I’m working to get to the bottom of this deal, it just sounds too good to be real.  You go down to your local Moto Guzzi Dealer, pick out a Norge or a Griso, either a brand-spanking new ’08 or an ’07, then make your best deal.  One note — the 0 down, 0 payments and 0 interest Guzzi Deal ends on April 30, 2008 so it’s worth making a trip soon!

You have a year to begin making payments, provided that you qualify, and in the mean time you can beg, borrow or steal all your friends’ money and just pay it off in one fell swoop with no penalties.  I spoke with a Guzzi dealer in San Diego about this with respect to a Norge:

“On the  promotion you have 365 days of no payments and no interest, there is NO pre payment penalty. If you were to pay off the bike before the 365 days you would only owe the amount financed.”

I’ve got a call into my Moto Guzzi factory friends for further information and details, which I’ll post as soon as I can.  Sounds like if you were a good kid and kept your credit up, a new Goose may be in your future.

It’s probably going to be in mine.  I stopped by my local dealer in Thousand Oaks. He said a bunch of nice things about my Eldorado. even though he had the choice of all the various Piaggio scoots and bikes (Vespa, Aprilia & MotoGuzzi) to choose from he rode a beautifully-built Tenni.  He’s my peeps and he drinks the Guzzi Kool-Aide.

A Fabulous First Touring Bike Option — Moto Guzzi Norge.

Took a quick 20 minute test-ride on a Norge.  First thing that came to my mind are the brakes.  They just stop like nobody’s business. I would bet that if Guzzi could get 1000 Norges running in the same direction at the same time, then did a hard panic stop, the Earth’s Rotation would be affected.

Then there’s the gear box.  Mine’s 36 years old, one-up-and-four-down.  The new Norge is of course the typical UJM standard.  It acts like any other box on any other bike.  6 speeds of pleasure with absolutely no issues.

The motor is like my old Eldo, but more of it.  Where mine is like an old Wild Boar; kinda slobbery out the carbs, growly out the back and torquey and reliable as all get-out, the Norge is like a Buffalo.  Big noise, big torque, big feel, great, confidence-inspiring grip and stopping power. This isn’t a race bike, and if you feel the need to prove something, this isn’t your bike.  I would go so far to recommend this as a First Touring Bike to those so inclined — it was most definitely NOT a handful, much nicer in weight and feel to the BMW RT that I had driven the week before (to be perfectly fair, that one was a two-year-old model with low miles).  If you are ready for a bigger-than-beginner bike and want to tour or do some distance, 10 minutes in the saddle will make a believer out of you.

The Norge is for those of us in the happy-speed distance in comfort and don’t want to see yourself on every street corner category.  It’s got ABS, big-but-unubtrusive Givi Bags, heated grips, comfy-chair and electric screen, etc. A definite attraction is a far-below-BMW out-the-door with tax-license-title-etc. for an ’08 price of about 17ish.

If you’ve been reading my columns you already know I’m biased.  I actually did look at some other bikes this time, and spent some time doing a bit of research and sending out emails to Norge owners as well as some detractors.  No response really pushed me off my original intentions, and the deal Guzzi has may just seal it, we’ll have to see.  I’m asking around to all the dealers on the left coast to see who wants my money, and I’ll report back when/if something happens.

Here are some other reviews from more unbiased minds:

• WebBikeWorld
• TopSpeed.com
• MotorCycleUSA review on UTube
• WomenRidersNow
• PowerSportsNetwork User reivew

The first two days of motorcycle ownership had me riding with some friends in Phoenix on my way back to L.A. They took me onto the freeway before I thought I was ready but showed some compassion in the process. I explained that I was very fresh; Instead of throwing me in the deep end, they took me on a lightly-traveled road, got me used to riding with them, and then slowly eased me onto the freeway. We rode all over the place that day and covered quite a few miles on all kinds of roads. At day’s end I felt much more comfortable with my limits than I thought I would. I couldn’t wipe the smile off my face.

Still, it wasn’t the morning commute in L.A. This is a very different beast. The freeways in the Phoenix/Scottsdale area are pool-table smooth, and the weekend mornings bring very little traffic. Los Angeles Freeways at 8am on a Monday are filled with cranky, semi-caffienated people, bumpy roads, tire-swallowing potholes and pavement gaps that can make your ride quite exciting. I didn’t know what to expect so I decided to inch my way along and respect my own self-imposed limits.

