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Yes we combine shipping for multiple purchases.Add multiple items to your cart and the combined shipping total will automatically be calculated. 1972 Moto Guzzi 850 Eldorado & 750 Sport – 7-Page Vintage Motorcycle Article Original, Vintage Magazine Advertisement / Article Page Size: Approx. 8″ x 11″ (21 cm x 28 cm)Condition: Good CYCLE ROAD TEST:MOTO GUZZIV850 ELDORADOAmong motorcy-clists, there is asmall group thatenjoys riding onlong trips. It isn’t a group, actually, for you seldom see more than apair who have covered more than the same thousand miles on atrip at the same time. And more often than not, the long-distancerider is a loner. Alone at times by choice, and in other instancessimply because it’s awful hard to get any combination of two bikesand riders together that are comfortable with the same pace.Some of these cycling tourists like to break up their trip withsocial and/or service stops at dealers’ shops along the way. Othersdon’t particularly cotton to the hail-fellow-well-met joviality at thedealer’s, but are compelled to endure it by their bike’s lack ofreliability or frequent maintenance schedule. And another kind ofrider thoroughly enjoys working on his machine: he totes a full toolkit with all the special oils and greases that his bike continuallydistributes on him, itself, and the road.There are lots of motorcycles which provide adequate service tothe above types. Today, it is rare to find a new big bike that shedsparts steadily along the road, and not too many vibrate so badlythat the rider has to rest every hundred miles. A bike as small as a450 Honda is an adequate tourer for a solo rider who doesn’t carrymuch of a pack.But for the cycling tourist who wants to be free, there are onlytwo motorcycles to choose from: the big Moto Guzzi V-twin, andthe BMW R75/5. Freedom means a lot in this sense. Freedom fora big rider to carry a big passenger and the necessary luggage, evenin a side-car if desired. Freedom from the chain which the riderhad to stop every 200 miles to lube or adjust or both. And freedomfrom having to plan a journey route around the business hours andlocation of dealers which have the special tools or stock the spareparts and special oil that some bikes require. In all, freedom tosimply ride wherever and whenever you wish and be able to feelgood about the trip.♦ * ♦We’ve tested two models of the big Moto Guzzi 750cc Ambassa-dor: in the Oct. ’69 and Apr. ’71 issues of Cycle. We knew thecharacter traits, strong points, and drawbacks of these majestictourers. In the first part of this test, we’ll refresh your memory ofthem and tell you what we think of this year’s improvements. Inthe second part, we look at one of the most unlikely superbikesimaginable, the V75O Sport.At first glance, the V85O Eldorado looks exactly like last year’sV750 Ambassador, and not very much different from the 1970model. The improvements, then, are all evolutionary ones thatmake an already great machine even better.The Eldorado is a massive looking motorcycle, but the big fend-ers and wide, transversely mounted V-twin engine are deceptive.Its 58-inch wheelbase is a half-inch shorter than the Honda 750Four and H-D Sportster, and identical to the Norton Commando.An H-D 74 is 3.5-inches longer and a BMW R-75/5 is 3.5-inchesshorter.Sitting on the best seat in motorcycling gives you added visualimpression that the bike is bigger than it is. The fat, gracefullybulbous fuel tank is 11 inches across where your knees touch thechrome plated side panels, and it flares out to a width of 14 inchesat the widest section. The Guzzi weighs 559 pounds with all itslubricants and a half tank of gas—almost 80 pounds more than aHonda 750. You can feel some extra heft when you let the tank fallfrom side to side between your legs, but the impression isn’t over-whelming. The V85O’s heavy parts, the crankshaft and gearbox,are carried very low in the frame, which makes the center of gravi-ty correspondingly low. The center stand lifts the bike a full twoinches at the rear wheel, and we thought that it would be verydifficult to put the stand down. But once you get the knack ofstepping on the stand’s end while tugging on the seat rail, it’sactually a fairly easy, if awkward, operation. Foot tabs allow thecenterstand to be operated from either side of the bike.Our test machine was finished in solid black, with subtle whitepin striping on the tank, fenders, side panels and tool boxes. Thebike is also available with a white, red, or black tank with whitefenders. We liked the solid black best—it gave the bike a RollsRoyce look of bulky elegance. The other schemes seemed justgaudy enough to detract from the stateliness, though the all-whitewasn’t bad. Guzzi is very subtle with the use of chrome and pol-ished aluminum on the Eldorado. The rockerarm covers and gen-erator-drive belt cover are polished alloy, while the exhaust system,cylinder guard rail, brake and shift levers, seat grab rail, fuel tankknee pads, shock springs, and front fender guard are the mainchrome plated parts. All of the bolts and nuts, as well as the oilfiller and inspection plugs, are chrome or cadmium plated. On oneof the first nights we had the 850, it was left outside. Of course itrained like hell. The Guzzi is the first motorcycle we’ve tested thatdidn’t have little rusty places all over it after a good drenching.For some reason, as yet inexplicable to us, sportiness in a motor-cycle has been stylistically idealized by abbreviated and mostlyuseless nonstructual parts. Given this theme, the Guzzi is certainlynot sporty. As mentioned before, the tank is large and rotund. Butits volume gives the bike a 200-plus mile cruising range. The tend-ers are very wide and deep and cover a lot of the tires’ circumfer-ence. We rode the 850 about 60 miles on wet roads, during stop-and-go showers: those non-sporty fenders kept nearly all the wheel.. 17270
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