FIRST RIDE: MOTO GUZZI V7 SPECIAL
We asked for more power and Guzzi delivered, is that enough?
Exactly 12 months ago we had a feature celebrating how motorcycle manufacture is now truly international. There was a Japanese bike made in France, an Italian machine created in China and a British bike originating in India, and it was all pleasingly cheerful. ‘You should worry about where they’re from as much as you should a mobile phone or dishwasher,’ said the verdict.
Whoever scrawled the words was clearly a numpty (it was me). Because this is the new £8600 Moto Guzzi V7 Special, and a huge part of the reason it’s so adorable is that it’s an Italian bike, made in Italy, by Italian people (probably).
We’ve always liked the V7 on Bike. It’s an onthe-money contender in the expansive retro market, seamlessly mixing classic style, sensations and character with modern usability, quality, dependability and other desirable traits ending in ‘lity’. The Guzzi’s thin-tyred agility, breezy lowspeed control, bend-swinging handling, thrummy performance and traditional sensations are glorious. So is the fact it’s extremely well made and won’t throw a pushrod on the A6006 Asfordby bypass. All the V7 ever needed was a little more wallop, to make it more flexible and to keep Triumph’s torquey 900cc Street Twin in check. So now it’s an 850 and boasts a 25% power increase.
Essentially, it’s the same air-cooled 90˚ V-twin with pushrods, two valves per cylinder and heron heads as before, but up from 744 to 853cc thanks to a wider bore and longer stroke. Yes, it’s the version of the ‘small block’ V-twin also used in the V9 cruiser and V85 TT adventure bike, and with the 1380cc ‘big block’ California discontinued it means all of Guzzi’s range has this same unit. Being pedantic the upgrade should mean a change of name, as the original V7 from 1967 was so-called because it had the firm’s first V-twin with displacements of 700 and 750cc. But two V85s in the range would be rather problematic.
The V7’s tune is identical to the V9’s, with a claimed 53.8 lb.ft and 64bhp compared with 44.3 lb.ft and 51bhp for the 744cc motor. Peaks are 750rpm or so higher up the rev range, but maximum power is still at a realistic 6800rpm and Guzzi reckon there’s 80% of peak torque from 3000rpm onwards. The V7 definitely has increased shove from three thousand, burbling forward with a noticeable step in urgency. Enjoy generous handfuls of the light twistgrip, and it’s certainly faster. Low-rev fuelling isn’t perfectly refined but you soon acclimatise. Light clutch and accurate gearbox, too.
I can’t help being ever-so slightly underwhelmed, though. The additional drive is welcome, but it’s not quite the V85-engined romper I expected (the adventure bike has more torque and another 11bhp). You could argue that the sun-dappled backlane sauntering the V7 inspires doesn’t require more wallop. You’d have a point. But a Street Twin still has 10% more pound-feet, delivered 1200rpm earlier. Longer shocks, a stiffened frame and a broader 150-width rear tyre don’t make much difference to handling and ride. As before the V7 is easy in town, enjoyable on swinging roads and has a balanced feel, with perfectly adequate brakes (with a particularly controllable rear). Hard to notice any effect of the new seat and tweaked ergonomics without a backto-back with a previous bike too, but that’s OK – the Guzzbox is comfy and natural. And despite rivals’ glitzy spec and its ‘Special’ tag there’s no whizzbang tech. You get an LCD inlay in analogue dials, basic traction, and just two modes: ignition on or off. But this is perfectly fine. It’s more satisfying spending money on the V7’s quality, charisma and sensations than on black boxes and flashing lights; there’s a warm feeling from the idea of investing in a bike that’s built in a historic factory next to a lake in Italy (presumably by grey-haired men in smocks), rather than fired off a production line in Thailand. Shouldn’t matter, I know… but it does.
‘It’s more satisfying spending money on the V7’s quality, charisma and sensations than on black boxes and flashing lights’