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Moto Guzzi Norge 1200 GT — Журнал МОТО

2011 Moto Guzzi Norge 1200 GT 8V Review

Norge is Guzzi-speak for Sport-Tourer

In either situation the colloquialism, “It’s a Guzzi,” relates back to the funkiness of the brand, and funky generally trumps derogatory.

To provide the most comprehensive assessment of bikes ridden here at MO, we try to get seat time on each bike from all four staffers and sometimes enlist the services of hired guns such as Glenn Giardinelli and Kaming Ko, both hugely experienced with all kinds of motorcycles. Glenn isn’t your typical 60-year-old, using a modified GSX-R1000 as a sport-tourer, Glenn and his wife, Caroline, brought the Norge with us on our annual trek the USGP at Laguna Seca this year.

Mr. Ko is the owner of some two-wheeled exotica seen in previous MO tests, and after riding the Norge, he shocked us when he said he preferred the Guzzi to the BMW K1600GT after riding the two successively.

Kaming’s comment about preferring the Norge over the fantastic K16-GT stood out like a young, black atheist at Tea Party rally. I, an aficionado of all things funky, like the Norge, but to say it’s better than the K16?

“If I said the Norge has a better engine it’d be a blatant lie,” Kaming was quick to point out, but, and he stressed this point, “For my kind of riding, the lighter, smaller Norge is sportier and more useful in various situations, from running errands around town to canyon riding as well as going on longer trips.”

Fair enough. Just as the Gold Wing is more touring than the K16s, the BMWs are more touring-oriented than the Norge. Not necessarily better than the Beemer, but the Norge better suits the Desmosedici owner’s predilection of what a motorcycle should be.

Both Glenn and Kaming approached the Norge with trepidation. “I was skeptical about the sport-touring prowess of the Moto Guzzi,” says Glenn, backed by Kaming’s comments of not expecting much from the Norge. Apprehensions from both testers, however, dissolved with each passing mile. “I was impressed with the smooth power delivery,” says Glenn. “There’s plenty of torque even if it has less out-right horsepower than others. I had no problem keeping up with anyone except a pure sportbike.”

The “8V” in the Norge’s nomenclature refers to its cylinder heads, now sporting four valves (Quattrovalvole) in each for improved breathing over the old two-valve design. The 1151cc V-Twin engine cranks out 88.6 rear wheel horsepower, which is a huge jump in performance from the last two-valve Guzzi we tested, a 2007 Breva 1100 that produced a lackluster 68.3 hp from its 1064cc. Torque, too, gets a big improvement, climbing from 53.3 ft-lb in the old 1100 to 67.7 at 5600 rpm in the 8V Norge.

Now, less than 90 horsepower in a machine weighing about 600 pounds doesn’t sound very impressive, but the Norge’s workhorse engine generates 60 ft-lb of torque at just 2200 rpm, so there’s a respectable amount of grunt to play with only 1000 rpm off idle. If the Norge’s engine was as proficient as the Brembo calipers, front and rear, are at slowing the bike, it’d be a different story, but the Norge’s braking performance outshines its ability to accelerate.

We all noted the Norge’s soft suspension, which can be adjusted for preload front and rear while the shock also features rebound adjustment. The under-sprung suspension is smooth when ridden politely, but under aggression the combination of squishiness and limited ground clearance has hard parts banging off the tarmac.

The $16K MSRP of the Norge includes anti-lock brakes, an electronically adjustable windscreen, heated handgrips and a 12-volt plug beneath the seat, plus nice detail touches like its foot controls mounted on eccentrics for a personalized fit. But for a sport-touring bike it’s missing some handy features such as storage compartments in the fairing and cruise control. The six-gallon fuel tank is made for touring and is good enough for more than 200 miles between fill-ups.

Where the Norge exceeded expectations is with its redesigned fairing. Since the Goose’s air-cooled cylinders are in close proximity to the rider we’ve often experienced the slow-roasting treatment to our legs and knees when riding other Guzzis models. The Norge’s redesigned fairing does a better job at routing heat away from the rider, an oppressive heat is no longer a bone of contention. We also had praise for the Norge’s improved aerodynamics. “You can cruse at triple-digit speed with no drama, and crosswinds have little effect on this bike,” says Glenn. “I was also surprised how not much engine heat gets to the rider, even at stop lights.”

