Seriously—how cool would it be if Guzzi brought back their singles??

[Dirk_S]

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.

[Clifton]

I'd like to see Guzzi do that but at least 350cc, maybe a 25hp 350 and 35hp 500, both with lots of torque.

[Chuck in Indiana]

I'd be on a 500 like a duck on a June bug...but it'll never happen.

[PeteS]

Why not a 65HP 690? Just build it with a forward facing horizontal motor and skip the oversize fenders.

Pete

[Antietam Classic Cycle]

They could use the powertrain from a "maxi" scooter and build something like this: (Italjet Amarcord)

[AJ Huff]

I've been waiting years. 😕

-AJ

[guzzisteve]

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.

[sign216]

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.

[Dirk_S]

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…

[sign216]

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.

[SIR REAL ED]

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....

[Perazzimx14]

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.

[SIR REAL ED]

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....

[SIR REAL ED]

They could use the powertrain from a "maxi" scooter and build something like this: (Italjet Amarcord)

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.

[Clifton]

 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.

[Perazzimx14]

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

[Dirk_S]

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…

[SIR REAL ED]

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.

[SIR REAL ED]

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.....

[cliffrod]

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…

[LowRyter]

My phone was telling me that Guzzi was bringing a 457 parallel twin version of the Aprillia bike.

Anyone else read that?   

[skippy]

.....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

[Perazzimx14]

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.

[Kiwi_Roy]

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

[SIR REAL ED]

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.

[SIR REAL ED]

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.