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Moto Guzzi V7
Not the most obvious "adventure" bike I know (except for the 300 mile range, simple servicing and mod cons like single point FI and tubeless tyres), but if anyone else ends up riding one I've started to piece together a working manual from the bits of Nevada and Breva stuff that seems to be out there:
https://picasaweb.google.com/lh/phot...eat=directlink https://picasaweb.google.com/lh/phot...eat=directlink https://picasaweb.google.com/lh/phot...eat=directlink I'll add to this as I go and any feedback on my one-page-per-job approach vs. Haynes/Clymer will be taken in the spirit intended :innocent: Andy |
I can’t remember where I spotted the discussion on V7’s and LED indicators. However my preparation for sidecardom has involved a bit of experimentation that may also be of use to anyone wanting to use LED indicators, trailer electrics, doing fault finding etc. Please note the following, to my knowledge, only applies to single injector bikes, the two-injector type has a more conventional relay under the tank according to the parts lists I have.
My 2014 has the indicators wired on four pins of the clocks pod. I have not been far enough in to this to define exactly what it is but: 1. If you disconnect any lamp it flashes double speed ; failed lamp detection by resistance. 2. If you bypass the rear lamp to go to two lamps on a sidecar, leaving the front (now middle) lamp in place all is well (electrically at least). 3. If you remove the front-now-middle lamp and power the sidecar pair off the rear it detects the front as a failure and flashes double speed. 4. If you replace the front-now-middle with a 12 Ohm resistor and run the sidecar off the rear “driver” all is well. 5. If you pull the 5A fuse centralmost in the fuse block, nothing except the dashboard flashes and that at double speed. There is certainly more to the inside of the instrument pod than a single relay. It acts like twin relays, so is undoubtedly electronic. This gives me concerns about how much power it can drive. Therefore: a) If you use an LED in this circuit you will need resistors, electrically negating a lot of the advantages of an LED. I do not know how small you could go but would guess at 6 Ohms, the equivalent of a 5W lamp would be safer. b) You cannot join these circuits, four indicators are driven off four circuits each with failure detection. c) For sidecar use I will be using one lamp and one LED on the chair to avoid overloading the circuit while staying within the resistance boundaries for failure detection. I’ve added the break-in loom I’ve made to my service idiot sheets here; https://picasaweb.google.com/lh/phot...eat=directlink The good news is that many of the electrical connectors such as the 6-pin 2.6mm are industry standard. The nice red one I bought is Suzuki spec. The indicator set-up looks to be a hybrid between conventional and CAN. All four indicators are wired back to the clock pod where the driver lives, there is no attempt to run the rears off the engine ECU and save the resulting four feet of cable. The switch gear and power also enters the clock pod, so in the event of failure if would be possible to retrofit the earlier relay, albeit with a fair bit of wiring. Given the clock pod has a CAN link to the engine ECU, I smell change pending where a later model will go to full CAN. Andy |
Air filter one pager here:
https://picasaweb.google.com/lh/phot...eat=directlink Note: The free manual on various web pages is for the single injector models that have the filter under the tank between the cylinder pots. The single injector version is far more traveller friendly, Andy |
JWD for the attention to detail and the overall effort, even though I don't understand too much - the latter is my lack of knowledge which is why I say, again, jolly well done!
