Re-Cycling: 2002-2012 Suzuki DL1000 V-Strom 1000

Suzuki DL1000 V-Strom 1000
The V-Strom 1000 in the May 2004 issue of Rider.

While their rugged, round-the-world styling and expedition-ready features suggest otherwise, some adventure bikes work better on the road–much better–than they do off pavement. As word of this open secret spreads, they’re being bought more and more by riders who appreciate their overall utility, upright seating and solid aftermarket support.

Suzuki’s original DL1000 V-Strom is one of the standard bearers of the street-leaning ADV bike, striking a balance between RTW looks and performance and streetwise utility that makes it a champ in the bang-for-the-buck sweepstakes today.

Check out our comparison test: V-Strom 650 vs. V-Strom 1000.

Maybe seeing in advance where the market segment was going, Suzuki gave the DL1000 the 996cc L-twin from the TL1000S sportbike, modified for the midrange and low end it needed for low-speed riding and for hauling luggage. The 90-degree cylinder spread technically gives the engine perfect balance, but the rods are slightly offset side-to-side so a little vibration creeps in.

Even more is apparent in some 2002 and early ’03 models, which produced a low-rpm vibration far outside the norm. Called “chudder”–a combination of chatter and shudder–on online forums, it’s curable with an improved clutch basket. Even then, though, the big Strom dislikes being lugged.

Suzuki DL1000 V-Strom 1000
A decent skid plate is a necessity if you plan on taking your Strom off-road. Shown here in the August 2007 issue of Rider.

One big compromise resulting from hanging the TL’s engine from the DL1000’s stout aluminum frame is a worrisome lack of ground clearance. The oil filter, oil cooler and the front cylinder’s header pipe all sit dangerously low and forward enough that a sturdy bash plate isn’t just a fashion accessory, but a necessity for off-roading. On pavement and smooth fire roads the suspension works adequately, but serious trails should be avoided.

It’s much more suited to the street, where small upgrades–a replacement shock and a fork kit–bring big rewards in handling. The brakes are just average, requiring stainless lines and high-performance pads to bring out their best. The 33-inch seat height is a problem for some, making lowering links a hot seller in the aftermarket.

Another aftermarket staple for DL1000 owners is an improved windscreen, because just about anything is an improvement over the stock one, which though stylish is ineffective at reducing buffeting at the helmet level. The fairing, too, deflects some wind but not as much as its appearance suggests.

Suzuki DL1000 V-Strom 1000It’s also an enormous parts bill waiting to happen in case of a fall–every fairing panel’s part number should end with “-$$$.” Fueling issues on some bikes can be cured with a tuning module, while other bikes run cleanly stock. Rough running has also been traced to dirty fuel filters, which many riders simply bypass.

Problems to watch for on used DL1000s include flaking engine paint, rusty or warped brake rotors and corroded hardware. Check the fins on the radiator and especially the oil cooler for damage, and make sure the brake pads don’t stick in the calipers and drag on the rotors.

If there are scratches on the plastic bodywork indicting a fall in the past, check for broken mounting tabs or missing grommets. An often-neglected check is to crawl under the bike and inspect the bottom rear shock linkage for play; the bearings inside are vulnerable to repeated spray from rain and can dry out, causing slop in the suspension.

Prices range from about $3,600 for a first-year DL to around $8,000 for a 2012; factor in accessories and condition accordingly.

Suzuki DL1000 V-Strom 1000
2007 Suzuki V-Strom 1000, as seen in the August 2007 issue of Rider.

2002-2012 Suzuki DL1000 V-Strom 1000

Big torquey engine, do-it-all versatility, above average reliability.

Nosebleed seat height, rust and corrosion prone, vulnerable and expensive plastic parts. 

Displacement: 996cc
Final drive: Chain
Wet Weight: 517 lbs.
Fuel Capacity: 5.8 gals.
Seat Height: 33 in.


2019 Harley-Davidson CVO Limited | First Ride Review

2019 Harley CVO Limited
We crossed the Land of 10,000 Lakes then stormed across Wisconsin aboard Harley’s apex touring machine, the 2019 CVO Limited. Photos by Brian J. Nelson and Kevin Wing.

There’s a reason Harley’s top-shelf touring machine has been a staple of its CVO line since 2006. There are thousands of them. Go to Sturgis and try and count how many you see. Your head will spin. It’s a huge revenue generator for The Motor Company. But it’s also proven itself as a legitimate cross-country tourer. So offering one as a dream machine straight from the factory makes perfect sense. 

