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Discussion in 'Road Warriors' started by fivehitsweak, Jun 3, 2010.
That's what she said. Sorry, juvenile moment. You mean 6'.
Even after reading bad review after bad review, I can't shake it. Not only expensive but typical of Ducatis would take a pretty penny in the aftermarket to get it right. But still can't shake it. Glad my dealer doesn't have their demo anymore or I might be tempted to make this mistake.
1991 Moto Guzzi LeMans 1000 CI
Yeah, I've already got one in the garage, but a buddy just put his up for sale, and Man!, I'd sure like to have it!
It would be cool to find one of these cheap to fix up.
Should have kept the Wee. You might want to ride an SV650 to see if you fit - they are cramped for large fellows. The Versys fit me better than the SV and was a hoot to ride just like the SV.
I can still fold up pretty good. I rode a buddies ZX-10 a while back and while I wouldn't want to ride all day without stopping, I wan't in pain. An SV can't be any worse, right?
I didn't didn't consider age and flexibility - you will be fine.
I've really never ridden a real sports bike. I did a 20-mile demo on a Street Triple and was in pain at the end. I did 20-30 miles on my brother's SV650 and felt a little too cramped but no pain - would have loved to try a couple hundred miles on one. I did a demo on a Ninja 1000 - nearly as comfortable as my former Gen I FZ1. I could ride all day on the Versys, Gen I FZ1, or my current NC700x - all three can cause minor aches and pains on a day ride, but this could be contributed to the condition of the rider.
The most comfortable riding position in a bike that I've ever had was my KLR. It really needed a better seat and fewer vibrations. The new Tiger 800 feels alot the same with a comfortable seat and smooth engine.
The coolest thing about an SV is that you can put a full exhaust system on it and it sounds like a Duc for a fraction of the cost.
I'm back to a Griso for today. If/when circumstances again allow a second bike, I'd have to really fight to not buy a Guzzi. My first ride on one was a cold 90-miler last winter aboard this one, owned by a member of a Guzzi forum. A fantastic motorcycle. Also spent some time on his Norge....what a day.
+1 on the MG Stone
Nice and basic.
We all need a bike to get us to the local coffee shop, DAMNIT!
I thought the BMW GS series was made for that??
I swear there are more Guzzy folks on this forum than the number of bikes Guzzy sells??? Pretty much an Italian sportster in my mind??
Yeah, they are! I do like to make a stop for coffee somewhere along the route when I take a really long ride someplace. Making coffee over a campfire is just too much hassle for this "hipster".
The only thing the V7 has in common with a Sportster (aside from having two wheels) is a V-twin engine, but with completely different character, and that is mounted with the crank longitudinally, instead across the frame.
The V7 has shaft drive (Sportster = belt drive), "standard ergos", and is at least 150 lbs lighter than a Sportster. Now, with "mid-mount" controls, a Sportster is fairly "standard" in it's ergos, but still more cruiserish. The character of the engines is completely different. The V7 motor makes its best power above 4,000 RPM (the 2012 and early motor are happiest above 4,500 RPM), and the Sportster motors are tuned more for lower end torque, and are perfectly happy to cruise at 3,000 RPM (esp. the 1200).
Now, every any HD fans get their panties in a twist, I'm not dissing on the Sportster, I'm just pointing out that the V7 and the Sportster are very different bikes.
For that matter, all Guzzi engines are very different in character than HD engines. Guzzi engines (very early single cylinder models excluded) are all 90 degree V-twins, where the HD motors are 45 degree V-twins. This leads to very different exhaust notes and vibrations. The 45 degree twin is what gives the HD the "potato-potato" exhaust note that fans loves so much. A 90 degree V-twin has near perfect primary and secondary balance, where the 45 degree V-twins are far from it. Guzzi engines' best torque curve is typically about 1,000 RPM higher than HD engines. The new California 1400's torque curve starts out much lower, more like a Harley, but still revs quite nicely.