Just a few weeks after my arrival in Chicago, I received an email invitation from Jim Barron, owner of Rose Farm Classics, one of the Moto Guzzi Dealers in the Chicago area. Man, I needed some conversation. Being away from “home”, and my family two time zones away there is practically nothing really to break … Continue reading “A Trip to Rose Farm Classics”
Man, I needed some conversation. Being away from “home”, and my family two time zones away there is practically nothing really to break the monotony when I’m not working. Any activity that didn’t involve watching TV, eating, drinking or dealing with real estate agents was more than welcome. Dudes with Moto Guzzis, wrenches, compressors and associated “man-bling” and the accompanying manspeak is definitely needed.
I decided that as soon I got a break in the action and needed a Guzzi fix, I’d make the trek out to Woodstock, and see what his operation was all about. After surfing his website, I got the true Guzzisti vibe– a real show room with a wide selection of new bikes, a full service department and a real clean operation. Now, I just knew I was going to like him.
[slideshow id=3314649325747656982&w=426&h=320] Pictures of the 2009 Moto Guzzi V7 Classic. Enjoy. It’s here on the ground in the US. I’ve sat on it and can’t wait to ride it. It looks like a great “return to cycling” bike, a phenomenal city bike and definitely a beautiful retro treatment. My only worry is there are quite … Continue reading “2009 Moto Guzzi V7 Classic”
[slideshow id=3314649325747656982&w=426&h=320]
Pictures of the 2009 Moto Guzzi V7 Classic. Enjoy.
It’s here on the ground in the US. I’ve sat on it and can’t wait to ride it. It looks like a great “return to cycling” bike, a phenomenal city bike and definitely a beautiful retro treatment.
My only worry is there are quite a few left-over Brevas — the 750’s in an earlier year will be less expensive but not as cool looking, but the 1100/1200s will only be a few thousand more and you get a whole lotta ponies for only 3-4K more.
Still, I’ve got faith in the V7C. It is such a nice package, competitively priced to the Bonnie and Sportster, and a very nice alternative to the Ducati 1000GT, which will definitely out-perform it on paper, but I’d like to compare it with respect to living with it for some time.
I’m going to preface this by saying that my wife, Sheila, believes the old adage stating, “If a man gives advice to a tree in a forest, he’s still an idiot”. She’s probably right, so I’m basically going to line up my assumptions from a few women that I’ve shown pictures of Moto Guzzi’s new V7 Classic to and discussed it’s features with. I also OWN this bike so it’s the coolest thing on the planet as far as I’m concerned.
2009 Moto Guzzi V7 Classic (prototype - they made a few small cosmetic changes...)
The Moto Guzzi V7 Classic
Moto Guzzi introduces the V7 Classic this year to its line-up. It’s a standard motorcycle in the 750cc class that has tapped into the “retro” look that has become increasingly popular. It’s also a nice “standard” bike that is, according to Moto Guzzi, “A stunning mixture of modern tech and retro styling, based upon the 1967 original (see my Eldorado).
This is the fourth in a series of posts dedicated to living with the Vespa GTV 250 i.e. The third article is here. Takin’ the long way on the GTV250. I made two trips to Santa Barbara on my daily commute to my (now former) job there. I decided that the 160 mile round trip daily … Continue reading “Vespa GTV250 i.e. – Day 4 – Testing the Limits”
This is the fourth in a series of posts dedicated to living with the Vespa GTV 250 i.e. The third article is here.
Takin’ the long way on the GTV250.
Vespa GTV 250 i.e. - Retro Masterpiece
I made two trips to Santa Barbara on my daily commute to my (now former) job there. I decided that the 160 mile round trip daily ride would put the scooter to many tests. Top speed, endurance, mileage, handling over different pavements and conditions, scootering in Santa Barbara, and finally the attitudes of the people that I have coffee with in Ventura, lunch with in Santa Barbara, and a cup of tea with in either place on the way home.
Top speed and freeway driving.
Those 14 inch tires just disappear underneath the Vespa. I didn’t know what to think about them. Even standing at idle on the bike, there is no way, without contortion, that you can see the rear wheel. I didn’t expect much with respect to riding on the freeway, but I’ve seen lesser rides on the road with me, and the 250cc engine is freeway legal.
As I accelerated down the onramp from Reseda Blvd to the 118 freeway west, I was shocked how fast the GTV got from zero to “I’m not going to be killed doing this” speed. By the time I hit the end of the relatively short onramp, I was speeding past 60 and on my way. Signals and visibility are without question awesome, and I safely maneuvered into traffic, still accelerating even though I was going slightly uphill. I topped out at an indicated 84mph, which, translated through an Italian Speedo, is either about 75mph, or, if you’re used to them like I am, that would be “fast”.
The first obstacle in the path between Northridge and Ventura’s salt breezes is the Susanna Pass road, which is quite steep uphill. The Piaggio 250 that I had tested previously made it up this hill with very little drop in top speed, so I wanted to see what the Vespa, with slightly smaller tires, much more frontal area and a little more weight would do.
Not bad, about what I had expected actually. By the time I got to the top of the hill, I was running about 71 indicated, 62 or so actual (italian translation: medium fast). As soon as it flattened out, there was no doubt that the scoot would go back to top speed. The engine, even with 5000 miles on it, just ran like it was new. A rev-limiter is attached to the engine that limits top speed to an indicated 87 or so. I was able to bump up against this limiter on the flats, so the bike is geared just about perfectly, the CVT works as advertised, and if you are skeptical, spend a week with one and you’ll be hooked.
