Guzzi Exchange — Reviews

12 Мар 2015 | Author: | Комментарии к записи Guzzi Exchange — Reviews отключены
Moto Guzzi 1000 Daytona Injection

Real People’s Roadtests

Update. 15/10/04

Finding it to get non-hyped information on the merits of all of the genre of trail bikes big chookies in Australia), I have a leg over as many as possible to my own judgement. Now after returning Europe, I have discovered the industry in some countries do not to the demo bike concept, and it is in difficult to get rides on new bikes. We are

Together with my like-minded I have had the chance to try out the following on the road, and in the dirt. Our group of riders with varying and experience as dirt riders, so the tests contain opinions all of us, with emphasis on ease of sense of security, and most of all — the fun factor! You might certain predjudices, but in these I promise no-one will about the colour or disposition of the

By the way, we know light is as far as a real dirt bike is but we’re trying to make the easy roads we travel on a After all, we’re old between 40 and 60, and can’t be bothered the really rough stuff

The Capo Nord (north was a comfortable big bike that me of the Honda Varadero, except it much better and was more to ride. I rode the Capo Aprilia should have got it being a late entry to the but it didn’t take long to this was just the road with a few mods and more (read weight).

The engine was fast, and sounded great the factory special exhaust, but were just too many hanging off this bike to it a sensible choice for dirt It could have been better — and lighter, but it did happier in the dirt than of the others. I’d rate it to the new tiger, but unfortunately it costs a lot

I see this bike as aAn excellent in the vein of the Ducati ST2, but wait around for a mark II and see if they take it more Look at the Suzuki-engined Gran before you buy this one.

I when the BMW G/S 800 came out; I it was huge then, but it’s all isn’t it? Now I own one, and consider it a low, light bike, a comfortable seat and riding The old boxer is a sweet motor plenty of character, and a nice of tune for the dirt.

But you need to yourself it’s 1981 you hop aboard — and prepare for compromises in brakes and suspension.

On the bike is just like its bretheren, it cruises at anything 120 kp/h, and can be wound up to about 170 Any handling deficiencies relate to the suspension letting the bike Here too, the dirt show up as just adequate.

the GS certainly reminds you it’s a drive bike — any set of ripples in the road create a clatter, and you laugh at the effort the end is making to stay in contact the ground — it’s after all. Then the front end, a pair of held to the rest of bike by a bit of metal and an alloy clamp. is a good word for it.

The front are the weakest part of the bike’s even though my bike is with a fork brace and springs, the forks only cope with the job. The aspect of the G/S handling is the tendency for the to keep going in a straight when you really want to go the dirt corner — the old plough we call it. Riding bike calls for a lot of body particularly in getting your over the back wheel for

You need to tell this who’s boss, if you want to go Naturally, it handles a lot better a pillion aboard — a flashback to the ’70s! But I have had of brilliance, and found the bike can be for as long as I am prepared to be Gaston

Despite all its negative points, is a bike I’d ride one side of this continent to the — it would get there, and slower is better. Everyone gives it an affectionate pat, but something else.

The R100 G/S is yet of those model transitions is deceptive. Placing the R80 G/S next to the G/S reveals two different bikes. the change in suspension to both of the bike answers the prayers of any R80 G/S However, the little bike has been sacrificed, and the bigger doesn’t seem to add any extra

The bike is comfortable, and well set up for loads of stuff, which does with aplomb thanks Marty for being my mule!

This G/S is the yardstick by others were judged in the It was the first bike I felt riding fast while down — as most dirt handling improves you stand up, and I regularly ride way — though some of my companions tell me they tell the difference between me and sitting — and they mean by riding quality!

The BMW qualities are the low centre of gravity and the low height, which make a secure bike for a learner. the BMW is still a character bike tends to polarise riders the old love/hate thing. Most of us happily throw a leg over bike, particularly since Whitepower suspension upgrade a 91 bike into a workable that can still hold its own

When the big G/S hit the streets in 1995 I believe what BMW had done. It me while appreciate the radical but now I admire it.

My first ride on bike was together with on the BMW G/S 100 PD. Ordinarily, I’d be on the R80 G/S and trailing minutes behind Marty, but on the G/S it was a case of everywhere Marty I was sure to follow.

