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v9 roamer

Moto Guzzi Malaysia telah membina motosikal Moto Guzzi V9 Roamer Custom bagi menyerlahkan kebolehan pengubahsuaian motosikal berkenaan.
Pengubahsuaian tersebut tidak mencacatkan tahap kebolehtunggangan dan jiwa model V9 Roamer itu.
Sebaliknya, ia meningkatkan lagi perwatakan dan daya tarikan motosikal ini.

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  • Moto Guzzi Malaysia built the Moto Guzzi V9 Roamer Custom to demonstrate the customizable “spirit” of the bike.

  • The built didn’t sacrifice the rideability and soul of the V9 Roamer.

  • Instead, it enhanced the bike’s character and charm.

In the world of biking, factory custom-jobs on existing bikes are always a hit or miss venture. You see the thing about ‘custom bikes’ is that they’re very personal in terms of styling, seeing as how all bikers have their own desired tastes and ideas as to how their bike should look if they’re going to customise it. As such, a ‘factory custom’ bike is a risky affair to undertake, but that didn’t stop the creation of this Moto Guzzi V9 Roamer Custom.

 

Painted an absolutely amazing shade of “Gister colour-concept”, which is blue and orange akin to GULF Oil Racing colours, the V9 Custom is a sight to behold. Based on the Moto Guzzi V9 Roamer, the Custom sports the same 853cc V-Twin that churns out 55bhp and 62Nm of torque, however visually for starters, the Custom benefits from chromed engine rocker-covers.

Other notable differences from the regular V9 include a petrol tank from a V7, shorter front & rear fenders, a custom double-seat on a shorted frame wrapped in dark aged brown leather, a custom “Sunny” exhaust system with bracket, custom mirrors & headlight, custom scrambler type handlebars and a rear loop-seat handle.

The best thing about the Moto Guzzi V9 Custom though, is that unlike some custom-bike jobs, this bike is an absolute delight to ride. It possesses the same phenomenal low-end torque as its V9 regular sibling, with the added benefit of aural pleasure as well. Those custom exhaust pipes emit an incredible exhaust-note that you have to hear ‘live’ to believe.

The V9 Custom also provides a comfortable riding position thanks to those custom handlebars, and while the seat could use a bit more padding and support – under hard acceleration you might slide all the way to the back – the position is relatively upright. At higher speeds the characteristic engine ‘sway’ from that transverse V-twin engine is all but eliminated, as the counter-balancers work best at speeds above 100kmh.

That being said, performance-figures mean very little when it comes to the Moto Guzzi V9 Custom by Goh Brothers @ Gasket Alley, nobody buys a custom bike like this to look at a spec sheet (but just in case, it’s appended below), no, this bike will sell on looks alone. Period. Nobody needs it, but everybody wants it. That’s the hallmark and definite success story for a custom bike. And this one really does tick all the right boxes.

Moto Guzzi V9 Custom Modifications

Custom double seater shorted frame

Dark aged brown leather material for upholstery

Custom Sunny exhaust system with bracket

Custom scrambler type handlebars

Rear loop seat handle

Custom rear fender slim & short

Custom front fender slim

Moto Guzzi V7 Tank

Chroming rocker engine cover

Paintjob “Gister” color concept (one of a kind)

Base model V9 Roamer Specifications:

Base Model: Moto Guzzi V9 Roamer

Year: 2018

Category: Classic

Engine and transmission

Displacement: 853.00 ccm (52.05 cubic inches)

Engine type: V2, four-stroke

Power: 55.00 HP (40.1 kW)) @ 6250 RPM

Torque: 62.00 Nm (6.3 kgf-m or 45.7 ft.lbs) @ 3000 RPM

Compression: 10.5:1

Fuel system: Injection. Weber-Marelli

Cooling system: Air

Gearbox: 6-speed

Transmission type, final drive: Shaft drive (cardan)

Clutch: 170 mm diameter single disc with integrated flexible couplings

Emission details: Catalytic converters, Euro 4.

