The Moto Guzzi V7 has long been my favourite modern retro, indeed it’s been one of my favourite bikes full stop for a number of years. I’ve always felt it was one of the most charismatic and authentic modern classics on the market, embracing the company’s traditional designs and keeping them updated just enough to meet modern regulations and tastes. And, and this is very important, I just really like Moto Guzzis!
I rode the V7 Special towards the back end of 2023 and loved it, you can read that review here, but last year the range received an overhaul to meet the latest Euro5+ regulations – while a new ‘Sport’ model was introduced to top the range. Priced at £9745, it tops the range and offers additional spec over the base Stone and more traditional looking Special. The Sport features better forks, brakes and electronics than the ‘standard’ models, while there are a host of developments across the range, including an updated engine, improved lighting and a new instrument cluster and switchgear.
At first glance, three of those ‘updates’ don’t really do it for me. On the switchgear cubes I am a bit ‘meh’ but I loved the previous model’s old school round headlamp and the twin analogue clocks which graced the Special, so the latest V7’s more stylised (unnecessarily, in my opinion) LED headlamp which doesn’t really do it for me, while the twin clocks are ditched in favour of the single round LCD dash previously found on the base level Stone.
That one really grinds my gears. I’d get it if the single binnacle was stuffed with the latest TFT goodness, but LCDs are all a bit dated in 2026 – aren’t they? It’s neither one thing nor the other if you ask me, and I’d much rather have the earlier model’s twin analogue dials with the small LCD inset. Sometimes form is more important than function, and the V7 has always been a ‘big feels’ bike for me.
Firing up a Guzzi is always a pleasure, as the transversely mounted engine’s pistons cause the bike to rock gently from side to side at tickover and the tank gently flutters to the rhythm of the beat. They’re bikes with soul, and that’s a big part of the reason why I love them so much.
That said, the soul seems to be more and more diluted with every passing Euro emissions round. When I last reviewed a Guzzi, I bemoaned that the Euro4 version lacked the rawness of its Euro3 predecessor, and again I feel this latest, Euro5+, example is even more refined.
Whether it’s a conscious move by Moto Guzzi or a byproduct of meeting the latest regs, I don’t know, and whether you think this progress is good is also a matter of personal taste. It’s certainly a more polished engine, but whether that’s a good thing or not I am yet to be convinced.
I fell in love with the V7 when it was relaunched back in 2008 because it was a bit rough and ready. Where the modern Bonnevilles looked the part but were a bit too smooth to ride, a bit like posh Kawasaki ER-6s, the V7 gave me classic bike feels to go with the looks.
This Sport is the most powerful V7 yet. The engine’s still old school, an air-cooled 853cc across-the-frame V-twin that’s only got two (pushrod operated) valves per cylinder but it’s now making a decent 67bhp, pitching it right alongside the 900cc Bonnevilles. It’s hardly socket wrenching stuff, and still a little less than the 1971 V7 which provides the inspiration, but it’s enough to make good progress on a bike which weighs 220kg fuelled up.
It’s smooth, albeit still with more character than a parallel twin, and very easy to ride. The clutch and gearbox are light and precise, not something you might have said about a Guzzi 10 years ago, and the shaft drive unobtrusive. It’s had a fair few mechanical modifications over the previous model, including a revised airbox, bigger throttle bodies, a new timing system, reprofiled camshafts, different exhausts and changes to the cooling system, but the cool thing about the Guzzi is, in part, those distinctive cylinders sticking out the side.
In a world where more and more products get homogenised, Moto Guzzi continues to make distinctive motorcycles. It remains one of my favourite engines, even if I still prefer the rawness of the (technically inferior) previous versions.
But it’s the chassis where the biggest differences lie. A twin disc front brake set-up distinguishes the Sport from the two cheaper models in the range. Brembo four-piston monoblock calipers grip a pair of 320mm discs, and although they’re decent enough I was disappointed by the lack of initial bite. The Sport is also the only V7 to have cornering ABS, part of a package facilitated by through the adoption of a six-axis IMU.
