At the crest of the ramp my spirit sinks. This reminds me of an episode of "Leave it to Beaver" where Stinky has a crush on the same girl all through high school, finally working up the nerve to ask her out, and then the morning of the senior prom, our hero wakes up with the measles. My dream date is a gleaming Ghezzi & Brian Supertwin, a bike I've had an itch to try for almost two years but California's Highway 1 is jammed and I'm sitting on a thoroughbred that has no place to run. Where's Ward Cleaver when you need him?

Bidding farewell to my mates in the Moto-Euro traveling sideshow (a 40-foot motor home stocked with enough goodies to sustain the infantry), I fall in behind a group of center-liners all sharing a common destination: Superbike Weekend at Laguna Seca. I'm more than a bit pensive. Although I've split plenty of traffic in my day, doing so on somebody else's ultra-rare Italian sport bike is a bit like juggling the Queen's best crystal. Once clear, I gas the Ghezzi hard and then remember owner Mike Holst's warning to "take it a bit easy" on his brand new 28km engine. Still, I make my way past the group effortlessly gunning down a loaded FJ1200 with a short blast in second and third.

Spotting an interesting side road, I exit and quickly realize I've made an excellent choice. Rolling green hills greet us as we glide and burble around slow to medium speed sweepers. I've only been on the Ghezzi for 30 minutes but I'm hooked, totally smitten, and utterly seduced. Stopping for gas in Seaside, a crowd gathers to look over the black beauty while I answer questions and pump high-test. This scenario would repeat itself every time I parked it.

Seven issues into the production of Moto-Euro Magazine, we have made it an editorial point to include at least one Moto Guzzi feature in each. Why? Certainly, many in our subscriber base counts a Guzzi as (at least) one of their machines. The out-pouring of emotion from those inflicted with "Mandello Madness" means we've tapped into an enthusiast group filled with rich tradition and genuine devotion to their chosen steed.

Giuseppe Ghezzi counts himself among that group of loyalists, his love of Moto Guzzi and its venerable V-Twin engine clearly evident in his creation. Time spent with his tweaked Tonti-framed Le Mans inspired the young engineer so naturally the engine from that bike was transferred to a chassis of his own design and fabrication. The result astounded many by winning the 1996 Italian SuperTwin Championship.

Reacting to demand for a street going version, the Supertwin made its debut at the 1999 Milan Show, drawing rave reviews. By then Ghezzi, assistant Riccardo Teruzzi, and Bruno "Brian" Saturno (established as both the primary investor and manager) were busy preparing the bike for release. "Racing is the soul of the Supertwin" reads their statement; "Within this machine the true spirit of a championship racer exists, showcasing the legendary Moto Guzzi engine."

The use of its old school power plant not withstanding, the Supertwin is a very modern and technically advanced motorcycle, but one with a surprisingly simple design formula. The alloy V-twin is hung beneath a square-section steel mono-beam attached just above the alternator, running in a straight path between the cylinders to the swingarm pivot. The design is similar to Guzzi's spine frame system, which incorporates large alloy side plates that serve as the swingarm pivot. But the design differs in several important areas. First, the Ghezzi frame features a built-in airbox that ingeniously doubles as an additional side brace. Secondly, the square-section swingarm sandwiches the frame side-plates inside and out, and rides on ball bearings. A matching cross brace welded to the top of the swingarm -increasing its rigidity- holds a threaded ride height adjuster, connected to the rising rate linkage acting on the Bitubo rear shock.

Again, like the modern sporting models from Mandello, the Ghezzi features a Parallelogram anti dive/lift device. Fitted with floating helm joints at each end, the bar holds the chassis down when the throttle is applied and the drive shaft gear tries to "climb" up the pinion, lifting the machine through its suspension. With this system, the rod works against the floating rear drive box on acceleration, then holding it when the throttle is dropped. Throughout this process, the suspension is able to react to road conditions. It works.

Up front the fully adjustable Paioli 41mm USD fork is mated to a 3.5" x 17" hollow-spoke Marchesini rim, with a matching 4.5" x 17" unit mated to the differential. It's impossible to overlook the massive 420mm, perimeter front rotors, developed for G&B by the Italian firm Braking in conjunction with Marchesini. These are squeezed by a pair of polished alloy four-piston Braking calipers with a drilled 240mm rotor at the rear.

