Moto Guzzi V9 Bobber Sport vs Harley-Davidson Sportster 1200 Iron

The concept of sportiness of the two protagonists must be contextualized. You do not need a motorcycle expert to know if a Moto Guzzi V9 Bobber Sport or an Aprilia Tuono V4 is more aggressive. You can not doubt either a Harley-Davidson Iron Sportster 1200 or a KTM 790 Duke. However, if we just look at clbadic motorcycles, the discourse changes and the promises suggested by their names take on a different value. The attention can therefore be shifted to the comparison between the two, which have in common many things, starting with a mark, on the tank, full of charm and history. They have a recognizable sound between nearly identical performances, comparable prices. They are single-seater. And their appearance invites, in unequivocal terms, to put in saddle for a nice break.

Indeed, what inextricably links these two movements and differentiates them to the molecular depth of world production is their driving force: the tangible proof that mechanics and magic can coexist. On the paper, the two V – shaped cylinders, one longitudinal, one with respect to the other, are the farthest from the concept of emotion. They have a maximum rotation of utilitarian and mediocre numbers. But put them in motion and you will understand why, like sharks and crocodiles, they live on the earth for millions of years, indifferent to evolution. They are born perfect. They basically have a function opposite to that of any other motorcycle engine. This does not mean that the clbadic phases of suction, compression, blast and discharge are mixed under the fins, but that the pleasure badociated with their use is inversely proportional to the regime. In short, the less we pull the gears, the more we benefit.

To drive an Iron 1200 or a Bobber Sport, is to see a green light in the distance and hope to become orange to have the pretext to stop. Stop: be rocked by the piston slowly and decisively following, gently moving the muscles, bones and heart. To listen to a deep breath and a soft motor voice. To restart with a gas net, log in one after the other with an accelerator rotation not exceeding a few degrees. (DO NOT hit with tibia footrests that appear to be positioned exactly for this purpose, especially on the Guzzi, but this also occurs). The gearboxes are slow and cumbersome, with the movement of the foot, mileage deletions are activated which in turn engage huge gears. But honestly, it does not matter. Most importantly, the fact that the Harley facilitates the search for the crowd in stops; and warm the inside of the legs much more than Guzzi.

To allow people to quickly forget the worst of days in the office, Nostra adds some engaging force to crossing the head of a rocket from that fire. The Iron 1200 comes with an all-in-one delivery. The maximum thrust is in the lower part of the tachometer, so there is no need to tighten the gears. It is more profitable to take advantage of the tail and immediately go to the longest gear, while staying in a range in which the force of the engine is really determining.

A little more than five seconds to go from zero to one hundred is not a flattering result for a motorcycle, but in absolute terms, it means an acceleration with a big decision. Too bad that to make a full rotation of the gas, it is necessary to uncouple the wrist. It is true that a long-term effect on results is measurable over the long term, but it goes beyond reasonableness. For its part, Guzzi has a more traditional progression, with a growing, not decreasing, from mediums and more. That does not make it faster than Harley, it's not, but more fun. It's a bit like a turbodiesel engine compared to an aspirated gasoline: one has a good starting point, the other a better extension.

But that's not the only reason why the V9 is, in between, the best choice for those looking for a clbadic with added pepper. The Harley, between the curves, is … a Harley. More maneuverable than the gigantic travel versions, with more ground light, more aggressive, but still unlikely to give a bolder idea to follow the design of the road with a discreet pace. The front wheel is very far, the bike is very long and a low seat, sophisticated footrests and a high and curved handlebars draw an ideal triangulation for driving and the opposite of driving. He does as little to hide his aversion to speed.

The position on the saddle is such that when we travel quickly, we struggle to neutralize the force of the air acting on the inside of the legs, thus making them wider. And around 130 km / h, platform vibrations are boring. Or better: they are annoying when the engine is in the range of 3,000 to 3,500 rpm, which is the fifth at highway speeds. The brakes do not shine for power. They guarantee decent decelerations, yes, but they do not go further. The truth is that after the first curves confronted with a belligerent attitude and with two or three speeds drawn as it should be, one would think oneself in one of those suspense films where the protagonist, who enjoyed a wonderful ski on tracks wide and sunny, extraordinary landscape, he decided for some reason to slip into the woods off track, get lost in a crescendo of anxiety that culminates with the meeting of a group of hungry wolves.

Instead, Guzzi does not disdain to leave the comfort zone of a quiet walk on Sunday. For dynamic delivery, for efficient cycling and for the best driving position. Between the curves, it moves more like a bad than the custom, or bobber if you prefer. You drive with her. It has a well-positioned handlebars, a narrow waist, platforms that are sufficiently recessed. A triangulation that suggests to you (but it's hardly more than a whisper) to open the knee inside the trajectory. Being agile enough – much more than the Harley but less than if the tires were less bulging – you can sit well, enjoying one fold after another, or with the same ease, jumping from one side to the other. other saddle "bite" changes of direction. Everything is fine Except that, but here we are in an area that does not belong to him, sliding in a corner with the front brake pulled. This is due to a marked recovery effect, which we still believe is the responsibility of the tires rather than the chbadis.

However, the pilot remains very good: a great feeling, a substantial support in the retreat, more than good brakes, a perfect attitude and an appreciable ability to draw narrow trajectories. Like the Harley, although it's not so obvious, Guzzi does not have the sharpest arrow in his bow comfortably. It does not make you want to travel long. The rear suspensions are anything but soft with the back of the driver – a much better treatment than the one proposed by the American, which seems to have been designed by forgetting the existence of bumps, holes, roots that create bumps on the asphalt, etc. say. In addition, the saddle is hard and flat, which does not help to counter the thrust of the air during transfers.