2009 Moto Guzzi Nevada Classic 750

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Even thought the Nevada Classic retains the Moto Guzzi look that has gone around the world over and over again, the 2009 bike is an absolutely modern version. Fuel injection is being used for a less-polluting engine and a stronger bang while its design makes it perfect for nostalgic riders. These will definitely appreciate the 87% brand new bike. Let’s see what it’s up to!

 

Introduction

Moto Guzzi Nevada Classic 750

The way I see things, Moto Guzzi is far from losing its strong heritage, but on the other side it radically improves its Classic models in order to remain on the competitive side. And it does it successfully using restyled side panels, shock absorber covers, seat, rear mudguard, tail light and footrest. The engine can’t be other but the specific 90 degree V-twin, so apparently the new Nevada Classic 750 is what you’re expecting it to be and we bet it can do more.

History

Moto Guzzi Nevada Classic 750

Moto Guzzi first started to produce the Nevada 750 in 1993 and the bike soon ended up representing the maker best due to its unique approach given by the transversal 744cc V-Twin producing a decent and efficiently transmitted 52 horsepower at 6000 RPM. Mated to a five-speed gearbox, the Nevada was a very satisfying motorcycle for those times. Also contributing to that were the front (dual) and rear (single) disc brakes, something that wasn’t quite often seen on cruisers back in those days.

The first Nevada remains best seen in the public’s eyes as the first to have introduced the timeless Classic Italian looks.

A year later, the maker reduced its engine’s power to 48 HP at 6600 RPM. Even though the motor revved higher and yet produced less power, it didn’t become less effective because it transmitted the fewer horses more linear and implicit more effectively. This is how Moto Guzzi teaches its fans that power isn’t necessarily everything, but the way you send it to the rear wheel.

Starting with the new millennium, the bike was called Moto Guzzi Nevada Club 750 and although not much changed, color combinations were Black/Red, Black/Gray and Black/Green. Two years later, the Guzzi had retaken its previous and simpler name.

2004 was a big year for the Nevada as it was fitted with the new detachable tubular duplex cradle frame. The 40mm Marzocchi front hydraulic telescopic fork were new for that model year, as well as the light cast alloy swingarm with two dampers. The easily distinguishable colors are Beige Sabbia/Grigio Platino and Grigio Iron/Nero

For the 2006 model year, the Webber-Mareli electronic fuel injection system was the big hit, and the new introduction had the “IE” adding in order to mark the upgrade. Colors were Grey and Black.

In 2007, Moto Guzzi surpassed himself with the same powerful V-twin engine that emitted less carbon dioxide thanks to the three-way catalyzer with Lambda sensor. Like any cruiser, this model year was painted Black and the second color option was Red.

2008 color schemes were Beige Sabbia/Grigio Platino, Grigio Iron/Nero.

Competition

My search for a competitor had pretty basic criterions which surrounded a V-twin’s image. I wasn’t going to find one that was transversally mounted and Italy doesn’t provide any comparable bikes, so Japan was the way to go.

Honda Shadow Spirit 750 C2


The Honda Shadow Spirit 750 is the closest thing you’ll find to it because the bike simply has the bad boy looks (low riding included) and the much needed 750cc V-Twin powerplant. Featuring bobbed fenders wrapped around a pair of low tires, the Shadow doesn’t give an impression of being a strong competitor for the Classic Nevada, but the engine surely does. MSRP is $7,699.

Honda Shadow Spirit 750 C2


Another close contender is produced by Suzuki and it is named the Boulevard S50. This last comes with cruiser looks combined with V-twin muscle, so we’re actually witnessing a classic combination. The engine is a liquid-cooled 50 cubic inch 45 degree V-twin with 8 valves per cylinder, so performance comes first. Even though not fuel injected, the Suzuki shares the market with the subject of this review. The MSRP is $7,199.


Exterior

Moto Guzzi Nevada Classic 750

What’s so great about the Moto Guzzi Nevada Classic is the fact that it has its own idea of timeless design and it is not afraid to show it.

This motorcycle is a real work of art, as all Moto Guzzi models are. In the front there is the round headlight and the chromed instruments as well as the slim fender that hugs the pretty wide front tire. Nothing out of the ordinary here, but as you look further the air scoops stylistically fill the gap between each cylinder and the imposing gas tank.

Also out of the ordinary (compared to other builders) is the position of the cylinders. Moto Guzzi air cools its engine by having it traversal mounted and although it won’t be efficient when trying to do a burnout, these maker’s bikes are among the easiest to distinguish for a trained eye and a real enigma for the uninitiated.

Now this is something that you’ll definitely agree with me on: the low seat is thick and consistent so comfort won’t be a problem.

The upswept offer the rider enough room for leaning aggressively into corners and this also says a lot about the bike’s sportive attitude.

Colors available in 2009 are Racing Red; Guzzi Black, Sport Yellow and Pearly Blue/White.

Test Drive

Moto Guzzi Nevada Classic 750

Moto Guzzi introduced the Nevada Classic 750 as an economy cruiser and that’s what we’ll be testing it for. The bike is mainly addressed to female riders, so it would have to complete with all of the requirements that come with that.

First introduced to it, the Nevada Classis 750 unveils its simple character, agility and lightness. Cruisers are usually expected to run slowly and develop less power than bikes in other categories, but 48 horsepower is a little too weak for my taste.

The air-cooled and electronically fuel injected 750cc V-twin motor should have provided a little more grunt, but with torque coming in just above idle, I guess I can live with the modest top end. At around 70mph, the Moto Guzzi cruises relaxing and for your mental comfort it is good to know that the throttle can be further twisted. And if you do so, the speedometer’s needle will indicate a top speed of 85mph, but that’s not what it was built for.

