Uploaded October 2025 | Updated September 2026, 1 week ago
The Moto Guzzi V35 is a motorcycle produced in Italy by Moto Guzzi from 1978 to 1992. At the time, the Italian-Argentine industrialist Alejandro de Tomaso was leading the group. Precisely in the period of crisis of Italian motorcycles, and in the nascent success of Japanese motorcycles, the Moto Guzzi V50 was a motorcycle of quantity rather than quality. Despite everything, it achieved good sales, and, given that the 500 cm³ displacement was penalized by the tax residues of the Austerity period, it was decided to obtain a tax-free version which was also suitable for new drivers. In fact, in addition to the proverbial quality of the dusted off but newly designed design of Lino Tonti's Guzzi 90° V-twin, the frame was built in such a way as to be able to obtain multiple versions, thus arousing interest from young people, but also from the rest , towards the almost total depersonalization of the vehicle. The version known as the V35 is a normal road bike, with the standard (for the time) qualities of city riding. It was also defined as a tourist, because it did not disdain long journeys. It was produced in three series (the last two known as V35 II and V35 III). The displacement remained at 346 cm³. Being a quantity motorcycle, it was very widespread (for the time) among newly licensed drivers and people who either did not abandon the Italian motorcycle manufacturers or the specific brand; it was the motorbike for those who were just starting to ride, or for those who wanted to get around without spending too much or without unnecessary frills. The bike had a Brembo braking system and Sebac (and, later, Paioli) shock absorbers. The II was practically built on the chassis of the V65, while the III was almost completely redesigned and given a new shape, no longer the road-going characteristic typical of the V50/V65, but the new shape of the V75. The three series were produced from 1977 to 1985. When the Guzzi V65 was later put into production, the SP version was available (the acronym for many partially faired versions at the time), the two types of motorcycle being practically the same, it was also adapted to the smaller displacement version, and was produced from 1982 to 1985 (series II). Another derivative model, without chassis upheavals, is that of the custom/cruiser category, that is, the immortal myth of world motorcycling, which had no shortage of fans even then. The V35 C (C for Custom precisely, even if some schools trace the initial of the legendary California to C, which is not unlikely given the shape of the tank which is practically very similar) had a low seat and long platforms, as on every custom that be respected. The tapered tank (instead of the square one fitted as standard on the normal one) was similar to that of the California, which had now reached a displacement of 1000 cm³, prohibitive for many, the 350 was an agile and comfortable motorbike. It was produced from 1982 to 1985. However, Guzzi's response to the theme of Italian custom was the Florida version, a motorcycle that would change the technical basis of the Italian motorcycle without betraying the fundamentals of custom. The footrests were not that far forward but the saddle was designed for the typical riding position, so much so that it designed a much more tapered tank than the Custom, with an oblong final part. Younger sister of the V65 Florida, it was the economical version also in terms of equipment; in fact, while its 650 cm³ sister had standard equipment such as bags and windshield, on the V35 they were only available for a fee. Production began 1987 and lasted until 1992 under this name. A particular feature of the engine was the underframe design, which however was maintained only for a few years. The traditional 346 cm³ engine was taken from Nevada. In fact, from 1992 to 1994, the specific name Nevada was added to the V35 acronym. Although it is still a V35 both in name and in fact, the second best-selling custom in Italy since '92 was known only by the name of Guzzi Nevada, in production until 2016 with the 750 engine, again a derivation of the classic Guzzi twin-cylinder. Not even on the other side of the motorcycle categories, i.e. the sports ones, was the V35 exempt from derivations in the field. We remember that in those years an 850 cm³ Moto Guzzi with the Le Mans license plate was available, precisely to commemorate the victorious trip of the Italian company to the French track. The latter was created by dusting off the large and famous Mandello del Lario wind tunnel, the pride of the company, refining the aerodynamic techniques, then practically unknown and unused in the motorcycle field. With the same philosophy, the Imola version was created, always recalling a famous track, and subsequently the Imola II version. The first was in all respects a sports bike, not excessive, which recalled the lines of the 850 LeMans II also on a normal V35 chassis, while the second had the lines of the 850 LeMans III.
