#1974 MV Agusta

[jh0721]

1974 MV Agusta 750S

#mv agusta #MV Agusta motorcycle

[windburnedeyes]

A Beautiful 1974 MV Agusta 750S Is For Sale

A Beautiful 1974 MV Agusta 750S Is For Sale

Feast your eyes on this 1974 MV Agusta 750S. It is one of only 583 models ever built. It is currently for sale at auction with Car & Classic. Typically, I don’t post about bikes for sale, but this one is worth it. The rarity alone makes it worth it, but this is a truly beautiful example, too. Let’s take a closer look at this amazing machine. (more…)

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#Cafe Racer #For Sale #MV Agusta

[wikiuntamed]

On this day in Wikipedia: Saturday, 6th April

Welcome, добродошли (dobrodošli), welcome, velkommen 🤗 What does @Wikipedia say about 6th April through the years 🏛️📜🗓️?

6th April 2022 🗓️ : Death - Vladimir Zhirinovsky Vladimir Zhirinovsky, Russian and Soviet politician (b. 1946) "Vladimir Volfovich Zhirinovsky (Russian: Владимир Вольфович Жириновский, IPA: [vlɐˈdʲimʲɪr ˈvolʲfəvʲɪtɕ ʐɨrʲɪˈnofskʲɪj]; 25 April 1946 – 6 April 2022) was a Russian right-wing populist politician and the leader of the Liberal Democratic Party of Russia (LDPR) from its creation in 1992 until his..."

Image licensed under CC BY 4.0? by State Duma

6th April 2019 🗓️ : Death - Michael O'Donnell (physician) Michael O'Donnell, British physician, journalist, author and broadcaster (b. 1928) "Michael O'Donnell (20 October 1928 – 6 April 2019) was a British physician, journalist, author and broadcaster. He became a full-time writer after working for 12 years as a doctor. On BBC Radio Four he was the last chairman and word-setter of My Word! and wrote and presented Relative Values. On BBC..."

6th April 2014 🗓️ : Death - Massimo Tamburini Massimo Tamburini, Italian motorcycle designer, co-founded Bimota (b. 1943) "Massimo Tamburini (November 28, 1943 – April 6, 2014) was an Italian motorcycle designer for Cagiva, Ducati, and MV Agusta, and one of the founders of Bimota. Tamburini's designs are iconic in their field, with one critic calling him the "Michelangelo of motorbike design". His Ducati 916 and MV..."

6th April 1974 🗓️ : Event - ABBA ABBA (pictured) won the Eurovision Song Contest representing Sweden with the song "Waterloo". "ABBA ( AB-ə, Swedish: [ˈâbːa]; formerly named Björn & Benny, Agnetha & Anni-Frid or Björn & Benny, Agnetha & Frida) were a Swedish pop supergroup formed in Stockholm in 1972 by Agnetha Fältskog, Björn Ulvaeus, Benny Andersson, and Anni-Frid Lyngstad. The group's name is an acronym of the first..."

Image licensed under CC BY-SA 3.0 nl? by AVRO

6th April 1923 🗓️ : Birth - Herb Thomas Herb Thomas, American race car driver (d. 2000) "Herbert Watson Thomas (April 6, 1923 – August 9, 2000) was a stock car racer who was one of NASCAR's most successful drivers in the 1950s. Thomas was NASCAR's first multi-time Cup Champion. ..."

6th April 1824 🗓️ : Birth - George Waterhouse (politician) George Waterhouse, English-New Zealand politician, 7th Prime Minister of New Zealand (d. 1906) "George Marsden Waterhouse (6 April 1824 – 6 August 1906) was a Premier of South Australia from 8 October 1861 until 3 July 1863 and the seventh premier of New Zealand from 11 October 1872 to 3 March 1873...."

Image licensed under PD-Aus?

6th April 🗓️ : Holiday - Christian feast day: Marcellinus of Carthage "Marcellinus of Carthage was a Christian martyr and saint who died in 413. He was secretary of state of the Western Roman Empire under Roman emperor Honorius and a close friend of Augustine of Hippo, as well as a correspondent of Saint Jerome. Saint Augustine dedicated the first books of his landmark..."

#OnThisDayInWikiHistory #WikiUntamed #GemsOfWikipedia #WhatDoesWikiSay

[radracer]

1974 MV Agusta 500

#1974 MV Agusta #superbike #sportsbike #motorcycle #racing bikes #race #70s #vintage #classic

[alfonslx2]

Giacomo Agostini (YRT-Yamaha YZR500)davanti a Franco Bonera (MV Agusta 500/4), 1974 500cc Grand Prix delle nazioni Imola

[wetsteve3]

From Mecum:

If any motorcycle deserves the nickname “two-wheeled Ferrari,” it’s MV Agusta’s 4-cylinder Hot Rods of the 1970s, and this 1971 750S is a perfect example. MV Agusta motorcycles earned their magical aura by dominating the racing scene in the 1950s, ‘60s and early ‘70s, winning 37 World Championship titles. Whether a humble single-cylinder two-stroke or a magnificent big-bore 4-cylinder, as we have here, all MVs promise speed; they’re full of win with their gorgeous design and long race history. Count Domenico Agusta hired Gilera’s designer Piero Remor to design a new 4-cylinder DOHC racer with the aim of making MV a dominant force in the premier Grand Prix series for 500cc racers. MV’s new fours were on par with the best racers in the world by the mid-1950s, and after 1956, much of MV’s competition evaporated when BMW, Gilera, Moto Guzzi and NSU abandoned expensive Grand Prix racing. As such, MV Agusta reaped a harvest of World Championships. When Japanese fours began to compete in the 350cc and 500cc classes, MV Agusta was the only European factory to successfully battle the newcomers in the premier capacity class, taking its last World Championship in the 500cc class in 1974, though still taking second place in the world title in 1975.

MV Agusta introduced its first 4-cylinder roadster in 1965, a 600cc that was dubbed the “Black Pig” for its ungraceful styling. The company rectified the situation by offering what the public really wanted, which was a red-hot roadster: the 1969 750 Sport. The Sport had fantastic styling with swelling curves and impeccable engine castings, and terrific handling as well with the best frame, forks and shocks available from Ceriani, Marzocchi and the MV race shop. It handled like a proper racing motorcycle, unlike its only 4-cylinder competition, the Honda CB750, and the MV was also much faster with its DOHC motor and free-breathing carburetors and exhaust. However, it was also three times the cost of the Honda, which meant not many were sold, though every Sport that did reach a customer was a coveted machine and owned with great pride.

This 1971 MV Agusta 750S was imported Moto EJF Import of Eric Ferdinansen, to the MV Agusta agent in Konga, Sweden. In the mid-1970s Ove Johansson of the MC Collection acquired this 750S, and it has been in his possession ever since. Its last service in 1977 was made by Ferdinansen, and over the course of a year, parts of the engine were sent to the factory in Italy for updates. Ferdinansen worked closely with MV-Meccanica Verghera SpA, its engineer Arturo Magni and designer Dr. Giuseppe Bocchi. This is a genuine MV Agusta 750S with comprehensive history from new, and it is an absolutely stunning motorcycle.

