Horex VR 6 (1)

Hello,

  As a fan of motorcycles, I am very interested in niche products and curious about enthusiastic companies starting new ventures and dare to shake up the status quo. One of these most interesting companies for me is Horex, a German manufacturer producing motorcycles with an extremely compact built six cylinder in 'VR' arrangement. 
   Their latest model is the Horex VR6 Raw in the 'deepest' black glossy or matt color available. With extremely light aluminum wheels the dry weight is 200kg - for a motorcycle with a 1218 cc six cylinder engine a very reasonable weight indeed.  

Horex VR6 Black Edition, http://www.horex.com/en/models/horex-vr6-black-edition/

   The origin of this true manufacturer dates back to 1920 when Friedrich Kleemann (1868-1949), financial manager at Rex Konservenglas Gesellschaft (preservative jar manufacturing company) in Bad Homburg (Germany) purchased Columbus Motorenbau AG, a small motor factory in Oberursel, right in the neighborhood of the mother company. 

   In 1923 the Horex Fahrzeugbau AG was founded and developed a range of models with single cylinder Columbus engines from 250 cc to 600 cc. In 1933 two parallel-twin models were added; the 24 hp 600 cc S6 and the 30 hp 800 cc S8, both with chain-driven OHC valve gear (Wikipedia). Due to the high price and some engine problems, there were only very few sold of both models.

Horex S8, http://motos-of-war.ru/en/motorcycles/horex-s8/

   World War II interrupted the motorcycle production for civil use but in 1948 Horex resumed its output with a 350 cc single cylinder model named Regina. It featured a 342 cc air cooled OHV single cylinder with 18 hp @ 5,000 rpm.

Horex Regina

https://www.motorcycleclassics.com/classic-german-motorcycles/horex-history-more-than-singles

In 1955 Horex added a 500cc OHC parallel-twin which was called the Imperator.

(to be continued)

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.

Fighting the Cobbles - My trip to Belgium in 2018, Part 29 - Leaving Wavre

This blog continues the previous Part 28,
https://gerdiwanninger.blogspot.com/2018/10/fighting-cobbles-my-trip-to-belgium-in_17.html

Thursday, June 28, 2018

   

'People who wander are nicer to be with. Movement militates against hoarding possessions and against bigotry, because you are constantly moving across boundaries and having to negotiate with people.'

Robyn Davidson, Australian writer

   Most historical towns in Europe are designed in a very similar fashion; the oldest part is an island, governments protect the building, on the outside nothing can be remodeled in a different way than the previous version. Unlike the USA this let European towns stay the way they were even some several hundred years ago. In Germany some cities even rebuilt the city centers as they have been before being bombed thru the II. Word War. Wavre in Belgium is no exception to this rule. Once leaving the historical town center I was faced with the modern amenity: the car. I left the quiet and peaceful town behind me and had to cross a very busy road right in front of me.

   The road I chose was the Chaussée de Namur. The wide road was leading me uphill, between some houses I slowly passed the first companies. One interesting was Vanesse Moto Kawasaki Wavre, a dealer of motorcycles. 

   The 1970s was the pinnacle of the superbikes; when the Japanese big four manufacturers tried to topple each other with bigger & faster machines. The Honda CB 750 four started it all, later followed by the Kawasaki Z1, the original Honda Gold Wing, Suzuki GS 1000 etc. In the window of this dealer was a brand new Kawasaki Z 900 RS Cafe Racer, a homage to the original Z1 in the 1970s when this motorcycle was a dream in design and performance. 

Window of a Kawaski Candy Dealer with the Shadow of a Tourist watching...

   I continued to follow the Chaussée without motorcycle but on my trusted feet without pollution out of a pipe. The road became a much and therefore a much easier one to follow. The houses beside the road stopped and only some dried grass with wild yellow colored flowers became my companions until I crossed a bridge over the Belgian Highway A4.

Highway A4 near Wavre

   After this bridge I came to a fire station. When I stopped for a moment to take a photo from the outside of the building a window was opened and two guys invited me in to take some photos inside the building.  

   I followed their invitation and walked with my sports bag on wheel in the fire station and took some photos of the fire trucks and equipment. As I walked outside the 'chief' opened a glass window and talked to me while other firefighters had some fun in the background. 

   As a clearly identified tourist the fire chief asked where I come from. He told me that he went to Stuttgart several times for training and handover of new fire trucks. Some of their trucks are based on Mercedes Benz vehicles but made by a company called Ziegler, a German manufacturer specialized in firetrucks and equipment. He told me that they are not very busy fighting fires but worried about the dry weather and the heat - a great source of field fires. After a photo and some laughs it was time to continue. 

Wavre Fire Station - 

My Salute to those Men and Women risking their Life protecting and saving Others!

   After I left the fire station I came to a forest. Just when I arrived it at the intersection I've noticed a group of bike riders with two real police men riding on bicycles in the front of a group. They led a class of students on a bike tour.

