1978 Moto Guzzi 850 Le Mans Mk1 For Sale Classic Sport Bikes…

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Moto Guzzi California III

1978 Moto Guzzi 850 Le Mk1 For Sale

Posted on May 26, 2011 by Dan

always been a fan of big Moto the thudding exhaust note and the low styling, the motor’s huge, cylinder heads sticking out the wind.

While we’re on the of those glorious jugs: note that Guzzi’s a longitudinally mounted v-twin, in of the fact that so many online and print publications to them as “transverse.” The crankshaft is along the bike’s main just like a big Chevy V8 or a BMW six. A transverse v-twin have its crankshaft running the frame. Like in a Honda cylinder automobile.

Current are both modern and retro at the time and one of the best sounding I’ve ever heard was a 1100i, but the one I’ve really ever since I ran into one up on Highway in California, was the LeMans I. In point of fact that one I met was actually a “Mock I”, but more on later.

Some history for those of you new to the

It’s father was among the of the superbike breed from the 1970’s, marrying the big v-twin of the V700 to an all-new, low and lean designed by Lino Tonti.

to keep pace with the wars then taking between the major manufacturers, Guzzi introduced the LeMans, a bump from 750 to 850cc’s. cylinders and high-compression pistons set it from its more pedestrian from Guzzi. The bike 71hp at the wheel, giving it a top of about 130.

Those don’t sound like today and didn’t exactly set the on fire in 1976. But the bike real world drivability and that’s hard to match in a machine, coupled with good looks that it a spot in the Guggenheim’s “Art of the exhibit.


This one from eBay like a real peach.

in 1999 as a vintage racing at Raceco US, Brooklyn, New York by the race tuner and legendary Guzzi guru Manfred Genuine Raceco Le Mans many special features set up In street trim with lights, 2 up seating. Speedometer

Tach and oil pressure guage hi beam and alternator warning as well. Runs and rides has low miles -only 2.5 tire approx 5k. Never raced on the just the backroads!

Rare

The bike has an Italiophile’s wish of go-fast bits and bobs,

• Desirable Agostini timing to replace the unreliable timing that eventually stretches, irregular timing.

• Carillo and bigger Gilardoni pistons.

• heads.

• Conti pipes.

• seat to replace the angular, one molded-foam seat that to fall apart quickly.

And so on.

to tell if this is the original the LM1 had an orange “safety stripe” on the that’s not visible in the photos. of: this bike appears to the American headlamp: note the housing that projects out of the fairing. European versions almost flush-mounted.

I’ve several in the US that sport the European unit.

There’s no mention of the linked brakes came on the LeMans. Originally, the lever operated only one of the calipers. The foot pedal the other front caliper with the rear, separated by a valve that kept the from locking.

By all accounts, the system worked well, but some sport-minded change this to a more set-up.

It’s always to do your homework with many of the later, less LeMans have been to look like the Mark I and are referred to as “Mock I” bikes.

A few back when I was looking at the prices for good, original I bikes were hovering the $5,500.00 mark but have moved upwards.

Pricing is now at with the “reserve not yet met”, seems to be at the bottom end of the range for bikes currently. Not sure the seller has set as a reserve price, the work that’s gone this bike, but it’s a rideable machine.

-TD

Related

Steve says:

Why oh why do so many assume their personal dictate fashion? or that can improve on the original design? seat is an abomination, IMHO; rounded shape is a stylistic of the sharper lines of the rest of the

No, this bike does NOT the original paint – if you remember, the tank was actually black two red (or blue, or white) panels on the – it looked red, but in fact the front, back and underside was

In fact, I wonder if this wasn’t an accident victim in its life? Why else the non-standard footpegs, switchgear, no fuel cap, high-crossover exhaust, handlebars, lack of a starter switch and sidestand, and peculiar And where are the front turn

Over-boring was often done pistons and bores wore out thanks to the lack of air-cleaners – not a need for more power.

The fluoro panel was a sticker – and it really fast. Amazingly, the kept trying with fluoro stickers right to the LM 3.

As to the “reliable” Agostini timing – well, I’ve got a set that hardened properly and the keyway on the became enlarged enough to pistons and valves to meet. but I’ll simply replace ‘unreliable’ old chain every or so!

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