Wildguzzi.com
General Category => General Discussion => Topic started by: Dirk_S on August 09, 2025, 02:51:42 PM
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I’d love to see it. Plus, they’d get to bring back a bunch of their old model names (or avoid the Hollywood remake-style of recycling model names and actually be creative).
They could even keep their heritage of the forward mounted cylinder, although that might make the placement of the radiator a little wonky.
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I'd like to see Guzzi do that but at least 350cc, maybe a 25hp 350 and 35hp 500, both with lots of torque.
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I'd be on a 500 like a duck on a June bug...but it'll never happen.
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Why not a 65HP 690? Just build it with a forward facing horizontal motor and skip the oversize fenders.
Pete
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They could use the powertrain from a "maxi" scooter and build something like this: (Italjet Amarcord)
(https://i.ibb.co/hRhXwdcN/amarcord.jpg) (https://ibb.co/hRhXwdcN)
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I've been waiting years. 😕
-AJ
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We had a discussion on this subject some 25yrs ago also. If they made one for racing would it be an original and able to compete in vintage class.
At that time Guzzi was the only Mfg that had all the tooling for every model they made STILL in house. Now, who knows if Piaggio tossed it all to be able to rebuild factory. They could make any model again as an original not a reproduction.
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Perhaps they should. After all, BWM, famous for their opposed twin engine, brought out a single, and it's been a big seller. Not only is the BMW a single, but it's a chain drive, abandoning the shaft drive. Still a seller.
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Perhaps they should. After all, BWM, famous for their opposed twin engine, brought out a single, and it's been a big seller. Not only is the BMW a single, but it's a chain drive, abandoning the shaft drive. Still a seller.
Don’t forget they also have parallel twins, and had a horizontal triple…
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Don’t forget they also have parallel twins, and had a horizontal triple…
When BMW first had their singles, almost 100 yrs ago, they kept the shaft drive. The single used the same chassis as the twin. Only change was to electrics; single had a coil + battery ignition, which was cheaper than the magneto ignition of the twins (a cost saving invisible to the buyer).
So...years ago BMW had a single, cheaper than the twin, but at least they tried to keep it similar to their famous opposed twin. Now, parallel twins, a triple, and even chain drive. Oh, the horror of it.
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It is strange how almost all of the motorcycle OEMs have decided to all but abandon the beginner bike market. Back in the 1970's all the Japanese OEMs had "familys" of bikes. You could almost look at the line ups and guess the rider ages they were targeting. I suspect market research says internal combustion engine vehicles don't appeal to the younger potential buyers.
Demographics rule I suppose....
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I imagine if there were ever to come to fruition it would conceived in Italy and manufactured in the Isle of Red like Benelli and Moto Morini and sell in abysmal numbers. People already have the choice of many low cost, low power single cylinder bike made in Zong Shen with no dealer network, not sure putting a Guzzi sticker on the tank would make a difference.
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I imagine if there were ever to come to fruition it would conceived in Italy and manufactured in the Isle of Red like Benelli and Moto Morini and sell in abysmal numbers. People already have the choice of many low cost, low power single cylinder bike made in Zong Shen with no dealer network, not sure putting a Guzzi sticker on the tank would make a difference.
Well said Perazzmx14!
The bike functionality many claim to want already exists in a Suzuki DR650 or Honda CB300 or KTM Duke 390.... but, hey, they are ugly and don't have a status manufacturer badge on the gas tank.
Wild Guzzisti are riders lookng for Unicorns to saddle.
I for one, don't mind riding a pig, but if I want to impress my riding buddies, someone has to put some lipstick on that pig! Maybe not an OEM, but at least the aftermarket!
Due to nothing more than development cost, if such a bike ever emerges, it will have to be based on existing, currently approved, design elements.
I have long thought that a Suzuki DR650 motor in their 250 street bike chassis (TU250X) would sell nicely. Same with a Honda XR650L motor installed in their 300 or 500 Bobber chassis.
Imagine mass producing something as easy as a cool gas tank from the 1960's-1970's. Initial cost may be as low as $100,000 (probably higher) and if it sells with a profit margin of 10%, if the tank sells for $500, you need to sell 2,000 just to recover the initial development cost.
