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| | | Road Test: Moto Guzzi Breva 850 & Breva 1100 ABS-Italian whirlwind or too soft? |  Written: 10/04/2006 : 13:52. Read 48950 times (23/day). | Breva means loosely translated “The wind that blows the poor weather away”. And it is true! When we got to sample the new Breva 850 and 1100 ABS in Mandello del Lario spring had just arrived and the sun stayed up all day! Breva is something as original as a soft naked sports tourer. There is plenty of nakeds, but Breva is different. We set sail with Breva around Lake Como in Moto Guzzi’s back yard.
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Breva 1100 has had a couple of years to establish itself in the market since Moto Guzzi was rejuvenated first by Aprilia and now by Piaggio. The Latin spirit is great. Whilst the problem child’s of other countries are left to bankruptcy rather cynically they prefer to save what’s left and build it back up again in Italy. Its passion, history and heritage mixed with Latin pride. We love it and that is why there are so many great Italian machines for us to ride. Breva 850 and 1100 ABS is the latest addition to the growing Moto Guzzi range. When first hearing news about the Breva 850 we thought the 750 had received a new engine. What really has happened is that the 1100 V90 has been used as donor for a brand new addition to the Breva range. All in all there are now four different Breva’s. Breva 750, 850, 1100 and 1100 ABS (there’s a Touring too that is an accessorised 1100). I rode all four of them, however the 750 and 1100 only for reference.
Breva 850 has received the same treatment as Griso 850 in the fact it has received the bigger engine, but with shorter stroke. Whilst the two Grisos feels very similar the three Brevas has got a more different feel to them. Even though the 850 only has a small capacity hike, compared to the 750 it feels like a completely different motorcycle. Breva 750 feels small, narrow and a bit boring. When first entering the seat of the 850 it feels like a true big bike. There is a difference in built quality as well which puts Breva 850 in a different league. Breva 850 is therefore a viable upgrade from the 750 and a milder one than going straight for the 1100. So now we know where the 850 is in comparison to its 750 little brother, or should I say sister as the rounded shapes are far from as masculine as Griso 850.
The suspension is soft, seat more comfortable than Griso and the handlebars high. The instruments are comprehensive with all the information you could wish for, but not as appealing as the LCD panel on Griso. I made the mistake of looking at the instruments with my fingers and got a cheap feel in return. Breva 850 has got the same big 23 litre petrol tank as Breva 1100 and also the same claimed dry weight of 231 kilos. Breva 850 feels heavier and more bulky than Griso 850 as the bike is not as compact and the upright seating position spreads the weight more off the front. I am not sure whether it was the best idea to launch both Griso and Breva at the same time. We judge the Breva for what it is anyway and potter along.
With the softly sprung telescopic 45 mm fork Breva 850 cruises comfortably along the motorways as long as the speed is not too high. At speeds between 60mph-80mph I find the comfort zone. If the riding becomes inspired I start longing for more able motorcycles straight away, so I stop doing that and look for the more ideal abilities. The brakes are from Brembo and they stop the 231 kilos efficiently even though the fork dives for shellfish. The preload is adjustable and I would have adjusted it firmer if riding with luggage and pillion. The rear shock can be adjusted for preload and rebound. The mountainous roads are a bit too slippery on cold tyres and I find out when the front tyre slides on the thin layer of dust. The Metzeler Roadtech Z6 tyres (120/70-ZR17 and 180/55-ZR17) is the perfect tyres on Breva as they are long-lasting and stable with enough grip for some inspired riding when needed. Down in the valley I can explore that engine properly. The engine is four horsepower down on its Griso 850 sibling; however with 231 kilos claimed dry weight it does not really do it for me. On the two Grisos I hardly noticed any differences that made the 1100 a much better choice. With the Breva it is different and I prefer the stronger Breva 1100 engine as I feel it suits this bike much better than the 877cc engine. The engine is fuel injected with the latest generation Magnet Marelli Alfa-n system. Luckily for the Breva the fuelling is satisfactory, but also Breva 850 has got a dry-clutch that grabs if you launch it aggressively from the lights. Breva 850 suits riders that are willing to make some sacrifices for the low speed comfort. Breva 850 is not really a naked sportsbike, but I would still have wished for a stronger engine-as in the 1100 ABS.
Breva 1100 ABS
After first riding and comparing Griso 850 and 1100 I also expected the Breva 1100 ABS to feel the same in relation to the new 850. I was wrong as Breva 1100 ABS actually has got the little extra something I felt missing in Breva 850. Apart from the fact it has got anti-block brakes, I get a much better feedback from the engine that suits this fairly bulky motorcycle better than the out of breath 850. Breva 1100 ABS features a claimed 85 bhp engine with more torque that really is needed. The two largest Breva models (850 and 1100) looks identical, but at second glance you’ll notice the gold finished cylinder tops that is the tell tale you are looking at the 1100. And on the ABS you will notice the ABS modulator ring on the right brake disc. The ABS system that has been introduced on the 2006 Breva 1100 features a two-channel system and really helps getting along with the Breva. Breva 1100 ABS is not a light weight and the suspension is soft. With much more confidence I can stop the 1100 ABS much faster and safer on these mountain roads. It gave Breva 1100 ABS the edge over the two other big Brevas and I could enjoy the riding more.
