Moto Guzzi Norge GT 8V test

Menus

• Long haul tenor
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Standard equipment:

Long haul tenor

Mediterranean road with the Nordic appellation, the Norge 1200 made its first turns in 2006 with a new version in 2010. Its name comes from its distant ancestor, the GT 500. Designed in 1928 by Giuseppe Guzzi, brother of the founder of the brand, this was the first production motorcycle to be equipped with front and rear suspensions, thanks to the swingarm. To prove the value of his invention, the creator will then travel to the North Cape, subsequently baptizing his model in tribute to the accomplished performance.

Heir to a surname reminiscent of the great outdoors, equipping the Italian (Milan) and German (Berlin) police, the Italian traveler however struggles to find her audience. In order to assert itself in the GT segment, outrageously dominated by the German R 1200 RT and recently invested by the Triumph 1200 Trophy SE, Moto-Guzzi readjusted its long-distance machine in 2011. More efficient and welcoming, the Italian wants to improve her image as a charming outsider.

Discovery

Fine and fluid, such appear the lines of the Transalpine. To the current canons of the imposing and straight line cutters, the Norge 8V opposes a more refined design. Its complex dual frontal optic stretches in sharp curves up the fork crown. This profile then forms an anachronistic cut in the wing of a bat. With multiple surfaces, the fairings of the sides, sheath as closely as possible the revitalized engine block. Thus, knees and legs are sheltered behind narrow deflectors. There are also turn signals with a design reminiscent of those of the Stelvio. Cleverly showing manifolds and new cylinder heads, the casing houses the new low-profile oil cooler at its base. This is now joined by a very useful fan for a particularly expensive engine in calories.

This is the latest version of the transverse twin and comes from the Breva as, moreover, the entire chassis, also common to the 1200 sport. Cubant 1.151 cm3, with 4 valves per cylinder, the block now develops 102 hp. at 7,000 rpm. In fact, the power curve is 20% better than its predecessor.

The integration of its more compact crankcase and cylinders with conical fins required a modification of the tubular steel frame. This is completed, in the lower part, by massive rider and passenger footrest plates. These beautiful metal parts, dressed in plastic protection, complete a qualitative presentation of the Norge.

There is also a traditional telescopic fork of 45 mm, adjustable in preload on the top of the sleeves. At the rear, the imposing single-spoke features a three-spoke rim and integrates well into the acatene drivetrain. A mono-shock absorber mounted on rods is attached to it, adjusting for preload by separate wheel. This, positioned behind the side covers, is almost inaccessible. To tame the fierceness of the big twin, opposing 4-piston calipers bite two 320mm discs. Completed by a rear element with two parallel pistons clamping a 282 mm disc, the assembly is monitored by an ABS system.

All in length, pleasantly ovalized, the 23-liter plastic tank of 23 liters presents a very qualitative aspect. Its typical volumes, pleasant and solid, perfectly joined to the front air deflectors, come to life on a large one-piece saddle. Framed by two large grab handles, this seat offers a new design. When lifted, it reveals a small space to house a disk assembly and easy access to the battery and fuses. Less practical, the 12 V socket is also hidden there, offering little interest in this location.

Nicely tapered, the rear loop is adorned with an elegant tail light and supports two large contoured suitcases. Each houses a full-face helmet, but that is where their approval stops, as their opening or closing is awkward. Not very qualitative, the rudimentary control system requires lifting a second side safety tab and then pulling excessively hard on a slightly curved handle. Dismantling the luggage is even more uncertain. A shame for a machine that its general narrowness makes versatile without its prominent trunks. Their tightness is also not convincing.

We will console ourselves with the presence, as standard, of a central stand. Too bad, its lug is too close to the new silencer with the increased diameter, sometimes leaving the shoe to rub its satin coating.

In the saddle

Accessible, the 810 mm high seat is remarkably soft, having nothing to envy to references of the genre. On the other hand, the ergonomics imposed on the pilot are surprising. By pressing on the cylinder head protectors, the knees of older adults may, depending on their body type, enjoy the exercise moderately. The bending of the legs, leaning on toe clips high up and set back and whose plates push on the heels, causes the body to tilt on the raised half-handlebars, also spreading the arms.

Thus positioned, we dominate a neo-retro cockpit, with many instruments and questionable ergonomics. Analogue, semicircular tachometer, central tachometer and fuel gauge are displayed on a black background. A digital window is embedded in it, grouping together, in its upper left corner, the clock and the outside temperature. Other functions take up the rest of the space, scrolling to the left stalk in 3 modes. The first two are partial, each comprising odometer, travel time, average consumption, instantaneous, maximum and average speed. The third allows the user to start a stopwatch, check the battery voltage and access various parameters (choice of maximum speed for the shiftlight, display language, etc.). This set of counters takes place in a dashboard with a somewhat sad design. The hangers and top yoke are finished to a good standard and the levers are adjustable to five positions.

