| Moto Guzzi Le Mans 1000 CI |
Moto Guzzi Le Mans 1000 CI Without question the high-water mark of all Guzzi models, the Le Mans began its reign in late in 1975 as an 850 cc sprinter and raged on through peaks and valleys  until retirement as a liter-sized slugger in 1992. Enjoying a wide and varied production, the 850 Le Mans III was the most popular; selling over 10,000 units worldwide. Although much can be written about each serie, the focus here will concentrate on Guzzi’s last Tonti Le Mans.Among the purists there seems a certain preference towards the early ‘round head’ Le Mans models, which consisted of the original 850, the 850 II (not sold here in the US) and the US only CX100, produced in limited numbers through 1981. Unique in its own right, the CX100 took the 850 II’s angular body and mixed it with the small valve 949cc touring engine. Many have reported the higher performance 850 II didn’t pass the EPA standards needed meet US emissions, but the real reason was Guzzi's US importer, the Berliner Group, didn’t want to spend the money needed to certify three different engines (the 1000, the 850 and the new small block V50) when it was clear that the 850's days were numbered. Powerful Berliner requested a special model, and got it.  Despite the adoration shown for the first editions, Moto Guzzi lavished considerable upgrades to the Le Mans starting with the 850 III. Grafting on a slightly longer swingarm, Nilasil/silicon carbide in the bores and a thicker, glossier finish on the chassis to name just a few. For 1985, Guzzi updated the engine by bumping displacement to 949cc and spiced the meal with larger inlet and exhaust valves, more compression and the factory racing B10 camshaft. Unfortunately, what’s remembered most is that trendy 16" front wheel; drawing the ire of testers and traditionalists alike. Regardless, only one ride was needed to realize the difference in tractable power.  1988 saw a switch back to the standard 18" front, restoring the sure, predictable handing of previous versions. Now larger, longer and heavier, the Le Mans was showing its age by the early 1990s and production slowed to a trickle. Overshadowed by the 4v Daytona, the Le Mans made a graceful exit from Guzzi’s sales docket, but not before realizing what is probably the epitome of the series. With its cast iron floating brakes, larger forks with Bitubo dampeners, Koni shocks and that wonderfully fat and fearsome engine, the Le Mans 1000 (shown here in late CI form) turned from Italian icon into simply a great motorcycle. One benefitting from years of engineering excellence and purposeful intent, aging gracefully from flashy heartthrob to debonaire 30-something. This machine, owned by Florida enthusiast William Finger was recently purchased on eBay at a price well below reasonable. With time and a bit of patience, the potential Le Mans owner can approach similar value, backed by the knowledge that the machine will remain well supported for many, many years. Fast, comfortable, rugged and handsome, the Le Mans is a stalwart of vintage motorcycling, a true all day classic that will appreciate and always be in demand. A wise choice. Nolan Woodbury |
