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MOTO GUZZI V7 MY 2014 RANGE:
THE GREAT ITALIAN BEAUTY



So beautiful, different from all the others, have irresistible charm, attention to detail, style, character. And the allure "Made in Italy" that no other bike can claim. The trio's 2014 Moto Guzzi V7 range meets the needs of the most refined motorcyclists who want to stand out, establishing itself as true "gentlemen" of the road.

V7 STONE MY 2014: TOTAL BLACK LOOK

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Eclectic, essential, the V7 Stone receives a make-over which enhances its minimalist nature. The guiding concept was to convert the most accessible of the V7's into a total black look, transforming the chrome plating into black, with the exception of the engine, which retains the chromatic tones of the metal alloys and shine of the exhaust system.
Throughout the rest of the bike, from the rear-view mirrors to the shock absorbers, from the mudguards to the wheels and the side panels is a triumph of black. With a look like this, it is sufficient to change the colour of the fuel tank to express the personality of the bike: sporty in the new “Rosso Corposo”, elegant in the satin-finish “Verde Agata” and, metropolitan and very popular “Nero Ruvido” The technical feature that differentiates the V7 Stone from its bigger sisters are the alloy wheels, which reduce the weight compared to the spoked-wheel versions by 1440 grams at the front and 860 at the rear, making it even more agile in darting through the traffic.

V7 SPECIAL MY 2014: INCREASINGLY SEVENTIES

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Among the V7's, this is the one closer to the original spirit of its ancestor, starting from its graphics, called "Essetre" like the 1974 V750 which introduced disc brakes, for the first time on a Moto Guzzi. The V7 Special is available in two colour versions: in metallic silver with black strips, elegant and refined, or in black with orange strips which faithfully reproduces the colour combination of its famous ancestor.
On both versions the logo on the tank is the historic embossed one while the wheel rims are done in black finish instead of chromium. Unlike the Stone and the Racer, the V7 Special has a guard on the fork stanchions instead of the dust gaiters of its sisters.

V7 RACER MY 2014: GENUINE GENTLEMAN RIDER

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Produced in a limited edition as revealed by the commemorative plate on the steering yoke, the V7 Racer is now in its third edition. It is immediately recognisable: new total black look applied to the side panels, mirrors, silencer support brackets and foot-rest guards.
The result is a dramatic contrast with the shiny chromium-plated 22 litre fuel tank. Staying on the topic of numbers, on the top fairing and tail fairing plates is still the number "7" (which in Moto Guzzi was dear to the 250 world champion Enrico Lorenzetti), but is now chromium plated instead of white. Also new is the single-seater saddle (on request the two-seater saddle with passenger footrests is available) covered with alcantara and imitation leather of the same colour as the customised leather belt with the Moto Guzzi logo on the top of the fuel tank.
Always spectacular is the red frame based on that of the first V7 Sport series with CrMo frame, the result of a special painting process, also applied to the hubs, wheel and swingarm, which enhances the architectural purity of the frame. Also red is the Moto Guzzi wording which now appears on the wheels, exactly as already seen on the latest California Custom.
With its tiny Plexiglas screen above the race number plate, the tail and top fairing - an exemplary expression of the Guzzi school - whose shape resembles the front of the legendary Gambalunga, an unequivocally sporty element in perfect harmony with the design of the front mudguard. Among the most distinctive elements of this special edition is the ample use of brushed and perforated aluminium, superior craftsmanship which characterises the side panels, the throttle body guards and the silencer mounting brackets.
Other premium components include the aft-mounted footpegs machined from solid billets, the lightened steering stem and the steering yoke guard consisting of a double chromed ring, which is so exquisitely crafted that it looks like an ornamental feature.
Particularly satisfying, not only from an aesthetic point of view but also in terms of dynamic performance, is the presence of a pair of WMY01 Bitubo shock absorbers with adjustable spring preload, in extension and compression, thanks to a 12 click adjusting knob.
This is a bike to be ridden strictly alone, in black riding suit, with a skullcap helmet and studded-palm leather gloves.

CHASSIS: SOLIDITY AND STABILITY

The double cradle frame, with bolt-on, removable lower elements, is a key element of the V7 project This is a unit of legendary solidity and sturdiness, also thanks to the headstock angle of 27°50', an angle which ensures directional stability and precision. The telescopic fork with 40 mm stanchions has 130 mm of travel and has dust gaiters in the Racer and Stone versions and a guard in the Special version.
The rear shock absorbers, for the V7 Stone and the V7 Special, have adjustable spring preload and 118 mm of travel, while the Racer, as usual, stands out with a pair of refined Bitubo WMT gas shock absorbers with an external tank. The brake system consists of a 320 mm floating front disc and a 260 mm rear disc.
The three versions also differ in terms of wheels: in alloy with six split spoke design for the V7 Stone, spoked with anodised black channel for the Special, as too for the Racer which differs for its red hubs matching the frame and red Moto Guzzi wording on the rim channel.

THE ENGINE: CONTINUOUS EVOLUTION

The original engine design dates back to 1977, the year of the Moto Guzzi V50's fortunate début. Since then the engine has been continuously updated, sustaining displacements of 350 up to 750 cc, going from carburettor to electronic injection, but staying faithful to the genial layout introduced in the original design by Lino Tonti. The latest evolution has finally abandoned the squared fins, a legacy of the 80's production, now with a rounded thermal element, reminiscent of the first generation Mandello twin.
The valve cover is also a homage to the origins of the V7; made in aluminium, it faithfully covers the profile of the fins, showing off the Moto Guzzi signature in bas-relief.
Moving from aesthetics to the technical part, the 749 cc small block is the forerunner of a series of technological innovations that characterise the new wave of the Mandello engines. This is the case of the single throttle body and of the straight Y-shaped fuel system manifold, introduced with the V7 and later extended to the flagship California 1400. On the V7 the component is a 38 mm Magneti Marelli MIU3G with rubber manifold, completely ribbed and straight (36 and 39 mm diameter respectively from the injector groups and the throttle body). Another feature is the presence of a central spark plug with 10 mm diameter thread and prominent electrode.
The overall efficiency of the engine is supported by the high compression ratio of 10.2, the extensive cylinder finning which keeps operating temperatures low and the generous filter box designed to optimise the "breathing" requirements of the Mandello twin. Rather than maximum power, the Mandello small block stands out for its robust engine torque, which reaches the peak of 60 Nm at just 2800 RPM, thus limiting use of the gearbox and consumption, achieving over 23 km/l on a mixed cycle. The gearbox is the usual 5 speed, as too, according to tradition, the final drive is entrusted to the renowned cardan, ensuring reliability, safety, comfort, cleanliness and total absence of maintenance.
Traveling

“THE ALTERNATIVE LARIO CIRCUIT”
WITH THE NEW MOTO GUZZI V7:
INTERNATIONAL PRESS ROAD TEST

A PERFECT BIKE COURSE: SIXTY MILES IN THE LARIO-BRIANZA LAND OF THE MOTORCYCLE, TO MEET THE EXCELLENT COMPANIES THAT SUPPLY MOTO GUZZI


IN THE BEGINNING WAS THE “LARIO CIRCUIT”
 In the 1930s, when motorcycle racing was in its infancy, the Lario Circuit race enjoyed a popularity on a par with the Tourist Trophy, the famous and controversial event still held today on the Isle of Man in the last week of May and first week of June.
The circuit, a 21.5-mile course ridden in seven laps, included 300 bends and a series of 20 hairpin corners on the steep and spectacular descent from Madonna del Ghisallo to Bellagio. The race was a gruelling test for both the motorcycle and the endurance of the rider, and made an enormous contribution as the Moto Guzzi company built its name in the 1930s. The new single-cylinder bikes manufactured in Mandello soon established a reputation, first with Pietro Ghersi and later with Giordano Aldrighetti, with victories from 1924 to 1935. Only legendary riders like Tazio Nuvolari and Achille Varzi riding Bianchi bikes were successful in overthrowing the supremacy of the motorcycles produced on the other side of the Lario.
Moto Guzzi’s rule appeared to have come to an end with the arrival of the powerful 4-cylinder Gilera 500, which won the race in 1938 ridden by Pesara-born Dorino Serafini. Yet the following year, another Moto Guzzi, the Condor, was the first over the finishing line in Asso, for the fifteenth and final edition of the historic event.
Subsequently, the course hosted a number of historic revivals and provided a natural setting for many Moto Guzzi press presentations, such as the launch of the new entries in the V7 range in 2012.

PRESS RIDE TEST: “THE ALTERNATIVE LARIO CIRCUIT”
The smell of castor oil, the roar of bikes thrust at breakneck speed down the narrow road separating the lake from the mountains, the cheers of the crowds applauding their local idols. In this area, the epic dimension of motorcycle racing persists not only in people’s memories of those legendary sports challenges, but also in the more complex global competition on the world motorcycle market. In the area from Lario to Brianza, a worthy riposte to Asian challengers comes from a motorcycle industry of unique excellences and traditions, built up largely around Moto Guzzi. For Mandello’s twin cylinders alone, 21 of the 52 companies in Lombardy that supply components are based in Lecco.
We decided to link them up via a tricky route along lakes and over hills, packed with ascents and descents: the ideal course for a motorcycle.
From 14 to 18 April we rode the course on the new Moto Guzzi V7 MY 2014 motorcycles, together with 45 journalists from Germany, France, the UK, Spain, the Czech Republic, Switzerland, the Netherlands, Belgium, Sweden, as well as representatives from the Italian media. The event, entitled “The Alternative Lario Circuit” was an opportunity not only to discover 58 miles of little known roads, but also to meet three of the most important suppliers of Moto Guzzi and the top European and American motorcycle makers: Gilardoni, Domino and Alpina.