I suspect most of the people who desire that beast, are older riders with the capability to create that bike from existing bikes and OEM/aftermarket parts or manufacture the custom parts themselves.
The ADVRider.com forum thread labeled "Some Assembly Required" is a neat place to visit to see some interesting projects.
I still have a V-Strom 650 front end waiting to be installed on my DR650 to make it more "streetish." Great idea, not a high priority....
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They could use the powertrain from a "maxi" scooter and build something like this: (Italjet Amarcord)
(https://i.ibb.co/hRhXwdcN/amarcord.jpg) (https://ibb.co/hRhXwdcN)
Since no OEM is going to do it, we may as well design it here ourselves.
The bike picture Charley posted with tubeless rims, and a Suzuki DR650 crankshaft, cylinder and head grafted on. That will clear the emissions hurdle in some markets.
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BSA is doing it with the new Gold Star although I think it's too chunky looking. Yamaha did a nicer job IMO with the SR400.
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I still have a V-Strom 650 front end waiting to be installed on my DR650 to make it more "streetish." Great idea, not a high priority....
The DL650 front end will not really make the DR650 any more street able as its still long and spindly with 100-year damper rod tech inside just like the DR650. The DR650 really will benefit from some sort of valving like Ricor's or Gold Valves to add and sprung to match the rider weight style. Then a fork brace to help less then fork flex.
I had Gold Valves in the off-road DR650 and Ricor Intiminators in the street DR650 (eventually turned into a sidecar rig) both with straight weight HD springs and fork braces and either front suspension was light years ahead of any damper rod front forks but still light years behind any modern big diameter USD cartridge fork
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It is strange how almost all of the motorcycle OEMs have decided to all but abandon the beginner bike market.
I’m not sure that’s really accurate. All but one of the Big 4 Japanese manufacturers still sell bikes that are 400 lb, 400cc or lower (I didn’t see any from Suzuki). BMW, Royal Enfield, Triumph all make lower CC / accessible bikes as well. And keep in mind that outside the U.S., 400cc and below are still legitimately EVERYWHERE. Add in the Chinese bikes…
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The DL650 front end will not really make the DR650 any more street able as its still long and spindly with 100-year damper rod tech inside just like the DR650. The DR650 really will benefit from some sort of valving like Ricor's or Gold Valves to add and sprung to match the rider weight style. Then a fork brace to help less then fork flex.
I had Gold Valves in the off-road DR650 and Ricor Intiminators in the street DR650 (eventually turned into a sidecar rig) both with straight weight HD springs and fork braces and either front suspension was light years ahead of any damper rod front forks but still light years behind any modern big diameter USD cartridge fork
I have also added Gold Valves, stiffer springs, & a fork brace to my DR650. I suspect the V-Strom fork would respond equally well to similar treatment.
Primary goal of the V-Strom front end was tubeless 19" wheel and big disks with 4-pot calipers from an SV 1000. Plus a bit lower.
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I’m not sure that’s really accurate. All but one of the Big 4 Japanese manufactures still sell bikes that are 400 lb, 400 cc or lower (I didn’t see any from Suzuki). BMW, Royal Enfield, Triumph all make lower CC / accessible bikes as well. And keep in mind that outside the U.S., 400cc and below are still legitimately EVERYWHERE. Add in the Chinese bikes…
That was no doubt an exaggeration on my part. I think it interesting the 400cc to 650cc now are considered beginner bikes.
I remember when the Honda 450 & the British twins were considered a bike bike.....
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That was no doubt an exaggeration on my part. I think it interesting the 400cc to 650cc now are considered beginner bikes.
I remember when the Honda 450 & the British twins were considered a bike bike.....
Iirc, there was an article in Classic Bike in the mid-late 90’s (I’m sure I still have it somewhere around here…) talking about the changing bike scene and parameters. Based upon functional hp guidelines (hp vs weight) for a license at that time in Britain, a Vincent and (maybe even a V7 Sport?) would be considered a beginner’s bike…
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My phone was telling me that Guzzi was bringing a 457 parallel twin version of the Aprillia bike.
