The art of motorcycle, the art of photography, a cool event and a lot of cool people. Add to this two crazy guys and an idea: “Let’s take beautiful motorcycle pictures at Pé na Tábua event 2017? And Do it as the great art calendars are?”

It looks like cake recipe, but it’s not.

“Got it? If you agree, I can leave from Indaiatuba to São Paulo, just to pick up your equipment and take it to Barra Bonita, good for you? It will be easy, believe me! You can take a ride with Royal Enfield guys, and stay to spend the weekend, even with no room to sleep. We can take a couple of sleeping bags, and you can sleep there at the expo pavilion, almost freezing, under the Motostory tent. What do you think? I will not tell anyone our story, okay? At least you can take some great pictures at dawn, taking advantage of the twilight of the night. We bring that old canvas, old and torn, put it in the background and, I’m sure, it will look amazing. What’s up? I bet someone will ask to buy these photos, trust me. ”

Wel Calandria answer you can see at the photo gallery we produce together. A partnership between Classic Riders Brasil and Motostory, with the Denis Ribeiro support. It took time to get published, but here it is.

We hope you like the photos as much as we do.

I received the news of the death of Masuo Murakami through a post of friend and journalist Roberto Agresti. It was not exactly a surprise to me that he passed away, since his health had demanded special care for a long time, but it was certainly a huge loss for all of us. Of those who carry with them an important piece of our history.

For the overwhelming majority of Brazilian motorcyclists, Mr. Murakami, or Mura, affectionately called by friends and colleagues, is a complete stranger. But if today Brazil has a rolling stock with more than 25 million motorcycles, the vast majority (22 million) of the Honda brand, so this vast majority of motorcyclists owe much to this man.

For years, since I started to actively participate in the motorcycle market, I always wondered: Why is Honda in Brazil so superior to Yamaha? What would have happened to make such a difference, if the two arrived in Brazil at about the same time? Yamaha installed its subsidiary in São Paulo in 1970, the same city chosen by Honda to be installed in 1972. The first would build its factory in Guarulhos, SP, to begin production of the RD 50 in 1974, while the other, which had already acquired Also a land in Sumaré, SP for the construction of its plant in Brazil, decides to change the plans, to delay the beginning of the construction of the factory and to leave for Manaus. Manaus Did it seem crazy at that moment a change like this, or would it be “the cat’s leap”? Why? (Note: Honda started production of its CG 125 only in 1976, two years after Yamaha.)

When the Motostory project started to be a daily job for me, still in 2012, this was one of the questions that needed to be answered. Why did Honda decide to go to Manaus in the 70’s? If it was the right decision for the installation of the national motorcycle factories, what time did it show that it was, whyYamaha was not too? Someone in the company knew something.

My life in motorcycling practically was born along with the history of these two companies in Brazil, still in the 70s. From very early on, especially when I started to write the various magazines I went through, I always heard of “Tio Mura”. One day I got to know him personally, it was in 1986. He was then the president of ABRACICLO, entity that he commanded for 12 years. (To learn more about Abraciclo, go to https://d87.281.myftpupload.com/pt/abraciclo-40-anos-uma-historia-de-superacao-parte-1/

Trying to understand the factors that caused such a polarity in favor of Honda, I met with friends Virginia and Chakê Ganatchian, both former executives of the company. They took me to Kasuo Nozawa and then to the apartment of the Mitica and Masuo Murakami couple. It was then that some answers began to appear.

Watch the video with the unpublished and informal chat between the couple Murakami and Carlãozinho Coachman in 2013, in their apartment in São Paulo. Also present with us were Ricardo Kazumi, MI, their nephew, motorcyclist, coach and great friend, and the sisters Virginia and Chakê Ganatchian, whom I will always be grateful for the privilege of that afternoon. To my friend Flavio Grana, once again thank you for the images.

Obs.1: The edition of this video, approximately 10 minutes, was made at the request of Abraciclo in 2016, when celebrating the 40 years of the entity. An even smaller part was shown at the event that honored Murakami for his 12 years at the helm. The integral of the interview and much more material we will post gradually to tell the story of this true agent transforming the Brazilian motorcycle market.

