Moto Guzzi Quota 1100 FS
Moto Guzzi Quota 1100 FS | |
Manufacturer | |
---|---|
Production | 1997 - 99 |
Engine | Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder. |
Compression ratio | 9.5:1 |
Top Speed | 194.8 km/h |
Ignition | Electronic |
Transmission | 5 Speed |
Frame | Steel twin-beam with duplex cradle |
Suspension | Front: 42mm Marzocchi fork Rear: Marzocchi monoshock with preload and rebound damping adjustment |
Brakes | Front: 2x 296mm discs 2 piston calipers Rear: Single 260mm disc 2 piston caliper |
Front Tire | 90/90-121 |
Rear Tire | 130/80-17 |
Wheelbase | 1600 mm / 63 in |
Seat Height | 820 mm / 32.3 in |
Weight | 245 kg / 540.1 lbs (dry), |
Fuel Capacity | 20 Liters / 5.3 US gal |
Manuals | Service Manual |
It could reach a top speed of 194.8 km/h.
Engine[edit | edit source]
The engine was a Air cooled cooled Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder.. The engine featured a 9.5:1 compression ratio.
Chassis[edit | edit source]
It came with a 90/90-121 front tire and a 130/80-17 rear tire. Stopping was achieved via 2x 296mm discs 2 piston calipers in the front and a Single 260mm disc 2 piston caliper in the rear. The front suspension was a 42mm Marzocchi fork while the rear was equipped with a Marzocchi monoshock with preload and rebound damping adjustment. The Quota 1100 FS was fitted with a 20 Liters / 5.3 US gal fuel tank. The bike weighed just 245 kg / 540.1 lbs. The wheelbase was 1600 mm / 63 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Moto Guzzi Quota 1100ES
Moto Guzzi's Quota traillie has always been as honest as they come - simple and capable. Mark Fattore puts the past to the test with the updated ES incarnation. Sometimes, now matter how hard you try, it's hard to change your spots. Take Mike Tyson as a prime example; he may have the big dollars and lavish lifestyle, but he can't hide the traits - eg losing his temper in interviews - that re-confirm to all and sundry that he's probably one of the biggest gooses on the planet. Motorcycles are like that too. Go beyond the propaganda and a fair majority of the time a superseded model is almost a template of the one it has replaced - in a behavioural sense anyway. That's not necessarily a negative, as I recently found out after sampling the Moto Guzzi Quota 1100ES, which has replaced the old 1000cc model. The staple of this bike hasn't changed in that it's still as far from the mainstream as you'll get - in both a mechanical and behavioural sense. But once you work around those traits - the long-leggedness, longitudinal crankshaft, clangy gearbox, massive bars et al - then life is really quite simple. And that's what I grew to admire - again - after a few weeks in the saddle. No more wobbles The last time AMCN put a Quota through its paces was in 1996, when the Ed donned his sparingly-used offroad attire for a few wobbly gravel shots on the 1000cc incarnation - priceless viewing. Those escapades for Wootton are now a thing of the past, and ditto for the old Quota, which was replaced by the 1100ES in 1998, although Australia didn't see the bike until '99. The 1100ES has jumped in capacity by 115cc (for a bore and stroke of 92mm x 80mm). The Marelli fuel-injected donk still utilises a modified version of the California engine, with Moto Guzzi claiming 69ps of power at 6400rpm and a hefty 8.7kgf-m of torque at a low 3800rpm. It really is a torque machine, and will pull from 60km/h in top gear (fifth) at 3000rpm. Anything below that and the pushrod, four-valve powerplant gets a little upset and starts to moan and shake. There isn't really a top-end to speak of with the ES, but that's not a big issue as this is one bike that responds best to short-shifting through the gearbox (watch the false neutrals!) and riding the torque curve - do that and you'll be setting a pace that any sportsbike rider would be proud of. In fact, you would probably be on the mark if you labelled this bike a sportstourer rather than a big-bore dual-purpose machine. That's because it's the type of machine you want to put in top gear, sit back and relax - riding at its simple best. And the Guzzi is up to this type of mile-eating riding, with a strong chassis that is well mated to the engine and suspension. Just throw on the optional panniers ($1118) and top box ($694) and it's long-haul heaven. As the Moto Guzzi press blurb says: "The roads wind through green countryside, turning white and unmetalled as they take us far off in search of stones and primordial things. A noble, powerful steed accompanies us on this journey - the Moto Guzzi Quota 1100ES." Hands up those who've now got a tear in their eye?
