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Moto Guzzi V 1000 I-Convert

Moto Guzzi V1000G5 the rottweiler of the motorcycle world


They burp, fart, and like no-one’s business. To they inspire dread, no by association with satanic in The Omen, while to others are the best pets you could hope for; loyal, while being suitably enough to deter the would-be from any thought of mischief.

Guzzista member Keith’s V1000G5 is a bit like a Rottweiler in respect and shares some of the traits, with the possible that it won’t … on patio!

I’m not a dog lover. In I can’t stand the buggers. best friend. give Apart from one or two breeds work for an honest living.

dogs, guide dogs, big sons-of-the proverbial that whisky to skiers that fallen over, for example. do they bring to the table in of contribution to life? Nothing. you consider tons of crap on our a worthy achievement. This dislike I have of all things means I will never the apparent joys of Rottweiler so I shall have to content with the metaphorical. ie, Keith’s G5.

I always loved this model. It was my first introduction to Guzzi. My old pal Charlie had one, it like a heap of junk. rusty. but it went like off a stick!

It was his daily transport London and I thought it was the meanest and sounding bike on the streets. G5 led me to me buying my very first a 350 Nevada, and was the start of a 15 year with the bikes from

Brought out in 1978, the G5 was introduced the line up as an attempt to recover of the losses resulting from the failure of the De Tomasso inspired i-Convert of three years It is now widely acknowledged that is not much wrong with the Although few in number around the it’s owners are a loyal and swear by it.

Today, it seems to be in admirers and is now quite desirable. if you can one. At the time, however, though the press reviewed it it was not appreciated by the buying public and was discontinued in 1984.

In ’78 the factory released was essentially the same bike, with a conventional 5-speed gearbox and re-badged it as the G5. This merely stands for cingue five gears. Outwardly, the was the same as it’s torque equipped semi auto

The G5 was similarly equipped for touring a large screen, hard crash bars front and even down to the distinctive mounted on the foreward crash The manual model, however, was with standard footpegs and not the of the Convert and, whilst the console was similar the new model a small rev counter mounted the large central speedo in the same moulded plastic

For the final year of its production run was replaced with a more set of clocks sitting side by The main advantage enjoyed by the G5 the Convert was an increase in power and therefore top speed. Contemporary found the G5 returned approx which represents an approximate 10% from the semi auto its power sapping torque

One look at Keith’s example that in many ways it is original. Sadly, this doesn’t have the status of the T3, Spada, or other Guzzis as the California but it is still a cracking As a result many around have been used as the for many a cafe racer or even to create large 850T3s. Some have seen a career change to a Le Mans project.

Many G5s today, because of the above induced chops and changes are seen with many of the original features and one of the principle to go is the instrument panel.

On Keith’s this is still very in place. In fact, the only that seem to be missing his G5 is the screen (he hated it) and the boxes, he swapped for a multi-tool some ago! The other principal on the present bike is the exhaust

This has a replacement set of pipes sound like the first day of The offensive. see/hear the video to this page.

As my own Jackal is unwell at the moment, I was loaned this remarkable of Moto Guzzi history and I wait to jump on board! looking at the photos, there may be one or two of you who are thinking this bike is in of TLC. and you’d be right. I accept that some may it cosmetically challenged. The seat, for is coroded through the undertray and is together by use of a bungee cargo

If you take a closer look, you begin to uncover some gems.

The paint is the original red as the factory termed it. It has the wonderful of age and is the same that was applied at almost thirty years It still has the original stickers on the and even carries the original sticker on the front stainless mudguard.

The switchgear is original too and is of a that dates back to 1979, when the G5 received type as an upgrade, which included the lockable cover the fuel filler cap, on Keith’s bike is operated by a stubby screwdriver.

Recently one of the panel metal badges off as Keith was riding one day. I a set on e-bay a couple of weeks ago and to obtain a replacement set for him. a small gesture bearing in the kindness of allowing me to ride his while mine is buggered!

The G5 loves country lanes. one of the most surprising find on particular example is that the are still linked. This as a wonderful surprise and I’m they haven’t been

Why do so many Guzzi owners the brakes? It is one of the true, famous, characteristics and an integral part of the being produced by Mandello at time. That’s aside the fact that it really is a system which I have so effective.

By operating the brake on the right hand side, the applies braking to the rear and the front left disc. The accepted ratio is of approximately 30% front-rear bias. The brake on the right handlebar operates the front disc if you need it.

I get put off when I see bikes for sale by the words brakes de-linked.

I had had the opportunity of trying the system for and I find it terrific. At the time braking method must been awesome, and so superior any other manufacturer’s efforts. to the engineers at Guzzi that up with such a novel, solution. it is interesting to note at a time when Guzzi is away from linked manufacturers such as Honda are it!

I delight in reminding the staff at my Honda dealer that were there with in the early 70s!

