Editing Moto Guzzi CX100L

{{Infobox Motorcycle
|name             = [[Moto Guzzi]] CX100L
|image            = [[File:Moto-Guzzi-Le-Mans-CX-100_2.jpg|frameless|Moto Guzzi CX100L]]
|aka              = 
|manufacturer     = Moto Guzzi
|parent_company   =
|production       = 1979
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, 90° V twin alloy, longitudinally mounted, OHV, 2 [[valve]] per cylinder, All plain [[bearing]] engine with two mains and split shell big ends. One piece forged crankshaft. Steel con-rod split across [[big end]] eye. Valve operation: Pushrod from [[camshaft]] between cylinder bases in crankcase. Clearance by screw and locknut on rocker tips
|bore_stroke      =
|compression      = 9.2:1
|top_speed        =
|power            =
|torque           =
|fuel_system      =
|ignition         = Battery & coil
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            = Double cradle
|suspension       =Front: Telescopic forks variable damping <br>
Rear: Dual shocks, 5-way preload and 4-way damping.
|brakes           =Front: 2x 300mm discs <br>Rear: Single 240mm disc
|front_tire       = {{tire|110/90-H18}} 
|rear_tire   	  = {{tire|110/90 -H18}} 
|rake_trail       =
|wheelbase        =
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 198 kg / 433 lbs
|wet_weight       =
|fuel_capacity    = 22.5 Litres / 5.9 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}



==Engine==
The engine was a Air cooled cooled Four stroke, 90° V twin alloy, longitudinally mounted, OHV, 2 valve per cylinder, All plain bearing engine with two mains and split shell big ends. One piece forged crankshaft. Steel con-rod split across big end eye. Valve operation: Pushrod from camshaft between cylinder bases in crankcase. Clearance by screw and locknut on rocker tips. The engine featured a 9.2:1 [[compression ratio]].  

==Drive==
Power was moderated via the Double plate, dry type.  

==Chassis==
It came with a 110/90-H18 front [[tire]] and a 110/90 -H18 rear tire. Stopping was achieved via 2x 300mm discs in the front and a Single 240mm disc in the rear. The front suspension was a  Telescopic forks variable damping while the rear was equipped with a Dual shocks, 5-way preload and 4-way damping.. The CX100L was fitted with a 22.5 Litres / 5.9 US gal fuel tank. The bike weighed just 198 kg / 433 lbs.  
== Photos ==
[[File:Moto-Guzzi-Le-Mans-CX-100_2.jpg|600px|Moto Guzzi CX100L]]
[[File:Moto-Guzzi-CX100--2.jpg|600px|Moto Guzzi CX100L]]
[[File:Moto-Guzzi-CX100.jpg|600px|Moto Guzzi CX100L]]