By the way, the 1100ES averaged around
15km/lt during its tenure at AMCN, which equates to 300km-plus with a full 20lt
fuel tank.
The Quota is still shaft-driven, but it lacks
the sophistication of its road-based siblings. That aside, there's very little
shaft reaction to speak of.
Tail-sliding antics
Although the 1100ES may do its best work on the open road, that doesn't mean
it's not capable of mixing it in the dirt - after all, with such huge handlebars
you've got enough leverage to muscle the bike wherever you want. But on a gravel
road there's always an underlying vagueness that tends to get a bit unnerving at
times - not so much of a problem with the rear where you can enjoy some
semi-controlled, tail-sliding antics, but it's a different story at the front,
especially when tipping into a turn on a trailing brake.
That can probably be put down to the
road-based, 90-section Pirelli MT80 radial losing its way on the shifting
surface. So the message is to keep the offroad antics to smoother, hard-packed
terrain if you want to stay out of trouble.
Seat height has been reduced 60mm on the ES,
with a decrease of a similar amount in the suspension travel. That's a shrewd
move, as there's not much point in risking vertigo if you don't have to, and it
allows tallish riders some chance of hiding behind the bike's screen on the open
stuff, which previously was a difficult proposition.
The brakes are particularly good on the
Quota, which sports twin-piston Brembos front and rear. They are not super on
the road, but are just about spot-on for gravel where the softly-softly approach
works best, especially on the front end.
Moto Guzzi claims 245kg dry for the 1100ES,
which is a whopping 35kg more than the claimed figure for the previous model.
Problems with the electronic scales at the Mandello (Italy) factory?
Besides the mechanical updates, the Quota
also sports a new front fairing, headlights, side panels and graphics.
Additionally, there are now four color schemes to consider: black and champagne
coupled with sun yellow, petroleum blue and byzantium brown. Only the champagne
colors are currently available Down Under.
Aggressive pricing
It's a fact - dual-purpose bikes are not big sellers in Australia, and the Quota
falls into that zone. But if there's one way to prick the ears of potential
customers it's by playing some aggressive marketing games - and there's nothing
more aggressive than dropping price by around $1500 in one fell swoop. That's
what Moto Guzzi recently did in Australia, which reduced the retail of an 1100ES
down to $13,995, which compares more than favourably to its two major
competitors, the Honda Varadero ($15,065) and BMW 1150 GS ($16,645). The Cagiva
Gran Canyon ($14,490) was another player in the market, but it will soon be
replaced by the new Suzuki TL1000-engined Navigator.
Undoubtedly, the 1100ES is one of the most
'individual' machines I've ridden - and that goes for the entire Quota lineage,
which began way back in 1989. Some may call it a motorcycle dissident, but
that's a harsh summation.
Source Bikepoint
Make Model | Moto Guzzi Quota 1100ES |
---|---|
Year | 1997 - 99 |
Engine Type | Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder. |
Displacement | 1064 cc / 64.9 cu-in |
Bore X Stroke | 92 x 80 mm |
Cooling System | Air cooled |
Compression | 9.5:1 |
Induction | Weber-Marelli fuel-injection |
Ignition | Electronic |
Starting | Electric |
Max Power | 70 hp / 51 kW @ 6200 rpm |
Max Torque | 85 Nm / 62.7 lb-ft @ 3800 rpm |
Transmission | 5 Speed |
Final Drive | Shaft |
Frame | Steel twin-beam with duplex cradle |
Front Suspension | 42mm Marzocchi fork |
Front Wheel Travel | 200 mm / 7.8 in |
Rear Suspension | Marzocchi monoshock with preload and rebound damping adjustment |
Rear Wheel Travel | 200 mm / 7.8 in |
Front Brakes | 2x 296mm discs 2 piston calipers |
Rear Brakes | Single 260mm disc 2 piston caliper |
Front Tire | 90/90-121 |
Rear Tire | 130/80-17 |
Wheelbase | 1600 mm / 63 in |
Seat Height | 820 mm / 32.3 in |
Dry Weight | 245 kg / 540.1 lbs |
Fuel Capacity | 20 Liters / 5.3 US gal |
Consumption Average | 19.1 km/lit |
Standing ¼ Mile | 12.8 sec |
Top Speed | 194.8 km/h |