Moto Guzzi V7 III Limited - Presentation (4 of 5 ), Moto Guzzi V7 III, V9 & V85 TT

This article continues my previous part 3, 
https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-3.html

   With the Moto Guzzi V7 III the manufacturer not only pays honor to their own most important motorcycle, the original V7, more than 40 years ago but also continues their path to become a force to be recognized with on the motorcycle market.

Moto Guzzi V7 III Limited 

   From the outside this 'small' motorcycles did not seem to be changes noticeably on their way from Mark I to the current Mark III but under the tank the engine developed quite substantial. The first generation had 48.8 HP with a torque 58 Nm @ 5,000 RPM, the 2nd generation 50 HP and a maximum torque of 60 Nm at 2.800 rpm (!), the current V7 III 52 HP @ 6200 rpm, 60 Nm torque @ 4900 rpm despite tighter restrictions on emission standards in Europe!
   It is great that a company does not throw new motorcycles on the markets now and then but tries to make existing models better or, as I would say, rather make an evolution than a revolution. Consulting my dictionary 'evolution is a process of gradual change that takes place over many generations, during with species slowly change some of their characteristics'. With the V7 III the manufacturer is doing just that...
   Not only are there currently several V7 III models to choose from. Because 'every bike is different, every biker is unique' Moto Guzzi itself offers a wide range of accessories or, as they say, 'infinite ways to customize your bike'.

Windscreen, Side Covers, Real Leather Seats on a Moto Guzzi V7 III from the Original Catalogue

   The Italian manufacturer goes as far as creating their own Moto Guzzi Garage (http://www.motoguzzi.com/en_EN/accessories/) where interested people can 'Discover the world of Moto Guzzi Accessoires, designed specifically to enhance your bike and your riding experience.' This homepage gives not only fans of the Italian brand some ideas but everyone interested in customizing or just dreaming about your next motorcycle.

   The brand Moto Guzzi is with the V7 III on a good way and found with this motorcycle it's own unique niche in the hard fought motorcycle market. Like my blog on MV Augusta the manufacturer can not only survive on its on history but has to evolve to stay in the future. 
   
Outlook of Moto Guzzi
   Like the original 700 cc engine followed the 850 cc engines in the 1970s and 1980s; today the company follows with the V9 the same steps. It has a 853 cc engine, a reminder to past. The bigger of the smaller Moto Guzzis is currently available in 3 different models, the V9 Roamer, the V9 Bobber and the latest V9 Bobber Sport.

Moto Guzzi V9 Bobber Sport

   The same 853 engine is used in Moto Guzzi's newest creation, the V85 TT, designed to 'Awaken your urge of Travel!' The introduction of this motorcycle 'dedicated to travelling in its purest form' would carry this blog too far away, but one teaser will show the potential of Moto Guzzi even after its nearly 100 years of history! I wish them well...

Moto Guzzi V85 TT 'La Prima Classic Enduro''

(to be continued @ https://gerdiwanninger.blogspot.com/2018/12/moto-guzzi-v7-iii-limited-presentation.html)

Disclaimer: all material based on MV Agusta's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

Moto Guzzi V7 III Limited - Presentation (3 of 5), V7 I-III Engine, V7 III Carbon, Rough, Milano, Stone, Special

This article continues my previous part 2, https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-2.html

   Moto Guzzi reintroduced the name 'V7' (Mark I) as Classic in a retro-styled 'small' motorcycle in 2008. The 744 cc OHV air-cooled engine was not a downgrade of a larger engine but an upgrade from the smaller V50 which appeared already in the late 1970s. Competing with other retro bikes on the market, like the Triumph Bonneville, it had the disadvantage of only 48.8 HP (torque 58 Nm @ 5,000 RPM) by a dry weight of 182 kg. 2009 saw the introduction of the V7 Cafè, a sports variant of the V7 to join the existing Classic. Over 7,000 (!) examples of this first generation were sold worldwide between 2008 and 2011.