The electrically adjustable windscreen provides enough range to affect windflow, directing it toward or over the top of a rider’s helmet. The amount of movement isn’t as much as on some other S-Ts, and will certainly affect riders differently depending on the height of the individual. What no rider will be able to reach without removing a hand from a handlebar, however, are the buttons to adjust the windscreen.

Power from the transverse V-Twin is routed through Guzzi’s proprietary shaft-drive layout, and it really impressed Glenn. “The best compliment I can give the shaft drive is I forgot it had one! It was never an issue, unlike so many other jerking shafties I’ve ridden, this one is well engineered and a perfect mate to the 1200cc V-Twin.”

Detachable, hard saddlebags come standard on the Norge, and, in Guzzi custom, require learning the nuances of attaching and detaching the bags from the bike, but after a few times the process becomes second nature. Either bag can hold a full-face helmet. They also have a trim piece that will hit the ground first in case of an accidental tip-over.

All of us, including Caroline, enjoyed the ergonomics of the Norge. A new handlebar position brings the grips closer to a rider, and its seats are remarkably comfortable. “My wife likes the pillion seating better than others bikes in its class and I agree, this is a very comfortable bike to ride all day,” says Glenn.

There must be a monthly Bad Decision Day at the Guzzi factory. Determining that the functionality of the electric windscreen should be separated into two buttons (one up and one down) and placed on the inside of the mounting brackets for the clutch and brake fluid reservoirs out of easy thumb reach is head-scratchingly irrational. Why not a single button, operating both up and down functions, mounted within thumb or finger’s reach on either the left or right handlebar? It’s almost as if a decision such as this one is purposely made to keep the “it’s a Guzzi” theme alive.

The Norge is decidedly distinct, but there are several other sport-tourers with which it must contend. The Triumph Sprint GT ($13,200) sits at the low end of the segment, standing apart as a sportier but less comfy alternative. Yamaha’s venerable FJR1300 ($15,500) is significantly more powerful and slightly cheaper, but it’s a bigger, heavier machine. BMW’s R1200RT is more comprehensively outfitted, but its base price starts at $17,000. Honda’s ST1300, at $17,700, is pricier and bulkier. Interestingly, none of these sport-tourers duplicate another’s engine format.

The Norge proved itself as a capable sport-tourer that embodies the niche Moto Guzzi has created for itself and for the motorcyclists who desire a unique motorcycle: For Guzzi enthusiasts, the bike’s imperfections are an integral part of its charisma.

“I would say the Moto Guzzi Norge is a bike for people who want something different,” Glenn sums up. “It looks different and sounds different, maybe more visceral, sensual. I got more hand waves, stares at stop lights and people wanting to chat at gas stations than on other sport-touring bikes I’ve sampled.

“One man waited for us as we were leaving our favorite sushi restaurant just to say, ‘This bike is the most beautiful I have ever seen – what is it?’ I responded, ‘Moto Guzzi, it’s Italian.’ He was very impressed. Me, too!”

MOTO GUZZI NORGE 1200

Che la Norge avesse le carte in regola per ben rappresentare il marchio italiano, lo si era capito sin dalla presentazione al salone del Motociclo di Milano, dove i complimenti sulle vesti della nuova GT Guzzi, si erano sprecati.
Estetica moderna, senza esasperazioni e carene abbondanti senza sconfinare nel “troppo carico”, danno alla Norge un aspetto dinamico. Anche montando le borse laterali la moto non appare pesante.
Aggressivo e dai tratti decisi, il “muso” con quattro fari polielissoidali è la parte più caratterizzante di questa Guzzi, mentre dietro è facile riconoscere i tratti fondamentali della Breva 1100.
Anche la parte inferiore della carenatura non risulta “ingombrante”, e la possibilità di smontare il paragambe alleggerisce ulteriormente la sagoma.

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Il ponte di comando con i tre quadranti analogici (contagiri – tachimetro – indicatore benzina) che si incastrano con il display LCD a matrice attiva è ben leggibile e si sposa perfettamente alle caratteristiche di “macina chilometri”.
Il pratico computer di bordo, che si può

comandare mediante due pulsanti sul blocchetto sinistro, offre al guidatore ogni genere di informazione.

