Moto Guzzi V50 Monza
Moto Guzzi V50 | |
Manufacturer | |
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Also called | V50 mk 2, V50C, V 50 C, V50 Monza, V50 III, V50II, V 50 Monza, V 50 III, V 50 II, V 50 |
Production | 1981 - 82 |
Engine | Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder. |
Compression ratio | 10.4:1 |
Top Speed | 107 mph |
Ignition | Battery powered inductive |
Transmission | 5 Speed |
Suspension | Front: Telehydraulic gas forks Rear: Swinging arm fork with hydraulic gas shock absorbers |
Brakes | Front: 2x 260mm disc Rear: Single 235mm disc |
Front Tire | 3.25-18 |
Rear Tire | 3.50-18 |
Weight | 160 kg / 353 lbs (dry), |
Fuel Capacity | 16 Liters / 4.2 US gal |
Manuals | Service Manual |
It could reach a top speed of 107 mph.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder.. The engine featured a 10.4:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Dry single plate.
Chassis[edit | edit source]
It came with a 3.25-18 front tire and a 3.50-18 rear tire. Stopping was achieved via 2x 260mm disc in the front and a Single 235mm disc in the rear. The front suspension was a Telehydraulic gas forks while the rear was equipped with a Swinging arm fork with hydraulic gas shock absorbers. The V50 Monza was fitted with a 16 Liters / 4.2 US gal fuel tank. The bike weighed just 160 kg / 353 lbs.
Photos[edit | edit source]
Overview[edit | edit source]
Moto Guzzi V 50 Monza
The V50 Monza was light and compact but
it never received the accolades it deserved. Well, IAN FALLOON is going to
change all that...
During the mid-1970s the oil
crisis led to many motorcycle manufacturers expanding their middleweight range.
Moto Guzzi was no exception, and its designer Lino Tonti decided to retain the
traditional layout, a 90-degree V-twin with shaft final drive. He eventually
persuaded Alejandro De Tomaso to sanction a smaller V-twin, but was instructed
to increase production and reduce manufacturing costs. Tonti managed to create a
brilliantly compact motorcycle. Though the 90-degree V-twin closely followed the
layout of the larger bikes with its chain-driven central camshaft and
pushrod-operated valves, in many other respects the design was highly
innovative, incorporating several technical advances over the larger twins.
The new design solved some of
the problems that had never been tackled on the V7, in particular the clutch and
accessibility of the oil filter. The oil filter could be replaced without
removing the sump, and the dry clutch was improved through the use of one
friction plate and a diaphragm spring in place of multiple coil springs. This
clutch design gave far fewer problems than that of the larger twins, with
minimal spline wear and a smoother action. Another variation from the larger
engines was the cylinder-head design, utilising Herron heads with two parallel
valves; the combustion chamber incorporated in the piston crown. This enabled
high compression ratios, excellent fuel economy, and simplified manufacturing.
However, the small valves, and sharply curved ports restricted ultimate
breathing.
There were several other changes
to the overall design of the smaller engine and drivetrain. As it was designed
to be produced in a variety of engine displacements, the helical primary gears
lived in an intermediate housing between the engine and gearbox. The alloy
swingarm pivoted on the rear of the five-speed gearbox in a manner similar to
that of the 500cc V8 racer. The frame was similar to the big twins, with a
detachable lower section, but with extremely skinny air-assisted forks and twin
shock absorbers. There were triple integrated disc brakes in the usual Guzzi
style. The angular styling and engine finning would eventually influence the
larger twins and the overall result was a remarkably light and compact
motorcycle.
Not unexpectedly, sporting
versions of both the V35 and V50 followed soon after their release in 1977.
Styled along the lines of the Le Mans, with small fairing clip-on handlebars and
rear-set footpegs, the V35 Imola and V50 Monza were both named after race tracks
in Italy. The Monza had a considerably uprated engine over the regular V50.
Retaining the engine dimensions of 75x57mm, there were larger valves and
Dellorto PHBH 28B carburettors that saw power increased to 48bhp at 7600rpm.
The sizes of all the gearbox shafts, gears and bearings were increased to cope
with the power, and there was dual points ignition and a duplex timing chain.
While the V50 Monza provided
significantly improved performance over the V50, it was still no match for the
other sporting 500s appearing at that time. Where the V50 Monza really scored
was in its weight and dimensions. With a 1420mm wheelbase and weighing only
160kg, the bike was tiny - especially compared to the comparable Honda CX500
"Plastic Maggot". The quest for more power culminated in the introduction of a
four-valve cylinder head on the 650cc Lario of 1984, but the bike lost the fine
looks and balance of the V50 Monza.
Unfortunately the quest for
cheaper manufacturing compromised the production quality of the smaller twins
and the V50 Monza was largely forgotten. Providing an elegance and simplicity
rare in the early 1980s, it never received the accolades it deserved despite
offering a wonderful motorcycling experience away from the world of excessive
weight and power.
Source Bikepoint
Make Model | Moto Guzzi V 50 Monza |
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Year | 1981 - 82 |
Engine Type | Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder. |
Displacement | 490 cc / 29.9 cu-in |
Bore X Stroke | 74 x 57 mm |
Cooling System | Air cooled |
Compression | 10.4:1 |
Induction | 2x 28mm Dell'Orto PHBH carbs |
Ignition | Battery powered inductive |
Starting | Electric |
Max Power | 48 hp / 35.7 kW @ 7500 rpm |
Max Torque | NA |
Clutch | Dry single plate |
Transmission | 5 Speed |
Final Drive | Shaft |
Front Suspension | Telehydraulic gas forks |
Rear Suspension | Swinging arm fork with hydraulic gas shock absorbers |
Front Brakes | 2x 260mm disc |
Rear Brakes | Single 235mm disc |
Front Tire | 3.25-18 |
Rear Tire | 3.50-18 |
Dry Weight | 160 kg / 353 lbs |
Fuel Capacity | 16 Liters / 4.2 US gal |
Consumption Average | 43.7 mpg |
Standing ¼ Mile | 14.3 sec / 91.3 mpg |
Top Speed | 107 mph |