FIRST STOP: DOMINO
The Domino company was the first stop on our tour. After leaving Mandello and riding through Colle Brianza, our press party reached the factory in Sirtori, which, since 1951, has been producing grips, electric switches, throttle controls and the famous Tommaselli handlebars. Domino began working with Moto Guzzi in 1971, producing the throttle control for the V7. Today it supplies the entire Piaggio group with complete handlebars. Incidentally, Domino also produces the hand-stitched luxury leather grips for the Vespa 946.

SECOND STOP: ALPINA
The Alpina company in Lomagna was established in 1926 to produce spokes and nipples, and has been supplying Moto Guzzi with wheels since the glorious days of the Galletto (1957). Today, it has achieved world standing as a supplier of the top racing bike wheel producers, like Zipp, Mavic and Bontrager; for the motorcycle market it has created a patented line of tubeless spoked wheels, used on, among others, the Moto Guzzi V7 Special and Racer, the Stelvio NTX and the Griso 8V S.E.

THIRD STOP: GILARDONI
The last stop in the four press test rides was the famous Gilardoni cilindri in Mandello del Lario. With two factories in Mandello del Lario located just a few hundred yards from the Moto Guzzi facility, Gilardoni began operations in 1947, producing the first cylinder for the Moto Guzzi Zigolo 98. Today, it has a state-of-the-art production line for Piaggio Group engines, which manufactures cylinders for all Moto Guzzi models and the Aprilia V4 1000 and the V2 750 and 1200.

THE NEW V7 MY 2014:
STYLE AND PERSONALITY

We had a fleet of twelve Moto Guzzi V7 MY 2014 motorcycles at our disposal for the press presentation of the new Moto Guzzi models. Seeing the bikes parked in a row at the historic Mandello factory was like going back to the early days of the maxi motorcycle in the 1970s.

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An illusion created by a combination of forms and volumes echoing the bikes’ famous ancestors, from the V750 S3 in the ornaments and side panels, to the V7 Sport in the metal fuel tank with a capacity of 22 litres. The new models make countless references to the typical style of the Seventies: the cigar-shaped silencers, the instrument dials, the flat elongated saddle, the Moto Guzzi name on the valve covers, the mudguards, the shape of the lights.
But what makes the V7 range irresistible, firmly establishing it as a best-seller of Mandello del Lario production, is its charisma: these motorcycles are unique in terms of style and engineering, thanks to three core elements: the 90° V-twin engine, the timeless double-cradle frame and the famous cardan final drive.
The journalists were also able to examine two V7s fitted with accessories from the new 2014 catalogue: the first was a V7 Special equipped with a tourism kit, while the second was a foxy Café Racer with low handlebars and a series of close-fitting shiny parts in stainless steel.
Along the roads from Mandello to Lomagna, the ascents and descents of Colle Brianza, Sirtori and through the delightful village of Montevecchia, a sort of micro Chianti that has successfully withstood the not always consistent local model of urban development, the V7 bikes offered special dynamic and acoustic sensations. They are easy and fun to ride, irrespective of speed, course and model.
Stone, Special or Racer, these motorcycles suit bikers of any background or experience. What distinguishes them are their respective personalities, whose characteristics have been emphasised in the MY 2014 versions. The V7 Stone, now in total black, reiterates its minimalist approach and metropolitan vocation, the V7 Special becomes more conformist with its “Essetre” graphics, a re-edition of the first V750 equipped with disk brakes, and the sophisticated Racer confirms its place as the line’s hedonist. The only new feature shared by all three is a technical element: a new wet flywheel to replace the previous dry alternator, slightly modifying the front of the 90° V-twin, with a sleeker, more compact new cover in metal rather than plastic, a detail that true connoisseurs will not fail to appreciate.
Traveling

A MOTORCYCLE HOLIDAY?
LEARN HOW TO LOAD YOUR LUGGAGE

As the weather gets warmer, vacation time gets closer. So many things to take, but space is limited. Here are a few tips on how to pack up your motorcycle for a safe journey and enjoyable ride
You’ve got everything ready for a long holiday. But you have so much stuff, how can you pack it all up on your motorbike? Within certain limits, a motorcycle can carry much more luggage than you might think. If you follow a few rules, you’ll find there are fewer things you have to do without: good news for wives and girlfriends, who will even have room for their high heels.

BASIC RULE.
It’s the bike that has to do the work, not you. In other words, load up the motorcycle, not the rider or passenger. Not as obvious as it seems, when you think how many “sherpa bikers” you see on holiday roads. A heavy backpack can turn into an instrument of torture: the only concession is a small rucksack for the passenger, for items you can’t fit into the top box.

SOLUTION 1: A TRIO OF CASES.
An excellent solution, with the best waterproof guarantee. You’ll have plenty of space, although once you’ve packed a tent, sleeping pads and bags, even a capacity of 100 litres may not be enough. After endless field tests, the arrangement we recommend is this: the tent on the top box; sleeping bags, wrapped in waterproof bags, above the side cases, securely fixed with two self-locking straps, which ensure a better grip for the elastic cords. At every stop, check that the straps are pulled tight, because the vibrations from the bike mean the load will tend to shift constantly.

SOLUTION 2: TWO CASES AND A LARGE BAG.
If you’re taking a lot of luggage, leave the top case at home and use the luggage rack as a support on which to fix a large bag, with the tent on top. This solution has many advantages: the soft bag weighs much less than the top box and the load will be distributed lower, giving greater riding stability. Load the bag with the two sleeping bags, cooking equipment or other items that don’t need to be immediately to hand. The bag can be fixed with self-locking straps or elastic cords. In our experience, straps are better.
Pack the cases so that they weigh more or less the same. Avoid overloading them with heavy objects: the best approach is to pack them with clothes, one case for the rider, one for the passenger. The attachments on the cases are usually reliable, but you should also secure them with straps.

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FUEL TANK BAG.
Since this bag rests on a solid surface, and is close to the bike’s barycentre, it can be packed with the heaviest objects. A heavy fuel tank bag will also help balance the load, instead of having all the weight on the luggage rack. Use this bag for items you want to keep close by, from your mobile phone to your waterproofs. Magnetic tank bags are very practical, but may scrape the paint: remember to put a cloth between the tank and the bag to prevent unsightly scratches.

WATERPROOF?
A tip to keep your luggage dry: with rigid cases, the only risk is that water might seep in; whereas with a large bag on the rack, soft side bags and a tank bag, wet luggage is always a possibility. Wrapping it in plastic sheeting – garbage bags – is the cheapest solution, but hardly stylish. And after a day on the motorway, the wind will have torn the sheeting to shreds. So make sure each bag has a waterproof cover, and put the covers on before you start to avoid sudden stops under bridges.

BEFORE LEAVING.
A lot of luggage can be loaded, as we’ve seen: even so, it’s best not to exaggerate with the weight and accept that you may have to leave some things at home. A sign of “efficient” luggage is not just the care with which it’s been loaded, but the fact that it’s compact. The last “must”, and one of the most important, is easy loading and unloading. Unloading your bags should only take a few seconds, loading them not more than a quarter of an hour. Otherwise, you’ll be spending your holiday tugging at elastic straps! Follow these tips and enjoy your trip!

TRAVEL ACCESSORIES FOR THE MOTO GUZZI CALIFORNIA



A journey on a Moto Guzzi California, whether it’s a Touring or a Custom, is a unique experience. And if you’re taking a long trip, then it’s best to equip the bike with special original accessories. A broad selection of items is available, designed and produced to increase the comfort of rider and passenger.
Examples include the quick-release 50-litre top box with cushion, room for two full-face helmets, a backrest covered in the same fabric as the saddle, a document pocket and elasticated object-holder. The top box is also available in a 60-litre version (in luxury fiberglass), with a chrome lock fastening and built-in handle; the interior is lined in velveteen, and has a mirror and net object-holder.
The accessories range also offers bags, in various types and sizes. For small objects, a handlebar bag in cordura and natural leather, which is easy to attach and remove from the handlebar. The fuel tank bag in cordura with leather inserts, and practical pockets and handle, fits on the tank cover with quick-release fastenings, and has a waterproof cover. Plus, side case inner bags: these high-strength waterproof bags, in the same shape as the surrounding case, are easy to remove and carry. The range also includes bags covered in top-quality Italian leather, designed by the Moto Guzzi Style Centre, and handmade by specialist craftsmen.
Other useful travel accessories include a case support kit, a tank cover, a luggage rack kit, high-comfort saddles and a must-have motorbike cover.
Visit www.motoguzzi.com to discover the full range of Moto Guzzi accessories.
Event

PIAGGIO VIETNAM:
VISIT BY ITALIAN PREMIER MATTEO RENZI

Since June 2009, more than 410,000 vehicles produced in the Group’s Vietnamese factory. Roberto Colaninno: “Ahead of many other Western manufacturers, the Piaggio Group has followed a global expansion strategy.” Social commitment with "Vespa for Children" at the National Hospital for Paediatrics in Hanoi


The Italian Prime Minister Matteo Renzi on 10 June 2014 visited the Piaggio Group’s Vietnamese offices and industrial facility in Vinh Phuc, an industry park not far from Hanoi international airport.
Premier Matteo Renzi, accompanied by the Italian Ambassador to Vietnam, Lorenzo Angeloni, was welcomed by Piaggio Group Chairman and CEO Roberto Colaninno and by Group Deputy Chairman Matteo Colaninno.

“I take great pride in the visit of the Italian Prime Minister to our Vietnamese production facility,” said Roberto Colaninno. “This is the most important possible mark of recognition for all the Italian engineers and managers who, since 2008, have worked on the Piaggio Vietnam project, and for all the Vietnamese men and women who work with us on our production operations and contribute to the commercial success of an Italian symbol like the Vespa. We began with a greenfield project and in less than five years have already produced and sold more than four hundred thousand vehicles.”
Ever since Immsi acquired control of Piaggio the end of 2003, the Piaggio Group has pursued an international development strategy. “Ahead of many other Western manufacturers, the Piaggio Group has followed a global expansion strategy,” Colaninno observed. “We have not implemented a delocation strategy; on the contrary, as we strengthened our leadership position on the European market with our production operations in Italy, we decided to begin manufacturing on the Asian markets, which, increasingly, in terms of volumes absorb almost all worldwide production of motorised two-wheelers.”