La possibilità di regolare sia le leve al manubrio che quelle ai pedali, permette di personalizzare la posizione di guida. Tanta attenzione verso il pilota viene anche confermata dalla presenza della regolazione in altezza del parabrezza, che può essere manuale o elettrica a seconda delle versioni.
Considerando la destinazione di grande viaggiatrice, la lista degli optionals che la Moto Guzzi ha dedicato a questo nuovo modello è decisamente nutrita. Si va dal navigatore satellitare all’antifurto, dalle manopole riscaldate al kit portapacchi, senza scordare telo copri moto e abbigliamento dedicato (da sottolineare che molti di questi extra, sono di serie sulla versione top di gamma).

Passando a ciò che viene nascosto dalle vesti, la Norge si presenta come una vera Moto Guzzi: l’immancabile bicilindrico a v di 90° ha in questa versione da 1.151 cc una potenza dichiarata pari a 95 cv (66Kw) a 7.500 giri, con una coppia pari a 100 Nm a 5.800 giri.
La doppia accensione, vista la presenza delle due candele per cilindro, gli iniettori collocati direttamente sui collettori e la raffinata iniezione elettronica, consentono l’omologazione Euro 3 e contribuiscono a ringiovanire il motore.

Il cambio a sei rapporti, preso pari pari dalla Griso, è più “corto” rispetto a quello montato sulla Breva 1100 e aiuta a non perdere brillantezza anche a pieno carico e con passeggero a bordo.
Immancabile la trasmissione cardanica CA.R.C, il cardano reattivo compatto, particolare irrinunciabile per una gran turismo, visto che non necessita di manutenzione.

Il motore si accende prontamente, e come già avvenuto sulle ultime “creature” di Mandello, ha perso per strada un bel quantitativo di vibrazioni, anche al minimo.
Piccola nota dolente: il cavalletto necessita di “piede prensile” per essere chiuso.
Prime marce inserite in sequenza, e grande impressione! Impressione data dalla grande facilità con cui la Norge si fa guidare. Come successo in precedenza con la Breva e poi in un secondo tempo con la Griso, la Norge conferma la bravura dei tecnici di Mandello nel camuffare i chili. Più che in sella ad una GT di oltre un litro di cilindrata, con una carenatura importante, sembra di guidare una media dalle vesti succinte.

L’assetto volutamente votato al comfort, non sminuisce le caratteristiche di guida. Le sospensioni, infatti, incassano anche le sconnessioni più marcate, ma senza scomporre l’assetto. La sella, ampia e comoda, il parabrezza, che anche nella posizione inferiore, offre un’ottima protezione dall’aria, fanno venir voglia di macinare chilometri dopo chilometri. Non mi piace tanto quella particolare forma della carenatura inferiore (smontabile) che, oggi che si crepa dall’arsura, mi spara aria calda sulla parte interna della coscia…

Il bicilindrico, da parte sua, è un perfetto partner di viaggio. Fluido ma allo stesso tempo rapido a prendere giri (il cambio “corto” si sente…) è capace di girare basso, al limite dello spegnimento, senza mostrare segni di sofferenza, ma è anche pronto a mostrare i denti fino all’accensione della spia rossa che avverte il pilota che è consigliabile cambiare marcia.
La lunghezza della sesta è forse un po’ scarsa, vista la facilità con cui si accende la spia di cambio marcia anche con l’ultimo rapporto inserito.

Nella guida diciamo così…”sopra le righe”, ho notato una certa facilità del cavalletto a strisciare sull’asfalto (caratteristica anche della Breva…ma non doveva essere modificato!?) particolare che nella guida in coppia e con bagagli annessi, potrebbe risultare fastidioso. Provo allora a “pompare” leggermente la sospensione posteriore ma il pomello per la regolazione del mono, è celato da un coperchio che ne rende l’utilizzo abbastanza laborioso.

A prova di automobilista distratto, l’impianto frenante, con i due dischi da 320 mm anteriori ed il “mono” posteriore da 282 mm, coadiuvati da pinze Brembo, permette di tenere la Norge sempre sotto controllo. Nel caso in cui ciò non fosse possibile, ecco che a vigilare ci pensa l’ABS . Preciso nel funzionamento e tutt’altro che invadente, questo impianto si dimostra al top della categoria.

