Squadra Guzzista - Recently Updated Pages

Member Directory

Guzzista — Fri, 06 Nov 2009 07:19:56 CST

As Squadra Guzzista continues to grow (we are now more than 500) I feel it would be good to have a quick reference point for all of us to know where everyone else is.

That way if anyone fancies a bit of a ride or just to know if there are any other local Guzzis for maintenance help etc you can find them here easily. It'll also be nice to know what sort of Guzzis we all own. Once you have found local members you can add them to your friends list! To add yourself, simply click the "easy edit" button and type the info in as I have done in the yellow table cells.

I will then add a link from the username to each member's profile so you can make contact easily with each other! If anyone needs any help, please let me know. If you would like a link to a photo of your bike, check to see if it is in our Photo Gallery first. If so, just paste the link to the image into your bike name.

If your bike isn't there, click "Add photo" and it's easy to select a picture of your bike from your computer. Or, if you get stuck, send me the link and I'll do it for you!

Back to Index of Resources

Username	Bike(s)	Location (Town/Country)	Username	Bike(s)	Location (Town/Country)
Guzzista	01 Jackal 1100 79 1000SP	Rochester, Kent, UK	eluxton	2008 Norge 1200	Weatherford, Texas / USA
jeffers404	'94 Nevada 750	Elgin, Scotland / UK	deadHORSe	SP1000 LeMans I LeMans III T3/EML-TourT Yamaha TW200	Thomaston CT/USA www.deadhorse.com
maxx907	V11 sport	Rowhedge / UK	20001200c	2008 Breva 1200	Preston / UK
M/sur.Blanc	'00 V11 Greenie / 2002 EV-80 / 1/2 of an ST4 Ducati	Sydney / Australia	don-spada	1978 Spada 1	Market Harborough, Leic's
Bobelpfan	04, California Stone	Oxford / UK	Rabid_Canine	1974 750S 1984 850 Le Mans III 1996 1100 Sport (carb)	Adelaide, South Australia http://theguzziproject.blogspot.com/
progprinter( Lew Fisher)	2003 California EV	Mills River, North Carolina( Near Asheville) / USA	mcwilljg	2003 Cali Stone 2006 Breva v1100	Nacogdoches, Texas, USA
guzziman	'73 Eldorado '02 Stone/EZS rig	Colorado Springs, CO/USA	Bkster	07 griso 1100	whidbey island,wa
SalinasDave	'04 Breva 750	Salinas, CA/USA (near Laguna Seca)	mindwolf	07 Nevada 750	Elliotsburg PA, USA
Brushwarrior	05 Breva 1100	Bury St. Edmunds, /UK	Guzzi95	95 California,77 Lemans, 74 V7 Sport	Bentonville,AR, USA
Londonrob	05 Breva 1100 91 1000S	London / UK	vwadams	83 Cal II	Tullahoma, TN USA
brog	1978 Mk1 Le Mans	Goole / UK	Pietro-l'africano	California 850 T3 1981	Port Elizabeth - South Africa
Big Twin	LeMans 1000, 850 T5, V35 II Imola	Aardenburg/The Netherlands(Zeeuws Vlaanderen, near the Belgium border)	krglorioso	2004 Cali 2003 Suzuki SV1000 89 Honda GB500 1965 BMW R-27 1974 Norton 850	Santa Rosa, CA, USA (55 miles north of San Francisco)
zenmoto	07 Breva 1100	Seattle, WA/USA	twistandgo	1000s	London, England (formerly of Wellington (NZ), Adelaide and Sydney (Aus), Westervoort (Ned))
steveguzziblue	1975 S3	Aylesford Kent / UK	collyboy	81 v50 Monza	Sydney, Australia
3Guzzis	96 Cal 1100i, Quota ES 1100i, 75 850 T	Lincoln, NE / USA	gary3150	'10 Classic V7	El Paso, Texas, USA
joscosta	2007 Griso 1100	Houston, TX / USA
ridders	89Cal Quota1100	hinckley, leics England
calamari_kid	'05 Breva 750	Seattle, WA USA
GRISOEARL	2007 Griso 1100	Portchester, Hampshire, UK
cliffy	05 v1100 BREVA	Ramsey Isle of Man
guzzi_vero	76 T3 Cali; 82 V35 Imola; 08 Norge 1200 GTL	Oostduinkerke / Belgium
w3kbs	1980 sp 1000	Wayne Pa. Near Philadelphia
Rays1	1978 Le Mans II 1995 Sport 1100 C	Dover, UK
waspp	03 LeMans Corsa 78 T3 Cafe Montesa 360 H6	Albany, NY USA
rsvgt	94 California 1100i 97 Sport 1100i	Kirkby mallory,Leics,UK.
Hairybiker	07 V12Sport 94 Honda VFR750	Bury St Edmunds UK
Gutsy	92 Magni Sfida 07 Ducati 1098	Glasgow, UK
Voncrump	96 1100 Sport C	Manawatu NZ
Ghostrider522	98 California 1100ie	Buitenpost, Netherlands
keithguzzi	v1000G5 1000S 1100 sporti	chatham kent uk
ozstrider23	V11 Le Mans, ST1100, R75/5	Gowrie Junction, Qld, Australia
lainjue	06 Breva 750	Tuusula, Finland
Griso1100	2007 Griso 1100 (Corsa Red)	Knoxville, Tennessee, USA
Motoguzzifan	2003 California Aluminium 1982 V50 Mk.III	Chatham, Kent
ptalbert33	2003 California Metal Stone	Manhatttan, Kansas
desertdance2000	Guzzi/Norton/BMW etc	Kempsey NSW
aerobake	'04 California 1100 EV '07 California Vintage '05 Royal Enfield Bullet 500	Chester Springs, Pennsylvania, USA (near Philadelphia)
DavidEHSukcom	08 v7 classic 08 griso 8v	Cold Ashby, Northants UK
willse	78 LeMans 1/ Yam TRX / Ariel RH 500	Runcorn, Cheshire UK
raptor75104	2004 California EV Touring	Cedar Hill, TX
monzaman	81 monza 75 ducati 860 cafe racer 97 vtr1000 99 st1100	West Lancs. UK
Jibdel	Sport 1100 i & Cali 3	Glasgow. Scotland
GuzziPilot	Griso 1100	Northampton UK
1964pikey	Le Mans V Custom	Shorne, Kent UK
Nitebell	1973 Eldorado	Punta Gorda FL usa
th_01	2000 V11 Sport 1973 Eldorado 1978 T-3 1980 CX100 1972 Ambassador 1966 M-50s Aeromacchi	Boston, MA USA
hrackal	68 Norton Commando 70 V7 special 83 BMW R80 ST	Cornwall. UK
KarlCoppa	2005 V11 Coppa Italia, 1957 Lambretta 150LD, (2008 Fiat 500)	Västerås, Sweden
Vangard	2002 Stone	Nelson New Zealand
boptone	Cali Vintage	Princeton, USA
pai_pai	V7 Classic	Milano, Italy
jschurke	'80 cx100 1100 sporrt scura '06 triumph tiger 2000 gas gas '76 bultaco sherpa T '71 bultaco sherpaT	Springfield, Mo Missouri Ozarks
Darryl.Guzzi	2008 Norge 1200GT Yamaha 250 Trail bike Honda XLV750R Honda CB450 Yamaha YDS1 Panther sloper 250	Clarence Australia
rea6385a	1975 850T 2004 V11 Sport Ballabio 1983 Honda CB550C 2008 Hyosung MS3 250	Seneca, Pennsylvania
slowpoke2	08 Breva 1100	Southampton, UK
BigVTwin	'81Kawasaki LTD 440 Belt Drive ''82 Kawasaki LTD 750 '84 Kawasaki Spectra 1100 '93 Harley Davidson FLST 1340 Nostalgia '07 Moto Guzzi Bellagio 940 '09 Suzuki GSX 1400 K9	Thessaloniki, Greece
GUZZI	2002 Cali Aluminium	Uki, NSW. Australia
cbluez	1979 1000sp	Castlegar, BC, Canada
MGMS	Ramon's 1000S '77 HondaCB750F1	Groningen, The Netherlands
StainlessSteel	'82 BMW R65-LS '07 Moto Guzzi Griso	Port Angeles, Washington
classic7	09 Classic 7	Victoria, BC, Canada
hkwelsh	'09 V7 Classic	Salt Lake City, UT
Cali11rider	Cali2, LeMans 2, T3, 850GT, 350C x2.	Chatham Kent UK.
swagzz	06 1100 GRISO	Gold Coast Australia
Guzzigrl	'09 V7 Classic	Emeryville, Ca.
BarryShackleton	'78 Le Mans 850	George, South Africa
david ewart	06norge 93 cali ev	trafalgar australia
GaitM	1996 750 STRADA	Gelderland , The Netherlands

Cali III Called Stew Part II

Morizzi — Wed, 04 Nov 2009 15:34:05 CST

You may have read the first part of this article and will remember I wasn't all that sure about this bike. Well I've owned the Cali for over 3 weeks now and have logged up over 2,000km on it. I've also had a bit of a closer inspection and pulled a few things apart so I'm much wiser about the model and this particular machine than I was at the start of the month.

I still like the handling. It is rock solid and so it should be. With all that weight, the larger profile tyres than other Tontis, the 40mm front forks and all the bracing on them it would take something akin to a small nuclear device to rock this thing off line. I'll go so far to say that in the real world, there are road conditions that I think I would be faster on the Cali than I would on the LeMans. I just don't understand why there is just so much support to the front end. Compare it to a 850 LeMans with 35mm forks and a plastic guard then the Cali is virtually an armoured vehicle.

Another thing of interest is the domed 27mm wheel nut. The nut on the rear axle is a 24mm high tensile hex. Why the 2 sizes, I have no idea but it just doesn't seem practical from a weight or tool carrying point of view. Just remember that this bike is 66kg heavier than a 850 LeMans III and over 50kg heavier than a 1000S. All these little bits of extra weight contribute to that massive difference and there are lots of others. To be fair though, compared to most of its competition, the Cali is a lightweight. There are many cruisers on the market, made in both imperial and metric systems that are considerably heavier and with much less ground clearance for cornering.

The fuel tap defies my logic. Why would a remote fuel knob be fitted to a fuel tap that is not accessible under the tank. Its just this spongy indefinite feeling knob that gives no feedback as to whether the tap is in the correct position or not. It also doesn't get enough pressure on rotating the tap resulting in a slight fuel leak when the hoses are undone.There is no reserve facility, instead a low fuel warning light meaning faulty wiring or a blown bulb has the potential of getting the rider stranded. I've had to repair the wiring for the low fuel warning light. Wires in both plugs were broken and its no wonder considering the jiggle it is to lift the tank, feed the remote switch cable through the frame and make sure the wiring doesn't get snagged on anything in the lift. All this extra complexity adds nothing to function but it does add weight and difficulty in removing and replacing the tank.