PIAGGIO GROUP’S THIRD-LARGET PRODUCTION OPERATION
With approximately 850 employees, Piaggio Vietnam is the Piaggio Group’s third-largest production operation, after Pontedera in the Italian province of Pisa, and Baramati (in the State of Maharashtra, the production site of its Indian arm, Piaggio Vehicles Private Ltd.). Of the total worldwide workforce of 7,700 employees (as at May 2014), most Piaggio Group employees – more than 4,000 – are based in Europe, including 3,800 in Italy, of whom approximately 3,000 at the head office and factory in Pontedera. The Piaggio Group also has a factory in China (in Foshan, Guangdong province), controlled through equal 45% shares in a joint venture with the Chinese group Zongshen.

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Work on the Vietnam project began in 2007. Construction of the factory commenced in January 2008 and was completed in October the same year. In June 2009, the commercial launch took place of the first Vespa produced in the Vietnamese factory. Today, Piaggio Vietnam produces the Vespa Primavera and Vespa Sprint models launched around the world between the end of 2013 and early 2014, and the Piaggio Liberty high-wheel scooter, also a best seller in its category in Europe. The Piaggio Vietnam production facility currently covers an area of 190,000 m2, including buildings on 53,000 m2, more than double the initial surface area, and includes the Engine Factory, which opened two years ago.
Since the start-up of local operations, to date (end of May 2014), more than 410,000 two-wheelers have been manufactured by Piaggio Vietnam – including 220,000 Vespa scooters – for sale on all the main markets in South East Asia and Asia Pacific: Vietnam, Indonesia, Japan, Thailand, Singapore, Taiwan, Malaysia, South Korea, Philippines, Cambodia, Hong Kong, People’s Republic of China, Australia, New Zealand.
In 2013, of the approximately 560,000 vehicles sold worldwide by the Piaggio Group, more than 105,000 vehicles were sold in the Asia Pacific region (not including India), for revenues of over 193 million euro.

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OPERATIONS IN VIETNAM AND ASIA PACIFIC
There are currently 87 Piaggio Group sales outlets in Vietnam, and 328 in the Asia Pacific area as a whole. In the People’s Republic of China, in 2014 the Piaggio Group will begin direct sales of Vespa and Moto Guzzi scooters and motorcycles, through a wholly owned company operating side by side with the Foshan joint venture. Distribution contracts have already been finalised for the first two important dealerships in China.
In the Asia Pacific region, the Piaggio Group operates through direct subsidiaries not only in Vietnam, but also in Indonesia, Singapore and Japan. Piaggio Vietnam’s current product range includes – in addition to the Vespa Primavera and Sprint, the very latest arrivals, launched in parallel with the versions produced in Pontedera for Western markets – the Vespa LX and the Piaggio Liberty, Fly and Zip scooters in 100, 125 and 150cc displacements. All the models are equipped with latest-generation 4-stroke engines offering a sharp reduction in fuel consumption and emissions. The availability of cutting-edge engines in terms of emissions, consumption and reliability is a key element in the premium strategy implemented by the Piaggio Group throughout the region, which has established the Vespa as a premium product, thanks to its strong Italian content and the brand’s global reputation.
Engine production for Piaggio Vietnam vehicles was the focus of the very important second phase in the expansion of the Piaggio industrial complex in Vinh Phuc, which from 2010-2012 reached its current total surface area of 190,000 m2. The new Engine Factory began operations in mid-2012, flanked by the aluminium machining shop. Production capacity and flexibility were also enhanced for vehicle construction, with the installation of the third assembly line, and in 2013 work was completed on the vehicle test track and the expansion of the R&D and Testing units.

THE PIAGGIO GROUP GLOBALISATION STRATEGY
Piaggio’s industrial operations in Vietnam are a cornerstone of the Group’s international strategies. Over the last ten years, the Piaggio Group has transformed itself from a scooter manufacturer closely linked to the Italian market and with sales operations in Western Europe into Europe’s leading two-wheeler manufacturer, with a consolidated share of approximately 18% of the overall market and a 26% share of the scooter segment, and into a global player in two-wheelers and three- and four-wheel light commercial vehicles. At the end of 2004, with the acquisition of the Aprilia and Moto Guzzi motorcycle manufacturers, the Group’s historic headquarters and primary manufacturing site in Pontedera were joined by the Aprilia and Moto Guzzi head offices and factories in, respectively, Noale-Scorzè (Venice) and Mandello del Lario (Lecco).
Meanwhile, the Piaggio Group was building a presence in Vietnam to operate across the ASEAN market, and rapidly expanding its manufacturing and sales activities in India through a wholly owned subsidiary, which today produces three- and four-wheel commercial vehicles, engines and scooters. In China, the Piaggio Group and the Zongshen Group have equal 45% shares in a joint venture in Foshan, in Guangdong province, for the production and sale of motorcycles and scooters.
On Western markets, volumes have been falling in absolute terms for many years, yet the region is still of fundamental importance in terms of average product value. The Piaggio Group has a consolidated leadership position on the European two-wheeler market and has established a solid presence in the Americas, with premium products and brands (Vespa is the leading brand on the US scooter market), and, more recently, through entry into the value-for-money low-displacement two-wheeler segment, notably in South America.
In the USA, the Piaggio Group operates through a sales subsidiary in New York, and through the Piaggio Group Advanced Design Centre in Pasadena, California, whose advanced research work on technology and style focuses specifically on new mobility requirements and on the reduction of energy consumption and emissions.
The Piaggio Group international growth strategy pursued to date has been based not on production delocation (the 2- 3- and 4-wheel vehicles marketed in Western countries are manufactured in the Group’s Italian factories), but on action to strengthen the Group’s commercial positioning around the world, in a context of particularly intense competitive pressures. This is achieved by leveraging and investing in the constant enhancement of key assets: distinctive, internationally famous brands; extensive sales networks on core markets; R&D expertise geared to innovation, safety and eco-sustainability; an international management team able to develop the Group’s global vision and interact with local players; a strong international presence, with local operations for all core processes from marketing and R&D to production and procurement.

CHARITY:
DONATED THE VESPA
NUMBER 400,000 PRODUCTED IN VINH PUCH



In Vietnam, last year the Piaggio Group launched the first initiative under Vespa for Children, an international charity whose goal is to improve the quality of life for infants and children. Vespa for Children is financing an important collaboration program between the National Hospital for Paediatrics in Hanoi and the Bambino Gesù Children’s Hospital in Rome, which helps children suffering from complex urological pathologies – urogenital malformations and renal failure – who need kidney transplants, other forms of surgical treatment and dialysis.
To mark the visit of Premier Matteo Renzi, two-wheeler number 400,000 of Piaggio Vietnam production (see photo) was donated to “Care the People”, an NGO in Danang, Vietnam, founded by Enzo Falcone, a physician from Milan.
event

JORDAN: MOTO GUZZI
AT THE INDEPENDENCE DAY PARADE



On Sunday 25 May 2014, Jordan celebrated its 68th Independence Day. A great parade was organised in the capital, Amman, by the Royal Motorcycle Club of Jordan in cooperation with the Royal Automobile Museum, the Public Security Department, the Civil Defence Department, motorcycle companies and motor enthusiasts. The event saw the first-time participation of the Piaggio Group’s importer, “Darwazeh Motors” (all brands). Moto Guzzi motorcycles led the parade, together with Aprilia bikes and Vespa scooters (ridden by members of the Jordan Vespa Club). The procession, an impressive sight, involved more than 500 motorcyclists from all over the country and won an enthusiastic response from the public who watched the spectacular parade as it thundered through the city streets.

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“It was a great event,” said Tamer Darwazeh, owner and CEO of Darwazeth Motors, “and demonstrated the great prestige of the Moto Guzzi brand.”
“Royal” prestige, no less: in January 2012, during a meeting in Amman with Piaggio’s senior management, King Abdullah II of Jordan was presented with the fleet of Moto Guzzi California 1100 motorcycles built for the royal escort.



One year later, in February 2013, the King attended the official opening of the new Jordanian Parliament, arriving at the Parliament building in a car escorted by the royal escort of Moto Guzzi motorcycles.

IMAGES BY THE OFFICIAL YOUTUBE CHANNEL OF THE ROYAL HASHEMITE COURT OF JORDAN

Award

UK: THE MOTO GUZZI CALIFORNIA 1400 WINS THE
ACE CAFE’ CHALLENGE ORGANISED BY MCN

THE ITALIAN MOTORCYCLE WINS THE CUSTOM CRUISER COMPARISON RUN BY “MOTOR CYCLE NEWS”, THE TOP INDUSTRY JOURNAL. SUPERLATIVE OPINIONS ACROSS THE BOARD: STYLE, DETAILS, ENGINEERING, ROAD PERFORMANCE

These are interesting times for the cruiser segment, as competitive pressures mount. In just a few years, the market has seen the entry of all the Japanese manufacturers, three US and one British maker, and, as sole representative of the Italian industry, Moto Guzzi with its widely admired California.
The latest development comes from the UK, where Triumph has just presented the Commander, a cruiser powered by a parallel twin-cylinder engine with no less than 1700cc.
MCN (Motor Cycle News), Britain’s leading motorcycle journal and probably the world’s top two-wheeler trade publication, decided to try out the Commander in a group test with the recently renewed HD Fat Boy, the Victory Judge and the Moto Guzzi California Custom.

