Driving report Moto Guzzi V11 Sport

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Driving report Moto Guzzi V11 Sport

11 after 7

Finally there and finally classic again: the V11. With it, a new era should begin at Guzzi.

Don’t panic, at Guzzi it’s not five to twelve. But much earlier, namely eleven past seven. Whereby eleven stands for the brand new V11 Sport and seven for the V7 Sport from 1971. It was the Guzzi best seller of the 1970s and ran 206 km / h, which was really sensational at the time.
Now, at the end of the 90s, the much-loved V7 with 700 cm³ at that time is the name of the V11 with its 1100 cm³ displacement and is also supposed to serve as a model – because finally a best seller again, that would please the Guzzi bosses. This time, however, they cannot serve at sensational top speed, because by today’s standards the new V11 is not an athlete, but an all-rounder or, as the makers themselves put it, a »Cafe Racer alla Italiana«. A Guzzi light, so to speak, with which you can drive passes as well as expressways and motorways. And which – according to the factory – has 91 hp and a top speed of 220 km / h with enough power, but also simply looks good in front of the next ice cream parlor with its unmistakable Italian touch.
The V11 also works like a Guzzi light when it is started: You wait in vain for the usual brawny hammering of the V2. The 1100 still sounds robust, but thanks to the new Ducati-look silencers it is well muffled. The European noise regulations do not leave a Guzzi unscathed.
The V11 is powered by a slightly revised version of the well-known 1100 with injection, a two-cylinder with two valves per cylinder. Guzzi left out the four-valve engine, on the one hand because the motorcycle would have been much more expensive, and on the other, according to those responsible, because the two-valve engine is easier to drive because it depends more directly on the gas and delivers its power more homogeneously.
No matter how: sit on it, drive off, feel good, that’s how the V11 comes across. You don’t sit very sportily, but comfortably, the V2 thuds off without hesitation and without a loss of performance. At 7000 rpm the rev counter shows the yellow card, at 8000 rpm the red card. But who will turn up a Guzzi that high when there is really enough power to burn down below?
The absolute innovation is the six-speed gearbox – so far Guzzi only counted up to five – and the hydraulically operated clutch. That brings a lot, because now you no longer have to pull and tug on the clutch lever, but simply press it shut. The six-speed gearbox shifts smoothly and willingly; Guzzi has even applied for a patent for the built-in four-shaft technology. What remains, however, are the long distances that such a Guzzi driver’s foot has to cover when shifting gears.
The designers worked miracles on the chassis. Where brute force used to prevail, a gentle pull on the handlebar is now enough; The V11 can be willingly directed into every curve, no matter how tight it is. This is mainly thanks to the new six-speed gearbox, which was a full seven centimeters shorter. The mighty dimensions of the old five-speed transmission made it necessary to install the engine slightly offset from the center. With the V11, however, it sits exactly in the middle, the still enormous weight of the V2 can hardly be felt when driving. The slightly shortened wheelbase, the revised cantilever swing arm with extended cardan shaft and torque support as well as the steering head angle that is one degree steeper make the V11 the handiest Guzzi there has been in recent years. However, if you misjudge yourself when turning, the 219 kilograms of dry weight are clearly noticeable, as the V11 is stubborn when pushed. Fortunately, this doesn’t happen too often with the new Guzzi, because the considerably larger steering angle actually allows a tight turning circle.
The V11 offers plenty of setting options. The handlebars can be adjusted in height and offset, the clutch and brake levers are also adjustable, as is the White Power strut, of course. Particularly pleasing: the adjustment screws for the rebound and compression stages of the fork directly on the fork bridge. With so little effort, even the lazy screwdriver can try things out and really find the right set-up for him, i.e. more sportiness or more comfort.
The V11 does not lack comfort anyway, but sometimes a little stability. In curves, the lady from Mandello tends to wiggle her mighty buttocks, she goes over the track at high speed, she even begins to commute, not to a dangerous extent, but noticeable.
You will have to live with that, because only minor changes are planned for series production, namely a narrower seat, an embellished rear, and vibration dampers for the handlebars. Plans for convenient accessories are already in the drawer, from handlebar covers to suitcases to tank bags. And of course the V11 is also suitable for two-person operation, because the round hump cover can be unscrewed quickly.
ZThe V11 will not be available for dealers until September, estimated price: a good 20,000 marks. The fact that Guzzi is expecting a bestseller can be seen from the production figures: 1000 V11s will be built by the end of this year, and 2500 units are planned for next year.

Technical specifications

Engine: Air-cooled two-cylinder four-stroke 90-degree V-engine, longitudinal crankshaft, a chain-driven camshaft underneath, two valves per cylinder, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, engine management, no exhaust gas cleaning, electric starter, 350 W three-phase alternator , Battery 12V / 13 Ah. Bore x stroke 92 x 80 mm, displacement 1064 cm³, compression ratio 9.5: 1, rated output 67 kW (91 PS) at 7800 rpm, max torque 94 Nm (9.6 kpm) at 6000 rpm. Power transmission: primary drive via gears, hydraulically operated two-disc Dry clutch, six-speed gearbox, cardan, secondary ratio 32: 11th chassis, central tubular frame made of square steel profiles, load-bearing motor / gear unit, upside-down fork, guide tube diameter 40 mm, adjustable rebound and compression damping, triangular rocker arm made of steel tubes, central spring strut, directly hinged , adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, 0/320 mm, rear disc brake, two-piston caliper 0/282 mm. Cast aluminum wheels 3.50 x 17; 4.50 x 17 tires 120/70 ZR 17, Pirelli Dragon MTR 01A; 170/60 ZR 17, Pirelli Dragon MTR 02 Chassis data: wheelbase 1471 mm, steering head angle 65 degrees, caster 92 mm, spring travel f / r 120/64 mm Dimensions and weights Length / width 2111/785 mm, seat height 800 mm, weight (dry) 219 kg , Tank capacity / reserve 22/4 liter guarantee three years with unlimited mileage Colors green, gray, black Price is expected to be a good 20,000 marks

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