2008 Moto Guzzi V7 Classic — Classic Italian Motorcycles — Motorcycle Classics

23 Апр 2015 | Author: | Комментарии к записи 2008 Moto Guzzi V7 Classic — Classic Italian Motorcycles — Motorcycle Classics отключены
Moto Guzzi V 7
Moto Guzzi V 7

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Douglas T6 600cc

2008 Guzzi V7 Classic

Claimed 48.8hp @ 6,800rpm

Top speed:

Engine: 744cc OHV, 90-degree V-twin

Weight 182kg (400lbs)

Fuel / MPG: 17ltr (4.5gal) / (est.)

Price: $11,000

Nostalgia is a powerful emotion. down the dramatic roads twist and turn along the of Lake Como in northern on an air-cooled 2008 Moto V7 Classic, the time-honored designation emblazoned on its side panel, I can imagine it’s 1966 all again, not 2008.

The very Moto Guzzi V-twin was the V7 700 of 1966, developed here at del Lario in what must be the impossibly romantic setting for a factory. On the original V7, the “V” referred to the engine configuration and the “7” to its 700cc

The brand-spanking-new Guzzi I’m riding, the Moto Guzzi V7 Classic, has the displacement as the very last Guzzi model to display V7 on its — the legendary, low and lithe 750cc Guzzi V7 Sport of 1972-1974. And still a transverse, 90 degree pushrod, similar in every way to the Sport’s. Talk about

Forty years later

So changed in 40 years? In some not very much. Although a restyled Breva, the Moto V7 Classic is an undeniably good motorcycle.

Guzzi has dug into its and picked out key styling points past models to make a of the best bits. Following V-twin/shaft drive concept — and nothing wrong with out proudly the Italian version of “if it broke, don’t fix it” — and using the and reliable 2-valve Breva 750 engine, Guzzi designers welded on a tubular subframe to to the “classic”-looking twin-shock rear along with a slight of parts like the attractive wheels from Guzzi’s own cruiser model, and clocks and from a batch originally for Ducati Monsters.

The fuel in plastic rather than mimics the lines and shape of the tanks on the V7 Sport and Mk1 Le Mans. The side panels with black edges have of both the V7 Sport’s and some of the The long dual seat, room enough for a pillion, has Guzzi” printed in white on the so everyone following knows you are riding, and it’s a nice

The engine and transmission are finished in and chromed rocker covers the famous cylinders stand The black-faced clocks with bezels remind of earlier as do the chrome passenger grab The chrome is deep, the pearl paintwork is lustrous, and the tank are classy — and so much better the cheap plastic oval Guzzi used on some up until now.

The Moto V7 Classic on the road

Starting up the Moto Guzzi V7 reveals no surprises. Under the Italian sun gracing my test the bar-mounted choke is barely and after thumbing the starter on the right cluster, the bike settles into a regular and idle. I should disclose I like old Moto Guzzis, and in a couple from the mid 1970s in my garage.

And while I’m trying not to make comparisons, isn’t what Guzzi wants us to do by this bike the V7 Classic? I was the bike would sound down, muted, but the deep from the chrome Lafranconi is impressive enough, especially you’re sitting next to other bikes making the sound. They must worked at getting the right After all, anyone an Italian V-twin wants it to just that, and the Moto V7 Classic makes the right in a polite and inoffensive manner.

The is light, and getting into gear is easy and painless. The ratios are sensibly spread out and I no false neutrals, and in all the hours of I didn’t have to adjust the which, like bikes of is adjustable at the lever. Neither nor brake levers are adjustable for The bars are set at a comfortable height, and they’re nothing like the old touring-type bars, they are enough to help hustle the through tight bends.

The is firm but quite comfortable, a small step in it to stop you sliding backward. Nice too. There’s no redline on the (not that it’s needed) and I occasionally had problems the tach from the speedo of their small lettering and clock faces. Warning are clear and bright, and the digital gives plenty of information,

useful or not.

Moto Guzzi V 7

With its block” twin-cradle frame and Breva engine, the Moto V7 Classic is a physically small and is more reminiscent of the old V50 rather a Tonti T3 or loop frame V7. Its of weight and low center of gravity it handles very precisely, and a seat height of 31.7 should appeal to many riders, novices and those in stature.