The brake fluid level switch isn't fitted on the Cali unlike some other models. I don't see this as an issue as the warning light on the MK III has not gone off in 26 years. This bike has been fitted with stainless brake lines so there is a good feel to both the hand and foot lever. What really amused me though is the sign on the front and the rear master cylinder caps. The front cap states to only use DOT 3 or DOT 5 brake fluid but the rear cap states to only use DOT 4! Both are Brembo systems.

The PHF 30's look nice and accessible until you try and get to the slides or needles. The combination of angled cable adjuster, slide and pump lever mean that the carby has virtually to be removed before the slide and needle can be removed. It is just easier to remove the choke plunger and pull the carby off the inlet rubber.

When investigating the jetting I found the bike virtually standard except the floats were too low and the needles, instead of being on the third notch, one was on the second and the other on the first!

What I discovered was the throttle cables from the splitter to the carbs were too short and no matter what adjustments were made the slides were riding on the cables instead of the tapered throttle stops.

With a bit of grinding on the adjusters and the use of taps and dies I shortened the adjusters and returned the floats and needles to standard. I haven't noticed any differences in fuel consumption yet but the bike is still running fine but really not noticeably better. Its been much easier to balance them and the bike is starting easily and idling well when warm.

The cali has a static timing of 2 deg BTDC. That's not very much. I did find that the timing was a degree or so retarded. It took several attempts to get it just right so now its spot on the 2 deg. This is an early Cali III and I'm very happy about it. Instead of having the Motoplat ignition it must have come out with twin points. This particular bike is fitted with a Dyna III ignition system and so far it has been faultless. I partly attribute the bikes economical fuel usage to the Dyna. The bike doesn't suffer from pre ignition at all even though I'm running it only on 91 RON ULP rather than premium. The cheaper fuel and the miserly consumption really does make the bike economical transport.

Even after a full balance and timing check the motor feels no smoother. Its still got the pulsing vibration at all revs that the 850 doesn't have. It must just be in the crankshaft balance and the larger pistons. Compression on both cylinders is excellent and the motor pulls strongly throughout the rev range.The power is more than adequate for a cruiser, so much so that I don't even notice when a pillion is on the back. Its actually surprising considering the very small timing advance the bike has.

I'm getting much more accustomed to the foot boards, brake lever and heel/toe changer. I still prefer pegs and standard levers but I can happily cope. The issue I have with the brake is that your right foot has to be lifted and the lever located before braking can commence. With a peg the brake lever is just under you toe. A similar scenario happens with the toe changer.

The bike is made much more user friendly by both the stands. Even with its extra weight its actually easier to put on the centre stand than the LeMans. The long actuating lever and the integral handle with the sissy bar make it so. The side stand extends a long way but it can give you a start. It touches ground but it can then slide before finishing in its final position. It can allow the bike to lean over a fair way too, especially when loaded with gear. Once over it is a bit of a heave to get it upright again.

Overall I'm more than happy with my individual machine. The basics are all there, in good condition and importantly everything works. Its taken some sorting out and its not finished yet as there are 21 years of previous owners jobs to check out and I'm handling each as I find. The cosmetics will comel last, well and truly last. The 25 litre tank and good economy gives it an enviable range so it has great potential as a tourer too. I also like the lighting options the bike has. There are just lots of places to stick driving lights or move indicators to.

To keep or not to keep that is the question...

After 6 weeks of ownership:

I just couldn't live with the standard bars. If I was going to keep the bike they had to be changed and I found a relatively cheap set of MCS Daytona bars. About 750mm wide x 130mm rise x 80mm pull back. The crown was only 150mm so the outsides of the covered bar bracket needed to be filed to suit. They dramatically change the character of the bike for me. Sitting position is just slightly forward and the throttle twist is the way I prefer it. The bars could have been just a bit wider to help fit all the gear on the outside straight section but they did at a squeeze.

Cables were the next issue. The original clutch cable was just over 1.6m long and I now needed something around the 1.3-1.35m but no Guzzi cable seemed to fit. I found a generic clutch cable kit fitted perfectly for around half the price and I was so pleased I bought a second as a spare. The single throttle cable to the splitter needed to be much, much shorter too. I found the spare cable from my Sessantacinque GT fitted perfectly even though it didn't have a cable adjuster on it. It works perfectly and there are adjusters on the carbs but they are in as far as they can go. Hopefully a bit of inner cable stretch will help but it isn't really important as they are both nicly synchronised.

I had removed the front end as one of the headlight brackets needed to be removed to be welded. I took this opportunity to fit fork gaiters to the bike. The fork chrome was in very good condition and I prefer gaiters to protect the surface from stone chips and thus save the fork seals.

Mirrors were the next priority. The originals were designed for the original bars. They had no sideways reach so if I fitted them my body and arms would block any view. With very little bar space left I tried some bar end mirrors. They worked quite well and gave good rear vision but being so wide apart they needed a deliberate decision to move my vision to check in them. They were a fair way off my vision's centre line.

I still had a set of standard raised mirrors from my original MK III Lemans. I was able to purchase a mirror bracket and some bar end weights to enable these to be fitted. The end weights effectively lengthened the bars 20mm each side and the bracket had a 10mm thread suitable for the LH mirror. Luckily, the front master cylinder body had the provision for a mirror already.

I'm now much happier with the bike's ergonomics. The position is comfortabe and the vision to the rear is excellent. I'm still in the process of putting the bike on a diet but overall I'm satisfied that the bike is capable of having me on it for lots of hours and over lots of distance. I would happily jump non it and ride to see my Aunt in Melbourne over 2,000km away. I even enjoy the fact that it isn't as good a motor as the 850 MK III. Its rougher and less refined so the bike tends to growl at all revs. Sitting on the wide comfortable saddle, straddling the 25 litre bulbous tank the bike emits a presence and a note worthy of it.

I let a cafe owner I know, who owns a Triumph Tiger, take it for a ride. He had never ridden a bike with linked brakes, let alone footboards before but he came back from a ride through a nice twisty section shaking his head in disbelief. He couldn't get over how stable it was, how much clearance it had and how evenly the engine provided the power. In probably one of the most complimentary comments I have ever heard he said "my son wants a bike and he is interested in a Triumph like mine but I wish he would buy something like that. The Triumph is so twitchy but that is just so stable and re-assuring." Nothing else need be said, really.

After 6 Months:

The bike has been through a colour transformation and now is Silver. Exactly the same metallic silver that the LM III was available in. I like the simple uncomplicated look. I recently completed a 5000km return journey on the bike and mechanically it is without fault but I can report a couple of design flaws.

The electronic tachometer died. It just ceased to function and I found that it was a common issue. The electronic movement just doesn't like the constant vibration. Both 4" instruments are held by one small bracket attached to their base held to the central console by one solitary 5mm bolt. This just isn't strong enough and I have had to repair it a couple of times. I am in the process of re-design to hopefully rectify the issue.

One design feature that looks the goods for touring is actually a distinct disadvantage. The long steel guards, while looking like great weather, mud and stone protection actually make removing the wheels virtually impossible on the road despite the excellent centre stand. The rear wheel can't be removed unless it can be dropped away as it simply won't fit between the swing arm and the guard. The front wheel is not much better. If the bike is on flat ground it can't be tilted to the rear enough, before the rear wheel touches. This means that the front wheel can't be removed or replaced if the tyre is inflated. It comes close but just not close enough. I have noted that later models have different designed guards both front and rear.

Still, for all its warts, I like it. On my recent trip I completed a 14 hour day to cover 1200km. The excellent handling, fuel range and seat meant that at the end of the day I could still walk, talk and behave as an upright human rather than a tortured victim. It would have been a very different story on many other designs.

Technical Specifications California IIITechnicaMoto Guzzi 850 Le Mans III Technical specifications

Year	1988-1993	Final drive gearing	4.714 or 5.333
Bore (mm)	88	Box gearing: 5th	0.750
Stroke (mm)	78	Box gearing: 4th	0.869
Capacity (cc)	948.9	Box gearing: 3rd	1.047
Compression (:1)	9.2	Box gearing: 2nd	1.388
Valve type	ohv	Box gearing: 1st	2.000
bhp	71	No. gears	5
@rpm	6800	Front tyre	110/90 V18
Torque (Kg-m)	7.7	Rear tyre	120/90 V18
@rpm	5200	Front brake (mm)	d/disc 300
Starting system	Electric	Rear brake (mm)	disc 242
Oil system	Wet sump	Front suspension	telescopic
Valve timing	ohv	Rear suspension	swingarm
Inlet opens BTDC	20	Ignition system	coil
Inlet closes ATDC	50	Wheelbase (mm)	1550
Transfer exhaust open BBDC	44	Ground clear, (mm)
Exhaust closes ATDC	10	Width (mm)	970
Tappets, inlet (mm)	0.22	Length (mm)	2330
Tappets, exhaust (mm)	0.22	Dry weight (kg)	272
Primary drive gearing	1.235

Carburettor settings:

Carburettor settings:

Dell'Orto type	Size	Main	Pilot	Slide	Needle	Needle Position	Needle Jet
PHF 30DS/DD	30	125	50	50/3	K23	3	265AB

"On my recent trip I completed a 14 hour day to cover 1200km. The excellent handling, range and seat meant that at the end of the day I could still walk, talk and behave as an upright human rather than a torture victim"

Further reading

Further reading

More featured Guzzis / Rod's Cali III Pt 1 / History of the Moto Guzzi California / Poor Claudia / Kevin's Cali 1100i / California Vintage owner review /

More articles by Rod:

Older small block issues / V65 GT "Sessantacinque" / Le Mans Mk III /

Your opinion

Your opinion

Thank you to Rod (Morizzi) for the excellent and superbly informative owner's report on the Cali III. Squadra Guzzista is all about real Guzzis owned and riden by real people.

You may comment on this page below, just click "Start a new thread". It would be interesting to hear from other Cali III owners too, just to com,pare their experiences to Rod's.

If you own a Moto Guzzi write a piece on it, take some pics, and send it to info@guzzista.com and it'll be featured here!

Squadra Guzzista Patches

Guzzista — Mon, 02 Nov 2009 07:42:29 CST

I have been asked many times since we started this whole community how come we dn't have any embroidered patches? Personally I think it's a good idea but the difficulty has been in finding a reasonable supplier.

