Moto Guzzi V7 Classic — Motorbikes Reviews, News & Advice —

26 Апр 2015 | Author: | Комментарии к записи Moto Guzzi V7 Classic — Motorbikes Reviews, News & Advice — отключены
Moto Guzzi V7 Classic

Moto Guzzi V7 Classic

Guzzi’s timeless V7 Classic us back to a simpler age

Faithful lines

Ease of use

Excellent economy

Experienced riders may a little more ‘oomph’

sells, and bikes are no exception. has its Bonnevilles, Ducati has its SportClassics and now Guzzi — a marque steeped in history and racing — has its V7 Classic.

The very V7 rolled out of Moto Guzzi’s del Lario factory back in That was a 703cc V-twin, and it was the father of Moto Guzzi’s of transverse V-twins — a that of course continues to day.

Today’s V7 Classic is more after 1971’s V7 just without the …-stop and front drum brake. Of the modern V7 makes the most of four decades of automotive and the end result is a thoroughly pleasing both in terms of aesthetics and its for its target market.

The V7 Classic is, in an ideal first ‘big it’s an easy-to-ride machine looks a million bucks and land you in hot water — not unless you’re really With modest power and figures and a manageable weight, more about style, motorcycling and fun, rather outright performance.


At the core of the V7 is a theme of simplicity, and as such you find much in the way of either or ‘whistles’. For a start it’s as as the day you were born, which would argue is a big part of its appeal.

A tubular steel holds a transverse 90-degree and this powerplant is deserving of a history lesson in its own right. basically the same unit as find in Moto Guzzi’s 750 — the present day roadster more up-to-the-minute styling. a capacity of 744cc you might think it could pack a punch, but in essence the technology here isn’t cutting

In fact, for many years engine called the Moto Nevada home, that model dating back to mid Admittedly it’s fed by a Weber-Marelli fuel injection system Guzzi was one of the bike world’s adopters of EFI), but this has two valves per cylinder, not four, and it on air cooling. Compression is a fairly low (by standards) 9.6:1, and for the bottom Moto Guzzi is claiming at 6800rpm and 55Nm at 3600rpm.

The go is down to the ground via a five-speed and shaft final drive, the spent gasses exit via two chromed mufflers that along the majority of the length of the

Handling the bumps is a non-adjustable conventional fork from Doing duty at the rear is a of shocks from Sachs, adjustable for preload via threaded

Thankfully the original V7’s brake has made way for a single 320mm stainless steel gripped by a four-piston Brembo You’ll find a 260mm at the rear, this mated to a stopper.

Behind the classic headlight you’ll find a set of instruments. There’s a needle-and-clock-style and tacho, each with a LCD display, giving you either or odometer info, and the time or the temperature. Nestled just the dials is a cluster of the usual lights, all of which are recessed a black plastic surround.

The Guzzi V7 Classic retails for plus ORC, and is available in white, or black with stripes.


If you’ve got the slightest hint of passion for old it’s difficult not to fall in with the V7’s simple, lines, understated graphics and chrome.

On paper the V7 appears underwhelming with less than and a claimed dry weight of 182kg, certainly not looking at track day However, after an admittedly 150km strop through the I found that once here Moto Guzzi has a machine that’s undeniably than the sum of its parts.

Throw leg over the firmish, square-edged turn the key in the ignition, thumb the and listen to the V-twin beneath you into life. The stock are muted, but they still enough of a V-twin pulse to your blood. The bike and shakes as its lumpy idle hold, but — like the torque reaction when you the throttle, care of the transverse layout — that’s all of this bike’s soul.

Moto Guzzi V7 Classic
Moto Guzzi V7 Classic

in the light clutch, feed in a of thousand revs and you’re the V7 lunging forward with a degree of urgency. It might not be packed, but this is certainly a torquey engine, and the bulk of its is found right where you it. Sitting on 100km/h in top of its five-speed will register a shade 4000rpm on the tacho, so it’s enough for all-day cruising, if its lack of bodywork means be sticking pretty closely to speed limits.

There’s a juicy wave of to be surfed from 3000rpm to It’ll happily rev harder, but to be there’s little to be gained in so, and if you find yourself caning a V7 then really you’re the point. The shaking at idle evens out when you’re and in general this is quite a operator.

The vibes do build in the reaches of its rev range, but — as stated — there’s reason to take the bike

The fuel injection is spot-on, crisp and responsive yet not overly so at speeds, and the gearbox, while not the unit I’ve come by any stretch, does a decent job

In the city the V7 is a delight. It’s very slim — its tank in particular — and a good steering range, an ride position, a low centre of and light controls, it’ll its way through any traffic gridlock ease. That torquey delivers enough poke to all but mega-buck sports cars from a standing start, and its is on the money too.

Yep, again, the suspension and brake mightn’t redefine performance, but it all surprisingly well. Combined, the and rear stoppers pull the V7 up and securely. There’s not much in the way of here, just progressive and feel — perfect for newcomers to motorcycling.

The steering is wonderfully neutral, and the way it tips in and then tracks a bend — no doubt along by its 18-inch front — brings a glow to heart. On a winding road the hills east of Melbourne I there was plenty of fun to be had on a V7, even if the were significantly down on sporting fare. It’s all making the most of what got.

Fuel economy is Over the course of my short run which included highway, traffic and mountain twisties the V7 returned an impressive 19.6km/lt. a 17lt tank, that you a workable range of around

I love the V7’s styling, and I’m not alone. I stopped off at two on my loop through town and and two separate people on each approached the bike with glances, wanting to know

Downsides? Well, I can’t think it’s a shame the V7’s 744cc engine puts it out of reach of the bulk of the Approved Motorcycle Scheme now in place in much of the country. really is an ideal learner — forgiving but fun in equal

I also think that, at it’ll come off second if potential buyers put it head to with Triumph’s Bonneville. The may be 21kg heavier, but it’s an extra 20-odd horsepower and an 1.4kg-m of torque too — in an well-executed retro package, $2500 less.

If this is a that appeals, I suspect the decider will be whether you a natural leaning towards white and green, or red, and blue.


Moto Guzzi V7 Classic
Moto Guzzi V7 Classic
Moto Guzzi V7 Classic
Moto Guzzi V7 Classic
Moto Guzzi V7 Classic
Moto Guzzi V7 Classic


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