For the Road

TRIUMPH/LEVIS SPECIAL BMWR65LS RE CLIPPER! ISSUE 181 MAY2019 £3.70 Running,Riding&Rebuilding RealClassic Motorcycles RACER FOR THE ROAD PRINTED IN THE UK £3.70 US$9.99 C$10.99 Aus$8.50 NZ$9.99 PART LNK ONE This is the Le Mans you’ve neverheard of;anextremelyspecial edition, litre- class competitor,capable of 135mph andmore. NolanWoodburyexplains how it came to be built almost five yearsbefore the factoryequivalent… Photos by Joel Danielz, Samuel Mutschle,NolanWoodbury, Bill Ross t’salittle-known factthat, in Factorycommissioned or otherwise, Aquick recap foranyone unfamiliar with 1980, aspecial run of modified special order models have emerged in the the marque’s progress through the 20th Itwin-cylinder,shaftdrive Moto autoindustryfor decades.Some spawn century: Founded in 1921 by namesake Guzzi sports bikes wasbuilt, factory versions –think of Craig Vetter’s Carlo, much acclaim followedengineer specifically to battle against the era’s BSA which became theTrium h Hurricane Lino Tonti 50 years later for carving the big MOTO GUZZI LE MANS 1000 Agostini in Mandello Del Lario, sometime after 1977 Done well,suchcompetition not only offers exposurebut the racing is an ideal laboratoryfor testing.The components and procedures which passed the exam Built by Agostini to DMB’s engine spec,this V1000 Le Mans wasoriginallyshipped to South Africawith its factorybodywork.Overtime it’s beenmodified with aStucchi fairing,revisedrearsets andanew were added into Agostini’s manifesto, paint scheme and the competition exposuredefinitely attractedattention. Described as a Following market cues,the flashy850 succession of fireballs thatbegan with the reservedman, Duilio directedthe spotlight morphed into the edgy 850 MkII in 1979, XS-Eleven and ended with a500lb stickof towardshis racing results which were styled with morecoverage and afour-pod dynamitecalled the Z1-R. Suddenly pale impressiveand attainable.And he was dash. Heavily reconfigured and meeting next to Suzuki’s130mph GS1000 and four rewarded with averyspecial order from tighterregulations,Guzzi’s new-for-1982 cylinders down on Honda’s CBX, the Le Germany. 850 MkIII begatafull 1000ccLeMans Mans’three-digit capacityskimmed alayer Although Agostini’s recordsshowthat three years later. Like its predecessors, off itspanache –soplans were put in place 75 Le Mans V1000swerebuilt forDMB, the MkIV wasaworld market model with to change all that. only 60 were actually senttoGermany. continuing updates. If,in1979/80, thereeverwas a That explains whyyou’ll probably never Even with this steady progression, the market whereoutrightcapacityand see one,ornever know it if youdid.A European twins and triples of their time bhpmattered, then it wasGermany, as trained eyemightspot the matching looked alittle lacking compared to the the importerexplained.‘Many Le Mans redMarzocchis or Dell’OrtoPHMs,but Oriental opposition. TheGuzzi, Ducati pilots madeusunderstand they want hundreds of copies have come sinceand and Laverdabikes were more athletic amoresporty motorcycle with more 1000ccconversions were common. butlacked certain critical numbers when displacementand more power,’said ‘These aremythical motorcycles, it came to outrighthorsepower. Each Motobecane CEO Fritz Schaper.‘Therefore, drawing odd looks of doubt from other of Japan’s big four weighed DMB have decidedtolaunch asmall, Guzzisti when discussed,’ says Le Mans in, spitting out a special series on our own. TheV1000 Le V1000 aceGaryDanielz. One look at Gary’s Mans wasdeveloped especially forthe bold redracer pins it as classic,but it’s Federal Republic.’ whatyou can’t see thatmatters more. There. The first mention of aV1000; afull Purchasednew in South Africa by Gary’s four years beforeWikipedia even mentions father,the bike wassoldafter awhile and the existenceofsuch athing.Pinpointing then spotted on eBayyears later. the exactorigins of that special series ‘Asalong time Guzzisti I’dnever gotten drawsadirectline connecting DMB’s 1000 past thatLeMans,’ said Danielz. Bought to apairofV7Sport racers campaigned sightunseen,Garywasn’t awarethe V1000 by Mandello dealer Duilio Agostini, washis father’s oldmachine until finding onceaGPChampionship riderfor Guzzi. the family name at registration. ‘Few take Findingsuccess post-competition as the production of these seriously.Those atuner,this Agostini wasinthe right I’ve told probably thoughtI’d made the placeatthe righttimewhenDeTomaso entirething up.’ closed the worksraceshop in 1972. Iuncovered the origins of this forgotten Agostini and agroup of key partners Le Mans in a1983edition of Cycle Guide took the opportunitytocontinue V-twin magazine.‘Formost sports riders astock developmentoffsite. TheV7s were taken Moto Guzzi Le Mans 850 is enough,’read Agostini: ‘The Duilio andthe Guzzi. Stories of an out to 850 and enteredinto popular the headline.