Arturo Magni joined the MV Agusta race department in 1950 and remained there as the department manager until MV quit racing in 1977. He, together with his sons, then went into business modifying road-going MVs with new frames, chain final drive and bodywork.
However realising that there were only so many potential MV customers, they soon turned to modifying first Hondas, then BMWs and finally, in 1985, Moto Guzzis.
Magni Guzzi Sfida 1000
The first Magni Guzzi was the “Le Mans” and it featured Magni’s new developed ‘parallelogrammo’ rear suspension system which was designed to cancel the torque reaction of the shaft drive. The “Classico 1000” and “Arturo 1000” models were released in ’87 and then in ’89 the “Sfida” (Challenge).
The Sfida was styled to recall Italian racing bikes of the ‘60s such as Gilera and MV Agusta with its sculpted tank and humped seat. The motor was the 1000 cc two-valve unit used by the Guzzi LeMans and made around 90 hp.
Magni Guzzi Sfida 1000
A 400 cc model (smaller and lighter than the 1000) was developed when 90 400 cc motors became available from Moto Guzzi. They were sold in Japan and fitted with 18 inch wheels and Marzocchi suspension.
About 58 Sfida 1000s were produced before the Sfida 1100 was introduced in 1996. This still used the LeMans motor but fitted with a big-bore kit. A new chassis (retaining the parallelogrammo rear end) was used, together with Forcelle Italia front forks, Koni rear shocks and Gold Line Brembo brakes.
Magni Guzzi Sfida 1000
The next Sfida update was in 1997 with the 1100 ie Biposto which employed Guzzi’s electronic fuel-injection and had a convertible dual seat. The biggest change to the model came the following year with the introduction of the four-valve 1000cc Daytona engine. Output was raised to 102 hp. A monoshock version of the parallelogramo rear suspension was fitted.
The final Sfida model was the Giappone 52 (Japan 52) built to commemorate both the 20th anniversary of the company’s founding and 50 years for the Japanese importer, Fukuda Motors. The 1100ie motor was used and a full fairing featuring large bulges with air scoops was fitted. As the name implies, 52 were built.
The bike seen here is a 1991 Sfida 1000 and was photographed in New Zealand. The original red paint has faded somewhat.
For the recent Motociclo Moto Guzzi Club of NSW ride day I was lucky enough to land a Centenario V9 Bobber to take part in the activities. It revealed itself as a significant update on the platform from when I last tested a 744 cc V7 many years ago.
2021 Moto Guzzi V9 Bobber Centenario
The V9 Bobber receives the larger 853 cc engine derived from the V85 TT – in a lower state of tune – which is mirrored in the newer V7s and covers my main criticism from riding the V7 all those years ago – of an engine just a bit too languid for my preference. The new donk adds 15 hp and 8 Nm of torque in comparison, both of which I felt were clearly noticeable improvements that were appreciated.
The V9 Bobber, as the name suggests, is the version running 16-inch rims and chunky tyres to match, along with mainly blacked out features, a shorter front end, and lower/flatter bars in comparison to the Roamer. It lacks the Roamer’s screen for wind protection.
The 2021 V9 Bobber benefits from the larger 853 cc V85 TT derived powerplant
The V9 Bobber is a low, lean and minimalist machine, in cruiser terms anyway, with a 210 kg wet weight, inviting 785 mm seat height and a nice boost of performance over the older 744 cc powerplant. The 853 cc transverse twin now delivers 65 hp at 6800 rpm, while torque peaks 1800 rpm earlier at 73 Nm.
Combined with that signature Moto Guzzi rock at idle and sound track, as well as torque coming on low and strong and you’ve got a winner of a powerplant. Not one that’s going to win any performance metrics, but characterful with an enjoyable torque delivery that allows for some good fun when the moment presents itself.
Suspension offers minimal adjustability on the V9 Bobber, just preload on the shocks
40 mm forks are supported by a set of pre-load adjustable shocks at the rear which along with a bench style seat make for a very traditional silhouette, and while all look fairly simple they were more than up to the job.
It’s worth mentioning here that this is the Centenario version which commemorates 100 years of Moto Guzzi with a special paint scheme that is far more eye catching than the standard V9 Bobber black. That extends to the seat in brown leather with contrasting stitching that looks the business.
The Centenario stands out with the green and silver paint and brown seat
The silver 15 L tank scores the Moto Guzzi eagle motif, V9 Bobber adorned side-panels in green with matching front guard. The largely blacked out engine dominates the bike, with a shaft final drive, dual exhausts and single front disc which helps show off the wheel.
An LCD dash is controlled via the switch mode button and there’s traction control to offer some additional peace of mind. We had pretty mixed conditions for the Moto Guzzi ride day but during my two weeks with the bike I never saw it activate, regardless of how slick or slippery it got.
An LCD dash is elegant and the left switchblock easily toggles through the settings
Features which stood out as worthy of mentioning were the eagle adorning the engine behind the front wheel, full LED lighting and relaxed ergonomics, along with a great overall build quality helped by a very minimal use of plastic.
Brembo provide the single large 320 mm front rotor and four-piston caliper, while there’s a 260 mm rear with two-piston caliper, and both are backed by dual channel ABS.
