| Model name
|
Displacement
|
Declared performance
|
Production period
|
Remarks
|
| Motoleggera 65 |
64 cc |
1.5 kW (2 PS) |
1946-1954 |
Light motorcycle, 2-stroke engine
|
| Dondolino |
499 cc |
- |
1946-1951 |
Racing motorcycle
|
| Astore |
498 cc |
14 kW (19 hp) |
1948-1953 |
|
| Galletto 160 |
160 cm³ |
4 kW (6 PS) |
1950-1952 |
Scooter
|
| Falcone |
498 cc |
17 kW (23 hp) |
1950-1976 |
|
| Galletto 175 |
160 cm³ |
5 kW (7 PS) |
1952-1954 |
Scooter
|
| Zigolo |
98 cc |
3 kW (4 PS) |
1953-1966 |
|
| Cardellino |
73 cc |
- |
1954-1952 |
|
| Galletto 192 Avel |
192 cc |
5 kW (7 PS) |
1954-1966 |
|
| V8 |
499 cc |
58 kW (78 hp) |
1955-1957 |
Racing motorcycle with V8 4-stroke engine
|
| Londola Regolarita |
175 cc |
- |
1959-1965 |
|
| GT 175 Gran Turismo |
175 cc |
- |
1959-1965 |
|
| Londola regolarita 235 |
235 cc |
7 kW (11 PS) |
1959-1963 |
|
| Londola Gran Turismo 235 |
235 cc |
7 kW (11 PS) |
1959-1966 |
|
| Stornello 125 Sport |
123 cc |
5 kW (7 PS) |
1961-1967 |
|
| V7 |
703 cc |
32 kW (43 hp) |
1966-1969 |
With the V7, Moto Guzzi first launched the 90 ° V2 engine that is so characteristic of the Moto Guzzi brand today. This engine, developed by Giulio Cesare Carcano , has a noteworthy and also dramatic background: after the death of Moto Guzzi founder and owner Giorgio Parodi in 1955, the management of Moto Guzzi, now under his brother and family heir Enrico Parodi, announced the immediate withdrawal from the 1957 Endurance racing and also stopped developing fundamentally new engine designs. The Moto Guzzi development department, which had designed the famous V8 a few years earlier and had won the world championship title in the class up to 350 cm³ in the same year , was concerned about the existential future of Moto Guzzi. Giulio Carcano then developed a forced air-cooled V2 engine with a cylinder angle of 90 ° on his own initiative and in consultation with the retired Carlo Guzzi . This engine could be used in the booming three-wheeled vans such as the Moto Guzzi Ercole or in small cars. Carcano also hoped for orders from the army or the police and also tried to gain a foothold as a supplier in the automotive industry by offering his V2 to the automobile manufacturer Fiat in two versions for its small car Nuova 500 and 600 . Fiat was initially interested in the project, but immediately rejected it. Carcan's V2 engine with a displacement of 754 cm³ was then installed in the Moto Guzzi Mule 3x3 motor cart designed by Antonio Micucci for the Alpini from 1959 to 1963 , but only in a total of 220 copies. For cost reasons, the Ercole kept the horizontal single-cylinder engine, the design of which was based on the GTV . At the beginning of the 1960s, various police corps, especially in the US state of California, showed increased interest in heavy police motorcycles from Europe. When the Italian Polizia Stradale put out an order for a heavy police motorcycle in 1964, Carcano saw his chance and developed the police machine called V7 with a displacement of 703 cm³ and an output of 32 kW (43 hp) based on its V2 units. In 1965, the Polizia Stradale's V7 was presented to the public and was well received. As a result, Carcano provided famous motorcycle journalists such as Carlo Perelli or Ernst "Klacks" Leverkus with a near-series prototype and an early sports version for test drives. The equally very positive response to these tests meant that further orders were received from the USA and Turkey. Since Carcano drove the V7 project quite independently, but the owner family under Enrico Parodi was not prepared to make the necessary financial investments, Moto Guzzi was declared bankrupt shortly after the start of series production of the V7 in 1966. The bankruptcy trustee Arnaldo Marcantonio of the IMI ( Instituto Mobiliare Italiano ) demanded a drastic reorganization of the administration, before the two managers of the development department, Giulio Cesare Carcano and Enrico Cantoni, had to leave the factory or, depending on the source, had to leave. After Moto Guzzi was taken over by the state-controlled holding company SEIMM (Società Esercizio Industrie Moto Meccaniche), which was specially established for this purpose, on February 1, 1967, Moto Guzzi and the V7 continued, but Carcano stayed away from the company. From the summer of 1967, the V7 was also offered in a civil version. In addition to the police machines, there was also a military version (V7 Militare) which, with the exception of the changed compression ratio (7.2: 1 instead of 9: 1) and the resulting lower output (25 kW / 35 PS instead of 32 kW / 43 HP) is identical, but can run on petrol with a lower octane number .
