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| image =[[Image:MotoGuzzi850LeMans.jpg|300px]]
| image =[[Image:MotoGuzzi850LeMans.jpg|300px]]
| aka =
| aka =
| manufacturer = [[Moto Guzzi]]
| manufacturer = [[Moto Guzzi]]<ref>http://www.motorcyclespecs.co.za/model/moto%20guzzi/moto_guzzi_850_le_mans_mark_1%2076.htm</ref>
| parent_company =
| parent_company =
| production = 1976&ndash;1992 (2002-2004 new frame V11)
| production = 1976&ndash;1992 (2002-2004 new frame V11)
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| successor =
| successor =
| class =
| class =
| engine = Air cooled, four stroke, V twin, longitudinally mounted, OHV, 2 valve per cylinder. [[4-stroke]][[V-Twin engine]] 844cc
| engine = V-Twin 4-stroke
| top_speed =
| top_speed =126 mph
| power =
| power =71 hp 52 kW @ 6700 rpm
| torque =
| torque = 79 Nm @ 6000 rpm
| transmission =
| transmission = 5 Speed / shaft
| suspension = Rear: twin shocks adjustable for preload<br> Front: telescopic forks
| suspension =
| brakes = Rear:Single 242mm disc <br> Front: 2x 300mm discs
| brakes =
| tires =
| tires = Rear:4.25-18 <br> Front: 4.10-18

| rake_trail =
| rake_trail =
| wheelbase =
| wheelbase =
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| height =
| height =
| seat_height =
| seat_height =
| dry_weight =
| dry_weight = 195 kg / 223 kg
| wet_weight =
| wet_weight =
| fuel_capacity =
| fuel_capacity = 22.5 Litres .
| related =
| related =
| similar =
| similar =

Revision as of 18:57, 31 January 2015

{{Multiple issues|

Moto Guzzi Le Mans
ManufacturerMoto Guzzi[1]
Production1976–1992 (2002-2004 new frame V11)
Predecessor750 S3
EngineAir cooled, four stroke, V twin, longitudinally mounted, OHV, 2 valve per cylinder. 4-strokeV-Twin engine 844cc
Top speed126 mph
Power71 hp 52 kW @ 6700 rpm
Torque79 Nm @ 6000 rpm
Transmission5 Speed / shaft
SuspensionRear: twin shocks adjustable for preload
Front: telescopic forks
BrakesRear:Single 242mm disc
Front: 2x 300mm discs
TiresRear:4.25-18
Front: 4.10-18
Weight195 kg / 223 kg (dry)
Fuel capacity22.5 Litres .

The Moto Guzzi Le Mans is a sports motorcycle first manufactured in 1976 by Italian company Moto Guzzi. It was named after the Le Mans endurance circuit in France.

The original 850 Le Mans was a café racer with clip-on handlebars and a bikini nose fairing, but later models were developed as sports tourers with a half-fairing. A marketing success,[2] the Le Mans could compete with Italian superbikes from Ducati and Laverda. The Le Mans spawned several successor models, with a final version appearing in the late 1990s.

850 Le Mans

The Le Mans 850 cafe racer (aka the "Le Mans Mark I") was first shown at the Milan motorcycle show in November 1975, [3] and sales began in in 1976. Like the 750S and the 750 S3, the Le Mans 850 was developed from the V7 Sport model,[4] but performance was much improved. The power output measured at the back wheel was 71 bhp, giving a top speed of 130 mph.

