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Domenica mattina, dopo essermi salutato con Manfred, comincia la giornata più incredibile della mia carriera motociclistica. Da qui comincia la seconda parte: Mentre, in fase di arrivo, procedo al graduale raffreddamente del motore rallentando progressivamente e poi lasciando il motore girare al minimo per un paio di minuti per evitare lo shock termico, penso a che materiale ho per le mani, quanto è adatto al turismo, quanto é affascinante il suono, come è adatto il motore, come è robusto il telaio.

La Guzzi non produce più moto da turismo. Non piace al marketing. Bella vacanza, con un caro amico, bel tempo e una moto eccellente. Da domani si torna al lavoro. Ma con dei ricordi in più. Avere sempre dietro banconote da 5 e 10 euro. Pregare che il prossimo benzinaio sia aperto se la preghiera era intensa, alle volte succede…..

Parlare dei tempi trascorsi alla Moto Guzzi e, particolarmente, delle moto da corsa, è per me un onore e un piacere. Infatti, quel motore monocilindrico aveva la distribuzione monoalbero a quattro valvole in testa, la lubrificazione forzata con doppia pompa di mandata e recupero, soluzioni che sarebbero divenute di uso generalizzato sulle altre motociclette solamente molti anni dopo. Aveva, inoltre, la biella tubolare, un piccolo capolavoro di lavorazione meccanica, se pensate che questa era forgiata piena e poi forata.

Stanley Woods era uno specialista del Tourist Trophy, che vinse la bellezza di 14 volte. Se un pilota cadeva dalla moto, si faceva veramente male ed era fortunato se poteva raccontare la sua caduta. Ho visto delle abrasioni e delle mutilazioni impressionanti provocate da cadute su quel circuito, che ha il triste primato di centauri che hanno perso la vita in corsa o durante le prove. Gianini, poi diventata Galera con una storia strana che non tutti conoscono, nel senso che ci furono delle trattative tra la C.

Alla Moto Guzzi ci si pose, quindi, il problema di avere qualche cosa di efficiente da contrapporre a questa macchina. Carlo Guzzi prima della guerra aveva messo in cantiere due soluzioni entrambe sovralimentate: Questo, sinteticamente, fu quanto avvenne in campo sportivo alla Moto Guzzi negli anni anteriori al , quando vi entrai come dipendente. Dal al , erano già in auge le corse per i corridori di seconda categoria, prevalentemente sui circuiti cittadini, organizzate dai vari MotoClub, e a quelle corse partecipavano corridori che avevano una macchina propria.

Ricordo una corsa che ebbe per me un particolare rilievo: Questo circuito ci aveva insegnato negli anni precedenti come macchine di potenza inferiore, ma più maneggevoli, fossero avvantaggiate e a tale proposito ricordo le vittorie della Bianchi di Nuvolari e di Prini con la Moto Guzzi Macchine meno potenti delle Norton e delle Sunbeam a delle stesse Moto Guzzi nella classe maggiore, potevano, su questo circuito, sperare di ottenere la vittoria assoluta.

Tenni non poté partecipare a causa delle conseguenze di una rovinosa caduta che aveva avuto durante le prove, Sandri corse e vinse con la compressore, ma la corsa fu memorabile per il duello a distanza le partenze al Lario erano separate tra Pagani e Serafini.

Questo fatto tecnicamente fu molto importante perché mi convinse che la sola ricerca della potenza massima nei motori era una via pericolosa, talvolta necessaria, ma che non bastava disporre del motore più potente per vincere su tutti i circuiti; era altrettanto importante disporre di una macchina che fosse ben frenata, stabile, facile da guidare, e che avesse in definitiva tante qualità più facilmente ottenibili su di un mezzo leggero che su uno pesante.

Durante la guerra, alla Moto Guzzi cessarono le prove e gli esperimenti e, alla ripresa, la formula venne cambiata, il compressore non era più ammesso nelle competizioni e, quindi, fu necessario rifarsi una mentalità.

Gareggiavano per i colori della Moto Guzzi tra gli altri: Spesse volte vinceva non per merito suo ma per errore degli altri. Un corridore che si trovava in testa, quando gli veniva segnalata la rimonta di questo strano avversario, era indotto a sbagliare.

Tornando alla corsa disputata attorno alla fiera Campionaria, questa fu caratterizzata dal fatto che, contro gli inglesi della Norton, noi avevamo schierato Freddie Frith, un grande campione, cui era stata affidata la bicilindrica.

Tra i piloti che meglio conobbi, debbo ricordare Omobono Tenni, un uomo che aveva due caratteri, assolutamente contrastanti. Ho parlato tante volte con lui e ricordo che una volta mi disse: Per la Benelli correvano Soprani e Rossetti. A un giro dalla fine erano rimasti in corsa solo Tenni e Soprani ma Soprani stava per essere doppiato da Tenni.