Quanto costa rientrare nel mondo delle GT con l’aquila sul serbatoio?
Dipende dalla versione. Si parte dai 13.500 € della “base”, fino ad arrivare ai 15.500 € della “top”. Considerando i prezzi della concorrenza…non c’è da gridare allo scandalo, anche tenendo conto dell’ottimo livello qualitativo delle ultime novità Moto Guzzi.

2014 Moto Guzzi Norge 1200GT 8V

Back to 2014 Moto Guzzi Motorcycle Model Review Page

Click photos to enlarge. Our big, clean bike pics make great desktop wallpaper.


2014 Moto Guzzi Norge 1200GT 8V


2014 Moto Guzzi Norge 1200GT 8V


2014 Moto Guzzi Norge 1200GT 8V


2014 Moto Guzzi Norge 1200GT 8V


2014 Moto Guzzi Norge 1200GT 8V

2014 Moto Guzzi Norge 1200GT 8V Review

2014 Moto Guzzi Norge 1200GT 8V on Totalmotorcycle.com

Travel first class, with style and horsepower…

Norge is an untiring traveller, a champion recognised for its reliability and elected the tourer bike of the year (2006 and 2007), faithful companion of the police force in cities such as Milan and Berlin, this totally revamped GT 8V version consolidates its long haul Touring vocation.

A number which declares the presence of the latest evolution of the “four valve” series engine, further to updates to the quality of its equipment and finishings which all combine to allow the Moto Guzzi Norge GT 8V to outclass all previous models with its high levels of performance, comfort and driving pleasure.

The heart that beats inside this bike is the renowned V-shaped 90° transverse twin-cylinder “Four valve” engine, the highest performer among all the families of engines manufactured at Mandello del Lario, which has now reached exclusive levels as far as its technical/performance development is concerned.

This latest version can boast the careful attention paid to achieve a more silent and smooth running of the engine, whilst tweaking the electronic control, timing system, cooling and exhaust system. The brand new integrated ignition and injection ECU now exploits the signals sent by the two lambda probes to guarantee adequate feeding throughout the entire combustion cycle, improving response to the throttle control, mid range power delivery further to consumptions and emissions.

The oil radiator is fitted on the lower fairing lug and has a thermostat-controlled electric fan that keeps the temperature of the lubricant within the ideal range, whilst the muffler is now larger, reducing the noise level and increasing midrange torque. The engine now boasts a maximum torque of over 104 Nm delivered at a mere 5,500 rpm and easily reaches a peak in output of over 102 Hp; it practically reaches an automobile-level speed with a 20% higher power curve compared to the two-valve version.

The features of the layout of the new engine include a more compact crankcase and a cylinder unit fitted with fins that are tapered towards the direction of travel; this led to changes to the chassis and totally new designed fairings. The only part of the previous version still present is the headlight; other new features include the electrically-controlled windscreen, the side panels integrating the fuel tank, the satin-finish metal serial plate and the dual layer lug.

A hat-trick target has been achieved with this new setup: efficient dissipation of heat, improved thermal insulation and more effective aerodynamic protection, to ensure both the rider and passenger enjoy their trip in complete comfort whatever the speed. The bike is highly enjoyable to ride, regardless of weather or location, thanks to the ergonomic research applied to each minor detail and appreciated at a daily level: the new position of the highly functional instrument panel makes it easier for the rider to its readings, the saddle is now just 810 mm in height and fitted with a wider and well-padded seat, the new handlebar has been lowered and retracted slightly which gives the rider greater control of the bike at high speed.

There is even a practical 12 Volt external power socket, a spacious compartment below the saddle, heated hand-grips and many other novelties such as the new side stand and central stand, integrated passenger grab handles, a new set of side panniers completely redesigned to guarantee perfect coupling of the two shells.

The increase in road performance has enhanced the overall dynamics on this bike, something that was already a strong point on the previous version. The GT8V has however reached a more neutral and racing behaviour thanks to revamped setting of the suspension, replacing the spring set on the fork and shock absorber, achieving perfect hydraulic response of the two suspension units. The bike identifies the ideal driving line faster when coming into a bend and is faster when changing direction, even when used at full capacity conditions which are frequent in a Gran Turismo model like the Mandello del Lario top of the range bike.

The safety aspects don’t finish there: the bike also has a more powerful braking system with a new electronic ABS braking system combined with front brake discs fitted with a new high performance brake band.