Anyone else read that? :bike-037:
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.....and back to the original question. Yes. Absolutely. Moto Guzzi should bring a moder single into production.please, oh please, bring a modern Dingo, Cardellino, Zigolo, Falcone, Nuevo Falcone, or even Stornello. We will even forgive Moto Guzzi for trying to revive the Stornello name on a small block scrambler. These little trotters aren't just for enticing new riders into the grand lifestyle of motorcycling, but will also allow us older riders an option as our aging bodies aren't capable of holding up and managing the heft of these large modern bikes. I remember when a 400 twin was considered a full size bike for an adult, before long I will be the adult that doesn't really need any more than a 400 for daily duty.
Skippy
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I have also added Gold Valves, stiffer springs, & a fork brace to my DR650. I suspect the V-Strom fork would respond equally well to similar treatment.
Primary goal of the V-Strom front end was tubeless 19" wheel and big disks with 4-pot calipers from an SV 1000. Plus a bit lower.
If tubeless wheels are the primary goal, rock on, but you still have to deal with the rear somehow. The DL650 forks are the same diameter as the DR650 so there is no structural gain there. On the fence on the brake upgrade and in the end probably not a huge benefit. On my 2006 DR650 I ran a set of 17/17 motard wheels and while the handling was greatly improved even riding as spirited as possible in the twisties of WV brake fade was never an issue with the 2-pot single disc. The DR just does not have a lot of weight to slow down and compression braking is huge. Honestly the DR650 could benefit from a slipper clutch more so than anything. The bug single when spirited down shifts will skip the rear tire every gear down shift. It really eats up tires. A slipper would really smooth this out.
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We need a bacon slicer flywheel
500CC horizontal cylinder, perhaps with enclosed SOHC
Option of chain or belt rear drive
Single disk front and rear, Hydraulic not cable.
Im ok with kick start but perhaps upgrade from flywheel magneto to electronic 12 Volt battery powered coil
I think i'm ok with a carb.
Roy
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BSA is doing it with the new Gold Star although I think it's too chunky looking. Yamaha did a nicer job IMO with the SR400.
I agree with both of those statements. I suspect Yamaha bypassed a 500cc or 600cc motor because they could not make an air cooled single that big pass emissions in some markets.
IMO, the new SR400 is perhaps the best looking 70's retro styled bike out there. There would have been no significant cost increase in making it a 500 or 600cc bike.
A fuel injected, air cooled, electric start SR600 would be a bike I would seriously consider buying.
I don't think Yamaha sold many of the new SR400's. Every few months one will pop up for sale. They always look just like new. I doubt it is a bike that gets abused.
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If tubeless wheels are the primary goal, rock on, but you still have to deal with the rear somehow. The DL650 forks are the same diameter as the DR650 so there is no structural gain there. On the fence on the brake upgrade and in the end probably not a huge benefit. On my 2006 DR650 I ran a set of 17/17 motard wheels and while the handling was greatly improved even riding as spirited as possible in the twisties of WV brake fade was never an issue with the 2-pot single disc. The DR just does not have a lot of weight to slow down and compression braking is huge. Honestly the DR650 could benefit from a slipper clutch more so than anything. The bug single when spirited down shifts will skip the rear tire every gear down shift. It really eats up tires. A slipper would really smooth this out.
Those are all valid statements.
Years ago, I had a set of SV650 wheels machined to fit the DR650. So I got the tubeless rear wheel covered. Due to lack of testosterone (and perhaps road conditions), I never really noticed an improvement in handling with the SV650 wheels. I probably should have got some high performance tires rather than Avon Destanzas. I don't think I rode any faster on my KTM Duke 690 than on my DR, even though everything about the KTM was light years better.
I agree massive compression braking is available. You can ride pretty quickly thru the twisties without ever touching the brakes. There might not be much more power in reving the DR above 5000 rpm, but the payback in engine braking when you back off the throttle is huge.
At some point, if I get ambitious, I'll look at 4.0x17 and 3.0x17 rims as an option. Some of the Sound of Singles racers have some interesting opinions on not putting too much rubber on their light weight bikes.
IIRC, CBR250R wheels are a popular conversion. 4.0x17 and 2.5x17, IIRC.