== Overview ==


Moto Guzzi

Le Mans CX 100




















Moto Guzzi's V-twins
first gained a place in racing history when an 850cc version of the V-7 Sport
placed third in the 1971 Bol d'Or 24-hour endurance race at Le Mans, France,
earning the bike its "Le Mans" nickname. When Guzzi produced a sporting 850cc
machine, the name became official.
Because of the American belief that
there is no substitute for cubic inches, Moto Guzzi replaced the original
U.S.-market Le Mans with the CX100 in 1979. The CX featured the larger engine
from the sport-touring 1000SP, along with that bike's frame-mounted fairing
lowers. The engine may have been larger, but it was also slower; many Guzzi fans
felt the CX didn't deserve the "Le Mans" name.
Cycle Magazine Road Test 1979
WHEN CYCLES STAFF MEMBERS Gathered
around the Moto Guzzi Le Mans after its delivery for road testing, there was
(for once) not much talking. We stood in awenot of potential eleven-second
quarter-miles or of multi-valve combustion chambers and roller-bearing
crankshafts; we were entranced by the Italian V-twin's incredibly deft and
well-integrated styling. What the Le Mans does to most other European marques in
terms of looks is embarrassing, and what it does to bikes from the Orient is
positively humiliating. If you read this as a Cycle endorsement of the Moto
Guzzi's appearance, you aren't deceivedit is one.
Nineteen seventy-two saw the
introduction of Guzzi's 750 Sport, which in 1977 was replaced by an 850 model
dubbed Le Mans. The original 850 Le Mans was a pumper-carbureted, triple-disced,
red and black crowd-drawer that won victories in local and AMA road racingand
in the hearts of many street riders. Two years later trie 850 was replaced in
this country by a one-liter version, called the Le Mans CX100.
A couple of factors prompted the
displacement increase, and we're not sure which was the more important. For
starters, the EPA was writing ever-tighter rules for motorcycle exhaust
emissions. Passing them with the 850 would make the bike too slow, Guzzi's
engineers figured, so they increased the bore size five millimeters in an effort
to offset de-smogging measures and revitalize the Vee. Second,
Berliner Motor Corporation, Moto Guzzi's US importer, found themselves faced
with ushering not two but three engine types through the rigors of annual
Protection Agency tests. The V-50 was one "family"; the 850s and 1000s were the
other two. Sure would simplify procedures, thought they, if there were only two
engine types.
Dropping the well-established
one-liter models would have been folly, of course, and the V-50 was too new to
leave on the chill of the back burner. The obvious bikes to get the axe were the
850s: the low-priced 850-T3 passed on, and the Le Mans was booted upstairs to
enjoy life with new 475cc cylinders.
This year's Le Mans shares with the 1979 edition all but its 80 mph speedometer,
and it has much in common with its stablemate, the 1000SP. The 1000 Le Mans has
different pistons, carburetors, fork, shocks, instruments and cosmetics than its
850 predecessor.
Nineteen-eighty's Le Mans shares
the same powerplant with the 1000SP: both engines have 948.8cc, achieved by
pumping pistons 78mm in 88mm bores. Unlike some Guzzis of the past, the Le Mans
does not have chromed aluminum cylinder bores; it has cast-iron liners sunk in
finned aluminum shells. The Le Mans' compression ratio is 9.2:1, significantly
lower than the 10.2:1 ratio used in the 850 Le Mans.
Two valves, operated through
conventional tappets, pushrods and screw-adjusted rocker arms, fill and empty
each combustion chamber. No chains drive the Guzzi's engine internals: instead,
the camshaft is turned by gears with a two-to-one reduction ratio, driven
directly from the crankshaft's nose. Both the camshaft and the crankshaft run in
plain bearings, and these are lubricated by a gear-type oil pump. A dual-point
contact breaker-type distributor triggers twin dual ignition coils. There is
less spark advance than in the past. At idle the spark hits at two degrees BTDC;
this is increased by a "centrifugal" advancer to a maximum of 33 degrees.
While the 850 Le Mans had no air
cleaners (instead, coarse-mesh-screen rock guards covered the carburetor
mouths), the 1000-series Le Mans model has a real airbox and a real air filter.
The filter is paper, a throw-away-type, and it rests inside the steel chamber
beneath the top frame tubes. The airbox also includes a crankcase rebreather to
keep the EPA happy. Even if Guzzi had wanted to supply an engine with rock-guard
air cleaners, the intake noise probably would have been prohibitive.
Thirty millimeter Dell' Orto
square-slide carburetors are fitted on the V-twin, and they have
non-traditional, for Dell' Orto, accelerator pumps built into their needle jet
assemblies. When the carburetor needles drop to their closed position they push
small pistons down and flood the space above them with gasoline. Next time the
slides are opened, the spring-loaded pistons squirt gas through the carburetors'
main spray nozzles into the Venturis. This results in instant, clean
acceleration from low and high speeds, with satisfactory emission levels during
normal cruising. Though the EPA requires emission limits no matter how a bike's
carburetor and ignition units are adjusted (which means closely held adjustment
limits), the Guzzi has no locks on its carburetor air screws. Presumably most
will be cemented in place, similar to those on the Ducati Darmah.


