Moto Guzzi V9 test

Menus

• Roamer vs. Bobber: quite a movie !
• The two-headed eagle !
• Discovery
• In the saddle
• In the city
• On the road
• Motorway and expressways
• Braking
• Consumption
• Comfort / Duo
• Convenient
• Conclusion

Roamer vs. Bobber: quite a movie !

The two-headed eagle !

Faced with the rise in range, displacement and power of competing models in the neo retro motorcycle segment, Moto Guzzi had to react. Mandello’s eagle is therefore launching a brand new motorcycle, the V9, available in two versions: Roamer and Bobber, that we were able to discover on the shores of Lake Como ….

Discovery

The Roamer claims to be from Nevada in the role of the elegant and universal custom (according to Moto Guzzi), while the Bobber would be "the daring and essential soul of the V9".

Equipped with the same engine and chassis base, these motorcycles are distinguished mainly by the size of their front wheel: 19 inches and 100 mm wide tire for the Roamer; 16 inches and 130 mm tire for the Bobber.

We quickly notice other differences, such as a noticeably taller handlebars and saddle on the Roamer, a black anodized exhaust line on the Bobber rather than chrome, as well as a shorter rear fender..

Each has the same 15-liter “water drop” reservoir, identical suspensions and brakes, the same multi-spoke alloy rims, metal mudguards, forged aluminum footrests and lightweight aluminum side covers. The build quality and the level of finish are very good, although we can still see a few poorly concealed wires here and there, or an ABS unit still too visible in front of the engine.

As usual, an imposing transverse twin sits at the heart of these motorcycles, with its large bowls emerging from either side of the chassis, cylinder heads pointed skyward. This is a brand new engine, not a bored V7 engine. The latter, initially based on that of the V65, having already reached the maximum possible bore dimensions. Moto Guzzi therefore took advantage of the need to comply with Euro 4 and increase in displacement to develop this new engine, heir to the house tradition, but modernized and improved in various ways. This 90 ° V-twin retains its authenticity, however, with air and oil cooling. The aluminum engine block is stiffened at sensitive points. It receives a crankshaft calibrated so as to promote the liveliness of revving, while preserving good engine braking in deceleration..

The internal lubrication system is improved by the use of a less power-absorbing oil pump and new piston cooling nozzles, with control valve and flow management. A ventilation system also limits pumping losses in the combustion chamber. The distribution remains controlled by a system of rods and rocker arms, still with 2 valves per cylinder, but now inclined in the cylinder head (parallel on the V7 II). A dry single-disc clutch with a diameter of 170 mm, on the other hand, allows power to be transferred smoothly, while minimizing the effort required on the lever.

The V9 also has a new six-speed gearbox, with an overdrive sixth gear, as well as a final drive using a new larger-sized offset double cardan shaft and new bevel drive. The engine management electronics are also evolving, with a new box. Result, this 850 cm3 unit develops 55 hp at 6250 rpm and 62 Nm of maximum torque at 3000 rpm, ie 7 hp and 3 Nm more than the V7 750. An A2 version (48 hp) will of course be offered. to young people allowed. As on the latest V7s, a two-stage traction control system is included as standard.

On the chassis side, the V9 benefits from a new double tubular steel cradle frame, with a reinforced front part at the level of the steering and a geometry allowing better distribution of the masses and maintaining good agility. This despite the adoption of a wider rear tire (150 against 130 on the V7), which required modification and reinforcement of the swingarm. The caster angle of the V9 is therefore more closed (26.4 °) than that of a V7 (27 ° 50 ‘), for a caster of 125.1 (Roamer) or 116.1 (Bobber) depending on the front wheel diameter. The suspensions would also be improved, as would the braking, provided at the front by a simple 320mm disc clamped by a Brembo caliper with 4 opposing pistons and assisted by a two-channel ABS system..

In the saddle

Our test of the new Moto Guzzi V9s takes place as often from the factory in Mandello del Lario, on the shores of Lake Como. A swarm of Roamer and Bobber awaits us quietly in the backyard. The format of this presentation promises to be very short, which will not leave us much time to discover these new features..

Passing quickly from one to the other, we quickly perceive their differences, starting with a riding position a tad more comfortable on the Roamer, whose handlebars higher and back and the better padded saddle are automatically more welcoming.

On the Bobber, the seat comfort is much firmer and the riding position tilted more forward due to the more distant "flat bar" handlebars. The saddle height differs only by 5 mm (from 785 to 780mm), a driver of 1m70 can easily put both feet on the ground when stationary on each.