   For 2012 the V7 (Mark II) received a major makeover with a notable power increase of 12% to 50 HP and a maximum torque of 60 Nm at 2.800 rpm (!). This V7 was a completely new bike, more powerful, faster, thriftier, more ecological, better refined and more comfortable than the previous version. It was available in the three versions: V7 Stone (entry level), V7 Special, V7 Racer.

The 2012 V7 (Mark II) line-up with the V7 Racer, the V7 Special and the V7 Stone
(from left to right)  

    To celebrate the 50th year of the introduction of the original V7 Moto Guzzi presented the V7 III (Mark III) in 2017. The power has increased to 52 HP @ 6200 rpm, 60 Nm torque @ 4900 rpm by a weight of 189-193 kg depending on the model.
   The homepage of www.motoguzzi.com there are now seven different Moto Guzzi V7 III models including the mentioned Limited:

- The Carbon, 'Built in Limited and Numbered Production'

has a completely matte black look, a shade that enhances the parts in red, the color chosen for the Brembo front disc caliper, the logos on the side fairings and the Eagle on the fuel tank. The 'Made in Mandello' mechanics also stand out thanks to the satin finished red cylinder head covers. The saddle (dedicated only to this model, as it is with the others) boasts brand new water repellent Alcantara®, ideal for outdoor use and weather resistant.

- The Rough, 'The Stylish Country Dweller'

Character and authenticity are the defining traits of the V7 III Rough, a bike which takes the Moto Guzzi urban / country spirit to another level with its aesthetic and functional touches. The knobby tires mounted on spoked rims emphasize the urban country look and make it tough enough to even take on light dirt roads. But, with its meticulous styling details, it can also more than hold its own among city slickers.

V7 III Rough

- The Milano, 'Born for the City Catwalk'

To be truly great, you have to know how to move with the times and the V7 III Milano has embraced this philosophy fully, combining classic elements from the V7 III Special with the best of modern materials. A retro dual-dial instrument panel, the chrome exhaust and passenger grab handle and the glossy tank colors are perfectly offset by the aluminium fenders and side fairings. The result is an eye-catching, seductive siren.

V7 III Milano

- The Stone, 'Discover it'
   now has stronger and more personal aesthetic connotations than its predecessor. Eclectic and essential, it foregoes any chromium parts, embracing the darkness of its matt black paintwork that goes well with the graphic dedicated only to the V7 III Stone of the saddle, fitted with a passenger grab strap. It is, however, available in other attractive, satin finish colours inspired by typical '70s shades: Nero Ruvido, Azzurro Elettrico, Verde Camouflage and Giallo Energico. The total “dark matt” look characterizes the V7 III and distinguishes it from the other versions, but that is not the only difference.

V7 III Stone in Nero, Verde, Azzurra, Giallo

- The Special, 'Classic and Elegant'

   is the one that comes closest to the spirit of the original model. Classic and elegant, it has numerous chromium parts and decidedly bright graphics. Like the famous 1975 V750 S3, it has the typical colored stripe on the side panels under the saddle that complement the matching colored horizontal bands on the tank. The spoked wheels have polished channels and black hubs; the instrumentation is made up of dual circular displays and the chromium plated steel passenger grab handle comes standard. V7 III Special also boasts a saddle with “old school” stitching, elements that highlight its classic and elegant roots. Unlike the Stone and the Racer, the V7 III Special and Anniversario have fork stanchion protectors instead of dust boots. The available color schemes are also new: Nero Inchiostro, Blu Zaffiro.

V7 III Special

(to be continued @ https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-4.html)

Disclaimer: all material based on MV Agusta's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

Moto Guzzi V7 III Limited - Presentation (2 of 5), Moto Guzzi Ownership, V7 History, 850 Le Mans

This article continues my previous part 1, https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-1.html.