Chunky 16 inch wheels look the business and are mated to Brembo brakes
Certainly parking the V9 Bobber alongside other Moto Guzzis of every era at the ride day, you greatly appreciate how true to the character and identity of the Guzzi brand they’ve stayed, and while the well ridden quality of the older machines normally made them easy to pick, you can see why people come up and ask if you’re riding a classic bike when out and about on general rides.
Little details also stand out on the V9 Bobber
That authenticity carries a $19,330 ride-away price tag in Centenario form but it is worth mentioning these bikes are still produced in Italy, including from I understand most of the components from within Europe. A cynic may ask whether it matters, as long as the component quality is there, but I’d say it’s much easier for me personally to justify premium pricing when you’re not producing bikes or most of your components in China, Thailand or India. That’s a pretty subjective judgement however…
The V9 Bobber was the perfect weapon of choice for the Moto Guzzi ride day of course, with the route from Tempe down through the National Park to Headland Hotel being a relaxed day ride, often with the rain pattering down.
Heading out of Sydney on the Moto Guzzi V9 Bobber
Granted a ride day with a hundred other Moto Guzzis adds a certain special element which really reinforces the experience and brand identity, but it’s great to see the community Guzzi has created and also offers a glimpse of what you could be a part of.
The V9 Bobber itself is an easy bike to jump onto, which in cruiser style is long and low, making for easy handling that encourages smooth riding, arcing lines and a laid back approach. It’s by no means the lowest of cruisers, and the mid-peg placement was right where I wanted to put my feet down, but those are small complaints.
The V9 Bobber is also an easy machine to jump onto, with relaxed ergos and a relatively low seat height
I did find myself dropping a shoulder into the corners in a more exaggerated manner than I’m used to on nakedbikes or my dirt bike, however the V9 Bobber can really be hustled along. Ground clearance only became an issue when I did a few laps of the Old-Pac north of Sydney and was getting a bit more boisterous, without any attempt to keep the bike upright.
That transverse-twin provides nice torque throughout if you’re shortshifting and being lazy, with good pickup, but keeping the bike on the boil and using the gearbox with a bit of light braking into corners was my preference. The kick on an opening throttle is really impressive too, with most of your torque being available right down low, which makes punching off from the lights great fun.
The V9 powerplant offers a great range of torque off throttle opening, ensuring a rewarding character
The V9 is no speed demon, but getting up to speed and checking your review mirrors to see all the cagers left far far behind carries plenty of satisfaction for me, which may seem a bit immature but no laws are being broken to do that.
For a Bobber, which honestly conjures images of back-breaking rear suspension and harsh reactions over big bumps I was in for a surprise. The front end was well sorted and hard to fault, while the long day in the saddle heading down south left me with just a bit of muscle ache across the top of my shoulders.
A comfortable seat on the V9 Bobber certainly helps on longer rides
With a few breaks the seat was comfortable and the suspension pretty commendable from a 70 kg rider’s perspective. Not perfect by any means, but nicely sporty, well suspended and generally only transferring a harsh jolt up my spine when I rode over a decent pothole, rather than avoiding it. Granted that may be different if you’re local roads resemble adventure tracks, but a Bobber is always going to thrive on better surfaces.
I’ll admit what I really liked most about the V9 Bobber was that beautiful cruising characteristic, with ample torque, measured handling and great sensation of speed – at fairly regular road speeds, without needing to be constantly checking your speedo. The V9 Bobber is however also well capable of being hustled along, with a quick turn of direction just a nudge of the wide bars away, if you’re looking to square off those corners or drastically alter your line.
The V9 Bobber is well capable of delivering thrills through the twisties
The brakes, despite being Brembos certainly weren’t eye-popping, ridiculously powerful or heavy on bite, but then I don’t really look for that on a cruiser and with the exception of Ducati’s Diavel have never seen otherwise. There was good power, reasonable feel and ample combined performance, which again with a lot of the wet weather we’ve been having has shown a system which won’t have you constantly relying on the ABS for broken traction on the brakes. Those Dunlop D404 tyres do get some of the credit of course.
Highway riding was the one area the Bobber was less well equipped to handle, with little in the way of wind protection and on one sections just out of Sydney a little oscillation was felt in the front, which may just be the road surface there which is scored in the direction of travel. My other criticism was that I did need to be careful to let the shifter fully return after shifting into second, otherwise I’d miss third when rapidly upshifting, however to the bike’s credit it handled that mistake well, and that is mainly a rider issue.
The Moto Guzzi V9 Bobber is definitely a machine you need to test ride, not go off a spec-sheet
Overall Moto Guzzi’s V9 Bobber isn’t the most impressive bike on a spec sheet, although the traction control and Brembos are a standout, however the update and subsequent boost in performance moves the latest edition of the bike from a relatively staid option in my mind to something with more teeth to go along with that exceptional character and manners.
2021 Moto Guzzi V9 Bobber Centenario
$19,330 ride-away for the Centenario edition of the V9 Bobber also captures a pretty special moment in history, as the Italian manufacturer reaches 100 years, with this machine by no means chasing the competition to the bottom on price. Certainly you’re getting a piece of Italian history, great build quality and plenty of tradition with a modern Guzzi. Not for everyone, but then what is?
2021 Moto Guzzi V9 Bobber Centenario
2021 Moto Guzzi V9 Bobber Centenario
2021 Moto Guzzi V9 Bobber Centenario
Engine
Transversal 90° V-twin, two valves per cylinder.
