Four stroke,
90° V twin alloy, longitudinally mounted, OHV, 2 valve per cylinder, All plain bearing engine with two mains and split shell big ends.
One piece forged crankshaft. Steel con-rod split across big end eye.
Valve operation: Pushrod from camshaft between cylinder bases in crankcase.
Clearance by screw and locknut on rocker tips
Capacity
948 cc / 57.8 cu-in
Bore x Stroke
88 x 78 mm
Cooling System
Air cooled
Compression Ratio
10.0:1
Induction
2x 40mm Dell'Orto carburettors
Ignition
Battery & coil
Starting
Electric
Max Power
81 hp / 59.1 kW) @ 7400 rpm
Max Power Rear Tyre
72.6 hp / 54 kW @ 7250 rpm
Max Torque
76.4 Nm / 56.4 lb-ft @ 6250 rpm
Clutch
Double plate, dry type
Transmission
5 Speed
Final Drive
Shaft
Frame
Double cradle
Front Suspension
Telescopic forks variable damping
Rear Suspension
Dual shocks, 5-way preload and 4-way damping.
Front Brakes
2x 270mm discs
Rear Brakes
Single 270mm disc
Wheels
Cast alloy
Front Tyre
120/80 V16
Rear Tyre
130/18 V18
Dry Weight
215 kg / 475 lbs
Wet Weight
228 kg / 503 lbs
Fuel Capacity
25 Litres / 6.0 US gal
Consumption Average
50.3 mpg
Braking 60 - 0 / 100 - 0
- / 36.8 m
Standing
¼ Mile
12.7 sec / 110.5 mph - 177.8 km/h
Top Speed
137.1 mph / 220.6 km/h
The Le Mans has been Moto Guzzi's top sports bike in the 80s. The big
bore lOOOcc version is a recent and welcome addition in 1985 to the ranks but is
essentially similar to the 850 Le Mans they have been producing, virtually
unchanged, since 1977. The bike has a fine and enviable reputation as a tried,
trusted and proven motorcycle. Its design may be dated and the main features are
undeniably conservative and traditional. Reliability above all however has won
it many friends and admirers.
The 948.8cc OHV V-twin engine with its longitudinally-mounted crank and shaft
drive is not, by any stretch of the imagination a high-rewing unit. Low down
acceleration and pick up is dismal, unaided by unbelievably tall gearing and a
dry, twin plate clutch. Once into its mid-range stride though, with the huge
40mm carburettors really roaring, it makes strong and plentiful power. Top end
performance is the long-legged Le Mans hallmark and the high gearing helps it to
a blistering top speed of over 140mph with the tachometer barely showing
8000rpm.
Stability and roadholding are very impressive, the bike is surefooted and
responsive, a thoroughbred Italian stallion. The double cradle frame has the
sump suspended between the down tubes with the engine weight carried low.
Equipped with traditionally harsh, twin shock suspension, the only concession to
modern chassis design has been the recent adoption of a 16in front wheel wearing
a fatter tyre, making the Le Mans quicker-steering than ever. As befits one of
the original Café racers, everything about the bike is set purposefully low,
making for a keen centre of gravity and a lovely, balanced feel.
Moto Guzzi's integrated braking system is still unique among modern
motorcycles and is a boon to safety. The front and rear brakes are linked so
that the foot-pedal operates both the rear brake and one of the front discs for
measured, controlled braking. A special distribution valve directs 70 per cent
of the pressure applied to the left hand front disc and the remaining 30 per
cent to the rear. The front handlebar lever brakes the right hand front disc but
need only be used from very high speeds.
Overall, the Le Mans is a traditional, curiously idiosyncratic bike with
heavy yet strong controls, an agricultural yet unburstable engine and
redoubtable Italian handling. The paintwork and finish are excellent. It is a
sportsman's motorcycle, a high-profile and ever-popular machine that has long
delighted enthusiasts around the world with its tireless performance and
peerless reliability.
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