Top test Moto Guzzi Breva V 1100

Top test Moto Guzzi Breva V 1100
Jahn

Top test Moto Guzzi Breva V 1100

Brave Breva

With the Breva V 1100 a new era begins for Moto Guzzi. And for BMW there is again competition for the boxer for the first time. How does the ambitious cardan tourer fare in the tough top motorcycle test?

Moto Guzzi could be sorry. The brand was no longer viable at the beginning of the new millennium and was taken over by Aprilia.

Barely four years later, Aprilia was no longer viable and was taken over by Piaggio. Those were and are hard times for the workforce, but they continued to develop slowly in order to bring their technically and visually completely new models onto the market.
That’s the beginning B.reva V 1100, a modern everyday motorcycle with a classic concept. Because the Moto Guzzi foundations, the longitudinally installed V2 engine with cardan drive to the rear wheel, were not shaken. Otherwise everything is different. Electronics found their way into the cock-
pit and controls the engine, modern mechanics now fill it, only its shell remained. The entire drive train has been redesigned, from the clutch to the six-speed gearbox to the torque support of the new cardan drive in the powerful single-sided swing arm. And a
modern line characterizes the new tank-bench combination.
What remained is the rustic charm that fits the brand like the tubular space-
frame for Ducati and Chrom for Harley. A swing arm like the arm of a giant, thick cooling fins on the cylinders, massive
Footrest plates, a handle at the rear for tying the elephant, coarsely blasted
Aluminum on the handlebar, wide plastic tank and fat seat. So a lot of material,
that weighs up to 252 kilograms
added. A real buffalo, by no means one
newfangled streetfighter sprinter.
The two-cylinder fits into the picture. The 1100 hits the dyno with a modest 82 hp, at least with an acceptable torque curve. In times when even a BMW offers 163 HP without fairing and an MZ 114 HP, the Guzzi can only lose. Or open up a different kind of motorcycling. Even the first few meters capture the hectic tester soul. The V2 shakes a little in the frame when it starts, immediately falls into a stable and comfortably bubbling idle. First gear can be engaged gently, the easy-to-dose dry clutch engages gently, and the upright sitting position makes it easier to slalom through parked sheet metal bodies. Threading into the rolling traffic succeeds confidently, because the cold V2 pulls off powerfully from 1500 rpm.
The gears in the buttery soft, noiseless and precisely switched gears are fast
The gearbox is stepped through, and you can roll along in the sixth even in town. No sophisticated two-cylinder sports car chops, it doesn’t crack with every shift in the transmission, the Breva makes it easier for you to meander through the city, accompanied by a soothing thump. The engine, which is kept running by a relatively large flywheel, even allows driving in first gear at almost walking pace.
The moment support of the cardan works wonderfully. Even with the ambi-
When the traffic light starts, the Breva hardly gets out of bed, and the manhole covers that cannot be bypassed are those at BMW
always a reason for mechanically loud
If there is a clacking in the drive, it can easily handle it. In the Guzzi system, only the floating crown wheel carrier is supported by a lever arm on the frame, in contrast to the BMW Paralever system, in which the entire rear axle drive is supported. In fact, the Guzzi system is much more sensitive.
Is 82 HP enough for motorcyclists’ happiness? It depends on the demands and of course how the horses are served. The Guzzi engine goes to great lengths to please its driver. From 3000 rpm it runs almost silky smooth, falls asleep a bit in the middle, to
from 5000 rpm to really get going again. The V2, air-cooled according to the old man’s custom, turns almost fiery up to just over 8000 tours, and that with
remarkable smoothness and sonorous sound. Long stretches of the motorway, with some 1150 BMW boxers extremely annoying due to the vibrations, are handled by the Guzzi in a nerve-saving manner, and the good 200 km / h that is possible with the ideally geared V2 is enough for even the strongest guy without disguise. The high handlebars let you embrace the wind.
No, you just have to say it: the engine, like the entire drive train, has excellent manners. Which two-cylinder still manages today to roll through the village at 50 km / h in sixth gear without brutal chopping? Or loosen up the tightest turns on small Alpine passes in the second? The 1100, by the way a bumper-controlled two-valve engine, does it with the left.
Fortunately, it produces little exhaust gas? it already suffices for the tough
Euro 3 requirements ??, and with almost six liters per 100 kilometers it swallows relatively little premium gasoline. With the 23-liter tank, you can travel well over 300 kilometers; after 18 liters have been used, the reserve lamp lights up. From this point on, every further kilometer driven is counted and shown on the computer display. This enables precise control of the remaining range, which was always over 50 kilometers in the test. So it was worth it to install much lighter pistons and connecting rods in addition to double ignition and modern injection technology. Together with the maintenance-free and low-noise hydraulic valve lifters, the Guzzi-V2 is fit for the next few years.
On the country road, the Breva V 1100 loves the winding route. It is very handy, easily steers in and moves relatively smoothly on its way. But you should focus your driving style on the lengthways
Adjust the horizontal crankshaft, it does not stabilize cornering as with a large, transversely installed inline four-cylinder. Small corrections are implemented immediately, the line must be kept clean. Sporty ambitioners ask for a little more feedback, especially in fast alternating curves, and the shock absorber could also use more compression damping.
Or an adjustment for the two-piper-
have private operation. The driver sits too much decoupled from the front wheel due to the high and wide tank, something misses direct control. And the freedom of inclination is only enough for really comfortable natures; In two-person operation, the main stand and footrests touch down much too quickly and sometimes hard. The Guzzi is not built to lawn, it allows you to surf country roads quickly.
The great hour of the Guzzi strikes
on wavy asphalt. Here she irons everything smooth. Regardless of the meanness of the neglected road construction due to a lack of state funds, the Italian confidently puts them away. Almost like a well-coordinated travel enduro, it drifts over bumpy stretches. A completely unknown Guzzi-
Feeling, the Breva ancestors were anything but comfort vapers. 140 millimeters of spring travel on the rear wheel, realized via a spring strut operated by a progressive lever system, enables comfortable travel. The thick telescopic fork also convinces with a good basic set-up and fine response.
Moto Guzzi saved on the brakes. A lot of old things from Brembo have been installed here, which is always sufficient, but does not come close to modern systems in terms of metering. The rear floating caliper bites too hard into the windshield and blocks the rear wheel too quickly, while the two front four-piston fixed calipers lack a clear pressure point. At least the front stoppers got better during the 1500 km test, but it is very good
different. Hopefully the planned ABS system, which will be available from 2006, will compensate for this shortcoming.
As standard equipment, the Breva offers adjustable hand and foot levers, solid luggage hooks, a socket under the comfortable bench that is also sufficient for two people, and an on-board computer with all kinds of functions, from the temperature display to the coding of the immobilizer. To upgrade the Guzzi to a tourer, a case system and a handlebar cover are offered. MOTORRAD would have liked to have had all the extras for the top test, but currently nothing is available and the prices have not yet been determined either. Which is a shame, because then the Breva V 1100 would surely have a few more of its good 628 points
can add.

