Moto Guzzi Convert V1000 was motorcycle breakthrough in 1975 : The Moto…

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Moto Guzzi V 1000 I-Convert

Moto Guzzi V1000 1975-1984

In 1975, Moto developed an interesting new motorcycle aimed towards the police market in the USA. It was based on the 850 T3 and T3 version, but had a larger, 948 cc engine.

The important new feature of the Guzzi (sometimes referred to as a “Guzzimatic”) was a automatic transmission with a converter that cleverly the need to use a clutch while city streets in stop and go

The odd name of “Convert” came the torque converter. Cars had torque converters for decades by but it was really quite unusual for a to have one, and still is to this day. The fact Moto Guzzi did this, and did it successfully, is really a tribute to long history of engineering and daring to think outside the

The Convert overhead valve v-twin engine was rated at 71 hp at rpm. It had 88 mm bore x 78 mm … and a compression ratio and was fed by two Dell’Orto VHB 30

The Convert transmission had only two “low” and “drive”.  Low gear was ratio and Drive gear was The final drive was shaft to a and pinion at the rear wheel, in an overall drive ratio to rear wheel of 1.612 in Low and in Drive.

The factory rated for the I-Convert was 82 mph (130 km/h) in gear, and 108 mph (174 km/h) in gear, with a solo During the break-in period of the 1000 miles (1600 the recommended max speed for Low gear was 60 mph (75 and for Drive was 75 mph (120 km/h).  consumption was rated at approximately 35

The unique 2-speed transmission of the included a hydraulic torque made by Sachs, but still the use of a manual clutch for certain It had a dry clutch and was lever operated on handle bar as usual.  The clutch had to be pulled when starting the and when up-shifting or down-shifting, but not stopped at idle, like for a light or stop sign.

Shifting from Low gear to gear was typically only when getting up to highway otherwise Low gear was all you needed.  the transmission had a torque converter, was no need to operate the clutch stopping or when taking off a stop.  That was the beauty of the Guzzi I-Convert transmission.

You take off in Drive rather low if you wanted to, but acceleration from a stop in Drive would be

An amusing section in the V1000 owner’s manual is the “Checking of Ability”. It states: “To obtain results set the engine at maximum with throttle fully and brakes fully engaged; then the brake controls Do not operate the clutch during checking.”

The V1000 brakes of dual 300 mm diameter front and single 242 mm diameter rear The foot controlled rear pedal operated the left disc and rear together. The front disc was operated by the brake lever on the right

With all three discs, the distance from 60 mph speed was at 177 feet with a solo

The most unusual feature the brakes on the I-Convert was that it had a brake. Since the torque would allow the bike to and there was no “Park” gear like on a car, the motorcycle was in neutral when parked or To prevent the bike from while parked, it required a brake.

Moto Guzzi designed the I-Convert parking to be automatically actuated when the stand was down, but the bike had to be leaning on the stand for the parking to work. The weight of the bike on the side stand pushed a mechanical lever that the rear brake.

The instruments of a combination speedometer odometer resettable trip odometer.  The gauge had a rectangular vertical row of lights at the left and at the right of Aside from the usual turn signal arrows and the blue high beam (red on USA models) indicator, were the following warning to get your attention:

An orange starter warning came on while the starter was being pushed.

A red generator light came on and went off “a certain number of revs”.

A red oil light came on then off after oil pressure was achieved.

A parking brake warning indicated the parking brake was on and blinking if you turned the ignition key to the run The engine could not start the side stand was down brake on).

A red light on USA indicated the parking light and the low headlight were on. This was green on European models low beam headlight was on.

A red brake warning light indicated low fluid in the rear brake and front brake system.

A red low fuel light indicated the fuel position.

The lights operated by a four position near the throttle.  The four were (1) off, (2) parking only, (3) low beam and (4) high There was a safety switch had to be operated in order to turn the off.

The torque converter very little maintenance.  was a fluid reservoir located the left side cover of the for the converter.  The reservoir cap had max and min markings on the dip stick.  The fluid level was to be after the first 300 miles km) and then every 2000 (3000 km).

  The recommended for the torque converter was Agip F.1 ATF The torque converter fluid was to be changed approximately every miles (30 000 km). Cooling of the in the torque converter was via a Forcellini mounted under the steering

US List Price $3750 1976 model).

Wheelbase: 58 (1.47 m)

Max Length: 86.5 (2.2 m)

Max Width: 33 inches (0.85 m)

Max 46 inches (1.1 m)

Min Ground 6 inches (0.15 m)

Curb civilian model 572 lbs (261 police model 600 lbs (272 kg)

article written by John for MotoGuzziGuide.com on January 23, 2011.

Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert
Moto Guzzi V 1000 I-Convert


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