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The test was organised by senior road tester Adam Child on a route familiar to all British riders, the Brighton-London-Brighton, leaving from Mark Wilsmore’s famous Ace Café at 6 in the morning, arriving in London for lunch and returning to Brighton at eight in the evening, for a total of 500 miles.
An intense “day trip” organised to identify which of the four bikes offers the best combination of power, image and riding.
At the end of the day, Adam Child conferred with colleagues Bruce Dunn, Emma Franklin and Justin Hayzelden on their conclusions. None of them are members of the Moto Guzzi World Club or have ever owned a Moto Guzzi motorcycle, but they all agreed that the California 1400 is not only one of the best-looking bikes on the market at the moment, it also offers greater attention to detail, and is the most comfortable, easy-to-handle and enjoyable two-wheeler of the group. It may cost more, but it offers value for money and everything is well constructed and functional.

THE ADAM CHILD FIRST TEST BETWEEN CANNES AND ST. TROPEZ

MCN Editorial – First rides & tests – 23 November 2012.
Moto Guzzi's new California 1400 is proving every bit as good to ride as it is to look at. MCN Senior Road Tester Adam Child is currently putting the all-new heavyweight cruiser through its paces in the south of France and is impressed. He says: "I've been riding it along the coast road between Cannes and St Tropez and am loving it so far. It still retains that classic Guzzi character, the way the big V-twin rocks a little at standstill and so on, but once you get going is incredibly smooth – it's the smoothest Guzzi I've ever ridden. On these roads I've yet to fully open it up – that will come later – but it's clearly got bags of stomp. The ground clearance is a little limited, but for this type of bike is OK and, despite its massive dimensions, it's not as much of a handful as expected. I'm only 5'7" and can easily get both feet flat on the ground, for example. Best of all, though, I really like the look of it: It's stylish, classy and being able to see the cylinder heads sticking out the sides of the tank as you ride along is a nice touch."
mobility

EICMA CELEBRATES CENTENARY WITH THE
1ST WORLDWIDE 2 WHEELS FORUM

PRESENTATION OF AN INTERNATIONAL SURVEY ON THE VALUE OF THE TWO-WHEELER SECTOR: 13 BILLION EURO INVOICED IN 2013; 123,000 WORKERS, INCLUDING 53,000 IN ITALY. INDUSTRY LEADERS COMMIT TO SUSTAINABLE MOBILITY


Among the initiatives marking the centenary of the EICMA World Motorcycling Exhibition, 1914-2014, an international study on the two-wheeler sector was presented in Milan on 29 April. The event was part of the first “Worldwide 2 Wheels Forum”, a summit in Milan where the leading names in the two-wheeler industry (bicycles and motorcycles) assembled to examine the current situation with representatives from the international institutions.

PROTAGONISTS.
Joining the industry leaders (the Piaggio Group was represented by Leo Francesco Mercanti, Head of Two-Wheeler Marketing) were: Carlo Pettinelli (Director General for sustainability growth and UE 2020, DG Business and Industry, European Commission); Maurizio Lupi (Italy’s Minister for Infrastructure and Transport); Roberto Maroni (Chairman of the Lombardy Regional Authority); Marco Fortis (Vice President of the Edison foundation and head of Economic Studies at Edison); Adjiedj Bakas (sociologist and trend watcher); Luca Colombo (Country Manager of Facebook Italia); Julien Flageul (Mobility representative for the City of Paris); Carlo Fidanza (Euro MP, Rapporteur on the Clean Power for Transport Directive); Angel López (Electromobility Project manager for the city of Barcelona); Pier Francesco Maran (head of the mobility department, City of Milan); Corrado Capelli (President of Confindustria ANCMA); Antonello Montante (President of EICMA).

“Celebrating EICMA’s centenary with this global forum means that the two-wheeler industry as a whole wants to share its tools for building the future, and considers growth and development to be the only way ahead,” said EICMA President Antonello Montante. “Individual mobility is the inalienable right of every individual. And consequently the two-wheeler, whether pedal- or motor-powered, is a sustainable solution and an opportunity to be encouraged.”

INTERNATIONAL STUDY ON THE VALUE OF TWO WHEELS.
One of the highlights of the Forum was the presentation of the first international survey on “The value of two wheels” (“Industry, market, mobility”), conducted in cooperation with The European House Ambrosetti, which examines all the economic and social issues of the world two-wheeler sector, with a special focus on Europe and Italy. The results of this original survey provide the foundation for future growth and development.

PRODUCTION PERFORMANCE WORLDWIDE, IN EUROPE AND IN ITALY.
Among the figures highlighted by the survey commissioned by EICMA, in the last 5 years world production of motorised two-wheelers (M2W) rose by 39% in terms of units. The western nations reported a production decline of 59% (-54% in Europe). Although Italy reported a fall of 52%, it is still the leading M2W producer.

VEHICLES ON THE ROAD AND NEW REGISTRATIONS.
Looking ahead, EICMA expects sales growth to be driven by the Asian nations and the emerging economies. There are approximately 32 million mopeds and motorcycles on European roads, of which 8.6 million in Italy alone. France was the leading country for M2W registrations in 2013, thanks to the steady performance of moped sales. Italian registrations fell by 67% from 2007 to 2013, in part as a result of the economic crisis, which caused the rotation rate in registered vehicles to plummet.

INDUSTRIAL VALUE.
In 2012, the value of industrial two-wheeler production in the EU was 10.7 billion euro. The two-wheeler sector provides jobs for more than 123,000 people, of which more than 53,500 people in Italy.

MARKET VALUE.
EU two-wheeler sales totalled almost 13 billion euro in 2013. In Italy, two-wheeler shipments were worth more than one billion euro in 2013. The two-wheeler segment produces annual tax revenue totalling approximately 3.6 billion euro.

SUSTAINABLE MOBILITY.
Two-wheelers are the solution for sustainable mobility. In Italy, the two-wheeler value connected with time-saving is estimated at 2.5 billion euro/year. This amount translated into “days saved” thanks to the existence of two-wheelers is 72.8 million days. Use of two-wheelers in Italy delivers an annual reduction in CO2 emissions of 2.1 million metric tons.
The world industry leaders at the forum declared their support for “The commitment to sustainable mobility”.

RECOVERING ENTHUSIASM AMONG YOUNG PEOPLE.
The Worldwide 2 Wheels Forum also included the presentation of the survey conducted by Sevendots, which examines ways of bringing motorised two-wheelers to a younger target. A number of proposals and initiatives were illustrated, forming a set of useful tools to reverse the current trend. Carefully mixed, these tools can catalyse a renewal of passion for motorised two-wheelers among a target of vital importance for the future solidity of the Italian and global motorcycle system.

THE FIRST WORLD FORUM.
The centenary of EICMA, the world’s most important and oldest two-wheeler exhibition, was marked with an exclusive event. The Forum highlighted new aspects of the industry by bringing together for the first time in the history of the two-wheeler senior managers from the leading international players and representatives from the political community, for a constructive debate on the new concept of sustainable mobility. The meeting promoted consensus on the main points of an industry commitment to the future.

(Source: eicma.it)

A DATE IN MILAN:
6-9 NOVEMBER 2014



The EICMA World Motorcycling Exhibition is the most important and oldest event in the world two-wheeler industry. It has been held in Milan since 1914 and is a globally successful model of made in Italy. EICMA is a direct expression of Confindustria ANCMA, Italy’s national bicycle, motorcycle and accessories association, and is committed to enhancing an industrial heritage of significant business, technological, creative and sports achievement, which has been a key driver of Italy’s historical and social development. In Italy, around 14 million people use bicycles and motorbikes; the country accounts for more than 50% of European production and is the largest two-wheeler market on the continent.
The date is in Milan, from 6 to 9 November 2014, for the 72nd EICMA World Motorcycling Exhibition.
www.eicma.it

EICMA 1914-2014


AROUND THE WORLD

ROTTERDAM: A MUSEUM-PIECE APRILIA



An Aprilia RSV displayed at the Boijmans Museum in Rotterdam, in the Netherlands, photographed in 3D by German artist Alexandra Bircken, during her recent one-woman show, together with works in wood, cement, oilcloth, screws, wires and steel. Born in 1967 in Cologne, Germany, where she lives and works, Bircken has a background in fashion design, and is interested in the radical elements of mechanical work and craftsmanship. The motorcycle – cut in two – is turned into a sculpture, a contemporary art object.

PHOTO GALLERY



USA: MEGAN FOX & RSV



A photo from the set of “Transformers 2” with actress Megan Fox and the Aprilia RSV 1000 bike, ridden by the sexy star in the US movie.
The other photos in the gallery show Megan riding the Italian bike, with co-star Shia LaBeouf on pillion and, in a blonde version, on an Aprilia RSV4 for MotorcycleUsa magazine, photographed by Greg Christiansen.


THE “BURNOUT” OF STUNT RIDER CLINT EWING



More than 70,000 views for this video (posted by Rnickeymouse) with professional stunt rider Clint Ewing: the clip shows bikers how to master the 187 hp of the Aprilia RSV4. Clint makes the demo along a winding road, before going back home to Santa Barbara, in California. But don’t try imitating him, he’s a stunt rider!
Racing

WSBK: APRILIA DOMINATES AT SEPANG

TWO WINS BY MARCO MELANDRI IN MALAYSIA, TWO ONE-TWO FINISHES FOR THE RSV4. AND, THANKS TO HIS TWO SECOND PLACE FINISHES ,SYLVAIN GUINTOLI IS NOW SECOND IN THE RIDER STANDINGS. HERE THE REPORT OF THE GREAT WEEK-END


The first ever World Superbike Championship round at Sepang bore the Aprilia signature, dominator in both races, during the week-end 6-8 June 2014. Marco Melandri's double win and Sylvain Guintoli's double second place confirmed the supremacy demonstrated from the first practice laps of the weekend where the RSV4, including the "satellite" bike ridden by Toni Elias, showed just how much they liked the Malaysian track.

