Moto Guzzi Breva V750ie
Moto Guzzi Breva V750ie | |
Manufacturer | |
---|---|
Production | 2004 - 06 |
Engine | Four stroke, 90° V twin, longitudinally mounted, light alloy push-rod, 2 valves per cylinder. |
Compression ratio | 9.6:1 |
Top Speed | 169.9 km/h |
Ignition | Magneti Marelli electronic digital |
Transmission | 5 Speed |
Frame | Detachable tubular duplex cradle |
Suspension | Front: Marzocchi hydraulic telescopic fork , 40 mm Rear: Swinging fork in light alloy cast with two dampers and spring adjustable for preload and rebound |
Brakes | Front: 2x 320mm discs 4 piston calipers Rear: Single 260mm disc 1 piston caliper |
Front Tire | 100/90-18 |
Rear Tire | 130/90-16 |
Wheelbase | 1449 mm / 57.0 in |
Seat Height | 762 mm / 30.0 in |
Weight | 182 kg / 401.2 lbs (dry), |
Fuel Capacity | 16 9 Liters / 4.5 US gal |
Manuals | Service Manual |
It could reach a top speed of 169.9 km/h.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, 90° V twin, longitudinally mounted, light alloy push-rod, 2 valves per cylinder.. The engine featured a 9.6:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Single disc, dry with cush drive.
Chassis[edit | edit source]
It came with a 100/90-18 front tire and a 130/90-16 rear tire. Stopping was achieved via 2x 320mm discs 4 piston calipers in the front and a Single 260mm disc 1 piston caliper in the rear. The front suspension was a Marzocchi hydraulic telescopic fork , 40 mm while the rear was equipped with a Swinging fork in light alloy cast with two dampers and spring adjustable for preload and rebound. The Breva V750ie was fitted with a 16 9 Liters / 4.5 US gal fuel tank. The bike weighed just 182 kg / 401.2 lbs. The wheelbase was 1449 mm / 57.0 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Moto Guzzi Breva V 750ie
The design is modern,
captivating from the first glance, but unmistakably a Moto Guzzi. Accurately
designed and finished, it stands out for the soft lines of the anatomical
tank, the touch of class given by the three-spoke wheels and the mettle of
the sub-fairing pillar. And its more than just skin deep.
Breva 750 is easy and
instinctive to ride, inspiring immediate confidence in the rider. Its
compact size, ergonomic riding position and easy handling are all precious
characteristics in city traffic, but the Breva 750 is also fun to ride on
mixed roads, solo or with a passenger.
Merit of the short wheelbase and
mechanics, with the highly effective double cradle frame in high tensile
steel and steering geometry designed to facilitate entry into bends and
rapid direction changes. Riding pleasure is enhanced by the electronic
injection, providing smooth progressive power and constant efficiency.
For 2006, the engine is even
more environmentally friendly, adopting a more efficient catalytic converter
with a higher concentration of noble metals, in compliance with Euro3 and
CARB standards. The colors and graphics are also new (Corsa Red and Guzzi
Black), for a model also appreciated by female riders, for whom there is an
optional low seat, just one in a rich range of accessories designed to make
your Moto Guzzi even more personal.
Review
Moto Guzzi's eyelids didn't flutter and close because of
adult-onset narcolepsy, or even impending death. It was
a nap, a brief timeout from the hectic and relentless
world of motodevelopment. Now the proud old company is
awake and ready to take on the world. Or, for starters,
the rest of Italy.Brash predictions, perhaps, but all
enthusiastically supported by this unassuming, 2004-spec
Breva 750. OK, this is not truly a new motorcycle. Its
roots reach back to the V50 Monza and, most recently,
the Nevada 750 cruiser. But it is a significant model in
that it embodies new production techniques�most
importantly, improved quality control—and a fresh
face. It's a handsome streetbike modestly positioned as
a basic Euro-flavored standard with a side order of
entry-level aspiration.
The Breva joins an expanding and revitalized product
line that will include the 1100cc Breva, the stunning
MGS-01, the outlandish Griso and a host of updated V11
models. Among these, it would be easy for a 445-pound,
41-horsepower standard to get lost. And let's not allow
the hyperbole to get the best of us: The Breva, all
said, is not a stunning, set-the-world-afire motorcycle.
It's a competent, fun, modern bike with good real-world
performance and thoughtful touches.
