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DERIVED FROM THE LEGENDARY RSV4, WINNER OF FOUR TITLES IN THE SBK WORLD CHAMPIONSHIP SERIES, THE TUONO V4 R ABS IS NOW EVEN MORE INCISIVE, SOPHISTICATED, SAFER AND COMFORTABLE IN THE WAY IT SIMPLY DOMINATES BOTH ON ROAD AND TRACK

Aprilia Tuono V4 R ABS, THE FASTEST, MOST POWERFUL AND SPORTY NAKED OF ALL

The Tuono has always generated new emotions, even when it was fitted with the twin cylinder engine from the RSV mille. In 2002 Aprilia revolutionised the sports naked sector with its Tuono 1000 R, the first very high performance naked machine, the most devastating sports bike and a direct descendant of the fairing encased superbike.

Out with the plastic and the screen, in with high handlebars and - game over. What remains is simply a phenomenal machine on the track and a fun loving naked on the road. In 2011 the Tuono became a V4 R following the same sports concept with high handlebars which, right from its launch had decreed its success, and it became the most powerful, technologically advanced and sophisticated machine ever produced. It was the most thrilling and meanest bike ever seen and was dedicated to those hardcore enthusiasts who wanted a bike that was simply excellent in every way. Next to arrive was the highly evolved APRC electronic control suite along with other amazing technical solutions specifically designed to win the SBK championship in which the RSV4 (that the Tuono is derived from) was the four times winner. What more could you ask from a bike adored by the motorcycle press and winner of all the comparison track tests? The only machine which always brings a huge grin to the rider's face every time the throttle is opened wide. It became more comfortable and safer on the road while not affecting its performance on the track.
The new Aprilia Tuono V4 R ABS receives all the up-dates that were tried with great success on the RSV4 ABS at the start of the year including the new ABS multi-mapping system. The ABS 9MP unit, developed in collaboration with Bosch represents the highest degree of technological sophistication possible. It weighs just 2 kg and incorporates a system known as RLM (Rear wheel Lift-up Mitigation), which, as the name implies, prevents the rear wheel from lifting too much under heavy braking. The ABS system offers three different settings and can also be disengaged. The Aprilia ABS system takes nothing away from performance or fun, not even on the track, thanks to the highly evolved way in which it cuts. The new Tuono V4 R ABS system will delight riders, especially under very harsh braking.
The already excellent electronics package from the previous Tuono V4 R has been further refined. The real evolution is the APRC. It is a highly sophisticated and complete control package derived directly from the winning technology used to win the Superbike championship and is the only system that includes tyre circumference autocalibration and wheelie control. Now the traction control, wheelie control and launch control (all fully adjustable) have even more finely tuned, efficient cut-in logic and work even better with the full Ride by Wire V4 engine multimapping system. To meet the needs of riders who want to use their Tuonos every day, Aprilia has provided a standard, comfortable suspension set up. The Tuono V4 R ABS is therefore now more pleasant to ride under any conditions thanks also to the new saddle with more generous padding and the shape of the new, bigger fuel tank. The adjustable swingarm and damper with built-in piggy back provide the rider with extreme precision while racing while taking nothing away from the enjoyment of more general sporty use.
The V4 engine now puts out 170 CV at 11,500 rpm with maximum torque of 111.5 Nm at 9.500 rpm thanks mainly to a new exhaust system and revised the electronics package. The engine layout is unique: a very compact, narrow 65° V4 cylinder that has allowed the development of a compact frame. The aluminium block with built-in liners, the removable gearbox, the dry sump lubrication system and the innovative mixed gear/chain timing mechanism are just a few of the bike's particular characteristics. This bike's exceptional handling is also thanks to a state-of-the-art, brushed, forged aluminium frame. This type of structure provides the perfect balance between torsional and flexional rigidity while cradling the 65° V4 engine in full view. The same construction technology has also been used for the swingarm.
The Tuono V4 R ABS is already available in two colours (black and white) at Aprilia dealerships.

PHOTO GALLERY

product
MODEL YEAR 2013

Moto Guzzi v7 Special “Essetre”
40 years of age but not feeling it

PHOTO GALLERY

The V7 Special, the Moto Guzzi best-seller has recently changed look. It no longer sports the old two-tone style and has new livery clearly inspired by the V750 Sport S/S3, which was in production from 1973 to 1976. A descendant of the V7 Sport, the V 750 S was created in the year when SEIMM and Alejandro De Tomaso, the owner of Benelli, ran the company.
The new 750 kept the same base as the V7 Sport but saw the introduction of twin disc brakes and a wonderful black livery with orange and green stripes. In two years, 1300 models were produced before being replaced by the S3, which added a third disc on the rear wheel.
The black livery with orange stripes made a comeback in 1989 following demand from the Northern European market with Germany in particular wanting the classic style Moto Guzzi with no fairing or other aerodynamic packages that were so much in fashion at that time. Thus the 1000S was born, black with orange stripes and an 82 CV engine. Production ran to 1360 and they came off the line from November 1989 to 1993. Now, 20 years on, the same livery will adorn the new V7 Special MY 2013. The special graphics, known as “Essetre”, come in two colour schemes: metallic silver with black stripes for a sophisticated, elegant look or, black with orange stripes which faithfully reproduce its classic, sportier forerunner.
On both versions, the logo on the tank is the traditional raised emblem while the wheels are black instead of being chrome finished. The frame and engine are unchanged: the classic double cradle tubular frame houses the punchy small block 90° V twin engine which, in 2011 was completely redesigned to provide more power with changes made to deal with heat issues and with fuel now coming from a single Magneti Marelli MIU3G 38 mm throttle body.

