Own a piece of nostalgic Italian passion

This carefully restored 1981 Moto Guzzi Le Mans MkII could have been yours for R32 000,00



The first Moto Guzzi Le Mans was launched as the Mk I in 1976, named after the famous Le Mans racing circuit in France. It drew admiration for its amazing speed and handling. It was an uncompromised sports bike with striking styling; featuring a tiny bikini fairing and spartan, angular seat design.

Some mechanical details
The Mk II (1979 – 81) was slightly slower, but its rider benefited from a bigger, more angular, three-piece fairing, revamping the bike’s uncompromised image to one of practicality: it protected its rider from tearing wind and improved stability. The Mk II stands out as the more comfortable and civilized proposition of the early Le Mans models (the Mk III of 1982 reverted to a small bikini fairing). The cockpit was bigger and with more comprehensive features – almost car-like – emphasizing the bike’s touring bias.

Other changes from the Mk I include petrol taps, a brake tail-light housing, and a steering damper control. It is mechanically very similar to the Mk I; an 844cc transverse 90degree V-twin, with a bore and stroke of 83 x 78mm; pushrod operated valves (two per cylinders); 10.2:1 compression ratio and 36mm Dell’Orto carburetors and a wet sump. It is claimed to develop 81bhp at 7300rpm and maximum torque of 7,8kgm at 6000rpm. The engine is very easy to service and keep in a good state of tune, in which condition it has a fuel consumption of about 20km/litre, and a range of 400km.

Transmission comprises a two-plate dry clutch driving through a five-speed gearbox with built-in cush drive. Primary drive is by gears and final drive by sealed cardan shaft to bevels in the rear wheel hub.

The Guzzi’s roadholding accounts for much of the pleasure it gives. The frame is notably low; a duplex cradle, it is robust and neat.

Telescopic front forks are Moto Guzzi’s own non-adjustable type, with a three-position rear shock absorber.

The cast wheels are of a crinkle-pattern 12-spoke design, with 100/90H x18 front and 110/90H x 18 rear tyres.

A special feature of the Le Mans, is the Integral Brake system (the first of its kind on a motorcycle). Pressure-balance valves, set to a predetermined ratio at the factory, are linked to the foot lever which directs 75% of braking effort to one front disk, and 25% to the rear. The usual handlebar lever controls the other front disk. The disks, two eleven-and-a-half inch units up front and a nine inch unit at the back, are plain cast-iron, drilled for cooling and water dispersal, with Brembo calipers.

Riding it
Starting the Guzzi is prompt. Flick on the twin taps and the choke, dab at the starter button and after a few seconds of churning noises the big twin fires and speeds up to 2 000 – 2 200rpm for a couple of minutes warming-up on the rich-mixture setting. It takes up to a mile for the big engine to accept full air.

But it is worth waiting for because now the magic starts to grip: halfway down the boulevard the bike is ambling in top (about 2 200rpm) coughing intermittently through the carburettors, nowhere near hot enough to show what it can do yet already charming with a feedback hard to describe and the sort of noises a Japanese engineer would loose face over.

Cornering, the Guzzi reveals another attraction: it makes short work of strings of bends, banks instinctively or so it seems, appears ready to go over further than I am, leaves its rider free to savour the thrill – there is no call for heroics, though there is faint understeer. Roadholding is very good: confident strong, reliable but not quite in the Ducati V-twin class – possibly due to the effects of torque reaction.

The Guzzi is at its best out in the open road where its relaxed engine beat, easy handling, and fuel economy help cover big distances in a very efficient manner. Undoubtedly, the bike will top 220kph under favourable conditions.

Suspension front and rear is firm, capable, never caught out but lacks… if that is the right word… the svelte feel of some of the Japanese systems; perhaps it is only fitting that a man’s machine should not make things too easy. A fair one-word summary of the Guzzi’s springing might be chunky, i.e. perfectly in keeping with the sporting image and bequiling performance. Maybe the fact that the rear units are variable over a somewhat limited range is the makers subtle way of saying don’t mess about – ride it. That is no hardship: the difficult party is letting it rest.

This particular example
This Le Mans Mk II has been patiently restored to original condition, with only ?km since the restoration. It is in showroom condition (i.e. virtually spotless), and can be turned into a concourse entrant with minimal effort. The bike hardly rides, except on the occasional sunny weekend afternoon.

It belonged to my friend Dan Evans and was on view at Eurobike, main road Woodstock. I understand it is finally sold.

- Adapted from Motorcycle Sport, November 1980 and
- SA Motorcycle News, January 1982