Table of contents
- Driving report Moto Guzzi V7 More relaxed with thicker cheeks
- Same focus, but more differentiation
- Noticeable extra performance
- No sporting ambitions
- Enjoyment is her thing
New motorcycle items for 2022
Moto Guzzi is significantly up-dating the V7. The 850 twin from the V9 and V85 TT is now used.
The ergonomics have also been adjusted. Now the V7 fits even for guys over 1.90m
In the V7, the new engine develops 65hp and delivers 73 Nm.
Ready to drive, the V7 Stone weighs 218 kilos, the Special five more.
The V7 Spezial shines with fine bi-color paint, lots of chrome and wire rims.
The tank cheeks of the V7 Special with the proud indication of the cubic capacity.
The seating position on the new bench has become noticeably better.
Only in the Special: Classic round instruments with analog scales with a digital substructure.
The Special is available in blue or silver …
… and costs 10,100 euros plus additional costs.
In contrast to the cheaper Stone, the Special comes with a halogen headlight and the analog double clocks.
The Stone, on the other hand, can use LED lights …
… and carries a digital single instrument as a cockpit.
Price for the Stone 9,100 euros, plus utilities
The differences to the Special are still the matt lacquers …
… as well as the cast rims instead of a spoke.
The frame is also new for all V7s. It is stiffened in the steering head …
… and the longer struts are a bit flatter.
The driving dynamics also bring a lot, but the Guzzi retains its cozy character.
However, there is no slanting …
… only the soft basic set-up nips sporting ambitions in the bud.
The V7 Stone is also available in a matt orange.
The engine parts and exhaust system of the Stone models are black.
The matt-silver fabric variant of the Stone with the green side covers and front fender makes a difference.
This is how the new, brown bench comes into its own.
With the larger engine and 65 hp, the Guzzi V7 now joins the equally powerful Street Twin of the T100 from Triumph.
The new LED headlight that adorns the Stone versions has become really chic.
The Stone is also exclusively reserved for the individual LCD display with digital displays.
The third color variant of the Stone is a matt black.
All three versions of the Stone cost 9,100 euros, plus additional costs.
Driving report Moto Guzzi V7: More relaxed with thicker cheeks
Driving report Moto Guzzi V7
More relaxed with thicker cheeks
The V7 has been in the Moto Guzzi range since 2008. To ensure that it stays that way in the future, the Italians have given it a fat update for 2021 – from the engine to the chassis to the design. What can it do? Impressions from the presentation around Rome in Italy.
For Guzzi this is V7 a special motorcycle. In 1967 they built the first version of this type, which was a novelty with a large-volume V2, which had long been installed facing the direction of travel, between the frame tubes. A drive concept that has shaped the Italians to this day and that of course also provides propulsion in the V7, which was brought back onto the market in 2008. Whereby it must be clearly stated: the 750 cubic twin with its less than 50 hp was more of a comfortable companion than a brisk forerunner. Even the slight extra horsepower of the V7, which was revised again and again until 2017, did not change anything. Nevertheless, the Piaggio superiors should have flicked a smile or two on their faces at the sales figures for this Guzzi model, after all, with the classic, depending on the type also slightly cross-eyed design of the V7, they pretty much met the taste of many Italian motorcycles Fans.
Same focus, but more differentiation
Little will change in this pure motorcycle look in 2021 either. However positioned Moto Guzzi the two available V7 variants Special and Stone are now more clearly defined, they are a little more differentiated from each other. With glossy wire rims, chrome-plated exhaust, many shiny metal surfaces and two classic round clocks for speed and speed, the 10,100 euro special is more appealing to retro lovers, while the matt lacquered Stone with its lighter aluminum rims, the LC display, full of LED Lighting and less optical blink-blink ingredients for 9,100 euros naked bike purists want to win over.
Noticeable extra performance
Both have in common the new, exactly 853.4 cubic, air-cooled V2, which is derived from the drive of the V85 TT. The new engine boosts the power to 65 HP (previously 52 HP). And these multi-horses do the V7 really well. While she was already on the verge of lethargy in some moments, the new, bigger drive shows a completely different drive. As soon as the 2,000 mark is visible on the rev counter, the two-cylinder marches forward with a strong pulse, feeling really good between 3,000 and 5,000 revolutions. Thanks to the extremely smooth operation of the clutch and the ability to change gear with great precision, it is not difficult to keep the drive always within its comfort zone. It turns even higher, the rev limiter only intervenes at 7,200 rpm, but the V7 engine runs out of breath at the top.
No sporting ambitions
He feels much more comfortable when he is allowed to keep the V7 driver happy at medium speeds with lots of torque. This is an excellent way to glide over the often bumpy streets around Rome, which Guzzi selected for the presentation. However, one should not equate the new vigor with sporting talent. Basically, the new V7 remains an easy-to-use companion for every day, a good friend on two wheels who has shaken off some rust, but is still not a well-trained decathlete on the parquet of the curvy tar belt.
In addition to the lack of sporty ambitions of the engine, this is also due to the chassis. Here, too, Guzzi has lent a hand. The steering head area is now stiffer, the rear tire has grown to 150 mm wide, the stereo dampers are flatter between the swing arm and frame and now have 120 millimeters of spring travel. Previously, nine centimeters had to be enough. This helps the new V7 to have a more reliable, more stable driving behavior, but its strength continues to be called comfort. Forks and struts in the rear like to use large parts of their suspension travel quickly and effectively, effectively cushioning hard hits. However, there is no feedback for bold turning, the generally soft coordination does not help here. The same applies to the single-disc brake at the front. She wants to be pulled with a firm hand and actually always at least three fingers, grips with a lot of lever travel (the hand lever, like the clutch lever, is not adjustable) rather reluctantly. Good on the other hand: The ABS regulates safely, with fine, barely noticeable impulses.
Enjoyment is her thing
No, sport is not for the V7. Better to relax on the now higher bench, which is still as comfortable as the sofa at home even after a full day’s driving. Thanks to the slightly thicker padding, the knee angle is noticeably relaxed on the V7, and even tall people no longer hit the engine cover with their knees. At most, the kink in the tank, which is executed with curved-round transitions, still bothers. Otherwise, feel good on the V7. The feet are placed on the relatively far forward and now completely vibration-decoupled footrests, the hands casually stretched to the comfortably wide handlebars and your own motorcycle experience is set to enjoyment. Already everything fits and with the new V7, the footrests that touch down here and there don’t bother too much. The V7 can fold really well in a sloping position, neither nervously nor stiffly. It just wasn’t supposed to be too sporty, but we already had that.
Above all, the larger, new engine frees the new V7 noticeably from the “lame duck image” its predecessor, although its strength is still rather calm, relaxed gliding on the wave of torque. The latest version of the V7 prefers to leave speed and dynamism to others. But as the previous models have already shown, this recipe doesn’t have to be bad.
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