The Moto Guzzi Zigolo is really a “sportbike” only in a loose sense, but fun, frugal and hey, it’s a Guzzi. The Zigolo was a small-displacement, two-stroke bike launched in 1953 as a follow up to the Guzzi’s “Guzzino 65″ an extremely frugal machine that helped get Italians back on the road after WWII, with over 200,000 produced. The Zigolo was a much more sophisticated machine: more “small motorcycle,” less “bicycle with a motor.”
The seller has some good information about this model and this particular machine in his original eBay listing: 1959 Moto Guzzi Zigolo for Sale
My understanding is that the Zigolo was never officially imported and that consequently there are very few in the U.S. I mean very few like a dozen. Maybe some Guzzi expert will see this and shed some light; what I do know is that I’ve had it in a couple parts of the country and of all the hundreds of people – expert or otherwise – who just have to approach me every time I park it, no one has ever seen one in person, if at all. I’ve never cared about how rare it may or may not be, I just love the bike and have tried to honor it. I feel pretty safe in saying that, with a couple small exceptions, this is a 100% unmolested original. I replaced the tires, brake, throttle and clutch cables, all of which were basically unsafe when I bought it. I’m pretty sure the spark plug and wire have also been changed, but not by me. I think you should be able to see by the tire photos how many miles I’ve put on it. Of course you can’t be sure because there is obviously no odometer, but suffice to say not many.
As you may know, many of the Guzzi’s of this era were named after birds. Zigolo translates to Bunting, which is what you see where the speedometer would ordinarily be. I can tell you without hesitation that of the half-dozen or so vintage bikes I’ve owned, this is without question the most reliable. Even at times where it hasn’t been ridden for 6 months, it starts in about 6 kicks. Seriously. It’s hard not to wear a smile on this thing, but at 54 years-old and 98cc’s, you’re not going to be setting any speed records. I don’t really know what to tell you about it that you can’t generally see. It’s a pretty straightforward 2 stroke single and it runs like a top. It’s my belief that the seat will be structurally useable, but the upholstery is definitely shot. It has numbers on the frame and the engine, which match.
The Zigolo had a horizontally mounted motor like it’s bigger, four-stroke brothers for a low center-of-gravity and good cooling, and put its modest power through a three-speed box, with top speed about 50mph. It was lightweight, reliable and relatively fast for a machine of its class, with a powerband defined by a surprising flexibility. In 1958, the Zigolo became first series production bike to use a chrome plated cylinder removing the need for a cast-iron liner. With the revised motor, 100mpg was easily achievable.
The seller claims that these are extremely rare in the US. Assuming you keep the limitations of a 1950’s 100cc motorcycle in mind, this is a very useable little bike: the Zigolo was designed as practical transport for the masses. Parts availability may be an issue, but I doubt that many bikes this old don’t present at least some problems in this regard.
Plus: you’ll have a rare as all get-out bike with a tiny bird plaque instead of a speedometer!
I’m a huge fan of Moto Guzzi’s V7 Sport, and I can never pass up the opportunity to post them up when I find one for sale! It just has the perfect combination of low and lean looks, v-twin sound, and solid engineering that, to me, captures everything I love about vintage bikes.
Although they do seem to pop up for sale with startling regularity, considering their relative rarity…
The V7 Sport was the first in a line of sporting v-twin motorcycles. It used the existing motor, with displacement reduced slightly and compression bumped to provide a genuine 52hp at the wheel. The real innovation was Lino Tonti’s frame, that gave the bike it’s unmistakable silhouette and handling to compete on the world stage. After the initial run of nearly hand-made, red-framed Teliao Rosso bikes, the V7 Sport went into serial production.
From the original eBay listing: One-Owner 1973 Moto Guzzi V7 Sport for Sale
Purchased new in April of 1973, meticulously maintained for years; rubber fittings, tires and hoses, cables, etc renewed as required; re-painted and re-chromed in the 90s. Just completely gone over last month by Eric at Speed Demon Cycles in Bloomfield, CT (~$1200 invoice available by request).
Runs strong and looks good; some minor rust and pitting; needs detailing for a truly great appearance
The pipes and starter are replacements, but everything else is kosher and I have the original Silentium mufflers, pipes and crossover, the original carburetor stacks and an after-market chrome luggage rack to fit.
Also have the rider’s handbook, tools (but not the fabric pouch), a xeroxed shop manual, applicable Chilton’s Guide, the original Premier Motor Corporation color one-page and several magazine reviews.