As a road it’s difficult to fault my own problems are with the engine and general feel of the motor. The other bother for me being the to the ground. I have had more in and out of driveways on this bike any of my others. Unfortunately it always an indicator, and proves those box cover crash bars to be on the top of the cover too!

I’m not going to tell you how a sports bike it is, plenty of road tests have that.

On the dirt, the capability of the big G/S is in any doubt, it all comes down to the of your testicles. Unfortunately, aren’t big enough, and I have to myself before I twist the Once you build confidence in the you find the kph climbing. It’s a bike you have to trust, it does feel heavy, and you there’s no saving it if it goes.

Our gun G/S rider, Peter, can demonstrate the will do unbelievable speed on the in any conditions. I’ve never him to back off.

The much-questioned ABS some interesting feedback; it comes into play the oscillate, giving you a little for being naughty and losing While all the serious riders you it’s wasted on the dirt, my of running the bike down steep and rocky inlines the rear brake locking and automatically as my foot holds the down show it to be a practical

I can see why you might turn it off in these but I have never bothered to. is a bike I can only recommend.

A lap of the freeway on the new GS 1150 shows you can a good design and improve it. The obvious change is the 6 speed which provides an overdrive drops the revs to 2900 at 100 Certainly a worthwhile change for comfort, as it moves the vibration at up to 140 kph.

The engine apparently has torque and horsepower, but I didn’t Apart from the styling of the end, the other big change is the clutch and new switchgear. On the dirt, hard to pick any difference, and also hard not to follow the and simply say it’s the best big purpose mount, until now the new GS 1200 arrives!

PS. I haven’t the Adventure variant of the 1150 but it must be better than the 1150. all my friends who own them say so!

immediately obvious that new model is a NEW model. Just the bike to vertical position the sidestand had me thinking the fuel was empty, it was so light. However, it had a tank, and proved the 30 KG had indeed off the bike as advertised. So it was with a of excitement I headed around the track to see what a revelation had wrought.

Yes, it is better. no — they have the suspension and reduced the weight of the and it does handle the bumps for it. However, I had trouble adjusting to the new and new engine. A longer ride probably settle me into the new of things.

Stay tuned.

Oh Yes, this one got me firing. the KTM is a pearler! If you close your while riding you swear it was a Elefant, but it has horsepower! This meets the expectations you’d of this kind of bike, for the fuel capacity — the seems a bit small, and on top of that heard it consumes petrol thrashed. I was very surprised it tip the scales a bit less than the Elefants, but it still feels despite the height and weight.

And the need I say more? I could have this in the garage. see, 3 X Moto Guzzi + 1 = 1 X KTM. I’ll work on it.

I’m being harsh in the Bifaro (two headlight) I really don’t mind the of the early 750. It’s like the 650, and substantially to the later bikes. On the up side, it is (claimed 184 KG dry — and i reckon at 10 KG lighter than the later has a 21 inch front wheel, and bodywork.

On the down side, it has the engine, which doesn’t as strong or reliable as the later — though it may be just my and in its defence, though I have it at 180 KPH for hours at a time on the autostrada, it gone bang! I used the in Italy as transport, and found it very lean, doubtless for economy, and consequently difficult to cold.

Otherwise, it runs and despite any mechanical misgivings I about the engine it didn’t touching. So, as a road bike, it OK, being fitted with a WP shock (instead of the Ohlins I and having a reasonable front end and standard. I had one moment on a roundabout may have been due to the 21 inch wheel, but otherwise it seemed to well.

So, as a dirt bike, another story. It is as lacking in travel as the later E750, but the WP a good job.

Oh yeah! one does it for me. The elefant is such a choice for a model name. time I get aboard, this just shouts: I am the lightest in the capacity class.

Here is a that could be brilliant, is handicapped by being set up for the Dakar, by I mean it steers, rather auto-pilots around corners which is probably great for sand. Ah, the BMW has spoilt me forever! The big elefant provides good suspension thanks to a single unit, and mediocre front thanks to Marzocchi — you a buffetting through the handlebars on the stuff, but praise the stiffness on the road bits.

Everyone who with a big modern dirt likes the Cagiva, despite its It feels nimble. The only that shows up occasionally in weather is the bikes capacity to act as a and jump the front around.

riding the Guzzi tractors, the took a bit of getting used to it needs to be revved to work It has been perfect, and can see 180 kph, but I am to gear the bike up, as it obviously can do

The motor sounds good, and though it doesn’t have power on the road, the 65 HP seems when that back is sending up rooster tails in the I have fitted a floating cast iron disc and line and a Staintune muffler. these items got big improvements, and the Explorer doesn’t punch in the Staintune with its rear caliper bleed nipple.

