It is an odd occurrence that one of the most fun, distinctive, reliable, efficient, and just plain great motorcycle brands has been all but ignored in the U.S. for 95 years. Yes, 95 years. Somehow, without you or me buying one,
Moto Guzzi has survived to be the third oldest continuously manufactured motorcycle company in the world, eclipsed only by a brand from America and a brand from India. To most American enthusiasts Moto Guzzi’s impressive racing history is all but unknown even though the brand has won over 3,000 races and a couple dozen world championships. Aiding Moto Guzzi in doing this, was the first ever wind tunnel in the world that was built exclusively for motorcycles. It still exists behind the company’s classic big red door in Mandello del Lario. It is very cool to see. Maybe the V9 is the bike to deliver Guzzi to the consciousness of a new generation of American motorcyclists. The all-new V9 is exceptionally user friendly, with an engine spec’d specifically for rideability. If you can ride a motorcycle, you will feel instantly instinctively at home on this motorcycle, no excuses offered. The all-new V9, which is sort of mid-sized bike for Moto Guzzi, has a mostly new 90-degree, transverse-mounted (of course) 850 engine (853cc), and is a bike that comes in two distinct personalities: Roamer and Bobber. First appearing in the year of the Summer of Love, 1967, the Moto Guzzi transverse-mounted V-twin engine is a signature of the Moto Guzzi brand, though there have been attempts to copy it. Like a Boxer flat-twin, vertical parallel twin, longitudinally-mounted 90-degree twin, it’s the signature layout of a brand. Guzzi’s in-the-wind, fire-breathing, knee guards are unmistakable, even in these blacked out versions with aluminum highlights.
Behind the factory at Mandello del Lario is Moto Guzzi’s wind tunnel, which was the first wind tunnel in the world designed specifically for motorcycles.
Though the engine is 90-percent new, as hinted at in its rounded exterior, it’s still all Moto Guzzi, maintaining two-valves per head and air-cooling, though now with some added oil cooling and seriously revised thermodynamics. By advantage of where the cylinders and heads are located—out in the breeze—the engine is able to forego liquid cooling while easily complying with Euro 4 regulations. Assisting this is also the fact that the engine, being built for rideability, is low on peak horsepower (read: heat) and wide on torque (read: rider usability). The crankshaft is a surprising 30-percent heftier than that of the V7, giving it more presence of inertia that adds to its smoother ride. The Marelli electronic-fuel injection has a single shared throttle body. The claimed performance figures are 55 peak horsepower at 6,250 rpm, and max torque of 46 pound-feet at 3,000 rpm. Most importantly, from 2,000 to the 7,000 rpm redline, torque never drops below 37 lb.-ft., providing an exceptionally wide and flat curve. There are plenty of motorcycles with larger engines that don’t provide the happy low-rpm usability of this power plant, which never complains at any combination of engine speed and throttle opening. This is impressive considering how some motorcycles with more peak torque and horsepower get unhappy as low as 3,000 rpm. It could be that having a drive shaft, rather than a chain with its associated unavoidable slack, contributes to that. Drive to the six-speed transmission is through a single-plate dry clutch, which is fairly quiet due to the damping provided by the case covers. Incorporated into the EFI system is two-level Traction Control (MGTC): one setting for dry conditions and one for wet, which is really all that’s necessary on an all-around friendly motorcycle of this type. Rather than Dry or Wet, maybe Happy and Nervous are more appropriate terms, and that’s all a rider needs solved.
The overall design of the V9s came from the Centro Stile Piaggio Group, with input from the Piaggio Advanced Design Center (PADC), located in Pasadena, California. The bikes are all metal, including fenders and sidecovers, and have a steel twin-tube cradle frame with right-side up fork legs. In fact, other than the electric switches, there might be no other plastic anywhere on these bikes. This is not by accident but by intent, to respect the machine aesthetics of these motorcycles. Please Google images of Italian Futurism Motorcycles if you’d like to see how Italy culturally celebrated the industrialization of the individual during the first four decades of Moto Guzzi. It’s all about dynamos, power, magnesium (electron), speed, metals, freedom, and, of course, sex. The V9’s two-sided cast aluminum swingarm houses the driveshaft and supports the bike on twin shocks with preload adjustability. The wheelbase is 57.7-inches, and Guzzi gives an all-wet-but-without-fuel weight of 438.7 pounds. Fuel capacity is 3.9 U.S. gallons, and at times during our ride, 57 mpg was achieved, even though we were usually running at a fairly brisk pace and often in second gear on tight roads. Plus, I was often testing the rev limiter. For Interstate speeds I preferred fourth or fifth gear, only feeling that sixth felt right at speeds noticeably above 75 mph. The instrument gauge is a simple single classic round-faced design, that has an analogue speedometer with a small display for functions such as odometer, trip meters, fuel consumption, miles until fuel is needed, clock, ambient temperature, average speed, gear position, traction-control setting, and a few lights for things such as low fuel, neutral, and blinkers. There is no tachometer but, again, that’s not a draw for this bike’s demographics.
