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General Category => General Discussion => Topic started by: NuGuzzi on March 13, 2025, 07:22:46 PM
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Wondering how a 2004 Breva would work as a tourer, I’m almost 6’ and 210#?
Any known issues with the early models? Rarely see any running around…..
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1st of the newer V7 motors w/FI, usually good. May be cramped w/hight, plenty tour on them in EU and USA. Try it out, might like it.
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Some people ride bicycles around the world,Breva a big improvement ,plenty of power if it fits you.
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https://www.autoevolution.com/moto/moto-guzzi-breva-750-touring-2006.html#aeng_moto-guzzi-breva-750-touring-2006-750
May contain a few more errors, than just the monoshock detail!
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Reviewers seem to have liked 'em, especially if the rider is on the shorter side.
-Stretch
https://www.motorcyclistonline.com/motorcycle-road-test-moto-guzzi-breva-750/ (https://www.motorcyclistonline.com/motorcycle-road-test-moto-guzzi-breva-750/)
https://www.classicbikehub.uk/reviews/article/motoguzzi04060200/ (https://www.classicbikehub.uk/reviews/article/motoguzzi04060200/)
https://www.youtube.com/watch?v=0MxTpJUT3BI&list=PLCTuZ3Dni_N5d7hS8Kl8DAxgvh8GOUVws&index=1 (https://www.youtube.com/watch?v=0MxTpJUT3BI&list=PLCTuZ3Dni_N5d7hS8Kl8DAxgvh8GOUVws&index=1)
https://www.roadrunner.travel/motorcycles/moto-guzzi-breva-v750i-e/ (https://www.roadrunner.travel/motorcycles/moto-guzzi-breva-v750i-e/)
https://www.motorcycle.com/manufacturer/2005-moto-guzzi-breva-18761.html (https://www.motorcycle.com/manufacturer/2005-moto-guzzi-breva-18761.html)
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Reviewers seem to have liked 'em, especially if the rider is on the shorter side.
-Stretch
Just read all these reviews.
Keep in mind the OP is specifically seeking thoughts on the Breva for long distance touring, aka highway miles. Long days, etc.
One of the reviews was actually focused on the big block Breva, so throw that one out.
Two or three of the others say it’s a bit compact for bigger riders.
They also mention it’s a good bike for around town and small roads, but not great on the highway.
Add to that, the tank has just over 4 gallons.
I’ve never ridden one, but reading the specs and reviews, it seems like it might not be the best match. A Breva 1100, though = different story!
@NuGuzzi - it might be a good idea to share your measurements… I think 200 lb+ ? 5’ 10”+ ?
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Reviewers seem to have liked 'em, especially if the rider is on the shorter side.
Love mine, which inspired me to also buy the V7III (though I could well do without the added head bulk and numerous complexities).
IIRC the earlier ones had a different gear ratio, compared to mine, making the highway revs higher. Standard profile tyres will maintain that gearing, as opposed to the lower rear one, that I've fitted. I have the lower seat, so taller riders need to ensure that isn't fitted - giving more leg room and possibly comfort. Lowered/adjustable pegs may be an option.
200 miles per tankful is easily achieved, if you stick to around about the speed limits and don't ride too 'aggressively'.
(I'm about 5'7"/29" and 160lb, in old money)
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Keep in mind the OP is specifically seeking thoughts on the Breva for long distance touring, aka highway miles. Long days, etc.
'Tis true!
Missed the big block detail, (how?!) - nice catch! :laugh:
A couple of the reviews touch on that subject, but what works and what doesn't for long-distance touring
is subjective - what works for one is intolerable for another.
Based on what I've read, it wouldn't suit me for a 2 week tour with my girlfriend on the back.
Might be fun to spend a week in North Carolina and West Virginia with one, though. :laugh:
Then again, probably too cramped for my 6'3" frame. Better options out there for me.