This one has the earlier drum brake. It’s reputed to be pretty effective when set up correctly, and offers more classic looks, but the later twin discs are probably a better bet for back-road scratchers…
Considering how many of these weren’t made, compared to more pedestrian versions like the touring-oriented T3, there are a surprising number of V7’s that come up for sale in good condition. As always: caveat emptor. It’s possible to make a very nice-looking replica Sport from the lesser models and many have done so.
This one seems to have a nice patina. It’s not perfect, but it looks like a well cared for, original machine. New paint is mentioned in the ad, but it’s clear that the bike hasn’t been over-restored. I’d just track down a set of pattern “shark-gill” mufflers to complete the look and go for a ride!
This 1978 Moto Guzzi LeMans 1 may be from Italy, but there is something about the Red and Black combination which makes it more then just an Italian bike. It looks tougher, more rough and ready to rumble. Not something you think of when you think of Italians.
From the seller
As the saying goes, “the bike is only original once!”
GOOD LUCK EVER FINDING A LEMANS 1 THIS ORIGINAL AGAIN!
I PURCHASED THIS BIKE IN JULY 1978 IN LOS ANGELES WITH 3,000 MILES FROM THE ORIGINAL OWNER (A CALIFORNIA HIGHWAY PATROLMAN WHO WAS HOT TO GET THE NEW 1978 SUZUKI GS1000 SUPERBIKE)
THIS BIKE HAS COMPLETELY ORIGINAL PAINT (FRAME, PLASTICS, RED TANK, EMBLEMS ETC)
OTHER THAN THE FOLLOWING:
The black paint on the top and bottom of the tank is new due to old tank bag wear marks, ORIGINAL RED PAINT IS PERFECT!
The Orange of the front faring has been painted black as well as the inside
THE ORIGINAL OWNER DID THE FOLLOWING:
The alternator and valve covers have been painted a textured semigloss black
There is black pin stripeing on the wheels (very hard to notice)
There is some red detailing on some of the brake banjo bolts and rotor bolts
First offered in 1976 the Le Mans Mark I did not get its moniker until 1980 when the Mark II came out, but was know at the factory as the 850 Le Mans. The first generation was broken up into series 1 with a rounder tail light, and this apparent series 2 with a square tail light. 71bhp delivered from the Mark I engine would deliver the rider and bike at about 130mph, a factory café racer which did the job.
This 1978 Moto Guzzi Le Mans 1 is offered up by its long time owner. Check out the auction for more pictures an a little more description of what to expect when it rolls of the transport into your garage. BB
This one’s on the edge of acceptably “classic”, but it’s an interesting bike and pretty rare. It was also my riding buddy’s first bike: no Suzuki GS500E for him! No, he had to have something Italian, a nice Moto Guzzi V65 Lario that I had to drive all the way to Washington DC to pick up for him…
The V50 that preceded it was sweet-handling but underpowered. A bump in displacement didn’t help much on its own and, to my knowledge, we didn’t get those in the US anyway. The V65 Lario hoped to address this lack of performance with an update from two to four valves per cylinder. Unfortunately, lubrication was not increased to handle the additional moving parts, and failures resulted.
Although these are very likely to have been fixed under warranty by now, you might want to pop the valve cover off one of the heads, just to be sure. Black-finished cam followers will indicate the work has been performed.
The move to four valves had just the effect you’d expect: little change at low rpm, and better breathing as the revs piled on. The bike could reach almost 115mph, not a bad figure for a 650cc twin. Unfortunately, the 16″ wheels on Guzzi’s of this era were a bit of a fashion statement, as the frames were not really engineered with geometry to flatter this tire: handling was universally twitchy and the bikes had a tendency to stand up under braking, characteristics at odds with traditional Guzzi stability.
