Say it ain’t so, possible 457 Parallel Twin Guzzi?

[scott_m]

the Indian manufacturing process

I can't say about the US but in the UK the largest proportion of the high-end bikes here are in effect rented by middle-aged riders via PCP deals. In essence they pay for the depreciation only and change their bike every two or three years at least, hopefully using the excess of the actual value over the agreed minimum value as equity.

This disturbs me so much. It’s part of the new world order where those in power, want you to actually OWN nothing. You just rent everything. Your dwelling, your car, your motorcycle, literally everything. They speak in nothing but “monthly payment” and the gullible and those who are so stupid that they will arrive at 55 years of life, with nothing to show for anything. It’s a sick game and I cannot believe how they get so many people to play it. “Money factors” and other such bullshit terms have replaced the simple and easy to understand “Annual Percentage Rate” which is required to be disclosed in the USA for any money borrowed. Keeping the consumer ignorant of the true cost, is the secret to fleecing them.

Besides, it’s been known for 5,000 years+ that it is so much easier to keep the working class in subjugation if you keep the yolk of debt wrapped in velvet around their neck.

 

[James Guffman]

I'd rather they built a single if they feel they need an entry level bike... call it the Nuovo Nuovo Falcone.

This. I'm really liking the specs of the new very oversquare Ducati single. 75hp and revving over 10,000rpm would is just what MG needs as well for a return of their singles:

motorcyclenews.com/news/new-tech/ducati-superquadro-mono-engine/

 

[Cabernet]

I quite welcome this little rascal. As has been said, it is small. It is also likely to be light and nimble.
I did love my Breva 750 for those reasons, and but for the plastic tank, I would still be running it.
I have already bought a Honda CB300r as a downsize, but it does feel awkward at Guzzi events.
Lumping my V11 out the garage is becoming a mission, where the 300 is easy and on UK roads does all it needs to, although I do avoid the motorways on it. I can well see the V11 getting chopped in for a 457.

In the past Moto Guzzi have had straight 4s, parallel twin 2 strokes, singles in 4 stroke and 2 stroke and not to mention the V8. This 457 will receive “nay sayers”, but the V-twin probably received the same from the traditional singles community. And with the aging demographic of the biking community and particularly the Moto Guzzi club members, I can see this 457 gaining traction as function over fashion kicks in.

 

[WMark]

I somehow missed this until this morning. CW wrote more on it HERE. If in fact they slap a MG badge on this Piaggio India pile, I’ll be running far away from this brand fast.

Say it ain't so. What next a Guzzi Grom Gang?

 

[GTM®]

I did love my Breva 750 for those reasons, and but for the plastic tank, I would still be running it.

Buy a 2016 V7 Mk II ABS (or back to 2013), and Bob's Your Uncle.
Virtually the same bike.

 

[Cabernet]

Buy a 2016 V7 Mk II ABS (or back to 2013), and Bob's Your Uncle.
Virtually the same bike.

For me, the Breva 750 was the pinnacle of the fuel injected small block range. The 17” wheels made it nimble, balanced and quick on direction changes compared to later models. Fast enough to tour and feisty enough to scratch around passes and canyons. The twin throttle bodies delivered smooth hard power without notice. The "only" flaw was the plastic tank.

The V7 classic arrived with slow steering due to the larger front wheel and steel rims, with cheap chrome that would rot if not pampered after every rain shower, which in the UK is a pain.

The early V7 Stone moved to cast wheels, which was better, but was still slower steering compared to the Breva. Also the single throttle body was intrusively loud and rough when moving off, feeling like a large single.

The V7ii saw the drop in the engine position, spreading the foot rests and in doing so, restricting corning ground clearance. Perhaps not an issue for many, but as someone who has had the RH exhaust down tube decked while cornering on a Breva 750, the V7ii and later are not fit for my purposes.

I actually have a 2007 Nevada with re-rimmed wheels in aluminium to accept Breva 750 tyre sizes and that is one agile bike now. A proper wolf in sheep's clothing.

So, myself disenchanted with the current MG range , this little 457 is turning my head.

 

[GTM®]

The V7ii saw the drop in the engine position, spreading the foot rests and in doing so, restricting corning ground clearance… I actually have a 2007 Nevada with re-rimmed wheels in aluminium to accept Breva 750 tyre sizes and that is one agile bike now. A proper wolf in sheep's clothing.

Way off topic for this thread, untrue and see below. I’d encourage you to read my bio HERE. Feel free to post yours. The viscous circle OEMs weave when it comes to size and weight.

GTM V7R-820 QuattroValvole Info & Dyno Runs

First fire of our 820-4V and revised Dyno numbers below. ~67 rwhp & 57 lb.ft. torque: Sund V7R with DNA Filter and GTM ring;

www.guzzitech.com

GTM V7III Racer-820R - Mods thread

This thread chronicles our excessive mods to a V7 III Racer ro show what can be done to build the ultimate small block. Starting with our GTM 820cc big-bore kit, then adding our 2>1 GTM GP Meg Exhaust, GT Ohlins Fork Kit (including CNC triples and clip-on bars), Brembo RCS, Monoblock & T-Drive...

www.guzzitech.com