MOTO GUZZI NORGE GT 8V: A COLOUR TOUCH

PHOTO GALLERY

This bike has enjoyed great success with riders who do very high mileage and with police forces all over the world. It can be seen is different police guises in Italy or abroad such as in Libya and Germany where the Berlin police have run a whole fleet of them for years. Now, three years after first going on sale, even the Moto Guzzi Norge GT8V should be allowed its first make over. The new feature in this case is the silver stripe running along the sides of the two different colour schemes available: new “mahogany” brown or “mother-of-pearl” white, which, in 2010 was the more popular. The frame and engine remain unchanged with the high tensile steel trellis frame and aluminium single swing arm, which incorporates the famous CA.R.C (Compact Reactive Shaft Drive) system. The 1151cc engine from the “Quattrovalvole” (four valves) series is also confirmed. On the Norge there are two differences however. One is the oil cooler fitted to the lower fairing lug and the other is the exhaust system with a larger silencer.
Tecnology
PIAGGIO HAVE DEVELOPED A STATE OF THE ART SYSTEM WHICH INTEGRATES ABS AND ASR, AN ABSOLUTE FIRST IN THE SECTOR. THE SYSTEM, WHICH IS THE FIRST OF ITS TYPE IN THE WORLD, COMES AS STANDARD ON THE BEVERLY E X10, THE APRILIA SRV 850 AND ON THE NEW VESPA 946

electronics for safety

In the last edition of Wide, we saw how the Piaggio Group made key strategical choices by acquiring expertise in the electronic technology sector to both build and maintain its competitive advantage. The Group can also use its own know-how in electronics and create advanced solutions entirely from within. One of these creations for its own scooters is the first system in the world to integrate ABS (Anti-lock Braking System) and TCS (Traction Control System) also known as ASR (Acceleration Slip Regulation). The system made its debut in late 2011 on the Piaggio Beverly and has since been fitted to the Piaggio X10, Aprilia SRV 850 and Vespa 946. Needless to say, many of the motorbikes made by the group have ABS and ASR – such as the Aprilia RSV4, Dorsoduro, Caponord and the Moto Guzzi California – and are also fitted with sophisticated dynamic control systems to which we will dedicate a specific chapter.

Base dynamic control systems
Everyone knows what the initials ABS and TCS stand for from their widespread use cars. But do we really know what they mean, what they do and above all, how they work?
Let's begin by remembering that cars and bikes have very little in common from the vehicle dynamics point of view. This means that you can't simply transplant devices from one to the other without a lot of adaptation work if not a complete redesign. As you know, cars have “static stability”, i.e. they don't fall over when standing still. Motorbikes on the other hand have what is known as “dynamic stability”, i.e. they are only stable when in motion. It might seem an absurd statement but has vital implications. One of these implications for example is as follows: the locking of the front wheels on a car under braking increases the stopping distance and makes steering difficult; if the same thing happens on a motorbike, even for just a second, a fall is inevitable and dangerous regardless of who's at the controls. When all's said and done, the motorbike is much more "delicate" and any safety devices therefore have to be more sophisticated.
ASR dinamica(click to enlarge)

A game of force
ABS and TCS systems for motorbikes and scooters are very important for both safety and performance. To better understand how they work, we need to go back to basics i.e. the patch of contact between the road and the tyre. It is here that the forces which allow a motorbike to remain upright, takes bends, accelerate and brake come into force. The tyres generate large and little "slipping" forces with the ground. Let's focus on the longitudinal forces which are those that come into play when accelerating and braking. If a wheel simply rotates and nothing else, it does not transmit forces and there is no slip; this is the case of a motorbike front wheel going along a straight at a constant speed. If the same wheel transmits a force, for example by braking, it will slip a little i.e. it will have a rotational speed that differs from that which it would have were it just rotating and nothing else. If it is braking, it will have a slightly lower speed. The slip is usually expressed as a percentage of the pure rotational speed.
The first thing to do to make a safety device that controls traction or braking work is to define the maximum allowable degree of slip. This depends on the tyres and the road surface; as it is impossible to predict how much grip will be available to the machine at any given time, choosing the degree of "objective slip" between safety and a limited loss of performance is always a compromise.
Both ABS and ASR decrease the performance of the machine: the former brakes a little less but more safely while the latter decreases the power available but improves acceleration and safety. In both cases, their effects should not be harsh but gradual and almost undetectable.

Two tyres, four wheels
So, the first thing to do is to measure slip so as to ensure that it stays within the safety limits. Machines fitted with ABS and TCS have a sophisticated system for detecting the speed of each wheel. This system consists of a sensor and a phonic wheel. That gives us two real wheels and two phonic wheels. The sensors measure the actual speed of the real wheels and their variation compared with the speed of the phonic wheels. They are connected to a 2 channel hydraulic control unit which activates the ABS system at the moment a wheel is about to lock under braking (increase in slip). The ABS Electronic Control Unit (ECU) adjusts the degree of braking through servo valves which lift or reapply pressure to the brake calipers to optimise braking efficiency.
The system also prevents the wheels from locking on surfaces with little grip, ensures stability and optimises the performance of the brake system.

ASR dinamica(click to enlarge)

A “magic” formula
As mentioned before, under braking micro-slips between the tyre and the ground take place: the greater the braking force applied, the more slip occurs. If the tyre is simply rotating, the speed at the point of contact with the ground would be zero and the speed at the middle of the wheel would be 𝑉= 𝜔𝑟 where 𝜔 is the angular velocity and 𝑟 is the radius of the wheel. If the wheel is braking, the slip footprint and the speed of the point of contact is not zero but is . The relationship between speed of the middle of the wheel and the speed of the point in contact with the ground is known as slip ratio or sleep and is indicated with the letter σ:

(click to enlarge)

Experimental evidence shows that the coefficient of friction of a road wheel ( increases with up to a maximum, after which it decreases. If any of you remember Coulomb's law of friction, put it aside for a minute until we reach the end of the article: tyres and tarmac simply refuse to accept that law.
The second section of the curve is unstable and the wheel quickly tends to lock. Normal drivers and riders do not use all the grip available on the road as this limit is near the unstable section and braking even just slightly too much can lead to the wheel locking up.

(click to enlarge)

Under braking, the ABS system compares the peripheral speed of the wheel with that of the car or bike wheel. If the speed of the wheel drops rapidly, this means that the wheel is about to lock. At this stage, the hydraulic control unit decreases the pressure on the brake caliper until the wheel picks up speed again which is an indicator that it has regained grip. Following this, pressure at the caliper is restored to make the maximum braking force available. The cycle repeats with high frequency increases and decreases in pressure until the machine is completely stopped.

