Review: 850 Le Mans MK III — All other models — Moto Guzzi — Gregory Bender

4 Мар 2015 | Author: | Комментарии к записи Review: 850 Le Mans MK III — All other models — Moto Guzzi — Gregory Bender отключены
Moto Guzzi 850 Le Mans

Moto Guzzi

Updated: Jan 06

Author: Rod Yeomans

Agostinis 83

courtesy of Rod Yeomans.

I purchased my MK III new in ’83 from Agostinis. I had the bike for a European delivery and I was to ride it around for a couple of before taking it back to where they would it up and ship it home for me. The Mk III was a bike in

It was the middle of the true Tonti Le series, the last of the 850s but it was the of the square fins yet it was immensely for Guzzi with nearly sold. It had striking angular a formidable heritage from the and MK II, and the largest white tachometer the dash that I had ever on a motorbike. It has been written many of the sales were due to tacho.

It’s a Tonti big block and shares many with other models of era. Frame, electrics, system, wheels, drive were virtually the same as of the … touring (T) or faired bikes yet there is enough to it apart. Many of the comments in piece are therefore relevant to all not just the MK III.

It differed its predecessors in a number of ways looks. The square fin motor not looked more modern but it had fin area for cooling but more it produced a claimed 5 more hp.

was no real change to internal but Guzzi had just improved tolerances with the new engine. Walker) The bores were now with Guzzi’s patented lining to reduce wear earlier chrome and iron though a few of the later LM II’s had lining too but not the majority. The rings for this differ from rings of the same size so care if purchasing replacements. For the swing arm was a bit longer giving it a bit high-speed stability and the solid seat didn’t fall even though it didn’t any more comfort.

The MK III engine is considered by some as one of the engines ever to be produced by It’s a mid valver with compression. The valves are big enough to but not too big to cause excessive wear and the PHF 36 burn pumper carbs the bike enough fuel it’s needed. In fact needs to be taken at lower not to twist the throttle too quickly too much fuel for the start of

At 4000 RPM the engine is as smooth as a It has another harmonic at 6000 RPM but red at 7700 prevents the next one at RPM. Other sized models that I have don’t seem to have level of balance within the Due to the changing crankcase volume twins use a breather system. of using an expansion chamber as in models the MKIII used the frame for this purpose and to oil mist condensate to the sump.

The ports in the heads or rocker of other models were with too. I have how the lack of breathing here can moisture condensate to build up the rocker covers but I have ever experienced this after a 1600 km ride in rain. The sump oil wasn’t but there was a smear of emulsified oil could just be detected.

It had such a wet trip that I had so much spray from vehicles that I had developed a cough to try and clear my lungs, so I blame the bike for inhaling too in those conditions. I have no to try and modify the system as it was such a issue after what was an weather event. I was just to make it home due to the extensive

The bike was originally fitted twin points but most have fitted electronic I still have my original MK III points but my second has electronic pick-ups. The timing chain like all big blocks of the time was to say the least. An after market tensioner improves things

My original bike is fitted steel timing gears Agostinis. Beware of after or alloy gears. They a nasty habit of chewing to pieces but the originals, like are virtually impossible to obtain. The isn’t magnetic, of course, so demise may come as a surprise.

were 2 gearbox options. The T helical box or the close ratio, cut ZD box. I had the option for either, the ZD more expensive but I chose the box for one very good reason.

The thing this bike is a higher first gear and what you got with the ZD. It also a real whine as most cut gears do. The ZD is now difficult to find and new are made of unobtanium. There more than one close set so this probably makes the right part even The flywheel is heavy and I like it way.

A firm foot and a bit of patience on the up change and a blip of on the down change assists a selection. I remember vividly my test ride at a dealer’s in I had ridden there on a 16 valve 750. The Guzzi burst life with all the subtlety of a tractor and it would throw into my right leg every I twisted the throttle even due to the flywheel and torque reaction.

The held the same surprises the seat rising as I eased out the due to the shaft forcing the rear into the road and the bike itself with the torque on every gear change. Its a long time since and my senses no longer acknowledge forces. Its sad in a way but I have just accustomed to it as a part of the experience.

