Moto Guzzi Le Mans Owners Survey — Vintage Motorcycles Online

19 Мар 2015 | Author: | Комментарии к записи Moto Guzzi Le Mans Owners Survey — Vintage Motorcycles Online отключены
Moto Guzzi 850 Le Mans

Moto Guzzi Le Mans Survey

J oining the legendary single and the Works V8 GP racer, the Le is now synonymous with Moto and Mandello del Lario. Derived Lino Tonti’s V7 Sport Mandello hallmark) the Le Mans the Sport’s stainless and chrome for and plastic, but not all of those changes cost-cutting moves. Entering a quickly developing market, it was for the Le Mans to stay as light and as possible.

The first, introduced the superbike boom of the mid 1970s well and sold even giving riders all over the a chance to experience Guzzi’s of super-biking. The Le Mans’ secret? Italian handling, German-like precision and a heaping dose of old fashioned Guzzi toughness.

to be ridden, the Le Mans made its by spending more time on the under power than in the workshop for service.

That remained a theme for this with the majority of owners long relationships with miles. Feedback closely production: 25% from 850 Le Mans 20% from owners of the 850 II, the Le Mans 850 III 30% of the responses, and the final 1000cc representing the final 25%. Of 90% were modified (exhaust and seats being the most with an average mileage of

Over 125 Le Mans owners the UK, Asia, Australia, New Zealand, the Canada, Mexico and various in Europe responded so we can’t them all, but those here typify the passion and Le Mans owners have for motorcycles.

*** (Click here to the Le Mans Owners Survey gallery) ***

850 Le Mans 844cc 501-lbs – 10.2:1 – 125-mph 1976-78

This is my 1977 850 I’ve had for about fourteen-years. got 73,000 miles on it and during the I’ve had it I’ve rebuilt the with new Gilardoni barrels and new big ends and small ends, new chain and tensioner, new valves and guides. It’s done since the rebuild and the only it’s let me down was when a coil failed. It now has a Cliff Rec-Ignition with Japanese

I’ve also bunged on a extension and swapped the forks for Marzocchis. I’ve have of selling but other times, no other bike that rather be on.

I had a 1981 850 II but could get used to its looks. It was a nice bike but I just didn’t use it as as the 850, so I sold it. I then a basket case 850 II which had parts to make it into a Le 850 clone.

The real 850 is on the right, on the left.

I’d hankered one for a long time. I first saw an S3 at the of Man in about 1975 or ’76, my mate got a Convert in about so I suppose that sowed the Doug McLaren  

Bought new in London. Traveled to Australia and to UK between 1980-85. My everyday always (but no three-mile I’d walk on my hands I did that to my bike).

600,000 odd current engine nearly (with 90mm pistons, gears, 2-1, Carillo etc) Took me ten years to out what needed doing to me. Done dusted.

Obviously I had things to sort and it is a very bike now to what I bought, but way faster, handles better, and is comfortable. But most importantly, it is reliable, touch the button, it Wise choice for a dumb old kid.

Taken me places very few seen and still does. it.

Oh, I threw all the silly plastic away so can’t help on their concours restoration.

I am the second and fourth of this 1976 Le Mans. It was blue but the third owner it red. Bought in ’77, it in 1983 and bought it back in I’ve owned it since.

I got it back it had a knock in the engine and out of gear easily. The cylinders bored and .5mm over pistons installed. I didn’t about Gilordoni at the time. The were flowed, clutch and lightened and close ratio were installed by Manfred Other mods include a tensioner, Koni shocks and a ignition.

Other than the it’s original.

Brake were ground to fix the uneven thickness. I have always other bikes so the LeMans has about 50K on the odometer, but about of those were done track days and a one time at the drag-strip. (13-even @ 103mph). Serrino

At 34 years with miles and counting, the relationship my LeMans has already lasted  longer than the first Ralph

I bought my 1977 Le 850 for $100 from a guy in New Jersey ten-years ago. It had been and burned; everything from the gas cap was or melted. Ever see a melted Dellorto? It took me eight on and off to get it back on the road.

The heads and the box had been redone by Raceco in NYC 500 before the crash, all I had to do was find Luckily, Al at Marsh Motorcycles in Windsor CT had a lot of NOS sitting on the shelf. It has a Bub Ram clutch, and a pair of 36mm I know. sacrilege, but I had them on the and they work well.

I’ll find a pair of Dellortos… Steven J. Cote

850 Le II/CX100 844cc — – 10.2:1 – 125-mph. 1978-80 / — 497-lbs —

W edged between the iconic 850 Le and the best selling 850 Le Mans Guzzi’s second-series Lemon the odd man out when the conversation turns The fifth in a long line of V7 models, the exclusion is well considering the glowing reviews and charm so easily recognized in its But dig farther, below the label of fashion and the plot makes sense.

