New Motor For Guzzi
NEW MOTOR FOR GUZZI
MOTO Guzzi IS ON THE move. Not only will the company leave its longtime Mandello del Lario headquarters on the shores of Italy's Lake Como for space at the former Philips electronics factory in Monza, but the entire model lineup will change.
With U.S. capital from investment company Trident Rowan and young, vibrant management, Guzzi is looking toward the future. Beginning next year, a 750cc Ippogrifo ultralight aircraft-inspired engine will power a range of custom, naked and dual-purpose bikes. Before that, though, there will be a six-speed Vii, plus a 600cc dual-purpose bike (using Gilera's Saturno Single) and a new Galletto scooter powered by a Piaggio 125cc engine that will help triple production from the current 8500 units to 25,000. The big news, however, is the 1000cc V-Twin slated for the year 2000. The first all-new Guzzi engine since 1977, it is said to offer competitive sportbike performance. Designed by a new, innovative team of engineers, the liquid-cooled, aluminum V-Twin splays its cylinders 75 degrees apart, as op posed to the traditional 90. "This was done to reduce frontal area," says project leader Danilo Mo joli. "We also wanted to keep the engine as short as possible with as much weight on the front wheel, so we initially rotated it 10 degrees forward. Now, we have increased that to 15 de grees. With this engine, we can build a motorcycle with a 54.3inch wheelbase." A 75-degree V-Twin doesn't offer perfect primary balance, so engineers spaced the crankpins 30 degrees apart. Secondary bal ance is achieved by using longer-than-usual connecting rods. As such, bore and stroke for the 1000cc version are 100.0 x 63.3mm. Plans also call for 850, 1100 and 1200cc variants. Valves are no longer actuated by rocker arms and pushrods. Rather, overhead cams open each cylinder's two intake and two ex haust valves. The cams are dri ven by a chain via a shaft that turns in the opposite direction of the crank to cancel torque reac tion. The shaft also drives the water pump. Lubrication is by dry sump, with an exter nal oil tank. As expected, Marelli fuel injection is usedtwo injectors per cylinder for rac ing, but likely single injectors for the street.
The biggest departure, however, is the absence of shaft drive. A 90degree gear from the crankshaft drives the clutch (dry for racing, wet for production) to a separate six-speed gearbox and chain final drive. The total weight of the en gine is only 66 pounds, 30 percent lighter than the current unit. Equally revolutionary will be an aluminum twin-spar frame and swingarm. So far, Mojoli has resisted marketing pleas for a single-sided swingarm. "We think that a traditional swingarm is lighter," he says. "With it, we can produce a 419-pound streetbike." Unlike more recent Guzzis, the new bike will have a full fair ing. "This is not an engine that needs to be seen," Mojoli says. Though the bike has been on the drawing board for only a few months, initial castings have been constructed and bench testing will commence shortly. Company officials are very optimistic. "We hope to have it in operation for the year 2000, with World Superbike racing in 2001," says Eleonora Scali, Guzzi's public relations manager.
Ian Fallon
