2021-on Moto Guzzi V7 review | Few bikes can match the V7 in terms of charisma and charm

See detailed comments. Ride is good for a base suspension. Brakes need more bite but forty dollar AF244HH EBC pads fixes that.

2024 is pure engine MAP bliss on mine. Delivers the soul and character you expect.

I have a V7 III STONE 10 850 model and a V100S, two opposite kind of bikes. Where the V7 is really wonderfully laid back, the V100S tends to want to play and whisper, “let’s do something stupid”. I looked at the stone ten and just had to have this timepiece that will soon be gone. It is a beautiful to look at bike with loads of charm that is genuine and true to the bike. It isn’t made to impress anyone more than you are impressed with what it is. A true standard polished over the decades. The price is also good, especially for a year old model. You get a lot of lineage and mechanical experience in the bike for the money. I’ve had the V100S for just fewer than 10,000 miles but wanted the character of the old airhead BMW R100RT I sold to get the V100S. The V100S Mandello is incredible but way, way in the opposite direction from the V7. The V100S is a puppy dog, all play and energy that controls you. The V7 STONE is a more mature dog that you control.Anti-lock brakes and traction control all seem to be doing their thing. I did have to adjust the front brake lever for two-finger braking, as is stock, the lever bottomed out into my ring and pinky finger modulation the throttle before I get maximum braking. Pretty easy fix with a VISE to alter the lever’s dog-bone area. The single BREMPO four-pot 320-mm front and single two-pot 260-mm rear brake have plenty of power, and get the most from the tires but do require a stronger squeeze to do so. The problem isn’t the feel; the lever is pretty solid. It is just the pressure ramps up a lot to get the most braking. Right now, I’ll switch to the EBC AF244HH sintered brake pads to see if initial bite is better. Sure, sintered pads will murder the disc but I’ll remove / replace as needed to get the brakes more responsive.The riding position is a surprise. It sits two inches lower than the V100S, but the riding position is more spread out. How? Well, the foot pegs are more forward and that removes the bend in the knee. Not a lot more forward, but enough to so the kind of stretching I need to do on the V100S where the pegs are more under you (sport bike like) is mitigated. Truthfully, this is the best riding position bike my 5’10” 140 pound frame has been on, no changes at all. No bar risers, no peg movements just get on and go.The lower 30.7-inch seat height and slightly lower wet weight are far more pronounced riding it than the paper work would suggest you’d experience. The V7 is a hugely better commuter bike. It is a cooler experience than the V100S in town and the slow speed maneuverability are good. The V100S is fine moving but the catalytic box underneath tosses a lot of heat stopped at 85 F and up. The V7 manages heat really well and I never felt the bike was secretly roasting me alive. On the open road, the V100S has a darty personality to go and do anything you want. The V7 is more planted above 55 MPH or so and has a, “are you sure you want to do this” nature to any sudden changes. Again, it is an opposite kind of ride. The steep 26.4-degree rake and 4.10-inch short trail as well as the short 57-inch wheelbase suggest a darty bike, it isn’t. The V100S wants to get it all done in such a hurry and let’s you know it. The V7 says enjoy where you are as we go along. It isn’t SLOW at all if you give it the all, but it pulls so pleasingly through the gears you want to enjoy the effortless feeling and smoothness. I added a GIVI touring fairing (not really all that big) that nets a big SPLAT right into your face shield. Chest is pretty pressure free. I may need one of those top edge deflectors added to toss the bugs a little higher, or learn to eat them as I go. The 2024 V7 STONE has nearly impeccable EFI mapping; I have no problem spots at all with mine so far. The engine has more than enough oomph for anything sane on the street and delivers 53-MPG average and still climbing some. The dry clutch is perfectly predictable with a firm engagement that makes taking off easy in town or anywhere. Clutch pull is smooth and silky, not grainy and with the feeling you’re pulling it through molasses. The ARROW exhaust is a hoot to feel and listen to rumbling away at stops. The ecstasy fades if you want that rumble to continue when you take off, however, and you instead hear the quiet turbine like whine from the gearbox once moving. The whine is a quality sound, but maybe not the sound you expect to hear. The V7 STONE TEN is a quiet bike at speed, and I like that. This engine is super smooth at 4K RPM, and it naturally wants to fall right into that zone all by itself as the engine is really communicative as to what it is doing by feel. The engine is a 65 BHP / 55 LB.FT torque engine using a hemi-head two-valve design (no real room for more valves inside hemi shaped heads). I will say this about the design, it is so, so tolerant to a fault. Corner in 1, 2 or 3rd gear no problem. The engine refuses to knock or complain. The difference in your gear choice is the drive out of the corner. This is a really flexible engine. It never says you goofed up unless you don’t down shift a few gears at all. The transmission was a big surprise. First, adjust the clutch for a proper 80-mil, free play and no more. The dry clutch hates a clutch that doesn’t filly disengage way more than the V100S wet clutch that has a softer and wider engagement zone. OK, that done we find the transmission has a really short throw for a classic big twin. The V100S literally clacks through the gears where the V7 is so civilized it took me aback for a bit with nary more than a click from the gearbox. Neutral to first shift is so smooth you need to watch the neutral light go out. Sure, with a dry clutch you need to release the clutch a tad to pop it into first, same as the airhead. But unlike the BMW, throws are short and quick. Neutral is easy to find even with my Dianeses touring boots on. Vibration wise it is a lot like my old airhead. There is a low frequency communication going on all the time I really like. View in the mirrors, I changed to the clutch/brake perch mounted not bar end mirrors, is pretty good. Not crystal clear but close enough you easily can tell a Ford F150 from a VW Golf, no problem. Better than the airhead ever was where everything was a large blob. The V7 is a smoother character v-twin experience overall. Nits are no storage anywhere. What the hell with that on new bikes anyway? I do mean nothing. Sure, I wrap my registration in a zip-lock bag and stuff it under the seat and hope for the best but there isn’t really a proper spot even for that. Some complained of the electrical alternator. The 2024 V7 STONE TEN’s manual on page 232 reports a 12V 430-Watt unit. With all LED lighting we have a decent amount of power for GPS, vest, grips and stuff. That weakness is mitigated in this model.Another nit might is the suspension is an as is set-up. I reduced the preload from the middle position, as I’m pretty light. Still, a typical hard-edged bump can pack a punch to the backside. The suspension has been improved as has the frame to handle the added power, but it isn’t smooth sailing across every nasty pothole. The big one will wait for you. Otherwise it has a really good ride that jumps to the infrequent, “what the hell was that” across the biggest nasties. The shaft drive has no impact (ha!) on the suspension compared to the old R100RT’s shaft. It seems long enough to mitigate that effect and I never even notice the shaft back there doing its thing. The suspension never pinion climbs and gets stiff under power. The electronics are good for the price. But for some reason even with anti-lock there is no cruise control. Not a big jump to add that and to me worth it. OK, but unlike the V100S that has a cruise and it is mandatory to use on long trips, as the throttle return spring is an exercise machine, the V7’s throttle is light and a delight to use. A gently weight on the bars is all it takes to roll right along for hours. This characteristic pretty much made me forget about the cruise. Add to the electronic fobilies is the MODE displayed switch that needs to be on the left side, and not the right, as your right hand is busy with the throttle. Some hate the display location offset to the left. This was done on purpose so you can add GPS navigation or whatever to a bar mounted device and presto, the dash is now symmetrical and stuff doen’t block each other. A highly recommended standard style bike in any of the iterations. There is likely a model that tickles your visual fancy and any of them will ride and treat you right based on my experience with mine. This is a do it all bike for those looking for a simpler and more relaxed existence but relaxed doesn’t mean we lost the soul and character along the way.