Se si fossero toccati sarebbero probabilmente saltati per aria tutti e due; potete immaginare con quale consolazione di tutti noi della Moto Guzzi. Tenni era veramente un uomo coraggiosissimo e un irriducibile. Tenni è rimasto nel cuore di tutti i vecchi della Moto Guzzi ed ancora oggi tutti coloro che hanno avuto la fortuna di conoscerlo lo ricordano con tanta simpatia. Per tentare di migliorare la nostra posizione, nel , fu realizzato un bicilindrico, riprendendo un progetto di prima della guerra, per il quale era stata prevista la possibilità di montare il compressore.

Nel , Giorgio Parodi finalmente mi convinse ad andare al Tourist Trophy. Io non ci ero voluto andare, con sua grande meraviglia, per le ragioni che avevo già esposto. In quella prima occasione vidi, nel corso delle prove che svolgevano alle quattro della mattina perché la strada era chiusa al traffico, per la prima volta un grandissimo campione della Gilera: Io vidi Duke seguire Bell, che stava facendo cose incredibili con quel fondo e su quel circuito, e rimasi talmente impressionato che prognosticai a Parodi che il giovane Duke, salvo incidenti, avrebbe vinto facilmente il Tourist Trophy nella , e che, per la nostra bicilindrica allora guidata da Foster, ottimo corridore inglese, le possibilità erano assai scarse.

Noi lo usammo molto, tanto è vero che tutte le carenature della Moto Guzzi ufficiali furono messe a punto nel tunnel e noi riuscimmo a controbattere la NSU, che disponeva di motori più potenti dei nostri, soprattutto grazie alla galleria del vento.

Il problema poteva, a mio parere, essere risolto in due modi: In effetti, scegliemmo entrambe le strade, e questo apparente controsenso mi fu fatto notare; ma io ritenevo che, se si volevano ottenere dei risultati, bisognava esplorare le soluzioni limite per poi, eventualmente, adottare una soluzione intermedia.

Remor era passato dalla Gilera alla MV, avevano anche il vantaggio di disporre di piloti eccezionali quali Duke e McIntyre. Con i miei validissimi collaboratori: Avemmo inizialmente qualche noia, legata essenzialmente alla lubrificazione. Il motore aveva cinque supporti: Tentammo varie soluzioni, quali: Fu un vero peccato perché, in prova, la macchina aveva percorso la bellezza di tre Gran Premi senza inconvenienti.

Alla fine del , mi trovavo a Modena per una corsa, quando ricevetti la notizia che Moto Guzzi, Gilera e Mondial avevano firmato un impegno a non correre più. Avevamo, in complesso, molta carne al fuoco, e questo dover troncare di colpo mise tutti noi in una condizione di grande disagio.

Quando tornai a Mandello fui consolato dai miei dirigenti con la nomina a Direttore della progettazione e, con i miei amici collaboratori, ci mettemmo a lavorare alla realizzazione delle varie macchine che ancor oggi sono in circolazione.

Il V7, che ci era stato richiesto dai Corazzieri come macchina di rappresentanza, fu uno dei nostri primi lavori. Quella vetturetta era da ricordare perché costruita sullo schema delle attuali vetture da corsa ossia con motore posteriore, con i due cilindri che uscivano ai lati della scocca, la trasmissione era stata realizzata adattando un gruppo differenziale, con i freni adiacenti al differenziale, di provenienza Lancia Aprilia, e le quattro ruote erano indipendenti.

I motori Moto Guzzi, oltre che sulle motociclette, vennero montati su vari altri veicoli, quali: In questo ambiente ho avuto la fortuna di lavorare per trentun anni, ma gli ultimi anni non furono certo piacevoli come i primi.

Nel , la Moto Guzzi si trovava in difficoltà. Lasciata la Moto Guzzi, ricevetti parecchie proposte di lavoro da parte di persone che mi conoscevano. Fra tutti ricordo il Conte Domenico Agusta, che mi avrebbe voluto a Gallarate alla MV e che mi offriva la possibilità di dedicarmi a quello che preferivo: Dopo il , con Cantoni e un altro disegnatore ex Moto Guzzi, aprii uno studio di progettazione nautica e mi dedicai anima e corpo alla realizzazione di barche a vela, non per lucro, ma, anche in questo caso, riuscendo a lavorare con molta soddisfazione alla realizzazione, per clienti amici, delle barche che mi piacevano.

In complesso, ritengo di aver avuto una vita molto divertente, dal punto di vista professionale, e di aver trascorso degli anni indimenticabili alla Moto Guzzi, almeno fino al , anni che rimpiango veramente e di cui mi resta vivissimo il ricordo di tanti amici, dei piloti, della gente. Questo era abbastanza logico. Lo schema da noi adottato, che pur risultava ottimo dal punto di vista delle vibrazioni e del bilanciamento, aveva il difetto di avere gli scoppi non equidistanti e, quindi, girando a un minimo veramente basso, questo motore sembrava zoppo.