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Faster engine, extra comfort, enhanced fittings and reinforced chassis: the Moto Guzzi Norge GT 8V is champing at the bit and ready to win back its queen of Gran Turismo title.

Such a fine bike would definitely have made even Engineer Giuseppe “Naco” Guzzi extremely proud. He is the one who invented the famous Norge and the destination of North Cape for bike enthusiasts: he was the first to travel to these lands in 1928 and did so riding a GT 500 fitted with an elastic frame he called Norge, in honour of the Italian airship flown by Umberto Nobile, the first to fly over the North Pole.

2014 Moto Guzzi Norge 1200GT 8V Totalmotorcycle.com Key Features

DESIGN
” One-piece fairing.
” Dual layer lug.
” Electrically controlled windscreen.
” Satin-finish aluminium muffler.
” Moto Guzzi customised side panniers.

ENGINE
” 1200 90° V-shaped Twin-cylinder “Four Valve”
” Single overhead camshaft timing system with decreased valve control noise level
” Oil radiator fitted on the lug with thermostat-controlled electric fan.
” Single plate clutch.
” Transmission with compact reactive cardan shaft drive.
” 6-gear gearbox.
” Euro 3.

CHASSIS
” High resistance steel double cradle frame.
” Front fork with 45 mm legs, adjustable spring preloading and hydraulics fitted with a new set of progressive action springs.
” Shock absorber with adjustable preloading and rebound fitted with a more preloaded spring
” Rear suspension with progressive articulation single arm.
” 4 horizontally opposed piston front brake system with new 320 mm discs.
” Rear 282-mm disc brake, floating caliper with two parallel pistons.
” Rear tyre ZR 180/55/17.
” Front tyre ZR 120/70/17.

STANDARD OUTFIT:
” ABS Continental.
” Onboard computer.
” Heated hand-grip fixture.
” Satellite navigator fixture.

PROUDLY MADE IN ITALY

Since 1921, the Moto Guzzi eagle flies high. The legend has reached the highest peak with the California. From the V7 Police to the EV special, it has radically changed the concepts of design and performance.

Hand built in the factory in Mandello del Lario (Como, Italy), where the Moto Guzzi are born continuously since 1921, everyone is distinguished by the craftsmanship with which each component is assembled. Attention that makes every Moto Guzzi California a unique piece, able to marry and to emphasize the strong personality of a passionate and exclusive clientele.

2014 Moto Guzzi Norge 1200GT 8V Totalmotorcycle.com Features and Benefits

Comfort and pleasurable riding

Balance and strength, driving pleasure and comfort have one name: Moto Guzzi Norge GT. A companion for every trip, reliable and tireless, charismatic, aggressive and strong, the Norge GT will not disappoint. Amazing for long tours, but also faithful to the short distances, is suitable for those seeking comfort and control.

Fitted with the latest version of the 8v Twin-cylinder engine and a substantial level of new components. The New Norge GT 8v has been developed for enhanced comfort, performance and handling.

New components include:
• New forks and rear shock for improved handling and corner stability, even while fully loaded
• New electrically adjusted windshield
• New 8v engine with more torque and power: 104Nm [email protected] 5,500 and 102bhp.
• New fairing with improved wind protection and noise reduction for rider and pillion
• Easier to read instrument panel with trip computer, re-positioned closer to rider
• Anti slip seat with body forming foam for rider and pillion comfort
• Factory fitted center stand with improved lever arm design
• Vibration damping footrests

This fascinating touring now has a twin transverse 90° V-series “Quattrovalvole” engine, the most powerful among the family of engines produced in Mandello Lario and has now reached the peak of its technical and performance specification.

2014 Moto Guzzi Norge 1200GT 8V – Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: $16,290 USD

Engine
Type 90° V-shaped twin cylinder, four-stroke, air cooled
Displacement 1,151 cc
Max output 102 HP at 7,000 rpm
Max torque 76.7 ft lbs at 5500 rpm
Exhaust system stainless steel with central equalizer and with 3-way catalytic converter with two Lambda probes (Euro 3)

Transmission
Gearbox 6-speed
Final drive CARC compact reactive cardan shaft drive system; double cardan joint and floating bevel gear set, drive ratio 12/44 = 1 : 3.666