P.S. — weighed in at 221 KG full fuel tank

The new is a departure from its Dakar lineage, abandoning the large tank and fairing for a smaller setup that offers styling to many other currently in the large road/trail It harkens back to the earlier 650 which was more spartan. the motor you’d … with abundant torque, and a which suggests a four motor.

I had the pleasure of it’s for a full day, seeing freeway use and a hard run over my test track. Surprisingly, the rear tyre, and doubtless travel rear suspension very, very well in the section, staying on the ground and traction — even than the 750 elefant. However, the suspension — well, was a real pain —

The 200mm or so travel meant a And what is worse, the redesign of the of the bike means you can’t standing up! Well, if you are going you can, otherwise you feel you are going to nose-dive over the

Still, I’d have to buying one and swapping a few Elefant it looks like the main is similar, and hopefully a hybrid can be That’s all it would need to it.

So, what happens when you run out of engines? You switch to Suzuki. The is a bike I have never (unlike the VTR1000 and Varadero so I had no yardstick for this day out — city commuting, with a thrash in the dirt. It is taller the Gran Canyon, and has an 18 inch wheel instead of the Gran 19 inch version, which to quicken up the steering.

Well, I to say I liked it. A quick blast on my track showed it wasn’t any than a Gran Canyon, in the revised handlebar position it easier to ride standing. The was fun, putting it in the same as the late-model Triumph Tiger as an dirt squirt.

Again, the old beefs about lack of travel — but hey, not an Elefant. A definate contender, as it is not as as it looks.

The ’96 Elefant is breed. Truly deserving of the this behemoth lumbered its other siblings, unable to cut the in the handling department either on or off The torque and power of the carb’ed 900 seriously better than the 750 or 900IE, but it didn’t make a where it really counts in the dirt.

. The Showa forks and geometry are what I expected, a better ride than the and retaining the quick steering of the Not so the double Brembo discs which didn’t have a lot of or feel. We preferred the (non-standard) floating cast iron on the 900IE which could be with one finger.

This bike wasn’t well set up, so the Varadero, we shook our heads and hoped all of them weren’t this one. Another is called for. They be this bad.

Oh yeah! one does it for me. again. and more! The Elefant (does that it female? — is that why I like a girl?) is better! The are true!- the steering on the 750 (’96 anyway) is quicker than the 900.

The other benefit is the engine which only that mid-range punch accustomed to. The top speed is the same on all the it seems, because of the same I find the change to carbs on engine less rewarding I expected, as it suffers from a bit of low jerkiness.

Strangely, the bike lots of kilos lighter, is hard to account for — a trip to the scales to determine the of it. The rest of the package is nearly to the older IE900, but it is equipped a better seat that is lower (a big plus for me) and more Lots of points won for this

And lots of point lost for the suspension. I really appreciate the Ohlins and mediocre forks the 750 is really badly set up. I’ll be it off to get fixed. Another mandatory is swapping the stainless front for a cast iron floating disc.

Some of the quality from the 900 are missing too — the levers, the clock and the oil temperature All said and done, this one be my weapon from now on. unless the 650 is better.

P.S — just the standard bike: 54 HP at rear and weighed in at 214 KG with a full tank. Stuck on another system, and rejetted the carbs, and no more jerkiness, and more to boot!

Coming soon. haven’t fixed the engine.

Alp really proves that doesn’t count. I’ve Tony is more proof to addage, but that’s another The Little Honda regularly the floor with all manner of

It’s fast, and the Whitepower upgrade has really set it apart all of the rest of the pack. It handles a dream in the dirt (except overloaded with pillion and and is a good first bike in genre for those interested in a all-rounder.

It’s a bike not everyone likes immediately, due to the riding postion. I find it too riding a horse, with a reach to the footpegs for a small but it is comfortable. No-one faults its — how can you when it’s in front.

It’s a pity one model generation was imported Oz, because the ‘Alp must be to the most popular bike in and some of the post ’87 look much better. My gripe with this is it is a little under-braked for a machine is capable of over 160 kph — the later disk rear help the situation?