[abdiyn-moekmin]

Karunia nikmat Juwara Dunia pada ajang MotoGP merupakan rizki yang telah dicatatkan oleh Alloh subhanahu wa ta'alaa dengan kadarnya dalam ketetapan takdirnya 50.000 tahun sebelum diciptakan alam semesta bagi setiap hamba-hambanya yang dikehendaki secara penuh. Dan Ar-Rahman mengasihi seluruh makhluknya di dunia walaupun untuk orang-orang musyrik(Ahlul Kitab) ataupun orang-orang kafir(atheis atau penyembah berhala) tetap Ar-Rahman mengasihinya selama di dunia, maka nikmat tuhanmu yang mana yang kamu dustakan?

Berikut daftar juara dunia MotoGP sejak 1949:

2020 - Joan Mir (Suzuki)

2019 - Marc Marquez (Honda)

2018 - Marquez (Honda)

2017 - Marquez (Honda)

2016 - Marquez (Honda)

2015 - Jorge Lorenzo (Yamaha)

2014 - Marquez (Honda)

2013 - Marquez (Honda)

2012 - Lorenzo (Yamaha)

2011 - Casey Stoner (Honda)

2010 - Lorenzo (Yamaha)

2009 - Valentino Rossi (Yamaha)

2008 - Rossi (Yamaha)

2007 - Casey Stoner (Ducati)

2006 - Nicky Hayden (Honda)

2005 - Rossi (Yamaha)

2004 - Rossi (Yamaha)

2003 - Rossi (Honda)

2002 - Rossi (Honda)

2001 - Rossi (Honda)

2000 - Kenny Roberts Jnr (Suzuki)

1999 - Alex Criville (Honda)

1998 - Mick Doohan (Honda)

1997 - Doohan (Honda)

1996 - Doohan (Honda)

1995 - Doohan (Honda)

1994 - Doohan (Honda)

1993 - Kevin Schwantz (Suzuki)

1992 - Wayne Rainey (Yamaha)

1991 - Rainey (Yamaha)

1990 - Rainey (Yamaha)

1989 - Eddie Lawson (Honda)

1988 - Lawson (Yamaha)

1987 - Wayne Gardner (Honda)

1986 - Lawson (Yamaha)

1985 - Freddie Spencer (Honda)

1984 - Lawson (Yamaha)

1983 - Spencer (Honda)

1982 - Franco Uncini (Suzuki)

1981 - Marco Lucchinelli (Suzuki)

1980 - Kenny Roberts (Yamaha)

1979 - Roberts (Yamaha)

1978 - Roberts (Yamaha)

1977 - Barry Sheene (Suzuki)

1976 - Sheene (Suzuki)

1975 - Giacomo Agostini (Yamaha)

1974 - Phil Read (MV Agusta)

1973 - Read (MV Agusta)

1972 - Agostini (MV Agusta)

1971 - Agostini (MV Agusta)

1970 - Agostini (MV Agusta)

1969 - Agostini (MV Agusta)

1968 - Agostini (MV Agusta)

1967 - Agostini (MV Agusta)

1966 - Agostini (MV Agusta)

1965 - Mike Hailwood (MV Agusta)

1964 - Hailwood (MV Agusta)

1963 - Hailwood (MV Agusta)

1962 - Hailwood (MV Agusta)

1961 - Gary Hocking (MV Agusta)

1960 - John Surtees (MV Agusta)

1959 - Surtees (MV Agusta)

1958 - Surtees (MV Agusta)

1957 - Libero Liberati (Gilera)

1956 - Surtees (MV Agusta)

1955 - Geoff Duke (Gilera)

1954 - Duke (Gilera)

1953 - Duke (Gilera)

1952 - Umberto Masetti (Gilera)

1951 - Duke (Norton)

1950 - Masetti (Gilera)

1949 - Leslie Graham (AJS).

Daftar peraih gelar juara terbanyak:

1. Giacomo Agostini (Italia): 8 gelar

2. Valentino Rossi (Italia): 7 gelar

3. Marc Márquez (Spanyol): 6 gelar

4. Mick Doohan (Australia): 5 gelar.

Dan mereka yang dikaruniai nikmat rekor juwara terbanyak menjadi para "Legenda" bukan karena kemampuan dirinya sendiri atau ketangguhan motor atau kekompakan tim yang bagus ataupun kemampuan maneger yang hebat dan sponsor yang ulung akan tetapi semua itu karena rahmat dari Alloh Ar-Rahman yang telah mengasihi mereka, Ar-Rahman yang telah memberikan akal pikiran dan pengetahuan sehingga mereka dapat mempelajari 'ilmu, memberikan nafsu sehingga mereka dapat berjuang, memberikan tangan, kaki, penglihatan, pemdengaran, dll sehingga mereka dapat merancang motor, mengorgaisir tim, mengendalikan motor, berlomba, dll dan karena rizkinya mereka mendapatkan modal untuk itu. Maka mengapa mereka tidak berfikir? Siapakah yang mengaruniakan itu semua jika bukan Alloh Ar-Rahman?

Akan tetapi itu semua hanyalah juwara dunia. Sedangkan juwara di akhirath adalah lebik baik bagi hamba-hambanya yang mau kembali kepadanya bertaubat dari kemusyrikan dengan beriman dan bertakwa kepada Alloh ta'alaa.

Wassalamu'alaikum warohmatullohi wabbarokatu.

[fullbirdphilosopher-blog1]

AGV Motorcycle Helmets and their Passionate History

AGV Motorcycle Helmets was founded in 1947 by Gino Amisano, the company name consists of Gino, Amisano and the initials of the city where it is located, Valenza. In 1945, Gino, a young accountant, wanted to start a business in those years when the war was over and he started his first business with two of his friends, but their relationship could only last for 2 years. After leaving the partnership, he started producing saddle and backrest pads, which he learned in the business, only for scooters, namely the vespa and Lambretta brands, which were very popular at the time.

The first AGV motorcycle helmet was manufactured from leather material formed on a wooden mold and dried in the oven at 122 ° F for one hour, with only one coat painted. These helmets were entirely handmade, with production initially limited to five pieces per week. Amisano was a true pioneer in helmet design and had the luxury of experimenting with many materials because the tests and standards of those years had not yet emerged. While Italy was working resolutely to rebuild its economy after the war, Gino and his wife Luciana were also working on the growth of the AGV, living in the factory almost every day.

After various models and trials, the motorcycle helmet known as 160 appeared in 1954. This model was offered in classic pudding-bowl shape with an internal fixing set. The first racer to use this helmet was Carlo Bandirola, who boarded the Italian motorcycle manufacturer MV (Meccanica Verghera) Agusta.

The presentation of the first AGV jet motorcycle helmet at the London International Motor Show in the winter of 1955 took place quite quickly, which accelerated production. In 1956, it started the production of the first AGV jet motorcycle helmet. The basic design of this new AGV helmet model was based on the helmets used by jet fighter pilots and provided more protection as well as eye-catching modern lines.