Infatti, tutte le Moto Guzzi, sia da turismo che da corsa, avevano in generale un passo superiore a quello delle analoghe macchine fatte dalla concorrenza.

Questo fatto, non rilevante per le macchine da turismo, poteva costituire un inconveniente per le macchine da corsa. Poi realizzammo un motore di , lontano quindi dal limite della categoria, ottenuto ancora con la corsa 68; poi, quando passammo al vero , avemmo la possibilità di provare sempre dei motori sottoquadri e dei motori quadri; ma non andammo mai sulla corsa lunga. Quale angolo delle valvole veniva impiegato in Guzzi e quale era la geometria delle teste che veniva adottata?

Il problema era che, con angoli molto aperti, si potevano avere valvole molto grandi, ma peggiorava la forma della camera di scoppio e, quindi, per avere rapporti di compressione sufficienti, bisognava avere il pistone a tetto che dava altri inconvenienti. Una delle prime prove che feci, ancora prima della guerra, fu quella di adottare sulle macchine da corsa quella strana forcella impiegata dalla OEC, che non aveva il cannotto di sterzo, ma era costituita da un trapezio superiore ed uno inferiore deformabili, e col perno ruota che si muoveva parallelamente a due foderi collegati ai trapezi deformabili.

Provammo con Tenni a Monza quel telaio, ancora privo di carenatura, montato con la forcella a trapezi deformabili. Il secondo tentativo con la forcella a trapezi deformabili fu fatto con il cc a quattro cilindri in linea, che era piuttosto alto e, quindi, poteva essere interessante vedere se si riusciva ad abbassare il telaio.

In conseguenza di questi fatti, decisi di accantonare quella soluzione. Under a merciless rain we arrived. We were in a timeless courtyard among the alleys of the old part of Mandello, on the shore lake.

At the top of a little staircase there was a wooden door with a simple brass nameplate. I read it and I lost a heartbeat: Everything started some months ago with the idea to have the workshop manual of my bike autographed by its designer, then slowly this idea became a bit different: Then I spent a lot of time reading again the questions in order to eliminate banalities, manage the interview properly and organise the logistics aspects.

The train trip from Rome, then a good lunch by Aldo and a last equipment check and I was ready, but still full of doubts: Or our interview will be banal for a person who already has had hundreds of interviews. Will he say goodbye to us unceremoniously? Will the equipment be OK?

I knocked at the door and a tall gentleman just a bit bent for being 93 years old, with a lot of white hairs opened the door. I lost another heartbeat. We were invited to enter in the dining room. It seems like time passed there without touching anything. First of all, I whish to thank you for being willing and so kind. Everyday we use your motor and the all the kilometres we travelled depend on you. I would like to start by asking about your engine V What could this engine achieve? And this was the main starting point.

We realised the first V project note: From that project all the complications and the elaboration of the subsequent motorbikes were born.

At that time I also built a V, cc first and then a cc. I put it on a Fiat I remember that it gave me a lot of satisfactions. It was a motor, the , giving 36 or 38 HP. Exactly twice the output of the original Fiat engine, giving hp. The car was very brilliant, pleasant and funny; it had a very good acceleration and the maximum speed was almost too much: We did some tests for that purpose.

Eventually, the V model for the bike was the chosen one, because police forces and the Army liked it, and not only the Italian ones but all around the world. Then it was increased to cc. In any case, in my view, in spite of several advantages for tourism, police corps and stuff, that engine scheme is not too suitable for a racing motorbike, for several reasons that I do not explain for I fear to become boring….

Not only for the problem with fairings. The main difficult is that the shaft drive gives rise to an overturning torque. This torque is dangerous for a racing motorbike, while it is tolerable in a walking machine. This can be confirmed by BMW. Then, the actual motorbikes have been derived from that cc engine, by using always the same scheme. But try to think to some motorbikes existing today, they are super machines and only few people can really used them up to what they can give.

We sold it in US, in Egypt in Argentina… It was a motorbike made for the police corps and in fact it was projected for that use. But as I said before, the origin of the motorbike was as requested by big horse the nick name of the cuirassier colonel NDA , i. If you consider what that engine eventually got, I mean cc, 4 valves, etc; according to your opinion what could be the evolution in the future? Do you think about it with liquid cooling? And next to than the GP races there are also championships dedicated to currents road models that are successful in the market, so….

But they should do something new. Regarding the competition I know today at Aprilia there is a new engine that already raced.

As you know starting from the next year the highest category will be only for 4 strokes engine. They Aprilia NdA built a 3 cylinders engine that raced in some competitions but they are very late. GCC Indeed and I believe that people are always attracted by something new and frankly I believe my V cannot be something so new, yes maybe it can become the liquid cooled; I heard rumours but, who knows….