Cooling
Air
Displacement
853 cc
Bore and stroke
84 x 77 mm
Maximum power
65 CV (47,8 kW) – 6.800 rpm (Also available at 35 kW, A2 driver license)
Maximum torque
73 Nm – 5.000 rpm
Compliance
Meets European Directive Euro 5
Emissions
119 g/km (CO2)
Consumption
4,9 l/100 km
Gearbox
6 speed
Fuel tank
15 l (4 reserve)
Seat height
785 mm
Dry weight
194 kg
Kerb weight
210 kg (According to guideline VO (EU) 168/2013 with all fluids, with standard equipment and fuelled with at least 90% of usable tank volume).
Front suspension
Hydraulic telescopic fork Ø 40 mm
Rear suspension
Swingarm Twin-sided with two spring preload adjustable shock absorbers
Front wheel
Lightweight alloy, 16″ 130/90.
Rear wheel
Lightweight alloy, 16″ 150/80.
Front brake
Stainless steel floating disk Ø 320 mm, Brembo caliper with 4 differentiated and
opposed pistons.
Rear brake
Stainless steel disk Ø 260 mm, floating 2 pistons caliper.
Features
Full LED lights package with DRL, LCD dashboard, MGCT Moto Guzzi Controllo di Trazione, Standard double channel ABS.
The Moto Guzzi Owners Association NSW recently held their big yearly ride with the support of Motociclo and Moto Guzzi Australia. Despite mixed weather conditions, there was a bumper turn out and MCNews.com.au went along for the ride.
Rain couldn’t put a damper on the Moto Guzzi NSW ride-day with a great turn up
With dark clouds looming and rain pretty clearly on the way I wasn’t sure what to expect upon reaching the starting point of Harry’s Cafe de Wheels in Tempe on a Sunday morning, but I needn’t have worried – the Moto Guzzi community is obviously made of tougher stuff and don’t mind getting their pristine machines dirty.
Harry’s Cafe De Wheels quick ran out of parking!
Machinery of every vintage was already lined up with more trickling in by the minute. I was lucky enough to be on board a Centenario V9 Bobber provided by Moto Guzzi Australia for the day, putting me very much in the spirit of the occasion.
The Moto Guzzi ‘Centenario’ V9 Bobber
Over 100 bikes fill the car park despite light rain coming and going during the morning. A ride to the Headlands Hotel down the coast was on the books to celebrate 100 years of Moto Guzzi. Hence the Centenario V9 Bobber. A Centenario V85 TT was also in attendance.
Motociclo & Moto Guzzi NSW Ride Day 2021
Parking the V9 Bobber up among the other Guzzi’s offered a great look at just how well the brand has stayed true to their heritage, with the air-cooled transverse twin everywhere you looked. That included modern California and V85 TT models, through to older V7s and much more.
With a morning coffee under everyone’s belts the group head off from Harry’s, due-south and I’ve got to admit there was something pretty magical about pulling up at the lights alongside five or 10 other Guzzis, with the combined exhaust notes beating away.
Heading out of Sydney on the Moto Guzzi V9 Bobber
Granted some of the older machines with loud pipes were pulling more than their weight in that department, but that’s what motorcycling is all about.
Motociclo & Moto Guzzi NSW Ride Day 2021
The V9 Bobber was a great mount for the day, a relaxed riding position and plenty of performance for trundling along, a crack of the throttle delivering smooth torque when the chance arose to catch up.
It’s been years since I rode a V7, but the additional performance from the updated powerplant was welcome – with that extra 15 hp and almost 10 Nm of torque very noticeable. Traction control is a worthwhile standard inclusion for the slippery weather too, not one I needed as it turned out, but nice to have regardless.
The V9 Bobber is the perfect bike for a day cruising through the National Park
The tyre profiles reward planned corner arcs but capable of a quick turn of direction when the pace picks up a little. Likewise the Brembo brake set-up did the job, with plenty of power and bite at the rear, and a more progressive action at the front.
The 785 mm seat height is inviting for riders of different heights and the overall build quality is something to admire. This is a modern classic that will have people thinking is a proper retro machine. Keep an eye out on MCNews.com.au though for the full review.
A long train of Moto Guzzis made their way down to the Headland Hotel
The rain truly got set in as we got out of Sydney and into the National Park, with Moto Guzzi’s stretching as far as the eye could see at times, although through some of the twistier sections that wasn’t too far.
There was also a huge variety of machines at the Motociclo & Moto Guzzi NSW Ride Day
The languid pace eventually led us to the Headlands Hotel for lunch and presentation of a variety of awards, from the furthest travelled to best Moto Guzzi by popular vote, while the cleanest bike award held a particular challenge after slogging through all the rain!
Council approval at the Headlands Hotel meant some of the bikes could be parked up on the grass
With council approval we were also able to get some of the bikes parked up on the grass next to the hotel, the space quickly filling up.
Motociclo & Moto Guzzi NSW Ride Day 2021
After a bite to eat, those prizes were awarded with Jon Eales winning the cleanest bike award for his 1965 V7 700, a bike originally bought in Milan by Giovanni Medici.