Chassis, suspension and brakes
Front suspension telescopic hydraulic fork with 45 mm stanchions and adjustable spring preload
Rear suspension single arm with progressive linkage and monoshock with adjustable rebound and ergonomic dial for setting preload
Front brake dual 320 mm stainless steel floating discs and calipers with 4 horizontally opposed pistons – ABS
Rear brake 282 mm stainless steel fixed disc, floating calliper with 2 parallel pistons – ABS
Tires 120/70 ZR17″ (front) – 180/55 ZR17″ (rear)

Dimensions
Max length 86.4 inches (2,195 mm)
Max width 34.25 inches (870 mm)
Height 44.2 inches (1,125 mm)
Saddle height 31.9 inches (810 mm) (-1.2 inch/30mm with lowered gel saddle available as an option)
Dry weight 566 pounds (257 Kg)
Fuel tank capacity 6 gallons (23 liters) (including 1 gallon/4 liter reserve)

2014 Moto Guzzi Norge 1200GT 8V – Totalmotorcycle.com Canadian Specifications/Technical Details
Canada MSRP Price: $16,990 CDN

Engine
Type 90° V-shaped twin cylinder, four-stroke, air cooled
Displacement 1,151 cc
Max output 102 HP at 7,000 rpm
Max torque 76.7 ft lbs at 5500 rpm
Exhaust system stainless steel with central equalizer and with 3-way catalytic converter with two Lambda probes (Euro 3)

Transmission
Gearbox 6-speed
Final drive CARC compact reactive cardan shaft drive system; double cardan joint and floating bevel gear set, drive ratio 12/44 = 1 : 3.666

Chassis, suspension and brakes
Front suspension telescopic hydraulic fork with 45 mm stanchions and adjustable spring preload
Rear suspension single arm with progressive linkage and monoshock with adjustable rebound and ergonomic dial for setting preload
Front brake dual 320 mm stainless steel floating discs and calipers with 4 horizontally opposed pistons – ABS
Rear brake 282 mm stainless steel fixed disc, floating calliper with 2 parallel pistons – ABS
Tires 120/70 ZR17″ (front) – 180/55 ZR17″ (rear)

Dimensions
Max length 86.4 inches (2,195 mm)
Max width 34.25 inches (870 mm)
Height 44.2 inches (1,125 mm)
Saddle height 31.9 inches (810 mm) (-1.2 inch/30mm with lowered gel saddle available as an option)
Dry weight 566 pounds (257 Kg)
Fuel tank capacity 6 gallons (23 liters) (including 1 gallon/4 liter reserve)

2014 Moto Guzzi Norge 1200GT 8V – Totalmotorcycle.com European/UK Specifications/Technical Details
UK/European MSRP Price: £12132 GBP (On The Road).

Engine : 90° V-shaped twin cylinder, four-stroke, air cooled
Displacement : 1,151 cc
Max output : 75 kW (102 HP) at 7,000 rpm
Max torque : 104 Nm at 5500 rpm
Exhaust system : stainless steel with central equaliser and with 3-way catalytic converter with two Lambda probes (Euro 3)
Transmission : 6-speed
Final drive : CARC compact reactive cardan shaft drive system; double cardan joint and floating bevel gear set,
drive ratio 12/44 = 1 : 3.666
Front suspension : telescopic hydraulic fork with 45 mm stanchions and adjustable spring preload
Rear suspension : single arm with progressive linkage and monoshock with adjustable rebound
and ergonomic dial for setting preload
Front brake : dual 320 mm stainless steel floating discs and callipers with 4 horizontally opposed pistons – ABS
Rear brake : 282 mm stainless steel fixed disc, floating calliper with 2 parallel pistons – ABS
Tyres : 120/70 ZR17″ (front) – 180/55 ZR17″ (rear)
Max length : 2,195 mm
Max width : 870 mm
Height :1,125 mm
Saddle height : 810 mm- (-30mm with lowered gel saddle available as an option)
Dry weight : 257 Kg
Fuel tank capacity : 23 litres (including 4 litre reserve)

Specifications, features and prices to change by manufacturer without notice. All information correct as of posted date.

History

The company’s first motorcycle was the legendary 8 HP Normale. This was followed by successful models such as the 1928 Guzzi G.T., dubbed “Norge” to commemorate the expedition to the Polar Arctic Circle, and the Airone 250 (1939), which remained Italy’s best selling medium capacity motorcycle for over 15 years. In the meanwhile, the marque also notched up numerous racing successes. The first was in the prestigious Targa Florio in 1921, which marked the beginning of an impressive succession of victories: up until its withdrawal from motorsports in 1957, Moto Guzzi accumulated an enviable collection of accolades including, among other titles, an astonishing 14 world GP championships and 11 Tourist Trophies.