-Stretch
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https://www.autoevolution.com/moto/moto-guzzi-breva-750-touring-2006.html#aeng_moto-guzzi-breva-750-touring-2006-750
May contain a few more errors, than just the monoshock detail!
“Multi-plate wet clutch” and a “six-speed transmission”, eh? I’m surprised they didn’t mention the oil cooler needed for the 2 extra cylinders in the back, desmodromic valves, or the reverse option :laugh:
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Pop a seat pad on, for longer trips (which seems to be a popular option) and that'd give more leg room. The scoop in the standard seat should make one pretty stable, I reckon.
The big advantage of the "wee" Breva is that they are/were under-rated, therefore great value for money, usually. In the UK in a private sale, they typically go for under £2k (GBP) almost regardless of mileage and year. I picked up my somewhat scabby one for a good chunk less, though since bought stuff for it. It even came with a humongous Givi rack and (45L ?) top box, that I immediately removed (possibly until required).
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Try and take it for a test ride first. I rode one when they first came out. Took it about a mile down the road and turned around. Grossly underpowered in my mind. My frame of reference was my 750 Norton and 850 LeMans.
Pete
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Former Tonti Cali and Breva 1100 owner here who seriously considered a Breva 750 and now owns a couple of smallblocks.
Now I'm only 5' 10"/32" inseam so keep that in mind.
But the big, BIG DIFFERENCE between my current smallblocks (V7s) and EITHER of the Brevas is that the BREVAs only offer ONE seating position. You sit on the V7 and IN the Breva, hugging the countours of the tank and chassis. It means you have to be good with your knees at ONE bend for a long time. So even IF you can fit with your inseam, you need to know that your knees might start to ache.
For me, even though I had my Breva 1100 in my 40's I would still start to ache by the end of the first tankful ( < 200 miles).
These days it's more like < 50-75 miles. HOWEVER seats vary on my V7s and I have ones that I can use to move back and forth on which helps.
I will admit one advantage of the Breva (and early model smallblocks) is there SHOULD be enough cornering clearance that you can drop the pegs an inch or two from stock height if you want more room.
But ME? As much as I liked the Breva's, I would consider a later model smallblock instead because it comes with more room and more capability for touring (from fuel to suspension to power).
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Try and take it for a test ride first.
Best advice.
Power is subjective though and 25 years ago, I thought the Nevada (same engine) to be lacking compared to other bikes at the time. Fast forward and I thought the 900 Street Twin to be "grossly under powered" compared to the lithe/sprightly 750 Breva. It tainted my expectations of the Triumph unfortunately 'cos I really liked it otherwise.
With limited funds, I try to view bikes as a starting point and assume that a few mods will be needed. Nothing is prefect.
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But the big, BIG DIFFERENCE between my current smallblocks (V7s) and EITHER of the Brevas is that the BREVAs only offer ONE seating position.
I thought of you and your raised customised seat. :wink:
Interesting observation, as with my "titchy butt" (as the missus calls it), I find plenty of space to move fore & aft and that's with the greater step due to the lowered seat. I'll be interested to see how I get on with riding on top of the V7 - I've always preferred a sitting in ergo and the sensation of being a part of the bike, rather than an appendage.
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Interesting observation, as with my "titchy butt" (as the missus calls it), I find plenty of space to move fore & aft
You must be TINY :evil:
(no offense) :boozing:
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You must be TINY :evil:
[142lbs for many years, until, in my 30s, I got a taste for Guinness!]
Not Japanese tiny but a wee Scot that's built to withstand crosswinds, whilst chasing haggis around the highlands. :food:
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[142lbs for many years, until I got a taste for Guinness!]
Not Japanese tiny but a wee Scot that's built to withstand crosswinds, whilst chasing haggis around the highlands. :food:
I'm not sure I was 142, but I might have been somewhere between 10 and 11 years old.
I KNOW I was 180 at 13, but after I started training martial arts I dropped to 150 ---- I was back at 180-190 by college, but at least it was muscle that time.
