Editing Moto Guzzi e Mans Mark V

{{Infobox Motorcycle
|name             = [[Moto Guzzi]] e Mans Mark V
|image            = [[File:Moto-Guzzi-1000-LeMans-V-88--2.jpg|frameless|Moto Guzzi e Mans Mark V]]
|aka              = 
|manufacturer     = Moto Guzzi
|parent_company   =
|production       = 1988 - 89
|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      = 10.0:1
|top_speed        = 213.4 km/h
|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 270mm discs <br>Rear: Single 270mm disc
|front_tire       = {{tire|100/90 V18}} 
|rear_tire   	  = {{tire|120/90 V18}} 
|rake_trail       =
|wheelbase        =
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 215 kg / 475 lbs
|wet_weight       = 228 kg / 503 lbs
|fuel_capacity    = 25 Litres / 6.0 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 213.4 km/h.  

==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 10.0:1 [[compression ratio]].  

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

==Chassis==
It came with a 100/90 V18 front [[tire]] and a 120/90 V18 rear tire. Stopping was achieved via 2x 270mm discs in the front and a Single 270mm 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 e Mans Mark V was fitted with a 25 Litres / 6.0 US gal fuel tank. The bike weighed just 215 kg / 475 lbs.  
== Photos ==
[[File:Moto-Guzzi-1000-LeMans-V-88--2.jpg|600px|Moto Guzzi e Mans Mark V]]
[[File:Moto-Guzzi-1000-LeMans-V-88--5.jpg|600px|Moto Guzzi e Mans Mark V]]
[[File:Moto-Guzzi-1000-LeMans-V-88--4.jpg|600px|Moto Guzzi e Mans Mark V]]
[[File:Moto-Guzzi-1000-LeMans-V-88--6.jpg|600px|Moto Guzzi e Mans Mark V]]

== Overview ==

Moto Guzzi Le Mans 1000 Mark V





















Fashions, with history as their treatment, have a habit of
repeating themselves.  Although generally hysterical to contemplate, there
are the odd exceptions that make one wonder if it really is worthwhile hanging
on to those six inch heel, silver glitterflake boots and Bay City Roller tartan
scarves, after all.

An admittedly tenuous analogy, but take for example, and for the
sake of getting on with this roadtest, the 18 inch
front wheel fitted to the Mk5 Le Mans. Whilst having all the hi-tec clout of
a wet flannel, its reappearance betwixt the forks of this rightly hallowed and
respected bolide has once again restored the marque's position in the
'desirable' rather than 'disgustingly dangerous' category of motorcycle
ownership.

(The reason for the latter Mk4 classification, you'll recall, being the
ludicrously fanciful fitment of a 'GP lookalike' 16 inch front hoop with a glaring
absence of any change in frame geometry. The resultant catastrophic effect on
handling being so profound, even the factory themselves eventually had to admit
they'd dropped a bollock of similar diameter. No doubt the persons responsible
for this travesty are currently devoting their bodies to pushing up Mafioso
olive trees in the shadow of Mount Etna under a suitably circular effigy. May
they rest in peace. Please.)
This re-application of sensibility in the steering department is joined with
a warm welcome by several other small but significant improvements. The
relatively modest fairing is now frame, rather than handlebar, mounted allowing
a one-piece (rather than two dodgy bit) construction which pays out in increased
directional stability and rider protection. The switchgear is new and no longer
engenders fear and loathing at every junction via working properly (gasp!). And best of all, the
quality of finish suggests that Luigi must have had at least one eye open when
the paint was being applied. Pity he was colour blind, though.
There's not much point in a full nuts and bolts description of the 948cc vee
twin engine as it's identical to the lump found in the Mk4 which in turn is,
give or take a few rotations of the boring bar, all but the same as the original
Mk1. And true to tradition it still makes sufficient torque to warrant a plough attachment as standard fitment, clatters like a locusts' gangbang, and
takes several thousand miles to run-in.
Although questionable, this last feature was more than discernable on our
test bike. With little more than 1000 miles showing when collected, it initially
felt tight and lumpy with a noticeable patch of vibes at around 45()()rpm. Two
weeks, MIRA, dyno and a couple of thousand miles later, all the rough edges were
sloshing around in the sump and there was an appreciable smoothness that just
hadn't been there at the start. Perhaps it was just me getting used to it but
people have been giving it the benefit of the doubt for years and I'm not going to start
upsetting them, for now at least.


