I would like to share some 45+ years of road riding motorcycling passion and experience as a commuter, international solo traveller and with groups. Whenever I have some time I will upload what I feel can be interesting for our passionate community.
The orientation of an engine is determined by the crankshaft. If the crankshaft is across the frame, the engine is transverse. If the crankshaft is in line with the frame, the engine is longitudinal. A lot of people get this wrong. It’s not rocket science!
Mancano le: Quota e quota ie Daytona V10 centauro Stelvio 1200 Breva 1100 Griso 8v M g s 01 (con il motore della d’auto a) Tutte quante le versioni Magni corse …. T 3 T 5 750 s Epoca Lo stornello La bicilindrica 500 Il gambalunga 500 Il gambalunghino 250 Airone 250 Galletto ……. Vado avanti?
I got the opportunity to have a short (about 10km) ride on a Jota back in 1979. At 120mph on a short (5km) section of dual carriageway it started a gentle fish-tailing weave so I shut it down and cruised back safely. I always wondered - what would have been the cause of this? I was quite a lightwieght rider so I did wonder if it might have been insufficient rider wieght? Does anyone know? The 900SS Ducati ('76 model) that I rode not long before was like sitting on a concrete ironing boad at 130mph on the same stretch of road, so direct comparison like for like. I also have an abiding memory of meeting a girl who had run out of fuel on a Laverda Montjuic near London in 1978. I gave her a pillion lift to the nearest petrol station and back. Never forgot her - she was young, petit, pretty, wearing snug fitting black leathers and had all the right shapes in all the right places. Laverda could have done well if they'd known to use her in their advertising!
Magnífico reportaje, sólo añadir que las primeras 1.000s se las conocía por ser "cabezonas" al tener el lanzamiento de horquilla muy cerrado y en las curvas "se te ponían de corbata"
I am a 78 yo Dutch male. I bought my first V7 in 1970 it was one of the eight imported in the Netherlands that broke the cranckshaft at 10000 km. In 1972 I bought my 850 GT. In Mandello del Lario, I met a testdriver of Moto Guzzi, Antonio Piazzalunga. He had a paper to show the police that he was driving (too) fast for Italian motorcycles. It often helped , no Lires to pay. I sold the 850 in 2012, after 40 years, with tears in my eyes.
The slow and heavy Nuovo Falcone ( the first in video) was rubbish, the worst Guzzi bike ever. It was already vibrating at 80kmh, it didn't brake, it was very ugly and absolutely insignificant. A completely different thing from the Turismo or Sport models of previous decades. Sorry for my English
All are adorable bikes. I never rode a Guzzi single. And I haven't ridden the later sports models. But the rest you feature are certainly on the list. I have to say that for me (5'8", 70Kg) the V50 and V65 models were somehow easier to ride fast than the bigger-capacity, longer trucks. On the smaller machines the gear change was also slightly brisker, adding confidence when braking late into an unfamiliar bend. But I cannot disagree with your list. The T3 California was the lazy cruiser nobody else dared to build. Even though it was best ridden at low revs, it could become a full-dress Le Mans when asked to. On those older Guzzis, tyres were important. Also (as far as road riding was concerned) the linked brakes were just about perfect.
People have money, and they love somthing comparable but different, so they know its competitive, such as the rocket 3 vs the Ducati Diablo, Moto Guzzi is ITALIAN !!, who wouldnt want one?
