With the 2009 Breva 1200 Sport, Moto Guzzi shows that its 85 years of heritage are still going strong today as this sporty approach towards such a demanding and yet risky segment manages to situate the bike among the best Italian nakeds that money can buy. Powered by the 90-degree twin cylinder 1200 and painted like Moto Guzzi competition models, it is also one of the best achievements in the maker’s model range and we’re on it to find out more.
What’s best about the Breva 1200 Sport is the fact that the overall design of the bike (including that of the powerplant itself) features new solutions that allows the radical improve of rider comfort. And that’s what is so wonderful: the fact that it offers the rider a great position and light handling, qualities that characterize Italian models for decades and although power isn’t its strong point, it doesn’t miss it much when a skilled rider exploits it properly. And how does it stand on the looks side? Simply awesome, but we’ll later on study that.
Now I would like to pass you through the models which go up against it so that you will form a better idea on what you’re possibly buying.
If it wouldn’t be for the across the frame engine, people will actually find it hard to convince themselves that they are not dealing with a Ducati Monster 1100 . The looks are very similar and, compared to Japanese bikes, both feature superior handling and finesse. Ducati’s trick on the 2009 Monster 1100 and 1100S models is to combine beauty with performance (kind of like it always been), but that’s what the Guzzi is supposed to do two. That’s what makes the two models opponents.
It may not look like a twin of the Breva or the Monster, but also found in the same class is the Aprilia Tuono 1000 R . Fitted with the new V 60 Magnesium Evolution engine (139 hp), the Tuono has the know-how and it is not afraid to use it. As a result, it finds its place among the best Italian roadsters.
While the Japanese bikes in the naked segment remain faithful to the four-cylinder engines derived from their supersport siblings, we’re not that wrong in saying that the 2009 Triumph Speed Triple is quite an exquisite British alternative to all the previously mentioned Italian models.
Aesthetically, the Breva 1200 Sport looks absolutely impeccable. It is simply a bike characterized by compactness and top quality build, something that a trained eye won’t let pass unnoticed. Well blended in together and featuring a small front fairing, this is the closest thing to a sport bike that the Italian maker offers.
Usually I don’t start with this, but the waved front disc brakes stand out at first glance and talk a bit about the bike’s performance. At a close look, the front fender is smooth, simple and yet aggressive looking, but that is just a preface for the stylish, small front fairing surrounding the round headlight in an attempt to attract those who also need wind protection together with the appealing looks.
That is where the magic begins. The bike simply looks like sculpted from two pieces and I mean the gas tank, air ducts, seat and rear end (bodywork, in general) and then engine and transmission. Coloring, black for the bodywork and grey for the mechanical parts that are at sight, also helps at making it look like made from two big separate units that work so well together.
Also, the nice carbon fiber look created by the blacked-out exterior lets us know how this bike is inspired by racing models, as well as the white patches of paint in the front and at the rear end.
Colors available are Black and Red.
What this bike knows offering best is an incredible riding experience. From idle to redline, the engine is the sweetest thing as it reserves goodies at every rpm range and the chassis is there to back its sporty abilities up with the sharp handling and ease of riding.
After hitting the start button, the electronic fuel injection system assures perfect idling. Also, by this time the strong exhaust note has made you aware of the healthy pull that you’ll be experiencing and if not already on the bike, I suggest jumping on it. Hit first gear and release the clutch only to be introduced to the massive amounts of torque that come in just above idle. It is amazing how this bike takes off from 0 mph and with a low fuel consumption manages to leave behind any other machine that isn’t included in the supersport class.
I very much appreciate the light maneuverability at slow speeds as the soul of the Breva inside makes it good for city use and every day normal exploiting with great efficiency. Ok, so now that we know how’s going to be the daily ride to work, it is strongly recommended that you do not underestimate the bike’s versatility.
The 1151cc engine develops 95 horsepower, number that translates in a nice adrenaline rush when the throttle is widely twisted. When doing so on a bike that transmits its power through a shaft drive, you would normally expect to experience jerks, but this is not the case as engineers spent a lot of time refining the shaft final drive.