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Top test Moto Guzzi Breva V 1100

Top test Moto Guzzi Breva V 1100
Brave Breva

Was there anything else?

plus
Main stand as standard and
stable
Refuel well
Stable handle for the pillion passenger
Good light
Good rear view
LED rear light
minus
The display fails intermittently
Oil check very cumbersome with a black plastic dipstick
to screw in
Weak horn
Handlebars a little too high and very
roughly made

Conclusion

A new world for Moto Guzzi, an enrichment for the world: the new Breva V 1100 is convincing in many ways. Anyone who can be satisfied with a good 80 hp will find a loyal and comfortable companion in it. At just under 11,000 euros, Moto Guzzi is also paying a decent price, which will make it difficult for Breva, as good as it does, in the highly competitive market.

Technical specifications

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, one below, chain-tight-
driven camshaft, two valves per
Cylinders, bumpers, rocker arms, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, 540 W alternator, battery 12 V / 18 Ah, hydraulically operated two-disc dry clutch, six-speed gearbox, cardan, secondary ratio 44:12.

Bore x stroke 92.0 x 80.0 mm
Cubic capacity 1064 cm3
Compression ratio 9.6: 1
rated capacity
63 kW (86 PS) at 7500 rpm
Max. Torque 85 Nm at 6800 rpm
Pollutant values ​​(homologation) in g / km
CO 1.231 / HC 0.183 / NOx 0.120

Chassis: double loop frame made of steel, telescopic fork, Ø 45 mm, adjustable feet-
The base, single-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, 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
Tires in the Metzeler Roadtec Z6 test

Dimensions and weights: wheelbase 1495 mm, steering head angle 64.5 degrees, caster 120 mm, spring travel f / h 120/140 mm, permissible total weight 478 kg, tank capacity / reserve 23/4 liters.