In 1958, AGV became the first company to use motorcycle racing as an advertising source. Amisano displayed posters decorated with the company's name and products at the cornering points of the race.

Ten years later, the deal with motorcycle racer Giacomo Agostini was inevitable; Motorcycle champion of the world, only one AGV helmets she should wear. The first contract was signed in 1967. The Agostini wore a classic motorcycle helmet, painted white, red and green in its own colors, with a checkered band at the bottom and the MV logo on the obverse. Count Agusta's triumphs on 350cc and 500cc motorcycles have highlighted the AGV brand worldwide.

At that time, Gino Amisano saw the first full face helmets emerging in America. Of course he wanted to promote these helmets at motorcycle racing in Italy. But he had not guessed that a full face helmet would not be desired. While helmet technology has experienced rapid progress over the years, former racers said in interviews that full-faced helmets reduce vision and prevent them from hearing each other, and even thought that real racers should have their faces open and, if necessary, be injured. But in the end, Amisano was the winner, and the first professional rider to wear a full-face AGV motorcycle helmet in an Italian motorcycle race was Alberto Pagani, who competed in Imola in September 1969.

The AGV closed motorcycle helmet was very successful, and from 1971 it was a complete explosion when it went into mass production. Based on Agostini's recommendations, the X-80 and later the X-3000 models were developed; AGV was the first manufacturer to produce a two-color fiberglass full-face closed helmet during this period.

In 1974, there was a historic duel between Agostini and Kenny Roberts. Agostini won the race in front of more than 100,000 crowds. Gino Amisano quickly realized that the future of motorcycle racing was based on these events and that he could bring his helmets to the fastest riders. He later became friends with Checco Costa and sponsored not only riders but also races. At that time, "AGV Imola 200 Miles" was partially sponsored for the main sponsorship of the 1974 race the following year. Over the years many events, riders and pilots have decided to associate their name with AGV: Giacomo Agostini, Barry Sheene, Kenny Roberts, Johnny Cecotto, Angel Nieto, Marco Lucchinelli, Franco Uncini, Fausto Grisi, Niki Lauda, ​​Emerson Fittipaldi, Randy Mamola, Luca Cadalora and most recently Valentino Rossi and Marco Simoncelli. These collaborations AGV '

The history of AGV motorcycle helmets is a story of innovation, racer and passion. In 2007, Agv motorcycle helmets were purchased by Dainese company and two major Italian companies were merged.

Today, Agv motorcycle helmets produce motorcycle helmets for both city users, racers and those looking for functional helmets. The jaw-opening Agv Compact produces Agv half helmets, Agv AX-8 Dual Sport helmets, Agv pista GP and Corsa racing series, as well as Agv K-3 and K-5 series helmets for street riders .

Carbon fiber, fiberglass, security in all of the polycarbonate and thermoplastic helmets are included in the foreground Agva ECE 22:05 and Sharp safety testing. (ECE 22:05 and Sharp Safety on the helmet for Test all blogs you can write us here. )

Agv Pista Gp

Premium full carbon-fiber racing helmet

Pista GP, produced within the scope of the Extreme Standards Helmets project, which AGV started with the aim of providing maximum protection to motorcycle racers, is the last point reached in the project. One of the most innovative and technological models of recent years, the Pista GP has passed the AGV's stringent tests and was also tested by Valentino Rossi himself. Offering unprecedented standards of safety, comfort and ergonomics, this model provides 193% more air flow than the previous model GP-Tech with its internal ventilation system (IVS). The micro-lock system on the front of the visor reduces the risk of spontaneous opening of the helmet in case of an accident and has a wider field of view. The design of the helmet has also greatly increased its aerodynamic performance compared to previous models.

Agv Corsa

Carbon Kevlar racing helmet with unique rear spoiler

AGV Corsa helmets are made of ultra-light SSL (Super-Super-Light) Carbon-Kevlar material and are inspired by the Pista GP model used by Moto GP pilot Valentino Rossi. Brand new shell design with internal ventilation successfully passed aerodynamic tests. The model, which is suitable for daily use as well as sports use, has easily removable and washable hygienic Cool Max inner pads. Double D ventilation system and its clean, flat, anti-scratch visor with Pinlock can be easily removed and replaced thanks to the XQRS (Extra Quick Release System) system.

Agv K-5

Tough-looking, composite fiber structured closed helmet

AGV has added K5 to its creative and innovative models produced with Extreme Standards technology. The outer shell of the model, which is suitable for sportive use, offers both lightness and durability together with its structure of fiberglass and carbon fiber. Its easily adjustable visor, its minimized size as a result of long design studies and internal ventilation channels do not give up comfort even at high speed, and play a major role in the fixed position of the helmet. The K5 is the new favorite of sports helmets.

Agv K-3 SV

Built with built-in sun protection and HIR-TH ultra-durable thermoplastic material, the K-3 SV is one of the most popular models of AGV. Microfiber inner pads made using Dri-Lex fabric are easily removable and washable. Micro-metric adjusted ventilation system, Bluetooth sharing system, Class 1 optics, anti-scratch, anti-fog visor and built-in sun protection make this helmet indispensable.

Agv AX-8 Dual Sport

Multi composite off-road helmet

AX-8 is the new favorite of fiber lined helmets designed for motocross use. This model; AGV was developed in collaboration with famous names such as European Motocross, Enduro and Supermotard season champions David Philippaerts, Deny Philippaerts, Gautier Paulin, Dawid Ciucci, Davide Gozzini, Maurizio Magherini, Andrea Cervellin and American SuperCross stars Travis Pastrana and Davi Millsaps. The AX-8 is a sign that AGV has returned to the professional motocross world with a brand new design and high level of technological features.

Agv Compact

Manufactured with HIR-TH ultra durable thermoplastic material, AGV's specially designed IVS Compact model with internal ventilation system combines many features you are looking for in a single helmet. Its inner pads can be easily removed and washed. Manufactured using breathable Lycra micro-perforated lining and Dry-Comfort fabric. The 1st class anti-scratch and anti-fog optical viewfinder provides 100% protection against UV rays. It also has sun protection. The visor can be easily removed and replaced without the need for any tools thanks to the XQRS system. The helmet also has a Bluetooth-connected communication system and complies with ECE2205, DOT, NBR standards.

Agv Blade Half Helmets

Open helmet with HIR-TH durable outer shell and anti-bacterial inner pads

The Blade model of AGV is preferred by young motor enthusiasts as well as professional drivers with the advantage of being easily portable thanks to its small size. With its excellent design and innovative solutions, Blade is the choice of those who want to experience a safe and comfortable driving experience without sacrificing their style. Its outer shell was produced with HIR-TH durable thermoplastic, and the removable-washable inner pads were produced with anti-allergic fabrics that prevent bacterial growth. The scratch-resistant, easily removable visor and the jaw connection that you can adjust millimetrically are among the other advantages of the model.

