GIVEN motodesign | DESIGN & ENGINEERING | Moto Custom | Milano

Italian Design

Donato Cannatello is Given, the mind of this company, always in the world of design, He addressed various professional experiences that are all merged into its current capabilities, both project development of leading teams but also and especially of the corporate interests Management. From the product point of view, her technical training and its multidisciplinary allow him a more novel approach and at the same time easy to project. As project team leader and manager relies on his twenty years of professional experience managing to interpret at best the demands of customers ways, employees and suppliers.
It has a great propensity to use the tools in general. First digital ones that manages with mastery ranging from solids and surfaces advanced modeling tool (SOLIDWORKS), virtual display (SHOWCASE), bitmap and vector editing, as well as managing and creating websites (CMS, Dreamweaver, FTP) up to bases of management of operating systems, server, FTP e LAN. Do not disdain, however, the instruments more "concrete", and it has excellent familiarity and passion in the use of workshop tools, by Allen on a lathe, passing quietly for bur, TIG and several manual prototyping tools (Clay, Lamination of fiber). It has also much experience with prototypes from digital files such as SLA SLS but also CNC, as well as molds for injection or lamination.
Among the bikes whose production has recently partnered there are some magnificent CR&S DUU e la Matchless Model X Realoaded.

Our thoughts on what I believe to be the Italian design.
Following an interview on Italian Design by Giuseppe Palma for the magazine "Flesh Art" of the 24 June 2010 Donato Cannatello CEO GIVEN Motodesign.

 

Interviewer:
Donato, we would like to start this interview in a decidedly provocative. Over the years we have become accustomed to admire the fabulous versions of many built cars: see the NCR productions but also the Moto Guzzi MGS-01 or special versions of the MV designed by Tamburini. These bikes have entered the collective positioning itself along the lines of Ferrari (to use a car comparison partially guessed) come "chimere", beautiful objects as unreachable to the point of getting away tragically from the reality of everyday made motorbike "usabili" every day and "affordable" in the price. How are you aware that you have created, together with CR&S in fact the first "The special serie" at a price, after all, reasonable if we think about how much it costs a BMW GS or a Ducati Multistrada?

Donato:
The idea of ​​creating a "The special serie" It was strongly desired for certain verses, for others it has been a natural unconscious challenge.
E 'was desired because in my nature, although lover exclusivity art, I am a fan of ' "Industrial design", It understood precisely as in production scale, hence the desire to create something that had a strong characteristic of an object unique emotional approach, but at the same time the quality and reliability of an object of industrial production. In other respects has been a natural challenge because the CR&S has the numbers and the right steps to create a product with a proper relationship exclusivity / Price. With VUN did about 30 bikes a year, with duu we want to increase the number to about 150 bikes a year. In fact the question you raise is relative to the number of pieces produced. It 'too easy to do as some of the manufacturers you mentioned make super-special, infarcirle of valuable materials, refined manufacturing parts for jewelry, for objects that weigh like a bike, costing as much as a luxury car, and they are usable as a F1. And then the exclusivity What really is? Spend the extra money to have the same or less? For us the exclusivity does not lie in being able to afford a certain spending, but in owning something that represents yourself and not the fashion of the moment.

Interviewer:
How complex is the industrialization of a Special duu like and what compromises you had to bend as a designer?

Donato:
The industrialization of a particular motion as the duu in general is not as complex as that of a motorcycle of a large series, It is true that the complexities are different and in some ways more, but there is much more work margin, you can work with quality materials and workmanship and there is less emphasis on waste. On the other hand there is much more to the costs of the molds and the start-up. In particular, the duu took a few design compromises, and indeed the trade-offs have become often "alternative", because maybe the particular too sophisticated and expensive it has become an option, for the happiness of the designer, engineer, customer and company.
The duu is also a motorcycle very "industrial", therefore its mechanical component does not have a second floor, indeed hence the advantage of being able to leave the mechanical sight, and cons of having to look good for strength. In this sense we have therefore made a careful analysis of mechanical thing could remain visible, Instead, what had to be covered.

Interviewer:
How to marry the reliability and security concepts in the creation of duu which is anything but a motorcycle "living room"?