For in all ways pertaining to performance and function, the Le Mans 850 II was best effort to date.

the 850 and 850 II are virtually identical. Mechanically, the 844cc high-output twin the original’s twin Dell’Orto PHF 36 larger (when compared to the 44/37mm inlet and exhaust 10.2 domed pistons and exhaust. The five-speed/dry clutch a carry-over from the 850 Eldorado was unchanged as well.

Realistically at 71 crankshaft horsepower the engine was of pushing the rapid Roman to The chassis was also unchanged, the same frame, brakes located on rear of the slider) and overall dimensions, save for a (195 mm) triple tree The top yoke was shared with other Guzzi big twin; unused handlebar bosses by a pebble-grain, four-pod dash.

As a sort of inter-factory play, the SP sport tourer -designed to a share of the market created by R100RS- was produced with of the parts Guzzi designed for the 850 Le Mans. In turn, the 850 II borrowed from the SP; using a smaller, version of its upper fairing, with the SP’s aforementioned and cylinder-enclosing lowers. The tank and covers remained as before, the inclusion of a flush, locking cover.

Very much the SP (which actually outperformed the RS is ways) the package was neat, and effective.

For the USA another version was called the CX100. Made at the of importer Berliner, the 850 II’s was filled with the small 949cc engine used in the SP, automatic and G5 tourer. Ironically, though the CX100 used the engine, the extra 100 cc boosted the to nearly the same performance sacrificing a bit of cammy acceleration for grunt through the change up.

A sporting mount, the CX 1000 can be tuned for more zip.

Tonti’s work in Guzzi’s dormant wind tunnel is the key in why the 850 II and CX 100 were a natural upgrade the classically styled Le Mans Aerodynamically superior and grafted down-force wings molded the lowers, this new generation a noticeable increase of high stability and resistance to crosswinds, the rider even more to Guzzi’s famous reliability and

Changing the series, these became an engineering foundation and carried out until production of the Mans ended in 1992. many CX100s and 850 IIs were and re-made into 850 Le Mans but the tide is slowly turning as are beginning to recognize the 850 II’s virtues. A pleasure to own and ride, the Le 850 II takes its place alongside classic Guzzi by virtue of its and reputation. Nolan Woodbury

CX100 Le Mans — in 1997. Ridden mostly on straffing in the twisties. This is a excellent handling platform has never let me down.

Best I have ever had the pleasure to and the One motorcycle I will never

Aftermarket Components Modifications:

Bub 36mm DellOrto carbs, manifolds, KN Pods, Agostini gears, Guzzi-Tech Lightened Heads decked Ported work by MG Classics, Stucchi Seat, Tomaselli Throttle, Rear Sets, IKON shocks, FAC Dampers, Fork Stainless Brake lines, Brake Pads, Pirelli Demons, Marauder 1/4 Fairing, Gel Motrax Bar-End Mirrors Floating Rear Brake Parallelogram Torque Arm (above, System built by DIY.

( We have met hundreds of Moto owners over the years, all the world, but never have we met an more enthusiastic or dedicated GuzziMike! The CX100 was truly for him. Ed )

I put together this CX 100 from a basket case three years ago. I this bike. I’ve put 20,000 miles on it since the and it’s one of five or six bikes I registered and insured in the shed.

year I did a 7000-mile camping on it, the year before, a 4000-mile What I love: the character of the the solid handling, the timeless looks, the reliability and heavy build of the drivetrain.

What not so fond of: the ergonomics. I’m 62 old, and had to dump the clip-ons in of Euro bend bars. helps immensely. Still, the of the footpegs puts me in a jockey that’s hard to enjoy a while. Next will be a T3 with a 1000cc top end.

I have a set of floorboards/lower frame and will try them, with kind of windshield and the old Krauser I currently use on the CX100. A Tonti be my primary long-distance tourer! Bob

This 1979 CX100 out of 281) has some nice updates. Low miles (19,200) and paint.

This CX was actually in the living room of the original and very well cared How’s that for “heated The second owner bought it ago and used it for several trips he sourced the period correct fairing directly in England.

of a Ducati 900SS/Dunstall mix. He tore the bike down to do the install and some updating, cleaning etc. and just ran out of The bike sat tore down for a years, which is where I in about two years ago. I all the pieces home and lovingly put it together. I let the second owner it out when it was done.