Read about Harley’s plans for 2019 and beyond here.

Powering the 2019 CVO Limited is the Twin-Cooled Milwaukee-Eight 117, The Motor Company’s largest production engine, a CVO-exclusive powerplant that made its debut across the line last year. That’s 1,923cc at the disposal of your right hand along with a high-performance camshaft, intake and bumped-up compression ratio.

2019 Harley CVO Limited
Rejoice, all CVOs run the Milwaukee-Eight 117, the 1,923cc powerplant the biggest to date on a Harley coming straight out of the factory.

The motorcycle’s electronic throttle control is dialed and the hit off idle is immediate. But stump-pulling bottom-end torque is standard fare on Harley tourers. What benefits most is top end in the middle gears as the 117 continues to give where its predecessors sign off.

The 2019 CVO Limited hits its claimed peak of 125 lb-ft at 3,500 rpm but the standard Ultra Limited with the 114 maxes out at 3,000 rpm. It gets you up to highway speed quicker and has plenty of passing power on tap. While it didn’t skip a beat rowing through gears, engagement continues to be harsh and abrupt. 

Between its Batwing fairing and Tour-Pak top trunk, the CVO Limited’s presence can be intimidating. It looks like a whole lot of bike to handle. But as I climb aboard, the rider’s triangle feels compact for a six-foot-tall rider.

With a seat height of 30.1 inches, it’s easy to place both feet firmly on the ground, a good thing when you’re balancing a bike that tips the scales at more than 900 pounds. The bars fall naturally at hand, my legs have plenty of room to stretch and my back is straight. The relaxed riding position made my 260-mile test ride a cinch. I could have easily done 260 more without feeling beat down. You’d be hard pressed to find a bike with a cushier seat and friendlier all-day ergonomics.

2019 Harley CVO Limited
Who knew such a big bike would be so much fun at lean? Turn-in is surprisingly light on the CVO Limited, and it transitions more fluidly than expected.

Hustling through the hinterlands between Lacrosse and Madison, Wisconsin, we chanced upon a rural road of sweepers, one flowing into the next. The CVO Limited shines on this stretch as turn-in is light, even with its big fork-mounted fairing. It’s solid at lean and has no problem staying on the designated line.

Even with the Tour-Pak, its center of gravity feels low and it transitions with surprising agility. You’d think for a bike with such a Herculean physique it’d be a handful to toss around but, like a heavyweight boxer, it’s deceptively light on its feet. 

Reining in all that weight and power requires a solid set of binders, and Harley’s triple-disc Brembos and ABS-equipped Reflex Linked Brakes handle the job. When squeezing the front lever, initial bite into the two 300mm discs is strong but not grabby and doesn’t fade as the system administers a bit of squeeze to the rear as well.

2019 Harley CVO Limited
Harley CVO wheels are always custom quality, and for 2019 the 19-inch Tomahawk on the CVO Limited is the torchbearer of tradition.

Using solely the rear it takes a pretty good stomp on the pedal to get the ABS to engage, and overall the ABS is well modulated. Using the front and rear brakes simultaneously, the setup does a bang-up job of bringing the bike to a stop.

Bells and whistles. Check all the boxes. Gorgeous paint set off by the proper blend of shiny chrome, custom-quality wheels, a fresh assortment of bits and pieces from Harley’s new Kahuna collection and the upgraded Boom! Box GTS infotainment system, which boots up faster, is easier to see in direct sunlight and functions more like a smartphone.

The bike has a bounty of storage space, everything locks tight at the push of a button and a factory security system to protect your almost $44,000 investment comes standard. Harley offers three combinations of powertrain finishes and paint options to tailor your CVO Limited like a fine suit. Granted, its price tag puts it out of range for many of us, but those few who pony up will undoubtedly be pleased because despite its movie star good looks, the 2019 CVO Limited is ready to go coast-to-coast at a moment’s notice.

2019 Harley CVO Limited
2019 Harley-Davidson CVO Limited.

Check out Rider’s guide to new/updated street motorcycles for 2019 here!