You'll need the Le Mans' choke
lever to get going in the morning; yet the engine is ready to run without it the
moment it starts firing. On warm days, the choke lever will be untouched because
the Moto uzzi is easy to start and quick to warm up. There's no kickstarter and
apparently none is needed: our test bike's electric starter worked flawlessly.
At all engine speeds the Le Mans is quiet, especially its exhaust note. There is
a moderate
amount of intake roar despite the quieting air filter arrangement.
Those used to high-revving fours
will be amazed at the Guzzi's torque spread. Practically from its lumpy idle it
supplies usable torque, which doesn't appear to drop off until nearly 8000 rpm,
the Le Mans' redline. You can pull the engine down to 1500 rpm in top gear, and
then accelerate away without so much as a hiccup. Although our 1979 1000SP test
bike displayed no real signs of this,
there's a point in the 1980 Le Mans' rev range where horsepower seems to take an
upwards leap. At 5000 rpm things begin to happen, and though calling the V-twin
peaky would be inaccurate, calling its power curve humped would be fair.
Highway speeds clearly do not make
the Guzzi powerplant work hard. At 60 miles per hour the engine is turning just
3529 rpm; considerably less than half-maximum-speed. Jumping on the throttle in
the lower gears, with the engine turning above 5000 rpm, will give you a real
jolt, especially if you're riding along a rough highway. The natural reaction to
drive-shaft torquing is for the bike's rear end to rise, topping out the shocks.
When this happens there's little reason to expect the shocks to do much to make
life comfortable, and they don't. In normal riding situations this firmness is
not bothersome, but it is noticeable.
Like many automobiles and
motorcyclesand peoplethe Le Mans has gained weight with advancing years. The
850 Le Mans tipped our scales at 513 pounds, full of gas. This year's bike
weighs 530 pounds wet, an increase of 17 pounds. Where did the extra baggage
come from? Heavier top end and fairing components, fancier instrumentation and
the air-filter paraphernalia.
You won't surprise any Honda CBX owners on the quarter-mile with a Le Mans, but
ours did make a respectable drag-strip showing: 13.50 seconds at 98.46 miles per
hour.
This figure is somewhat
representative of the old 850 Le Mans (13.08 seconds at 103.21 mph), but it's
even closer to the Ducati Dar-mah's 13.13-second, 101.35 mph quarter-mile
showing.
Moto Guzzi specifically recommends
leaded fuel for the Le Mans; we found ours ran best on premium. With regular
there were hints of detonation in high-load situations. Our most economical
tankful of gas yielded 51.1 miles per gallon, and the worst gave us just 35.1
mpg, obtained by running the Guzzi pretty hard along some back roads. Since the
Le
Mans holds six gallons of fuel, including reserve, you can cover 251 miles if
the bike averages 41.9 mpgand that's what ours averaged. No doubt, extensive
use of the Guzzi's accelerator pumps has more to do with its fuel consumption
than simple road speeds do.
Transmitting power to the Guzzi's
gearbox is a five-piece dry clutch with two friction discs and three metal
plates: the flywheel acts as one, a center metal disc is the second and the
pressure plate
takes up the rear.
The gearbox is built as a separate
module and can be removed for servicing as a unit. Its five gear ratios are
spaced much to the engine's liking; despite a relatively tall first gear, the
clutch can handle slippage without overheating and losing its grip. Shifting
seems clunky at first, but once you get a feel for de-clutching and shifting,
the process smooths out. We experienced no difficulties with shifter mechanism
operation, which we did with the 1000SP we tested in April 1979. Either that
bike's difficulty has been corrected on the Le Mans, or our problem was an
isolated one.
Your first ride on Moto Guzzi's Le
Mans will be spent adapting to the low-bar riding posture and getting used to
the bike's steering, brakes and engine. Then you'll notice the suspension: it's
firm, but in a careful way. Let's just say that its competence sort of sneaks up
on you. Both the fork and shock absorbers are sprung firmly and have equally
firm damping; yet they are compliant in a fashion that typical Italian
suspension components are not. Moto Guzzi has engineered a suspension system
that is certainly sporty, but you'd be pushing the issue to label it as harsh.
When the Le Mans became a one-liter motorcycle, Moto Guzzi changed the fork.

