I’m a sucker for anything with a hint of character, so the Moto Guzzi V7 is a bike that has always piqued my interest. It was even a contender when I was looking at my first ‘big bike’ purchase. Ultimately, the Street Twin won my heart.
Yet, it’s a bike that’s continued to catch my eye. So when Macpherson Motorcycles offered up a brand new V7 Sport for the afternoon, how could I refuse?
The Specs
For 2025, the V7 comes in three variants only- The Stone, The Special and The Sport. Here we’ll be focusing on the Sport, which has had a wealth of updates, including:
- Ride-by-wire throttle, allowing for three riding modes (Road, Rain and Sport)
- Cruise control as standard
- Cornering ABS and traction control, thanks to a new six-axis IMU
- Adjustable 41mm USD front forks– twin shocks with preload adjustment remain at the rear
- Upgraded front brakes featuring twin radial calipers from Brembo
- Power up slightly from 64bhp @ 6800rpm to 66bhp @ 6900rpm
But you wouldn’t think it at first glance. The updates are discreet, ensuring the classic charm that endears many Guzzi riders remains. The most obvious change is the circular LCD clock, which replaces the earlier analogue version.
The Ride
Ergonomics
Hopping on the bike, it feels compact but solid. With the transverse V-twin engine slung low in the chassis, it doesn’t feel like a 220kg bike off the stand. The extra space created by this setup means Guzzi have squeezed in a whopping 21 litre fuel tank- almost unheard of in the modern classic market. For comparison, my Street Twin’s tank is a measly 12 litres.
The 780mm seat height makes it easy to get both feet down, even for the smallest of statures. The rider triangle is neutral, with a typical upright roadster stance, and the saddle is comfortably sculpted. The sidestand is a pig to kick up, however!
Engine
At the push of the start button, the 853cc air cooled, shaft driven engine thrums into life with its trademark ‘wobble’. It’s intoxicating. Even blindfolded, it would be difficult to mistake the bike for anything else but a Guzzi. The only other bike I’ve ridden with this much character is an old BMW Boxer. Dropping into first gear with an agricultural clunk, one thing I did notice was the lack of adjustable levers. I’d expect these on a higher spec model.
Leaving the dealer, I headed for my favourite local quarry road; a long stretch of open, sweeping bends. Snow & road salt made for pretty slippy conditions, so we weren’t going for any land records today. I kept the bike in ‘Road’ mode for most of the ride, never feeling the need to switch to ‘Rain’.
Handling
Shod with Michelin Road Classics, the Guzzi still inspired confidence and was surprisingly nimble when tipped into corners. The modern Triumph twins feel sluggish in comparison. Open it up on the straights, and the low-end torque (90% available at 3500 rpm) makes it an absolute riot. It just pulls, egging you on to grab a handful of throttle at any opportunity. This was especially true when I switched to ‘Sport’ mode along a rare patch of dry road. Acceleration was noticeably snappier.
Brakes
Braking power has infinitely improved with the twin Brembos up front, as I discovered during a close encounter with a Dartmoor pony. New kecks definitely needed. I continued along some deliberately shoddy roads, the kind that rattle my bones if I’m riding the Street Twin. The Sport’s uprated suspension ate them up with ease, never feeling out of it’s depth.
We wrapped up with a brief ride on the dual carriageway back to the dealer, where the lack of wind protection became obvious. But here you have the perfect excuse to take the road less traveled. And that’s exactly what this bike is made for.
The Looks
If you’re a fan of a modern classic machine, the Guzzi doesn’t disappoint. Much of the design remains the same- if it ain’t broke, don’t try and fix it. Other manufacturers, take note.
The Sport model has a few added features compared to the Stone and Special, such as lightweight six-spoke alloys, red seat stitching, bar end mirrors, and aluminium side-panel inserts. They make for a pleasing package, but the most important changes are not just cosmetic.
The Sport is available in blue-grey (‘Grigio Lavio’) or a vibrant green (‘Verde Legano’). The Grigio is subtle and understated, but the Verde is the definitely the standout for me.
Pros
- Manageability
- Improved handling and braking capability
- Maintenance-free shaft drive
- A huge range from that 21L tank
- Cruise control as standard
- Quirky, modern classic looks (if that floats your boat)
Cons
- Non adjustable levers
- Awkward sidestand positioning
- Gearbox can feel clunky and agricultural
- Rider modes were tricky to find on the fly- why have a mode button if it doesn’t switch the riding modes?
- The wobble of the transverse-twin engine takes some getting used to
- Dealer network is patchy in some parts of the country
Summary
There’s more to the V7 Sport than initially meets the eye. If you assumed this bike was just another weekend warrior, you’re mistaken. Don’t get me wrong, it won’t look out of place on the Sunday morning coffee run.
But with a 21 litre tank and cruise control as standard, you’re set for at least 250 miles. This makes for a surprisingly good touring machine. Add in the fact it’s shaft-driven, and you’ve got a low maintenance mile-muncher. As long as the lack of wind protection doesn’t bother you. If it does, take a look at the V85TT.
At £9,700, the Guzzi is more expensive than some of its competitors counterparts. Currently, a brand new Royal Enfield Continental GT 650 can be snapped up from Moto GB for just over 4 grand.
But my guess is that you’re not after a V7 based on the price. You want one because you want a bike with character. A bike with a soul. And where its parallel-twin competitors fall short of this, the V7 excels.
I’m a fan.
Thanks again to Macpherson Motorcycles for the loan. And if you want to check out my initial reaction to the bike, take a look at the video below.
Until next time,
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