From the original, naturally all-capital eBay listing: 1986 Moto Guzzi V65 Lario for Sale
1986 MOTO GUZZI V65 LARIO, BIKE IS IN OVERALL NICE CONDITION, 21,131 MILES, THESE ARE RARE BIKES AND DON’T COME UP FOR AUCTION OFTEN. I PURCHASED THE BIKE FROM THE SECOND OWNER WHO HAD IT FOR THE LAST 22 YEARS,AND WAS ALWAYS DEALER MAINTAINED,, BIKE SAT FOR THE LAST 5 YEARS IN A HEATED WAREHOUSE, SINCE I PURCHASED THE BIKE I HAVE GONE THROUGH THE CARBS ,INSTALLED A NEW BATTERY,CLUTCH, FLYWHEEL AND STARTER, BIKE RUNS GOOD, SHIFTS GREAT , BRAKES ARE GOOD AND THE LIGHTS WORK,,,BIKE IS LIGHT AND NIMBLE AND IS A BLAST TO RIDE… MILEAGE WILL CONTINUE TO INCREASE AS I DO RIDE THIS BIKE..IT ALSO HAS DYNA COILS AND IGNITION,ACCEL 8.8 PLUG WIRES AND K&N AIR FILTERS, THERE ARE A FEW BUMPS AND BRUISES ON THE PAINT AND PAINT PEELED ON FRONT FENDER, BUT PRESENTS VERY WELL AND GETS LOTS OF COMPLIMENTS..THE CENTER STAND HAS A SMALL PIECE MISSING AS SEEN IN PICTURE, TIRES ARE ABOUT 75% NEUTRAL LIGHT IS NOT WORKING,INSIDE OF TANK HAS NO RUST, BUT THERE IS SOME RESIDUE FOM OLD FUEL,I INSTALLED INLINE FILTERS AND IT SEEM TO BE GETTING CLEANER EVERY TANK OF FUEL I RUN THROUGH IT..ALSO I WOULD RECOMMEND A NEW GAS CAP,,,PLEASE LOOK AT PICTURES CLOSELY AND ASK ANY QUESTIONS YOU MAY HAVE, THANKS AND GOOD LUCK BIDDING..
The seller has also helpfully posted a video of the bike running: 1986 Moto Guzzi V65 Lario Start Up and Walk Around
The V65 Lario came fairly late in the production-cycle of these smaller twins. Despite a familial style and configuration, they shared few parts with their bigger brethren, so be careful assuming parts availability will rival the larger Guzzis. But take idiosyncratic handling into account and ride your sweet little Guzzi on a Sunday afternoon. Be happy your friend didn’t lose the really cool key these Guzzi’s came with. Watch the revs build on that gorgeous, white-faced Veglia tachometer and smile. You certainly won’t see yourself around every corner, and the styling of these 80’s machines is finally starting to be appreciated.
Moto Guzzi is famous for its big, agricultural v-twin machines. But in the late 1970’s, they introduced their smaller displacement alternatives to the bigger sport and touring machines. Although big bikes have always been popular in America, where motorcycles are often a luxury purchase, Europeans often find smaller bikes appealing, owing to sometimes high taxes on big bikes and the extremely high cost of fuel.
The little Guzzi’s never sold very well here and are correspondingly rare now. They’re neat little machines, well-finished adult bikes, not the cheap, plastic learners and commuters we often get as small-displacement bikes here in the states.
These little 350cc and 500cc [and later 650cc] Guzzis are styled like their big siblings, but share virtually no significant parts with them. The big twins are very conventional in design, but the small Guzzis feature relatively unusual “Heron” style heads that improved economy and simplified manufacturing.
The V50 Monza was a true sportbike, just one with a fairly small engine. 45bhp isn’t all that much to play with, but the bike is relatively light, handling is excellent, braking very good, and the shaft drive very un-agricultural…
From the original eBay listing: 1981 Moto Guzzi V50 Monza for Sale
Up for auction is this practically fresh from crate 1981 Moto Guzzi V50 Monza with fewer than 100 miles on her. The original owner purchased this bike from his local dealer in June of 1981. Yet after just a few enjoyable outings on his new Guzzi, he was diagnosed with an illness that kept him from riding.
He held onto the bike hoping to one day be able to enjoy it. Thus, it was kept with fresh fuel, a battery tender attached and on special lift so the tires would not touch the garage floor…
Just this year I acquired the Monza, turned on the fuel, the choke and the key, pressed the starter and she fired up immediately. After a warm up on the stand, I changed what looked like brand new oil. Since, I have topped up the tires, and changed out the brake fluid. A quick detail has been given to the bike and I have ridden it about 10 miles.
I believe this Monza is as nice and close to uncrated condition, without being restored, as you will find anywhere in the world.
This bike presents us with a dilemma: the little Guzzis are great, affordable and stylish machines that happen to be great motorcycles to put miles on. So when you’ve got one with so few, it seems a shame to destroy the originality by riding it.
But what else do you do with such a fun little machine?