You feel positively in maneuvering the Guzzi at slow pulling up at lights or taking it on and off the stand. A main stand is, an optional extra.

I rode a variety of roads around under the hot sun and in sudden rain ranging from fast fast sweeping bends and hairpins to mountain roads loose gravel and busy areas with cobblestones. The suspension, with 40mm forks and Sachs rear took it all in stride, as did the Metzeler tires. In fact, on smooth the ride is rather plush, always firm in typical tradition, inspiring confidence to it into corners without to think too hard in advance.

The drive is so smooth as to be unnoticeable, and once, when changing into first for a hairpin and the engine spinning too slowly, did it itself, with a momentary and tire squeal: rider, not at fault. Brakes are Brembo, and as on the the single front 320mm disc and 4-piston caliper is to haul the Guzzi down in a — the rear providing extra if — without being wooden or to the old Guzzi linked system. I prefer a dual-disc front if because the single-disc setup cheap and unfinished.

The 750 engine produces just shy of at 6,800rpm. Nothing spectacular by any but perfectly adequate for this of motorcycle and what will be of it. The Weber-Marelli injection system the fuel pretty much hiccup throughout the rev range. is smooth, and there’s more enough power in reserve for and more spirited riding.

The occasion I got the bike up to 7,000rpm was on a of fast, multi-lane highway, in fourth at about 85mph, and the V7 like it was beginning to run out of steam. To be without any wind screen, prevents much more

At high speed there’s a of vibration through the footrests, and the start to shake a little. torque is 41lb/ft at 3,600rpm, and an old-school Guzzi the Moto V7 Classic loves to lazily along in fourth or fifth at 2,000-3,500rpm, its torque propelling you You’ll spend most of the making use of the bike’s broad and enjoying the low-down V-twin rather than worrying rapid acceleration and top speeds.

more power is always Guzzi’s decision to use the 750 Breva and frame means there be hotted up versions in the future. But OK, because the V7 Classic is what it is: A and competent motorcycle with the of good looks that you feel good about you’re riding, and that’s to many motorcyclists. And it definitely a buzz.

Parked outside bars on the banks of Lake old men discuss it, teenagers take and bikers take a second It’ll take you from bar to or to work and back. Add a tank bag and and you could tour on it, though not in levels of comfort.

So what is it?

It’d be easy to be and suggest Moto Guzzi is jumping on the retro bandwagon to a few bikes, having seen the the Triumph Bonneville, the V7 Classic’s obvious competitor in style, and performance. In England, the Moto V7 Classic will be close to the Bonneville in terms of price $11,000 U.S. which is than they cost In some respects, Guzzi has bragging rights than to produce such a model.

The lineage stretches back for 40 years, and Guzzi was already “retro” back in 1990 the 1000S, which was based on 1970s sports 750s. financial investment into the and the design and production of Guzzi like the Stelvio, Griso and MGS-01 show that the is trying to look forward, not

Past and present owners of Guzzis will find the V7 has plenty of familiar V-twin but is unavoidably sanitized and unchallenging to in comparison to the originals it’s on. I kept looking at it, plotting modifications like clip-ons, sets, a single seat, spray it red, maybe different mufflers, and so on. No doubt out there is already planning trick parts as it’s a that will lend to being customized and modified — is missing a money-spinning trick not a range of attractive bolt-on already in place; just at what Harley and Triumph

That said, no doubt the V7 will attract many Guzzi owners curious to own a new from the revitalized company is reliable, effortless to ride yet like it was made in 1973. says the bike will in black in the future and there’ll be accessories at some point, a screen and some panniers — but in fashion, there’s no idea

Overall, I enjoyed the easy Moto Guzzi V7 Classic, and easy to appreciate why Guzzi this type of roadster in its range. The V7 Classic is perfect for wanting to experience the gentler of Italian motorcycling but with the net of a warranty and dealer network. coming back to motorcycling also be tempted by the mix of character, looks and simplicity, and new motorcyclists a traditionally styled bike do well to consider the V7 Classic other retro models as a bike.

There’s no official on whether the V7 Classic will be to the U.S. and even if it is, the weak puts a serious collar on sales. But U.S. Aprilia/Guzzi manager Rick Panettieri was riding in the launch for UK journalists, and by the smile on his face at the end of the riding the V7 Classic has a good chance of a welcome addition to the Guzzi in the U.S.  MC

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