GREAT START: THREE RSV4s IN THE TOP THREE SPOTS
It was an excellent Friday 6 June for the Aprilia Racing Team at Sepang, the new circuit on the 2014 Superbike calendar. Aprilia dominated the first day with three RSV4s in the top three spots of the combined standings, promising to be a sure protagonist throughout the Malaysian week-end. In fact, behind the two official RSV4s ridden by Guintoli and Melandri, Toni Elias was third on his "satellite" Aprilia.
The weather was as predicted with tropical temperatures and humidity, but all entirely normal for these latitudes. So, it was a great start at Sepang for the Aprilia Racing Team.

SUPERPOLE: APRILIA AHEAD OF THE REST
Sylvain Guintoli and Aprilia ahead of the rest in the Sepang Superpole on Saturday 7 June. Marco Melandri is on the second row, less incisive on a soft tyre but with a fast race pace. And then, three RSV4s on the first two rows. The first Sepang Superpole had an Aprilia flavour once the Italian bikes had demonstrated their potential in all the timed sessions. With a perfect lap Sylvain Guintoli put the best time on the boards and tomorrow, for the fourth time in his career, he will be starting in front of all the rest. Marco Melandri, feeling at ease on race tyres, was unable to be incisive with the soft tyre but in any case took a spot on the second row with the fifth best time. The Aprilia branded day was completed by the second row spot taken by Toni Elias, on his “satellite” RSV4.

TRILLING RACES, SPECTACULAR PASSES
Race 1 had the two RSV4s ridden by Marco Melandri and Sylvain Guintoli pulling away at the front from the very first lap to battle for the win. It was the rider from Ravenna who brought it home in the end, skilfully bridging the gap that had been created after a crashing pileup in the first few turns. Once he had caught up with his team mate, Marco overtook him in one of the braking sections on the tenth lap, holding onto the lead until the chequered flag.
Race 2 changed in form but not in substance. A red flag in the third lap decreed a restart for a race now shortened to 10 laps and the starting grid based on the riders' positions at the time the race had been stopped, which put the three RSV4s on the front row. Sylvain Guintoli took the lead straight away while Marco Melandri battled to chase down his teammate.
In the final lap the two Aprilia riders made a series of passes that were as spectacular as they were clean, with Marco Melandri prevailing after Sylvain's last ditch attempt in the turn right before the finish line. It was a flying finish, the second one-two of the day and overall standings that were radically changed. This brings Melandri up to fifth place in the rider standings, whereas only 13 points separate Guintoli from current leader, Tom Sykes. Aprilia shortens the gap in the Manufacturer standings as well, where they lie in second place just 4 points from the top.

AFTER THE ROUND: MELANDRI AND GUINTOLI SAID

Marco Melandri: "A double win that was just what we needed! Despite the difficulties we never gave up. We kept working and fighting. I had a good feeling straight away with my RSV4 here. The conditions in Race 1 were difficult but I managed to catch up to Sylvain. After overtaking him I set my own pace. I knew I could defend well in the braking sections and I was able to manage the race to the end. Race 2 was even harder because I also had to battle with the Kawasakis before catching Sylvain. In the last tap I thought I would give it a try. I had to give 100 percent down to the chequered flag. Anyway, all the riders deserve admiration today because riding in these conditions is not easy at all. I want to dedicate this win to ‘Manu’, her belly and all the guys on the Team. “Manu” is Manuela Raffaetà, the Marco girlfriend, who is pregnant; their child will be born in August. Best wishes!

Sylvain Guintoli: "In Race 1 I thought I had implemented my strategy well, but unfortunately toward the end Marco just had a really good pace and forced me into a few mistakes. I think I did better in Race 2, trying to pull the pin straight away, but toward the end Marco quite simply had just a little more. I tried to fight back and I think we gave anybody watching the race plenty of entertainment in that last lap! We earned some important points in the championship and showed that Aprilia is back out front with a great day. Now we'll get some rest after this really tiring weekend."

SEPANG ROUND RESULTS
AND 2014 WSBK STANDINGS

Eve race: WSBK riders visit the famous Petronas Twins Towers (452 meters high), Kuala Lumpur, Malaysia.
SEPANG – RACE1
1. Melandri (Aprilia) 2. Guintoli (Aprilia) 3. Laverty (Suzuki) 4. Davies (Ducati) 5. Elias (Aprilia) 6. Rea (Honda) 7. Haslam (Honda) 8. Giugliano (Ducati) 9. Salom (Kawasaki) 10. Camier (BMW) SEPANG – RACE2
1. Melandri (Aprilia)
2. Guintoli (Aprilia)
3. Sykes (Kawasaki)
4. Elias (Aprilia)
5. Baz (Kawasaki)
6. Rea (Honda)
7. Laverty (Suzuki)
8. Davies (Ducati)
9. Lowes (Suzuki)
10. Giugliano (Ducati)

WSBK 2014 – RIDERS
1. Sykes (Kawasaki) 201
2. Guintoli (Aprilia) 188
3. Rea (Honda) 179
4. Baz (Kawasaki) 170
5. Melandri (Aprilia) 147
6. Davies (Ducati) 130
7. Giugliano (Ducati) 96
8. Laverty (Suzuki) 90
9. Elias (Aprilia) 89
10. Haslam (Honda) 89

WSBK 2014 – MANUFACTURERS
1. Kawasaki 216
2. Aprilia 212
3. Honda 179
4. Ducati 158
5. Suzuki 140
6. BMW 36
7. MV Agusta 10

NEXT RACE:
ROUND 7, 22 JUNE 2014 ON THE “MISANO” ITALIAN TRACK.
Racing

WSBK 2014:
SYLVAIN GUINTOLI ON THE PODIUM
AT IMOLA AND DONINGTON



A strong third place for Sylvain Guintoli in Race 2 closed the Aprilia Racing weekend at Donington, in the English round of the Superbike world championship at the end of May. The result keeps the French rider near the top of the world standings, 11 points from second place and 37 points from the leader. It was a pity that he ran straight on while duelling with Baz in the first race, and was relegated to a seventh place finish.

PHOTO GALLERY DONINGTON

After a fourth place in Race 1, Marco Melandri seemed more comfortable in the second, and able to battle for one of the top positions. A good start (from the third spot on the front row of the grid) had him duelling for first place with team-mate Guintoli. But a contact in the fifth lap with Lowes, who came from behind and bumped him full on, forced Melandri into a crash that took him out of play. He courageously made up positions, but only after a long stop that relegated him to the bottom of the final standings.

MARCO MELANDRI - Donington preview

Two weeks earlier, the Italian team had competed at Imola, the first home race in the 2014 season. On a traditionally tricky circuit, Melandri and Guintoli shone during the trials on Friday and Saturday.
In the first race, after holding second place for a while, Guintoli experienced problems with his tyres, which put him on the defensive in the second half of the event. The points the riders win are extremely important in a world championship that, after four rounds, appears to be very evenly balanced. Sylvain came back in the second race, which saw him right behind the leaders for a third place, outstripping some of his fiercest rivals for the title.
Imola was a far more disappointing weekend for Marco Melandri, who was expected to confirm his showings after two days of successful heats. Unfortunately, a sixth place in Race 1 and eleventh in Race 2, despite two excellent starts, excluded the Ravenna-born rider from the Imola podium.

PHOTO GALLERY IMOLA

After the Donington weekend, Sylvain Guintoli said: "Race 1 didn’t go as I hoped. I started well and was pushing, but it was really difficult to keep up. Then the Team did a great job for Race 2, the bike was quite different and the pace improved compared with the first race. I pushed hard to get free of Davide Giugliano, but I didn’t manage to stay with the two leaders. Even so, this podium, on a track that certainly isn’t one of our favourites, feels like a victory to me."
"Of course I’m disappointed," admitted Marco Melandri after the chequered flag on the English circuit. "In the first race I was having trouble being fast, but in Race 2 I could have been a contender for the podium, because we were in a better position after the changes. Unfortunately, things didn’t turn out well, through no fault of my own. On a positive note, we gained important information on how to adapt the bike to my riding style. Now I want to think things out race by race, aiming to improve and obtain the good results I know I can achieve."

APRILIA RACING 2014
Vintage

LAS VEGAS: AUCTION OF RARE MOTO GUZZI BIKES

THE MGS-01 AND V7 ELDORADO 850 AT MECUM, THE COLLECTORS’ PARADISE, WHERE VINTAGE VEHICLES ARE CONSIDERED AN INVESTMENT
Mecum Auctions in Las Vegas is a paradise for collectors, who, brandishing their chequebooks, bid against one another to purchase rare collector automobiles, motorcycles and related memorabilia, including petrol pumps and vintage signs. At the 2014 edition in Las Vegas at the beginning of the year, two rare Moto Guzzi bikes appeared on the red stage of the South Point Casino and Exhibition Hall, at 9777 Las Vegas Blvd S. An MG V7 Eldorado 850 dated 1972 – in a version for the California Police Department – and an almost extinct MGS-01: a pedigree racing bike on which Gianfranco Guareschi rode to victory in the Daytona “Battle of Twins”, a race for twin-cylinder two-wheelers. Manufactured in a limited edition (approximately 200 bikes), this Mandello bike is the ultimate prize for many collectors.
The Moto Guzzi bikes (accompanied on the Las Vegas stage by a number of vintage Gilera two-wheelers) are regarded as a great investment: their value continues to rise. As does the asking price for other now defunct brands or the vintage models of names still on the market today: interest continues to grow among collectors willing to pay astonishing sums to own a valuable historic piece. Prices range from a few hundred dollars to more than 200,000 dollars for a vintage motorcycle. The record is probably held by a 1939 Superior SS100 bike, which belonged to its creator, George Brough, and sold for half a million dollars. Colonel Thomas Edward Lawrence – aka Lawrence of Arabia – had seven Brough Superiors; but the last one, which he called George VII, let him down: he died after hitting his head in a fall from the motorbike.