    

Moto Guzzi V7 III Carbon (from Moto Guzzi’s homepage)

Ownership
   In 1964, similar to my previous blog on MV Agusta, with the death of the founders Moto Guzzi fell into a serious financial crises. Emanuele Parodi and his son Giorgio died, Carlo Guzzi had retired and died on 03 Nov. 1964. Enrico Parodi, Giorgio's brother, became the director of the company.
   In Feb. 1967 SEIMM (Società Esercizio Industrie Moto Meccaniche), a state controlled receiver, took ownership of Moto Guzzi. De Tomaso Industries Inc. (D.T.I. Group or DTI), manufacturer of the De Tomaso sports and luxury cars, owned by Argentinian industrialist Alejandro de Tomaso, purchased SEIMM (and thereby Moto Guzzi) along with Benelli and Maserati in 1973. Under Tomaso's stewardship, Moto Guzzi returned to profitability. 
   Still under the De Tomaso umbrella Benelli and SEIMM merged to create Guzzi Benelli Moto (G.B.M. S.p.A. ) in 1988. During this period, Moto Guzzi existed as an entity within the De Tomaso owned G.B.M., but in 1996 celebrated its 75th birthday and the return of its name to Moto Guzzi S.p.A. In 1996, De Tomaso became Trident Rowan Group, also known as TRG.

   Under the helm of Ivano Beggio, Apilia S.p.A. acquired Moto Guzzi S.p. A on 14 April 2000. The arrangement would remain short-lived, as Aprilia itself stumbled financially. Ducati Motor Holding again made an offer for Moto Guzzi during Aprilia's financial difficulties (wikipedia).
   On 30 December 2004 Moto Guzzi became a part of the Piaggio Group (chairman and managing director Roberto Colaninno), the European leader in the two-wheeler market and one of the world's major constructors in the sector.

Motorcycles
   Moto Guzzi is synonymous with the 90° V-twin engine, combined with the longitudinal crankshaft. The original V7 (1967) had a 703.3 cc motor was increased to 757 cc, the original 40 HP to 45 HP and released in the V7 special in 1969.

V7 California 
   In 1971 the V7 Special/Ambassador (discontinued the same year) and the V7 California was introduced, with this version one of the greatest Moto Guzzi success story was written. The California was the Americanized version with a protective windshield in front of Western bars, comfortable buddy seat, carrier & panniers, front and rear crash bars, chrome plated mudguards. In 1972 the V7 California continued but increased to 844 cc and a five speed gearbox.

Moto Guzzi 850-T3 California
https://www.autoevolution.com/moto/moto-guzzi-california-850-1972.html

V7 Sport

   Also in 1971 the Moto Guzzi V7 Sport was introduced, Based on the V7 Roadster but with a new tight double-cradle frame in chrome-molybdenum steel and clip-on handlebars it can be said this bike was the first Moto Guzzi Café Racer. The V7 Sport (748.3 cc, 52 HP, 200 km/h, 200 kg, 5 gears) was lighter than the standard V7, handled well and proved to be a popular model. The bike took part in endurance races like the 'Monza 500 kilometers' or 'Le Mans' and 'Liege 24 Hour' trials. With the arrival of the increased V850GT the successful V7 Special was retired in 1973. The bike was dubbed the 'most famous Italian sports bike of the 1970s'. 

Moto Guzzi V7 Sport 

wide.piaggiogroup.com

   In 1976, Guzzi released the 850 Le Mans, a cafe racer that was a stylistic masterpiece. A marketing success that would compete with o s, it spawned four later models from Mark II to its culmination in the 1990s, the Mark V (wikipedia).

Moto Guzzi 850 Le Mans
http://www.bikeexif.com/moto-guzzi-850-le-mans

(to be continued @ https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-3.html) 

Disclaimer: all material based on MV Agusta's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

Moto Guzzi V7 III Limited - Presentation (1 of 5), Moto Guzzi V7 III Limited, Moto Guzzi History, Moto Guzzi Racing

“Reminiscent of the purest Classic World”

Moto Guzzi V7 III Limited

Moto Guzzi V7 III Limited from www.motoguzzi.com

   This shiny beauty ‘combines the classic and elegant chromium look with refined hi-tech materials such as carbon fiber and aluminum’. But as an exclusive limited edition version of just 500 numbered units it might be possible that you are too late to grab one...