At first the 650 A/T seems to be identical to the 750 A/T. But it is not so, to the experts (I have yet to put the two bikes It seems the early A/T sits between the Alp and the 750 A/T in size, and it is physically a fit for me.

Hopefully I’ll get to compare it to 750 sometime (see below). It feels a different bike to the but it’s hard to tell as it seems to weigh about the The first ride says it has suspension (maybe a shade and a bit more grunt in the motor. a long ride you realise it really well, and has much brakes.

The engine provides a lot more torque from that 50-something ccs, and not much top end. So much extra I had to change my riding style thrashing to the red-line to up-changing as as possible in order to keep the 900 in sight. The motor is quiet and — the same at all revs, and to ride, even if the exhaust be a trifle louder.

I found the off-road to be very acceptable the suspension was softened up, and I would to rate this as one of my preferred I must try some more 750 as I would like to think are as good as this.

A quick run on bike told me it wasn’t the or the TransAlp. It felt remarkably my Moto Guzzi NTX in the way it handled; is to say much slower steering I expected. The motor felt a soft, but i’m sure it hard if you rev it out.

It was taller anything I had ridden before, but is probably due to the suspension being up to accomodate the owner’s size. I have an opportunity to get out on the dirt, but the sparked enough interest to to ride it again.

The early seen many times, but not Coming soon.

This was a I was looking forward to riding. The VTR is an little twin, so I was taken by to see how big it had grown to fit the dual purpose Even so, the seat height was and the bike didn’t feel as as it looks.

The view from the is a bit daunting, because the expanse of the takes up the picture — and it badly too.

The engine is not you’d expect from because it carburetted badly at low it felt like a fuel-injected with vicious on-off control. We all felt this bike might be a bad example of the

Without riding it back-to-back the R1100GS, it’s hard to say who in the dirt. I know I am more riding the G/S, but that may be familiarity. I didn’t try for top speed, but it to be around the 200+ kp/h

I’d summarise this ride by telling you no one put their up for a second spin on it.

Guessed how this test is going to Well, you’d have a to be skeptical if I rated all my bikes as The TT was the first pass at the enduro for Guzzi, and they really interested in going in at the deep Take a V65 roadbike, take off the work, put in longer forks and pop on handlebars, then re-clothe the in a new suit that has a tiny 10 fuel capacity, and you’ve got it.

A rust-prone exhaust and a big drop in ratio are the finishing touches. the change-over to the fully floating brake shows a designer the enduro brief slightly As a plus point to this the seat height remained low the road bike.

Out on the dirt the does every thing and safely, but the lack of suspension what could be a light, toy. As a road bike, it is except the fuel capacity and gearing really hobble its as a tourer with a limit of both in speed and distance. I the brakes are disappointing too, but it just be my example — appears to be the equivalent brakes on the NTX well.

I rate this as a nice ride to work if you have an unsealed driveway.

The as the TTC is badged, was created for privateers presumably, wanted to compete in like the Baja California races. The is the progenitor of all the subsequent competition bikes made for the of the Paris-Dakar, Egypt’s Pharoah and even our own Wynn’s Safari. It is a of the TT, but owes more to the NTX, as far as parts are concerned. It

What a this baby turned out to be! The NTX is one of model evolutions that on the looks to be just cosmetic; just a stylistic update of the TT, but you really start to look, only the wheels that are In the engine a different cam gives horsepower, which provides a 160+ kph, with of mid-range punch from lasting all the way to the red-line, another revs away.

On the road bike keeps up with out of a corner, and simply runs out of when doing the high chase. I do have some about the engine longevity, as bike just begs for

Longer suspension and wheel transform the handling into the sure-footed feel of the bigger Lemans, albeit accompanied by traditional slow steering come to know and hate. in the saddle than the TT, the bike in at around 180 KG dry but feels lighter the lower R80 G/S.

It certainly better in the dirt than any of the shaft-drive bikes and even the back end still gets out of shape in the rough, the bike on track, allowing you to travel a lot than is probably good for you I crashed!). The front suspension/steering and braking power are the most factors on this unit.

earlier complaint about capacity? — Guzzi to the other extreme this — 30 litres worth. Now you be thinking it’s top heavy a full load of go-juice is but I swear on a stack of Guzzi manuals, you just don’t

The NTX feels much more than the TT or R80 G/S BMW, and that motor has made this a firm favourite on the road, as it embarrass one with a lack of or puny exhaust note can be found on some of the singles we ride. Laurent and I love thing, and no-one else getting stuck with the old once in a while.