Moto Guzzi chief Ivano Beggio calls the air-cooled, 90-degree pushrod V-twin "an immortal engine." Well into its fourth decade of production, it's hard to argue that. I'd heard several rumors leading me to believe additional performance work was performed by G&B prior to installation. "Not true" reports Arnold Barnhart, Manager of Cyclone Motorsports the exclusive importer of Ghezzi & Brian Motorcycles into the US. "The engine is stock, except for a slight re-mapping of the ECU, the Tubi-Style exhaust and some additional flywheel work. At $15,500, the Supertwin is an exceptional value considering it is basically a handmade racing motorcycle for the street. Additional performance bits would drive costs to unacceptable levels."

Power isn't a problem. Rated at 97 BHP the Ghezzi feels significantly faster and quicker than either the V11 Sport or Le Mans, despite sharing the same 1064cc engine. At 427 pounds the Supertwin is nearly 100 pounds lighter, making evident the use of every millimeter of available frame space. Like everything on the Ghezzi & Brian, the shapely one piece tank/seat/tail section is light and lean, connecting to what looks like a cut down 1100 Sport faring.

This is one motorcycle that truly optimizes "form after function" One example is the location of the battery, fitted near the headstock for ideal weight distribution: 51% front 49% rear. Unfortunate, but not tragic, is the deletion of the V11's six-speed transmission. Coinciding with the introduction of the new gearbox was the development of the Ghezzi chassis. When G&B was informed the new gearbox would not be available the frame was designed around the five speed. The factory later recanted, but re-tooling was not possible. The Ghezzi suffers little, with plenty of torque for the wider ratios. Still, the inclusion of the six speed would makes a great bike ever greater.

Swing a leg over and you'll notice the Supertwin is very compact, offering an easy reach to the clip-ons, the rear-set's high and tucked in. Ghezzi & Brain are justifiably proud of the Supertwin's handling, encouraging riders to drive the bike high and deep to fully appreciate its capabilities. Just a nick over 55" between the axles, the Supertwin nonetheless remains rock steady through high-speed bends, still offering easy push-ability to change direction. Credit the rigidity of the Ghezzi frame, the dialed in fork/shock dampening and quality Dunlop tires. After some acclimation, I ran the Supertwin hard through set of curves north of the track in Monterey, thrilling in the stability and poise of the machine. No hobby-horsing, wiggling or weaving here, just the sensation of being utterly planted to the asphalt.

The lusty V-Twin rumbles a deep bass at idle, transforming from Italian baritone to wailing high tenor when the throttle is pinned. Glorious. Despite its race bike pedigree the bike fits well, the seat/bar/peg equation seemingly tailored just for me, allowing easy movement from side to side and needing little body English to change direction. The Ghezzi blends to your input, braking without drama (or standing up) in corners, and remaining stable through downshifts. I'll go on record and say my time on the Ghezzi & Brian Supertwin was the most enjoyable experience I've had on two wheels in a very long time: A satisfying mixture of balance, soul and beauty.

Thanks to Mike Holst, who handed us the key to his beautiful black Ghezzi for three full days. Alas, Mike did return to claim his prize thus dashing my slim hopes of a takeover. Holst, who also owns a V11 Sport and other interesting iron claims his deep affection for the V-Twin engine design put him on the hunt for a "really responsive" sporting version. "I nearly bought a Buell X1, then I saw the Ghezzi. I would have had to put more money into the Buell than the Supertwin, and it still wouldn't be as exclusive or powerful. Next to something like a Hellcat Confederate ($30K) the G&B is a steal."

Sipping coffee at a roadside café early on a beautiful Northern California morning, I carefully study the Supertwin looking for flaws or bad angles and find neither. Finished with obvious -almost obsessive- care, its black paint is deep, smooth and free of orange peel. The machine is clearly and un-mistakenly Italian. Brutal, thanks to those massive front brake rotors and the huge alloy jugs that dominate its profile, yet graceful, causing your eyes to follow an invisible line that starts at the faring and ends at the tapered tail cloaking dual stainless cans.

Later that night I find a rare open spot on Canary Row and back the throbbing black beast into it. Before I can get my helmet off a crowd gathers, throwing out compliments and asking questions. Impressive, because if you've ever been there when they close that street down, you know the caliber of machines that can be present. Enjoying my brief celebrity status, I return two hours later and find the Supertwin is still surrounded. The crowd thins as I don my riding gear, except for two older gentleman who want to hear the bike run. Both are Italian but one doesn't speak English. I delay my departure, allowing the two a good look at the Ghezzi. "Sexy! Sexy!" They both repeat, laughing. Finally, after shaking hands we bid each other farewell and I light the Supertwin, filling the street with music. I drop the bike into gear when the Italian-speaking fellow leans in close, almost shouting over the rumble. "Questa macchina rappresenta l'anima, la passione allineare dell'Italia ." "What did he say?" I ask his friend. "He said: "This machine represents the soul and the passion of Italy." I couldn't have said it better myself.