Not everybody would agree on that; for example I read of a pool in which the majority of people declared that they would not buy a Guzzi with a different engine! GCC if we forget Moto Guzzi for a moment, the problem is that today the competition on the market of racing motorbike is very hard.

Will they be reilable? There are not qualms anymore about Japanese products. Such as considering the product only as fashionable at a first view ; now they are able to built very good cars. Thus if today one wants to abandon the V scheme it is necessary to go on high fractioned engine and high powers. Today, hp are just not enough. Now there is the new 4 strokes formula for the GP.

In the first year this formula has to rice together to 2 strokes: Do you know what this mean? They are crazy, the two strokes engine has more than hp and the new 4 strokes engine that is trying to race now seems to have hp. The argument is simple. If we assume that in the Formula 1 a 3 litres powered has easily hp. A small engine is able to turn quicker or at least at the same regime thus it is easy to predict that the Honda engine racing this year would have almost hp once it will be completely developed, next year.

I remember Avus circuit in Germany. Today these circuits do not exist anymore, but there are circuits in which it is difficult to remain on the seat with a motorbike having so much power.

Just think about a wet race nowadays! I know it is exaggerated, but people are fascinated by this show. Even because to go back to the competitions means to race in the Grand Prix formula where Aprilia is already present. They gave a motorbike to Laconi, in the first racings he is in the eighth, ninth position he is puzzled.

With a minimum weight depending on the power and splitting, with the exception of a splitting above to 6 cylinder. Of course the 6 cylinders engine has a weight the four weights less the three even less. The differences are about 20 kg. That is important but not enough to cut the power of these engines. GCC The weight scale need to be studied because it is decisive.

GCC yes, but now it is not possible anymore to do it, so we can simply avoid talking about it. The three cylinders could be a good solution, but one has to keep in mind the limitation of the turns of the engine. If the Italian three cylinders is able to turn at almost same speed it could be competitive, but if that turns at and the latter at it is not possible to do.

People said that an engineer who worked at Ferrari cooperates for the 3 cylinders and that the engine has pneumatic return of the valves. In this case, well, it could turn enough. The problem is that to be competitive you have to think about power as we said before. At least HP and I believe now we are quite far from that.

The choice of the eight cylinders was made because it would be better than six and four cylinders? Once abandoned the monocylindric and the bicylindric, our closest solution would be a four cylinders. But building a 4 cylinder meant stay behind Gilera and MV because they started earlier and we would had to work at least a couple of years to be at the same level of experience and development. Then we thought that aiming to the eight cylinders the power was not an issue anymore, on the contrary weight and dimensions would be important.

Our 8 cylinders was brilliant because it was as large as a waving. When it was tested on the bench for the first time it already gave 63 hp while the Gilera gave 60 hp, and we were just at the very first tests. Then it achieved hp and the power would be increased more and more if they did not kill it with the famous agreement. A new crankshaft and other things. From 75 hp, I think hp could have been achieved relatively easily in one or two years.

I remember I said we were going to install a turns limiter smiling. For sure rounds were possible with that dimensions. The problem was with distribution. Think what margin of improvements that engine had, by using what today is normal, the possibility to have an electronic starter or the distribution with the pneumatic return of the valves…There were huge possibilities to improve it.

GCC yes sure, with the indirect or direct ignition, depending on the case. We were able to do the V with eight carburettors and all these stuffs. But it would be so much simplified with the injection. It would be possible to improve fuel consumption, the power, everything. There were plenty of room for development in front of us.

There are so many technological innovations that became available after that engine. And if it would be possible, you can bet that Japanese would have already done that. I remember on Honda built a 5 cylinders. Do you know what it means??? It turned at rounds; I saw it turning at the Tourist Trophy. Was it between and ? Maybe later… he thinks. It is true that the V8 engine had fans worldwide He points out a picture hanged above the fireplace with a drawing representing the eight cylinders: Last year an Australian man comes to visit me.

It was a peculiar person: He built them by himself. GCC if it would be possible, you bet I would do that! An 8 cylinders engine with the same V scheme but very few other common features besides it. The old 8 cylinders had two valves. Then the new one would have completely different cylinder heads and starter.

At that time for that engine the ignition problem was practically without solution. We started trying the Vertex, a Switzerland magnet. When the engine turned at half of the maximum turns it already had problems. Then we built a system with a cylindrical ignition coil and spark plug point. It worked well but such a system today would be ridiculous. It seems to me that engine is square, with the diameter equal to the stroke. Today they built undersquare engine able to turn more quickly.

A test was made by reducing the power to It was thought to take of one cylinders block. But the test was never carried out. We talked about this four cylinders, but it would be bulky since it has the carter, speed gear clutch and also the radiator of the eight cylinders engine.

And the test was not carried out. On the contrary the 8 cylinder was built and tested at Monza: I remember that engine was able to give more than 50 hp, 52 or But it was only for fun, and only the 8 cylinders was built.