He was very sad he let it go, but happy to see it back in action.

bike has original paint the exception of the fairing obviously is an almost perfect color BUB shorty full exhaust which really wake up the and sounds AMAZING. New Metzler linked brakes which I quite nice and just last week, period Corbin seat (the ones), new battery, original with pod filters, etc

This was a when I got it. kind of, and for the last a-half, has been undergoing a All that’s left is seat I stripped paint off of the aluminum that came with it (as as stock) then had a custom seat pan made in Germany. The is from a 1954 PUCH, new and cylinders, straight cut timing Bub sump, Bub Conti-replica exhaust, PHF pumper carbs, Marzocchi and Bitubo dampeners in the forks.

All relocated under tank. should be on a road any day! Blotz

This 1981 is my first Guzzi. It was in very bad when I bought the bike and I gave up and stripped the thing in 1998-99 and had Steve “Loud, and Red” Ford powder the frame and do a wrinkle finish on the and lower fork legs. I a 1000S clock holder, new ons, Gillardoni cylinder, carbs, etc.

Last I rebuilt the frame and added an Ed flywheel and a MG Cycle cam because the was feeling a little pokey…

850 Le Mans III 844cc – 9.8:1 – — 513-lbs —

I’ve had it about seven-years It sort of reluctantly came my possession when an acquaintance it to me for three other bikes, one of was my beloved Guzzi Convert. I the Le Mans but I didn’t want to my Convert.

All was good when I it back a couple of years

Its been modified over the Some former owners most of the modifications including Marzocchi front forks, floating 320mm two-piece Mikuni flatslides, Bub exhaust, timings gears, Dyna and Tarozzi rear sets. I added 4p Brembo calipers, high rise old man clip-ons and a solo seat. It’s how many miles are on it, since it has than one speedo, but I reckon it is 100K.

The engine was rebuilt once by

The bike runs and handles and is quite comfortable with the bars. Darrell Dick

my 1983 850 III with Agostini that I purchased at the factory I rode it around Europe for before shipping it home to It was red but I had ordered it finished in white. It quite a bit of effort to get them to the coloured parts.

I’ve got a silver 1981 850 III. Its probably 300-400,000 kms. put half of that on it I’m I have other Guzzis so not all my is on these.

The white one has been and is now a centre piece inside the The silver one is a work horse. Rod

I have owned since My first Guzzi. I have had since but I will never this motorcycle. It had about miles on it when I found it, now has miles.

I bought it because I wanted a Moto Guzzi. I was for a T3 and found this instead.

It with KNs, Euro Bub exhaust, Dyna ignition and a fork brace. I’ve Ago timing gears, Honda start/run switch, Tomaselli Ikon shocks, FAC dampers, fork springs, braided lines and an adjustable voltage Still has the linked brakes,original and u-joint.

The engine’s never apart.

Moto Guzzi 850 Le Mans

Fixes include head bearings and wheel have been replaced, rotor replaced. Front bearings would wear out only a few thousand miles the flaw of it leaving the factory the wrong-sized inner spacer was

I’ve taken trips San Diego County to Prescott, Grand Canyon, Las Vegas, Valley, Yosemite, San Francisco, Seca, and Enseneda, Baja. of time spent on the backroads of San County. It was originally sold out of the Woods shop in Glendale.

Le Mans 1000 949cc – – 140-mph- 520-lbs —

I bought it new in 1986 but have no how many thousands of miles it has It has flowed heads, Dyna and the full compliment of Motogadget wizardry. Fully rewired.

A new job in the near future will it off. for a while.

Why do I have it? My answer is Why wouldn’t I? Anyone who owned a Le Mans from era is just ******* with else. double.d

1986 LM bought used in ’91 to into a sidecar rig. with 37k km, now has 115k km, currently reassembled after three of being apart to fig a cracked frame (second time happened, ended up repairing the old as it was in better shape) as well as a tube on the sidecar frame. Tom

mine. IMHO its the most bike ever made to the black/red Le Mans 1000. I just to look at it at the barn nice, pinkish red and white scheme.

It’s one of the few European Le 1000 SE models. The engine and are not painted black like the I bought it last year. for this red/white one for about Guznax

I purchased it in 2008 a Bay Area resident with 24K on it. Now has 41.000. I don’t know how owners its had but the manual has service from Cascade Motors in so I assume that’s where it from.

Pretty much when I got it other than a seat and Dyna ignition. on I had a few intermittent electrical problems made me nervous about it in remote places but I eventually it. Since then it’s re-jetted, Delrin intakes, exhaust, stock crossover rear sets and the Bosch binned in favor of a Valeo off.

