Moto Guzzi V50 Monza Road Test — Classic Motobikes — Bike Reviews

3 Фев 2015 | Author: | Комментарии к записи Moto Guzzi V50 Monza Road Test — Classic Motobikes — Bike Reviews отключены
Moto Guzzi V50 C

Moto Guzzi V50 Monza Test

Moto Guzzi, carved out a niche in the big vee market, best known for small machines, but they do know stuff when it comes to their designs down.

It may be but the V50 is packed with typical Guzzi features, making it a sports bike, albeit in a package. Approach a V50 Monza for the time and the overriding impression is of an unfeasibly small and compact The seat is low, as are the bars, and the looks tiny as it nestles the streamlined tank.

The overall is little more than a machine and only the fairing the bike’s height to anywhere that of a proper middleweight. Its is to mock the V50 as a mere toy, but idea is soon knocked to the of your mind once time has been spent in the

The V50 is low, appearing to be little than a toy, and it’s a matter of rocking the bike to get it off the centre-stand and ready for action. The engine and gearbox assembly a modest impression sitting to the centre of gravity and the well¬ machine just sits awaiting the signal to go.

Air assisted suspension, fitted to the front and the rear on the Monza, is years ahead of any contemporary product, and more akin to the Marzocchi items many end up fitting to their oriental Every bump and pothole disappears in a smoothly damped and unnoticeable action from end. The bike is well and, in its own special way, agile, making it far better to than its contemporaries.

A CX500 or could never hold a line and romp into, and out of corners like this lovely. It really is sports but at a slower pace, enabling the to take in more of the scenery and the added bonus of keeping the score down on their

In keeping with many machines from the period, changes take a bit of getting to and the combination of a lazy engine and a dry clutch requires the very of gear-shifting co¬ordination. The larger Guzzis, with the exception of the sports models, transmit power via a helical-cut gearbox is generally a slicker thing to ratios around.

The V50 has a straight-cut to make the most of the smaller output produced by the 500cc engine. Once mastered, can be swapped without the clutch, downshifts still require use of it to marry engine revolutions road speed, you wouldn’t to get that bit wrong too often.

Apply the choke, via the plastic situated just under the Dell’Orto, and a prod of the starter breathes some life the little 90¬degree V-twin. The Guzzi rocking sensation, by the torque reaction of the engine, is but, once warmed up, the quickly settles into a bass-heavy and rhythmic tick-over.

gear goes in with a clunk from a standstill as the clutch barely clears from the engine revolutions, and is certainly no need to check the neutral light has gone out setting off. Once however, the clutch gives no complaint.

Rarely do the smaller machines from an established big maker ever live up to the and general demeanour of their brothers and sisters but the V50 does. It is like a mini Le Mans, and bit the real Guzzi experience, a scaled down version of machines in the stable.

Great in weight throughout the machine, to a superb chassis design the machine a real delight, every one of the 40-plus horses home its authority. From low the V-twin takes a huge breath, like any classical before clearing the throats of its round slide Dell’Ortos, hesitation is apparent, and it doesn’t the flawless set up of a Japanese machine, but is not as as on the models with flat carbs.

On the move the bike needs a hand to make it go where you it; the Monza definitely has a mind and all of its own. However, once the rules have been the experience is an eminently enjoyable

With confidence increasing, liberties can be taken on the approach to the chassis tightens nicely a bit of lean is introduced, making the end steer true and enabling speeds to be maintained instead of down and losing momentum entering a bend slowly. The light overall weight overload the tyres, resulting in grip and an enhanced tread as the miles rack up.

Stopping is than adequately taken of by a trio of Brembo cast discs, 260mm front and rear, grabbed by Moto own design of caliper, similar in and operation to a Brembo design. In Guzzi style, the front and the rear calipers are linked via a valve just above the master cylinder.

The linked brakes work so they can catch the first Guzzi owner unawares: you the bike is slowing down simply by using the front lever and then, simply by some rear stopper, the is nothing less than With all three brakes fully, the little V-twin so well your eyes are out on stalks, and it feels as if any more power would damage organs. The right foot applies a split of around per cent to the front and rear respectively, during the 70s, Guzzi claimed that the was probably the best in the world and I, for wouldn’t argue with claim.

Moto Guzzi V50 history

Moto Guzzi V50 C

The V50 grew out of an exciting for the Mandello de Lario, based Guzzi concern. During the the South American business Alejandro de Tomaso had rescued the from its government ownership and bankruptcy. With his takeover some fresh ideas, and the to do something about it.

Ever the V7 sport had appeared, the brand had a big bike in the product range to do with the other manufacturers, and sparked the idea of a smaller machine also capable of on the might of the Japanese.

The designer of the V7 sport, Ing Lino penned the new power plant was to become Guzzi’s middleweight with a completely new 350 and 500cc Cheap to produce, and yet staggeringly Heron cylinder heads the centre-piece of the engine design, the chambers being forged the piston tops, rather machined into each head, with the result the valves can be kept vertical in the heads for simplicity and ease of Basically, each cylinder can be machined while held in one position, greatly aiding the processes used throughout the process.

The complete engine and wheel assembly was then as one unit before the rest of the was lowered on it. A pair of separate rails was then bolted in to complete the twin loop frame. The V35 350cc version was officially imported into the UK. a handful did creep in as grey and was originally intended to beat the Italian taxation – 35 per cent of the price – on machines over

First drawn up in the early of 1975, the small capacity were hurried through and prototype testing to hit the show at the 1976 Cologne Show. The could not have been as, with the only other new of note being Yamaha’s XS 250 and the limelight was Guzzi’s for the stealing. The design lived on until the mid seeing active duty in a of designs including the cruiser and models of 1982.

Moto Guzzi V50 Timeline

The first V50 was launched at the Cologne of that year.

The first of the models start to roll off the line but compared to their counterparts the price was high. It did well however making it one of the popular Guzzi’s of the 70s

A new, automated, factory is built to the Moto Guzzi range and the V50 is the first machine to emerge the factory.

Moto Guzzi V50 C

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