Yes maybe you are right but it would not have been so easy to sell it because of the high price. The ones who can afford to spend so much money on race bikes, would rather buy a , a or cc, that kind of superbikes. At that time people were not into superbikes. We had our own staff managing the racing but for the rest it depended on the production department.

The toolmaker department that normally produced the tools for normal motorcycle, had to work also for us and we, in the racing department, had always to beg them while a part of the workshop people shilly-shallying. It was a continue fighting. There was not an organisation dedicated to the races as for example today in Ferrari.

We depended to the toolmaker people that helped us on a personal courtesy base! If they had called me…. I remember we were in Modena, for some tests for a city race on the Modena local circuit, a simple fenced lawn. When we came back somebody told me: In any case if Guzzi have had keep racing, it would have become more modern. Organize itself in a different way. Since at that time I was the only engineer in Guzzi, every time there was a problem or a trouble, people come to me and I had to find a way to solve it.

There were some military supplies that needs to have a list of drawings about the values of some tests such as powers consumption, torque and so on, and these drawings were due according to the contracts.

And I had to do them, there was no choice! They wanted the accelerations of the military motorcycles in the first second third fourth gear, and I have to draw all the plots.

I did so many different tasks, every time there was a trouble, they came to me saying: What do we do? GCC the worst moment is easy to remember, on the other hand then there were a lot of good moments. Let me say, and nobody can deny that, that I was so enthusiast, I would have paid to work in Guzzi! I never had controlled time or badges, neither at the beginning nor later.

Some times I went to the work at 10a. That enthusiasm, that team spirit which made us try and try again everything, just disappeared. When we built the eight cylinder my co-workers and me did enormous efforts for drawing, then we had to go to the model maker in Milan, then to Isotta Fraschini that moulded the first carters… It was a continuous moving, then after the everything stopped. To be a manager you have to be cruel. If one of his employers was sick he sends him a specialist at home, he was really a remarkable person.

He was badly treated by some managers. You see, I honestly have to say that I still prefer boats to bikes! GCC even when I was involved in motorbikes, I always loved sailing boats. For this reason I keep working with boats. Sailing boats gave me a lot of satisfaction.

You see, now I can only watch the American cup on the telly, but there was a period in which I was near to be part of it. He went to Croce and the latter to me asking if I would be able to make a drawing. I answered something like: At that time there was a rule that the challenging boat for the American cup had to be the drawn by a designer of the challenging nation, and all the boat parts such as masts, sails, winches, keel, and rudder and so on had to be built in the challenging nation.

I think that rule still exists but it is possible to bypass it. It was not possible to build a boat and take say the mast in America, the sails in Australia and so on as it is done today. Now if the two Italian challenging teams were forced to compete using only the Italian instrumentation and Italian masts they would not even be taken in serious consideration.

So, I remember on we went to watch the American Cup and since there were the strict and controlled rule that the boat and all the tools had to be Italian we just forgot about it.

Next year there will be this new edition of the American Cup, where there are two Italian challenging the Switzerland, France and England among others. In my view the best one is the Swiss boat because they faced the problem in the right way. They took away the steersman and the design engineers from New Zealand. They took away from New Zeeland all the good they can. But here the difficult bit: New Zealand won the last American cup, it was a quite strange boat. I said him not to do a home-made wind gallery as this one: But to do that perfectly, would have been four times more expensive….

That wind gallery was born with an internal combustion engine. A Fiat aeronautic one of hp it had a propeller capable to suck everything around it! After then it was installed an electric engine. As I said, Carlo Guzzi really wanted the wind gallery. He was a pleasant person because he was facetious and unmistakably clever.

As a results, sometimes he was lost in tests and trials of which he already knows the result, but he wanted to try nonetheless. GCC Carlo Guzzi was a clever person with a pleasant sense of humour; plenty of good laughs…. GCC Carlo Guzzi was involved in everything and accidentally also in the races. Then in he built the first twin, then two Albatros in or The Condor was then built.

I worked a lot on the Condor. I remember that the damper was in two sheaths and it was too difficult to let it work well. When we put the two external dampers, they worked very well. In fact that fork was mounted also on the world champion and even on the V8!

GCC yes right they were external. It was a practical solution because we could change the couple of dampers in 5 minutes. On the contrary, for production bikes, did Carlo Guzzi sometimes refuse an idea of yours? On the left there were Paolini with 5 or 6 draftsmen: On the other side, facing the street there were my co-workers Cantoni, Todero and me.

GCC Cantoni arrived just before the war, when we drawn a small engine for a bicycle. With the roller working on the tyre. I was itinerant in the plant. When Cantoni was assigned to me I had to find a place, a desk and a drawing table. Then I went to Carlo Guzzi who gave me a sort of passage near the department in which the engines were mounted.