The Learning Curve

My first day commuting from home was slightly moist, so I decided to take the back streets all the way from my house to the office. I felt this would have two beneficial outcomes. With the weather, the low speed of the traffic around me was key. That expectation of speed that I would need to maintain in this traffic would also be diminished . My own lack of experience would keep my speeds down, I just wanted to make sure that everyone around me wasn’t expecting me to go any faster than I felt comfortable. Secondly, I wanted to familiarize myself with the entire route “off-artery,” so if I got onto the freeways at a later time and then decided that I wanted to bail to a “lighter” scenario, I could easily find my way around without having to think too hard in what might be a stressful moment.Surprisingly, I got to work only about 15 minutes later than I would have in my car. I decided on the way back to take some surface streets through the more congested part of my route home ( the first 6 miles or so). But since the streets were dryer, I would then jump on to the freeway where the traffic normally lightened up. And that’s just what I did.

I got home fine, and even more so, I discovered that with everyone going in the same direction, there were fewer things oncoming and lateral hazards. This allowed me to scan the road further ahead and anticipate any borderline issues that could come up(people coming up from behind quickly, irregularities in the road, debris, people reading in their cars, etc.).

I also noticed that the great wind blast from my bike actually made me “pull” the bars when I counter-steered, rather than push them. This didn’t make me feel as maneuverable, and wondered if I would be able to dodge around incoming objects and potholes as they came towards me. I rode much more cautiously and constantly reminded myself that if I felt uncomfortable I might be driving past my limits. Time to slow down, grab some right lane or even hit a side street.Here are some things that I’ve learned about my commute after doing it for 6 weeks.

First, once you start riding, you aren’t going to get back into your car unless you have to. I think I’ve only driven to work twice. I love my bike, to the point that I actually passed a 1965 Aston Martin DB5 and realized that I’d rather be sitting where I was on my Guzzi than behind the wheel of that fine, restored machine. You are going to love riding, and a commute can be a wonderful experience as long as you stay alert, careful and within your limits.Second, I became aware of my limits by listening to my brain and senses. I found myself speeding down the road in traffic, lots of cars and crappy light. I was almost shaking, but I really wasn’t cold. I was actually nervous. Quickly doing the math, I decided I was in over my head as far as my skills, moved to the right lanes, slowed down and relaxed the rest of the way home. Listen to your senses and your brain, and just relax. You’re on your bike and its supposed to be fun. If it’s not fun, get to the right, slow down and get comfortable.Third, regarding those guys on other bikes blowing past you; it’s really fun to ride with others, but don’t try to speed up and stay with them. They are blowing past you for a variety of reasons, mainly because they are more experienced. You’ll get the experience. In the mean time, give them “the wave” when you see them, and do the same when you pass someone else. It’s a brotherhood, after all.I find myself after 6 weeks to be incredibly comfortable in traffic, moreso than I thought I would be. I have found the maneuverability that I thought I was lacking; I can dodge the potholes and debris that worried me at first, but this is because I took it easy and slowly built my experience as I expanded my limits.

I also found that I KNOW THE ROAD surface between my house and office much better than I ever did in nearly 6 years of commuting on the stretch in a car. You become intimate with it, since small, subtle changes in the surface affect you dramatically. There are huge holes in particular lanes that I never noticed in a car, yet now I am acutely aware to stay out of them in certain areas. I know where the sprinklers throw water onto the tarmac in places, where the lanes are quite narrow, and also where there are gaps that run slightly off-parallel to the lanes that can grab your tires and move you sideways with unexpected speed and scare the most of your bodily fluids out of you.There are drivers out there that are aware of you and let you in, give you room and are generally polite. In fact I found that most drivers really give motorcyclists room and I like to give them a “high-sign” to let them know that I appreciate it. The most dangerous drivers are the ones that are tuned out. At least twice a week I pass someone actually driving about 10mph under the speed limit and reading intently in their car. Good idea to not only give them a wide berth, but don’t get in the lane in front of them, either.

I learned all these things and more. My commutes are now augmented with a Sunday Morning run through Topanga Canyon and surrounding areas, and I plan to do a few more longer jaunts in the future. These runs have really built up my confidence; I found now that I no longer “pull” to counter-steer because I have adjusted to the wind blast. I feel different and more confident every time I ride, especially on the weekend when I have no special destination or route. My skills have improved, and so has my “spidey-sense” with respect to my limits. Even though these limits have expanded, I still approach them with the respect that they deserve.

If you’re thinking about commuting and you’re still “fresh” out of your MSF training, I hope that the experiences I’ve had will make your future commuting plans an attractive part of your riding program. Believe me, after that first sweeping turn on the freeway, you’ll be on your way to an enjoyable, safe and economical way to get to work. And you’ll be smiling pretty big when you arrive.