2019 Harley-Davidson CVO Limited Specs

Base Price: $43,889
Engine Type: Air/liquid-cooled, transverse 45-degree V-twin, OHV, 4 valves per cyl.
Displacement: 1,923cc (117ci)
Bore x Stroke: 103.5 x 114.3mm
Transmission: 6-speed, hydraulically actuated wet assist-and-slipper clutch
Final Drive: Belt
Wheelbase: 64.0 in.
Rake/Trail: 26 degrees/6.7 in.
Seat Height: 29.9 in.
Claimed Wet Weight: 901 lbs.
Fuel Capacity: 6.0 gals., last 1.0 gal. warning light on
MPG: 91 PON min. / NA


“We are a new team but with very experienced professionals”

Fabio Quartararo will be one of the rookies to watch on his Yamaha YZR-M1 in 2019, the Frenchman already showing a quick adaptation to MotoGP™ in the first official winter tests. The Petronas Yamaha SRT rider, who will be the youngest in the category at just 19 years of age, explains how his premier-class dream came about, discusses his first laps on a MotoGP™ bike and reveals his general feelings after his first few days working with the Malaysian outfit.

Source: MotoGP.comRead Full Article Here

Doohan: “He mentally needs to focus on what his goal is”

“I’m Australian, he’s Australian and it would great to see him, or any Australian but especially him because he’s in the right position, being able to channel his energy to get to the top of the sport. It’s good for the sport, it’s good for Australia – we need some other nationalities than just Italian and Spanish!”

Source: MotoGP.comRead Full Article Here

Are advertising standards killing motorcycles?

Remember advertising with motorcycles doing wheelies and burnouts and bikes draped in near-naked women?

Changing attitudes and the Advertising Standards Bureau (ASB) have virtually wiped out this sort of advertising.

Has this taken some of the thrill and sex out of motorbikes? Could this be contributing to the downturn in sales, particularly among younger people?

The motorcycle industry doesn’t seem to advocate a return to sexist and irresponsible advertising.

In fact, the industry is now so socially responsible about advertising motorcycles there were only two complaints to the ASB this year and both were dismissed.

Advertising complaints

One was for a motorcycle industry ad and the other was for an insurance company.

The IAG Insurance ad depicted a man riding a motorcycle to shops repeating “milk and toilet paper” over and over. He then stops to urinate on a tree before continuing to ride to shops.

It’s actually a scenario many male riders could associate with having been caught short while out on a ride.

The complainant said: “Public urination is illegal, offensive and unhygienic.”

In its reply, the advertiser said the “tone of the spot was light hearted and humorous in nature”.

The ABS panel considered whether the advertisement was in breach of Section 2.6 of the Advertiser Code of Ethics (AANA) concerning Health and Safety Unsafe behaviour.

It states: “Advertising or Marketing Communications shall not depict material contrary to Prevailing Community Standards on health and safety.”

The panel dismissed the complaint saying there was no nudity, the audio was discrete and “the inference of a man urinating in a deserted Australian bush area when appropriate facilities are not available would not be considered by most members of the community to be against Prevailing Community Standard”.

Good to know!

Another dismissed complaint this year concerned a Geelong Motorcycle Service Centre ad on the back of a bus featuring a motorcycle doing an “irresponsible” wheelie or mono while wearing jeans.

Peeves wheelie advertising
You mean like this?

The company said the ad was artwork that depicted a rider with appropriate protective riding gear including protective motorcycle jeans.

ABS found that the ad did not breach the code concerning Health and Safety Unsafe behaviour.

They considered that “a still image of a motorcycle stunt being performed in a fantasy situation is not a depiction in this instance which most members of the community would consider to be unsafe or against prevailing community standards”.

This compares with the judgement to uphold two complaints in 2017 for print ads for Volley sand shoes that showed a couple siting on a motorcycle and not wearing helmets.

advertising standards killing motorcycles
Volley ad

Other products promoting motorcycling is good for our industry as it promotes motorcycling as an adventure.

However, the complainant lodged their concern on the grounds that it is misleading with regards to safety and irresponsible given the efforts by government and other groups to encourage motorcyclists to wear adequately protective clothing”.

“Indeed, in relation to helmet it could be seen as encouraging people to disregard the laws.”

The ABS found that the ad did breach the code.

Some of the other complaints in the past few years have consisted of sexism, unsafe riding, not wearing helmets, and even a Transport Accident Commission motorcycle safety ad that was “too graphic”.

Motorcycling is sexy and thrilling which is easy to advertise, if the bureaucrats will let you.

