Motorcycle specifications Moto-GuzziV 100 Mandello 2025 A meeting of the century

The Mandello is quietly moving to Euro5+ this year. This is the opportunity to install a central protection on the radiator and the technical improvements that the Stelvio has injected into the transmission to make it smoother.

with its V100 Mandello, Moto-Guzzi enters a new century. The occasion is ideal for shaking up conventions: the company turns 2021 - an epic in which it has left its mark on the world of competition, built iconic models and endured Italian romances.
Now it's looking to the future with a model that's new in more ways than one.

The Guzzi V100 is part of the crossover movement. It feels like a hybrid between roadster and tourer, with a subtly suave personality. It's almost like a TDM with a Mandello twist, and the name Guzzi has chosen for this new model is no coincidence. Quite simply, it refers to the manufacturer's fiefdom. A way of asserting the importance of this model, rather like Ducati when they launched the Panigale.

The biggest impact of this new model undoubtedly comes from its powertrain. It's Guzzi's very first water-cooled transverse V-twin. An engine that can now make the manufacturer proud. Modern, technological and as pleasing to look at as the old air-cooled blocks, the 1042 cm3 "Compact Bloc" promises to be a success. The engineers have produced a power unit that will last for years to come. And the work that went into its creation is substantial.

The only thing it retains from Mandello's long line of engines is the layout of the cylinders. Each tumescent on either side of the central block, with gold-plated cylinder head covers to great effect. Inside, everything is new. Starting with a strong emphasis on compactness (hence the moulbif nickname): this bycylinder is 103 mm shorter than the 850 of the V85 and lighter than the old 1200 8V of the Stelvio and Griso. Less bulky, it not only fits snugly in the frame, but also leaves more legroom. What's more, the cylinder heads have been rotated by 90° to bring the injection system inwards rather than in front of the legs. No more kneecaps banging against the cylinders. As a result, the exhaust pipes migrate to the side of the road; but thanks to the magic of a nice pencil stroke over the technical aspects, the charm of a Guzzi engine is preserved.

another innovative solution for this Italian brand is the oil-immersed multi-plate clutch, rather than a dry clutch. At the heart of the cylinders and moving parts, the lubrication system is also new, as is the presence of a counter-rotating balancing shaft to eliminate vibrations. All these new parts, combined with the engine's design, have enabled us to dramatically reduce intertia, claimed to be less than 50% compared to the 1200 8V. The result promises to be lively and deep, punctuated by power on a different scale for the company. On the shores of Lake Como, the V 100 sends out an impressive 115 hp at 8,700 rpm! Guzzi had never known such power - except on the MGS-01 Corsa, but that's another story. These are horses of character, eager to give their all, whatever the revs.
Torque is within the norm for this displacement, with 10.7 mkg max obtained at 6,750 rpm. We'll focus more on the fact that over 80% of this muscle is available from 3,500 rpm.

The frame also benefits from this new mill. The tubular steel structure has been simplified as it rests on the block. The assembly is accompanied by an all-new monobar with integrated universal joint. The new internal transmission scheme has eliminated almost all lifting effects. The rear rim is magnificent, alas a little hidden by the exhaust pipe. Moto-Guzzi's suspensions offer several levels of efficiency. The standard version features a 41 mm inverted fork and Kayaba shock absorber, both adjustable for preload and rebound. The S model is more refined, with a semi-active Öhlins Smart EC 2.0 pilot-operated unit.
Braking is handled by Brembo with radial-mount calipers. A cross between road and sport, the M4.32s grip 320 mm discs via 4 pistons. The rear is equally well equipped, with a 280 mm disc with two pistons.

There's no doubt about the bike's road-going credentials: the saddles are roomy, the bubble is electrically adjustable (over 90 mm) but not very large, the handlebars are high, and the manufacturer unveils electrically removable side fins (near the fork head); a new technology to deflect the air and bring more comfort to the rider - most testers were hardly convinced. These "pleasure winglets" adjust their position according to speed and riding style.

The electronics are not to be outdone. The V100 Mandello is equipped with a color TFT screen, an eagle-shaped LED light, adaptive cornering lights, USB connection, cruise control, Cornering ABS, and 4 Driving Modes. The Sport, Tourism, Road and Pioggia "temperaments" manage engine mapping (3 maps available), traction control (4 levels), engine braking (2 levels) and opening of the side deflectors.

The Moto-Guzzi V100 Mandello is a very tempting machine, taking its manufacturer's image to another level. It offers a different way of riding, with pleasure and consistency. It's certainly a fine proposition, to be discovered as a suave Italian adventure.

M.B - manufacturer images

moto-Guzzi V100 Mandello riding modes:

- Touring : engine brake intervention (MGFM) is very present, to facilitate deceleration with the throttle closed only; acceleration level (MGCM) is progressive (level 2 out of 3); traction control (MGCT) is at the third level out of four. When this mode is selected, the side deflectors open fully above the 70 km/h threshold (the threshold can be set differently).

- Pioggia (Rain): all electronic interventions are set to better cope with difficult weather situations. Engine braking is very present; power management is at its softest (level 3 out of 3); Traction Control is at the highest level for total acceleration safety. In this mode, the side deflectors always remain open to maximize water protection at any speed.

- Road : engine braking is very present: engine mapping is progressive (level 2 out of 3); traction control is at level 2 out of 4. In this mode, the side deflectors remain closed, but the rider can decide to open them at a certain speed.

- Sport : electronic settings are fine-tuned to ensure the best possible sporty driving experience. Engine braking is minimal; engine management is more direct and sporty (level 1 in 3); traction control is the least intrusive (first level out of four). In this mode, the side deflectors remain closed, but the driver can decide to open them at a certain speed.