So far this year (2008) we have been graced by the Bellagio, the Norge 850, the Griso 1200 8v, and, most recently, the Stelvio 1200 8v.

Just when you thought you could relax and look forward to what may be happening next year, or perish the thought, relax and enjoy the prospect of the new Guzzi you have just planned on buying, the factory has pulled a flanker and released another machine which will be featured at the forthcoming EICMA exhibition in Milan.

The new bike has been named the V7 Classic and is set to be a retro designed interesting little number that may give its most obvious rival, the Triumph Bonneville, cause to look over its shoulder.

Tech Spec and detail shots have been added to the bottom of the page... Guzzi have come up, once again, with a bit of a looker, it would seem.

The first official shots have been just released and they have certainly caused a stir, that's for sure. I have seen this bike discussed on forums all over the net and, I have to say, not much negative comment has been levelled at it so far...good start, then.

The factory have chosen a stunning white colour scheme for it's first outing in public, reminiscent of some of the most famous models of legend, like the Ambassador and long selling Falcone, two wearers of these clothes.
From what I have seen this livery would appear to suit the bike very well indeed and as may be seen it looks handsome enough.

Taking this image from the top down, the first thing we notice are the Bellagio/Griso derived mirrors which, to me, look a little out of place on this machine. Nice though they are, I think simple round mirrors may have helped the aesthetics and to carry the retro theme.

The clocks, too, appear to be lifted straight from the Breva 750, from which this machine is derived, and I wonder whether a little bit of styling here may not have gone amiss...not too much, because undoubtedly there is a cost issue, but perhaps a chrome ring around the bezel of the clocks?

The bars look nice and wide and suggest to me a reasonably upright riding position, switchgear looks of standard type and it is interesting that whilst they have not made time to add a little chrome to the clocks, they have added end weights like those my old Nevada 350 used to wear. The bars, clamp and top yoke look nice in black however, to complement some of the other parts...that tank shape looks familiar...

I love the Moto Guzzi emblem on the back of the seat...like so many of those classic older v-twins that we grew up with. The dainty tail light and indicator stems with what looks like a nice and chunky rear tyre complete quite an appealing rear profile. The twin shocks are in best classic tradition as are the exhausts with those attractive, Bellagio-esque drilled end pieces...I bet this sounds nice...


It is when you view the profile of the V7 classic that you begin to appreciate just how pretty this motorcycle is. See what I mean about the paint scheme?

When I first saw a glimpse of this photograph I was even fooled briefly in thinking it may have a Tonti frame, due in no small part by that swing arm bolt, and even the swing arm itself which, although finished in black (a common feature with contemporary Guzzis) is evidently the same type I had on my old Nevada. That bike had a Tonti frame and I think that's why this one had me fooled...it just created that image in my mind. Those considering this as their first Guzzi, and I have a feeling there may be a few, will not dwell on that subtle reminder of times gone by, of course...but it don't half add to the feeling of nostalgia to the rest of us.

The motor is the 750 Breva's heart, and a proven one it is too, so I doubt there will be any reliability issues with this model. I wonder, however, if there are any performance differences. That tank don't half look familiar...I love the straight seat but, further back, I do wonder about how sturdy that light fitting will prove to be, as anyone that ever owned a Jackal will hope they have designed a far more practical tail unit.

At the front, standard forks (again, had it been up to me, I would have added a set of black fork gaiters to really go retro) grip a chrome spoked rim with single sided disc. This final point has been, I think, one of the most discussed about this model.

The most obvious answer to the reason for this must be cost. When the Jackal was released it too wore a single front disc in the interest of keeping on the road prices down, but the factory did offer a subsequent upgrade kit which many owners took up. I wonder then, if the factory will offer a similar solution for the V7 classic.