ABS increases and decreases
Pressure increase stage.
Valve 1 is open and Valve 2 is closed. The pressure generated by the brake pump acts directly on the caliper and increases the braking force.
(click to enlarge)

Pressure decrease stage.
Valve 1 is closed and Valve 2 is open The pressure downstream from Valve 1 expands the low pressure accumulator. Pressure on the caliper drops. The pump is activated when the accumulator is drained sending brake fluid upstream of Valve 1 causing typical pulsations of the ABS system.
(click to enlarge)

The twin brother: TCS
As a concept TCS (or ASR) plays a very similar role to ABS even if in a completely different way: its task is also to control wheel slip in real time, though just the rear wheel in this case, and to cut in rapidly but not harshly should the amount of power being fed to the rear wheel need to be decreased.
In Piaggio Group machines fitted with ABS/ASR, both units use the same sensors (phonic wheels); the ASR control algorithms are implemented directly by the engine management ECU. Sophisticated programs have been developed to optimise machine behaviour under acceleration. The technology was developed from experience gained from racing and adapted to allow for the characteristics of scooters to ensure maximum safety under all riding conditions.
System communication is conducted along a CAN line which is the most evolved protocol for digital automotive communication. The ABS ECU sends wheel speed readings to the engine ECU when can then constantly monitor any rear wheel slip (compared with the front wheel readings which are taken a reference for road speed) and can immediately decrease engine power by adjusting the ignition timing advance setting and, if necessary, by cutting off the fuel injection system.
The ASR system provides riders with great help in controlling the machine on slippery surfaces or, more generally, when accelerating while close to the limits of grip available.

(click to enlarge)


PHOTO GALLERY

GLOSSARY OF TECHNICAL TERMS

Spinta longitudinale
Longitudinal thrust
Slittamento obiettivo (medio) ASR
Objective slip (median) ASR
Massima spinta motrice
Maximum drive thrust
Asfalto asciutto
Dry tarmac
Asfalto bagnato
Wet tarmac
Ghiaccio
Ice
Slittamento percentuale
Percentage slip
Zona lavoro senza ABS
Operating area without ABS
Zona lavoro con ABS
Operating area with ABS
Zona instabile
Unstable area
Range di lavoro
Operating range
Rapida tendenza al bloccaggio
Rapid tendency to lock
Completo bloccaggio
Complete lock
Velocità veicolo
Vehicle speed
Velocità ruota
Wheel speed
Distanza (m)
Distance (m)
Tempo [s]
Time [s]
Valvola non ritorno
Non return valve
Valvola aperta
Valve open
Valvola chiusa
Valve closed
Racing
DOUBLE WIN FOR EUGENE LAVERTY IN RACE1 OF THE TURKISH ROUND OF THE WSBK. SYLVAIN GUINTOLI ALSO ON THE PODIUM IN RACE2: HE HOLDS ON TO SECOND PLACE IN THE RIDER STANDINGS FOLLOWED BY TEAM MATE LAVERTY. AND APRILIA CONTINUES TO DOMINATE THE MANUFACTURER STANDINGS

APRILIA VICTORY IN ISTANBUL

Eugene Laverty and Aprilia leave their mark on the first ever Turkish world Superbike round with an extraordinary double win. After taking a strong win in Race1, the Northern Irish rider repeated the performance in the second race. The 50 points he took home today move him into third place in the rider standings, just 26 points from the leader. Sylvain Guintoli rode to the third step of the podium after finishing fourth in Race1, partially conditioned by pain from his recovering injured right shoulder.


Aprilia podium

Off to an excellent start from the fourth spot on the grid in Race1, Laverty immediately caught up with Tom Sykes who had started from pole position. The right time to overtake came in the 11th lap, when tyre wear rewarded the Northern Irish rider's strategy. Aided by the high performance of his RSV4, Laverty continued to push hard, widening the gap lap after lap. By the end of the race he was more than two seconds ahead of Sykes, his closest pursuer. The script was very similar in race two with Eugene starting well but not pushing too hard until the 12th lap. His rivals didn't stand a chance, forced to a gap of one and a half seconds behind the leader.
Eugene Laverty:“My last double win was at Monza in 2011. This two wins today feel particularly good because I wasn't really expecting them. I'm really pleased, in both races our bike was set up perfectly, especially toward the end of the race when the tyres were starting to deteriorate and that is what let me win with such a big gap. My team was even able to improve after Race1, so despite a similar pace I was able to ride much more easily. I'm back in the running for the championship, but above all I've regained confidence and that makes me hopeful for the coming rounds”.
The third place he took in Race 2 doesn't entirely satisfy Sylvain Guintoli, who did extremely well in the qualifiers and had an extraordinary Superpole. In Race1, after an aggressive start, Sylvain tried to take charge of the race, but he had to give in to Melandri's attacks for third place toward the end. In the second race Guintoli adopted a different strategy, saving his energy for a final assault. Unfortunately, despite his good lap times, the gap that Laverty and Sykes had created kept him from going any further than the third step of the podium. Sylvain's biggest problem was pain from his injured shoulder, especially bothering him in Race2.
Sylvain Guintoli: “Two strong races , but I'm still missing something. I'm not sure if it's speed or my physical condition. To be honest, I expected more from this weekend after the good practice sessions and the front row start. It wasn't a complete disaster thought since we're still close to Sykes and I got back onto the podium. Unforunately my shoulder injury isn't a simple thing to overcome. On a track like this one with fast turns and cross wind , it hurt quite a bit. The next round will be at Laguna Seca which is a track I like and where I hope to make another step forward”.

The Turkish round strengthens Aprilia's hold on the manufacturer championship lead with 419 points. The Italian bike now leads Kawasaki (377), Bmw ( 354), Honda (216), Suzuki (193), Ducati (144) and Yamaha (4).