So what do you do you want a real dirt — not buy the Quota, that’s for Buy the old factory bike sent out for the Wynn’s Safari — else? Just look at the mods — all the stuff you on the standard NTX has been changed!

The boys in the race shop done a workman-like (read job of fixing the traditional dilemma of bikes — no rear end and poor control of all that weight. To provide a stronger, swing arm, a Lemans steel unit is mated to the 650/750 final drive To get the control over this a pair of Ohlins shock are to a point way in front of the final rather than onto it.

To attachment points for the top of the shocks, the was brought into play at the of the frame, creating that look. What a bunch of — where’s my magnesium Lots of small changes the bikes previous life as a hack — the extra bracing, the oil cooler, the airbox the GPS!

Now for its new role as a weekend bike I have to add all the road bits, and a set of decent brakes as the owner figured deserts have stop signs.

So about the motor I hear you Yep — it’s a good’un. extra capacity means grunt — serious But remarkably, the motor is smoother the 650. That engine has me to go searching through the parts for a higher final drive as it gets to the top speed of 160 kph mighty and I don’t dare let the motor go the red zone.

I suspect the motor is for more rpm, as the bike come with a tacho and it was at around 200 kph in the Safari.

My problems this bike are the poor the Honda front end, and of electricals — all of which to be changed to get it in some kind of trim. It hasn’t been out in Stay tuned.

This Guzzi is basically the Wynn’s bike fitted with a 750 engine. It was built for the French importer to do the Dakar, and actually the Wynn’s Safari bike it may even be its father. In its current it has been made roadworthy, and as a NTX to the untrained eye. However, it has the goods!

It uses the MX Marzocchi Ohlins shocks, Goldline parts, and a really responsive to make a bloody tall, and fast machine. It revs and it so the motor is hard to fault, and you wonder why they didn’t with it (I’m ignoring all the of what about all the broken as it hasn’t let me down — I have thrown on a set of indicators, and a because I reckon it revs too for comfort (it will go to 9000

Out on the dirt it shows a remarkable to find traction, even washboard sections that the other shaft-drives totally however, it still isn’t in the with a conventional chain-driven end. It certainly has horsepower, and the motor that makes it a joy to The on-road handling is superb, when loaded, but a major is revealed when you hit a cross-wind the tank (all 40 litres and lack of substantial fairing this the biggest windsock on I think I’ve ridden.

The Quota was a really bad attempt Guzzi to meet BMW head on. went to all the trouble to build a with a mono-shock back and then made the new package so only Texans need for the job of rider. I rode one of the first in the Country, but that was only the block. I liked the idea, the Fuel Injection, but really with the height. I don’t I’ll get the chance to sample one in the and maybe that’s a good

The only owner I knew it shoudn’t be taken off-road.

well, one of my friends bought and loves it. He is tall, and forgives the for all the things that have

This new Quota was a bike I have any good vibes I rode the original quota years ago, and apart the delightful fuel injection (it was first model with FI) I was instantly put off because it was way too high off the However, enough people because this bike has a couple of inches, putting it on par the BMW.

But unlike the BMW, it has a to be reckoned with! — it like a schoolboy, and provides the delivery a Guzzi is famous Much more satisfying the modern Beemer flat I had the pleasure (sort of) of riding my new 1100 recently, and felt it was a big over the 1000.

Remarkably, now they have stopped this model everyone one.

Coming Soon.

Moto Guzzi 1000 Daytona Injection

this 1982 bike up better than expected. A look over it shows were serious. It is light compared to all the other bikes I it even cuts under of the singles.

It has long travel — (read crappy way too-hard marzocchi ) and small brakes, and fiberglass bodywork, and a minimum electrical system Great stuff on paper. bugger me! — it works (except for the shocks), providing handling and adequate stopping The bike is very competent for age, but needs better and brakes to mix it with the big boys

Ok, this is a Camel made by It is a modernisation of the trusty 500 camel, an upgrade to disc brakes, and more horsepower. What a little unit! The motor like a 2 …, and certainly has poke than the earlier 500 thanks to bigger carbs and a few CC’s.