I gather that you are going to add a chair to this model of bike so does it, the bike, have LED indicators as standard or are you adding them via your modifications for the sidecar? Single/dual point FI: what is the difference so far as you are concerned? (I ask because you make repeated reference to this aspect). e.g. which models of bikes have which type of FI? Do you mean that there are two different types of air filter used for the V7 engine and they are both fitted in the same location, namely between the cylinders? (which is an eminently suitable location for the air filter given the overall layout of the V twin). Sorry for all the questions; but one more - how is the bike for riding? |
Hello Dave,
I'm loving the V7. Assuming it makes it to May without doing anything anti-social I think it'll be my favourite bike ever except for MZ's. I'm looking at adding a chair and would usually go with LED lights to reduce the strain of the extra load on the loom. Two of every light instead of one. I know other people have wanted LED's for style reasons and because they are close to indestructible. Moto Guzzi seem to have a fairly imaginative approach to model planning. Having tried to research the V7's I keep hitting info labelled "V7" that might be better filed as "Black V7 made on a Tuesday using bits from next years plan"! All part of the fun. Excluding the original 60's V7, the modern ones started in 2008 but from 2012 have had a series of changes leading up to the 2014/15 V7-II (which is actually the third model with the name). Describing the features is looking easier than using model names to let people know if what I'm saying might apply to them. I hate the idea of anyone trying to open the box under the seat only to find an ECU instead of the air filter when I've already had the opposite search. A 2009 would be dual point injection with electrics under the tank and air filter between the pots (not a nice spot BTW as they put the airbox too close to the frame, so you need a well trained 6-year old to put the screws back). My 2013/14-ish model is single point injection, air filter under the seat, electrics in the headlight. There are later V7-I's with a wet alternator they probably share with the V7-II which has a canted forwards engine, better gearbox and other changes. To me single point injection is proven to give about 5 MPG more and means no throttle bodies to balance. Think about how Ted Simons Jupiter wasn't a Bonneville if you like. Are we all bored of V7's yet? Andy |
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Yes, these features are interesting; also the engine remains air cooled as far as I know (rightly so with the pots hanging out into the fresh air) so it ought to be of interest to all those who hanker after such by-gones. I guess the lack of oil/water cooling is a significant reason for the lack of horsepower developed by what must be a very un-tuned 750cc engine. To boot, Guzzis have shaft drive; I presume that the drive components are very under stressed via the modest torque generated. Quote:
I know the square root of zero about fuel injection systems, so by all means explain the differences and relative merits for as long as you like - no boredom on my part. I guess that much the same engine, or one very like this 750cc, has been used in the other Guzzi products such as the earlier Breva and the Nevada. There is an article in the freebie paper named Motorcycle Monthly for February 2015: the one that can be found online or picked up in print version at various distribution locations. The article is a bit light weight on the riding experience (mustn't expect too much of yet another "free lunch" which has a whole page of related advertising right alongside the article) but it does identify a number of detail changes in the 2015 range; sure, they also refer to the bike as a V7 11. |
Over the last couple of years there has been next to no input about the V7 within the HUBB, but after a modicum of research in here, I found this thread:-
http://www.horizonsunlimited.com/hub...ke-along-64626 I thought it might be worth a look for anyone else who delves into your thread. |
Getting the wheels off
The OEM Metzler Laser things are pretty poor, so wheels off to fit Pirellis:
Front wheel https://picasaweb.google.com/lh/phot...eat=directlink Silencer https://picasaweb.google.com/lh/phot...eat=directlink Rear wheel off https://picasaweb.google.com/lh/phot...eat=directlink and on again https://picasaweb.google.com/lh/phot...eat=directlink Andy |
Andy having owned breathed and lived for Moto guzzis for many years of my biking life - your on the wrong tack, you will never solve the build sequence or the parameters of design and getting info to specific models - its just fluid and changable on the day so to speak.
If on Monday Morning Luigi has had a skinful of wine last night and was rejected by his missus you get a bit of a lash up from whatever parts bins lying around, that is until Mario comes along and bends his ear a bit and together they try to put Luigi's build back on track by then Deangelo has popped along he happens to have some 1200 sport indicators in his hand - so they go on while Luigi tells Deanglo about his troubles with his wife, Deanglo breaks open a cask of vino liqorisio and they drown there sorrows with that while discussing the women, the world etc but all the time bolting various bits in - Oh there are no number plate hangerss left in the box - - It'sa no problemo says Deangalo swiftly liberating one from the stelvio parts bin -Thisa will go (well by quickly redrilling some holes in the mudguard) so onto the bike it goes this goes on until its finished - it then passes to the dark cupboard where the souls are kept, one is swiftly snatched out the cupboard and ensconsed into the bikes tank - It's a all a right now - onto Quality assurance guy - he does not recognise the bike model but its got a some wheels and soma handleybars and it goes Vrooom Vroom so therefore it'sa OK, maybe must be new model !! so he stamps it V7 1111 and thus you have the new progression of the Guzzi. Wonderful different but how on earth can you get info - you can't cos what comes out the office and off the drawing board never made it to the end of the prodution line. Tchus jake. |
The Italians have an approach to life
It may have been much the same on the Triumph production line during the sit-ins, lock-ins and the like.
