LAUNCH TEST - 2022 Moto Guzzi V100 Mandello
Words: Klaus Nennewitz
Photos: Piaggio Group
Welcome to the ‘V100 Mandello’ – the future of Moto Guzzi.
Previewed in September, 2021, during Moto Guzzi’s centenary year and officially unveiled at EICMA a couple of months later, the Mandello may look traditionally “Guzzi” at first glance but it’s an all-new model that is radically different in many areas, including some ‘firsts’ not only for Moto Guzzi, but also motorcycles in general.
Released in European markets last October, the V100 Mandello sports tourer won’t arrive in Australia for several months, so until then, here’s a taste of what local Guzzisti can expect . . .
For anyone with an interest in motorcycles, there’s an undeniable fascination with Moto Guzzi. What makes them so intriguing?
Is it the iconic transverse v-twin engine that, from the first version of the V7 in 1967, gave the machines from Mandello del Lario a clearly perceptible character and incomparable look?
Is it the hard metallic engagement of the starter motor with the resulting jerk of the whole bike?
Maybe it’s the characteristic twist to the right as a counter reaction of the longitudinal crankshaft when torque is applied, forcing Guzzi owners to ride different lines in left-hand bends and right-hand bends.
Or perhaps it’s the mechanics; those reassuring clicks of the rocker arms on the towering air-cooled cylinder heads that tall riders use to warm their knees, ensuring an intense symbiosis between man and machine.
Moto Guzzi’s appeal may also lie in the simple charm of classic mechanical engineering, without electronics and technology; bikes you can "touch" and, if necessary, fix yourself.
Risen and Fall, Big and Small
Moto Guzzis were always a bit different, with an impressive competition record from soon after their foundation in 1921 until the factory retired from road racing in 1957. By the early 1980s, those glories had been forgotten and Moto Guzzi had arguably lost the race for top performance on the streets. However, the manufacturer’s receivership in the late 1960s and a string of owners since hasn’t dampened the ardour of the Guzzisti, as evidenced by the 60,000 fans who attended Moto Guzzi’s 101st anniversary celebrations at Lake Como in September, 2022.
For 55 years, the machines from Mandello del Lario essentially got by with just two engine families. On the one hand, there was the "Big Block" air-cooled v-twin, designed as a sand-cast tunnel crankcase, which went into series production with the V7 in the mid-1960s. Produced in numerous variants and regularly upgraded, this engine essentially lasted until 2020, which was the last year for the 1,400cc California, Audace, Eldorado and MGX models with Euro 4 type approval and power outputs of up to 97hp (72kW). As an air-cooled four-valve engine, the big block reached 110hp (82kW) in the 1,200cc Norge and Stelvio from 2007 onwards.
The other main member of this family was the "Small Block"; also a v-twin and also air-cooled, but more of an entry-level engine with a Japanese-style horizontally-split casing. This engine debuted in 490cc form in the V50 from 1977, followed by the 350cc V35. From 1989, the small block was also available in 750cc form on the Nevada cruiser.
When Moto Guzzi was taken over by Aprilia in 2000, a completely new, water-cooled v-twin with a 75-degree cylinder angle was already running on the test bench. However, it seems the entrepreneurial courage and financial resources to modernise Moto Guzzi with this innovative drivetrain were lacking, leading to the acquisition of Aprilia - and thus Moto Guzzi - by Piaggio in 2004.
In 2018, a breath of fresh air in Moto Guzzi's development came when the V85 TT was presented with a new engine. Like the big block, this air-cooled two-valve transverse v-twin was designed with a tunnel-type crankcase. Brilliantly integrated into the V85 TT, a "classic enduro" with a balanced and stable chassis, that engine still shines today.
In the same year that the V85 TT reached the market, the new ‘V100 Mandello’ project commenced, meaning that, after a good twenty years, the Piaggio-Guzzi-Aprilia triumvirate (Moto Guzzi bikes are developed in Aprilia’s R&D department) had finally given the green light to a completely new bike that would signal the company's march into the future.