The Le Mans was trimmed in matte black instead of chrome. It had a tank-hugging one-piece seat of injection-molded foam. The Mark I had two production runs with slight modifications. The first run, known as Series 1, had a round CEV stop/taillight and continued until at least September, 1976.[5] Fewer than 2,000 of the round taillight bikes were made. The Series 2 production run, which totalled some 4,000 bikes, used a De Tomaso-designed rectangular taillight/reflector and modified rear guard. These were also used on the Mark II and SP models. Other modifications included of a tripmeter, black fork sliders, a more generous dual seat, exhaust heel guards, and inferior[clarification needed] fuel taps and altered front indicator bracket. Compared to the roadster T3 model, the Le Mans had high-compression domed pistons, larger inlet and exhaust valves, Dell'Orto 36mm pumper carbs with filterless mesh grey plastic velocity stacks, Tomasselli clip-ons and quarter-turn throttle. Most Mk I bikes were brilliant red and black, but a few number were painted in metallic ice blue, and a very small number were white. Many Le Mans bikes had a poorly-primed matte black frame and exhausts prone to rust.[citation needed]

Le Mans bikes exported to the United States had yellow side reflectors on CEV indicators, and a sealed beam headlight. (The OEM Aprilia headlight with removable 40/45W bulb did not meet Department of Transport approval). The US sealed beam units protruded significantly in front of the bikini fairing, changing the flush lines of the bike when seen in profile.

Both engine and frame numbers for the Le Mans are prefixed with "VE". Engine serial numbers are stamped on a lower left hand side casing rib. Frame numbers were allocated a different sequence to engine numbers. Frame numbers commence from VE11111 and engine numbers commence from about VE70500.[6] Due to poor priming some frames were replaced under warranty,[7] adding complexity to the number sequence. Frame numbers and data plates are on the headstock, opposite the Neiman steering lock. Confusion about fake based on numbers further rests in part because of veteran motorcycle author Mick Walker's specific warning[8] that a Le Mans 1 outside the frame range of VE11111 to VE13040 is likely to be a fake.[9] This erroneous detail gained further credence in the Introduction to a compilation of period magazine reviews.[10] In fact, it is the Le Mans Series 1 (with roundish CEV taillight) frames that are numbered VE11111 to VE13040. Le Mans Series 2 (with rectangular taillight) are numbered VE13041 to VE17311.[11]

850 Le Mans II

The MarkII was similar to the MarkI, but the small 'bikini" fairing became a larger half-fairing incorporating indicators. The fairing had been tested in Moto Guzzi's wind tunnel (which had been used to test race bike fairings in the 1950s).[12] The new fairing had a rectangular headlight, rather than the earlier round item. Cylinder bores were coated with Moto Guzzi's patented "Nigusil". Front suspension became air-assisted. The brake calipers on the front wheel, previously mounted on the front, were now mounted behind the forks. A new dualseat could now carry a pillion. Further changes included a revised instrument cluster derived from the 1000cc SP. Brakes were linked, with the handlebar lever operating the front right caliper and the footbrake operating both the front left and rear caliper.

Frame numbers are VE17312 - VE22635 in the first series of the Mark II, with the second series starting in 1980 from frame VE22636 to VE24086.[13] Moto Guzzi patented Nigusil-plated cylinders were incorporated from engine number VE80390 onwards. The CX 100 version sold in the US - 1000cc with downrated carbs - carried a new frame number sequence beginning at VU11111, with only 353 being made in total it "remains a unique model in the history of the sporting Moto Guzzi."[14]

850 Le Mans III

The tank, seat, fairings were redesigned, and the instrument cluster was now dominated by a large white faced Veglia tachometer which echoed Moto Guzzi's sporting heritage. An extensive technical re-design had 80 changes from the Mk II model. Revised cylinder heads and barrels had a squared-off cooling-fin design. Pushrods were moved further from the bore centre, foreboding future increases to cylinder capacity. The engine had improved machining tolerances, revised carburation and exhaust systems, all of which gave an increase in power and torque. Minor changes were made to the rear suspension and to the front forks, with provision of linked air assisted damping.

Frame numbers are VF11111 - VF20700 inclusive, engine numbers are also prefixed by "VF".[15]

Le Mans 1000 (1984–1993)

The Le Mans 1000 appeared at the end of 1984 and continued with minor modifications until 1993. The two main production runs were known as Series 1 and Series 2. The Le Mans 1000 had a 949 cc engine with uprated 40 mm pumper carbs and the B10 camshaft from the production racer.