Obs.2: During the meeting, many speeches by Masuo Murakami and his wife Mitika Kato Murakami drew attention. Mitika talking about the friendship of her father Yasutomo Kato with Soichiro Honda, since his youth in Hamamatsu, and the relationship they have maintained throughout life. In another point, Murakami said “to have given a lot of luck in the life”, to next to say that it was the first one of the class of the cavalry of the army, and that this led him to become friend of João Batista de Oliveira Figueiredo, then Colonel and later General and President of the Republic of Brasil. In another still, for having attended the college of economics at USP (University of São Paulo) when Delfim Neto and Fernando Henrique Cardoso were assistants. Lucky guy this Murakami San.

Arigatoo gozaimasu Murakami San!

The Motostory project – The History of the Motorcycle in Brazil and Mug Events, an agency specialized in Incentives actions, are partnering to promote more than special trips. Carlãozinho Coachman, creator of Motostory, and Marcello Ugolini have known each other since childhood, when they attended high school together. The friendship was born in school, but was strengthened, among other things, by the passion that both nourish the motorcycle. An Brazilian native Italian, Marcello lived in Italy for years, establishing solid foundations for the creation of his company, MUG Events, a specialist in international travel and incentive programs. With great experience in business service, Mug Events also decided to open its packages to the final customer, or “individual”, offering its experience to anyone who wants to enjoy different service in major international events.

At the company portfolio there are big International Tennis Tournaments, football matches in Europe like EuroCup, MotoGP, traditional Bicycle and Formula 1 events, among others, always offering packages with unique and exclusive attractions such as driving a Ferrari in Maranello, or even a Formula 1 car on different circuits.

To mark the beginning of the partnership with Motostory, Mug Events has created a special product for those who want to see up close the biggest motorcycle launches at the Motorcycle Show in Milan, Italy, or EICMA, where the world’s leading manufactures present news models every year, and also brings together an exhibition of customized bikes, classic and historical motorcycles.

The package also includes the possibility of a guided tour to the Ducati Museum in Borgo Panigale, adjacent to the factory. The transport to the museum can be done by a bus or van offered by Mug Events and its agents, or by renting BMW motorcycles in Milan, all taken care by Marcello himself and his partners.

“We always try to offer packages where we can operate our groups directly, in a unique and exclusive service. Every time we involve third parties in our operations the service was not the same, so we chose to remain a boutique company, a specialist in quality events.” Marcello explained when presenting us his work and offering this partnership with Motostory. “I noticed an increasing demand on the part of the Brazilians for different events in Europe and even in the United States, escaping a little from the service of the big agencies. As we personally make all the bookings involved in each of the packages, we end up specializing in finding differentiated and unique attractions for each trip. Even big events like Roland Garros, Formula 1 Monaco GP or a MotoGP stage can offer much more than the obvious, and that’s where Mug Events makes a difference.” “Carlãozinho is above all a great friend … always. Now that the Motostory is starting to bear fruit, we’ve decided to offer to motorcycle fans a choice of international travel options, and Eicma 2017 is just the first. We are preparing a package of options already for 2018. It’s wait and see.” – Concludes Ugolini.

To see more about the trip option offered by MUG Events, especially about the EICMA Milan Show 2017, check http://www.mugevents.com/eicma

The basis of the event is the idea led by Tiago Songa and his troupe, who started a fun challenge of vintage cars years ago, prompting collectors to put their jewelry in a competition. Informal, fun, chalanges includes speed, regularity and, in the case of cars, a “slower” competition. It turns out that, many of those who like old cars also like old motorcycles. Thus, in a prior event “only for classic cars” they creat the first motorcycle challenge, the TT, or “Tira Teima”. The success was so great that already in the second year it was necessary to separate the car and motorcycle themes.

Tributes

Since its second edition, already separated from the cars, the PNT-TT chooses a theme, a brand to be honored, encouraging collectors to bring to the eyes of the public rare copies, mostly belonging to closed private collections.

This year the honored brand was the German Zundapp, which completes 100 years since its founding in 1917.

To celebrate the date Motostory – The History of the Motorcycle in Brazil – was also there, reinforcing the importance of recovering the memory of the characters who helped to build our market. Sport characters were once again remembered and had their images displayed both in the pavilion and on the track.

We also made the preview of the Motostory Collection, with the shirts with prints of Motorcycle Idols, Hall of Fame, and the Antique Ads line, as well as sweatshirts and caps.

Another highlight of the Motostory Collection is the women’s product line, specially created to meet the growing demand of women: fashion having motorcycles as a theme. Initially the women’s collection features baby look t-shirts, shoulder drop and regatão, plus the sweatshirt to warm the winter that begins today. Soon new models will be presented designed exclusively for women.