[giancarlonicoli]

19 mar 2021 20:02

"AGO-DAGO!" - QUANDO A DAYTONA GIACOMO AGOSTINI SI MANGIO’ KENNY ROBERTS CHE LO AVEVA DENIGRATO (“AGO-DAISY”) E APOSTROFATO CON TERMINI RAZZISTI ("DAGO" NEGLI STATES È IL TERMINE SPREGIATIVO PER DEFINIRE PERSONE DI ORIGINE LATINA) -  "A SORPRESA A CENA ARRIVÒ MIREILLE DARC, COMPAGNA DI DELON. ALAINMI CHIESE DI FINGERMI IL FIDANZATO DELLA SUA AMANTE. NON ASPETTAVO ALTRO" – E POI LA DAMA BIANCA, VALENTINO ROSSI E MARQUEZ, LA FERRARI E…PUTIN – VIDEO

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Flavio Vanetti per il “Corriere della Sera”

Giacomo Agostini, quando gareggiava era più importante lei o la Ferrari?

«La Ferrari era la Ferrari. Però io ero Agostini, correvo con la Mv Agusta e l'Italia la reclamizzavo pure con il casco tricolore. Un messaggio perfetto, piacerebbe anche al marketing di oggi».

Colline di Bergamo. Su un'altura con vista impagabile c'è la reggia del re non ancora detronizzato delle due ruote: Ago per tutti, 15 titoli mondiali, 2 in più rispetto al numero delle stagioni disputate. Nessuno come lui, forse per sempre. Entrare nel museo annesso alla villa significa viaggiare a ritroso nel tempo e assaporare imprese cominciate nell'era delle tute nere e di un motociclismo romantico e pericoloso.

Agostini è più bresciano o bergamasco?

«Sono nato a Brescia, però a 12 anni ho lasciato la città per la provincia. Le radici sono più sbilanciate su Bergamo: le gioie motoristiche le ho vissute lì».

Nello sport aveva un'alternativa alle moto?

«No, sono nato su due ruote. Papà usava la moto, ma solo per andare in ufficio e col sole. Io sognavo di correre e guidare autotreni».

Autotreni?

«Avevamo un'azienda di trasporti sul lago d'Iseo, lì trovavo i camion: non appena possibile salivo sopra, ma guidavo in piedi perché da seduto non toccavo terra».

Le gare dell'inizio erano «clandestine».

«A Lovere frequentavo i paesi della riviera. Tra gli amici del bar c'era uno sbruffone che esibiva moto bellissime, mentre io, taciturno, avevo una semplice Moto Guzzi Lodola. Un giorno mi provocarono: "Volete fare una gara con quel pistolino?". Rilanciai: "Giochiamoci qualcosa". Partimmo, non li vidi più. Li ritrovai al bar: li avevo seminati dopo quattro curve».

Papà non voleva che lei gareggiasse e per dare il permesso si consigliò con un amico notaio. Però costui era sordo e non capì.

«Non era sordo. Aveva compreso male: il ciclismo era popolare, credeva si parlasse di biciclette. Disse: "Lascialo fare, lo sport fa bene". Trasalì quando l'equivoco fu chiarito. Però mio padre s' era ormai impegnato».

È vero che le sabotavano le moto?

«In una gara accadde. Esperienza pericolosa. Le moto erano in un parco chiuso simile a un pollaio. Grattarono il cavo dell'acceleratore: quando diedi gas, si spezzò».

Ha amato la Moto Morini più della Mv?

«La Morini mi ha dato la prima vittoria e ha indirizzato la carriera. Da senior l'ho avuta solo nel 1964, ma è rimasta nel mio cuore».

Il rapporto con il conte Domenico Agusta?

«Era il padrone, io il dipendente: te lo faceva capire. Però ho legato con il team: sento ancora chi è in vita; di recente è morto un meccanico di 100 anni, ero con lui quando è mancato».

Poi dalla Mv divorziò...

«Fu a causa di una moto nuova, una 4 cilindri. Era potente, ma mi trovavo meglio con la più rodata 3 cilindri. Tuttavia a Hockenheim, circuito veloce, chiesi la 4 cilindri. Rocky Agusta, figlio di Corrado, me la negò. Era team manager, faceva il galletto. Ma fu una scelta stupida: se vincevo io, vinceva pure Mv. Mi raffreddai e nel contempo capii che il futuro erano i motori a due tempi. Così scelsi Yamaha».

Oggi sarebbe stato linciato sui social.

«Anche all'epoca: dissero che Agostini era un traditore. Ma ripagai i tifosi vincendo subito, prima a Daytona e poi il Mondiale 350».

Agostini era popolare. Ma vedendo Valentino Rossi non pensa che avrebbe fatto meglio a nascere dopo?

«Non rinnego i miei tempi. Ero felice, era tutto più umano. Eravamo una famiglia anche se l'amicizia era relativa, essendoci di mezzo la rivalità».

Ha visto morire tanti colleghi...

«In certi anni addirittura uno a gara. Al Tourist Trophy, dove ho vinto 10 volte, sono deceduti, a oggi, 250 piloti. È pericoloso. Però correre lì dà emozioni uniche: hai buche, asfalto, salite, discese, salti, rotaie, dossi. In ogni giro, da 60 km, trovi le quattro stagioni. Ma se guardi al pericolo... Ecco, non devi pensarci. Certe cose le fai solo da giovane. Quando torno per i revival mi dico: Mino, eri matto».

Poi c'era la famosa «dama bianca»

«Mi aspettava ogni mattina alle 4.45. Apriva la porta di casa, sulla strada della corsa, e usciva con un vestito bianco: lo alzava e faceva vedere le cosce, quindi lo abbassava».

Agostini contro Pasolini. Era il Coppi-Bartali delle moto?

«All'inizio correvo spesso in Emilia-Romagna, dunque chez Pasolini . Renzo aveva più tifosi, ma poi molti sono passati dalla mia parte. Devo ringraziare Paso: senza di lui come rivale non sarei cresciuto in fretta. Come Coppi e Bartali? Sì. All'estero Renzo rendeva meno: si sentiva spaesato. In Italia era un fulmine».

Lei è stato molto amico di Nieto.

«Ho avuto un rapporto eccezionale, Angel correva nella 50 e nella 125, classi che non erano le mie. Non essere avversari ha aiutato, ma ci volevamo bene. Mi emozionava quando diceva: "Voglio fare quello che fa Giacomo; se lo fa e vince, ha ragione lui"».

I 78 anni: pesano o sono un orgoglio?

«Un po' pesano. Per fortuna mi sento sempre giovane: giro ancora in moto, partecipo a revival, corro, vado ai Gp. Però quando penso che ne ho pochi davanti...».

Valentino Rossi è in fase calante, Marc Marquez s' è infortunato seriamente a un braccio:

Giacomo Agostini ha lanciato macumbe?

«Valentino ha avuto una gran carriera. Alla sua età è difficile emergere, ma finché c'è vita c'è speranza. A Marquez, invece, ho solo detto: "Mi hai dato un anno di respiro in più"».

Il record di Ago è inattaccabile?

«Dipende da Marquez: potrebbe batterlo. Valentino si era avvicinato, ma ora non vince da un po'. E si diventa vecchi, non giovani».