   The name 'V7' has for Moto Guzzi a very significant meaning. At the end of the 1960s the manufacturer represented its first 90° V-twin with the engine's transverse cylinder heads projecting prominently on either side of the bike - the trademark of Moto Guzzi motorcycles until today. The air-cooled 703.3 cc V-twin delivered its 40 hp over a longitudinal crankshaft to the rear wheel. The whole motorcycle was designed to win a competition sponsored by the Italian government for a new motorcycle for Italy's Highway Police.  

Current Moto Guzzi V7 III (left) and original Moto Guzzi V7 from the 1970s (right)

from www.motoguzzi.lv

   Not many people know that the Moto Guzzi wings span already over a period of nearly 100 years and is the oldest European manufacturer in continuous motorcycle production. The company "Società Anonima Moto Guzzi" was constitued for "the fabrication and sale of motorcycles, and all other activities pertinent or correlated to the metalworking and mechanical engineering industries" on 15 march 1921. The partners were the renowned Genoese ship owner Emanuele Vittorio Parodi, his son Giorgio and his friend Carlo Guzzi. Guzzi was a former comrade of Parodi in the Italia Air Corps. So was another friend, Giovanni Ravelli, an aviator who died during a test flight on 11 August 1919. In memory of this friend the spread-winged eagle motif in the Moto Guzzi badge was chosen.

   The company's first motorcycle was the legendary 8 HP Normale, a 500 cc single- cylinder with 8 HP in 1921 (www.firstversions.com). This was followed by successful models such as the 1928 Guzzi G.T., dubbed “Norge” to commemorate the expedition to the Polar Arctic Circle, and the Airone 250 (1939), which remained Italy's best selling medium capacity motorcycle for over 15 years.

   In the meanwhile, the marque also notched up numerous racing successes. The first was in the prestigious Targa Florio in 1921, which marked the beginning of an impressive succession of victories: up until its withdrawal from motorsports in 1957, Moto Guzzi accumulated an enviable collection of accolades including, among other titles, an astonishing 14 world GP championships and 11 Tourist Trophies. 

   The peak development during Moto Guzzi's racing era was obvious the Moto Guzzi V8 or the Otto ('8' in Italian) motorcycle. This unique and historically significant engineering milestone had a liquid cooled 4-stroke DOHC V8 (!) engine with 499 cc, fed by 8 (!) Dell'Orto 20mm carburetors. The engine weighted only 45 kg by a total weigh of 148 kg for the whole motorcycle. The 78 hp at 12000 rpm were so powerful that the tires, brake and suspension technology lagged behind. The riding of this beast was so very dangerous that many professional riders crashed. For the 1957 season no one was willing to ride this bike before further developments and changes were made...

Moto Guzzi V8 with its characteristic fairing (photo from Wikipedia)

(to be continued @:

https://gerdiwanninger.blogspot.com/2018/11/moto-guzzi-v7-iii-limited-presentation-2.html)... 

disclaimer: all material based on Moto Guzzi's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers are more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

MV Agusta Superveloce 800 - Presentation (2)

this is a follow-up of my first part: https://gerdiwanninger.blogspot.com/2018/11/mv-agusta-superveloce-800-presentation-1.html


"History is a reflection of time, formed by memories" 

MV Agusta Superveloce 800

MV Agusta Superveloce 800, Photo from MV Agusta's homepage

The MV Agusta Superveloce 800, in concept form, made its debut at the EICMA Milano Motorcycle Show 2018 and will be produced in the 2nd half of 2019.

Engine and Chassis Specifications:

MV Agusta did not release many technical details but from the pictures there are, of course, some clues. The engine, as the name 800 suggests, will be based on the MV Agusta's F3 800 3 cylinder, 798 cc, 148 HP in Euro 4 engine and will be controlled by a 'Ride by Wire' throttle and have a wet, multi-disc slipper clutch.