I often read of a new owner to lighten the flywheel and I wonder if realise the proportional increase of pulse along the shaft and drive. I’ve never or heard of anyone proposing down the lightened flywheel even considering servicing the drive or replacing the aging enclosed in the rear wheel so I can deduce they don’t at all. Another part of the that often is forgotten and is the drive shaft and universal

The splines can do with some periodically and the u-joint should be for wear or signs of failure. isn’t quite so critical as in later models. The rear doesn’t have a breather but is no seal between it and the swing arm so oil travels up and helps to lubricate the half.

The output shaft have the extra o-ring to later models either so a amount of oil usually seeps out the shaft and the speedo worm lubricating the u-joint. It doesn’t negate the need for a grease but little bit helps. The PHF 36 carbs are with bell tops.

allows a faster throttle but increases throttle resistance. find the action too hard so the bell tops and fit flat and new cables. Another option is a throttle lock or palm to alleviate the pressure and allow rest. I’m accustomed to the and really all riders need to do is to the bike and get used to it.

For extra riders a couple of doses of harden up wouldn’t go astray. all it’s a Le Mans, not an automatic scooter. The lean burn don’t need to be jetted up much unless you are a big fan of wasting and in standard trim the bike can attain 5.5 L — 5.8 L / 100 km.

Too rich a mixture can create fuel that can wash the that cause excess too. Given this and the 25 fuel tank it gives the a fantastic range of over 400 km so tends to be the cause of most pit rather than necessity. A purchased a BMW R100RS at the same as I purchased my original LM III. The had similarities and we toured together Europe.

Moto Guzzi 850 Le Mans

His bike with carbs was just a fraction economical than the Dellorto fed If we put in 18 or 19 litres then I would put 0.1 or 0.2 litres more in. Proportionally wasn’t a lot in it.

The linked brake works well and the bike can be hard in a straight line using the foot lever.

I read about new owners who always wanted a Guzzi but appreciate the linked system. I the brakes are one of the things that these bikes unique. worked better than the arrangement with tests a reduction of stopping distances in the of 25%.

I am forced again to why the new owner didn’t just buy a BMW or The bike came standard snowflake cast wheels and heard that some of the late bikes came out the later straight spoke These were originally for tubed tyres but with a modification for the valve stem seem to cope with tyres quite well. topic is keenly debated by that think tubes are as that’s what they designed for.

I purchased a hand MK III a number of years I got a slow puncture in the front one day but I was able to make it 40 km to the next with the last few hundred to the garage with it totally I still needed a bead to get the tyre off and to my surprise there a tube. I’ve run it like ever since as it means I can a plug kit as an emergency repair. Air can be a bit of a in the tyres.

Most air fittings available at a won’t fit in between the 300 mm front and the rim but an angled adapter overcomes issue. The rear drive and 260 mm disc achieve the same on the rear. I run recommended trye on my bikes.

I find that handle very well and the steering geometry really need wider tyres to the change of direction. Any profiles wider or higher wouldn’t fit The front wouldn’t fit between the retaining bolts and the swing arm have the indented shape of models to allow a wider If a 120/90/18 is fitted to the rear it fit but it means that the tyre touch the ground whilst the is sitting on the centre stand.

can cause some stability on uneven ground and I wouldn’t anything taller. Original looked good on paper. Air front and back but the Paolis on the weren’t the best quality and they expired rebuild weren’t available.

There are a number of replacement options. I had Marzocchis but I found them a bit and prefer the Ikons that are fitted. There are more read expensive, options are available too.

The forks are 35 mm and with the split front due to the linked system there is a twist when using the brake. A fork brace this twist. One thing I noticed with the 300 mm front is that it is the single disc will warp if one is going to.

I’ve had one do this and a number of owners I have talked to reported the same. I have if it is this twist that the warp as I haven’t had another since fitting the brace. If the air pressure is inserted in the dampers for they tended to be too hard for the world. Hit a bump in a corner and the would have trouble the springs from rebounding.

I now put a few psi in them and find it an improvement. On the the bike likes to be run. country with sweeping is its best domain. I’ve on the bike but it’s not really suited.

The forward lean visibility in traffic and with no resistance the weight on the arms and can become tiresome. The long and steering geometry is suited to stability not wiggling in and out of traffic and the limit the leverage for steering I have listened and read about the switches, how they are and tend to break.

Both of my MK still have their switches and they all work. To add to my ’81 Monza has identical and they work too. are different to most of the Japanese switches of that era too but once you are to them they are no more

Moto Guzzi 850 Le Mans
Moto Guzzi 850 Le Mans

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