|
| V7 record |
739 cm³ and 758 cm³ |
50 kW (68 hp) |
1969 |
After Giulio Cesare Carcano left , Lino Tonti joined Moto Guzzi as Head of Development. Lino Tonti had proven his skills as a designer at Aermacchi , Bianchi and Gilera and even built his own racing machines under the names Paton and Linto. In order for Moto Guzzi to make positive headlines again in terms of sport, Tonti was committed to participating in the permanent world record. In order to be able to start in both disciplines (up to 750 cm³ and up to 1000 cm³), the engine was equipped with cylinders with different bores (82mm and 83mm) depending on the race. The power was around 50 kW (68 hp). The machine was provided with a fiberglass cladding and a paint similar to the V8. In Monza , the racing drivers Bertorelli, Vittorio Brambilla , Mandracci, Alberto Pagani , Patrignani, Tenconi, Trabalzini and Remo Venturi completed the 100km with an average speed of 218.426km / h, achieved 217.040km in one hour and drove the 1000km with an hourly average of 205.932km /H. For the time, these records represented an extraordinary durability and underlined the quality and durability of Moto Guzzi motorcycles.
|
| V7 Ambassador |
758 cc |
33 kW (45 PS) |
1969-1970 |
With more displacement, an improved transmission, a frame reinforced on the steering head , which promised more stable driving behavior in sidecar operation, large running boards and brake pedal, the V7 was renamed V7 at the request of the then US importer Berliner Motor Corporation in Hasbrouck Heights , NJ from 1969 Ambassador shipped to the US. The V7 Ambassador was originally reserved for the US market, but has also found some buyers in Europe. The first Ambassador differ in the area of the side cover from later models. The Ambassador could be ordered in different colors, besides black, white and red it was also available in green and blue.
|
| V7 special |
758 cc |
33 kW (45 PS) |
1969-1971 |
The V7 Special was offered for the European market at the same time as the Ambassador. Technically the same as the Ambassador, the Special, unlike the Ambassador, has footrests instead of running boards, but it was switched via a rocker switch. The V7 Special could be ordered in black, white and red, a color palette that Guzzi later retained.
|
| California the LAPD
|
758 cc |
33 kW (45 PS) |
1971 |
The original California was created at the suggestion of the US importer Premier Motors or its parent company Berliner Motor Corporation in Hasbrouck Heights , NJ . As part of a tender by the Los Angeles Police Department LAPD , the brothers Joseph and Michael Berliner offered a police machine based on the V7 Ambassador, but as lavishly equipped as the Harley Davidson Electra Glide, under the name "California". In order to survive the competition against Harley Davidson, the Berlin brothers had many stylistic elements of the Harley Davidson Electra Glide, such as panniers, the large windshield, chrome-plated crash bars, additional headlights or whitewall tires, etc. mounted on machines from the current V7 Special series. These machines, which were equipped exclusively with a single seat, were only labeled with the inscription "California" without any indication of the displacement. The machines had the 758 cc engine and the four-speed gearbox of the V7 Special. A machine was exhibited in Milan in 1971 and received a great, positive response from the public. Because of the great demand, various Moto Guzzi dealers offered to purchase the California equipment as an option and to mount it on a V7 Special. So there were definitely V7 Special designated machines, which were factory-equipped with California equipment.
|
| V7 sport |
748 cc |
46 kW (62 hp) |
1971-1974 |
First Moto Guzzi with the double-loop frame designed by Lino Tonti , which was built for over 40 years.
|
| V850 GT |
844 cc |
37 kW (51 hp) |
1972-1974 |
Launched in 1972 as the successor to the V7 Special for the European market, the new five-speed gearbox had an 8 mm longer stroke, which promised more torque and was particularly noticeable in sidecar operation. While the V850 California received a front disc brake from 1973, the drum brake was retained in the V850 GT.