Forks are different too, the Sport wearing preload adjustable upside-downers to the more basic telescopic units on the Stone and Special. Wheels are also unique to this model, being cast units that are 1.8kg lighter than the ones found on the Stone. The front hoop’s an 18” item, which helps contribute to the classic bike look, and they’re shod with Michelin Road Classic tyres.
The result is no sports bike, but it’s a lot of fun down the back roads. It is a bit soft, and the footpegs will go down too easily, but ride it within its limits and you have a motorcycle that can really put a smile on your face. Unique to the Sport version is a third ride mode, with ‘Sport’ joining the ‘Rain’ and ‘Road’ modes also found on the Stone and Special.
The Sport mode sharpens up the throttle response a little bit and turns the traction control down a bit too. Although I didn’t really get the opportunity to check out the traction control during our test, which was held in warm and dry conditions, the aforementioned IMU means the TC is lean sensitive – another benefit of going for the range topping model. In addition to the extra ride mode, the Sport also gets cruise control – although a USB charger is a £19 accessory on all models.
Reviewing the V7 Sport is a funny one for me. It’s a technically better product than its predecessor by almost every metric, but it just doesn’t give me the same feels I’ve had in the past. It’s still my favourite modern classic, but not quite in the same way.
It’s a very easy machine to get on with. The 780mm seat height might make it a little on the small side for some, but combined with the gentle nature of the motor and generally soft chassis set-up, it is at its happiest as a solo bike ridden around town and on the back roads. It might seem a bit on the heavy side for shorter riders, but it carries the weight down low and is very manoeuvrable.
A decent chunk of that 220kg wet weight comes from the fuel. That big fuel tank not only looks ace, it holds a rather large 21 litres of unleaded. By comparison, Triumph’s Speed Twin 900 has a 12 litre tank capacity and weighs only 4kg less than the V7 Sport. It’s very accessible, and a good choice for novice riders. Put the same amount of fuel in each bike and the Guzzi should tip the scales at less than its main competitor.
I do think that the green (Verde Legnano) colour scheme in the pictures will turn heads, but the grey (Grigio Lario) option is very dull indeed. It’s the sort of colour I imagine they use to paint the walls of prison cells, and it has nothing like the class or drama of the two-tone Special. Despite some neat touches like the bar end mirrors and detailing on the seat, I guess what I ‘m saying is that I think they’ve played it a bit safe with the styling and graphics. It’s crying out for some further modifications, but I’d have liked to have seen a bit more pizzaz straight from the factory.
All this extra tech means, I’m sure, most will think the Sport is worth the £800 premium over the mid-range Special, but I still think the Special rocks the best look. With its wire wheels, added chrome and more classic liveries it gives me the style I want from a V7, even if it doesn’t have some of the really useful added tech of the Sport.
And I still think the Moto Guzzi V7, especially in this Sport form, is one of the most charismatic retro roadsters you can buy today. Personally, I’m not sold on some of the updates to the latest model.
I’m not a fan of the headlight, dashboard and new switchgear, as I don’t think they’re really in keeping with the character, but you can’t help but be impressed by the work done by the engineers in not only persevering with the traditional air-cooled motor, but to actually increase power and refinement while meeting Euro5+.
It really shouldn’t be underestimated just how big a task this will have been, and shows just how important the engine configuration is to Moto Guzzi.
Sure it’s not perfect, and maybe it’s not quite as quirky as earlier V7s, but if you want a friendly and distinctive motorcycle it deserves consideration, because it’s definitely right up there with the best in its class.
Moto Guzzi V7 Sport specification
Price: £9,745
Engine: 853cc, air-cooled, transversely mounted 90°V-twin, two-valves per cylinder
Power: 49.5kW (67bhp) @ 6,900rpm
Torque: 79Nm @ 4,400rpm
Suspension: 41mm upside down front fork with twin rear shock absorbers with preload adjustment
Wheels: Cast aluminium, 18” front and 17” rear
Tyres: Tubeless, front 100/90-18, rear 150/70-17
Weight: 220kg wet
Seat height: 780mm
Fuel tank: 21 litres
Contact: www.motoguzzi.com