Motociclo & Moto Guzzi NSW Ride Day 2021
Best Tonti went to Martin Schols with his 1981 Le Mans Mk III powered by a Mark V 1000 motor, with Agostini half fairing, seat unit and timing gears. Tonti refers to Lino Tonti, who designed that specific frame used for the big block Guzzi’s from 1971 through to 1992.
Motociclo & Moto Guzzi NSW Ride Day 2021
Best Loopy, you guessed it – original Guzzi twin loop frame – was Steve Eagles with his 1973 Eldorado, while Best Small Block went to Jerry and his 1987 V65 Lario. That small block was developed in the ‘70s and continues in modified form in the V7, V9 and V85 models of today.
Motociclo & Moto Guzzi NSW Ride Day 2021
Mal Gilles’ 2010 V7 Classic took out the most used award with 221,000 km on the clock and Longest Distance went to Steve Ryan who’d made his way all the way from Tamworth on his 1986 Le Mans IV 1000 for the gathering.
Motociclo & Moto Guzzi NSW Ride Day 2021
By popular vote the Best Bike went to Bruce Hollows 1987 Magni Arturo 1000, and dealer Motociclo awarded their own Best Bike choice which was Bruce McGregor’s 2016 California 1400, as the ‘youngest’ of the award winners – bikewise.
The Motociclo & Moto Guzzi NSW Ride Day wraps up with a group shot after the awards
That was a wrap for the day, with riders scattering towards the motorway or back up through the National Park for the scenic route to their respective homes.
2022 will see Moto Guzzi introduce a special edition V85 TT to commemorate the brand’s long history of providing motorcycles to the honour guard of the Italian head of state.
2022 Moto Guzzi V85 TT Guardia d’Onore
In fact, 2021 saw two Moto Guzzi V85 TT motorcycles join the Cuirassiers’ California 1400 Touring bike fleet, in a presentation ceremony to President of the Republic – Sergio Mattarella in May.
2022 Moto Guzzi V85 TT Guardia d’Onore
Just 1946 units of the V85 TT Guardia d’Onore will be produced, to celebrate 75-years of partnership between the Mandello Eagle and the Cuirassiers’ Regiment, as well as the year the Italian Republic was established. The models will be numbered with an engraving on the handlebar riser, making their status unquestionable.
Pricing is yet to be announced for Australia, however they expected to arrive in showrooms in September 2022.
2022 Moto Guzzi V85 TT Guardia d’Onore
Included with each Guardia d’Onore edition purchased will be a celebratory case including a brochure with the history of the Moto Guzzi motorcycles used by the Cuirassiers and the stamp collector’s folder containing the postmarked stamp issued on the occasion of the Moto Guzzi Centennial.
2022 Moto Guzzi V85 TT Guardia d’Onore
The V85 TT Guardia d’Onore features the typical black livery with white graphics that characterise the Cuirassiers’ Moto Guzzi machines. The white decorations run along the front mudguard, continuing onto the fuel tank and the side panels and they are also picked up on the oversized Touring windscreen.
2022 Moto Guzzi V85 TT Guardia d’Onore
The latter is part of the standard equipment package, along with the centre stand, the engine guard bars and the supplementary LED lights. A pair of side panniers dedicated to this model are available on request.
2022 Moto Guzzi V85 TT Guardia d’Onore
The adoption of Moto Guzzi motorcycles stems back to transition from horse power to modern cars and motorcycles, with the royal carriages replaced and the escort unit of elite Carabinieri needing a new more suitable form of transport.
2022 Moto Guzzi V85 TT Guardia d’Onore
Moto Guzzi had existing ties in providing motorcycles to the armed forces, and a strong history in racing and over four years the Cuirassiers would adopt the Alce, Superalce, Astore and eventually Falcone Sport into the fleet.
Moto Guzzi at the Girinale
The Cuirassiers had a strict height requirement to join or 190 cm, meaning bikes were needed to suit larger riders, with the Astore being specifically outfitted for the job.
By 1960 the Falcone Sport was the bike of choice for escorting the President of the Republic and Heads of State visiting Italy.
The Cuirassiers (Corazzieri) escorting Nixon
In 1968 the V7 Special would surplant the Falcone Sport as Moto Guzzi moved to the transverse V-twin, the manufacturer’s calling card to this day. In 1975 would then see the V1000 I-Convert adopted.
By the ’80s the Moto Guzzi California models were the Cuirassiers’s motorcycle of choice, starting with the 948 cc California II of 1985, through to the 1380 cc version equipping the California 1400 Touring today.
As mentioned arrival of the 2022 Moto Guzzi V85 TT Guardia d’Onore is expected in September 2022, with pricing to be released closer to the release date.
More details about Moto Guzzi’s V100 Mandello are now available – apart from local pricing and arrival in Australia – with questions about performance finally answered.
2022 Moto Guzzi V100 Mandello
The V100 Mandello is a number of firsts for the brand, starting with the inclusion of adaptive aerodynamics, as well as fitting semi-active suspension, an IMU and cornering ABS, plus quick-shift. An even greater change in some ways is the use of liquid-cooling, something that Moto Guzzi have kept away from as long as possible but have adopted largely to meet ever increasing emissions standards.
2022 Moto Guzzi V100 Mandello
The Mandello will run a compact 90 degree transverse V-twin with a 1042 cc capacity, and is actually shorter than the motor in the V85 TT, while boasting significantly more performance.