Smooth, confidence inspiring and easy to ride, this bike has yet one very important feature that unveils in front of our eyes before even riding it. Compared to the Ducati, it is characterized by a comfy riding position as the handlebars, seat, footpegs triangle is not demanding on the back. A rider would have no problems staying in its saddle for approximately 200 miles before its body would give signs of needing a little bit of stretching exercises.
The Moto Guzzi Breva 1200 Sport remains true to its name and corners sharply on winding roads and it is all due to the high tensile steel frame. Approaching a corner too fast would only need a little bit of extra leaning over in order to get out of it alive so the bike would never stop amazing you.
Stable and confident, the new ride was fitted with a 45mm telescopic hydraulic fork that is preload adjustable and features TIN surface treatment. At the rear there is the preload and rebound adjustable single-side swingarm. The suspensions are pretty much on the hard side and have much to do with the bike following the shown trace on tight curves and it won’t become such as dear friend when it comes to soaking up bumps. I was satisfied after a single round of successive bumps, which have little distracted me from paying attention to the way this Guzzi performs.
Immediately noticeable and very effective is the front brake system with 320mm twin stainless steel floating wave type discs on which four opposed pistons are being applied. The rear end was hooked up with a 282mm disc with two parallel pistons. I must say that the Breva 1200 Sport stops as good and as fast as it goes so satisfaction never stops purring when in the saddle of such an amazing bike.
Special bikes come at special prices and in this case we’re talking about an MSRP of $13,590. It has comparable features with the Ducati Monster 1100 and its price remains close to that of Ducati’s $11,995 MSRP for the standard 1100 and $13,995 MSRP for the special 1100S model that they offer.
Having spotted the opportunity to have a share of the market in the given class, Moto Guzzi simply took its time and provided a great alternative for models that wrote history before it.
With a racing design, being fitted with an enough powerful engine and leaving you fresh off its saddle, the Moto Guzzi Breva 1200 Sport sees its way on top of the sales charts and on many rider wish lists.
Engine and Transmission
Type: 90° V-Twin, 4 stroke
Cooling system: air cooling
Displacement: 1,151 cc
Bore and stroke: 95 x 81.2 mm
Compression ratio: 9,8 : 1
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. with valve clearance 1.5 mm
Maximum power: over 70 kW (95 HP) at 7,800 rpm
Maximum torque: over 100 Nm at 6,000 rpm
Fuel injection system / Ignition: Magneti Marelli IAW5A, α-n type; 2 Ø 45 mm throttle bodies, Weber IWP 162 injectors, Lambda control, twin spark ignition
Spark plug: Internal NGK PMR8B (Long Life) external NGK BPR6ES
Exhaust system: stainless steel, 2 into 1 type with catalytic converter, height-adjustable muffler Homologation: Euro 3
Gear: 6 speed
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
Primary drive: helical teeth, ratio 24/35 = 1 : 1.458
Secondary drive: Compact Reactive Shaft Drive CA.R.C.; double universal joint with floating bevel gear, ratio 12/44 = 1 : 3.666
Clutch: double disk, dry
Chassis and Dimensions
Frame: tubular cradle, high tensile steel
Wheelbase: 1.485 mm
Trail: 120 mm
Steering angle: 32°
Front suspension: telescopic hydraulic fork with Ø 45 mm and TIN surface treatment, preload adjustable
Front wheel travel: 120 mm
Rear suspension: single arm suspension with progressive linkage, rear shock absorber adjustable in rebound and pre-load (hydraulic)
Rear wheel travel: 140 mm
Front brake: twin stainless steel floating disc, wave type, Ø 320 mm, 4 opposed pistons
Rear brake: single steel fixed disc, Ø 282 mm, floating caliper with 2 parallel pistons
Wheels: three spokes, light alloy wheels, gravity die-casting
Front wheel: 3.50” x 17”
Rear wheel: 5.50” x 17”
Front tyre: 120/70 ZR17”
Rear tyre: 180/55 ZR17”
Length: 2.195 mm
Width: 840 mm
Height: 1.160 mm
Seat height: 800 mm
Ground clearance: 185 mm
Dry weight: 229 kg
Fuel tank capacity: 23 liters
Reserve: 4 liters
Battery: 12 V – 18 Ah
Voltage: 12 V
Alternator: 12 V – 550 W