If I ever do go for some SM wheels, those high Kineo wheels are sexy. IIRC, a buddy paid $2500 for a pair.
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My '74 Aermacchi (H-D) 350 Sprint is the most fun of all the bikes in the garage; one day I'll get around to a full 'restomod' cafe build so I can trust it for all-day rides.
Nearly a 'Guzzi, 5 speed, electric start, faster than it should be given the brakes, and pretty cheap and available.
Still, if MG brought back something 'retro' in appearance (read, 'knuckles') but with modern reliability, I'd fight for that June Bug. I desperately wanted a Ducati Supermono but just couldn't find one available.
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But, does it make sense for Guzzi to do so? My guess is no, or they would have done it by now. Yes, there are dozens, perhaps many hundreds, maybe even a few thousand older guys who would love to get their hands of a cool street going thumper, but does that make financial sense? I can't think of any 350cc single or larger, other than RE, that sells in any numbers in the US. Yes, BMW had a single 650, but I think it's been gone for years now. And the enfield sells mostly to a small niche, and the SR400 was a sales bomb. Some company would have to take a gamble, and in this environment, you don't see many makes willing to do so. BSA apparently just entered the US market with their tip toes, so we shall see. My bet, is it does not succeed like RE has.
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I'd love to see a big, all roads, single. Like a Suzuki street single utilizing their DR650 motor with 19"/17" tubeless wheels, low fenders, 5" suspension, and 4.5 gallon tank. I know this isn't happening from Suzuki but something along that line from someone, why not Guzzi?
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1980s Guzzi prototype big single.
Mono 670
Around 1987, given the great popularity enjoyed by enduro bikes powered by the large-displacement single-cylinder engine, Tonti decided to build an engine of this type. The project was designated M 71 and led to the construction of several prototypes, duly tested on the bench. It was a water-cooled "mono" with dual overhead camshafts and four valves, featuring two auxiliary balance shafts driven by a double-toothed belt. To minimize the engine's vertical bulk, dry sump lubrication was adopted. The crankshaft was monolithic and operated entirely on bushings. The water pump was driven by the rear auxiliary shaft. A toothed belt was used to drive the timing, but a switch to a chain drive was planned. This 670cc single-cylinder engine, a displacement achieved by combining a 102mm bore and 82mm stroke, delivered a power output exceeding 60 horsepower on the test bench, a true record for the time. After all, Tonti was a true racer...
Another article.
Tonti also dared to use a single-cylinder engine for a supposed trail range (and surely some sporty one to compete with the beautiful Gilera Saturno 500). It was apparently developed in 1987 and was certainly totally modern: 670cc (102x82mm), liquid cooling, double overhead camshafts driven by a toothed belt, four valves per cylinder, two balance shafts to mitigate vibrations and dry sump lubrication, making it very compact. It was said that on the test bench it produced 60 hp (barely 48 hp for the Japanese single-cylinder engines of the time), but as I mentioned in " some trail bikes from the 80s and 90s that set the course ", in those years single-cylinder trail bikes were beginning to fall into disrepair, unable to stop the twin-cylinder engines and their greater road capabilities. Yes, it would have been above the Gilera Bi4 engine and on par with the Suzuki DR 800 Big, but Moto Guzzi decided not to continue with the project.
(https://i.ibb.co/1tsYP5dB/Moto-Guzzi-Mono-670-2.jpg) (https://ibb.co/1tsYP5dB)
(https://i.ibb.co/LzxdH4S0/Moto-Guzzi-Mono-670.jpg) (https://ibb.co/LzxdH4S0)
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When doing some cursory research, I’m finding projections and data aligning to my observation that single-cylinder bikes are rising, particularly in the US. Gas prices rising, cost of living, cities becoming denser, congested. Scooters are definitely on the up, so why not lightweight bikes? Cheap bikes DO sell—imagine how many Chinese bikes will be on our roads in ten years. So, in my mind, it absolutely makes sense for these manufacturers to continue putting out thumpers. The KLR 650 is a single cylinder, liquid cooled bike, and still popular. A number of other enduro/dual sports are single cylinder as well. Urban scoots are necessary to avoid congestion (now if only the US would adopt lane filtering more quickly, but I think we’re moving in the right direction). The lightweight standard market—be it modern classics or standards with some objectively ugly fairings/styling—is hands down the number one segment in the rest of the world, and e-bikes are really ramping up. And, with US cruisers continuing to cost quite a penny (even the new cheap Harley coming out next year might not be cheap enough at $6k)…you see where I’m going.
