Moto Guzzi Le Mans

Visually, the new Guzzi Le Mans provoked a bit of comment with it’s single headlight fairing. Some, more accustomed to the twin headlight craze found on most modern bikes, did not like it. Others liked the retro look and made the link to the original bike. The lines are definitely softer and more rounded, and that is really a great way to describe the bike.

The modern 40mm Marzocchi USD fork, adjustable for compression, rebound and pre-load, does a good job of keeping the bike on track while not beating the life out of the rider. I made some minor adjustments as it felt a little soft on the both the front and rear, while feeling a little harsh over the bumps up front. A few clicks of the easily adjustable suspension had it to my liking, and I also backed out the steering damper all the way. The bike certainly never felt unstable at high speeds and made directional changes more quickly in the tight twisties of the Smoky Mountains.

Out back the rear shock is also adjustable for the big three, and a pre-load wheel is accessible with a dexterous hand by going up under the rear side panels. The seat comes off and on in a heartbeat, and there is a small tool kit and access to the maintenance free battery once it is removed. You cannot get to the shock adjuster this way. I tried, but you can access the well-marked fuses and relays very easily. There is not much room for any type of storage though, except maybe a couple of maps and a flashlight under the tailpiece if you needed.

Sitting on the bike, the rider’s eye view is very “retro.” Small, round graphite faced gauges sit in the centre of the console, with conservative looking white numbers and conventional needles to indicate road or engine speed. In between, there is a small pad with all the usual warning lights. The inside of the fairing is clean and functional with nice semi gloss inserts covering wiring, brackets and the like.

Outside, the attached mirrors are very clear and give a pretty decent view of what’s behind. The handlebars sit comfortably above the triple clamp as I mentioned earlier, and have the hydraulic reservoirs for the clutch and brakes attached. These are small, neat Aprilia sourced items and look pretty trick.

Top marks for the four way adjustable dogleg levers; they have a nice feel and can be set to the desired distance from the bars. No points for the horn button being above the turn signal switch though. It took a while to re-program my left hand, and my riding partner was getting very confused by the sound of the Guzzi’s horn beeping every time we turned a corner.

Firing the bike into action requires a twist on the left handlebar control to enrich the fuel injection, a pull of the clutch and a quick stab of the starter button. The Magnet Marelli IAW electronic digital ignition fires the big twin instantly to life, and it soon settles into its characteristic rumbling idle.

Clutch action is extremely light, and the dry clutch is super smooth as the big Guzzi leaves the line. The gearbox is a joy to use and quickly and easily selects the next ratio with the lightest tap on the lever.

Once under way, fuel is pumped into the big cylinders by Magnet Marelli IAW Multipoint phased sequential fuel injection, and mighty fine job it does too. Roll on the throttle anywhere in the rev range and you will be rewarded with a smooth, seamless power delivery. I did notice some stuttering occasionally near the red line in the lower gears, and at first thought it might be a low fuel situation. It was not persistent though and I have not noticed it since; perhaps it had something to do with the Georgia gas?

The distinctive looking air-cooled engine is a 90-degree V-twin displacing 1064cc. This is achieved by use of a 92mm bore and 80mm stroke, and power is rated at 91bhp @7,800rpm with 70ft/lbs of torque a 6,000rpm. There is obviously a certain level of vibration from such big pistons, but it is never uncomfortable and certainly adds to the bikes large “charm” factor.

Another element of the bike’s engine I found most addictive is the way the big flywheel will keep spinning up for just a moment after you shut the throttle at speed. There is a cool, floating feeling before the engine’s deceleration begins to match the wheels. This heavy flywheel effect makes for effortless high speed riding, and the big Guzzi loafs along in top gear at 80 mph, just 4,250 rpm showing on the Speedometer. At this speed, overtaking is just a throttle turn away, with no need for a downshift to access the necessary passing power.

Find some open road and run up into the triple digits and the Guzzi is equally unfazed. The sport fairing gives great wind protection and there is absolutely no protest from the mellow, pulsing V-twin beneath. I did not get to top the bike out, but would think speeds over 140 mph should be easily attainable for those in need.

The big pistons have a healthy 9.8:1 compression ratio and the cylinders make do with 2 valves for intake and exhaust duties. The burned gases pass through stainless steel down pipes and large steel mufflers, which do a great job of keeping the neighbours happy during early morning start-ups. As you pull up hard through the gears, you can hear the muted boom from the pipes on full throttle, and the intake roar is music to the ears. It would just be a little nicer to fit some slightly less restrictive aftermarket pipes to better hear the music.

High mileage days will be no problem on the Le Mans, and the large 20.7-litre tank, with a sensible 5-litre reserve, will be a big help. Fuel consumption figures were fairly consistent around 35-40mpg whether riding two up, cruising open highways or scratching on some of my favourite back roads.