La vostra era una vita dura, non è così?

«Terminavo una gara sotto la pioggia e non potevo cambiare la tuta. Al box preparavano la moto per l'altra prova e prima del via mi portavano una pentola d'acqua calda: mettevo dentro i piedi per qualche minuto, poi sostituivo le calze. Ma tuta e stivaletti restavano fradici».

Quale visione ha Agostini dell'Italia?

«Siamo un gran Paese, però non riusciamo ad andare d'accordo. La politica è pazzesca e mi rifaccio a Zingaretti: tutti sono lì per la poltrona. Poi c'è troppa incompetenza per una Nazione che prima di tutto è un'azienda».

Lei ha casa in Spagna: si trasferirebbe lì?

«È il luogo natio di mia moglie ed è un posto meraviglioso, ma io sto bene in Italia. Quando vado in vacanza non vedo l'ora di tornare».

Ma la Spagna è meglio dell'Italia?

«Meglio no, è simile. Conosco il Sud, bello e con gente come una volta. Le case sono senza barriere. Un giorno la mamma di Maria si trovò un tipo tra i piedi: era un ragazzo ed era venuto a rubare. Dopo un quarto d'ora erano seduti a bere un caffè...».

Una volta a Parigi lei cenò con Alain Delon e Carlos Monzon. E soffiò una bionda a Delon...

«Eravamo al Teatro Dassault a Champs-Élysées. Alain era con una splendida amica, ma a sorpresa arrivò Mireille Darc, compagna dell'attore. Così mi chiese di fingermi il fidanzato della ragazza. Non aspettavo altro... Serata fantastica. Con l'amante di Delon».

Nel 1974 a Daytona la sfotterono chiamandola «Ago-Daisy» e «Ago-Dago».

«La General Motors mi diede un'auto con la scritta "Agostini 13 volte campione del mondo". Ma Kenny Roberts, campione Usa, in un'intervista disse che il mondo è l'America, non l'Europa. Quindi l'iridato era lui. Rimasi male, ma non ribattei».

Kenny aggiunse: «Me lo mangio crudo».

«A metà gara ero già in testa. Però ero disidratato, cercavo il sudore con la lingua per avere un liquido. Volevo fermarmi ma a Daytona c'era il pienone: avrei deluso tutti. Andai avanti e questo spiega quanto contano testa e grinta. Alla fine non stavo in piedi, mi fecero una flebo. Andando alla premiazione incontrai Roberts. Gli dissi: "Hai capito chi è il campione del mondo?". E lui: "Non sei umano"».

Il Drake le avrebbe affidato una monoposto

«Ci incontravamo a Modena, usavamo la stessa pista per i test. Provai la Rossa, andai bene, Ferrari mi fece la proposta. Feci una riflessione, conclusi che ero nato per le moto». Ferrari che cosa disse? «Solo "bravo". Aveva capito che non era giusto che tradissi un amore».

Agostini è stato anche il primo, nelle moto, a curare l'immagine

«Ho vissuto la fase in cui dalle tute nere si passava a quelle colorate, con l'apparizione degli sponsor. Sono stato la transizione tra il pilota povero e quello ricco».

Arrivò l'offerta di Germi per il cinema.

«Avevo già fatto tre film. Germi mi propose un copione, io mi schermii: non sono all'altezza. E lui: "Segui me, farai bene. Cominceremo a marzo". E io: "Ma il Mondiale parte il 19". Germi rimase di stucco: non si capacitava che preferissi le "motorette". Lo ringraziai, finì lì».

Agostini ha saputo dire dei no importanti...

«Nel nome della mia passione: la moto».

È mancato da poco Fausto Gresini

«Correva quando stavo finendo. Persona squisita, aveva il pregio di guardarti sempre negli occhi. L'ho sentito durante il ricovero, ero convinto che ce l'avrebbe fatta».

Quali personaggi ammira?

«Nello sport Muhammad Ali, che ho conosciuto. Tra i politici Kennedy, ma anche Putin. Sarà discutibile, ma non cala mai le braghe».

Che cosa c'è da sperare per il futuro?

«Che la gente sappia scegliere chi ha testa, conoscenza ed è onesto. I messaggi forti sono decisivi. Penso a Maradona, che ho stimato come campione. Ma con la sua vita sregolata che cosa ha lasciato ai giovani?».

[hertzride]

Hertz Ride Announces Partnership with MV Agusta and the Launch of New Fleet in Italy and France

Oct 14, 2020 - Prior Velho, Portugal - Hertz Ride and MV Agusta are thrilled to announce a new partnership that allows thousands of moto tourism enthusiasts who tour with Hertz Ride every year to have brand new MV Agusta models available for their next riding experience.  

With this partnership, Hertz Ride, the best international motorcycle rental and touring company, is also launching New Fleet in Italy and France.

Hertz Ride offers a wide range of fully equipped, high-end BMW motorcycles for rent in Portugal, Spain, France, Italy, Austria, Slovenia, and the United States. Filling the ambition to deliver the tour of a lifetime to all motorcycle lovers and moto tourism enthusiasts, Hertz Ride has decided to enlarge its motorcycle brands' portfolio and be relevant to new Riders.

In Europe, the chosen brand is MV Agusta; an Italian motorcycle manufacturer became popular for their stylishly designed, premium, high-end performance motorcycles. Starting in Italy and France, MV Agusta models - Turismo Veloce Lusso SCS and Dragster Rosso - are available to rent from September 1st, 2020. Portugal and Spain will follow in the beginning of the 2021 riding season and later will also be available in the USA.

This collaboration couldn't be more appropriate, as Hertz Ride and MV Agusta share the same motorcycling ideals, in a constant search of innovation and offer the best experience and the most enjoyable adventure when riding a motorcycle.

MV Agusta's mission is not only to design, develop, and manufacture the most advanced motorcycles in the world but also to craft emotions. This vision concurs with Hertz Ride's DNA, which seeks to provide motorcycle enthusiasts a tour of a lifetime, with craftily designed routes meant to be complete and remarkable life experiences, a true escape from the daily routine with the finest motorcycles on the market.

Please don't hesitate to get in touch at [phone] or email us at [email protected] for further queries. See you soon on the road!

About Hertz Ride:

Hertz Ride is offering premium motorcycle rental service for both short and long durations, and even for one-way international road trips. The company offers adventure travel enthusiasts not only motorcycle rental, but also the option of guided or self-guided tours. See our selection of motorcycles that we have to offer you and start your adventure. For riders' comfort and added safety, Hertz equips its bikes with keyless ignition, side panniers, a top case, and engine protection accessories. We are committed to making each of our tours as unique and special as you expect it to be. Our selection of routes, attractions, restaurants, and hotels are second to none, and our experienced tour guides know how important the individual attention to each of our guests is. You can rest assured your journey with Hertz Ride will be memorable in every way.  

Hertz Ride is operated by Hertz International Licensee HR Aluguer de Automoveis, owned the Hipogest Group.

