EDIT: added pix 
A few people have asked how I like the new Guzzi so in my typically economical use of the English language, I’ve summed it up in a 60,000 word Comparo of sorts; "999 versus V11: Clash of the Italian Twins" So pull up a beer and open a chair; we’re takin’ the scenic route…
2004 Ducati 999, 2002 air-cooled Moto Guzzi V11 Le MansAfter logging 400 miles on the Guzzi V11, I thought I'd share some random observations. First, let's lay some groundwork: both bikes have 90 degree V-twins with roughly the same displacement – 999cc vs. 1064cc; both have dry, multi-plate clutches; both have their own distinctive sound; and both are monumentally sexy.
Now to the differences: Where the 999 has four valves per cylinder opened and closed by trick Desmo technology; the Guzzi gets by with push-rod actuated valves, two valves per cylinder. The benefit of push-rods are that they're "tried-and-true" technology (although most experts prefer the term “ancient” since this technology is believed to have been employed in the siege machines of Troy). Another factor in their favor is they’re cheap and easy to maintain.
With regard to power delivery, the Ducati has useable torque over most of the rev range. But the Guzzi motor doesn't even
start developing torque until you're at 6 grand. Yellow line is at 7,000 rpm and the engine redlines at 8 (and whaddaya know, it's got a yellow mark and red mark indicating all that ON THE TACH!) Horsepower at lower engine speeds is rather anemic compared to the Duc – the Guzzi being merely adequate for around-town cruising. But if you've got some open road and rev the snot out of it, the V11 will rip your arms off in a fearsome explosion of mechanical glee.
Guzzi TachAnd, unlike every other V-twin motorcycle in the known universe, the V11 has its V-twin mounted
transversely inside the bike’s frame - trademark Guzzi stuff. By doing it this way, the crankshaft goes straight out the back of the engine case at the base of the “V”, through a gearbox lump, then sprouts a drive shaft that's on to driving one really big, enclosed gear contraption in the hub of the rear wheel. That the spinning driveshaft itself has two really cool and menacing exposed u-joints like you'd see on a dump truck is an added bonus that Moto Guzzi gives you absolutely free.
Air-cooled V-Twin, right side barrel. Note round, Aft drive shaft u-joint inside and to the right of the rear wheel
dry clutch cover, front of motor.All of that then brings us to chain driven Ducatis vs. the shaft drive Guzzis. The theory of shaft drive, as I vaguely understand it, is to provide the owner with less maintenance, better durability and parts longevity. The shaft drive system is mostly enclosed (except as noted above), thereby not affected by external factors like moisture, mud, and other miscellaneous forms of road contaminants. The big negative to shaft drive is that under hard acceleration, the rear wheel feels like it wants to launch itself to the right before it gets back down to the actual business of propelling everything in the expected
forward direction. From a riders point of view, this momentary "
WTF?!?" as you note all the objects perpendicular to your intended path - like light poles - is a very unusual feeling that has taken some adjustment.
Shaft drive hub The next major difference between the two is shift action. Ducatis in general are very easy to shift smoothly; blasting through the gears on the 999 is stunningly quick - kind of a fire-and-forget operation that uses very little brainpower. With the Guzzi, though, you've got to really work to make smooth shifts. There’s this kind of, “one one-thousand, two one-thousand” time-frame required to get things meshing properly. And that's just on the UPSHIFTS! Downshifts are voodoo science. To me I guess it just feels like the flywheel and all the reciprocating parts inside the motor must be made from ground up battleships. And you ain't stoppin' that kind of mass in milli-seconds just for the trivialities of changing gears.
So! desmo motors vs. push-rod relics, chain vs. shafts… all that’s left now is handling. While the Duc has the Guzzi's drivetrain beat, the V11, believe it or not, wins in the handling department
on a day to day basis. The Guzzi weighs about 520 pounds, which is... probably a lot more than the 999. But with the V11, all the weight is carried down low so it’s very easy to maneuver at slow speeds and absolutely kicks ass in high speed direction changes (like S-bends); the big brute is positively flickable
And it all gets done with off-the-shelf components; Marzocchi fully adjustable front forks and a horizontally mounted, fully adjustable White Power rear shock.
Horizontally-mounted rear shock and remoteIn the end, both Italian twins are very high-strung thoroughbreds. The harder you push, the better they get. Both the 999 and V11 have provided me with miles of smiles and a ridiculous amount of fun. The way each bike gets you there though is the difference between night and day... Classical and Bluegrass; Post-Modern and Baroque; the difference between a scalpel and friggin' battle axe
