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, model maintenance is always a tricky undertaking. It should get better, but not fundamentally different. So the manufacturer of the Moto Guzzi V7 II Special only allowed a few fine retouches. Or not?

The little one is the biggest. Although it marks the lower end of the displacement scale in the Guzzi range, the M.oto Guzzi V7 Special in the favor of the fans right at the front. Or maybe because of that? After all, no other Moto Guzzi model embodies the traditional line of the V2 from Mandello so perfectly, combines charm and sufficient performance. And because it is offered at an appetizing price and, thanks to its 48 hp driver’s license, is A1-compatible, it sold two and a half times as often as the second most successful Guzzi, the Cali 1400, last year.

Moto Guzzi V7 Special and Moto Guzzi V7 II Special in comparison test

Just a few fine retouches?

Moto Guzzi V7 Special missed a makeover. Of course, they don’t come for free. 8,935 euros mean an additional 500 euros for the new Moto Guzzi V7 II Special. But those who see new and old standing next to each other rub their eyes in amazement. Differences? Hard to see at first glance. Possibly a sham package? There is only one thing to do: sit up and try it out. The southern French winter sun laughs. Ignition on. Two indicator lights in the cockpit of the new announce new features. On the one hand, the long overdue ABS is now on board. Furthermore, a traction control. With 48 hp, this is certainly not the most urgent feature, on the other hand: it can’t do any damage either.

The seat cushion now appears tighter

After three or four revolutions of the crankshaft, the predecessor roars with satisfaction while idling. The starter of the Moto Guzzi V7 II Special cranks a little longer, then it joins the bass concert. Even if it is difficult for the eyes and ears to locate changes while standing: once you are on the move, the first differences are quickly apparent.

The seat cushion now looks tighter, which means that the driver no longer sinks in as far. Together with the 20 mm lower footrests, the knee angle is much more relaxed, which makes the seating position on the Moto Guzzi V7 II Special more harmonious and even more relaxed. The clutch, which can be adjusted more precisely, also fits in with this. This is how the charming twin flatters its driver in no time at all. Little Guzzi has always been good at that, now even a little better. Especially since the characterful V2 remained practically untouched. He’s still snorkeling and rumbling to his heart’s content, only now he passes his power on to the cardan via a six-speed gearbox.

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The days of long, doughy switching paths are over

This means that the days of long, doughy switching paths are finally over. The gears can be clearly sorted on the Moto Guzzi V7 II Special over short distances. So – with practically the same overall ratio – the lower three gears are designed slightly shorter. And another gear was inserted between the last two unchanged gear steps. This layout with three wide lower and three closely spaced upper gears is, let’s say, unusual. But the big jump between the last two courses is now shelved.

We are already at the canning point. Because contrary to the first impression, the changes compared to the Moto Guzzi V7 Special are more diverse and far-reaching than it appeared at first glance. Not only is the transmission new, but also the frame. What the driver first notices in a direct comparison when maneuvering, because the turning circle of the new ones has increased by 25 cm. But don’t worry, otherwise the Moto Guzzi V7 II Special is still the good-natured and enjoyable buddy for relaxed tours, waving as always relaxed over winding streets. Despite the slightly increased wheelbase, it can be thrown into the corners with minimal effort as usual, still impresses with its harmonious handling.

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Motor of the Moto Guzzi V7 II Special now installed horizontally

The reason for the new chassis was probably the repositioning of the engine. It is no longer tilted slightly backwards, but is installed practically horizontally. This not only makes the Moto Guzzi V7 II Special look more coherent. This little trick also offers the driver more knee room. In connection with the lower transmission output of the new gearbox, the swing arm is now flatter with a lower articulation angle of the universal joint. Good in terms of wear. And those who give the V2 the spurs will not only take note of the slightly less pronounced cardan reactions, but also that the two-valve engine is still in good voice. Whereby it gets a somewhat harder, more pithy tone under full load from medium speeds. However, he does not allow the full-bodied tones to follow suit.

In terms of performance, it cannot distance itself from its predecessor, and even loses a couple of tenths in pulling through. Which is probably due to the interplay of new rear silencers, the intake snorkel changed due to the new installation position of the engine and the eight kilograms extra weight. Because below 4000 rpm the V7 Due generates slightly less pressure in order to easily outperform the old one from this brand. So the domain of the Moto Guzzi V7 II Special is still enjoyable cruising, accompanied by the flattering Bullern of the V2, which can be enjoyed even more relaxed thanks to the more harmonious seating position. At least as long as the Guzzi has neat road surfaces under the narrow wheels. If the asphalt throws waves, the new suspension struts, which have seven millimeters less suspension travel, react rather stubbornly. In contrast, the simple telescopic fork processes inadequacies in the road surface in a much more sensitive and comfortable manner.