Haven't seen 190 since I stopped fighting competitively, ok maybe I kept fighting into my 30's and a little in the early 40's but no more making weight class.
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It is what you make it. People tour on Vespas and Monkeys. All depends on your expectations.
I'm 5'10 and 200+/- and IMO am borderline too big for the bike. It's a fun little bike. I bought mine for my wife, but that was a failure. I initially considered keeping it for when I am in my 70-80s to keep riding, but it will be on the chopping block next year along with my 1200 Sport and Yamaha XS 650 to pave the way for a new V7 Sport.
Back to your touring question, I think it is perfect for back road low speed touring. Fully loaded you COULD take it on higher speeds roads, but even my Stornello sucks when loaded and trying to ride effectively and safely at speeds above 60.
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Back to your touring question, I think it is perfect for back road low speed touring. Fully loaded you COULD take it on higher speeds roads, but even my Stornello sucks when loaded and trying to ride effectively and safely at speeds above 60.
Ya know, before I got rid of the Road King I tested this and maybe our idea of "loaded" is different - but I can hop on my MKI V7 Stone, loaded with side cases and topcase, and even a duffel on the seat (though I rarely need THAT much) and it's not a problem. Even if I have to spend a day on the tpke at 70+ mph. It's not IDEAL in that I've had bikes that are much more comfortable at that speed and wind, but It's not bad, certainly it's not "unsafe" per se.
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Thank you all for sharing your ideas and thoughts about the 750 Breva.
I realize that the comfort is very subjective, personal preferences.
What about maintenance and upkeep vs the V7? Any know issues to be aware of?
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Thank you all for sharing your ideas and thoughts about the 750 Breva.
I realize that the comfort is very subjective, personal preferences.
What about maintenance and upkeep vs the V7? Any know issues to be aware of?
It's the same bike as the V7 (dual throttle body) of the same era just with different bodywork and wheels.
So maintenance is basically the same, unless something is a little harder or easier because of the bodywork.
Maintenance is MOSTLY just 3-fluid changes, with occassional valve adjustments, spark plug replacement, air filter replacement. The last one is tricky on the dual throttle body V7 because it's under the fuel tank, I would think it's similar on the Breva 750.
But really nothing is rocket brain surgery.
Personally I prefer the 1TB models of the smallblock which is why I didn't buy one until the 1TB V7 debuted in 2012/13 (depending on market).
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2004 Breva:
21 year old bike
Low power smallblock (yes, I understand 750's were once huge displament high HP bikes, but those days have come to pass.)
100 year old suspension design with minimal travel
Lack of wind protection
Lack of aftermarket products
Mid-size frame bike with mid-size ergo's
4.5 gallon fuel capacity
401lbs dry weight or nearing 500lbs fully kitted with fuel, oil and panniers.
None of this screams long distance touring machine to me. YMMV!
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Ya know, before I got rid of the Road King I tested this and maybe our idea of "loaded" is different - but I can hop on my MKI V7 Stone, loaded with side cases and topcase, and even a duffel on the seat (though I rarely need THAT much) and it's not a problem. Even if I have to spend a day on the tpke at 70+ mph. It's not IDEAL in that I've had bikes that are much more comfortable at that speed and wind, but It's not bad, certainly it's not "unsafe" per se.
I get what your saying. My Stornello will do 70+ all day, but is FAR below my comfort level to accelerate quickly and get out of a moron in a cage on the highway. Loaded and unloaded low speed response is not bad, but all 3 bags loaded for touring with rain gear, tools, extra gas, camping gear, tarps, clothes, etc, the V7 and even moreso the prior lower HP models are not ideal.
But let's face it, it is about context. When the Stornello is all I ride, I think it is perfect. Then I get on one of my big blocks on the highway or high speed and reality sets back in.
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Checkout user "motoguzziman"! He put a lot of miles on a Breva 750, around 80k or so. I have that bike now and it is far from worn out.
