Top test Moto Guzzi Griso 1100
After years on the wrong track, Moto Guzzi is finally building a motorcycle again as traditionalists of the brand with the eagle in the emblem would like: timelessly beautiful, puristic, sporty and muscular. What good is the perfectly shaped Griso in the tough MOTORRAD top test?
When Moto Guzzi first presented a study by Griso to the public at the Intermot trade fair in Munich in 2002, it wasn’t just the Guzzisti who went into raptures.
Present at the beginning of the 21st century: in simple elegance, reduced to the essentials, but at the same time powerful in form and shape, as if it had the power of Arnold Schwarzenegger. But a study is a study. Nothing real. That the Griso
is implemented almost one to one and can now be purchased for 11990 euros, nobody had seriously expected that. That can certainly be celebrated as a masterpiece of the Italians.
The epicenter of the Griso: the volu-
minute 90-degree V-twin-cylinder, two-four-
tilig, bumper-controlled and air-cooled as ever. But only 88 hp
(MOTORCYCLE measurement 85 HP), which will only elicit a tired smile from big bikers who are hungry for performance. Design electronic injection, dual ignition, lightened pistons and connecting rods
the V2, however, more modern than it initially appears. The engine easily meets the Euro 3 requirements, and the
When driving on country roads, consumption is just as low as 4.7 liters Super per hundred kilometers, which gives the Griso a range of well over 300 kilometers with a 17 liter tank capacity. A new design is flanged to the engine
from six-speed gearbox, cardan drive with
powerful single-sided swing arm and floating moment support. The entire drive is also used in the sister model Breva with two HP less power.
The exhaust system, on the other hand, is completely independent. The Griso determines its appearance in a dominant way. Two forearm-thick exhaust manifolds squeeze their way under the left cylinder and the gearbox, suddenly leading into a mighty stovepipe. The final pot is a giant-
part that resembles an aircraft turbine. A matter of taste. After all, the system sounds cautiously quiet.
The rest are not that extreme. The squat, elongated unit of engine and drive turned inside out
the Italians a bridge frame with striking steel tubes and protruding
bolted frame rear over. Carry the flattened 17 liter plastic tank and the tight bench
do their part to ensure that the Griso 1100 appears even longer than it already measures: 2260 millimeters with a 1545 millimeter wheelbase.
For that you sit low. More precisely: at a height of 800 millimeters. The driver holds the 243 kilograms on the wide steel handlebar
casual in balance. For the sake of the lean angle, the footrest system seems to be mounted a bit high at first, and even a tight knee closure does not want to occur, because the protruding cylinders and the injection get in the way. But it all still feels relaxed and casual. The ergonomics of the Griso are right. After a kilometer-long day tour, however, you have one more experience. The tightly padded bench is too hard in the long run, and the splayed, now painful thighs take a lot of stamina. The Griso does not seem intended for touring. Especially not as a couple. The bench is too short, falls slightly backwards, and there is no side handle to hold on to.
Small things, but while we’re already complaining: The side stand is mounted far in front and can hardly be felt in the dark when unfolding. In addition, the arrangement of the indicator switch below the horn activation leads to mistakes. Just a matter of getting used to?
A push of a button is all it takes for the V2 to rumble and shudder so that the handlebars swing to the rhythm. A light push of the gas, a short pan around the longitudinal axis, yes, that’s Guzzi. Whereby the Griso can do differently. Be tame, cultivated, smooth-running, harmonious, in harmony with power and acceleration, but always aware that a booming two-cylinder determines the driving operation.
Like an electric motor, it pulls off almost from idling speed, increasing continuously. It reacts spontaneously to gas commands, but shows hardly any load change reactions, and the Griso also rises when accelerating after starting the traffic light
well-functioning moment support little out of the springs. In short, the drive has the best manners. Strolling around town, tight hairpin bends that are difficult to drive, the Griso can handle everything without any problems.
The six-speed gearbox shifts as smooth as butter, but also audibly and not always exactly. The clutch is easy to move, but when you shift down quickly, the gears sort themselves hesitantly.
In addition, when the idling control goes out, it is not always guaranteed that the first gear pair is engaged when starting.
In contrast to the Breva, the Griso has a significantly shorter gear ratio thanks to a modified primary drive and, with a top speed of 204 km / h, is a little slower. Not a disadvantage, especially since the unprotected seating position really does not invite you to speed orgies, but beyond
the 160 km / h limit becomes exhausting. The exhaust system in conjunction with a
The modified tuning of the control unit fortunately contributes to the fact that the 1064 cubic centimeter two-cylinder not only has a little more power, but above all, significantly more torque and a fuller power curve. Even if the homogeneous power development of the V2 does not give the impression of being subjectively, the two-valve engine in the Griso makes significantly more pressure, accelerates faster, is more powerful and can be moved more lazily than in earlier Guzzi models.
Whereby it is not just the cultivated power delivery of the engine that leads to storms of enthusiasm. The chassis is also well balanced, making the Griso easy and safe to maneuver. The wide handlebars make turning much easier. And for its length, the new one is amazingly handy. It reacts agile to changing bends and follows steering commands extremely precisely.
High-quality, fully adjustable spring elements leave little to be desired in the range of tunability. Working in a more sporty and tight way ex works, a few clicks in the rebound and compression stages are enough to noticeably increase comfort without affecting driving stability
allow. Sensitive, responsive
the upside-down fork from Marzocchi and the Sachs shock absorber are especially popular on bad, bumpy roads
their element. With stoic calm, the Griso glides over bumpy asphalt like a ship through calm seas.