There is no doubt, however, that this is an inordinately attractive looking machine and I can see many at least considering it as a viable purchase. I certainly wouldn't mind one, but then, I'm biased. That tank...when was the last time you saw that shape of tank? Again, those to whom this is a fresh introduction to the world of Guzzi may not give two hoots but it is such a nice touch. To me, this is one of the most beautiful shapes of tank...ever...and it is a credit to the Guzzi designers that they have resurrected the blueprints of the design from the old V7 Sport. The photos at the foot of the page comparing the two illustrate this perfectly.

So we're all very pleased thus far and rightly so, as the factory appear to have done a great job...well, we're all Guzzisti so we would be enthusiastic wouldn't we?

All appears well in the world of this bike until you start comparing it to it's most obvious rival. Like the Stelvio with the GS, this machine is entering a market where there is one extremely well established model, among a heap of less worthy others, against which our V7 will have to prove itself. I am, of course, referring to the Triumph Bonneville.

The "Bonnie" is an excellent example of design and, more so, of marketing.

It was inevitable, as the new Triumph marque rose from the ashes of the old, legendary, factory that a Bonneville of some kind would have to hit the streets. In Britain, the Bonneville is part of the fabric of life, like yorkshire pudding, or fish and chips...everybody's uncle (if you're my age) had one it seems; if you're younger than me read that sentence as everybody's grandfather seemed to have one. It's also legendary in the USA, where the original model was such a success having provided a truly rebellious alternative to Harley Davidson, round whom the Bonnevilles could run rings at that time...and still can...

What Triumph did with the new Bonneville, essentially, was to take the old recipe of nostalgia, history, RAF goggles with gauntlets and flying jackets, the Beatles and the Stones, the Union Jack, bottle it, and stick two wheels on...bang...success! It is with big sellers such as this that the Hinckley outfit has managed to fund research into technology and design and, from that, produce a stunning range of modern, appealing motorcycles. There is only one firm other than Guzzi producing bikes that would lead me to the door of a showroom, and that is Triumph. Had the staff at my nearest Triumph dealership, Laguna of Maidstone, not been so inept I would now have a Speed Triple sitting outside next to my Jackal instead of a Honda X11.

The modern day Bonneville is an extremely focused machine in terms of marketing and the sector it would be operating in. It looked just like the old machine for one, and was released in the same format with straight saddles, lots of chrome, even the engine block looked similar. The current version of the Bonnie has a capacity of 865cc and retails in the UK for £5200 with the keys in your hand.


I'm not so sure the V7Classic is as focused a design, sadly.

Whilst I think it looks stunning, it's being isn't as clearly defined as the Bonnie's.

Is it supposed to be a modern day version of the real classic V7? namely, the Ambassador, as seen left. Well, the new model has straight bars and a reasonably gentle engine which should offer comfortable, trouble free cruising.

There are certainly a number of styling cues taken from the original V-twin long distance cruiser...the overall lines, the painted mudguards, that rear light unit, the side mounted passenger grab rails and, of course, that wonderful red white and black colour scheme.

Or is it more a re-working of Tonti's V7 Sport design that became such a legend?

The V7 Classic certainly has a few common traits with this machine...that tank, for one, the straight saddle, the front of the bike in particular looks so similar with those forks and the dark clocks.

Whilst the new model doesn't have a Tonti frame it is so similar at first glance it could be. But the new bike doesn't have such sporty bars and riding position. Additionally, to make a real effort to produce a retro styled machine, I think a round head engine block would really have looked the business, even if it were just a styling feature but, like the Bonnie's engine, would have really looked the part. The modern day Breva engine looks, I don't know, kind of not altogether right under that tank, somehow.

I realise I'm being a little overly critical of this bike, and I don't want to be, as I really like it, it's just the fact that it has an awful lot to compete against. The press, you see, are used to riding and writing about the Bonneville. They will be sitting on the V7 Classic for the first time in one of those head to head type articles and will be judging this bike, not on its own merit, but on what they believe it represents and against the standard of the Bonnie with its 115 extra ccs, and that is what concerns me the most.