The tested is steady as a rock when you the brake pedal and you can slow down from 120kph to a in a perfectly stable manner, relieving yourself of that itch in your right in case you ever needed to. ask me how I know this! Jumping I am immediately taken with the position and the sheer comfort of the which is wide, soft yet

It doesn’t matter that iot is through. it’s like favourite armchair. may be a bit tatty, but oh so It also gives you a nice of room to move around in on a ride.

Interestingly, the riding is a lot more forward leaning I thought it would be. The bars are at a height and for my size (6 foot) are a reach and spread. They for a very relaxed riding and all the controls fall easily to

This is equally so both in as on the open road and I can very imagine munching the miles on a tour without a worry in the or an ache or merest pain.

time ago I had the misfortune of riding one of the contemporary rivals, a BMW R100, and I it agonising. Having ridden the G5 I can say the Guzzi is far superior in every way to the tourer and it could only been a more effective arm that convinced thousands of to opt for the Bavarian and not the Italian.

I have to in terms of comfort, I’d be happy to contemplate a tour on the G5 than my own Jackal! Moto V1000G5 Squadra Guzzista A enjoyable day spent in that The handlebar controls do take getting used to though. The surround houses a vast of lights and switches and i have no what most of them do, so I to ignore them.

I generally ignore what lights tell me anyway, on modern bikes. The large speedo is amusing. It seems to nonchalantly point at an approximate reading. this and the fact it is in kph only makes for an interesting on the approach to a speed camera

The revcounter, like seemingly Guzzis, gave up the ghost ago. The odo does work and more than 80,000 I have no idea on economy as the meter doesn’t work but I have covered more 200 miles by now and have filled up I have completed 60 miles filling up and am keeping an approximated note.

Moto Guzzi V 1000 I-Convert

The period switchgear is not as today we are so used to the standard conventional uniots fitted to bikes these days.

You do get to them after a while but the slider switch for the indicators is and it is not easy to find the central, position with a gloved with the result that you can be along confusing the hell out of behind you as you frantically flash to left and back again by chance you find the central

As I write these words, the have stopped working so I don’t need to worry it any more. The lights seem to an infinite number of permutations as is a toggle switch on the speedo and a position switch on the left as well as a flasher button is also the horn). I have no how all the different permutations work as long as there is light and rear, I will leave it as long as I’m riding.

So, if one you hapen to come across an old riding along, with beam blinding everyone in flashing maniacally in all directions beeping the horn. that’ll be me!

I was very surprised at how easily the and throttle operate. so light, and unlike anything I have read about Guzzis in the 15 years. Keith did complain he had to replace the cable the other as the original, factory fitted one lasted 25 years! You can’t Italian parts can you!

The considering the age of the bike operates and smoothly, snapping back when closed. Selecting is easy and simple enough to the correct gear, even position. Modern bike would probably dislike it as you have to be positive in engaging the but I have experienced no problems at all in in all types of riding conditions.

I certainly not experienced the profusion of commonly associated with gearboxes.

Thunder. glorious To set off, you open fuel the choke levers, one on each of the VFB 30s, hold the clutch in, press the starter and. the of Armageddon rewards you. beautiful thunder! As soon as it has the chokes are closed off and the bike into a steady idle, and rolling rhythm, punctuated by an VW Beetle-esque chirp.

Those used to the CARC assisted reaction eliminated modern would love it on this if you don’t get on quick it’ll clean off the sidestand as you blip the Engage gear however and it away smootly and with

It wants to be released from the of its gears so snicking the box into allows you to begin to explore the of the motor. In town you really need this gear. You can away in second and can quite cruise around without needing to go into third at what was that about an

Whether you are filtering through traffic or flowing at town second is all you need. Out of urban I spent a fantastic morning week cruising the country in Kent.

I chose twisty, roads and found the G5 to be completely at in this environment, where the available to you in third allows you to happily thought the twisty while applying the throttle you rocketing up the range to fourth on the all accompanied by a wonderful resonance the pipes, especially on the overrun. also give you the security of that you will be heard before you are seen. handy on concealed rural junctions.

The handling characteristics of the Tonti are well known and this is no exception. You really can corner on the G5! the G5 I felt no need to venture fifth gear at all until I myself on the dual carriegeway on the way At an indicated 125-130kph the bike was stable, and completely at ease.

The has a sweet spot here would make this a enjoyable mount for a spot of

What is evident is that it has a deal of top-end power. is unsurprising considering its age, and condition but a minor tune of the and some minor attention to the would sort that sure. As it stands, it is a perfectly classic, an everyday, unspoilt, Guzzi with many of fun left in it yet.

On the day of the road in the lanes I was aboard for approximately and a half hours.

The only I made were for the odd photo and on my return home I felt comfortable and experienced no aches or although it took a while to rid of the maniacal grin. I would no hesitation in owning a G5 and am delighted it has turned out to be as much fun as I had hoped. I would have no hesitation in one to anyone considering the purchase of a Tonti framed Moto but only once I had reserved my own Rottweiler!

I write for Squadra the online community for Moto fans!

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