Established in the 1974, Hipogest Group is one of the most pioneering regional automotive business groups headquartered in Portugal. Hipogest employs more than 550 people and operates in Portugal, Spain, France, Italy, Angola, Cape Verde and in the United States. Structured into four operational divisions; automotive, services, real estate and engineering, the success of Hipogest is attributed to proactively managing change and to its entrepreneurial culture. The majority of businesses built on a portfolio of world leading brands in their sector.

About MV Agusta Motor S.p.A.:

MV Agusta is one of the world’s leading premium motorcycles manufacturers. Based in Varese, in Northern Italy, it crafts legendary racetrack-derived bikes. Iconic design and class-leading performance through advanced technologies and materials make MV Agusta motorcycles admired the world over and celebrated as unique pieces of Motorcycle Art. Since 1945, the brand has evolved to become a point of reference in the industry, having won 37 World Championship titles. A record still undisputed. www.mvagusta.com

Contact Information

Hertz Ride

Website: https://www.hertzride.com/

Phone: [phone]

Email: [email protected]

Address: Avenida Severiano Falcão Nº7-7A, Edifício Hertz, 2689-522 Prior Velho, Portugal

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#MVAgusta

[hemmingsmotornews]

Selectively upgraded 1974 MV Agusta 350 Sport Elettronica for sale on Hemmings.com.

#Seventies #MV Agusta #MV Agusta 350 Sport Elettronica #motorcycles #Italian vehicles

[lastsem101]

Sejarah Tentang Moto GP yang Menjadi Kejuaraan Kompetisi Balapan Tertua di Dunia

MotoGP ™ adalah kejuaraan dunia motorsport tertua kompetisi tahunan pertamanya diadakan pada tahun 1949. Dari awal mulai pada 1900-an, motor Grands Prix diselenggarakan di berbagai negara dan pada tahun 1938 pendahulu FIM saat ini, FICM (Fédération Internationale des Clubs Motocyclistes), mengumumkan Kejuaraan Eropa. Namun, awal Perang Dunia Kedua mengganggu kompetisi dan butuh beberapa waktu setelah perang untuk bahan bakar tersedia sebelum seri internasional benar-benar dapat dibuat.

DINI HARI

Ketika Kejuaraan Dunia formal pertama diadakan pada tahun 1949, Grand Prix balap terdiri dari empat kelas solo, dengan 500 judul 'kelas premier' perdana dimenangkan oleh pembalap Inggris Leslie Graham pada mesin AJS. Pembalap Inggris lainnya, Freddie Frith (Velocette) meraih 350 gelar juara dunia pertama, sedangkan pembalap Italia Bruno Ruffo (Moto Guzzi) dan Nello Pagani (Mondial) adalah juara dunia 250 dan 125 pertama. Kejuaraan sespan 600 di musim yang sama dimenangkan oleh pembalap Inggris Eric Oliver dan Denis Jenkinson dengan mesin Norton, meskipun kategori sespan menjadi kompetisi 500cc pada tahun 1951. Pabrikan Italia, seperti perusahaan Mondial dan Moto Guzzi yang disebutkan di atas - bersama dengan perusahaan seperti Gilera dan MV Agusta - mendominasi Kejuaraan Dunia selama tahun 1950-an, yang mencerminkan kekuatan industri sepeda motor negara pada saat itu. MV Agusta sangat produktif di akhir dekade ini, menyapu bersih gelar dunia di keempat kategori selama tiga musim dari tahun 1958 hingga 1960 - sementara dominasi mereka di kelas 500cc tidak terputus selama 17 tahun, dari tahun 1958 hingga 1974.

THE SWINGING SIXTIES

Selama 60-an, industri sepeda motor Jepang mulai booming dan selama dekade itu banyak produsen yang berpartisipasi dalam balap MotoGP ™ modern, seperti Honda, Suzuki dan Yamaha, tiba untuk mengambil kemenangan pertama mereka di Kejuaraan Dunia di 125 , 250 dan 500 kategori, saat mereka mengumumkan kedatangan mereka di balap Grand Prix. Suzuki khususnya menikmati kesuksesan besar di kelas 50 baru, yang diperkenalkan pada tahun 1962. Akhir tahun 60an membawa awal hari kejayaan bagi MotoGP ™ Legend Giacomo Agostini - pembalap paling sukses sejauh ini dalam sejarah kompetisi Kejuaraan Dunia. Hingga era modern, pengendara secara teratur berkompetisi dalam dua atau tiga kelas secara bersamaan dan Agostini mengambil 10 dari 15 gelar dalam lima musim berturut-turut sebagai juara ganda dalam 350cc dan 500cc - periode emas dimulai pada tahun 1968, mengendarai MV Agusta. Pada saat ini biaya yang meningkat terkait dengan balap Grand Prix telah mencapai tingkat yang beberapa perusahaan Jepang menarik diri dari kompetisi - dengan hanya Yamaha yang tersisa di akhir tahun 60-an. Sebagai tanggapan, FIM memperkenalkan aturan yang membatasi sepeda untuk mesin silinder tunggal di kelas 50, dua silinder di 125 dan 250, dan empat silinder di 350 dan 500.

BIDANG TINGKAT PEMAIN

Pada periode yang mengikuti level playing field terlihat kemenangan gelar untuk perusahaan dari Eropa (Bultaco, Kreidler, Morbidelli, MV Agusta), Jepang (Kawasaki, Suzuki, Yamaha) dan Amerika Utara (Harley Davidson) - dengan perusahaan Jepang akhirnya melanggar MV Cengkeraman Agusta di kelas utama pada pertengahan 1970-an. Setelah istirahat hampir 12 tahun dari balap, Honda bergabung kembali dengan Kejuaraan Dunia pada akhir 1970-an dan pada tahun 1983 mereka telah mengubah filosofi mereka dari menggunakan mesin 4-tak untuk membangun V3 500cc dua-tak, yang dikenal sebagai NS500, di dimana Freddie Spencer meraih gelar Dunia 500cc kemenangan kejuaraan pertamanya dan yang pertama bagi Honda sejak mereka kembali ke Grand Prix. Balapan musim sebelumnya di kelas 350 telah dibawa ke kesimpulan setelah 34 tahun kompetisi, meninggalkan empat kelas di Kejuaraan Dunia - 50, 125, 250 dan 500 dengan 50 kemudian digantikan oleh kategori 80 pada tahun 1984. Tinggal sebentar urusannya, Kejuaraan Dunia 80 diperebutkan hanya untuk enam musim, menghasilkan empat gelar untuk Derbi, tiga milik pembalap Spanyol Jorge "Aspar" Martinez.

IDOL AMERIKA

Tahun 1980-an dan 1990-an menyaksikan balap berkualitas luar biasa di kelas utama khususnya, dengan persaingan ketat antara Honda, Suzuki dan Yamaha dan beberapa pertempuran hebat antara bintang-bintang Amerika seperti Kevin Schwantz, Freddie Spencer, Randy Mamola, Eddie Lawson dan Wayne Rainey . Sementara itu di kategori 125 dan 250, pabrik-pabrik Eropa seperti Derbi, Garelli dan kemudian Aprilia berjuang untuk penghargaan dengan raksasa Jepang. Hubungan panjang yang dimiliki sespan dengan balap Grand Prix berakhir setelah musim 1996, ketika kelas berevolusi menjadi Piala Dunia sespan pada tahun 1997. Pada akhir 1990-an, kelas 500 benar-benar didominasi oleh pahlawan Honda dan Legenda MotoGP ™ Mick Doohan, yang mengambil lima gelar berturut-turut sebelum kombinasi cedera balap membuat karier Australia berakhir secara prematur pada 1999.