PHOTO GALLERY

Racing
Gigi Dall'Igna, the Aprilia Racing Technical and Sport Director, reveals the secrets of the RSV4 that competes with the prototypes in the MotoGP World Championship

Aprilia Art, fantastic "nuisance"

  • Gigi Dall'Igna podium
  • Gigi Dall'Igna grid
  • DePuniet action
  • DePuniet action
  • Espargaró action
  • Espargaró action
At the German GP on the Sachsenring, the eighth round of the MotoGP World Championship, young Spanish rider Aleix Espargaro and his ART – Aprilia were key players. Espargaro had his full moment of glory on Saturday (13rd July) when he rode his ART – Aprilia to the second row with the fifth best time, after astonishing everyone in the morning free practice sessions, even taking the second best time. But he also left his mark on the race: with a great start he attacked the third place position and held onto it for the first few laps, then gradually slipping back to an excellent eighth place finish.
The amazing thing is that the bike that Espargaro races is derived from the Aprilia RSV4, reigning World Champion and front runner in WSBK, but which, having been developed based on the street V4, should be at a disadvantage compared with the higher performance MotoGP prototypes.
Instead, from the start of the 2013 Motorcycle World Grand Prix Championship, it has proven not to harbour any reverential fear of the prototypes, often staying up with them both in practice and in the races. And so the German race was a sort of clincher of what the ART, managed by the Spanish Power Electronics Aspar team, had already demonstrated in the first half of the season.
The subject is an interesting one for more than a few workers and fans: the CRT category, which was conceived to fill the MotoGP starting grid and which includes bikes with engines and parts derived from factory bikes, was supposed to have stayed far behind the MotoGP prototypes in terms of performance. In this regard, however, the ART has proven to be a brilliant "nuisance".
How it can manage to compete and often stay in front of true racing prototypes, many times more expensive, is a question that should be asked of the person who conceived and built the ART, Gigi Dall'Igna, the Aprilia Racing Technical and Sport Director, who says: "The result on the Sachsenring was a great team effort. Both Espargaro and De Puniet confirmed the quality of the ART package. It was truly satisfying to see the ART take top positions during the practice sessions and its performance in the race was also excellent."

How the ART project came about?
"This is a project that perfectly embodies the Aprilia Racing mission which, throughout its history, has always been to provide top level racing technology to our partner teams. In this case it is even able to compete with thoroughbred prototypes like MotoGP bikes. But don't forget the many championship titles won in the Motorcycle World Championships by those who are, a bit hastily, defined as "clients", but which we consider true partners in our racing activity at the highest possible levels."

Anyway it is a project that came about as a consequence of Aprilia's presence in World SBK.
“Aprilia Racing's arrival in World SBK certainly represented a turning point in our history. From 2009 Aprilia began competing with the largest global manufacturers in a championship with 1000 or 1200 cc 4-stroke engine bikes, a new field for those who, like us, had always won in the 2-stroke classes. It was an essential and highly successful experience, which took us to winning four world titles in the last three years. When the rules allowed partial factory derivative bikes to be raced in MotoGP, starting from a winning project like the RSV4 seemed to us to be the obvious choice. Results like this confirm the value of the experience Aprilia Racing has acquired in recent years competing with extremely high performance 4-stroke engines."

But the gap behind the MotoGP prototypes is still there…
“Of course! I sometimes read comments which are a bit superficial when it comes to assessing the restrictions that bikes like the ART, or even the RSV4, must abide by in order to follow the rules. The core of the ART, as well as that of the World SBK champion RSV4, stems from the street RSV4, a bike which has, in fact, for years won comparative reviews that size it up against the best production in the world. Our engine has dimensions and restrictions that are unthinkable for a MotoGP prototype. Obviously not even the costs are comparable. A MotoGP bike costs at least five times our ART. But our performances on the track are showing that a team who comes to Aprilia Racing can have a high level season in the most important championship of the world and with a ‘reasonable’ budget.
But what I would really like to point out now is the relationship Aprilia Racing manages to establish with its partner teams. The reciprocal satisfaction that comes from cooperation, which doesn't stop with supplying a bike to race with, but includes assistance, development and supplying technology, is the underlying reason behind the success of our policy. The satisfaction with us that a team like Martinez' expresses, the fact that the teams which have worked with us always want to renew our relationship, is worth more to us than the results of any competition."
Racing
INTERVISTA

The young talent Aleix Espargaró
explains how to ride the Art-Aprilia

Winner of the Spanish 125 title in 2004, Aleix Espargarò (born in Granollers on 30 July 1989) made his début in the World Motorcycle Racing Championship the same year as a wildcard. After moving through the 125 and 250 classes the Spanish rider moved up to MotoGP in 2009, taking part in 4 races. In 2010, on the other hand, he participated in the whole season, whereas in 2011 Aleix was in the Moto2 class. The call from Team Power Electronics Aspar came the next year, when the ART-Aprilia made its début, with Aleix immediately proving to be the rider who best interpreted the bike, taking the CRT category title on it.

  • Espargaró box
  • Espargaró action
  • Espargaró action
  • Espargaró pole
  • Espargaró action
  • Espargaró action
  • Espargaró action
  • Espargaró action
  • Espargaró finish
Aleix, your second year astride the ART-Aprilia is going pretty well. What’s the secret?
“There isn't any real secret. I really like the bike a lot and it seems like it was custom made for me. Last year, especially at the beginning, we struggled a bit to understand the ART and the tyres, but with Mauro (Noccioli, Aleix's crew chief - editor's note) and Nicola we set up a work model that began to show results already halfway through 2012. This year is confirmation of that, the true step forward.”

At the start of this adventure, were you expecting such successful growth?
“Honestly no, because everyone described the CRTs as slow bikes that couldn't be compared with MotoGP bikes. In the first tests it's true. We were lapping 3.5 seconds behind the front-runners, but already at mid season the gap shrank to a second and a half, even less on certain tracks. This year in qualifying we are always less than a second behind the first place rider.”

This year you’ve battled with MotoGPs many times. What’s the main difference between them and your ART-Aprilia?
“Let's just say that I'm able to brake a little later, thanks to my ART's formidable frame, and we are also quite fast on straight stretches. Coming out of turns is a different story: in the first part we hold our own well thanks to the electronics and our less aggressive engine, but then from third gear the greater power of the MotoGPs comes out. They really are fast.”

What do you like the most about your bike?
“Definitely the frame and the chassis in general. In spite of being a MotoGP bike it reacts like a Moto2 or 250 and that lets you be extremely quick in turns. It's explosive!”

Your team is one of the best on the grid. How does it help your performances?
“Well that can be a key factor. When Aspar Martinez contacted me I immediately thought that this was an important opportunity - a team with which I could demonstrate what I'm worth. The Power Electronics Aspar Team is really perfect. They place me in the conditions to always be able to perform at 100%.”

What is your relationship with the fans?
“I have to say that I'm a very open kind of person. I like having direct contact with the fans - being with them and thanking them for their support. I'm not always able to do that "live" and that's why I use Twitter and Facebook a lot because they allow me to stay in virtual touch even when I'm busy competing.”

