Moto Guzzi V1000 Convert — Classic Italian Motorcycles — Motorcycle Classics

23 Апр 2015 | Author: | Комментарии к записи Moto Guzzi V1000 Convert — Classic Italian Motorcycles — Motorcycle Classics отключены
Moto Guzzi V 1000 I-Convert

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Total  N/A

Claimed power: @ 6,500rpm

Top speed: 110mph

type:  949cc overhead transverse 90-degree V-twin

Weight  255kg (560lb)

Price  $3,495 (1976)

Price  $4,000-$6,000

You pretty much what you’re going to get you ride an old Moto Guzzi — or so I thought before riding the Guzzi V1000 Convert.

I was a slow-revving V-twin engine, a riding position and a large, seat. The Guzzi certainly all those boxes, thanks to its handlebars and a huge, squashy seat that feels like a waterbed than a bike perch.

But the Moto V1000 Convert was like no bike I’d ridden before, and I should not have been about that. The reason for Guzzi’s unique feel is its agricultural 949cc V-twin coupled to its automatic transmission, meant that my left had nothing to do apart from an flick of the turn signal, my left boot never had to the broad floorboard where it was

Rumbling down some country roads on this classic Italian motorcycle was a way to spend a hot summer afternoon, if the Guzzi’s age, weight and mean that riding it always as relaxing as the bike’s torque curve and zero-effort system might suggest.  But the Guzzi V1000 Convert impressed enough to make me why it was well received by most who it back in the late Seventies, if it didn’t convince many of the benefit of automatic boxes.

The they are a changin’

These days, after of slow progress at Moto digs in Mandello del Lario, it’s hard to believe back in 1975 Moto was one of motorcycling’s most dynamic That year saw the introduction of the followed by the announcement of the gorgeous Le 850 for 1976, the first and greatest of string of models of that In sharp contrast to the sporty Le the Convert was an even more version of the Moto Guzzi 850 T3 itself one of the most glamorous and long-distance machines of its day.

The was launched in 1971, initially as a market edition of the 757cc V7 which in turn had been from the original V7 model began the transverse V-twin in the Sixties. The Cali quickly popularity and was introduced to other in 1972, updated with a 844cc version of the 90-degree V-twin unit. At the same the engine also gained a instead of four-speed gearbox to go its shaft final drive

The California became a familiar in many countries, with its seat and cowhorn bars, and it was fitted with a screen and saddlebags, too. The Honda Wing GL1000 Wing arrived in to show that the Japanese also build touring but the Guzzi remained highly its closest rival arguably Harley’s less powerful, and more expensive Electra

The Moto Guzzi V1000 was an attempt to broaden Guzzi’s still further, especially in the important U.S. market, at a when automatic bikes as though they might an important part of motorcycling’s Honda was developing an automatic of its four-cylinder Honda CB750, and all, some people automatics are popular in cars and so why not in a motorcycle, too? Additionally, U.S. police forces had a bike that could along at a walking pace for duties, without continuously the clutch and risking overheating the

Guzzi’s engineers began by the familiar pushrod-operated V-twin again, increasing both and … to give a capacity of The real change, of course, was the standard gearbox with a converter and two-speed box. And the converter, built by Sachs, was the key of this new package.

A torque converter is basically a of fluid coupling system, allows the engine to spin of the transmission. When the engine is slowly, as at idle, hardly any is passed through the converter. As the speed increases, more is pumped into the converter, more torque to be transmitted.

At speed the torque converter is locked, so it provides near-direct to the transmission. On the Guzzi it’s connected to the crankshaft, delivering the power to the gearbox via a multi-plate dry

The engine’s extra capacity was in part because a torque is not 100 percent efficient, so it inevitably a bit of power. The 949cc Convert’s output at the crankshaft was a claimed at 6,500rpm, slightly up on the 844cc T3 68hp at 7,000rpm. The bigger compression ratio was slightly at 9.2:1 instead of 9.5:1.

engine’s were fed by a pair of Dell’Orto carbs, and were in most other respects.

The chassis also followed of its more conventional sibling. It was around Guzzi’s traditional steel frame, which the firm’s own forks and a pair of shocks. The Convert also the Moto Guzzi 850 T3 California and big Guzzis in using the firm’s brake system, whereby the pedal operates the rear plus one of the front discs, and the lever works the second disc.

For its first few years the came with wire-spoked but one of the very few changes by 1980 our feature bike was built) was the of cast wheels, in unchanged diameters.

Riding the Moto V1000 Convert

This blue Convert has 12,500 on its clock, and has been restored by Italian bike specialist Italia. Boss John says it was bought “in a pretty state,” but the Convert is in excellent now, its paint and chrome

And its engine fires up instantly on the provided I hold in the clutch (yes, it does have a lever, for starting), making a “whoomph” through the twin and idling effortlessly. So far, so at least for a big Guzzi. But on this I can let the clutch out and leave the bike in gear — then simply back the throttle to send it forward, with no need to my left hand again.

It’s a slightly weird at first, controlling the Guzzi’s purely on the throttle and brakes, no need to change gear, as it’s some gigantic I’d assumed I would use the heel-and-toe lever frequently, especially on country roads, to swap the high and low ratios of the two-speed But in reality the change is very the pedal rather difficult to and the two ratios closely spaced.