Substitute beer for wine but not done with the same flair. |
Part of my back ground is as a production and quality engineer so I can imagine the Monday morning stuff :rofl:
Typically the workers are driven by a desire to do well but see product going out of the door as the goal. It is up to management to 1. Make sure Luigi has the right bits, 2. Clear out the "spares" under his bench and 3. Make him see himself as part of a team, not someone who'll chuck weird bikes over the wall into sales and let the parts team work it out later. Piaggio have employed names I've heard of to make this happen, but it is early days by the look of it. The 2014 single point injection, dry alternator, black V7 is loving the new tyres :clap: Andy |
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Andy that is almost a complete job application - and even more so would bring a prospective offer of employment from Moto Guzzi as a senior management executive. You could be left in charge - while they went down the pizzaria. Agree that Guzzi have at last got their act together - the quality of the bikes coming out seems far better than previous. I went to look at a V7 & v7 (2) closely out of interest. They really are nice - but so small for a tall chap like me and the bigger bikes are too heavy. Be nice if the do a proper TT version of the V& or a mini lightweight v7 Stelvio. Jake. |
Like every other manufacturer in the modern world of Elven Safety, Moto Guzzi are not at home to Mr. Threadlock :thumbdown:
https://picasaweb.google.com/lh/phot...eat=directlink The valve check however is a ten minute job with basic tools. Like on a BMW airhead or Ural, only with less kneeling down and better quality metal. I do not miss Triumph valve shims :thumbup1: https://picasaweb.google.com/lh/phot...eat=directlink Andy |
A bit of looks over function design corrected:
https://picasaweb.google.com/lh/phot...eat=directlink Andy |
Choices?
Andy, for various reasons I am looking for another bike. I have narrowed my choices down to 3 so far but have no experience with any of them as yet. The 3 are Moto Guzzi v7 11 Stone, Triumph T100, Kawasaki W800. I know you have had at least 2 of these 3 and maybe all of them. How do they compare for ease of maintenance, durability and cost of servicing?
Costwise and size wise they seem to be pretty much of a muchness as my comparison chart shows but figures do not always give you the real story? Triumph T100 Kawasaki 800 Moto Guzzi V711 Transalp 650 V5 Price 7799 6899 7134 n/a already own one weight 230 217 189 220 seat height 775mm 30.5in 790mm 30.75in 790mm 31.75 in 843mm 33.25in MPG 48 52 60 46 top end 110 110 115 112 Not sure how this chart will view but hope it makes sense. I need a low seat height for the pillion! |
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It is an interesting table: I had not realised that the shaft drive bike in this table is the lightest (dry weight presumably) and it has the best fuel economy figure - claimed anyway. This is with respect to the 2015 model that has a 6 speed box. I'm a tad careful about low seat height bikes on the basis that the knee angle imposed by the rest of the bike geometry can end up as too extreme for my knees. |
Weights.
To the best of my knowledge and taken from the best sources I could find those weights are wet weights with full tank. I may have misinterpreted the weight issue but new bikes for sale in the Eurozone have to be described as wet weight with oil, coolants and fuel. AKA kerbweight. I may be wrong about this but I am sure some one will let me know if I am? PS I got the weights from each individual manufacturers own web pages. I really was amazed at the Guzzi. The Transalp because it is so top heavy and such a tall bike feels much heavier than an old 865 Bonnie I test rode a couple of years ago.
