Moto Guzzi V7 Classic 750 (2011) Motorcycle Review New Motorcycles New Zealand

7 Май 2015 | Author: | Комментарии к записи Moto Guzzi V7 Classic 750 (2011) Motorcycle Review New Motorcycles New Zealand отключены
Moto Guzzi V7 750 Sport
Moto Guzzi V7 750 Sport

Moto Guzzi V7 Classic 750 Review

2011 Moto V7 Classic 750

A European motorcycle is a rider who enjoys being Even though today’s manufacturers produce a stunning of machinery, the Europeans’ are getting with each passing Moto Guzzi is one such marque that has quite a in New Zealand and, under the Group umbrella since has been increasing both its offering and popularity.

This 2011 Moto Guzzi V7 750 test bike is supplied by NV of Morrinsville, and is for sale at $12,500 an awesome set of new Mistral exhaust that simply have to be to be appreciated.

With so many to 1200cc mainstream machines on the there’s plenty of big motorcycles to from. So why would you want a The V7 Classic may not have all the power in the compared to others, but I reckon its advantage.

The power available on my own Suzuki means I mostly ride it below 5000rpm, is well in the range of what the V7 is capable of, and spare.

Yet there’s far more to it than engine capacity. The V7 Classic no tricks as it’s a simple simple to ride, that is. Its low shaft drive will some folk, and only two with two valves each get someone going, but I think its the old styling that would the buyers’ in.

Plus, it’s a good starting point for a getting back into

Riding the V7 Classic 750 also like an old school experience as the style takes me back to bikes of the seventies. Somehow it smaller than a 750. The are pretty high while the flat seat is quite

And a great steering lock me to perform ‘U’ turns on a road.

Out on the road the Moto doesn’t like being into a corner with the it’ll punch you out the other It rewards a smooth riding where the rider plans the chops down a gear or two to speed rather than gets a lean on and gently away to the next corner. lines with the same position were a definite made all the more fun because the V7 has 100/90/18 and 130/80/17 section tyres which allowed me to my line easily, and without the you have on a bike with a rear tyre.

Gravel sections were too; the V7 was one of the few road bikes ridden of late that I really confident on, leading me to if the front wheel was larger 17 diameter. A quick tyre after my ride confirmed the is 18, with a 17 hoop on the rear.

no fairing you’re out in the wind, in itself suits the power of the V7 750, as during my ride I wanted to or even needed to its neck, to see what it would do. perfect for many riders

The smooth V-twin powerplant has than enough poke for good riders, but the way it delivers power makes all the difference to ride. The motor produces all of its in the low-mid rev range, allowing me to it in the same gear for longer the turns. Although the rev limiter in approaching 8000rpm, the engine to run out of puff around the 7000rpm

So anywhere between about to six grand I found the best way to was to just change up a gear, and let the torque do all the legwork.

Even adjustable front suspension and preload-adjustable twin rear the tall-geared Guzzi takes all the in its long stride. I couldn’t any of the old shaft drive ‘dip’ into a corner when off nor ‘rise’ when powering out of a Or even any shaft drive

Fast and slow corners a treat to sweep through or around and if, like me, you find entering a turn with too speed, all you have to do to save the day is on the front Brembo anchor to off excess speed. I got into the of leaving it in third and fourth a lot and the engine braking to do the usual The truth of it is I was mesmerised by the beautiful coming for the German-built Mistral that Nick Kampenhout in the shop after trading it.

The V7 Classic may only have a disc up front but slowing any speed was never a problem, thanks to its four-piston Brembo brake caliper. Brake-feel at the was also superb, adding more enjoyment to my ride.

Guzzi owners are very and seldom trade them in, just keep adding to the as the years roll by. Having that, with 1950 showing on the imperial speedo this 2011 V7 Classic 750 was on a 1200 Sports 4V model.

V7 Maintenance

The maintenance plan is 8000km. It’s shaft with an independent gearbox, and diff, so it uses three oils. It’s a pushrod so we adjust the valve clearances 10,000 to 15,000km.

You’d be at a bill of say $300 — max, it’s very says Nick Kampenhout NV Motorcycles.

Things to look for buying a pre-loved Moto The biggest thing would be to going through the gears, Nick. Make sure aren’t trying to find when you change gear, let select so they pull cleanly.

If you feel it when you the gear lever with foot and you feel the gear and then lock through, say the dogs are wearing. Probably high mileage; a lot of earlier early ’90s, were for that.

Nick also to check any gearbox and diff such as a whine because may have run it low on oil. A compression always answers the big question. for oil leaks from the rear bearing of the engine; if there’s any of leakage it dribbles oil onto the plates and you’re left a slipping clutch.

To repair this, the frame lifts off the engine, but Nick it’s very easy.

Get it to a bike shop for an appraisal. It may $40 or $60 but they do a 40 point check.

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