The 850 carried its brake calipers
ahead of the fork tubes; the 1000 carries them behind. And the 1000 has slightly
thicker tubes. More important, the 1000 has dual-rate fork springs, ones that
allow the unit to absorb subtle road irregularities and yet let the motorcycle
remain stable when the brakes are applied vigorously. Overall, the Le Mans' fork
action is good, but it still does not equal the minor ripple-compliance of the
Honda CB750F or BMW R100S.
The rear shocks complement the
front in spring rate and damping quality, and they have preload ramps that allow
adjusting them three ways. Naturally, if you're off to straighten out some
corners you may want the higher setting for a little more chassis stability and
cornering clearance; if you want a supple ride for that trip out to visit the
corners, try letting the springs down. Shaft-drive bikes without significant
rebound damping in their rear shocks are more susceptible to rear-end extension
under power than firmly damped models are, and though the Le Mans will raise
significantly with a twist of its handgrip, the damping quality of the rear
shocks helps to keep this in check. Large bumps taken at substantial speed will
give you a jolt; in fact you may even find your hindquarters off the seat
momentarily.
This is a tribute to the firmness
of the Le Mans' shocks springs, its compression damping or a combination of
both.
Most riders who throw a leg over the Moto Guzzi will use up their riding skills
long before the bike's abilities are exceeded. They'll learn that the Le Mans
will not play any games that would make its rider doubt its competence, and for
this reason they'll feel more confident on it than on most other bikes.
Steering effort is moderate at all
speeds, despite the narrow clip-on handlebars, and there is an adjustable
steering damper underneath the right side of the fuel tank. During most rides
the Le Mans could do without this accessory, but for fast-going on rough roads,
the steering damper can provide a useful steadying influence. The Le Mans is
extremely stable in every kind of cornering except going flat-out in bumpy
sweepers: there it starts to do a bit of wallowing.
You can throw yourself around on the Moto Guzzi without upsetting the bike's
cornering composure about as delicately as the gorilla throws luggage in that
timeless American Tourister commercial.
Taking a series of esses in a hurry
requires little more than light opposite-lock tugs on the handlebar and
follow-through with your body, thanks to the Guzzi's low engine placement and
excellent steering geometry. The need for major mid-course corrections will
primarily depend on whether you guide the Le Mans into a turn or wander into
one, Mr. Magoo-like. Should altering your course be necessary, the Le Mans will
happily comply.
Nobody can dispute that the Guzzi's
fairing and side panels are stylish, but the styling department intended them to
be functional also: they're supposed to add to the motorcycle's high-speed
stability, and they were tested to this extent in Moto Guzzi's own wind tunnel.
The pieces may work. Something did; our Le Mans proved quite stable at high
speeds, even in circumstances that normally give shaft-drives fitslike hopping
on the brakes, hard, from Way Up There.
Cornering clearance is good, and though some parts of the undercarriage touch
down during S-turn cornering sprees they are pieces that will flex out of the
way: you're not likely to end up on your head from dragging a header pipe. First
down are the footreststhey fold and simply get shouldered up by the asphalt.
The pegs do not have return springs; you must push them back into the correct
position.
Pirelli Supersport Gordon tires
grace the Le Mans, 100/90 H18 front and 110/90 H18 rear, and past experiences
have taught us that these treads are among the finest available for sport
motorcycles. This year they're standard equipment on all Guzzi Le Mans. Both
tires have speed ratings for continuous velocities to 131 mph. The front tire
handles the Guzzi's forward weight bias easily, and it allows the rider to crawl
right up over the tank during hard cornering without fear of the dreaded
front-wheel skid. Breakaway on both tires is predictable, without unsettling
jumps or skips. You're not going to be able to slide the rear of the Guzzi much
in cornering since it produces a rather conservative amount of power. Along with
good traction, the Pirellis offer somewhat disappointing tire life; we suspect
that our Guzzi will have used up its tires in no more than 3000 vigorous miles.
Alas, such is the premium for traction.
There's a junction block in the
Guzzi's hydraulic brake system linking one of the front discs to the rear disc
brake system. The second front disc is worked in the normal manner, via a master
cylinder, line and brake caliper. In this fashion the rear brake pedal operates
the rear brake and the left-hand front disc; the hand lever operates the
right-hand front brake. Guzzi suggests using the rear brake lever for ordinary
riding and supplementing that effort with the hand lever if you need to haul
down quickly.
Power and feel from the rear brake
pedal is superbamong the best we've tried on a street bike; but the best stops
by far are obtained by using both systems. Naturally, the solo front brake won't
allow you to stop as rapidly as both brakes in the "rear" system. Between the
two systems, you'll probably be able to stop as hard as you can hang on. Because
of the brakes' progressiveness you can keep tabs on how well the tires cling to
the pavement.
In front a pair of dual-piston
Brembo calipers clamp drilled, 300mm cast-iron rotors. At the back a single
Brembo caliper works on a 242mm drilled rotor. The disc holes seem to allow the
brakes to cool better and reduce water-induced braking "lag."
Italian-made wheels carry the Pirelli tires, and the rims are 2.15 inches wide.
The wheels are coated with a silver paint and they resist scratching, a real
help in keeping the Le Mans looking new.
The rear wheel carries a cush-drive
assembly that helps absorb driveline shocks.
Nothing is particularly fancy about the Guzzi chassis, except that it has
removable engine cradle tubes which allow easy engine removal if the time for
major
surgery arrives. The Le Mans has a 58.5-inch wheelbasenot terribly long for a
one-liter street bike.
We like the Le Mans fairing better than the larger unit supplied with the
1000SP. The SP fairing creates a significant amount of turbulence at head-level,
but the Le Mans fairing gives torso protection without helmet buffeting; your
head stays in the windstream as it does when you ride unfaired bikes. With the
Le Mans fairing wind just brushes your shoulders, creating minor turbulence
around your chest area.
Lower fairing sections keep your legs warm in the winter and hot in the summer;
there's no getting around the way they keep your extremeties out of the
air-stream. Happily, they also keep you dry in the rain and bug-free during
locust migrating season.
A pair of rubber bumpers keeps you
from rapping your knees against the Guzzi's cylinder heads. These pads are not
uncomfortable, but they do ask toler-
ance from those over five-feet, nine-inches tall; they are placed exactly where
these people's knees should go.
Surprisingly, the Moto Guzzi's diminutive, angular saddle is passably
comfortable. It averages seven inches wide, slightly more than half the width of
a GS1000 seat.
The Le Mans saddle is low, too: at
30.3 inches few riders will feel as if they've straddled a rail fence. Taller
riders won't find the low seat height troublesome either since the stretch to
the handlebars prevents having that bunched-up feeling.
In the city nobody is likely to feel too comfortable on the Le Mans. Those with
strong wrists, arms, backs and necks will suffer least but softer specimens will
be crying for relief after the first 10 miles of stop-and-go. Rapid, frequent
slowing takes a toll on wrists and arms, and this is not eased any by working
the Guzzi's stiff throttle springs. High-speed operation is where the Le Mans
shines. Its fairing limits your buoyancy and gives protection, and without a lot
of sudden fore-aft movements you can pretty well tolerate the clip-ons. The
handlebars are not down-up adjustable, as the original 750 Sport's were, so
you're stuck with there poisoning.
When you want to slide forward for
cornering you'll be pleased with the seat's built-in tank pad. In the normal
seating position only the boney points of your backside touch the seat, so its
narrowness is not significant. The passenger accommodations are no more generous
than those provided the pilot. The rear pegs can be utilized by solo riders for
a bit of comic relief from whatever hunched-over agony they may be experiencing.
The Le Mans is uncompromising in the seating department: it is intended for, and
it will only have, those strong of will, back and wrist.
There's a moderate amount of
torque-pulsing from the engine, and the pulses are not resolved into the frame
like a Ducati's are. You'll just have to accept the minor, low-frequency
vibration whenever you're on the throttlethe more you've got the slides open,
the higher the pulse amplitude becomes. By and large, the middle-rpm range is
most free from vibration, and though the 1000 may be slightly rougher-running
than the 850 was, it still offers a certain rpm-segment that's particularly
comfortable. The Le Mans is smoothest at 3500 to 4000 rpm, a range that, in
fifth gear, relates nicely to fast highway cruising. Drop the transmission down
a gear and you can still cruise legallyin the smooth segment of the engine
powerband.
No fewer crowds are drawn by the
1000 than by the 850 Le Mans, and the reason is simple: the bikes look much
alike. The main alterationsthe fairing and instrumentationblend into the
motorcycle's basic design unobtrusively, and the 1000's car-like dashboard is
well integrated with the rest of the machine. Both front and rear fenders are
plastic.
Prior to the CX100 you could remove from the Le Mans almost every engine
component but the crankshaft's main bearings without taking the engine from its
rest. Allegedly you can still accomplish this, but only after the side fairings
are removed: each is screwed into place with four easily removable fasteners.
Only the spark plugs and oil dipstick, which plugs into a tube on the engine's
left side, are easy to reach for service. Every 1800 miles the tappets are due
to be checked, and you must remove the side panels to gain access to them. The
gas tank must come off to reach the distributor, and checking the front brake
fluid level is a tricky proposition. Want to change the oil filter? Remove 14
alien screws and pull the sump plate off first: the replaceable spin-on oil
filter can then be tucked safely inside.
For some reason Moto Guzzi felt inclined to scrimp in the headlight department.

