- Relaxed riding position
- Low centre of gravity makes it ideal for beginners
- Power is respectable
- Gear changes are smooth
- Class-leading suspension
The Motot Guzzi V7 Classic is far removed from the cookie-cutter sameness that some modern bikes have become. It has plenty of character to constantly remind you it’s from a completely motorcycle-obsessed country in Europe shaped like a boot.
Engineering and appearance
The V7’s long, flat, pleated bench seat shouts comfort. The reach to the chrome handlebar combined with the footpeg position provide a perfectly neutral riding position, although those of the longer legged variety may find it slightly cramped after an hour or so.
Twin chrome pods house the white-on-black speedometer and tachometer, and there is a cluster of dummy lights nestled in between.
While Guzzi's new V7 borrows its name from a successful series of motorcycles from the brand back in the '60s and '70s, today's model isn't designed as a true sporting mount. Yes, the V7 inherits the classic across-the-frame 90-degree V-twin engine configuration and shaft drive of the Guzzi’s of past years, and it keeps the dual rear shocks and conventional front forks of past models, but the bike's character is completely redefined.
With the 2010 V7 Classic, Moto Guzzi has created a relaxed motorcycle that's comfortable and sedate, and the bike's relatively low centre of gravity makes it an attractive mount for beginning or returning riders, or just about anyone that's not interested in scraping pegs at every opportunity.
Power from the air-cooled and fuel-injected 744cc V-twin tops at a reported 48hp at 6800rpm. But in reality, there are enough wild horses running deep inside the Guzzi's longitudinal crankshaft to scoot away from stoplights at a respectable clip. Keep the throttle pinned and the Classic will eventually do the tonne, but don't expect much more than that. This is the type of bike that is happiest cruising around the posted speed limit.
There's no reason to rev the powerplant past 7000rpm as power drops off precipitously and the vibrations begin to bother. There's plenty of torque right off idle and the engine pulls smoothly from about 2000rpm. A light press is all that’s required to move the gearbox from one cog to another, gear changes taking place with barely a click. Clutch action is commendably light and the bike starts moving just as soon as you release pressure from your left grip.
Performance and handling
Steering geometry is set up for stability, not quick handling, and that suits the Classic's demeanor just fine. Damping from the suspension bits at both ends is good, and the twin Sachs pogo-sticks out back sport adjustable spring preload.
Up front, the 40-millimetre Marzocchi forks do their best to disappear into the road under heavy braking, but offer a comfortable and composed ride everywhere else. I found that handling was completely adequate for the bike's intended mission, but nobody will mistake the Classic for a canyon carver. Dial back the speed a bit and the mildly flexible chassis doesn't feel so noticeable. Enter a corner with a bit too much speed, however, and be ready for a quiver that will pucker your butt.
Similarly, the bike's single 320mm front and 260mm rear disc brakes offer plenty of stopping power when the bike is ridden within its mild limits. I noticed that the rear wheel proved easy to lock up when braking into turns, but simple to deal with once I’d slowed the pace. Under normal riding conditions, any deficiencies of the brakes or suspension become immaterial and the V7's character begins to shine.
Compared to the new Triumph Bonneville range – the Classic's most natural competitors – the Guzzi is down on power and costs a few k extra. On the other hand, the V7 is also lighter than its British foe, has loads of style and you're not likely to see another one every time you go for a ride.
Summary
Power? Enough. Handling? Competent. Comfortable? Without question. Attractive? Well, beauty is in the eye of the beholder and all that, but yes, the V7 Classic is a looker. Added to that is the Guzzi's commendable fuel economy, and this Italian is a modern take on a proven concept and made for relaxing.
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Specifications
Engine type 90° V-Twin, four-stroke
Cylinders Aluminium alloy with Gilnisil treatment
Pistons Forged with two inner liner and one oil control ring
Cooling system Air cooled
Displacement 744cc
Bore and stroke 80x74 mm
Compression ratio 9.6:1
Fuel system Weber-Marelli electric injection
Exhaust Three ways catalysed with sonda Lambda
Gearbox Five-speed
Clutch Single disc, dry
Max power 48hp @ 6800rpm
Max torque 54.2Nm @ 3600rpm
Frame Detachable tubular duplex cradle in special high-strength steel
Front suspension Marzocchi hydraulic telescopic fork, 40mm
Front wheel travel 130mm
Rear suspension Swinging arm in light cast alloy with two dampers, preload adjustable
Rear wheel travel 118mm
Braking system Brembo Serie Oro
Front brake Single stainless steel floating disc, 320mm, with four piston callipers
Rear brake Single steel disc, 260mm
Dry weight 182kg
Wheelbase 1449mm
Seat height 805mm
Fuel capacity 17 litres