Exhaust system: Stainless steel, 2-in-2 type, three-way catalytic converter with double lambda oxygen probe

Chassis, suspension, brakes and wheels

Frame type: ALS steel twin tube cradle frame

Rake (fork angle): 26.4°

Trail: 125 mm (4.9 inches)

Front suspension: Hydraulic telescopic fork

Front wheel travel: 130 mm (5.1 inches)

Rear suspension: Dual shocks

Rear wheel travel: 97 mm (3.8 inches)

Front tyre: 100/90-19

Rear tyre: 150/80-16

Front brakes: Single disc. ABS. Brembo opposed four-piston callipers.

Front brakes diameter: 320 mm (12.6 inches)

Rear brakes: Single disc. ABS

Rear brakes diameter: 260 mm (10.2 inches)

Seat: Duale seat

Physical measures and capacities

Weight incl. oil, gas, etc: 199.0 kg (438.7 pounds)

Seat height: 785 mm (30.9 inches) If adjustable, lowest setting.

Overall height: 1,165 mm (45.9 inches)

Overall length: 2,240 mm (88.2 inches)

Overall width: 865 mm (34.1 inches)

Wheelbase: 1,478 mm (58.2 inches)

Fuel capacity: 15.00 litres (3.96 gallons)

Reserve fuel capacity: 4.00 litres (1.06 gallons)

Other specifications

Color options: White, yellow

Starter: Electric

Reviewed by Chris Wee, Piston.my

  • The Moto Guzzi V7 III and V9 line-ups are the obvious starting point for customizing.

  • This Gannet custom bike started as a Moto Guzzi V9 Roamer.

  • The builders aimed for a minimalist traditional racer style motorcycle.

One look at the Moto Guzzi V7 III and V9 ranges and your instinct will tell you that they are meant to be customized. Take for example this Gannet Moto Guzzi V9, which started out as a 2016 V9 Roamer ol’ school cruiser. Please click on the link below for our review of the Moto Guzzi V9 Roamer.

Moto Guzzi V7 III Stone and Moto Guzzi V9 Roamer Test & Review

Designed by Ulfert Janssen of Gannet Design along with Stefan Fuhrer of Fuhrer Moto, the pair sought to create a pure racer, by reducing the bike to its essentials, with some retro elements thrown in.

But first, a small introduction.

Stefan Fuhrer was the former mechanic for Dominique Aegerter (current Moto2 rider) and Tom Luthi (current MotoGP rider). It was Fuhrer who wrenched for Luthi when the latter became the 125cc GP Champion in 2005. Since his workshop is just 100m from Gannet, it was easy for both teams to communicate. Fuhrer and his team had the race experience and precise engineering skills.

Janssen started the project with some loose sketches around the 853cc Moto Guzzi V9 Roamer for a forward leaning café racer.

Janssen said, “First I worked on the stance and changed the frame angle from slanted backward into a forward leaning angle. I cleaned up the architecture and made a major diet of all the unnecessary parts. I designed a new strong retro racing tail section and new exhaust system as a signature which sweeps along the bike like a swoosh.”

 

“Once the overall direction was settled, I made detailed design renderings which we used as the base for the building process. I first modeled the racer’s new tail section out of hard foam to find the good proportions and it was then used as a template for the metal work,” he continued.

Artisan Bruno Bertschy shaped the aluminium tailsection was shaped entirely by hand. A new sub-frame had to be designed and built for a higher seating position, in order to put the rider in a racing prone. A thin brown kilted seat was then added to match the Biltwell handlebar grips.

Going fully ol’ skool as in what Gannet calls “back to the roots”, the fuel injection system was ditched for carburettors and this was a tremendous challenge. The wheel sensor track (also called the transmitter wheel) had to be adjusted for a different gearing, besides the electronics such as ignition, sensors such as those for the throttle and crank position had to be reworked. The intake air tubes were racing inspired.