It seems like Moto Guzzis are the big-block Chevys of the vintage motorcycle world. People always seem to be dropping bigger pistons into the motors and making them into thundering but reliable sportbikes that can also eat up the miles. The CX100 isn’t quite classic yet, and this is the perfect example of a hot rod Guzzi you can pick up for a surprisingly small sum, considering the work that’s gone into it.
Although it’s basically a restyled LeMans I, one of the most iconic Guzzis of the modern era, the angular, 1980’s origami-style fairings and bodywork are just now beginning to be seen as stylish, not simply overwrought. These Guzzi’s, along with classics like the original Katana, are becoming much more desirable. The CX’s used to be prime candidates for LeMans I clones, but they’re rapidly becoming classics in their own right and deserve to be left original
If you can get through the original ALL CAPS LISTING on eBay: 1981 Moto Guzzi CX100 for Sale
NO RESERVE. 1981 MOTO GUZZI LEMANS CX100 HAS 12182 ORIGINAL MILES ON THE BIKE. THE ENGINE WAS SENT TO RACECO AND HAD EVERYTHING DONE TO IT THE LIST IS HUGE SO READ CAREFULLY.ONLY 1 MILE ON ENGINE. 2 PLUG HEADS BIGGER VALVES DYNA IGNITION SYSTEM, ALLOY TIMING GEARS, FLYWHEEL LIGHTEND, CARRILLO RODS, 90MM NIKASIL CYLINDERS WITH WIESCO PISTONS, VALVE SPRINGS ,CAM, PUSH RODS ALL RACECO. BIGGER OIL PAN WITH FILTER, 9.8 COMPRESSION RATIO RUNS ON PREMIUM GAS.ALSO HAS KONI SHOCKS IN THE REAR, CUSTOM MADE CORBIN SEAT. RIMS ALL POWDER COATED AS WELL AS THE LOWER FORK LEGS BEATIFUL. PAINT IS FLAWLESS. BRAKES ALL HAVE CUSTOM LINES AND NUTS. BUB HEADERS AND CONTI MUFFLERS. BIGGER DELLORTO CARBS WITH VELOCITY STACKS. THIS BIKE MEANS BUSINESS IT IS VERY FAST AND SOUNDS LIKE A V8 WITH A SUPERCHARGER. 100HP REAR WHEEL ON DYNO. YOU MAY NEVER HAVE A CHANCE TO GET ANOTHER BIKE LIKE THIS IN THIS CONDITION.
You’re getting a pretty good bang for your buck here with a motor fully built by Raceco: timing gears, Wiseco pistons, Carrillo rods, and more. If it’s really making the claimed 100hp at the rear wheel, I’m sure it’s a real beast to ride. I’d prefer a bit less red on bits like the fork legs and wheels, but this is a great machine for what looks like will be a bargain price: bidding is up to about $5,800 with very little time left. Not a fan of the styling? Yank it off, stick on a MotoGadget multifunction gauge and a round headlight. But save that stuff: you may want it when it’s time to sell…
Look, you can mock old Guzzi’s all you want for their “truck-like” qualities. Deride their descended-from-a-tractor heritage. Laugh as they lurch to the side when you blip the throttle. But “truck-like” is apt in more ways than one: trucks are built to do stuff, and go places. Not sit in a garage being tinkered with like some exotic sports car. I know a guy who’s a pretty accomplished motorcycle mechanic. He got that way because he owns old Triumphs and got tired of constantly paying mechanics to work on them.
Old Moto Guzzi’s are built to go places. And the V7 was built to go places quickly: you really can’t argue with the sheer, mile-munching charisma of a nice Moto Guzzi.
The V7 Sport was Guzzi’s first v-twin sportbike, an attempt to move away from the touring character of the earlier “loop-framed” V700’s. The new frame, designed by Lino Tonti, allowed the low, lean stance that characterizes their sporting motorcycles and was so effective it was used, in one form or another, for the next forty years.
This, early drum-braked example looks to be extremely original and needs very little to be done. The original eBay listing has a pretty comprehensive overview of the bike’s condition: 1973 Moto Guzzi V7 Sport for Sale
Overall, the bike is in very good condition and runs and rides well. The engine has a little over 140psi compression in both cylinders tested cold, doesn’t smoke or burn oil as best I can tell, and doesn’t leak anywhere. The transmission shifts nicely (for a Guzzi!) and is a five speed, with the old right hand shift, one up, four down shift pattern. Original levers, switches, controls, etc. all appear to be in good condition and operate as they should. The only two exceptions are the neutral light which works, but goes on and off in just about any gear depending on the day of the month and where the moon is in the sky (pretty sure it needs a new neutral indicator switch although it may just be that it’s Italian!) and the starter button on the handlebars. The starter button doesn’t work, but the key switch starter position works fine. I’m not sure what the issue is there, and honestly haven’t tried to troubleshoot it. All the other electrics work fine including, lights, horn, turn signals, brake lights, etc.