The V100 Mandello runs a liquid-cooled 90 degree transverse twin
Cylinder heads have been rotated 90 degrees and the exhausts exit out of the sides of the heads, instead of towards the front of the bike, with the radiator now taking up that forward facing real-estate.
115 hp and 105 Nm of torque are the official figures of the V100 Mandello
The figure everyone has been waiting for is the 115 hp. Torque peaks at 105 Nm but the vast majority of that is available from just 3500 rpm, with the red-line at 9500 rpm.
A wet sump lubrication system is run, as well as a hydraulically controlled wet clutch, as had been spotted on the earlier images released.
The V100 Mandello boasts a significant jump in performance over the V85 TT
The V100 Mandells boasts an almost 50 per cent increase in power over the V85 TT for a point of comparison, while torque is up by 30 per cent. Those wishing for a higher performance Moto Guzzi look to have their wish granted.
Moto Guzzi also highlight the single-sided swingarm, with shaft final drive for less maintenance, and run without a linkage when it comes to the rear suspension.
A single-sided swingarm and shaft drive is joined by Brembo brakes
A steel tube frame that’s mainly hidden away behind the bodywork runs to a wheelbase of 1486 mm.
Pillion get what looks like a well padded seat with grab handles and good ergonomics.
A pillion grab rail is mentioned but not evident in the pictures provided
The adaptive aerodynamics can reduce air pressure on the rider by 22 per cent according to Moto Guzzi, giving the level of wind protection you’d expect from a larger touring machine. The front screen is electronically adjustable.
Adaptive aerodynamics are a new feature and linked to speed and riding mode
A 17.5 litre fuel tank incorporates the aerodynamic system, which actually works automatically, adjusting according to speed and riding mode.
Electronics comprise a RbW system, now matched to a Marelli 11MP ECU and six-axis IMU, which provides cornering ABS, cruise control, ride modes, three engine maps, four levels of traction control and three levels of engine braking. The electronics also control the Öhlins Smart EC 2.0 semi-active suspension which adapts to the conditions.
Öhlins semi-active suspension is also offered on the up-spec model
Everything is displayed via a 5 inch TFT, with full LED lighting including an active cornering lighting system, which bends the lights into the corner – again making use of the IMU data.
2022 Moto Guzzi V100 Mandello
The Moto Guzzi V100 Mandello will arrive in two forms, with the up-spec version running the Öhlins Smart EC 2.0 suspension and adding the quickshift, heated grips and stock multimedia platform.
2022 Moto Guzzi V100 Mandello
We’ll have to wait a little longer for the specific Australian availability and pricing schedule.
With the recent passing of Ken Sprayson at 94 years old, I thought it would be timely to look at one of the bikes he constructed a frame for during his over 30 years working on various special projects for famous tubing and fabricating company Reynolds.
This is by far one of the lower profile motorcycles worked on by Ken Sprayson in his long and distinguished life, but the machine seen here is the result of an interesting collaboration between Sprayson and English racer Arthur Wheeler that in 1959 saw the pair develop a new frame for his 250 Moto Guzzi racer.
The design was a success so in 1962 a second frame was constructed to house a 350cc motor.
A third frame was then fabricated for Trevor Barnes who then spent many years racing and developing the bike seen here.
The motor is a 350 cc race unit which was greatly modified by Barnes with many internal improvements including a twin-plug ignition.
Ken Sprayson was generally involved in some way or another with pretty much every frame design used in the British motorcycle industry throughout the 1960s and 1970s. It was Sprayson who fabricated the first ever production Norton Featherbed frame from the designs of Rex McCandless for the Manx Norton.
He also had a special connection to the Isle of Man TT and worked on frame designs with the likes of Geoff Duke, Mike Hailwood and John Surtees.
Sprayson even had a hand in the design and build of the land speed record holding Project Thrust II jet car driven by Richard Noble to a top speed of 1047 km/h. And that only touches on a sliver from his catalogue of works, almost all of which were successful.
Motociclo and Moto Guzzi Owners NSW team up to celebrate December 5
The Moto Guzzi 100 year anniversary celebration is coming to Sydney, as Motociclo and the Moto Guzzi Owners Association of NSW team up for a day in tribute of the iconic brand.
Sunday, December 5 is the date locked in, and will kick off with an informal gathering and bike display at ‘Harrys Café De Wheels’- Tempe, from 8.30 am. From there a social group ride will head down the coast (through the Natio) to the Headlands Hotel Austinmer, for an early lunch meet and more bike posing.
Riders are then able to make their way home at their own leisure. The event currently has the green light pending any Covid complications, but with so many events postponed to 2022, will be an extra special one for Moto Guzzi.
It’s a big year for the brand, or ‘Buon Compleanno’ (Happy Birthday) to Moto Guzzi, celebrating 100 years since being established in 1921 in Mandello Del Lario, Italy. The oldest motorcycle company in Europe, its origins spawned by the dreams of three Italian WW1 fighter pilots – and the legend now still lives on.
With a long history, this authentic brand celebrates this momentous achievement, which includes the current continuous releases of new models which stay true to manufacturer’s history and origins.
In 1921, Giorgio Parodi founded Moto Guzzi with mechanic Carlo Guzzi. The purpose of the company was to design innovative motorcycles in the Mandello del Lario headquarters on Lake Como, where the factory still stands today.
