2006 Moto Guzzi Breva V 1100 Road Test Rider Magazine

28 Мар 2015 | Author: | Комментарии к записи 2006 Moto Guzzi Breva V 1100 Road Test Rider Magazine отключены
Moto Guzzi Breva 1100

2006 Moto Guzzi V 1100 Road Test

The loves to change direction and is easy to turn, with a turning radius and steering feels much lighter it has a right to.

Photo Credit: Wing

Ken Freund

January 3,

Motorcycle trivia buffs know that the word refers to the southerly winds blow over Lake to Guzzi’s historic Mandello del factory-bringing fair weather and riding conditions to this mountainous region just of the Swiss border.

However, the of Moto Guzzi’s Breva in Italy just a few years the company was clinging to the edge of a precipice-with the introduction of the 2004 750. Thanks to an infusion of from new parent company the Guzzi factory was able to go on and this bigger Breva too.

Rodolfo Frascoli of Design Studio penned the new following a design concept for a … tourer using traditional longitudinal V-twin. incorporated some of the Breva looks along with styling cues from an Moto Guzzi … the V7 Special. Designed in the late mainly for the American market, the V7 was by a 757cc version of the Guzzi

Its basic lines are now carried the 21st century by the Breva V . which is motivated by the 1,064cc block” version of the company’s V-twin.

Our test bike had the bright-red color scheme, just looks right on an machine. More conservative and gray are also offered, but the hue has wide appeal among the and cognoscenti alike. “Nice we were often told, the Breva was stopped for errands, outside the local Starbucks, or refueling.

Ride quality and rider are both good. Note centerstand.

Power for the Breva from the same engine in the Griso 1100. This and proven powerplant layout, originally dates back to uses Moto Guzzi’s air-cooled, 90-degree longitudinal It’s a rather conservative with two valves per cylinder, and opening the overhead valves.

On latest version, the pistons, and pushrods have been to improve “revability.” There’s twin-spark ignition, which two spark plugs per cylinder to light the fires. Stirred to by a starter motor larger the one in my car, and powered by a hefty 18 battery, the big Guzzi cranks nicely.

Its new Weber-Marelli fuel eliminates the need for a manual control and the motore came to quickly each time the button was thumbed. Initially the rocks back and forth a bit when cold, but it is ready to go in and exhibits very good with nary a cough nor at any time. There’s a fair of valve clatter, but as they it adds character.

Strapped the Borla Performance Dynojet the Breva spun up 71.7 horsepower at 7,400 rpm and 56.3 of torque peaked at 5,500 As you can see on the graph, torque output is steady from about through 7,000 rpm, it starts to taper off. arrives at 8,000 rpm and there’s an rev-warning indicator incorporated the tachometer that can be preset to a speed if desired.

Once you’re moving, the feels light and nimble.

to the torquey nature of the V-twin, the feels like it has more than the dynamometer indicates. The broad, relatively flat curve delivers a pleasing with plenty of acceleration and power on tap between about grand and redline. With a top near 125 mph, there’s kick to keep all but the inveterate demons among us happy.

response is quick, but not abrupt off idle. Upshifting early seem to carry much of a in performance, so for most riding we the tach under six grand. A growl emanates from the air and exhaust, particularly under acceleration.

Above idle the clatter and moderate side-to-side quickly melt away and the smoothes out nicely, with the low-frequency throb of a big twin to you, and no annoying buzziness.

utilizes a twin-plate dry clutch to power from the engine to a gearbox. Its hydraulic actuation only moderate effort, and is solid, while an adjustable tailors the reach for different hands. With a shorter of engagement than most wet it takes some getting to.

There’s also a fair of clutch rattle when the is pulled in while the engine is expected with Italian dry Hey, it’s that thing.

Powerful Brembo do a great job stopping. Arrow ABS sensor mounting point.

is solid and effective with gear changes and no missed or false neutrals. Neutral is readily accessed, even stopped in gear. First ratio is a bit tall, especially starting on a hill riding two up luggage, negotiating switchbacks or in traffic. Spacing between the ratios is good, the gears are and sixth is tall enough to very relaxed cruising at speeds, with only revs at 60 mph in top cog.