You see, it has been rumoured that the on the road price of the V7 Classic will be in the region of €7990, on the road. Taking no account for any difference at all on the price from taxation, that gives you an exchange rate of £5541. That is £340 more expensive than the basic 750ie Breva, but, crucially, it is £340 more expensive than the Bonnie...and if the Honourable Chancellor of the Exchequer has anything to say about that price, it could be in trouble...certainly in the UK.

Cost, as we have already seen on a number of occasions has been high on the list of priorities for this machine. let us hope it is not to its detriment as, despite all that, I love it. Interestingly, so do the Triumph crowd, check out the following quotes from a Triumph owners' forum:

"mmmmmmmmmmmmm...shaft drive...me likey too bad it's got that ugly exhaust"

"...and that new guzzi looks very cool. things are looking up!"

"My lord, that new Guzzi is perfection. I like that far more than the new Ducks. It looks as much like what it supposed to be as ours do. Lovely."

"Hmmm, yet another retro bike??? I really like it... agree it looks better than the Ducati retro. Can't say that I'd actually mind having a Moto Guzzi either. So now I wonder what the price is gonna be?"


"Hey, that's really nice. Looks like a guzzi drivetrain stuffed into a New Bonneville from 50 feet. I might have to get me one of those. I wonder if they're gonna do a V11 version."

"I have a feeling that there may be a new bike in my future and that Guzzi might be it. If they come out with a V11 version with twin front discs, that would be the cruncher for me. "

(source: http://www.triumphrat.net/triumph-twins-hangout/71283-new-moto-guzzi.html)

Those are triumph owners, the platitudes on that forum go on for a further two pages and if they like it...but I find the last two comments above interesting...large block engine and front discs...now there's a thought...'xecpt it couldn't be the V7 classic any more!

V7 Classic Tecnical Specification
Engine	Chassis
Type 90° V-Twin, 4 strokes Cylinders Aluminium alloy with Gilnisil treatment Pistons forged with 2 inner liner and 1 oil control ring Cooling system air cooled Displacement 744 cc Bore and stroke 80x74 mm Compression ratio 9,6:1 Timing system 2 overhead valves with light alloy push-rod Fuel system Weber-Marelli electric injection Starting system electric Exhaust 3 ways catalyzed with sonda Lambda Gearbox 5 speeds Lubrication by lobes with pressure pump Circuit capacity: 1,78 kg Oil: AGIP RACING 4T 5W/40 Primary drive by helical gears, ratio: 16/21=1 : 1,3125 Secondary drive shaft drive, ratio 8/33=1 : 4,825 Clutch single disc, dry, with cush drive	Frame detachable tubular duplex cradle in special high-strengh steel Front suspension Marzocchi hydraulic telescopic fork, 40 mm Front wheel travel 130 mm Rear suspension swinging arm in light cast alloy with two dampers, preload adjustable Rear wheel travel 118 mm Braking system Brembo Serie Oro Front brake single stainless steel floating disc, ? 320 mm, with 4 piston calipers Rear brake single steel disc, ? 260 mm Wheels: spoke light alloy Front rim 3"x17" Rear rim 3,50"x17" Tyres Front 110/70 17 54 H Rear 130/80 17 65 H Dimensions Dry weight 182 Kg

What do you think of this bike? What do you think of its possibilities? Scroll down a bit further and start a thread with your two cents worth!

Take part in the opinion poll: GO

Fantastic new detail shots just released!

	I think you will agree, judging by these detail shots, the V7 Classic looks to be a very pretty motorcycle. Now that you have seen the photos, what do you think? Has it changed your view on the bike at all? Do you like it more/less? Open a thread below to state your opinion! Pics courtesy of: http://www.motoservices.com

First impressions of the V7 Classic

Update 21 June 2008:

The V7 Classic has now begun to arrive at showrooms in earnest and excited owners are beginning to get their hands on the first exdamples of the V7 Classic.If you have been following the threads below you will know that the bike has received very favourable reviews in the press, which is great news.

