Moto Guzzi V 11 Sport Scura


Make Model

Moto Guzzi V 11 Sport Scura




Four stroke, 90° V twin, longitudinally mounted, OHV, 4 valve per cylinder.


1064 cc / 64.9 cu-in
Bore x Stroke 92 x 80 mm
Cooling System Air cooled
Compression Ratio 9.8:1


Magneti Marelli IAW Multipoint phased sequential fuel injection


Magneti Marelli IAW electronic digital 
Starting Electric

Max Power

91 hp / 66.3 kW @ 7800 rpm

Max Torque

94 Nm / 69.3 lb-ft  @ 6000 rpm


5 Speed 
Final Drive Shaft

Front Suspension

40mm Marzocchi upside-down forks, adjustable compression
Front Wheel Travel 120 mm / 4.7 in

Rear Suspension

Cantilever swingarm, Sachs Boge mono shock, adjustable compression and rebound damping
Rear Wheel Travel 128 mm / 5.0 in

Front Brakes

2x 320mm discs  4 piston calipers

Rear Brakes

Single 282mm disc  2 piston caliper

Front Tyre


Rear Tyre

Dimensions Length 2150 mm / 84.6 in
Width 785 mm  / 30.9 in
Height: 1090 mm / 42.9 in
Seat Height 800 mm / 31.5 in
Wheelbase 1471 mm / 57.9 in

Dry Weight

221 kg /  487.2 lbs

Fuel Capacity 

22 Litres / 5.8 US gal

Consumption  average

18.3 km/lit

Standing ¼ Mile  

12.2 sec

Top Speed

215.8 k km/h

The V11 Sport has been a part of the Moto Guzzi landscape since 2000, but now there's a well-credentialed sibling out to steal some short-term thunder - the Scura.

Moto Guzzi has given the limited-edition theme quite a nudge in the last couple of years (California EV 80 Cruiser, Jackal Stone Metal Cruiser, Sport Corsa 1100 et al) and it's now continued with the unveiling of the V11 Sport Scura, an up-spec'd version of the marque's self-proclaimed "sportsbike par excellance."

In my books, Moto Guzzi, which is now owned by Aprilia, has successfully trodden the fine line between limited-edition and all-new very shrewdly, and the Scura is the latest manifestation of that way of thinking. Because what we have is a bike with all the verve and character of the standard air-cooled, fuel-injected two-valve, 90-degree transverse V11, but with a few tasty extras to make the riding experience just that little bit more accommodating. Yeah, sure, the bike's a new toy, but it hasn't lost sight of its origins.

But, like most things, there's a price to pay for the jump up in class - the Scura, of which only 600 will be produced, retails for $22,999, as against $19,995 for the base model (which, incidentally, has dropped by $1000 since AMCN last tested it over two years ago).

So how does one distinguish the mainstream from the new? Well, the matt black finish does tend to dwarf everything else on first inspection - and certainly makes the bike look much more compact than it actually is.

It's one paint job that does tend to polarise the community - the motorcycle version of Big Brother or John Howard's fashion sense. That's because the persons - both two-wheel aficionados and Joe Publics - whom I conversed with during the bike's stay at AMCN fell straight into the yes or no factions. I'd say it would have been a 50/50 split - but I'm the author so I'll get the casting vote.

I like it, not just because it looks the business, but it's a step back from the everyday. Yeah, I'm already told that Guzzis provide an escape from normality, but what the heck?

Look beneath the aesthetics, and the new technical innovations on the Scura include a single-plate dry clutch, fully-adjustable Öhlins front and rear suspension (including steering damper) and Brembo Goldline brakes. A nutter in the factory has also gone ballistic with the carbon-fibre, fitting it to the tank cushion, front mudguard, ignition guard and instrument panel. It can also be found on the standard muffler, which was sans on our bike, instead fitted with an aftermarket Remus GP silencer - for competition-use only of course.

I'd have to say the uprated suspension does talk a whole new V11 language, because that was probably the biggest beef on the standard bike last time out. As former staffer Martin Port noted: "The combination of a 219kg claimed dry weight, long wheelbase and radical 25-degree rake/92mm trail make for a head shaking ride if the suspenders aren't working together."

And one of the second opinions uttered something about the rear shock being on Viagra. Oh dear.

In 2002, besides a claimed 221kg dry weight in Scura guise and a slightly longer wheelbase (1490mm versus 1471), not much has changed in the geometry department - but the adoption of the new suspenders has made the world of difference.

The shaft-driven Scura provides quite an inspiring ride, with excellent stability and feedback all round - especially from the front end, which was accused of being a little vague in its past life. And there was nigh a hint of a wallow during the whole time I rode it - this is one Guzzi that appreciates a walloping through the twisties, and is well and truly up to the task.

With a relatively short reach to the clip-on handlebars, the trademark V11 comfort remains on the Scura, with just a few vibes through the hands reminding me that I was aboard a Guzzi.

Mind you, the vibes are not intrusive, which in part means that the thick-foam hand grips found on the standard V11 have been ditched. This in turn provides a lot more feel through the entire throttle motion.

As ever, the modular 1064cc push-rod, 1064cc (92mm x 80mm bore and stroke) donk provides useable power through most of the rev range, starting off from about 3700rpm all the way to the high 8000rpm mark.

At highway speeds in top gear, that Scura ambles along at the base of the power threshold, but there's still enough reaction to under or overtake without too many hassles.

Guzzi still claims 91ps at 7800rpm and 9.6kgf-m at 6000rpm for the V11 engine - nothing earth shattering, but Ducati, for one, has proven in SBK racing that horsepower (or lack thereof) is not the sole means to an end...

The Marelli EFI system is excellent, providing a crisp connection between the throttle and rear wheel. On a steady throttle, the bike lumbers along beautifully, even taking into account the traditional lumpy effects of the transverse V-twin engine at lower revs.

The six-speed gearbox (which was all-new on the latest V11) and light-action clutch combine to offer a smooth and progressive ride. The gearbox is excellent, despite the ongoing tendency for the neutral light to play hide and seek. However, more importantly, the gear ratios are well spread, befitting the torquey V-twin powerplant.

The clutch also is lighter than previous incarnations - certainly a better proposition for the urban snarl.

The Brembo Goldline brakes provide more rolling chassis firepower, still gripping 320mm floating discs at the front and a single 282mm rotor at the rear. Dare I repeat the well-worn mantra, but the brakes have got the big three - bite, feel and strength - in their corner, which I suppose is not such a revelation when you consider the hardware on offer.

Add the powerful brakes to a comfy (and wide) seat and re-designed mirrors, the V11 is a much more enticing proposition for a Guzzi enthusiast or someone new to the Italian way of life.

Analysing its major competitors is more of an issue - does the Scura count fellow naked bikes like the Triumph Speed Triple ($15,995) as opposition, or a sportstourer in the Aprilia Falco ($18,975) mould? That's a conundrum, but if you're one of 24 people in Australia who have, or are about to embrace the Scura way of life, that's not really an issue.

Personality is also important, and the Scura has that intangible on its side. At the end of the day, that's invaluable.

Source: BikePoint