موتو GUZZI 1000S – خمر الدراجات النارية على الانترنت

4 قد 2015 | مؤلف: | التعليقات مغلقة على موتو GUZZI 1000S – خمر الدراجات النارية على الانترنت
Moto Guzzi 1000 Strada

موتو GUZZI 1000S

Officially released in 1990, the 1000S didn’t make it to US shores until 1991. Despite many claims, the 1000S shares many more parts with Guzzi’s same-era Mille GT standard than the Le Mans 1000, but the original did share the Lemon’s big valve engine. بصورة شاملة, nearly 1400 were built between 1989 و 1993 (the final year) with a reported 200 imported into the United States for models years 1991 و 1993.

The last of the sporting Tontis, the retro style fit the fuel tank and sidecovers from the early 80s CX100. From there Guzzi mixed special 1000S-only items like the seat, taillight and fenders. These items can be very hard to find today if your 1000S is missing parts. Spoke wheels were standard, tubeless cast wheels an option but standard in the high-zoot (and even rarer) 1000SE not seen here.

The main visual grab are the S3-inspired diagonal stripes in either orange (back frame) or bright green (green frame).

Using tuning developed for the Le Mans 1000 قدم في 1984, the 1991 version fits the square-fin 949cc twin with a dual-point distributor, 40mm Dell’Ortos and the B10 camshaft. With a 10:1.0 نسبة الضغط. 80-HP @ 8000 rpm was claimed by the factory. Cited by Moto Guzzi as the ‘New World’ محرك, the 1993 (US) model got smaller valves, a different cam, Digiplex ignition and 36mm carburetors.

The later engine had less peak power but is said to offer improved midrange torque.

Retaining the 28-degree rake Tonti engineered into the original V7 Sport, the 1000S uses a Guzzi-built 40mm fork, محدث (starting with the Le Mans 1000 SE in 1987) with Bitubo dampers. The rear suspension units are Konis. All versions use the same five-speed first seen on the 850 الدورادو.

Another upscale feature, the factory issue spoke wheels (2.15/2.5” x 18” are from Akront. And while the Le Mans 1000-carryover 270mm front discs are probably better brakes, some panacheis lost by fitting the smaller discs with the 18” wheels. The same can be said about the 1000Ss upswept exhaust.

An important styling element, not using the 750’s straight-back system cheats the 1000S somewhat.

Now commanding the highest overall price of any Tonti-framed Moto Guzzi, the 1000S is moving away from the collectible scale and into the investment catagory. The big valve ’91s are worth more, but few are passing up the chance to buy, regardless of version. Interestingly, the black frame with orange was intended for the more conservative US market, the flashy green slated for Europe’s more open minded fashion sense.

In application, the green was rejected there and embraced here. Go figure. (^ Photo: Classic Bike)

Not lost on us is that the 1000S is a very, very good motorcycle. Properly kept and maintained, it will return the same durable service as any period 949cc Mandello twin. Spares for the bodywork and attachments are an issue, so if you ride, we’d suggest keeping an eye open. An unlikely hero, the 1000S proves just how brilliant the original 750S/S3 was.

If you fancy one, don’t delay. Prices are rising. Nolan Woodbury


Moto Guzzi 1000 Strada
Moto Guzzi 1000 Strada
Moto Guzzi 1000 Strada
Moto Guzzi 1000 Strada

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