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It also makes a lot more sense of the figures which are mainly north of 200 Kg. Weight low down does tend to feel better than when the same weight provides a higher overall CofG, so long as other factors are even. I've highlighted, in red text, an anomoly with the inch-metric conversion of the seat heights; no big deal. I didn't realise how heavy the 650 Transalp is either! It will be interesting to hear from those who have owned these bikes about how they got on with them (or present tense as and when that applies). I did try to chat up a V7 owner on the side of the road a couple of weeks ago, but with his helmet on and the engine running he was more interested in :scooter::scooter: Not that I blame him for that! |
I started putting thoughts together here:
https://sites.google.com/site/threew...zzi/home/intro There is naff all difference in real world performance. The Bonneville feels bigger, so if you are 2m tall it might fit better. What I can't live with is the Bonnevilles peanut sized petrol tank. The chain and valve shims are a minor pain. Triumph are awful to deal with (Think BMW without the success!). The Kawasaki still looks good to me but still seems to lack sufficient following to have any sort of support. Search for a luggage rack and see how much choice you get, then imagine sourcing a fuel pump. My local dealer is still sportsbikes only. I would also throw the SR400 in the mix. 30 HP is usable, it's small and as a Thumper has power where you want it. How do you plan to use the bike? What are your mechanical aspirations? I don't think you can wrong with any of these unless you really want a different type of ride. Many ADVrider clowns will call them training bikes or boring. Andy |
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We have the air cooled twin and shaft drive of a BMW, V-twin of a Harley and Italian badge. I don't acknowledge myself on the road some days. If you don't look like a young Sofia Loren the Gucci glasses stay firmly pointed ahead. ROFL I'd talk to you though Dave :-) Andy |
Uses of said clown bikes.....
Hi Andy I have a Transalp 650 great bike great engine, love it but..... Most of my riding is done on road, I consider a gravel car park with a speed bump to be off road bike riding. For context my idea of green laning is a tarmacadam'd country road with hedges on either side, blue birds and swallows flying over head set against the clear blue sky with good street lights to show up them thar pesky tractors and combine harvesters when the light fades. You get the picture?
Anyway as good as the Transalp is, on a wet campsite where the grass becomes a skating rink the TA is damn heavy for an old fart like me to pick up. The other downside is my partner only has a 24" inside leg and needs a step ladder or a bucket to climb aboard the pillion seat. So I bought a Honda NX 650 for my camping expeditions and only go solo and now need something my bird can clamber onto without the use of said step ladders and bucket. The bike will be used for eating up tarmac only and touring with B&B accommodation. My needs for this new steed? 2 up, ability to cruise all day at 70 ish MPH with minimum throw over luggage and not outrageous MPG or servicing costs. In a nutshell: low, some power and speed but not outrageously so, simple and easyish to maintain. In short a very modern air cooled 650 ish twin with a low seat. They do not seem to make them anymore (think Norton Commando, BSA rocket, Triumph Bonneville and yes I know all about the oil leaks and faults etc lol), hence the choice between said 3 machines. On paper the Guzzi seems to win hands down but there is nothing like gleaning info from some one who is able to compare from hands on experience on at least two of the machines and possibly all three. I saw this Guzzi thread a few weeks ago and recalled you have owned Bonnevilles in the past so who better to ask? Hopefully I have explained why I am looking at these 3 particular models? Walkabout, yes I got some of the measurements slightly wrong but I think out of the 3 bikes there is something like an inch and quarter difference between the lowest and the highest? The most surprising thing was the weight difference. Thanks for reading GM |
Just read
Andy just read your blog about the Guzzi. It's a work of art and clearly a labour of love. I have bookmarked it for future reference. Based upon your waxings it's 80% certain so far that I will end up at a Guzzi dealers when my house is sold. (No idea when but I live in hope). Thanks for putting up the link. :D
GM |
Glad you like it. Wish I could ride more than write, but the write-ups can be done a few minutes at a time.
