This is my (attempted, commercial) article on motorbikes.

I must warn you: I'm not a native

English speaker, so I might have missed a few specifics and made a few slipups, and I'm also
a newbie to motorcycling, so I might have bungled some of the technical details... anyway,
here's the full article, in English:

2004 Moto Guzzi MGS-01 - A bug-like bike.

Appealing designs are not born in one generation of bikes, purely by an artistic accident.
They evolve over a period of time and streamline every new generation to a higher level of
perfection. Behind the lustrous appearances of the MGS-01 are premeditated decisions,
continuing development progression and above all the aspiration to produce impeccable
blending of mechanical and visual into a seamless union, with unmistakable hallmark of
Moto Guzzi hovering in the air.

Transforming a vision into reality in motorcycle design is never without inflexible constraints,
both technical and traditional, and that makes the final result even more appreciated and
admired, an attribute that this model’s design certainly justifies.

Frontal look at the bike evokes image of a giant alien grasshopper preparing to jump: A bug-
like bike.

How it all started.

The "Style Laboratory" was set up at the beginning of 2002 as a training ground to put the
skills and creativity of famous designers, planners and preparers such as Ghezzi& Brian to
the test with the aim of designing motorcycles with modern panache and technology, but
unmistakably Moto Guzzi.

It was born in 2002 as a concept bike for shows, to prove that at Guzzi there is no shortage of
creativity and dedication. The public's reaction to the MGS-01 was so awe-inspiring, however, that it
was decided to bring the MGS-01 to the production line.

All the company's technological and human resources were made available for the challenge
which showed all signs of being both difficult and thrilling.

The deadlines were concrete: the models designed, if agreed, must be ready to go into
production within two years at most.

The technical starting point was the four-valve twin of the Centauro and the six speed box of
the V11, for the first time working together.

Constraints.

To say that Ghezzi & Brian had little time to "give birth" to their creature would not be
wrong, given that they had less than nine months, from February to November, to present
the show-bike at Intermot in Munich.
But what is the 'purpose' of this sport bike? According to Roberto Brovazzo, the director of the Moto
Guzzi Business Unit, it is "a modern project that follows a unique philosophy. A sportbike of great
character, instantly recognizable as a Moto Guzzi, loaded with the highest technology providing a
thrilling ride to the driver. It doesn't compete with the Japanese bikes, nor is it a 'Ducati-killer'. It is a
motorcycle that breaks the mold, clearly a sport bike, yet not geared exclusively towards absolute
performance.

It is the result of the work of Giuseppe Ghezzi, the well-known motorcycle expert from Mandello and
cofounder of Ghezzi & Brian, a studio that produces fabulous, limited-edition motorcycles.

The ideas were very clear. It must be simple, without superfluities, "pure". Go back to the
very essence of the motorcycle, be easy to ride and have a number of elements such as the
exposed mechanics and shaft drive which would communicate the personality of the bike
immediately.

From a technical point of view, attention was focused on ridability and management. Short
wheelbase, excellent balance and racing mechanics were the parameters on which work
began immediately and with great enthusiasm.

Development – where idea (power) tads the ground(road).

The prototype had an original and aggressive design, smooth lines and a decidedly sporting
temperament in an ultra-modern interpretation of the Moto Guzzi spirit in which the lines
reflect the technical characteristics of a bike capable to transmit strong emotions. The use of
lightweight components such as a swinging fork swing arm in box-type aluminum enabled
the weight to be kept down. This lightness, together with the firmness of the rectangular
cross-section steel single spar frame and high performance Ohlins suspension, gives this bike
extraordinary control.

The challenge had taken shape. All that remained was to await the judgment of the
motorcycling public and press.

Debut with styleand continuous Moto Show success.