We’ve noticed on Twitter that you’re quite interested in football and cycling. Tell us a bit about that.
“I'm a football enthusiast, maybe as much as I am a bike enthusiast! I particularly follow Barcelona, obviously. I also like cycling. Unfortunately I'm not always able to follow it but I try to whenever I can. This year I didn't miss one leg of the Tour de France. On top of that I also like to cycle myself. In fact, my athletic training programme is based on cycling.”

Thank you Aleix, and good luck for the rest of the season!
“Thank you. See you soon!”
racing
THE APRILIA RIDER, COMPETING IN THE WORLD SBK CHAMPIONSHIP WITH THE RSV4, DESCRIBES HIS EMOTIONS DURING THE RACE AT THE HISTORIC BRITISH TRACK

The Goodwood Festival of Speed
according to Eugene Laverty

Aprilia has been a guest at Goodwood Festival of Speed 2013, represented by its Northern Irish rider, Eugene Laverty, in his second year astride an RSV4 in the World Superbike Championship.
Established in 1993, the Goodwood Festival of Speed quickly became a world famous event, the perfect place for glamour and motoring to come together. Set in the historic circuit, each year it hosts 150,000 visitors from every continent. The variety and quality of the participants and the vehicles exhibited makes FOS a unique occasion not to be missed by fans.
Laverty, currently lying in third place in the overall rider standings, has already won four races this season and is one of the favourites in the battle for the final victory. The Aprilia Racing Team, reigning champion in both the Rider and Manufacturer Championships after a triumphant 2012 season, has dominated the brand standings in the first half of the championship thanks to the results of the four RSV4s on the track.
The superbike from Veneto has been the star star on the uphill Goodwood track, which Eugene has ridden twice a day. And so the fans, always particularly discerning at Goodwood, have been able to savour the unique sound of the V4 engine, a true example of Italian excellence and the extraordinary standard bearer of red white and green motoring. The open paddock has given fans the opportunity to meet Eugene Laverty in one of the most evocative locations available.

Eugene, a weekend in the “Olympus” of racing: first impressions?
"This was my third visit to Goodwood and the event gets better every year. It's an event like no other with a huge number of historic cars, bikes, drivers and riders."

What about the crowd and fans?
"It was nice to be able to give the fans some time as during a race weekend I'm always very busy. I was in no rush and so I could sign autographs and chat with fans during the day."

You’ve ridden your RSV4 on a hillclimb road, how was it compared to your usual job on track?
"I rode the hillclimb very slowly because I wasn't sure of the level of grip from the tarmac. Sometimes I thought to push harder but then I reminded myself to be careful!"

Was there something that caught your eye?
"The six-cylinder 125cc Honda was incredibly small and revved so high, it's an incredible piece of machinery from a previous era."

Of course you like racebikes, what about race cars?
"Ayrton Senna was a hero of mine so I enjoyed seeing the Lotus in which he won his debut F1 Grand Prix. Unfortunately the driver spun out on the way up the hill as the car was so powerful and perhaps the tyres were not up to temperature."

Past or present: what kind of “motorsport era” do you like the most?
"My favourite era was the early 90s as that's when I first sparked an interest in motorsport. I watched 500 Grand Prix and Formula One on TV and immediately I was hooked."

The strangest question of this weekend?
"A fan asked me to take their autograph book to Kevin Schwantz and get his autograph for them. I was glad to help but others found it quite funny!".

What about the next WSBK races.
"I feel very confident about the next circuits of Silverstone and Nurburgring. It will be important to gain back points in the title fight starting next weekend. My aim is to gain some consistency and win some races over the next six."

PHOTO GALLERY

  • Laverty - Goodwood
  • Laverty - Goodwood
  • Laverty - Goodwood
  • Laverty - Goodwood
  • Laverty - Goodwood
  • Laverty - Goodwood
people

Billy Joel loves Italy

William Martin Joel, known worldwide as Billy Joel, born in 1949 in Hicksville (Bronx, New York), grew up on Long Island, is one hundred per cent American. Renowned singer, composer and pianist, winner of the Grammy Legend Award, is a prolific author of unforgettable songs that have marked the history of music.

Mr. Joel has a passionately subversive relationship with Italy, fed in part by items and memorabilia purchased in the Bel Paese, which never fail to put a smile on the faces of his friends (nearly all Italians) when they visit him at his home on Long Island, New York. In his garden Joel wanted a life-size replica of the fountain and the staircase of the Italian Villa d'Este in Como. Then he bought a great machine for a perfect espresso coffee, Italian taste. And again, in his typically American cuisine features a painting of the '600 depicting the Last Supper, bought in Italy, during one of his frequent trips in the beautiful country.
He also is a well-known motorcycle enthusiast: in his collection of more than thirty two wheels of various brands (with rare pieces), stand out Moto Guzzi (like V7 and California Vintage) and Vespa (has two), undeniable symbol of Made in Italy. And when opens a new motorcycle store in the U.S. Joel is the first to be invited: he really likes to be in the midst of motorcycle world; and the motor magazine vying for his expertise because he is a true biker. With a predilection for Moto Guzzi, and he does not hesitate to be photographed wearing a hat adorned with the eagle logo of the Italian factory of Mandello del Lario.

PHOTO GALLERY

vintage

THE GALLETTO IS BACK!