Brian
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What has only been hinted on, is load capacity. Some of the fellas take so much crap with them that a campervan/SUV would be more suitable. I'll hazard a guess that there are more than a few overloaded bikes being trundled/blasted up/down 100s of miles of boring interstates/highways/autobans/motorways. That is unsafe.
How many check the load carrying spec, then factor in for example large hard cases, in addition to full kitted out rider/passenger?
I have been a little guilty m'self but not excessively so. Example: 900 Trident (unfaired/ no screen) two up, tankbag, throw-over saddlebags and a well populated rack, for a 4500mile 2-week tour around France. Soggy wet motorways and low cloud Alps included. Good watching 24hr Bol D'Or racing at Paul Ricard though. That bike ate rear pads for some reason, so took a replacement set with me. :rolleyes:
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What about maintenance and upkeep vs the V7? Any know issues to be aware of?
Model year of V7 makes a BIG difference. Apart from the first iteration, the V7 has added complications of ABS, traction control etc. In other words relative simplicity is a great feature: sure beats belts and desmo valves! The Breva has been known to have its clocks go mental - I bought a new set more due to neglect/damage by previous owner(s). Club-footed riders, slamming the gears into first can cause problems with gear changes on the Breva. Mine takes a few attempts from cold but otherwise slips into first fine. Not too uncommon to have a distinctive whine from the gearbox. I relate it to the sound of 80s Kawasaki clutches, so doesn't worry me.
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Model year of V7 makes a BIG difference. Apart from the first iteration, the V7 has added complications of ABS, traction control etc. In other words relative simplicity is a great feature: sure beats belts and desmo valves!
Sounds like you're both misusing the word "maintenance" and falling into the classic logical fallacy that just because something is more complicated or has more features it must somehow be harder to fix or require it more often.
Maintenance IS easier on late-model bikes and they are buy and whole very reliable. I'd argue at least as much as the 2TB smallblock.
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To give me some idea of comparison my T-3 would be considered a mid-frame? The later SP and Calis all had longer frames than the T-3. My wife and I did two Colorado up to Moab, UT from KS most of the major passes and used I-70 at times two up pack down like a rented mule. I wouldn't call it roomy but we didn't feel cramped. The motor was modified by that point however (56HP off the wheel). Trying to get out of the extreme heat at one point we covered Moab to Grand Junction on I-70 at an actual 90-95 mph. I have never ridden a modern small block so may be quite a bit different from the T-3.
GliderJohn
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Which brings up a decent point about service—Some independent mechanics would be willing to work on a Moto Guzzi, some wouldn’t. But should there be an issue with the electrical / computer system, we’re probably looking at a dealer visit. Breva is an older machine. If a dealer is farther away, does it make more sense to get a Breva or more modern small block if one plans to do some mile-munching?
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Sounds like you're both misusing the word "maintenance" and falling into the classic logical fallacy that just because something is more complicated or has more features it must somehow be harder to fix or require it more often...
ABS is a prime example: less to go wrong & no concerns about old fluid trapped in the pump during brake fluid refresh (part of maintenance). I haven't fully investigated V7 foibles yet; should the pump be activated during brake fluid change/bleeding, as with some/all Triumphs? No evap/SAI nonsense on my Breva.. blocked filter anyone? On the V7, I've already softened the spring inside the fuel cap as a first step to tank vacuum prevention, otherwise it's canister removal time.
Then there's canbus.. why, though? Unnecessary complication, with more to trip up the ECU. Greater potential to leave you stranded?
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ABS is a prime example: less to go wrong & no concerns about old fluid trapped in the pump during brake fluid refresh (part of maintenance). I haven't fully investigated V7 foibles yet; should the pump be activated during brake fluid change/bleeding, as with some/all Triumphs? No evap/SAI nonsense on my Breva.. blocked filter anyone? On the V7, I've already softened the spring inside the fuel cap as a first step to tank vacuum prevention, otherwise it's canister removal time.
