Moto Guzzi V7 III Special in the driving report

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Moto Guzzi V7 III Special in the driving report
Wolfgang Spankowski

Moto Guzzi V7 III Special in the driving report

Moto Guzzi V7 III Special in the driving report

Moto Guzzi V7 III Special in the driving report

Moto Guzzi V7 III Special in the driving report

15th photos

Moto Guzzi V7 III Special in the driving report
Wolfgang Spankowski

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Wolfgang Spankowski

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Moto Guzzi V7 III Stone: The V7 base model is the cheapest Guzzi. It costs 8,850 euros, has cast wheels, does without chrome gloss and the rev counter.

Moto Guzzi V7 III Special in the driving report
Studio pointer

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Smart, no frills, chic. With its classic proportions and spoked wheels, the Baby Boomer-Guzzi knows how to score.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Pretty, new, easy-to-read round clocks with an integrated on-board computer in the speedometer provide comfort for a little shower in the Bergisches Land.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Makes you slim: Longitudinally striped, 21 liter tank with proper knee closure.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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The unchanged cardan looks slim. The simple struts should be able to do more.

Moto Guzzi V7 III Special in the driving report
Moto Guzzi

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Bowing to the ancestors: 1000 copies of the V7 III Anniversario (chrome tank with leather straps, leather seat bench) celebrate the 50th birthday of the ingenious first V7 in 2017

Moto Guzzi V7 III Special in the driving report
Ansgar shivered

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Striking front: chrome manifolds grown to 50 millimeters in diameter.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Wolfgang Spankowski

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Ansgar shivered

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Thomas Schmieder

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report
Ansgar shivered

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Moto Guzzi V7 III Special.

Moto Guzzi V7 III Special in the driving report

Third generation

The facelifted third generation of the Moto Guzzi V7 drives simply and harmoniously. It also celebrates the 50th anniversary of the first production motorcycle with V2 from Mandello del Lario, the V7 in 1967.

It is the year 2017 after Christ. All of Europe is occupied by upgraded, water-cooled big bikes with four valves per cylinder. Whole europe? No! A small, indomitable motorcycle manufacturer from Mandello del Lario doesn’t stop resisting the overwhelming power with charming, natural machines. After all, Moto Guzzi is, alongside Royal Enfield, the only traditional manufacturer that relies absolutely consistently on classic airflow cooling. But life is not always easy for the traders who have to sell Guzzis to men or women. But now, with the Belenus, there are four more arguments to convince newcomers and returners as well as “downsizers” (quote from the press release): The third, 2017 version of the modern V7 series is rolling out in four versions. After all, Guzzi’s best-selling in the now badly thinned-out model range. It proudly spells out the Roman three in the type designation. The M.oto Guzzi V7 III came late, but now it’s here, thank the gods. Driving test is in the Bergisches Land, somewhere between the Roman Limes border wall and the alleged site of the historical battle in the Teutoburg Forest.

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Moto Guzzi V7 III Special in the driving report

Moto Guzzi V7 III Special in the driving report
Third generation

Tank looks rather narrow

The Moto Guzzi V7 III Special looks great. Classic spoked wheels with polished aluminum rims and the stitched, 77 centimeter low bench seat ensure this. Above all, however, the shiny chrome jewelry bewitches in contrast with the fine “sapphire blue” paint. The finish is right, as is the quality of workmanship. Take a seat. The ergonomics fit, the feet rest naturally on the revised notches, the wide handlebars are easy to reach. Park your knees comfortably on the voluminous 21-liter steel tank with stylish rally stripes on top. Optical illusion? After all, the tank looks rather narrow. The entire petite motorcycle should weigh 213 kilograms, that would be six more than before. Not a lot, but not a little either.

Retro? No, authentic

This Italian moment follows the push of the button: You would hear the characteristic 90-degree V2 from dozens of others. Traditionally, it carries an underlying camshaft, bumpers and rocker arms. When idling, the back torque of the longitudinal crankshaft throws the machine with every turn of the throttle grip, as always, first to the right and then back to the starting position. Retro? No, authentic. Since 1967, when the V7 came as an offshoot of the V2 machines developed for authorities, Guzzi has consistently relied exclusively on this concept with a single motor. This is still honest mechanical engineering today. The mechanics ticked happily. When things tick evenly on the left and right, that’s a great feeling on the compact motorcycle. The V2 of the Moto Guzzi V7 III Special thunders almost pithily, not loud, but dull and grown-up. The outer dimensions of the aluminum cylinders and the now 50 millimeter thick, double-walled manifold have increased. Slender used to be. The V9 inherited the shortened engine, only the V7 had smaller pistons with less stroke. You are doing your best.

