When I talk to you about Italy, you think of the aromatic scents of Tuscany, of the wines you taste under the olive trees, of the antipasti savored in the setting sun, of the plenitude of Lake Como and the sea spray of the Adriatic when she marries the Mediterranean.
We immediately recognize a V7: this small size, this boil from the past, these cylinder heads tempted to fly away, this seemingly modern-canonical. A motorcycle living in today’s past. And as usual, proud and exuberant of its engine. For this second evolution, the V7 sports much more generous anatomical shapes. However, the cubic capacity of the twin has not changed; but by adopting the cylinder heads of the block of the V9, the 744 cm3 here present has gained an undeniable aplomb. We would swear that the V7 III has a beefier engine, more meaty, almost more manly.
And that’s the case. With 5 more horses, the twin benefits from a wide range of improvements. Already, the V7 phase II had already greatly improved the block. The Italian manufacturer continues this momentum with technology on all levels. Cylinders, pistons, aluminum cylinder head, valves and exhaust system are new. Lower, the aluminum crankcase has been reinforced, the oil pump, crankshaft and clutch are modified. And the gear ratios 1 and 6 are extended. We also mention a new alternator cover and the introduction of piston cooling by oil injection. Guzzi worked on the reliability and optimization of his smallest mill and the result is there. 10% more watts. Let’s not get carried away either. Concretely, this translates into a power of 52 horsepower at 6,200 rpm. The couple progressed a little, to 6.2 mkg; but it peaks much higher, at 4,900 revs instead of 3,000 revs on the V7 II. Yesterday like today, a V7 engine is not made to tease a stopwatch or a red zone; but to revel in a very special charm, at "pulsation" very visual mechanics.
The V7 III thus stands out for its engine, which is more demonstrative in appearance and technique. Around, the Mandello brand has chosen sobriety and continuity. You will just notice the new design of the airbox side covers, the moved support point for the indicators, the front brake reservoir and the rear disc revised.
More conspicuous, the loss of the tachometer (which is however found on the Special and Racer), the modification of the fixing of its tank cap, and on the look side, the V7 III has totally blackened its exhaust line. A more refined look, very trendy these days. But this does not mean that the little Italian neo-retro is stingy in equipment.
The V7 has always been distinguished by its cardan shaft, and it is the only motorcycle of this displacement to be equipped with such a transmission. Now the gears are being forgotten under the digital trend. At the heart of the V7 III nestle injection, ABS, and two-level traction control, disengageable in addition. Really useful for a machine that only comes out about fifty donkeys? Wide debate … More attention will be paid to the MG-MP multimedia platform, available as an option. Combined with the mobile app, the interface can thus interact between the motorcycle and a smartphone. From then on, the pilot becomes a digital player in the V7 III: on his screen can be displayed 5 parameters, selectable from a wide choice. Speed, engine speed, instantaneous power, torque, consumption, average speed, battery voltage, longitudinal acceleration, on-board computer…. Plenty of data to visualize, and it doesn’t stop there. The app records where you parked and allows you to find the bike. It also memorizes the distance taken, gives you information on traction control and allows you to set certain alerts. There is also an eco-driving mode and a system for locating gas stations when you the tank attacks the reserve.
Prepared for digital, the Guzzi has also evolved into a more fundamental area, although less flashy. A motorcycle is above all an engine and a chassis. From V7 II to V7 III, some data has changed. The double steel cradle frame is reinforced in its front part, while the geometry has been revised for a little more dynamism – The column angle goes from 27.5 ° to 26.4 °, and the trail reduced by 11 mm. The driver is also put to contribution with toe clips (now in aluminum) advanced and a seat raised by a few mm. The Kayaba shock absorbers, more inclined, are supposed to offer a more progressive work. As for the passenger, its higher and forward toe clips should give them an extra touch of comfort..
Following new technologies while being perfectly in tune with the times, the Moto-Guzzi V7 III signs a welcome and discreet evolution of the line. Unpretentious, well in its pumps and suitable for Sunday walks, the bike exudes a scent of the past that you must know how to smell.
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750 V7 II Stone 2016
Model marketed in
The technical aspect
Moto-Guzzi 750 V7 III Stone 2017
- Tank: 21 liters
- Width: 800 mm
- Height: 1110 mm
- Wheelbase: 1463 mm
- Dry weight: 189 kg
- Operating weight: 209 kg
- Train before
- secondary by cardan
- Rear axle
(80 x 74 mm)
at 6,200 rpm
at 4,900 rpm