   Passing the forest I came to the industrial area in a distance but still a part of the city of Wavre. The road was lined with different companies like plumbers and, not surprisingly, lined with some car dealers. One of them was a Ferrari Dealer, Francorchamps Motors Brussels. I crossed the road and checked it out. I was surprised to see so many Italian sports car lined under the open sky without any protection except yellow flags with the 'Prancing Horse' over large 'FERRARI' letters waving over them. I was also surprised that, while I was checking out the cars, no one came out, no one tried to hinder me or did something I would associate with an 'attack of arrogant behavior' which is very common in the the Far East.

   Once I wanted to open the door of a limited edition of a AMG C-Class in a Mercedes Benz car dealership in Taipei/Taiwan. It was locked and the sales man hurried over just to tell me that it could be opened for 'serious' buyers!

   It looks like in Belgium even Ferrari dealers are humans, a good news for tourists like me. One salesman even waved behind his office chair towards me while I took pictures of his beloved cars. I am convinced he would invite me for an Italian Espresso if I would dare to ask... 

‘Open’ Ferrari Dealership with a Tourist in a Window South-West of Wavre

(to be continued@
https://gerdiwanninger.blogspot.com/2018/11/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

Growing Up, part 10

A German Youth

Grown up in Germany in the 1960s and 1970s

   With the distance from home and the new beginning I've actively tried to find some new friends In secondary school. It did not quite work out to find 'true' friends but at least I've tried to put some steps out of the shadows of a broken family. I was still very cautious not to be trapped in false hopes and to give up my own opinion about what might be right and wrong. I did neither start drinking nor did something I thought would have serious consequences. I've tried to be responsible to myself and optimistic that one day I could brake free...
   Growing up alone 'without parents' had many disadvantage and uncertainties; it took many trials and errors to cover the mistakes of my irresponsible parents. As my beard was growing into a first fluffy mustache I've tried to shave it by myself. I used my father's cream, brush and razor and the result was - terrible. I cut myself several times but I took them as scarves of a teenager fighting alone with a never present father.
   Yes, a teenager should find his or her own way into society but it would be much easier if you don't have to do it all by yourself. My father was in charge to earn money, my mother in charge to spend money, nothing more. I don't remember that my mother ever gave me ever a hug, ever discussed anything or ever cared about me other than out of curiosity which she was excited to share immediately with her circle of friends. 
   A great subject of discussion was always my haircut. As I went to an Italian barber by myself, she found fault in whatever I've returned. I think it was not because of the haircut itself but she wanted to be in charge - her whole life. It might be part of lost youth without a father who was last seen during the Russian campaign, Operation Barbarossa, which was the code name of the Axis invasion of the Soviet Union on 22 June 1941. It is difficult to understand what's going on in the human mind or how different people deal with losses...
  From young I've tried to earn some money. My mother knew the caretaker of the school and, as my sister, I started to clean up in my former elementary school during the first days of holidays. It was a work of one week and paid very well for a 14 year old boy. As soon I've got the money I put in in my 'saving book'. A neighbor living on the 2nd floor delivered a paper once a week. As he grew older he gave me his route. To send the commercial newspaper I've spend three hours every Wednesday afternoon. The advantage of a confirmation in church is that relatives send you presents. As I've also saved some money by myself my parents agreed that I could buy a small 50cc motorcycle.
   This was the time when I've smelled true freedom for the first time. When my parents fought over nonsense I just jumped on my motorcycle and rode away. I didn't know anything about the movie 'Easy Rider' but I surely felt the same. In the beginning I rode with my friends but later mostly by myself. I could start and stop whenever I wanted, could eat whatever I wished and discovered many new routes on my own. I rode even during rain and snow, weather did not matter to me at all!

Rest on a motorcycle tour

   In the 1970s developed the disco music with something known as a synthesizer, 'an electronic musical instrument that generates electric signals that are converted to sound'. This created a new generation not only a musicians who did not even have to sing by themselves but also listeners who were open for simple dance beats. The Europeans had been very creative, the German producer Frank Farian formed Boney M, the Italian Giorgio Moroder produced Donna Summer, there was Dutch, French and even Spanish disco music. 
  The music was simple and the texts seemed to be written by a 3 year old. One example:

D.I.S.C.O [Repeat: x 3]

She is disco

She is D delirious
She is I incredible
She is S superficial
She is see complicated
She is O oh, oh, oh

(Ottowan D.I.S.C.O.)

   Not far from home we had a dance school teaching classical dance. Saturday evenings they had a disco for members. My friends learned classical dance and 'somehow' got me into the club. I was not very comfortable there because the music, which was not my taste and I even more disliked the people. They were, in my opinion, fake. From hair to clothes, from actions to behaviors it all seemed more a masquerade than a real pleasure. Each time I had to leave early because of a 'rule' of my mother; a rule which I was actually real glad about.  
   The rage was a new ice skating hall. Sometimes we just hang out. I was not very fond of the sport so we mostly watched others. Once a nice girl came along with a dog. While my friend was interested in her I very interested in the dog. She told me it's her friend's and she just walked it for her. So we talked about the dog and somehow I liked her very much. She was the kind of 'companion', a real friend without overdone make-up or anything artificial. A friend who would 'steal horses' with you, a trustworthy and down to earth girl. We've met later without the dog, had some nice conversation, danced together and occasional send her home with my small motorcycle, she holding me very tight. One Saturday evening I've got my first kiss in front of her door, a kiss I will never forget...

(to be continued)