Uploaded October 2025 | Updated September 2026, 1 week ago
The V65 is a motorcycle model produced by Moto Guzzi from 1982 to 1994 in various versions. The Mandello del Lario company, after presenting the Moto Guzzi V35 and V50 which used the classic design of the V2 engine of the historic V7 (by engineer Carcano) at the end of the seventies, decided to renew the project according to new knowledge and the new trends in ergonomics and savings (both for the factory and for the motorcyclist), as well as mechanical utility (engine space; elimination/reduction of parts) while also trying to reduce consumption, without losing performance (modernization carried out at care of engineer Tonti). The project, initially, was a frame (the usual one for the V35/V50 which among Guzzisti are called "small series", given their development towards low displacements) which was to house the superstructures of three models: the Normale (a road), the SP (i.e. Super Protection; motorcycle derived entirely from the Normale, but with aerodynamic protections studied in the company's wind tunnel, therefore a Road/Touring motorcycle) and the Lario sports motorcycle derived from the bodywork of the Guzzi V35 Imola II, on which the 650 cm³ engine was mounted, but with the innovation that caused more problems than satisfaction: the 4-valve Guzzi cylinder head. The 4-valve head increased power to 60 HP (the others had 52), and also had good response at high rpm, however adjustment of the valves, rocker arms and their mechanisms was often required, given their frequent solicitation. The range, presented at the 1981 Milan Motor Show and on the market from the summer of the following year, remained unchanged until 1984 (despite the low sales, and the aforementioned problems of the Lario, partially resolved, but which by now had gained a bad reputation) until the C series was introduced (series since it was available with 350, 500 and 650 cm³ engines), segment of the Custom model, tending towards a much more "European" than "American" line , but still a small must that the customers of the time greatly appreciated (it was the best-selling "city" custom for a long time); as standard, the largest of the three was fitted with Guzzi bags (branded with the eagle) and windshield, imitating the larger displacement customs, to which it had nothing to envy, indeed inspiring the line of what would have been a huge Guzzi success today : the Moto Guzzi California III, much more American-style, but without exasperation. At the same time as the release of the new V65 type, Guzzi, which had been supplying patrol motorbikes to PolStrada for some time, also supplied the new "small series" motorbikes, including the aforementioned PA model, which had specific fittings requested by the Ministry for approval for police vehicles. Unlike the normal version, it had one place, the "second" being reserved for the siren and equipment, and having a three-piece fairing (different from the "SP" model), which would later become a full Touring motorbike type fairing (in the subsequent version N.T.). To save money, Guzzi fitted out the P.A. versions. of the 650 cm³, being a 500 cm³ as standard and therefore the 650 cm³ engines optional, simply by mounting the engine on the frame (and rebranding it as the chassis number of the "Normal" road bikes, despite the fact that they are many times different bikes from the standard versions; for this reason it is not possible to compile a complete number of V65s produced). Subsequently (we are now well into the 80s) the range now seemed old, and, with the introduction of the V75, closer to the Lario than to the normal V65, it was decided to abandon the normal and the SP, continuing, with a slight restyling, the production of the Lario and the C (the first with mainly mechanical updates, such as the design of the wheels, the second only of an aesthetic nature, see the double-decker saddle with large chromed luggage rack), a new model was introduced, that is, the Florida, a close relative of the Custom family (of which there are now two in the 650 cm³ family), which was designed according to Italian stylistic canons, starting with the oblong-shaped tank, advanced and lowered seat, luggage rack with backrest, which repeated and if possible they increased the success of the small city Custom Guzzis (the Moto Guzzi Nevada was then created from the V65 Florida, the true queen of Italian customs, produced until 2016, although it was then only successful in the 750 and 350 cm³ displacements). Now the range was made up of two customs and the Lario, given that it was not deemed necessary to produce a motorbike with a bodywork with plastic superstructures (for the whole body), square headlights, obliquely developed saddles: in short, a modern motorbike, which kept up with the bikes of the 90s.
