Moto Guzzi V7 II in the driving report

Moto Guzzi V7 II in the driving report

What happened to the 2015 model?

It looks like it came straight from the early, fun-loving 70s, but the modern V7 only saw the light of day in 2009. In 2012 it was carefully modified, and recently it was given an ABS in addition to a six-speed gearbox . What happened to the 2015 model Moto Guzzi V7 II?

It was a long time ago, the colorful 1970s, when a man wore his hair long, his shirt open and pants tight at the top and flared at the bottom. It was also the time when M.oto Guzzi with the V7 Sport only briefly, but at least had a very serious athlete in the program. And it was also the time when a component usually only had a clearly defined function that was understandable even without an engineering degree. A tank was a tank, a frame was a frame, an engine was an engine. Perhaps that is why the 70s are seen as a time that, apart from a few fashionable confusions, produced well-shaped products.

Moto Guzzi V7 II in the driving report

What happened to the 2015 model?

ABS and switchable traction control

For 2014 the V7 only got a new alternator, in retrospect this can be interpreted as the calm before the storm. Because the 2015 vintage has it all, although the outside is almost unchanged. The most noticeable change in the Moto Guzzi V7 II are the two orange lights in the cockpit. They signal the presence of ABS and traction control (which can be switched off). While the anti-lock device has been in demand for a long time, the question arises as to the need for traction control with only 48 stepped driving license-compliant horsepower.

Well, when accelerating quickly on the partly rather undulating roads in the Florentine hinterland, the little lamp lit up again and again. This can be explained less with an overwhelming power and more with the gimbal-related hardening of the rear suspension, which occasionally causes the rear wheel, with Pirelli Sport Demon tires, to lose grip. The ABS of the Moto Guzzi V7 II, in turn, does its job as you would expect it today: with short control intervals and barely noticeable pulsation in the brake lever.

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The V2 is responsible for pulsing

The V2 is responsible for pulsing. Even if we now know that the legend of the concrete mixer drive is not true, he is a shirt-sleeved guy. Its running culture has just the right coarseness, which makes you likeable, plus the bassy sound that other manufacturers with double displacement cannot manage, as well as the slurping intake noise that makes you suspect that someone has forgotten to install the air filter. The fact that said engine is now four degrees further forward and ten millimeters lower than its predecessor has to do with the second novelty, the completely redesigned six-speed transmission of the Moto Guzzi V7 II.

The spread of the gears has remained the same, it is said, but the gradation has naturally become finer. The real goal, however, was to bring the gearshift travel and precision up to today’s standard. This goal can be regarded as achieved, although our colleagues from Japan will not have sleepless nights. In addition, the switch boxes on the presentation bikes showed clear differences. The Moto Guzzi V7 II Racer could be shifted precisely and with short distances, while with the yellow Moto Guzzi V7 II Stone you had the feeling of stirring in the dough. Although the racer has more potential for error because of the backrest and the redirection.

Racer Edition like an aging diva with too much makeup

The racers in general: While the chrome-plated tank is undisputedly a feast for the eyes, the number plate at the rear and the purple-painted frame look like an aging diva with too much makeup. Thanks to the narrow clip-on handlebars, the driver is stretched far over the tank, turning in requires significantly more physical effort than with the sisters. In addition, the fully adjustable spring struts from Bitubo work according to the motto: hard but warm. On the Stone and Special models you sit much more relaxed thanks to the high tubular handlebars and have a better overview of the game. The Moto Guzzi V7 II Stone has cast wheels in the style of Le Mans 1, otherwise they are technically identical. The Moto Guzzi V7 II Special carries the handlebars, its end weights, the mirrors and various covers in chrome instead of matt black.

All three models are honest, grounding motorcycles in the literal sense of the word. May others be faster, spring more supple, run more cultivated, whatever. From January to October 2014, almost 400 new Guzzists in Germany let themselves be drawn under the spell of the V7. With ABS and the new gearbox, the 500 mark should fall next season. The goal seems achievable, especially since the prices of the Moto Guzzi V7 II, which are currently not yet exactly, should not increase significantly.

Technical data Moto Guzzi V7 II

Moto Guzzi

The Moto Guzzi V7 II is available in Racer, Stone and Special.

Moto Guzzi V7 II

Engine: Air-cooled two-cylinder four-stroke 90-degree V-engine, each with a chain-driven camshaft below, two valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, 2x Ø 38 mm, regulated catalytic converter, 350 W alternator, 12 V battery / 14 Ah, mechanically operated single-disc dry clutch, six-speed gearbox, cardan, secondary transmission.
Bore x stroke: 80.0 x 74.0 mm
Displacement: 744 cm³
Compression ratio: 10.5: 1
Rated output: 35.0 kW (48 hp) at 6250 rpm
Max. Torque: 58 Nm at 3000 rpm

Landing gear: Double loop frame made of steel, telescopic fork, Ø 40 mm, two-arm swing arm made of steel, two spring struts, adjustable spring base, rebound and compression damping, front disc brake, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 260 mm, double-piston floating caliper, traction control, ABS.
Spoked wheels with aluminum rims: 2.50 x 18; 3.50 x 17
Tires: 100/90 18; 130/80 17

Dimensions + weights: Wheelbase 1435 mm, steering head angle 62.5 degrees, caster 117 mm, spring travel f / r 130/96 [111] mm, seat height 790 mm, empty weight 190 [Stone: 189, Special: 190] kg, permissible total weight 401 kg, tank capacity / Reserve 21.0 / 4.0 liters.
Prices including additional costs:
Racer: around 9,990 euros
Stone: around 8,190 euros
Special: around 8990 euros

Used Moto Guzzi V7 II in Germany

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Used Moto Guzzi V7 II in Germany

Thanks to their many versions, there is a very diverse selection of Moto Guzzi V7 II models on the used market. The prices are reasonable and with her you have a real exotic on our streets. Here the price comparison: used Moto Guzzi V7 II in Germany.

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