Self service across the board for most reasonable mechanically inclined owners. Expect oil changes and that's the worst. Valves are adjusted by you for free.

Needs cruise! Move the MODE to the left handlebar position. I added a GIVI touring fairing and it works as expected for the size.

Does what I need it to do with style

Not the most powerful but makes up for that in charm

Good quality looks great with Arrow exhausts

Services more regular than Jap bikes but easy to do

Got what every bike needs. Don't have to spend ages messing about with needles gadgets just get on and ride. Fitted a Dart screen and a Guzzi Rack

It is a good alround bike. I've no issue with long days in the saddle - 547km single day ride hovering up Irishphotorally pointsI've replace the rear shocks for EMC units and fitted a Gcorse larger front disk

As standard when I bought it 2nd hand as a 3month old bike there was a fueling stutter (almost felt like the first hiccup of an empty tank). This was sorted in 10 minutes by bypassing the fuel evap system that MG fitted. MG did a map update at the 1 year service (September 22) that made the engine really smooth. There are some gains to be had after that with a UPMAP upgrade, freer flowing air filter and modified/removed air filter box lid

The only corrosion is on 3rd party accessories that I've fitted. Givi crash bars need respraying after two years. The clutch cable frayed and nearly parted. Turned out to be my fault as the aftermarket clutch lever didn't have the cable securing point in the same relation to the pivot point as the Guzzi original.

€300 for 2 year (20,000km) service. Most of that I can do myself. I check and adjust the valves in about 40 minutes. I use the Guzzi service as a 2nd opinion on my work.