On the other hand, all riders will have their shins very (too) close to the cylinders on either of these motorcycles, which will force them to move back slightly towards the rear of the saddle in order to avoid unpleasant contact with those. – here at the passage of a pothole or a protruding connection. In doing so, the short space allotted to a possible passenger is reduced even more, practically pushing the latter out of the saddle. A bit tight, especially since this passenger only has a saddle strap or has to hug the rider for support, with the addition of the footrests high enough perched. A lonely macho motorcycle this new V9 or on the contrary a way to promote couples ?

The cockpit is minimalist, with a single analog tachometer with a multifunction digital dial and a few indicator lights (reserve and injection indicator light, in particular). A control located on the left stalk allows you to scroll through the information provided by the on-board computer (gear indicator engaged, traction mode chosen, odometer, 2 trips, travel time, exterior temperature, average and instantaneous fuel consumption , clock). To the right of the turn signal control, a button allows it to change the traction control mode with a single touch. On the right handle, we find the ignition switch, starter and warning.

On the other hand, no levers adjustable in spacing, or standard windshield on these motorcycles. Some will protest the need to acquire an optional lockable fuel cap, absent as standard.

The V9s, on the other hand, have a coded key immobilizer system and we will appreciate the presence of elbow valves when inflating their tires, Continental Milestones for the Bobber, Pirelli Sport Demon for the Roamer. The mirrors for their part offer a good rear view and are easy to adjust..

In the city

Contact, starter, the Moto Guzzi twin visibly pulls the battery well to launch its large bowls and come to life. Without being as pronounced as on previous models, the reversing torque characteristic of this engine architecture is still there, as well as some residual vibrations that are difficult to contain. It is enough to give a few gas strokes in the vacuum to feel the phenomenon. The exhaust sound is also typical, although increasingly diminished.

Passing the first, we also find ourselves on familiar ground, a dry and very loud click marking the locking of the report. The clutch control is actually not too hard and the V9 takes off smoothly on a trickle of gas.

Second, third, fourth, each upshift or downshift generates the same sharp snap. At least we’re sure we’ve locked the report properly. The gearbox staging is adapted to evolutions in the city, the engine being moreover very flexible and permissive, accepting to cruiser under-revving from 2000 rpm on the last report, even from 1500 rpm if we put the gas back on. very gently. Only the somewhat long selector travel tires in the long run if you prefer to change gears regularly rather than take advantage of the generous torque of the twin at low revs by staying in the same gear as long as possible. There is still a slight transmission jerk when accelerating or decelerating, but nothing really disturbing and typical of a cardan drive.

With the Roamer like the Bobber, handling in this urban context is excellent. Both are very stable in line at low speed and have a fairly short turning radius which facilitates impromptu U-turns and maneuvering between cars in congested areas. Nothing like it in Mandello del Lario where the traffic is perfectly fluid.

On the road

We go slowly behind our guide towards the first photo spot on the shores of the lake. As you pick up speed, the stability remains good, but there are small differences between the two V9s when entering a curve. With the Roamer, we feel more liveliness and a slight inertia of the front wheel when entering a curve, while with the Bobber we have the impression that the bike engages in one block, more round and progressive, with a little restraint. An effect obviously due to the size of the wheels, but also to the width of the tires, smaller and wider at the front on the Bobber.

On the Roamer, our hosts have installed a smartphone (IOS or Android) to show us their optional MG-MP multimedia platform. Connected to the system via Bluetooth, the iPhone displays a large amount of additional information in real time via a dedicated application. You can thus decide to display as desired: tachometer, vehicle tilt angle, instantaneous torque and power values, average and maximum speed, average consumption, battery voltage, percentage of time spent in “eco” driving. , etc. To this are obviously added the GPS location functions of your smartphone (map, route, petrol stations, etc.) if you have an active data connection, the position of the motorcycle being automatically memorized each time you park..

Stalled in 5th at 70 km / h, the virtual tachometer reads 3000 rpm, 500 rpm slower when shifting to 6th, with the throttle grip barely turned. We gently drag ourselves behind the opener, but the scenery is splendid so we take advantage of it…. By making the “yoyo” between two colleagues, one appreciates a little better the generous torque of the Italian twin starting from this mode. A sharp twist of the grip is enough to make the V9 jump, which then quickly takes turns and allows you to pass quickly without necessarily having to fall out of gear. This being the case, going from 6 to 5 clearly improves the operation, the 6th "overdrive" still attenuating the ardor of the V9 in times..