USIA MODERN

Sebelum revisi peraturan yang membawa pindah ke kompetisi empat langkah 990cc di kelas utama sejalan dengan tren teknik dan produksi modern, seorang pembalap muda Italia bernama Valentino Rossi mengambil 500 gelar terakhir pada tahun 2001 pada mesin Honda, setelah memenangkan Kejuaraan 125 edisi 1997 dan mahkota seperempat 1999 dengan Aprilia. Setelah branding ulang Kejuaraan Dunia sebagai MotoGP ™ pada tahun 2002 dan pengenalan balap 990cc, Rossi kemudian memenangkan empat gelar berturut-turut lebih lanjut, dua dengan Honda dan dua setelah pindah sensasional ke Yamaha.

MUSIM PERSAINGAN MotoGP ™

Dalam musim baru-baru ini, kategori silinder bawah telah diperintah oleh pembalap muda Eropa yang sedang bersiap untuk MotoGP ™ pada Aprilia dan sepeda Honda, dengan Dani Pedrosa melambangkan tren dengan tiga gelar berturut-turut satu dalam 125 di tahun 2003 diikuti oleh dua di kelas 250 sebelum pindah ke kelas kelas utama. Pada musim pertamanya di MotoGP ™, Pedrosa berbagi pit-box Repsol Honda dengan pembalap Amerika Nicky Hayden, yang menunggang agresif tetapi konsisten membuatnya mendapatkan gelar 2006 dan mengakhiri prosesi tahunan Rossi untuk kemuliaan. Pada awal musim 2007, peraturan baru yang membatasi jumlah ban yang digunakan pada akhir pekan Grand Prix dan pengurangan ukuran mesin dari 990cc menjadi 800cc kembali menyamakan kedudukan di MotoGP ™ dengan pembalap Ducati yang dilengkapi Bridgestone, Casey Stoner muncul sebagai yang pertama pembalap terkemuka dari era baru sebagai Juara Dunia 2007. Namun pada 2008, Rossi kembali ke puncak, meraih gelar kelas enam keenamnya, dengan runner-up Stoner di klasemen. Musim 2009 menyaksikan diperkenalkannya aturan ban tunggal, karena Bridgestone dinobatkan sebagai pemasok tunggal untuk kelas MotoGP ™. Rossi mengambil gelar ketujuh di kelas utama setelah pertempuran dengan rekan setimnya Jorge Lorenzo, membawanya ke dalam satu gelar menyamai rekor delapan rekor sepanjang masa Giacomo Agostini. Musim 2010 melihat nama baru masuk ke dalam buku sejarah kelas MotoGP ™ ketika Jorge Lorenzo dinobatkan sebagai Juara Dunia setelah pertempuran musim yang mengasyikkan dengan rekan setim Rossi untuk mendapatkan gelar. Lorenzo menunjukkan konsistensi luar biasa dan kedewasaan luar biasa untuk mengklaim mahkota kelas utama yang baru berusia 23 tahun. 2011 melihat Casey Stoner pindah ke pabrik Honda, sebuah saklar yang terbukti sukses besar. Stoner meraih gelar 2011 dengan kemenangan di Phillip Island, yang kesembilan tetapi bukan kemenangan terakhirnya musim ini (ia juga memenangkan putaran terakhir di Valencia). Pada 2012 grid beralih ke mesin 1000cc dan Jorge Lorenzo dari Yamaha Factory Racing yang mengambil gelar sekali lagi didorong sepenuhnya oleh Dani Pedrosa dari Repsol Honda Team. Casey Stoner menyelesaikan musim terakhirnya di posisi ketiga, setelah cedera pertengahan musim, sebelum menuju pensiun pada usia hanya 27 tahun. Kejuaraan Dunia MotoGP ™ kemudian diguncang oleh Marc Marquez dari Tim Repsol Honda, yang pada tahun 2013 mengklaim sebagai perdana menteri pertamanya. gelar kelas di musim rookie-nya, memecahkan banyak rekor di sepanjang jalan dan melanjutkan untuk mengklaim gelar sekali lagi pada tahun 2014. Namun, Marquez tidak dapat menantang untuk gelar pada 2015, dan mahkota diperebutkan oleh rekan setim Movistar Yamaha Jorge Lorenzo dan Valentino Rossi. Itu adalah tahun yang penuh kegembiraan dan drama, dengan pertempuran turun ke balapan terakhir dan Jorge Lorenzo mampu pulih dari defisit poin untuk meraih gelar kelas tiga ketiganya. 2016 melihat mungkin jumlah perubahan peraturan teknis terbesar sejak diperkenalkannya empat pukulan pada tahun 2002, Michelin menggantikan Bridgestone sebagai pemasok ban tunggal dan paket perangkat keras dan perangkat lunak Magnetti Marelli diperkenalkan. Perubahan ini dibawa ke tingkat lapangan bermain sekali lagi. Dengan catatan sembilan pemenang berbeda di musim ini - termasuk tiga kemenangan yang diraih oleh Tim Independen, dua oleh Ducati dan satu oleh Suzuki setelah kekeringan yang lama, sekali lagi Marc Marquez dari Tim Repsol Honda yang mengambil mahkota, terhuyung-huyung dalam agresi khasnya untuk mempertahankan kendali. kampanye yang melihatnya dimahkotai Juara di Motegi. 2017 menyaksikan sejumlah perubahan lain di kelas utama balap Grand Prix. Jorge Lorenzo pindah ke Tim Ducati, Maverick Viñales ke Movistar Yamaha, dan banyak pemula baru yang membuat kemajuan termasuk pelopor pelopor Johann Zarco. Dengan tepat setengah dari tim grid switching, MotoGP ™ juga menyambut KTM sebagai pesaing penuh pada tahun 2017 dengan Red Bull KTM Factory Racing. 2018 telah melihat sedikit perubahan di pasar pengendara, tetapi bahkan lebih banyak pertanyaan. Setelah musim yang menakjubkan untuk keduanya di tahun 2017, apa yang dapat dilakukan Andrea Dovizioso dan Johann Zarco? Akankah KTM maju dari sepuluh ke lima? Akankah Marquez mengambil mahkota kelas utama kelima yang belum pernah terjadi sebelumnya dalam enam tahun? Satu-satunya hal yang kita tahu adalah bahwa balap akan menjadi sedekat dan berjuang keras seperti biasa dengan 2017 sudah memiliki rekor rusak untuk lima belas finish terdekat terdekat dalam sejarah olahraga. 2017 melihat sejumlah perubahan lain di kelas utama balap Grand Prix. Jorge Lorenzo pindah ke Tim Ducati, Maverick Viñales ke Movistar Yamaha, dan banyak pemula baru yang menarik. Dengan separuh tim switching grid, MotoGP ™ juga menyambut KTM sebagai pesaing penuh pada tahun 2017 dengan Red Bull KTM Factory Racing, saat paddock bersiap untuk tahun yang luar biasa.

