Friday, 25 May 2018

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Il percorso per tornare in albergo è geniale: Ieri ero andato verso sud, oggi mi dirigo verso Ovest. Parto presto e arrivo ad Avallon prima delle Avallon è un altro posto pittoresco costruito sopra un enorme massiccio di granito ed è nota per la bellissima chiesa di S. Lazzaro, con cui gli avallonesi? Ad Avallon ero arrivato con la D molto bella e la N6 molto meno bella. Continuando ora sulla N6 arrivo ad Auxerre.

Auxerre, molto semplicemente, incanta. La cattedrale, di un Gotico slanciatissimo e con bellissime vetrate policrome, è molto suggestiva specialmente col forte sole che nel frattempo era uscito e vale da sola una giornata di viaggio solo per vederla. Lascio Auxerre per la vicina Vezelay Avalon, Auxerre e Vezelay formano una specie di triangolo e si prestano ad essere visitate assieme.

Vezelay è anche legata a due Crociate: Quasi 4 ore di guida ininterrotta nel famoso parco naturale del Morvan, che ieri come oggi non mi delude. Se andate da quelle parti, consiglio di perdervi per vigneti direttamente dalle parti di Chalon che è meglio.

Arrivo a Chalon alle 11 e Il resto del pomeriggio lo passo ancora per vigneti, bellissimi nella luce del pomeriggio. Un velo di tristezza mi accompagna, mentre viaggio per vigneti a velocità minima, il motore che fa le le fuse tranquillo, pensando a quanta gente, in questo momento, va in giro su una Honda o Kawasaki o Suzuki piena di valvole e sigle strane, e non saprà mai…..

Alla sera mi faccio un altro giro a Beaune, anche lei mai tempo perso. La giornata si fa ricordare anche per una mia genialissima manovra di parcheggio su brecciolino non ben livellato, che finisce come avete già intuito… la figura di merda è dolorosa, ma breve, un simpatico locale si ferma immediatamente e rialziamo subito la moto. Sicuramente si è chiesto come si fa a cercare di parcheggiare in un posto del genere. Ma come si dice in senso figurato!

I Cistercensi erano in molte cose in aperta polemica coi Cluniacensi: Nulla resta degli edifici di un tempo, il tutto è piuttosto insignificante, inspiegabilmente il portone delle visite è chiuso in orario di visite!

Mi faccio una passeggiata intorno, poi lascio da parte Citeaux senza rimpianti e mi dirigo verso la tappa principale di oggi, Digione. Digione va assolutamente visitata: Da Auxonne ritorno a Nuits St. George è anche lei una cittadina piccola ma simpaticissima, come Meursault in mezzo ai vigneti e quasi altrettanto bella.

E loro restano, anche dopo che le hai messe in moto una volta! Alle 8 del mattino esco dalla mia stanza di ottimo umore e bello come il sole, per avere dal proprietario le chiavi del garage dove ho lasciato la moto per la notte. In sella al mio eroe mandelliano comincio, ormai alle 10, il mio viaggio di ritorno. Lascio dunque la Borgogna e attraverso la Franca Contea Besancon e Belfort entro in Alsazia appunto dalla parte sud di Mulhouse, credo la culla delle Bugatti.

Lascio la statale e mi infilo una serie di stupendi villaggi in mezzo ai vigneti seguendo uno dei tanti percorsi turistico-commerciali in realtà vogliono, è ovvio, che compri il vino molto meglio indicati della Deutsche Weinstrasse.

Che dire di Colmar? Colmar è parte del vecchio territorio degli Alemanni, come Friburgo, Strasburgo e Basilea, una cultura tra le culture ma dove ti stupisci pur sempre di leggere e sentir parlare francese. Trovarsi in Alsazia e non visitare Colmar è come trovarsi a Lecco e non visitare Mandello.

Non solo non sta bene; semplicemente, non si fa. Le chiese sono chiuse, la batteria giapponese! Oggi, quasi esattamente dieci mesi dopo e il giorno in cui invece esco dalla Borgogna, festeggio i Il mio purosangue rosso come la passione e come molte cose belle del mio Paese compie il prossimo 1.

Altra mattinata nuvolosa, minaccia pioggia ma oramai me ne importa poco. Invece anche oggi, dopo due gocce due, un forte vento spazza via le nuvole. Quando arrivo a Riquewihr è una bellissima giornata, ma ventosa e un tantinello fredda. Kayserberg è molto idillica, nettamente più grande di Riquewihr ma senza mura e in piano, con un vecchio castello che domina il paese ricco di belle case a traliccio.

Dopo imposizione delle mani manipolazione metti-togli , la mia batteria resuscita, probabilmente era solo un contatto. Ormai sono le 6 del pomeriggio, casa è lontana, comincia a fare fresco. Anche loro offrono uno stupendo panorama di vigneti e peschi e ciliegi in fiore.

In Germania, dove le autostrade sono tantissime e gratis, nessuno si preoccupa di mettere sulle statali segnalazioni che vadano oltre il prossimo villaggio. Decido di andare a naso, fallendo gloriosamente. Arrivo a casa a buio inoltrato, sono le 9 di sera esatte.

Capisco che è appena finita la più impeccabile vacanza in moto che abbia mai fatto, un ottimo mix tra mototurismo e turismoturismo, tempo bellissimo ma mai troppo caldo, Ombromanto impeccabile, problemi tecnici zero.

Mentre do una pacca o due sul serbatoio del mio purosangue come faccio al termine di ogni viaggio io le faccio queste cose, le faccio veramente! Io lo so, che lui capisce e apprezza! Grazie, Ombromanto, perchè me li fai dimenticare…. Le oscillazioni di prezzo sono enormi, anche centesimi al litro per benzinai distanti poche centinaia di metri! Ottimi i prezzi dei benzinai dei supermercati, quando non sono chiusi, pagamento per chi non ha la carta sempre in contanti, dimenticate carte Bancomat straniere e carte di credito.

Fare attenzione al pietrisco sempre in agguato. Potendo, cercare di usare le strade dipartimentali D ; le strade statali N possono essere di tutto dalla bella strada tutta curve al mostro rettilineo a due carreggiate. In Provenza consiglio di non lasciare la moto fuori la notte.

Io e Aldo arriviamo puntuali e troviamo Patrignani che ci attende; strette di mano e si sale in macchina: Quello del Gran premio delle Nazioni del a Monza, con la quattro valvole…. La sosta fuori programma già ci fa capire che tipo sia Patrignani: Arriviamo a casa sua e subito ci sferra un colpo da knock-out:. Il Parco moto è notevole: Ci accomodiamo nella bella mansarda… Ai piedi del letto, su una mensola della libreria una splendida monocilindrica bialbero completa di carena.

No, non un modellino: Beh, faccia conto che siamo una piccola rivista dedicata alle Moto Guzzi. Lei ne ha parecchie di storie da raccontare sulle Guzzi.

Guardi, lo scrissi anche pubblicamente, anni fa, credo su Motosprint. Avrei barato sul regolamento pur di non fermare quella gara! Ma non fu necessario. Gran bella impresa, quella! Le confido una cosa: Solo che quando mi resi conto della velocità con la quale stavo entrando in curva, dissi fra me e me: Sicuramente fu importantissima per la Guzzi.

E i compensi che ci diede la Guzzi. Cinquecentomila lire, se non ricordo male. Comunque una somma esorbitante. Le parlo degli anni Settanta, eh, anni molto difficili. Per testare i prototipi, se trovava i piloti bene, altrimenti prendeva e usciva lui. Se non sbaglio dalle parti di Cattolica. Ecco, guardi, le dico una cosa. Patrignani ci mostra una lettera indirizzata alla Dirigenza Guzzi nella quale segnalava lo stato disastroso dei modelli storici Guzzi che si trovavano sparsi, più o meno abbandonati, in dei grossi capannoni tra Mandello e Abbadia Lariana, e propone degli interventi per il loro recupero e restauro in vista della creazione di un Museo Guzzi.

E qui mi risponde: Fino agli anni sessanta ma anche un Dondolino o dei Gambalunga si trovavano a marcire nei capannoni… Con la vernice che faceva il fiore, uno spettacolo che non le dico… In Guzzi non ci si rendeva conto del patrimonio che si stava lasciando andare in malora. Mi ricordo una visita al Museo sotto la sapiente guida di Vanni Bettega che di fronte ad alcuni modelli rimuginava: Io ho dato tanto e ho lavorato tanto per questa idea del Museo e, francamente, non posso dire di non essere stato ricompensato.

Vede alle mie spalle? No, perchè se non lo avessi venduto non avrei mai avuto la possibilità di tornare al TT…. Uno dei libri di moto più emozionanti e sinceri che abbia mai letto. Ah, io starei tutta la giornata a parlarne. Invece ho degli amici che non ne vogliono proprio sapere. Lui è molto severo sul TT: Anche quando ci sono ritornato ancora nel , altra litigata sorride. Rispetto la sua opinione, per carità. Ho vissuto in prima persona momenti di tragedia al TT. Ho cercato di scrivere tutto e di essere onesto su tutto del TT.

È un mondo eccezionale. Ed è difficile per me esprimere un giudizio netto, drastico sul TT. Prendete Agostini, che pure fu alla testa dei piloti che chiesero il boicottaggio del TT per ragioni di sicurezza. Ah, il Mountain… Anche in Guzzi mi fecero uno scherzetto, alla rievocazione del o , al Lap of Honour, dovetti cedere il numero 1 ad Alfio Micheli. Patrignani non le dispiacerebbe cedere il numero 1?

Ma certo che mi dispiace! Mah, insomma, per fortuna ero in ottimi rapporti con i manager di allora. Il Lap of Honour è una gara come le altre, altro che parata risate. Qui a Mandello è proprio tangibile. Adesso mi sembra che la nuova proprietà sia bella solida.

Speriamo in una politica oculata di investimenti. Mah, non saprei… O mi fanno un qualcosa di pazzesco, che so io, un 8 cilindri! È ormai tempo di congedarsi. Aldo scatta qualche foto. Mi vennero a prendere in aeroporto, al Cairo… Uh, mi spavento ancora a raccontarlo risate.

Vedete, io pensai di partire da lontano e di fare il viaggio avvicinandomi verso casa. In genere invece tutti i grandi raid erano da casa verso qualche meta lontana. Ma io dopo aver fatto Milano-Tokio non me la sentivo di ritrovarmi in quelle situazioni nelle quali non solo sei a migliaia di chilometri da casa… ma continui pure ad allontanartici! Solo che non avevo fatto i conti con il bollino del Sudafrica sul passaporto… Sa, eravamo nel Ad ogni frontiera, ore, giorni di problemi, perquisizioni a non finire, interrogatori… Ecco, arrivato ad Asmara, stremato dai problemi per ottenere il visto in Sudan, crollai e tentai la fuga!

E sulle memorie africane ci congediamo, questa volta davvero. Ringraziamo sentitamente Roberto Patrignani per la simpatica chiacchierata e ci dirigiamo verso casa di Aldo, dove Terry ci ha preparato per pranzo un delizioso polletto farcito per concludere questa breve ma bellissima visita a Mandello.