We appreciate the presence, as standard, of heated grips with three power levels. Too bad, the electric wire that accompanies them is clearly visible and even follows the rotation of the right rubber … The fork well offers an unobstructed view of the inside of the fairings and its mixture of wires and other terminals. In addition, it lacks the presence of an incidental plug and a storage compartment. Likewise, do not look for the audio system, it was not in the specifications. Electronic "deficiencies" (which the market now commands to integrate) thus deprive the Norge GT 8V of traction control, cruise control and other controlled suspensions. The Mandello firm still offers an electric adjustment of the narrow bubble of its road. Two pushers, off-center on the uprights of the half-handlebars, allow the windshield to be raised or lowered. Here again, this provision does not seem logical.

Finally, note a side stand placed far enough forward, moderately accessible to retract, but leaving the machine vertical enough, easy to raise. Another point breaking with the habits of the segment, the mirrors are attached to the handlebars and not to the fairings.

In the city

Bringing the double heart of a Moto Guzzi to life remains a pleasure that comes with every start. Its ample rotation gently sway the road to the serious sound of its exhaust. The first pass discreetly and the suitcase eagle takes flight between the walls with a breath. Although weighed down at 280 kg, the Norge GT 8V camouflages them with the help of a finely balanced chassis. As such, we must keep in mind the presence of the chubby luggage whose shapes are more imposing than the width on the handlebars … Apart from this detail, the Italian charms by the smoothness of its torque and the relative flexibility of its large twin, maintained beyond 2000 rpm, on the urban network. In addition, the dressing of the traveler optimizes the evacuation of calories and the comfort of the crew. Small streets or main roads are borrowed with the same happiness, the machine obeying the slightest instructions from its pilot. The gearbox is very soft and, benefiting from a good turning radius, our Guzzi definitely shows good aptitude for everyday journeys. In addition, maneuvers with the engine off are easily done thanks to a judicious weight distribution..

On the other hand, watch the gauge … the road is greedy in town with more than 7.5 liters per 100 km easily swallowed. Likewise, we will regret a fairly loud transmission and the jerks of a sometimes whimsical injection. The beautiful then claims the great outdoors that she is made to carve.

Motorway and expressways

Launching briskly on the priced tape, the syncopated bonhomie of the 1200 8V gives way to a deep rumble. Sixth gear then makes the unit purr at 4,250 rpm. To effectively restart the machine, a simple rotation of the throttle makes the road eagle leap towards the horizon..
We then take the measure of the protection limits that the delicacy of the Norge, pleasing to the eye, necessarily induces. In the high position, the bubble leaves the helmet of over 1.80 m out of all turbulence, under legal conditions. However, its small surface makes the shoulders pay for the comfort it provides to the occiput. Its handling also proves, as presumed, not very ergonomic. Likewise, not very enveloping, the fairings let air slide over the thighs, upper body and especially the hands. Feet and shins are much better housed, effectively sheltered from the elements.

Pleasant in good weather, these faults could penalize the long rainy journeys of the wheel-always. The same applies to this general position of the pilot, seeming to hesitate between quiet sport and great comfort. The imposing low plates of the frame also push up on the heels, tucking the boots inwards, like the BMW R 1100 S, on rather narrow toe clips..

Insensitive to turbulence, even at the highest speeds it reaches without forcing, the Transalpine retains excellent behavior despite its supple suspensions. Imperial on the smooth surface of expressways, the geometry of the Italian Nordic requires study on the secondary network.

Departmental

The departmental ones offer an ideal stage to play at best a haunting soundtrack. Like a stentor, the road vessel underlines each mechanical movement of its baritone voice amplified by its aesthetically pleasing escapement. On the intermediate gears, the Norge leads her crew with vigor. The more than 10 da.Nm of torque make it possible to wind at a good pace, supported by the healthy efficiency of the cycle part.

Pirelli Angel ST with flawless grip, our mount has all the qualities required to take an angle. Its gimbal, which operates more transparently than in the city, effectively transmits the jovial strength of the legendary Italian twin. We will all the more regret the absence of anti-skating, however present on the brand’s trail.

At a faster pace, the fork will admit, however, too pronounced flexibility. Swallowing the irregularities of the asphalt, cushioning gives pride of place to comfort at the expense of precision. The front end then becomes more blurry as the tempo picks up, sometimes jumping on sharper compressions. However, the set does not come apart and the ground clearance, although improved, still finds its limits in beautiful showers of sparks bursting from the footrest nipples..