A V2, but not as we know it
The signature transverse v-twin layout with longitudinal crankshaft and cardan rear-wheel drive was retained for the new engine, but to achieve a "contemporary" power output of 115hp (84.6kW) from its 1042cc capacity, four valves had to be accommodated in the cylinder heads. Thermal issues between the two exhaust valves then made liquid cooling necessary.
To comply with the current Euro 5 and later Euro 5+ emission limits, it was also necessary to take advantage of the “tumble” effect in combustion that could only be obtained with a vertical ‘downdraft’ design of the cylinder heads. While it was a break from Moto Guzzi’s tradition of horizontal intake and exhaust, the new layout significantly improved combustion at low engine speeds, having a positive impact on rideability and exhaust emissions, too.
Visually, the difference between this engine and the powerplants in Guzzis of old can be seen in the reshaping of the heads to accommodate liquid cooling and the rotation of the cylinders 90 degrees, which means that exhaust headers now exit from the outside edge instead of the front, while all the intake hardware nestles within the “V”.
Inside the heads, the valves (intake: 37mm, exhaust: 32.1mm) are arranged in a V-shape at an angle of 12+12 degrees and are driven by two camshafts and finger followers. With this solution, it is possible to reduce the moving mass and to achieve steeper valve opening ramps, as well as low valve overlap (which is good for reducing emissions). Camshafts with plain bearings are mounted in a separate die-cast aluminium module in the cylinder head, and the valve clearance is adjusted by shims.
At the v-twin’s front end, the crankshaft drives an intermediate shaft via a Morse tooth chain, which in turn drives the chains of the camshafts. Viewed from the front, the crankshaft rotates counterclockwise. A coaxial intermediate shaft with a rotational damper is connected to the crankshaft, driving the oil pump (only one pressure pump, no intake pump) and transmitting the power to the clutch.
Available colours differ across the two variants, as well.
The starter motor is located on the engine’s right-hand side, above the six-speed gearbox, and starts the engine via a scissor-type freewheel. Since the first-order inertia forces of the 90-degree v-twin cancel each other out, this component, designed as a flywheel running in the opposite direction of rotation to that of the crankshaft, serves to compensate for the engine's stall torque during starting and acceleration. This allows for a lighter crankshaft, while together, both shafts provide the necessary inertia for smooth engine operation and high torque.
The shaft of this counter rotating "flywheel" comes out of the rear of the crankcase and drives the alternator, located high up between the cylinder heads, via a V-belt, while the water pump, driven directly by the crankshaft, is located on top of the gearbox on the left. The oil filter is bolted to the underside of the engine and accessible from the outside for ease of maintenance.
Overall, the new engine has been designed to be very compact and is 103mm shorter than the V85’s air-cooled powertrain. The die-cast engine casing is split horizontally and the gearbox is bolted to the rear.
Additional new features on this drivetrain include an oil-immersed multi-plate clutch that can be serviced directly without removing the rear wheel or swingarm. The 578mm long, single-sided aluminium swingarm is mounted directly to the gearbox. The driveshaft leaves the transmission unit in a lower position than on previous Guzzis and it’s also been switched to the left-hand side, which is advantageous for a drive free of torque reactions to the suspension.
Furthermore, the drive shaft no longer runs parallel to the rear wheel with two joints. It’s now inclined outwards by 6 degrees and has only one joint at the front, which means there is now space for a 190-section rear tyre (the current V7 and V9 can only take a 150 rear).
In the footrest area, the width of the drivetrain has been reduced by 36mm, which, like the rotation and 4.5-degree forward inclination of the cylinders, benefits ergonomics.
Lakeside Ride
For the European media launch of the V100 Mandello, held around the beautiful Lake Como, I was presented with a V100 Mandello S in Verde 2121 (2121 green); a treatment inspired by the livery of old Moto Guzzi racing bikes. The S can also be had in Grigio Avanguardia (Avant Garde Grey).
