Driving report Moto Guzzi Griso 8V

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Driving report Moto Guzzi Griso 8V
Bilski

Driving report Moto Guzzi Griso 8V

With two game four

Moto Guzzi traditionally relies on two cylinders. Classically air-cooled, lying lengthways, in a 90-degree V-shape. For the first time, the Griso 8V uses four instead of two valves per cylinder head. A first contact in the Italian metropolis of Milan.

Milan in September. The Superstudio Piu in Via Tortona is very busy. Photographers and make-up artists jump around excitedly, mannequins pose in the latest autumn creations of Italian fashion designers, photographers take up positions, thunderstorms of flashes are pounding down.

Only today does the fashion industry take a few hours off. M.In this setting, oto Guzzi presents her latest creation to the international press, which will roll off the production line in Mandello from October: the Griso 8V ?? a real motorcycle beauty not only for Guzzisti.

The engineers in Mandello del Lario have worked hard for them to turn the Griso 1100, which was first presented two years ago, into a fiery powerhouse. In order to say goodbye to the traditional bumper technology and the two-valve cylinder heads and to rely on modern four-valve technology, around 80 percent of all components of the V-Twin are new on the Griso 8V. Says Guzzi. From the voluminous engine housing to the stiffer, longer-stroke crankshaft to the larger cylinders, hardly any part remained untouched. The overhead camshafts are driven via spur gears and chains, while short tappets and rocker arms in the cylinder heads actuate the four valves. With a shaft diameter of just five millimeters, these are particularly light and, in conjunction with conical valve springs, help to improve speed stability.


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Radially fixed brake calipers and wave discs.

Two coaxial pumps ensure the oil circulation. With a delivery rate of up to 25 liters per minute, they ensure that the heat-stressed outlet valves in particular are sufficiently cooled via special bores and that spray nozzles supply the bottoms of the forged Asso pistons with cooling lubricant. A technology that Suzuki already used in their air / oil-cooled inline four-cylinder engines and which Moto Guzzi is now using to secure the future of the classic air-cooled 90-degree V2. On the intake side, Marelli injection with new injectors and 50 instead of 45 throttle valves is used.

The 8V engine, which has grown to 1151 cm³ at 7500 / min, is supposed to produce a proud 110 hp, and to balance the crankshaft with a maximum torque of 108 Nm at 6400 / min. This means that the Griso 8V is at least at the level of a BMW R 1200 R. Just a reminder: The Griso 1100 only produced 88 hp and a maximum torque of 89 Nm at comparable speeds.

The first driving impressions


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The two-cylinder hums already from the depths of the speed range.

Under Milan’s smog bell, less than a third of the specified power is enough to escape the hectic traffic of the big city for a few hours. In the dense crowd out of town, the unspoilt drive does not show its sunny side. With every gear change, the six-speed gearbox speaks loudly, load changes are clearly noticeable, and when you apply the clutch, you get the impression that the cardan shaft has half a turn of play when starting. In return, the engine always hangs clean and soft on the gas, as if to apologize on the spot for its stubbornness, and picks up speed with a dull rumble from the turbine-like rear silencers.

In city traffic and because of Milan’s miserable roads, you quickly get a good first impression of the handiness and the spring elements of the Griso. The fully adjustable Showa upside-down fork and the central Boge shock absorber work sensitively, but thanks to their tight basic set-up, there is hardly any doubt about the sportiness of the chassis. Radially arranged four-piston calipers from Brembo and floating 320 wave brake discs to decelerate the 8V, which weighs around 250 kilograms with a full tank, with a powerful pull, but easily dosed and always reliable, round off the sporty overall package. This is complemented by the ergonomics that have been modified compared to the 1100 Griso with narrower handlebars, lower seating position and slightly set back footrests.


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Rumbling from the turbine-like rear silencers.

Unfortunately, the periphery of Milan does not offer an opportunity to further explore the chassis quality. No curve in sight, and on Wednesdays you can already see who is visiting on Sundays on the endless straights. At least the route is good enough to light a fire under the Griso carefree for a few hundred meters. From the depths of the lower rev range, the two-cylinder buzzes, thanks to the torque support of the cardan barely lifts itself out of the springs, propels forward continuously, not brutally, but powerfully. At least feels better than the 1100. Up to about 6500 rpm. Then the engine has pepper like no production Guzzi before. The tachometer needle climbs nimbly higher, seven, seven-five. The pressure doesn’t let up. The red area begins at eight thousand. Only then is it slowly over. It’s great what Moto Guzzi did with the V-engine. It’s a shame that the chain of hills on the horizon is still a long way off and the Griso has to return to Via Tortona, to all the other beauties. She is sure of the flash of lightning.

Technical data Moto Guzzi Griso 8V

A proud 110 hp and 108 Nm torque – this means that the Griso 8V is at least on par with a BMW R 1200 R..

Engine:
air / oil-cooled two-cylinder four-stroke 90-degree V-engine, one overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 50 mm, regulated catalytic converter, hydraulically operated single-plate dry clutch, six-speed gearbox, Cardan.
Bore x stroke 95.0 x 81.2 mm
Cubic capacity 1151 cm³
Compression ratio 11: 1
Rated output 80.8 kW (110 hp) at 7500 rpm
Max. Torque 108 Nm at 6400 rpm

Landing gear:
Bridge frame made of steel, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers , Rear disc brake, Ø 282 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Mass and weight:
Wheelbase 1554 mm, steering head angle 63.7 degrees, caster 108 mm, spring travel f / r 120/110 mm, seat height 800 mm, dry weight 222 kg, tank capacity / reserve 16.7 / 3.3 liters.
Two year guarantee
Colors white, black
Price without additional costs 12,950 euros

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