The prominent round sweep of the exhaust pipes contributes to a strong visual impact and enhances the fast-forward dynamic of the bike even at a standstill. The twin pipes were bent and welded to smoothly blend into two Leo Vince GP Pro trumpets. They give off a distinctive exhaust note from the Moto Guzzi 90o V-Twin when approaching. You can click on this link to hear the bike: https://www.instagram.com/p/BijrUoJg195/?taken-by=gannetdesign

A custom motorcycle looks as good as its finishing. In this case, Walter Oberli created a special combination of scrubbed and high-gloss shine. The tank looks rough from afar but is actually smooth when viewed up close. The tailsection and details were painted in a soft gradation of blue. Besides those, the cylinder heads and aluminium protection heads were also given the same blue. It was what Gannet termed as “Rhapsody in Blue.”

The frame’s lower portion was remade, cleaned up and CNC Racing (who supplies the Pramac MotoGP team) rearsets were installed for racier ergonomics. The gearshifter was modified to fit the Moto Guzzi’s gearing setup.

On the chassis front, the Öhlins forks were fitted with a shortened front fender. The forks were held to the bike with an IMA racing triple clamp and attached to via a custom headstock. ABM Fahrzeugtechnik sponsored the clip-ons and Synto Evo brake/clutch levers in silver, blue and black to fit the color scheme of the bike. Jetprime all-black racing control buttons round out the details of a race bike.

As for other items, Highsider sponsored the lighting system, while the gauges were supported by Daytona (Paaschburg & Wunderlich) that were then attached to custom-made brackets. Motogadget supplied the electrical components such as m-lock for keyless starting, handlebar-end turnsignals, m-blaze and m-unit for the control box.

Kineo specially made the 18″ front spoke wheel to fit the new fork travel of 210mm. The rear is also a 18″ Kineo spoke wheel which was fitted with aluminum cover plates. Rear shocks are two Öhlins Blackline.

Stefan Fuhrer surmised the build, “What I like best about this custom build is the coherence of the whole bike, where from the front wheel to the rear wheel the smooth transition from one component to the next passes through. It was important for me and Ulfert that we solve and adapt the individual components in such a way that they give a coherent overall picture.”

Ulfert Janssen: “What’s special about this conversion is that it’s a reduced and minimalist design at first glance, but at a second glance you can see many custom parts and special details. These remain discreetly in the background to give a pure and strong first impression. However, if you dive into the bike, you can discover the sophistication in detail. Special thanks as well to Bruno Bertschy (metal work) and Walter Oberli (paint) for their contribution and fine work.”

This bike will be at The Reunion in Monza, Wheels & Waves and Glemseck 101 among others.

PICTURE GALLERY

  • Moto Guzzi Malaysia has provided their pricing with 0% GST.

  • The new prices will go into effect from 1st June 2018.

  • The price reduction makes Moto Guzzi motorcycles even more attractive than they already are.

As with other manufacturers and distributors, Moto Guzzi Malaysia is the latest to publish their motorcycle’s prices with 0% GST, with effect from 1st June 2018. Here are the model and basic selling prices (not on-the-road).

Moto Guzzi Malaysia provided the new prices of six models, all seeing a reduction in price between RM 3,787.00 to RM 4,636.00. The V7 III is the third generation of the iconic V7, powered by a 750cc, 90o V-Twin. The V9 range, on the other hand, is powered by an all-new 850cc, 90o V-Twin.

  • The highly entertaining entry-level V7 III Stone we tested will see a reduction of RM 3,787 from RM 69,900 to just RM 63,113.

