2008 MOTO GUZZI BELLAGIO 940 CUSTOM

by Boris Mihailovic

" a beautifully proportioned, matte-black motorcycle..."

Not many tears will be shed over the demise of Moto Guzzi's comic-tragic California -- which was one of the most ludicrous offerings to ever come from such a venerated factory. Sure, I know that certain owners will want to kill me for disrespecting their beloved Californias, but since these owners would be flat out riding the wretched things out of their driveways to make good on their hatred, I reckon I'm safe.

A very competent player through the twisties.

One of the prettiest-looking motors to ever turn a crank.

Brakes: twin piston Brembos front and rear

Quite frankly, I'm sure Moto Guzzi realised that there was little future in building and selling 1970-era bikes in 2008 and decided to replace the California with the altogether more delightfully engaging Bellagio.

And I can only encourage you to test the truth of my words by going to your nearest Moto Guzzi purveyor and demanding the keys to one. You'll be as surprised by the order-of-magnitude improvements as I was.

As usual, I was determined to be cynically scathing about it as I departed the Milperra headquarters of Moto Guzzi (pronounced gooh-tsi, not guh-zee, you vile philistines), but was soon smiling like an idiot despite the fact that I was tragically lost in the industrial wasteland of Milperra and riding in circles dodging semi-trailers driven by exasperated truckies.

Hmm, I thought, as I zig-zagged past another jack-knifed trailer trying to reverse into a narrow driveway, this Bellagio thingy is certainly a nicely flickable cuss. And there appeared to be power available where I needed it, provided I wasn't shy about using the throttle and the gearbox. And I'm not shy.

It's obvious Moto Guzzi has benefited greatly from its association with Aprilia. Gone is the nefarious false-neutral-filled gearbox, third-world finish and questionable styling of the California. I've yet to hear a rational explanation from an owner about the crud-filled container Moto Guzzi once imagined was a gearbox, and the ones I have heard are basically concerned with how I wasn't being "deliberate enough" with my gear selection. My response to these inanities is normally: "Listen, numbnuts, I rode a Godless stroked Shovelhead for years and I know all there is to know about being deliberate with gear selection."

I eventually found my way out to the main road and opened the Bellagio's taps a touch. Once again, my innate cynicism skulked back to the cave I keep it in and I paused to admire my reflection in a shop window on Canterbury Road after a rather brisk spurt through the light midday traffic.

I was astride a beautifully proportioned, matte-black motorcycle with glorious spoked alloy rims, a tear-drop tank that blended nicely with a gunfighter-style seat, and powered by a what I believe has always been one of the prettiest-looking motors to ever turn a crank.

While it's not the thundering eight-valve 1200 V-Twin that makes the Griso such a fabulous motorcycle, it is still a very willing and enjoyable donk that will propel you with eagerness and a surprising degree of smoothness. Of course, you must use the gearbox with a will, but the fact that you now have a gearbox up to the task, makes this a real pleasure.

Apart from the Bellagio's superb finish and chic styling by comparison to its predecessor (in my time with it, a cute girl on a scooter told me it was a really nice-looking bike and a truck-driver at the end of the M2 managed to relay to me that he owned a California and that the Bellagio would soon be replacing it, 'cos now that he'd seen one, he could finally admit that his California was garbage) the gearbox is the bike's single biggest quantum-leap improvement. It's smooth, precise and acts just like you'd expect a 21st century gearbox to act. Just don't be afraid to use it to make the Bellagio dance. 'Cos it does so like to dance.

Moto Guzzi has always prided itself on making motorcycles that handle well and boast a high degree of stability at speed. The Bellagio, while not a sportsbike and not capable of blistering warp-speeds, certainly doesn't let the side down. Good ground clearance and adjustable front and rear suspension (just keep turning the big black knob to the right if you need a stiffer rear) make the Bellagio a very competent player through the twisties.

I found the wide low seat comfortable and the ergonomics quite suited to either commuting or touring. The bike's narrow enough to fit through most gaps and certainly comfy enough to churn out the miles.

I didn't like the dash layout, and found the numbers on the LCD screen to the right of the analogue speedo too small to read quickly on the go, but all the info is there -- including two trip meters, average fuel consumption and a nice graphic of the battery and how many volterings it's currently deploying.