The years following the Second World War spawned models such as the Guzzino 65 (“Cardellino”), which was Europe’s best selling motorcycle for over a decade. This was followed by the legendary Galletto (1950) and the Lodola 175 (1956). In 1950, Moto Guzzi installed a state of the art wind tunnel at Mandello del Lario, making it the first constructor worldwide to do so. The company’s racing division was a team of brilliant minds, with engineers such as Umberto Todero, Enrico Cantoni and the Milanese Giulio Cesare Carcano, who would soon achieve legendary status for creating the 285 Km/h Guzzi Otto Cilindri.

At the end of the 1960s, Moto Guzzi presented the 90° V-twin engine that was to become the very symbol of Moto Guzzi itself. This powerplant was used as the basis for models such as the Guzzi V7, the V7 Special and yet another icon, the Guzzi V7 Sport. The glorious V-twin was also produced as smaller capacity V35 and V50 variants. The largest iteration of this engine powered the definitive Gran Turismo — the Moto Guzzi California, which evolved to include electronic injection and a triple-disc brake system. Dedicated to the US market, together with the Ambassador and Eldorado variants, the California boasted the classic 850 cc engine capacity, a displacement that has since been rediscovered and brought back into the current range. Models like the Le Mans, Daytona, Centauro and Sport 1100 kept the sports heritage of the marque alive. The unmistakable style and character of these bikes were brought right up to date in the 1990s with the new California, Nevada and V11 Sport series.

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On 30 December 2004 Moto Guzzi became a part of the Piaggio Group (chairman and managing director Roberto Colaninno), the European leader in the two-wheeler market and one of the world’s major constructors in the sector. Expressing the spirit of this renaissance was the Breva 1100 presented in March 2005, a new and successful Italian offering for the naked segment. September that same year saw the widely acclaimed launch of the Griso 1100, a bike boasting original engineering solutions and unique styling. From April 2006, the Breva and Griso have also been offered with Guzzi’s hallmark 850 cc engine size.

In May 2006, the Norge 1200 marked Guzzi’s return to the Gran Turismo genre: a bike offering total protection from the elements, the new 1200cc V-twin engine and uncompromisingly generous standard equipment for devouring miles in complete comfort. The Norge earned the admiration of the 14 journalists who, in July 2006, rode a convoy of the bikes 4,429 Km to Cape North, following the route taken in 1928 by the bike’s predecessor — the GT 500 created by Giuseppe Guzzi.

Moto Guzzi has answered the dreams of its loyal fans, and the sporting heart of the Mandello Eagle is beating once again: in March 2006 at the legendary Daytona circuit, Gianfranco Guareschi scored a historic double victory by winning both heats of the Battle of Twins. On 6 March 2007, Guareschi repeated the performance and won the following year’s edition in the saddle of his trusty Moto Guzzi. Spurred by these racing victories on the other side of the Atlantic, a new model was created to embody the sporting spirit of Moto Guzzi — the 1200 Sport. Presented in October 2006, the 1200 Sport is a sophisticated naked, brimming with personality in every aspect of its design, chassis architecture and ergonomics, and powered by the latest 1200 cc generation of the 90° V-twin.

A significant testimony to the brand’s quality came when Guzzi won the contract to supply 35 Moto Guzzi Norge GTs to the Berlin police, while 20 Moto Guzzi California Vintage bikes were delivered to the Corazzieri Italian Presidential guard corps the same year. 2009 saw the introduction of the V7 Cafè, a sports variant of the V7 to join the existing Classic, presented in Rome together with the Griso SE in March, and of the Stelvio NTX, which marked the introduction of ABS on the Guzzi’s maxi enduro. This bike, presented to the international press on the roads of the Dolomites, is powered by the first upgrade of the “Quattrovalvole” engine, with new camshafts.

In late 2009 the Piaggio Group also announced a significant investment programme, which involves not only the development of future Moto Guzzi product ranges but also the Mandello del Lario production facility, where a major restructuring project is currently in progress to make the plant more modern, functional and efficient to reflect the rebirth of the brand.

