- 90° V-Twin, four-stroke
- Horsepower @ RPM:
- 48.28 Hp @ 6,800 rpm
- Torque @ RPM:
- 54.7 Nm @ 3,600 rpm
- Weber-Marelli electric injection
- 744cc L
- Top Speed:
- 100 mph
It attracts with its simple and yet modern design, it is made in Italy and it will never disappoint when it comes to grabbing a handful of its throttle. Yes, it is the 2009 Moto Guzzi Breva 750, a bike that is light and very agile. These features make it perfect for female riders and there is also an optional low seat for that reason. The lively new colors and the less polluting engine will definitely attract an even larger category of motorcyclists, especially in Europe.
Part of a fast growing segment on all continents, this naked is one of the best commuting motorcycles that also gives a rider the ability to take it on weekend tours and get the best out of the transversal 90-degree V-twin engine powering the 401 pounds of nimble machinery. Definitely a great first in any rider’s career, Breva’s magic consists in the fact that it can be the best companion long time after you’ve built confidence.
No other Italian maker can be so proud of having such a successful background, especially in winning races around the world with its competition rockets, machines that have attracted the sympathy of those who have seen them racing. But modern days determined this maker to have its own good offering in the naked category, something that would be stylish, fast and stable. All of those features were gathered in 2003 under the name of Guzzi’s new introduction: the Breva 750 IE. The machine brought back the early style by featuring the across the frame V-Twin motor, but in stylish clothing. The 47.60 HP at 6800 RPM that the bike delivered proved sufficient for hurling on motorways and the 54.60 Nm at 3600 RPM made it the easiest thing to ride across town.
Very good is the fact that the Breva hasn’t changed at all into worst. In fact, 2004 brought fuel injection to the nicely balanced engine which by then featured a six-speed gearbox. Also, the detachable tubular duplex cradle frame in collaboration with Marzocchi front suspension (40mm hydraulic telescopic fork) and a swingarm in light cast alloy with two dampers have shown us that the best can get even better.
In order to keep being competitive, the 2006 Breva was hooked up with an even better performing Webber-Marelli electronic fuel injection system and Magneti Marelli IAW electronic digital ignition. The horsepower was the same (48), but the new fueling system had left its finger print on the way this bike left behind traffic lights. The 58.98 Nm came in right off idle and even best is the fact that the bike is even more agile today.
In 2007, the 750cc naked from Moto Guzzi had been reduced to a five-speed gearbox and the electronic digital ignition featured now inductive spark. Easily recognizable due to its white color, the 2007 Breva 750 was one of the most notorious Italian naked bikes of the recent years.
2008 brought the Red and Black (with Grey insertions) color schemes and nothing else more.
Another Italian two-wheeled machine that does pretty much the same tricks is the Ducati Monster 696. Entirely new for 2009, this last will have you prepared for those bigger sportbikes as it has more performance, but sacrifices comfort and also adds a few more bucks to the retail price. The 696 Desmo L-Twin is fitted with advanced computer controlled fuel injection, which, apart from the big bore and short stroke configuration, has everything to do with the 80 horsepower that it develops. Both bikes are confidence-inspiring, the striking difference between them being the different riding position offered. On the Ducati, your knees suffer a bit of stress on the long haul and the Moto Guzzi is the motorcycle you’ll be thinking of even if those horses never seem to be enough. They actually are!
Many consider it a naked ride and others tend to position it right next to standard bikes in its class, but what everybody agrees with is that the Moto Guzzi Breva 750 incorporates the sexy Italian style that everybody looks for at such a piece of machinery.
Finishing touches are excellent (as expected) and at a first glance you don’t even know what to look at first. The design circle is absolutely complete given to the construction alternative chosen (across the frame engine), which results in both sides looking the same (note the two-into-two exhaust as well). This is very nice for a bike that is destined to take the riders through many evolutionary steps. They will further discover that the simple looking thing is significantly more attractive than any of the other Japanese bikes and that is never a bad thing.
The headlight is round and stylish and features chromed cover as well as instruments. Also in the front, the fender hugs the enough wide tyre, exactly as expected on an Italian naked. But what you won’t find at any such bike is the beautiful gas tank that blends perfectly together with the seat and side panels.
Ending the bike is the taillight and especially the rear fender. The overall nice apparel is radically being influenced by the color schemes available: Corsa Red and Guzzi Black
In my eyes, Moto Guzzi motorcycles have always shaped an almost mythical aura, so when I had the chance to get my first impressions on one of the maker’s models there was no hesitation involved and the result is the ride about which I invite you to further read.
Starting the fuel injected V-Twin, you will notice that it purrs nicely and at the beginning it sounds promising (not that it will disappoint at any time) through the two-way exhaust system. It is not a sportbike and it doesn’t even intend on being such a thing, but the engine is lively and it will definitely inspire you confidence when intending to get the best out of it. But enough empty talk; let’s see how it feels once on the move!
