But the main event on the Breva V1100 is the completely revamped V-twin engine, in which 80 out of the 170 components are all-new, according to Fioravanzo. Designed by Guzzi engineer Antonio Zocchi, the new motor is positioned horizontally in the chassis, rather than tilted to compensate for the drive shaft, and is rubber-mounted, so even if the muffled single silencer never lets you forget what you're riding, there's no undue vibration of any kind. It pulls cleanly away on part-throttle from a 1200-rpm walking-pace trickle, and you can gas it wide open from 3000 rpm upward with zero transmission snatch, making this an easy bike to ride in traffic. However, you do have to change gears quite a bit more on the Breva V1100 than on any previous Guzzi V-twin. Gone is the tractorlike torque of all previous transverse V-twins, whose stump-pulling grunt made using the gearbox an option. Instead, while the Breva pulls cleanly off at just more than idle, it has a flaccid midrange that asks you to work the gearbox hard to keep the engine running at 4500 revs or higher-any lower than that and acceleration is leisurely rather than irresistible, relaxed rather than purposeful. Up high, however, the engine delivers, encouraging you to flirt with the 8250-rpm rev limiter to really make some motion-an alien concept on other two-valve Guzzis, more a four-valve thing.