But again, perhaps these biased eyes have been looking at the GB350 for too long and wondering out loud why the heck the rest of the world gets to enjoy that bike and not us here in ‘Murica
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...... perhaps these biased eyes have been looking at the GB350 for too long and wondering out loud why the heck the rest of the world gets to enjoy that bike and not us here in ‘Murica
I like the GB350 also. But we're going to get the GB500 which is yet another version of the CB500 which I have no interest in.
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…and goshdang I want a modern Galletto. 18” front, rear, and include the spare.
(https://i.ibb.co/9HzjJw7x/IMG-5863.jpg) (https://ibb.co/9HzjJw7x)
If Vespas, Lambrettas, Ruckuses, the various Honda mini bikes and all the knockoffs of these machines sell well, I think the Italian Cockerel would, too.
But hey, I guess the manufacturer always knows best ;)
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…and goshdang I want a modern Galletto.
Get yer $$$ ready!
https://www.ebay.co.uk/itm/205650171304
Moto Guzzi Galletto 192cc 1955 Full Restoration
(https://i.ibb.co/hRXrxzfN/s-l960.jpg) (https://ibb.co/hRXrxzfN)
5e dice roller (https://freeonlinedice.com/)
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Here you go…
(https://i.ibb.co/2DsvJdh/IMG-2910.jpg) (https://ibb.co/2DsvJdh)
These sell like hotcakes everywhere except the US, horizontal single, water cooled, 4 valve step thru just like the last two photos…tubeless…200-250-350-500cc versions
Available at your local Aprillia/Piaggio dealer
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It is strange how almost all of the motorcycle OEMs have decided to all but abandon the beginner bike market. Back in the 1970's all the Japanese OEMs had "familys" of bikes. You could almost look at the line ups and guess the rider ages they were targeting. I suspect market research says internal combustion engine vehicles don't appeal to the younger potential buyers.
Demographics rule I suppose....
At least in Europe, I find - happy to report - that there are quite a few options for beginners. Some examples, but there are plenty more: Honda CFR300, CB300, CL500 Suzuki: DR-Z400, AN400 Kawasaki: Z500, Meguro 230S Voge: 300AC Royal Enfield: 350 Hunter, 450 Himalayan KTM: 390 Duke, 390 Adventure BMW G310 Husqvarna 401 Triumph Speed 400, Scrambler 400X CF-MOTO 450 Bobber Yamaha Xmax 300 Fantic Carabello 500 Scrambler
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A 500cc single and a 1000cc 120-degree twin based on the same architecture would be cool and would look back at successful racing designs of the past. (yes I know those were 500cc twins based on the 250cc architecture).
bicilindrica !!!
Seems like everyone is releasing 400cc-500cc singles these days. It would be a way to share lots of parts between two models.
(https://i.ibb.co/s9GGDHz0/Moto-Guzzi-1938-500-2-C-GP-PA-01.jpg) (https://ibb.co/s9GGDHz0)
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…Husqvarna 401 Triumph Speed 400, Scrambler 400X…
The Triumph 400 singles have indeed been popular here in the States since they arrived at our doorsteps as well.
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A 500cc single and a 1000cc 120-degree twin based on the same architecture would be cool and would look back at successful racing designs of the past. (yes I know those were 500cc twins based on the 250cc architecture).
bicilindrica !!!
Seems like everyone is releasing 400cc-500cc singles these days. It would be a way to share lots of parts between two models.
(https://i.ibb.co/s9GGDHz0/Moto-Guzzi-1938-500-2-C-GP-PA-01.jpg) (https://ibb.co/s9GGDHz0)
I like the idea. Vincent 500 single was half a 1000 twin, and the Buell 500 was half a Buell / Sportster 1000 twin, Glen Curtiss made twins out of singles, and I am sure there are more examples.