|
| V850 California |
844 cc |
37 kW (51 hp) |
1972-1974 |
The positive reactions to the original California presented in Milan in 1971 and the won tender by the LAPD prompted Moto Guzzi to start series production under the designation "V850 California". Compared to the first police machines, the machines now offered were based on the V850 GT, were technically identical to it and were called the V850 California. Instead of the panniers, suitcases were now built; the civilian machines were delivered from 1972 and were equipped with a double seat bench. Although the designation V7 was omitted on the machines, the motorcycles were still offered as V7 variants in various countries in the brochures. From 1973, the V850 California received a front disc brake, while drum brakes were still used in the V850 GT. The designation "V7 850 GT De Luxe" was actually intended for the European market, but apart from one exhibit in Milan, none of the machines bore this designation, because the equipment variant with the designation V850 California was also excellently sold in Europe. As before, many dealers offered the California equipment in full or in part as an option that customers could mount on their machines afterwards. V850 GTs with California equipment already installed at the factory or afterwards are by no means uncommon.
|
| V850 Eldorado |
844 cc |
47 kW (64 PS) |
1972-1974 |
The Eldorado was launched for the US market as the successor to the V7 Ambassador. It was a bit sportier and more powerful than the V850 California, but not as lavishly equipped.
|
| 254 |
231 cc |
21 kW (28 hp) |
1972-1979 |
R4 4-stroke engine; Badge engineering with Benelli (also available as Benelli 254)
|
| 850 T |
844 cc |
41 kW (55 PS) |
1973-1974 |
The "round" engine, which was newly developed from 1971 under the direction of Umberto Todero, was installed in the 850 T for the first time . The most striking feature of this new engine is the alternator, which is now mounted on the front of the crankshaft. The 850 T has two disc brakes at the front and one drum brake at the rear.
|
| 750 p |
748 cc |
46 kW (62 hp) |
1974-1975 |
Since the V7 Sport had a competitive frame, but the engine from the V7 was sluggish and could not achieve the required performance, the 750 S was fitted with the far more agile engine from the parallel development of the 850 T. The 750 S has two front disc brakes instead of the drum brakes and a reinforced fork. The 750 S, which was designed for long-distance races, had less power than the Japanese competition, but still won many fans thanks to its excellent chassis. The popularity, the design and the color scheme of the 750 S was also a model for its relaunch in the form of the 1000 S, which was built from 1989 onwards.
|
| 250 TS |
231 cc |
22 kW (30 PS) |
1974-1982 |
Motorcycle with two-cylinder two-stroke in-line engine; identical to the Benelli 250 2C; produced by Benelli.
|
| 350 GTS |
345 cc |
23 kW (31 hp) |
1974-1975 |
Motorcycle with four-stroke in-line engine with four cylinders; identical to the Benelli 354
|
| 400 GTS |
397 cc |
30 kW (40 PS) |
1974-1979 |
Motorcycle with four-stroke in-line engine with four cylinders; designed and produced by Benelli
|
| 750 S3 |
748 cc |
46 kW (62 hp) |
1975-1976 |
In contrast to the 750 S, it has a brake disc instead of the rear brake drum. The 750 S3 is the first Guzzi with the integral braking system.
|
| 850 T3 |
844 cc |
55 kW (67 hp) |
1975-1979 |
As the successor to the 850 T, the 850 T3 has three "T3" disc brakes and the integral brake system, the performance has been increased slightly. With over 30,000 units sold (including the T3 California version), the T3 is one of Moto Guzzi’s most successful models.
|
| 850 T3 California |
844 cc |
55 kW (67 hp) |
1975-1979 |
The 850 T3 California is an equipment variant of the 850 T3 and technically the same. It was launched as the successor to the V850 California for the US market. The stricter emissions regulations in the USA led to the premature discontinuation of production of the 850 T3 California in 1979, even before the successor model had been fully developed.
|
| V1000 I-Convert |
949 cc |
45 kW (61 hp) |
1975-1984 |
The "Idroconvert" has no footshift, but an automatic transmission with a torque converter and two speed levels. 5452 copies were built, of which 1376 were exported to the USA . Outside Italy, it is often used as a police machine, among others by the California Highway Patrol , Nevada Highway Patrol , Gendarmerie Nationale ( France ), Cantonal Police Valais ( Switzerland ). The first models of the V1000 I-Convert were fitted with the tank and spoked wheels of the 850 T3 California and had their own taillight design; from 1979 onwards, the tank, saddle, taillights and cast aluminum wheels were successively used as with the 1000 SP.
