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 Novel three in the type designation. Tea 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.
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 turns. 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 cape
- Instruments and indicators changed
- Welds and paintwork improved
Moto Guzzi V7 III special offers in Germany
1000PS marketplace app
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.
Related articles
-
Moto Guzzi V9 Roamer and Moto Guzzi V9 Bobber in the driving report
Moto Guzzi V9 Roamer and Moto Guzzi V9 Bobber in the driving report Classic or beefy With the V9, Moto Guzzi continues its good mood course and brings…
-
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…
-
Moto Guzzi V7 Special and Moto Guzzi V7 II Special in comparison test
Moto Guzzi V7 Special and Moto Guzzi V7 II Special in comparison test Just a few fine retouches? With successful models like the Moto Guzzi V7 Special,…
-
Moto Guzzi Sketch Bikes: V7 III special series for Switzerland
Moto Guzzi Sketch Bikes V7 III special series Special models for Switzerland The Swiss Moto Guzzi importer has launched three special series based on the…
-
Ducati Scrambler Classic, Moto Guzzi V7 II Scrambler and Triumph Scrambler in comparison test
Ducati Scrambler Classic , Moto Guzzi V7 II Scrambler and Triumph Scrambler All just show? What are scramblers? The predecessors of enduro bikes at the…
-
Indian Chief and Indian Chieftain in the driving report
Indian Chief and Indian Chieftain in the driving report The new chiefs among the cruisers? The glorious Indians are back! The Polaris group breathes new…
-
Moto Guzzi V7 Stone, Special and Racer tests: authentic ! A true monument in the history of Moto Guzzi – even motorcycles at all! -, the V7 range is…
-
In the studio – Moto Guzzi Condor
In the studio – Moto Guzzi Condor The high flyer Content of With an exquisite 500cc production racer, Moto Guzzi pursued two goals in 1939: firstly, the…
-
Moto Guzzi V7 II Special in the driving report
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…
-
Driving report BMW K 1200 GT The third in the league The K 1200 GT is the third model in BMW’s new four-cylinder range. At the same time, alongside RT…
Related articles
-
MotoGP – Malaysian GP – Qualifying: Pedrosa on pole at Sepang –
Moto Guzzi V9 Roamer and Moto Guzzi V9 Bobber in the driving report Classic or beefy With the V9, Moto Guzzi continues its good mood course and brings…
-
MotoGP – Malaysian GP – Warm up: Yamaha tastes in Sepang –
Moto Guzzi V9 Roamer, Triumph Street Scrambler and Yamaha SCR 950 Retro classics in a comparison test We were promised sun. However, the three…
-
MotoGP – Malaysian GP – Free 3: Pedrosa flies over practice –
Moto Guzzi V7 in the driving report A bike for the heart In 2008 Moto Guzzi launched the successor to the legendary V7. The bestseller has now been…
-
Concept comparison Enduro versus Tourer Much thick It has been on the market for almost ten years and is still setting the standard for tourers: Honda’s…
-
MotoGP – Malaysian GP – Free 2: Pedro gives everything to Sepang! –
Moto Guzzi V9 Bobber Sport (2019) Guzzi single-seater with dragbar handlebars The V9 series is expanded to include the Moto Guzzi V9 Bobber Sport . It…
-
MotoGP – Malaysian GP Statements and Analysis MotoGP – Hot and cold in Sepang …
Compressor Vespa GTS 300 in an individual test The power Vespa Vespas are usually considered chic and cute. You should forget that with this strong and…
-
MotoGP – Moto GP Italy FP3 practice: Lorenzo checks the Honda –
Test: Schreiber-Honda Hornet 600 Scribe Honda Hornet 600 happy of Who wants to be beautiful must suffer. This truism also applies to the Schreiber-Hornet…
-
MotoGP – Malaysian GP – Moto 2: Bradl will have to wait for Valencia –
Moto Guzzi V7 Special and Moto Guzzi V7 II Special in comparison test Just a few fine retouches? With successful models like the Moto Guzzi V7 Special,…
-
MotoGP – Nicky Hayden replaces Dani Pedrosa for Australian GP MotoGP – HONDA occasions
Chopper from Triumph , Harley Davidson, Kawasaki and Honda put to the test Comparative test of mid-range cruisers up to 9,000 euros In the cruiser field,…
-
MotoGP – MotoGP Sepang tests – D3: Rossi ahead despite his tires –
Ducati 750 Sport, Laverda 750 SF and Moto Guzzi 750 S in comparison test The race of the two-cylinder: Guzzi, Laverda and Ducati in comparison Content of…