Then there's canbus.. why, though? Unnecessary complication, with more to trip up the ECU. Greater potential to leave you stranded?
Canbus in a lot of ways is a simplification of the elecrical system where computer and a couple wires perform the same and more function over traditional home run wiring, dry contact switches, diodes, relays and fuses. It has also proven to be reliable and durable.
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Done about 100,000 miles on Breva 750 - since first getting one in 2004 - my only bike in that time. I find it perfect for solo touring, which is my only type of touring. I'm 5 foot 3 though. Been all over the UK and Europe on it, commuting, scratching, moto camping, staying in places as variable as a camping barn in the Trough of Bowland and a rather posh hotel in the Ardennes...... Its not huge fun on the motorway, but they are a means to an end - the good roads, the mountains, the scenery. Its good there. Prices are pretty good for a Breva 750, as its not as loved as the V7s. But they are great bikes. The 2004s were not great cosmetically, the last ones in 2008? were much improved in that way. I only wish they had kept going with the model, and would even like a "baby V75 watercooled Breva" but thats meat mince in a pastry case in the upper atmosphere! :drool:
Viva la Breva, Viva la Brevisti!!!!
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ABS is a prime example: less to go wrong & no concerns about old fluid trapped in the pump during brake fluid refresh (part of maintenance). I haven't fully investigated V7 foibles yet; should the pump be activated during brake fluid change/bleeding, as with some/all Triumphs? No evap/SAI nonsense on my Breva.. blocked filter anyone? On the V7, I've already softened the spring inside the fuel cap as a first step to tank vacuum prevention, otherwise it's canister removal time.
Then there's canbus.. why, though? Unnecessary complication, with more to trip up the ECU. Greater potential to leave you stranded?
There's a difference between flushing a brake system during maintenance using fresh fluid to push out and replace old fluid and bleeding air from a system after a repair.
Many systems might benefit from actively running the modulator during flushing but most don't require it.
Bleeding varies.
And your CANbus question is based on the same fallacy that assumes fragility that I mentioned earlier.
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Bleeding the rear brake on my 2018 Milano (after installing Sato rear sets which required a pressure switch for the rear brake light) was finicky. But no worse than after putting braided lines on either my SP or Convert with the linked system. It is greatly aided in both systems to remove the caliper(s) and raise it higher than the other components in the brake system.
Actually, easier on my newer smallblock because there is only one caliper that I had to raise above the level of the pump.
And my Breva 750 was a great light weight solo touring bike. Wonderful on the secondary roads and would do adequate work all day long on interstates if that was required.
John H
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Just yesterday I flushed and bled the brakes on a buddy's 2012 R1200GS. Bleed them normally and your done or if you want to really go all out connect a GS911 or MotoScan and actuate the ABS pump depress the lever 3 times for 2 seconds then bleed again....dun. Took about a 3/4 of a pint of brake fluid as I ran several master cylincers full through each caliper. Killed flies with a sledgehammer :thumb:
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I never said bleeding the brakes was difficult; just making the point that it is an added complication with ABS, compared to not having it.
:violent1:
I'll agree to disagree on the other areas, regarding complications etc.
There's also the difference in weights between the bikes but didn't think it relevant to the OP's queries. Sorry, I'm not buying into bigger is best thang. :evil:
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I never said bleeding the brakes was difficult; just making the point that it is an added complication with ABS, compared to not having it.
:violent1:
I'll agree to disagree on the other areas, regarding complications etc.
There's also the difference in weights between the bikes but didn't think it relevant to the OP's queries. Sorry, I'm not buying into bigger is best thang. :evil:
I made the point that maintenance is easier on the newer models (example you never have synchronize a single throttle body). You countered that it was more complicated (using ABS as an example). Seems silly to claim you didn't mean more difficult.
Agree to disagree all you want but it's a known fact in the industry that ice motors have gotten more and more reliable.
I didn't argue bigger is better.
None of this is meant to discourage the OP from a Breva. It's just laying out the pros and cons.