In the winding, the difference in dynamic behavior between the two V9s becomes even more pronounced. With the Roamer, the farther front end gives you a little more control when entering a corner and requires more grip on the handlebars to switch quickly from angle to angle, despite a narrower tire. The Bobber feels better, but the grip limits of its Continental tires are not easy to pinpoint, which also calls for caution. However, both of these bikes are capable of winding at good speed in the twisty before reaching the limits of their chassis. The engine turns out to be quite playful when called upon, but you have to be careful with your gear changes given the long selector stroke and be careful when downshifting because of the heavy engine braking if you go too hard.

In this context, the suspension quickly turns out to be a bit too soft at the front and firm at the rear, but it absorbs the shocks well and still works well in the sequence of turns as in the phases of braking / acceleration. More intrusive in mode 2, traction control is forgotten in mode 1 while remaining on the alert in the event of loss of grip. On the other hand, as soon as things spin around a bit, like in the mountains, you quickly reach the limits of ground clearance and the footrests don’t take long to rub if you don’t take care of your trajectories. Even without adopting a truly sporty driving rhythm. In addition, all it takes is a sudden shock from the rear on the corner to carve a furrow with these same footrests in the asphalt of the road. A warning that will limit the sporting ambitions of future V9 owners as much.

Motorway and expressways

As you will understand, we did not have the opportunity to test the V9s on expressways or highways. Not even the chance to do a little big time to see what this engine has in its belly at high revs, or if it delivers insidious vibrations at high revs. On the other hand, we can already confirm that as it is, the driver’s wind protection is minimalist and that an optional windshield will have to be used to improve it. However, Moto Guzzi seems to predispose the Roamer to long-distance rides and has developed a whole range of accessories for it to make life easier for bitumen devourers (saddlebag, tank, windshield, etc.).

Braking

From what we have been able to judge, the braking presents a power adapted to the performances of these motorcycles, in spite of a perfectible feeling with the lever. If you hit the front brake a little too hard, the fork dives quite sharply, but you have to push harder to trigger the ABS. This does not intervene very finely, but it is nonetheless effective in preventing locking of the front wheel. The rear brake pedal is for its part functional and relatively adjustable, allowing you to slow down effectively without having to use the front brake. Pressing too hard on the other hand quickly triggers the ABS.

Consumption

At the end of our quick test of around 100 km on the handlebars of these two motorcycles, at a particularly leisurely pace, the average consumption indicator indicated 4.65 l / 100km, i.e. a range of around 322 km with the 15 liters contained in the tank. No doubt that at our usual pace this value would be easily exceeded.

Comfort / Duo

With a better padded saddle and a significantly more upright riding position, the Roamer is doing better overall than its sibling. Coming down from this on the way back from our short loop, most of the participants couldn’t hide their ass pain already. However, the suspension work is correct and contributes effectively to the ease of use, but it only takes a marked defect in the road surface to make the rear shock absorber assembly react sharply. A fortiori if we are traveling in pairs, which is not easy with two people of large size because the passenger then very quickly reaches the rear limits of the saddle.

Convenient

Originally, the practical aspects of the V9s are not legion. No windshield, no storage space under the saddle, no passenger grab handles or luggage rack, no lockable fuel cap…. The side stand lug is also a bit too stuck to the exhaust muffler, forcing you to scrape along the side stand to deploy it. Fortunately, there are traction control and ABS systems to raise the level, as well as a fairly rich on-board instrumentation, a USB socket, as well as elbow valves to inflate the tires. The Moto Guzzi options catalog is there to overcome the shortcomings, with a very large number of accessories specific to these motorcycles and related products (clothing, etc.).

Conclusion

Offered at € 9,990 (Roamer) and € 10,390 (Bobber), the Moto Guzzi V9 do not sell off against rivals as attractive and for some much more powerful (Ducati Scrambler Classic at € 10,490, Harley Davidson 883 Iron at € 9,990, Triumph Street Twin at € 8,900, or even Triumph Bonneville T120, a little more expensive at € 11,990. At this price level, consumers are starting to be more demanding and careful about the level of equipment and services. The V9s then have the look, the life of the engine, the “made in Italy” label and all the history associated with the brand, proof of another journey..

Strong points

• Engine approval
• Healthy behavior
• Easy access
• Cardan transmission

Weak points

• Close engine
• Firm comfort
• Ground clearance
• Equipment level

The technical sheet of the Guzzi V9

Test conditions

• Itinerary: small varied roads + town
• Mileage: 100 km

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