They are quality products, designed and made especially for the Motostory Collection. The complete line will soon be on sale through E-Commerce www.motostoryshop.com.br (still under construction), also in some stores and events.

In addition to the clothing, Motostory also exhibited the 1974 Montesa Cota 247 with which Carlão Coachman, one of the Trial pioneers in Brazil, practiced his favorite sport.

Thanks:

Pé na Tábua TT: Erick and Katia, Tiago Songa, Vinicius Caires, Justiniano Proença, Jairo Portilho, Hadys Jurassic, Rodrigo Aragão, Dimas de Mello Pimenta II, Orbio Max Borba, Robson Pauli

Photographers Wel Calandria and Miguel Costa Jr

Motostory – The History of the Motorcycle in Brazil

Sponsorship: COBREQ

Co-Sponsorship: RIFFEL and GERMAN TIRES

Motorcycle, Tayo, Voce Merece project, Motorcycle Classics 70, Mascotinha Rider and Bee, Ox Motorcycle, Sensei Preparation, Sig Visual, Ci & Ci Delicias, CBM, FPM, Old Cycle, SHEZ Photography, Sampafotos, Classic Riders Brazil, ICGP Brasil, MotorsCompany, Tec Moto, Moto Remaza, Feltrin Motosport, Honda Pro Link, Frame Studio, Duas Rodas Museum

Original article published in issue 234 of Motociclismo Magazine – By Motostory – Carlãozinho Coachman

Today is the result of what we did yesterday … Tomorrow, the consequence of what we do now! How to ignore the story? Curious is the mission to search history for the origins of Brazilian motorcycling, motorcycles and characters who built the fifth largest motorcycle market in the world. It is an interesting way to unveil the past, the paths that brought us to 2017, and to remember who were the people and their
Motorcycles, that have traveled this trip of more than a century of history.

Valuing the history and its characters has always been the first purpose of Motostory – the History of the Motorcycle in Brazil. Since the idea emerged, still in 2004 (see more in motostory.com.br), our goal has always been to keep alive the memory of the people who built our market. What we had hoped was to discover new characters and their stories. What we did not expect was to receive such support from these characters and their families and descendants. So, after 10 years that I left the command of the magazine MOTOCICLISMO, return to these pages with a space called Collection, by Motostory, to share with you the results of years of work and dedication in the search for our origins, their characters, their stories And of course, their motorcycles.

The beginning

Dealing with history is something liberating. When I left school, the smallest known particle in the universe was the atom … today we know that the thing goes much further, or much more within. For this reason, as far as we know, the first reference of a “motocycleta” in Brazil appears in a classified ad in the newspaper O Estado de São Paulo in 1904. The “Motocycleta Peugeot 2.5 HP, in good condition. “Incidentally, between 1904 and 1909, the ads appear only in the classified section and the only brand identified is Peugeot. The other ads only make reference to the bike, its state of conservation and the power, described in horse power. They did not talk about the displacement as we do today. The few notes report only a few episodes with bikes in other countries.

In the following decade the first official importers and other brands appear on the scene. Harley-Davidson, Indian, Henderson, Cleveland, Excelcior, Wanderer, plus companies like Paul J Christoph Co., Antonio do Santos, A. Dias Carneiro, Auto Geral and AutoSport are some of the importers at that time.

The value of family collections

Between the years 1910 and the end of the following decade, the documents and characters that we recognize to this day begin to emerge. The motorcycle was imported at that time and arrived in Brazil through its two main ports, in Rio de Janeiro, then national capital, and through Santos, SP, just 60 km from the most important city of the Brazilian economy, São Paulo. These more remote documents came to us through three families, the Ceccarelli, from Campinas, Edgard Soares, from São Paulo, who also brought us the album of a character previously unknown to us, Antonio Lage, and the Bezzi, from Santos. Certainly, the reason for preserving this incredible documents collection has to do with the fact that motorcycling permeated these families in the early 20th century and continues through decades with their descendants. Many of them are motorcyclists involved with the sport or the business, others “just” motorcyclists. Other more recent collections, no less important, have been with us for work, digitization and research since the first days of our project. With great patience, Denisio Casarini, Edmar Ferreira, Gilmar Vidal, Aguinaldo Fonseca, Alex Barros, the Tognocchi family, Santo Feltrin, Antonio Jorge Neto, entrusted us with their originals. Many more regularly send us digital files and tips that help us put together this true patchwork. Collectors, clubs, event organizers and gatherers, fans of “history and old motorcycles” have helped daily. Thanks again!