  • Club-Chiavenna
  • Flero
  • Flero
  • Flero
  • Flero
  • Galletto Chiavenna
  • Galletto Chiavenna
  • Galletto Chiavenna
  • Galletto Chiavenna
  • Galletto Chiavenna
  • Locandina Galletto 2013
  • Moto Club Flero

The number of people who appreciate the legendary Moto Guzzi Galletto is on the rise. Two events were recently dedicated to this charming and versatile motorbike which was fundamental to personal mobility immediately after WWII. These events took place at Chiavenna in Sondrio and Flero in Brescia.
The first was so highly anticipated by collectors and fans alike that the event even had local sponsorship from companies in nearby Switzerland and Germany. This year was the 23rd event of its kind but unfortunately the attendance was lower than in the past due to poor weather which certainly doesn't appeal to most motorcyclists. There was however no lack of brave souls who lined up about 50 Gallettos on May 26 in Piazza Bertacchi which houses the Municipal Building of Chiavenna. By tradition, the Valchiavenna Motoclub which organises the meeting, set off from in a convoy from front of this building to ride to the town of Olmo. The views in this area are spectacular as are the local dishes served up for all the participants.
The Moto Guzzi Galletto owners who were unable to attend were able to make up for it just two weeks later on June 9 when the Flero Motoclub organised the first meeting in Brescia dedicated to these wonderful machines. The journalist Roberto Manieri, who is a true expert and collector of Moto Guzzi Gallettos, was the key figure behind this event held for the first time in the little town of Flero. All versions of the Galletto were there from the 160 to the 192 with electric starter.
It is always fascinating to see the reaction of the public to this original "dickeyed up" motorbike. Young visitors just love the highly unusual position of the spare wheel at the front whereas more mature members of the public view the Galletto with a certain degree of nostalgia for a creative, dynamic post war Italy.
Many affectionately remember the Galletto as the "Parish Priest's motorbike" thanks to its appearance in the TV series Camillo and Don Peppone. In effect, the Galletto was the favourite means of transport for the professionals in the province such as doctors, bankers and small businessmen. Most people loved the Galletto simply because it never let you down, didn't drop oil and could even be ridden in your Sunday best. Nowadays we'd call it reliable, clean, elegant and almost attribute it with a certain degree of snob value. Perhaps, like the V7, the time has come for a more up-to-date version but without losing sight of the original Galletto which in its own way, is already perfect!

Moto Guzzi Galletto: the "third wheel”

The Galletto was designed by the engineer Carlo Guzzi along with Lorenzo Mainetti from Mandello who contributed the idea of placing the spare wheel sideways in front of the leg guard. The Galletto was launched in 1950 and was immediately considered an alternative to the Vespa and Lambretta even if it was decidedly less affordable. In the Milan Show of 1950, it cost 228,000 lire as opposed to 168,000 for the Vespa 125 and 125,000 for the Lambretta 125. The price no doubt affected its sales but also created some snob value which set it aside from the usually more utilitarian scooters. It remained in production for 15 years growing over time to 160cc, 175cc then finally to a 192cc version with electric starter and four-speed gears. Production finally came to an end in 1965. By this time Italy had changed, people were emigrating to the big cities and the preferred means of individual transport was the Fiat 600.

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Philately: The Galletto and Liberty for collectors

On May 9 at the “Festa d’Europa 2013”, Poste Italiane (the Italian Postal service) officially authorised the issue of celebratory stamps under the title of: ”The postman's vehicle”.
(click to enlarge)

The stamps were designed by Silvia Isola and the € 0.70 one shows two motorbikes. One is present day and the other a vintage model being ridden by a postman in uniform. The nice surprise was that both models form part of the Piaggio Group's history. We have the historic Moto Guzzi Galletto 192 in Poste Italiane livery from 1962 and a present day Piaggio Liberty Delivery that is currently used by postmen all over Italy. There are over 60,000 of them on the road and they are one of the most popular models used by postal services throughout Europe.
It will not be difficult for Moto Guzzi fans to get their hands on these stamps however as the initial print run is for just over four million stamps.
ON THE ROAD
Riding a Moto Guzzi down the Silk Road, among desert steppes and shamanistic rites, to experience at first hand Naadam, the centuries-old festival from the days of Genghis Khan

AN EAGLE IN MONGOLIA

An extraordinary journey across Eastern Europe, Russia, Kazakhstan and Uzbekistan, with final destination Ulaanbaatar, the capital of Mongolia. The trip was undertaken by Mario Mancini, riding a tireless Moto Guzzi all the way from Italy, along the ancient Silk Road caravan routes and into the heart of Genghis Khan’s homeland. Here, in July, the national Naadam festival takes place: music, dancing, parades in costume, archery contests, horse-racing with 6,000 riders and wrestling competitions, the country’s favourite sport, for the coveted title of Lion of Mongolia. A magnificent event blending folklore and tradition, backed by three thousand years of history (Naadam is regarded as the world’s second-oldest Olympics).
Our Guzzi biker ventured through deserts and steppes, following the paths of nomads and shepherds, over rivers, through valleys, across mountains. No traffic lights or road signs for thousand of kilometres: just a map and the sun for guidance. Contrasting emotions, breathtakingly spectacular scenery, extraordinary faces, age-old customs and traditions relieve any fatigue and solitude. But you’re never alone when you’re riding a steel horse with an eagle on the tank. Tuscan-born Mario Mancini, a great traveller and Guzzi biker, is the author of this splendid photo gallery of a long journey that will leave you dreaming about the farthest corners of the planet.

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THE JOURNEY IN FIGURES
Departure:
Lucca (Tuscany)

Destination:
Ulaanbaatar

Total km:

13,983

Total days of travel:
55, including 52 on the bike

Highest road:
2,650 m above sea level, in the Province of Bajan-Olgij (Western Mongolia)

Highest temperature:
31°C (in Ulaanbaatar)

Lowest temperature:
3°C (in the province of Arhangaj, Central Mongolia)

Daily average on the bike:
350 km until Siberia, 130 km in Mongolia

Oil consumption:
1 kg for the entire journey

Litres of petrol:
1,080 litres (from 95 to 80 octanes)

8 countries crossed:
Italy, Slovenia, Hungary, Ukraine, Russia, Kazakhstan, Uzbekistan, Mongolia

Tyres:
2 sets of tyres: one road set, one knobbed set

Problems:
1 fall in the sand

Adventure
The double adventure of Oliver Tubak, who took part in two consecutive editions of the Elefantentreffen, the extreme motorcycle rally organised every year in January, in the icy heart of Europe. He tells Wide about his experiences

In the Elephant pit
With a Guzzi Griso 1200 8V

“Yes, I’ve taken part in the Elephant Rally two years running: in 2012 with ‘zavorrina’ (my wife), a year with heavy snow; and in 2013 by myself, a year of mud and rain. A round trip of 1,600 kilometres, from Pietrasanta in Tuscany where I live to the Solla ‘pit’ (Thurmansbang) in the Bavarian Forest, on the saddle of my beloved Griso 1200 8V. Here’s my story.”

