Two months ago, I sold my beloved Moto Guzzi V7 Stone.
Moto Guzzi V7 It was an Immaculate 2018 model that locked down, had just stopped me from using it now. It was a hard decision and painful. You see, I loved this bike. It was reliable. Loot Gray was pretty rare and needed. No ties from chain maintenance, and people just loved it.
Fellow riders nodded at red lights. Bus drivers gave it the thumbs up. A police bike rider even pulled me over one time to ask all about it. But I’ve got an offer too good to refuse and so sadly sold it to a lovely Spanish couple. Keen to give it a loving home handed over the keys and walked back in a gloomy mood. I did have vague plans to buy a cheap commuter scooter once lockdown lifted, but that would have been just to run.
All right, there’s a romance to motorcycles that gets into your soul. Right, so I found myself looking through the classifieds for possible replacements. Now I didn’t want a lumbering adventure bike or a garish-looking sports bike. I didn’t need massive engines or insane speeds, riven fairings windscreens, just something that embodied the history of the motorcycle and it once.
Moto Guzzi V7 New Trump Bonneville.
Which looked the business but his water cord engine felt composed and refined to the point of blindness. There was a joy to get back to the raw air-cooled noise of the Ghazi. Royal Enfield Interceptor also piqued my interest, but his level of finish lacked the class of the Italian mark and, again, that chain nonsense. It quickly became apparent that a combination of COVID and breaks had pushed up the prices of used bikes, and the Guzzi V7’s were particularly affected.
Some of the asking prices seemed crazy as far as I was concerned, so I turned my attention to buying new. Motor cuts his newly announced 2021 version of the V7 was by then trickling into showrooms, and it featured some significant changes that proved very tempting. Bigger 850 engine check 20% power increase check. Improved suspension check LED lights all around.
Check more comfortable seat check. After these, the two-year warranty and breakdown cover and the new V7850 were looking to be a bit of a no-brainer, so I called up dealers but had no luck. The ordered stock was reserved or pre-sold, and we were looking at a way of several months burn out of the blue a salesman rang.
They had a Blackstone.
Arriving next week was I interested. I was fewer. Moto Guzzi V7I put down my deposit, SPECT my accessories, and began the countdown. A week later, on a sunny afternoon, I caught the train to the dealer and collected the bike. Now at this point, I was somewhat nervous. You see, I haven’t tested in the new thing my thinking.
It can’t be that much different from mark three, and I love that bike. So, therefore, I’m bound to love the new one. But pulling away, it became clear that in crucial ways, the 8:50 was very different. The engagement throw was much longer. The biting point further back made for some pretty hairy moments driving home where power just wasn’t there. Secondly, there were noticeably more vibrations from the bars, pegs, and seats.
Is too, came as a bit. I rode home wondering if I had not made a terrible mistake, but I parked, persevered, and one of my thoughts. A few days later. How different is it to the mark three I had let go? The most obvious difference for the wider is that Clark, the new monochrome digital LCD affair is a step down from the analog clock of the previous generation, in my opinion.
It’s busy and somewhat cluttered.
The speed digits are constantly changing. The graphical eagle wing is a bit naff. Azar, those weird molded ears contain the indicator lights on the side. I think Trump did a better job here with their new Trident. Admittedly, the V7 special has the traditional style cloaks, but alas, not the stone. The second noticeable difference is the weight. You do feel the heft of those extra 9 kilograms when you hold it up from the fashionable angle of the stand.
It was not a change I welcomed, but I guess that’s the price you pay for the bigger engine, and the heavier swingarm stands themselves were easy to access on account of its longer upward extension. Then there’s that clutch. As I said earlier, it’s a very different experience from Mark 3. For a start, it’s.
And I guess the ch It’s busy and somewhat cluttered. Ange in the feel of the way it engages is an improvement in offering more precise control. But it’s taking me time to acclimatize. Now riding my previous Mark 3 back from the dealer three years ago, I arrived in the city only to find the damn thing wouldn’t find mutual Q, sweaty panic, and cramps in my hands.
But I’m not a hint. Of this, with the 8:50 changes are smooth and neutral have arrived out with no effort, and there’s a nice new green light at the bottom of the clock to tell you so. I mentioned earlier the increased vibes, and this did worry me at first. I don’t want to have my hands feeling like I’ve been using a pneumatic drill after every ride.
Maybe this will fade once the engine is. I do know that the Mark 3 engines smoothed out beautifully once it passed 5000 miles, so we’ll withhold judgment on that for the time being. They have changed the C, and I’m not sure that it’s an improvement. Aesthetically, I prefer the look of the previous version.
Moto Guzzi claims that it’s more comfortable.
While this remains to, but one thing I don’t like is the 10-millimeter increase in C high being a short leg, or the mark three was perfect for me. Oh well. Well, talking of aesthetics, Moto Guzzi has made some design adjustments that may not necessarily be called improvements. I’m talking here about the increased gap above the rear wheel.
The design appeal of the V7 reissue has always been familiar rooted in the way it invokes the Platonic archetype of the motorcycle. However, the 8:50 new hoisted rear end gives them not to more modern bike styling. That, to me, is unnecessary and even unwelcome. The V7 doesn’t need to follow the crowd. The Walmart new headlamp is a similar case in point to me.
It just looks a bit naff. I get why Moto Guzzi may want to broaden its target market beyond the Gray Head 50 something men are soft and see riding them. Without wrap around, Eagle looks a bit toy. Like maybe it’ll grow on me.
So the big question is, how do those extra 100 CCS feel? Running in a new engine limits your ability to push it too hard, but there’s more torque there than that instant lowdown shove that brings on a Yelp of delight, and for a town bike, that’s always A plus.
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