

the Thrasher experience. Sadly, my on the T2 was brief, and seeing as how the motor was extremely tight and its owner even seen the finished yet- it was time to return the T2 to who is still not satisfied with the or rear suspension action. when the bike has passed his inspection, will the owner be My problem?

Extreme covertness; I want to turn the machine I want more time..much Where do I sign? Moto ownership isn’t for everyone.

will be some who disdain the of relationship between man and machine the demands, and there areotherbikes for The EPF T2 is MotoGuzzipared down to its elemental

a machine with a singular often been said the five or ten miles on a Moto are the worst miles of your and the next 200K the very The big twin gets to you, a deep inside. Only without soul can ignore it.

Moto Guzzi Le Mans/E.PF

Owner: Dave Thrope

Encore Performance Fabrication


Other articles of the category "Moto Guzzi":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.