There are characters who have a very precise vision of what a special is , not motorcycles to make a scene but fast and performing and if you are also a military fighter pilot it is almost natural that your bike must be fast and noisy like a reactor.

This Guzzi Daytona RS 1000 is the bike of Paolo Canattieri, I met him a couple of months ago, since he, like me, is part of a Facebook group Spirit of Endurance, fans of these races that were so popular in the 70s.

During our meeting the discussion immediately went to the bikes, and he has 9 , but he is particularly proud of this, a bike to which he has dedicated so much time and numerous economic resources, a Guzzi Daytona RS 1997 " Phoenix"

He saved it more than ten years ago from an almost safe export to Germany, where the’ guzzone', especially the rarest ones like this, are in great demand and appreciated. A bike that even as it was had great charm but that now denounced the weight of the years, with those stretched horizontal lines that do a bit’ to punch with the latest stylistic trends. What a special it is, then! Go immediately the original codon and search for an alternative compatible with the maximum dimensions of the rear. The choice fell on a Suzuki component that, however, had to be heavily modified, despite the fact that the rear frame also underwent a ‘cut and sew’ work to compact it. Among the changes to the codon the rear cut to make way for the single silencer, positioned perfectly in the center and the scaling of the connection area with the tank, which remained the original, except for the replacement of the cap with an LLS component in ergal. Speaking of exhaust, the whole system is the work of Ivan Crotti of the RC67, with the aggressive terminal that ends with a 70 mm mouth, equipped with DB killer. The sound that comes out of it is heavenly and transmits live what happens inside the two barrels in which Cos Pist Orth Pistons with a diameter of 100 mm flow. also moved the battery, which has now found its space under the gearbox. Continuing on the aesthetic changes Paolo used a handcrafted fiberglass dome in which he housed a small central lighthouse and which he embellished with two air conveyors of origin Aprilia RSV 1000. On the sides two NACA type air intakes that bring fresh air into the central area of the engine.

Carbon treatment for valve covers: “they are not completely carbon, as the cost of two such components is very high. A friend who works these materials in an autoclave has 'lined' them with a thin leather, obtaining an identical look and a certain protection in case of abrasion”. In real carbon, on the other hand, the two half-handlebars are fixed to ergal supports made from solid. The electrical system was moved behind the fairing that in the center mounts the digital dashboard of the Falcon Digitek. Continuing with the chassis, the two light alloy plates that bind to the main frame Beam have been abundantly lightened and drilled to give it a more similar appearance to those of Dr. quattro On them is applied a pair of self-built rear platforms, with the attachment point set back and raised compared to the original one. The swingarm and therefore the drive shaft and the reaction rod (with the terminals mounted on Uniball joints), were lengthened by about 30 mm.

The rim used is a Marchesini magnesium 17" with 6 " channel of Superbike derivation on which is mounted a Dunlop Sport m radial tire in size 190/55. A non-trivial intervention, which required attention to restore the correct alignments. The rear disc is derived from a road Aprilia 125 and is braked by a Brembo caliper. The geometry of the suspension has remained the original one,but the mono is now an air / oil double SST

Important interventions on the front end aimed at making the ride more agile: the steering geometry has been changed by acting on the inclination of the steerer (-1°) and mounting plates with a reduced off-set, while the original Fork has been replaced with a valuable Mupo Racing up-side-do do It is of course fully adjustable and the valuable solid milled feet bear the connections for Brembo radial calipers operated by a radial pump with 19 mm piston. For the records Paolo decided for a pair of Braking.

An effective Scotts Rotary steering damper (marketed by Ohlins) was fitted for the Aprilia but has been adapted for this application adjustable on high and low damping speeds. An extremely compact unit with easy installation. The care of the assembly of the motorcycle is well illustrated by the photographs. Obviously there is a wide use of special bolts in ergal or titanium: small but expensive details that matter.

The rear mono is of the Double Sy It is a lightweight element and that in this application works well.

The Rs Di Paolo is one of the first produced as an evolution of the Dat Tona 1000 and already mounted the C kit which included, among other things, the gearbox with straight toothed gears, Carrillo connecting rods, cams with more ‘crossing’, lightened flywheel and other special components. It is known as the twin-cylinder of Mandello withstands large increases in displacement. The structure is robust and if assembled with criteria this engine is able to be also quite reliable. Great work, of course on the thermal groups. First of all, a nice pair of 100 mm Cos Pist

The valves are special components: the intake valve of 51 mm and the exhaust valve, in Nimonic alloy, of 43 mm. the camshafts are of the F1 CAMS specialized for these components, in particular for the big Guzzi. The connecting rods are the Carrillo steel mounted as standard with the C kit on the original crankshaft, but it has been reworked to lighten it and balance it according to the new masses in alternate motion. The intervention of further lightening also concerned the flywheel and this has changed the’ character ' of the engine, now decidedly more ready to take turns and closer, in this sense, to the twin cylinders of Borgo Panigale. Important for many of the interventions made on mechanics, the work of Bruno Scola, historical trainer Guzzi, whose experience has distant roots, since the 70s. The original throttle bodies have been retained for the suction, only a little reamed (about 1 mm on the diameter) to adapt them to the new profiling of the intake ducts and the valve.

The 'castelletto' for adjusting the hydraulics and spring preload of the mupo fork. Replaced the gasoline pressure regulator. The reprofiling and polishing work has also been extended to the exhaust ducts. The breathing of the engine is free.

To improve lubrication, the original pump was replaced with a V11 branch component. Of the gearbox we have already said and we will add that it is today in component rather coveted by those who prepare these bikes. As you know, the ‘straight teeth ' give advantages in terms of power consumption, but make the transmission much noisier. But what is considered a defect for a tourist motorcycle becomes a plus for a sports bike…

This bike is his pride “This Guzzi contains a bit of everything that represents my vision of Special. I'm not going to list you through how many changes it has gone through over the years. And it's not over yet. For now I can sum up the result with two numbers: 50 kg less and 50 hp more".

Many of the works were carried out in Paolo's garage, where he spends his free time, but other works were carried out with the support Ivan Crotti for the exhaust, Boris Minoretti for the swingarm and Enzo Cassetti, who gave a great hand to make some important changes.

Original post in Italian by Rocket Garage

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