Shift first and slowly disengage the clutch only to find the bike willing to become the best friend of quick take offs. A confident twist of the throttle is needed and at around 3000 RPM the motor will develop its peak torque. This makes it perfect for city use and any town car will have troubles catching up with it and it actually won’t if the rider doesn’t take a look at the speedometer and see 30 mph and start counting how many gears it has changed. Around town, there won’t be necessary more than three shifts, but once the open road blinks an eye to you, a sixth gear will be the thing you’ll be craving for. The justification is the fact that at 80 miles per hour the torquey motor will spin at around 5500 RPM, something that could be avoided when the plans were thrown on the table. Even so, I could feel no vibrations through the handlebars or footpegs.
The wind in the chest was well worth it because once I got to the twisted mountain roads there was nothing and nobody that would succeed getting me off of it. It is simply the nicest bike to handle, but what I most appreciate is how comfortable it proves being in virtually any situation and, best of all, the feeling remains the same day long.
Handlebars offer good leverage, the footpegs are perfectly positioned (the legs aren’t stressed at all) and the seat is nice and consistent, remaining the same during the entire seven hours that I’ve ridden the Breva 750.
What I must say is the fact that this bike is very stable and confidence-inspiring even at high speeds (I know that there’s no fairing but there’s always a “but”). Much to do with its stability has the suspensions equipment composed of the 40 mm Marzocchi hydraulic telescopic fork and the preload adjustable two-dampers swingarm made of light cast alloy. Not only the suspensions offer stability, but they soak up bumps effectively, leaving the rider at the end of the day very satisfied with the ride it had.
Brembo is the brakes supplier for the new Guzzi and it is damn efficient. The front end has a 320mm disc and the rear is 260mm. Best recommendations: to use both brakes at the same time and you should be well covered. The rear isn’t that convincing when applied alone, but the front definitely is, so this is why you should be ok in an emergency situation if hitting both brake levers. I never managed to worry about the stopping power and the truth is that at the 401 lbs dry weight it isn’t anything to worry about unless you’re eating a bit too much ham at breakfast. Ohh… that could have been me!
I have to admit that at an MSRP of $7,790, the bike is a bit pricey, and you would really have to appreciate its strong heritage and satisfying performance in order to make a step forward and demand such a thing. But, the Ducati Monster 696 is always a more expensive alternative as it is marketed for $ 8,775.
With the Breva 750, Moto Guzzi establishes a great balance between a bike that is destined to beginners and experienced riders, so it proves having a bright future due to this ability. Styling is excellent and the comfortable riding position and seat will contribute at the awesome experience and although it is a little overvalued it didn’t had any problems finding its place in people’s garage until now and I won’t dare to predict a darker future for it. There are definitely no chances for such thing to happen.
Engine and Transmission
Type: 90° V-Twin, four-stroke
Cooling system: Air cooled
Displacement: 744 cc
Bore and stroke: 3.15” x 2.9” (80 mm x 74 mm)
Compression ratio: 9.6:1
Timing system: Two overhead valves moved by light alloy push-rods
Intake open 18° B.T.D.C.
Intake close 50° A.B.D.C.
Exhaust open 53° B.B.D.C.
Exhaust close 15° A.T.D.C. with valve clearance 0.03” (1 mm)
Maximum power: 35.5 kW at (48.28 HP) 6,800 rpm
Maximum torque: 54.7 Nm at 3,600 rpm
Fuel system: Weber-Marelli electric injection
Starting system: Electric
Exhaust system: Three-way catalyzer with Lambda sensor
Gearbox: 5 speed
1° 11/26 = 1:2.3636
2° 14/23 = 1:1.6429
3° 18/23 = 1:1.2778
4° 18/19 = 1:1.0556
5° 25/22 = 1:0,88
Lubrication: By lobes with pressure pump
Oil: AGIP RACING 4T 5W/40
Primary drive: By helical gears, ratio 16/21 = 1:1.3125
Secondary drive: Shaft drive, ratio 8/33 = 1:4.825
Clutch: Single disc dry with cush drive
Chassis and Dimensions
Frame: Detachable tubular duplex cradle in special high-strengh steel
Wheelbase: 57” (1,449 mm)
Trail: 4.3” (109 mm)
Front suspension: Marzocchi hydraulic telescopic fork, Ø 1.57” (40 mm)
Front wheel travel 5.1” (130 mm)
R Front wheel travel: Swinging arm in light cast alloy with two dampers, preload adjustable
Rear wheel travel: 3.74” (95 mm)
Braking system: Brembo Serie Oro
Front brake: Single stainless steel floating disc, Ø 12.6” (320 mm), four piston calipers
Rear bracke: Single steel disc, Ø 10.24” (260 mm)
Wheels: Spoke light alloy
Front rim: 3.00” x 17”
Rear rim: 3.50” x 17”
Front tyre: 110/70 17 54 H
Rear tyre 130/80 17 65 H
Length: 86.2” (2,190 mm)
Width: 28.74” (730 mm)
Height: 46.26” (1,175 mm)
Seat height: 31.1” (790 mm)
Ground clearance: 6.9” (176 mm)
Steering lock: 32° each side
Dry weight: 401 lbs (182 kg)
Fuel tank capacity: 4.75 gallons (18 liters)
Reserve: 1.32 gallons (5 liters)
Voltage: 12 V
Battery: 12 V – 14 Ah
Alternator: 12 V – 350 W