Driving report Moto Guzzi Nevada 750 i.e.

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Driving report Moto Guzzi Nevada 750 i.e.

Smackers

VOn 1273 newly registered Moto Guzzis in Germany last year, exactly 46 pieces wore the types-
designation Nevada. To speak of an outstanding sales success would be slightly exaggerated. The Nevada Roots
go back to the infamous V 35/50 C of 1982. C became Florida in 1986; Florida was called Nevada from 1991. What remained was the pompous design of the early 80s. Together with a phlegmatic carburettor engine in a mediocre chassis, that didn’t necessarily make things any easier.
So Guzzi technicians took a radical approach to the long overdue Nevada overhaul and first sank 383 of 441
Components in Lake Como. 87 percent of all components are new or at least heavily redesigned. Or well procured: the 750 Breva served as an organ donor and supplied the engine equipped with an injection system including a regulated three-way catalytic converter. Five-speed gearbox and swingarm also come from the Breva, and it’s not hard to guess which model the new Nevada frame is based on and which Guzzi contributed the instruments. I agree. The rear section, seat, tank and even the wheels are not Breva donations, but are reserved for the new Nevada.
The result was a motorcycle that looks much more pleasing than the previous model and is even easier to operate. Cold and warm starts work without any problems. Handlebars, footrests and bench fit short Italians and fat North Germans equally well. The upright sitting position is thankfully not as rear-heavy as with most other choppers or
Cruising. The clutch lever is no longer so far, the operation now works perfectly and without excessive effort. The same goes for the gearbox: not exactly Japan’s standard, but significantly better than the old Nevada.
The new Nevada differs from common entry-level cruiser mass-produced goods in its surprising agility. It is much lighter and noticeably easier to handle than Intruder, Shadow, Drag Star, Sportster, VN and Co. But perhaps the Nevada is not a real cruiser at all, because the easy-turning, two-cylinder, which hangs well on the gas, and the astonishingly large lean angle are more suitable for you ordinary naked bike. The entry-level Guzzi is a clear case for single perpetrators, as it gets very tight as a couple. The spring elements are not a revelation. But the bottom line is that the revision is convincing, so that from now on there will be more than
46 Nevadas will come to Germany every year. kh

Technical data – Moto Guzzi Nevada Classic 750 i.e.

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, a chain-driven camshaft located below, two valves per cylinder, injection, regulated catalytic converter, five-speed gearbox, cardan.

Bore x stroke 80.0 x 74.0 mm
Displacement 744 cm3
Compression ratio 9.6: 1

Rated output 35 kW (48 hp) at 6800 rpm

Max. Torque 55 Nm at 3600 rpm

Chassis: double loop frame
Steel, telescopic fork, Ø 40 mm, two spring struts,
Front disc brake, Ø 320 mm, four–
Fixed piston caliper, rear disc brake, Ø 260 mm, two-piston fixed caliper.

Tires 100 / 90-18; 130 / 90-16

Dimensions and weights: wheelbase 1467 mm, seat height 760 mm, empty weight
Ready to drive 191 kg, payload 210 kg, tank capacity / reserve 14/4 liters.

Two year guarantee

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