The V65 is a motorcycle model produced by Moto Guzzi from 1982 to 1994 in various versions. The Mandello del Lario company, after presenting the Moto Guzzi V35 and V50 which used the classic design of the V2 engine of the historic V7 (by engineer Carcano) at the end of the seventies, decided to renew the project according to new knowledge and the new trends in ergonomics and savings (both for the factory and for the motorcyclist), as well as mechanical utility (engine space; elimination/reduction of parts) while also trying to reduce consumption, without losing performance (modernization carried out at care of engineer Tonti). The project, initially, was a frame (the usual one for the V35/V50 which among Guzzisti are called "small series", given their development towards low displacements) which was to house the superstructures of three models: the Normale (a road), the SP (i.e. Super Protection; motorcycle derived entirely from the Normale, but with aerodynamic protections studied in the company's wind tunnel, therefore a Road/Touring motorcycle) and the Lario sports motorcycle derived from the bodywork of the Guzzi V35 Imola II, on which the 650 cm³ engine was mounted, but with the innovation that caused more problems than satisfaction: the 4-valve Guzzi cylinder head. The 4-valve head increased power to 60 HP (the others had 52), and also had good response at high rpm, however adjustment of the valves, rocker arms and their mechanisms was often required, given their frequent solicitation. The range, presented at the 1981 Milan Motor Show and on the market from the summer of the following year, remained unchanged until 1984 (despite the low sales, and the aforementioned problems of the Lario, partially resolved, but which by now had gained a bad reputation) until the C series was introduced (series since it was available with 350, 500 and 650 cm³ engines), segment of the Custom model, tending towards a much more "European" than "American" line , but still a small must that the customers of the time greatly appreciated (it was the best-selling "city" custom for a long time); as standard, the largest of the three was fitted with Guzzi bags (branded with the eagle) and windshield, imitating the larger displacement customs, to which it had nothing to envy, indeed inspiring the line of what would have been a huge Guzzi success today : the Moto Guzzi California III, much more American-style, but without exasperation. At the same time as the release of the new V65 type, Guzzi, which had been supplying patrol motorbikes to PolStrada for some time, also supplied the new "small series" motorbikes, including the aforementioned PA model, which had specific fittings requested by the Ministry for approval for police vehicles. Unlike the normal version, it had one place, the "second" being reserved for the siren and equipment, and having a three-piece fairing (different from the "SP" model), which would later become a full Touring motorbike type fairing (in the subsequent version N.T.). To save money, Guzzi fitted out the P.A. versions. of the 650 cm³, being a 500 cm³ as standard and therefore the 650 cm³ engines optional, simply by mounting the engine on the frame (and rebranding it as the chassis number of the "Normal" road bikes, despite the fact that they are many times different bikes from the standard versions; for this reason it is not possible to compile a complete number of V65s produced). Subsequently (we are now well into the 80s) the range now seemed old, and, with the introduction of the V75, closer to the Lario than to the normal V65, it was decided to abandon the normal and the SP, continuing, with a slight restyling, the production of the Lario and the C (the first with mainly mechanical updates, such as the design of the wheels, the second only of an aesthetic nature, see the double-decker saddle with large chromed luggage rack), a new model was introduced, that is, the Florida, a close relative of the Custom family (of which there are now two in the 650 cm³ family), which was designed according to Italian stylistic canons, starting with the oblong-shaped tank, advanced and lowered seat, luggage rack with backrest, which repeated and if possible they increased the success of the small city Custom Guzzis (the Moto Guzzi Nevada was then created from the V65 Florida, the true queen of Italian customs, produced until 2016, although it was then only successful in the 750 and 350 cm³ displacements). Now the range was made up of two customs and the Lario, given that it was not deemed necessary to produce a motorbike with a bodywork with plastic superstructures (for the whole body), square headlights, obliquely developed saddles: in short, a modern motorbike, which kept up with the bikes of the 90s.