I think your reasoning is spot on. The low height, low weight, medium power option will work well two up and will honestly do anything that can be considered a road, be it farm track in Wales or 50 mile stretches of part finished road works in Norway. I loved my Weestrom but the tall heavy design is unhelpful more often than not the way I use a bike. I didn’t use the off road capability and the pillion set height was a pain. I think you need to go ride a Bonneville and a V7 (and the Kawasaki if you can find a real live one). The differences are all in the feel. The V7 feels smaller and more agile but at the same time might feel cramped. I’ve toured 30 HP bikes but would probably discount the SR400 for two up much as I’m determined to own one eventually. The V7 does sometimes have that weird airhead/ural/Guzzi shimmy in the wet, but mild compared to a big block . I’m not convinced it’s the shaft set up alone, the back brake is powerful, but I have met at least one rider who swore he’d never ride anything except a chain drive inline four again after experiencing the Guzzi weave. Both Guzzi dealers I’ve been to have been generous with test rides. You might have picked a bad time to do this if you are thinking of a new one. The 6-speed gearbox on the V7-II makes perfect sense, it can stand a higher cruising gear so 70 mph will be 4000 rpm rather than 5, but much as I think Piaggio are doing great things I wouldn’t buy a Honda from the first years production never mind a Guzzi. I even doubt you will land a good deal on a new-old stock V7 “I” as the feeling that you never buy a first year is going to hold the prices up and they were selling like hot things. The Bonneville replacement is showing in sneak paparazzi photos from the road between Hinckley and MIRA and is probably 18 months away and water cooled. The current offering is stable but still missing nice bits like the clock and tubeless tyres. My head says try and ride two or three and pick what feels best in terms of bike, dealer and deal. I’ve never done this myself though, I’d be down the dealers ordering a V7-II! You do know that Starbucks will be out though, only proper cappuccino for Guzzisti! Andy |
Stan if i may put in a bit input - depends what your looking for -
Wet weights usually have just enough fuel to make the bike run otherwise big tank bikes would way more than they want to show, often they remove other bits like tool kits etc as well. The WR (and take into account i do not like jap stuff) Is a good looking copy of a traditional bike, it will do everyhting well no doubt and be very easy and reliable. Its very heavy at 215 without fuel and a parallel twin is never as nice as a v twin in my experience. The triumph like wise is very heavy for the size and again lacks the genuine tag - its a copy dressed up to be and look like a triumph of old. I think they are reliable enough but look beyond the frontage and the build quality and components are very much compromised to cost. The Guzzi is what it is, an original old bike built today with much higher build quality and standards, you are buying into the original history, design and character of this marque. Its lighter as a V& (the 2) adds weight with abs and stuff) the v7 comes in at 179 kg thats almost 5 stone lighter than the wr 800, (almost one of your panniers half full !!) and 7 1/3 stone lighter than the triumph. Even though the triumph makes more power - its lost on all that extra weight pulling. The guzzi has most of its torque from 2 rpm making it very easy to ride in wet and slippy conditions The hondas a different chice and not in the same comparison table to those above. so i will leave that to you If it were me the Guzzi would win hands down without any doubt but I really love Guzzis .. My local dealer is excellent - and have some good deals on a couple of new pre registered V7's Mo-tech Motorcycles Moto Guzzi. Jake. |
OH bugger....
I wrote a long reply thanking Everyone and it disappeared into the ether when I went to preview it:oops2:
I will try and recreate it later but the gist was thanks everyone for the answers and apologies if I have inadvertently hijacked the thread or pushed in another direction:innocent: GM (stan) |
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Thank you for the kind words. I would like to thank my stylists at LeatherBoys-R-US, my lawyers Firkem and Buggeroff, my accountant Mr. Titus Ducksarse, the Ladies and Gentlemen at the West Yorkshire Probation service, my proctologist Dr. Rod Dyno… Oh Gosh ….um.. Inventor of the sidecar Sir Rodney Trysicle, Italian design guru Umberto Friggabitextraone…. :rofl:
Back to the manual though: When you strip out the bits about inspecting the air filter and checking there are two wheels fitted (all charged at goodness know how much an hour), the requirements become pretty easy to live with; https://picasaweb.google.com/lh/phot...eat=directlink Andy |
Done!
With the oil changes and covers we now have something like a manual:
https://picasaweb.google.com/1044429...eat=directlink Andy |
Too funny
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Maintenance light reset
The how-to is now in order and resetting the maintenance light video'd
https://sites.google.com/site/threew...ntenance?pli=1 Andy |
As promised.