The new Moto Guzzi V100 Mandello that was recently announced
Moto Guzzi a brand that, one hundred years after its debut, continues to embody the values of its far-sighted founders. Since 1921, every single Moto Guzzi bike that has gone out on the world’s roads has been assembled by hand, with loving craftsmanship, in the factory in Mandello del Lario.
Moto Guzzi Sport Lodola
The Moto Guzzi century is a moment of great pride for all Italian industry and the celebration marks a story that has always been lived looking ahead, with a capacity for innovation while keeping faith with the company’s talents and traditions.
Moto Guzzi has also scored triumphs on all the world racetracks, conquering 14 World Championship titles.
Magni Guzzi Sfida 1000
It was the motorbike of the speed records, the symbol for the growth of a whole nation, the motorcycle of Italy’s police force and army, a vocation it extended to the international stage by equipping the Californian police department and, more recently, the police forces in Berlin and many other European cities.
It has also always been the motorcycle of the Corazzieri, the elite guard of honour of the President of the Italian Republic. Moto Guzzi has accompanied Italy’s economic rise and social development, its motorbikes are part of popular culture and continue to inspire passion in thousands of bikers around the world today.
Alongside the announcement of construction of an all-new factory at the existing magnificent location on the slopes above Lake Como in Northern Italy, Moto Guzzi have given us a sneak peek of the V100 Mandello, a model that ushers in some big changes for the Italian legend.
The up-spec Moto Guzzi V100 Mandello is pictured with electronic Ohlins suspenders
While water-cooling will be a welcome move to those interested in machines with a sportier bent, it’s of course driven by ever tightening regulations within the EU putting pressure on their traditionally air/oil-cooled models, from a legislative and thus future-proofing perspective.
While that may be a sad moment for the traditionalists, we’ve been treated to a first look at a very suave machine, with flowing bodywork, that to my eye, carries a hint of the styling we’ve seen on the V85 TT model, just in a roadster package.
Water-cooling is a big point of note on the new V100 Mandello, marking a break with tradition
Naturally the transverse 90° V-Twin remains, with the radiator is a dead give-away of the departure from tradition. However, there’s a lot more going on that was can see in the pictures and new teaser footage reveals a few more details.
Tall bars, a fairly comfortable looking seat, rubber-clad pegs and an electronically adjustable front windscreen. Those panels in the tank which stand out due to the orange detailing, also extend out in the footage possibly offering additional wind protection or a form of active aerodynamics that adjust for speed.
Tall bars for an upright seating position, a fairly roomy seat and rubber clad pegs suggest a touring oriented roadster
An eye-catching single-sided rear swingarm set-up is also seen with shaft final-drive and off-set monoshock.
Brembo provide the brakes, dual front discs with radial four-piston calipers, and what looks like a two-piston rear caliper.
A single-sided swingarm running a shaft drive is joined by full Brembo brakes
The ‘bars also appear to be equipped with Brembo hydraulics for both the brake and clutch.
An electronics system to match that seen on the V85 TT also seems likely, although we may see that extended or a move to include an IMU, with riding modes, traction control and ABS now all the norm there.
The difference between the two models shown in shots released also suggests two tiers of the V100 Mandello. The eye-catching green/grey bike is running full Öhlins forks and shock, electronic Öhlins no less.
We’ve got a glimpse at two variants, the standard (red – right) and the Ohlins equipped version
In comparison the red model is running traditional suspension, albeit still USD forks and monos-hock setup, with adjustability spotted atop the forks.
Full information will be disclosed on November 23, so we’re going to have to wait for the nitty gritty details, but the V100 Mandello looks interesting enough to look forward to more being revealed.
Check out some shots by Phil Aynsley of the Moto Guzzi museum:
The Moto Guzzi Museum in Mandello del Lario – Image Phil AynsleyThe Moto Guzzi Museum in Mandello del Lario – Image Phil AynsleyThe Moto Guzzi Museum in Mandello del Lario – Image Phil Aynsley
The Moto Guzzi Museum, located in an old two storied building that is part of the original factory in Mandello del Lario, is an “old school” affair – and none the worse for that!
The Moto Guzzi Museum in Mandello del Lario
Although not a part of the museum I thought it fitting to start this column with some views of the Carlo Guzzi memorial in the main square of the town.
The Moto Guzzi Museum
The new main entrance to the factory.
The Moto Guzzi Museum entrance
The far better known old entrance gates behind which is the museum building (with the yellow wall).
The old entranceThe 1919 Guzzi-Parodi or ‘G.P.’
The very first Moto Guzzi resides in a glass case. The Guzzi-Parodi (or G.P.) was named after Carlo Guzzi and Giorgio Parodi and was completed in 1920. The horizontal 500 cc single featured a SOHC, twin spark plugs and an impressive (for the time) lubrication system. Despite a low compression ratio of 3.5:1 it produced 12 hp and was capable of 100 km/h.
The Moto Guzzi Normale
The first production model was the Normale which was built from 1921-1924. While similar to the “G.P.” it had a simplified two-valve head with side inlet and overhead exhaust. Power was 8 hp at 3200 rpm. The Normale weighed in at 130 kg and had a top speed of 85 km/h, well down on the G.P.
Moto Guzzi Museum
The museum consists of a number of long rooms with bikes lining both sides.
