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Please note that the following was lifted from 'Bike' magazine, not my words!


MOTO GUZZI LE MANS MK I

What It Was
Sex on wheels – the Le Mans was a stunning looker. A combination of bright red (alternatively, metallic blue or white), matt black and bare alloy in a tight and meaty package. and it went some too.

Now we think of Guzzis as being idiosyncratic and archaic. Twenty years ago [now 40+ years ago – M.H.] they were just idiosyncratic, you couldn't argue with the performance. The Le Mans was faster than almost any other bike on the road in the 1970's and, unlike period Jap bikes, it stopped and went round corners too.

What It Is Now
Still sexy. A classic Italian motorcycle, and THE Moto Guzzi V-twin. The Mk I Le Mans is probably the most practical exotic classic bike you can buy. It'll take you two-up to the South of France (if you've got a stoic pillion and a sense of humour); it'll scratch down twisty roads (just don't expect to get used to Guzzi handling immediately), it'll turn heads (especially if it has loud pipes) and you can ride it to work.

How Fast?
132.15mph said Bike Magazine, August 1976. Although at that time they hadn't speed- trapped a Z1 Kawasaki, Ducati 900SS or the Laverda Jota, which were also up in the exclusive 130mph club. The Le Mans' optimistic Veglia speedo would have you believe this is a 150mph bike.

Basic Spec
Engine:	90º V-twin cylinder 4-stroke.
Power:	78 bhp @ 7,300 rpm (flywheel).
Torque:	< 57 lb/ft @ 6,600 rpm.
Starter:	pre-engagement type starter motor and flywheel ring gear (just like a car).
Clutch:	2-plate dry.
Primary Drive:	gears.
Gearbox:	5-speed constant mesh.
Final Drive:	cardan shaft and bevel gears.
Generator:	280 W 3-phase alternator.
Ignition:	battery/coil.
Brakes:	front, 2 x 300mm perforated iron discs, twin piston calipers – rear, single plain iron 242mm disc.
Frame:	tubular steel cradle.
Forks:	telescopic, Moto Guzzi patent sealed dampers.
Rear:	swinging arm, adjustable coil springs.
Wheelbase:	58.4".
Dry weight:	431 lbs.
Oils:	3.9 litres.
Fuel:	22.5 litres.

How Much?
Then, £1999 when a Kawasaki Z900 cost £1369. Now an early Le Mans is the most sought after of Guzzi twins, but it's a top value classic buy if you're looking for a user rather than a mint condition original. Minters go for more than four grand, and they have been known to fetch £5500. [I've even seen one in a museum! (Melrose, Borders Scotland – M.H.)] Good, clean, usable bikes, with useful modifications sell for £2500 – £4000. Watch out for fakes. [Appendix: post 2010 prices are going way up, expect 7,000 – 8,000 typical – M.H.]

Know This
The 844cc Le Mans was introduced in 1976 as a replacement for the 748cc wire-wheeled V7 S3. The V-twin power plant was derived from an engine originally developed to power a light four-wheeled transporter for the armed forces. The compactness of the engine and the transverse configuration has made it ideally suited as a motorcycle power unit (Haynes manual, 1981). The Le Mans was among the first production bikes to feature triple disc brakes and cast alloy wheels. The brakes included a front/rear linked system (like Honda use now on the Blackbird, Pan European and VFR) in which one front disc and the rear disc were operated by the foot pedal, and the second front disc was operated by the handlebar lever. Then, as now, you either love it or loathe it. It was available in either red (yes) or pale metallic blue (no) and the little screen and fairing was standard.

Which One?
The Mk I is the one you want. The Mk II, which replaced the Mk I in the latter part of 1978, has a rectangular headlight, a Spada-like fairing and is generally considered not as pretty – it's not surprising therefore that lots have been converted into Mk I lookalikes. Post 1978, following models went downhill fast. Fashion rode rough-shod over sanity, resulting in hideous exercises in bodywork re-design, useless air assisted suspension that didn't work and 16 inch front wheels that were plainly dangerous. An increase to 1000cc (actually 948cc) in the Mk III was a vain attempt to keep up with the Japanese, merely resulting in loads of vibration and a horrible flat spot occurring exactly in the most used midrange rpm band. The increase in capacity is not worth the extra insurance. Basically, therefore, the early 850 is impossible to better without going back to the drawing board. Guzzi parts are interchangeable between models, which means that it's easy to convert a Mk II into a Mk I, and only slightly more difficult to turn a cooking 850 T3 into a Le Mans impersonator. As a guide to spotting a fake, all engine and frame numbers for Mk I and Mk II Le Mans' should start with the prefix letters 'VE', but they never match. The Mk II has different forks, yokes, instruments and ignition switch location to the Mk I, But it's possible to do a very convincing job of turning one into the other.

What Was Wrong With It?
Not much if you ignore the heavy throttle and the awkward riding position. [a change to the 'light' throttle slide springs helps a lot – M.H.] Old Guzzis keep running forever if you treat them right, mileages of over 150,000 aren't uncommon. The stock exhausts were a bit restrictive but could be replaced, but the air filters weren't restrictive enough – in fact there weren't any filters originally – fitting aftermarket is a good idea and there are lots of sensible modifications which may be made to a cared for and used machine. 95Occ big bore kits, deep sump conversions and camshaft drive gears are valid. An aftermarket dualseat should improve comfort, and rearsets help too.

Virtues
Simplicity. Moto Guzzi engineering is chunky, solid and about as complicated as that for a steam locomotive, so it's easy to work on at home with simple tools. Plus shaft drive! No 'orrible nasty filthy drive chains that demand you keep oiling and adjusting.

Disadvantages
Shaft drive absorbs a lot of power, especially as all the gears are helix toothed to minimise noise. Hence power output is most often quoted as that at the crankshaft.