Booming Italian twin-cylinder trackday terrors have generally been the niche of Ducati during the last 3 decades you may picture the odd orange Laverda parallel twin tossed in when that clients are flirting with solvency, but generally Ducati may be the go-to Latin track machine. Rarely would you picture a large, air-cooled, transverse V-twin from Mandello de Lario thundering from a large part and scything beyond the opposition. Moto Guzzi generally presents an aura of staunch traditionalism, a kind of Italian BMW that's in some way more passionate compared to Munich brand but much more rational compared to exuberant choices from Bologna. Guzzi riders are weathered, skilled old men that thump across the backroads, do their very own repairs, and usually refrain from high-speed shenanigans. Or at best that’s the stereotype, one which was briefly blown in to the weeds through the spectacularly uncharacteristic MGS-01 Corsa.
For a short period within the mid-2000s the MGS-01 (Moto Guzzi Sport model no . one) occured high as the way forward for Moto Guzzi a paradoxical break from tradition that upheld time-honoured Guzzi design values. It had been fast, beautiful, exclusive, costly, and inspired much desire among red-blooded riders by having an interest in Italianate machines. It had been a tantalizing glimpse in a some exotic and sporting direction for Moto Guzzi that ultimately wasn't to become.
During this time period probably the most sporting Guzzi you can purchase was the V11 Sport, that was much more of a heavyweight caf-racer than the usual true sports bike. The MGS-01 owed much more of a personal debt towards the earlier Daytona 1000, probably the most focused sports Guzzis ever which was developed together with legendary Guzzi tuner Dr. John Wittner.
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Among the Wittner-prepared Le Mans endurance racers
Dr. John, because he was passionately known as round the paddocks, was famous for implementing inappropriate equipment to compete in the greatest degree of production racing. A Pennsylvania dental professional by trade, but trained being an engineer, Wittner would be a stalwart Guzzi fanatic who thought that with plenty of development a vintage air-cooled big-block Guzzi twin could win races against more contemporary machinery. He developed a number of racers that been competing in Superbike classes within the 1980s with outstanding success thinking about their specs he was adamant on tuning the present air-cooled, pushrod, transverse V-Twin, while using traditional drive shaft. His first successes were actually with tuned production Le Mans appliances were quite effective in endurance racing, which inspired Wittner to abandon his dentist to pay attention to racing. After much development the end result would be a thundering bruiser of the racer that looked ungainly when compared to lithe opposition, but had the performance and also the handling to win and stun your competition that never imagined they may be surpassed with a goddanged Guzzi built with a polite dental professional from Colonial.
Wittner subsequently became a member of the Moto Guzzi factory and helped create a modernized, but nonetheless unmistakably Guzzi, engine for any limited-production superbike. After many years of secretive development the Daytona 1000 LE was launched in 1993, and received mixed reactions. Here was the quickest, sportiest, and many effective street-legal Guzzi ever created&... which wasn’t saying much. The final great sports machine Guzzi had introduced was the Le Mans, this was available on the market such a long time it couldn’t take care of the goalposts it choose to go from as being a leading edge sport machine to some stately gentleman’s express due to the short growth and development of the Eastern competition. The Daytona was just like a modern Le Mans lengthy wheelbase, a substantial amount of weight for any sport bike, having a motor which had useable power instead of eyeball-flattening thrust.
Performance was sufficient however it was not going to blow off Ducatis around the backroads, not to mention the multicylinder rockets from Asia. The brand new fuel-injected 992cc engine was, however, a step forward. The standard Guzzi traits were retained air-cooled 90-degree twin set transversely over the frame, shaft drive, and pushrods activating rocker-driven valves. The large-block crankcases and crankshaft were transported over. The main difference would be a completely new mind design which had a higher-cam (or ‘cam in mind’) overhead valve layout. Each cylinder featured modern four-valve per cylinder combustion chambers and flat-top pistons, but all valves were driven with a single belt-driven cam within the vee. A set of short pushrods connected our prime cam to some rocker arms, which operated two valves each. It makes sense unique along with a strange mixture of new and old, however it labored well. The Daytona created 95hp, which remains respectable power for any litre sized air-cooled twin. A 1064cc version in later models cracked 100 hp.
