Used Bike Guide's review archive - MOTO-GUZZI

Used Motorcycle Guide: Issue 126: Sample Only : To read the FULL Article Order on-line

Back to the future
Magnus McDonald gets to grips with his retro styled Moto Guzzi 1000S

Guzzis have always appealed to me, they have charisma. And vibes, rumbles, loads of noise, and individuality. They are from an era when men were men and trousers were flared, bands had mullet hair-cuts and music made your ears bleed. Revered and loved by those that ride them, scorned as old tech tractors by the need for speed brigade. The Guzzi 1000S is an example of the Mandello factory’s unpredictable nature. If you didn’t know better you’d say it was a Seventies café racer. In reality it’s an early Nineties parts bin special with fancy paint.
The example of the breed residing in my garage is a long and low 1991, 949cc big valve model, with 40mm pumper carbs. Later models of the 1000S suffered from emissions regulations and used the medium valve 36mm carbed engine from the Spada. It was available in a range of colours, including green and black which is an option I haven’t seen in the UK.
The machine is basically a late Eighties Le Mans V with the fairing peeled off, and styling based on the classic seventies 750S3. My bike sports optional wire wheels, chrome clock mount, white faced Veglia clocks and gorgeous black and orange paintwork. If you’re buying a 1000S, you really should hold out for the wire wheels. They look right on this machine and are lighter too.
Handling is very fine. No razor edge nastiness to catch out the average joe. The frame, designed by the late, great Lino Tonti, has not changed much in over 30 years and still provides the basis for a stable handling gentlemans express. Bridgestone BT45 tyres suit the machine very well and provide excellent wet and dry grip and good turn in. The 120/90 18 on the back can be substituted for a 130/80 on the cast wheel version although the clearance to swingarm will be very tight. Going to a 130 on my bikes spoked 2.5” rim is possible but most tyre fitters don’t recommend it on a rim that skinny.
Suspension at both ends is firm but compliant and adjustable for preload and rebound. Most 1000S sealed damper units in the forks would by now benefit from a new set of Bitubo or FAC dampers. If you want less dive progressive springs help. Long fast sweepers are where the Guzzi excels. Set the bike up right and drive through using the tall gearing and mighty stomp the big V twin provides and you can find yourself surprising a few superbike riders. At least until they get on the straight but where’s the challenge in that! The much fabled and feared shaft drive torque reaction is something that I have never noticed on this bike.
Braking was a pleasant surprise. Old school Brembo two-pot calipers bite on cast iron floating discs and give good feel and bring the bike to a rapid halt should it be required. Not up to R1 standards of course, but these were the calipers fitted to many Seventies race machines and they still do a fine job now. Wet weather however results in lagging. Takes a coupe of seconds for the water to clear off the discs then they bang in which can be a bit disconcerting. I’ve heard that Feredo pads are better in the wet, I’ve yet to try them though. My brakes have been de-linked and suit me, but as standard the 1000S and most other Guzzis have a linked setup, where the pedal operates the rear disc and one front disc. The lever brings the other disc in. The Le Mans V and 1000s have a proper proportioning valve and a lot of riders love their linked setup, in contrast to the groaning of a few Honda riders. I think it’s just a matter of mastering the change.

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