It also has a lot of practical virtues, but they don’t make good ads.


Van Eerde lands CEV Moto3 Junior World Championship deal for 2019

Australian signs with Junior Talent Team in competitive category.

Image: Supplied.

Reigning Idemitsu Asia Talent Cup champion Billy van Eerde has landed a deal in FIM CEV Repsol Moto3 Junior World Championship with the Junior Talent Team (JTT) for 2019.

Van Eerde makes the step to the series as the first Australian Asia Talent Cup race winner and champion, where he’ll be racing alongside the rider he narrowly beat to the crown – Haruki Noguchi from Japan. The two join Yuki Kunii, the veteran of the squad and now a Moto3 Junior World Championship race winner aiming even higher in 2019, in Asia Talent Team colours.

The remainder of the team is made up of Max Cook and Mario Aji, who’ll sport British Talent Team and Astra Honda Racing Team colours respectively.

Promoting and running talents from different paths on the Road to MotoGP, the JTT unifies three team names under the same umbrella and unites the efforts of Dorna talent promotion programs, including the sponsors and partners who provide important backing to young riders and teams.

The Australian will take part in a team winter bootcamp before racing starts on the 7 April at the Circuito do Estoril for the FIM CEV Repsol season-opener.


2019 KTM 790 Duke | Motorcycle Review

2019 KTM 790 Duke Review

By Wayne Vickers

Some bikes take a while to grow on you, to properly understand how to get the best out of them. Where the sweet spot of the engine lies, the better shift points, body positions, those sort of things. With others you just jump on and they feel familiar to what you’ve ridden before so you can benchmark them easily.

KTM 790 Duke

The KTM 790 Duke fell into a third category for me. It wasn’t familiar at all. But within minutes I had fallen for the drivetrain, and within an hour my opinions on electronics were forever changed. This thing is a cracker of a bike. But it’s also a bit of a contradiction.

KTM Duke
2019 KTM 790 Duke

While the 790 Duke is a doddle to jump on and ride – it’s not an easy thing to master punting it hard, simply because its capabilities are so high. Even now after spending the best part of a week and a half on it, my head is still trying to trying to come up to speed.

I deliberately didn’t do any fresh research before picking up the bike. Besides, Trev has covered the 790 Duke specs in great detail after attending the world launch in Gran Canaria (Link).

KTM 790 Duke takes a different slant again on the parallel twin
KTM 790 Duke takes a different slant again on the parallel twin

I just wanted to ride the bike and share how it felt to ride. So throwing the leg over didn’t immediately feel natural for me compared to what I’m used to day to day (a Tiger 800xc I’ve done close to a bazillion kays on).

The ergos felt OK, being really low, almost scooter low, really narrow, with the feeling of being almost perched over the front wheel. And the seat felt like it was made of several different individual sections and angles. Am I supposed to sit forward or back? One of those, ‘That’s weird but I’m sure it’ll make more sense on the go’ moments.

KTM Duke
2019 KTM 790 Duke

Pulling away from standstill, the clutch take-up was nice and smooth and the engine happily crawled along the sidewalk in Elizabeth street Melbourne among foot traffic, while dragging a bit of clutch meant no sign of chugging, as some twins will. The low speed stability from the overall geometry is really, really impressive. It feels even lighter than it is – and slow walking pace among pedestrians was done with the feet on the pegs and absolute confidence straight away.

KTM 790 Duke Engine

So then I pulled out onto the road and opened it up… only to be left thinking, ‘Are you sure this is a 790cc? There’s way more shove than any 800cc twin has right to have off the bottom’. The bike feels plenty stronger than the quoted 105hp and is punchy but smooth right through the rev range. That engine is a gem. The fueling is mint. Amazing actually. Especially in Street mode which is almost impossibly smooth for a twin.

KTM Duke
2019 KTM 790 Duke

The last mid-size twin I rode was an 848 Duc and while I did like that engine quite a lot, it fades into obsolescence compared with the 790. This one feels closer to the older 990cc KTM V-Twins in terms of output which is no bad thing. The big difference however is the fuelling in the 790 which is just so spot on – helped no doubt by some fairly masterful electrowizardry.

Historically I’ve not been a fan of electronic intrusion, but this bike has utterly changed my mind on that front. In no way does it intrude, on the contrary, that smoothness from this new Austrian lump is quite likely only possible because of the digital smarts built into the fuelling, engine management, quick shifter and traction control systems.