From its debut thatMGS-01 made at Intermot Minhen 2002 wherever it reappears bike
draws undivided attention of Moto show visitors and members of the biker society. Out of
latest Moto Guzzi models the "prince" of every exhibition since its debut is almost always
the MGS-01, a real sport-bike.One of the most visited stands at the Monaco Exposition was
Moto Guzzi and MGS-01 was undeniable star of the show. Bikers all over the world are
passionate about this bike.
The stand where the bike was displayed became one of the main magnetisms at the
exhibition. The public was enthusiastic. Press reports were flattering. Articles on the bike
started to flow into motorcycling sites, admiring the beauty of the new Moto Guzzi to an
extent that surprised even the design team. Market research commissioned by Moto Guzzi
and carried out by CSM International showed that potential sports motorcycle buyers held
the MGS-01's styling in great appreciation.
This was the stimulus to go ahead - also because customers and dealers wanted the
motorcycle to go into mass production as soon as possible.

The public and motorcycling enthusiasts submerged the Mandello del Lario company with
thousands of requests. All that was left was to embrace the technical specifications.

The bike with potency.

The MGS-01 Corsa has more than just magnificentappearances. It is equipped with a
powerful 90-deg V-Twin, 4 stroke 1,256 cc engine with air cooling systemand overhead
camshaft - 4 valves per cyclinder with positive drive belt with maximum power of 122 HP at
8.000 rpm and maximum torque of 11.5 Kg-m at 6.400 rpm. This powerful engine, with
ceramic-coated cylinders and three-segment Cosworth pistons "pumps" the power into the
feet of the bike supported by the bestcustomary mechanics. Accuratebend admission and
track holding are assured by the Ohlins upside-down fork, 43 mm, with 3 adjustment
positions.

Aluminum-plate swinging fork ohlins mono shock absorber, with 3 adjustment positions is a
long swing arm base for rear suspension. Improved traction of the rear wheel and better
transmission of the power to the ground resulted from this implementation.

Guzzi’s design is a clever not only from aesthetic point of view but also mechanical design of
the engine whose transversal V shape body exposes the warmestparts of the block to the
wind significantly improving engine thermodynamic performance

The rear single shock absorber is in a vertical position, just behind the engine, to leave room
for the 15 liters air box.

The use of high-compression Cosworth pistons requires longer rods. In the cylinder heads we find 36
mm intake valves and 31 mm exhaust valves.
The camshafts have a longer profile. Each cylinder is fed with a single, 54 mm butterfly injector made
by Magneti Marelli, the same company that makes the electronic engine controller (IAW 15M). The
engine is declared to have 122 hp, but engineers expect to reach 130 hp and to place the fuel
injectors closer to the cylinder heads to improve throttle response. The clutch is a dry twin-disc in
sintered material with reinforcements.

Handling is guaranteed by the weight, kept down to just 192 kg, the wheelbase measuring
just 1,428 mm, obtained by integrating the gearbox in the timing case, and the ideal weight
distribution with a difference of just 200 g between front and back. The Brembo disc brakes
with radial mounted calipers are ultra-powerful. Those who have had an opportunity to ride
the MGS-01 Corsa confirm that this time appearances are not deceptive.

oil radiator, at the point of highest aerodynamic pressure. The fairing and tank, angular and painted
bright red, create a pleasant contrast with the black mechanicals (with the exception of the cylinders).
The racing aesthetic is reinforced by the aluminum swing arm, the golden Ohlins shocks and the
snake-like exhausts.
The sport exhaust is made in stainless steel and the two pipes combine to flow into the single, under-
seat muffler. The MGS-01 has a 6-speed gearbox, and was placed to accommodate the single shock
vertically, just to the rear of the engine. This allows ample space for the 18.5 liter air box. Obviously,
the motor is a highly-emphasized component of this motorcycle. The chassis is quite simple: a
descending beam reinforced by struts. Right now, the tank is integrated to the frame but this
solution will be abandoned for a new frame, as the present one is too complicated to manufacture
and repair. The rear wheel is height-adjustable.

It is hard not to recognize the front wheel: it is a copy of the Aprilia RSV Mille R. It has Ohlins shocks
and Brembo calipers.

Road test

When the engine starts up, chills run down one's spine. The 1,225 cc engine 'thunders' out of the
single under-seat muffler. When we head out for a spin we quickly find an optimal stance for riding: a
sporty position, chest-forward without going too far, foot-pegs back and wide handlebar to better
control the bike which puts the engine on center-stage, pulling its 93 kg mass!

