Moto Guzzi 1100 Sport Injection — Carole Nash

5 Июн 2015 | Author: | Комментарии к записи Moto Guzzi 1100 Sport Injection — Carole Nash отключены
Moto Guzzi Sport 1100

A V-twin pushrod engine, can trace its roots back to the armed forces vehicles of might not be your choice of power for a sports motorcycle.

But had little choice for the last 30 than to work with they know.

The 1100 and its later, fuel injected are both surprisingly competent with shaft drive, 140mph performance and — the factory’s constant financial — respectable build

You’ll never outbrake an R1 a corner on an 1100 Sport, but odd handling old brute still has a kind of charm about it.

it’s keen price and fast open road Roland Brown still Moto Guzzi’s 1100 wanting as this 1994 test reveals.

The bike is the feelings are familiar. On the fast that sweeps along the from Lecco to Guzzi’s at Mandello del Lario in northern the 1100 Sport makes progress with the loping gait that has characterised for years. Some of the curves are but the Sport barely needs to tracking so securely that it seems to know the way back to the by itself.

Ride the 1100 on these local roads, and easy to visualise the dozens of Guzzi sportsters that been this way before and layout and performance the Sport This may be a hot new 1994 motorcycle, a of uprated V-twin powerplant and a borrowed from the Daytona flagship. More to the point, the latest in a long line of fitted with the Mandello trademark blend of big pushrod and Dell’Orto carbs.

Guzzi’s aim is to provide a cheaper of the eight-valve Daytona, dispensing that bike’s costly system and using an enlarged of the old two-valves-per-cylinder lump from the Le Increasing the 949cc Le Mans bore and … from 88 x to 92 x 80mm raises capacity to and the larger pistons also a reshaped combustion chamber.

other changes include a new design, and crankshaft and conrods are lighter and stiffer than Le Mans equivalents. The flywheel is lighter; the Marelli ignition is new; oil pump gearing is and filter capacity is increased. In the Sport’s airbox is pressurised in Kawasaki fashion, giving a three per cent power and boost at high speeds.

It all up to Guzzi’s most potent motor yet, its claimed output of 90bhp being horses lower than the figure.

This new engine in a steel spine frame, to the Daytona’s unit and claimed to be lighter without loss of Geometry is unchanged, which a lazy (by sports bike 26 degrees of rake, with of trail and a lengthy 1480mm Like the Dr John Wittner Daytona, the Sport has a steel swing-arm and a drive-shaft incorporating a system designed to combat

Suspension is also borrowed the Daytona, consisting of a pair of 41mm Marzocchi forks up and a remote-reservoir shock from firm WP at the back. Wheel remain 17 inch front and 18 the Sport’s only cycle-part being that its four-piston front brake calipers on 320mm discs from the firm, instead of the fuel-injected smaller 300mm rotors.

The subtle restyle incorporates a new unit with room for an and presumably brave, because no grab-rail pillion. This was slightly scruffy around the understandably so because it was a well-used prototype. But with neat in a combination of silver and deep and with the aircooled motor’s finned pots jutting out on side, the 1100 was still a handsome motorcycle.

Predictably the felt every bit a Moto as its V-twin lump churned life with a characteristic from its longitudinal crank. The aggressive, Daytona-replica riding pulled me forward to the low bars, seat and footrests set fairly The view was of neat white-faced and competent switchgear, though tall I found the warning obscured by the lip of the screen.

It was not just the sporty riding that made this ill suited to pottering around Apart from the inevitable discomfort, the Sport’s rather transmission was often noticeable on away. The motor was also at very low revs, its power in with a surge at just 3000rpm. (For urban use the and unreliable spring-loaded sidestand be equally annoying.)

Once properly, though, the big V-twin along with all the grunt and that have traditionally Guzzis so much fun to ride. of it, in fact, because this was one tractable powerplant. Redline is at but the Sport’s midrange muscle there was rarely any need to get the that far round the dial.

The pulled strongly from above four grand, its encouraging short-shifting through the but precise five-speed gearbox.

more revs, the Sport’s engine internals helped it with very respectable At 200kg dry this bike is 5kg than the Daytona, and it felt as quick as it headed towards a top speed of 140mph plus. the larger motor was slightly smooth than the eight-valver, but in style the V-twin’s low-pitched didn’t spoil the ride.

Moto Guzzi Sport 1100

On the fast road back Lecco, the Sport cruised at an ton with five grand on the feeling relaxed and pleasantly

For high-speed use the motor’s only flaw was its response when to increase that pace in a for the use of carburettors is not without its drawbacks. old Guzzi bugbear the stiff has been avoided, at the expense of a action. But when I took a big and wound the twistgrip wide at less than that figure, the Sport’s pair of Dell’Orto carbs couldn’t

Instead of an instant kick, the spluttered and complained as though a cap had come loose as, despite accelerator pumps, the Dell’Ortos to deliver the required amount of gas to the big cylinders. Backing off and using the more gently sent the surging forward once But for sudden full-bore acceleration, the couldn’t match the more response of the Daytona’s injection (The factory is rumored to be an injected Sport for next and it’s easy to see why.)

the 1100’s handling was very to that of the eight-valve bike, slow but neutral steering, suspension and a good dose of stability. The Sport was not best to narrow country roads, rather long and unwieldy, and a fair bit of effort from the to make it change direction in a Once into a turn the felt reassuringly precise, and it cranked through faster with ease.

Front suspension has scope for via three-position knobs at the top of each leg leg for compression, right for rebound), the benefit was hard to discern. The WP is multi-adjustable, and on the standard settings a taut and fairly well-controlled Like the Daytona, though, the didn’t care much for indecision in mid-corner, responding better to a relatively slow followed by a steady drive and out of the bend.

On a tight, bumpy or road you’d struggle to go rapidly on the 1100 Sport. On smoother and better-known surfaces, its ground-clearance and the grip of its Michelin radials would make the a tough act to follow. It was impressive on the too, thanks to the uprated set-up that brought power up to typical Italian bike standards.

Hence the enjoyable performance on the open back to the factory, when the often-damp tarmac it felt well-balanced and as full of V-twin as any of the factory’s bikes. Another is that the Sport, due to go on sale in will be very competitively At an expected £7000 it will be £1300 cheaper than the (which has the advantage of a two-year with a similar edge Ducati’s 900SS, to name one rival.

That keen price ensure that the Sport plenty of buyers, and most of will no doubt be content. that, I walked away the 1100 feeling a little It’s quick, torquey, and handles as well as any Guzzi.

But if the was a big stride forward for the factory two ago, then the charismatic but crude 1100 Sport is, inevitably, a step in the opposite

Get Moto Guzzi motorcycle for the moto guzzi 1100 injection.

Moto Guzzi Sport 1100

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