Conclusion
Breva 850 is a good and real upgrade if you own a Breva 750. If you want a significantly better motorcycle I would recommend just skipping the 850 and trying the 1100 ABS. The suspension is on the soft side and the dry weight is on the heavy side. Big fuel tank and comfort is Brevas stronger sides.
Breva 850
+
23 litre fuel tank
Comfortable
Feels like a big motorcycle (it is a big motorcycle)
-
Too heavy
Grabby clutch
Soft suspension
Breva 1100 ABS
+
Brakes
Engine
Comfortable
-
Too heavy for a naked
Mirrors the 850 in the looks and size department
Corruption factor: Medium
Flight to Italy on economy class
4 star hotel in beautiful surroundings
B&B at the hotel
The best restaurants in Mandello at night
As usual loads of stressed out Italians makes it slightly difficult with conversation
Launch gift: A very nice Moto Guzzi hand knitted sweater
Words: Tor Sagen/Photography: Milagro
BREVA 850 @ BREVA 1100 ABS
ENGINE
Type: 90° V-Twin, 4 stroke
Cooling system: air cooled
Displacement: 877 cc (BREVA 1100 ABS: 1064cc)
Bore and stroke: 92 x 66 mm (BREVA 1100 ABS: 92x80mm)
Compression ratio: 9.8 : 1
Valve timing:
- intake open 24° B.T.D.C.
- intake close 52° A.B.D.C.
- exhaust open 54° B.B.D.C.
- exhaust close 22° A.T.D.C.
Maximum Power: 53 kW at 7600 rpm (BREVA 1100 ABS: 63Kw -86CV- at 7.800rmp)
Maximum torque: 66 Nm at 7000 rpm (BREVA 1100 ABS: 85Nm at 6000 rpm)
Fuel system: Magneti Marelli IAW alfa-n system Multipoint phased sequential fuel; 2 throttle bodies of 40 mm with injectors Weber IW 031, Lambda sensor (BREVA 1100 ABS: Weber-Marelli electronic fuel injection with stepper motor control)
Starting: electric
Ignition: inductive discharge, digitally controlled, electronic twin spark ignition (BREVA 1100 ABS: inductive spark, digitally controlled, electronic twin spark ignition)
Exhaust system: stainless steel, 2 in 1, with three ways catalyser and Lambda probe oxygen sensor
Homologation: Euro 3
TRANSMISSION
Gearbox: 6 speed
Internal ratios:
- 1^ 17/38 = 1 : 2.235
- 2^ 20/34 = 1 : 1.700
- 3^ 23/31 = 1 : 1.347
- 4^ 26/29 = 1 : 1.115
- 5^ 31/30 = 1 : 0.967
- 6^ 29/25 = 1 : 0.862
Lubrication: splash
Primary drive: helical gears, ratio 23/36=1 :1.565
Final drive: CA.R.C. Compact Reactive Shaft Drive; double universal joint with floating bevel gear, ratio 12/44 = 1:3.666 (BREVA 1100 ABS:helical gears, ratio 26/35=1 :1.346)
Clutch: dual disc dry
CHASSIS
Frame: double cradle, in high tensile strenght tubular steel
Wheelbase: 1,495 mm
Trail: 120 mm
Steering head angle: 25,30°
Steering angle: 32°
Front suspension: telescopic hydraulic fork with Ø 45 mm, preload adjustable
Front wheel travel: 120 mm
Rear suspension: single arm suspension progressive linkage, rear shock absorber adjustable in rebound ad pre-load (hydraulic)
Rear wheel travel: 140 mm
Front brake: twin Ø 320 mm stainless steel floating discs, four piston calipers
Rear brake: single Ø 282 mm steel disc, 2 piston caliper
Wheels: three spokes light alloy wheels, gravity casting
Front wheel: 3.50” x 17”
Rear wheel: 5.50” x 17”
Front tyre: 120/70 ZR17”
Rear tyre: 180/55 ZR17”
ELECTRICAL EQUIPMENT
Voltage: 12 V
Battery: 12 V – 18 Ah
Alternator: 12 V – 540 W
DIMENSIONS
Lenght: 2,195 mm
Width: 870 mm
Height: 1,125 mm
Seat height: 800 mm
Ground clearance: 185 mm
Dry weight: 231 kg
Fuel tank capacity: 23 litre
Reserve: 4 litre
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