The Daytona LE grew to become the RS, which in turn begat the Centauro. The Centauro ongoing while using 992cc &"OHC 8V&" (Guzzi always mislabelled our prime-cam being an overhead-cam) motor inside a more enjoyable sport-cruiser design. The oddball Centauro was created from 1996 to 2000 rather than achieved much success, because of an unusual design, mediocre handling, along with a high cost tag. Apart from being oddly styled it wasn’t particularly significant however it would lead its motor towards the new MGS-01.
That can bring us, within my usual roundabout way, to MGS-01. In 2002 Moto Guzzi opened up a brand new design center dubbed the design and style Laboratory. Here Guzzi would let the best and brightest stylists and engineers to construct interesting concepts around Guzzi hardware. They handed things off and away to a small group of five designers brought by famous Guzzi tuners (Giuseppe) Ghezzi John (Bruni Saturno) and also the MGS concept evolved as the result. Introduced in the 2002 Intermot motorcycle show, the prototype leads to a sensation. It had been operated by a hotted-up Centauro 8V engine with shaft drive, but was otherwise all-new.
The weather were unmistakably Guzzi, however the parts were come up with in a manner that was unlike what you had made before. Sleek, angular bodywork surrounded the cockpit while departing the motor unobstructed. A solo seat was perched on the single undertail exhaust. Front suspension was Ohlins upside lower forks with radial mount Brembo brakes, while out back there is a significant aluminium box section swingarm wrapped round the driveshaft. The wheelbase was around 55 inches with 50/50 weight distribution. It had been a pure sports machine which was clearly meant for the track, however a front lights hinted at possible street legality.
The press went nuts also it was obvious that creating a production version would be a viable exercise. Two versions were announced a little initial run of Corsa models could be created with race-kitted 1200cc engines and track-only equipment. A detuned street-legal version while using 992cc motor, known as the Serie, could be available soon after having a forecasted cost close to $17000 USD. The motorcycling world anxiously waited with anticipation for Guzzi’s hottest sport bike because the Daytona.
It required 2 yrs to obtain the ball moving. In traditional Italian fashion Moto Guzzi had flirted with personal bankruptcy on / off for many years coupled with were built with a string of proprietors through the years. The infamous Alejandro De Tomaso had owned the company from 1973 until 2000, when Aprilia bought it. The MGS-01 was introduced under Aprilia possession, but the organization had problems with maintaining production and Aprilia had its very own cash-flow problems to cope with. Things looked dire in 2004 when Guzzi was made to stop production for any period, but in the finish of 2004 Piaggio purchased the company and resuscitated the whole shebang.
The MGS-01 Corsa production started in this difficult transitional period. The Corsa never was intended as an income maker for that brand, called the last factor a barely solvent company ought to be building in occasions of crisis, but regardless of the difficulties they got the $25000 Corsa out of the door.
The Corsa featured a 1225cc, 100x78mm form of the 8V motor with hot cams, high compression Cosworth pistons, lighter internals, a six-speed gear box (the Centauro and Daytona had five-speed gearboxes), a reinforced clutch, and upgraded lube. The internet was 122hp at 8000rpm along with a thumping 83 lb/foot a 6500, respectable for any big air-cooled twin. The chassis featured a box-section aluminium swingarm and steel spine frame, which bending being an intake runner. As around the concept bike, there is Ohlins front and back, Brembo brakes, and forged aluminium OZ wheels. Termignoni provided the two into 1 undertail exhaust. The development bike looked much more delectable compared to much-lauded Intermot concept, having a gaping black maw (feeding the oil cooler) replacing the headlamp and carbon-fibre elements sprinkled throughout.