|
| 850 Le Mans |
844 cc |
53 kW (71 PS) |
1976-1988 |
In order to remain competitive, the 750 S3 for the 1976 model year should have more displacement and thus more power. Since Moto Guzzi used a prototype with the more powerful 844 cm³ engine as a racing machine in the Bol d'Or long-distance race, which was still taking place in Le Mans , and internally called this machine "Le Mans", the successor model of the 750 S3 was given at the urging of the Moto Guzzi owner Alejandro de Tomaso the name "850 Le Mans". Unintentionally succeeded Moto Guzzi thus a great marketing move, since the end of 1977 which drew Bol d'Or from Le Mans to Le Castellet to, whereupon the Automobile Club de l'Ouest , the 24-hour motorcycle race in Le Mans brought to life . The sports machines from Moto Guzzi from then on bore the name of an internationally renowned motorsport event that was popular with fans, even though they had never won Le Mans.
|
| V35 |
346 cc |
25 kW (34 PS) |
1977-1979 |
|
| V50 |
490 cc |
33 kW (45 PS) |
1977-1979 |
|
| 850 Le Mans II |
844 cc |
60 kW (81 hp) |
1978-1982 |
Successor to the 850 Le Mans with a more powerful engine and modified fairing. Various 850 Le Mans IIs from 1982 were, as production overlapped with the 850 Le Mans III, repainted for the British importer Coburn & Hughes and, especially in Great Britain, offered as a special “Black & Gold” model. Some of them also came into the shop windows of dealers in mainland Europe and Japan.
|
| 1000 VP |
949 cc |
50 kW (67 hp) |
1978-1983 |
Successor to the 850 T3.
|
| Le Mans CX100 |
949 cc |
60 kW (82 PS) |
1979-1980 |
As a result of stricter emissions regulations in the US state of California, but also in order to be able to compete with the BMW R 100 RS with 1000 cm³ ("Mille") , the US versions of the 850 Le Mans II with a slightly modified engine of the 1000 SP and offered as the Le Mans CX100. Although the engine of the CX100, which was designed for a touring motorcycle, was slightly more powerful on paper with 60 kW (82 PS), the customers found it far too sluggish compared to the 850 Le Mans II. With the new "angular engine" presented in 1980, Moto Guzzi met the emission regulations again with the sporty 850 Le Mans III and so the production of the rather unpopular CX100 was discontinued after 353 copies were produced. A part of this production was offered from 1980 in Germany under the name Le Mans AGO.
|
| V35 Imola |
346 cc |
26 kW (36 hp) |
1979-1984 |
Was very popular as “little Le Mans”, especially in Japan. Because of the liability insurance classes applicable there , which provide for high insurance premiums for motorcycles with a displacement of more than 750 cm³, the very similarly designed V35 Imola was a welcome alternative to the practically unaffordable Le Mans.
|
| V50 II |
490 cc |
33 kW (45 PS) |
1979-1981 |
|
| V50 Monza |
490 cc |
36 kW (48 hp) |
1979-1984 |
|
| V1000 G5 |
949 cc |
45 kW (61 hp) |
1979-1985 |
Based on the V1000 I-Convert, but with 5-speed "G5" gearbox; 3857 copies built, 3021 of them for the Italian armed forces . In contrast to the V1000 I-Convert, the G5 has no running boards, but a footrest system.
|
| 850 T4 |
844 cc |
51 kW (69 hp) |
1980-1983 |
With the continuation of the T-Line after the 850 T3, Moto Guzzi now introduced cheaper variants of the 1000 cc motorcycles , similar to BMW with the R 80 compared to the R 100 . The 850 T4 was the “budget variant” of the 1000 SP and still had the old “round engine”. Most of the 850 T4 and later the 850 T5 were produced for the Italian police .
|
| Le Mans AGO |
949 cc |
60 kW (82 PS) |
1980 |
The Le Mans AGO is not a motorcycle model officially launched by Moto Guzzi, but a special model from the then German Moto Guzzi importer, Deutsche Motobécane GmbH in Bielefeld (DMB). The Le Mans AGO is actually a Le Mans CX100. Since the CX100 was not selling well in the USA, Deutsche Motobecane GmbH took over the remaining stock of the Le Mans CX100 and offered it with a marketing trick in the form of the “Le Mans AGO” special model, which is officially limited to 150 units. The Le Mans AGO remained in the catalog of the Deutsche Motobécane GmbH until the sale of the last machine (summer 1982) and was available with various panels, benches, etc. upon customer request.
