Moto Guzzi Norge 1200
CW RIDING IMPRESSION
MOTO GUZZI NORGE 1200
Grand Touring, Italian-style
BRUNO DE PRATO
MOTO GUZZI HAS BEEN VERY ACTIVE THE PAST couple of years, introducing in rapid succession several new and meaningful models. First came the Breva 1100, soundly designed and executed, elegant-looking and versatile, with a touch of exclusivity long assouated with the eagle of Mandello del Lario. This was followed by the Griso 1100, arguably the most extroverted model ever to roll off the Italian bike-maker's assembly line and, like the Breva, highly capable and exciting to ride The latest offering is the 877cc version of the classic 90-degree transverse V-Twin, a solid performer that powers entry-level versions of the Breva the Griso.
Amid aI~ this, Moto Guzzii was missing a traditional grand _touier Jhe new Norge 1200 is that bike Uhveiled at the Milan Show last Noven~iber, the prototype collected so mitch tten tiob and-praise that Mo~o GUzzi CE~) Damele Bandiera irnm~ 4iatcly gave it the gQahead 1~ow the Norge a valiant effort indeed, is in produ~tion~ -
But Norge? The name stems from a 4000-mile, comfortand-reliability test performed by Giuseppe Guzzi, founder Carlo’s brother, to check the efficiency of the rear suspension that Guzzi conceived and adapted to a 500cc touring model in 1928. Giuseppe rode the bike from Lake Como to
Lapland, past the Arctic Circle in Norway-hence, Norge.
The ride was a great success from many points of view and a big image booster for the then still very young company, its horizontal Singles, their reliability and ability to deliver both good performance and comfort.
The Norge soon became the epitome of the Italian GT bike.
Nearly eight decades later, the new 1200 promises that same positive image.
Based on the Breva 1100, the Norge is dressed in a neat-looking fairing developed through hours of wind-tunnel testing.
Moto Guzzi is the only Italian motorcycle manufacturer with a full-size wind tunnel onsite. The facility sat unused for years but was refreshed and put back to work specifically for developing the aerodynamics of the Norge.
The mass that the fairing adds to the front of the bike
improves weight bias from the 49 percent front/51 percent rear of the Breva to 50.5/49.5. More importantly, it creates stabilityenhancing downforce at high speeds. The windscreen can be adjusted manually or, as an option, electrically, for height.
Improvements to the new 1151 cc version of the previous 1064cc 90-degree V-Twin are the most substantial in the engine’s 33-year life. First the extra cubes: These come via a 3mm bore increase, from 92.0 to 95.0mm, and a 1.2mm longer stroke, from 80.0 to 81.2mm. The bigger bore was previously used in conjunction with the 70.0mm stroke of the V7 Sport to create the 992cc motors that powered Dr. John Wittner’s legendary BoTT racers. While this combination was fine for racing, the twovalve-per-pot cylinder head overheated in everyday riding.
Compression in the new engine is 9.8:1, up from the Breva’s 9:6.1. This might not sound impressive, but it is when you look at the whole picture. It is, in fact, a real breakthrough and was made possible by the thorough redesign work of chief engineer Roberto Restelli.
To bypass the limits of the original engine, Restelli redesigned the lubrication system, increasing oilpump capacity by three times and fitting a more substantial radiator.
Thanks to improved flow, the lubricant now also doubles as coolant, particularly in the area of the heads, where new passages and appropriately aimed spray nozzles have been added.
The engine now operates at much lower temperatures, thus creating new opportunities for further design evolution and more performance.
For the Norge, maximum power was not a priority. Rather, the goals were substantial torque and a smooth power delivery. The same fairly mild camshaft used in the Breva is also used here. The fuel-injection system is basically unchanged, too, including the 45mm throttle bodies. The result is a claimed 95 horsepower at 7500 rpm, with 74 foot-pounds of torque at 5800 rpm. This new power unit is teamed with Guzzi’s two-shaft six-speed gearbox and patented CARC shaft final drive that does away with torqueinduced chassis jacking.
Because its frame is identical to that of the Breva, the Norge uses the same leaf-spring-style front engine mounts to absorb the vibration generated by the larger-displacement power unit. The 58.9-inch wheelbase is a good compromise for a bike that is designed to accommodate both pilot and passenger yet remain acceptably agile.
As for the rest of the chassis, the front end consists of a conventional, multi-adjustable 45mm Marzocchi fork. Steering geometry-25.5 degrees of steeringhead angle and 4.7 inches of trail-ensures solid high-speed stability. The link-actuated shock and single-sided swingarm are Breva carryovers. The Brembo brake system uses the customary dual four-piston calipers and twin 320mm rotors up front and a twopiston floating caliper pinching a single 282mm rotor at the rear. ABS is standard. Tire sizes are 120/70-17 front and 180/55-17 rear.
Full of gas, the Norge weighs 567 pounds, acceptable for a saddlebag-equipped sport-tourer. Finish is very good, and my testbike looked quite elegant in silver. Seat height is 31.5 inches, with an optional gel-filled saddle dropping that measurement to just under 30 inches. My bike was not fitted as such, but it was equipped with the optional Tom-Tom Rider navigation system.
It’s a long ride, nearly 300 miles, from Mandello del Lario to the top end of Lake Como and from there up into the Alps, but a good one. On a bike such as the Norge,
the combination-a sweeping road by the lake, fast freeway to Sondrio, twisty roads zig-zagging up the Alps then down into valleys lost while up near the clouds-is irresistible.
Despite the added weight and slightly slower geometry, steering feels more precise than on the Breva. The updated
front end gives solid feedback, especially in fast bends, and stability is excellent. Acceleration is good, and the Norge easily exceeds 120 mph in top gear. But it’s the low-end response that sets this Guzzi apart from its predecessors. The great gobs of torque are all it takes to keep a fast pace for the whole day and have some fun when the road gets demanding.
Combined with the sleek fairing, the upright seating position is well-suited to long hauls; upon returning to Mandello, my first thought was to simply continue on to, say, Bologna, 200 miles to the south, for a nice lasagna dinner. While comfortable, the Norge is not bulky or ponderous, and only slightly lacking in cornering clearance when pushed to lean angles a little beyond normal sport-touring duty. The rest of
the bike also is up to the task, from the excellent ABS-equipped brakes to the very powerful headlight, which I tested extensively tested by traveling through a great number of tunnels. Comfortable, powerful, nicely outfitted and elegantly styled, the Norge 1200 not only has what it takes to have fun on fast, long rides, it lives up to its namesake.