Ma non è finita; dopo il caffé, Aldo lascia cadere una proposta: Non è un bel mattino quello del 29 maggio , dalle parti di Wiesbaden. Cielo del miglior grigioscuro, le previsioni dicono pioggia in mattinata. La BMW ha problemi, Manfred è già dal meccanico, tornerà tra poco. Manfred ha un altro modo di intendere la vacanza in moto: La mia vera natura verrà fuori prima della fine del viaggio…. Della serata mi restano in mente, oltre alla piacevole conversazione con un amico di molti anni che causa trasferimento vedo solo raramente e al pasto impeccabile, la discussione di un gruppo di tedeschi a un tavolo vicino, prima quieti e sereni in stile vacanziero, poi più accesi, poi decisamente agitati, infine più o meno apertamente urlanti.

Concludo la giornata dicendo che segna i primi La mattina seguente è bellissima. Dopo una buona ma in stile francese non troppo abbondante colazione ci mettiamo in marcia verso sud. Ai vigneti della prima parte del viaggio, molto belli nella mattina di primavera avanzata passiamo anche per Cluny, che ci impressiona ma non abbastanza da spingerci a fermarci a lungo seguono paesaggi via via più aspri, quando da Macon decidiamo di aggirare Lione da ovest e scendere verso sud dalla parte di Clermont Ferrand non senza una breve sosta a Cluny.

Ardèche, in quello di Drome. Qui il paesaggio è completamente cambiato. Alle otto e mezza circa e dopo circa km arriviamo a destinazione, una incantevole casa colonica ristrutturata ad albergo dalle parti di Alès. Dopo avere mangiato abbondantemente e chiacchierato fino a ora tarda in un misto di tedesco e francese di qualità variabile bene lui, male io… poniamo termine al secondo giorno di viaggio. Fin qui in 2 giorni km, bei percorsi, bel tempo, bei posti, tutto a posto.

La mattina del terzo giorno essi si riposarono, perchè la mattina era bella, il giorno prima avevamo girato molto e fatto molto tardi, e una chiacchierata di quà, un ricordo dei vecchi tempi di là, quando partiamo sono le 11 e 40 e il sole picchia già duro. No, no, solo un colpo di sole dei carburatori dovuto alla differenza di temperatura con la Germania. Lo prendiamo dalla parte opposta a quella del Tour, poche scritte per strada e di ciclisti sconosciuti.

La strada è molto bella, non molto impegnativa perchè molto larga ma sempre interessante. Arrivati in cima il panorama è di quelli rari, fino alle Alpi e si vedono e al mare non si vede, leggera foschia. La discesa invece delude: Continuando dopo il Mont Ventoux facciamo una strada bellissima verso sud che pare non finire mai. A Lourmarin, paese molto idillico e già noto al mio amico esperto di cose francesi, finiamo prima noi e decidiamo di fare tappa.

Allons enfant de la Patrie! Ca ira, ca ira, ca ira! Ci dirigiamo verso sud, arriviamo alla costa a St. Mano a mano che ci allontaniamo dal centro di St. Che dire di questa strada? La Francia ha perso col Senegal, la gioventù locale beve per dimenticare o forse avrebbe bevuto lo stesso, non lo so, non lo chiedo, con modestia mi accontento che abbiano perso… Decidiamo il da farsi.

Domenica mattina, dopo essermi salutato con Manfred, comincia la giornata più incredibile della mia carriera motociclistica. Da qui comincia la seconda parte: Mentre, in fase di arrivo, procedo al graduale raffreddamente del motore rallentando progressivamente e poi lasciando il motore girare al minimo per un paio di minuti per evitare lo shock termico, penso a che materiale ho per le mani, quanto è adatto al turismo, quanto é affascinante il suono, come è adatto il motore, come è robusto il telaio.

La Guzzi non produce più moto da turismo. Non piace al marketing. Bella vacanza, con un caro amico, bel tempo e una moto eccellente.

Da domani si torna al lavoro. Ma con dei ricordi in più. Avere sempre dietro banconote da 5 e 10 euro. Pregare che il prossimo benzinaio sia aperto se la preghiera era intensa, alle volte succede…..

Parlare dei tempi trascorsi alla Moto Guzzi e, particolarmente, delle moto da corsa, è per me un onore e un piacere. Infatti, quel motore monocilindrico aveva la distribuzione monoalbero a quattro valvole in testa, la lubrificazione forzata con doppia pompa di mandata e recupero, soluzioni che sarebbero divenute di uso generalizzato sulle altre motociclette solamente molti anni dopo.

Aveva, inoltre, la biella tubolare, un piccolo capolavoro di lavorazione meccanica, se pensate che questa era forgiata piena e poi forata. Stanley Woods era uno specialista del Tourist Trophy, che vinse la bellezza di 14 volte.

Se un pilota cadeva dalla moto, si faceva veramente male ed era fortunato se poteva raccontare la sua caduta. Ho visto delle abrasioni e delle mutilazioni impressionanti provocate da cadute su quel circuito, che ha il triste primato di centauri che hanno perso la vita in corsa o durante le prove.

Gianini, poi diventata Galera con una storia strana che non tutti conoscono, nel senso che ci furono delle trattative tra la C. Alla Moto Guzzi ci si pose, quindi, il problema di avere qualche cosa di efficiente da contrapporre a questa macchina. Carlo Guzzi prima della guerra aveva messo in cantiere due soluzioni entrambe sovralimentate: Questo, sinteticamente, fu quanto avvenne in campo sportivo alla Moto Guzzi negli anni anteriori al , quando vi entrai come dipendente.

Dal al , erano già in auge le corse per i corridori di seconda categoria, prevalentemente sui circuiti cittadini, organizzate dai vari MotoClub, e a quelle corse partecipavano corridori che avevano una macchina propria.

Ricordo una corsa che ebbe per me un particolare rilievo: Questo circuito ci aveva insegnato negli anni precedenti come macchine di potenza inferiore, ma più maneggevoli, fossero avvantaggiate e a tale proposito ricordo le vittorie della Bianchi di Nuvolari e di Prini con la Moto Guzzi Macchine meno potenti delle Norton e delle Sunbeam a delle stesse Moto Guzzi nella classe maggiore, potevano, su questo circuito, sperare di ottenere la vittoria assoluta. Tenni non poté partecipare a causa delle conseguenze di una rovinosa caduta che aveva avuto durante le prove, Sandri corse e vinse con la compressore, ma la corsa fu memorabile per il duello a distanza le partenze al Lario erano separate tra Pagani e Serafini.

Questo fatto tecnicamente fu molto importante perché mi convinse che la sola ricerca della potenza massima nei motori era una via pericolosa, talvolta necessaria, ma che non bastava disporre del motore più potente per vincere su tutti i circuiti; era altrettanto importante disporre di una macchina che fosse ben frenata, stabile, facile da guidare, e che avesse in definitiva tante qualità più facilmente ottenibili su di un mezzo leggero che su uno pesante.

Durante la guerra, alla Moto Guzzi cessarono le prove e gli esperimenti e, alla ripresa, la formula venne cambiata, il compressore non era più ammesso nelle competizioni e, quindi, fu necessario rifarsi una mentalità. Gareggiavano per i colori della Moto Guzzi tra gli altri: Spesse volte vinceva non per merito suo ma per errore degli altri. Un corridore che si trovava in testa, quando gli veniva segnalata la rimonta di questo strano avversario, era indotto a sbagliare.

Tornando alla corsa disputata attorno alla fiera Campionaria, questa fu caratterizzata dal fatto che, contro gli inglesi della Norton, noi avevamo schierato Freddie Frith, un grande campione, cui era stata affidata la bicilindrica. Tra i piloti che meglio conobbi, debbo ricordare Omobono Tenni, un uomo che aveva due caratteri, assolutamente contrastanti.

Ho parlato tante volte con lui e ricordo che una volta mi disse: Per la Benelli correvano Soprani e Rossetti. A un giro dalla fine erano rimasti in corsa solo Tenni e Soprani ma Soprani stava per essere doppiato da Tenni. Se si fossero toccati sarebbero probabilmente saltati per aria tutti e due; potete immaginare con quale consolazione di tutti noi della Moto Guzzi.

Tenni era veramente un uomo coraggiosissimo e un irriducibile. Tenni è rimasto nel cuore di tutti i vecchi della Moto Guzzi ed ancora oggi tutti coloro che hanno avuto la fortuna di conoscerlo lo ricordano con tanta simpatia.

Per tentare di migliorare la nostra posizione, nel , fu realizzato un bicilindrico, riprendendo un progetto di prima della guerra, per il quale era stata prevista la possibilità di montare il compressore.

Nel , Giorgio Parodi finalmente mi convinse ad andare al Tourist Trophy. Io non ci ero voluto andare, con sua grande meraviglia, per le ragioni che avevo già esposto. In quella prima occasione vidi, nel corso delle prove che svolgevano alle quattro della mattina perché la strada era chiusa al traffico, per la prima volta un grandissimo campione della Gilera: Io vidi Duke seguire Bell, che stava facendo cose incredibili con quel fondo e su quel circuito, e rimasi talmente impressionato che prognosticai a Parodi che il giovane Duke, salvo incidenti, avrebbe vinto facilmente il Tourist Trophy nella , e che, per la nostra bicilindrica allora guidata da Foster, ottimo corridore inglese, le possibilità erano assai scarse.

Noi lo usammo molto, tanto è vero che tutte le carenature della Moto Guzzi ufficiali furono messe a punto nel tunnel e noi riuscimmo a controbattere la NSU, che disponeva di motori più potenti dei nostri, soprattutto grazie alla galleria del vento.

Il problema poteva, a mio parere, essere risolto in due modi: In effetti, scegliemmo entrambe le strade, e questo apparente controsenso mi fu fatto notare; ma io ritenevo che, se si volevano ottenere dei risultati, bisognava esplorare le soluzioni limite per poi, eventualmente, adottare una soluzione intermedia. Remor era passato dalla Gilera alla MV, avevano anche il vantaggio di disporre di piloti eccezionali quali Duke e McIntyre.

Con i miei validissimi collaboratori: Avemmo inizialmente qualche noia, legata essenzialmente alla lubrificazione. Il motore aveva cinque supporti: Tentammo varie soluzioni, quali: Fu un vero peccato perché, in prova, la macchina aveva percorso la bellezza di tre Gran Premi senza inconvenienti. Alla fine del , mi trovavo a Modena per una corsa, quando ricevetti la notizia che Moto Guzzi, Gilera e Mondial avevano firmato un impegno a non correre più.

Avevamo, in complesso, molta carne al fuoco, e questo dover troncare di colpo mise tutti noi in una condizione di grande disagio. Quando tornai a Mandello fui consolato dai miei dirigenti con la nomina a Direttore della progettazione e, con i miei amici collaboratori, ci mettemmo a lavorare alla realizzazione delle varie macchine che ancor oggi sono in circolazione.

Il V7, che ci era stato richiesto dai Corazzieri come macchina di rappresentanza, fu uno dei nostri primi lavori. Quella vetturetta era da ricordare perché costruita sullo schema delle attuali vetture da corsa ossia con motore posteriore, con i due cilindri che uscivano ai lati della scocca, la trasmissione era stata realizzata adattando un gruppo differenziale, con i freni adiacenti al differenziale, di provenienza Lancia Aprilia, e le quattro ruote erano indipendenti.