These no-nonsense impressions start with a
comfortable, upright riding position that just borders
on too-compact for larger riders. That plush stance is
bolstered by well-placed pegs and a superb seat. Riders
up to and including the average-sized will find the
Breva immediately comfortable. Shorties will have no
trouble lifting the bike from the stand or two-footing
at stoplights. And yet the bike doesn't feel quite as
waiflike or insubstantial as, say, a GS500E or a Ninja
500R. Our ergonomic measurements place the Breva in
close company with these bikes, albeit with a shorter
reach to the tubular bar.
If the mission statement reads "around-towner," the
Breva accommodates. Short gearing, good low-speed grunt,
a light clutch and well-sorted fuel injection all make
for easy city and suburban performance. Chained to our
SuperFlow dyno, the Breva thrummed down 41.1 horsepower
at 6250 rpm and 41.2 foot-pounds of torque at a low 2750
rpm. These numbers put the Breva roughly in the
neighborhood of the newer, more efficient 650 thumper
from BMW and just clear of the anemic GS500E twin. Yes,
that's like beating up on the smallest pup at the pound,
but the Breva's across-the-frame, 90-degree V-twin purrs
contentedly and acts as if it's getting with the
program, even if the dyno suggests otherwise.
Five ratios in the transmission sandwiched between a
cable-actuated dry clutch and a shaft final drive are,
in fact, on the short side, no doubt to make best use of
the air-cooled engine's modest power. One result is that
you'll get lots of practice shifting. The good news is
that it's a lot of fun.
Chuck the Breva at the highway and all is no longer
so swell. That same short gearing causes the little twin
to howl away at highway speeds—at 80 mph, for
example, the motor is spinning 5300 rpm, only 2200 rpm
short of the actual redline, though the rev limiter
kicks in at 8100 rpm on the tach. We've ridden the bike
in Italy near the factory, where the roads seldom permit
blasts past 120 kph, but on American (and, particularly,
Los Angeles) highways the bike feels frantic and
dramatically undergeared. This deserves a rethink, we
think.
If you're lucky, there's a nice stretch of twisty
road between you and your job so you can better enjoy
the Breva. Despite limited cornering clearance and soft
suspension, the Guzzi is good fun to toss around. Light
and accurate steering�in spite of the chopperesque
28-degree-rake/109mm-trail geometry�makes placing the
bike on your chosen line no trouble at all. The single
Brembo front brake is strong enough�just—and has a
slightly numb onset that is probably better for novices
than the instant-on binders on popular current
supersports. The rear drum is also just persuasive
enough for hooligan antics. Plus, because the Breva is
comparatively underpowered, you get the thrill of
maintaining momentum through skill and cunning—not
merely by exercising your right wrist.
Moto Guzzi doesn't hide the fact that the Breva is
its primary entry-level bike�it may well be joined by an
updated Nevada 750 cruiser in 2004Moto Guzzi doesn't
hide the fact that the Breva is its primary entry-level
bike�it may well be joined by an updated Nevada 750
cruiser in 2004>Moto Guzzi doesn't hide the fact that
the Breva is its primary entry-level bike�it may well be
joined by an updated Nevada 750 cruiser in 2004oto Guzzi
doesn't hide the fact that the Breva is its primary
entry-level bike—it may well be joined by an updated
Nevada 750 cruiser in 2004—but it doesn't want it
pigeonholed there. It probably will be, though, mainly
because at $7790 the Breva comes dangerously close to
Japanese alternatives with considerably more power and
performance; there are simply too many bikes with more
alluring ability for the same money or less to make the
Breva appeal to the experienced enthusiast. Against
European competition the Breva fares better, with
performance comparable to BMW's more costly F650CS and
Ducati's Monster 620. Triumph's Bonneville provides
sidelong competition and offers more performance for
roughly the same price, though Moto Guzzi doesn't expect
the two to be frequently cross-shopped.
Still, the Breva is significant more for what it
portends than what it is. Moto Guzzi is serious about
regaining market share and opening its ranks to new
riders�not just new-to-Guzzi riders. The Breva is an
intelligent, well-built thrust into markets heretofore
ignored, and with the Breva 1100 coming soon, it becomes
a clever two-prong approach. With the Breva 750, this
fine old firm is looking toward its future, broadening
the ranks and offering much more than parts-bin
engineering.
It's proof that Moto Guzzi wasn't dying�just having a
quick snooze.