Angular combination of corners or fast cornering? the Griso chassis tolerates and forgives a lot. Took a corner too quickly? no problem. Because it acknowledges braking in an inclined position
low erection moment. And the fork does not bend deep when braking hard, which is why the Guzzi remains easy to control and steer even in tricky situations. The brakes themselves have a clear pressure point, but require a lot of hand strength and sensitivity when metering.
At first glance you might not believe it, but the Griso can be moved in a sporty way. The lean angle is decent, but if something goes wrong, put the side stand and foot brake lever on first. Attention
is necessary in view of the tires. The series-mounted, expensive Metzeler Rennsport are for the application area
the Griso covered. In normal road use, they do not come up to temperature in order to build up proper grip.
The Griso itself was saved
not in detail. Precisely fitting workmanship, good paintwork, high-quality screw connections, tidy wiring harnesses and clean plug connections. Everything easily and quickly accessible. Decent light and rear-view mirrors, in which you can see something, are as natural on the Griso as the clearly arranged instruments with functional on-board computer. Finally a Guzzi again that is not just worth dreaming of.
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Top test Moto Guzzi Griso 1100
Was there anything else?
Fast and easily accessible battery
as well as fuses directly under the bench
Extensive consideration in the mirrors
Adjustable hand lever
Informative on-board computer
No main stand
No grab handle for the pillion passenger
Fuel reserve light
with remaining display, but no fuel gauge
l Basic setting upside-down fork
Pressure stage 1 1/2 of 2 1/4 turns opened
Rebound 1 open by 2 3/4 turns
Pressure level like basic setting
Rebound 1 1/2 by 2 3/4 turns open
l Basic setting of the shock absorber
Pressure stage 1 opened by 2 3/4 turns
Rebound 6 of 42 revolutions open
Pressure level like basic setting
Rebound 9 open by 42 revolutions
Top speed 204 km / h
0 ?? 100 km / h 4.2 sec
0 ?? 140 km / h 7.6 sec
0 200 km / h 27.7 sec
60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 5.0 sec
140 180 km / h 6.8 sec
Effective (display 50/100) 50/98 km / h
Maximum speed display 8200 / min
Effective 8400 rpm
Consumption in the test
at 130 km / h 6.4 l / 100 km
Country road 4.7 l / 100 km
Theor. Range 366 km
Fuel type super
mass and weight
L / W / H 2260/940/1240 mm
Seat height 800 mm
Handlebar height 1030 mm
Turning circle 5900 mm
Weight with a full tank 243 kg
Load 207 kg
Wheel load distribution v / h 48/52%
Driving dynamics 1
Braking distance from 100 km / h 39.8 meters
Average deceleration 9.7 m / s2
Comments: The hard pressure point
requires some sensitivity when applying the brakes. The rear brake can also be used to brake effectively.
Handling course I (fast slalom)
Lap time 20.7 sec
vmax at the measuring point 105.4 km / h
Comments: very neutral when changing lean angles. Low steering forces due to wide handlebars. The tight chassis tuning ensures little movement when changing lean angles quickly.
Handling course II (slow slalom)
Lap time 29.1 sec
vmax at the measuring point 53.9 km / h
Comments: At low cornering speeds, due to the long wheelbase, the steering half on the inside of the corner has to be counter-steered. As soon as Metzeler racing is up to temperature, some add-on parts grind.
Orbit Ø 46 meters
Lap time 10.9 sec
vmax at the measuring point 51.2 km / h
Comments: In front of the movable footrest, the frame-mounted side stand is attached on the left. This can lead to the end-
lever the front wheel.
Air-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, one below, chain-driven
Camshaft, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter, 540 W alternator, 12 V / 18 A battery, hydraulically operated two-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 92.0 x 80.0 mm
Cubic capacity 1064 cm3
Compression ratio 9.8: 1
64.8 kW (88 PS) at 7600 rpm
Max. Torque 89 Nm at 6400 rpm
Pollutant values (homologation) in g / km
CO 0.831 / HC 0.164 / NOx 0.057
Bridge frame made of steel, upside-down fork, Ø 43 mm, adjustable spring-
basis, rebound and compression damping,
C.A.R.C. single-sided swing arm made of aluminum,
Central spring strut with lever system, adjustable-
bare spring base, rebound and compression damping, double disc brake at the front, Ø
320 mm, four-piston fixed calipers, rear disc brake, 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 Rennsport test
mass and weight
Wheelbase 1545 mm, steering head angle 56 degrees, caster 108 mm, spring travel f / r 120/110 mm, permissible total weight 450 kg, tank capacity / reserve 17.2 / 3.4 liters.
Service intervals every 10000 km
Oil and filter change every 10000 km / 3.9 l
Engine oil SAE 5W 40
Telescopic fork oil SAE 5
Spark plugs PMR8B / BPR6ES
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 blue, yellow, red, black
Price including additional costs 11990 euros
85 hp are not that great
a two-cylinder engine with a displacement of 1064 cubic centimeters. But the performance curve is extremely harmonious and shows no noticeable drop over the entire speed range. The full torque curve also proves that the two-valve engine is good at power in all engine speeds. The six-speed gearbox has a significantly shorter ratio
than with the Breva, wide spread and in line with the performance characteristics.
The double disc brake at the front requires a lot of manual force and can be
Do not dose optimally, the rear brake tends to lock.
After the familiarization phase, the lag values were decent.
Since the Le Mans series, there has not been a Moto Guzzi that hits the heart as deeply as the Griso. Not only is it perfectly shaped and intoxicatingly beautiful, it is also more pleasant and better to drive than the Guzzi creations of recent years. Located between a sporty muscle bike and a tranquil cruiser, around 85 hp are enough to make you happy.
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