Service data
Service intervals every 10000 km
Oil and filter change every 10000 km
Motor oil 5 W 40
Telescopic fork oil 5W
Spark plugs NGK BPR 6 ES
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.8 (2.5 / 2.8) bar

Two year guarantee
Colors gray, red, black
Price including additional costs 10990 euros

MOTORCYCLE measurements

Mileage 1
Top speed * 210 km / h

acceleration
0 100 km / h 4.6 sec
0 ?? 140 km / h 8.2 sec

Draft
60 ?? 100 km / h 5.3 sec
100 ?? 140 km / h 6.7 sec
140 180 km / h 9.1 sec

Speedometer deviation
Effective (display 50/100) 46/95 km / h

Tachometer deviation
Display red area 8000 / min
Effective 7900 rpm

Consumption in the test
at 130 km / h 5.7 l / 100 km
Country road 5.7 l / 100 km
Theor. Range 404 km
Fuel type super

mass and weight
L / W / H 2200/930/1290 mm
Seat height 800 mm
Handlebar height 1050 mm
Turning circle 5850 mm
Weight with a full tank 252 kg
Payload 226 kg
Wheel load distribution v / h 48/52%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 42.7 meters
Average deceleration 9.0 m / s2
Comments: The braking power of the front wheel brake can only slowly up to the due to the spongy pressure point
maximum value can be increased. The best braking performance was only achieved with the front brake. The poorly tuned rear brake, which is too toxic, can only intervene to block. The Breva starts to sway.

Handling course I (fast slalom)
Lap time 21.19 sec
vmax at the measuring point 100.4 km / h
Comments: The comfort-oriented suspension setup directs a lot of movement into the frame. Due to the twist, the line selection is not exact when changing direction quickly. At the turning point, the Guzzi understeers and pushes outwards via the front wheel.

Handling course II (slow slalom)
Lap time 28.74 sec
vmax at the measuring point 53.1 km / h
Notes: The main stand boom left is the speed
limited. The motorcycle only calms down and follows the line with a lot of spring preload. At the turning point a
further arc can be driven.

Performance chart

With 82 hp, the 1100 does not tear up trees, but has an acceptable torque curve. In the mid-rev range, however, there could be more going on, a bad habit that all Moto Guzzi V2s have always had. Because of this, and because of the lush 252 kilograms curb weight, the performance only meets average requirements. The six-speed gearbox is ideally geared and widely spread. It makes full use of the engine’s speed reserves.

Delay diagram

The front brake cannot be optimally adjusted, the rear brake tends to lock. The machine only decelerates on average. Only after some time (1) was it possible to fully utilize the braking power.

Scoring: engine

Gearshift and transmission cut off brilliantly. For the not exactly strong two-cylinder there is
only average ratings.
He has it with the high void-
weight also heavy. In addition, his torque weakness in the middle hinders him-
empty area. But it shines
V2 again with excellent
Coordination and good cold start behavior.

Scoring: chassis

With a tighter compression damping on the shock absorber, the Breva could achieve significantly higher scores. So she is missing something
of precision and feedback. In two-person operation, it drives very safely, except for the slight incline.

Scoring: Security

The biggest shortcoming in terms of safety is the lack of freedom from lean angles. When fully loaded, the main stand touches down much too early and hard. Good light and decent mirrors are useful in everyday life, as is relatively neutral and safe driving behavior on bumps and when braking. Unfortunately, the already prepared ABS system is not yet available, with which the Guzzi could collect more points.

Scoring: everyday life

Everyday life is the strength of the Guzzi. High payload, huge range, easy maintenance, a great companion through thick and thin. If only it was a little easier to maneuver…

Scoring: comfort

The wide and comfortably padded bench makes long tours a pleasure. For one like that
big V2 the engine runs almost silky smooth, the high handlebars let you embrace the wind.

Scoring: costs / environment

Good emission values ​​and a consumption that is not too lavish for the high weight do not allow the Guzzi to collapse on the cost side. However, their hefty price depresses the price-performance ratio.
With 628 points it is in good shape and is the best Moto Guzzi tested so far.

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