A spate of new Moto Guzzi models was also unveiled at the 2010 edition of EICMA Milan. The all-new family of large 1200 8V bikes with four valves per cylinder – namely the Stelvio 1200 8V, the Stelvio 1200 NTX and the Norge GT 8V – was presented at the show, while the press launch for the bikes was held on the roads of Tuscany in Spring 2011.

2011 — the year of the 90th anniversary of Moto Guzzi — started off with a pleasant surprise: an all new version of the Moto Guzzi California. The prototype for the new California, powered by an all-new 1400 cc transverse 90° V-twin, reinterprets the legacy of a legendary motorcycle in an original new design that emphasises both the architecture of the engine and the generous dimensions of the saddle and the tank, which is sculpted around the cylinders.

But 2011 has many more exciting things in store to mark the 90th birthday of the Eagle brand: on 15 March, the Piaggio Group celebrated the official anniversary of the foundation of Moto Guzzi with a highly anticipated announcement: Mandello del Lario will once again set the stage for the GMG event in mid September this year. Preparations are already under way for an extraordinary “90th Anniversary” edition of the Giornate Mondiali Guzzi, to give thousands of loyal Guzzisti from all over the world the chance to celebrate together with Moto Guzzi, discover the brand’s future models and see at first hand the modernisation and restoration work to transform the historic Mandello del Lario factory into a modern production facility, in which ninety years of glorious motorcycle history live side by side with the latest manufacturing technology.

2012 starts under the sign of the new V7 range. New engine, revamped design, brand new equipment: the legend of the V7 reaches its highest expression yet.

Even before its presentation at the EICMA motor show in Milan, November 2012, the new Moto Guzzi California 1400 captured the attention of motorbike fans all over the world. The announcement heralding the debut of the new cruiser built in the historic factory in Mandello del Lario, and a few early rumours, were all it took to arouse curiosity and anticipation about the latest representative of a tradition that has established Moto Guzzi as an aristocrat among world motorcycle brands.

The new California 1400 is a bike of firsts, starting from the 1400 engine, a record engine size for a V-twin motorcycle engine in Europe. The powerful 90° transverse V-twin, elastically mounted on a brand new chassis, delivers a torque of 120 Nm at just 2750 rpm.

Everything on the California Touring and the California Custom contributes to combining the best of modern, cutting-edge technology with the classic style and elegance of the Moto Guzzi brand: multimap Ride by wWire accelerator, cruise control, MGCT traction control system and two-channel ABS. Hand built in the Mandello del Lario plant, where Moto Guzzi bikes have been turned out without interruption since 1921, the california 1400 models stand out for the attention to craftmanshipwith which each single component is assembled. A level of care that makes every Moto Guzzi California a unique piece, with the powe to match and accentuate the strong personality of a passionate and exlusive clientele.

In 2017, to celebrate the fifty years since the birth of the first model, Moto Guzzi introduces V7 III, the third generation of the globally renowned and most beloved Moto Guzzi, completely revamped but leaving the originality and authenticity so typical of this iconic motorcycle unaltered.
Since 1967, the year the first units were sold in Italy, the V7 became a pillar of the product range and the representative of the Italian motorcycle par excellence, standing out for its content and design, highly popular with a truly transversal and varied public.
The challenge of introducing a new version of such a famous motorcycle with such a rich heritage and so much success is one of the most difficult, considering the fact that the V7, the brand’s best-seller since 2009, constitutes the Moto Guzzi entry-level bike, dedicated to both women and men, in addition to young people who want to proudly own one of the most iconic Mandello del Lario production motorcycles.
V7 III is available in the three versions, Stone, Special and Racer that, compared with the past, now take on stronger connotations and greater characterization. Consistent with the other Moto Guzzi models in the range, the V7 III also has a dark version that stands out for its total black graphics. It is the Stone and a more classic one dominated by chroming, more in line with the design of the forerunner, which is the Special. The Racer, on the other hand, represents the successful sports heritage of Moto Guzzi, a winner of 15 world titles and 11 Tourist Trophies when the decision was made to retire from racing (in 1957). The V7 range has now been expanded: Moto Guzzi pays homage to fifty years of the V7 model by introducing a fourth version, called the Anniversario, a numbered and limited edition, characterized by brand new and exclusive details.

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