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Either a single or modern V50/65. I downsized from my V85TT to a Triumph Scrambler 400X but would have been willing to spend more for a 400-500cc MG if only they made one.
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I still think this is but an old mans fever dream. But I hope for the sake of of you guys having it, it comes true.
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Tremendous established competition in the sub 500cc class, and much of it available at a price point Piaggio would not, or could not match.
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I think my V85TT is as low powered as I want to go! I don't want arms ripped out of sockets power but I want a bike that can get out of it's own way.
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I have never felt my 55hp V9 lacking power, but if traffic regularly moved at 80 mph I may have felt different.
Then again, being able to use all the power a bike has without breaking the law can also be satisfying. When I first began riding at the age of 16 in 1980, I was limited to 7hp and 50 mph for two years. Top speed according to my speedo was 78 kph / 49 mph. With a strong tailwind, my restricted Honda CB100 would do an indicated 85 kph / 53 mph without sounding stressed. I remember thinking if my motorcycle would do that under every condition, I would not need more. I dreamt of upgrading to a KL250 when I turned 18, but ended up buying a CX500 instead. It was 107 kph / 66 mph faster than my CB, and I kept the throttle pinned more often than not. Too fast for my skill level, a KL250 would have been better.
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..a KL250 would have been better.
Great machines, except when a gear lever rattles off on a dual carriageway or another time, it was the kickstart. At least I retrieved them and could bump start with the latter. Their only major design flaw, like the Z200, was the plain bearing for the overhead cam. I had to get a machine shop to make a bronze bush for my Z200 but the motor was well past its best by the time that was done. I gave that bike away for free to some local kids, for off-road use. :shocked:
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The 200 engine was far more fragile than the 250, from what I have read. A friend of a friend's dad owned a Z250C, an electric start standard model with cast wheels and drum brakes front and rear. I loved its looks back then, although nothing looked better to me than the SR500 with cast wheels. Neither the CB100, Z250 or SR500 had balancer shafts and would vibrate heavily. For whatever reason, my CB100 would run significantly smoother if I rode it very gently for the first 3 miles, and the smoothness (or lack of if ridden too frisky when cold-ish) would remain regardless of how long the ride was. After cooling completely, all was reset.
(https://i.ibb.co/HpXc9hNZ/8771fc7e7159d0fd2509f2a485de2c40.jpg) (https://ibb.co/HpXc9hNZ)
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After Ed Milich rebuilt the heads and flowed the manifolds on my V50III it pulls firmly to redline and can maintain 75mph (indicated) all day. 350lbs dry.
(https://i.ibb.co/HTC001NG/IMG-0182.jpg) (https://ibb.co/HTC001NG)
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1980s Guzzi prototype big single.
Mono 670
Around 1987, given the great popularity enjoyed by enduro bikes powered by the large-displacement single-cylinder engine, Tonti decided to build an engine of this type. The project was designated M 71 and led to the construction of several prototypes, duly tested on the bench. It was a water-cooled "mono" with dual overhead camshafts and four valves, featuring two auxiliary balance shafts driven by a double-toothed belt. To minimize the engine's vertical bulk, dry sump lubrication was adopted. The crankshaft was monolithic and operated entirely on bushings. The water pump was driven by the rear auxiliary shaft. A toothed belt was used to drive the timing, but a switch to a chain drive was planned. This 670cc single-cylinder engine, a displacement achieved by combining a 102mm bore and 82mm stroke, delivered a power output exceeding 60 horsepower on the test bench, a true record for the time. After all, Tonti was a true racer...
Another article.
Tonti also dared to use a single-cylinder engine for a supposed trail range (and surely some sporty one to compete with the beautiful Gilera Saturno 500). It was apparently developed in 1987 and was certainly totally modern: 670cc (102x82mm), liquid cooling, double overhead camshafts driven by a toothed belt, four valves per cylinder, two balance shafts to mitigate vibrations and dry sump lubrication, making it very compact. It was said that on the test bench it produced 60 hp (barely 48 hp for the Japanese single-cylinder engines of the time), but as I mentioned in " some trail bikes from the 80s and 90s that set the course ", in those years single-cylinder trail bikes were beginning to fall into disrepair, unable to stop the twin-cylinder engines and their greater road capabilities. Yes, it would have been above the Gilera Bi4 engine and on par with the Suzuki DR 800 Big, but Moto Guzzi decided not to continue with the project.