The cockpit is simple, with a single analog/LCD dash combo, while the fuel tank has this cool graphic treatment.
In addition to the MGTC, is two-channel ABS and the Moto Guzzi Media Platform (MGMP), which has a smartphone-ready interface for the electronic management system, that allows the phone to be an add-on systems’ display with many, many options, including a tachometer (found it), and it provides the bike a connection to the Internet. Five items can be displayed at a time from an extensive list of options, with any one of those five having a primary display. Items include Eco-Ride for monitoring efficiency, Grip-Warning, a bike locator for those who are directionally challenged, Average Speed, Slip percentage, Acceleration Gs, Roll Degree, Power, Thrust, Torque, and much more. What is thrust? …should have asked. Maybe I’ll address it in the comments section below... Like any new app or smartphone update, the MGMP can be frightening at first, but its user interface (control buttons) are highly intuitive and almost instantly the system becomes a compelling feature rather than an unnecessary distraction. It is not only easy to learn but it has really neat features that enhance the motorcycling experience. Plus, you don’t have to put your damn phone in your pocket and ride all alone; your motorcycle can now share the smartphone addiction. For me, the most fun was holding the rpms up against the rev limiter and watching the entire face of the phone flash in red. But if I weren’t riding a borrowed bike I might not be so juvenile. And it was also a borrowed phone. I ride with gloves on, so I cannot change modes when in motion. Yes, there are gloves that will allow you to do that, but I’m against it and in some states it might not be legal to touch the phone while riding. My mother never warned me about any of this. The Roamer and Bobber have black wheels, though the Roamer’s include aluminum highlights. Many other items on the Roamer are chromed while on the Bobber they’re in black, such as the exhaust system, handlebars, mirror stalks, shock springs, and seat trim (okay it’s grey, not chromed). The signature differences between the two versions of V9 include the front wheel sizes—the Roamer has a 100/90-19 Pirelli, and the Bobber has a fat 130/90-16 Continental—while they both have the same size 150/80-16 rear, but of course matching the brand to their respective fronts.
The V9 Bobber has a fat 130/90-16 front tire and blacked-out styling.
The other main difference is the handlebars, with the Roamer having bars that sweep up and back for a relaxed arm position, and the Bobber having low, flat bars for a more aggressive stance. The Roamer effectively has more comfortable bars, but the Bobber’s bars encourage more sporty riding. It’s been long said that laughing can be a cause of being happier, not just a result of it, and so likewise it seems that a sitting position can encourage a change in the mood of riding style, from touring to sporting. Next time I get pulled over I’m blaming the handlebars. Other differences include the shape of the rear fender, and the Bobber paint is non-glossy in Nero Massiccio (black) or Grigio Sport (silvery charcoal), while the Roamer comes in Blanco Classic (white) and Giallo Solare (yellow). The paint schemes also have graphics such as off-center yellow checkers on the Bobber. It’s a cool look. The riding position on each bike is a relaxed, sit-up position on a damn comfortable one-piece seat that puts the passenger at the same level as the rider. The seat is slightly narrower on the Bobber, which is more of a styling choice than ergonomic feature. The seat height varies slightly at 30.9 for the Roamer and 30.7 for the Bobber. At any speed, or even stopped, these bikes carry their weight low, as evidenced by the uniquely exaggerated lean angle the side-stand provides, and how a female on the press ride still found the bikes easy to stand upright. On the roadway, the machines maintained this low-weight feel without giving any unwanted sensation of over-tipping into curves. At idle, like all Moto Guzzi engines, the V9 has a pleasant side-to-side beat. Yet, once the rpms are at riding speed, the beat smooths right out and there is no distracting vibration in any gear at any speed at any rpm, beyond what one might expect from having an internal-combustion Otto-cycle device between your legs.
Guzzi’s signature transverse-mounted V-twin in 865cc displacement provides a nice spread of torque.