I think I have now located two companies, one in the UK and one in the USA, who seem keen to assist so, with that in mind I have created some designs and have approached them with an enquiry for prices etc. I have been asked how many will be needed as that will affect the price...the more ordered, the cheaper they will be.

I have added samples of the designs below for you to look at but in order to ascertain the size of the order, would appreciate it if you would add your username to the table at the foot of the page indicating how many you would be interested in of design 1, 2, 3...or even all of them if you so wish. I will then advise all those interested of the cost and place the order. Now that the patches have arrived I have added photos to the foot of the page.

To add our details, click "Easy Edit" above and type in the information. (Note:- for some reason the page works better with the Firefox browser)

If anyone has any suggestions or comments, please feel free to add a thread at the bottom of the page.

Thank you!

Joe

Design 1	Design 2	Design 3

Patch approx 3.5-4 inches across (9-10cm) Based on Moto Guzzi logo with our website.	Back patch, approx 11 inches across (27cm) With large Moto Guzzi logo Inscription reads "L'Aquila guarda sempre avanti" (The eagle always looks forward)	Patch approx 3.5-4 inches across (9-10cm) Based on Moto Guzzi logo with our website.

		Number Wanted				Number Wanted
Username	Design 1	Design 2	Design 3	Username	Design 1	Design 2	Design 3
Guzzista	1	1	2
JMVintage (e/i/p)	1	1	1
Keithguzzi (e/i/p)	1	1	1
Salli G (e/i/p)	1	1	1
ex50haust (e/i/p)		1	1
brushwarrior (e/i/p)		1	1
Ruggy (e/i)		1	1
Wyn (e)	1		1
Ballacraine (e/i/p)		1
SidecarMike (e/i/p)			2
Wal (e/i/p)	1	1	1
Gerry0324 (e)	1
oldgit (e/i/p)		1	1
Deggie (e/i)			3
mcwilljg (e/i/p)	2		2
Rabid_Canine (e//p)	1	1	1
Shoris (e/i/p)	1		1
TargaS-A (e/i/p)		1	1
kellguzzi (e/i/p)	2	1	1
swagzz (e/i/p)	2	1	2
Luvmyguzzi (e)	2	1
hkwelsh (e/i)	1	1
desertdance2000 (e/i/p)	1	1	1
motoguzzimomma (e/i)		1	1
cali11rider (e/i/p)	2	2	2
Earl (e/i/p)			3
Whizjet (e/i/p)	1	1	1
mk1lemansdaryll (e/i/p)	1		1
garmit61 (e/i/p)	1	1	1
lainjue (e/i/p)	2		2
rubberburner1012 (e/i/p)	2	2
maxx907 (e/i/p)	1	1
Davyboy (e/i/p)	1		1
krglorioso (e/i/p)		1
timbassa (e/i)		1
steveindenmark* (e/i)	1	1

TOTAL	31	28	36	TOTAL

TOTAL

More Squadra Guzzista Goodies

More Squadra Guzzista Goodies

Squadra Guzzista online store / "Air Force" Special edition t-shirts / Squadra Guzzista bookshop powered by amazon

Images of the patches:

Features

Guzzista — Mon, 02 Nov 2009 07:26:07 CST

Welcome to Features.

Here you will be able to read real stories of real Moto Guzzis, written by the people that know them most...the owners! Click the thumbnails below! ...we just want to hear about Guzzis...your Guzzis...so get in touch at info@guzzista.com we will be delighted to feature your bike!

Alternatively, download our template form to give you some tips and hints on what to include...that should make it easier to put pen to...er...keys to e-mail...

Enjoy SQUADRA GUZZISTA? Recommend us to your friends! Click here Recommend

The featured bikes (click the thumbnail)


Ion's 850 T3	500cc V8 Wanted!	California EV 1100i	"Moechines" by Cyclegarden's Moe

'94 350cc Nevada	Gary's Lodola	The tragic case of "Claudia"	Ion's other beast

Dave's Le Mans MkI	The Centenary TT	Ambassador restoration project	Orson's tour of Galicia

Bob's Le Mans MkIII	Doug's G5 cafe racer	The current stable	Mike's '79 CX100

Phil's 1100i Sport on the track	Kevin's California 1100i	Griso 1200cc 8v, a preview	Bill's V11 Le Mans

Keith's unique 1000S	The Ruptured Budgie Rally	Squadra Guzzista Autumn Ride report	Neil's 1972 850GT

The Moto Guzzi Bellagio	Stelvio 1200cc 8v, a preview	V7 Classic, a preview	EICMA 2007

Bill and the Old Farts AGM	Gareth's Magni Sfida	Gareth's California Vintage	Gareth at the NEC bike show 2007

Andy's tour of the Lake District	The bikes that influenced Andy	Fritz's gorgeous 850T3	Guzzi Ratbikes!

Andre's stunning T3 cafe racer	Moto Guzzi importers, an exploration	How to fit early Tonti seat and panels to modern Calis	Capitano Italia

History of the Moto Guzzi California	Revlis' Griso, an Italian oddity in USA's Northwest!	Dave Richardson of Guzziology, an interview	Our first Stelvio! Guy writes about his dream machine!

Radical V11. The Ghezzi-Brian Sport Monza 1000	Superalce. Born in battle	Ian's tour to Skye	V7 Classic owner's report

Nigel's views on visibility	Breva 1100 in Suffolk	A pensioner's 5000 mile tour	Spaghetti Rally 2008

Moto Guzzi V1000G5 review	Imbil Rally 2008	850T cafe racer from Sweden	Why you should ride a bike

1952 192cc Galletto	Awesome '77 850 Le Mans	Spring Ride 09 Ride Report	Route 66 by Breva 750

A Cali III called Stew	Rod's 83 850 Le Mans MkIII	James and his Stelvio	Rod's V65GT

Common issues for older small blocks	Paolo's stunning V7 loop frame Guzzi.

Website content related to this page

Write a feature on your bike!

One of the main reasons for starting Squadra Guzzista was to be able to read about Moto Guzzis in the real world.

Reading about a real Guzzi is so much more interesting than reading about them in the press.

It's easy!

Creating a page is so easy. If you can use a basic word processor you can do this. You don't need any web programming skills.

Click "Add a new page" to the left, under the navigation window.
Give your page a title
Click "Easy Edit" button and type away. The Easy Edit toolbar contains basic word processing functions and some that allow you to add images, video, etc.

Share knowledge!

Adding an article about your bike is a terrific way to share knowledge...that simple fix you found for a niggling problem could help someone else...or you a reader may have the solution you need!

Go on, write about your Guzzi, why do you like it so much? ...I'm sure there's a bunch of riders of Japanese bikes out there just itching to know the answer to that one!

Useful links:

Squadra Guzzista Forum

Squadra Guzzista shop

Resources for Moto Guzzi fans

Fuel your Moto Guzzi passion with Squadra Guzzista

Guzzista — Mon, 02 Nov 2009 07:20:49 CST

Welcome to Squadra Guzzista, the online community for Moto Guzzi fans!

STOP THE CLOSURE OF THE MOTO GUZZI FACTORY!
See here how you can help!

Moto Guzzi Aquila Nera range is here for 2010
Moto Guzzi has announced a new concept for its cruiser range. It is called "Aquila Nera". Read about it here.

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Paolo and his V-Twins

Guzzista — Mon, 02 Nov 2009 07:12:15 CST

Paolo and his V7 twins, a true Guzzi love

In the glory days of the 70s...

In the glory days of the 70s...

Squadra Guzzista member Paolo Rossi (Falket) is enamoured with his loop frame V7s, and has been since he first saw them back in the late 60s. Here he tells us about his passion...

"Friends, forgive my english, a lot of water passed under Tower Bridge since I left my english London school, but let me tell you, i enjoy so much seeing with how much passion those lucky V7 owners speak about their loved bikes, that is true love. It reminds me of the same passion when back in 1965 some pieces about the V7 started to appear on the specialized press like Motociclismo, then finally it was there BELLISSIMA V7 700 at the 1965 Milano Fair. She was like a Star, unique with those V7 cylinders, a dream which I promised myself had to come true sometime in the future.

It was the same year that I started working, but with those few bucks in my pocket I could only afford those little 50 ccs... Lambretta, Vespa, Mùller, Fantic Motors, etc. Only in 1971 I had enough money to buy a brand new Guzzi, but that was a Nuovo Falcone Police type, a rare white color. In the same year I bought a second hand Fiat Osca 1600 cc. Spider car. With a Guzzi and a pretty Spider I did enjoy that 1972 summer. My friends were driving bikes like Honda Four, Kawasaki Mk1, Laverda 750 SF, other had brits like BSA, Triumph, AJS, but my mind was still at the V7 Guzzi dream. That was the year I drove a policeman friend's V7, what a joy!

In 1972 Guzzi put on the market the 5 gear Buffalo 850GT, I said to myself “ that must be mine”. So it was, my local Guzzi dealer and friend Giorgio phoned me one day saying that he had something to show me. There she was, a splendid second hand 850GT Mk.I Blue Avio, just 800 kms. on the clock, neglected by 2 former owners because too different to drive with that rear drive shaft. In 10 minutes the deal was done, I gave in my Falcone, the Fiat Osca car and few more bucks then was finally MINE…

That same year my boss sent me to London for 5 years, without any back toughts I loaded the necessary on the bike and drove 24 hours non-stop via Calais. I was in London, where she made a good show for herself among lots of brits bikes. Brands Hatch was not far away from my place and at week-ends I was often to see the races. Bikers were looking at her like she was a martian out of space, they were nice and I remember the lots of pint of beer people used to offer me, sometime also girls bikers liked to go for a ride! …it was a nice time really.

Riding the V7 to the UK

Riding the V7 to the UK
As my job took me overseas I drove it back to Italy and left it there till the end of the ‘90’s when I did some chrome refurbishing, a new battery and drove it again touring the roads of Italy, throughout Europe, and bikers meetings where always she made a good show for herself.

The Millenium 2000 came with Internet at full stream, more miles on the road and more meetings, yet I believe that every bikers wish to drive up to North Cape once in their life, so I wrote on a few Guzzi Forums and there came the answers of another 2 Guzzi’s V7 fans, Gaetano and Renato. That was an unforgettable voyage, the 3 V7 bikes always quick and reliable, they made just about 10.000 kms. in 18 days without a single problem, needing only few engine and drive shaft oil top up.

