Description:

Those who act with Moto Guzzi, who should be able to act with tradition. With his studio and its modifications are Reinhard baker this bid impressive form.


Of course, helped that he belongs to the small circle of dealers, set the business on nothing but Moto Guzzi. Nevertheless, it must be mentioned at the beginning of this story that Reinhard was also honored in 2009 baker after 2007 as the world’s highest Guzzi dealer. Really with a trophy, presented by major Piaggio executives.

Moreover, he is in real life as the optical counterpart to an Italian motorcycle manager, and he resides not in a dazzling metropolis or in a glorious track. But in the quiet Laer. Münsterland – flat, wide, sparsely populated. And so down to earth, that require self-BMW-seller fantasy. Whoever survives with an exotic brand alone has thus already demonstrated that he understands the spirit and customers. Who can achieve more, more – the prize donors have understood.

Moto Guzzi has never been polished, and the pilgrims in front of the main factory in Mandello nostalgic sing this song for decades. Guzzi is for archaic machines and honest sportsmanship. In any case, according to today valid history that begins with the V2 models and marginalization that under the label of the moving stone eagle was once a massive scale sheep, and made the big Guzzi of Italy, at times even Europe. Forgotten past.

Also Reinhard baker linked its brand automatically V2. Although it is somewhere in a nice rum Falcone. This massive single-cylinder based on the earliest works in the motorcycle factory founded in 1921. Not far from a park 250cc two-stroke twin series, the expression of that unfortunate era when Industrielle de Tomaso Guzzi Benelli introduced together, causing uncertainty with parallel models. Otherwise, however, the pure doctrine prevails in the jam-packed exhibition areas: V2, whether brand new, used or rebuilt.

From fan to a racer to the dealer – this pattern also followed the career of Reinhard Munster baker. But tuned by a commercial college and study in object design, he knew the often tragic end of the road to avoid. The first: With less than 20 years he was a brand new 1976 750 S3, and experienced his own personal Guzzi enlightenment.

So strong landing gear, the brakes so well that the miners usually disappeared after three or four curves from the rearview mirror. The great feeling transformed into courage, bakers started at zuvi race. Because the parental pavilion was good also as a workshop, were at substantial improvements since the series little sport this allowed, was attracted by the new BoT-legwork. In the Battle of Twins fought the young student bravely and at times even with the support of renowned Guzzi dealer.

As an active athlete Baker got by then-importer Motobecane in Bielefeld not only many parts a little cheaper, but could also participate in mechanic training. Not a bad basis for this or that friend to repair or rebuild something.

When traveling to Italy was bought strong, the number of friends grew. Gradually the idea began from their own store – and won in 1994 of brick masonry reality. The old mill in Laer was looking for new users, with a four-point business idea, Reinhard Baker was officially independent. He wanted to deal with used, to which it is guaranteed. He only wanted to repair Guzzi. BoT his experience should be incorporated into healthy engine and chassis tuning. Finally, he wanted to create TUV-ready special modifications.

For twelve years, the sale of enriched beat Neumotorradern and spare parts business, but first had to baker or a large hole in the old weaving: Hidden situation or not – without a window, he would never get a distribution agreement. Since then, the brave Laere can then marvel at when they lead the dog for a walk in the evening, again a Griso or Cali.

But back to Baker’s idea. It is based on traditional values ​​of various V2-Guzzi. A V7 Sport, an S3, a Le Mans I, or a T3 California are icons of the boom years. Anyone who owns one wants to get them, anyone who could only dream would today have one. The later Le Mans and California have become almost as popular and classic tourer of V7 of 850 T to 1000 SP also have their fans.

All of these classic cars are united by their strong substance, and therefore are among almost 40 000 registered in Germany Guzzi scrap several thousand. The current registration statistics for example, leads 2500 Le Mans I, II and III – more than impressive for a sporty and accordingly demanded motorcycle. The inventory backup, of course, help the many common parts of the large V2, her long model cycles and up to now relatively secure supply of spare parts. Even if you restored a sweetheart from the 70′s, will never suffer that pain, struggle with which most fans of Nippon. But just call in people like Reinhard baker and order parts.

Or can restore: Baker is currently working with both its mechanics and two apprentices Calis again, which has a 230 000, another 270 000 on the clock. As everything is cut and measured and glass bead blasted, clear. Then the valve train on the plunger to be due to the bearings of the gear shafts a lot of new parts. The seats are upholstered re-coated frame, replaced struts. The paint must be renewed determined and are not all indicators okay. But none of this work requires delicate art of improvisation, never running out of parts. At the end, while on the one hand, a price as a brand-new full-size machine, on the other, but a valuable classic high-life talents.

The Guzzi Toolkit allows great freedom. Said Baeck has ever made a Le Mans IV, a more structured as interesting Cruiser. Within the Harley-dominated clique its owner Guzzi this is really their own way sounds, thanks to open Lafranconis than most circles, thanks to double Brembo four-piston calipers much better than Milwaukee iron. A 1100s-injection engine provides propulsion befitting, WP-sized legs use the meager way of the rear suspension, as well as possible.

An old Guzzi is much that is not just comfort. This prevents the restricted bending angle of their cardan universal joint. In California and tourers same well-formed this lack of seating, with the athletes he is not really significant. Nevertheless, even hard road heroes welcome Sensitive spring merchandise. Many series are revised in this respect forks, triple clamps are for holding Ohlins elements but also provided.

For sporty roadster or a hearty road proposed Reinhard Baker Heart athletes particularly severe, because in this segment, the most Guzzi their potential. Even the older engine cylinders with rounded heads and can easily tune than 850 over 70 hp without bitchy or are unreliable. With a 948-cc-trotting record at least ten extra horses, and he who implanted the square 1100s, ends up at 90 to about 100 hp. Depending on the equipment, the weight between 200 and 220 kg is filled up – even the paper promises so happy Angas. And entered into the car documents are in the framework up to 1989 often 103 decibels by noise caused by open carburetor and exhaust systems also revealing. Where traffic regulations and lead to inevitable deceleration, such a total package promises certainly more fun than current 180-horsepower cars.

With its specialized bodies, Reinhard Baker sees as a counselor. Sometimes he talks to someone from an expensive dual ignition, because it does not arrive to the final three PS, sometimes he shows what is going visually. Within the technically and legally possible, although ultimately the customer decides, in one respect, however, there are no concessions: Where it comes to function, the same standards apply as for a Neumotorrad.

This has its price, but on Murkserei baker has simply not interested. And can live with: it from modified or restored Guzzi are what Le Mans or California have always been – dreams that unfortunately not everyone can afford.