Something that is beyond any predictable suspicion, however, is the Mk5's
handling. Lazy frame angles and soporific wheel sizes working through stubby
clip-ons dictate riding the Le Mans quickly requires more rider input than a
broken fag machine. Cornering demands much the same technique as getting a seat
at the Cup Final in that it's best to book your place well in advance.
Similarly, it should be remembered, failure to do so can result in more than
just disappointment. . .
All the above mixed in with a joysome helping of shaft torque reaction shows
up a rider's faults more than a three hour confessional ever could. You have to
be smooth, decisive and committed. If you are, the Le Mans is one of the best
seats in the house. If not, you might as well stay at home and take up
weightlifting-you'll find it a lot more relaxing.
Unlike its engine, the Le Mans' suspension showed a staunch reluctance to
soften up however far the bike was ridden. The front braced Bitubo fork does
have adjustable damping, but the difference between maximum and minimum will be
discernable only to those who can differentiate between reinforced and ordinary
concrete. Koni Dial-a-Rides at the rear were slightly more compliant but only
the addition of a blacksmith's anvil to the pillion would require the use of any
more than minimum preload.
This arthritic tendency is also prevalent in the throttle's struggle to keep
daylight underneath the 40mm Dellorto carb slides against the thrust of their
road-drill-reject return springs. Being Italian it passes the buck, and hence
all the effort, to the rider's right wrist. This, combined with the front
anchor's preposterously vice-like requirement for even moderate braking, makes
for handshakes that would bring tears to the eyes of even the most fanatical
freemason.
I'm sure that the fitment of an antagonistic two-way throttle could partially
alleviate the problem in much the same way as the linked rear brake compensates
for the front. Even if it didn't, you could suffer in the knowledge that at
least you'd tried.
If those are the bad points, and I'm not suggesting that they necessarily
are, take solace in the fact that the clutch is light; the riding position is
comfortable for 200-mile stints and the 24 litre fuel tank only needs filling
every 250 miles, even when cruising at a ton. Performance wise it doesn't really
cut it with the GSX-Rs of this world, but then that fact has been redundant for
years already. Sorry for repeating it.
The Mk5's overall picture, and salient attribute, is one of gradual
refinement rather than (apart from the aforementioned hiccup) radical change. A
two-wheeled equivalent, if you will, of the Porsche 911 - itself a sporting
enigma even by its own constructor's admission -the 1988 Le Mans is as good as
it has ever been, which is no bad thing at all.


Source Bike Magazine 1989




{|  class="wikitable"
|- 
!Make Model
|Moto Guzzi Le Mans 1000 Mark V
|- 
!Year
|1988 - 89
|- 
!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
|10.0:1
|- 
!Induction
|2x 40mm Dell'Orto carburettors
|- 
!Ignition
|Battery & coil
|- 
!Starting
|Electric
|- 
!Max Power
|81 hp / 59.1 kW) @ 7400 rpm
|- 
!Max Power Rear Tire
|72.6 hp / 54 kW @ 7250 rpm
|- 
!Max Torque
|76.4 Nm / 56.4 lb-ft @ 6250 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 270mm discs
|- 
!Rear Brakes
|Single 270mm disc
|- 
!Wheels
|Cast alloy
|- 
!Front Tire
|100/90 V18
|- 
!Rear Tire
|120/90 V18
|- 
!Dry Weight
|215 kg / 475 lbs
|- 
!Wet Weight
|228 kg / 503 lbs
|- 
!Fuel Capacity
|25 Litres / 6.0 US gal
|- 
!Consumption Average
|16.5 km/lit
|- 
!Braking 60 - 0 / 100 - 0
|13.9 m / 40.1 m
|- 
!Standing ¼ Mile
|12.2 sec / 173.3 km/h
|- 
!Top Speed
|213.4 km/h

|}

[[Category:Moto Guzzi motorcycles]]