The standard-issue six-by-four-inch
Wagner 60/40 watt sealed-beam headlight is a joke, suitable for dimly lighting
manhole-sized portions of the roadway. We felt comfortable riding with this
light at no faster than 50 miles per hour on straight roads, 30 mph in
moderately sharp corners. A Hella quartz-halogen lamp replacement made a huge
and necessary improvement in the Le Mans' dark-of-night capabilities. There's a
low-beam flasher switch on the left handlebar, but we'd prefer a high-beam
flasher: that would be more effective for signaling slow cars or oncoming
traffic.
Twin 5/21-watt taillight bulbs rest
inside the Guzzi's stylish taillight nacelle.
Most of the control switches take getting used to, though once you're familiar
with them they're easy to find and to use. One complaint we would lodge is that
the turn signal switch has a light-duty detent that makes over-centering the
switch an easy proposition, especially if you're wearing heavy gloves. Unusual
indicator lights spread across the lower portions of the Guzzi dashboard, and
all are easy to read unless bright sunlight strikes their faces. Notable is the
lamp for low fluid level in the rear / front master cyl inder.
Both a clock and voltmeter flank the Le Mans' speedometer and tachometer; the
voltmeter seems unnecessary since there's an indicator light to warn of the
280-watt generator's failure. The clock works nicelyit's accurate and required
no adjustments during our test period.
To allow customers their choice,
Berliner Motor Corporation imports the Le Mans with no mirrors attached. The
bike is supplied with one mirror intended to be mounted on the fairing. Our test
bike was set up with a bar-end mirror instead, a good thing.
The Le Mans' sidestand is a spring-loaded unit that snaps up with authority as
soon as weight is removed from it. We learned to deal with this, though it takes
some consciousness to locate and use. Some effort also is required to hoist the
Guzzi onto its centerstand, and this is mainly a result of the low handlebars
and an awkWard grab rail on the bike's left side. An adequate tool set which
includes enough tools to do most service chores lies in a plastic tray beneath
the saddle.
Your first ride on the $4949 Moto Guzzi Le Mans will convince you it's
incredibly effective for fast sport riding. Remarkably, the bike is simple, and
this is a real tribute to the cleverness by which it was conceived.
If there's a road you hold
dear-to-heart out past the lake and Cottonwood trees, if you appreciate
craftsmanship, aesthetics and function, you should be drawn as if by magnet to
the Moto Guzzi Le Mans. It is one of a special few. 
Source Cycle Magazine 1979