|
| V35 II |
346 cc |
26 kW (35 hp) |
1981-1986 |
|
| 850 Le Mans III |
844 cc |
60 kW (81 hp) |
1981-1984 |
Due to the difficulties with the Californian emission regulations , the engine of the 850 Le Mans II had to be revised in terms of noise, intake and exhaust system. The engine known from the 850 T and 750 S has been further developed with officially 44 changes. What is striking is the new shape of the cylinder head and cylinder ("angular motor") which allowed better cooling of the motor. While the valve dimensions remained unchanged, the compression was reduced slightly. From then on, this engine formed the basis for the large Moto Guzzi models.
|
| California II |
949 cc |
49 kW (66 hp) |
1981-1986 |
While the V850 California and the 850 T3 California were equipment variants of the models on offer, the California II was launched as an independent model from then on. The California II came onto the market with a delay due to the stricter emission regulations in the US state of California and was already offered with the further developed "angular engine" known from the Le Mans III. Compared to the Le Mans III the engine of the California II was, as usual with the Moto-Guzzi touring engines, provided with smaller valves and cylinders with larger bores, which increased the displacement to 949 cm³. After the early discontinuation of the 850 T3 California, Moto Guzzi stayed out of the US market for two years. The California II could only make up for this to a limited extent. Ironically, with the launch of the California III, demand for the last of the California II models soared.
|
| V50 III |
490 cc |
33 kW (45 PS) |
1982-1986 |
|
| V65 C |
643 cc |
39 kW (52 hp) |
1982-1987 |
|
| V65 SP |
643 cc |
39 kW (52 hp) |
1983-1986 |
|
| 850T5 |
844 cc |
50 kW (67 hp) |
1983-1989 |
Mainly built as the 850T5 PA (“Pubblica Amministrazione”) for the Italian police .
|
| 1000 SP II |
949 cc |
50 kW (67 hp) |
1983-1988 |
With 16 "front wheel; the frame of the predecessor 1000 SP, engine of the California II.
|
| 1000 Le Mans III |
990 cc |
70 kW (95 PS) |
1983-1985 |
Like the Le Mans AGO, the 1000 Le Mans III (often with the addition of "DMB") is not a motorcycle model officially brought onto the market by Moto Guzzi, but a designation for special models and conversions based on the 850 Le Mans III from the former German Moto Guzzi importer, the Deutsche Motobécane GmbH in Bielefeld (DMB) were manufactured and offered. DMB completely revised the engine using racing parts ( cylinders , pistons , a 320 ° camshaft , harder valve springs , lighter aluminum bumpers, etc.) from well-known German manufacturers such as Mahle , Schrick and others. As with Le Mans AGO, the buyer had various add-on parts such as panels, headlights, tanks, seats, footrests, forks to choose from, including from the range of accessories from third-party companies, so that the appearance of the motorcycles could be very individually designed when they were first registered . The so-called NoKI chassis from the Finnish specialist JL Mekaniikka could even be ordered for a (high) surcharge. The background of the 1000 Le Mans III DMB is based on the fact that from 1982 Deutsche Motobécane GmbH also offered the tuning of Moto Guzzi motorcycles in addition to new machines , with the tolerance and technical support of Moto Guzzi. The aim of DMB was to keep the Moto Guzzi brand competitive with the high-performance motorcycles on offer. The number of 1000 Le Mans III DMBs is uncertain, as DMB also converted and registered older 850 Le Mans III machines at the customer's request, and machines with a much less pronounced, more cost-effective tuning (displacement of 949 cm³; power 63 kW / 86 PS) offered under the designation 1000 Le Mans III DMB. In addition, customers rebuilt their machine but did not have it registered, as the rebuilding measures were only partially visible from the outside (larger carburettors). The products of DMB enjoyed a very good reputation, at least on paper they came close to the performance values that were decisive for sales at the time and, apart from the rather conservative seating position, had a very good chassis. However, the price of around 17,000 DM was comparatively high. When Moto Guzzi brought the Le Mans 1000 onto the market in 1984, many customers turned to other tuning products from DMB in the style of the 1000 Le Mans III DMB due to the unpleasant original 16 "front wheel of the Le Mans 1000. In 1989, Deutsche Motobécane became GmbH was taken over by the German Yamaha importer Mitsui Maschinen GmbH (Yamaha Motor Deutschland GmbH since 1996). From then on, the Bielefeld company A&G Motorrad Vertrieb GmbH acted as the Moto Guzzi importer and the 1000 S was launched at their suggestion.