I motori Moto Guzzi, oltre che sulle motociclette, vennero montati su vari altri veicoli, quali: In questo ambiente ho avuto la fortuna di lavorare per trentun anni, ma gli ultimi anni non furono certo piacevoli come i primi.

Nel , la Moto Guzzi si trovava in difficoltà. Lasciata la Moto Guzzi, ricevetti parecchie proposte di lavoro da parte di persone che mi conoscevano. Fra tutti ricordo il Conte Domenico Agusta, che mi avrebbe voluto a Gallarate alla MV e che mi offriva la possibilità di dedicarmi a quello che preferivo: Dopo il , con Cantoni e un altro disegnatore ex Moto Guzzi, aprii uno studio di progettazione nautica e mi dedicai anima e corpo alla realizzazione di barche a vela, non per lucro, ma, anche in questo caso, riuscendo a lavorare con molta soddisfazione alla realizzazione, per clienti amici, delle barche che mi piacevano.

In complesso, ritengo di aver avuto una vita molto divertente, dal punto di vista professionale, e di aver trascorso degli anni indimenticabili alla Moto Guzzi, almeno fino al , anni che rimpiango veramente e di cui mi resta vivissimo il ricordo di tanti amici, dei piloti, della gente.

Questo era abbastanza logico. Lo schema da noi adottato, che pur risultava ottimo dal punto di vista delle vibrazioni e del bilanciamento, aveva il difetto di avere gli scoppi non equidistanti e, quindi, girando a un minimo veramente basso, questo motore sembrava zoppo.

Infatti, tutte le Moto Guzzi, sia da turismo che da corsa, avevano in generale un passo superiore a quello delle analoghe macchine fatte dalla concorrenza. Questo fatto, non rilevante per le macchine da turismo, poteva costituire un inconveniente per le macchine da corsa.

Poi realizzammo un motore di , lontano quindi dal limite della categoria, ottenuto ancora con la corsa 68; poi, quando passammo al vero , avemmo la possibilità di provare sempre dei motori sottoquadri e dei motori quadri; ma non andammo mai sulla corsa lunga.

Quale angolo delle valvole veniva impiegato in Guzzi e quale era la geometria delle teste che veniva adottata? Il problema era che, con angoli molto aperti, si potevano avere valvole molto grandi, ma peggiorava la forma della camera di scoppio e, quindi, per avere rapporti di compressione sufficienti, bisognava avere il pistone a tetto che dava altri inconvenienti.

Una delle prime prove che feci, ancora prima della guerra, fu quella di adottare sulle macchine da corsa quella strana forcella impiegata dalla OEC, che non aveva il cannotto di sterzo, ma era costituita da un trapezio superiore ed uno inferiore deformabili, e col perno ruota che si muoveva parallelamente a due foderi collegati ai trapezi deformabili.

Provammo con Tenni a Monza quel telaio, ancora privo di carenatura, montato con la forcella a trapezi deformabili. Il secondo tentativo con la forcella a trapezi deformabili fu fatto con il cc a quattro cilindri in linea, che era piuttosto alto e, quindi, poteva essere interessante vedere se si riusciva ad abbassare il telaio.

In conseguenza di questi fatti, decisi di accantonare quella soluzione. Under a merciless rain we arrived. We were in a timeless courtyard among the alleys of the old part of Mandello, on the shore lake. At the top of a little staircase there was a wooden door with a simple brass nameplate. I read it and I lost a heartbeat: Everything started some months ago with the idea to have the workshop manual of my bike autographed by its designer, then slowly this idea became a bit different: Then I spent a lot of time reading again the questions in order to eliminate banalities, manage the interview properly and organise the logistics aspects.

The train trip from Rome, then a good lunch by Aldo and a last equipment check and I was ready, but still full of doubts: Or our interview will be banal for a person who already has had hundreds of interviews. Will he say goodbye to us unceremoniously?

Will the equipment be OK? I knocked at the door and a tall gentleman just a bit bent for being 93 years old, with a lot of white hairs opened the door. I lost another heartbeat. We were invited to enter in the dining room. It seems like time passed there without touching anything. First of all, I whish to thank you for being willing and so kind. Everyday we use your motor and the all the kilometres we travelled depend on you.

I would like to start by asking about your engine V What could this engine achieve? And this was the main starting point. We realised the first V project note: From that project all the complications and the elaboration of the subsequent motorbikes were born. At that time I also built a V, cc first and then a cc. I put it on a Fiat I remember that it gave me a lot of satisfactions. It was a motor, the , giving 36 or 38 HP.

Exactly twice the output of the original Fiat engine, giving hp. The car was very brilliant, pleasant and funny; it had a very good acceleration and the maximum speed was almost too much: We did some tests for that purpose. Eventually, the V model for the bike was the chosen one, because police forces and the Army liked it, and not only the Italian ones but all around the world. Then it was increased to cc. In any case, in my view, in spite of several advantages for tourism, police corps and stuff, that engine scheme is not too suitable for a racing motorbike, for several reasons that I do not explain for I fear to become boring….

Not only for the problem with fairings. The main difficult is that the shaft drive gives rise to an overturning torque.

This torque is dangerous for a racing motorbike, while it is tolerable in a walking machine. This can be confirmed by BMW. Then, the actual motorbikes have been derived from that cc engine, by using always the same scheme. But try to think to some motorbikes existing today, they are super machines and only few people can really used them up to what they can give.

We sold it in US, in Egypt in Argentina… It was a motorbike made for the police corps and in fact it was projected for that use. But as I said before, the origin of the motorbike was as requested by big horse the nick name of the cuirassier colonel NDA , i. If you consider what that engine eventually got, I mean cc, 4 valves, etc; according to your opinion what could be the evolution in the future? Do you think about it with liquid cooling? And next to than the GP races there are also championships dedicated to currents road models that are successful in the market, so….

But they should do something new. Regarding the competition I know today at Aprilia there is a new engine that already raced. As you know starting from the next year the highest category will be only for 4 strokes engine. They Aprilia NdA built a 3 cylinders engine that raced in some competitions but they are very late. GCC Indeed and I believe that people are always attracted by something new and frankly I believe my V cannot be something so new, yes maybe it can become the liquid cooled; I heard rumours but, who knows….

Not everybody would agree on that; for example I read of a pool in which the majority of people declared that they would not buy a Guzzi with a different engine! GCC if we forget Moto Guzzi for a moment, the problem is that today the competition on the market of racing motorbike is very hard. Will they be reilable? There are not qualms anymore about Japanese products. Such as considering the product only as fashionable at a first view ; now they are able to built very good cars.

Thus if today one wants to abandon the V scheme it is necessary to go on high fractioned engine and high powers. Today, hp are just not enough. Now there is the new 4 strokes formula for the GP. In the first year this formula has to rice together to 2 strokes: Do you know what this mean? They are crazy, the two strokes engine has more than hp and the new 4 strokes engine that is trying to race now seems to have hp. The argument is simple.

If we assume that in the Formula 1 a 3 litres powered has easily hp. A small engine is able to turn quicker or at least at the same regime thus it is easy to predict that the Honda engine racing this year would have almost hp once it will be completely developed, next year. I remember Avus circuit in Germany. Today these circuits do not exist anymore, but there are circuits in which it is difficult to remain on the seat with a motorbike having so much power.

Just think about a wet race nowadays! I know it is exaggerated, but people are fascinated by this show. Even because to go back to the competitions means to race in the Grand Prix formula where Aprilia is already present. They gave a motorbike to Laconi, in the first racings he is in the eighth, ninth position he is puzzled. With a minimum weight depending on the power and splitting, with the exception of a splitting above to 6 cylinder.

Of course the 6 cylinders engine has a weight the four weights less the three even less. The differences are about 20 kg. That is important but not enough to cut the power of these engines. GCC The weight scale need to be studied because it is decisive.

GCC yes, but now it is not possible anymore to do it, so we can simply avoid talking about it. The three cylinders could be a good solution, but one has to keep in mind the limitation of the turns of the engine. If the Italian three cylinders is able to turn at almost same speed it could be competitive, but if that turns at and the latter at it is not possible to do. People said that an engineer who worked at Ferrari cooperates for the 3 cylinders and that the engine has pneumatic return of the valves.

In this case, well, it could turn enough. The problem is that to be competitive you have to think about power as we said before. At least HP and I believe now we are quite far from that. The choice of the eight cylinders was made because it would be better than six and four cylinders? Once abandoned the monocylindric and the bicylindric, our closest solution would be a four cylinders. But building a 4 cylinder meant stay behind Gilera and MV because they started earlier and we would had to work at least a couple of years to be at the same level of experience and development.

Then we thought that aiming to the eight cylinders the power was not an issue anymore, on the contrary weight and dimensions would be important.

Our 8 cylinders was brilliant because it was as large as a waving. When it was tested on the bench for the first time it already gave 63 hp while the Gilera gave 60 hp, and we were just at the very first tests. Then it achieved hp and the power would be increased more and more if they did not kill it with the famous agreement. A new crankshaft and other things. From 75 hp, I think hp could have been achieved relatively easily in one or two years.

I remember I said we were going to install a turns limiter smiling. For sure rounds were possible with that dimensions. The problem was with distribution. Think what margin of improvements that engine had, by using what today is normal, the possibility to have an electronic starter or the distribution with the pneumatic return of the valves…There were huge possibilities to improve it. GCC yes sure, with the indirect or direct ignition, depending on the case. We were able to do the V with eight carburettors and all these stuffs.

But it would be so much simplified with the injection. It would be possible to improve fuel consumption, the power, everything. There were plenty of room for development in front of us. There are so many technological innovations that became available after that engine. And if it would be possible, you can bet that Japanese would have already done that. I remember on Honda built a 5 cylinders. Do you know what it means???

It turned at rounds; I saw it turning at the Tourist Trophy. Was it between and ? Maybe later… he thinks. It is true that the V8 engine had fans worldwide He points out a picture hanged above the fireplace with a drawing representing the eight cylinders: Last year an Australian man comes to visit me. It was a peculiar person: He built them by himself. GCC if it would be possible, you bet I would do that!

An 8 cylinders engine with the same V scheme but very few other common features besides it. The old 8 cylinders had two valves. Then the new one would have completely different cylinder heads and starter.

At that time for that engine the ignition problem was practically without solution. We started trying the Vertex, a Switzerland magnet. When the engine turned at half of the maximum turns it already had problems. Then we built a system with a cylindrical ignition coil and spark plug point. It worked well but such a system today would be ridiculous. It seems to me that engine is square, with the diameter equal to the stroke. Today they built undersquare engine able to turn more quickly.

A test was made by reducing the power to It was thought to take of one cylinders block. But the test was never carried out. We talked about this four cylinders, but it would be bulky since it has the carter, speed gear clutch and also the radiator of the eight cylinders engine. And the test was not carried out.

On the contrary the 8 cylinder was built and tested at Monza: I remember that engine was able to give more than 50 hp, 52 or But it was only for fun, and only the 8 cylinders was built. Yes maybe you are right but it would not have been so easy to sell it because of the high price.