Hi guys I did say I would let you know what I ended up with. As TWB said prices for 2nd hand stuff were extortionate. It was hard to find a Guzzi south of 6k and the same goes for the Kwacker. I did test ride a Bonnie and the seat was like a plank and the suspension made my fillings rattle. (False teeth may be the answer here?) I have to admit the sound out of the Bonnie was glorious and the engine pulled like a train.
I finally came across a Kawasaki W800 SE with only 2.5K on the clock in showroom condition for £4.8K (Special thanks to Touring Ted for this gem) I bought it and rode it home last night and have to say I was nursing a semi all the way home. It appears to do everything the Bonnie does but with much kinder suspension for these old bones. My much loved Transalp has gone to Touring Ted who I am sure will give it a nice home and look after it. I will periodically post up notes about servicing and ride conditions for any one to make a comparison with the Guzzi. I would have loved to have bought one and it was my first choice but for £2k less the Kwacker will do. I still have the Dommie for camping trips and solo projects. If prices of a 2nd hand Guzzi drop drastically over the next couple of years I may trade in the W800 for one. |
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I guess you will write in the Kawa tech section. |
Nice one.
Can we now finally do a three way comparison (well in a month or three when you've got the miles in)? Theory said the W800 had less go, but as all manufacturers measure power anywhere from the main bearing to the wheel and weight as loaded/unloaded/kerb/ready to ride/without oil/without paint/calculated/came to them in dream etc. we need a test to know. Personally I bet there is no noticeable difference unless two up. What's the real world range? Again theory says the Kawa has better efficiency than the Bonnie but not the V7's big tank? 200 miles without a nervous breakdown? Any annoyances? Stuff employing chocolate fireguard designs or monkey metal construction? Enjoy your ride, I think the W800 maybe a bike you'll want to keep. Andy |
Stan, Well I think the bike is a fine choice (even though its Jap !) but fine all the same. They are very pretty and have something about them - i can see the attraction. (That's hard praise coming from me Honest !).
I am surprised you could not find a Guzzi for similar money there are plenty around the £4500 mark but hey ho i bet your a happy man - but the images in my head of you riding with your semi really does not bear thinking about - less details - please Stan. Skål Jake |
New page added
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I am looking at another Guzzi myself maybe later this year. I am a member of the Guzzi club in anycase but have heard a few bad bits about Piaggio - who recently when taken to court over repeated failing of the Valve cams on the 8v model by a Guzzi club member - after the camshafts have failed three times and been replaced under warranty twice - however the third time they refuse to pay for labour and say that the bike and extended warranty expired. For goodwill provided the parts but not the labour costs. Which i suppose is arguable - however the case revolved around the fact that camshafts should last as a major component part of the engine - they are not a consumable or wearing part like a clutch etc. So should be replaced if they fail. Piaggio admitted the camshafts had been a problem and sub standard material / design and alternative material was being sourced for the re manufacture.
They wriggled out of any liability - as they Do NOT SELL motorcycles or motorcycle parts ! (contrary to what it states at companies house),They only promote the sale of motorcycles and parts. Piaggio do not have any warehouse or parts or stock. All spares are held by Fowlers motorcycle Bristol. Apparently it was concluded that the selling dealer holds responsability to pay for the bits and replacement. so you then have an argument with your dealer. who may not want to shell out for the bits. In this case the dealer was no longer trading so piaggio was taken to court. Piaggio won but the judge did not award costs (which were pretty high) to the losing party. Which in itself says something about the case and the technicial get out of jail card piaggio played. there are now only 22 dealers in the uk for moto guzzi there were 40 dealers in 2010 - maybe a problem somewhere me thinks between piaggio and the dealers. |
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Best to check what other models of bikes and scooters Piaggio don't actually sell but merely promote. |
Why would Piaggio be any different to any other vehicle manufacturer? They are big and have a legal department they pay regardless. The consumer is small and pays by the hour until they run of money. The company I work for has the same policy and set up, no one buys from us, we advise and your dealer buys from the subsidiary company in Litchenstein.