Moto Guzzi 500 cc Corsa C4V
The bike on which Guido Mentasti won the Championship of Europe in 1924. The C4V saw the return to a 4-valve head and proved to be very successful. Power output was 22 hp at 5500 rpm, with a weight of 130 kg and top speed maxed out at 140 km/h.
1932 Moto Guzzi 500 cc Tre Cilindri
The only surviving example of the 500cc Tre Cilindri of 1932. Derived from the 1931 500cc four-cylinder race bike, the Tre Cilindri was a highly advanced touring bike for the time, offering 25 hp and a top speed of 130 km/h, but the high price, 169 kg weight and average performance saw it discontinued after only one year.
The Moto Guzzi Alce (Moose) was the vehicle of choice for the Italian army in WWII
Based on the earlier military GT 20, the Alce (Moose) was the main motorcycle of the Italian Army during WW II and was also produced as a three-wheeled truck – the Trialce. One variant was the Cicogna (Stork) seen here. Possibly intended for export to Finland it is fitted with skis. This example carries a copper front guard extension (in place of the normal rubber one) that lists the details of the mountains it has climbed.
250 Compressor with Guzzi Cozette supercharger
The 250 Compressor used a Guzzi built Cozette supercharger and was mainly used for record breaking over a period of many years – 1938 until 1952.
In response to the supercharged Gilera, BMW and NSU race bikes, Guzzi developed this 500cc supercharged triple during 1939. It only raced the once, at Genoa in May 1940 where it retired. The two-valve motor was inclined at 45º and used a 120º crankshaft, while power was 65 hp at 8000 rpm. The bike weighed in at 175 kg and was capable of a top speed of 230 km/h.
Test bed development motors
On the left a water-cooled version of the 120º 500 cc V-twin and on the right a supercharged and fuel-injected 500 cc single.
A recreation of Carlo Guzzi’s office
It is a little known fact that Carlo did not have any financial interest in the company that bore his name. Instead he was paid a royalty on each bike produced.
1949 250cc Gamalunghino – Power was 25 hp at 8000 rpm, weighing 122 kg and topped out at 180 km/h
The 1949 250 cc Gamalunghino (Little long-leg) was basically the pre-war Albatros fitted with the leading link front suspension and brake from the 500 cc Gambalunga. It proved to be a very successful combination, winning the first GP it was entered in – the IoM TT.
Moto Guzzi 250 cc Bicilindrica, designed for supercharging, but in normal trim made 25 hp, weighed 125 kg and did 170 km/h
Originally designed to use supercharging, the 250 cc Bicilindrica’s development coincided with the banning of forced induction in 1946, so when it appeared the following year with a normally aspirated motor it was already a compromised bike.
This 1948 machine is the second (and final) bike built. Despite showing some promise, leading the 1948 Lightweight TT at the IoM, development was abandoned after Omobono Tenni was killed while testing one later in the year.
1955 350 cc World Championship winning bike, you can see performance figures on the placard
Guzzi 350s won every round that season with Bill Lomas taking the title with four victories. Duillio Agostini, Dickie Dale and Ken Kavanagh won the others.
A Zigolo prototype
A prototype for a modernised version of the Zigolo, which was produced from 1953 until 1965.
1947 500 cc Biclindrica with Elektron heads and barrels, power was 44 hp at 7000 rpm, top speed 180 km/h
The distinctive 120º 500 cc Biclindrica first appeared in 1933 and was campaigned until 1951. This 1947 version is basically the same as the pre war model, apart from the heads and barrels being cast from Elektron, not iron.
1958 prototype 110 cc 2-strokes
A line up of 1958 prototype 110 cc two-stroke bikes.
Guzzi scooter prototypes
On the left the three-wheeled Tre Ruote of 1960. On the right a 160 cc two-stroke powered machine.
A 1957 prototype for a 350 cc military bikeAgricultural machinery
Produced from 1963-66 the 486 cc four-stroke motors made 10 hp, had three forward and three reverse gears and a top speed of 13 km/h.
Prototype twin cylinder 125 BiDingo two-stroke
The prototype twin cylinder 125 BiDingo two-stroke was shown in 1971 but was not developed. It was based on the twin cylinder 50 cc prototype (the Ghez) that was displayed at the Milan Show in 1969.
Moto Guzzi Cross 50 cc two-strokes
Two Cross 50 cc two-strokes. The silver bike is a 1977 model. Both were of Benelli origin.
Benelli motorcycles to be sold as badge engineered Guzzis
The first of the Benelli motorcycles to be sold as badge engineered Guzzis (a De Tomaso directive) was the 250TS, which was produced from 1973 to 1983. This Benelli 2C clone differed only in minor details such as the chrome cylinder bores and slightly larger carburettors. This a post 1975 model as evidenced by the Brembo disc brake (earlier models used a drum brake) and electronic ignition.
1986 750 cc Paris-Dakar works bike, producing 62 hp at 7100 rpm, with a top speed of 170 km/h
The 1986 750 cc Paris-Dakar works bike (no.1 of two). These used modified four-valve V75 motors in a chassis based on the earlier 650 cc Baja racers.
1979 125 2C 4T (left)
A 1979 125 2C 4T. This 125cc parallel-twin used half of the 254 four cylinder’s engine, in the same frame and with the same running gear, and produced 16 hp at 10,600 rpm. Weight was 110 kg, while top speed reached 130 km/h.