{|  class="wikitable"
|- 
!Make Model
|Moto Guzzi CX 1000
|- 
!Year
|1979
|- 
!Engine Type
|Four stroke, 90° V twin alloy, longitudinally mounted, OHV, 2 valve per cylinder, All plain bearing engine with two mains and split shell big ends. One piece forged crankshaft. Steel con-rod split across big end eye. Valve operation: Pushrod from camshaft between cylinder bases in crankcase. Clearance by screw and locknut on rocker tips
|- 
!Displacement
|948 cc / 57.8 cu-in
|- 
!Bore X Stroke
|88 x 78 mm
|- 
!Cooling System
|Air cooled
|- 
!Compression
|9.2:1
|- 
!Induction
|2x 30mm Dell'Orto PHF carburettors
|- 
!Ignition
|Battery & coil
|- 
!Starting
|Electric
|- 
!Max Power
|
|- 
!Max Torque
|84.3 Nm / 62.2 lb-ft @ 5,200 rpm
|- 
!Clutch
|Double plate, dry type
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Shaft
|- 
!Frame
|Double cradle
|- 
!Front Suspension
|Telescopic forks variable damping
|- 
!Rear Suspension
|Dual shocks, 5-way preload and 4-way damping.
|- 
!Front Brakes
|2x 300mm discs
|- 
!Rear Brakes
|Single 240mm disc
|- 
!Front Tire
|110/90-H18
|- 
!Rear Tire
|110/90 -H18
|- 
!Dry Weight
|198 kg / 433 lbs
|- 
!Fuel Capacity
|22.5 Litres / 5.9 US gal

|}

[[Category:Moto Guzzi motorcycles]]