The ones who can afford to spend so much money on race bikes, would rather buy a , a or cc, that kind of superbikes. At that time people were not into superbikes. We had our own staff managing the racing but for the rest it depended on the production department.

The toolmaker department that normally produced the tools for normal motorcycle, had to work also for us and we, in the racing department, had always to beg them while a part of the workshop people shilly-shallying. It was a continue fighting.

There was not an organisation dedicated to the races as for example today in Ferrari. We depended to the toolmaker people that helped us on a personal courtesy base! If they had called me…. I remember we were in Modena, for some tests for a city race on the Modena local circuit, a simple fenced lawn. When we came back somebody told me: In any case if Guzzi have had keep racing, it would have become more modern. Organize itself in a different way.

Since at that time I was the only engineer in Guzzi, every time there was a problem or a trouble, people come to me and I had to find a way to solve it. There were some military supplies that needs to have a list of drawings about the values of some tests such as powers consumption, torque and so on, and these drawings were due according to the contracts.

And I had to do them, there was no choice! They wanted the accelerations of the military motorcycles in the first second third fourth gear, and I have to draw all the plots. I did so many different tasks, every time there was a trouble, they came to me saying: What do we do? GCC the worst moment is easy to remember, on the other hand then there were a lot of good moments. Let me say, and nobody can deny that, that I was so enthusiast, I would have paid to work in Guzzi!

I never had controlled time or badges, neither at the beginning nor later. Some times I went to the work at 10a.

That enthusiasm, that team spirit which made us try and try again everything, just disappeared. When we built the eight cylinder my co-workers and me did enormous efforts for drawing, then we had to go to the model maker in Milan, then to Isotta Fraschini that moulded the first carters… It was a continuous moving, then after the everything stopped.

To be a manager you have to be cruel. If one of his employers was sick he sends him a specialist at home, he was really a remarkable person. He was badly treated by some managers. You see, I honestly have to say that I still prefer boats to bikes! GCC even when I was involved in motorbikes, I always loved sailing boats. For this reason I keep working with boats.

Sailing boats gave me a lot of satisfaction. You see, now I can only watch the American cup on the telly, but there was a period in which I was near to be part of it. He went to Croce and the latter to me asking if I would be able to make a drawing. I answered something like: At that time there was a rule that the challenging boat for the American cup had to be the drawn by a designer of the challenging nation, and all the boat parts such as masts, sails, winches, keel, and rudder and so on had to be built in the challenging nation.

I think that rule still exists but it is possible to bypass it. It was not possible to build a boat and take say the mast in America, the sails in Australia and so on as it is done today.

Now if the two Italian challenging teams were forced to compete using only the Italian instrumentation and Italian masts they would not even be taken in serious consideration. So, I remember on we went to watch the American Cup and since there were the strict and controlled rule that the boat and all the tools had to be Italian we just forgot about it.

Next year there will be this new edition of the American Cup, where there are two Italian challenging the Switzerland, France and England among others. In my view the best one is the Swiss boat because they faced the problem in the right way. They took away the steersman and the design engineers from New Zealand. They took away from New Zeeland all the good they can. But here the difficult bit: New Zealand won the last American cup, it was a quite strange boat.

I said him not to do a home-made wind gallery as this one: But to do that perfectly, would have been four times more expensive…. That wind gallery was born with an internal combustion engine. A Fiat aeronautic one of hp it had a propeller capable to suck everything around it! After then it was installed an electric engine. As I said, Carlo Guzzi really wanted the wind gallery.

He was a pleasant person because he was facetious and unmistakably clever. As a results, sometimes he was lost in tests and trials of which he already knows the result, but he wanted to try nonetheless.

GCC Carlo Guzzi was a clever person with a pleasant sense of humour; plenty of good laughs…. GCC Carlo Guzzi was involved in everything and accidentally also in the races.

Then in he built the first twin, then two Albatros in or The Condor was then built. I worked a lot on the Condor. I remember that the damper was in two sheaths and it was too difficult to let it work well. When we put the two external dampers, they worked very well. In fact that fork was mounted also on the world champion and even on the V8! GCC yes right they were external. It was a practical solution because we could change the couple of dampers in 5 minutes.

On the contrary, for production bikes, did Carlo Guzzi sometimes refuse an idea of yours? On the left there were Paolini with 5 or 6 draftsmen: On the other side, facing the street there were my co-workers Cantoni, Todero and me. GCC Cantoni arrived just before the war, when we drawn a small engine for a bicycle.

With the roller working on the tyre. I was itinerant in the plant. When Cantoni was assigned to me I had to find a place, a desk and a drawing table.

Then I went to Carlo Guzzi who gave me a sort of passage near the department in which the engines were mounted. It would have been about half of this room wide and twice long note: It was a warehouse for the tyres. He had it emptied and then said: There was space only for a small drawing table because the big one touched the walls. That was my debut with Cantoni. For example sometimes there were problems with the thermal treatment. We had a thermal treatment where there was a quite good technician.

Sometimes they had a problem and then I went there to see what the problem was. Was there a motorbike built by something else that according to your opinion should have been built by Guzzi? I was a friend and a fan of Ing Salmaggi. At that time he worked in Gilera. A competitor of our Condor was Gilera Saturno. That was a very good machine.

In my view the best Gilera motorbike of all time. Exception made for the first 4 cylinders, I mean the Roman one. The story of the Gilera 4 cylinders is known. It was the Rondine that was offered to Guzzi before. But Guzzi refused it. Count Augusta looked for me to give me a free hand. I remember well that day of November. I went to Gallarate with my wife Claudine, where I was invited. It was raining and there was a bit of fog.

You see… I already had two or three cats going around my home. I thanked Count Domenico but I did not accept the offer. He gave me absolute freedom to take care of motorbike, helicopters airplane, anything I wanted! My father bought this house a couple of years before my birth. We spent here Easter holidays and summers.

From on, I always lived in this house. I remember that me and my brother who was three years older than me, were members of a sort of gang of tourists. There was also the gang of local people, and of course we hated each other. Those days, one needed to be very careful because sometimes there were some fights and stones flying by laughs.

In your view, the people of Mandello made an impact on Guzzi success? I mean from the human point of view. In my view Carlo Guzzi was lucky because his first co-workers I known were good local fellows and very good technicians. He made the bobbin, and then he gave it to toolmakers to mill the crankshaft according to the established angle.

Then he made the profile with the Indian stone and the file. Then the crankshaft was cemented and tempered, he finished it off with the abrasive stone, the Indian stone.

If we were going to go very far, such as the Tourist Trophy, the truck drivers arrived at Calais, then from Calais to Dover, then Liverpool and at Liverpool they took the ferry boat for the Isle of Man. That was the longest travel. For example I remember Lorenzetti: I remember once we were in Genew, He had a Condor with something wrong in the carburettor.

We went on a street open to the traffic in Geneve: In any case he was good. Tenni was a very strange person. If you knewn him.. But as he was on a motorbike, he changed completely makes a rapid gesture with his hands. I remember well that his only aim was to go fast when riding; not to win the race but to go fast.

One day he told me: Lorenzetti was a calculating man, if he was ahead, he cut off the gas 20 meter before. Tenni was the opposite, if he was leading, he cut off only 5 meters before the bend.

He was exactly the opposite of Lorenzetti. Another good friends of mine was Alano Montanari. Let me tell you about Montanari: We were at Ospedaletti and I was introduced to him by a friend of mine who came often to make a visit in Guzzi. He would never conceive to race on a Gilera or Norton. To him it was either on a Guzzi or no race at all. It was a personal insult, then with twisted mouth he said to the passenger behind: And so did the passenger and let him go to catch the Gilera who dared to pass him!

GCC Tenni was reckless. There was a race of the Italian championship in Bologna, at the time when city circuits were still used. The pilots were Alberti, Pagani, Sandri and Tenni. Guglielmo Sandri comes from Bologna, he was a very good pilot and Bologna was his homeland. Tenni and Sandri left behind all the others.

Tenni was able to force Sandri to fall something that gave him huge satisfaction and he was the first. Rossetti, with Benelli was late behind and at the penultimate turn there was Tenni first and Soprani second with a delay of almost one turn. At the entrance of Giardini Margherita, the street become narrow and there was a small passage Tenni caught Soprani up and overtook him on the inside of the bend!

Both of them passed by but if they just touched each other… they would fly off. That was the kind of riding that today you would never think possible. Tenni wan the race with a turn of vantage with respect to Soprani, I said him: I remember well the telegram coming from the Isle saying that Tenni was the winner in the class and that then he run in the class with Stanley Woods.

I remember that when I received the news, there was people coming to me asking: GCC he was positive and proud. I remember with sadness when he felt and died in Bern. I was in Rome and I have remorse of conscience.

You know, there are things that one thinks and, who knows, maybe they are not true but… maybe if I was in Bern, it would not have happened. The two motorbikes were different: In few words, he took this normal Albatros, he did a turn and arrived when the climb starts; in a bend on the right, he leaned the bike too much, touched the street and lost it.

He knocked his neck against a small three he makes a gesture and he died on the spot. Who was the best one and the most courageous you have ever seen? The arena hopes for more passionate writers such as you who are not afraid to say how they believe. All the time follow your heart. Its like you read my mind! You appear to know a lot about this, like you wrote the book in it or something.

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Arrivano le fotografie del primo prototipo del V11 e del Centauro e la conversazione, tra battute sui trattori e risa si perde tra triangolazioni telaistiche, travi ascendenti, impostazioni, flussi e turbolenze. Consideriamo la F4 MV: Quello che ci sta dicendo ci riempie di ottimismo; effettivamente guardando il Griso si vede che non ci sono particolari presi, che so io, dalla V11 o da altre moto della gamma.

Ma ragazzi, tenete presente di cosa stiamo parlando qui: Invece la gente si sa, ha sempre fretta! Non dimentichiamoci che quando Beggio ha rilevato la Guzzi ha trovato uno scatolone vuoto con dentro un sacco di debiti. Il pubblico non sempre capisce che dietro alla presentazione di un nuovo modello ci sono mesi e mesi di lavoro. Ci sono diversi disegnatori e quindi diversi stili; faccio alcuni esempi: Ma la moto non deve piacere solo a te, ripeto, deve essere capibile.

A proposito di design: Senta, ma la Griso come va in strada? Quella presentata a Monaco era una maquette, ma quella funzionante? La Centauro… ero partito a disegnarla dal Dondolino! La V11 dal Gambalunghino. In ogni Guzzi ci deve essere un filo conduttore… quello spirito… A proposito, noi sono tre anni che qui a Cerro Maggiore facciamo una gara di Gruppo 3. Una cosina che richiama Di recente su Anima Guzzista abbiamo pubblicato un report da Montlery dove ho incontrato Sebastiano Marcellino.

Ci stiamo lavorando; per ora esiste solo una mezza maquette in poliuretano. Ma ora basta, basta! Non vi dico altro: Torniamo a parlare delle moto di adesso. Sacha Lakic, il designer della Voxan Roadster ha di recente compilato una sua personale classifica delle moto piu belle. Ma io vi dico: Beggio sa come nascono le Motociclette. Sa, qui noi viviamo di moto; si parla di moto tutto il giorno; la si sente, la si ama. Sopratutto la moto la devi amare, altrimenti non puoi fare questo mestiere.