De Tomaso himself decreed a 16-inch front wheel and new Lario-styling for the Le Mans 1000[16] Instead of redesigning the frame to incorporate a smaller front wheel, Guzzi simply fitted the smaller wheel into the existing frame (which was designed for an 18-inch wheel) without reconfiguring the geometry.[17] Sturdier forks were fitted, as were smaller (270 mm) semi-floating front discs. The new bike was now physically much larger than the lean and low earlier Le Mans bikes, and performance was scarcely better than the Mark III predecessor. An 18-inch option became available in 1987.

The Series 2 bikes commenced at VIN VV100165 and started to include uprated Bitubo dampers and updated geometry. Production totaled 6343 units between 1984 and 1988. In 1984 and 1985 a total of 2226 bikes were produced as Series 1. Then 1179 Series 2 models were made in 1986; 754 in 1987 and just 71 in 1988. Most 1988 models were factory-fitted with the 18-inch wheel.[18] The frame and engine prefix started with VV11111 in the 1984-85 Series 1. Many of the bikes, especially US models, included a new 17-digit Vehicle Identification Number (VIN) on the headstock. The VIN consisted of Z (denoting Italy), GU (for Guzzi), VV (specifying Le Mans 1000), a four-digit particular country code, a year code (A-H from 1980), M (for Mandello) and six digits beginning with 1000001. With factory data listing some modifications by frame number and others by VIN, it can be difficult to determine exactly when updates occurred.

Le Mans 1000 SE (Special Edition) (1986-88)

Released to commemorate the 20th anniversary of the V7's appearance the 1000 SE was sold in late 1986, 1987, and also into 1988 for those in the US market. (Only 100 SE models were sold in the US.) All bikes sold worldwide were red and white, with a red seat, red cast wheels and most had black rocker covers, engine and lower rails. Some had black engines and transmissions. The bike's gearing was closer and higher than the standard 1000.

Le Mans 1000CI (1988-1993)

The 1000CI started at frame number VV14000 as Series 1 and included many updates of the previous version and included a range of color schemes. Series 3 commenced at VV16350 and ended at VV16994. It is sometimes called the Le Mans 1000 Mark V NT (new type) and was to be the final incarnation of a great line of larger capacity, sporting Guzzi v-twins.[19]

Racing success

A 1973 factory prototype finished 4th in the 24-hour race at Barcelona's Montjuïc circuit. In 1977 Roy Armstrong won Britain's Avon Production Machine championship[20] on a standard bike fitted with production race kit, and it had multiple race success during the AMA Superbike Championship in the US.[21]

References

  1. ^ http://www.motorcyclespecs.co.za/model/moto%20guzzi/moto_guzzi_850_le_mans_mark_1%2076.htm
  2. ^ Walker, Mick, Moto Guzzi Twins Restoration, p. 20
  3. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p. 97
  4. ^ Robert Smith (May–June 2006). "1976 Moto Guzzi 850 Le Mans Mk1". Motorcycle Classics. Retrieved 2009-08-20.
  5. ^ Classic Bike, October 2008, p50
  6. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p69
  7. ^ Walker, Mick, Illustrated Moto Guzzi Buyer's Guide, p. 67
  8. ^ Richardson, Dave, Guzziology 6.0, p5-53
  9. ^ Walker, Mick, Illustrated Moto Guzzi Buyer's Guide, p. 65
  10. ^ Clarke, R. M., Moto Guzzi Le Mans Performance Portfolio: 1976-1989, p. 4
  11. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, pp. 69, 73
  12. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p75
  13. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, pp.75, 79
  14. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p83, 85
  15. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p89, 95
  16. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, pp. 97-104
  17. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p 99
  18. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, p 104-6
  19. ^ Falloon, Ian, Moto Guzzi Sport & Le Mans Bible, pp. 114-116
  20. ^ Clarke, R. M., Moto Guzzi Le Mans Performance Portfolio: 1976-1989, p. 4
  21. ^ Classic Bike, June 2009, pp.66-67
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