Editing Moto Guzzi V11 Le Mans Rosso Corse

{{Infobox Motorcycle
|name             = [[Moto Guzzi]] V11 Le Mans Rosso Corse
|image            = [[File:Moto-Guzzi-V11-Le-Mans-Rosso-Corsa-03--1.jpg|frameless|Moto Guzzi V11 Le Mans Rosso Corse]]
|aka              = 
|manufacturer     = Moto Guzzi
|parent_company   =
|production       = 2002
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, 90° V twin, longitudinally mounted, OHV, 4 [[valve]] per cylinder.
|bore_stroke      =
|compression      = 9.8:1
|top_speed        = 214 km/h
|power            =
|torque           =
|fuel_system      =
|ignition         = Magneti Marelli IAW electronic digital
|spark_plug       =
|battery          =
|transmission     = 5 Speed
|frame            =
|suspension       =Front: 43mm Öhlins upside-down forks, adjustable compression <br>
Rear: Cantilever swingarm, Sachs Boge mono shock, adjustable compression and rebound damping
|brakes           =Front: 2x 320mm discs 4 [[piston]] [[calipers]] <br>Rear: Single 282mm disc 2 piston caliper
|front_tire       = {{tire|120/70-17}} 
|rear_tire   	  = {{tire|170/60-17}} 
|rake_trail       =
|wheelbase        = 1490 mm / 58.7 in
|length           =
|width            =
|height           =
|seat_height      = 800 mm / 31.5 in
|dry_weight       = 226.0 kg / 498.2 lbs
|wet_weight       =
|fuel_capacity    = 20.7 Litres / 5.4 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 214 km/h.  

==Engine==
The engine was a Air cooled cooled Four stroke, 90° V twin, longitudinally mounted, OHV, 4 valve per cylinder.. The engine featured a 9.8:1 [[compression ratio]].  

==Chassis==
It came with a 120/70-17 front [[tire]] and a 170/60-17 rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers in the front and a Single 282mm disc 2 piston [[caliper]] in the rear. The front suspension was a  43mm Öhlins upside-down forks, adjustable compression while the rear was equipped with a Cantilever swingarm, Sachs Boge mono shock, adjustable compression and rebound damping. The V11 Le Mans Rosso Corse was fitted with a 20.7 Litres / 5.4 US gal fuel tank. The bike weighed just 226.0 kg / 498.2 lbs. The wheelbase was 1490 mm / 58.7 in long.  
== Photos ==
[[File:Moto-Guzzi-V11-Le-Mans-Rosso-Corsa-03--1.jpg|600px|Moto Guzzi V11 Le Mans Rosso Corse]]
[[File:Moto-Guzzi-V11-Le-Mans-Rosso-Corsa-03.jpg|600px|Moto Guzzi V11 Le Mans Rosso Corse]]