Adesso andiamo di sotto da Rodolfo, vi faccio vedere quello che abbiamo pronto e quello che stiamo disegnando per la Guzzi. Per quanto riguarda lo studio della Supersportiva… beh, anche se non fossimo vincolati al silenzio, non troveremmo le parole.

Sta studiando delle frecce integrate al faro anteriore? Ecco, questi dettagli ti dicono tutto. Chi pensa che stiamo esagerando, chi pensa che sia lecito tirare fuori un nome astruso come V11 Le Mans Rosso Corsa o ispirarsi agli scooter per le colorazioni di una California, vada a vedere come dovrebbero nascere le Guzzi del domani. Nello stesso identico modo in cui sono nate tutte le grandi Guzzi del passato, quelle di Carlo Guzzi, di Carcano, di Tonti: Beh, il resoconto della visita termina qui.

Cielo azzurro senza una nuvola la mattina di sabato, 22 marzo in quel di Niedernhausen, Assia. Alternativo e di indole romantica come, si sa, ogni Guzzista, voglio viaggiare come si faceva una volta, osservando paesaggi, clima e architetture cambiare lentamente, accompagnati dal suono del mio bicilindrico.

Questo angolo di Germania, fortunatamente poco noto al grande flusso turistico, è una delle cose più sottilmente affascinanti che la Germania possa offrire al mototurista: Anche in questa fredda mattina di marzo centinaia di Ciliegi o sono Peschi? Per il Guzzista interessato: Tira un vento della miseria. È più facile trovare un orologio a cucù non fatto in Cina! Durante il ritorno succedono due cose: Breve preghiera, vigorosa grattata, attento esame e cessato allarme: Cielo stupendo e in programma soprattutto Strasburgo.

Siccome non mi va di fare di fare la strada pianeggiante per Haguenau, con furbissima manovra di aggiramento scendo lungo la cresta montuosa in direzione sud ovest e entro trionfalmente in città da ovest; stupore di Hondisti, gendarmi in BMW si inginocchiano piangendo, Suzukisti buttano la loro moto nel fiume, poi mi sveglio….

Gli spiriti più acuti hanno già notato che in parte è il percorso di ieri, il che testimonia se mi à piaciuto o no…. Strasburgo è, voglio essere originale, bellissima. Sarà che oggi il clima è stupendo e questo, si sa, aiuta….

Alcuni scrivono racconti di viaggio, altri canzoni di guerra. Truppe provenienti da Marsiglia e di stanza a Strasburgo vennero poco dopo comandate a Parigi. Visitatela, Strasburgo, quando potete. Dando prova di grande originalità, ritorno verso casa seguendo esattamente la stessa rotta del mattino.

Sono molto soddisfatto di Ombromanto, di Strasburgo, di me e del mondo in generale: Ormai le belle mattinate sono quasi noiose. Fiducioso nella mia capacità di perdermi in mezzo a una città senza saperne più uscire, evito accuratamente la strada per Strasburgo e punto di nuovo, per la strada ormai nota, verso Saverne: Appena uscito dalla doccia mi telefonano dalla Reception: Guardo di nuovo le gomme e capisco le luci al neon.

Altra piacevolissima sorpresa, che ha superato di molto le mie aspettative per questa tappa interlocutoria verso la Borgogna: In Guzzi, ci torno!

Non capisce o non udisce, scuote la testa. Non so descrivere cosa mi prende quando il cielo è azzurro, la mattinata è stupenda e il mio destriero Ombromanto parte al primo colpo e dopo pochi secondi tiene il minimo senza alcuna esitazione, fregandosene altamente di accensioni e iniezioni elettroniche.

Dicono sia incurabile, soprattutto per la forte resistenza dei pazienti a farsi curare. Il mio destriero ed io ci mettiamo dunque in moto verso la meta centrale del viaggio, la Borgogna. Già molto soddisfatto della piega che hanno preso le cose arrivo a Beaune da est: Già, il Ducato di Borgogna.

Vediamoli brevemente più da vicino, questi Duchi di Borgogna: Beaune è una città molto carina, ma dopo averla ben visitata e non avendo voglia di visitare il si dice fittissimo intrico di cantine, lancio il mio fido destriero alla volta di Autun. E finalmente arrivano, i dolci vigneti di Francia! Ci riuscirono grazie alle reliquie di S. Lazzaro e relativa Cattedrale. Che si rivelerà molto bella e spettacolare nella luce del tramonto, ma ai miei occhi soccombe davanti a St.

Jean a Besancon vista ieri. Ma non anticipiamo gli eventi: Amico Guzzista, seguace di Carlo, prendi la carta, trova Autun sta una sessantina di km a ovest di Beaune, Beaune sta a una quarantina di km a sud di Digione, Digione, cribbio, te la trovi da solo.. Al termine di questa bellissima giornata, parcheggio la moto e mi visito Autun finchè è giorno molto bella, non troppo grande, simpatica per fare tappa ma, va detto, nè Beaune nè Besancon. Chiudo con un breve consiglio per gli acquisti: Una delle più potenti organizzazioni statali mai esistite, una vera Multinazionale ante litteram.

Più di mille Abbazie sotto diretto controllo dal. Fanno 5 volte e mezzo la storia della Guzzi! Miserrima la fine dopo la Rivoluzione Francese: Bello depresso tornando a Ombromanto, grandezza e lento declino mi ricordano inevitabilmente la Moto Guzzi, ma lei almeno vive e scalpita..

Cominciamo a parlare, sono due motociclisti danesi, si informano su prestazioni, prezzo dei lavori fatti, se sono soddisfatto. Il più anziano è in trattative per una Breva, ma in Danimarca le tasse sono notoriamente feroci, lui spera di riuscire ad averla per E comprarne una usata? Dopo un cinque minuti di intensa propaganda Guzzista tanto i soldi sono i suoi… , lascio i due alle loro visite e mi metto in moto verso Tournus, altra cittadina medievale sita nelle vicinanze.

Per essere stata visitata lo stesso giorno di Cluny Tournus si difende benissimo, poi calcolo che Gwaihir mi sarebbe costato sui Turnus ha, prima di tutto, una Abbazia romanica notevole. Il senso di tragedia, di stupro efferato e irrimediabile, che mi aveva accompagnato tutta la mattina se ne è andato, spazzato via da un problema non mio.

Si sa, il Guzzista è una persona emotiva, altrimenti non avrebbe una Guzzi, ma una Kawasaki o magari una Singer….. Il percorso per tornare in albergo è geniale: Ieri ero andato verso sud, oggi mi dirigo verso Ovest. Parto presto e arrivo ad Avallon prima delle Avallon è un altro posto pittoresco costruito sopra un enorme massiccio di granito ed è nota per la bellissima chiesa di S.

Lazzaro, con cui gli avallonesi? Ad Avallon ero arrivato con la D molto bella e la N6 molto meno bella. Continuando ora sulla N6 arrivo ad Auxerre. Auxerre, molto semplicemente, incanta. La cattedrale, di un Gotico slanciatissimo e con bellissime vetrate policrome, è molto suggestiva specialmente col forte sole che nel frattempo era uscito e vale da sola una giornata di viaggio solo per vederla. Lascio Auxerre per la vicina Vezelay Avalon, Auxerre e Vezelay formano una specie di triangolo e si prestano ad essere visitate assieme.

Vezelay è anche legata a due Crociate: Quasi 4 ore di guida ininterrotta nel famoso parco naturale del Morvan, che ieri come oggi non mi delude. Se andate da quelle parti, consiglio di perdervi per vigneti direttamente dalle parti di Chalon che è meglio. Arrivo a Chalon alle 11 e Il resto del pomeriggio lo passo ancora per vigneti, bellissimi nella luce del pomeriggio. Un velo di tristezza mi accompagna, mentre viaggio per vigneti a velocità minima, il motore che fa le le fuse tranquillo, pensando a quanta gente, in questo momento, va in giro su una Honda o Kawasaki o Suzuki piena di valvole e sigle strane, e non saprà mai…..

Alla sera mi faccio un altro giro a Beaune, anche lei mai tempo perso. La giornata si fa ricordare anche per una mia genialissima manovra di parcheggio su brecciolino non ben livellato, che finisce come avete già intuito… la figura di merda è dolorosa, ma breve, un simpatico locale si ferma immediatamente e rialziamo subito la moto.

Sicuramente si è chiesto come si fa a cercare di parcheggiare in un posto del genere. Ma come si dice in senso figurato! I Cistercensi erano in molte cose in aperta polemica coi Cluniacensi: Nulla resta degli edifici di un tempo, il tutto è piuttosto insignificante, inspiegabilmente il portone delle visite è chiuso in orario di visite! Mi faccio una passeggiata intorno, poi lascio da parte Citeaux senza rimpianti e mi dirigo verso la tappa principale di oggi, Digione.

Digione va assolutamente visitata: Da Auxonne ritorno a Nuits St. George è anche lei una cittadina piccola ma simpaticissima, come Meursault in mezzo ai vigneti e quasi altrettanto bella. E loro restano, anche dopo che le hai messe in moto una volta! Alle 8 del mattino esco dalla mia stanza di ottimo umore e bello come il sole, per avere dal proprietario le chiavi del garage dove ho lasciato la moto per la notte.

In sella al mio eroe mandelliano comincio, ormai alle 10, il mio viaggio di ritorno. Lascio dunque la Borgogna e attraverso la Franca Contea Besancon e Belfort entro in Alsazia appunto dalla parte sud di Mulhouse, credo la culla delle Bugatti. Lascio la statale e mi infilo una serie di stupendi villaggi in mezzo ai vigneti seguendo uno dei tanti percorsi turistico-commerciali in realtà vogliono, è ovvio, che compri il vino molto meglio indicati della Deutsche Weinstrasse.

Che dire di Colmar? Colmar è parte del vecchio territorio degli Alemanni, come Friburgo, Strasburgo e Basilea, una cultura tra le culture ma dove ti stupisci pur sempre di leggere e sentir parlare francese. Trovarsi in Alsazia e non visitare Colmar è come trovarsi a Lecco e non visitare Mandello. Non solo non sta bene; semplicemente, non si fa. Le chiese sono chiuse, la batteria giapponese!

Oggi, quasi esattamente dieci mesi dopo e il giorno in cui invece esco dalla Borgogna, festeggio i Il mio purosangue rosso come la passione e come molte cose belle del mio Paese compie il prossimo 1.

Altra mattinata nuvolosa, minaccia pioggia ma oramai me ne importa poco. Invece anche oggi, dopo due gocce due, un forte vento spazza via le nuvole.

Quando arrivo a Riquewihr è una bellissima giornata, ma ventosa e un tantinello fredda. Kayserberg è molto idillica, nettamente più grande di Riquewihr ma senza mura e in piano, con un vecchio castello che domina il paese ricco di belle case a traliccio. Dopo imposizione delle mani manipolazione metti-togli , la mia batteria resuscita, probabilmente era solo un contatto. Ormai sono le 6 del pomeriggio, casa è lontana, comincia a fare fresco.