But the madness of a Guzzi lover is without limit, and for our V7 we are badly sick. In fact my friend Gaetano phoned me one day saying that his son Daniele saw near Milan another V7 same color like mine whose owner intended to sell! I arranged a quick meeting and between Guzzisti only needed a few words as we understand each other well. I drove it back that same afternoon. as she had less than 10.000 kms. though she needed a good run-in.

The good thing of the V7 is that you can dress them in different versions and fit optional Guzzi saddle bags, seats, windshields, etc. The only disappointment I have, is that I cannot drive them both all together in one go … but who knows, the Guzzista often can do miracles.

And whoever has one of these should keep it very close and treasure it…bikes like these they dont make anymore.Hello to everybody, I hope that my love to Guzzi will pass on to future Guzzisti. Ciao, Paolo."

"I remember the lots of pint of beer people used to offer me, sometime also girls bikers liked to go for a ride!"

Further images of Paolo's beloved V7s

Further images of Paolo's beloved V7s


Paolo's stunning V7	What a fine pair!	With V7 friends at Mandello

In Norway	Top of the world at Nordkaap	Beautiful...and the scenery's not bad either

Technical Specification (V7 Special 169-1971)

Technical Specification (V7 Special 169-1971)

Specification:

Year	1969-1971	Final drive gearing	4.375
Bore (mm)	83	Box gearing: 5th	-
Stroke (mm)	70	Box gearing: 4th	0.750
Capacity (cc)	757.487	Box gearing: 3rd	0.954
Compression (to 1)	9	Box gearing: 2nd	1.333
Valve type	ohv	Box gearing: 1st	2.230
bhp*	45	No. gears	4
@rpm	6000	Tyres	Front: 4.00 x 18, Rear: 4.00 x 18
Starter	electric	Brakes (mm)	Front: drum 220 2LS, Rear: drum 220
Oil	wet sump	Front suspension	telescopic
Valve timing	ohv	Rear suspension	swing arm
Inlet opens BTDC	24	Ignition system	coil
Inlet closes ABDC	58	Wheelbase (mm)	1470
Exhaust opens BBDC	58	Ground clearance (mm)	150
Exhaust closes ATDC	22	Width (mm)	830
Tappets inlet (mm)	0.15	Length (mm)	2245
Tappets exhaust (mm)	0.25	Dry weight (kg)	228
Primary drive gearing	1.375	* bhp figure:	at rear wheel

Carburettor settings:

Dell'Orto type	Size	Main	Pilot	Slide	Needle	Needle position	Needle jet
VHB 29CD/CS	29	145	45	60	V5	2	265

Further reading

Further reading

More featured bikes / V7 Ambassador restoration / Neil's 850GT

Your opinion

Your opinion

Thank you so much to Paolo for taking the time to share his story and his stunning bikes with us, grazie Paolo, auguri!

You can add your own comment to this page by clicking "start a thread" just below.

Squadra Guzzista is all about real Guzzis owned by real Guzzisti. Why not share your passion for your own Moto Guzzi with the rest of us? If you wish your bike to be featured on the site just like Paolo's it is easy:

1:- Click "Add Page" at the left to create a new page.
2:- Click the "easy edit" button and start typing. It's really easy. If you can use a simple word processor you will be able to do this as no programming skills are required.
3:- Alternatively, write your piece on a word document and send it to me at info@guzzista.com including any images you wish to use.

Older Small Block Issues?

Guzzista — Tue, 06 Oct 2009 04:56:42 CDT

So you are thinking about an older small block and want to know what to buy or what to look for. There is a lot of misinformation about the small block V-twin Guzzi. Time and vague memories have conjured demons and rumours from both truth and gossip. There are quite a number of texts already out there so this piece isn’t designed to replace them, just supplement them with age related details.

This piece is a compilation of personal experience and information that I have been given or I read on various forums. It isn’t intended as a definitive text but a guide to assist the prospective owner. Just remember, these bikes are getting old and have had years under different owners. Who knows what history they really have and what faults lay hidden. Always remember, “Buyer beware!”

Firstly I’ll deal with the twin valve models. I’ll deal with them generally as I simply don't have the time to go into all the minute detail. I'm not going to differentiate between the 3 marks of V50’s for example. That is well documented already in the references listed at the end of this article.

Which small block do I want?

I’ve only owned V65’s but I have ridden V50’s. Both models are able to maintain road legal speeds all day long whilst carrying your self, a pillion and gear. The V35 was very popular in Europe due to registration costs for bikes. All the big names had 350’s including Ducati’s famous 350 single and the less known but highly praised Morini 3 ½. If registration isn’t an issue for you then why would anyone pick a 350 when the 500’s and 650’s are the same weight, same frame and same handling? If one is for sale locally, at the right price and suits your needs then by all means consider it but if not my suggestion is to go for the larger capacity models. The power curve is very even on all of them and none of them could be described as “over powered.” To substantiate this, where I live, even the V65’s are classified as LAMS bikes. That basically means that due to their power/weight ratio and engine size are legally suitable for learner riders.

There are standard models, touring models, cruisers and sport models to choose from too. The V35 and V50 came in a sport model, the Imola and Monza respectively. There are claimed horsepower advantages but in reality there isn’t a lot. The style and seating is altered though and this style of bike may suit. The real difference why a V50 can’t just become a Monza look-alike are the rider’s pegs. On the standard bikes the lower frame rails have the peg bracket welded to it. On the Imola and Monza the pegs come from behind the lever pivot, from their own peg position near the meeting of the frame members.

The V65 didn’t have a sport model instead there was the V65SP, a fully faired touring model. This machine is vastly under rated as a tourer. The fairing works well as long as your legs aren’t too long otherwise the lowers can be a bit encroaching.

The C or Custom range was in the cruiser style. V35’s, V50's and also V65’s. The later V65 was referred to as the Florida and it was replaced by the 750 Nevada. I haven’t ridden one of these models but basically it is just a styling exercise using all the standard base components. If this style suits your taste or physique then there is really no major difference from the standard models.

There are off road versions too. Both the V35 and V65 came as a TT or NTX road trail machine. The TT was lighter with little in the way of fairings but the NTX came virtually fully faired with a fuel capacity of over 30 litres. It was updated later to a 750 but as per the custom series there is little in the way of major differences to the standard models.

Finally in the late 80’s the GT’s came along. Again it was just the V35’s and V65’s that came in this form. They were produced at the same time as the Mille GT (1000). The Trentacinque GT(V35) and the Sessantacinque GT(V65) were released in either black or red with gold striping. The V35 was mainly for the European market and the V65 for export. There are some differences and you will find a review of the Sessantacinque in the “Features” section of this site giving specifics. Sessantacinque Review.

What are small block specific points that I need to check?

The small blocks are quite a reliable machine. Many of them are still rolling down the road over 30 years after they were produced but like all machines they have components that tend to wear or fail before others. The small blocks are about 50kg lighter than the big blocks of their day so that amount of metal and material has to come from somewhere. The original model V35's and V50's came with chrome bores. This lining has had a tendency to flake over time causing other internal issues so if you are looking at one of these it is a point to check. V50 II's had Nikasil bores and all later versions came with Guzzi's patented Nigusil coating.

Steering head bearings:
These are similar to push bike technology, a ball race with loose ball bearings. If they are greased and tensioned properly then it is unlikely that there will be an issue.
They do last for quite a while and I’ve never had an issue with mine but some owners insist on replacing them with a tapered bearing kit available from some suppliers. Just check for any notchy feel or uneven movement when the steering is moved from side to side.

Oil leaks around barrels:
There are only 5 bolts holding the barrels and heads on a small block where there a 6 on a big block. Because of this they are logically more susceptible to leaking around the join. I’ve heard this, I’ve read this but I’ve never experienced this. From what I can ascertain it is just a few bikes that this seems to afflict. Maybe its just when the 2 matching faces are at opposite ends of their machining tolerance or if someone hasn’t torqued them down evenly in the correct sequence. Most times if I find an oil leak it is one of 2 things. The rocker cover hasn’t been torqued down properly or the gasket is damaged and been re-used anyway or the breather hose on the inside of the rocker cover is leaking.

Valve stretch:
You may have heard horror stories about valve failure in the small blocks. I’ll deal with that a bit later in the 4-valve section but basically the 2 valve models can suffer from valve stretch. If the valves and spring tensions haven’t been set up right or wear on the valve seats has allowed hot gases to escape and cause a hot spot on the stems then the valves are on limited tenure. This isn’t an acute problem. I’ve heard of figures of 60,000km – 80,000km on a set of valves but I do know of one Monza that got 195,000km on a single set of valves. Many other makes of bikes don’t even get close to this mileage. From 1991 the double set of springs on the Nevada was replaced by a single outer progressive spring. As this spring is the same size as the earlier outer spring it is a recommended fix for all earlier models also.

Initially the valve gaps recommended for the small blocks were 0.10mm inlet and 0.15mm exhaust but both of these were later increased by 0.05mm to 0.15mm inlet and 0.20mm exhaust. Valve gaps (rocker clearances) are there to allow for heat expansion so that when the engine is hot the valves can still shut fully. It can therefore be guessed that this increase in valve gap was introduced to stop any potential flow of hot gases over the stem thus increasing the service life.

The 2 valve bikes generally give lots of notice that the valves are stretching. The valve gaps start to close between service intervals indicating that the stems are stretching. These should be set and checked on a cold engine at TDC on the compression stroke.

Gearbox noise:
The small block 5-speed gearbox is a joy to use in comparison to its big block counterpart. One of its strengths is that it is comprised of straight cut gears but the disadvantage of this is that straight cut gears tend to whine. After a while, when the hardening is a bit worn the box can develop a whine at around 4-5000rpm. I was told by a very experienced, small block mechanic that some bikes whine and others don’t. He has pulled noisy gearboxes apart at the insistence of their owners only to re-assemble them again with no changes.

The main issue with the noise is that it can mask other noises that may indicate a faulty bearing or other potential problem. I have one bike that whines and another that doesn’t. I find that about 30% oil stabiliser helps to quieten the whine down considerably.

Oil Through Gearbox Breather:
Initially 1 litre of 80W90 was recommended for the gearbox but it was found that the oil would escape through the breather at high speeds. To remedy this Guzzi reduced the volume of oil recommended to 0.9 litres. The perceived problem with this is that the box needs a full litre to help lubricate the higher gears and it is thought that this issue may contribute to the gear whine.

There is a simple fix by extending the breather so that there is a hose that is run higher. Any oil then returns via gravity. The only catch is that the original breather valve holds the selector detent spring so any modification needs to be the same depth in the threaded hole.

Universal joint:
The small block u-joint is a single cross affair but it is integrated with the drive shaft. Because of this it is expensive to replace as a whole. Replacement crosses are available as long as the splines are in good order. Regular greasing of the splines assists in a long service life.

