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Road Test: Moto Guzzi V7 Classic

If ever there was a bike that makes you want to dig out your Cuban heels and flares it’s the Moto Guzzi V7 Classic. This remade take on an old favourite epitomises those funky 70s like John Travolta, Evel Knievel and Slade rolled into one neat retro package. It takes me back to a time of endless hot summers, school holidays and helping a local ‘hero’ to clean his big noisy motorbike, a machine that first captured my love for all things two wheeled and started me on a slippery slope into petrol fuelled addiction. That bike wasn’t actually a Moto Guzzi but without that big green Kawasaki I doubt if I’d be writing this now.

When Moto Guzzi launched the V7 at the end of the swinging 60s it was without a doubt an iconic milestone for the Italian firm. Billed as Italy’s first superbike it’s a machine steeped in history and is noted for helping to promote the firm on the world stage. The original bike featured a transverse 703cc V-twin and was aimed squarely at the experienced motorcyclist who could handle its unbridled power! The all new V7 is a pussy cat in comparison to most modern superbikes, it’s easy to handle, light, unintimidating and fuss free but that doesn’t make it boring.

The booming modern classic segment is one of the fastest growing markets at the moment. Midlife crisis, disposable incomes and a need to pose rather than go fast are some of the symptoms of this affliction and there are plenty of models to choose from if retro eases your pain. Virtually every manufacturer has realised the merit in cashing in on nostalgia and past success by building modern variants of earlier classic models. This bike is no different and like many it utilises the factory parts bin, including the chassis and 744cc fuel injected, air-cooled engine from the Breva. It also uses a few labels, like 40mm Marzocchi forks and Brembo brakes which work very well, despite only having a single disc up front. With a low seat height, and weighing in at a little over 180kg the V7 is an easy bike to live with as well, no matter what height, sex or age the rider happens to be.

Style wise the design is simple, uncluttered and compact with a hint of Triumph Bonneville about it; us Brits have inspired the world when it comes to motorcycle design. The Guzzi has the timeless style of a 70s bike but modern additions like fuel injection and decent rubber bring it firmly into the 21st century. Of course it still retains design cues like those lovely laced wheels, chrome exhausts, shocks and lights. It also benefits from a modern dash featuring a traditional analogue speedo and tacho, those dials are complemented by crystal clear LCD screens for trip, time, temp etc.

Winter isn’t really the best time to be cruising, your once shiny chrome soon gets ditched, alloy goes furry and cleaning those lovely spoked wheels after every ride is a bitch. One good point worth noting on the V7 is the shaft drive, which saves a messy and time consuming job (does anybody actually enjoy oiling their chain because I don’t).

I found it hard to ride the V7 without drawing comparisons with Harleys 883 Sportster, both machines have that lazy feel to them, they’re both relatively compact and will suit riders who may be put off by larger bikes. Style wise there’s quite a bit of difference though and for many riders Italian steeds are the only choice when it comes to bikes. Moto Guzzi has a very enthusiastic and loyal following, as well as a lively owners club, visit www.motoguzziclub.co.uk for more info.

Winter is never a good time for testing bikes but beggars can’t be choosers and with a cold wet weekend in Morecambe Bay to look forward to it was time to see if this cruiser could handle more than a Sunday ride out. Despite the 744cc beneath the ample saddle the V7 isn’t built for speed. Press the starter and the familiar Guzzi vibration rattles the handlebars and footpegs, as I’m sure any Moto Guzzi rider will relate to. The engine note isn’t loud or obtrusive; in fact it’s fairly quiet for a V-twin and it produces its 47bhp in a lazy fashion. There’s no real urgency to it although it does pull quite well and the five-speed box is both well spaced and smooth, so shifting through the gears is easy, just as it should be.

Thankfully my trip coincided with a bit of a warm spell as me and a mate set off on our respective machines for the 130 mile blast to the north-west. The first leg included 40 miles of motorway and the Guzzi cruised fairly well at just a tad over the national speed limit and had enough in reserve to just about hit the ton. With the motorway quickly despatched we took the scenic Trans-Pennine route across the Woodhead Pass where the V7 enjoyed its natural habitat. The bike glides around corners and although the brakes aren’t over powerful they give enough bite to haul the machine up in plenty of time, most corners can actually be attacked by simply using the oodles of useful engine braking to scrub off just enough speed. The engine pulled well over the moors as we headed towards Manchester and despite the lashing rain the bike coped well and never felt flustered, even though we weren’t taking it steady.

I found the V7 Classic to be easy to ride, frugal (around 47mpg) and well mannered. Heavy rain had no effect on those Italian electrics and I soon munched those miles without any aches or pains. The bike is quite comfortable, as you’d expect really, even after a few wet hours in the saddle I was still enjoying the ride but the bright lights of downtown Morecambe beckoned and the V7 turned a few heads as we blasted along the neglected seafront searching for my flea pit of a bed & breakfast, £17 a night doesn’t go too far in the north these days and my accommodation was as retro as the bike with 70s flock wallpaper and faux walnut furniture, groovy!