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It bugs me when a bike has been punched out to 850 and it’s still called a V7..(and I bet I’m not alone here..).I’m reminded of the Triumph Daytonas that displaced 955 CC’s and were called a T595. Size is important, it’s a boy thing..I have been rabbiting on about this for years.The 750 is a V7The Roamer is a V9The new thing has to be a V8, because if Guzzi ever decide to give the punter what he wants and build a new Le Mans, it will easily out sell the V85.I’m willing to bet with anyone here that history will bear me out. I venture to say that there will be riders who would trade their current V7 for a V8 just for the perceived “improvement”. Notwithstanding the implied tip of the hat to the racing relic of yesteryear.BTW the new bike needs a thicker seat and twin front discs, single looks cheap and nasty.
I sure love the looks of the new blue 850 Special. But, maybe I’ll wait awhile to see if this crankshaft stays together. Honestly, I’m tired of manufacturers trying to save a few bucks. What would it have cost to put the real 850tt engine in it? $500 or so? Big deal! 10 years down the road and a Conrod bearing scores, you’re out of luck. Have to buy a new crank/con assembly. The cost will be so horrendous that you might as well donate the bike to Goodwill and take a tax write off.
Don't look now but the car world is the same. How about a simple oil seal change behind the harmonic balancer in a modern engine. Loosen off the pully/balancer bolt and there goes the cam timing and to re set the cam timing means, rocker cover off, cam driven vacuum pump off, Cam driven HP fuel pump off, inlet cam vacuum drive off, crank TDC tool installed, starter motor off and flywheel lock fitted, new TTY pulley bolt and diamond faced drive washer. All this so they can save a few bucks cutting keyways in the crank nose and balancer and save 2 cents on a key and a step in factory assembly. You want cheap and throw away? you got it. Sad part is it's all beyond the skill level of the average mechanic these days. Ciao
They are at several US dealers, I covered this in another thread. I agree Huzo, the names are a bit bizarre. But there is really no need for dual front disks on these bikes. I think Guzzi is doing all it can to offer small batch , made in Italy bikes for well under 10k US. Dual front disk would add $$ and needles weight. Yes, I know they would look meaner with duals, but it’s still a sub 500 pound, 65 hp m/c, but really, who are we trying to convince?
I sure love the looks of the new blue 850 Special. But, maybe I’ll wait awhile to see if this crankshaft stays together. Honestly, I’m tired of manufacturers trying to save a few bucks. What would it have cost to put the real 850tt engine in it?
Do tell what car is that? So I can avoid...
It bugs me when a bike has been punched out to 850 and it’s still called a V7..(and I bet I’m not alone here..).I’m reminded of the Triumph Daytonas that displaced 955 CC’s and were called a T595. Size is important, it’s a boy thing..I have been rabbiting on about this for years.The 750 is a V7The Roamer is a V9The new thing has to be a V8, because if Guzzi ever decide to give the punter what he wants and build a new Le Mans, it will easily out sell the V85.I’m willing to bet with anyone here that history will bear me out. I venture to say that there will be riders who would trade their current V7 for a V8 just for the perceived “improvement”. Notwithstanding the implied tip of the hat to the racing relic of yesteryear.BTW.The new bike needs a thicker seat and twin front discs, single looks cheap and nasty.
Only the Special has it on the tank.