MOTO GUZZI V7 IIIS
Bertie Simmonds enjoys three subtly different versions of the V7 modern retro Moto Guzzi theme and comes away impressed.
We ride three variations on the retro Guzzi theme.
Achange is as good as a rest, goes the old adage and today is a very pleasant change for me.
I’ve got the whole day around the glorious Northamptonshire countryside on three pretty similar (but also subtly different) modern takes on the Moto Guzzi theme. The weird juxtaposition is that I’ve arrived at Moto Guzzi test bike HQ on a 207bhp supercharged, sports-touring Kawasaki. This is going to be interesting and I’m rather looking forward to it. For background, the Moto Guzzi V7 III family were brought out in 2017 and (understandably) the ‘III’ denotes the third generation of V7 machine, which can trace (the name at least) back to 1965 or so. The V7 itself has been a popular model in the Guzzi range, so – following the V7 II – it made sense to give the entry-level model a thorough face-lift. After all, it’s been their best-seller since 2009. Moto Guzzi’s V7 III is available in three distinct (when it comes to style, at least) versions in the UK: the Special, the Carbon and the Stone. Most of our riding today will be on the Special, the classically styled of the three. Approaching the bike, I’m very much looking forward to the ride. It looks like its name ‘special’ and very much a Moto Guzzi in the fine old tradition of an ‘across-the-frame’ V-twin from Mandello del Lario. Let’s get started! I always like to have a good look round a retro before riding – you want to see where money has been saved and corners cut. Up
close and personal there’s a lot to admire that is pleasing to the eye on the Special. Those chrome downpipes and mirrors just dazzle in the sunshine, while the grab-handle – again in old-school chrome – makes you almost want to become a pillion again. The wire wheels set the bike off perfectly, while the satin-finished motor does not try and upstage the rest of the bike – easy when the engine is such an integral part of the whole look of the V-twin Guzzi. Oh, and that paint work is deep and lustrous. It’s inviting me to get on and ride – as is that generously padded and wide (but lower, at 770mm now) seat. In the cockpit ready for chocks away and I’m thumbing the starter. The good thing is that the general finish of the controls are better than the V9 Bobber I tried recently. Ok, if there’s a minor ‘meh’ moment as the glorious V-twin fires up with that distinctive lurch are the clocks; I love the fact that we have a rev-counter to the right and speedometer to the left. I adore the overall classic look to them, but the actual Liquid Crystal Display section at the bottom consists of spindly LCD characters which indicate such important info as gear position and even the Moto Guzzi Cotrollo Trazione settings, but you really have to look hard to read what is being displayed. I’m going to ignore this and get moving. Now, the V7 is almost old school, with its 744cc motor running a push-rod system moving just two valves per cylinder. The first V7s (2008) were five-speeders, while the V7 II models from 2014 got a sixth cog, which this latest incarnation has. What’s interesting under the skin on the twin is that this latest version has nabbed the air-cooling channels from the V9, which run through the motor’s new
aluminium heads. The crankcases for the III were also beefed up, so – compared to the II – I’ve got around 52bhp under my right wrist, allegedly 10% upon the previous model. time to let the clutch out and get power to the ground via that shaft drive. Immediately you’re told by this most wonderful engine that you will need to put some effort in. Just over 50 dobbins isn’t earth-shattering, but it is impressive how the Guzzi gets a lick on and all the while it’s delivering character by the truck-load. The longitudinally mounted V-twin talks to you through the bars and pegs, giving a pleasing dollop of torque before she smooths out around 4500-5000rpm – bizarrely – as it’s still giving you power until around 6000-6200rpm: fair play! Yes, it’s not the quickest bike out there, but the way it gives you what it has is just so involving, so enjoyable. If there’s an annoying Guzzi quirk to find, I’ve just spotted it. My mind is dragged back 22 years to a ride around Lake Como of the then new-build Guzzi California 1100 EV/EVO. I remember the damn lies the neutral light would be telling me, embarrassingly kicking me forward whenever I let the clutch out at junctions. Today, some two decades later, things still aren’t right as the engine management light flickers on as I rev the twin harder, towards the 6500rpm redline. Firstly, the V7 III has upgraded gearbox and clutch (first and sixth cogs are different to the II) and both of these are performing perfectly, so maybe we’ll call it character, then. As I throttle off for another corner, I kinda realise that I’m being silly: I’m revving the thing too much and at sedate speeds that V-twin powerplant is pure pleasure. If you’re into your modern electronic gubbins, as briefly mentioned, there’s a MGCT (Moto Guzzi Cotrollo Trazione) traction control system, which obviously gave me no chirps or histrionics with just 50bhp, sticky Pirelli Sport Demons and warm Tarmac to lay it on. The clocks, as we mentioned, are a pleasing enough mix of old and new tech. While I struggle to see the LCD info, I’m reliably informed that these clocks can give you an odometer, a daily trip meter (which resets after eight hours), trip time, two fuel consumptions, air temp, average speed and that all-important gear position and traction control level. You can even link your phone to the Guzzi and change the shift indicator, should you be ‘running in’. All of this is accessed via a MODE button on the right-hand set of switch gear. Handling is really rather good, too. Now, I did get a quick go on the earlier I and II series incarnations way back when and, while it wasn’t a long ride, I did realise that those rear suspension units were pretty dire, for me. These things stick in your head. The III series still has un-adjustable front forks of
“Fire her up and you get that characteristic lurch. Get on the move and you'll really learn to love that engine. It has real soul, even if it's only pumping out 50 or so horsepower.”