The shaft-drive is great and relatively unobtrusive, the brakes (twin-piston Brembos front and rear) offer nice feel and good stopping power for a not-so-light 224kg dry weight (the back is kinda easy to lock up if you're a recidivist back-brake user), and the Magnetti Marelli fuel injection is a joy to behold through the entire rev-range, and since 80 percent of the Bellagio's torque is available between 2800rpm and 4800rpm, the bike is an honest pleasure to ride at speeds that won't put you in prison.

Aimed squarely at the buyers of Harley-Davidson Sportsters, the Bellagio is actually quite a good deal more than just an Italian alternative in a very unique niche market. Better-handling than the Sportster, it's got far superior brakes, a more willing motor and is altogether a more rewarding bike to ride. Ladies will love it and people who are new to bikes will not find it intimidating in the least. Given enough beer and some rowdy mates and I could actually enjoy tricking one of these up for a weekend plaything.

The Bellagio is yet another feather in what is rapidly becoming a full-on Cherokee war-bonnet for the newly resurgent Moto Guzzi.

Molto bene, you fabulous wogs. Keep 'em comin'.

Specifications:

Engine	Four-stroke V 90 twin
Cooling	Air cooled
Capacity	935.6 cc
Bore and stroke	95 x 66 mm
Compression ratio	10
Timing	2 valves per cylinder commanded by light alloy cam acting on rocker arm and mechanical tappets
Timing diagram	Intake valve opening 24 Â° before upper TDC.
	Intake valve closing 52 Â° after lower TDC.
	Exhaust valve opening 54 Â° before lower TDC.
	Exhaust valve closing 22 Â° after upper TDC.
	measured with rocker arm/valve play
Maximum power output	55 KW at 7,200 rpm
Max Torque	78 Nm at 6,000 rpm
Fuel supplÃ¬	Multipoint sequential electronic injection, Magneti Marelli IAW phased, alfa-n system; 2 Ã? 40 mm throttle bodies with Weber IW 031 injectors
Starter	Electric
Ignition	Digital electronic with Magneti Marelli IAW 15RC inductive discharge
Exhaust system	2 stainless steel pipes connected to 1 expansion chamber connected to two chromed steel silencers; 3-way catalyser with Lambda probe.
Homologation	Euro 3
Transmission
Gearbox	6 speed -- constantly engaged cogs with integrated flexible couplings
Gear ratios	1st 17/38 = 1 : 2.235 2nd 20/34 = 1 : 1.7 3rd 23/31 = 1 : 1.348 4th 26/29 = 1 : 1.115 5th 31/30 = 1 : 0.968 6th 29/25 = 1 : 0.862
Lubrication	Forced lubrication with lobe pump and pressure regulator
Primary drive	Helicoidal gears, ratio 24/35 = 1 : 1.458
Final drive	Shaft drive, ratio 12/44 = 1 : 3.667
Clutch	Dry mechanically operated twin plate
Chassis
Frame	Very rigid high tensile steel tubular twin cradle
Wheelbase	1,570 mm
Rake	165 mm
Steering angle	28Â°
Front suspension	Marzocchi Ã? 45 mm adjustable front forks
Front wheel travel	140 mm
Rear suspension	Single swingarm with progressive action -- single rebound adjustable shock absorber with easy to operate pre-load setting knob
Front brakes	Twin floating 320 mm stainless steel discs, floating Brembo calipers with 2 parallel pistons.
Rear brakes	Single 282 mm fixed stainless steel disc, floating Brembo calipers with 2 parallel pistons.
Wheels	Spoked aluminium alloy (tubeless)
Front wheel	3.5" x 18"
Rear wheel	5.5" x 17"
Front tyre	120/70 ZR 18 M/C (59W) TL Roadtec Z6
Rear tyre	180/55 ZR 17 M/C (73W) TL Roadtec Z6
Electrics
Voltage	12 V
Battery	12 V -- 18 Ah
Alternator	12 V - 350 W
Dimensions
Length	2,270 mm
Width	890 mm
Height	1,310 mm
Saddle height	780 mm
Minimum ground clearance	150 mm
Dry weight	224 kg
Fuel tank capacity	19 litres
Reserve Tank Capacity	4 litres