The lesson is to trade the bike at another dealer while it is running. This is a factor worth considering with a Guzzi as they depreciate like a knackered lift loaded with bricks. I got rid of a Ural Friday afternoon job that way. The dealer who sells on then covers the next buyer. Triumph and BMW in my experience don't even let it go that far, they just refuse the warranty claim at the first go. Piaggio don't want some of the old dealers and do indeed seem to be pushing the boutique style places. If they do want to be Harley rather than BMW circa 1979 it is a factor for those not ready for the idea that the warranty is just a way of pre ordering overpriced oil changes. I haven't spoken to a dealer since I got the bike 1.5 years ago. MGCGB is not a place to get a balanced view IMHO, there are a lot of old boys over there who have pinned their colours firmly to a brand and aren't prepared for an entity they associate with themselves to treat them like the consumer they are. Brand loyalty will hurt you every time. I don't know if Piaggio engineering breathed on the big block design. My experience is limited to comparing the old boys 2002 Nevarida with my 2014, both small block. I know the big blocks were FI back in the Aprillia days and the 1200's switched from two to four valve, which I guess was the stuff up. My Piaggio 750 remains a bike I really like. Andy |
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http://www.horizonsunlimited.com/hub...tornello-87144 Great thread nevertheless. :thumbup1: |
Just seen
3WB sorry to hear the love affair is over, it is after all a magnificent looking machine imho. It would appear that only good luck prevented me from purchasing one when I was looking at them. The W800 is going great although I have only put a few thousand miles on it since purchase. It too suffers with a little corrosion, (no garage) but otherwise not a hint of any problems. It is fast enough for me, I am getting around 50 mpg and it is comfortable. It has sat comfortably at around 70-80 all day with me and a massive amount of luggage ( I don't do the traveling light thing).
Adjustments I have made are bar risers (for my back) scottoiler for low maintenance, screen to keep the flies out of my teeth and pannier racks. Pity I was hoping to bump into you at one of the meets and do a side by side comparison. Anyway best of luck with what ever you decide to replace it with if you have not done so already. Thanks for all the updates and information you have provided. GM |
Magnificent looks, good handling, fun to ride, there are many positives. Its the usual balance of priorities and features. The fact we want the V7 to be made to Hondas quality standards by Triumph and sold by Kawasaki dealers at Wun-Hung-Lo prices won't change much. The NC750 fits my current needs as someone who travels by motorcycle, its in effect a superscooter in disguise (he says putting his tin hat on) :rofl:
I will of course be happy to borrow your magnificently soul inspiring Kawa for the purposes of comparison to my memories of the Guzzi should we meet on a sunny day. You can play "find what'll fit in the helmet locker" and explain ninety three times a day where the petrol goes and how the engine isn't literally half of one from a Honda Spazz. :rofl: The W800 remains on my list of bikes I want to own should my ability to pick the correct six numbers improve. I'd have another V7 for nice days too, but I think the W might be the better choice to use. Andy |
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I simply could not resist - so eventually got my 1979 Guzzi tourer / travel bike back together and up and running well. I do like Guzzi's maybe more than any other bike. Not because they are better they are not in any way but they do have something about them that just grabs you a bit.
Like i said in an earlier post in this thread Guzzi build is somewhat variable even when new in the 70's. So my Guzzi Spada for you young un's - an old blokie bike maybe - low compression big twin , 949cc air cooled, 70 to 80 bhp(so they claim when new i reckon less now) , massive torque from tickover, fairing, panniers, linked rear pedal operated brakes (exceptional) she does average over 50 mpg, 220 mile tank range, has shaft drive. Everything is simple to service and repair and easy to get at (you need that as you will need to repair her somewhere along the road. She has no nonsense like fuel pumps, electronic gadgets (does have a clock and voltmeter though). She handles very well and weighs 210kg. Lights are poor - fairing brilliant better than most modern stuff, lots of room on the seat for two. Not good off the road though. (suspension is typical good handling - firm Italian of the day. So a very relaxing and low revving bike to ride she has an understated maybe slightly odd look, but is functional, practical. But as an Italian lady, 37 years old she will be good company - if not a little temperamental at times i am sure. skål - Jake. |
The 1000 SP is probably one of the best Guzzis from that era. Great bike! Had one too, rebuilt for classic racing purposes.
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