And little acceleration to be gained by first gear, which is for about 85mph anyway.

It much more in keeping the Convert’s leisurely style to in second, so I did, making use of the ample reserves of low-rev Ridden like that, the is very enjoyable. Sitting in the thick, squashy seat my hands resting on the slightly and pulled-back bars and my boots on the the Convert feels ready to some serious distance — in comfort, if not at high speeds.

you, the bike can move quickly when requested. a crack of the throttle, the engine to work. It starts making a bit more noise as the torque does its stuff, but the Guzzi forward with enough to put a grin on my face. In contemporary back-to-back tests, the Convert was slightly slower than the less powerful California.

The did, however, gain by being ready for a burst of with no chance of being in the wrong gear when a gap in the traffic.

For getting away the lights in a hurry, the approved is to hold the bike on the brake, it some revs and then the anchor, at which point the roars away at a very rate: Certainly at a rate will leave four-wheeled far behind, despite the bike’s substantial 255kg (560lb) of Top speed is about 110mph, a few mph on the Cali, which means the is powerful enough to cruise at to 100mph or, in reality, however its rider can stand given the riding position.

This model was generally with Guzzi’s accessory and saddlebags, and came with fitted as standard in some The shield would have useful when making the of the generous 5.2gal (24ltr) gas although the torque converter fuel consumption by up to 20 percent, its range below the 200 miles a California could typically

This bike’s handling is to that of other big Guzzis, the Convert requires a slightly riding style due to its lack of braking, which puts emphasis on the linked Brembo system. That was generally especially given that linked set-up was arguably the in all motorcycling in the late Seventies. this particular Convert’s real flaw was that its pedal generated a surprisingly response.

The Guzzi’s cornering is excellent given its age, partly to its suspension being firm by touring-bike standards and of quality. Pirelli Phantoms as much grip as the Convert have had when new, and ground clearance is reasonable those footboards. The V1000 plenty of muscle to make it direction, especially at slow but for such a laid-back machine it is manageable.

Built for the long

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

By Italian standards the Moto V1000 Convert was reasonably built and finished — enough for one test to conclude that a tough life as a press the Convert test machine look like the usual ad for Useful details included the and pillion grab-rail. Less were the hard-to-use center and the instrument panel’s warning which are too dim to be seen in sunshine.


When Moto introduced the Convert, it was considered a move for the small Italian By contrast, it was hardly surprising Honda, the world’s largest of motorcycles, followed the same shortly after the Convert was

Honda’s first automatic in 1976 with the introduction of the CB750A Hondamatic. Based four-cylinder, single-cam superstar CB750, the new bike used a semi-automatic (said to be a scaled-down of the contemporary Honda Civic’s and the four-into-one exhaust found on the Super Sport. The gas tank and covers were new, and the was slightly modified, but otherwise the was like any other CB750, of course for the telltale missing handle on the left bar.

Like the Moto Guzzi V1000 low gear was the theoretical starting in operation most riders clicked the bike into and rode away, letting the converter do the rest.

While wasn’t anything particularly with the automatic, there anything particularly right it, either. They rode enough, but the torque converter was and period testers complained of revs at low speeds thanks to slip. Compared to the stock straight line performance was lackluster.

Sales of the CB750A met Honda’s expectations, and when the new CB750 was rolled out for 1979, the was retired.

But as the curtain prepared to on the CB750A, for 1978 Honda a new middleweight automatic, the CB400A Hondamatic.

Powered by a 395cc twin, the Hawk was Honda’s new entry in the middleweight category. was still convinced there was a for an automatic, just maybe not in the category of the CB750. With the to the CB400A, Honda was betting new automatic would appeal to buyers who might be expected to a smaller bike that was to ride.

Like the CB750A, the used a two-speed clutchless with a high and low gear. The operated much like its brother, but its lighter weight the bike feel like it working quite so hard.

the CB750A, the little automatic to get a longer lease on life, in Honda showrooms for five In 1979 it was rebadged as the CM400A, and for its engine was bumped to 447cc and it the CM450A.

But it wasn’t to last. In Honda dropped the entire line, and with the demise of the Honda’s flirtation with came to an end.


“At steady cruising speeds the is at peace; accelerating to those it is at war … maintain 55 or 60mph, and the big Guzzi is unobtrusive, serene, composed. Its is as good if not better than a its suspension system is superior to the twin’s in terms of accuracy and in terms of long-distance comfort. The for a pure touring bike, is a handler.”

Cycle – March 1976

well can two gears replace We found that Guzzi it by not sharply defining low and high While you might tend to of low with a short powerband, on the it’s more like and second, while high is fourth and fifth. The overlap you to use either one in middle-ground situations.”

– April 1976

“The is a joy when the rider is faced continuous stop-and-go traffic or in cases when traffic to a crawl behind a truck up a mountain grade. There is no slip; you just feed the enough throttle to meet the

Road Rider – December

“ … by the time I got to Laguna Beach, changed a number of my initial of the GuzziMatic. That transmission can be handy in city traffic or you get caught behind a bus or truck on a grade. Just relax and with the throttle.”

Road – December 1976

“The Convert is a pleasurable mount. heritage assures excellent and that is a strong investment For general riding, comfort is on par any modern machine; and, from some minor detected in the floorboards, the engine is willing and obedient.”

Rider – 1981

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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