Anche loro offrono uno stupendo panorama di vigneti e peschi e ciliegi in fiore. In Germania, dove le autostrade sono tantissime e gratis, nessuno si preoccupa di mettere sulle statali segnalazioni che vadano oltre il prossimo villaggio. Decido di andare a naso, fallendo gloriosamente. Arrivo a casa a buio inoltrato, sono le 9 di sera esatte. Capisco che è appena finita la più impeccabile vacanza in moto che abbia mai fatto, un ottimo mix tra mototurismo e turismoturismo, tempo bellissimo ma mai troppo caldo, Ombromanto impeccabile, problemi tecnici zero.

Mentre do una pacca o due sul serbatoio del mio purosangue come faccio al termine di ogni viaggio io le faccio queste cose, le faccio veramente! Io lo so, che lui capisce e apprezza! Grazie, Ombromanto, perchè me li fai dimenticare…. Le oscillazioni di prezzo sono enormi, anche centesimi al litro per benzinai distanti poche centinaia di metri!

Ottimi i prezzi dei benzinai dei supermercati, quando non sono chiusi, pagamento per chi non ha la carta sempre in contanti, dimenticate carte Bancomat straniere e carte di credito. Fare attenzione al pietrisco sempre in agguato. Potendo, cercare di usare le strade dipartimentali D ; le strade statali N possono essere di tutto dalla bella strada tutta curve al mostro rettilineo a due carreggiate. In Provenza consiglio di non lasciare la moto fuori la notte. Io e Aldo arriviamo puntuali e troviamo Patrignani che ci attende; strette di mano e si sale in macchina: Quello del Gran premio delle Nazioni del a Monza, con la quattro valvole….

La sosta fuori programma già ci fa capire che tipo sia Patrignani: Arriviamo a casa sua e subito ci sferra un colpo da knock-out:. Il Parco moto è notevole: Ci accomodiamo nella bella mansarda… Ai piedi del letto, su una mensola della libreria una splendida monocilindrica bialbero completa di carena. No, non un modellino: Beh, faccia conto che siamo una piccola rivista dedicata alle Moto Guzzi.

Lei ne ha parecchie di storie da raccontare sulle Guzzi. Guardi, lo scrissi anche pubblicamente, anni fa, credo su Motosprint. Avrei barato sul regolamento pur di non fermare quella gara!

Ma non fu necessario. Gran bella impresa, quella! Le confido una cosa: Solo che quando mi resi conto della velocità con la quale stavo entrando in curva, dissi fra me e me: Sicuramente fu importantissima per la Guzzi. E i compensi che ci diede la Guzzi. Cinquecentomila lire, se non ricordo male. Comunque una somma esorbitante. Le parlo degli anni Settanta, eh, anni molto difficili. Per testare i prototipi, se trovava i piloti bene, altrimenti prendeva e usciva lui. Se non sbaglio dalle parti di Cattolica.

Ecco, guardi, le dico una cosa. Patrignani ci mostra una lettera indirizzata alla Dirigenza Guzzi nella quale segnalava lo stato disastroso dei modelli storici Guzzi che si trovavano sparsi, più o meno abbandonati, in dei grossi capannoni tra Mandello e Abbadia Lariana, e propone degli interventi per il loro recupero e restauro in vista della creazione di un Museo Guzzi.

E qui mi risponde: Fino agli anni sessanta ma anche un Dondolino o dei Gambalunga si trovavano a marcire nei capannoni… Con la vernice che faceva il fiore, uno spettacolo che non le dico… In Guzzi non ci si rendeva conto del patrimonio che si stava lasciando andare in malora. Mi ricordo una visita al Museo sotto la sapiente guida di Vanni Bettega che di fronte ad alcuni modelli rimuginava: Io ho dato tanto e ho lavorato tanto per questa idea del Museo e, francamente, non posso dire di non essere stato ricompensato.

Vede alle mie spalle? No, perchè se non lo avessi venduto non avrei mai avuto la possibilità di tornare al TT…. Uno dei libri di moto più emozionanti e sinceri che abbia mai letto.

Ah, io starei tutta la giornata a parlarne. Invece ho degli amici che non ne vogliono proprio sapere. Lui è molto severo sul TT: Anche quando ci sono ritornato ancora nel , altra litigata sorride. Rispetto la sua opinione, per carità. Ho vissuto in prima persona momenti di tragedia al TT. Ho cercato di scrivere tutto e di essere onesto su tutto del TT.

È un mondo eccezionale. Ed è difficile per me esprimere un giudizio netto, drastico sul TT. Prendete Agostini, che pure fu alla testa dei piloti che chiesero il boicottaggio del TT per ragioni di sicurezza. Ah, il Mountain… Anche in Guzzi mi fecero uno scherzetto, alla rievocazione del o , al Lap of Honour, dovetti cedere il numero 1 ad Alfio Micheli. Patrignani non le dispiacerebbe cedere il numero 1? Ma certo che mi dispiace!

Mah, insomma, per fortuna ero in ottimi rapporti con i manager di allora. Il Lap of Honour è una gara come le altre, altro che parata risate. Qui a Mandello è proprio tangibile. Adesso mi sembra che la nuova proprietà sia bella solida. Speriamo in una politica oculata di investimenti. Mah, non saprei… O mi fanno un qualcosa di pazzesco, che so io, un 8 cilindri!

È ormai tempo di congedarsi. Aldo scatta qualche foto. Mi vennero a prendere in aeroporto, al Cairo… Uh, mi spavento ancora a raccontarlo risate. Vedete, io pensai di partire da lontano e di fare il viaggio avvicinandomi verso casa. In genere invece tutti i grandi raid erano da casa verso qualche meta lontana. Ma io dopo aver fatto Milano-Tokio non me la sentivo di ritrovarmi in quelle situazioni nelle quali non solo sei a migliaia di chilometri da casa… ma continui pure ad allontanartici!

Solo che non avevo fatto i conti con il bollino del Sudafrica sul passaporto… Sa, eravamo nel Ad ogni frontiera, ore, giorni di problemi, perquisizioni a non finire, interrogatori… Ecco, arrivato ad Asmara, stremato dai problemi per ottenere il visto in Sudan, crollai e tentai la fuga!

E sulle memorie africane ci congediamo, questa volta davvero. Ringraziamo sentitamente Roberto Patrignani per la simpatica chiacchierata e ci dirigiamo verso casa di Aldo, dove Terry ci ha preparato per pranzo un delizioso polletto farcito per concludere questa breve ma bellissima visita a Mandello. Ma non è finita; dopo il caffé, Aldo lascia cadere una proposta: Non è un bel mattino quello del 29 maggio , dalle parti di Wiesbaden.

Cielo del miglior grigioscuro, le previsioni dicono pioggia in mattinata. La BMW ha problemi, Manfred è già dal meccanico, tornerà tra poco. Manfred ha un altro modo di intendere la vacanza in moto: La mia vera natura verrà fuori prima della fine del viaggio…. Della serata mi restano in mente, oltre alla piacevole conversazione con un amico di molti anni che causa trasferimento vedo solo raramente e al pasto impeccabile, la discussione di un gruppo di tedeschi a un tavolo vicino, prima quieti e sereni in stile vacanziero, poi più accesi, poi decisamente agitati, infine più o meno apertamente urlanti.

Concludo la giornata dicendo che segna i primi La mattina seguente è bellissima. Dopo una buona ma in stile francese non troppo abbondante colazione ci mettiamo in marcia verso sud. Ai vigneti della prima parte del viaggio, molto belli nella mattina di primavera avanzata passiamo anche per Cluny, che ci impressiona ma non abbastanza da spingerci a fermarci a lungo seguono paesaggi via via più aspri, quando da Macon decidiamo di aggirare Lione da ovest e scendere verso sud dalla parte di Clermont Ferrand non senza una breve sosta a Cluny.

Ardèche, in quello di Drome. Qui il paesaggio è completamente cambiato. Alle otto e mezza circa e dopo circa km arriviamo a destinazione, una incantevole casa colonica ristrutturata ad albergo dalle parti di Alès. Dopo avere mangiato abbondantemente e chiacchierato fino a ora tarda in un misto di tedesco e francese di qualità variabile bene lui, male io… poniamo termine al secondo giorno di viaggio. Fin qui in 2 giorni km, bei percorsi, bel tempo, bei posti, tutto a posto. La mattina del terzo giorno essi si riposarono, perchè la mattina era bella, il giorno prima avevamo girato molto e fatto molto tardi, e una chiacchierata di quà, un ricordo dei vecchi tempi di là, quando partiamo sono le 11 e 40 e il sole picchia già duro.

No, no, solo un colpo di sole dei carburatori dovuto alla differenza di temperatura con la Germania. Lo prendiamo dalla parte opposta a quella del Tour, poche scritte per strada e di ciclisti sconosciuti. La strada è molto bella, non molto impegnativa perchè molto larga ma sempre interessante. Arrivati in cima il panorama è di quelli rari, fino alle Alpi e si vedono e al mare non si vede, leggera foschia. La discesa invece delude: Continuando dopo il Mont Ventoux facciamo una strada bellissima verso sud che pare non finire mai.

A Lourmarin, paese molto idillico e già noto al mio amico esperto di cose francesi, finiamo prima noi e decidiamo di fare tappa. Allons enfant de la Patrie! Ca ira, ca ira, ca ira! Ci dirigiamo verso sud, arriviamo alla costa a St. Mano a mano che ci allontaniamo dal centro di St. Che dire di questa strada? La Francia ha perso col Senegal, la gioventù locale beve per dimenticare o forse avrebbe bevuto lo stesso, non lo so, non lo chiedo, con modestia mi accontento che abbiano perso… Decidiamo il da farsi.

Domenica mattina, dopo essermi salutato con Manfred, comincia la giornata più incredibile della mia carriera motociclistica. Da qui comincia la seconda parte: Mentre, in fase di arrivo, procedo al graduale raffreddamente del motore rallentando progressivamente e poi lasciando il motore girare al minimo per un paio di minuti per evitare lo shock termico, penso a che materiale ho per le mani, quanto è adatto al turismo, quanto é affascinante il suono, come è adatto il motore, come è robusto il telaio.

La Guzzi non produce più moto da turismo. Non piace al marketing. Bella vacanza, con un caro amico, bel tempo e una moto eccellente. Da domani si torna al lavoro. Ma con dei ricordi in più. Avere sempre dietro banconote da 5 e 10 euro. Pregare che il prossimo benzinaio sia aperto se la preghiera era intensa, alle volte succede….. Parlare dei tempi trascorsi alla Moto Guzzi e, particolarmente, delle moto da corsa, è per me un onore e un piacere.

Infatti, quel motore monocilindrico aveva la distribuzione monoalbero a quattro valvole in testa, la lubrificazione forzata con doppia pompa di mandata e recupero, soluzioni che sarebbero divenute di uso generalizzato sulle altre motociclette solamente molti anni dopo. Aveva, inoltre, la biella tubolare, un piccolo capolavoro di lavorazione meccanica, se pensate che questa era forgiata piena e poi forata. Stanley Woods era uno specialista del Tourist Trophy, che vinse la bellezza di 14 volte.

Se un pilota cadeva dalla moto, si faceva veramente male ed era fortunato se poteva raccontare la sua caduta. Ho visto delle abrasioni e delle mutilazioni impressionanti provocate da cadute su quel circuito, che ha il triste primato di centauri che hanno perso la vita in corsa o durante le prove.