I’m that guy. I’m the border condition. Been attracted to these machines since I was a kid in Miami, Arizona watching the highway patrolmen riding them around. For the next 35 years, I would see one parked or rolling down the road, and it would take me back to a happy place. As a returning rider, the imminent purchase of a motorcycle obviously put these Italian creations on the short list (along with a couple of additional Italian bikes and a Triumph). The Geese that appealed to me were the 750 Breva (new), an 1100 Quota (2000), and an 850 Eldorado (1972 — like the cops used to ride…).

Moto Guzzi, one of Europe’s oldest continuous manufacturers of motorcycles, was founded in 1921 on the shores of Lake Como in the village of Mandello del Lario, Italy, where the motorcycles are still manufactured today. The line of Pushrod V-twins being produced represent a forty-plus year evolution of a platform incorporating continuous refinements and improvements to make these machines reliable, easy-to-ride and exciting.

It’s ideal for me. I want Engineering, Heritage, Quality and something that performs well. I’m never going to be a hooligan or a chopper guy. What probably fits the description of the “Guzzi Guy” is a person that wants refinement with an edge. Guzzi delivers this in spades.

As my search continued, I started to join the Yahoo Groups associated with these bikes, and did quite a bit of research. Each group was very welcoming to this newbie, and the questions I asked were answered with enthusiasm, as if each one of the posters were ecstatic about somebody wanting to learn “the secret”.

The Breva Group informed me that with my size (6’1″, 220lbs), the 750 Breva might be a little small (but Guzzi thoughtfully had an 1100 — and now 1200 — that would fit me nicely). I liked the Quota dual-sport quite a bit as well; its newsgroup is a blast – but Quotas have a few small quirks that more experienced ownership could easily handle. The Eldorado group, called “Loop Frame” after its particular chassis, was hands-down the most fun. Nearly 500 members and a frequent number of postings offer the interested party limitless information, choices and finally, camaraderie.

I now own, and ride every day, a 1972 Eldorado that is a source of pride and riding ecstasy. It delivers me the 40 miles each way to work, drops me through a canyon or two and honey-do errands on weekends, and just runs and runs. Many of the Loop Frame Group have more than 100K on their V700s, Ambassadors and Eldorados; most own many of the newer Guzzis as well.

And they let me in on the secret:

I don’t know who to attribute this quote to, but I just turned 1000 miles on my Eldo this week after only two weeks of ownership. I’m totally drinking the Kool-Aide.

 In the next few months I’ll be reviewing the Brand-new Breva 1200 Sport and the Norge 1200 tourer. I’m giddy with excitement, but I promise to deliver an unbiased review with respect to the new or returning rider. I believe that the new Breva 1200 Sport may be a great bike for the rider that wants an agressive, refined naked bike — I’m positive that it will do much more than I would even be able to ask, yet it has some very newbie-friendly features like tons of low-end torque, linked brakes, superb balance, shaft-drive and a more standard seating position.

The Norge is on a similar platform with the same motor in different states of tune — plus a full fairing, standard bags and goodies designed for Touring. It also crushes comparable BMWs on price.

Moto Guzzi has added 25 new dealers this last year. It’s sales have increased 15% over the year before, and now it’s showing up in the winner’s circle — At Daytona International Speedway Gianfranco Guareschi’s MGS-01 placed first in the AHRMA Battle of the Twins Formula 1 race. “This victory proved that not all Italian Twins are created equal and set the standard for a pushrod-engined motorcycle in twins racing.”

Like this article? Subscribe to nuBiker: via RSS | via Email

1. Riding in the wind.

• Check your tire pressure to make sure it’s just right. Stability is key in the wind, and you don’t want to have to account for your tires and the wind. 
• Lean forward onto the gas tank to make yourself more profile with the bike. This will help make you and your bike more aerodynamic. Depending on the severity of the wind leaning forward might be helpful at speeds as slow as thirty or forty miles per hour. 
• Check a weather site online so you know what to expect. Winds at 10 MPH won’t make too much of a difference, but you will definitely notice winds at 25MPH. 
• Cross winds are a bit tricky. If you have a wind coming from west to eat in relation to you, there are two things you can do to neutralize the effects of that cross wind. First, while keeping your foot on the foot rest, move your left leg outward (toward the wind) to form a T with the bike. This will help counter balance the wind with the bike. Secondly, lean the bike slightly toward the wind, in this case, to the left. Use these same techniques when dealing with a wind from east to west, except backwards.