The most important innovation is hidden between the horns

Perhaps the most important innovation, however, is largely hidden between the two horns. The ABS pressure modulator is located there. Despite the four-piston fixed caliper, vehement deceleration has so far not been one of the primary virtues of the individual disc in the front wheel. Just as little controllability and feedback when anchoring on the last groove. Therefore, as is particularly clear in a direct comparison when robbing over a small, dreamy pass road, the ABS is a real asset. Especially since the brakes of the Moto Guzzi V7 Special, newly tuned with modified pads, noticeably increased in effectiveness after a few sharp braking maneuvers.

And where the old Moto Guzzi V7 Special brakes itself with a woody pressure point only a moderate 8.2 m / s² deceleration, the Moto Guzzi V7 II Special decelerates with a decent 9.0 m / s². Or to put it another way: where the new one comes to a stop from 100 km / h, the ABS-free predecessor rushes by at 30 km / h and only comes to a stop four meters later. The gain in braking performance not only pleases veterans, it also makes them even more beginner-friendly. So has she gotten better now? Apart from the bony struts, the finer seating position, the crisper gear changes and, above all, the ABS-equipped brakes speak for the new one. Fans should easily get over the slightly weaker draft. And it’s a simply beautiful motorcycle anyway.

Technical data and measured values

Contrary to the first impression, the changes between the Moto Guzzi V7 Special and the Moto Guzzi V7 II Special are definitely more diverse and far-reaching than it appears at first glance.


  Moto Guzzi V7 II Special      Moto Guzzi V7 Special
type design Two-cylinder four-stroke-
90 degree V engine
Two-cylinder four-stroke-
90 degree V engine
injection 2x Ø 38 mm 2x Ø 38 mm
coupling Single slices-
Dry clutch
Single slices-
Dry clutch
Boron x stroke       80.0 x 74.0 mm 80.0 x 74.0 mm
Displacement 744 cc 744 cc
compression 10.5: 1 10.5: 1
power 35.0 kW (48 hp)
at 6250 rpm
37.0 kW (50 PS)
at 6200 rpm
Torque 58 Nm at 3000 rpm 58 Nm at 5000 rpm

landing gear

  Moto Guzzi V7 II Special    
Moto Guzzi V7 Special
frame Double loop frame
from steel
Double loop frame
from steel
fork Telescopic fork, Ø 40 mm Telescopic fork, Ø 40 mm
Brakes front / rear      Ø 320/260 mm Ø 320/260 mm
Systems assistance ABS, traction control
bikes 2.50 x 18; 3.50 x 17 2.50 x 18; 3.50 x 17
tires 100/90 18; 130/80 17 100/90 18; 130/80 17
Tires Pirelli Sport Demon Pirelli Sport Demon

Dimensions + weight

  Moto Guzzi V7 II Special       Moto Guzzi V7 Special
wheelbase 1450 mm 1435 mm
Steering head angle 62.5 degrees 62.5 degrees
trailing 117 mm 109 mm
Front / rear suspension travel      130/111 mm 130/118 mm
Seat height¹ 790 mm 790 mm
Weight with a full tank¹ 207 kg 199 kg
Payload¹ 194 kg 202 kg
Tank capacity / reserve 21.0 / 4.0 liters 21.0 / 4.0 liters
Service intervals 10,000 km 10,000 km
price 8935 euros 8435 euros
Additional costs 255 euros 255 euros


Moto Guzzi V7 II Special Moto Guzzi V7 Special
Top speed * 160 km / h 160 km / h
0-100 km / h 6.0 sec 5.9 sec
0-140 km / h 12.5 sec 12.2 sec
60-100 km / h 5.6 sec 5.2 sec
100-140 km / h 9.7 sec 8.8 sec
Consumption country road / 100 km 4.5 liters 4.4 liters
Reach country road 467 km 477 km

* Manufacturer information; ¹MOTORWHEEL measurements

Performance measurements


Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EC, maximum possible deviation ± 5%.

Performance measurement

Below 4000 rpm, the new Moto Guzzi V7 II Special has lost a little of its power, which together with the eight kilos extra weight makes it even more cautious. Then there is a strong ascent and it surpasses its predecessor, which also helps it to achieve better acceleration values ​​thanks to the more finely adjustable clutch. In the wild, however, the fact that it does not turn so vigorously at the last 500 rpm is less important.

Translation program


Translation program.

So far (left) the five gears have been spread quite evenly, whereby the jump from fourth to fifth appeared to be quite large in practice. Now the new transmission (right) of the Moto Guzzi V7 II Special combines three wide-spread lower gears with three closely spaced upper gears.

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