Moto Guzzi V9 Bobber Sport Fueled and Fettled

Story by Mike Seate

Photos by Nick Altland

After tech Jeremy Haynes found a pirated version of the necessary software to re-set the Moto Guzzi’s throttle position sensor (last issue) it was just a matter of letting the shaft-drive Italian twin warm up enough for a test ride. Customizing the air-cooled machine had proven more fun than hassle thanks to Mr. Haynes abilities with software, an ECU re-flash from So Cal’s GT Motocycles and the whole CRM crew pitching in to get things done.

This project bike revealed as much about myself as it had the motorcycle as the bike’s stock power output of a modest 60 horses promised to disappoint, but ended up doing anything but. Perhaps it’s a symptom of getting older or maybe we enjoy doing more with less, but the torque-laden, fourvalve transverse twin has proven a joy to ride, reminding the team (or everyone but Jeremy) that you don’t need 170 ponies to have an exciting time on a streetbike.

The mods we performed were sensible instead of extreme, focusing on improving the V9’s airflow, combustion and fueling. Jeremy had lobbied to adapt a turbocharger from an Audi TT sports car, but Managing Editor Kim Love wisely stepped in and warned us away from that potentially disastrous course of action. This being the was sorted at the factory with a set of adjustable Swedish Ohlins rear shocks in place and a set of telescopic 40mm Marzocchi forks up front. We lowered the forks 1 ¾” as the V9 Bobber’s fork tubes are a bit longer than the bike’s sibling, the cafe racer V7. This altered the steering head angle a few degrees which, on the first test ride, proved a nice adjustment.

“I can’t believe how much faster it turns in and how much stronger the midrange feels after getting rid of the fugly heavy-ass stock mufflers and re-flashing the ECU. You can feel there’s more torque down low and power everywhere,” young Mr. Haynes said after his first ride. The bike’s ample 46 footpounds of torque makes itself known at just 4,250 RPM which makes surfing through backroad bends in third gear a delight. Jeremy is eager to get the bike on a dyno to measure just how much hidden thrust the fueling work has unleashed, a great idea if ever there was one.

On the move, the addition of a wide-open airbox lid can also be heard if not immediately felt: there’s a satisfying rumble coming from beneath the seat (not cause by last night’s Guinness, I swear!) where the stock airbox received a more breathable DNA filter and the modified lid. The