|
| V35 TT |
346 cc |
33 kW (45 PS) |
1984-1987 |
|
| V35 Imola II |
346 cc |
26 kW (36 hp) |
1984-1986 |
With 16 "front wheel.
|
| V40 Capri |
387 cc |
29 kW (40 hp) |
1984-1989 |
After the great success of the V35 Imola in Japan , the V40 Capri with exactly 386.9 cm³ was manufactured especially for the Japanese market. The engine was designed with a significantly shorter stroke for Japanese customs (stroke V35: 50.6 mm, V40: 45 mm; bore V35: 66 mm, V40: 74 mm) and thus made easier to turn. The V40 Capri had 16 "wheels and a handlebar-mounted fairing.
|
| V40 Targa |
387 cc |
29 kW (40 hp) |
1984-1989 |
Sister model of the V40 Capri, in Japan equipped with a half-shell fairing, on other markets (North and South America) also available with the handlebar-fixed fairing of the V40 Capri. These machines were also offered on various occasions in Europe.
|
| V65 Lario |
643 cc |
44 kW (60 hp) |
1984-1987 |
|
| V35 III |
346 cc |
26 kW (35 hp) |
1985-1990 |
|
| Le Mans 1000 |
949 cc |
60 kW (81 hp) |
1984-1988 |
Often referred to as "Le Mans IV" and initially equipped with a 16 "front wheel, which was not very popular with customers, also for aesthetic reasons. From 1987, an 18" front wheel was installed again. For the 20th anniversary of the V7 engine introduced in 1966, the Le Mans 1000 SE (“Special Edition”) was produced (1986–1988).
|
| V35 NTX |
346 cc |
33 kW (45 PS) |
1986-1990 |
|
| V65 Florida |
643 cc |
39 kW (52 hp) |
1986-1994 |
|
| Mille GT |
949 cc |
50 kW (67 hp) |
1987-1993 |
Originally brought to Moto Guzzi and implemented as a design proposal from the German importer.
|
| California III |
949 cc |
48 kW (65 hp) |
1987-1994 |
The California III got off to a tough start on the European mainland, European fans of the California models compared the styling of the California III with drop tank and stepped bench with Japanese soft choppers and missed the unique design of the California II. Unusual quality defects such as gasoline lines also made a name for themselves who broke off. Compared to the prices of the competition, however, the California III, already equipped with cases, crash bars and windshield at the factory, offered a very good price-performance ratio. The engine and the chassis, which are still very good, were quite competitive despite their nominally weaker performance. The California III and its successor the California 1100 formed the secure basis in the looming struggle for survival of the Moto Guzzi company.
|
| California III CI |
949 cc |
50 kW (67 hp) |
1990-1993 |
The California III CI the first motorcycle with an air-cooled V2 engine and electronic fuel injection. It was designed as a full dresser with complete fairing, suitcases and topcase and performed a little more than the carburettor models . Although very modern in style and fully equipped, the California III CI found only a few interested parties due to its high price, which was close to the BMW K 100 LT .
|
| 1000 SP III |
949 cc |
50 kW (67 hp) |
1988-1992 |
|
| Le Mans 1000 CI |
949 cc |
60 kW (81 hp) |
1988-1993 |
Sometimes referred to as "Le Mans V". It is the last Le Mans with a Tonti double loop frame.
|
| 750 VP |
744 cc |
43 kW (58 hp) |
1989-1993 |
|
| 1000 S 1st series |
948 cc |
60 kW (81 hp) |
1989-1991 |
The engine and chassis are based on the Le Mans 1000 CI, the launch of this model was proposed by the German importer.
|
| Nevada 750 |
744 cc |
36 kW (48 hp) |
1989-2016 |
u. a. as Classic 750 and Aquila Nera
|
| Targa 750 |
744 cc |
34 kW (46 hp) |
1990-1993 |
|
| Nevada 350 |
346 cc |
22 kW (30 PS) |
1991-2001 |
|
| 1000 S 2nd series |
948 cc |
52 kW (71 hp) |
1992-1993 |
The engine and chassis are based on the Mille GT, the engine was equipped with a larger carburetor (PHF 36 instead of VHB 30 CS) and a slightly higher compression (9.5 instead of 9.2) and therefore made 52kW / 71HP instead of 50kW / 67HP.