ABS - check MG traction control (very unobtrusive when set to level 1)- check Change the oem dunlops with their weird almost triangluar profile to Bridgestone T32 - change the front to 110/80 sizing. Superb road holding in all conditions. Avoid the aftermarket rear fenders. They fit well on the previous V7 versions - I, II, III but not the 850 with it's wider frame. I've reshaped the oem fender and removed the over weight outer part that sits facing the tyre who's only purpose as I can see it was to hide the read wiring loom.

brakes are stopping well & ride quality remains me my old days on a bikes.

Just one word, Fantastic!

feel solid and I hope ot last for long.

£250 its a bit to much.

Not much original equipment, but i am happy for what it is

Shaft drive adds smoothness but obviously saps power, but if you want power you’d choose something else anyway. Many complain of the harsh rear shock; I find it on the firm side but not enough to pay £££ for an upgrade. Brakes never an issue. Low-speed control with the rear is the most confidence inspiring I’ve ever used.

This is the bike’s forte. Not the power, but the character. I never tire of the sideways vibes.

As explained above, the cylinder head bolts have furred a little after a couple of winters of owning the bike since new. What’s more of a worry is that I’ve found the electrics to be somewhat temperamental; the electric start can take a few seconds to start cranking but once it does, it’ll fire no problem. That is, if you’ve switched the kill switch back on. As a precaution, I’ve found it to be far more likely if the battery is isolated between uses. I use it as a weekend toy, like most owners, rather than a daily hack. But the rest of the bike is as good as any other I’ve owned, including Japanese makes and H-D.

Only had one service so far, the next one is in a few days time. Significant thing is that, due to the relatively tiny dealer network, you will need to book your service a long way in advance (8 weeks last year, same this year).

Not so much for what the bike has, because it looks its best as intended from the factory. Some worry about the lack of fuel gauge: when you’re running low an additional trip meter automatically displays, counting up from 0.0 from the point when the warning light comes on, so a bit like a ‘reserve’ without having to turn on a fiddly tap like the old days. Rather than use MG’s expensive luggage range I tour solo with Givi’s much more cost-effective Remove-X system and fit their soft Corium bags, which are excellent products in their own right but really suit the look and nature of the bike. It’s a very capable mini-tourer.

It handles perfectly for what it is and it’s price point. Not 5/5 as the rear is a little crashy on some bumps (but I’m a bit/lot overweight). Rear brake is great- decent power and feel. Front brake could be a little stronger for more spirited riding but is absolutely fine.

Full of character. Perfect power level for relaxed and more spirited riding at legal speeds. As others have said, lumpy low down, eager in the mid range, and with a little fun to be had at the top end. Twisties are dealt with in 3rd and 4th. 6th is overdrive for cruising.

Build quality is high and materials are lovely. Too young to speak to reliability.

First service was a very reasonable £160 - oil change and valve clearances. 10k/1yr intervals after that. Suspect next service will be slightly more, but not much.

Clocks have all you need. I’m a bit bemused by those bemoaning lack of a fuel gauge. Light comes on about 160 miles and I’ve done 200 miles with fuel still in the tank- it’s a bike, not a car. Some luggage tie down points and a little underseat storage would be good. But I’ve got an Oxford Aqua tail bag and tank bag and they work great. Also Peak Design phone holder is very discrete. Dart fly screen is a nice addition too. I’m not entirely convinced by the standard (Dunlop Streetsmart) tyres. They are French made and have full tread thickness- but lack a bit of feel and turn-in. I might change them before they’re worn out.

I knocked a point off here for the harsh rear shocks which will jar you on rough pavement. Otherwise, the front end is good and if the pavement is decent so is the rear. The brakes work very good but do requires some force at the lever for hard braking. Feel of the brakes are very good for a single disc.

A little torn about giving a 4/5 here. The fuel delivery is not the smoothest below 3000 rpm and neither is the engine. But nearing 4000 rpm the motor just sings and pulls very well on its way up. Overall, not unexpected and not really much of an issue, for me. Transmission is a bit balky when cold but smooths out fine once warm. Clutch action is excellent.

I can't speak to reliability as it's too new yet. The build quality is very good however.

I do my own service as it's easy, and I know the mechanic. Because of the shaft drive and easy peasy valve adjustments, the operating costs come down to tires and motor oil mostly. Every blue moon some gear oil and fork service.

The ergonomics of the Special are excellent with a very comfortable seat and controls layout ideal for me at 5'9". The large fuel tank is welcome and the fit and finish are beautiful. I've read people complaining about the stock tires (Dunlops) but I don't have a problem with them. The tires hold well cornering moderately fast and the don't track grooves in pavement. One minor complaint is the front fender is too short to give good coverage and road debris pastes the front of the engine.