#SEJARAH TENTANG MOTO GP #KEJUARAAN MOTO GP #MOTO GP #KEJUARAAN TERTUA DI DUNIA #MUSIM KEJUARAAN MOTO GP #PEMBALAP MOTO GP

[alfonslx2]

1974-GP del Belgio Read si appresta a provare la nuova..Aerodinamica della MV Agusta 500/4.

Foto di :Hans Walter Dorr

Immagine rara.

[wetsteve3]

1976 MV Agusta 750S America

MV Agusta's 4-cylinder engines need no introduction. Since the first competitions in the 1950s, they represented the pinnacle of motorbike racing for about 20 years. The first 4-cylinder production bike from the Varese company was the 600, a heavy touring bike presented in 1965. It was an exclusive, expensive, handcrafted motorbike with an undersized engine and excessive weight. In 1969, MV presented its evolution, the 750 S, which was immediately welcomed with enthusiasm, even though it retained the shaft drive and a less than exciting 65 horsepower.

Unfortunately it proved to be a disappointment: due to its undersized chassis, performance not up to the brand's standards and high cost, it was not a great sales success. The 750 America was born at the request of the American importer, Chris Garville's Commerce Overseas Corporation, who in 1974 asked MV to produce a motorbike suitable for the overseas market. The $6,000 price tag was almost $4,000 higher than a CB750 Four, but it fit well with MV's image of exclusivity. Unfortunately, the America was never a successful motorbike and despite its 75 horsepower it failed to gain a foothold in the international market.

Sold new in Great Britain, this MV Agusta was modified by its original owner, who had the frame repainted in red to match his motorbike to the red of the Ferraris in his collection. Imported a decade ago by Alessandro Altinier, it has never been restored and it represents an important collector's piece for any enthusiastic motorcyclist.

[motorradrocks]

An MV Agusta Brutale 675 With One Foot in the Past MV Agusta has an incredibly rich racing heritage that it doesn’t capitalize on. The Varese factory dominated the 500 cc Grand Prix from 1956 to 1974, winning all but one of the rider championships during those years. And the bikes were piloted by bona fide legends—guys like John Surtees, Mike Hailwood, Giacomo Agostini and Phil… .... read more: BIKEEXIF (Quelle)

[kristablogs]

The five sexiest-sounding motorcycles

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This story originally featured on Motorcyclist.

Raw and thrilling, the sound of combustion is an inextricable part of the appeal of motorcycles. Asked to opine on the best-sounding bikes of all time, the staff of the Barber Motorsports Museum in Birmingham, Alabama, was more than happy to wax poetic on their favorites. (Watch the video above to hear all the listed models on the track.)

MV Agusta 500

Chuck Honeycutt, lead restorer at the Barber Vintage Motorsports Museum, wrings out a 1973 MV Agusta 500. (Motorcyclist/)

The MV Agusta 500 four-cylinder was the MotoGP bike of its day, says Chuck Honeycutt, lead restorer at the Barber Vintage Motorsports Museum. He wrung out a 1973 version on Barber’s track, offering a now-rare chance to hear the operatic howl it blasts through its four trumpet-shaped exhaust pipes. The sound drills into your chest and consumes your being like a spiritual assault. It seems natural to ascribe such a sound to one of Richard Wagner’s warlike Valkyries. But this is an Italian bike—Verdi is the only way. The MV’s dramatic mezzo-soprano blast recalls Amneris cursing the priests who have condemned her beloved to death at the end of Aida.

Phil Read won the 1973 500cc GP title aboard this four-cylinder MV Agusta 500. (Motorcyclist/)

Honda RC161

Honda’s RC161 uses a 250cc inline-four that revs to 14,000 rpm. The sound it emits near redline defies logic. (Motorcyclist/)

If the MV Agusta sings a mezzo-soprano note, then the 250cc Honda RC161 could occupy the soprano role. As Honeycutt flung Barber’s RC161 around the track, the amount of noise wrung from so small a bike defied logic. The RC161’s blood-curdling shriek was once a familiar sound to roadracing fans. Revving out to 14,000 rpm, the DOHC inline-four-cylinder made a case for the then-novel engine layout as it finished second in the 1960 constructors championship.

In 1960, Honda’s RC161 finished second in the constructors’ championship. (Motorcyclist/)

Seeley-Kawasaki

This 1974 Seeley-Kawasaki is powered by a two-stroke H2R 750cc inline-three with a Colin Seeley-produced chassis. (Motorcyclist/)

The Barber museum’s 1974 Seeley-Kawasaki is an odd duck. For starters, it’s about as much Kawasaki as Robocop was Alex Murphy. It has a Kawasaki H2R 750cc three-cylinder, two-stroke race engine, but the chassis is Colin Seeley’s creation. The Kawi guts—and the exhaust system in particular—give this bike its unique angry chainsaw sound. Long, narrow exhaust exit tubes, or “stingers,” add a growling edge to the racket. It’s a name that makes sense; the sound stings the eardrums after a fashion.

Matchless G50

In comparison to the three- and four-cylinder bikes, the single-cylinder-powered 496cc Matchless G50 produces a unique, yet still formidable racket. (Motorcyclist/)

There’s a reason people refer to big singles as thumpers, and the Matchless G50 is a perfect illustration of this phenomenon. One of the premier racing bikes of the early 1960s, the G50 is somewhat slow by today’s standards. But it kicks up a hell of a racket as it eases up to speed on straightaways, and the thut-thut-thut-thut-thut it makes while decelerating is formidable too. Even its idle penetrates the air with a fast succession of whacks, and bystanders in the vicinity feel like they’re being hit in the chest with the flat end of a shovel at engine speed.

Plug your ears, as the sound emitted from this quartet of vintage machinery is enough to make the hairs stand up on your arms. (Motorcyclist/)

Britten V1000

The Britten V1000 is a testament to the ingenuity of a person who cares about the final product. (Motorcyclist/)

When the Britten V1000 first appeared on the racing scene—at the 1992 Battle of the Twins in Daytona—no one heard it coming. But like fellow New Zealander Burt Munro and his famous Indian, John Britten, the guy who had hand-built the thing in his shed with some friends, emerged from Kiwi backyard obscurity and astounded factory teams with the bike’s power and capability. The V1000 won lots of races in the early 1990s. Britten built 10 of them, one of which was purchased new by George Barber. The bike’s exhaust note isn’t likely to drown out the competition, but its over-square 1,000cc 60-degree V-twin—which is also handmade and cranks out more than 160 horsepower—makes a lovely, silky sound. And mercy, is it ever fast.

It certainly isn’t the loudest of the group, but we love the silky sound of this Britten’s 1,000cc 60-degree V-twin. (Motorcyclist/)