| Moto Guzzi 850 Le Mans II and CX100 |
  Wedged between the iconic 850 Le Mans and the best selling 850 Le Mans III, Guzzi’s second-series ‘Lemon’ remains somewhat the odd man out. The fifth in a long line of V7 Sport-derived models, the exclusion is well understood considering the glowing reviews and instant charm generated by its predecessors. But dig deeper, below the label of misplaced fashion and the plot begins to make sense. For in all ways pertaining to over-the-road performance, rideability and function, the Le Mans 850 II was Guzzi’s best effort to date. Underneath, the 850 and 850 II are virtually identical. Mechanically, the II’s 844cc high-output twin retained the original’s twin Dell’Orto PHF 36 carburetors, larger (in comparison to the V7S) 44/37mm inlet and exhaust valves, 10.2 domed pistons and twin-crossover exhaust. The five-speed/dry clutch transmission, which debuted on the 850 Eldorado tourer also was unchanged, with shaft final drive. Realistically rated at 71 crankshaft horsepower, the engine was capable of pushing the 238 kg (dry) Roman to 125mph. The chassis was also unchanged, using the same frame, brakes (now located on the slider’s trailing edge) wheels and overall dimensions, save for a wider (195 mm) triple tree which fell in line with the remainder of the range. The top yoke was shared with every other Guzzi big twin; it’s unused handlebar bosses covered by a pebble-grain, four-pod dash.   As a sort of inter-factory play, the SP 1000 sport tourer -designed to grab a share of the market created by BMW’s R100RS- was produced with many of the parts Guzzi designed for the original 850 Le Mans. In turn, the 850 II borrowed heavily from the SP; using a smaller, pared-down version of its upper fairing, implemented with the SP’s aforementioned gauge package and cylinder-enclosing lower shields. The fuel tank and side covers were carried over, with the inclusion of a flush, locking fill cover. Very much like the SP (which actually outperformed the RS in most ways) the package was neat, tidy and very effective. For the USA another version was created, called the CX100. Made at the request of importer Berliner, the 850 II’s chassis was fitted instead with the small valve 949cc engine used in the SP, Convert automatic and G5 tourer. Ironically, even though the CX100 used the touring engine, the extra 100 cc boosted the bike to nearly the same performance measures; sacrificing a bit of cammy acceleration for more grunt through the change up. Like the 850 II, the CX100 was a splendid sporting mount and easily tuned for more zip.  Lino Tonti’s work with the SP 1000 in Guzzi’s long dormant wind tunnel is the key in realizing why the 850 II and CX 100 were a natural upgrade over the classically styled Le Mans 850. Aerodynamically superior and grafted with down-force wings molded into the lowers, this new generation offered a noticeable increase of stability and resistance to crosswinds, allowing the rider even more access to Guzzi’s famous reliability and longevity. Changing the series, these measures became an engineering foundation and were carried out until production of the Tonti-Le Mans ended in 1993. Understandably, many CX100s and 850 IIs have been stripped and re-made into 850 Le Mans copies, but the tide is slowly turning as enthusiasts are beginning to recognize the machine’s value in stock form. Truly a pleasure to own and ride, the Le Mans 850 II proudly takes its place alongside Guzzi’s other classic models by virtue of its manners, style and reputation. Nolan Woodbury |
