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=Moto Guzzi Late Big-Block Motorcycles=

SP III
In 1987 Moto Guzzi produced their first full touring motorcycle since the original SP series of the 1970's. The latest bike the SP III based upon some the development done for the LM III. The bike had the same 'mid-valve' engine including the 36mm Dellorto carburetors, though with slightly lower compression. Fitted was the medium length swingarm along with the 40mm forks and cast wheels from the Le Mans 1000. The bike had at least the performance and better handling than its competitors  The all new full fairing was a much modern design complete with rectangular headlamp and built in storage compartments and dashboard. The bike was intended to compete a with the BMW RT series bikes and to that aim it did well but despite being a capable machine sales never matched expectations.

T5
in 1983 Moto Guzzi released an updated T series of standard roadster motorcycles with the latest iteration the T5. Like the early T4 the T5 featured the small valve 850 engine. What was unlike the earlier bikes was the updated styling. Gone was the traditional look in favor of cockpit fairing including a dashboard and handlebar cover with a very square angular look, a unusual and useless small screen. With a square headlight the fairing was very un-Moto Guzzi and maybeinfluanced by the unsual styling of the Suzuki Katana and BMS 650LS motorcycles. The front wheel was updated to very un-roadster like, but the then very much in vogue 16-inch type with smaller front disks as wall the rear wheel. The combination of the small wheels and odd shaped fairing gave the bike a distinctive look.

The new styling proved very derisive and did not appeal to the traditional Guzzi owner, sales were poor and the 16-inch front wheel also invited the same criticism that had faced the Le Mans 1000 and was cited as one of the machines main failings.

1984/85 saw the updated series II and III versions of the bike with minor changes but by 1987 production of the civilan versions had stopped in favor of the Mille GT. Two police options were offered including one with a full fairing and machines that survive to this day are often ex-police versions.

Mille GT
As complete change of direction after the disappointment 850 T5, in 1987 Moto Guzzi listened to the importers and returned to their roots to produce a basic standard roadster motorcycle. Marketed as a modern 'retro' motorcycle which was very much in fashion at the time the bike was less of a 'retro' and more of just a genuine old motorcycle, very much of ilk of the original 1970's T series. In fact the Mille GT would be considered the last of the T series of bikes.

The bike borrowed parts from across the Moto Guzzi Range. the chrome headlamp, instruments and engine bars came from the cruiser machines while the tank other cycle parts came from the T5. The disliked and my now obsolete 16-inch wheels of the T5 were not used, replaced with 18-inch wire spoked wheels using top quality Akront alloy rims and galivanised spokes. Cast wheels (borrowed from the Le Mans 1000 Mk V) where an option. The wheels moved up to the bigger 300mm dished solid disks to improve braking, which was normal integrated linked type. The engine was basic T small valve engine but now the full 1000cc., hence the Mille (1000) grande T name. The engine was later replaced with the mid-valve Le Mans III 'world engine' although keeping the smaller 30mm Dellorto carbs in the process. The bike was available in red or black and featured hand coach lining. A questionable decision was to fit the very narrow 35mm forks which somewhat limited the handling.

Officially there were 3 series of the machine but exact differences between the series seem somewhat blurred as parts where simply 'used up'. The result was a 'bitsa' machine that looked a lot older than it actually was but performed adequately but was very much in character of a traditional Moto Guzzi.

1000s
The moderate success of the Mille GT and the then current trend for retro motorcycles Moto Guzzi created a replica of the one of their most iconic bikes, the 750s. Essentially a Le Mans 1000 Mk V but with cafe racer-esq styling of the 750s (including the much loved sports shaped fuel tank). The big-valve engine and almost identical cycle parts meant the machine also performed as well it looked.

When increasingly stringent emission regulations prevented the further use of the big-valve engine the series II 1000s continued in production with the mid-valve 'world engine which was very similar to the Le Mans III, complete with 36mm carbs. The drop in power resulted in a reduced performance. Moto Guzzi claimed 71hp @7400 RPM down from 81hp @7400 RPM. a more attractive alloy instrument surround replaced the plastic V50 type. Wire wheels where also an option and became popular despite their slightly reduced width.

The UK market recieved an special eddition version in the 1000 SE. Ehich featured a small bikini nose fairing very much like that fitted to the 850 Le Mans. It was ironic that this version was visually a replica of the first LeMans but was the bike was a development of the very last (and now discontinued) Le Mans.

The 1000s is sought after model despite the relatively modest numbers it sold at the time, a total of only 1360 bikes of all versions where produced up until 1993.

Strada 1000
For 1992 Moto Guzzi updated the Mille GT with a new model. Replacing the 35mm forks and mudguard (fender) with the 40mm items from the SP III and re-designing the rear tailpiece and sidepanals but losing the hand coachlining in the process. The Alternator was upgraded to the Ducati type and the mid valve 'world Engine' got the 36mm carbs. The wire wheels were retained.

The Strada 1000 was very last of the Tonti framed traditional roadster T series of motorcycles.