2. Riding in the rain.         

• Light to medium rain:
  • Riding in light rain may seem daunting, but when done with care, is simple. Slow your speed down to a reasonable rate. You don’t need to change your style of riding too drastically, but as a rule, you should keep risks to the minimum:
  • No quick moves or aggressive lane changing;
  • Drive the speed of traffic, if not slower;
  • Give yourself plenty of room to slow down and brake. Braking is the biggest thing that is different when in the rain. NEVER brake quickly, you risk your tires loosing their grip on the road (fish tailing is also a possibility). Give your self more than enough time to brake ridiculously slowly.
  • If visibility starts to become an issue, don’t panic, use the cars ahead of you and their rear lights to keep yourself in your lane.
  • If you ever start to panic, pull over and relax. Wait for the rain to stop, or call a tow truck. Remember, you can’t put a price on your life.
     
• Heavy rain:
   
  • You never want to ride in too heavy of a down pour, as you will loose visibility as well as traction.  If you are caught in a rain that becomes torrential, keep your cool.
  • Slowly change lanes to the right most lane, and slow down to a speed that feels right. Going forty on a fifty-five highway is fine, and sometimes necessary. Don’t let other vehicles bully you in that situation. Let them go around you, but be aware of their actions as they can kick up water at you.
  • Again, use the car in front of you to gage where you should be. Don’t ever take turns where you need to lean more than a couple of degrees. Slow down until these turns become more feasible.
  • Use common sense and care. Don’t ride in heavy rain without light and medium rain experience.
  • If you feel you are in danger, or you aren’t confident in the situation, pull over and wait it out.
     

Combinations of these conditions make things even more complicated. Be careful, and always stay aware of your surrounding and environment. It all starts with your mindset—believe in yourself, and you reduce the chance of injury. Oh, and have fun riding, it’s not always about getting from point A to point B!

Like this article? Subscribe to nuBiker: via RSS | via Email

I signed up for a Motorcycle Safety Foundation (MSF) course soon after I decided to get back into riding. I was going to do this part by the numbers so I could get properly licensed and have basic skills to build on.  You’ll hear a lot of authors, pundits and the like say that MSF training gives you the skills to operate a small bike in an empty parking lot at 25mph. This is overly simplified and inaccurate. What the school does is give you the tools that will allow you to become, with practice, a safe rider. You can’t leave the course with a lot of experience – you only have 10 hours of riding time — but you can ask questions about how to progress from the parking lot to city streets and beyond.  What you do with your education is up to you.
In addition to the training, I received valuable advice with respect to the type of bike to purchase, the way to “break in” to the unforgiving streets, how to practice and what to practice. The information was straightforward, accurate and to the point. This is why I took the course, and I’m not only ecstatic about the results, I am a strong supporter of their goals and their teachers, especially the ones I met at the Ride Rite Motorcycle School.

Day one – Morning 5-hour classroom instruction.

I was so excited about the class that I went to the grounds where it was to be held a week early to ensure location and route. They admonish you to not be late or face a stiff fee and delay of at least a week in the course, so I decided to err on the side of caution.Class started promptly at 7am on Saturday, and I got there at 6:30. 

Day one – The First Riding Session.

After going to lunch where I sucked down a couple of doppios to counteract the long, early morning, we got back to the riding range, which doubled as a parking lot for the community college where the course is taught. There, the bikes lined up included some 250cc Honda/Suzuki Cruisers, Standards and Dual-Sports. This suited me just fine since a standard was the main type of bike I was looking at for purchase. I personally wanted to avoid the cruiser style. I had begun to consider dual-sports, but I decided to stick to the middle-ground.

Day two – All Day on the Bike.

Day two started early and ended just after sunset. We went through all new trials; it escalated in difficulty but was never threatening other than “doing it correctly, to spec” could be difficult. It was easy to understand what was going on and why each particular exercise was necessary, from panic stops, riding in a tight box or stopping in the middle of a turn. These were things that I would need to practice, increasing in speed and within the envelope of limitations surrounding my experience with the bike that I would eventually purchase.

What I learned and where I’m going from here.

As far as riding a bike goes, I need to make sure that I don’t get “too much” bike, which isn’t too hard because my riding goals are not to become a Track God or Street Hooligan, and the friends I’ve made on my Yahoo Groups pages have given me a tremendous amount of sage advice (and also a Moto Guzzi fanatic).

Schools

Local San Fernando Valley Schools

Like this article? Subscribe to nuBiker: via RSS | via Email