Gianini, poi diventata Galera con una storia strana che non tutti conoscono, nel senso che ci furono delle trattative tra la C. Alla Moto Guzzi ci si pose, quindi, il problema di avere qualche cosa di efficiente da contrapporre a questa macchina. Carlo Guzzi prima della guerra aveva messo in cantiere due soluzioni entrambe sovralimentate: Questo, sinteticamente, fu quanto avvenne in campo sportivo alla Moto Guzzi negli anni anteriori al , quando vi entrai come dipendente.

Dal al , erano già in auge le corse per i corridori di seconda categoria, prevalentemente sui circuiti cittadini, organizzate dai vari MotoClub, e a quelle corse partecipavano corridori che avevano una macchina propria. Ricordo una corsa che ebbe per me un particolare rilievo: Questo circuito ci aveva insegnato negli anni precedenti come macchine di potenza inferiore, ma più maneggevoli, fossero avvantaggiate e a tale proposito ricordo le vittorie della Bianchi di Nuvolari e di Prini con la Moto Guzzi Macchine meno potenti delle Norton e delle Sunbeam a delle stesse Moto Guzzi nella classe maggiore, potevano, su questo circuito, sperare di ottenere la vittoria assoluta.

Tenni non poté partecipare a causa delle conseguenze di una rovinosa caduta che aveva avuto durante le prove, Sandri corse e vinse con la compressore, ma la corsa fu memorabile per il duello a distanza le partenze al Lario erano separate tra Pagani e Serafini.

Questo fatto tecnicamente fu molto importante perché mi convinse che la sola ricerca della potenza massima nei motori era una via pericolosa, talvolta necessaria, ma che non bastava disporre del motore più potente per vincere su tutti i circuiti; era altrettanto importante disporre di una macchina che fosse ben frenata, stabile, facile da guidare, e che avesse in definitiva tante qualità più facilmente ottenibili su di un mezzo leggero che su uno pesante.

Durante la guerra, alla Moto Guzzi cessarono le prove e gli esperimenti e, alla ripresa, la formula venne cambiata, il compressore non era più ammesso nelle competizioni e, quindi, fu necessario rifarsi una mentalità. Gareggiavano per i colori della Moto Guzzi tra gli altri: Spesse volte vinceva non per merito suo ma per errore degli altri. Un corridore che si trovava in testa, quando gli veniva segnalata la rimonta di questo strano avversario, era indotto a sbagliare.

Tornando alla corsa disputata attorno alla fiera Campionaria, questa fu caratterizzata dal fatto che, contro gli inglesi della Norton, noi avevamo schierato Freddie Frith, un grande campione, cui era stata affidata la bicilindrica.

Tra i piloti che meglio conobbi, debbo ricordare Omobono Tenni, un uomo che aveva due caratteri, assolutamente contrastanti. Ho parlato tante volte con lui e ricordo che una volta mi disse: Per la Benelli correvano Soprani e Rossetti. A un giro dalla fine erano rimasti in corsa solo Tenni e Soprani ma Soprani stava per essere doppiato da Tenni.

Se si fossero toccati sarebbero probabilmente saltati per aria tutti e due; potete immaginare con quale consolazione di tutti noi della Moto Guzzi. Tenni era veramente un uomo coraggiosissimo e un irriducibile. Tenni è rimasto nel cuore di tutti i vecchi della Moto Guzzi ed ancora oggi tutti coloro che hanno avuto la fortuna di conoscerlo lo ricordano con tanta simpatia.

Per tentare di migliorare la nostra posizione, nel , fu realizzato un bicilindrico, riprendendo un progetto di prima della guerra, per il quale era stata prevista la possibilità di montare il compressore.

Nel , Giorgio Parodi finalmente mi convinse ad andare al Tourist Trophy. Io non ci ero voluto andare, con sua grande meraviglia, per le ragioni che avevo già esposto. In quella prima occasione vidi, nel corso delle prove che svolgevano alle quattro della mattina perché la strada era chiusa al traffico, per la prima volta un grandissimo campione della Gilera: Io vidi Duke seguire Bell, che stava facendo cose incredibili con quel fondo e su quel circuito, e rimasi talmente impressionato che prognosticai a Parodi che il giovane Duke, salvo incidenti, avrebbe vinto facilmente il Tourist Trophy nella , e che, per la nostra bicilindrica allora guidata da Foster, ottimo corridore inglese, le possibilità erano assai scarse.

Noi lo usammo molto, tanto è vero che tutte le carenature della Moto Guzzi ufficiali furono messe a punto nel tunnel e noi riuscimmo a controbattere la NSU, che disponeva di motori più potenti dei nostri, soprattutto grazie alla galleria del vento. Il problema poteva, a mio parere, essere risolto in due modi: In effetti, scegliemmo entrambe le strade, e questo apparente controsenso mi fu fatto notare; ma io ritenevo che, se si volevano ottenere dei risultati, bisognava esplorare le soluzioni limite per poi, eventualmente, adottare una soluzione intermedia.

Remor era passato dalla Gilera alla MV, avevano anche il vantaggio di disporre di piloti eccezionali quali Duke e McIntyre. Con i miei validissimi collaboratori: Avemmo inizialmente qualche noia, legata essenzialmente alla lubrificazione.

Il motore aveva cinque supporti: Tentammo varie soluzioni, quali: Fu un vero peccato perché, in prova, la macchina aveva percorso la bellezza di tre Gran Premi senza inconvenienti.

Alla fine del , mi trovavo a Modena per una corsa, quando ricevetti la notizia che Moto Guzzi, Gilera e Mondial avevano firmato un impegno a non correre più. Avevamo, in complesso, molta carne al fuoco, e questo dover troncare di colpo mise tutti noi in una condizione di grande disagio. Quando tornai a Mandello fui consolato dai miei dirigenti con la nomina a Direttore della progettazione e, con i miei amici collaboratori, ci mettemmo a lavorare alla realizzazione delle varie macchine che ancor oggi sono in circolazione.

Il V7, che ci era stato richiesto dai Corazzieri come macchina di rappresentanza, fu uno dei nostri primi lavori. Quella vetturetta era da ricordare perché costruita sullo schema delle attuali vetture da corsa ossia con motore posteriore, con i due cilindri che uscivano ai lati della scocca, la trasmissione era stata realizzata adattando un gruppo differenziale, con i freni adiacenti al differenziale, di provenienza Lancia Aprilia, e le quattro ruote erano indipendenti.

I motori Moto Guzzi, oltre che sulle motociclette, vennero montati su vari altri veicoli, quali: In questo ambiente ho avuto la fortuna di lavorare per trentun anni, ma gli ultimi anni non furono certo piacevoli come i primi. Nel , la Moto Guzzi si trovava in difficoltà. Lasciata la Moto Guzzi, ricevetti parecchie proposte di lavoro da parte di persone che mi conoscevano. Fra tutti ricordo il Conte Domenico Agusta, che mi avrebbe voluto a Gallarate alla MV e che mi offriva la possibilità di dedicarmi a quello che preferivo: Dopo il , con Cantoni e un altro disegnatore ex Moto Guzzi, aprii uno studio di progettazione nautica e mi dedicai anima e corpo alla realizzazione di barche a vela, non per lucro, ma, anche in questo caso, riuscendo a lavorare con molta soddisfazione alla realizzazione, per clienti amici, delle barche che mi piacevano.

In complesso, ritengo di aver avuto una vita molto divertente, dal punto di vista professionale, e di aver trascorso degli anni indimenticabili alla Moto Guzzi, almeno fino al , anni che rimpiango veramente e di cui mi resta vivissimo il ricordo di tanti amici, dei piloti, della gente. Questo era abbastanza logico. Lo schema da noi adottato, che pur risultava ottimo dal punto di vista delle vibrazioni e del bilanciamento, aveva il difetto di avere gli scoppi non equidistanti e, quindi, girando a un minimo veramente basso, questo motore sembrava zoppo.

Infatti, tutte le Moto Guzzi, sia da turismo che da corsa, avevano in generale un passo superiore a quello delle analoghe macchine fatte dalla concorrenza. Questo fatto, non rilevante per le macchine da turismo, poteva costituire un inconveniente per le macchine da corsa. Poi realizzammo un motore di , lontano quindi dal limite della categoria, ottenuto ancora con la corsa 68; poi, quando passammo al vero , avemmo la possibilità di provare sempre dei motori sottoquadri e dei motori quadri; ma non andammo mai sulla corsa lunga.

Quale angolo delle valvole veniva impiegato in Guzzi e quale era la geometria delle teste che veniva adottata? Il problema era che, con angoli molto aperti, si potevano avere valvole molto grandi, ma peggiorava la forma della camera di scoppio e, quindi, per avere rapporti di compressione sufficienti, bisognava avere il pistone a tetto che dava altri inconvenienti. Una delle prime prove che feci, ancora prima della guerra, fu quella di adottare sulle macchine da corsa quella strana forcella impiegata dalla OEC, che non aveva il cannotto di sterzo, ma era costituita da un trapezio superiore ed uno inferiore deformabili, e col perno ruota che si muoveva parallelamente a due foderi collegati ai trapezi deformabili.

Provammo con Tenni a Monza quel telaio, ancora privo di carenatura, montato con la forcella a trapezi deformabili. Il secondo tentativo con la forcella a trapezi deformabili fu fatto con il cc a quattro cilindri in linea, che era piuttosto alto e, quindi, poteva essere interessante vedere se si riusciva ad abbassare il telaio. In conseguenza di questi fatti, decisi di accantonare quella soluzione.

Under a merciless rain we arrived. We were in a timeless courtyard among the alleys of the old part of Mandello, on the shore lake. At the top of a little staircase there was a wooden door with a simple brass nameplate. I read it and I lost a heartbeat: Everything started some months ago with the idea to have the workshop manual of my bike autographed by its designer, then slowly this idea became a bit different: Then I spent a lot of time reading again the questions in order to eliminate banalities, manage the interview properly and organise the logistics aspects.

The train trip from Rome, then a good lunch by Aldo and a last equipment check and I was ready, but still full of doubts: Or our interview will be banal for a person who already has had hundreds of interviews. Will he say goodbye to us unceremoniously? Will the equipment be OK?

I knocked at the door and a tall gentleman just a bit bent for being 93 years old, with a lot of white hairs opened the door. I lost another heartbeat. We were invited to enter in the dining room. It seems like time passed there without touching anything. First of all, I whish to thank you for being willing and so kind. Everyday we use your motor and the all the kilometres we travelled depend on you. I would like to start by asking about your engine V What could this engine achieve? And this was the main starting point.

We realised the first V project note: From that project all the complications and the elaboration of the subsequent motorbikes were born. At that time I also built a V, cc first and then a cc. I put it on a Fiat I remember that it gave me a lot of satisfactions.

It was a motor, the , giving 36 or 38 HP. Exactly twice the output of the original Fiat engine, giving hp. The car was very brilliant, pleasant and funny; it had a very good acceleration and the maximum speed was almost too much: We did some tests for that purpose.