KTM Duke
2019 KTM 790 Duke – TFT display with day/night mode

It actually wasn’t until the first stop for fuel that I played around with the superb TFT dash to see what modes were available (Street, Sport, Rain and Track), what was turned on and what wasn’t. And it was then that I realised that it hadn’t been me alone perfectly matching revs on downshifts, but that I was getting some assistance, and surprisingly to me at least – it’s all the better for it. Far better.

KTM 790 Duke

It makes you want to explore the bike even more. Speaking of the dash… What a thing of beauty it is. The ex-designer in me loves the clarity and simplicity of the layout as well as the function of the controls. The redline is orange, of course – another nice bit of branding. And it has a day-time (white background) and night-time (black background) display that switches over automagically based on ambient light I’m guessing. Nifty.

While its a bit of a gripe that the ride mode reverts to Street every time you turn it off, at least the riding modes can be changed on the go. Just be aware of what’s behind you, as you have to close the throttle for five-seconds to do it.

KTM Duke
2019 KTM 790 Duke

Other little niggles? I’m not quite sure why the indicator light on the dash can’t show you which indicator is on, and the indicator switch itself feels slightly fragile. While I’m on switch gear – the toggle switch for high beam requires a left hand grip adjustment for me to use it each time. Not sure that’s a good thing. But they’re minor niggles really, when taking the brilliance of the rest of the bike into account.

On the road the gearbox shift is light and at first, felt almost overly sensitive in its eagerness to shift gears at the slightest touch. Occasionally, even a few days after picking up the bike, I’d shift up a little earlier than anticipated. After the first stop I was playing around with clutchless shifts in both directions, which it soaks up effortlessly.

2019 KTM 790 Duke - Switchblock
2019 KTM 790 Duke – Switchblock

Auto rev matching brings revs up to match the new ratio while the slipper clutch further calms things down if the revs are wildly out in either direction. Have I mentioned this thing is smooth? Remarkable. First gear isn’t overly tall and the engine pulls really strongly even at highway speeds in top gear. I’m not talking big bore strong, and it does taper off above standard highway speeds, but it’s far stronger than I had expected. Stronger than anyone would need 99 per cent of the time.

Brakes are nice and strong with plenty of initial bite, without being so strong that they’d be intimidating for less experienced riders. There’s plenty of stop and confidence to trail brake deep into turns without any issues. They just work.

KTM Duke
2019 KTM 790 Duke

The exhaust note was another nice surprise for a stock pipe too. Its rorty and bubbly on over-run, and loud enough under power without being obnoxious. I’m not sure you’d need a slip on to be honest. But it couldn’t hurt, could it…?

Styling-wise it’s typical of the current crop of KTMs and has some neat touches, as well as some things that will no doubt polarise punters. Personally I like it, but I reckon the 1290 Super Duke is a better looker, but that’s subjective. The extreme looking headlight makes more sense when you’re on the bike than off it, as its tucked away so low that basically you don’t see anything other than the dash beyond the bars.

The only other gripe from me was the thin plastic strip wrapping around the rear of the fuel tank that can be flexed with a gentle wobble. Just seems a bit cheap for what is otherwise an obviously really, really well put together bike.

KTM 790 Duke
KTM 790 Duke

Suspension is quite firm without being overly harsh. Trev called it a Tardis and I agree, in that it’s a bit of a mystery how something so small can have as much room. I got off after some decent stints in the saddle and didn’t feel the slightest bit stiff. Its epic in traffic too, filtering through like a hot knife through butter and yet is happy to cruise along on the highway.

2019 KTM 790 Duke

That odd feeling seat makes more sense as soon as you point it at a corner, because as great as the driveline is, it’s the handling of the 790 that stands out for me. The little Duke tips in faster than thought speed, feels natural on its side and will change lines as soon as you can look at a new line. Any wonder they’re calling it a scalpel.

That work they’ve obviously done to keep the physical dimensions of the engine so small combined with the overall low weight makes this a nimble bike to tip in, but it never feels overly flighty or unstable, just super agile.

KTM Duke
2019 KTM 790 Duke

Just how fast does it steer? After over a thousand kilometres, I was still finding myself having to sit the bike up occasionally mid corner to ease the line out a little. The thing just wants to turn. I actually started to ask myself if it’s possible to make a bike steer too fast.. And I haven’t decided yet. It really is a bit of an engineering marvel on the road – how they’ve managed to design a bike to steer so well, and yet not want to shake its head at all, is amazing.

