1986 LeMans 1000 - Retro Inspired Standard
Everyone knows that having a bike that fits right is important. Here's a bike that wasn't ridden much because of ergonomics and personal aesthetics. Since the big valve motor and Lino Tonti frame is such a nice package, I decided to set it up to be used how I wanted to use it. I didn't feel bad about "butchering" a fairly original machine because LM1000 models are really fairly common. The project has evolved over 18 months or so. The goal was to end up with a user friendly, traditionally styled Guzzi standard that functions comfortably as a sport bike, a commuter, and a sport touring bike, and can do all of that while riding two-up. Most obviously, the original bodywork was removed and replaced with more traditional Guzzi fare, but there are many other changes, from new hand and foot controls, lighting and suspension upgrades, to being a test mule for the RAM clutch. For simplicity, standard replacement parts were used unmodified where possible, but it was necessary to modify some parts as the intended applications did not apply.
Left and middle photos show the flat mufflers (Mistral Classic intended for T3/California2/ EV/ etc), the upswept mufflers in the right photo are intended for LeMans 850-1000. Notice that in the left and middle photos the foot pegs, levers, and lower frame rails and side stand have been changed to those from a '79 G5. The right photo shows the LM1000 foot pegs and side stand which were removed. The traditionally styled aluminum tank (300023605) holding over 6 gallons was used, as well as a new reproduction V7Sport seat (14460540) and rear fender (14437000). The tank slides right on, but the upswept rear frame rails (as original on LM1000) had to be removed and replaced with new aluminum frame inserts (no welding required) to recreate the early Tonti frame geometry. In this case, the large fuel tank allows over 200 miles before hitting reserve. New, reproduction V7Sport rear hand rails (14464300) were also used to provide a rear hand hold and complete the traditional look. The most significant addition yet to come is a set of hard saddlebags, but for the last 3000 miles a tank bag has sufficed.
A pair of new aftermarket triangular side covers (300084010) was an easy solution to cover the electrics and master cylinder. Using the original "LeMans 1000" side cover decals (28922060) should reduce the number of "what was that bike originally?" questions. These side covers come as a kit with very basic mounting hardware and are intended to be used on early disk brake Tonti frame models so in this mid-80's application the hardware was not used and I had to make my own. A set of early Tonti frame intended crash bars (17450300 & 17450400) provide a hand hold and crash protection, again, some minor adaptation was required. The polished stainless steel exhaust system is comprised of a Stucchi head pipe crossover (MGC0001), with an H crossover beneath the transmission (363EV), and Mistral Classic silencers (99999980). Photos show two versions of the Classic mufflers, the ones that angle upward are intended for LeMans1000, the ones that go straight back nearly parallel with the ground are intended for T3 through current California models. Simple muffler hanging brackets have to be fabricated for many models, including this one. A new polished aluminum alternator cover (03739340) was a simple bolt on. A new set of Fiamm horns are loud enough for urban traffic. In true Guzzi tradition, the original Eldo/Amb tail light and mounting bracket were sourced from the used parts market.
Verlicchi America multi-adjustable clip-ons (300017044) replaced the inflexible stockers. The tall "America" length were chosen for max adjustability. On the LM1000 the steering head is already high, so the bars are left in a lower position relative to the clamp. The original fork dampers were weak so FAC fork dampers (FACLM4CAL3) were installed, their schrader valve tops are visible. A new clutch lever assembly (30605500) and matching brake master cylinder (02660100) as used on later Guzzi models replaced the questionable originals, and a new chrome Tommaselli throttle (17603401). Napolean screw in mirrors (AX10L & AX10R) have tinted glass, good vibration resistance, and give a nice view with good adjustability. Grand Touring hand grips are comfortable, give good palm support during braking, and have good grip. A new aftermarket left side handlebar switch (120030) is much better (and cheaper) than the OEM replacement switchgear, and as an added bonus, it moves the high/low beam function from the right side to the left, where it should have been all along. The right side start/on/off switch was retrofitted with an original used one from an 850T, and the tail light is also an old used CEV. A set of bar end turn signals (200002125), acting as front and rear signals, keep the bike uncluttered.
The brake system was disintegrated and new stainless steel
braided brake lines were made using Earls components. Electrical shrink
wrap covers the junction between the plastic line covering and the
fitting. This bike is also wearing a Moto Guzzi 18 inch cast front wheel
(28610379) in an attempt to make this bike handle more
like the earlier Tonti frame models. To improve braking and better match
the larger wheel the stock 270mm brake rotors were replaced with 300mm Brembo
floaters (51GU0300). The difference is incredible.
Here in the northern midwest, if you're a daily rider, you've got to have at least one motorcycle with functional weather protection. If you don't, especially if you're a commuter, you can easily lose a couple months of riding time each year. I sure liked the big quiet pocket behind the old French Hugon fairing (above left), but it had too much steering effect at high speed to be serious for sport use, so it had to come off.
The GIVI A700 windshield works well, diverting the wind blast around your torso, without trying to steer at high speeds. The GIVI doesn't provide as large a pocket as the old Hugon, but it does work better when the weather is warm. On this bike and with my build, it works best angled back with the top lowered as much as the headlight bucket will allow. In this position, the air flow hitting my helmet is fairly laminar, and I can ride comfortably with my helmet visor up with next to no turbulence. It also hides the front side of the science fiction inspired instrument cluster. The crash bar mounted fairing lowers shown here are vintage '70s items that really do a good job taking the blast off your legs. Not sure who made them, maybe DB Products? Maybe someone can tell me - info@mgcycle.com . Next to come is hard saddlebags.
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Updated Aug27, 2004