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• Underpowered? Oh nonsense!
• Comfortable at 1.89 meters on the Moto Guzzi V7 II
• Well-coordinated injection electronics with smooth throttle response
• Always predictable and wonderfully neutral
• opinion

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Moto Guzzi V7 II Special

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The Moto Guzzi V7 II Special is not a marketing product of the rampant retro wave, …

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… but basically its V2 still completely the same.

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A treat for the eye: the classic cockpit with round clocks. The control lamps for ABS and traction control are new.

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Snappier and more transparent: thanks to ABS, sharper brake pads now grip.

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Inconspicuous: The compact pressure modulator of the effectively regulating ABS from Continental is mounted behind the Lima regulator.

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The new six-speed gearbox pleases with impeccable operability. The transmission output is now five centimeters further down, with a smaller articulation angle of the cardan universal joint. The ABS brake lines to the foot brake are clearly visible here. But not that the engine was tilted four degrees forward

Moto Guzzi V7 II Special in the driving report

Underpowered? Oh nonsense!

Content of

A Moto Guzzi V7 certainly does not have to be blamed for a lack of authenticity. This also applies to the recently thoroughly revised version, the Moto Guzzi V7 "Due" Special.

Nobody made me do it. Neither the boss nor a tight schedule are to blame for my clammy fingers and the runny nose behind my visor. Nevertheless, when the temperature is just above zero, I sit on the motorcycle instead of at the cozy coffee table. Because I wanted to. And for days I have even been riding the “new” M.oto Guzzi V7 II was happy. There must be something about the best-selling V2 from Mandello that I keep seeing it in the garages of even sworn scrap metal riders.

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Moto Guzzi V7 II Special in the driving report
Underpowered? Oh nonsense!

Moto Guzzi V7 II Special at first glance: It looks especially great as a “Special”. And very authentic, which it is. Because the V7 “Due” frame, which has only just been thoroughly modified, is still buzzing with that “small” Guzzi drive that had powered the V35 / V50 models from 1977 onwards.

This is what distinguishes the Moto Guzzi V7 II, which is deeply rooted in the past, from most of today’s retro bikes. Although the current V7 has nothing to do with the legendary ancestors from the early 1970s, except for the name and design of the tank and seat. No matter, the overall package is consistent. And now also fits taller Guzzisti with the “Due”. Because the footrests could be placed 25 millimeters lower due to the changed installation position of the engine. The V2 is now no longer inclined slightly backwards, but practically horizontal and one centimeter lower in the newly designed chassis with the beams extended from the steering head. Together with the completely new six-speed transmission, the transmission output of which has been lowered by five centimeters, the V7 II looks even more pleasing.

Comfortable at 1.89 meters on the Moto Guzzi V7 II

More space in the knee area and a more relaxed sitting position are the result of these changes. Even with my 1.89 meters, I don’t feel out of place on the delicate machine. However, I would have liked to put the footrests ten centimeters further back so that I could better support myself against the wind pressure. After all, there is enough space on the Moto Guzzi V7 II Special, and sportier pegs can be found in the extensive range of accessories. However, adding them will likely require more effort than before because the brake lines of the new ABS also have to be lengthened. The target group of newcomers and those returning to work will certainly welcome the anti-lock device that is now in place, as will the seat height that has been lowered by a few millimeters. For my taste, however, the comfortable seating furniture is aesthetically missing a few centimeters of upholstery volume to better harmonize with the beefy tank and the massive rear fender.

The drive of the Moto Guzzi V7 II cannot be blamed for a lack of harmony. On the contrary. A quick push of a button is all it takes, and thanks to the injection, the V2 immediately sucks out of the two chrome-plated silencers with a robust idle. That was the case before. What is unusual, however, is how easily and precisely the aisles can be sorted over short distances. In this respect the new control box is actually a big step forward. At most, the gradation of the six gears seems a bit strange, because the last two are very close together, although the overall gear ratio is almost identical to that of the predecessor. The question of sense or nonsense of this interpretation no longer arises to me after stepping through it twice. The fact is that no Guzzi gearbox has been as fun as this one. This could even be increased in the future because the Guzzi developers justify their decision to redesign with significantly improved stability at higher engine outputs. Which is why this transmission is to be used in other models in the foreseeable future – hopefully one day in a modern 850 Le Mans!

Well-coordinated injection electronics with smooth throttle response

Until then, 48 hp must be enough for the Moto Guzzi V7 II Special. Not only beginners can cope with this reluctance, but also old hands. I succumbed to the cultivated charm of the V2 after just a few kilometers of winding country roads. Because it puts so much pressure in the low rev range that despite the manageable range of services on such routes, the feeling of under-motorization never arises.

So I let myself drift along the smallest fictional streets, switch to 3000 tours and enjoy the beefy character of the Moto Guzzi V7 II Special. Their comfort range extends up to around 5500 rpm, it doesn’t have to be more than that, even with brisk cornering. Slight pulsing under load and the subtle banging warm my mind, although the ear drum massage is not quite as intense as I had hoped, because the chrome bags filter out the bass quite effectively. This is compensated by the well-coordinated injection electronics with gentle throttle response and an exemplary mass balance in the often used area of ​​the country road limit. At 100 km / h and a constant 4000 rpm in sixth gear, the Guzzi two-valve engine purrs along with almost no vibration. It is remarkable what can be gotten from such an old construction through constant fine-tuning. Especially since the Guzzi-V2 in its current expansion stage has lost none of its independent character despite its fine manners.

I am happy to forgive the engine Methuselah that it runs out of air at high speeds. Who has been rushing along monotonous federal highways or motorways for a long time? Just. Once I drove the speedometer needle of the Moto Guzzi V7 II Special up to the 160 mark – as a tester you want to know how things are going with driving stability. With the exception of my blue lips and the hardly noticeable frost fingers, I could not find anything negative.

Always predictable and wonderfully neutral

So quickly back to the Winkelwerk, the actual area of ​​the V7. Despite the weight increased by eight to a measured 207 kilograms, the new one has lost none of its lively nature. The narrower and curvy the stretches, the more comfortable she feels. A short, determined impulse is enough and the Moto Guzzi V7 II Special folds down willingly, but always remains predictable and wonderfully neutral. This harmony is a pleasure for beginners and makes experienced people quick who can hit the targeted lines with little effort – wonderful!

The brakes of the new Moto Guzzi V7 II go along with the brisk pace, convince with increased vehemence and transparency. ABS is a reliable partner that only intervenes when things get really tight. It’s just a shame that the suspension doesn’t quite hold this level. While the non-adjustable fork still responds quite well despite the low temperatures and has sufficient reserves, the spring struts, which can only be adjusted in the preload, dry asphalt warps in my back.

Perhaps the tight tuning was chosen to minimize gimbal reactions. That would not have been necessary with the new Moto Guzzi V7 II Special, because the shaft drive works inconspicuously in the best sense. This is one of the reasons why I remember the V7 “Due” as a small highlight. I had so much fun with the nimble Guzzi and her beefy V2 that I would go on a date with her again at any time when the temperature was more pleasant – quite casual, of course!

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Technical data Moto Guzzi V7 II Special

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