The first eagle to leave the Moto Guzzi factory after turning a century is this V100 Mandello that interprets the sport touring world, mixing the sportiness of roadsters with the comfort and protection of roadsters (its screen is electronically adjustable by 90 mm). . Difficult to classify with this mix of almost antithetical categories, it comes in two versions: an entry-level V100 Mandello; and this S, which adds technology. A V100 Mandello Aviazione Navale, in a limited edition of 1,913 units, celebrates the 110th anniversary of this body founded in 1913 by, among others, the fathers of the brand: Carlo Guzzi, Giorgio Parodi and Giovanni Ravelli.
Regarding the rest of the brand’s portfolio, it leaves behind some classic Moto Guzzi concept to add technology, while stressing what is important, including personality, there is no doubt. As an example we find a tank modeled directly after the muscular cylinder heads, the side panels under the seat whose indentations drink from the legendary Le Mans 850 of 1976 and the fairing, a tribute to the Le Mans 850 III of 1981.
Frontally, the DRL of the LED lighting system draws the silhouette of the eagle in the headlight and laterally, the exposed engine is an integral part of the style, in this case with the gold covers in tune with the fork legs. From behind, the eye is drawn to the headlight inspired by the afterburners of aircraft engines.
The Mandello V100 is the first Guzzi to mount the new compact block engine, a twin-cylinder (which is a load-bearing element in the chassis assembly and swingarm) in a 90° transversal V with liquid cooling and four valves per cylinder. Its 1,042 cc offer a power of 115 HP at 8,700 rpm and a maximum torque of 105 Nm at 6,750 rpm. Ride by wire electronic control is behind the throttle finesse.
Suggestive is the adjective that I find most appropriate for this V100 Mandelo S. As soon as you turn it on, it sings like only a Guzzi does, but you can tell that it hides something, something that the others don’t have. Its seat at 815 mm from the ground and the position on its somewhat sporty but slightly raised handlebars relaxes driving while allowing it to be activated in the curves, turns that it undertakes with real aplomb and without losing its objective. It doesn’t matter that it’s not the lightest in the garage with its 233 kilos, the fork works perfectly, offering spectacular cornering and, above all, that is not expected a priori.
This S version mounts Öhlins Smart EC 2.0 semi-active suspension that allows you to calibrate and customize it together with the shock absorber with two intervention modes: semi-active and manual, selectable from the handlebars. Two maps adjust this suspension and adapt the semi-active contribution: Comfort and Dynamic. To these and in combination, four driving modes are added (rain, tourism, road and sports) that manage these maps differently, traction control, engine braking… and the opening of the side deflectors depending on speed. These, fully deployed together with the screen in the highest position, increase wind protection by 22%.
And it is that the V100 Mandello S likes both to roll relaxed and without raising or lowering gears -82% of the engine torque is available from 3,500 rpm- as to clench your fist and play with the bidirectional electronic change and look for the horizon that gives have the limiter set at 9,500 turns.
The two 320 mm floating discs, bitten with force by the radial calipers, make it good to rush before the curve and just for comfort if you ride calmly you want to play with the 280 mm rear disc. All from Brembo, yes, and with adjustable levers on the handlebars. The IMU manages and allows to fully explore, if necessary, Continental’s cornering ABS.
However, among all the changes and novelties that it incorporates compared to the rest of the Guzzis, what has caught my attention the most is the effort to reduce the inertia of the engine. Perceiving it, I dive into the data and find that Moto Guzzi claims to have done it by 50% compared to the previous 1200 8V engine. Incredible.