‘ForDMB it’s just thestarting infinitelove…’ Alittle knownbiography events throughout Europe. point.’The specsdescribed the Le Mans as Subscribe and save:www.Real-Classic.co.uk/subs MAY2019 I47 MOTO GUZZI LE MANS 1000 An authentic DMB V1000 Le Mans II from aperiodphoto aryDanielz’s V1000 –lookcloselytospotsubtle differences mixed Duilio’s racetrack gallop with new levels of stylish comfort. Agostini’s first licensed workshop opened in 1956, located at Mandello’sAGIP servicestation. Moving into athree-storyemporium in 1977, Agostini became aworldwide destination forenthusiasts,friends and families.Ready to build,the process began with new 850 MkII models taken tenatatime from a storehouse in Lecco,then reworked by This wasthe first FMBV1000 NolanWoodbury Duilio’s tuners at the old facility. Seeing the UK dealer Mick Walker’s Agostini advert saw.A1983V1000 Le Mans III target set by darting Desmos,fast Lavs and rapid Japanese fours,these hand-picked package remained identical forthis with enlarged 46.5 /40mm inlet and components resulted in morepower and production, and once finished the process exhaust valves,stiffer springs and opened morespeed behind the Agostini bubble. wasreversed and the bikes were returned ports.Apair of 40mm PHM Dell’Ortos ‘Itwas acrazy system,’saysPeter Horvath to their crates forshipment.’ attached to custom manifolds,opposite, of the transformation process.Hired in Spanners would spin well into the night 40mm exhausts fitted with Lafranconi’s 1980 to build performancecustomer for, according to Horvath, he and English Competizione silencers.These hug the engines,he’ssincebecome Austria’s mechanic John Gahancompleted 75 Le sides tightly. expertasHorvathMotoGuzzi. ‘Officially Mans V1000s thatyear. Most interesting is the inclusion of Guzzi delivered tenLeMans 850 MkIIs Those with experienceinside Guzzi’s Agostini’s P3 cam, altogether more at atime to German importer Deutsche hi-po 949cctwin will see familiarityin aggressivethanGuzzi’s racing B10. Motobecane,via atransport company the specifications.First,the topend was Replacing the cam /oil pump drivechain is thatshipped bikes from the Guzzi factory pulled and back on went 88mm Nikasil- Agostini’s straighttooth timing gear set in to Lecco.Wewould go to this warehouse, lined Gilardoni cylinders and matching Ergal and an oil breather boxwas hung on take the bikes out from the crate,fasten 10.8:1 Gandinipistons.Stroke remained at the frame.Between the case and sump a an old tank with fuel, fitabattery and 78mm. Horvathand Gahanthen swapped spacer was fitted to loweroil temperature ride back to Mandello.The performance the stock heads with castings reworked and preventthe crank’scounterweights Subscribe and save:www.Real-Classic.co.uk/subs MAY2019 I49 from drafting lubricant from the supply. Additional ancillaries include the matching Marzocchis and Duilio’s patented rearset controls Theaerodynamic efficiencygained by Agostini’s endurance- fi spec breglass made Gary Danielz’s V1000 SA boasts big carbs.Big valves,too the most of the claimed 82bhp at 7500rpm. flywheel,but rowing Guzzi’s close-ratio Able to navigate high five-speed through sweepers returns even speedautobahns or the morestabilityfromanalready forgiving alpine lanes around Lake motorcycle. Constance, that1000ccmmusc p aMkII on steroids.The difference r Guzzi’s linked Brembo brakes and Tonti’s across the powerband.‘Cold starts with the between the twoisverylittle,and vast all stout chassis needed no upgrade to cope ticklers takes some practice,’saysDanielz at once. Both sit the same but the Agostini with the enhanced engine output.Rolling of his ownmachine.‘Everything being feels stiffer,morerigid,whereas the 850 down the highwayatjust over 500lb, right, acouple of quick jabs has it running MkII is fluid,amorenatural machine. Agostini’s slipperystreet twin is well on the button. Floodit, and fuel will Basically,the V1000 has bags morepower capable of speeds past 130mph. Thecost run out the carbmouth onto the starter and much longer legs.’ of aDMB V1000? 30% on topofthe price solenoid.’ Even with taller gearing,those 88mm of astandardLeMans 850 MkII. Gary’s Le Mans once used the close-ratio pistons help pull the bike up and away Agostini’s race team in the early 1970s gearboxbut has sincereturned to the easily.The engine almost deceives the consisted of handpicked technicians standardshafts, trading high end flexibility rider by going faster through aslowerrate and ex-factorytypes,some employedby forlow speeddrivability. ‘There’s afair of spooling,morethrottlebrings asurge Guzzi prior to De Tomaso’s involvement. amountofworktoswitchitback,but it’s at 5000rpm thatchanges the exhaust in Local Fiat dealer Colombo Pisati and

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