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None of this is meant to discourage the OP from a Breva. It's just laying out the pros and cons.
That I can agree with. :thumb:
BTW, my comments weren't directed at a specific person. For clarity, you were meant to read between the lines: heavier/bigger bike generally is more stable on crosswind open highways - if one has the 'heft' to cope with it.
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The 2004s were not great cosmetically, the last ones in 2008?
In the UK, at least there is/was a 2009 model with black engine (final transition to V7?). The private sale one that I done a short test drive on, was too much of a neglected wreck (like me!) to purchase. I envisage the black motor to be easier to maintain its looks, if nothing else.
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Canbus in a lot of ways is a simplification of the elecrical system where computer and a couple wires perform the same and more function over traditional home run wiring, dry contact switches, diodes, relays and fuses. It has also proven to be reliable and durable.
This is like the old Commodore 64 computers. They used one wire to connect all the external devices to the computer, a couple of disc drives, printer, tape storage etc. The wire passed through each of the devices which were assigned id numbers. The computer knew which one it was talking to when the operator gave it the device number to access. Commodore called it a daisy chain but sounds like a can bus to me. When I installed an HD tachometer to my 2006 Sportster all I had to do was connect it to a keyed hot lead, ground and the can bus. Worked just fine. But I guess it would make it difficult to diagnose a problem without proper equipment like Pads. My 2006 Big Twin developed a problem where cruise and the gear indicator didn't work. The readout on the dash said faulty neutral switch and even gave a part number. It did it when it was cold, I didn't fix it as it was buried in the bowels of the bike and I traded it for my Audace anyway.
kk
kk
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This is like the old Commodore 64 computers..
I remember them quite well, though purchased a cheaper Dragon 32. Didn't know the Commodore used SCSI type signalling - I likely know the system used but can't recall offhand.
I've been in IT for almost as long as they were introduced, so not averse/ignorant of electrical/electronic communications. Just saying.
Regarding the tachometer: this must be specific to HD, for the ID to be correctly recognised by the system. I have a hatred for proprietary systems, primarily in computing but also other fields. Open source and (de facto) standards please.
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In the UK, at least there is/was a 2009 model with black engine (final transition to V7?). The private sale one that I done a short test drive on, was too much of a neglected wreck (like me!) to purchase. I envisage the black motor to be easier to maintain its looks, if nothing else.
Black engines are as easy to keep clean as black vehicles, not very!
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Black engines are as easy to keep clean as black vehicles, not very!
I'm not talking about cleaning really but stone chips and lacquer loss. Easier IME, to touch up with a wee dab of black paint rather than a mismatched silver. If you can enlighten me as to how to get my scabby Breva motor looking good, without an engine-out, media blasting job, then I'm all ears, so to speak. :huh:
Literally, goes out to wash the black Breva and car, with perhaps a refresh of the "shiny" too... I may be some time.
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That I can agree with. :thumb:
BTW, my comments weren't directed at a specific person. For clarity, you were meant to read between the lines: heavier/bigger bike generally is more stable on crosswind open highways - if one has the 'heft' to cope with it.
Ahhh, copy that. I was thinking how much more stable my additional mass is in a cross wind.
Oh and I like black wheels and black engines because you don't have to keep them clean. They hide layer of grease, oil, brake dust, etc where the silver counterparts always look dirty.
Black painted tins are a totally different thing.
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It is what you make it. People tour on Vespas and Monkeys. All depends on your expectations.
I'm 5'10 and 200+/- and IMO am borderline too big for the bike. It's a fun little bike. I bought mine for my wife, but that was a failure. I initially considered keeping it for when I am in my 70-80s
I found one that had developed “problems” that 3 guzzi shops couldn’t diagnose or fix, I then spent the better part of 4 months going through it and found and fixed a loose connection on the left side fuel injector which fixed everything I then spent sometime tweaking it for my wife. I put a set of Hepco bags, a center stand, and a small Vetter Quicksilver fairing on it, and a set of bar backs to allow riding more upright. After all that I found the bike a real hot rod, and often found myself quite a bit above posted speed limits,without even realizing it, it is a blast to ride.