Maneuverability is its key point and I must say that it doesn’t disappoint when it comes to handling it at parking lot speeds or between cars in a traffic jam. This is what practically compensates for the lack of power and it does it big time. The handlebars are enough wide and tall in order to offer the best control over the bike, the seat is low and the footpegs complete the riding position triangle in the best way, letting the rider feel well at home on the new Nevada and willing to soak up mile after mile.

In the city or outside its limits, as long as the motor is being exploited smartly (quick shifts and no worrying about the throttle being to opened) Moto Guzzi’s new introduction will make a good impression and leave you and your passenger with two big smiles on your faces and get off of it without the image of the speedometer, but of the wonderful surroundings in which you’ve traveled.

Moto Guzzi Nevada Classic 750


In the case of this cruising motorcycle we won’t be talking about how the weight disappears when starting to roll down the street, but brag about the bike’s 405.6 lbs dry weight. Fast or slow, with or without a passenger, the bike’s lightness and agility will have you covered. I know that by now you’re actually checking the article’s name and see if it says “Classic” and not” Standard” or “Naked”, but I am happy to remind you that yes, this is one hell of a versatile cruiser.

V-twin engines vibrate and we all know it, but when pushed a bit above its peak point, the transversal twin will transmit vibes through the handlebars and footpegs mostly. If ridden in its acceptable area (that’s around 4000-5000 rpm) you shouldn’t shake like a chihuahua when you get off its saddle. All through the five gears and at any rpm range, the shaft drive won’t even become noticeable and it will most likely be there for decades if properly maintained.

What also contributes at the good road behavior and overall comfort is the suspensions equipment composed of 40mm Marzocchi hydraulic telescopic fork and a swingarm in light cast alloy with two dampers. Soaking up bumps become the easiest thing and if it happens to approach a speed limit let’s say with a little bit more speed than recommended, the comfy seat will also take care of your bottom and deliver you safely.

In the case of emergency braking, such as the scenario presented above, the best solution is to make proper use of the four-piston calipers and 320mm front brake disc, while at the rear a 260mm disc brake slows you down through the single piston that is being applied on it.

Having formed a pretty good idea on the bike’s performance both concerning engine and chassis, I invite you to check out the pricing.

Price

Usually Moto Guzzi models are considered a little too pricey for their abilities and I tended to stick with this unjustified opinion, but after getting a good feel of he bike and seeing how it meets the purpose of its creation I reckon the $7,990 MSRP is well worth.

Conclusion

Moto Guzzi Nevada Classic 750

Italians have their own way of building motorcycles and the Nevada Classic 750 is Moto Guzzi’s best proof that it doesn’t drift away from its roots. Having been continuously produced for more than 15 years now and still staying true to its heritage, the bike is a good alternative for tractor-like 750cc motorcycles. Finally something on which short persons can ride safely and confidently (seat height is only 767 mm).


SPECIFICATIONS

 

Engine and Transmission

Moto Guzzi Nevada Classic 750

Type: 90° V-twin, four stroke
Cylinders: Aluminium alloy with Gilnisil treatment
Pistons: Forged with 2 inner liner and 1 oil control ring
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
Valve timing: Intake open 18° B.T.D.C.;
intake close: 50° A.B.D.C.;
exhaust open: B.B.D.C.;
exhaust close: 15° A.T.D.C. with valve clearance 1 mm
Maximum power: 35.5 kW (48.28 HP) at 6.800 rpm
Maximum torque: 54.7 Nm at 3.600 rpm
Fuel system: Weber-Marelli electric injection
Starting system: Electric
Ignition: Magneti Marelli IAW 15RC electronic digital ignition with inductive spark
Exhaust system: Three-way catalyzer with Lambda sensor
Gearbox: 5 speed
Internal ratios: 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
Lubrification: By lobes with pressure pump
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

Moto Guzzi Nevada Classic 750

Frame: Detachable tubular duplex cradle in special high-strengh steel
Wheelbase: 57.75” (1,467 mm)
Trail: 5.4” (138 mm)
Rake: 27,5°
Front suspension: Marzocchi hydraulic telescopic fork, Ø 1.57” (40 mm)
Front wheel travel: 130 mm
Rear suspension: Swinging arm in light cast alloy with two dampers, preload/rebound adjustable
Rear wheel travel: 5.1” (130 mm)
Front brake: Single stainless steel floating disc, Ø 12.6” (320 mm), four piston calipers
Rear brake: Single steel disc, Ø 10.2” (260 mm)
Wheels: spoked steel rims
Front: rim 2,50"x18"
Rear: rim 3,50"X16"
Tyres: Front 100/90 V18"
Rear: 130/90 V16"
Length: 85.3” (2,166 mm)
Width: 31.7” (805 mm)
Height: 42” (1,068 mm)
Seat height: 30.2” (767 mm)
Ground clearance: 8.2” (290 mm)
Dry weight 405.6 lbs (184 kg)
Fuel tank capacity 3.7 gallons (14 liters)
Reserve 1 gallons (4 liters)

Electrical equipment

Voltage 12 V
Battery 12 V - 14 Amp/h
Alternator 12 V - 350 Watt

Features

Moto Guzzi Nevada Classic 750
  • Retro look
  • LCD display
  • Low seat height: just 760mm
  • Marzocchi fork at the front and the dual, adjustable shock absorber on the rear axle.
  • 320mm diameter front disk with a clamp with 4 opposed pistons, aided by a rear 260mm disk.
  • New catalyst converter

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