The U-joint rotates enclosed by the gearbox casting around the output shaft. If a U-joint ever fails it can cause carnage in the cast alloy. These can be repaired by a good alloy welder but look for damage in this area. There is a mild steel bush that can be inserted there to help protect the casting.

Breather system:
Many of the bikes have had their original filter boxes removed and pod filters fitted to replace them. What a lot of owners don’t understand is the breather system that is connected to the filter box.

The purpose of the breather system is to return oil condensate to the sump. Without this a Guzzi engine would eventually pump itself dry of oil. The engine has a shared journal crank so even though the pistons are 90 degrees apart there is still a constantly changing volume under the pistons in the crank case as the engine turns. The volume under the pistons changes by about 70% of the engines displacement every revolution.

Early bikes only had a very small oil dowel feeding oil to the valve gear. The rest was supplied by the breather system. Oil vapour was carried up via the push rod ports to condensate on the inside of the rocker covers. This would then drain down to a ridge in the casting and there are 2 fangs that sit directly above the valves and direct the oil to fall on them. Later bikes the oil dowel was increased and the main oil feed is via that but the vapour system still works as long as the breather system is intact enough. Morinis of the same era used this system solely to lubricate the valve gear.

If the breather system is blocked off or restricted then the crankcase builds up pressure. This may cause the engine to leak from any of its joins and seals. At low speeds the breather will suck air in too as the pistons rise so it is a god idea to have the breather vent filtered. It originally vented into the clean, negative pressure side of the filter box. It makes me wonder if the removal or modification of the original systems and the subsequent reduction in oil condensate flow to the top end contributed to a shorter service life for the valves.

Sump Spacer:
There is a train of thought that because the small blocks only have 2 litres of oil in the sump and the big blocks have 3 that the small blocks need more. Firstly to assist cooling and secondly to hold more oil so low oil level won't cause an engine seizure. There are after market spacers that allow an additional 1 litre of oil. Neither of my bikes have one and I have no intention of getting one.

My bikes have never exhibited symptoms of over heating and I live in Australia. I also think that if I didn’t notice the first 2 litres of oil leaking out then what makes me think another litre will save me?

If it helps you to sleep at night then spend your hard earned money, but my 28 and 21year old bikes have coped so far without one. If one is fitted I don't know of any negatives besides a reduction in ground clearance, just make sure the dipstick has been calibrated correctly.

What’s better about small blocks?

Lino Tonti was the chief designer when the small blocks were designed. They came after the big block and incorporated some important improvements in design.

The small blocks are much lighter than their big block counterparts as I have already written but there are some other advantages too. The timing chain is virtually trouble free, the oil filter can be changed without removing the sump and the ignition pick-ups are directly on the end of the camshaft giving more accurate ignition timing.

The 4 valvers!

I’m not going to write about the Imola II or the Monza II. They had similar issues to the V65 Lario but were never imported to Australia in numbers. In fact I have never seen one in the flesh or known anyone who has owned one. The closest I have been is that a single Imola II was advertised for sale in Australia on ebay and it re-appears every so often. There are some 750/4's about but from what I can tell they are in bits too. I'll leave them alone also.

A friend of mine in the Army bought a Lario new. He really liked my white MK III LeMans so he bought a white Lario. It lasted 16,000km before the camshaft failed. There was a general recall and that issue was fixed. A hollow cam with increased oil flow replaced the solid unit. All the bikes should have had this modification done but they still have a reputation for “grenade” heads. The fact is the 4-valve system apparently self-destructs without warning unlike the 2 valve models that give ample notice. The valve heads fall off at high revs!

I’ve read lots of theories about how to fix them but I’ve become a bit jaded. On some forums a new “expert” occasionally arrives with theories and fixes. What I have gleamed is that many of the bikes have been hidden away in sheds for a lot of years with the owners too afraid to ride them. Some of these bikes seem to be appearing on the market now and then. Many of those writing fixes haven't actually ridden the bikes far enough to test their theories. One real problem is that there have been so many failures that certain replacement parts have become scarce. In Australia some parts are virtually unobtainable but the situation may be better in your part of the world.

Evidently the original valves were 2 piece, welded together and to attain the revolutions the valve springs were very strong. This caused the heads to eventually part from the stem with drastic consequences. Funnily when talking to race engine builders if I mention this problem they immediately say ”the springs are too weak, the valves aren’t closing quickly enough and so they are getting too hot.”

What I find amusing is that when I have mentioned the breather system oil distribution flow, it has been laughed at by Lario owners. They claim that it isn't necessary as the designers removed that feature so it was obviously unnecessary. There are no drip fangs on the inside of the 4V rocker cover. unlike the 2V covers. I have replied by asking "are these the same designers who designed the solid camshaft and valve train that keeps failing?" In my opinion, if ever there was a model in need of more lubrication and cooling to the top end, by any means, this is it.

Valves from a Suzuki 250N evidently fit the Lario. One fix I have read, from a small block fan, is that the newer Nevada progressive valve springs are used with the Suzuki valves and engine redline is reduced by 1000rpm. This is a similar fix to the 2 valve modification but with the use of different valves. The main advantage of the 4 valve bike is more performance due to higher revs being achievable. Remove this advantage due to fear of catastrophic failure and the question is raised, what's the point?

I have been informed that the original springs were so stiff that they would have been stable up to 12,000rpm and the Nevada modification should be fine up to 9,000rpm, well above the redline set on the bike's tachometer.

Here is a selection of other comments that I have cut and paste to illustrate the situation:

From a Lario owner:

!) I have had a Lario for 5.5 years - I didn't ride it for the last 3 years but
put 11,000 km on in the time I did. The speedo showed 47,000 km when I bought
it but wear in various areas suggests that it has been around the clock at least
once.

2) The valve springs are dual coils, and quite stiff as well. This is not the
original factory setup - I believe it was a factory approved mod flowing over
from the 350 4-valve motor. I had decided to stop riding the bike fairly soon,
since I was reaching the "magical" 100,000 mile mark.

3) Mario from Thunderbikes in WA (Oz) used to race one in the 80s after sorting
out the valve issues. He found that the factory springs were way too strong -
with smaller valves they had something like twice the valve spring pressure!

He use Suzuki GN250 valve springs with original collets and replacement valve
retainers at the top or bottom - now I am hazy. He regularly saw 9,000 rpm on
his Lario while racing.

4) Deciding I needed a "spare" I bought another Lario in September, which had
suffered a major blowup in the right head.

Both exhaust valves had lost their heads, the head itself was destroyed but
fixable if you are desperate (I am told).

What worries me now is this engine has had the soft valve spring mod yet still
popped at around 65,000km, maybe a little more since I believe the speedo drive
was faulty for a while.

5) There are stainless valves around which are supposedly better. I have one
and will get the rest of 2 sets, because I am keen to do both bikes. I have
stopped riding my Lario (which appears to have standard issue valves) because I
believe it could pop at any time. While I have a spare set of heads it is not
worth the risk

And a Guzzi mechanic:

Early ones had cam and follower issues but the biggest issue with them was that the factory simply doubled up on the valve springs used on the 2VPC models and the spring pressures along with the very thin stemmed and not very cleverly made valves coupled with the under-finning and therefore heat build up in the heads leads them to shed exhaust valve heads like confetti.

There are a number of suggested remedies, probably the most successful I know of is using Suzuki GN 250 outer valve springs and caps with the Guzzi collets. No inner springs.

Thing is that tyres for them are hard to get, (Although this is improving again due to the number of big scooters with 16 inch wheels!) and many engine parts are now as rare as rocking horse **** so keeping 'em on the road can be a hassle.

And an ex Lario owner:

My understanding of the valve problem goes like this:-

The relatively heavy valve springs coupled with a somewhat soft material used in the valve stems, resulted in the ends of the valve stems mushrooming with use. This resulted in the valve adjuster being unable to slide on the end of the valve stem, causing the valve stem to flex back and forwards, eventually fracturing. This of course resulted in the valve heads dropping onto the top of the piston, destroying that side of the motor.

The factory fix for the problem was the issuing of a set of hard steel lash caps for the valve stems.

I fitted the lash caps, and also softer valve springs (Suzuki GN250). The motor seemed to be much happier with the softer valve springs. Fitting these caused a small problem, as the GN250 springs are slightly larger in diameter than the original Lario ones. This was overcome in the following manner. I obtained spring retainers from 2 different Suzuki models. From memory these were the GN 250 and a GSX250. One retainer was a properly machined steel retainer that fitted over the valve guides and provided a seat against the head that matched the increased spring diameter. The other retainer was a pressed steel one (like a bowler hat) that also matched the increased spring diameter, but significantly was exactly sized to fit over the Lario spring retainer without any play at all. This allowed me to use the standard Lario valves and collets, as the collets were still fitting into the Lario retainers.

With these mods, there was never a problem with the bike, I even re-purchased the bike in the late 90's with the mods still in place. The bike is still going strong - in the hands of yet another owner.

As shown there are a few ideas on this issue and I'm not getting too involved with the differences but the Suzuki 250N features quite a bit despite the variance of which parts should be incorporated. I'm just illustrating that the problem hasn't come to a definitive conclusion as far as everyone is concerned and opinions vary.

Lario Wheels and Tyres:

The Lario and some other models run 16” wheels both front and back. The problem now is getting tyres, of the correct profile, especially for the rear. Some owners are buying front tyres and mounting them on the rear backwards. With a lot of smaller wheel scooters this may not be so much of an issue as it has been but it is something you may want to investigate before purchase.

A friend of mine, an engine re-conditioner, was repainting a Lario so he got the 16” wheels sent off for sandblasting. When he got them back he noticed hairline cracks at the spoke/rim join. His eyes were used to spotting cracks in cylinder heads so he saw them straight away. They were virtually invisible to the untrained eye though. He purchased another set of two wheels and sent them off. When he got them back it was the same thing, more cracks. Whilst this is a very small sample group I would like to point out it is a 100% failure rate for the wheels. Why they crack I don’t know but it is something to consider. Maybe there isn’t enough flex in the spokes of a 16” straight spoke wheel?

Finally and a disclaimer:

I hope I haven’t put you off purchasing a small block Guzzi. Remember I am focusing on “what to look for after 30 years of service” rather than “what’s usually good.” A very individual friend of mine owns an amazing Monza. Anybody who thinks that small blocks aren’t robust just doesn’t know of this machine. It is “used” beyond belief and it is often seen at a rally leaning up against a tree with empty Guinness cans surrounding it. It doesn’t have a stand, any leaning post will do but it just keeps running and running and running.