The EFI is as smoothly responsive as any, providing predictable acceleration at all settings and throughout modulations of the throttle, meaning that the V9 is smooth in and out of curves, and on and off and back on the throttle. The whole point of this engine being larger than a V7 is increased rideability that adds comfort and confidence to the experience. The V9 succeeds in doing that. It’s not a fast bike, it’s not a slow bike, but for many riders it should prove to be a just-right bike. Though the V9s have only a single 320mm front disc and a four-piston caliper, braking was far better than adequate, easy to modulate, and providing predictable feedback. And don’t forget the ABS. Likewise, the clutch action is smooth and with the engine having so much low-end torque even a novice will have a hard time stalling the V9. Though the V9s are tuned for a soft ride, neither bike ever bottomed out the rear shocks, even on the harshest pot holes. With these simple shocks Moto Guzzi has nailed what some other bikes from other companies (priced twice as much) have failed at. The shocks only have preload adjustability, which of course you only set once unless you often have a passenger and prefer to have proper handling with an added load. Having a driveshaft, the V9s do stand up slightly on hard acceleration, but this is never a hindrance to performance; it’s just a quality of the bike’s character. One limit of performance though is a lack of ground clearance. But in fairness, I need to admit that we were usually riding at a pace at which most who would buy this bike will not be; again, it’s a bike for everyday comfort and enjoyment. Noticeable is that the tank isn’t shaped for knees, like the historic Moto Guzzi styling feature. The V9 tanks have a convex ridge exactly where the rider’s leg is against it, but that ridge is an attractive styling feature. A rider only really touches a leg to it by choice, not by need.
The Roamer features a different front tire/wheel and comes with gloss paint and chrome finishes.
There are a couple substantive differences on how the Roamer and Bobber perform, just because of their bars and differing front tire sizes. The trail is different between them because of this tire difference, resulting in 4.9-inches of trail for the Roamer and 4.6-inches for the Bobber. The rake remains the same at 26.4-degrees despite the slight difference in outer diameter of these front tires (we don’t have the specific diameter numbers). The Bobber has a significantly smaller wheel but its tire has a significantly taller sidewall, which results in the total tire heights and outer diameters being similar. These design differences provide differing performance in that the Roamer is super-light steering, helped by its wide bars, while the Bobber has a more planted feel. It’s a reasonable guess that this difference in feel is also due to the differing trail and the Bobber’s heavier wheel/tire package, giving it more gyroscopic inertia. The bottom line is, both V9s work well and provide confidence. If a rider wants riding ease and more comfortable bars, the Roamer is best. If a rider wants to be more aggressive in curves yet give up a bit of arm comfort, the Bobber is best. Or if a rider likes chrome, the Roamer. Neither choice will disappoint. Because so many riders enjoy dressing up or modifying their motorcycles, Moto Guzzi has already created a closet full of accessories for the Roamer and Bobber. Items include soft bags, luggage racks, billet things, fenders, small retro-like windscreens, fully adjustable shocks, red valve covers, café-style seats, number-plate side covers (in metal), and more.
A comfortable seat and seating position puts the passenger on the same level as the rider.
Overall, either V9 is a totally fine motorcycle worth considering if you’re looking for a friendly, reliable, comfortable, all-around fun bike. It’s in the class of retro-ish twins of maximum all-around use and fun. Against any competition, the V9s are far worthy of consideration. They excel in ease of usability, rideability, reliability (assuming that since they’re Moto Guzzis), and for just plain getting the job done with character. The Roamer is a jump on it and run-over-to-Nancy’s-house type of bike, or it’s a cross-the-whole-damn-country type bike. The Bobber is high on fun but a bit less adept for touring. Riding from Iowa to New York in 1980 on a Honda CB400F seemed an entirely reasonable thing for me to do back then (It wasn’t.), and doing it today on the V9 is more than reasonable (It is.). After riding these, one has to wonder why so few of us own a Moto Guzzi. The 2017 Moto Guzzi V9 Roamer ($9,990), and V9 Bobber ($10,490) will be available this April.
Gadget Reviews:
mamaktalk.com
Car Reviews:
automoview.com
Entertainment News:
38now.com
Today's Promotions:
freepromotoday.com
MotoAmerica Press Release: MotoAmerica is saddened to report the passing of Sandy Rainey, the father of three-time 500cc World Champion and MotoAmerica President Wayne Rainey, after a short illness on March 19. Sandy Rainey was 74 years old. Sandy was much more than just Wayne Rainey's father. He was also his mechanic, traveling companion and mentor. "My dad was my biggest hero for sure," Rainey said. "I always looked up to him and I'll miss him like so many of his friends will. He was loved by many. "My dad only got sick five weeks ago. One day he woke up not feeling well, like he was exhausted, and we thought he had the flu. He ended up being hospitalized a few days later and they did a biopsy on his bone marrow when things weren't getting better. The results showed that he had acute leukemia. It took over his immune system and there was no way of fighting it. He passed away peacefully at home with all of his loved ones there with him." Sandy Rainey is survived by sons, Wayne and Rodney, daughter, Renee, two daughter in laws, Shae and Michelle, and grandchildren, Brook, Austin, Rex, Sarah, and Taylor. He was preceded in death by his wife of 52 years, Ila, who passed away in 2012. The family is planning a celebration of life for Sandy to be determined at a later date. In lieu of flowers, you may donate to the charity of your choice in Sandy Rainey's memory. For more information: www.motoamerica.com