What we know so far

The first documents of the decades of 1910 and 1920 show some names that dominated the first races in Brazil. Antonio Lage, a character brought to us by Edgard Soares, was “the guy” of the first motorcycle races (and many car races too). He and his Harley-Davidson, or his automobile Manon, were protagonists for years, but not the first winners. In a newspaper clip, whose hand-written date shows April 17, 1921, the publication, written in Italian, portrays Antonio Lage’s victory in the “Campionato Motociclistico Paulistano – Stabilendo un meraviglioso record.” The report still brings ” The book D’oro del Campionato “with the following results:

• 1915 – Alessandro Grazzini, N.S.U, 3, 1/2 HP, Moto Club Italia – 3:55
• 1916 – Adolfo Lupatelli, Triumph, 3, ½ HP, Soc. Sportiva Paulista – 4:15
• 1917 – Non disputato • 1918 João Gual, Harley-Davidson, 8 HP, S. S. Paulista, 3:43
• 1919 – Guglielmo Spera, Triumph 2, ¼ HP, Tourig Club, 4:20 3”
• 1920 – Antonio Lage, Harley Davidson, S. S. Paulista, 3:35 14 1/5

That year, Antonio Lage won the three laps race on the Circuit of Itapecerica, totaling 210 km, with a record time of “3 Ore and 35 14 1/5.” The list of subscribers, who left at three-minute intervals, included: Guglielmo Spera, F. Piza, Luigi Zanetti, Alessandro Paiva and Antonio Lage. Soon on Lage’s album of relics, two other names that marked the time appeared in the reports.

Constante Ceccarelli and his B.S.A., from Campinas, the great-grandfather of friend and rider Gustavo Ceccarelli, were shipwrecked in the flooded sands of Praia Grande in Santos, as well as the Santista Luiz Bezzi and his Guzzi, both with problems in their motorcycles. Once again, Lage’s victory.

Analyzing many other materials that came to us, such as that given by the Ceccarelli family, we discovered many other names besides the victories of Constante that happened in the same period, becoming an idol in the region of Campinas in the mid-1920s. Some decades latter, in which father and son, Luiz and Franco Bezzi, dominated races in Brazil and Latin America along with so many icons in our history. But these and other characters will still be unveiled throughout our publications.

Stay with us and thank you for the privilege of once again being here with you!

-Text: Carlãozinho Coachman

Motostory Collection

By Motostory: to share with you the results of years of work and dedication in the search for our origins, their characters, their stories and, of course, their motorcycles.

The Auto Show Collection and Motociclismo Magazine now have an area dedicated to motorcycles, every Tuesday, in the Anhembi area (Sambódromo). From this  Tuesday on, June 6th, a special night for the great opening of Motociclismo Space… and Motostory will be there!

In addition, the Motociclismo Magazine reader can enter the event at no cost of entry or parking. Simply cuting out the bottom of the ad, which is on page 21 of the Motociclismo Magazine (June issue, number 234), and deliver at the event reception. The same goes for Motociclismo Magazine subscribers.

Any doubt, you can e-mail Motociclismo Magazine team at  [email protected]

More info at the Motociclismo Magazine link bellow the image.

Portuguese reportage writen: www.motociclismoonline.com.br/especiais/especiais/espaco-motociclismo-o-encontro-de-motos-de-sp

The year was 1982. I had just graduated in engineering and started my two-day job, accumulating the journalistic duties I had started in 1976 with the work of my new profession. Some friends joked that I had a double life, like superheroes or secret agent movie stars, but that was a bit of an exaggeration. But the fact is, that its “double life” lasts to present day.

My first real job as an engineer, not counting some stages and a first experience of only a month, was in the construction company of Chiquinho, an entrepreneur of the nightclubs who was also an engineer. Another double-life character, who would later become my friend. He once told me why he chose my curriculum, among hundreds of others (we were going through the worst crisis in the industry, the engineers who were trained were going to work in banks): Chiquinho had done the primary and the gym In the Liceu Coração de Jesus, a traditional Salesian college in the district of Bom Retiro in São Paulo. Like me.