Wheels are all original and correct Borrani rims and stainless spokes (that’s what they came with new) in excellent condition with a new set of Dunlop D404’s on them. I checked the brake shoes when I replaced the tires and all looked good.
I have done little to the bike since I’ve owned it other than put a new set of tires on it, change all the oil (engine, transmission and rear end), checked and set the timing and valve clearances, washed and waxed it and ridden it. It starts almost instantly, and is a blast to ride. If you’ve always wanted a V7 Sport, this is a very nice relatively low mileage example that runs well.
Nice old collectible Guzzis always present a bit of a conundrum: do you cherish them for their handsome looks, quality engineering, and important place in motorcycling history? Or do you strap a pack and bedroll to the seat and head out to the middle of nowhere on a road trip?
The choice is yours.
If you’re looking to collect a sporty Guzzi big twin, the V7 Sports and LeMans are the ones to have. If you’re on a budget, aren’t concerned about originality, don’t mind scouring eBay, and are handy, you can have a great, usable machine you won’t be afraid to thrash for much less…
The Lino Tonti-framed Guzzis have been in nearly continuous production since the V7 Sport, and all of the late 70’s bikes make great foundations for replicas and customs, with a wide variety of sporting parts available: Tommaselli clip-ons, replacement V7 and LeMans tanks, rearsets, LaFranconi mufflers, Agostini gears to replace the timing chain, bigger pistons…
This one’s just had most of the heavy lifting done for you. Just maybe needs a coat of professional paint, a MotoGadget gauge to replace the clunky stockers, some detail work, and someone to ride it.
The original eBay listing includes a long list of parts and work that has been done: 1975 Moto Guzzi 850T Cafe Racer for Sale
I’m the 2nd owner of this bike, it was purchased new in 1976 at Drager’s Seattle, WA.
- Agostini rear-sets
- Tommaselli adjustable clip-ons
- V7 Sport fuel tank, with new petcocks from MG Cycle.
- shaved and polished triple tree
- polished aluminum headlight mounts
- Fiberglass cafe seat from “Glass From The Past”
- Carbs just rebuilt and synced, aluminum velocity stacks
- Recent brakes and adjusted
- Braile carbon fiber battery
- Renthal grips
- Chrome fin guards from MG Cycle
- Fresh oil change and filter
- Engine compression tested, very good!
- Avon venom tires, plenty of tread still on them
- Recent fork seals and dust caps
- Cat eye taillight and plate holder, upgraded turn signals(one came loose, gorilla taped it) stock headlight
- Bub exhaust
- Lowered stock gauges(the tack has a cracked lens, but works fine)
- Shortened stock front fender
- NGK steering damper
- Lots of other little stuff fixed and new
This is exactly the sort of thing I’m planning to do someday: find a nice 1970’s T, slap on a nice V7 Sport or LeMans tank, and cafe it up! Mine would have the later twin-disc front end, have slash-cut mufflers, a dual seat, and Aston Martin green paint on the tank, but otherwise this is the look I love for old Guzzis.
Bidding is at about $3,700 with four days left and the reserve not yet met. This would make a great rider as-is or be the perfect basis for a really classy vintage machine like the ones from Kaffeemaschine or Officine Rosso Puro. I’m not sure where the seller has the reserve set, but if you’re in the market for something that offers lantern-jawed good looks, easy parts availability, and usability, keep an eye on this one.
The Moto Guzzi Lodola [“Lark”] is yet another reminder that, in the motorcycling world, bigger wasn’t always considered better. In the past, tax laws that penalized big bikes and the simple efficiency of small motorcycles was appealing in an era where the choice to ride was often driven more by economic necessity than issues of vanity or pleasure. With cars often an unaffordable luxury, small, practical, but stylish machines were a very realistic transportation choice.
