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Moto Guzzi MGS-01 Corsa

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Make Model

 Moto Guzzi MGS-01 Corsa

Year

 2004 - 05

Engine

 Air cooled, four stroke, V twin, longitudinally mounted, OHV, 4 valve per cylinder.

Capacity

 1225 cc / 76.6 cu-in
Bore x Stroke 100 x 78 mm
Compression Ratio 11.0;1

Induction

 50mm Marelli infection

Ignition 

 Digital 
Starting Electric

Max Power

122 hp / 89.1 kW  @ 8000 rpm

Max Torque

 83.2 lb-ft / 112.8 Nm  @ 640 rpm

Transmission  /  Drive

 6 Speed 
Final Drive Shaft
Frame Rectangular section single-beam

Front Suspension

 43mm Öhlins upside-down forks, adjustable compression
Front Wheel Travel 120 mm / 4.7 in

Rear Suspension

 aluminium-plate swinging fork with Öhlins shock absorber, fully adjustable
Rear Wheel Travel 110 mm / 4.3 in

Front Brakes

 2x 320mm discs 4 piston calipers

Rear Brakes

 Single 282mm disc 2 piston caliper

Front Tyre

 120/70 -17

Rear Tyre

 180/55 -17
Rake 23.5°
Trail 95 mm / 3.7 in
Dimensions Height 1180 mm / 46.5 in
Length 2010 mm / 79.1 in
Width 780 mm / 30.7 in
Wheelbase 1428 mm / 56.2 in
Seat Height 820 mm  / 32.3 in

Dry Weight

192 kg / 423.3 lbs

Fuel Capacity 

 20 Litres / 5.2 US gal

Winning designs are not born by accident. Behind the sleek lines of the MGS-01 Corsa are strategic decisions, a gradual development process and above all the desire to explore the potential of the Moto Guzzi all the way, without limits. Going back through the stages leading up to production of this model means following, step by step, the transformation of a dream into reality.

The Idea

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 style and technology, but unmistakably Moto Guzzi. 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.

Project Guidelines.

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. The ideas were very clear. It must be simple, without frills, "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 concentrated on ridability and handling. Short wheelbase, excellent balance and racing mechanics were the parameters on which work began immediately and with great enthusiasm.

Development.

The prototype had an original and aggressive design, sleek 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 able to transmit strong emotions. The use of lightweight components such as a swinging fork swingarm in box-type aluminium enabled the weight to be kept down. This lightness, together with the rigidity of the rectangular cross-section steel single spar frame and high performance Öhlins suspension, gives this bike extraordinary handling. The challenge had taken shape. All that remained was to await the judgement of the motorcycling public and press.

The most admired at Intermot 2002.

At Intermot 2002 the MGS-01 made its debut in society. The stand where the bike was displayed became one of the main attractions at the exhibition. The public was enthusiastic. Press reports were flattering. Articles on the bike started to flow into motorcycling sites, praising 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 esteem.

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 decide the technical specifications.  The MGS-01 Corsa has more than just breathtaking lines. It is driven by a powerful air-cooled 1,256 cc four-stroke with four valves in Nymonic, with high compression three-segment Cosworth pistons, ceramic-coated cylinders and bushings replaced with bearings.

The power of the engine, which "pumps" right from the lowest revs, is backed by top standard mechanics. Precise entry into bends and road holding are guaranteed by the Öhlins upside-down fork. At the rear, there is an extra long swinging fork swingarm (505 mm) in box section aluminium, improving the traction of the rear wheel and transmitting all the horsepower of the MGS-01 Corsa to the ground. The rear single shock absorber is in a vertical position, just behind the engine, to leave room for the 15 Litres airbox.

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 callipers are ultra-powerful. Those who have had an opportunity to ride the MGS-01 Corsa confirm that this time appearances are not deceptive.

Project development times.

The project is divided into two phases: A limited series non homologated - for racing use with 122 HP power kit; and the fully homologated production MGS-01 Serie.

Passion as a mission.