The frame will feature the same the ALS Steel tubular trellis type, a Marzocchi ‘Upside Down’ telescopic hydraulic fork in the front and a single progressive Sachs shock absorber in the rear.

Photo from MV Agusta's homepage

Design features based on MV Agusta's own release

The color scheme is in traditional red and as a contrast a lower fairing in silver. But looking closer the red has a distinguished 'metallic' contents which gives it a noble touch.   

The carbon fiber (!) fairing envelopes the sleek and functional forms of the engine and frame like a second skin. The upper fairing, with its classic cut lines, makes tribute to the nineteen-seventies, highlighted by the yellow color of the Plexiglas windscreen and the headlight unit. The latter is a technologically advanced twin-function full LED poly- ellipsoidal.

The lower silver fairing has from the front a clear hint to 'aerodynamic' fairings popular with current MotoGP motorcycles.  

The daylight running light, LED, is built into the cover of the new instrument cluster. 

The elusive, lightweight and minimalist tail fairing rests on a new sub-frame allowing the user to transform the bike from a single seat to a dual seat version. One of the defining details is the new circular LED tail light unit, elegant, and distinctive.
The only thing which I don't like is the leather strap on the tank. It looks like a 'forced' effort to connect the 'old' with the 'new'. As the whole motorcycle is not the final production model it might be possible that the leather strap does not make it into the final bike.  

Photo from MV Agusta's homepage

Some thoughts:
   I think the Superveloce 800 (veloce: played at a fast tempo) is a bold and beautiful move from a small manufacturer like MV Agusta. Only with history the company could not sell motorcycles but would be out of business long time ago. But with new and bold interpretations of their own rich history, the right quality and a reasonable price this kind of motorcycles could push this marquee into a very bright future.

   
The Future of MV Augusta:
   Another attest to a positive outlook of MV Agusta's potential is the F4Z, a project commissioned by a Japanese client from the designers Zagato based on the iconic MV Agusta F4.

F4Z, Photo from MV Agusta's homepage

   I wish the Italian manufacturer well; a good direction is embodied in the Superveloce 800. Count Domenico Agusta would be very proud indeed...

disclaimer: all material based on MV Agusta's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

MV Agusta Superveloce 800 - Presentation (1)

   

   Surfing the internet I came across the new motorcycles for 2019. Among the machines one particular motorcycle from Italia in an astonishing traditional red and silver paint shop immediately caught my eyes – the MV Agusta Superveloce 800.

MV Agusta Superveloce 800 from MV Agusta's Official Homepage

   Nearly every motorcycle manufacturer has a modern ‘retro’ bike in its portfolio, if it is Triumph with their Modern Classics Street Twins (7 different models!), BMW R nine T variations, Kawasaki Z 900 RS and Cafe models; the list seems to be endless.
   Strange, like the 1970s, they heyday of the super-bikes, some characteristics in these classics remain even after all these years: the design philosophy. While one of MV Agusta's obvious competitor, the BMW R nineT Racer, which also has fairing, remains very coarse (rough) compared to the new Superveloce 800. From the design the Agusta seems sleeker and much more refined. 

   A bike like the MV Agusta I would place on a turntable in my living room not only to be shown to my dear friends but also to discuss the design clues found on this bike. Or enjoying a fine glass of wine while admiring the 'art of motorcycle design'.

BMW R nineT Racer from BMW's Official Homepage

   It might be possible that younger readers are not familiar with the Italian brand MV Agusta, therefore I would like to introduce the company.    
   MV Agusta, originally Meccanica (Mechanics), Verghera (a small town, where the first MVs were made, in the municipality of Samarate, in the province of Varese, region Lombardia) Agusta, was formed as an offshoot of the Agusta aviation company formed by Count Giovanni Agusta on February 1923 near Milan in Cascina Costa, Italy. The Count died in 1927 and left the company in the hand of his wife and his sons.

