The Moto Guzzi V50 Monza — Classic Italian Motorcycles — Motorcycle Classics

7 Май 2015 | Author: | Комментарии к записи The Moto Guzzi V50 Monza — Classic Italian Motorcycles — Motorcycle Classics отключены
Moto Guzzi V35 II

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Years produced:

Claimed power: 48hp @

Top speed: 109mph (est.)

type: 490cc OHV, V-twin

Transmission: 5-speed

353lb (dry)

Price $3,249 (1981)

Price $2,500-$4,500

“If you were ready to buy a bike and you happened to stroll a Moto Guzzi dealership making the rounds through the motorcycle shops, chances are you ride out on a Moto Guzzi V50 The Monza, you must understand, is not a mass-market machine for the casual or buyer.” So wrote the editors at in their November 1981 Ironically, the V50 Monza was supposed to be Guzzi’s shot at mass to the motorcycle enthusiast — a fact ’s editors either didn’t or simply rejected.

As one of the top moto mags, however, doubtful Cycle ’s editors unaware of Moto Guzzi Alejandro De Tomaso’s strong yen to the Japanese back to the sea. Or he hoped his company’s little Moto Guzzi V50 Monza — and its smaller brother, the 346cc V35 — be the motorcycle to stem the tide of the invasion. More likely, recognized his desire for what it wishful thinking.

The new Guzzi

De Tomaso took control of Guzzi in 1973 — with backing from the Italian — it was a company in deep financial Although enthusiasts praised the manufacturer for its fine line of big like the El Dorado and V7. Moto was losing money steadily.

To the tide, De Tomaso decided to advantage of Guzzi’s expertise air-cooled V-twins, expanding the and hence Guzzi’s market by into small-displacement bikes to a larger population. Enter the V35 and

Prototypes of the new small-bore V-twins, featured horizontally split for easier machining (the big crankcases were one-piece and an oil filter that could be without removing the oil pan, in 1976. The first bikes rolling off the assembly line at Mandello del Lario factory in but production bottlenecks kept the new from being exported 1979, when production was to an old Innocenti car factory in Milan. volume production was possible, and Guzzi started promoting its new bikes.

Although the V50 was lauded by the motorcycling press, it was basically in the U.S. where the market was saturated with increasingly and technically proficient bikes Japan. To help shine the on its little twin, Moto introduced the upmarket Moto V50 Monza. Larger carbs instead of 24mm), plus valves and revised intake and manifolds, netted a few extra over the earlier V50 (48hp 45hp), while new bodywork in the of Guzzi’s much-lauded 850cc Le positioned the Monza as a European rocket, a term that come into vogue in a few with introduction of the Kawasaki .

The European motoring press both the standard V50 and the Monza, received rave reviews for its judged clearly superior to any of the competitors in its class. Importantly, included Honda’s CX500. the Monza was frequently compared to as bikes were small-displacement, V-twins, although the Honda was

Cycle loved the bike’s calling the Moto Guzzi V50 “amazingly stable, inspiring confidence at high speeds in a line or through fast The Guzzi tracks through as if it were laser-guided.” A low weight of 353 (dry) — almost 90 pounds than the CX500! — was a major in the bike’s good manners. And the words “shaft drive” and are often considered mutually testers reported the Guzzi’s worked flawlessly, with a hint of the up-and-down movement experienced with shaft-driven as the rider rolls on and off the throttle.

the bike’s boy-racer riding was deemed to limit its in-town it all came together out on the road. crouch doesn’t make until you start cruising at speeds on deserted roads,” continued, “and then else suddenly begins to together.”

To stop, the Moto Guzzi V50 employed Guzzi’s patented system: The brake pedal both the rear disc and the left disc, with the right disc operating off the lever, a scheme still today on new Moto Guzzi’s, the California Vintage. And aside a very Italian, almost lack of concern for switch ergonomics, quality and reliability judged as Monza strong From 1981 on, ignition was by coils and breaker points of the finicky Bosch electronic used at first.

As it was, small V-twin failed in its at least in the U.S. While the new block engines (layout they shared no parts the larger V-twins) ultimately a new series of Guzzi’s ranging the V65 Lario to the recent Breva 750 and V7 in the U.S. market of the early they were too little, for too A 1981 list price of insured that few beyond the Guzzi faithful would opt for the Monza. Curtis Harper at Moto Guzzi says no than 100 made it to U.S. before it was dropped from the market.

Moto Guzzi V35 II
Moto Guzzi V35 II

Too bad, really, because the a great little bike, sharp looks, good and a bullet-proof engine. We can’t but feel that if prices had more in line with the from Japan we would seen more of these in dealer showrooms, making easier to find today.

500 rivals to the Moto Guzzi V50

Laverda 500 Zeta

— @ 9,000rpm / 100mph

— 4-… DOHC parallel

— 5-speed

— discs front, single rear

— 387lb

— 35-45 MPG (period

If you think a Moto Guzzi V50 is hard to find, just try and get hands on a Laverda 500 Zeta. as the Alpino in Italy and Europe, 496.7cc parallel twin was a competitor to the V50. Equipped a thoroughly modern mill double-overhead cams, four per cylinder and a gear-driven counter Laverda’s 500 twin also had the of being hugely expensive: price was a heady $2,995 at a when $1,589 got you a new Yamaha twin, which was technically identical to the Zeta. Cycle called the new-for-1978 Zeta world’s most expensive roadster.”

Endowed with superior to the Yamaha — or any other twin in its for that matter — the Zeta’s price … it here as soon as it was born, and it’s no more than a handful it to U.S. dealers. Pity.

500 Sport Desmo

— @ 8,500rpm/ 115mph

— 4-… SOHC parallel

— 5-speed

— discs front, single rear

Moto Guzzi V35 II
Moto Guzzi V35 II
Moto Guzzi V35 II
Moto Guzzi V35 II

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