Reduction to 48 HP possible

The Moto Guzzi V7 III Special takes off gently and runs smoothly early on. You can live well with switching speed 3,000. This power output has a very linear effect, a flat torque curve without great ups and downs. The small block V2, ventilated by a central throttle valve (warmed up, of course) turns bravely into the red area at 6,500 rpm. The reduced centrifugal mass seems to fit. A maximum of 52 hp should now be applied. Exactly as much was the legendary V7 Sport in 1971/72. But while she ran just under 200, Nomen est Omen, the great-grandson lets it be good at 170 km / h. There is also a reduction to 48 hp for novice drivers. The focus here is on enjoyment, not heating. The classic round clocks are a boon: if the speedometer needle is at 100, the sixth has a moderate 3,700 tours. You have to shift down a gear before overtaking. It’s amazingly easy and precise, just like domes. The two-stage traction control is more sensitive than before. It doesn’t get too much to do at 52hp. The on-board computer is more intelligent than any oracle and has loads of information ready. Everything here is wonderfully relaxed and easy, including fast curve swing. Guzzifix.

Tires could be better

Easy going – the old-fashioned tradition applies: nice, round and even pull on the cardan shaft (his reactions are low) to (g) roll around the corner. On narrow tires, the Moto Guzzi V7 III Special hits tight hooks, drives intuitively, handy and well-mannered. And this, although the Pirelli Sport Demon look rather antique: In the classic tire test in MOTORRAD 6/2017, they only came seventh out of eight places. In terms of grip, handiness, but also steering precision and cornering stability, there are better things today with the Teutates. Moto Guzzi saves at the wrong end. Just like with the slack, rustically appealing Kayaba spring struts.

Model variant "Stone" a little cheaper

After all, the 40 mm telescopic fork from the same manufacturer works better. It is not adjustable, as are the two hand levers. Still, the moment comes when you realize that nothing is missing. At least in the many tight curves of the small streets. If a wild boar scurries in front of the front wheel in the forest: The two individual disc brakes, with four-piston calipers at the front, are not angry biteers, but reliable partners with Conti ABS. The Moto Guzzi V7 III Special costs 9,750 euros, almost 1,000 more than the Romisch II. The reduced “Stone” is cheaper: it has cast rims, handlebars, mirrors, exhausts and manifolds painted black. The cheapest Guzzi costs 8,850 euros, with bellows on the fork, but without a rev counter. The sporty “Racer” (red frame, hump seat, clip-on handlebars, Ohlins shock absorbers) and the anniversary model “Anniversario” cost an expensive 11,000 euros. Because it’s not all evening yet.

What’s new?

Engine:

  • Shortened engine reinforced (from the V9) with externally larger, black aluminum cylinders and newly designed pistons and heads, internal friction reduced
  • Conventional instead of Heron combustion chambers
  • Crank drive with lower flywheel; new aluminum crankcase with improved ventilation system
  • Smaller oil pan with better cooling circuit; Splash oil lubrication of the piston crowns
  • New oil pump with lower delivery rate, pressure control valve and oil pump inlet improved
  • Power increase to 52 instead of the previous 48 hp at 6,200 rpm
  • Maximum torque is now 60 Newton meters at 4,900 rpm instead of the previous 58 Newton meters at 2,800 rpm
  • Transmission revised, first and sixth gear reduced
  • New, smoother clutch
  • Thicker, double-walled manifolds with a diameter of 50 millimeters, newly designed silencers with more volume
  • Alternator cover with vent valve
  • New software for Euro4 homologation

Chassis / brakes:

  • Steering head a degree steeper (steering head angle 63.6 degrees) employed and reinforced
  • Ten millimeters more wheelbase (now 1,445 mm), shorter caster (106 mm)
  • The suspension struts are articulated more steeply, suspension travel only 93 millimeters
  • New rear brake pump with integrated fluid reservoir

Bodywork:

  • Redesigned benches and side covers; Seat height now 770 millimeters
  • New driver footrests including bracket; Passenger footrests mounted further to the front and lower; new brake pedal
  • Empty weight increased to 213 kilograms
  • Aluminum tank cap
  • Instruments and indicators changed
  • Welds and paintwork improved

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Used Moto Guzzi V7 III Special in Germany.

When looking for the perfect Moto Guzzi V7 III Special you should quickly find it. The selection is large and used specimens are usually well maintained. A current price comparison on the German used market is available here: used Moto Guzzi V7 III Special in Germany.

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