I really like both of mine and intend to keep them forever. These models are now over or nearing 30 years old so they have probably been through several, if not dozens of owners and have done unknown miles with unknown maintenance. I can only pass on known trends to you but a complete and thorough inspection of the machine can’t be recommended highly enough.

This article will never be complete. As I discover and learn more on these models I will edit the information accordingly.

Useful References:

Guzziology. Dave Richardson
Workshop Manual. Moto Guzzi
Owners Manual. Moto Guzzi
Parts Manual. Moto Guzzi
Illustrated Moto Guzzi Buyers Guide. Mick Walker

“Time spent in reconnaissance is seldom wasted.”

A special thanks to 'iceblue Dk' for proof reading and input on models I've not had direct contact with.

Further reading

Further reading

V65 GT Sessantacinque / Nevada 350 / Touring on a Breva 750 / V7 Classic owner report / More featured bikes / Resources for Guzzisti /

Moto Guzzi V7 Classic

Guzzista — Mon, 05 Oct 2009 10:41:20 CDT

So far this year (2008) we have been graced by the Bellagio, the Norge 850, the Griso 1200 8v, and, most recently, the Stelvio 1200 8v.

Just when you thought you could relax and look forward to what may be happening next year, or perish the thought, relax and enjoy the prospect of the new Guzzi you have just planned on buying, the factory has pulled a flanker and released another machine which will be featured at the forthcoming EICMA exhibition in Milan.

The new bike has been named the V7 Classic and is set to be a retro designed interesting little number that may give its most obvious rival, the Triumph Bonneville, cause to look over its shoulder.

Tech Spec and detail shots have been added to the bottom of the page... Guzzi have come up, once again, with a bit of a looker, it would seem.

The first official shots have been just released and they have certainly caused a stir, that's for sure. I have seen this bike discussed on forums all over the net and, I have to say, not much negative comment has been levelled at it so far...good start, then.

The factory have chosen a stunning white colour scheme for it's first outing in public, reminiscent of some of the most famous models of legend, like the Ambassador and long selling Falcone, two wearers of these clothes.
From what I have seen this livery would appear to suit the bike very well indeed and as may be seen it looks handsome enough.

Taking this image from the top down, the first thing we notice are the Bellagio/Griso derived mirrors which, to me, look a little out of place on this machine. Nice though they are, I think simple round mirrors may have helped the aesthetics and to carry the retro theme.

The clocks, too, appear to be lifted straight from the Breva 750, from which this machine is derived, and I wonder whether a little bit of styling here may not have gone amiss...not too much, because undoubtedly there is a cost issue, but perhaps a chrome ring around the bezel of the clocks?

The bars look nice and wide and suggest to me a reasonably upright riding position, switchgear looks of standard type and it is interesting that whilst they have not made time to add a little chrome to the clocks, they have added end weights like those my old Nevada 350 used to wear. The bars, clamp and top yoke look nice in black however, to complement some of the other parts...that tank shape looks familiar...

I love the Moto Guzzi emblem on the back of the seat...like so many of those classic older v-twins that we grew up with. The dainty tail light and indicator stems with what looks like a nice and chunky rear tyre complete quite an appealing rear profile. The twin shocks are in best classic tradition as are the exhausts with those attractive, Bellagio-esque drilled end pieces...I bet this sounds nice...

It is when you view the profile of the V7 classic that you begin to appreciate just how pretty this motorcycle is. See what I mean about the paint scheme?

When I first saw a glimpse of this photograph I was even fooled briefly in thinking it may have a Tonti frame, due in no small part by that swing arm bolt, and even the swing arm itself which, although finished in black (a common feature with contemporary Guzzis) is evidently the same type I had on my old Nevada. That bike had a Tonti frame and I think that's why this one had me fooled...it just created that image in my mind. Those considering this as their first Guzzi, and I have a feeling there may be a few, will not dwell on that subtle reminder of times gone by, of course...but it don't half add to the feeling of nostalgia to the rest of us.

The motor is the 750 Breva's heart, and a proven one it is too, so I doubt there will be any reliability issues with this model. I wonder, however, if there are any performance differences. That tank don't half look familiar...I love the straight seat but, further back, I do wonder about how sturdy that light fitting will prove to be, as anyone that ever owned a Jackal will hope they have designed a far more practical tail unit.

At the front, standard forks (again, had it been up to me, I would have added a set of black fork gaiters to really go retro) grip a chrome spoked rim with single sided disc. This final point has been, I think, one of the most discussed about this model.

The most obvious answer to the reason for this must be cost. When the Jackal was released it too wore a single front disc in the interest of keeping on the road prices down, but the factory did offer a subsequent upgrade kit which many owners took up. I wonder then, if the factory will offer a similar solution for the V7 classic.

There is no doubt, however, that this is an inordinately attractive looking machine and I can see many at least considering it as a viable purchase. I certainly wouldn't mind one, but then, I'm biased. That tank...when was the last time you saw that shape of tank? Again, those to whom this is a fresh introduction to the world of Guzzi may not give two hoots but it is such a nice touch. To me, this is one of the most beautiful shapes of tank...ever...and it is a credit to the Guzzi designers that they have resurrected the blueprints of the design from the old V7 Sport. The photos at the foot of the page comparing the two illustrate this perfectly.

So we're all very pleased thus far and rightly so, as the factory appear to have done a great job...well, we're all Guzzisti so we would be enthusiastic wouldn't we?

All appears well in the world of this bike until you start comparing it to it's most obvious rival. Like the Stelvio with the GS, this machine is entering a market where there is one extremely well established model, among a heap of less worthy others, against which our V7 will have to prove itself. I am, of course, referring to the Triumph Bonneville.

The "Bonnie" is an excellent example of design and, more so, of marketing.

It was inevitable, as the new Triumph marque rose from the ashes of the old, legendary, factory that a Bonneville of some kind would have to hit the streets. In Britain, the Bonneville is part of the fabric of life, like yorkshire pudding, or fish and chips...everybody's uncle (if you're my age) had one it seems; if you're younger than me read that sentence as everybody's grandfather seemed to have one. It's also legendary in the USA, where the original model was such a success having provided a truly rebellious alternative to Harley Davidson, round whom the Bonnevilles could run rings at that time...and still can...

What Triumph did with the new Bonneville, essentially, was to take the old recipe of nostalgia, history, RAF goggles with gauntlets and flying jackets, the Beatles and the Stones, the Union Jack, bottle it, and stick two wheels on...bang...success! It is with big sellers such as this that the Hinckley outfit has managed to fund research into technology and design and, from that, produce a stunning range of modern, appealing motorcycles. There is only one firm other than Guzzi producing bikes that would lead me to the door of a showroom, and that is Triumph. Had the staff at my nearest Triumph dealership, Laguna of Maidstone, not been so inept I would now have a Speed Triple sitting outside next to my Jackal instead of a Honda X11.

The modern day Bonneville is an extremely focused machine in terms of marketing and the sector it would be operating in. It looked just like the old machine for one, and was released in the same format with straight saddles, lots of chrome, even the engine block looked similar. The current version of the Bonnie has a capacity of 865cc and retails in the UK for £5200 with the keys in your hand.

I'm not so sure the V7Classic is as focused a design, sadly.

Whilst I think it looks stunning, it's being isn't as clearly defined as the Bonnie's.

Is it supposed to be a modern day version of the real classic V7? namely, the Ambassador, as seen left. Well, the new model has straight bars and a reasonably gentle engine which should offer comfortable, trouble free cruising.

There are certainly a number of styling cues taken from the original V-twin long distance cruiser...the overall lines, the painted mudguards, that rear light unit, the side mounted passenger grab rails and, of course, that wonderful red white and black colour scheme.

Or is it more a re-working of Tonti's V7 Sport design that became such a legend?

The V7 Classic certainly has a few common traits with this machine...that tank, for one, the straight saddle, the front of the bike in particular looks so similar with those forks and the dark clocks.

Whilst the new model doesn't have a Tonti frame it is so similar at first glance it could be. But the new bike doesn't have such sporty bars and riding position. Additionally, to make a real effort to produce a retro styled machine, I think a round head engine block would really have looked the business, even if it were just a styling feature but, like the Bonnie's engine, would have really looked the part. The modern day Breva engine looks, I don't know, kind of not altogether right under that tank, somehow.

I realise I'm being a little overly critical of this bike, and I don't want to be, as I really like it, it's just the fact that it has an awful lot to compete against. The press, you see, are used to riding and writing about the Bonneville. They will be sitting on the V7 Classic for the first time in one of those head to head type articles and will be judging this bike, not on its own merit, but on what they believe it represents and against the standard of the Bonnie with its 115 extra ccs, and that is what concerns me the most.

You see, it has been rumoured that the on the road price of the V7 Classic will be in the region of €7990, on the road. Taking no account for any difference at all on the price from taxation, that gives you an exchange rate of £5541. That is £340 more expensive than the basic 750ie Breva, but, crucially, it is £340 more expensive than the Bonnie...and if the Honourable Chancellor of the Exchequer has anything to say about that price, it could be in trouble...certainly in the UK.

Cost, as we have already seen on a number of occasions has been high on the list of priorities for this machine. let us hope it is not to its detriment as, despite all that, I love it. Interestingly, so do the Triumph crowd, check out the following quotes from a Triumph owners' forum:

"mmmmmmmmmmmmm...shaft drive...me likey too bad it's got that ugly exhaust"

"...and that new guzzi looks very cool. things are looking up!"

"My lord, that new Guzzi is perfection. I like that far more than the new Ducks. It looks as much like what it supposed to be as ours do. Lovely."

"Hmmm, yet another retro bike??? I really like it... agree it looks better than the Ducati retro. Can't say that I'd actually mind having a Moto Guzzi either. So now I wonder what the price is gonna be?"

"Love it! I will have one."

"Very interesting. I will definitely be test-riding one of those to see if it's as fun as it looks. Shaft-drive is sweet."

"Hey, that's really nice. Looks like a guzzi drivetrain stuffed into a New Bonneville from 50 feet. I might have to get me one of those. I wonder if they're gonna do a V11 version."

"I have a feeling that there may be a new bike in my future and that Guzzi might be it. If they come out with a V11 version with twin front discs, that would be the cruncher for me. "

(source: http://www.triumphrat.net/triumph-twins-hangout/71283-new-moto-guzzi.html)

Those are triumph owners, the platitudes on that forum go on for a further two pages and if they like it...but I find the last two comments above interesting...large block engine and front discs...now there's a thought...'xecpt it couldn't be the V7 classic any more!