The MGS-01 Corsa is a motorcycle with a sporting temperament. It is also a machine dedicated to all riders who love and understand motorcycling, not an over-tuned mass of technology for a limited few. The MGS-01 nevertheless has tremendous competition potential and could well dominate events like the American AMA Championship. A type of race which could also attract an enthusiastic following in Italy too.

Motorcyclist review

Moto Guzzi shocked everyone at last September's Munich Show with the stylish and sporty MGS-01 prototype. Nine months later, it's positively amazing to be carving around Northern Italy's Adria circuit on the only running MGS-01 in the world. While street-legal versions won't arrive until the end of next year, Guzzi will roll out a handful of these production racers in early 2004.

One look says this massive air-cooled, shaft-driven, transverse V-twin--surrounded by elegantly curved bodywork and a first-class chassis--could only come from Moto Guzzi. That's exactly what Guzzi boss Roberto Brovazzo wants us to think. "The best way to boost the marque," he says, "was with a new bike that maintains the Guzzi engine layout and characteristics." To do that, he recruited Italian Guzzi specialists Ghezzi & Brian (www.ghezzi-brian.com), and put co-founder Giuseppe Ghezzi in charge of the five-man MGS-01 design team. In case you're wondering, that's MGS-01 as in "Moto Guzzi Sport number one."

The engine is based on the eight-valve Daytona 1000 twin, with forged, 100mm Cosworth pistons bumping displacement from 992cc to 1225cc. Guzzi claims 122 horsepower at 8000 rpm for this uncorked edition. Warmed-up cams and new Marelli fuel injection should give the production Corsa another eight horses. At this point, maximum torque--all 83 foot-pounds of it--arrives at 6500 rpm. Revamped lubrication sprays oil under the pistons, while a tougher twin-disc dry clutch handles the extra output. Top-end parts will fit the standard engine, so race-spec parts can be sold as a kit.

Meanwhile, a V11 Sport-based six-speed gearbox bolts to an aluminum plate securing the swingarm pivot. That arrangement helps maintain a tidy 55.9-inch wheelbase, identical to Aprilia's Mille. Rear suspension replaces Guzzi's cantilever rear shock with a vertical Oehlins unit--with rising-rate linkage. The rectangular-section steel-spine frame is integrated with the fuel tank, and routes fresh air to a carbon-fiber airbox below the seat. Showing exemplary Italian style, the hand-welded aluminum swingarm is a work of art. The Oehlins inverted fork and single shock control beautiful 17-inch forged-aluminum OZ wheels, and the front brake combines 320mm Brembo discs and four-pad radial calipers.

The net result fairly defines exotic, pulling with uncharacteristic ferocity above 6000 rpm. That 122-horsepower number flirts with Ducati's standard 999. Heretical as it sounds, this one could hang with Bologna's best in a straight line. Even if Guzzi's newest twin won't rev like a Testastretta Duck, the big V-twin pulls capably off the bottom. The more mildly tuned street version should prove even more sociable.

Aside from some terse on-throttle response, the Marelli fuel injection is quite precise, as is the six-speed gearbox. Adria's slow turns reveal the Guzzi's agile handling. With 23.5 degrees of rake and 95mm of trail, steering is light and quick. Maybe too light because Ghezzi will be testing milder steering geometry to add stability under hard braking. And at 423 pounds dry, the track-spec twin is reasonably light. All told, the bike is well-behaved and plenty fun to ride. There's plenty of power and feel in those radial Brembos, and inspiring traction from Pirelli's sticky Dragon Supercorsa radials.

If this first Corsa is any indication, the production MGS-01 will give those other two sporting Italian twins a genuine run for their money. To be offered in (very) small numbers in Italy next year for approximately $23,000, it will be predictably pricey. For the less affluent, an 1100cc, 100-horsepower MGS-01 "Serie" streetbike is due in October '04 for approximately $17,000. That's not cheap. But if you're a downtrodden Guzzi fan who's waited decades for some back-road respect, it's a steal.

Source Motorcyclist

 

 

 

 

 


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