Donato:
Surely it is not a Japanese duu to use every day, But it is also true that it took us much attention as possible so that it was a safe product, reliable and well dimensioned in all its components.
The result is a bike that is as beautiful as a sculpture, It behaves like a typical Italian motorcycle and is much more reliable than some of its cousins ​​overseas.

Interviewer:
How many motorcycle counted to produce in the first year?

Donato:
For the production we have organized duu 100-150 bikes a year, but reservations, a few months after the presentation of the first concept, already covered the production of the first year. Currently we produce 150 a year and no more, we do not want "to grow up", to which are joined the approximately 30 VUN of specimens that produce annually.

Interviewer:
Since the duu has been presented, the giants of motorcycling have returned to the charge with the appropriately regenerated past models or with new creations that look out on the same hunting ground of your Special. I speak of the new V-Max, naturally, a milestone in the world of Streetfighter "standard", and discussed Ducati Diavel. We can to some extent talking about "competitor" della CARRIES?

Donato:
Surely the V-MAX and DIAVEL are competitors of duu, They are declined in a different way but the target is substantially similar. But what unites most of these bikes is the trend, that is in the air in recent years, towards a more emotional type of motion, more personal, harder.
It 'a clear costume trend of recent years, and I do not pretend at all to say that it was the duu to launch it. This is the confluence of two trends that blend, on the one hand the economic crisis that paradoxically Privileggia luxury products other the highest technological level and then the approval reached by motorcycle turn of the century, They have led to a disamoramento against those perfect but cold means. And 'then it reborn in great fury on customizing, the means elite, or to desert the ship to go to work, or scooter 2 cilindri to the 3-4 wheels, etc. We lost interest in the means of transport and we have rediscovered the motorcycle.

Interviewer:
Quanta John Deere there in your duu? (Ed John Deere is the first special made by Donato Cannatello based Honda Revere 650).

Donato:
Custom Motorcycle MilanObviously, the "want" John Deere is merged in duu, the rest remains poorly, simply the desire of a medium where the mechanical part of the aesthetic spirit guide.
Surely they remain similar volumes, with many forwards masses loaded, slight tail and truncates, but not too tapered and especially the mechanical part as possible in sight ...

Interviewer:
Change the subject and we put aside the duu for a while '. Give us a hand to understand what happens. For over a few years we talk more or less continuously crisis. The bikes do not escape the market trend but in Italy it is the maxi, bike almost 20.000 euro, to be on top of the sales. We have become a nation of BMWisti and Ducati (according to the GS numbers and Multistrada) and the two brand dealerships in Rome are the first in the world in terms of sales. What is replacing the "global motorcycle": the desire to "naked" e "supersport" or scooters and cars?

Donato:
In times of crisis, Be the first to cut spending are those with low incomes, those at high and very high incomes do not care crisis. Unfortunately it is so motorcycles and luxury cars and scooters and Chinese cars. extremes.

Interviewer:
The "Jap" They are in crisis with few exceptions (vedi With Coffee 750). Honda (there is none like"¦) He has tried with the Crossover dusting off the skeleton of VFR and making him wear "clothes" a scooterone. Yamaha has tried with Supertenerè to ride the fashion of maxienduro but produced a motorcycle 260 pounds that scares anyone. Why no longer able to fall in love with a Jap?

Donato:
The trend is to prevail the internal market also because there is no more the performance gap that was until a few years ago. But I have to break a lance in favor of the Japanese who always manage to make excellent products sometimes the most original of our, and certainly not the lack "want to overdo" typical of Italian design and European.

Interviewer:
Electronics and other sophistries have made modern motorcycles much more difficult to manage independently by users. Now you go to shop for a simple oil change. The desire of "piece of iron" He has returned along with a breath of vintage rather generalized. Just to keep the attention toward the tuning and customization?

Donato:
No alternative c'é. The European regulations for approval are now so severe that the car is not there already more space for DIY. On the motion there is still margin, but little. Just as the mechanics today must have knowledge of electronics, Alike the enthusiast who wants to put his hand to his special must have a computer in addition to traditional keys and tools.

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