Until fairly recently leading European manufacturers such as BMW and Moto Guzzi were best known for big machines, while Japanese makers have offered machines of every size for decades. In Europe it dawned belatedly that, if you provide an entry-level machine, the chances are that the owner could later upgrade to one of your larger offerings.
BMW's single-cylinder F 650 is a novel design breaking decades of tradition. Moto Guzzi, best known for its big vee-twins, is more conservative but also appreciates the need for an entry-level bike. Now, a 750cc machine is not a small bike, but against the 1,100cc Moto Guzzis it can start to win adherents.
Those of us who have owned and ridden any of the 1,000cc and larger Moto Guzzis will know that these big twins, with their substantial torque, convey an impression of being on steroids. Sadly, the Moto Guzzi Breva 750 ie is so softly tuned that, for all a claimed 112mph maximum speed, you might think it had been taking Prozac.
The Breva 750 ie is designed to be Moto Guzzi's entry-level machine. In Britain it has proved to be such a success that a similarly styled 1,200cc version was quickly introduced.
The Breva is a "naked" machine, compact, light and even, to attract women riders. It can be fitted with a specially designed low, or as Moto Guzzi says, "lady" seat.
Design is modern. It's a machine that looks to be well laid out and well made. Indeed the standard of finish is far above what Moto Guzzi produced for so many years.
The conventional, upright riding position is comfortable and makes for a high degree of stability in slow, urban traffic without compromising its nimbleness on the open road. The Brembo brakes are powerful and proved smooth, progressive and fade-free during our test ride though the Welsh mountains.
Gearbox and clutch have been completely reworked resulting in smooth, quiet changes. The low screen, however, is more cosmetic than effective.
The LCD instrumentation is clear and red back lit.
Fuel injection has made a big difference to this 750cc power plant. Delivering smooth, progressive power under all conditions, from hot and cold starting to acceleration and maximum speed. Despite this, we felt that it seemed rather gutless compared to many other machines of this capacity.
Against that, the low centre of gravity and seat height make it ideal in slow-moving traffic with good low down pulling power.
It gives a very un-intimidating, vice-free ride which novices will appreciate. However, more experienced riders would soon be looking to something more in the Guzzi tradition of big bore power and 'grunt'.
Compared to other, larger Moto Guzzis which we have ridden, and owned, it struck us as rather dull. No basis for a long-term relationship.
This soft-tuned V-twin engine and the sturdy shaft drive layout should mean that this machine will last a lot longer than many of its higher revving, higher performing competitors. It's not a machine that would appeal to those seeking the performance of a Suzuki GSF600 Bandit, or Hondas CB600F Hornet.
Rather, as intended, it will appeal to those looking for a first big bike as well as for those coming back to motorcycling and not looking for very high performance. But it lacks that all-important sparkle that is the essence of a motorcycle. It does follow the Guzzi V-twin, shaft drive formula.
It does do all that it claims to do, and does it well. But, for those to whom Moto Guzzi is synonymous with a spirited shire horse, it would be a disappointment.
By way of comparison, Honda's 500cc CX, a water cooled, shaft-drive, V-twin of the late 1970s and early 1980s, could have the Breva 750 ie for breakfast despite having 250ccs less capacity.
That it has proved popular in Britain is, in part, due to its forgiving nature, frugal thirst, maintenance free shaft drive and relatively lower insurance rating.
Here, with the additional penalty of €1,094 of VRT, it is probably not the most attractive proposition.