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ELEFANTENTREFFEN, 56th RALLY, JANUARY 2012
“For a long time I’d been thinking about this rally you hear so much about, with adventures bordering on the epic, as well as gloomy returns home for intrepid bikers who didn’t make it. So I began making preparations for my Nordic trip: some of my friends withdrew, but I was determined to go, with ‘zavorrina’, even though this meant I could take only half the luggage and equipment. Winter tyres in the right size for my Grisone don’t even exist, so I left the bike with its Rennsports: they’re not exactly ideal for a winter trip, but too bad, there was no point putting on other tyres, which in any case were not test approved for the Nordic winter. So I simply performed all the usual checks, oil, lights, tyre pressure, gave the entire engine a good greasing with a wood oil spray (to protect it against salt) and we were ready to go. I’d read about people who put a special oil in the sump, protect the battery by applying strips cut from thermal bags, handshields, thermal mittens, large windshields and so on; zavorrina and I just fitted ourselves out with the basics: a single pair of traditional klan heated gloves and thermal socks; everything else on the bike was standard equipment, with a mini Guzzi windshield and a small bag of tools including a tyre repair kit.”

DEPARTURE FOR THE BRENNER PASS
“It’s a long way, about 800 km; as we gradually approach the border we meet many other bikers travelling in the same direction: everyone realizes we’re all heading for the same destination, so we salute one another with knowing looks. We reach the Brenner Pass: it’s different when you’re on a motorcycle, then we come to the border, the Europe bridge spanning the Wipp Valley and the river Sill. We’re already in Austria, close to Innsbruck, I feel as though I’ve already arrived (my family comes from the Black Forest in southern Germany), I can smell the air of home. During a break in a lay-by, we help a biker whose enduro has stopped, he’s afraid his Elephant Rally is already over, the bike stops and starts, but eventually he manages to get back on the road. The light begins to fade: it’s time to stop, the road is clean but the melted water running over the road from the snow-covered roadside is beginning to freeze; I can feel my Rennsports are not happy about tarmac at temperatures close to zero. I treat the Griso to a warm-up in the boiler room of a small hotel.”

APPROACHING THE “PIT”
“The next day, the motorway is clean, the snow sweepers and salters pass very frequently to keep it clear, but I decide to start off on a stretch of normal road to heat the tyres up a bit, since they don’t seem to have a good grip. The country road runs parallel with the motorway at first, then it begins to climb, and eventually we find ourselves at a small pass surrounded by snow. The scenery is stunning: we’re two crazy kids on a Griso, riding happily along for a couple of hours without meeting a soul, alone with nature. Back down in the valley we get back on the provincial road, joining groups of other bikers with licence plates from all over the place, including countless Vespa scooters, many from northern Italy, even smaller models with 125cc engines. Once they’ve crossed the border from Italy they can ride on the motorway (in both Austria and Germany), because what counts is the top speed of the vehicle, not engine size.
Well before we reach the pit we realise it must be something special: we see bikes loaded with logs of wood, with bales of straw, others pulling makeshift sledges loaded with cases of beer, and the craziest people. Bikers in super-tech outfits, others who’ve covered their gloves and boots with plastic bags, heavily tattooed men dressed as Vikings, kids flashing by on strange homemade mopeds. Someone had fixed a pair of mini-skis to their motorbike; someone else had cut notches on the outside of the disk brake, to make a sort of crown, on which he’d set up an alternator to charge a large car battery so he could strum his electric guitar; another guy had cut up plastic bottles to make cheap and very practical hand-shields.

IN THE PIT BY THE BIKERS’ BONFIRES
“It’s not cheap to go into the pit: for 20 Euro they give you a sticker and a badge. The organisers use the proceeds to keep the place clean and tidy. For people staying overnight, they sell bales of hay to use as insulation in your tent; bundles of firewood to keep warm and cook yourself some food (the wood is more than a metre long, so you need a small saw). There are also refreshment areas where you can get food and drink. Everyone helps everyone else get wood or anything they need for their bikes, in exchange for bottles of beer. So you make friends with people from all over Europe. To get through the freezing night, in addition to an inflatable mattress (to keep your sleeping bag off the ground), you need earplugs: with firecrackers exploding and horns blaring continually from one side of the pit to the other, you don’t get much sleep. Then there are fireworks and a minute’s silence, observed by everyone in the pit (it’s a moving moment) to remember people killed on the roads”.

THE SIGNIFICANCE OF THE ELEPHANT: BEING THERE
“That’s it: although there’s nothing special about the rally, it’s actually a very special event thanks to the people coming in from everywhere, who make it ‘the rally of all rallies’. Thousands and thousands of motorbikes of every type on the road and in the pit by the tents is a truly amazing sight. Some people come back year after year, and there’s no need to worry about your bike: a good greasing before you leave, a good clean as soon as you get back, and you’re fine. I had no problems with my Griso, indeed it was a great success, attracting countless compliments and comments, for example: what a great bike, I didn’t know it was a Moto Guzzi, and my reply: the Griso is a bike for connoisseurs!
We made the return trip in one day, 800 km, of which 400 through snow and the last 200 in the thickest fog the Cisa Pass can offer. Despite these difficulties, zavorrina-my wife really enjoyed the adventure, and came back enriched by an experience, which is definitely quite something for a woman (you can count the number of women in the pit on one hand). As Jesse Owens said: it doesn’t matter what you find at the end of a race, what’s important is what you feel while you’re running. The miracle isn’t reaching the finishing line, but having the courage to try”.

ELEFANTENTREFFEN: A TRIBUTE TO THE MOTORCYCLE

The “Elefantentreffen” motorcycle rally is organised by the BVDM (Bundesverband der Motorradfahrer): every year at the end of January, it attracts more than 20,000 bikers from all over Europe to Solla, in Germany, not far from the Polish border. The first rally was held in the mid 1950s: the name comes from the Zundapp-Ks 601-Gespanne motorcycles used by the German army, which were nicknamed “Elefanten”. So the elephant “pit” has been welcoming motorcycles for almost 60 years, as well as scooters and a host of incredibly imaginative customised vehicles.
The rally (not recommended for people who love their home comforts) lasts for three days, and is a sort of “pagan rite”. Devotees say: “Once you’re inside, you realize, not without a touch of emotion, that you’re part of a great affectionate tribute to the motorcycle.”
The next rally, the 58th Elefantentreffen, is from 31 January to 2 February 2014. The most courageous bikers are already beginning to make preparations.

