Moto Guzzi Breva V1100 Road Test Motorcycle Cruiser

14 Фев 2015 | Author: | Комментарии к записи Moto Guzzi Breva V1100 Road Test Motorcycle Cruiser отключены
Moto Guzzi V 75


Moto Guzzi has waiting for the first all-new featuring a completely reengineered of its traditional transverse V-twin motor. At last, the Breva the most important new Moto model in 38 years, has finally hit

For almost four decades, motorcycles have powered versions of the original 700cc 90-degree V-twin two-valve motor conceived in 1977.

By the of Y2K, Guzzi’s V-twin was more of an anachronism than a Harley, which at least a lifestyle image that its archaic engineering values. of underinvestment meant Mandello-made were left behind in of manufacturing quality, performance, and customer allure-so when took over in ’00, it was the key of Guzzi’s new CEO, Roberto to modernize the company’s product without sacrificing its traditional

The first result of Brovazzo’s efforts is the Breva V1100, had already been waiting for months ready to enter when it was formally launched at ’04. Since then had to wait another half-year in the starting blocks before the takeover of Aprilia finally the capital to kickstart manufacture. All time, though, the RD; team has clocking up the test kilometers.

124,274 miles of road-testing its wheels and 122,000 man-hours the Breva V1100 is the most developed Moto Guzzi yet In every way it is the equivalent of the alloy models that gave a new lease on life in the ’80s. hopes the Breva will a similar success story for its Guzzi trophy marque.

also the most refined and Moto Guzzi, as I discovered by the lakeside Mandello factory for an test ride of the 1100 as opposed to the day-long press ridearound a week earlier. three decades of riding and Moto Guzzi V-twins, I to give the new model a thorough

After a day of caf-racing around Como, I took a ferry it to start a 248-mile overnight through the tortuous, twisty Pass leading up the spring to St. Moritz, Switzerland. I had the chance to the Breva in every kind of (though fortunately the snow was and all types of roads, from Alpine passes to flat-out where I saw 133 mph on the Breva’s well-designed bike’s effective top speed, with just 7250 rpm on the tacho and another thousand to go to the 8250-rpm rev limiter.

The first thing that you when you settle aboard and up the Breva’s all-new twin-spark (dual ignition is a Guzzi dating back to its mid-’50s 350cc GP racer), which features pushrod valve is what it doesn’t do rather what it does. Thanks to its internals there’s no hesitant as the uprated starter motor to turn over the 92 x 80mm big-twin motor, and no trace of the rolling to the right as it catches as the effects of the lengthways crank themselves felt.

Project Mariano Fioravanzo and company dialled this out, and blipping the Weber/Marelli EFI’s throttle in neutral at rest produces a slight sense of The new motor is also completely, normal in terms of its noise and engine note, with of the pushrod clatter and assorted you got from previous Guzzi

Even before taking account Guzzi’s claim thanks to its new engine and the three-way exhaust, the Breva is the first bike to be Euro 3-compliant. Two before the tough new noise and limits come into in ’07, it already seems modern and sophisticated, producing a 86 crankshaft bhp at 7800 rpm, 64 foot-pounds of torque delivered at rpm-though at 514 pounds dry the Breva is a little overweight.

If you discount the discolored exhaust with pitted plating you can the level of finish and undoubted the new Italian model has, clean, imposing styling by Design’s Rodolfo Frascoli of is actually quite a big motorcycle in of the 2.75-inch shorter transverse motor. The engine is positioned inches farther forward as as higher in the all-new tubular cradle frame to load up the wheel.

But the wide, well-padded is spacious and comfortable, allowing you to snugly into it. Well-positioned, footrests now thankfully allow knees to avoid making with the protruding cylinders still make great in chilly conditions) and tuck into the sculpted flanks of the 6.3-gallon fuel tank-good for 250 miles of, er, spirited riding.

no choke on the Breva, just a stepper motor valve to with cold starts, it didn’t do especially enthusiastically a of times, even when the fired up on the first go after the night in freezing temperatures. aboard and turn the ignition wait about three while the Marelli ECU activates its system (it’s quite if you want to make a quick select bottom gear-and comes another surprise.

of the crude clunk every shaft-drive Guzzi ever has always inflicted on your at the outset of a ride, the all-new transmission incorporating the company’s compact reactive shaft or CA.R.C. is smooth and silent. The precise, light-action gearchange you can actually shift up without the

That was previously a Guzzi and it’s still impossible to do a slight jerk when you get on the throttle because of the gyroscopic of the engine-but I didn’t miss a shift in all my time aboard the nor did it once jump out of gear. very light in operation the clutch and brake levers are the clutch only takes up at the end of the lever’s travel, which is disconcerting. Still, the new transmission is a leap into the 21st

What’s more, the CA.R.C drive, running inside a new and single-sided aluminum swingarm, any significant trace of a shaftie’s handling foibles. For a big bike the is surprisingly nimble, though not an outright streetfighter. You do need to the individual handlebars mounted on risers on each 45mm fork leg a good tug to turn a hairpin mountain bend.

reasonably well pulled these 1071mm-high grips are too to allow you to feel what the Metzeler RoadTec Z6 tire is is not great.

