Driving report Moto Guzzi Breva V 1100

Posted on by admin

Menus

Driving report Moto Guzzi Breva V 1100

Driving report Moto Guzzi Breva V 1100

Una Storia Italiana

The story of the long-announced Moto Guzzi Breva V 1100 is a typically Italian one: of attention to detail and the threat of losing the whole. But now the time is ripe for the Italo interpretation of the eternally young roadster theme.

Call it character or charisma, antiquated or anachronistic. It’s just an experience when the starter is one M.oto Guzzi slowly, almost laboriously, sets the crankshaft in motion. The one of the new Breva
V 1100 with one second after switching on the ignition. Without
Choke, the injection electronics regulate the cold start, the starter sets the mechanical cascade in motion: connecting rods and pistons, stop rods and rocker arms. It stomps and pulsates deeply and always invigorating. In addition, it has a subtle, yet rich sound. Only quieter than before.
It snorkels throatily out of the air-
box, the muffler barks with heavy bass, the valves tickle excitedly. Clearly mark the free in the airstream
protruding »heart chambers« motorcycles from Mandello del Lario for 40 years, since the first V7. Moto Guzzi is whole
and even calibrated with a single motor for 90-degree V-Twins. Numerous modifications make the 1064 cm3 two-valve engine fit for use in the Breva. Starting with two spark plugs per combustion chamber that fire synchronously.
New sintered material should make the valves more heat-resistant, and new seat rings allow constant valve clearance during the 10,000-kilometer inspection intervals. The engineers dug deep into the oil sump and made major changes to the oil pan and lubrication circuit. An external oil filter is now accessible from the outside for easy maintenance. The design of the front fender is intended to give the oil cooler an efficient cooling breath. A linkage operates both throttle valves synchronously; the cable-operated BMW boxers were a long way from this.
Guzzi ventures into the cave of the
Bavarian lion, calls the R 1150 R
out. A new alternator with 540
instead of the previous 330 watts, it holds more power
ready, for example for ABS, which will be available from 2006. It wandered up, à la Bavarese, between the cylinders, driven by a belt. This makes the V2 four centimeters shorter and moves further forward. Some things stay the same. With every thrust of gas while standing, the Signora leans first to the right, then to the left. The lengthways, new crankshaft actually promotes other talents with the beautifully wide and towering handlebar halves.
The handling is great for a five-pound bike; The Breva scurries lightly through the hustle and bustle of traffic in Siena. Confident and casual. A tourist posture requires the comfortable, strongly contoured bench. With a sucking smack, it integrates the driver, like the Centauro, a little far away from the front wheel. Long-legged people still get warm around the knee; Short ones have no problem with the seat height.
First honk the horn, has never hurt. Well, like with Aprilia, the turn signal switch and horn button have swapped places. Genius and madness live next door to each other. Especially in Italy. The instruments turned out complete and chic, a successful mix of round clocks and liquid crystals. But what shines so sparkling is just there
chromed plastic. A lot of plastic also disguises itself as metal. The hydraulically operated clutch requires a lot of manual force; It is not only first gear that engages precisely and not too long
one. The new gearbox with only two
Wellen is 2.5 kilograms lighter than before.
The V2 gets in strongly, with beefy torque far below, experiences its second spring from 5500 tours. But in the lower middle he turns up at least tough in sixth gear. Speedometer display 100 and then simply accelerate at 3500 rpm? The Breva doesn’t even pull
heroically. 86 hp are okay, yes
85 Nm mean a meager torque output for this displacement class; the subjective hangover irritates on the country road. Like the main stand on top of it when it is fully inclined.
The warm spring scent makes his bonds flutter, swing in wide arcs
asphalt strips from hill to hill. Tuscany! After the harsh winter, however, only cypress and pine trees add a splash of green color. The Guzzi glows fire red. It falls slightly from left to right and back in fast alternating curves, while driving quite precisely. Despite wine tasting during the official presentation. Italian way of life and driving.
The conventional 45 mm fork filters patchwork from the asphalt finely and comfortably. In the event of short, “hard” impacts, the central spring strut, which is linked by a lever system, initially hits the back with a lot of force. With more bias? quickly done by handwheel? and more rebound damping, the manners become passable. An effective adjustment range. The mighty single-sided swing arm is visually a hammer. It should soon also be the muscle bike
Adorn the griso. Despite the torque support, cardan reactions are noticeable, and the V-Zwo’s load changes quite a bit. It is therefore advisable to circle curves evenly under tension, just like in the old school.
Beautifully powerful and transparent
The proven, golden four-piston calipers from Brembo are easy to adjust
in the 320 discs. To the optimal
You have to get out of delay
however, take a long time. Over-motivated, the rear stopper snaps, it whistles early and it lurches. Despite the very well adhering Metzeler Roadtec Z6, in the wide format 120/70 and 180/55 ZR 17.
Cappuccino break. For Sonja, the blonde waitress, the Breva means no cause for alarm. She loves athletes, does not belong to the intended target group. Not even old-school Guzzisti, who know every screw on their V2 Signora by name. But everyday and touring riders of a new kind. The 1100s are smooth, perhaps too pleasing. Bulky at the front, airy at the back, almost filigree. Quality and utility, not passion or emotion, are obviously in the foreground. Promised 230 kilograms payload and lots of fine details between the multi-reflector headlights and LED taillights.
All hydraulic lines are steel-sheathed, the hand levers are adjustable, outside temperature display, time and fuel clock, cranked tire valves, large 23-liter tank. Furthermore, the immobilizer and massive pillion passenger retaining bracket, white indicator glasses and hazard lights, stainless steel manifold and bold chrome-plated silencer. In a set for just under 11,000 euros. The Guzzi people proudly tell that the Breva with its G-Kat already meets the 2006 Euro 3 emissions standard.
Italy in transition. Guzzisti got to know this in full force after the takeover by Aprilia in 2000. It brought quick improvements in production and quality, but finally economic problems again. Now the new parent company Piaggio is bringing money back into the coffers and confidence in the hearts. The Eagle
sails in the updraft, on broad wings, over the naked area. History repeats itself. Hopefully with a happy ending.

Touring equipment

In 2006 Breva is to receive an ABS. Recordings for the sensor to determine the wheel speed are already available. With discreet holders
the 29-liter suitcase can be mounted, each swallowing a full-face helmet. The luggage rack and top case (28 or 45 liters) are behind the vehicle, which is unfavorable for the center of gravity. A special tank bag, a three centimeter lower bench seat, heated grips, a windshield and an alarm system are also included
to have; the prices have not yet been determined.

Leave a Reply

Your email address will not be published. Required fields are marked *