However, after a couple 500 mile weekend end runs, my dear wife informed me she would no longer tour on it,and went back to her 2004 Stone / California because it was so much more comfortable. She is 5’8” and probably 150-60 lbs. she will occasionally ride it for our Saturday morning runs for breakfast, usually under 120 miles round trip.
I’ve kept it cus it’s such a hoot to ride such a lite sport bike compared to my 03 EV and 07 Norge. I actually ride it more than she does. Now at age 70 I too am wondering about how long I’ll be physically capable of handling the weight of the Norge, maybe another 3-5 years. The EV now has a side car attached, so I should be good for a long time there. The fairing was removed and replaced with a Plexifairing because she found the turbulence behind the Vetter very annoying.
I too am now considering letting the Baby Breva go to someone who will really use it.
(https://i.ibb.co/Z1Wrzc6L/IMG-0921.jpg) (https://ibb.co/Z1Wrzc6L)
(https://i.ibb.co/4cdNwBS/IMG-1570.jpg) (https://ibb.co/4cdNwBS)
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Wondering how a 2004 Breva would work as a tourer, I’m almost 6’ and 210#?
Any known issues with the early models? Rarely see any running around…..
I'm pretty much the same build as you. I bought a 2008 Breva 750 in 2016. It had about 10,000km on it. I had the seat re-covered and made a couple of inches higher and that's the only alteration I've made to allow for my height. I took the screen off because I never found a height at which it did anything but cause unpleasant buffeting. I've now done a bit over 100,000km on it. Many long, multi-day trips (I don't camp) and lots and lots of 300 to 400km day trips. I still find it comfortable.
It's only let me down once: the connector between the alternator and the regulator melted (a known issue). I had some seals replaced in the engine and gearbox but otherwise it is entirely original. I do all my own maintenance.
It may not be of much interest to you but a friend liked mine so much he bought one for himself. He may be 5ft tall on a good day. He got a lower seat, and lowered everything else he could and is very, very pleased.
(https://i.ibb.co/5XtKD0ZK/20240830-174155.jpg) (https://ibb.co/5XtKD0ZK)
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https://www.gumtree.com/p/moto-guzzi-motorbikes/moto-guzzi-breva-750-touring-bike-hpi-clear/1493977322
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I recently purchased an ‘04 Breva 750 that was listed here on the forum. I did a fly-n-ride from TX to FL to pick it up. Took the long way home down to the Keys and up again. I mostly camped and stayed with Bunk-a-Biker folks twice on my ride back to TX,
The bike was equipped with side cases, top case, windshield, heated grips and bar risers. It had been lowered in the rear with aftermarket shocks and the front forks were lowered in the triple tree. The previous owner was shorter than me, I’m 5’4”. This is my second Breva 750 and I absolutely love it.
I do consider it a perfect touring bike, but that’s coming from someone who toured on an ‘09 Triumph Street Triple all over the Western US and down into Baja Mexico. Longest trip being 3k miles. It was also my daily commuter in Southern California.
My first Guzzi was a 2003 V11 Le Mans Rosso Corsa that I got fly-n-ride to Vancouver Canada. I took that bike on a 12k mile trip around the US and into Canada ten years ago. I had a 2013 V7 Stone that I enjoyed, but it felt too “refined” compared to the V11, so I ended up selling to my brother.
My modified Baby Breva is a great fit for me. At your height, it’s hard to tell but most likely you may feel cramped without modification.. Have you considered the Breva 1100 or Norge?
(https://i.ibb.co/xShBhDb2/IMG-1250.jpg) (https://ibb.co/xShBhDb2)
(https://i.ibb.co/wZzVR7pG/IMG-1224.jpg) (https://ibb.co/wZzVR7pG)