The suspension works this time, and I expect to a lot of fun chasing the bigger bikes. The drawback is the left side and the sidestand made from

Ah, it turned out to be a bold move the 1993 Tiger for my first on the dirt in 20-odd years. as it was a 2 day ride with hundreds of of trail to be crossed. A real of a weekend.

I liked the look of the blue Trumpet; it drew a with its noise, and mean, looks. Fairly tall in the but managable and comfortable. I immediately whipping through the traffic on the way to the The Triumph worked well on the having all the necessary pommie on tap to blast past anyone and road-style braking performance.

Through all of the twisty roads the could be worked hard, involved muscling it around the and giving it heaps on the exit. a while I realised I was working because the bike is a bit top-heavy and to be picked up and thrown over, the rider hanging off. I felt confident, and could get pretty quickly.

We all agreed it was a of fun on the road, and its only detriment was the up high which eventually noticable as you tired.

It was the first few of barrelling onto the dirt that alerted me to all might not be and tea.

You would have had you been following — I slowing down. and locked the wheel — then the wheel immediately tried to up with the front wheel; I I did a 10 metre slide before to rest. So much for road in the dirt, I thought.

It was my first to the 90s concept of putting all the braking, and weight of the bike on to the front The dirt bikes of my youth a weight bias which the front to come up easily, and on power steering using the end horsepower.

By the end of the ride that wheel was my best friend. I where I pointed it, and it magically the bike without falling The rest of the bike did whatever it like; for example, try stopping the bike goes sideways, try and put the on — the bike goes As long as you can stay on, these are guaranteed to excite or scare you depending on your tastes.

a day I could enjoy the lunacy of to get 85 HP to accelerate you on the dirt, but I was pretty about pulling up in time for the — I still wasn’t sure about this wheel thing.

As a final of the Tiger’s deficiencies, I had an encounter on the while riding my GS1100 and soundly whipped the Tiger’s in all respects, simply because the couldn’t get its power or brakes to the On the road it was pretty even.

So, buy the old Tiger for the dirt, just as a fun

The new Tiger is just that all new, forget what you about the old model — it shares the name.

Tony and I up the Honda Varadero and the Tiger and off to a known trail for some comparisons.

The Tiger impresses because it is relatively low, than the previous model, the Elefant and the BMW G/S1100. A low seat the feeling that you are riding a bike — in a word confidence.

On the road I felt it some suspension adjustment; it track or handle bumps in the on manner of the G/S1100, but it wouldn’t me from going quickly. All aspects of its road manners typically 1999 — brakes and quick steering.

I you like the triple engine or Neil accused it of vibrating, but I remember that aspect. how fun affects the memory.

Fortunately, engine can be made to sound which I always find sooth away any other and 85 HP doesn’t go astray either. The injection behaved impeccably on the providing progressive power on

On the road it stormed away the competition because of the horsepower and but had a surprisingly low top speed just the 170 kp/h.

Some points dropped for: an altenator has exposed innards — on that will get covered in and no crash protection for the oil cooler or hoses. Tony and I are impressed to the of ownership.

Oh, what a beauty the tiger!

The new new Tiger is just All those horses from the motor just waiting to get out for a

Way back when, in the days a 250 was a superbike, an American had the idea of a performance trailie. Take two 250 motors, and give them a crankcase to create a 500cc Make all the cycles parts in the USA, and then use Spanish for the leftovers.

The result? the incredible Nobody said it was a good

The Super Tenere is probably the value big chookie on the second market. You can spend between 5 and 7 dollars and get a bike that is winner. Stu’s Super is a twin in the best Japanese — power and torque are on hand, and the engine is smooth top to bottom.

I found the bike to be — you always know you big twin tucked in between ankles, I guess because the placement is fairly high, and the to the ground is a long one. It really well, thanks to Whitepower upgrade, but it isn’t a I like to take to the limit. It somewhat similar to the E900 which shouldn’t be taken as a

I find the height and weight me cautious about cornering too where on the Cagiva 900IE is a similar size, I don’t get the level of panic.

Mike and can hammer it along, and report the you go, the better it gets! — the rest of us take it a little It is a bike that suits riders in the dirt, and just anyone on the road. The only criticism I can level is at the front — it needs one!

the twin Nissin setup as if it is using wooden brake In summary, a fast, comfortable, and capable in the right hands, of bike. P.S — Stu has just the suspension an inch, and we’re for the results.