This weakness of the steering element is nevertheless found during heavy braking. The eight front pistons offer appreciable immediately available power, a sensitive bite and good modularity. Despite everything, the traditional fork is less able to cash these important mass transfers and admits to being a little outdated. As with the 1200 Sport, the Stelvio’s adjustable inverted element in any direction would be greatly appreciated here. But don’t worry, in an emergency, the non-intrusive GT 8V ABS will finalize the strongest decelerations in complete safety.

Returned to a piloting more in line with its aptitudes and the slowness of the gearbox, the Mandello road gives complete satisfaction in terms of dynamics. We will then rail against the inertia of the on-board computer, the display of which requires a good two seconds to indicate the information requested. In addition, the readability of the screen, like that of the counters, can be improved, the information being too small and poorly prioritized. At night, we note the same defects but also the high quality of the lighting provided by the front optic.

Part-cycle

Apart from a fork that will sometimes be judged inadequate with the size of the Norge, the balance of the road is excellent. Healthy, the Guzzi du Nord is not faulting its driver and offers satisfactory behavior whatever the quality of the coating. We will only avoid imposing a rhythm on him that is not his own. As a good Diva, the GT has requirements to be met under penalty of delicate but very real remonstrances..

Braking

Remarkable, the attack of the front calipers then remains constant, even with an emphasis on the lever. In order to effectively slow down the road, it is necessary to activate the rear element properly. The latter is docile and also gently sits the bike in bends..

Comfort / Duo

Despite the fairing element hitting the knees and the too-extreme GT-positioned half-handlebars, the Norge GT 8V offers significant enjoyment, both on everyday journeys and on long trips. The ample vibrations, correctly filtered, leave only the best of the tremors of the transverse double heart. Your companion receives an additional star in the rating. Its Pullman seat, its ergonomic handles and toe clips limiting the flexion of its legs to road standards give it a certain pleasure..

Consumption

Particularly variable, the quantity of unleaded burned will increase sharply in the city. Between the walls, nearly 8 liters per 100 km seem to be the norm. Conversely, the bucolic trips will only require 5.5 liters per hecto terminals. Injection would surely require more precision (at least on our test machine) to smooth out substantial consumption, a corollary of significant weight and large displacement twin-cylinder. Moral: leave crowded centers and travel !

Conclusion

The long haul Moto Guzzi has a mixed record. Undeniably, its dynamic and mechanical capacities offer a permanent pleasure. The majestic voice of its twin-cylinder, its accomplished cycle part and its acatene transmission remain its best arguments. However, this delicate blend of authenticity and modernity hardly seems to apply to its ancillary attributes. We will not easily forgive the rough operation of its suitcases, the difficult access to the controls of the screen or the mono-shock absorber and the protection of the perfectible air flow of its fairings. Likewise, if its philosophy maintains the somewhat outdated myth specific to the house culture, it nevertheless boasts a contemporary conception. How, then, can we justify the absence of optional electronic bases making up a current road and now equipping European and Japanese competition? Traction control, car radio or even piloted suspensions and cruise control are becoming standards for this type of vehicle..

Ultimately, this Guzzi offers access to grand touring machines at a minimum price: € 14,990 in normal times and even € 13,990 in promo! A very light bill compared to that of the competition. The biggest mistake of the Norge GT 8V is finally aging in a particularly lively segment, with essential references. Starting with the undisputed star named BMW R 1200 RT, available from € 17,500…. excluding options! Count all the same 20,560 € to equip it (Pack RT3: 2,480 €: heated grips, on-board computer, additional 12 V socket, chrome exhaust, piloted suspensions, heated saddles, cruise control, audio system and anti-theft alarm) . Particularly successful, the German is paying dearly for her leadership. Very recently, its hegemony is being challenged by the new Triumph Trophy 1200. This is displayed at € 17,250 as standard and € 18,870 in SE version to which the Englishwoman has to add still around € 900 for handles and heated seats … . On the side of the rising sun, the Yamaha FJR 1300 ABS, asks € 17,999 but is modernized for 2013. Closer in price, the high-performance Kawasaki 1400 GTR, at € 15,999, and Honda ST1300 Pan European ABS claiming € 15,290, represent the most convincing challenger against our racy Transalpine.

All these machines underline both the charm of the Norge GT 8V but also its shortcomings. Only a new vintage can transcend the Mandello road and provide it with the weapons essential to perpetuate its legend and make history once again..

Strong points

• Cycle part
• Motor character
• Build quality
• Exhaust sound
• Standard equipment
• Floor price

Weak points

• Undersized fork
• Accessories sometimes lacking in quality
• Ergonomics
• Lack of certain amenities

The Guzzi Norge GT technical sheet

Standard equipment:

• Latest generation Continental ABS
• Board computer
• Heated grips
• GPS installation system (dedicated GPS sold as accessories)
• Side stand and center stand
• New electrically operated windshield, adjustable
• New side bags, new design

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