PHOTO GALLERY

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AUSTRALIA: ON A MOTO GUZZI MSG-01 AT THE NATIONAL BEARS
An on-board video from an MGS-01 ridden by Mike Coates at the National Bears challenge, the Australian championship for bikers from the Bears Racing Club. The race circuit is Broadford Victoria: a short narrow course where competitors thrill the public as they weave round the track, cutting in front of one another. For Guzzi lovers, this clip offers an exciting “virtual” taste of what it’s like to race on the legendary MGS-01.

California: An MG V7 Eldorado restored by Cycle Garden



Cycle Garden of Huntington Beach, California, is a famous address among Moto Guzzi collectors. This is where vintage Italian motorcycles built in Mandello del Lario are perfectly restored to their original splendour. The video shows the test drive of a 1972 MG Eldorado after a painstaking restoration. The model was sold at the Mecum 2014 auction in Las Vegas.
Info: www.cyclegarden.com
Vintage

CLASSIC RACES:
TIME FOR THE TOURIST TROPHY ON THE ISLE OF MAN

THE 2014 EDITION OF THE CENTURY-OLD ROAD RACE, WHICH HAS ATTRACTED THE GREATEST NAMES IN MOTORSPORT, STARTED. THE FIRST ITALIAN TO WIN THE “TT” WAS OMOBONO TENNI ON A MOTO GUZZI 250
No motorcycle race is as controversial as the “TT”. No event has inspired such passion. No course is more dangerous. For everyone, the Isle of Man Tourist Trophy is simply “the TT”. The first race was held in 1911, on a 37.73-mile track known as the Mountain Course, which winds its way across the island, located between England and Ireland. The TT is a road event, raced on roads normally open to the traffic, and the riders, who are divided into categories, achieve incredible averages: John McGuinness, the overall winner in 2013, completed the course with an average speed of 131.6 mph. Part of the GP World Championship calendar as the British Grand Prix from 1949 to 1976, the TT has attracted all the great champions of the past: from Italians Carlo Ubbiali, Tarquinio Provini and Giacomo Agostini – 10-times TT winner – to the top names from Britain and Ireland. The first Italian to win the TT was Omobono Tenni, in 1937, on a Moto Guzzi 250.

PHOTO GALLERY

The TT hall of fame also includes Geoff Duke, another great champion in Moto Guzzi’s racing history. Over the years, Aprilia bikes – the Tuono, the Mille, the RSV4 – have flashed down the historic track.
Joey Dunlop, a legendary road racing icon, is the rider with the greatest number of wins: 26 triumphs. His astonishing collection of first places came to a tragic end in an accident in 2000, in Tallin, Estonia, far away from the familiar roads of the TT. The two-week event on the Isle of Man includes the qualifying heats for the various categories (Senior TT, Superbike, Superstock, Supersport, Newcomers, Lightweight, Sidecar, TT Zero Challenge), as well as the heats for an electric vehicle category, and the races. The key attraction is scheduled for 6 June, when the island’s roads will be taken over by the riders competing in the Senior TT race, a 6-lap challenge.
The spectacular nature of the TT, regarded by many as the ultimate motor-race, a challenge where the difficulties of the course put the skills of the riders to the toughest of tests, makes it the favourite race of many motorcyclists. Many others criticise its excessive dangers, which have taken a heavy toll in blood: there have been 140 deaths in the history of the TT, and every year without fail there are accidents involving the riders and, in some cases, the race marshals. On the other hand, accidents are inevitable, given the very high average speeds of the most competitive riders, combined with the characteristics of the course, which literally passes between the island’s houses, skimming past pavements and lampposts. The accident risk is the factor that keeps the riders currently leading the MotoGP and Superbike championship tables away from the TT, forcing them to forego a unique opportunity to display their talents in a road race. The only exception is Britain’s Carl Fogarty. Although the Mountain Course has been ostracised by the media for many years, it continues to be the best expression of the uncompromising philosophy of road racing, a sport with a global fan base. TT winners are hailed as heroes, survivors of a formidable trial, made even more difficult by almost invariably adverse weather conditions.
An event not to be missed is the Classic TT trophy for vintage bikes, which culminates with “The Classic Racer Classic TT Lap of Honour 2014” on 25 August.

RIVAL RACES: MACAU AND IRELAND
The “Macau Grand Prix” is certainly the closest road race rival of the TT in terms of appeal (and risk): it is held on the “Guia” street circuit, bounded by high guard-rails and notable for the lack of escape roads. Motorcycle races have been organised in Macau since 1967, but the race began in 1954 for cars, and in the past has seen champions of the calibre of Michael Schumacher and Mika Hakkinen. It is held in the autumn.
“The International North West 200” race meeting is held in Northern Ireland, a few weeks ahead of the Isle of Man Tourist Trophy. Known as the “Triangle”, the 8.8 mile course has seen riders reach incredible speeds (the record, 208 mph, was clocked in 2012). The number in the name refers to the original length of the race, which was run over 200 miles, and was subsequently shortened, with distances of 4 to 6 laps.

A VISIT TO “THE ROCK”

Apart from the TT, the Isle of Man offers many other attractions throughout the year. Fondly known by residents as the “Rock”, the island is the same size as Ibiza and Singapore, but has far fewer people. If admiring the skill and courage of the riders competing on the difficult Mountain Course once a year isn’t enough for bikers, at the end of August the island hosts the Festival of Motorcycling (which incorporates the TT Classic vintage race and the MotoGP races), with parades of vintage bikes.
Visitors can also travel – at much slower speeds than the TT riders – on the Isle of Man’s famous railways: the Manx Electric Railway, the Steam Railway and the Snaefell Mountain Railway. Other attractions include adventure sports and diving, history and museums, miles of beaches and coastline. But keep an eye out for the basking sharks that live in the island’s waters.
For information about the Isle of Man:
visitisleofman.com
Style

MOTO GUZZI 2014 COLLECTION:
T-SHIRTS AND POLO SHIRTS WITH THE EAGLE



A clean, timeless design, with the unmistakeable eagle symbol on the t-shirts and polo shirts: smart, well-finished, produced in top-quality materials, these shirts are essential items for spring-summer wardrobes. All-purpose garments you can wear to go out on your motorcycle (beneath the classy leather jackets or colour-coordinated sweatshirts), but also to look stylish on informal leisure occasions.

T-SHIRT: ORIGINAL & VINTAGE

The “Original” model, for him and her, is in cotton jersey, with the Moto Guzzi logo printed on the front and on a metal tag on the right sleeve. Colours: anthracite, white, red. Plus blue for him, light grey for her. A classic round neck for men, a deeper neck for women.
As an alternative, he can choose the “Vintage” model, in cotton jersey with a stone-washed effect, a vintage Moto Guzzi V7 Special print on the front and a metal tag on the right sleeve; vertical stitching on the neck, arms, shoulders, and hem. Colours: anthracite, white, red. You can bet she’ll like it too.

POLO COMEs BACK

The polo shirt is a staple garment, for work and free time; and in the city, it provides a more casual look than a shirt. For him: in cotton piqué, short sleeves, breast pocket with printed Moto Guzzi logo, which also appears on the back and on a metal tag on the right sleeve. Contrasting trim on the collar and sleeves. Colours: anthracite, red, white. For her: the classic 3-button neck is replaced with a V-neck and collar for an extra touch of style; cotton piqué, short sleeves, Moto Guzzi logo on the front and back, and a version with a discreet but visible metal tag on the right sleeve. Colours: white, red, with contrasting trim on the collar and sleeves.

T-SHIRT STORY

Although items of clothing similar to today’s t-shirts, with sleeves of varying lengths, were used in ancient times (among the Etruscans) and during the Renaissance, vest-like garments only came into general use in the XVIII century, as undergarments, and in the XIX century as work apparel, due to their comfort and the absence of a collar, a distinctive style feature.
Nineteenth-century sailors wore a version very similar to today’s model, with characteristic horizontal stripes. The first real t-shirts appeared in the second half of the 19th century, in Europe and America, as a garment for a variety of sports from footraces, wrestling, and, most notably, tennis. American universities began making t-shirts for their athletes, printed with their name and logo, which were then sold to supporters of the college team, setting off the retail trend for t-shirts as items of clothing.

PHOTO GALLERY

In the 20th century, during the 1940s, the US armed forces adopted the crew-neck t-shirt as part of the uniform for its troops and the garment’s use spread widely in Europe during the war. Selection of the t-shirt as an item of clothing rather than as an undervest or working garment gathered strength in the 1950s, when the movies introduced American fashion to the world. Celebrities like James Dean or Marlon Brando could be seen on screen wearing the typical white short-sleeved t-shirt and a pair of jeans. Since then, the t-shirt has been an indispensable item in contemporary wardrobes.
The fashion for coloured t-shirts took off at the end of the 1970s (for example, with the uniforms of soccer or American football teams). In the 1980s, the t-shirt established itself as a creative garment and means of communication, with decorations and ornamental wording: messages on t-shirts have the most diverse forms and meanings, humorous, commercial, political or geographical. The story continues.
People

NEW YORK: ALISON CUTLAN AND HER
MOTO GUZZI V50 MONZA
WITH THE MISS-FIRES, “MOTORCYCLE FRIENDS FOREVER”