|
| Quota 1000 |
948 cc |
51 kW (69 hp) |
1992-1997 |
|
| Daytona 1000 |
992 cc |
70 kW (95 PS) |
1992-1996 |
Towards the end of the 1980s, the pressure of expectation on Moto Guzzi for a competitive successor to Le Mans increased. With the 851, competitor Ducati brought an extremely attractively styled, modern two-cylinder motorcycle onto the market which, with its success in the Superbike World Championship , showed that the Japanese four-cylinder could certainly be scared of. In addition, a large Moto Guzzi tuning scene was already forming, which was able to build competitive motorcycles itself. One of them was the dentist and long-distance racing driver John Wittner from Pennsylvania , “Dr. John ”, whose team won the AMA Endurance Champion Chip's 250-mile race at Daytona Speedway ( Florida ) in 1985 with their Guzzi, known as the“ Le Mans 1000 Racer ” , and relegated Honda to the places. The successor developed by Wittner in 1987, the "1000 R / V Racer", with 997.6 cm³ (W × H: 95.25 mm × 70 mm), 4 valves per cylinder and a Mikuni -40mm- "Slingshot" - Carburettor, made almost 88 kW (120 PS) at almost 9300 rpm (compression: 11.25: 1,) weighed 156 kg and reached a top speed of 260 km / h. In 1989 Moto Guzzi owner Alejandro De Tomaso brought John Wittner to the development department in Mandello del Lario and together with Umberto Todero , who was already retired , a new engine with four valves per cylinder, two high-lying camshafts with short lifters and a new central tubular frame was developed. The prototype was presented to the public as “Daytona” in autumn 1989 at EICMA in Milan. In 1990 the Daytona was already in the official catalog, but still equipped with a Dell'Orto PHF 40 carburetor and an output of 67 kW (91 hp), at a price of around 28,000 DM. However, the Daytona was never produced like this before Marelli injection was planned due to emissions regulations . It was not until 1992 that the Daytona, now given the additional designation “Fuel Injection”, with an output of 70 kW (95 hp) could be purchased at a price of around DM 31,000. While the racing machines from Wittner still had the Guzzi integral brake system installed, Guzzi did without it at the Daytona for reasons of cost and used the standard range of the supplier Brembo . The financial difficulties of the Moto Guzzi parent company De Tomaso had a direct impact on the development of the Daytona. While the Ducatis, especially the 916 , which was available from 1994, were real eye- catchers, the Daytona's cantilever rear wheel swing arm, which was built in for reasons of economy, was far from attractive engineering when viewed, and also showed various weaknesses in normal operation: The open cardan shaft was very maintenance-intensive and had to be replaced regularly. Although later models received a lubrication device, the two-part quick-release axle also made installing the rear wheel an unnecessarily tedious matter. A parallelogram single-sided swing arm, called CARC, which was brought onto the market a good 10 years later with the Breva, had already been patented, but the management decided against it for cost reasons. With De Tomaso's illness in 1993 and the associated restructuring under the dictates of the new Moto Guzzi majority shareholder, the investment bank Finprogetti , the production of the Daytona, which had been loss-making from the start, was discontinued in 1999. Around 320 of the Daytona (including the Daytona RS) were sold in Italy, around 130 in Germany, 100 in Japan and the USA, 60 in France and 50 in the United Kingdom.
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| California 1100 |
1064 cc |
55 kW (75 PS) |
1994-2013 |
It was initially also available with carburettors, from 1996 only with electronic injection. Various versions were offered from 1997 to 2013. The California 1100 was the last "big" Moto Guzzi with the Tonti double loop frame known from the V7 Sport and used since 1971. With the launch of the California 1400 in 2013, production was stopped.
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| 1000 Strada |
949 cc |
52 kW (71 hp) |
1994-1995 |
Successor to the Mille GT, which was equipped with the engine of the 2nd series of the 1000S. Equipped with a slightly larger carburetor ( Dell'Orto PHF 36 instead of VHB 30 CS) and a slightly higher compression ratio (9.5: 1, Mille GT: 9.2: 1), a bit more powerful than the Mille GT. While the first models were still equipped with an electronic ignition from the Spanish manufacturer Motoplat, there were later Marelli contact ignitions again due to the bankruptcy of Motoplat .