The standard version of the V100 Mandello is available in Bianco Polare (Polar White) and Rosso Magma (Magma Red) with gold satin rims for each. A special V100 Mandello Aviazione Navale has also been revealed, paying tribute to the aviation arm of the Italian Navy, which was founded in 1913. Limited to 1,913 units, the Aviazione Navale’s grey finish and decals are inspired by the Navy’s latest F-35B carrier-based fighter jets.
(NOTE: While both the base Mandello and Mandello S will be released in Australia, the Aviazione Navale variant is unlikely to be offered here).
The V100 Mandello S is the premium version of the new model, offering many extras that the base Mandello doesn’t get, including Öhlins Smart EC 2.0 semi-active electronic suspension, an up & down quickshifter, heated grips, TPMS tyre pressure monitoring system and Moto Guzzi's ‘MIA’ multimedia platform with Bluetooth connectivity.
Standard equipment on both V100 Mandello variants includes full LED lighting (including cornering lights), a 5-inch colour TFT instrument display, cornering ABS, traction control, cruise control, adaptive aerodynamics - a motorcycling first and undeniably the party piece on this model - a power-adjustable windscreen, four riding modes and a USB port.
The ready-to-ride weight of 233 kg with a tank 90 per cent full (total capacity is 17 litres, thus making dry weight about 221 kg) is hardly noticeable when manoeuvring this compact machine. A two-section seat with a height of 815mm contributes to a feeling of safe handling.
Switchgear and the TFT display are familiar from current Aprilia models, with some of the nicer points in terms of aesthetics including the detailing on the handlebar clamp, well-placed cables and wires and the harmonised screws in the front area of the bike (which always remains in view while riding).
When starting the V100 Mandello, the first surprise was the lack of that classic Guzzi metallic "clunk" from the electric starter, while the bike took off without the usual impulsive movement to the right, typical of the old v-twin.
The second surprise came when engaging first gear: a clearly audible bang is noticeable. On my bike, I felt the setting of the clutch (which rotates at the same speed as the crankshaft) and the shift mechanism could do with some fine-tuning. Due to the servo-assisted clutch, slight pulsations could be felt at the lever, which can be annoying if you want to accompany shift transitions with modulations of the clutch.
Otherwise, the new 1,042cc engine makes a mature impression and produces remarkable torque, even at low revs (from 3,500rpm it navigates the torque curve above 92Nm). The gearbox can be sorted quickly and the reconfiguration of the shaft drive gives the impression of riding a bike with chain drive, as there is no "lift" effect.
Also impressive was the urge of the engine to grow in revs beyond the 6,000rpm mark: there’s a real “boost” that propels the bike, at lightning speed, all the way to the limiter at 9,500rpm. Never before has such a feature been experienced with a Moto Guzzi v-twin, which opens up prospects for completely new and sporty riding styles.
The V100 Mandello’s 815mm saddle fitted me well, but with my height of 175cm I would prefer the optional 835mm seat for a more comfortable knee angle. The S version’s Öhlins semi-active suspension, with 130mm of travel front and rear, worked well (Kayaba manually-adjustable suspension is on the base Mandello), as did the Brembo brake system with two 320mm brake discs at the front and one 280mm disc at the rear.
The chassis (without steering damper) features a tubular steel frame that integrates the engine as a stressed member for exemplary stability. However, the front end of the bike felt a bit sluggish in tight corners and had a tendency on the launch to oversteer at low cornering speeds. It’s not completely neutral, as one is used to on the Aprilia Tuono 660, for example. A little more rebound damping in the forks could help to calm the front end on bumpy mountain roads.
Clever Tech and Accessories
Of the four available riding modes, "Sport" and "Road" saw the engine respond a little too aggressively to the ride-by-wire throttle, in my view. On/off throttle transitions in "Tour" mode were smoother but still delivered enough power. “Rain” is the fourth mode, with the mildest throttle response, greatest level of engine braking and maximum traction control and cornering ABS intervention.