KTM 790 Duke

Riding my Tiger 800xc back to back only highlighted the diminutive physical dimensions of the bike. The Tiger isn’t a massive bike, but by comparison, the 790 Duke engine feels about half of the width of the 800cc triple. And the wheelbase ‘feels’ about 2/3rds of the Tiger. Obviously it’s not THAT short, but it really does feel short. Not having a visible headlight cluster swinging in the breeze in front of the bars only accentuates the impression.

KTM 790 Duke

The little Duke just urges you to have some fun and ride it hard. And you’re probably going to be punting it along at a quicker pace than you think, as the grunty twin doesn’t need to have its neck wrung to get the best out of it. Several times I looked down at the speedo and was a little surprised at the number staring back at me..

Make no mistake, the 790 Duke is so light and agile that it demands full focus to punt along anywhere near its limits, which I genuinely don’t think I approached all that often on the roads between Melbourne and Apollo Bay over a couple of weeks. Not that it shakes its head or does anything untoward, it’s just steers so bloody well it takes proper commitment to do the bike justice. A half decent rider with a few weeks on this little weapon would no doubt be difficult for anyone to shake on a twisty bit of tarmac…

KTM 790 Duke
KTM 790 Duke

For me and I’m guessing a lot of other riders, a naked bike is now a very real contender for our next machine. My years of sports bikes and road racing are behind me, and uber-high speed hijinx on the road is becoming less and less of an option as speed limits on good sections of road are continually reduced, and consequences raised. So full faired sports bikes don’t make as much sense as they once used to. Not when there’s so much performance available in bikes like this. If you haven’t ridden one of these jiggers, it’s time you did. It opened my eyes more than a bit.

KTM 790 Duke

That said.. I personally can’t stop thinking about what that superb engine would be like in the upcoming rally package. The idea excites me a lot and I probably should really ride the 1290 SuperDuke to compare it eh Trev… Trev..?

KTM Duke
2019 KTM 790 Duke

Currently the KTM 790 Duke is on promotion at $14,995 Ride Away

KTM 790 Duke Technical Specifications

Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated
WP upside-down Ø 43 mm
WP shock absorber with preload adjuster
140 mm
150 mm
Four-piston radial fixed calliper
2 piston caliper, brake disc
300 mm
240 mm
Bosch 9MP two-channel ABS (incl. Supermoto mode, diesengageable)
520 X-Ring
66 °
1475 ± 15 mm
186 mm
825 mm
14 l
169 kg
2-cylinder, 4-stroke, parallel twin
799 cm³
88 mm
65.7 mm
77 kW
Electric starter
Forced oil lubrication with 2 oil pumps
Liquid cooled
PASC™ antihopping clutch, mechanically operated
Bosch EMS with RBW
KTM 790 Duke

Currently the KTM 790 Duke is on promotion at $14,995 Ride Away


Laverda 1000C | Laverda’s 1000cc Triple

Laverda Triple Cylinder Prototype

With Phil Aynsley

The Laverda 1000 triple was first seen at the Geneva Show in 1969. At this early stage the motor was basically a 750 twin with an extra cylinder grafted on. It was still a single OHC design with the starter behind the cylinders and the belt-driven generator in front.

PA Laverda C Proto
Laverda’s 3C Prototype

However by 1971 Massimo Laverda and Luciano Zen had massively reworked the design. It now sported a DOHC cylinder head with narrow angled valves, together with very substantial crankcases.

PA Laverda C Proto
Laverda’s 3C Prototype

The original 120º crank was replaced by a 180º unit (the outside pistons moving together, with the centre piston 180º out of phase).

PA Laverda C Proto
Laverda’s 3C Prototype

The new design was first displayed at the 1971 Milan Show, named the 1000C, and the bike I photographed is in fact this prototype, with engine number 1000 001.

PA Laverda C Proto
Laverda’s 3C Prototype

By comparison to the production bikes that followed in 1972, it is quite unique with sand-cast cases of a different pattern, 750 instruments and handlebar, ignition key placement and even sand-cast Dell’Orto carbs.

PA Laverda C Proto
Laverda’s 3C Prototype

The 180º motor was replaced by a rubber-mounted 120º in 1982 and after evolving through a total of 16 different models production of the triple ceased in 1986.