Our motorcycling forefathers seem to have been spoilt for choice when it came to choosing a stylish, practical mount. It’s hard to imagine now, in an era when it sometimes seems like motorcycles fall into only one of two categories: boat-anchor, chrome-dripping, heavyweight retro cruisers and insane, race-track escapee plastic darts that require rattlesnake reflexes to ride effectively. Heck, the smallest Guzzi you can buy these days is a 750, a machine that would have been considered big at one point, but is obviously tiny when you compare it to their new 1400cc offering…
But the little Lodola was considered to be a very sophisticated machine at the time, with a mutable character that reflected the rider’s mood, or right wrist. The little 235cc bike is particularly interesting for being the last bike designed with founder Carlo Guzzi’s direct input.
See the original eBay listing: 1960 Moto Guzzi Lodola for Sale
This particular example appears to be well maintained and is being sold by an owner who is clearly attempting to accurately represent the bike being offered. From the original listing:
These are issues I know the bike has. They are minor, but for full disclosure, here they are:
- It does leak a little oil like many of these old bikes do. There is a new engine gasket set included in the spare parts if it bothers you enough to swap them out. Never bothered me. Main issue is fixed, yet because of the age of this bike, I cannot guarantee it will not leak ever again.
- Mileage is unknown.
- There are two small paint chips on the left side upper fork, one small chip on the bottom of the rear fender, and a small stress crack on the left side of the rear fender that I have seen on almost every Lodola. These can be seen in the last three pictures. There are also a couple of small chips on the frame, but are only visible with the engine case covers removed.
- The muffler is a period Moto Guzzi replacement, not the original. It shows some minor chrome flaking as it was not restored. It still looks nice, but close examination will show the flaking. Personally, I like this muffler better than an original as it is a little shorter and “Moto Guzzi” is embossed in it, which the original did not have.
The bike will come with some extra parts left over from the rebuild and reproduction owner’s and service manuals (in Italian).
I’ve only seen a couple of these come up for sale, and bidding is still very low for this bike, so I’m curious to see what we’ll be looking at when the [virtual] gavel comes down on this auction. But it looks like a very cool little machine for Sunday rides down country lanes.
Moto Guzzi’s LeMans I is one of my all time favorite motorcycles: the low, lean and muscular silhouette, bulging cylinders, and period-skinny tires make a powerful impression. Throw in stable handling and famous durability, and you have a bike that can be showcased in your living room or do double-duty as a weekend touring machine.
The LeMans was designed to be Guzzi’s sporting standard bearer in the late 1970’s big bore bike wars. The famous Tonti frame was so effective, Guzzi used it well into the modern era: it allowed the motor to be set very low for good handling and aggressive looks, and detachable lower frame rails made major maintenance relatively straightforward for such a compact machine.
Unfortunately, the ubiquity of this frame and widespread availability of parts means that it is relatively easy to faithfully “recreate” these iconic machines. In fact, as prices on original machines rise, it becomes even more important to do your research before shelling out big bucks on a real LeMans.
This particular machine looks great, but is a bit of a question mark. The seller mentions it is a LeMans, but is it a Mark I or MarkII/CX1000? 1978 brought on a redesign of the bike to update styling and address some of the original bike’s shortcomings, but many of the later bikes have been retrofitted to match the earlier, more popular style.
This one’s VIN does not appear to fit into the Mark I’s VIN number range: VE11111 to VE13040 [per Mick Walker’s Illustrated Moto Guzzi Buyer’s Guide], and the black fork legs should belong to the later model, although the brakes are in front of the fork legs, not behind them as on the Mark II/CX1000. In addition, the red frame and silver paint combo, while very attractive, was not available on the Mark I from the factory. The Mark I came in bright red, with a very few ice blue and white models making their way to the US [all with black frames], so this bike has very likely been repainted at some point.
From the original eBay listing: 1978 Moto Guzzi LeMans for Sale.
Always garage kept. Just had the tranny spring replaced as well as the tires, battery, fluids, and brake pads. Carbs were rebuilt and was told the clutch looks good. This machine sounds like no other bike on the road. Runs good and pulls like a train. This use to be my only bike but now is 1 of a few and it deserves to be ridden not just admired. That’s where you come in. Have been asked over the years to sell her but now is the time. The Bad is that while attempting to bleed the brakes 2 of the bleeders snapped off. I do not have the tools to undertake this task. If you know a mechanic they have the correct tools for the job.
In any event, questions about originality aside, this looks to be a great looking, well-maintained machine with low mileage. Assuming the bidding doesn’t get out of hand, this might be the perfect way to get into classic Guzzi ownership.