V7 Classic Tecnical Specification
Engine	Chassis
Type 90° V-Twin, 4 strokes Cylinders Aluminium alloy with Gilnisil treatment Pistons forged with 2 inner liner and 1 oil control ring Cooling system air cooled Displacement 744 cc Bore and stroke 80x74 mm Compression ratio 9,6:1 Timing system 2 overhead valves with light alloy push-rod Fuel system Weber-Marelli electric injection Starting system electric Exhaust 3 ways catalyzed with sonda Lambda Gearbox 5 speeds Lubrication by lobes with pressure pump Circuit capacity: 1,78 kg Oil: AGIP RACING 4T 5W/40 Primary drive by helical gears, ratio: 16/21=1 : 1,3125 Secondary drive shaft drive, ratio 8/33=1 : 4,825 Clutch single disc, dry, with cush drive	Frame detachable tubular duplex cradle in special high-strengh steel Front suspension Marzocchi hydraulic telescopic fork, 40 mm Front wheel travel 130 mm Rear suspension swinging arm in light cast alloy with two dampers, preload adjustable Rear wheel travel 118 mm Braking system Brembo Serie Oro Front brake single stainless steel floating disc, ? 320 mm, with 4 piston calipers Rear brake single steel disc, ? 260 mm Wheels: spoke light alloy Front rim 3"x17" Rear rim 3,50"x17" Tyres Front 110/70 17 54 H Rear 130/80 17 65 H Dimensions Dry weight 182 Kg

What do you think of this bike? What do you think of its possibilities? Scroll down a bit further and start a thread with your two cents worth!

Take part in the opinion poll: GO

Fantastic new detail shots just released!

I think you will agree, judging by these detail shots, the V7 Classic looks to be a very pretty motorcycle.

Now that you have seen the photos, what do you think? Has it changed your view on the bike at all? Do you like it more/less?

Open a thread below to state your opinion!

Pics courtesy of: http://www.motoservices.com

First impressions of the V7 Classic

Update 21 June 2008:

The V7 Classic has now begun to arrive at showrooms in earnest and excited owners are beginning to get their hands on the first exdamples of the V7 Classic.If you have been following the threads below you will know that the bike has received very favourable reviews in the press, which is great news.

The thing about press reports of course is that they will only ever reflect how the machine was on that day. What we have here on the other hand is a bunch of real riders who have chosen the V7 as their ride of choice. We will start with gaining first impressions from them as they enthusiastically collect their bikes from the dealers and take them for their first runs.

What I would then like to do is to follow the life of the modelto get a long term impression of what it's like to live with it...what, if any glitches become apparent, how it is like for servicing, what the running costs are, how easy it is to source parts, and what modifications owners feel they nee to make to their machines. This of course is something you will not get from a motorcycle magazine so we'll see how we go!

Christiaan, Belgium

Is this the first V7 Classic? Squadra Guzzista forum member Christiaan from Belgium has just taken delivery of his bike after an anxious and (probably) sleepless 9 week wait! Here he is on the right with his pride and joy! His first impressions are as follows:

"*14 years on a 4-cylinder requires getting used to a V2, the Guzzi is alive, and you really feel it work.
*gear shift: as smooth as can be: no clicks or clacks, always correct and easy in neutral. Nice
*cornering: it doesn't go by itself, needs real input, but once in the curve, very stable
*sitting: relaxed, "could drive all day feeling", everything fits me (1.73meters tall)
*suspension is rather hard, but not uncomfortable, you feel the road
*People turn their head when you pass
*Power: can't tell 'cause I'm breaking in, need to be gentle
*The only downer are the rear view mirrors, not wide enough and not big enough, I like to see what's behind me, I may need a replacement You can add another happy Guzzisti to the gang"

In a short while wiki member falcone will be picking his up from his nearest dealer, here in the UK! We await his appraisal soon! If youare getting one, get in touch and let us know what you think!

Falcone, UK

"Only covered 65 miles or so coming home but enough to form a few disorganised ramblings. Firstly, The bike looks even better, by a long way in the ‘real’ than the photogenic - confirmed by two friend’s I called in to see on way home. Ironically, the seat height/width etc means that the saddle is in about the same position as the 1100 but the weight, lack of bulk and the ‘flat’ seat makes things much easier.

There will be some give in the suspension and seat in time and some playing with the shocks to perform and I will find a perfect medium. The V7 even at lowly, careful running in speeds sounds superb. There is a real rasp through the intake which I imagine will only get better with increasing revs and friend’s again reported the exhaust sounded good. Makes the 1100 sound flat.

Throttle is responsive and controls beautifully fall to hands. The mirrors look good but are filled by elbows - easy enough to tuck in (elbows that is) and I won’t be changing. Cosmetically, can’t really fault. The tank looks superb from the side but does look a little too narrow from astride the bike - nothing could really have been done about that though. The gearbox which isn’t really faulted in the road tests (with no doubt well run in bikes) is a little stiff - but I have no doubt will improve. Oh yes, one thing I wasn’t sure about in the pictures was the rear mudguard, to my eye looked a little big and out of proportion - in the plastic it doesn’t looks just right.

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I had commented about seeing a less flattering seat on a You Tube video - no worries though, the seat on the V7 is as in the pic’s and looks great. The clock options temp/time seems to always default to temp - but maybe this can be altered, haven’t had time to check yet. I’d prefer time. Will write again when I have more miles under the tyres. Oh, and I saved money!! I was assuming I was paying the £5684 I’ve seen advertised. Moto Strada in fact priced less at £5629!"

And falcone's found the first fault...when he took his bike for a spin in the wet...well, he couldn't resist... "I've found a fault! Well okay not a fault but, in my opinion, a bit of sloppy design - easily rectified. The way the mudguard fits on to the sub frame under the seat leaves two gaping holes for all the muck and rain from the rear wheel to be sprayed through on to the underside of the seat and probably over the electrics. I am gong to seal the holes with some clear silicone and maybe cover the inside with some tape as well."

Enjoy SQUADRA GUZZISTA? Recommend us to your friends! Click here Recommend

New Guzzis LATEST !!

Guzzista — Mon, 05 Oct 2009 10:37:32 CDT

September 2009:- Aquila Nera range announced

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Moto Guzzi has announced the first indication of 2010 models. The first release is a conceptual design idea for its range of customs with a theme designated "Aquila Nera" (Black Eagle). Essentially Guzzi has treated its current Nevada, Bellagio, and California models to a matte black coat of paint which the factory is calling "coal black".

The new cruiser range will be shown at EICMA in Milan this November. Guzzi is also celebrating this year's EICMA with a organised ride from over Europe called "Where Eagles Fly". You can find out more info on that on the main Guzzi site...which you may access from the menu on the left.

The proposed price for the California appears to be an eye stinging €13000! Looking at this critically, and let's face it the rest of the buying public will be doing so, we are basically staring at the original Bellagio without a shiny badge, the same old Nevada reminiscent of the Club variant of a few years ago, and a Jackal, albeit at a ludicrous price.

Whatever the marketing blurb about a design concept and all that pap, what this release represents is a thoroughly disappointing end to what has been a depressing year for the brand. In my humble opinion, a Bellagio should be selling in the UK for a maximum of £6500. The Nevada should be in the showrooms for £5500 maximum and this Cali? Well, certainly not something approaching £13000 at current exchange rates! Scroll down this page and look at what Guzzi were doing this time a couple of years ago...

I will leave you to make up your own minds as to what this represents but I can only hope that Guzzi follows this up with a sensible release of an all new model, rather than expensive, unimaginative, recycled "bitsas", as I cannot see that many people investing in a new Moto Guzzi at this price.

What do you think of the Aquila Nera? Add your comment at the foot of the page!

EICMA 2008:-

EICMA 2008 again promises to be a feast of motorcycling jewels. MOTO GUZZI of course will definitely be there and, whilst this year doesn't carry the levels of excitement of last year's revelations, who knows what the rest of the year will bring?

Guzzi kick off the show trail at Cologne's Intermot and, ahead of the exhibition, Guzzi have released a press release highlighting the releases they hope will light the fires of enthusiasm like never before. We will keep you updated of developments, but if you hear anything, let us know! And if you decide to go to EICMA...take your camera with you!

The line up for 2009 sees some old friends but also the absence of others and some initial surprises. The Guzzi family appears to look like this for 2009:- 1200 Sport 8v: with the stonking motor now in the 1200 Sport's chassis. V7 Classic: The cutie looks to be gaining some stylish new clothes. Griso 8v:- Kicking arse in '09, but no 1100 version. Breva v1200-850: The big Breva gets a bigger mill althpugh this is the 2v per head version. The 850 soldiers on, but where has the 750 gone? Stelvio ABS: The monster now has some added control and some new luggage...at last, I hear owners cry. Norge 1200-850: The smaller version remains and ther are some important revisions for the biggie, with a few gadgets and some classy looking new colours. Nevada Classic: Who would have thought it? Still here! Bellagio: Some revisions and new schemes for the mad cruiser. California Classic Vintage: The classy Cali looks a little more so. MGS-01 Corsa: When the heck are they going to realise we want a road going version!

EICMA 2007:-

This year's eagerly awaited EICMA exhibition has kicked off in Milan. It has opened up to the press and already a flurry of activity and interest has surrounded the new iron that the major manufacturers are unveiling for 2008.

Get on the phone to your bank manager and your financial adviser because there is temptation aplenty for those weak willed enough. Moto Guzzi have the new Stelvio and V7 Classic...but there are also one or two other interesting variants of existing models...click here to view: GO. Make sure you bookmark this page as it will be getting updated throughout the course of the exhibition!

NEW RELEASE:- V7 Classic

Yet another new model being premiered at the forthcoming EICMA in a matter of time! This timemit is a "retro" design to mirror some of the Moto Guzzi heritage. What do you think? Is this the right thing for Guzzi to do? We preview the latest offering here: GO

NEW RELEASE:- Stelvio 1200cc 8v

You've all heard about it , the new Moto Guzzi Stelvio - recent pics taken at a Guzzi Factory Show and leaked to the international press for your perusal. It gets its name from one of Italy's highest and apparently hardest peaks to climb.

The Stelvio has been one of the most discussed releases recently and has been eagerly awaited in its final form...well, we preview it here: GO Have a read and tell me what you think!

NEW RELEASE:- Griso 1200 8v!

The latest offering from the factory is the awesome 1200cc 8v Griso. There has been a great deal of hubbub surrounding this release. The factory states the motor is 75% new...to answer all those who say the 8v enging isn't new...