OFF THE RECORD
Allow me to apologize in advance. This is one of
those "I was meandering through Italy on someone else's
nickel" stories that make everyone suspect a
motojournalist's life is nothing but expense accounts
and nonstop chianti. Really sorry. Anyway, there we
were, at the Moto Guzzi factory in Mandello del Lario,
northern Italy, adjacent to the spirit-raising Lake
Como. Through a series of miscues�getting lost on the
Autostrada, concocting a schedule that at once had too
much free time and not enough�we needed another rental
car. The solution was to have one of the factory test
riders carry a factory race mechanic on the back of a
V11 Sport to the next town, Lecco, to fetch the car. As
it was my expense account, I followed on the Breva.
Let's just say that Moto Guzzi and the local polizia
have an understanding. We hauled ashes to the next town,
with me twisting the Breva's poor little guts out. At
some stage, the V11 pulled away and I found myself
topped out in fourth, with the 750 not quite pulling
fifth. For a couple of kilometers, I chased the V11 with
the Breva edging into and out of the rev limiter. We
arrived in Lecco and deposited the mechanic. My guide
smiled, stubbed out his cigarette for the trip back to
the factory and said, "Now we go."
I'm certain I've spent more time riding Guzzis than
Boehm or Cook. Heck, I'll bet I've had more seat time on
Guzzis than the entire staff put together. After all, my
personal streetbike for nearly 15 years has been a 197Os
vintage Moto Guzzi LeMans. OK, I'm a Guzzi weirdo. So
what? I was drawn to Guzzis because they're small, light
and, in my opinion, styled to look like fast red
insects. Can't beat the Italians for style, and the
Breva is no exception.
Still, this is not your grandpa's Guzzi. The clutch
and brake levers are actually easy to pull, and they fit
my small hands just fine. Gone are those super-heavy
throttle springs. Once you get used to the Guzzi's
two-step shift between first and second, just whack open
the throttle and blast right up to redline in every
gear. It's Italian�so ride it like you mean it. And
though it's molto sporty, the upright seating position
and long reach to the pegs—combined with the
optional hard bags—make it a viable high-mileage
contender.
The Breva might not be for everyone, but beware...a
Moto Guzzi can begin to grow on you when you least
expect it.
Source Motorcycle.com
Make Model | Moto Guzzi Breva V 750 ie |
---|---|
Year | 2004 - 06 |
Engine Type | Four stroke, 90° V twin, longitudinally mounted, light alloy push-rod, 2 valves per cylinder. |
Displacement | 744 cc / 45.4 cu-in |
Bore X Stroke | 84 x 74 mm |
Cooling System | Air cooled |
Compression | 9.6:1 |
Induction | Weber- Marelli electronic injection |
Ignition | Magneti Marelli electronic digital |
Starting | Electric |
Max Power | 48 hp / 35 kW @ 6200 rpm |
Max Torque | 59 Nm / 43.5 lb-ft @ 3200 rpm |
Clutch | Single disc, dry with cush drive |
Transmission | 5 Speed |
Final Drive | Shaft |
Gear Ratio | 1st 11/26 = 1:2.3636 2nd 14/23 = 1:1.6429 3rd 18/23 = 1:1.2778 4th 18/19 = 1:1.0556 5th 25/22 = 1 : 0,88 |
Frame | Detachable tubular duplex cradle |
Front Suspension | Marzocchi hydraulic telescopic fork , 40 mm |
Front Wheel Travel | 130 mm / 5.1 in |
Rear Suspension | Swinging fork in light alloy cast with two dampers and spring adjustable for preload and rebound |
Rear Wheel Travel | 75 mm / 2.9 in |
Front Brakes | 2x 320mm discs 4 piston calipers |
Rear Brakes | Single 260mm disc 1 piston caliper |
Front Tire | 100/90-18 |
Rear Tire | 130/90-16 |
Rake | 28° |
Trail | 109 mm / 4.3 in |
Dimensions | Height 1190 mm / 46.9 in Length 2170 mm / 85.4 in |
Wheelbase | 1449 mm / 57.0 in |
Seat Height | 762 mm / 30.0 in |
Ground Clearance | 190 mm / 7.5 in |
Dry Weight | 182 kg / 401.2 lbs |
Fuel Capacity | 16 9 Liters / 4.5 US gal |
Consumption Average | 19.2 km/lit |
Standing ¼ Mile | 13.9 sec |
Top Speed | 169.9 km/h |