Lug it down much below and the engine gets lumpy in gear, necessitating a downshift. it character.

Guzzi’s Compact Shaft Drive eliminates with chains and does a job of canceling out torque reactions tend to vary ride of shaft-drive machines. There is driveline lash noticeable at low but it goes away as speed and there’s no palpable torque when the throttle is opened

With the Alps and Dolomites the Guzzi factory, it’s no that handling is a priority. The loves to change direction and is easy to turn, with a turning radius and steering feels much lighter it has a right to. Rake and trail are so part of the credit goes to the wide handlebars, some to the of the longitudinal crankshaft layout.

the quickness at low speeds, the bike holds a steady line corners without constant and feels solid and planted at speeds-the best of both

Large finned cylinders out in the air stream for cooling. Note the starter.

Three different models are offered as original Metzeler’s Roadtec Z6, Dunlop’s ST and Michelin’s Pilot Road. Our had the Michelins, which wore gripped nicely in rain and dry were stable at high and even in squirrelly rain they tracked true.

Moto Guzzi Breva 1100

Lean the Breva over and the first thing that is the hefty centerstand, but most aren’t likely to touch often and it’s nice to a stand. The sidestand has one of the oddest we’ve ever seen, but sturdy and gets the job done,

The Breva’s conventional 45mm is only adjustable for spring Its plush spring rate a cushy ride, but allows dive under braking and like it could use more In back, a solo shock both spring preload and damping adjustments.

An aluminum swingarm carries the enclosed drive and makes tire a snap. In contrast to the front the rear feels too stiff and and suffers from high weight due to the shaft-drive setup. like to see more adjustability in the but overall it produces a respectable of ride and handling in everyday

A trio of gauges keeps the fully informed and then

A pair of Brembo opposed calipers gripping 320mm rotors ably handle duties in front, while a disc with a two-pot caliper resides in back. The consistently deliver tremendous power without fade, or chattering. Moto Guzzi ABS will be available as an option and our test bike already had the points for the switch and sensors.

Several other practical are offered, including a windscreen, grips, hard luggage and a seat. These items can transform the Breva into a competent touring machine.

The “office” is quite comfortable, an upright riding position and handlebars that permit a riding position. Wide-set deliver plenty of vibe-free aft. That wide portion of the seat rivals the touring machines’ saddles, out your weight and allows wiggle room. The rider’s are located slightly aft, helps you lean into the

Passenger accommodations are a little cramped, but reasonable, with close to the rider’s, a moderate-sized and large hand rails. the lockable one-piece saddle is a storage area with of the space taken by the fuel canister.

Mounting a magnetic is out of the question because of the plastic gas cover, but strap-type bags can be We were able to install luggage and there are sufficient points, including the passenger brackets, which are designed to the factory hardbags.

2006 Guzzi Breva V 1100.

no windscreen, but the high-mounted dash helps break up the windblast Guzzi’s development team put effort into the instrumentation, its three semi-circular analog and adjoining rectangular LCD panel.

the 150-mph speedometer, dual 8,000-rpm-redlined tach and the usual lamps, you’ll find an fuel gauge, along digital readouts for ambient lap timer, instantaneous and average mileage, a clock and even voltage. Getting everything set the way you is not easy, as the 10 pages devoted to it all in the manual can attest, but the dash great, especially when in red light at night.

Fuel mileage varied a low of 34.7 to a high of 47.3 with an average of 41.0. that big 6.1-gallon tank long range-the low-fuel usually waits until 200 have elapsed to pop on.

During the we had the Breva the only glitch was a one that occurred during a downpour. Apparently, rain got the four-way flasher switch forms a well that water) and caused the signals to on by themselves, er, adding character. wouldn’t shut off for a while and as we started to disconnect the battery the stopped and the switch began again.

Otherwise, the Breva to be a sturdy, trusty mount ample power and braking, fit and finish and attractive styling. We particularly enamored by the Breva’s easy handling and good manners, its comfortable ergonomics and the overall fun factor. While it may not be the or the cheapest bike in its class, it be difficult to find a well-rounded which does as many as well as the Breva.

And did I mention

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