The Breva’s steering well balanced. You only the weight at rest. It’s agile in tighter turns, and stable around flat-out even over bumps. no steering damper, and none even though the suspension is set up softly, but you can alter spring at both ends-in the case of the rear shock, via a readily knob.

There’s lots of for a passanger, plus a pair of grab-handles that help the bike onto the centerstand there’s also a sidestand. The is adjustable for rebound damping.

On my way to Italy, descending the Maloja in a downpour emphasized not only the rain grip of the Metzeler but also the controllable braking in the wet by the Breva’s Brembo package. sportbike riders may wish for a response from the 320mm discs, these give stopping power on their own in the dry via the four-pot calipers-as I found out for when a Polish tour bus up all the road.

Add in the strong extra from the 282mm rear and even with its slightly weight, you can stop the Breva hard from high But I had no crossed-up moments even downhill on glassy Swiss Nice.

But the main event on the Breva is the completely revamped V-twin in which 80 out of the 170 components are all-new, to Fioravanzo. Designed by Guzzi Antonio Zocchi, the new motor is horizontally in the chassis, rather tilted to compensate for the drive and is rubber-mounted, so even if the muffled silencer never lets you what you’re riding, no undue vibration of any kind.

Moto Guzzi V 75
Moto Guzzi V 75

It cleanly away on part-throttle a 1200-rpm walking-pace trickle, and you can gas it open from 3000 rpm with zero transmission making this an easy to ride in traffic. However, you do to change gears quite a bit on the Breva V1100 than on any Guzzi V-twin. Gone is the torque of all previous transverse whose stump-pulling grunt using the gearbox an option.

while the Breva pulls off at just more than it has a flaccid midrange that you to work the gearbox hard to the engine running at 4500 or higher-any lower than and acceleration is leisurely rather irresistible, relaxed rather purposeful. Up high, however, the delivers, encouraging you to flirt the 8250-rpm rev limiter to really some motion-an alien on other two-valve Guzzis, a four-valve thing.

This matter so much, except the Breva is geared so 4000 rpm on the equals 70 mph/110 kph-so roll-ons at any speeds lower this are a letdown. Need to out and pass a truck? Notch it not one but two gears before you can expect the to fly like the wind it’s after.

I got tired of working the climbing the Maloja Pass in the where a Guzzi motor have done the whole in the same gear-fourth (out of probably. Basically, what Guzzi has done here is the of Harley fitting a six-speed to a 1200 Sportster and tuning it for numbers with a peakier Can’t imagine Milwaukee doing that, can you?

So why did they do it on Mandello?

There are two reasons. One is the Euro 3 compliance-so this as an early warning of other manufacturers are going to to contend with-and the other is management’s misplaced defensiveness the power output of its two-valve against rivals of comparable with four valves per (e.g. BMW, Suzuki, etc.).

This has resulted in tuning the new motor to give the numbers the company deems to win the crossover customers vital to the business to the minimum annual level Piaggio’s CEO Rocco regards as Moto Guzzi’s point-but it has done so at the expense of famed bottom-end grunt and torque. And the six-speed gearbox mask this deficiency.

customers who want to revel in the Guzzi waves of torque are to be disappointed. That’s not to say the Breva is a out of turns; you just have to it in a completely different way from any V-twin Moto Guzzi-and I be alone in thinking that’s a

Yet much about the Breva is so good. That stylish isn’t just good-looking, effective as well, giving a throw for high-speed night and the red lights of the so-cool dashboard are restfully illuminating. The on-board sets new standards in the motorcycle with its square digital integrated into the triple-dial and central speedo flanked on the by a rev counter and on the right by an accurate gauge.

The time and ambient (including a little snowflake to of ice) are permanently displayed in the top corner of the computer screen contained within the speedo, the main screen features twin trips, a stopwatch splits, average speed, time, fuel consumption, till empty, adjustable light, battery charger, All this is readily accessed on the via a button on the left handlebar you with your forefinger, a separate thumb switch for This is the most practical and on-board computer yet fitted to a

It’s no exaggeration to apply the tag to the Brevona-or big Breva in Italian as distinct from the worthy but 750 model launched two years After my real-world ride Switzerland aboard it, I have to say is a very good bike by any and a brilliant one by Guzzi standards. in red, black or gunmetal at a price of $14,897, around examples of the Breva V1100 be made in ’05.

It’s a mile-eater in Guzzi’s traditional combining enjoyable functionality modern engineering, especially with any of the wide range of accessories developed for it, headed by an windscreen and hard luggage. has left a fine legacy his four years heading up Guzzi for his Piaggio-appointed successor, Romeo/ Fiat automotive Daniele Bandiera. With the muscle-rod on course for production fall, and Piaggio boss Colaninno announcing a massive 25 euro further investment in Guzzi, over and above the already spent by Aprilia acquiring the company in ’00, the Italian marque is finally for success in the marketplace-at long

Moto Guzzi V 75
Moto Guzzi V 75

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