Moto Guzzi V 10 Centauro GT-Moto Guzzi

30 Апр 2015 | Author: | Комментарии к записи Moto Guzzi V 10 Centauro GT-Moto Guzzi отключены
Moto Guzzi Centauro /

A … with a distinctly aggressive was Roland Brown’s verdict in after taking the V10 Centauro for a a entertaining ride around the TT circuit.

At first the V10 Centauro had me The rounded roadster styling and handlebars suggested a bike for city streets rather high speeds. After up the bike in the Isle of Man (where had come to celebrate the firm’s anniversary), the lazy beat of its big engine encouraged me to spend the few miles sitting bolt in the broad seat, short-shifting the gearbox and cruising in relaxed through the picturesque Manx roads.

But the Centauro didn’t long to show that it hold its own on the Island at TT time. the road opened out, I back the throttle at about in third gear and the Guzzi forward with a force tried to rip those raised from my hands. The tacho swept towards the 8000rpm I flicked into fourth and top as the acceleration just kept on

Seconds later I backed-off well over a ton, discovered the hard edge the Centauro’s soft curves.

straight-line performance should not come as such a surprise, the Centauro’s background. This may be a … roadster, but its heart is the high-cam V-twin motor Guzzi’s fully-faired Daytona and its chassis, too, is almost to that of the Italian firm’s sportsters. Like the Ducati and Bimota Mantra, this is a V-twin with a distinctly personality.

The Centauro, whose name from the centaur, a half-man, of Greek mythology, certainly has the to compete with that Guzzi followed the lead set by (with the Mot 6.5) and Bimota Mantra) in commissioning a designer outside the factory, in this Italian Luciano Marabese, who penned scooters including Sfera. The result is a bike less radical than the but is still very eye-catching, largely to bodywork that back from the fuel to the bulbous tailpiece with its integrated rear light.

prototype Centauro’s bodywork was from glass-fibre rather the plastic that will be for production models. The fuel shape necessitated a new airbox, but it is of size to that of the Daytona. And the itself is essentially the aircooled, high-cam unit of the Daytona RS, slightly with a softer but still producing a Monster-munching 90bhp at 8200rpm.

Like the RS, the Centauro benefits an oil cooler placed rather just behind the front

The V10’s rectangular-section chrome-molybdenum spine frame is identical to of the RS and 1100 Sport Injection, and the is true of the cycle parts. are 40mm upside-down units WP of Holland, complete with for compression damping at the top of the right leg and at the top of the left. WP also provides the shock, which is basically the as the sportster models’ unit like the forks, has been slightly to suit the Centauro.

One that has been changed is the of the footrests, which are set slightly and lower thanks to small bolted to the frame. There’s a feel of Harley-Davidson as you settle the low, broad seat and up to the chromed, large-diameter bars narrow at their tips to conventional switchgear and hand-grips). But rumbling, aircooled V-twin torque-reaction roll from to side when you fire up is a trademark of Mandello rather Milwaukee.

The riding position, low height and generous steering combined to make the V10 manoeuvrable at low In the outskirts of Douglas (where it plenty of heads) the Guzzi the makings of a good town Its slightly heavy clutch was by the clunk-free drive-shaft assembly on the Daytona RS.

The Centauro has slightly lower ratios, too, and this prototype box shifted more and reliably than that of any Guzzi I’ve ridden. At the prototype also made a high-pitched whine, which the says won’t occur production boxes but hopefully the shifting will remain.

The Weber-Marelli fuel-injection system, a version of the Daytona set-up, a crisp low-rev response. were no Daytona RS-style and the big V-twin pulled cleanly when its throttle was cracked at 35mph and only 2000rpm in top But although the V10 chugged forward its low-rev power pulses smoothing out in typical Guzzi the bike didn’t stretch my through the lower midrange in the way I’d hoped from an big-bore twin.

The reason for became clear when the Veglia tacho’s needle 4500rpm: this motor is very much a rev-happy powerplant. Suddenly, the big V-twin hit its spot and the Centauro came The Daytona-style surge of acceleration, even more vivid by the tearing at the pilot’s chest, the Guzzi from a docile old nag a charging stallion.

Moto Guzzi Centauro

An indicated 120mph arrived and with considerably more to though you’d need a neck and arms to hold speeds for long. Given bike’s similar power to the Daytona, it should be capable of a 135mph top speed despite its aerodynamics. More importantly the cruised smoothly at a fairly 80 to 90mph, and felt as though it do so for ever.

Stability at speed was due partly to a Bitubo steering set below the headstock. On a couple of the Centauro shook its head under hard acceleration on a back-road, but the bike never likely to get out of shape even the damper on its lightest setting. The of the time it felt as solid as a showing no sign of the wobbles many unfaired bikes are to.

That was also due to a chassis combined Guzzi’s less-than-radical geometry with sport-bike and suspension control. Steering was although at 444lb dry the V10 is no lightweight, and direction changes required a tug on the bars. The well-damped WP forks and gave the … Guzzi a poise that meant it show up more than a few on the TT course.

The only real drawback was the V10’s ride was a bit too firm for The Centauro’s upright riding concentrates the pilot’s weight the seat, and the fairly stiff couldn’t prevent the bigger bumps of which there plenty from being to my back with enough to please an eager osteopath. A softer shock with travel would be an improvement, it didn’t spoil the handling.

of retaining the sportsters’ cycle included the fact that the could be braked hard and with the combination of Brembo’s semi-floating discs and four-pot plumbed with braided (and identical to the Sport set-up). The 17-inch Marchesini wheels held wide and Pirelli Dragon GT tyres; ground clearance meant only the toes of my boots touched down in the bends.

new management team is still to finalise the Centauro’s specification, and a few will change before the goes into production in This prototype’s annoying spring-loaded sidestand will be by a relocated, conventional item an engine cut-out; and the seat be moved forward slightly to the bars easier to reach for the There is also likely to be fine-tuning of the suspension.

The result will be a stylish, roadster with the speed and of a sport bike; further that Moto Guzzi is in hands and heading for an exciting The V10 Centauro’s fuel-injection and high mean that it won’t be costing roughly as much as the Sport Injection. Plenty of offer more comfort for money, and maybe a slightly motor would suit the better.

But as it is the Centauro matches the of a body-builder with the performance of a and that unlikely combination for a mighty entertaining ride.

Moto Guzzi Centauro
Moto Guzzi Centauro
Moto Guzzi Centauro


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