Those familiar with Guzzi’s big-valve 949cc twin will recognize many of Agostini’s specifications. Per Hovath, the stock 850 top end was removed and in their place 88mm Nikasil-bore Gilardoni cylinders with 10.8 Gandini pistons. Horvath and Gahan swapped the stock heads with parts reworked using 46.5/40mm inlet and exhaust valves, stronger springs and special porting. 40mm PHM DellOrtos attach via custom manifolds and opposite, 40mm headers mated to Lafranconi Competizione silencers. Agostini’s P3 cam is altogether more aggressive than Guzzi’s racing B10, that spun by Agostini’s three-piece gearset. A spacer fits between the sump and crankcase to lower oil temps and prevent the crank’s counterweights from drafting lubricant. Marzocchi shocks and Duilio’s rear-sets fill out the build, but the aerodynamic efficiency of Agostini’s endurance-spec fiberglass fairing is made even more profound when pushed by a hearty (claimed) 82-HP @7500 RPM, per Guzzi’s official literature.
Meet an Owner: Carsten Tegeler – 1980 Agostini-DMB V1000 II
At 130-mph, the scenery between Frankfurt and Mainz blurs into walls of solid green. Sitting up the engine’s top-end clatter gets lost in the howling wind, but ducking behind it reappears to join the amplified blare of twin Lafranconis. At home on the Autobahn, Agostini’s V1000 Le Mans II is fast company – composed and confident. “I was disappointed at first,” admits owner Carsten Tegeler. “There was an adjustment process coming off a Monza 500 twin. Some Guzzi friends said the Le Mans would take practice and it’s true. You don’t change it, it changes you.”
Sold new as a DMB V1000 Le Mans II by Carsten’s friends at the Bielefeld dealership, three previous owners rode and enjoyed this DMB V1000 before Carsten spotted it in the small ads, circa 1986. “A dual seat and Koni shocks had been added, but otherwise it was in original Agostini tune” recalls Carsten, who refit the solo seat. “At one point it was sent to Alfred Bajohr, a famous Ducati and Guzzi tuner in Germany, so that explains the dual plug heads and two lead coils. It also came with a 38mm exhaust, but I never put it on.” Sparking interest in fast Moto Guzzis with impressive race wins, Bajohr is credited as a key figure behind DMB’s decision to commission the 1000cc Le Mans. “The larger engine does make more horsepower than a normal Le Mans 850II or III…even more than a standard 1000 IV, as long ago we tested it at a sprint contest.”
The long ownership has given Carsten a few preferences, like ditching the OEM Pirelli Phantoms for Metzelers. “The Pirelli is fine for sunny days, but the Metzeler is good rain or shine. Yet another great suggestion from my Le Mans friends. I can’t say enough good things about the ME33/99 combination for this bike.” Even in modified form Agostini’s leaned-on V1000 Le Mans remains a low stress classic…impressive, given the usual worry of riding precious exotics. This is a bike for riding. “Unlike some, I believe Moto Guzzi’s integral brakes are a wonderful invention; great for braking around curves. During spirited cornering, the Le Mans maintains a greater amount of poise when the unexpected happens”.
With decades of memories to choose from, it might be difficult for Carsten to pick a favorite. Then again, the Agostini signatures on the fuel tank of Carsten’s still rapid V1000 might give a clue. “In 1988 I planned a trip to Mandello Italy and during my visit, the bike takes fire (gasoline and sparkplugs do not mix outside of the engine) so I take it to the Agostini garage. There, I have a chance to meet the man who built my bike, so I asked him to sign the tank. Pleased and flattered I’d come so far, Duilio Agostini himself explained that sixty bikes had been built on the M.k. II base and a hundred more on the M.k. III, all for the German market. I was the first owner to bring one back. Two years later some painting had been done and the name disappeared, so I visit Duilio again and ask him again to sign…this time on both sides! Daughters Lindy and Alis were so friendly and helpful. Alis is truly gracious, kind, and adored. Today, this bike honors a great man, Duilio Agostini and his family.” Nolan Woodbury
1980 V1000 Le Mans II DMB/Agostini
(Per DMB literature)
Engine:
942cc VE-code OHV 90-degree 2v twin
Bore/stroke: 88 x 78mm
Five-speed, shaft drive.
Tuning:
Two PHM 40mm Dell’Orto on custom intakes, oversize valves, heavier springs, Agostini P3 camshaft, Ergal gear drive, 40mm performance exhaust, Agostini frame breather.
Chassis:
Steel tube cradle w/ detachable side rails, Moto Guzzi 35mm forks and Marzocchi/AG Strada shocks
2.15 x 18” FPS cast aluminum wheels
Details:
Agostini full fiberglass fairing, Agostini rearset controls, special badges. and Agostini V1000 Le Mans graphics package.
Wet weight: 500-lb
Top speed: 136.7 MPH (claimed)
Photos: Alis Agostini, Carsten Tegeler, Peter Hovath, Motorrad, Cycle Guide, Bill Ross, Joe Caruso
