Gironzolando per internet ho trovato su un forum una recente intervista
datata 22 luglio con domande sul futuro della Guzzi indirizzate a
Torblanche e Galluzzi.

Ecco il link originale:

http://hellforleathermagazine.com/2010/ ... uel-g.html


Praticamente dice che bisogna aspettare da 2 a 3 anni per lo sviluppo di una moto
completamente nuova che arrivera' senz'altro.
Che i prototipi visti all'EICMA l'anno scorso non erano messi li a caso ma potrebbero
entrare in produzione.
Che Guzzi ha un passato enorme di storia e puo' permettersi di realizzare qualsiasi
cosa,purche' ci siano i soldi e la volonta'.
Che le Guzzi di oggi sono in sovrappeso e devono essere snellite.
Che il V2 Guzzi restera' perche' inconfondibile come suono.


ecco la versione originale:



Think Moto Guzzi and you probably think more about a past than a future.
It's current products are overweight, underperforming and yet still only manage
a tenuous connection to an illustrious heritage. That's a huge problem, one that
Piaggio has enlisted designers Miguel Galluzzi (original Ducati Monster, Aprilia RSV4)
and Pierre Terblanche (Ducati Supermono, 999, first Multistrada, Hypermotard) to fix.
We talked to them about what last year's Moto Guzzi V12 concepts mean for the
brand and where they plan to take it. They say you should expect to see the
results of their work on a production motorcycle in two to three years.

Galluzzi: "Guzzi is a very well known brand, but in the last maybe 10 years it
has been treated badly. We have the heritage, we have the history, now we
have to work on going into the future. The whole idea behind these prototypes
was to show people that Guzzi has the ability to do anything it wants."

"In 1970, the V7 Sport was the superbike of the time and the layout of the
engine became known to everyone as the Guzzi of the modern era.
When you've got something unique, to change that would not be a good idea.
The whole Guzzi brand is based on that [transversely mounted v-twin]."

"We need to work on the brand, so we are fixing a few things -- simple things
that everyone can understand -- and then we'll work from there.
The work we are doing right now is in two phases: make stronger what
we have and work towards the future."

Terblanche: "I think the bikes we showed at EICMA were anything but too much.
It was a very conscious choice to do something that was aimed towards
the existing customer, but without alienating the customer who likes
more modern stuff."

"The idea was to do something both classic and modern at the same time."

Galluzzi: The Guzzi crowd is extremely conservative, but if we only
concentrate on those, we are going to lose eventually.
So these bikes are looking into the future.

"The older crowd is going to go away at some point.
A Guzzi should have very wide appeal."

Terblanche: "When we think about the old Moto Guzzi Le Mans and the V7,
if you park them next to a modern bike they are very, very small.
They look like a 250 today."

Galluzzi: "[Moto Guzzi] has bikes today that are extremely heavy and large."

Terblanche: "There's no reason for bikes to be as big as they are today,
it's something that sort of happened over the years, but there's no
real technical reason for it."

"You have to fit the same stuff as you do with a larger bike,
so you have to save space.
The thing with the rear suspension [on the LeMans concept] is that we've
put it on the swingarm rather than on the frame. This was done basically
for packaging purposes because the bike is fairly small. The ABS unit and
electronics are where you'd normally expect to find the shock."

"Even though we had an engine that wasn't designed last week,
nobody really saw that as being a negative thing, it was a very nice
contrast between the very mechanical motor and the very organic
chassis and bodywork."

"The classic forms are the surface treatments on the bike.
It's fairly organic and at the same time quite modern.
So the proportions are quite modern and you've got a very classic surface treatment.
The idea of adding adding a monocoque on top of a very sculptured frame which
holds the airbox was something which is perceived to be new, but has actually
been around a long time. It's like songs we know that have been remixed a bit
and have come out fresh. Something people can relate to."

Galluzzi: "The advantage Guzzi has versus Ducati is that Ducati makes sportsbikes,
Guzzi can do anything it wants because they've been doing it a long time and
on all sorts of bikes. We are not in a box, we can do anything we want as long
as we are able to make it.

Terblanche: "There's no technology on the bikes that can't be done tomorrow.
It's just a matter of investment and a little bit of hard work."

Galluzzi: "That's what we are working on right now.
The real change will come in two to three years."

"Guzzi is Italian. The sound when you start the engine, you know that's a Guzzi,
there is nothing like that. Maybe it will become known for design.
That's part of the history of Guzzi, being creative with the design of motorcycles."





Nel caso qualcuno prima di me l'avesse gia' postata,chiedo scusa...

Speriamo bene... non è che io sia proprio innamorato di Terblanche

Cmq rimango convinto che sia stata persa un'enorme occasione: i modelli Guzzi del nuovo corso (dal 2005 ad oggi) si sarebbero già potuti vendere, con una politica commerciale meno dissennata

E se continueranno così (lavorando male sui listini, sui ritardi delle commercializzazioni di moto già presentate, con una rete di vendita troppo poco diffusa e strutturata) potrebbero anche costruire la Miglior Moto del Mondo e riuscire a NON venderla

Sperèm

Lamps

Gatto,che dirti?
hai ragione,la penso uguale.

Ciao. Quoto quasi in pieno Gattostanco: quello che scrivi sulle "strategie" MG é giustissimo, continui e assurdi ritocchi ai listini prezzi fanno male alla clientela e all'immagine del marchio. I ritardi fanno sì che la gente dimentichi quanto presentato in anteprima...
Su Terblanche ho un'altra opinione, ma si entra nel campo dei gusti personali... Io trovo che sia stato un designer molto coraggioso ai tempi Ducati. Il coraggio impone (forse) delle scelte di carattere e radicali ...che possono piacere oppure no. E' il caso della 999, l'unica sportiva con una linea ancora oggi modernissima e magari anche futurista...poi può piacere o no, ma se paragonata alla bella ma banalissima 1198, indipendentemente dalle pure prestazioni direi che la prima esprime grande personalità mentre la seconda é disegnata per piacere un po' a tutti. Insomma una é inconfondibile, l'altra é un misto-jap. Stesso discorso per la multistrada: quella "vecchia", linee inconfodibili...quella nuova; becco di una, fari di un'altra, ecc. Resta il fatto che ognuno ha i suoi gusti e criteri estetici, per cui chi sa vendere, anche in termini estetici, ha ragione.
Saluti, ch-zep

Scusate, senza offendere chi ce l'ha o ce l'ha avuta, ma il vecchio multistrada è inguardabile, cioè, è brutta proprio (IMHO). Poi è normale che vige la legge del "de gustibus non disputandum est". A me lo stile di Terblanche a me non ha mai fatto impazzire più di tanto (Ducati 888 a parte).
Io invece spero che la Moto Guzzi inizi ad ascoltare il proprio pubblico. Sul motore penso che siamo tutti quanti d'accordo, ora devono affinare il tiro e migliorare in alcune cose tipo: gli assemblaggi, la rete vendita e post vendita, e non devono fare la cazzata di abbassare la qualità della componentistica per risparmiare pochi euro al pezzo.
Speriamo bene per i prossimi anni.