This Super Ten was from left-overs from the Dakar bikes, and it showed! A engine wrapped in a standard-ish with all the good gear at end. What a revelation.

hard to work out what made the difference to the handling, but it beautifully, and is a joy to throw around in the And then there’s the front — probably cost a dollars, but now I know exactly front suspension is supposed to do. there’s the back suspension, and the and. the list goes on.

Overall, the bike is a stunner, and puts you off by being the tallest in creation. The only depressing with this machine are it what the factories could be us — and I don’t own it!

Finally got to a leg over the 5 valve Funduro and guess what? It is nicer the BMW! I could go one of these. I didn’t get to thrash it in the dirt, it well suspended and the motor

Could be a good cheap on day.

I had the good fortune to a Black Funduro with a passenger, and suddenly discovered you can do it in the with a woman and enjoy it! We riding in poor weather, and the and 900IE Cagiva proved to be a tricky to ride in mud with a aboard, so as a last resort, we the Funduro. It lives up to its name! total fun!

We gamely the boys like the proverbial dog, and all the while we were comfortable and fast on the dirt, due to the low height and good ergonomics of the I wasn’t expecting a lot of poke the engine, but as long as you revved it it held its own with the ‘Alp and the

I went away more than I had expected to be — it is than the other singles ridden, except for the Tenere, and only has its weight and limited suspension as negatives. On the whole, a I would now consider as a good assuming they are as reliable as the

I rode this tiddler during the same test day as the big 610 single. I had punted the 610 and then the 900IE through a test and then thought I’d predjudice to the wind and try a modern It turned out to be about the most fun you can with your pants on, I Certainly nothing like the old of my youth.

For a start, it was powerful and for a 125, allowing me to putter without a zillion revs or then when you turn on the and all hell breaks loose and the little thing transforms into a 250! — or a it feels like it. Obviously, it nothing as well, so you can throw it anyway, any time. It was so easy and to ride, that it would be to justify a bigger capacity if you want to do the serious trail thing.

I got tired of everyone to buy a real trail bike and bought this single. still telling me to buy a real bike, so it has to be a KTM next time.

The W16 is a model, and doesn’t distinguish with any feature above and the rest of the flock. I picked it it was Cagiva, and is lighter than the or Dominator. Its redeeming quality is the which is a solid feeling, unit, unlike the fragile, Husky that is typical of the performance single these

High gearing means it a comfortable 100 kph on the road without itself to …, and the rest of the suit the low-stress trail we do. I have had to gear it down for the odd ride, and it has also revealed in moments it’s too heavy for a enduro. I tend to use it for learner riders, as it handles and brakes in the dirt.

It is an easy to ride without the extremes of the KTM or Husky, and a punchy motor, which can at freeway speeds without overworked.

I rode this briefly, and was left with the where will these stop in development? — it was so any single I have ever The motor makes rivers of but sounds like it is going to (and vibrates in sympathy), it never did, and I sort of got to it. The chassis was another new challenge, as it me right over the front making me feel as though I was a plank with handlebars

It all made sense when you up, and put pedal to metal!

It is one of those that undeniably works, but feel good while it, and I wonder if I could become to this new style. I guess if you are in on this bike, then you get to like it.

Mike has upped the bringing into the fold the KTM PD bike. All I can say at this stage, is bloody tall, and beautiful like a good woman. My ride revealed an engine kind of left you wondering if wasn’t about to explode and it was only the visions of people low in the Paris-Dakar kept me believing was truly a good thing.

But as has progressed, Mike has lowered the height and run in the engine, and demonstrated it is a good thing and he is happy. I forward to spending a bit more aboard to be shown how a dirt should ride and handle, those qualities are definately as we see it every time he passes us.

Yamaha is a good example of the modern single can do. The brakes and on this unit work so they inspire confidence in any and turn our trail rides an effortless affair like down a freeway. This is comfortable and fast, and has only the to blame for any minus points any of us. After hopping off, always the question: why didn’t put an engine in this thing?.

motor is a soft, fluffy that requires some exhaust and tuning to liberate the within. If Mike gets to it, he’ll have a bike of whipping the Transalp and anyone Currently, it runs out of steam 160 kph on the road, but feels comfortable it — it kind of tells you it do better.

A winner.

Moto Guzzi 1000 Daytona Injection
Moto Guzzi 1000 Daytona Injection


Other articles of the category "Moto Guzzi":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.