Moto Guzzi V7 III Stone and Moto Guzzi V9 Roamer Test & Review

  • The V7 III Special is the closest embodiment of the 1975 V750 S3 and looks the part of being a retro heritage, complete with lots of chrome. It’s price will be reduced by RM 4,070 from RM 71,900 to 67,830.
Moto Guzzi V7 III Special
  • As its name implies, the V7 III Anniversario celebrates the 50th anniversary of the V7 and is built on the V7 III Special as the base model. With a distinctive chromed fuel tank and tanned leather bench seat, there’s no mistaking it for another Moto Guzzi. Only 750 will be produced. Its price will be revised from RM 80,900 to RM 76,321, as reduction of RM 4,579.00.
Moto Guzzi V7 III Anniversario
  • Also aptly named is the V7 III Racer, which takes on the shape of a classic café racer. This model is similarly a limited-production model, and the sportiest among the V7 III family. It features adjustable Öhlins rear shocks, “Rosso Corsa” (Racing Red) frame, rear seat cover which turns the bike into a solo seater, and brushed aluminium fuel tank and flyscreen. Its price will go from RM 81,900 to RM 77,264 (reduced by RM 4,636).
Moto Guzzi V7 III Racer
  • The V9 Roamer is a 70’s-style classic, versatile for both city riding and long-distance touring. It features an upright seating position, large and comfy seat, plenty of chrome, lots of nifty details and plenty of style.
Moto Guzzi V9 Roamer
  • The other V9, the V9 Bobber is the “bobbed” version of the V9. By “bobbed” it means that all the superfluous parts were stripped away to make it lighter, sportier and aggressive. Just like what American G.I.’s did after they returned home from the battlefields of WWII. A reduction of RM 4,240 will see its price drop from RM 74,900 to RM 70,660.
Moto Guzzi V9 Bobber

Moto Guzzi priced their bikes at attractive prices from the outset but they will be even more competitive come 1st June 2018. So, what are you waiting for? Please visit Moto Guzzi Malaysia’s official Facebook page or pay them a visit for a test ride.

 

  • Motosikal Moto Guzzi V9 Roamer dan V7 III Stone melengkapkan lagi rangkaian motosikal Guzzi.
  • Moto Guzzi mengelaskan V9 Roamer sebagai sebuah motosikal buatan khas, dengan rekaan yang mengimbau kembali motosikal tahun 70-an.
  • Motosikal V7 III Stone menjadi asas bagi pengkhususan.

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  • The new Moto Guzzi V9 Roamer and V7 III Stone complements the Guzzi family.

  • Moto Guzzi calls the V9 Roamer a custom bike, but its design harks back to the beautiful 70’s bikes.

  • The V7 III Stone forms the basis for further customisation.

Moto Guzzi is a legendary Italian brand since 1912, but a few hiccups along the way gave the impression of the brand being “on/off.” However, Moto Guzzi is seeing a resurgence lately as the new official distributor, The Gasket Alley, has stepped up their marketing and aftersales efforts.

However, having ridden just one Moto Guzzi for mere hours in the past, I wasn’t sure of what to expect from these two bikes: The V9 Roamer and V7 III Stone.

When Sep and I went to pick them up, both had that modern-classic look, but it was the V9 Roamer which appealed to me with lots of chrome offset by anodized black parts and yellow paintwork. It looked like a 70’s kind of standard motorcycle. That’s just the looks, because the 853cc, 2-valve, 90-degree V-Twin engine is all new.

On the other hand, Sep preferred the V7 III Stone as it looked more “masculine” with its boxier fuel tank with flared sides over the cylinders, no chrome and flat yellow tank. In a way, the V7 III Stone has that unfinished look, no doubt being the model for further customization (there are hundreds of items in MG “Spark” catalog). The “III” designation means this is the third generation V7, inspired the by the 1971 V7 Sport. The V7 has been revamped in many ways including a 10% engine power bump.

Both bikes now feature MGTC (Moto Guzzi Traction Control) and ABS.

Pushing both bikes around The Gasket Alley’s parking lot revealed that they were light. It’s even more so when we climbed on board. Their seats were low and both of us could place both feet on the ground with ease.

 

The V9’s handlebar was mounted on a riser and swept back to meet the rider. The V7’s was flatter for a slightly more café racer feel.

As I reached out to thumb the starter button on the V9, I noticed that the switchgear had a new design, outlined by brushed aluminium bezels, similar to the Calfornia. The V7 made do with the conventional switchgear.