(https://i.ibb.co/1tsYP5dB/Moto-Guzzi-Mono-670-2.jpg) (https://ibb.co/1tsYP5dB)
(https://i.ibb.co/LzxdH4S0/Moto-Guzzi-Mono-670.jpg) (https://ibb.co/LzxdH4S0)
Fascinating. Reminds me of the japanes deciding to abandon two strokes.
Same time frame as Yamaha's SRX600 which sold like lead balloons in the US.
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Fascinating. Reminds me of the japanes deciding to abandon two strokes.
From my recollection street 2-stroke sales had been declining to the point they were hardly selling and one factor was the poor fuel mileage at a time when gasoline was becoming expensive. Of course the EPA put the final nail in the coffin.
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Fascinating. Reminds me of the japanes deciding to abandon two strokes.
Same time frame as Yamaha's SRX600 which sold like lead balloons in the US.
IMO, the SRX600 (and SR500, later SR400) would have sold better if they had electric start.
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I’m finding projections and data aligning to my observation that single-cylinder bikes are rising, particularly in the US. Gas prices rising, cost of living, cities becoming denser, congested.
I live in a suburban metro. The local Triumph dealer sells more 400s than anything else. All to older grey beards who are downsizing for one reason, or another. These guys don't care about gas prices and we don't really have any big city congestion. They're buying them because they're light, fun, cheap. They're aging baby boomers and older Gen Xers who could buy anything on the lot, but choose lightweight fun. Major trend going on that Guzzi really should be capitalizing.
But they won't. We'll just get bold new graphics on a V7 variant.
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IMO, the SRX600 (and SR500, later SR400) would have sold better if they had electric start.
Yep!
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Completely serendipitous, but I was looking at fairings and ran across this. I've never seen one of these- don't know if they made it to production. But it sure looks like it took inspiration from the Galletto and a few other bikes.
https://www.globalsuzuki.com/motorcycle/smgs/digital-archive/2_bike/ss4_068.php#p1
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I live in a suburban metro. The local Triumph dealer sells more 400s than anything else. All to older grey beards who are downsizing for one reason, or another. These guys don't care about gas prices and we don't really have any big city congestion. They're buying them because they're light, fun, cheap. They're aging baby boomers and older Gen Xers who could buy anything on the lot, but choose lightweight fun. Major trend going on that Guzzi really should be capitalizing.
But they won't. We'll just get bold new graphics on a V7 variant.
I think you're wrong there Rocker. The 25 v7 is a far cry from just new graphics. As well, as a fair amount of evidence indicating that Guzzi is planing on release of a 400ish twin.
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Out of curiosity, disregarding emissions laws and market driven issues, what is the sane engineering upper limit displacement for a single cylinder / drive shaft bike?
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Out of curiosity, disregarding emissions laws and market driven issues, what is the sane engineering upper limit displacement for a single cylinder / drive shaft bike?
Real motorcycle: 779cc engine found in the Suzuki DR800S. bore of 105mm and a stroke of 90mm.
For the Hell of it motorcycle: The largest single-cylinder motorcycle engine ever made was in the NSU Bison 2000. Built by Fritz Langanger specifically to break the record for the largest single-cylinder motorcycle engine. The engine's cylinder was taken from a radial aircraft engine and modified to fit the motorcycle.
Stationary engine: The Otto is a very impressive single-cylinder, stationary, natural gas engine and is the largest remaining single-cylinder engine we know of in the world. It weighs about 25 tons and the Deane pump weighs 20 tons. The engine has a 21 inch bore and a 30 inch stroke, which yields a displacement of 10,391 cubic inches, or approximately 170 liters. Its nameplate rating is 175 hp at 180 RPM. When operating at these conditions the engine produces over 5100 ft lbf of torque.
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1700cc single-
https://www.youtube.com/watch?v=DTBRLk6eVlA