   To save the jobs of the employees and the obvious need for cheap transportation in Italy the Count Vincenzo and his brother Domenico formed MV Agusta after World War II. 

MV 98, MV Agusta's first Motorcycle in 1945 (from MV Agusta's Official Homepage)

   Both of them were passionate about racing and in 1948 entered the Italian Grand Prix on a 125 cc two-stroke engine. Franco Bertoni won in Monza and put the manufacturer on the map. Other races were won and finally in 1952 the Britain Cecil Sandford made the dream of the 1st world championship on a MV Agusta 125 Bialbero come true. The winning streak continued with world championships in all four GP classes: 125 cc, 250 cc, 350 cc and 500 cc. 
   The secret was that Count Domenico Agusta had a sense for hiring the best engineers like Arturo Magni (1925-2015) who was fundamental in developing the brand's 350 and 500 cc three cylinder GP engines and, the pinnacle of MV engineering, the four cylinder engines, which led the marque to 17 (!) consecutive 500 cc world championships (1958-1974). Racers like Phil Read, Giacomo Agostini, Mike Hailwood, John Surtees were world champions on MVs.

Giacomo Agostini (shown in a photo from 1965) won 311 races, incl. 125 World Championship events, 10 Isle of Man's TTs, 13 World Championships and 18 Italian Titles.

(from MV Agusta's Official Homepage)

   Unfortunately, like many other Italian manufacturers, with the death of Count Domenico Agusta (28 Feb. 1907 - 2 Feb 1971) the company lost its heart and soul. At the end of the 1976 season the company unfolded its racing department after 270 Grand Prix Motorcycle races, 38 World Riders' Championships and 37 World Constructors' Championships.

   MV Agusta was forced to look for financial partners; EFIM (Ente Partecipazioni e Finanziamento Industria Manifatturiera) demanded that the company has to sell off the ir motorcycle business to be consolidated.

   What followed could be described as a voyage of the marquee between different owners. In 1991 Cagiva, another Italian motorcycle manufacturer, purchased the MV Agusta name and trademark and introduced the 1st MV Agusta motorcycle in 1997. 1999 the Cagiva group was restructured with MV Agusta as the main division comprising Cagiva and Husqvarna, a Swedish off-road motorcycle manufacturer. Heavily in debt, the company was bought by the Malaysian car maker Proton in 2004 which sold MV Agusta to GEVI spa, a Genoa based financing company in 2005. Husqvarna was sold to BMW. On 08 Aug 2008 Harley Davidson announced 'the completion of the privately-held Italian motorcycle maker MV Agusta. The company has acquired 100%..." On 06 Aug 2010 'Harley Davidson, Inc. has concluded the sale of its subsidiary, MV Agusta, to Claudio Castiglioni and his wholly owned holding company, MV Agusta Motor Holding, S.r.l., effective today.'

   The owner Claudio Castiglioni announced a long term partnership with the brand and the acquisition of a 25% stake with Mercedes-AMG on 31 Oct. 2014.

   Hopefully the company will not be sold to investors from the Mainland China who stick Italian brand names (Benelli, Moto Morini) on their bikes. I hope MV Agusta keeps innovating exciting Italian products to consolidate their business. 

MV Agusta Brutale 1000 Serie Oro, voted 'Most Beautiful Motorcycle of EICMA 2018'

(continued @ https://gerdiwanninger.blogspot.com/2018/11/mv-agusta-superveloce-800-presentation-2.html)

Disclaimer: all material based on MV Agusta's homepage, otherwise specified! I am not endorsed by anyone, subscribers or followers more than welcome! If not convenient to subscribe here I've started my own homepage @ https://gerhardwanninger.wixsite.com.

Fighting the Cobbles - My trip to Belgium in 2018, Part 31 - In Louvain-la-Neuve - Musée Hergé

This blog continues the previous Part 30,
https://gerdiwanninger.blogspot.com/2018/11/fighting-cobbles-my-trip-to-belgium-in.html

Thursday, June 28, 2018

   

“by believing in his dreams, man turns them into reality”

Hergé, Belgian Cartoonist

   Standing in front of the Musée Hergé, or Hergé Museum, let me realized that this building contained one of the dreams why I came to Belgium at the first place. 