Very comfortable bike for me. like it will go at 75-mph and the riding position is quite for cruising. Unfortunately I spend of my time on CA backroads that are worse and worse pavement and it’s not great for that.

I put it up for this summer and it sold Mark West

Really my 1989 Le Mans. It ‘fit’ me than any bike before or In 2001 it suffered a catastrophic failure when the small end disintegrated, taking out both and busting through the case..Took the to rebuild with 94mm Carillo Rods, double P3 Cam, stiffer valve ported heads (one of the for Manfred Hecht!) chromo Valeo starter, 8/33 drive and a Bub Hyper exhaust.

Last of the Breed: 1991 Le 1000 CI

M y first knowledge of Guzzi came as a teenager in the It was the then new LeMans-III that so many moto magazine I read those ride and ride impressions over and keeping the issues featuring my Guzzi for months, even Time passes, and it was the Spring of before I purchased my first Guzzi.

I lusted after the for months before making the That first Guzzi, I still own, is a 1996 Sport 1100 that was as a leftover with a $1,000 I had finally realized my teenage at age 28.

Quite young for Guzzi I later found out.

Sport 1100 is greater the sum of its parts, and in addition to being my introduction to the marque, it was also my sports bike. Over I adapted to the Sport, and came to it. However, in the back of my mind lurked a lingering desire.

I’d had a Quota 1100 ES, a V11 LeMans Corsa and a California Bassa bringing the Sport 1100 a flickering flame was still for a Tonti Le Mans. If I was going to get I wanted it to be special. I began my eyes open and watching the that came and went for

In 2009, I learned of a 1991 Le found in a storage locker in Florida. I watched it on Ebay, but bid. I should have, but a acquaintance ended up with the a very special low mileage of the really rare 1991 Le Two years later, another LeMans showed up on Craigslist one day in It had been languishing in an Asian used section for years.

I missed out on this bike, but I the enthusiast who purchased it, and I let him know I the bike.

I guess you could say a 1991 Le Mans was my Christmas to myself in 2011. My friend who had the second 1991-model that I’d out on emailed me and let me know he’d me to buy it. Third time is a charm and I 650 miles to Indianapolis to pick it up. My dream of a Guzzi Le Mans was realized, thirty years the road! It’s a special

One of 17 Le Mans’ imported to the USA for model 1991. The end of a long line of Tonti-framed Moto Guzzis began in the early 1970s the V7 Sport. By 1991 standards, it is a bit of an It’s a 1970s Italian motorcycle, wrapped in 1980s By 1991, the Guzzi Le Mans was not on enthusiast’s radar.

In fact, Guzzi had moved on to Dr. spine frame and were on the of releasing the wonderful Daytona

So how is this old battlewagon to ride? you have to get your expectations in perspective. Though it’s a model machine, the chassis is solidly in the 1970s.

The bike has clip-ons and a tall 18-inch wheel, bolted to a frame very conservative steering The seating is actually very the bars, not a long reach and the in just the right place.

The is nice. Light flywheel (by standards), and big 40mm Dellortos. It nicely, and comes on strong 5,000 rpm with a throttle that is heavy, but lighter some other Dell bikes.

The transmission shifts nicely and does not exhibit the neutrals of the box in the Sport 1100. The choices made by the factory are for this bike. The engine and really work well The braking is good, but not great, if to the lastest machines on the road. The has Guzzi’s integrated braking where applying the foot will actuate the rear AND one of the fronts.

The hand lever the other front disk. You not win any stopping contests on this but the brakes are matched to the bikes and handling, so will not leave you Well, not too much, anyway!

the handling? Do you remember the earlier about the 1970s? If you’ve ridden a 1970s Ducati or any large displacement Italian of the era, you probably know I mean. The bike is rock-solid

The flip side of that is steering that requires inputs from the rider, with some body-english the bike turn-in and transition. the steering may be heavy, and transitions by later sports bike hustling this old LeMa ns a twisty mountain road can be a experience. Look where you are point your shoulder the turn, apply a healthy of counter-steering, and before you know it linked together a long of smooth turns and transitions, yourself 50 or 100 or 200 miles down road and arriving at that lunch stop.

I’m still to know the 1991 Le Mans and like its personality. My V11 LeMans Corsa (the last of the V11 Le is a much better motorcycle. It be, though, considering the decades of in development and technology. However, the old is a fine machine, enjoyable in its own Italian way.

Every Guzzi enthusiast should own a Le Mans.

Riding it is a trip in time to when Italilan legend such as Giulio Carcano and Lino Tonti in Mandello del Lario, converting and ideas into aluminum and Mike Taylor


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