The thing about press reports of course is that they will only ever reflect how the machine was on that day. What we have here on the other hand is a bunch of real riders who have chosen the V7 as their ride of choice. We will start with gaining first impressions from them as they enthusiastically collect their bikes from the dealers and take them for their first runs.

What I would then like to do is to follow the life of the modelto get a long term impression of what it's like to live with it...what, if any glitches become apparent, how it is like for servicing, what the running costs are, how easy it is to source parts, and what modifications owners feel they nee to make to their machines. This of course is something you will not get from a motorcycle magazine so we'll see how we go!

Christiaan, Belgium

Is this the first V7 Classic? Squadra Guzzista forum member Christiaan from Belgium has just taken delivery of his bike after an anxious and (probably) sleepless 9 week wait! Here he is on the right with his pride and joy! His first impressions are as follows:

"*14 years on a 4-cylinder requires getting used to a V2, the Guzzi is alive, and you really feel it work.
*gear shift: as smooth as can be: no clicks or clacks, always correct and easy in neutral. Nice
*cornering: it doesn't go by itself, needs real input, but once in the curve, very stable
*sitting: relaxed, "could drive all day feeling", everything fits me (1.73meters tall)
*suspension is rather hard, but not uncomfortable, you feel the road
*People turn their head when you pass
*Power: can't tell 'cause I'm breaking in, need to be gentle
*The only downer are the rear view mirrors, not wide enough and not big enough, I like to see what's behind me, I may need a replacement You can add another happy Guzzisti to the gang"

In a short while wiki member falcone will be picking his up from his nearest dealer, here in the UK! We await his appraisal soon! If youare getting one, get in touch and let us know what you think!

Falcone, UK

"Only covered 65 miles or so coming home but enough to form a few disorganised ramblings. Firstly, The bike looks even better, by a long way in the ‘real’ than the photogenic - confirmed by two friend’s I called in to see on way home. Ironically, the seat height/width etc means that the saddle is in about the same position as the 1100 but the weight, lack of bulk and the ‘flat’ seat makes things much easier.

There will be some give in the suspension and seat in time and some playing with the shocks to perform and I will find a perfect medium. The V7 even at lowly, careful running in speeds sounds superb. There is a real rasp through the intake which I imagine will only get better with increasing revs and friend’s again reported the exhaust sounded good. Makes the 1100 sound flat.

Throttle is responsive and controls beautifully fall to hands. The mirrors look good but are filled by elbows - easy enough to tuck in (elbows that is) and I won’t be changing. Cosmetically, can’t really fault. The tank looks superb from the side but does look a little too narrow from astride the bike - nothing could really have been done about that though. The gearbox which isn’t really faulted in the road tests (with no doubt well run in bikes) is a little stiff - but I have no doubt will improve. Oh yes, one thing I wasn’t sure about in the pictures was the rear mudguard, to my eye looked a little big and out of proportion - in the plastic it doesn’t looks just right.

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I had commented about seeing a less flattering seat on a You Tube video - no worries though, the seat on the V7 is as in the pic’s and looks great. The clock options temp/time seems to always default to temp - but maybe this can be altered, haven’t had time to check yet. I’d prefer time. Will write again when I have more miles under the tyres. Oh, and I saved money!! I was assuming I was paying the £5684 I’ve seen advertised. Moto Strada in fact priced less at £5629!"

And falcone's found the first fault...when he took his bike for a spin in the wet...well, he couldn't resist... "I've found a fault! Well okay not a fault but, in my opinion, a bit of sloppy design - easily rectified. The way the mudguard fits on to the sub frame under the seat leaves two gaping holes for all the muck and rain from the rear wheel to be sprayed through on to the underside of the seat and probably over the electrics. I am gong to seal the holes with some clear silicone and maybe cover the inside with some tape as well."