40mm diameter, like the earlier version, and twin shocks that only have some spring preload adjustment, but this Special feels considerably firmer than the previous versions. A check of the brochure blurb could give an indication why. Guzzi says that the steel cradle frame of the III has the same weight distribution (46 front, 54% rear) as the previous machine, but that the front part of the chassis is stronger, has been given sharper steering geometry and that the Kayaba shocks are new for the III, have a different mounting point to the frame and therefore feel more ‘progressive’ in feel. The end result is something that retained the pleasant front-end handling feel of before, but has a much more resilient rear-end. Previously I’ve felt the V7 has needed something more up to the job at the back. Lighter, smaller riders than I have said the same. However, this has been a big improvement. The brakes are giving me no cause for concern – apart from pure aesthetics. You’re not going to fault the single 320mm disc with Brembo fourpiston caliper. It does the job of bringing the whole 213 kilo wet (sans me) plot up nicely, better still with a dab of rear: I'd just like the twin-disc look! You’ve also got a very anonymous (that means good) ABS set up, carried over from the series II which doesn’t over do things or take away control. Overall, you’ll be impressed – right until you’re sat outside your fave pub with a shandy and wish for that second, more attractive disc. This is a 750, so for me historically tiddler 400s or 600s from Italy have normally had a single disc and on a big bike, so I want two! And that’s the big thing with this bike: get off it after a lovely ride and drink it in. The tank contours are pure Guzzi, the colour scheme is beautifully modest and also reminiscent of the older machines, while the retro touches make it. Add to the fact that the bike is now subtly improved to give a much better all-round ride and the end result is a great riding experience.
Moto Guzzi V7 III Stone
But that comes at a cost… and the next bike we have to ride gives a rather substantial saving over the Special. The V7 III Stone is still striking – in its own way – but isn’t quite the looker (in my opinion) that the Special is. Out go the design idents that make the Special deserving of the name. Instead you’ve got the single speedo (no rev counter) black-finish cast wheels to replace the spoked items, a plainer looking seat and black satin pipes and end cans as well as fork gaiters. The welcome splash of colour comes from the paint scheme – in this instance a deep, rich, yellow/orange – although the current colours are black, grey or red and not a patch on this vibrant hue. For 2019 you’ve also now got the options of the Stone Night Pack (£8499), which tweaks the design and also gives you a powerful set of LED lights, front and rear. Riding our Stone was very similar, if not identical to the Special. Which means it’s a joy, it really is, although for me I want a classic look and that means chrome...
V7 III Carbon
So, on to the V7 Carbon: hmmm… this one really is different and this is despite the same basic platform as the others, obviously. The Carbon kinda shouts about itself, in a way that (strangely) the shinier Stone and Special do not. First of all you can’t miss those very red cylinder heads, which almost stick two (red) fingers up at oncoming traffic. Adding to this touch of colour is the single Brembo caliper and the Eagle motif on the tank. This is nicely set against those satin black downpipes, well finished black motor and basic satin black tank. The special touches continue with the carbon side-panels, front mudguard, a beautifully upholstered seat and the plaque placed on the bars, telling you which number of the limited edition run you’re riding. Yes, it’s limited to 1921 units, a historical nod to the year that Moto Guzzi was established. Let’s talk about that seat, because it is a work of art in itself – and plenty comfy. It’s made from water-repellent Alcantara and, of course, is finished with red stitching. It’s a luxurious seat to plonk your posterior on, it really is, and like the other two V7s, it’s a good, comfortable seating position. Time to thumb the starter again and pull away. Again, the overall feel is much the same with the Carbon as the other two bikes, but once more you’ve only got a single clock. Like the Stone, I think the clock itself is just a bit too cluttered for proper ease of use (or is it my eyes?). Give me two clocks, give me more. Reading through the Guzzi blurb it seems they want to celebrate the whole customising trend so it’s a modern machine, style-wise, at least compared to the Special, hence the ‘minimalism’ thing. The big issue is the fact that we’ve got the same old problem as with the Special – when you rev this bike hard, the engine management light blinks into life.
CONCLUSION
I’m really taken by these Guzzis – well, mainly the Special, which (for some reason) I keep wanting to call the ‘Classic’, because it is styled thus. This is the bike which, for me, sums up the wonderful tactile nature of the Moto Guzzi V-twin. Little wonder the range itself has been Guzzi’s best-seller for the last decade. It is simply stunning to look at, the build quality looks pretty damn good and it rides well enough for most of us. What more do you want? From a purely personal perspective, I can’t see why you’d want the Carbon or the Stone. Actually, scrub that. For £700 less, the Stone does indeed rate a good look. It’s as well finished as the Special and while it lacks those classic, old-school touches, such as the wire wheels, chrome exhausts and twin clocks, it’s still a mighty handsome machine. In comparison, for me the Carbon is just a tad too ostentatious. As I end my day and saddle up on a 207bhp mad missile, trying to ease myself into that semi-crouch, I’m getting that sense of age creeping up on me. I’m looking wistfully at a trio of 50-or-so horsepower bikes and seeing my future. . What I love about our kind of motorcycling at the moment is that we have this most amazing back catalogue of original classics, stemming back to the 1950s. And almost, almost as exciting are these new breed of modern retro classics. I now realise that when I’m too old to saddle up anything sporty (regardless of the bike’s age), or if I want less power and not so much speed, there are bikes out there like the beautiful, retro and modern Moto Guzzi V7 III Special to ride and enjoy. They may be a little more sedate, but that doesn’t mean that they don’t stir the soul.