Reviews were favourable. The performance was impressive and also the handling sharp. Testers noted that motor provided an extensive, useable spread of energy that was remarkably tractable for any race engine. However the weight was considerable for any track bike, over 420 lbs dry. It had been good, although not the very best. It had been significantly less expensive than the highly-focussed Ducati-powered missiles from NCR, however the MGS-01 was much more of a trackday toy for wealthy enthusiasts than the usual turn-key race-champion. It had been qualified to compete in Fight from the Twins and Italian Supertwins and won some races in the year 2006 and 2007 but otherwise travelled individually distinct typically. After 150 Corsas were completed new owner Piaggio shut lower production in 2005 to pay attention to more lucrative ventures. The guaranteed street-legal version never found fruition, but every year a couple of rumours sneak from Mandello and curiosity about the work is restored. Supposedly the set up line devices are still in position and production might be started again if perhaps the bosses will give a tight schedule ahead&...
Now it’s time for you to descend in to the arena of conjecture and heresay, because what Italian bike could be complete without some whispered rumours and allegation of mismanagement behind it? The MGS-01 was the final machine to make use of the 8V Wittner-developed motor, and individuals have frequently wondered what went down towards the 8V motor. Following the MGS the engine was silently forgotten through the factory, and rapidly faded into obscurity. The present Quattro Valvole engine, introduced within the Griso 1200 in 2008, is really a new high-cam mill that shares nothing using the previous design and it has an entirely different character. Supposedly, the rumour goes, the initial 8V were built with a very specific alloy utilized in the cylinder mind to correctly dissipate heat in the air-cooled mill. This recipe was &"lost&" sooner or later rather than re-formulated, therefore the final run of 8V motors utilized in the Corsa were constructed from new stock parts within the warehouse. When the existing parts supply was exhausted, that’s it, that’s all I don’t know what you're speaking about, here’s a brand new engine, fuggedaboudit. In all probability production was simply shelved since it wasn’t lucrative and Piaggio preferred to pay attention to money-making ventures instead of costly sidelines. Since 2005 Guzzi continues to be recast like a producer of sensible street bikes and tourers, not uncompromised track toys. Furthermore the 8V was obtaining a bit lengthy within the tooth and it was past due to have an update, lest it's strangled to dying by more and more tight emissions laws and regulations. However the whole &"we lost the blueprints&" story creates an infinitely more interesting, and stereotypically Italian, tale to talk about over beers in the pub.
Details about the Corsa is actually sporadic. Supposedly Piaggio pulled the connect 2005, but you'll find what exactly are claimed to become 2006 and 2007 model year examples (leftover inventory possibly?). The initial 2004 USD retail was suggested at $23000 some sources quote claimed $37000. Accurate documentation from the Moto Guzzi USA website quotes $24 990 in 2005. Some say 150 were built, others say only 100, most agree 50 were earmarked for that US market.
The MGS-01 has turned into a present day classic. Although some other limited production homologation specials have plummeted in value and trade for a lot under MSRP, the MGS-01 has maintained consistent prices. Today Corsas trade hands for $40 000 plus, and you will find still a couple of zero-mile examples languishing in showrooms all over the world. You can even find a couple of brave souls who've taken it upon themselves to construct &"street legal&" (within the flimsiest meaning of the word) versions by slapping lights and mirrors onto Corsas. Even though many wished the MGS-01 would become the start of a brand new direction for Moto Guzzi and also the genesis of the type of pure sports machines in the venerable marque, it wasn't to become, and also the MGS is becoming a fascinating footnote in Moto Guzzi history. Today Moto Guzzi has refocused on relaxed tourers and standards, with nary an activity machine within their selection outdoors from the caf-styled V7. The possibilities of a number of MGS models would be a mouth-watering &"what may have been&" project, but ultimately it wasn't to become.
