Adding traction control to an air cooled Moto Guzzi with less than 50 bhp initially appears rather pointless; Then consider the natural environment for the V7: the sometimes cobbled city streets or remote areas. Add some wet weather and you have to question why more learner friendly bikes don’t have it.
Guzzi have also added ABS and as such the V7 becomes the first A2 licence compatible bike to have both as standard. It doesn’t end there: the Italian firm has also moved the engine further forward, which not only changes central mass but increases leg room, as do lowered foot-pegs (by 25mm) and a lowered seat, from 805 mm to 790 mm.
Again there are three models to choose from the standard Stone, the slightly tickled Special and the Racer. Each bike shares the same platform, the same engine, brakes, rider aids; everything.
Taken from MCN, they said, the new V7 isn’t outstanding at any one thing, but it very versatile, useable and has character and looks, all very unusual for an A2 bike. It’s practical, easy and there’s no reason you couldn’t go touring around Europe on it. You don’t just have to have an A2 licence to want a new V7.
|Model:||Moto Guzzi V7 II Stone ABS|
|Engine and transmission|
|Displacement:||744.00 ccm (45.40 cubic inches)|
|Engine type:||V2, four-stroke|
|Engine details:||90° V-twin|
|Power:||48.00 HP (35.0 kW)) @ 6200 RPM|
|Torque:||60.00 Nm (6.1 kgf-m or 44.3 ft.lbs) @ 2800 RPM|
|Bore x stroke:||80.0 x 74.0 mm (3.1 x 2.9 inches)|
|Valves per cylinder:||2|
|Fuel system:||Injection. Weber-Marelli electronic fuel injection.|
|Lubrication system:||Forced circulation with lobe pump – circuit capacity: 1.78 Kg|
|Transmission type, final drive:||Shaft drive (cardan)|
|Clutch:||Dry single plate with flexible couplings|
|Exhaust system:||Three-way catalytic converter with double lambda probe|
|Chassis, suspension, brakes and wheels|
|Frame type:||Double cradle tubular frame in ALS steel with detachable rear subframe|
|Front suspension:||Telescopic hydraulic fork with 40 mm stanchions|
|Front wheel travel:||110 mm (4.3 inches)|
|Rear suspension:||Die cast light alloy swing arm with 2 spring preload adjustable shock absorbers|
|Rear wheel travel:||96 mm (3.8 inches)|
|Front brakes:||Single disc. ABS. Brembo caliper with 4 differentiated pistons|
|Front brakes diameter:||320 mm (12.6 inches)|
|Rear brakes:||Single disc. ABS. Floating disc. Two-piston calipers.|
|Rear brakes diameter:||260 mm (10.2 inches)|
|Wheels:||Cast aluminum alloy multi-spoke black anodized Rims|
|Physical measures and capacities|
|Weight incl. oil, gas, etc:||189.0 kg (416.7 pounds)|
|Seat height:||780 mm (30.7 inches) If adjustable, lowest setting.|
|Overall height:||1,113 mm (43.8 inches)|
|Overall length:||2,184 mm (86.0 inches)|
|Overall width:||800 mm (31.5 inches)|
|Wheelbase:||1,449 mm (57.0 inches)|
|Fuel capacity:||22.00 litres (5.81 gallons)|
|Reserve fuel capacity:||2.50 litres (0.66 gallons)|
|Color options:||Black, red, grey|
|Factory warranty:||Two-year manufacturer’s warranty and roadside assistance for one year|
Ride Quality & Brakes
Immediately you notice the roomier riding position while the upright riding position on the Special and Stone is very natural. The wide bars, low centre of gravity, light clutch and small turning circle also make it a doddle around town. I can immediately see why inexperienced riders like it so much.
It may appear heavy but it only tops the scales at 189 kg.
I was worried the lowered pegs would hinder ground clearance but it turns out it isn’t that bad. The 18 inch front and 17 inch rear makes the handling stable and predictable, but certainly not sharp. You roll into corners more traditionally rather than dive towards the apex. My biggest gripe handling wise was the traditionally looking Pirelli Demon rubber, which felt hard and took too long to warm up.
The front end feel is improved on the Racer, you’re automatically thrown over the front wheel as the bars are lower. This gives you more confidence as you have more feel from the front. The Racer also has more adjustment on the twin rear shocks – only pre-load on the Stone and Special – and the ride feels firmer, sportier, again encouraging you to push a little more.
Power and torque remain the same, just under 50 bhp, but Guzzi have done some work internally. The most significant is the addition of an extra gear, making it a six speed gearbox unlike the old five. This means there’s less spacing between the ratios and the revs won’t drop as dramatically between changes.
If were to be really critical the fuelling isn’t perfect, especially when the engine is cold and the ECU gives it an automatic fast idle. It just feels a little snatchy at low rpm in the first few gears. the six speed gearbox gives the impression the V7 has more zip about it, even though power and torque remain the same as the previous model.
Build Quality & Reliability
Obviously cosmetically the bikes have been tweaked, making the V7 even more desirable while reliability and build are fairly well proven.
Running Costs & Value
The V7 Stone is the entry level Guzzi and priced keenly compared to its closest rival, Triumph’s Bonneville. The base Bonnie is slightly cheaper, but more basic, yet the Guzzi manages to have a touch more style and authenticity. You pays your money, you takes.
Although cosmetically improved, the base-level Stone is still a fairly basic, intentionally affordable bike. For example, there’s only a 320mm single disc up front and a four piston Brembo caliper but it does the job. But other versions are better equipped and there are over 60 accessories for you to personalise your bike further.
Guzzi have also created some custom kits to modify the standard bike into something special, I love the Scrambler edition but am not so keen on the Heritage model.
the new V7 isn’t outstanding at any one thing, but it very versatile, useable and has character and looks