Superb handling. Coming from Ducati's/KTM's that is a strong statement.

Addictive motor, as simple as a hammer, as effective as one too! Gearbox can miss a change when wanting to hurry up a bit so drops a star for that.

Drops a star because of initial fuelling hiccups and the occasional gearbox stutter. Running gear and paintwork etc is first class.

65+ MPG simple enough to service yourself (Unless you're allergic to oil under your fingernails) you can't get simpler than an air cooled pushrod two valve motor. Could get tricky with the drive train tho.. time will tell.

Glaring omission of a fuel gauge loses a star, awkward right-thumb scroll through the menu button loses another.

Steady as a rock

Great

I just give most of the bike a wipe over with a clean oily rag and it comes up fine.

Good on fuel,dealer servicing £255 for 1st service and £360 for the next one,so budget for that..

OK, brakes aren't the tops but this isn't a sportsbike and so perfectly adequate.

Just a super, smooth, V-twin thumper.

First service due now but waiting for recall to synchronise. Assume MCN are near the servicing costs mark.

Great dual clocks & comfy, low saddle ( bit of a short-****). The 'heavy' weight doesn't feel intimidating.

Loves A or B roads, can do anything. 500 mile days are easy. Pillion comfort limited to 100 miles per leg.

Once run in (3000 miles +) is fantastic.

Simple but put together by idiots. Every bolt is threadlocked cheese. No grease is used anywhere. The dealers filled the gearbox with the wrong oil because their Honda tech doesn't know the differences between a 750 and 850. Take it home, take it apart, tidy it up. Just like a 1975 Ural.

Do your own servicing, its very very simple and you will give attention to the detail. Less maintenance than an Enfield, simpler than a Triumph. If you can't you need a dealer that really cares about Guzzi's.

OE Dunaplop tyres are awful Brazilian rubbish, but everyone knows that. Fit Michelins. It's not the sort of bike where you even think about Bluetooth connection to the ashtray or whatever, just ride it.

after my Susuki V strom the front brake feels a little under powered. You have to use more pressure but seems to stop the bike.

at low revs feels lumpy and when cold, 10 miles , the gearbox is also lumpy. then becomes smooth

to new. But both my other ones had issues, The V50 had electrical issues and the V7 (1) had a porous gearbox and a leaking rear gear seal. Both repaired under warranty. The V7(1)s chrome on the wheels was a rust box.

seems to be very frugal on fuel

needs a fuel gauge

Love the ride. Great for trips out but over two hours and you need a short break. It’s a country lane boy, avoid motorways, much more fun.Breaks are ok just not dynamic

Engine picks up over 4000 revs but plodding along slowly in sixth gives a nice low rumble

2000 miles and not one problem

Finding a good local MG dealer is a challenge

Equipment level is basic which suits its retro look. Love the matt black tank, exhaust and wheels. Had to fit a USB Charger (easy) but the manual is awful. Still no idea what most of the wires are in and around the battery. Bought a small disc break lock that just fits under the seat. Still trying to get small discreet side panniers.

Single front Brembo does the job. Back break good. Suspension basic but very effective (much better the the v7 iii). Low seat height and centre of gravity, and Dunlop tyres inspire confidence.

Good low down torque, great v-twin character and enough power for real-world riding for those keen to hang on to their licences.

Have ridden the bike 2000 miles in the 3 months I’ve had it. All I have had to do it put petrol in it, and that not very often with a 250 mile tank range: it hasn’t missed a beat.

First service cost £110 (my dealer gives good discounts to anyone buying their bike from him), it has averaged 62 mpg over 2000 miles and insurance is very reasonable. Easy access to air cooled engine, shaft drive and minimal electronics (ABS and three levels of traction control) should keep costs down.

Basic electronics are more than adequate for riders not wanting umpteen riding modes they never use. Basic suspension soaks up the bumps and holds the roads without offering adjustments beyond most people’s appreciation. Lacks a fuel gauge but does have an accurate low fuel warning light. Dunlop tyres are good. “Comfort seat” fitted as standard, rather than a rip-off optional extra. I have fitted Halcyon bar end mirrors (look and work better than OEM), Ultimate Add-on heated grips (switch for setting heat levels built into grip rather than needing a separate, ugly unit bolted to the bars), Motone fly-screen (works remarkably well for its size and looks great) and Hepco and Becker c-bow legacy panniers (stylish, well made and useful).

It’s new to me so I am getting used to it but feels sure footed and brakes fell well matched to performance

Superb so far. (Under 1/- miles)

It’s a new bike. Looks well put together and thought out.

It looks awesome