The ABS and traction control operate off a six-axis IMU and work well, as does the semi-active suspension on the S for the most part, but of the V100 Mandello’s more publicised tech features, I felt the electrically adjustable windscreen was too small to offer real protection, even in its “raised” position.
Those much talked-about active air deflectors on the side of the tank, which supposedly reduce air pressure on the rider by 22 per cent, look more like a marketing gimmick to me. They engage at specific speeds or when in a specific riding mode, but instead of directing air around my hips at 150km/h as they claim to, the flaps seemed to be pushing the wind towards the inside of my thighs. The aerodynamic advantages stated in the press release, especially in rain conditions, have yet to be proven on a longer run.
For those who want to configure the V100 as more of a long-distance touring machine, numerous accessories are available, including hard luggage, heated seats and grips, auxiliary lighting, a larger windscreen, engine guards, a centre stand and alarm. Add all these and you’ll increase the ride away price by around 15 per cent (in Germany, the V100 Mandello lists for 15,499 euros, with the S version at 17,999 euros). 
Summing Up
With the all-new V100 Mandello, Moto Guzzi has built a great sports touring bike. Technically and in terms of handling, this Guzzi is now in the same league as the competition (BMW R1250S, the new Suzuki GSX-S1000GT, Kawasaki Ninja 1000SX, Ducati Multistrada V2 and, to a lesser extent, the Yamaha Tracer 9 GT), with the great power and dynamic characteristics from the new engine particularly pleasing.
The Mandello makes a great impression and is of high quality, as well as being robust and rational in design without sacrificing that Moto Guzzi "emotion".
The fascination for one of the oldest motorbike brands in the world is now based on modern technology.
We are curious to test the next models...
NOTE: An Australian delivery date for the V100 Mandello was still to be confirmed at time of writing, but it’s expected in Q3, 2023. Similarly, local pricing has not been announced, but it will likely be in the region of $25,000 for the base model, with the S version possibly adding a further $2,500.
2022 Moto Guzzi V100 Mandello – Specifications
(V100 Mandello S differences in brackets)
ENGINE
Type: DOHC four-stroke, eight-valve 90-degree transverse v-twin
Displacement: 1042cc
Bore x Stroke: 96mm x 72mm
Compression Ratio: 12.6:1
Engine Start: Electric
Ignition: N/A
Induction: EFi
Lubrication: Wet Sump
Cooling: Liquid
Max Power: 84.6kW @ 8700rpm
Max Torque: 105Nm @ 6750rpm
TRANSMISSION
Clutch: Wet, multi-plate
Gearbox: Six-speed (six-speed w/quickshifter)
Final Drive: Shaft
CHASSIS
Frame: Tubular-steel
Front Suspension: 41mm USD fork, adjustable preload and rebound, 130mm travel (43mm Öhlins Smart EC 2.0 semi-active USD fork, fully adjustable, 130mm travel)
Rear Suspension: Offset single coilover shock, adjustable preload, 130mm travel (Öhlins Smart EC 2.0 semi-active single shock, fully adjustable, 130mm travel)
Fr Wheel: 17x3.5-inch alloy
Rr Wheel: 17x6.0-inch alloy
Fr Tyre: 120/70-R17 Pirelli
Rr Tyre: 190/55–R17 Pirelli
Front Brake: Dual 320mm floating discs with four-piston Brembo radial calipers, Cornering ABS
Rear Brake: Single 280mm disc with two-piston Brembo floating caliper Cornering ABS
DIMENSIONS
LxWxH: 2,125 x 835 x 1,475mm
Wheelbase: 1,475mm
Rake: 24.7 degrees
Trail: 104mm
Ground Clearance: N/A
Seat height: 815mm
Kerb Weight: 233kg
Fuel Capacity: 17lt
COLOURS
Polar White, Magma Red (2121 Green, Avant Garde Grey)
LAMS APPROVED: No
PRICE: N/A
WARRANTY: N/A
