Moto Guzzi Centauro Road Test

1 Май 2015 | Author: | Комментарии к записи Moto Guzzi Centauro Road Test отключены
Moto Guzzi 250 TS

Moto Guzzi Centauro Test

Half man, cruiser

I’ve got some advice for anyone who feels social life has been past the goal posts of buy a Centauro (pronounced chentoro). after the mythical half-man Moto Guzzi’s latest toy is to start a conversation wherever it

Plonking the Centauro on the footpath Melbourne’s Cafe Racer emporium is as much a study in nature as it is motorcycle design. with an interest in bikes ends up crawling over it. The is about as subtle as a smack in the with a house brick, and the from any rider within come thick and fast.

How big is What’s it like to ride?, and What is it?

That last is a question. The styling and high-tech sheet screams Moto answer to Ducati’s Monster a … musclebike if you like. it, however, and you start thinking along the lines of a cruiser ‘attitude’.

When you add in the price plus ORC) and crowd-pulling Honda’s Valkyrie seems a natural competitor.


Guzzi certainly hasn’t around when it comes to the best bits from the bin at the Centauro. Suspension is WP Racing 40mm upside-down forks on the end and a remote reservoir monoshock on the Compression and rebound damping is available at both ends, an allowance for preload alterations on the

Four-spot Brembos do the braking on the front (320mm discs), and a item graces the rear disc). The stylish Marchenisi are fitted with Pirelli rubber.

A slightly detuned of the company’s premium four-valve-per-pot, injected, 992cc Daytona is installed. The five-speed box is complemented by the double uni joint shaft find on the Daytona and 1100

What all this means is there’s little the owner or would want to, do to upgrade the Suspension and rubber are already gear, and there’s nothing to about in the braking department.

The is also a Daytona item, there’s been some around to get the seat height which seems to have in reduced suspension travel at the


Flat bars, the seat located a long way and forward-mounted footpegs result in an riding position. The reach big even for tall people, and the of the seat means there are no on where you sit.

The adjustable brake lever is a welcome while the switchgear is basic which you’ll find on bikes such as the Ducati 916 and VTR1000.

There’s space for a pillion, turned out to be more comfortable looks would suggest. the seat hump is simple though I couldn’t find the Allen key in the toolkit. Maybe it walkabout with another though it’s worth before you leave home.

up the powerplant on a cold day reveals it likes plenty of warm-up Try riding off early and you’re to be rewarded with some and farting — not unlike of us after a hard night. A of minutes’ idling, plus a few under the belt, and the Centauro’s to play.

There’s been debate in these pages over whether cruiser/…-bike should be detuned when from their more siblings. The petrolheads among us say no, and one of them.

In the Centauro’s case, the is fairly minor with down from a claimed at 8400rpm to 94 at 8200. Torque is to be up from 9.0kg-m at 6600 to at 5500. What has me mystified, is why Guzzi chose the Daytona for this bike in preference to the two-valver.

The latter would a more natural choice. there was a marketing decision to the model a high-tech profile.

The upshot is that the Australian bike doesn’t appear to the performance revealed by Alan in his report on the Euro version July. Former Deputy Ed Sinclair, who has ridden a factory-supplied bike and this test backs this up.

While and top end power are all you could ask for, a point in the midrange (around where the grunt drops off — particularly in the higher That engine speed to around 120km/h in top, and Sir Al’s undoubtedly accurate tractor description of his test ability to provide clean in top from 2000.

You soon to ride around the midrange and, when you do, there’s of urge available. I’d be curious to see what a cleaner-breathing set of could do for the performance.


With all the good gear in the chassis, you’d expect the to handle exceptionally well. The is certainly there, but I reckon any would be well advised to do careful fiddling before can expect to get the best out of their

The combination of the rearward seating and general ‘tail-down’ stance of the means it tends to understeer in form. This is soon with a bit of body english. some weight into the and the bike reacts well, plenty of stability.

A bit of familiarity will soon see you the limits of the cornering clearance, are ample.

You could probably losing a bit of the stability by setting the up with a more ‘nose attitude, by pulling the forks up the triple clamps a few mil and winding up the preload. As delivered, it’s one of the of the cruiser class in this

The front suspension works well on stock settings, the rear makes a reasonable of its limited travel. There’s no of shaft torque reaction, as the uni joints allow the rear to under power just a ‘normal’ bike.

Speaking of reaction, there’s the usual twist to the right when you the throttle — something always get with a transverse layout — but a gentle wrist on the downshift reduces to nil.

Did I mention the tyres? The of the Dragons rates as a fashion on its own, and their performance the looks.

Brakes are conventional, no linking of the rear and front as per some Guzzi models. there may be better stoppers on the these are more than up to the

Shifting gears is typical requiring a relatively slow and technique to get the best. You can shift the clutch, though I wouldn’t Clumsy changes up from to fourth will find a neutral.


The finish on Moto Guzzis has noticeably in recent years, and bike is no exception. There’s nice details, and the general fit of the is very good.

The placement of the coil at the front of the motor, in the is unusual, as is the low location of the oil cooler. the latter has a substantial stone

Keeping that finish good is made unnecessarily by the self-retracting sidestand. It’s too far to use safely unless you get off the bike and really needs to be replaced something — almost — off another bike.

The delivers anything from 15 to fuel consumption on a relatively engine. There is an 18-litre which has a low level warning makes its presence felt at 14 litres.

Maintenance and longevity has been a high point of twins. The owner can tackle the chores, including valve and the powerplants seem to last One thing to watch for is that the uni joints are kept lubricated.

Replacement of a looked-after set falls due 40,000km or so, and costs about the as a chain and sprocket set.

got to that stage of the yarn I’m supposed to come up some pithy concluding which either have you for the chequebook or Guzzi calling lawyers.

I’ve said before about Guzzis: if considering purchasing one and have ridden a twin from try to score a decent demo They can be a little quirky and time to settle in to.

The Centauro was a case. On the first ride I like it, but by about the third we getting along famously. The ensures you meet lots of on your journey, and there’s potential in the chassis to ensure you a ball along the way.


More interesting machines at

Moto Guzzi 250 TS


Tagged as:

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.