I spent some time like Clark Kent, hiding the Superman alter ego, so my new boss would not send me away. Yes, test motorcycles, for a young man like me, at that time, could be compared to flying around in blue colant and red cape. And with his underwear exposed.

Meanwhile, across the city, the domestic motorcycle industry was still starting and we had nothing more exciting than the Honda CB 400 to test at Duas Rodas Magazine. The foreign magazines and leaflets of foreign motorcycles that arrived at the newsroom, left us even more frustrated with this reality. This material made me to discover, among other wonders, the brand new Kawasaki GPz 1100, a super motorcycle that ushered in the era of reliable gasoline electronic injections.

I would do anything to try on such a motorcycle, even look to another job. That was what happened one day, in my oooooooother work, Chiquinho, who always paraded with newly released national automobiles (the first Chevrolet Monza hatch I saw on the street was his), arrived in the office with a gleaming Kawasaki GPz 1100. Shiny Was just a form of expression, since the motorcycle laundered another novelty, the black chrome (this was the GPz 1100 II, because the first version, from 1981, still had the darkened components painted with black paint, like the engine and the exhaust) .

How do I ride this motorcycle? The fellows from the magazine would freak out (that term did not even exist at the time). You could not just say, “Boss, can I borrow your bike for a ride? Or maybe a big ride, including a photo shoot for a magazine?”. It was time to reveal my true identity by showing the journalist’s card from the planet Krypton.

It worked. Surprised, Chiquinho not only liked the idea, after all, his motorcycle would appear at Duas Rodas Magazine, as he became my friend. And them, I wear my red and white super suit (just missing the blue cape) to make a few shoots with the great photographer Mario Bock. It was published in the Daily Planet of April 1983.

The motorcycle

The big idea of the new Kawasaki GPz 1100 was the electronic fuell injection, something unthinkable for us Brazilians, even for automobiles. Contrary to what has spread, this was not the first motorcycle to have electronic injection. Since the previous year, in 1980, Kawasaki produced the latest versions of Z1000, model of great success, with exactly this analog injection system from Bosch.

The importance of the Z1000 was enormous, as it was its predecessor, the Z900, that dislodged the Honda CB 750 Four from its place on the highest pedestal of motorcycles. The Z900, better known to us as “Kawasaki 900”, was produced from 1972 to 1976, being replaced by the Z1000 in 1977, which lasted until 1980, the latter already with injection. And you already saw that bike out there: it was the motorcycle driven by the Australian police officer Goose, from the first Mad Max movie, a 1977 Kawasaki Z1000.

Well, let’s get back to Kawasaki GPz. The GPz 1100 B1, from 1981, had engine and other components painted matte black and analogue electronic injection. Chiquinho’s bike was the GPz 1100 B2 from 1982, which gained many improvements, starting with the digital electronic injection, which shifted the former mechanical airflow meter through electronic sensors, including an throuttle position sensor. The power did not increase much because of that, it went from 108 hp to 109 hp, which was already a lot for the time, but the whole injection system became more precise.

Visually, the GPZ 1100 B2 also evolved, compared to B1. Engine and exhaust systems have won the modern black chrome treatment and a small fairing has covered the headlight and dashboard. This, in turn, became more elegant and started to have liquid crystal fuel marker, to accompany the digital injection. It is that the dashboard clocks also showed a little of the new technology that came up at the time. In B1, the voltmeter was conventional, analogue, with a magnetic pointer, while the B2 had a little secret: a button on the panel turned the tachometer into a voltmeter.

In those days the small batteries of motorcycles were not so reliable, so these new motorcycles equipped with electronic systems could leave the user “in the hand” if they presented an unexpected failure, so the voltmeter was so important.

In my reportage for Duas Rodas Magazine, April 1983, the tone is a bit of enthusiasm with the beautiful GPz 1100, including the description of details that today are commonplace even on entry level small motorcycles. It’s just that Kawa, for that moment, really was the super-sumo of motorcycles, even in relation to the best motorcycles available in the world market.

Thirty-five years later

Those distant 80s were cruel to those who liked good motorcycles. With imports banned in Brazil, very few good motorcycles were able to enter the country, legally or otherwise. So the enthusiasm every time we had access to one of them.