Is the factory's enthusiasm for this model justified? How will it be received by the press and, more importantly, by the general public? Click here to find out more: GO

NEW RELEASE:- Norge 850!

Hot on the heels of its recent successful releases, the factory have made available a new variant of the impressive and so far acclaimed Norge 1200 (It has just won several Motorcycle of the year awards) this time with an 850cc lump to, presumably, attract a whole new rider to this formidable motorcycle!

This machine has a comprehensive set of accessories...in time honoured Guzzi style...and an impressive set of specification figures...we LOVE IT! I think the 850 motor will prove a very popular choice for this bike, let's hope so! Want to see the ttech spec? Click here: GO

NEW RELEASE:- Bellagio 940!

The all new Bellagio - a gorgeous cruiser, right up my alley. This has style and grace - what a beauty. Soon to be released, end of April we're told. Check out those cans - aren't they a lovingly sculptured work of art? I really like what Guzzi have done here, its almost as if they've invented a whole new genre of bike.

Some may feel that this is an attempt to tap into the Harley market, may be so but this bike stands out in a class of its own.Single swing-armed light cruiser that will certainly turn heads and its stylish enough that the uninformed will now looking at something better than a Harley(and you can bet your last payslip on the fact that it will handle, stop, look and definitely sound better than any Harley).

Hey GUZZI ! How about a test model so that we can do an article ????? While you're at it, throw in a Norge, Cali Vintage and a 1200 Sport !!! Get to know it, click here: GO

Know someone who wants to know about the Bellagio and/or Stelvio? Send them this site by clicking here: Recommend

But what is the factory going to tempt us with in 2008? Come back soon and I'll let you into a little secret...

Guzzista Merchandise:

An extensive range of merchandise of the highest quality, and manufactured in the USA.

To visit the online store, view the complete range, and order via the secure server, please click here: GO

Illustrated: The "Freedom" t-shirt.

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Moto Guzzi official website

Guzzista — Mon, 05 Oct 2009 10:33:15 CDT

Now you can access the main official website of our beloved Moto Guzzi from right here on our cool rocking Squadra Guzzista wiki, check it out!

A brief note: If you cannot see the site below, it may be because your browser does not see i-frames. Windows Internet Explorer and Mozilla Firefox browsers are compatible. You may download them by clicking the highlighted text.

850 Lemans MK III

Morizzi — Sun, 04 Oct 2009 22:11:40 CDT

I purchased my first MK III new in '83 from Agostinis. I had pre-ordered the bike for a European delivery and I was going to ride it around for a couple of months before taking it back to Mandello where they would crate it up and ship it home for me.

The Mk III was a bike in transition. It was the middle of the true Tonti Lemans series, the last of the 850s but it was the first of the square fins yet it was immensely successful for Guzzi with 10,000 sold.

It had striking angular lines, a formidable heritage from the original and MK II, and the largest white tachometer dominating the dash that I had ever seen on a motorbike. It has been written that many of the sales were due to that tacho.

It’s a Tonti frame big block and shares many components with other models of that era. Frame, electrics, brake system, wheels, drive shaft were virtually the same as many of the naked touring (T) or faired (SP) bikes yet there is enough to stand it apart. Many of the comments in this piece are relevant to all Tontis, not just the MK III.

It differed from its predecessors in a number of ways besides looks. The square fin motor not only looked more modern but it had more fin area for cooling but more importantly it produced 5 more hp. There was no real change to internal design but Guzzi had just improved machining tolerances with the new engine. The swing arm was a bit longer giving it a bit more high-speed stability and the solid rubber seat didn’t fall apart even though it didn’t provide any more comfort.

The MK III engine is considered by some as one of the best engines ever to be produced by Guzzi. It’s a mid valver with good compression. The valves are big enough to breathe but not too big to cause excessive wear and the PHF 36 lean burn pumper carbs give the bike enough fuel when it’s needed. In fact care needs to be taken at lower revs not to twist the throttle too quickly providing too much fuel for the start of acceleration.

At 4000rpm the engine is as smooth as a multi. It has another harmonic at 6000rpm but red line at 7700 prevents the next one at 8000rpm. Other models that I have ridden don’t seem to have this level of balance within the mill.

The bike was originally fitted with twin points but most riders have fitted electronic ignition. I still have my original MK III with points but my second has electronic optical pick-ups.

The timing chain adjuster, like all big blocks of the time was basic to say the least. An aftermarket spring tensioner improves things dramatically. My original bike is fitted with steel timing gears from Agostinis. Beware of after market or alloy gears. They have a nasty habit of chewing themselves to pieces but the originals, like mine are virtually impossible to obtain.

There were 2 gearbox options. The standard T helical box or the close ratio, straight cut ZD box. I had the option for either, the ZD being more expensive. I chose the standard box for one very good reason. The last thing this bike needs is a higher first gear and that’s what you got with the ZD. It also produced a real whine as most straight cut gears do. The ZD is now difficult to find and new parts are made of unobtanium. The flywheel is heavy and I like it that way. A firm foot movement and a bit of patience on the up change and a blip of throttle on the down change assists a smooth selection

The PHF 36 carbs are fitted with bell tops. This allows a faster throttle response but increases throttle resistance. Some find the action too hard so remove the bell tops and fit flat tops and new cables. Another option is fitting a throttle lock or palm rocker to alleviate the pressure and allow some rest. I’m accustomed to the action and really all riders need to do is to ride the bike and get used to it. For extra soft riders a couple of doses of medicinal “harden up” wouldn’t go astray. After all it’s a Lemans, not an automatic Piaggio scooter.

The bike can easily attain 5.5-5.8L/100km. The lean burn carbs don’t need to be jetted up unless you are a big fan of wasting fuel. The 25 litre fuel tank gives the bike a fantastic range of over 400km so comfort tends to be the cause of most pit stops rather than necessities. Air can be a bit of a problem in the tyres. Most air fittings available at a garage won’t fit in between the 300mm front discs and the rim but an angled adapter overcomes this issue.. The rear drive and 260mm rear disc achieve the same result on the rear. The linked brake system works well and the bike can be stopped hard in a straight line just using the foot lever.

The bike came standard with "snowflake" cast wheels. these were originally designed for tubed tyres but with a small modification for the valve stem they seem to cope with tubeless tyres quite well. This topic is keenly debated by those that think tubes are safer as that's what the they were designed for. I purchased a second hand MK III a number of years ago. I got a slow puncture in the front tyre one day. I was able to make it 40km to the next town with the last few hundred metres to the garage with them totally flat. I still needed a bead breaker to get the tyre off and to my surprise there wasn't a tube. I've run it like that ever since.

Original suspension looked good on paper. Air assisted front and back but the Paolis on the rear weren’t the best quality and when they expired rebuild kits weren’t available. There are quite a number of replacement options. I have had Marzocchis but I found them a bit stiff and prefer the Ikons that are currently fitted.

The forks are only 35mm and with the split front brake due to the linked system there is a noticeable twist when using the hand-operated brake. A fork brace alleviates this twist, if you put the recommended air pressure in them they tended to be too hard for the real world. Hit a bump in a corner and the damper would have trouble stopping the springs from rebounding. I now only put a few psi in them and find it an improvement.

On the road the bike likes to be run. Open country with sweeping curves is its best domain. I’ve commuted on the bike but it’s not really well suited. The forward lean limits visibility in traffic and with no wind resistance the weight on the arms and hands can become tiresome. The long wheelbase and steering geometry is suited to high-speed stability not wiggling in and out of traffic and the clip-ons limit the leverage for steering also.

I have listened and read comments about the switches, how they are unreliable and tend to break. Both my MK III’s still have their original switches and they all work. To add to this my '81 Monza has identical controls and they work too. They are different to most of the Japanese style switches of that era too but once you are accustomed to them they are no more difficult.

I have my second MK III set up for touring. Non-Fango racks and bags fit easily on the Tonti frame just as they would on one of the touring models. A Corbin seat, that is no longer available, really improves the rear end comfort and a set of flatter bars looks after the arms and wrists. The bars are easily fitted as the top steering yoke still came with the bar saddle hidden under the rubber dash. A couple of clamps from the wreckers, four bolts and the job’s done.

The side stand on the bike tends to lean it dangerously over especially if you ride on the left side of the road. When parking the bike it leans down into the gutter rather than up into the camber as it would in Italy. It can’t be lowered from the saddle either but again there are options to improve matters. I have modified the stand bracket so that I can lower the stand whilst astride the bike. This helps when loaded with gear and weary after 4 hours riding due to that 400km range.

A stable center stand is fitted which allows nearly all maintenance. I certainly wouldn’t buy a bike without one. All in all I can say the MK III is a reliable every day classic. With only minor alterations it can be the basis of a comfortable tourer or it can still surprise many with its handling and performance in sport mode. Oh, and they can still attract a bit of attention if your ego ever needs a boost.

Words and pics by Morizzi

Moto Guzzi 850 Le Mans III Technical specifications

Year	1981-1984	Final drive gearing	4.714
Bore (mm)	83	Box gearing: 5th	0.750
Stroke (mm)	78	Box gearing: 4th	0.869
Capacity (cc)	844.057	Box gearing: 3rd	1.047
Compression (:1)	9.8	Box gearing: 2nd	1.388
Valve type	ohv	Box gearing: 1st	2.000
bhp	76 (crankshaft)	No. gears	5
@rpm	7700	Front tyre	100/90 V18
Torque (Kg-m)	7.6	Rear tyre	110/90 V18
@rpm	6200	Front brake (mm)	d/disc 300
Starting system	Electric	Rear brake (mm)	disc 242
Oil system	Wet sump	Front suspension	telescopic
Valve timing	ohv	Rear suspension	swingarm
Inlet opens BTDC	20	Ignition system	coil
Inlet closes ATDC	52	Wheelbase (mm)	1505
Transfer exhaust open BBDC	52	Ground clear, (mm)	175
Exhaust closes ATDC	20	Width (mm)	640
Tappets, inlet (mm)	0.22	Length (mm)	2190
Tappets, exhaust (mm)	0.22	Dry weight (kg)	206
Primary drive gearing	1.235

Carburettor settings:

Dell'Orto type	Size	Main	Pilot	Slide	Needle	Needle Position	Needle Jet
PHF 36BS/BD	36	115	50	603	K18	3	265AB

Further Reading:

To read more articles and bikes featured click here to go back to the features index. Additionally you may also want to read about Rod's recently acquired California III. There is a further article on the Le Mans III submitted by Bob.

Squadra Guzzista is all about real Guzzis which are ridden by real people. Mahoosive thanks to Rod (Morizzi) for taking the time to put this article together!

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