Moto Guzzi 650 cc Baja TTC
The final 650 cc Baja TTC (of 17 constructed over a two year period beginning in 1984). They were based on the V65 TT and competed in many rallies in Europe and Africa.
The final Benelli-based Guzzi
The final Benelli-based Guzzi was the 125TT that was first shown in 1983 but only produced from 1985 to 1988. It featured a mono-shock rear suspension, 35 mm Marzocchi forks, automatic oil injection, reed-valves and a six-speed gearbox.
1987 V35 Falco prototype
The 1987 V35 Falco prototype ran a 350 cc motor using DOHC four-valve heads and produced 40 hp at 8800 rpm. The project did not make production, but weighed 179 and boasted a top speed of 175 km/h.
Moto Guzzi V35 Florida
The V35 Florida was loosely based on the earlier Custom and was introduced in 1986 (along with a V65 version). Changes included longer and larger diameter front forks, different rear shocks and new instruments. The 350 cc motor had revised bore/stroke measurements so the heads from the V50 could be used and power was 39 hp at 8400 rpm. The bike weighed 170 kg and had a top speed of 148 km/h.
A 1000 cc Daytona signed by Dr John WittnerA 1957 500 cc V8 and motor742 cc racer
This 742 cc bike was used at Monza in June 1969 to brake three world records (the one hour, 100 km and 1000 km) in the 750 cc class (a second bike of 757 cc was used for the 1000 cc records).
Both bikes set further records in October with this 742 cc machine raising the 12 hour average speed to 179.55 km/h. Both bikes made around 68 hp at 6500 rpm and were significantly lightened to 158 kg. A 29 litre fuel tank was fitted. Top speed was 230 km/h.
Moto Guzzi 65 cc Guzzino
This 65 cc Guzzino based bike set 24 World Records at the Montlhery Circuit in France in September 1950.
The Moto Guzzi Museum in Mandello del Lario
The Moto Guzzi Museum in Mandello del Lario
The Moto Guzzi Museum entrance
The Moto Guzzi Museum entrance
Moto Guzzi Museum
A 1957 500cc V8 and motor
A 1957 500cc V8 and motor
A 1957 500cc V8 and motor
The 742 cc racer
Moto Guzzi 65 cc Guzzino
742 cc racer
A 1957 500cc V8 and motor
Moto Guzzi Museum
A 1000cc Daytona signed by Dr John Wittner
Moto Guzzi V35 Florida
1987 V35 Falco prototype
The final Benelli-based Guzzi
Moto Guzzi Museum
Moto Guzzi 650cc Baja TTC
1986 750cc Paris-Dakar works bike
1979 125 2C 4T (left)
1986 750cc Paris-Dakar works bike
Benelli motorcycles to be sold as badge engineered Guzzis
Moto Guzzi Cross 50 cc two-strokes
Prototype twin cylinder 125 BiDingo two-stroke
Prototype twin cylinder 125 BiDingo two-stroke
Agricultural machinery
A 1957 prototype for a 350cc military bike.
Guzzi scooter prototypes
Guzzi scooter prototypes
1958 prototype 110 cc 2-strokes
1947 500 cc Biclindrica with Elektron heads and barrels
A Zigolo prototype
The Moto Guzzi Museum in Mandello del Lario
Moto Guzzi Museum
1955 350cc World Championship winning bike
Moto Guzzi 250 cc Bicilindrica
1949 250cc Gamalunghino
A recreation of Carlo Guzzi’s office
Moto Guzzi Museum
Test bed development motors
250 Compressor with Guzzi Cozette supercharger
250 Compressor with Guzzi Cozette supercharger
250 Compressor with Guzzi Cozette supercharger
The Moto Guzzi Alce (Moose) was the main
1932 Moto Guzzi 500 cc Tre Cilindri
Moto Guzzi 500cc Corsa C4V – Image Phil Aynsley
Moto Guzzi Museum
Moto Guzzi Normale – Image Phil Aynsley
The old entrance
The Moto Guzzi Museum
The Moto Guzzi Museum in Mandello del Lario – Image Phil Aynsley
Moto Guzzi’s long-running 500cc Falcone was produced from 1950 to 1968. Here is the model that replaced it – the Nuovo Falcone. As you can see the company didn’t stray too far from its successful formula!
The Moto Guzzi Nuovo Falcone
The Nuovo Falcone was introduced in 1969 as a machine for military and police use. The civilian version appeared in 1971. The major changes compared to the older Falcone were a wet sump motor, modified gearbox (still with 4 speeds), an alloy cover over the external flywheel and 12V electrics with optional electrical starter. In addition a new frame was used as well as new body work.
The Civile differed from the military/police models in having a lighter flywheel and its use of many parts from the V7 Special, such as the instruments. It was originally painted white with a red frame but in 1974 that was changed to red with a black frame with stainless steel guards.
Moto Guzzi Nuovo Falcone
This particular silver bike is a unique factory build for the Dutch importer Greenib, and is in original, unrestored condition. Production of the Nuovo Falcone ceased in 1976 with 2874 Civile and 13,400 military/police models produced. Power was 26 hp at 4,800 rpm, with a dry weight of 214 kg. Top speed was 130 km/h.