PHOTO GALLERY

ELEFANTENTREFFEN, 57th RALLY, JANUARY 2013
“Why am I taking part in this rally? I wondered as I set off. The short answer is, it’s not a rally. You ride hundreds of miles with an icy wind cutting through you, then there’s the solitude of the motorways, the grandiose splendour of the mountains and the snow-covered scenery, and you know that when you get there you’ll be part of a huge family of people from all over Europe, with whom you immediately strike up a friendship, irrespective of your brand of bike and tyres. Everyone helps everyone else, swapping advice, comparing notes, it’s a heart-warming experience.
My thoughts take flight and I ride on with growing determination, until I reach the ELEFANTENTREFFEN sign, in itself sufficient reward after the long journey. I enter the pit, get my luggage over to the spot where I want to pitch my tent, and collect a bundle of straw from a nearby farmer. It takes a while to get the fire started, there’s a smell of poorly burning wet wood, the wind keeps changing direction and the smoke makes my eyes water. I get out the sausages and pork chops, the camp attracts other bikers, and we sit round the fire together.
The horns sounding through the pit attract answering blasts from other horns, firecrackers of every type explode, you’d think it was New Year’s Eve. In the pit you ride round without a helmet, licence plate or chassis (engine blocks sliding along on makeshift skis, running with straight-pipe exhausts roaring to the death). Some people invent fantastic vehicles just for this rally, like the motorbike fitted with a large box like a motorised Roman chariot, carrying six bearded occupants.
The Imbiss (refreshment areas for people who don’t bring their own food) turn out Bratwurstel and Leberkaese complete with a mustard-filled Semmelbrotchen (bread roll), which fill the air with enticing smells, accompanied by rivers of beer. A mist comes down, all you can see are the countless campfires, otherwise there’s total darkness, you hear voices from every country, laughter and motor horns. Now and then someone lights a rocket and the pit is suddenly illuminated.
This year’s Elefantentreffen should be re-named Elefantenmudden. Why doesn’t it snow? It would be much better: the rain has turned the pit into an immense mud hole. I’m wet and have no clothes to change into, the tent is soaked and won’t make it through another night, and so I decide to leave a day early. I say goodbye to my new friends: the lads from Czechoslovakia next to my tent, the biker from Bavaria still holding a bottle of beer, the Italian group from Prato (one with a great Moto Guzzi Stelvio!). I ride home, my head and heart full of images and sensations after a tough trip, but with the satisfaction of being able to say: ‘I was there!’.
To everyone I met during my two Elephant Rallies, I promise I’ll be back: sooner or later we’ll meet up again in the pit, because this isn’t just another rally, it’s a celebration for bikers who love riding whatever the conditions, knowing they’ll encounter unexpected difficulties but also experience powerful emotions. See you soon.”
Community

THE GRISO BOYS
UNDYING PASSION

As everyone knows, Guzzi bikers are passionate about the eagle brand. The Guzzi community can then be subdivided into groups of devotees of one specific Moto Guzzi model, and that model only. For example, the Griso has its own band of faithful followers, let’s call them the “Griso Boys”. Luca Mugnaini (aka BabboBabbino) and his friends from the www.grisoguzzi.it website, whose lively forum is followed by hundreds of fans around the world, tell us more.
“We’re passionate about our Guzzi Griso bikes, with their clean stylish lines, and want to share that passion with everyone else. Although we’re aware that love can sometimes make you blind and perhaps blunt your objectivity, we think Moto Guzzi deserves to have even more space and even greater visibility. Moto Guzzi is not just a milestone in the history of Italy and the Italians: it also means the pride of being appreciated all over the world, sometimes more abroad than at home. The pride of building bikes with a soul, that transmit emotions passed on from grandfather to grandson, in honour of the memory of unforgettable journeys. We know the story of Moto Guzzi and its models, we’re the people who buy the bikes, take them to pieces and put them back together again, who know everything about them, who are familiar with every centimetre of the frame; we’re the people who organise meetings, rallies and journeys; the people who’d like to see the name of their favourite model stamped on everything, accessories included.”
But what is it that makes the Griso so special? “It’s a bike out of the mainstream, unaffected by the whims of fashion, unique in terms of style and attention to details; despite its bulk and weight, it’s agile, intuitive and very stable on bends”, reads the website homepage, inviting fans into the lair of the Griso Boys, the Bravi del Griso*! And their logo? A mysterious bravo, the wording Griso Guzzi, with the colours of the Italian flag, an eagle and two pistons.
Naturally, the Griso Boys never miss a “Griso Day” at the Varano de’ Melegari motor-racing circuit near Parma, promoted by the Moto Guzzi World Club; or the "Giro dei Bravi" rally: “The 2013 event, on the Lagastrello and Cerreto Appenine pass, brought together 30 Griso bikes for a total of 55 Guzzi-mad fans, including wives and girlfriends! It was a fantastic adventure”. Equally successful was the “GrisoRaduno” organised by Luca and his friends in July on Mount Amiata in Tuscany, with more than thirty Griso engines. Seeing them all together is a stunning sight. *The bravi were a sort of coarse soldiery employed to protect the interests of local lords (or dons) in 16th and 17th century Italy. In Manzoni’s The Betrothed, Griso was one of the bravi retained by Don Rodrigo [translator’s note].
Photogallery Griso Boys - Shots by Antonello Trivelli
Community

Motorcycle meetings

  • Austria
  • Spain
  • Germany
  • Guzi Fest - Germany
  • Italy
  • Lommel-Belgium
  • Mandello del Lario - Italy
  • Ontario - Canada
Italy:
24-25 August
Noha di Galatina (Puglia), 6° Motoraduno Mieru e Pizzica”
13-14-15 September
Mandello del Lario (Lecco), Moto Guzzi Days

Belgium:
16-18 August, Lommel, “International Treffen Lommel”, Moto Guzzi Club Belgium

Germany:
9-11 August, Collenberg, “Guzzi Fest de Kupferpaste”
23-25 August, Moto Guzzi-Treffen in Thal

Austria:
16-17-18 August, “1st Guzitreffen auf der Alm”

Canada:
22-25 August, Lavigne, Ontario, 42nd Moto Guzzi Noc National Rally