FORMED JUST A FEW MONTHS AGO, THE GROUP OF NEW YORK BIKERS HAS ALREADY GOT PEOPLE TALKING, EVEN IN THE NEW YORK TIMES. THEY MEET AT THE MOTORGRRL GARAGE IN BROOKLYN
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In March, New York Times reporter Jessica Weisberg wrote an article about the Miss-Fires, a newly formed group of motorcyclists. The more than thirty members of the group are passionate about motorbikes and meet at the Motorgrrl Garage in Brooklyn. One of the members, Alison Cutlan, has a red Moto Guzzi V50 Monza from 1981, which certainly doesn’t go unnoticed. Alison is proud of having restored the old bike to its original splendour. The bikers want to make motorcycles less intimidating, writes Jessica: they welcome all enthusiasts, without or without bikes, with or without riding experience. The spirit that unites them is friendship; they have a humorous approach, a style quite different to that of the glossy biker-girls used to front brand advertising, who know little about motorbikes. Whereas the Miss-Fires, who meet three or four times a week at the Motogrrl Garage in Brooklyn, know a lot about bikes. They aren’t worried about getting their hands dirty with grease and oil, because they want to learn all the technical details of their beloved two-wheelers. They’re helped by Valerie Figarella, owner of the Garage, which recently celebrated its 10th anniversary at a party organised by the Miss-Fires.
In her article, Jessica recounts the close ties between the girls, who meet up for on-the-road tours and also take part in races. One competitor is Kara Kolodziej, 41, who has just won a race at the American Motorcyclist Association’s Vintage Dirt Track National Championship. Of the hundreds of riders taking part, she was one of the handful of women. The women tell their stories over a drink at the Black Bear Bar in Williamsburg, at Skinny Dennis or at Lady Jay’s, also in Williamsburg, where Corinna Mantlo works as a bartender and where motorcycle-themed films are screened. For example, all the Miss-Fires know how Stephanie Niebler first became interested in motorcycles. Her boyfriend was a biker, and she tired of being the passenger, so she got a bike and began riding. Then there’s Kristin Johnson-Land, 47, one of the group’s “mechanics”, affectionately known as “Greasy Hands”. “It’s nice to learn the secrets of the engine from a girlfriend, not from a guy,” says Rachael Becker, a Miss-Fire who makes leather goods. She has been riding for years, but knew little about motorcycle maintenance until she joined the group and began going to their “build nights”, where they learn how to look after their motorcycles. At the weekends, the group rides. A few Saturdays ago, about 14 Miss-Fires rode to Greenpoint and then to Red Hook, to eat crab rolls. A few boyfriends joined them. Many men’s clubs forbid women, but the Miss-Fires are sociable and don’t mind when someone of the opposite sex tags along. Before the ride, Julia Haltigan, 30, walked into the garage with her father; her bike needed an inspection. Ms. Figarella invited her to ride with them. Ms. Haltigan, a musician, accepted straightaway and joined the club.
The Miss-Fires consider themselves lucky to have found one another; they refer to each other as M. F. F.s: motorcycle friends forever.
Adventure

GUZZI OVERLAND 2010-2014

BRITISH COUPLE KEV AND KAREN HAVE BEEN RIDING ROUND THE WORLD FOR MORE THAN THREE YEARS, ON A MODIFIED MOTO GUZZI G5

They’re on their way home. Kev and Karen, an adventurous British couple from West Sussex, have been travelling round the world for more than three years on an incredible 1979 Moto Guzzi G5, modified by them to cope with any road and any weather. Recently, they were in the USA, preparing for their return to Europe. This clip shows a recent sighting of the pair by a group of bikers on Los Angeles’ Mulholland Drive.

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Recent YT footage of us on the Mulholland Drive Los Angeles 26th January 2014
Kev and Karen described their trip on their blog on the eve of their departure: “our plan is to ride around the world in 2010/11 on our modified Moto Guzzi Spada. We have been saving up for 10 years to realise this dream, and rebuilding and modifying the bike for 5 years. We both realise this is an ambitious journey plan, particularly as our bike of choice is 30 years old and is a big heavy beast, but we have tried to plan for most eventualities. There will undoubtedly be times when we struggle and times when I curse its weight and bulk, but on the flip side there will be times when we are glad of its weather protection and extra features. We took the bike to the Moto Guzzi International Rally in the south of France: it causes quite a stir wherever it goes because it looks so different. It was at this rally that we were approached by the then editor of Gambalunga (the Moto Guzzi Owners Club magazine) who asked us if we could write an article, which was later published.
We have covered 8000 miles over the summer testing the bike and modifications, which seem to work well, and the bike has introduced us to so many nice people on our travels that we realised the trip would not be the same without it. That said, there are no guarantees with a trip of this magnitude, and our challenge will be to keep body and bike together.
Some days we feel invincible, other days we’ve worried about the risks (being mugged, robbed, kidnapped or worse). Not to mention all the “what if’s” for the bike: what if it breaks down requiring some vital part in the middle of nowhere, how will we pick it up if it falls off the road down a bank, will we be able to get parts when needed, and so on.”
Kev explains further: “I have been riding Guzzis for 20 years starting with a T3, then a G5 and now additionally a Spada. I have always done my own repairs/servicing/mods etc., as I am from an engineering background. Because the MG Spada is an older bike, many parts are adaptable and so not difficult to find around the world, and there are no sophisticated electronics.”

THE ITINERARY. “From the UK to France, Germany, Switzerland and Austria into Eastern Europe and then down to Turkey to see and explore the Cappadocia region, famous for its rock formations and caves. From here across the Black Sea and into Russia at Sochi. We then rode across Russia, Kazakhstan and Mongolia before re-entering Russia bound for Vladivostok, on the east coast. Here we caught a boat to Japan, which we toured for about a month. From Japan, we put the bike on a car transport ship to Australia, where we travelled down the east coast from Brisbane to Sydney and Melbourne. From Australia, we crossed the Tasman Sea to New Zealand where we stayed for four months, touring the north and south islands fairly extensively. The next legs were from New Zealand to Santiago Chile and Buenos Aires in Argentina, where we travelled up the west coast mostly between the Andes and the ocean. At the top of Chile, we have the option of exploring Bolivia, Peru, Ecuador and Colombia. We have to ship from here to cross the Darian Gap, which is miles and miles of impenetrable swamp and jungle, where there is not so much as a track. It would have been lovely to fly straight to Mexico from here, but we didn’t feel up to facing the bureaucracy and instability of countries like Panama, Costa Rica, Nicaragua, Honduras and Guatemala. In Mexico, we slowed down to explore some of its Mayan culture before entering the USA and travelling up the West Coast; exploring the American wilderness, Oregon, Idaho and Montana, past the great lakes into Canada, on the East coast, or New England, before shipping home.”

INFO: www.guzzioverland.co.uk
On the road

TRAVEL FOR TWO ON THE APRILIA CAPONORD

MOTORCYCLISTS GIANNI AND GISELLA ARE PASSIONATE TOURERS: THEY’VE RIDDEN THROUGH ICELAND, SYRIA AND JORDAN, MONGOLIA, IRAN, PATAGONIA, MOROCCO. THEIR NEXT ADVENTURE IS THE PAMIR HIGHWAY, FROM AFGHANISTAN TO KYRGYZSTAN. THEY TELL US MORE

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“North Cape … A legendary name for bikers. A powerful, exciting, extreme place. A place every motorcyclist dreams of riding to and, when they’ve been, of going back to. Gisella and I have been there more than once, and every time it has been thrilling. But North Cape isn’t just a place. It’s also the name of a motorbike that’s equally as powerful, exciting and extreme: the Aprilia Caponord, which is more than a bike for us, it’s a trusty travel companion.”

IN IRAN, DESTINATION THE ANCIENT CITY OF PERSEPOLIS

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“August 2013, the first light of dawn; Gisella and I – riding a fantastic Aprilia Caponord – leave Turin bound for Iran. We travel in a south-easterly direction, heading for the heat of the Iranian desert, that stretch of land between Saudi Arabia and Pakistan. Gisella and I travel alone: no companions, no back-up vehicles, no last-minute friends. This is one of the reasons why a reliable, comfortable and fast two-wheeler is an imperative for us.
It was a wonderful trip: nearly 9,000 miles there and back, in just over two weeks. When we set off, I had dozens of things on my mind. The 17-inch wheel, a bike we’d never tried before, the distances, the dirt tracks, fuel, and so on. For two “refined palates” like Gisella and me, accustomed to travelling round the world on a motorbike, we were curious to see how it would go.
As we ate up the miles, I realised just how easily the new Aprilia Caponord met my requirements. Despite the combined weight of driver, passenger and luggage, the knobby tyres mounted before we left, the altitude, the heat with temperatures as high as 50°C… despite all this, the bike sped along like lightening. We never encountered a single problem.
So the Aprilia Caponord will be coming with us again this year. We’re planning two trips: the first, which I would describe as an “day out in the country”, will take us to south Morocco, where the Sahara really begins. We’ll be travelling just over 7,000 miles and the Aprilia Caponord will be our only companion. This trip, at the end of April, will be the warm-up for the decidedly more challenging journey we shall be making in August.”

IN MOROCCO: “A DAY OUT IN THE COUNTRY”

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“April 2014. After riding down through France and Spain, we board a boat from Algeciras to Tangiers and then head south, to Essaouira, Sidi Ifni, Tan Tan, Dakhla, the immense hamada, the Tropic of Cancer. Then we climb up through the Atlas mountains, the Merzouga dunes, the wonders of Morocco. And the star of the whole show, once again, was our faithful Aprilia Caponord.”

