All good valid advice. I love my LeMans IV and it can be hustled through mountain roads very well once you've accustomed yourself to it. The countersteering tip is spot-on and I find also, that if I shift back against the hump in the seat to weight the rear more the bike turns extremely well. Shifting is like butter, again, once you learn the technique, and downshifts are best done by only closing the throttle slightly to match engine to road speed when the clutch is released. No pogo-ing of the rear suspension if done right. Also, as with shaft-driven bikes without a floating gearcase, braking is best done ahead of the corner then roll on power all the way through. This prevents the rear end from dropping and lowering ground clearance. Lastly, you'll have to really be leaning well over, flying through a turn, to notice that applying throttle reduces ground clearance in right handers but increases it left as the torque reaction rolls the chassis. Best bike I've owned, and owned since new in 1986.
My dad had one of these, exactly the same. Started it all for me. I used to wheel it out of the garage as a 16 year old just to start it and sit on it revving it. My dad passed 4 years ago and now all guzzis remind me of him. I've not ridden myself for a long while but I've got my eye on a V9 Roamer for sale near by. Feel like it has my name on it.
I bought a Le Mans MkV new in 1990. I loved the bike and covered 120,000 kays before putting it down the road an hour from home in the wet riding back from the Phillip Island World Superbikes in 2001. Fantastic bike on the open road but a bit of a pain in city traffic. A bike that needed a fair bit of fettling from new to get the best out of it. I fitted a full stainless steel system from Staintune and a K&N air filter. I kept the original airbox instead of fitting pods. My Le Mans sounded great. I learnt how to tune carbies thanks to this bike. I played around quite a bit with the jetting. It had a habit of running rich at higher altitudes. I always took spare jets with me when touring. I'd change the main jets for smaller ones usually around Cooma before hitting the high country. Main jets are a snack to change on Dellortos. It also had a very heavy throttle. You can always tell a Le Mans owner by his monster handshake. The bike was also clutch cable hungry. I'd have a spare clutch cable already routed ready to replace if it went snap. I remember riding down Granya Mountain with a snapped clutch cable on the way to Phillip Island one year. Good fun. It's not a bike for those who don't like getting their hands dirty. The Le Mans takes a fair bit of maintenance but very easy to work on. Riding a Le Mans quickly takes practise. It's a bike that doesn't like to have the taps turned off half corner. This easily unsettles the bike. If you ride smoothly and use a bit of rear brake (without throttling off) mid corner you'll keep up with the big boys on their Fireblades and GSXRs. The trick is to keep the heavy flywheel spinning. A bit of a handful in the really tight stuff but rock steady in the sweepers. Interesting power delivery. Tall first and top gears. Maximum torque comes in at about 6,000 RPM. In top gear that equates to 180 kph! 5,000 to 6,000 RPM is the bike's sweet spot. That's 150 to 180 kph in top. At 5,000 to 6,000 RPM the Le Mans would burst through brick walls. Maximum power comes on at 7,000 RPM and redline around 8,000 RPM. It had engine that likes to rev. Cruising speed is anywhere between 150 and 180 kph. I'd never put mine into top gear unless I was doing at least 120 kph. Because of the 40mm pumper Dellortos, it wasn't a good idea to slam the throttles open below 3,500 RPM. It would get a gulp of fuel and take a bit of time to 'clear its throat'. It also had a habit of locking up under compression when I attempted fire it up when hot. It didn't do it all the time but gave a mighty bang when it started. I used to run Metzeler Lazer front tyre and Metzeler Metronic rear. The bike came with Pirelli Phantoms from new which were terrible, especially in the wet.
All true, mine is a 84 Modell, also one of the first series, now with 248' km on he clock, and still running perfectly since the 39 year, i've bought it in dec. 83 as one of three imported into Germany.
I had a MK5, did 14k in the first year. I never noticed all the stuff people complain about. People I rode with told me that I rode it like it was a part of me and that's how it felt, seamless. Also, it would a happily rev out to 8k, with as one journalist put it "surprising zeal". Yes, it does teach you to counter steer but again, that seemed completely natural to me. Its' only weakness was clutch cables but it would upshift happily without the clutch and with care, down shift too. It would start in first gear as I found out when a cable broke.
I traded my Jota in for a brand new MkV Ultimo Edizione back in the day. What a revelation! Smooth, agile, quick enough, comfortable (after purchasing the very first Corbin saddle made for this model) and possessing a superb integral braking system. I kept it for several years, the only issues being related to build quality problems. In over 40,000 miles I never had a mechanical problem. Home maintenance was a doddle, fuel economy was very good, and the bike was a joy to own. She is still going strong, with 100,000+ miles on the clock! I still think about her, but I doubt that I could get on with the riding position these days! Great bikes!
Mine has been rotting under its cover for 25 odd years, really must sort it before I am too old. Never liked the linked break system, fine for pottering but before I separated the breaks had a few scares. Build quality was a joke but comfort was very good.
Have to watch it when the front wheel comes up though , linked braking can catch You out , touching the rear brake to bring the front wheel back down locks the front wheel , I know from experience , mine has twin 40s with accelerator pumps and it comes up on the throttle from half throttle even at 80mph , that's the problem with owning & riding both Japanese bikes and Guzzi's , these little things need to be remembered . Bike was fine , I was lucky I escaped with only had a few scuffs & crazes My leathers were knackered and the brand New shiny stainless exhaust has had a big scuff down one pipe ever since , the bike lay there on its side still ticking over with the back wheel spinning in 4th gear . Ride Safe Guys ! .
I can only speak for my V7ii. The smooth handling can shame many sports bikes. Where they start their buttock clenching antics, it can glide through like a cat on rails on our rough bends. It too appreciates counter-steering and a smooth riding technique. Having supplied Guzzi since 1972, the high end Brembo are second to none. The Le Mans has always fascinated me, but they're scarce.
The 1987 red/white LeMans was for a long time "the" bike for me. I got a mini LeMans (V65 Lario) instead and later a 1990 red/white Ducati 900SS. By the way my first bike was Yamaha XZ550S... yes white and red who I repainted in.. red and white. I think I have some crush in red/white bikes.
@@MikesMachines I totally agree. But with such improvements already with the new liquid cooled engine, I believe that a sportier version will follow this already very promising sport tourer V100. Since one is called 'Mandello', why not a V100 'Le Mans' next? This would definitely keep the brand alive to the hardcore fans too. Very interesting. And thanks for the good job Mike. Cheers!
The longer lever travel and clunky operation easily catches new riders out I've found over the years. Particularly if they are used to Japanese bikes. The poor shimming of older Guzzi boxes didn't help either!