Both bikes starter quickly when the starter button was pushed, to a 90-degree V-Twin growl and the bike kicking to the right simultaneously. Such is the character of transverse-mounted twins (both cylinders projecting out the sides, instead of sitting fore and aft inside the frame), since the crankshaft is longitudinal along the axis of the frame. Conversely, V-Twin that’s mounted longitudinally (Harley, Ducati, et al) has the crankshaft across the frame, thus the frame damps out the crankshaft’s secondary vibrations.

As with Moto Guzzi’s engine configuration, the transmission mates directly to the back of the crankcase (like a BMW Boxer-Twin), although the Guzzi’s single dry clutch is behind the transmission instead of sitting in the middle between the two parts. Power transfer to the rear wheel is best served by a shaft final drive for transverse Twins.

This arrangement makes for a lower centre of gravity as the heavy parts are lower near the ground, as opposed to engine configurations where the transmission is “stacked” above the alternator (although it is more compact).

Anyhow, right away, the V9 Roamer exhibited a relatively maneuverable despite having a 19-inch tyre up front and 16-inch at the rear. Similarly, squeezing through traffic was easy as the bike’s pretty slim. My only gripe about riding it in traffic was the overly soft exhaust volume in order to comply with the Euro 4 emission standard. I don’t have to tell you that some car drivers in Kuala Lumpur are complacent behind their steering wheels, so a loud exhaust is the way to grab their attention unless you honk all the way.

The suspension of both bikes were supple in their initial strokes but took big hits over the shraper bumps and deep potholes. Still, they were remarkably better than their predecessors.

Out on the highway, the V9 Roamer went with the flow due to its taller gearing – it’s not that the engine lacks punch – the transmission was already in overdrive in fifth gear, while sixth was an even taller overdrive. This is definitely a bike for relaxed cruising.

The V7 however, felt more engaging due to its shorter gearing, meaning it kept pushing all the time. In Sep’s words, “The V7 feels more hooligan.” He’s right, because the Stone is just one of the variations in the V7 III family, which includes the V7 III Racer.

Italian bikes are famous for their handling, but I wish I could say so for these two. But it wasn’t because of the bikes, it was due to the standard Pirelli Sport Demon tyres. I’ve experienced the very same trait on another test bike. These tyres are great in running straight but their sidewalls flex like rubber stress balls when pushed in corners, causing the bikes to wobble. It also caused the V9 Roamer’s 19-inch front to steer slower into corners. My concern is that customers who are uninitiated to the Sport Demon will blame the bike.

Anyway, the V7 III Stone wasn’t a slouch when we blasted down the highway. With a sportier riding position, the rider has more confidence to take it to higher speeds. The V9 Roamer, on the other hand likes to be ridden smoothly and in a benign manner. That said, remember the crankshaft’s torque kicking the bike to one side? It all disappeared as soon as we got rolling and the engine became really, really smooth.

We took a different route to Kuala Kubu Bahru for the photoshoot and while it had many beautiful corners, certain sections were bumpy as hell, but these bumps were handled better as long as they weren’t sharp, whereas I would have a chiropractor on standby on the older bike.

We also noticed that there wasn’t any “shaft jacking” despite the lack of an extra arm, like Moto Guzzi’s CARC setup. The term shaft jacking pertains to the bike lifting upwards due to the shaft’s torque as power is applied to the rear wheel.

As our four days with both bikes coming to an end, we liked both the V9 Roamer and V7 III Stone for what they are. They’re just different from other bikes in the market, hence to compare with other makes may not be fair. Both bikes’ appeal rest in the ease of riding them, with a certain kind of soul that could only come from the transversely mounted V-Twin. Besides that, there aren’t many Guzzis around so you’ll earn plenty of inquisitive stares when you ride one.

So which one did we pick as our favourite? Let’s call it a split decision. Keshy and Sep chose the V7 III Stone for its no-frills approach, while Chaze and I chose the V9 Roamer for its looks and soft character.

PICTURE GALLERY

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