Eventually, the V model for the bike was the chosen one, because police forces and the Army liked it, and not only the Italian ones but all around the world. Then it was increased to cc. In any case, in my view, in spite of several advantages for tourism, police corps and stuff, that engine scheme is not too suitable for a racing motorbike, for several reasons that I do not explain for I fear to become boring…. Not only for the problem with fairings. The main difficult is that the shaft drive gives rise to an overturning torque.

This torque is dangerous for a racing motorbike, while it is tolerable in a walking machine. This can be confirmed by BMW. Then, the actual motorbikes have been derived from that cc engine, by using always the same scheme. But try to think to some motorbikes existing today, they are super machines and only few people can really used them up to what they can give.

We sold it in US, in Egypt in Argentina… It was a motorbike made for the police corps and in fact it was projected for that use. But as I said before, the origin of the motorbike was as requested by big horse the nick name of the cuirassier colonel NDA , i. If you consider what that engine eventually got, I mean cc, 4 valves, etc; according to your opinion what could be the evolution in the future? Do you think about it with liquid cooling?

And next to than the GP races there are also championships dedicated to currents road models that are successful in the market, so…. But they should do something new. Regarding the competition I know today at Aprilia there is a new engine that already raced.

As you know starting from the next year the highest category will be only for 4 strokes engine. They Aprilia NdA built a 3 cylinders engine that raced in some competitions but they are very late.

GCC Indeed and I believe that people are always attracted by something new and frankly I believe my V cannot be something so new, yes maybe it can become the liquid cooled; I heard rumours but, who knows…. Not everybody would agree on that; for example I read of a pool in which the majority of people declared that they would not buy a Guzzi with a different engine!

GCC if we forget Moto Guzzi for a moment, the problem is that today the competition on the market of racing motorbike is very hard.

Will they be reilable? There are not qualms anymore about Japanese products. Such as considering the product only as fashionable at a first view ; now they are able to built very good cars. Thus if today one wants to abandon the V scheme it is necessary to go on high fractioned engine and high powers. Today, hp are just not enough.

Now there is the new 4 strokes formula for the GP. In the first year this formula has to rice together to 2 strokes: Do you know what this mean? They are crazy, the two strokes engine has more than hp and the new 4 strokes engine that is trying to race now seems to have hp. The argument is simple. If we assume that in the Formula 1 a 3 litres powered has easily hp. A small engine is able to turn quicker or at least at the same regime thus it is easy to predict that the Honda engine racing this year would have almost hp once it will be completely developed, next year.

I remember Avus circuit in Germany. Today these circuits do not exist anymore, but there are circuits in which it is difficult to remain on the seat with a motorbike having so much power.

Just think about a wet race nowadays! I know it is exaggerated, but people are fascinated by this show. Even because to go back to the competitions means to race in the Grand Prix formula where Aprilia is already present. They gave a motorbike to Laconi, in the first racings he is in the eighth, ninth position he is puzzled.

With a minimum weight depending on the power and splitting, with the exception of a splitting above to 6 cylinder. Of course the 6 cylinders engine has a weight the four weights less the three even less. The differences are about 20 kg. That is important but not enough to cut the power of these engines. GCC The weight scale need to be studied because it is decisive. GCC yes, but now it is not possible anymore to do it, so we can simply avoid talking about it.

The three cylinders could be a good solution, but one has to keep in mind the limitation of the turns of the engine. If the Italian three cylinders is able to turn at almost same speed it could be competitive, but if that turns at and the latter at it is not possible to do.

People said that an engineer who worked at Ferrari cooperates for the 3 cylinders and that the engine has pneumatic return of the valves. In this case, well, it could turn enough.

The problem is that to be competitive you have to think about power as we said before. At least HP and I believe now we are quite far from that.

The choice of the eight cylinders was made because it would be better than six and four cylinders? Once abandoned the monocylindric and the bicylindric, our closest solution would be a four cylinders.

But building a 4 cylinder meant stay behind Gilera and MV because they started earlier and we would had to work at least a couple of years to be at the same level of experience and development.

Then we thought that aiming to the eight cylinders the power was not an issue anymore, on the contrary weight and dimensions would be important. Our 8 cylinders was brilliant because it was as large as a waving. When it was tested on the bench for the first time it already gave 63 hp while the Gilera gave 60 hp, and we were just at the very first tests.

Then it achieved hp and the power would be increased more and more if they did not kill it with the famous agreement. A new crankshaft and other things. From 75 hp, I think hp could have been achieved relatively easily in one or two years. I remember I said we were going to install a turns limiter smiling.

For sure rounds were possible with that dimensions. The problem was with distribution. Think what margin of improvements that engine had, by using what today is normal, the possibility to have an electronic starter or the distribution with the pneumatic return of the valves…There were huge possibilities to improve it. GCC yes sure, with the indirect or direct ignition, depending on the case.

We were able to do the V with eight carburettors and all these stuffs. But it would be so much simplified with the injection. It would be possible to improve fuel consumption, the power, everything. There were plenty of room for development in front of us. There are so many technological innovations that became available after that engine.

And if it would be possible, you can bet that Japanese would have already done that. I remember on Honda built a 5 cylinders. Do you know what it means??? It turned at rounds; I saw it turning at the Tourist Trophy. Was it between and ? Maybe later… he thinks.

It is true that the V8 engine had fans worldwide He points out a picture hanged above the fireplace with a drawing representing the eight cylinders: Last year an Australian man comes to visit me. It was a peculiar person: He built them by himself. GCC if it would be possible, you bet I would do that! An 8 cylinders engine with the same V scheme but very few other common features besides it. The old 8 cylinders had two valves. Then the new one would have completely different cylinder heads and starter.

At that time for that engine the ignition problem was practically without solution. We started trying the Vertex, a Switzerland magnet. When the engine turned at half of the maximum turns it already had problems. Then we built a system with a cylindrical ignition coil and spark plug point. It worked well but such a system today would be ridiculous. It seems to me that engine is square, with the diameter equal to the stroke.

Today they built undersquare engine able to turn more quickly. A test was made by reducing the power to It was thought to take of one cylinders block. But the test was never carried out. We talked about this four cylinders, but it would be bulky since it has the carter, speed gear clutch and also the radiator of the eight cylinders engine. And the test was not carried out. On the contrary the 8 cylinder was built and tested at Monza: I remember that engine was able to give more than 50 hp, 52 or But it was only for fun, and only the 8 cylinders was built.

Yes maybe you are right but it would not have been so easy to sell it because of the high price. The ones who can afford to spend so much money on race bikes, would rather buy a , a or cc, that kind of superbikes.

At that time people were not into superbikes. We had our own staff managing the racing but for the rest it depended on the production department. The toolmaker department that normally produced the tools for normal motorcycle, had to work also for us and we, in the racing department, had always to beg them while a part of the workshop people shilly-shallying. It was a continue fighting.

There was not an organisation dedicated to the races as for example today in Ferrari. We depended to the toolmaker people that helped us on a personal courtesy base! If they had called me…. I remember we were in Modena, for some tests for a city race on the Modena local circuit, a simple fenced lawn. When we came back somebody told me: In any case if Guzzi have had keep racing, it would have become more modern. Organize itself in a different way. Since at that time I was the only engineer in Guzzi, every time there was a problem or a trouble, people come to me and I had to find a way to solve it.

There were some military supplies that needs to have a list of drawings about the values of some tests such as powers consumption, torque and so on, and these drawings were due according to the contracts.

And I had to do them, there was no choice! They wanted the accelerations of the military motorcycles in the first second third fourth gear, and I have to draw all the plots. I did so many different tasks, every time there was a trouble, they came to me saying: What do we do? GCC the worst moment is easy to remember, on the other hand then there were a lot of good moments.

Let me say, and nobody can deny that, that I was so enthusiast, I would have paid to work in Guzzi! I never had controlled time or badges, neither at the beginning nor later.

Some times I went to the work at 10a. That enthusiasm, that team spirit which made us try and try again everything, just disappeared. When we built the eight cylinder my co-workers and me did enormous efforts for drawing, then we had to go to the model maker in Milan, then to Isotta Fraschini that moulded the first carters… It was a continuous moving, then after the everything stopped. To be a manager you have to be cruel.

If one of his employers was sick he sends him a specialist at home, he was really a remarkable person. He was badly treated by some managers. You see, I honestly have to say that I still prefer boats to bikes! GCC even when I was involved in motorbikes, I always loved sailing boats. For this reason I keep working with boats. Sailing boats gave me a lot of satisfaction. You see, now I can only watch the American cup on the telly, but there was a period in which I was near to be part of it.

He went to Croce and the latter to me asking if I would be able to make a drawing. I answered something like: At that time there was a rule that the challenging boat for the American cup had to be the drawn by a designer of the challenging nation, and all the boat parts such as masts, sails, winches, keel, and rudder and so on had to be built in the challenging nation. I think that rule still exists but it is possible to bypass it. It was not possible to build a boat and take say the mast in America, the sails in Australia and so on as it is done today.

Now if the two Italian challenging teams were forced to compete using only the Italian instrumentation and Italian masts they would not even be taken in serious consideration. So, I remember on we went to watch the American Cup and since there were the strict and controlled rule that the boat and all the tools had to be Italian we just forgot about it. Next year there will be this new edition of the American Cup, where there are two Italian challenging the Switzerland, France and England among others.

In my view the best one is the Swiss boat because they faced the problem in the right way. They took away the steersman and the design engineers from New Zealand. They took away from New Zeeland all the good they can. But here the difficult bit: New Zealand won the last American cup, it was a quite strange boat. I said him not to do a home-made wind gallery as this one: But to do that perfectly, would have been four times more expensive….

That wind gallery was born with an internal combustion engine. A Fiat aeronautic one of hp it had a propeller capable to suck everything around it! After then it was installed an electric engine. As I said, Carlo Guzzi really wanted the wind gallery. He was a pleasant person because he was facetious and unmistakably clever. As a results, sometimes he was lost in tests and trials of which he already knows the result, but he wanted to try nonetheless.

GCC Carlo Guzzi was a clever person with a pleasant sense of humour; plenty of good laughs…. GCC Carlo Guzzi was involved in everything and accidentally also in the races. Then in he built the first twin, then two Albatros in or The Condor was then built. I worked a lot on the Condor.

I remember that the damper was in two sheaths and it was too difficult to let it work well. When we put the two external dampers, they worked very well.

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All the things is new for her so she will take time to regulate to the new spot. She has to discover out if there is a bakery nearby, a cafe, professional medical store, healthcare facility, and sure of study course she also has to know if there are electricians close to… what if on day the heater stops doing the job!

The very last one will be challenging to find… you should possibly be incredibly fantastic at fixing issues or must be a technician oneself. But do not be upset about that for the reason that we can even now perform on it. Perfectly, fixing electrical appliances will of program pinch your pocket even if the fault is a modest a person.

If we choose treatment to select the right product or service from a right resource it will to a sure extent help save us from unnecessary repairs. To reveal it even more, if you invest in a branded merchandise it will value you much more at the commencing but it will be of worth.

Also, you may get totally free services for specific time period which can be a yr or two. Even right after the period is more than they may possibly only cost you a bare minimum rate for any repair work carried out. This way you preserve income and you also know the place to speak to if the trouble persists.

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