It would have been about half of this room wide and twice long note: It was a warehouse for the tyres. He had it emptied and then said: There was space only for a small drawing table because the big one touched the walls. That was my debut with Cantoni. For example sometimes there were problems with the thermal treatment. We had a thermal treatment where there was a quite good technician. Sometimes they had a problem and then I went there to see what the problem was. Was there a motorbike built by something else that according to your opinion should have been built by Guzzi?

I was a friend and a fan of Ing Salmaggi. At that time he worked in Gilera. A competitor of our Condor was Gilera Saturno. That was a very good machine. In my view the best Gilera motorbike of all time. Exception made for the first 4 cylinders, I mean the Roman one. The story of the Gilera 4 cylinders is known.

It was the Rondine that was offered to Guzzi before. But Guzzi refused it. Count Augusta looked for me to give me a free hand. I remember well that day of November. I went to Gallarate with my wife Claudine, where I was invited.

It was raining and there was a bit of fog. You see… I already had two or three cats going around my home. I thanked Count Domenico but I did not accept the offer. He gave me absolute freedom to take care of motorbike, helicopters airplane, anything I wanted! My father bought this house a couple of years before my birth. We spent here Easter holidays and summers. From on, I always lived in this house. I remember that me and my brother who was three years older than me, were members of a sort of gang of tourists.

There was also the gang of local people, and of course we hated each other. Those days, one needed to be very careful because sometimes there were some fights and stones flying by laughs. In your view, the people of Mandello made an impact on Guzzi success? I mean from the human point of view. In my view Carlo Guzzi was lucky because his first co-workers I known were good local fellows and very good technicians. He made the bobbin, and then he gave it to toolmakers to mill the crankshaft according to the established angle.

Then he made the profile with the Indian stone and the file. Then the crankshaft was cemented and tempered, he finished it off with the abrasive stone, the Indian stone. If we were going to go very far, such as the Tourist Trophy, the truck drivers arrived at Calais, then from Calais to Dover, then Liverpool and at Liverpool they took the ferry boat for the Isle of Man.

That was the longest travel. For example I remember Lorenzetti: I remember once we were in Genew, He had a Condor with something wrong in the carburettor. We went on a street open to the traffic in Geneve: In any case he was good. Tenni was a very strange person. If you knewn him.. But as he was on a motorbike, he changed completely makes a rapid gesture with his hands. I remember well that his only aim was to go fast when riding; not to win the race but to go fast.

One day he told me: Lorenzetti was a calculating man, if he was ahead, he cut off the gas 20 meter before. Tenni was the opposite, if he was leading, he cut off only 5 meters before the bend.

He was exactly the opposite of Lorenzetti. Another good friends of mine was Alano Montanari. Let me tell you about Montanari: We were at Ospedaletti and I was introduced to him by a friend of mine who came often to make a visit in Guzzi.

He would never conceive to race on a Gilera or Norton. To him it was either on a Guzzi or no race at all. It was a personal insult, then with twisted mouth he said to the passenger behind: And so did the passenger and let him go to catch the Gilera who dared to pass him!

GCC Tenni was reckless. There was a race of the Italian championship in Bologna, at the time when city circuits were still used. The pilots were Alberti, Pagani, Sandri and Tenni. Guglielmo Sandri comes from Bologna, he was a very good pilot and Bologna was his homeland. Tenni and Sandri left behind all the others. Tenni was able to force Sandri to fall something that gave him huge satisfaction and he was the first.

Rossetti, with Benelli was late behind and at the penultimate turn there was Tenni first and Soprani second with a delay of almost one turn. At the entrance of Giardini Margherita, the street become narrow and there was a small passage Tenni caught Soprani up and overtook him on the inside of the bend! Both of them passed by but if they just touched each other… they would fly off.

That was the kind of riding that today you would never think possible. Tenni wan the race with a turn of vantage with respect to Soprani, I said him: I remember well the telegram coming from the Isle saying that Tenni was the winner in the class and that then he run in the class with Stanley Woods. I remember that when I received the news, there was people coming to me asking: GCC he was positive and proud. I remember with sadness when he felt and died in Bern.

I was in Rome and I have remorse of conscience. You know, there are things that one thinks and, who knows, maybe they are not true but… maybe if I was in Bern, it would not have happened. The two motorbikes were different: In few words, he took this normal Albatros, he did a turn and arrived when the climb starts; in a bend on the right, he leaned the bike too much, touched the street and lost it.

He knocked his neck against a small three he makes a gesture and he died on the spot. Who was the best one and the most courageous you have ever seen? The later run for Gilera; he was a daring and very good pilot.

Among the strangers, Duke amazed me. I was gone to Craig Ni Bah; that was a descent bend. One wanted to kill the managers because they allowed to race on that street with tarmac having such a coarse grain full of holes and with stone walls on the left and the right that if you went against them you could seriously damage yourself….