The Moto Guzzi V35 is a motorcycle produced in Italy by Moto Guzzi from 1978 to 1992. At the time, the Italian-Argentine industrialist Alejandro de Tomaso was leading the group. Precisely in the period of crisis of Italian motorcycles, and in the nascent success of Japanese motorcycles, the Moto Guzzi V50 was a motorcycle of quantity rather than quality. Despite everything, it achieved good sales, and, given that the 500 cm³ displacement was penalized by the tax residues of the Austerity period, it was decided to obtain a tax-free version which was also suitable for new drivers. In fact, in addition to the proverbial quality of the dusted off but newly designed design of Lino Tonti's Guzzi 90° V-twin, the frame was built in such a way as to be able to obtain multiple versions, thus arousing interest from young people, but also from the rest , towards the almost total depersonalization of the vehicle. The version known as the V35 is a normal road bike, with the standard (for the time) qualities of city riding. It was also defined as a tourist, because it did not disdain long journeys. It was produced in three series (the last two known as V35 II and V35 III). The displacement remained at 346 cm³. Being a quantity motorcycle, it was very widespread (for the time) among newly licensed drivers and people who either did not abandon the Italian motorcycle manufacturers or the specific brand; it was the motorbike for those who were just starting to ride, or for those who wanted to get around without spending too much or without unnecessary frills. The bike had a Brembo braking system and Sebac (and, later, Paioli) shock absorbers. The II was practically built on the chassis of the V65, while the III was almost completely redesigned and given a new shape, no longer the road-going characteristic typical of the V50/V65, but the new shape of the V75. The three series were produced from 1977 to 1985. When the Guzzi V65 was later put into production, the SP version was available (the acronym for many partially faired versions at the time), the two types of motorcycle being practically the same, it was also adapted to the smaller displacement version, and was produced from 1982 to 1985 (series II). Another derivative model, without chassis upheavals, is that of the custom/cruiser category, that is, the immortal myth of world motorcycling, which had no shortage of fans even then. The V35 C (C for Custom precisely, even if some schools trace the initial of the legendary California to C, which is not unlikely given the shape of the tank which is practically very similar) had a low seat and long platforms, as on every custom that be respected. The tapered tank (instead of the square one fitted as standard on the normal one) was similar to that of the California, which had now reached a displacement of 1000 cm³, prohibitive for many, the 350 was an agile and comfortable motorbike. It was produced from 1982 to 1985. However, Guzzi's response to the theme of Italian custom was the Florida version, a motorcycle that would change the technical basis of the Italian motorcycle without betraying the fundamentals of custom. The footrests were not that far forward but the saddle was designed for the typical riding position, so much so that it designed a much more tapered tank than the Custom, with an oblong final part. Younger sister of the V65 Florida, it was the economical version also in terms of equipment; in fact, while its 650 cm³ sister had standard equipment such as bags and windshield, on the V35 they were only available for a fee. Production began 1987 and lasted until 1992 under this name. A particular feature of the engine was the underframe design, which however was maintained only for a few years. The traditional 346 cm³ engine was taken from Nevada. In fact, from 1992 to 1994, the specific name Nevada was added to the V35 acronym. Although it is still a V35 both in name and in fact, the second best-selling custom in Italy since '92 was known only by the name of Guzzi Nevada, in production until 2016 with the 750 engine, again a derivation of the classic Guzzi twin-cylinder. Not even on the other side of the motorcycle categories, i.e. the sports ones, was the V35 exempt from derivations in the field. We remember that in those years an 850 cm³ Moto Guzzi with the Le Mans license plate was available, precisely to commemorate the victorious trip of the Italian company to the French track. The latter was created by dusting off the large and famous Mandello del Lario wind tunnel, the pride of the company, refining the aerodynamic techniques, then practically unknown and unused in the motorcycle field. With the same philosophy, the Imola version was created, always recalling a famous track, and subsequently the Imola II version. The first was in all respects a sports bike, not excessive, which recalled the lines of the 850 LeMans II also on a normal V35 chassis, while the second had the lines of the 850 LeMans III.