The MGS needs to be ridden forcefully; it isn't one of those Japanese bikes 'you feel you've ridden
forever'. You need serious muscle, but the bike repays you with intense enjoyment.
The clutch (dry plates) is smooth but requires some effort, as the piston of the pump passes from 13
to 15 mm. Disengagement is fast, but less easy to modulate. The shifter has long, imprecise gates;
this is an area Guzzi needs to work on. On the straightaway, the 4-valve from Mandello spins with a
smooth progression, with a small spike at around 4500 rpm which the company assures will be
eliminated with a more refined engine-mapping.

The engine's maximum torque of 11.6 kg-m arises at 6400 rpm, and the max output of 122 hp stems
at 8000 rpm. This power is easily sensed at the throttle.
The bike rides quickly through the turns smoothly, permitting you to easily set up the trajectory and
let the bike run on the racing route. The brakes are excellent in terms of power but we noted an
increase in the travel of the brake handle after a few laps

The true limitation of the MGS is in the fast changes of direction, because flicking the bike from side
to side requires lots of physical effort.

Motorbike types.

The motorbike is produced in two versions:

 The Corsa (race) limited non homologated version was available since the first
months of 2004 with 122 HP power kit, and
 The Stradale (road) model was phased in October the same year.

It is expected to cost approximately 15,000 Euros for the Stradale and 20,000 Euros for the
racing package. The production run is expected to be of 7000-8000 units/year. And after all
this talk, let's see some action!

Desirefor performance as anassignment. The MGS-01 Corsa is a bike with a racing

personality aimed to satisfy desires of riders who breathe motorcycling and race. This bike is
a machine with a remarkable competition potential and has proved its ability to easily
dominate championships.
ENGINE

Type: 90-deg V-Twin, 4 stroke

Cooling system: Air cooled
Displacement: 1,256 cc
Bore and stroke: 100 x 80 mm
Compression ratio: 11 : 1
Timing system: overhead camshaft - 4 valves per cyclinder with positive drive belt
Nymonic valves: 36 mm intake; 31 mm exhaust Valve timing: Intake open 36-deg B.T.D.C.;
Intake close 70-deg A.B.D.C.; Exhaust open 64-deg B.B.D.C.; Exhaust close 28-deg A.T.D.C.
Maximum power: 122 HP at 8.000 rpm
Maximum torque: 11.5 Kg-m at 6.400 rpm
Pistons:Cosworth Racing 3 rings
Ignition system:Marelli IAW 15M electronic digital
Intake conduit:Marelli _ 50 mm
Airbox: 15 litres
Starting system: Electronic digital
Spark plugs: NGK D10EA

TRANSMISSION

Gearbox: 6 speed
Primary drive: Straight-tooth gear, ratio 1:1.55
Secondary drive: Double universal joint, ratio 1:2.909
Overall gear ratio: Low gear = 1 to 10.82; 2nd gear = 1 to 7.98; 3rd gear = 1 to 6.14; 4th gear
= 1 to 5.01; 5th gear = 1 to 4.35; high gear = 1 to 3.84
Clutch: Sintering double disc, hydraulic drive

CHASSIS

Frame: Rectangular section single-beam ALS 450

Wheelbase: 1,428 mm
Trail: 95 mm
Rake: 23,5-deg
Front suspension:Ohlins upside-down fork, _ 43 mm, 3 adjustment positions
Front wheel travel: 120 mm
Rear suspension:Aluminium-plate swinging fork hlinsmonoshock absorber, 3 adjustment
positions
Rear wheel travel: 110 mm
Front brake: Double floating disc, _ 320 mm, 4 pads radial calipers
Rear brake: Single disc, _ 220 mm, double piston caliper
Rims: Forged aluminium 5 arms
Front rim: 3.50" x 17"
Rear rim: 5.50" x 17"
Front tyre: 120/70 17"
Rear tyre: 180/55 17"

ELECTRICAL EQUIPMENT
Battery: 12 V - 8 Ah

DIMENSIONS

Length: 2,010 mm
Width: 780 mm
Height: 1,180 mm
Seat height: 820 mm
Footrest height: 400 mm
Heandlebar height: 850 mm
Dry weight: 192 kg
Fuel tank capacity: 20 litres