Well, I remember to have seen Duke, when he was 18 years old and was at his first year of racing. He was the co-pilot of Harty Bell who was the Norton number one.

I saw this boy at Craig Ni Bah and I was speachless: Duke was really a very good pilot. Another good pilot was Surtees, for sure a very good pilot. Then there was Ray Amm, He did not race for long though. There were a group of three or four riders who were really exceptional. We have had for a lot of years Bill Lomas who was a very good pilot.

Champion of the word in the and he was the pilot of eight cylinder. You know he was paralyzed, the poor man. Sure, even today it is always better to avoid falling but I see that eight times to ten they fall and they have only some scratches on the hands…. I think Valentino Rossi is very good. To be honest, I always enjoy watching him because he is really very good.

Now as I said, with the motorbikes used in the GP it is very difficult to be able to go up to the limit…With all due respect to all the competitors around but he is really good.

You were the designer of V Together with the workshop manual there was a sort of vademecum for the Guzzi rider, in which there was explained the reason for which there was an horizontal cylinder, because the engine turn on the contrary and there was written that since the engine turned on the contrary it push the oil above and in this way oiled.

That was all false, because, as you know, inside a carter when there is an engine running there is just oil fog going everywhere. But the fact that the engine turned on the contrary because it sprayed the oil above and then they went down was written on the workshop manual of that time….

I have never heard about it. The son of that engine may be adapted on a sport street or a tourist motorbike…. GCC it may be would be fit, but the difficult would be to find a client.

Who would buy this kind of motorbike? Today people want 4 cylinders for hp or more with high performances. I believe that this kind of motorbike would be difficult to sell. And of course it has to be cheaper than a 4 cylinders… It would be difficult to find a market. The main argument is that the motorbikes are not means of transportation but they are means for fun: If you put on the market a monocylindric today even at a modest price, I think you would find a lot of problem to sell it.

Rumours say that they want to liquid cooling the V But it is in any case always the same engine. Because with a properly done common rail, today with a three cylinder diesel you can target all police corps and the army. In military motorbikes the fact to use diesel instead of petrol gives an enormous advantage. Imagine today you build a three cylinder of cc. With about 60 HP. A motorcycle what will never break easily.

I told about this idea to some friends of mine in Guzzi. If you think the diesel engine did enormous progress with respect to a petrol engine. Surely if we are thinking about sport bikes, the ones who want a brilliant engine,, well, this is not the solution. But if the buyer is the army or the police dept and then maybe some enthusiasts…Well, then I think this is not a completely wrong idea. If you see that the trend y for petrol engine is flat while the trend for diesel engine is steadily growing.

I think just by considering the traffic we have today, the advantages of motorcycles of this kind…. Oh well, I already told you that I was called again about one year ago. I have to say that the new proprietor, Mr. Beggio was very kind with me, that must be said.

I answered as above. I think the seed has fallen on… Oh, well, I headt about this project to build the liquid cooled twin engine. I remember the diesel engine of some years ago, so irritatingly bad smelling and noisy!

LA to Aldo you preceded me, because I wanted to ask: I Would say Guzzi, to be honest…. That mistake was reflected in my severance pay and my pension, because I should now live with omissis but fortunatley I have had some savings. In other words, I would not live on my pension schem, calculated on what I officially had. LA in any case it is a fact that when you left Guzzi.

The last engine was yours. And from that engine they pulled out everything possible. Of course we had the problem to build a completely new machine. If we made the 4 cylinders at least for a couple of years we would have to learn because there already were Gilera and MV and they were already evolved and developed.

Then if we must make something new what would be our choices? No the Six cylinders too large, by putting 6 cylinders in line there was the well known effect we wish to avoid overturning torque NdA.

It seemed that the solution was to have an engine as large as a even with all the troubles due to 8 cylinders. Especially for that time because today that solution would be match more easy.

We had to invent a new starting system because it was not possible to have satisfacting results by using a magnet. It is a quite logic and rational scheme. And it is quite practical to be a tourism engine.

Well, the V8 among others left me with a lot of regrets. Because in when they decided to stop racing, we had already designed a new crankshaft and we had a list of things to do. The V8, if it had existed, would have not been just a modification of that of but probably a big evolution.

As I told you, my relationship with Guzzi was bad and stayed bad until Mr. I know he built the four cylinders copied from the Japaneses; it was a disaster, but I know it only because from time to time I met somebody who told me the news. Not because I was informed in a particular way.

De Tomaso delayed the Le Mans the sport motorcycle. I was involved with Formula One rules and stuff. I remember I had leather arm-band that allowed me to enter everywhere smiles. I did that for 3 or 4 years. What do you feel to see that there are a lot of v90 fans?

