Driving report Moto Guzzi Breva V 750 IE

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Driving report
Moto Guzzi Breva V 750 IE

WIND MILL

With the new Breva V 750 IE, Moto Guzzi wants to bring a breath of fresh air to the middle class and set off to new customers with full sails. Stiff breeze or mild breeze?

Winds are popular. With sailors and surfers anyway, but also with the creative people in the namesake for two- and four-wheel manufacturers. The mostly exotic-sounding names always promise dynamism, movement and thus change. The name Breva is particularly obvious for the youngest child from Moto Guzzi. It describes a wind blowing from the south on Lake Como, on the shore of which the Moto Guzzi plant in Mandello is located ?? and always drives the bad weather northwards.
The name seems to be the program. Does it have to if the manufacturer, which has been badly shaken in recent years, wants to infect new, young customers with the Guzzi virus. So the specification for the Breva was: it has to be beautiful, easy to drive, technically up to date. And with typical Guzzi flair, it should appeal to beginners and old hands alike. The Breva rolls into the limelight as a mix of classic naked bikes and roadsters and is somewhat reminiscent of the Yamaha Bulldog in terms of design.
The distinctive 90-degree V2 with longitudinal crankshaft, which traditionally transmits its torque to the rear wheel via a cardan drive, ensures that the car has a distinct appearance. The air-cooled 750 is an old acquaintance, but received a makeover. A new camshaft now controls the valves, new piston rings are supposed to reduce oil consumption, the ventilation of the crankcase has been improved and the air filter box has been redesigned and, on this occasion, also designed to be easier to maintain. The central and most important change is the electronic Marelli injection system, which creates favorable conditions for exhaust gas cleaning with a regulated catalytic converter in order to overcome the Euro 2 hurdle.
Despite the injection, the driver still has to put his hand on the choke himself during a cold start. After the starter has got the V2 going with a full clunk, the two-cylinder stomps with a subtle bubbling and after a short warm-up phase with around 800 idling tours. The 750 comes directly from the V 50 engine from 1979 and, like this one, has combustion chambers based on the unusual Heron principle. They are not located in the completely flat cylinder heads, but in a recess in the piston crown. Guzzi sees the advantages in efficient combustion and low consumption. On the other hand, the two relatively small, parallel valves limit the filling and thus the power output.
The positioning of the injection nozzles that direct the fuel to the inlet valves should also serve to optimize combustion processes. 48 HP from 750 cm3 displacement doesn’t sound great at first, but the torque curve makes the music. The coordination and the characteristics of the short stroke can also be considered successful. Already just over 1000 rpm can be accelerated smoothly, from 1500 rpm things get smooth, at 2000 rpm there is the real thump that one would hardly have expected given the performance data. Between 3500 and 5000 revs, the twin accelerates evenly before the wind picks up again strongly and the yellow 7000 mark on the tachometer warns to change gear soon. Frequent gear changes do not have to be thanks to the good torque, although these are now more precise and smoother with the redesigned gearbox. Incidentally, there are almost no disturbing load change reactions of the cardan.
The driver can enjoy the very relaxed sitting position and the good knee grip on the distinctly contoured tank and plunge into the swarm of curves in high gear. The dry only 182 kilograms ?? consequently ready for operation, probably just over 200 kilos – the light Breva is well balanced and can therefore be easily angled. The Guzzi driver can quickly circle corners, even if the combination of the Bridgestone BT 45 series tires in easy-to-use, moderate dimensions – 110/70 at the front and 130/80 at the rear – and moderately grippy asphalt sends out the first warning signals quite early.
Anyway, a bit of restraint is called for as soon as rough patches or potholes appear. The non-adjustable Marzocchi fork and the spring struts, which can only be adjusted in the spring base, always provide good feedback with their tight spring travel and tight coordination, but they don’t make the Guzzi a litter. If necessary, there is a remedy from the accessories cabinet in the form of fully adjustable Bitubo struts for around XXX euros. For pilots for whom the standard seat height of 790 millimeters is too high, the Italians also have a solution in the form of the 30 millimeter lower lady seat.
The main stand, which can only be retrofitted at an additional cost, shows that the price was calculated hard. Whether you should have given the Breva a second brake disc at the front is a matter of opinion. The 320-millimeter disc, in conjunction with the Brembo four-piston caliper, delivers decent deceleration, but lacks a hearty bite and requires more than the usual two fingers on the lever for hard braking maneuvers.
But the Breva doesn’t want to be a motorcycle for extremes. The top speed, which according to the speedometer is just under 180 km / h, is just as seldom enjoyed as the very last speed reserves or the last possible braking point. The youngest Guzzi aims to offer carefree fun driving and easy handling and thus also attract beginners. A 34 hp variant for new drivers is expected to be available from September.
A.ll others can let the Breva wind blow around their noses from the beginning of April. Will the fresh breeze from Mandello also lead to a stormy rush at the Guzzi dealers? It is to be hoped, but it remains to be seen first.

Technical data – MOTO GUZZI BREVA V 750 IE

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lengthways, one lower, chain-driven camshaft, two valves per cylinder, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, engine management, regulated catalytic converter, electric starter, 330 W alternator , Battery 12 V / 14 Ah, bore x stroke 80 x 74 mm, displacement 744 cm3, compression ratio 9.6: 1, rated output: 35.5 kW (48 HP) at 6800 rpm, max. Torque: 55 Nm (5.6 kpm) at 3600 rpm Power transmission: primary drive via gear wheels, mechanically operated single-disc dry clutch, five-speed gearbox, cardan. Chassis: double loop frame made of tubular steel, screwed beams, telescopic fork, standpipe diameter 40 mm, two-arm swing arm made of aluminum, two Suspension struts, adjustable spring base, front disc brake, (320 mm, four-piston caliper, rear disc brake, (260 mm, two-piston caliper, cast aluminum wheels 3.00 x 17; 3.50 x 17 Tires 110/70 H 17; 130/80 H 17) Chassis data: wheelbase 1449 mm, steering head angle 62 degrees , Caster 109 mm, spring travel f / h 130/75 mmDimensions and weights: Seat height 790 mm, dry weight 182 kilos, tank capacity 17 litersWarranty for two years with unlimited kilometersColors black, silver, redPrice including additional costs 7650 euros

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