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| Daytona RS |
992 cc |
74 kW (102 PS) |
1996-1999 |
First production motorcycle from Moto Guzzi with more than 74 kW (100 PS). The Daytona RS was presented in 1996 together with the 1100 Sport EFI and, for reasons of cost and synergy, also has the same chassis and almost the same fairing. Since the 1100 Sport EFI reached 66 kW (90 PS), the daytona RS had to be increased in power to justify the massively higher price. It was 75 kW (102 hp). This was achieved by means of a slightly higher compression (10.5: 1; Daytona 1000 10: 1) and a digital ignition from Marelli , an oil cooler was also installed. By using the chassis of the 1100 Sport EFI, the weight of the Daytona RS, which is now compatible with pillion riders, increased by 18kg compared to the Daytona 1000, the wheelbase was 15mm longer and the rear wheel was 17 inches instead of 18 inches. Also new were the upside-down fork from WP (Daytona 1000 40mm Marzocchi ), as well as the 320 mm brake discs (Daytona 1000: 300mm) from the d'Oro series from Brembo .
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| 1100 sports |
1064 cc |
66 kW (90 PS) |
1994-1997 |
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| V10 Centauro |
992 cc |
70 kW (95 PS) |
1996-2001 |
Launched as the successor to the 1000 Strada and the Mille GT, the V10 Centauro has a somewhat special background that illustrates the operational circumstances at Moto Guzzi in the 90s. In the late 1980s and early 1990s, the technical equipment at Moto Guzzi was completely out of date, people were still drawing and calculating practically by hand, and installing CAD systems and modern CNC production systems was a long way off, while the competition at BMW and Ducati was already able to use the most modern 3D CAD systems. The Moto Guzzi designers were dependent on the infrastructure of Maserati , which also belonged to the De Tomaso Group . Since, however, as a result of the sale of Maserati to Fiat, this infrastructure and the knowledge of the local designers were no longer available from 1993, Moto Guzzi had an enormous need for investment in modern machinery, construction equipment and education and training of employees. The financially troubled parent company of Moto Guzzi, De Tomaso , was unable to manage this. With financial help and under the dictates of the new majority shareholder, the Finprogetti investment bank , it was decided to take a radical cure and modernize it. This radical cure was actually so successful that Moto Guzzi was able to show a net profit again from 1995. Finprogetti pursued, also with regard to stricter emissions regulations, among other things, the strategy, similar to BMW with the boxer engines , to immediately replace the two-valve engine , which was still based on the Le Mans III engine, with the four-valve engine of the Daytona. To do this, they wanted to take advantage of the great demand for the high-volume models Mille GT and 1000 Strada in order to be able to produce the Daytona engine in large numbers with a new naked bike, thus lowering the production costs of this expensive engine and thus implementing the intended replacement process. The successor to the successful Mille GT, the 1000 Strada, was removed from the range after just one and a half years of production and a decision was made in favor of the "V10 Centauro" design by Luciano Marabese , who had created a modern, beefy and musclebike- like motorcycle. Although this type of motorcycle, such as the Yamaha Vmax or the Harley-Davidson Fatboy , experienced a certain revival in the 1990s, the V10 Centauro was selling very poorly on the Italian domestic market. For many Mille GT 1000 Strada drivers, it was too oversubscribed, too expensive and too maintenance-intensive. The V10 Centauro generated a certain amount of interest in the USA, Germany and France, but at the same time suffered from the weaknesses known from the Daytona. Since the 1100 Sport EFI, whose performance in everyday use was hardly worse than that of the Daytona RS, also sold better, the demand for the Daytona engine, which was very good, but extremely expensive to produce, remained very low. Moto Guzzi lost money with every machine produced with the Daytona engine. In 1999, the series production of the Daytona engines was therefore stopped and only manufactured on customer request (MGS-01 Corsa). The remainder of the series production was used in the various V10 Centauro versions, which remained on offer until 2001. A total of around 400 V10 Centauro were produced. The failure of the V10 Centauro was ultimately decisive for Finprogetti's withdrawal from the at least structurally well-rehabilitated Moto Guzzi and the associated takeover of Moto Guzzi by Ivano Beggios Aprilia .
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| 1100 Sport EFI |
1064 cc |
66 kW (90 PS) |
1996-1998 |
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| V10 Centauro GT |
992 cc |
70 kW (95 PS) |
1998-2001 |
The V10 Centauro GT received a slightly higher and adjustable handlebar, a windshield, a double seat bench and a luggage rack.
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| V10 Centauro Sport |
992 cc |
70 kW (95 PS) |
1998-2001 |
The V10 Centauro Sport received a slightly lower, but also adjustable handlebar, a spoiler and a small front fairing.
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| Quota 1100ES |
1064 cc |
51 kW (69 hp) |
1998-2001 |
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| V11 sport |
1064 cc |
67 kW (91 hp) |
1999-2014 |
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