Rennie Scaysbrook | May 27, 2021
Fifty-four years after the first V7 appeared, Moto Guzzi is bringing the latest iteration to celebrate 100 years of continuous business.
Pretty, right?: From left: The Centenario V7 Stone for $9110; Stone with matte-black paint for $8999; and the V7 Special for $9499.
By Rennie Scaysbrook | Photography by Larry Chen
In 2021, Moto Guzzi joined some rarified names on the century-age list such as Royal Enfield, Harley-Davidson and Indian Motorcycle. To make it 100 years of anything is remarkable. To make it to 100 years as a motorcycle manufacturer, even more so.
To celebrate, Moto Guzzi has created the fourth iteration of the classic V7 roadster. There are three models on offer—the base model Stone with matte black paint, six-spoke aluminum wheels, digital speedo and LED lighting for $8999. The second is my personal favorite—the Centenario V7 Stone resplendent with gorgeous 500cc V8 Grand Prix-inspired green and silver paint with a brown seat for $9110. And finally, the premium V7 Special with spoked wheels, a brown swingarm, dual analog clocks and machined cylinder-head fins for $9490. All bikes come with switchable traction control and ABS.
Riding position is absolutely spot-on for easy cruising.
The 2021 V7’s are part of the fourth iteration of the machine that was relaunched back in 2008. You could argue Moto Guzzi has more genuine skin in the retro game than most and has the ability to dip into its own back catalog to come up with modern interpretations rather than design modern bikes from scratch with classic tones.
Mechanically, the three bikes are all the same and come with a new motor that pumps out 25-percent more power, thanks to a capacity pushed from 744cc to 853cc. Quoted power is up 13 horsepower to 65 at 6800 rpm, with torque noted at 53.8 lb-ft at 5000 rpm.
Moto Guzzis have always had excellent attention to detail and the V7 is no different.
It’s more than just a capacity hike that’s given the increased performance. There are new cylinder heads with bigger intake valves and alloy rocker arm driving the pushrods, new cam followers and cams, cylinder, and a new crank, with the crankcase derived from the V 85 with semi-dry-sump lubrication.
Although the V7 is a six-speed, in truth it’s more five-speed with an overdrive. On our test ride, we only saw sixth gear once, which was on the 10 Freeway when heading back to the hotel at Palm Springs.
The new crank has gone some way to reducing the rocking effect you get with a traditional Guzzi transverse twin, although thankfully there’s still some of the side-to-side present when you blip the throttle. Like an old BMW twin, the rocking is part of the Guzzi DNA, but engineers have managed to reduce it when compared to the V7 III of last year.
Brembo four-piston brakes are fitted to all three models.
In practice, the new motor is much more adept at the kind of riding we do here in the U.S. We need a few extra cubes and the Guzzi’s increased performance makes the ride much more engaging than before.
There are still a few vibes present, especially when you’re pulling away from traffic lights and through the 3000-4000 rpm range, but it’s largely a moot point when you take into account the architecture of the engine and the fact you signed up for something different in the first place.
The V7 Special stands out for the lashings of chrome and spoked wheels.
MG hasn’t delivered an electronic throttle with the new V7. You’re still fitted with a traditional cable-actuated throttle, and despite the initial application being not as smooth as we’ve come to expect in this age of EFI and infinite different fuel maps, it gets the job done well enough.
You get a revised gearbox in the new V7, but the shifts are still not perfect. There’s a bit of a notchy feel with the shift, although it is improved compared to the outgoing model. A couple of testers on the launch complained about the clutch actuation, saying it didn’t have enough feel when you release the lever, although I must admit I did not run into this issue.
It could only be one.
When you consider the Guzzi weighs a claimed 481 pounds, the 40mm fork does seem a little inadequate. There’s no adjustment up front and preload only on the back for the twin shocks, and the ride is definitely on the soft/springy side. That’s fine if all you’re doing is, well, the kind of riding the V7 was designed for in moderate-speed cruising and a few twisties, but if you get a bit of the devil in you and want to wind it out, you will reach the outer limits of the suspension quite quickly.
Bump absorption is adequate, although the rear shocks will give the rider a solid boot up the butt if the rider hits rough terrain at speed. Smooth roads are the V7’s jam—stay away from road works.
The green paint on the Centenario V7 has taken inspiration from the legendary Moto Guzzi 500cc V8 GP racer of the 1950s.
At 6’1”, I find the ride position to be near perfect for an afternoon’s ride. By all rights I should feel much more cramped, but you’re positioned in a near ideal rider triangle that puts no weight on your wrists or lower back. With a seat height of 30.7 inches, the V7 should be one of those bikes that, unless you’re either extremely tall or extremely short, you’ll have no problems fitting on.
Keep the corner speed up and flow from one bend to the next and the V7 is a delight. The combination of soft suspension, a nice riding position and ample power means it’s very difficult not to have a good time on a V7. This is not a sportbike or even a performance naked bike, so ride it accordingly and you’ll have a wonderful time.
Twisty roads at moderate pace is the V7’s happy hunting ground.
Who knows if Moto Guzzi will be here in 100 years’ time. The fact they made it this far when so many others have fallen by the wayside is impressive enough, and it’s great to see the company so in touch with its heritage that motorcycles like the V7 continue to flourish. One thing’s for sure, if you’re on a Moto Guzzi, people know you’re a true motorcycling connoisseur. CN
VIDEO | 2021 Moto Guzzi V7 First Ride Review
2021 Moto Guzzi V7 Specifications
| MSRP: |
$9,110 |
| Engine: |
Transverse V-twin, four-stroke |
| Cooling System: |
Air |
| Displacement: |
853cc |
| Valvetrain: |
4-valve |
| Bore x Stroke: |
84 x 77mm |
| Fuel System: |
Electronic fuel injection with 38mm throttle body |
| Exhaust: |
2-1 |
| Clutch: |
Dry, multi-plate |
| Transmission: |
6-speed |
| Frame: |
Tubular steel |
| Front Suspension: |
40mm fork, non-adjustable |
| Rear Suspension: |
Twin shocks, spring preload adjustable |
| Front Tire: |
100/90-18 in. |
| Rear Tire: |
150/70-17 in. |
| Front Brake: |
Single 320mm floating discs, 4-piston radial-mount caliper, ABS |
| Rear Brake: |
Single 260mm disc, two-piston caliper, ABS |
| Rake: |
26.4° |
| Trail: |
4.2 in. |
| Seat Height: |
30.7 in. |
| Wheelbase: |
57.1 in. |
| Weight (curb, claimed): |
481 lbs. |
| Fuel Capacity: |
3.7 gal. |