Even today, these models from the 1980s are rarer for the same reason, but the current retro wave, which has also hit the bikes, is causing some of those lost rarities out there to return to the public eye. This is the case of the 1981 Kawasaki GPz 1100 B1 from collector Ricardo Pupo, who lent us his motorcycle for some photos. Of course, it was not possible to test the bike because it was a 35-year item and also because the owner was “watching”. But it was possible to remember the past, from the time when everything was less technological, but everything was more exciting. There is no comparison here with the current motorcycles, after all, more than 35 years have passed, but you can still feel that it was a very special motorcycle. Compare the photos made with GPz B1 with the photos published in the magazine.

The quest for the stories of those who formed the fifth largest motorcycle market in the world is a constant work of research and requires discretion and exemption. A job that requires time, dedication, patience and resources. Knowing that a company like Riffel understood our purpose and that continues to support us, gives us even more enthusiasm and energy to move forward.

Coincidence or not, we can celebrate the fact with the launch of the brand’s new mascot, as press released bellow.

To the friends of the Riffel, our thanks again for the confidence.

To Riffito, welcome!

With modern and technological design, Riffito is presented as a new mascot of Riffel Motospirit.

Motorcycle parts and safety clothing company for motorcyclists looking for new alternatives to dialogue with consumers.

In the most different market segments, innovating and pursuing a closer and open dialogue with consumers has been essential for brand consolidation. Riffel Motospirit reinforces this idea by launching its new mascot, Riffito. Created by the agency Sambba, Florianópolis, it will engage with the public and passionate about the two-wheeled segment in a lighter and intrinsic way, in addition to presenting the company and the line of equipment in the media, points of sale and different Events in Brazil and Latin America.

The creation process, from initial research to 3D modeling, lasted around four months. Riffito embodies the attributes of the brand, which are: technology, agility, performance, safety, durability and reliability. The design, draftingt was carried out internally by the Sambba agency. The 3D modeling, the refined features, the personality, the details of the final art and the post-production were done by Studio Amello, from Porto Alegre. “We researched several references, discussed the values and characteristics of the Riffel brand, more specifically in the motorcycle industry, we defined the styles, the traits, the colors, and finally the construction of the mascot. We sketch the first form of the Riffito and elaborate a more detailed layout. The last step was 3D modeling and finishing, in which we obtained the final image of Riffito and his various poses, “says Alencar Decker, Director of the Sambba agency.

The choice of name went through several possibilities within the brand universe. A few more fun, some more generic, were analyzed until the choice of Riffito, which was preferred because it was more intuitive, sonorous and easy to fix. “Riffito is much more than just a character, he comes to reinforce our team and embody the attributes of our brand,” explains André Munhoz Moreira, Marketing of Riffel Motospirit.

Data sheet Riffito:

Agency: Sambba

Art Direction by Pedro Ripoll

Creation Direction: Chico Decker

Planning: Alencar Decker

Attendance: Manuela Crepaldi Feltrin and Alencar Decker

Graphic Production: Loredana Verzeletti

Studio: Amello Illustration

More information about Riffel at http://www.riffel.com.br/

The more we study about the ups and downs of Brazilian motorcycle market and its evolution, the more we realize that things do not happen by accident.

The surname Lancellotti is famous in Brazil, either by the sports commentator and cook Silvio (who is not the subject of this matter) or Luciano KDra Lancellotti, this rather a legitimate Motostory, as well as his father, Polé, who Granted this interview (a conversation, in fact) kindly filmed by his son KDra.

It was thus, on the basis of total improvisation, that these Motostory Minutes could be recorded through a cell phone, opening a new window of Motorcycle History in Brazil, the Lancellotti family.

As the friend Vinicius Caires said the other day, “The only way we can tell this story is to sew this huge patchwork together.”

Besides Polé, his children, Ricardo and Luciano, just to talk about the next generation:

That was when the magazine 2 Rodas Motociclismo was born, with the Uruguayan rider Gustavo Cerdeña, constant visitor of the motocross and roadracing races here in Brazil, at the magazine’s front page. Gustavo rode a Maico and the photo was taken in a motocross race in Ribeirão Preto, won by “The Bull of Paraná” Nivanor Bernardi.

When a new business or new product is born, it is often necessary to have courageous advertisers to launch the first edition. Here are all the advertisers of issue number 1 of the magazine, who almost blindly bet on a successful recipe that, after more than 40 years, remains firm in Brazilian newsstands.

I am proud to say that I participated very closely in this story between 1982 and 1996, and that I am still have the editors and journalists as good friends after so many years.

Duas Rodas marked an era and continues making history!