THE NEXT JOURNEY: THE PAMIR HIGHWAY
“We enjoy extreme locations, locations like North Cape. There’s a road in Tajikistan known as the Pamir Highway, which reaches a mountain pass at nearly 14,000 feet above sea level. That’s where we’re going in August 2014: that’s where we’re taking our Caponord, or, I should say, the bike will be taking us.
A few details about the Pamir Highway. The road (known in Tajikistan as the M41) crosses the eponymous plateau through Afghanistan, Uzbekistan, Tajikistan and Kyrgyzstan. Not all the sources agree that the city of Mazar-e Sharif marks the start of the highway: some sources say it starts in Dushanbe or Khorugh; what is certain is that it ends in Osh.
The Pamir is the world’s second highest international highway after the Karakorum. Although it’s a designated “main road”, it is neglected and some stretches have been badly damaged by erosion, earthquakes, landslides and avalanches. Even so, it is open all the way and serves the entire Gorno-Badakhstan autonomous province. People have been travelling down this route, part of the silk road, for thousands of years.
The trip won’t be overly long, about 9,000 miles, but we shall be riding through some very difficult areas. Fuel stations will be few and far between, we shall be crossing fords, water courses, dirt tracks and travelling at altitude. It will be interesting to see how Gisella, I and the Caponord respond at 14,000 feet. I’m sure the bike won’t have any problems, as for us… well, I’ll let you know when we get back.
We’ll leave from our garage in Turin, as always. We’ll ride through the Balkans, cross wonderful Turkey for the third time, go into Iran and from there travel to Turkmenistan, Tajikistan, Kyrgyzstan and Uzbekistan. I’m convinced the main difficulty presented by these countries is pronouncing their names correctly! Everything else will be a dream! We’ll be alone down there: Gisella, me and our friendly Aprilia Caponord. The bike will take us, cross the fords, the dirt tracks, cope with the humid heat and the rarefied mountain air. Once again, the Caponord will be our dream-maker.”

RIDING DOWN THE PARMIR HIGHWAY… ON A PUSHBIKE
These two clips chart the Parmir Highway from the viewpoint of a bicycle wheel. The pedallers, a truly courageous and physically fit pair, travelled down the highway on their pushbikes.

A TRIP TO IRAN:
THE NUMBERS

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Total mileage:
8,200 miles in 19 days.
Averages:
432 miles/day (overall average);
483 miles/day (average when travelling).
Bike used:
Aprilia Caponord MY 2013.
Average consumption:
8.5 miles/litre.
Cost of fuel in Iran:
0.20 €/litre.
Cost of a week in Iran (8 days /7 nights):
400 Euro (without foregoing anything).
Countries crossed:
Italy, Slovenia, Croatia, Serbia,
Bulgaria, Turkey, Iran and back.
Time zones:
2.5
Tyres used:
a single set
Travellers:
Gianni Reinaudo (texts) and Gisella Montabone (photos and video).

Info:
www.livetheworld.it
Blog:
https://roadtopersepolis.blogspot.it
Community

MONO PASSION 1:
THE MOTO GUZZI SPORT 14 FANS

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An event tinged with nostalgia: a meeting has been organised in Genoa on Sunday 22 June 2014 by the Veteran Car Club Ligure, in cooperation with the Clan del Volano, for owners of the Moto Guzzi Sport 14 (a 500cc single-cylinder, produced from 1928-1930), a milestone in the history of the Italian motorcycle and a model that took Moto Guzzi production from the pioneering period to an age of increasingly safe, technological and reliable motorbikes.

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The meeting will be attended by Federico Parodi, the last member of the Genoese family that founded Moto Guzzi and ran the company for more than forty years with courage and foresight. Parodi will recount all the anecdotes and memories that can only come from someone who experienced the events at first hand. The Genoa meeting will also commemorate the fiftieth anniversary of the death of Carlo Guzzi, the company’s incomparable engineer.


The appointment is at 9 a.m. in Piazzale Kennedy, Genoa (the site of the Fiera del mare). From here, the participants will ride down the historic Via Aurelia coast road through Nervi, Bogliasco, Recco, Camogli and Rapallo to Zoagli, a charming village on the Ligurian Riviera. The bikes will be parked in a display in the village square overlooking the sea, while the riders enjoy a selection of local dishes. The meeting is dedicated to the Sport 14, but participants on other Moto Guzzi bikes are welcome too.
INFO AND REGISTRATION: info@vccligure.it info@clandelvolano.it

MONO PASSION 2:
THE APRILIA DORSODURO AND CAPONORD FANS

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The program for the eighth National DorsoduroClub and CaponordForum Meeting is official. The Adriatic coast will welcome devotees of the two Aprilia bikes from 13 to 15 June. The rendezvous is for the afternoon of Friday 13 at the Sirena hotel in Cesenatico. The program for the next two days is as follows: Saturday 14, trip to San Leo, tour of the fortress, lunch, visit to the foundation dedicated to the great Aprilia champion Marco Simoncelli. Sunday 15, a relaxing morning by the pool or on the beach, lunch and closing event.

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“The distinguishing feature of our national meeting is that nominally we have always restricted it to our community’s motorbikes,” explain the organisers of the forum dedicated to the Noale 750. “Until 2012, the event was always known as the ‘DorsoRaduno’. With the arrival of the Caponord, we naturally had to change name and open our doors to new enthusiasts.” An excellent move, two successful Aprilia bikes, double the pleasure and a host of new friends. Well done!

INFO AND REGISTRATION: www.dorsoduroforum.com,
www.caponordforum.com

MONO PASSION 3:
THE MG GRISO FANS

The first “Giro d’Italia in Griso”, a round-Italy charity tour, has been a great success, raising funds for the La Bula cooperative in Parma, which provides training for disabled youngsters and assists their social integration. Guzzi bikers with a passion for the Griso (with a special forum, twitter and FB page) left Mandello del Lario (the Moto Guzzi homeland) on 10 May, to ride through Lombardy, Piedmont, Tuscany, Lazio and Campania, round Sardinia and Sicily, and then back up through Umbria, Emilia Romagna, Veneto and Trentino. There was a second stopover in Mandello (Saturday 24 May), before a closing party in Parma, on Sunday 25, with the youngsters from the cooperative. A total of 16 stages, for a distance of about 2,187 miles and daily averages of 145 miles. The Griso bikers taking part in the various Italian regions passed on the baton at each stage, during events open to all Moto Guzzi enthusiasts.

A STOP AT THE PIAGGIO MUSEUM.
The GrisoBacco club in Tuscany joined forces with the Piaggio Foundation to organise a stop at the museum in Pontedera, on Tuesday 13 May. The Griso bikers arrived at about 3.30 p.m. for a group photo in front of the museum, followed by a well-deserved coffee inside, in the company of the youngsters and their helpers from the La Bula association, who had come from Parma for the day. A guided tour of the museum’s collections of vintage vehicles (Vespa, Ape Piaggio, Gilera and archives) was followed by a meeting in the auditorium with Piaggio Foundation president Riccardo Costagliola and representatives of the Griso Guzzi forum. The event closed with a twinning ceremony with the Pontedera Vespa Club, with an exchange of flags and pennants.

FORTHCOMING EVENTS
AND MEETINGS

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“APRIL FOOL” FOR MARCO AND SYLVAIN:
SBK CHAMPIONS TURN TO PEDAL POWER

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The Aprilia Racing Team in Noale are an ingenious and fun-loving bunch: they played a great joke on Marco Melandri and Sylvain Guintoli, the riders who compete in the WSBK for Aprilia (the reigning world champion). On the pretext of showing them the stunning new livery of the Aprilia RSV4 SBK bikes, they organised a meeting at the Racing Division, where they invited the two riders to unveil the vehicles, hidden under red covers.
A great surprise was waiting for Marco and Sylvain: instead of the powerful racing bikes, they found two bicycles, complete with fairings, official numbers and colours. In true sporting spirit, they pedalled off for a trial lap on the two “missiles”, to laughter and applause. “You can even go to Phillip Island with these two-wheelers,” the team teased.
A video on the joke, “Aprilia Racing Team – 2014 April Fool”, was posted on the web on 1 April (of course).
MY BIKE MOVIE

USA: JORDAN GRANT
“WHY I LOVE GUZZI MOTORBIKES”

A quick glance at the details tells you this is a true Guzzi biker: the eagle logo on his t-shirt and on the key-ring of his Moto Guzzi 1000S. Then he tells you about his riding style, how he enjoys each ride in safety. Long-time biker Jordan Grant (who lives in United States) has a “philosophy” that everyone will agree with. He tells us more in this video interview (made by Tracey Kroll).

“I’m Irish, but I love Italian motorcycles, especially the manufacturer known as Moto Guzzi. My very first ride was on a buddy’s motorcycle, and the very first turn I went around I went way too wide: I passed the yellow line over towards the kerb. I didn’t crash but I certainly put the fear of God in myself. From then on, I had a respect for the bike, and you have to (but he never let me ride his motorcycle again). A road that you’ve never been on, that’s when these things fall into the category of an instrument. One guy can play it better than the next guy, and if you can go in fast and loose, that road is fun, and that only comes with experience. “I never thought there should be any more than two cylinders on a motorcycle, every motorcycle I’ve got has only two cylinders (which will be why Jordan prefers Guzzi bikes, famous around the world for their 90° V-twin engine, ed.). The exhaust note on twins is much better than I would say Japanese motorcycles. I will go out for a ride for many different reasons, I can’t say that there’s one more than another. Sunday mornings is nice, there’s not a lot of traffic, the roads are more open; or a sunny afternoon after work, around sunset, is always a nice time to go. I’ll go out for half an hour, just cruising through the local beach, just to cool off. Riding twenty, twenty-five years ago, you thought a little bit less about the dangers. These days you don’t go crazy because you’ve gotten wiser over the years, and because you want to be riding when you’re 75 years old. Like I will be!”

YOU AND YOUR MOTORBIKE
ON WIDE!


For true bikers, their motorcycle, whatever its age, is a cult object to be treasured, cared for and kept proudly for years; a faithful companion for travel and adventure. The new WIDE feature “My Bike Movie” is dedicated to everyone who rides off to work on a brand new bike in the morning, to everyone who fondly conserves a bike handed down in the family from generation to generation, to everyone who lovingly cherishes a vintage motorcycle.

MAKE YOUR
BIKE MOVIE!

Make a short video of your Aprilia or Moto Guzzi motorbike to tell us what it means to you. You can tell the story of your bike or recount a trip you’ve made together. You can include shots of daily life, or evoke the emotions you have shared.
The videos we select will appear on Wide, in the new feature “My Bike Movie”, to present you and your motorcycle, the most special bike in the world, to bikers all over the globe. Because every bike’s story is unique.

Send your video clip to: wide@piaggio.com