   Coming from a broken family cartoons have been a very important part of my life from a young age. My father was a trucker and one of his jobs was to be courier for printing houses in Germany. All international cartoon publishers had their character licensed to the German-speaking countries (Germany, Austria and Switzerland) and many companies were based in the largest market of them, at that time called 'West Germany'. From some tours my father brought all kind of magazines with different contents from gossip to literature, from children, youth and adult entertainment and everything in between. I was a time before the internet and smart phones and people bought magazines and dime novels on newspaper stands for entertainment.

   When I was small my father told us that these magazines and 'Mickey Mouse booklets', how non-English speaking Germans called comics in general, were "gifts from customers". Unfortunately during some of my trips during boring summer holidays with him I've discovered that these were 'forced' gifts, 'stuffed under the jacket' during a visit of the warehouse and I was pressed 'to cooperate' as a child! 

   We children would read the comics in our rooms and later, due to high quantity, stored them in the basement. Some of these cartoons were for very small children, some just plain fantasies but some represented actually art by itself. Marvel was from the visual point of view a 'must' but I was also very much interested in historically based comics (like Asterix) or general in the 'foreign' world, something my parents as good Nazis never quite understood.

   Comics were a way of 'small escape' from my world dominated by an alcoholic male Nazi and a very restrict female Nazi, both of them created a very violent family atmosphere.

Inside the Musée Hergé

   When I went through the main gate of the Hergé Museum (inaugurated in 2009) I stepped into a big bright hall, or ‘Atrium’, as the museum calls it, with a reception desk in its center. The employees were very friendly; one of them had recently visited Berlin and was enthusiastically telling me about the 'kind' Germans. It was nice to hear that and quite a difference from the very disturbing German Neo-Nazi news on TV. The ticket of Euro 9.50 included a free Audio-Guide which I used extensively.

    First I had to lock my trusted ‘sports bag on wheels’ in a large locker, the money was returned to me later. First I went to the very clean toilet and was ready to explore!

   Hergé was actually born as Georges Prosper Remi (22 May 1907- 3 March 1983) but adapted later his pen name. He was a Belgian cartoonist best known for creating the ‘Adventures of Tintin’, a series of comics with are considered one of the most popular in the 20th century.

   The museum has three levels; the real visit begins at the top level by taking an elevator and enjoyed the clear layout of the atrium. There are rooms explaining Hergé’s family background, his education, his career, his working environment and many details about his works beside ‘Tintin’ I was fascinating to see some of his private and working material, from his own Leica with his private photo album to his office desk.

Cabinet with Leica and Private Photo Album

   There were many details of his research to the different comic stories, the many places he visited and the news inspired the ‘Adventures of Tintin’. Hergé wanted to be a reporter; the dream came true in his creation. “Tintin is me wanting to be heroic and perfect…” “Tintin is me… my eyes, my feelings, my lungs, my guts!... I believe I am the only person able to animate him, the only person able to give him a soul.” (Hergé)
   Back to the 1st Level there are also temporary exhibitions, a bookshop with memorabilia, which I visited, and a restaurant. 
   Everything great comes to an end one time and I was surprised that I spent over two hours (!) in this museum on my own! I felt a little sad to leave this place. I returned my Audio guide, visited again the free and very clean toilet, and took my luggage and some last pictures from me and Tintin from the outside of the glass door.

Byebye, Tintin!

(to be continued@
https://gerdiwanninger.blogspot.com/2018/12/fighting-cobbles-my-trip-to-belgium-in.html)

Disclaimer: I traveled Belgium by myself, I am not sponsored by anyone. Interested subscribers and/or followers in traveling an in this small but beautiful country are more than welcome! If not convenient to subscribe on Blogger.com, I've started my own homepage @ https://gerhardwanninger.wixsite.com/travel