The trip to work and back, taken twice, took about 15 minutes longer than it would have on my bigger motorcycles. Two things stick out though. I found myself taking side roads more often, enjoying the view, smells and textures of my surroundings, and generally relaxing along my ride. I had come to accept the lower speed potential of the scoot, and found some very nice ways to entertain myself and enjoy my ride, especially on the way home. Continue reading “Vespa GTV250 i.e. – Day 4 – Testing the Limits”
This is the third in a series of posts dedicated to living with the Vespa GTV 250 i.e. The second article is here. Is it possible to combine old and new? The GTV250 is about as close to clothing as one can get and still have wheels, a motor and a gas tank. Riding down the … Continue reading “Vespa GTV250 i.e. – Day 3 – New Retro or Old Retro?”
This is the third in a series of posts dedicated to living with the Vespa GTV 250 i.e. The second article is here.
Is it possible to combine old and new?
The GTV250 is about as close to clothing as one can get and still have wheels, a motor and a gas tank. Riding down the road at 65+ mph, one of my first impressions was the fact that you actually can’t see the scooter you’re riding on, any part of it at all, except for the mirrors. It’s like you’re seated on some kind of invisible machine that is propelling you down the road — you can feel the handlebars, throttle, brakes, etc., yet you can’t see them. It is a very strange feeling from riding a motorcycle or a maxi scooter, as you can definitely see more of your conveyance. Continue reading “Vespa GTV250 i.e. – Day 3 – New Retro or Old Retro?”
This is the second a series of posts dedicated to living with the Vespa GTV 250 i.e. The first article is here. Some of the really nice features and details of the GTV 250 i.e. I took some time to look over the features and details of the Vespa GTV 250. Even Before I picked … Continue reading “Vespa GTV250 i.e. – Day 2 – Features and Details”
This is the second a series of posts dedicated to living with the Vespa GTV 250 i.e. The first article is here.
Some of the really nice features and details of the GTV 250 i.e.
I took some time to look over the features and details of the Vespa GTV 250. Even Before I picked it up, Dave Meyer of 1000 Oaks Vespa had told me that these 250cc Vespas were “Masterpieces”. I had also talked with some of the hard core Vespa restorers; they all pined for px200s with the 250 engine, and “PLEASE leave the shift in”…
personal rant —
I believe that if CVT could handle the amount of horsepower and torque put out by Formula One Cars, they would adopt them immediately, since 10ths of a second count. If the current semi-automatics can shift in 3/100ths of a second and a human can shift in 1/10 of a second, then the human-powered shift will have no power to the ground 70% longer than the automatic. With a CVT, this pause is non-existent.
The Vespa CVT puts the power to the ground NOW. Zero to 25 in — NOW. Damned thing gets to 60 fast enough to give an old 1500cc Triumph Spitfire a run, that’s for sure. Top speed is an estimated 75-ish. The Vespa has a typical Italian speedometer that, although it has numbers, is best thought of as “slow-medium-fast” as far as accuracy goes.
This is the first a series of posts dedicated to living with the Vespa GTV 250 i.e. I’m so glad that I had a “separation” between riding big bore motorcycles for weeks, then going through a very nice maxi-scooter, before picking up the Vespa GTV 250 i.e. for an all-too-short week of riding and evaluating. … Continue reading “Vespa GTV250 i.e. – Day 1 – Impressions and understanding”
This is the first a series of posts dedicated to living with the Vespa GTV 250 i.e.
Vespa GTV 250 i.e. - Retro Masterpiece
I’m so glad that I had a “separation” between riding big bore motorcycles for weeks, then going through a very nice maxi-scooter, before picking up the Vespa GTV 250 i.e. for an all-too-short week of riding and evaluating. I was able to learn more about myself and why I rode before riding off on this Vespa, and believe me this scoot is a BIG jump from a Cruiser like a Moto Guzzi California Vintage. The Piaggio I had tested previously is a “bridge” scooter — some very nice scooter characteristics and some very nice motorcycle characteristics. The Vespa GTV 250 is all scooter.
This is the sixth and last in a series of posts dedicated to living with the 2009 Piaggio BV250 Tourer. The previous article is here. You should be never too conceited to go “small” Scooters are shorter in wheelbase, have smaller tires, less power than most bikes, and have a completely different riding position. They serve … Continue reading “Piaggio BV250 Tourer – Day 6 – Scootering has made me a better rider.”
This is the sixth and last in a series of posts dedicated to living with the 2009 Piaggio BV250 Tourer. The previous article is here.
You should be never too conceited to go “small”
Scooters are shorter in wheelbase, have smaller tires, less power than most bikes, and have a completely different riding position. They serve a very different purpose than a traditional motorcycle of any type. Scooters are meant to be city-dwellers, errand-runners, mate-catchers and general, casual, “just get me where I want to go with a dash of fun” conveyances.
What I didn’t expect to happen during the time with my Piaggio BV250 Tourer, was, well, uh, I didn’t expect to learn anything about riding, or why I ride.
What I learned about riding:
Scooters normally operate at city-level. They must be comfortable riding up and down small, narrow places with tight turns. You should be able to U-turn in a phone booth. You need to accelerate to street speed quickly. You need to have visibility because you’re small and there are some really big dinosaurs out there that will step on you and not realize it or care. Continue reading “Piaggio BV250 Tourer – Day 6 – Scootering has made me a better rider.”
