2008 Moto Guzzi V7 Classic – V7 in the Italian Alps
Written: 30/06/2008 : 10:20. Read 35549 times (28/day).
Moto Guzzi has pulled another classic model name out of its hat. The V7 Classic is a 70’s inspired roadster that means the same to Moto Guzzi as the Bonnie does to Triumph. I had a very pleasant acquaintance with the small 750 in the Italian Alps. 16 votes
In the year of 1967 Moto Guzzi launched its now famous transverse V90 for the first time. The model was a 703cc, then the largest capacity Italian motorcycle, that Moto Guzzi called the V7. A classic was born and in 2008 revived with a 744cc 2-valve V90.
To put the Moto Guzzi V7 Classic into perspective it can be compared to the Triumph Bonneville and Harley-Davidson XL883R Sportster, but with a smaller less powerful engine. The V7 Classic has been tuned for low down torque and nothing else.
As such it resembles the Harley, but 70 kilos lighter… That’s one whole pillion passenger or a lot of luggage for similar performance. Compared to the standard Bonneville the Guzzi lacks around 17 horsepower and some torque too, but no one buys any of these three motorcycles for its outright engine performance. With its 182 kilo dry weight the V7 Classic is the lightest of the bunch.
The V7 Classic is right in between the two other models mentioned in terms of price and only £400 (based on UK OTR 2008 prices) separates the three where the Bonnie is cheapest and the Harley most expensive.
The main appeal of the 2008 Moto Guzzi V7 Classic is first and foremost the styling. It’s all 70’s retro naked sports styling and Moto Guzzi is just as much in its own right when it comes to putting out such a model as Triumph and H-D are.
-Three companies with a whole lot of heritage and 70’s credibility. The V7 Classic is absolutely a stunning little motorcycle and refreshingly different from the same sort of styling era as the Bonnie and Sportster.
It strikes me at first how physically small the V7 Classic is. It looks short and sporty in a classic way. The 70’s style double seat with a very correct Moto Guzzi logo in white looks inviting.
There’s nothing intimidating at all about the V7 and as such it suits the beginner just as much as the biking veterans out there.
I’m at the Moto Guzzi factory in Mandello with the V7 Classic keys in my hands. It’s a gorgeous day and I start riding around Lake Como before heading up into the mountains surrounding the glorious Italian Lake. The torque surge hits directly after releasing the light clutch in first gear and the launch is hence very easy. Through a limited but pleasing rev range I reach 6.800rpm where the 48.8 max horsepower is reached.
Max torque (54.7Nm) happens already at 3.600rpm so I only use the whole power band a couple of times to see how it feels. -Most of the time I’m happy to just short-shift through the five-speed gearbox riding the torque.
The small air-cooled 744cc transverse V90 sounds great underneath me. I’m very comfortable cruising around the lake as the ergonomics doesn’t put any strains anywhere on my body. At the same time, when heading up the steep hills and tight corners I can just lean my upper body forwards a bit and I’m in sports mode.
The V7 Classic takes the transition from cruising to sport riding easy. The V7 is short with a classy double rear shock and a 40mm Marzocchi telescopic fork at the front. An 18 inch spoked front wheel with a single brake disc graces the front whilst a 17 inch is found at the back. The tyres fitted are high profile Metzeler Lasertec’s. They provide enough grip for the friendly and docile engine performance. The single 320mm brake disc gripped by a 4-piston Brembo calliper provides enough stopping power coupled with the 260mm rear disc.
The V7 being such a small and light motorcycle tackles the tight Alpine corners with great ease.
I don’t have to put a huge effort in to turn the bike around and this describes the handling characteristics. The classic twin cradle frame is the perfect match for Moto Guzzi’s small block V90. If you wondered why Guzzi haven’t just used the 850 V90 it’s because it’s too big and would have made a completely different motorcycle. The small size and easy handling also makes the V7 Classic one of my favourite choices for town riding.
Conclusion It’s difficult to imagine a more relaxing and pleasant way to ride around Lake Como on a hot summer day than on the Guzzi V7. When I stopped to collect my impressions at the lakeside I couldn’t take my eyes off the cool 70’s looking Guzzi in white. I had a busy schedule on this visit to Italy and the V7 Classic was just the bike to take the edge of things. I relaxed and that’s just what you want on a motorcycle like this.
There’s not a thing that I would add or that I miss on this motorcycle. -Just a shame that I haven’t got a clue where the nearest Moto Guzzi dealership is.
+ The perfect engine for this bike It’s got the cool 70’s look and the heritage. -Classic perfection. The price is right too as everything else is!
- If you found a place to buy it, let’s hope you don’t have to use up all the mileage to get it serviced.
TECHNICAL DATA SHEET
ENGINE Type Four-stroke V 90 twin Capacity 744cc Bore and stroke 80x74 mm Compression ratio 9.6:1 Timing 2 valves per head operated by light alloy pushrods Timing diagram Intake valve opening 18° before TDC Intake valve closure 50° after LDC. exhaust valve opening 53° before LDC exhaust valve closure 15° after TDC. (with 1 mm of play between rocker gear and valves) Maximum power output 35.5 kW at 6,800 rpm (48.8 CV) Max Torque 54.7 Nm at 3,600 rpm Fuel supply Weber-Marelli electronic fuel injection. Exhaust system Three-way catalyser with lambda probe
Lubrication Forced lubrication with lobe pump – capacity 1.78 kg Primary drive Helicoidal gears, ratio 16/21=1 : 1.3125 Final drive Shaft drive, ratio 4.825 Clutch Dry single plate with flexible couplings
FRAME Frame ALS steel tubular dismountable twin cradle Wheelbase 1,449 mm Trail 109 Steering rake 27°50’ Front suspension Marzocchi Ø 40 mm telescopic front forks Front wheel travel 130 mm Rear suspension Oscillating light alloy swingarm with 2 pre-load adjustable shock absorbers. Rear wheel travel 118 mm Brakes Brembo
Comments
arber (30-06-2008): no
hateacer (30-06-2008): Le plus prochain concessionnaire de moi est pardessus la route mieux pour une motocycle dans le monde, le Rimutaka Hills road. Aucun qui l'a conduite connais lequel. Un Guzzi et moi, c'est Paradis! J'habite dans la Nouvelle Zelande, et beaucoup de gens aimes les Guzzis. C 'est beaucoup d'annees que j'ai ecrit le francais!
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arber (30-06-2008): no
hateacer (30-06-2008): Le plus prochain concessionnaire de moi est pardessus la route mieux pour une motocycle dans le monde, le Rimutaka Hills road. Aucun qui l'a conduite connais lequel. Un Guzzi et moi, c'est Paradis! J'habite dans la Nouvelle Zelande, et beaucoup de gens aimes les Guzzis. C 'est beaucoup d'annees que j'ai ecrit le francais!
