QUIKSPIN: Moto Guzzi Griso - I'm an Individual
It’s all about the noise. Oh, and the looks. And the fact it’s a genuinely different motorcycle. Come to think of it, here are a lot of things about the Griso that are unique and appealing. this shouldn’t be surprising - it is a Guzzi, after all. No BMW flat twin, Harley bug twin or Ducati L-twin is as different - weird even - as the Guzzi’s sideways V-twin. Pit that engine in the Grass and the word incomparable comes to mind, though not quite in the usual contact, There’s just nothing like it.
We first tested the Griso 1100 two years ago (Vol 55 No 13) and now there’s an eight-valve, 1200cc version on the way which should have extra grunt. But if, like me, you like the character of the two-valves-per-cylinder engine, you can get more power by slipping on a Termignoni-built accessory muffler. The factory claims an extra 5kW from this change,
The fuelling isn’t as sweet as with the stock muffler, but it’s a small issue that doesn’t really intrude on riding pleasure. You can almost pretend it’s a bit of carburettor-induced grumpiness from the old-fashioned, push-rod but fuel-injected engine. But there’s certainly no shortage of power anywhere in the rev range: the Griso pulls solidly every time you ask it.
The accessory muffler is far more elegant than the huge canister that comes standard, even if the stock can had a toughness about that, to some is part of the Griso’s visual appeal. The switch saves a few kilos in weight, too - just three of them, which isn’t much to speak about when you’re talking a 227 kilograms fry weight.
The best part is the extra fruitiness of the pipe - the deep rumble of the wonderful engine rises to a roar. It’s not all obnoxious - not like barking Duke with Termis or a blatting Hog with straight - though. No, this is a noise your neighbours can live with and which won’t attract undue attention. The muffler is homologated for road us in Europe, after all.
The Griso is big but low, with wide handlebars. Everything is a mix between cruiser and sportsbike, from the handling to the ride position, giving the Guzzi a brilliantly schizophrenic versatility. Your moods dictate its personality shifts. The steering on the test bike was not the rumble and direct style we found when we first tested one, but I reckon it only needed some additional rear preload to sort it - something we couldn’t achieve without the correct C-spanner. No dramas, otherwise its a great bike to ride.
This is the bike for anyone who wants something different.If you’re prepared to add $1265 for the muffler, the package is that little bit better again
ENGINE
Engine type Air-cooled, two -valve, pushrod, V-twin
Bore x stroke 92 x 80mm
Displacement 1064cc
Compression ratio 9.8:1
Ignition Electronic
Fuel system Weber-Marelli EFI
Starting system Electric
TRANSMISSION
Type Six-speed
Primary drive gear
Clutch Dry, twin-plate
Final drive Shaft
CHASSIS AND RUNNING GEAR
Frame type Tube-steel cradle
Head angle 26º
Trail 108mm
Wheelbase 1554mm
Suspension
Front:43mm Showa USD forks, adjustable rebound, compression and preload
Rear: Sachs monoshock, adjustable rebound, compression and preload
Wheels Three-spoke cast-aluminium alloy
Front: 3.5 x 17
Rear: 5.5 x 17
Tyres Metzeler Sportec M3
Front: 120/70ZR17 (58W)
Rear: 180/55ZR17 (73W)
Brakes Brembo
Front: Twin 320mm discs, four piston calipers
Rear: 282mm disc, single-piston caliber
DIMENSIONS AND CAPACITIES
Weight 227kg (dry, claimed)
Seat height 800mm
Fuel capacity 17L
HOWS IT GO?
Power 65kW @ 7600rpm (claimed)
Torque 89Nm @ 6400rpm (claimed)
Top speed Over 220km/h