After I left Guzzi, for some years I was disgusted by motorbikes. You know, there are a lot of people going around with the image of your engine drawn on a t-shirt…. I remember than every time I tried a motorbike and they told me to brake when I reached a roadside mark, I always missed it. I remember a circuit in Ospedaletti, it was raining cats and dogs, class , there was the usual duel between Ambrosini on Benelli and Ruffo on Guzzi. They leave, and do you remember the Ospedaletti circuit?

GCC they leave, and after meters a sharp turn, they keep climbing, then the slope they turn and come back. At the end of the first lap I heard the noise of the motorbikes arriving.

Ambrosini was preceding everybody with Benelli. In front of hotel Regina, that is meter far away from the sharp turn, at full speed on the wet he seized! I heard a strong noise, the motorbike turned on itself… We left the paddock and run for our lives! Do you now he runs 20 meters with the wheel in this way? Across, NdA without falling? Then he was able to push himself up and went to gently leave the motorbike near the straw bales….

That man had… eight balls for sure. I have never seen such a thing. If one of us falls, he is in trouble, but if they fall they make their selves into a ball, and knock the hands it make the gesture to knock the hands on the table and they manage to get away with.

Then I become a Nuvolari fan, when he runs with German cars…. It was a moving moment. Then Lang broke and he was alone. When he was at the refuelling they put on his head an apron as big as this table.

You see, they put litres of alcohol in the tank and they were afraid that during the refuelling the alcohol could wet the pilot so that to make him as a human torch in case of accident… I remember at the end he won and when they pulled outside him he was as dry as a towel, poor boy. That Auto Union was so big, 16 cylinders, very hard to drive, it was a terrible thing, what run he did…. Guidotti, who now is dead, lived in Bellagio. Guidotti was a dear friend of mine and a good fellow.

We meet twice or three times a year with him and some other friends of mine. He told me these stories.

In the turned off light story the couples were Varzi-Bignami and Nuvolari-Guidotti. Well, nothing to be too happy about it! To be honest I remember all these old things but if you ask me what I had for lunch, I have to think about it twice and it is not easy….

Tenni, you know that Tenni run with the cars. Bertocchi when he go out with Tenni the first time, put a big button that connected to the ground the starter, he smiles because if something happened he would have pushed the button.

Bertocchi said that Tenni was terrible; Tenni was simply Tenni.. In Milan they built a circuit around the Arena between the arena and the Park. Maserati came with the and Tenni did about ten rounds testing the cc and he already took away all the straw balls!!! Thus they made him run with the cc he smiles. I remember he had the 4 cylinders and there was Trossi with the new 6 cylinders.

Trossi won but Tenni was just there immediately behind. Omobono… always running… With cars too he was irreducible…. GCC we were able to make the world champion on weighting kg more or less. That was the motorbike I loved the most, because it was complete. The engine had 38 HP and it run against Gilera four cylinders cc. Now, listen… Here, the episode! You know the famous rumours where in in a race at Monza during the tests the four cylinders Gilera broke?

When the race ended the motorcycle stopped at Lesmo, before the finishing line and it went straight in the direction of Arcore and nobody saw it anymore! Nobody doubted about that race, but I received a letter signed by a person from Arcore saying that the motorbike was so and so… It was a signed letter. The advantages you get with the wind gallery are pretty straight-forward advantages: They cover the aileron in the front for the picture on the Gazzetta dello sport an Italian sport newspaper NdT then when all people sees it, if they think it could be an advantage, they will copy it.

At this point we end the interview. I thank him and I ask for an autograph on the first page of my workbook. It is still raining. A man who used to joke with Carlo Guzzi, who disagreed with Omobono Tenni, who used to go out for lunch with Guidotti who talked with him about Nuvolari and the Mille Miglia… And he talks to you about that, as the simplest thing, as it has happened the day before… I feel I talked with a piece of History itself, I had glimpses of a spirit almost disappeared nowadays.

I find myslef thinking about Carcano refusing the offer from Count Agusta. Because of the rains and the cats he had in Mandello…. I am soaked under the rain and I cannot help smiling. It was the passion that made him refuse that offer, surely not the climate…. We pass by the liberty-style ferry dock at Mandello, I still hear the Ingegnere talking about designing the V8 or the V90 as a pretty simple thing, suggesting a three cylindres diesel engine as an obvious design.

Aldo e sua moglie Terry. Eravamo finalmente arrivati, sotto una pioggia implacabile. Tra i viottoli della vecchia Mandello, in riva al lago, ci ritroviamo in un cortiletto senza tempo. La leggo, e mi perdo una sistole: O sarà tutto troppo banale per uno che avrà già rilasciato centinaia di interviste?

Ho bussato, e ci ha aperto un signore alto, appena curvo sotto il peso dei suoi novantatré anni, con tanti capelli bianchissimi. Ci fa entrare nella sua sala da pranzo, di quelle con il marmo a rombi per terra ed i mobili di altre epoche, dove sembra che il tempo passi senza intaccare nulla.

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