== Overview ==

Moto Guzzi V 11 Le Mans Rosso Corsa





















Most people are more likely to think Mandello
del Lario is a new antipasto special at Locanda Veneta rather than the
home of Italy's oldest motorcycle manufacturer. Even a well-informed
sophisticate such as yourself might not know that Giorgio Ripamonti and
Carlo Guzzi built their first bike in 1920. You might be more surprised to
learn that their first engine was a double-overhead-cam, four-valve,
500cc, four-stroke singlesteamy stuff at the time Woodrow Wilson lived in
the White House.
If you couldn't care
less about any of that, you probably really don't care about Guzzi's Rosso
Corsathe latest in a celebrated line of sporting Le Mans V-twins going
back to '75. You would very likely recommend counseling for anyone willing
to lay down $13,990 for this 557-pound, 1064cc, air-cooled, 80 rear-wheel
horsepower and 65 foot-pounds of torque pushrod twin. You probably don't
get it. But to any true Guzzisti, it's just the natural order of things.
We find ourselves somewhere in the middle.
As Guzzi's current top-drawer sportbike,
the Rosso has a certain undeniable panache to well-schooled students of
motorcycle sport. It has plenty of the Right Stuff. Educated eyes spot
Öhlins suspension and Brembo calipers at both ends. We see those bits,
too, but could do without the checkered-flag graphics for the same reasons
we don't need to see Hillary Clinton in a thong. Oblique racing
affectations aside, modern, less soulful combatants such as Suzuki
GSX-R1000s and Ducati 999s put this thing a lot closer to a sporty
sport-tourer.
Ergos are classic Italian, accommodating
riders with long arms and short legs most comfortably. Everyone else needs
to deal with it. Approached with the Guzzisti's necessarily forgiving
nature, the Rosso is reasonably easy to live with. An "anti-tip-over
valve" designed to cut fuel flow if the bike tips over keeps air from
getting in, too, creating a vacuum that made opening the filler cap
somewhere between difficult and impossible. Once it's disconnected, as any
late-model Guzzi owner already knows, there are no worries. The
fuel-injected twin wants its enriching lever pulled all the way back and a
handful of throttle before lighting. When it does, the same whirring,
clanking, whining, chuffing and shuddering that delights ears accustomed
to the longitudinal V-twins can convince CBR600 owners that something is
horrifyingly, expensively and inexorably wrong. Fear not. The stock engine
is understressed, overbuilt and spectacularly durable.
The longitudinally oriented crankshaft
torques everything stage left when you blip Mr. Throttle at a stoplight.
However, get moving and you'll never notice. A determined pull on the
left-hand lever convinces the intervening hydraulics to disengage a
suitably beefy single-plate dry clutch. Beyond that, the driveline on our
test bike was great. The six-speed gearbox shifts as well as anything from
Japan. We could do with a touch less slack in the shaft final drive.
Still, Magneti Marelli's injection mixes fuel and air admirably, though
our bike would bog occasionally right off idle before showing any real
interest in the whole acceleration thing.
As delivered, the Guzzi twin doesn't feel
as strong off the bottom as equivalent BMW or Ducati twins. Still, there's
enough thrust from 4500 rpm on to generate reasonable get-up. The engine
spins up happily, which is a good thing because maximum forward progress
means keeping the tach needle between 7000 and 8000 rpm. The Rosso is
reasonably smooth in that rev band; not quite the finger-in-a-light-socket
vibration inflicted by the old V11 Sport, though it does shake more than a
BMW or Ducati twin. You really do get used to it. And with excellent
fairing protection and 5.5 gallons of gas on-board, we could do 170 fairly
painless miles between fuel stops.
Eighty rear-wheel horsepower won't keep you
in the draft of a well-ridden Japanese 600 at the next track day, but it's
three more than Ducati's admittedly lighter Supersport 900 i.e. and 12
less than a BMW R1100S, which is only slightly (12 pounds) lighter. Off
the dyno chart and in motion, the Rosso makes brisk progress down Racer
Road if you're smooth and use less lean angle than Aaron Yates. The
sidestand touches down before the footpeg in a hard left.
On the right, the stock LaFranconi muffler
drags first. Beyond that, the Rosso's back-road manners are plenty good.
It turns in easier than most open-class GTs, and once carving, stability
is exemplary. Spend a little time dialing clickers and the Öhlins
suspension is every bit as good as you'd expect, no matter what sort of
pavement you throw at the bike. Brakes could use a little more initial
bite, but that's only a pad swap away.
In the end, the Rosso is a solid motorcycle
with excellent road manners. Still, dropping $14,000 on one only makes
sense if owning a Moto Guzzi tops your priority list. If it does, a few
extra bucks spent on brake pads and exhaust mods are just part of being a
Guzzisti. In that case, being passed by GSX-R infidels at the track or
some slinky back road won't matter. Riding a bike with that venerable
eagle on its flanks is more important. It's the same eagle worn by 11 Isle
of Mann TT winners and 14 world champions between '21 and '57.
OK, so most of Chillicothe, Missouri, probably still
thinks Mandello del Lario is something you should wash down with a nice
Chianti. But for those of us who like doing things differently, that's a
good thing. You want exclusivity? Our Rosso was the only Guzzi parked at
the Monterey Starbucks on World Superbike Sunday. Better still, as it
warms up for the ride home, you know that somewhere out there, Carlo
Guzzi is smiling that smile. Last time we checked, there's no way to put
a price t


{|  class="wikitable"
|- 
!Make Model
|Moto Guzzi V 11 Le Mans Rosso Corsa
|- 
!Year
|2002
|- 
!Engine Type
|Four stroke, 90° V twin, longitudinally mounted, OHV, 4 valve per cylinder.
|- 
!Displacement
|1064 cc / 64.9 cu-in
|- 
!Bore X Stroke
|92 x 80 mm
|- 
!Cooling System
|Air cooled
|- 
!Compression
|9.8:1
|- 
!Induction
|Magneti Marelli IAW Multipoint phased sequential fuel injection
|- 
!Ignition
|Magneti Marelli IAW electronic digital
|- 
!Starting
|Electric
|- 
!Max Power
|91 hp / 66.3 kW @ 7800 rpm
|- 
!Max Torque
|94 Nm / 69.3 lb-ft @ 6000 rpm
|- 
!Transmission
|5 Speed
|- 
!Final Drive
|Shaft
|- 
!Front Suspension
|43mm Öhlins upside-down forks, adjustable compression
|- 
!Front Wheel Travel
|120 mm / 4.7 in
|- 
!Rear Suspension
|Cantilever swingarm, Sachs Boge mono shock, adjustable compression and rebound damping
|- 
!Rear Wheel Travel
|128 mm / 5.0 in
|- 
!Front Brakes
|2x 320mm discs 4 piston calipers
|- 
!Rear Brakes
|Single 282mm disc 2 piston caliper
|- 
!Front Tire
|120/70-17
|- 
!Rear Tire
|170/60-17
|- 
!Trail
|103 mm / 4.1 in
|- 
!Dimensions
|Length 2150 mm / 84.6 in Width 810 mm / 31.9 in
|- 
!Wheelbase
|1490 mm / 58.7 in
|- 
!Seat Height
|800 mm / 31.5 in
|- 
!Ground Clearance
|178 mm / 7.0 in
|- 
!Dry Weight
|226.0 kg / 498.2 lbs
|- 
!Fuel Capacity
|20.7 Litres / 5.4 US gal
|- 
!Consumption Average
|18.0 km/lit
|- 
!Standing ¼ Mile
|12.6 sec
|- 
!Top Speed
|214 km/h

|}

[[Category:Moto Guzzi motorcycles]]