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype

PA Laverda C Proto
Laverda’s 3C Prototype


2019 Moto Guzzi V7 III Stone & Stone ‘Night Pack’

Moto Guzzi V7 III Stone Updates

‘Night Pack’ variant in Nero Ruvido, Bronzo Levigato & Blu Pungente

Moto Guzzi’s V7 is one of the brand’s most celebrated and well-known models, with the third generation currently on offer in the form of the V7 III. Recently the 2019 Stone and Stone Dark Pack variations were updated for the new year model and presented at EICMA.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The V7 III family is made up of seven versions – the Stone, Special and Racer; joined by V7 III Rough, V7 III Milano and V7 III Carbon, which introduce a series of special parts capable of giving each one a very different connotation and a unique character.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

V7 III Limited, made in only 500 numbered units, represents the most recent news in a range which, for 2019, offers aesthetic upgrades on the V7 III Stone, available from next spring also in the “Night Pack” variation, characterised by full LED lights and new specific stylistic details.

2019 V7 III Stone

The 2019 Model Year of the eclectic V7 III Stone forsakes any chromium detail to embrace matt black paint, paired with a saddle that has a passenger grab strap. The headlight frame is also not chrome, but black.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The front mudguard is painted to match the fuel tank and the logo on the side panels has been completely renewed, as has the eagle that decorates the tank, now done in a burnished finish.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The total “dark matt” look characterises the new V7 III and distinguishes it from the other versions, but that is not the only difference. V7 III Stone rolls on alloy wheels and has single circular display instrumentation. The front mudguard is further shortened to enhance the essential nature of this model.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

In addition to Nero Ruvido, V7 III Stone is available in two new and attractive satin finish colour schemes , Grigio Granitico and Rosso Rovente.

2019 V7 III Stone ‘Night Pack’

In 2019 the V7 III Stone will also be available in the Night Pack variation, characterised by significant styling and functional changes, the first of which is the implementation of new LED lights which ensure high lighting power for the headlight, turn indicators and taillight.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

This version, aesthetically defined by the low positioning of the headlight and the instrument cluster, boasts a new rear mudguard, short and sleek, on which the brake light bracket is integrated, as well as the licence plate holder, which is also revamped.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

The dedicated saddle is heat welded and enhanced by the embroidered Moto Guzzi logo. V7 III Stone Night Pack will be available in the classic Nero Ruvido livery and in the Bronzo Levigato and Blu Pungente variations. Unfortunately though, on present indications the 2019 Moto Guzzi V7 III Stone Night Pack will not be in Australia until the second half of 2019.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

2019 Moto Guzzi V7 III Stone Specifications

Type Air-cooled, four-stroke longitudinally mounted V-Twin, OHV, 2-valve with ally pushrods and rockers
Displacement 744cc
Bore & Stroke 80 x 74mm
Compression Ratio N/A
Max. Power Output 38 kW (52 hp) at 6200rpm
Max. Torque 60 Nm at 4900 rpm
Oil Capacity N/A
Carburation Weber-Marelli EFI
Fuel Tank Capacity 21 L(inc reserve)
Fuel Consumption 5.5 l/100 km
Starter Electric
Battery Capacity 12V 330W 14 Amph
ACG Output N/A
Clutch Type Single disc, dry with cush drive
Transmission Type 6 speed
Final Drive Shaft
Type Double cradle tubular frame in ALS steel with detachable elements.
Dimensions (L x H) 2185mm x 1100mm
Wheelbase 1445 mm
Caster Angle 26.4°
Trail 106 mm
Seat Height 770 mm
Ground Clearance 130 mm
Kerb Weight 209 kg
Type Front 40mm hydraulic telescopic fork, 130mm travel
Type Rear Die cast light alloy swingarm with two shock absorbers, adjustable spring preload
Type Front 18″ in lightweight alloy
Type Rear 17″ in lightweight alloy
Rim Size Front N/A
Rim Size Rear N/A
Tyres Front 100/90 x 18in
Tyres Rear 130/80 x 17in
ABS System Type ABS
Type Front 320mm stainless steel floating discs, Brembo callipers with differently sized opposed pistons
Type Rear 260mm stainless steel disc, floating calliper with 2 pistons
Instruments Single multifunction display
Security System N/A
Headlight LED


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