First ride: Moto Guzzi V7 Special II

There are three new Moto Guzzi V7s out and about in 2015: the Special, Racer and Stone, all referenced with a II suffix (eg V7 Special II) to separate them from the previous models. And that's a good thing, as quite a few changes have been made, including the adoption of a six-speed gearbox, a realignment of the engine — now more forward and lower — lower footpegs (by 25mm) and security updates in the form of anti-lock braking and traction control.

V7 II RANGE IN BIKE SHOWROOM

Of the three models, the Special, with its two-tone paint job, bears the closest resemblance to the V7 Sport of yesteryear. And that's the first of the new V7s that Bikesales recently spent a pleasurable few weeks on, blasting through the highways and back streets of Melbourne.

About halfway through my first ride on the $14,500 rideaway Special, which was only a quick 10km blast to run an errand, I was already well on the way to falling in love with it. There was no particular standout piece of the puzzle, but just the way it enveloped me as a rider — not in a literal sense as there's no bodywork, but the way it grumbled and hunkered down to get the job done. And the powerplant was as fun as ever; cooperative enough without doing all the work for you, which is a large part of the appeal.

Years ago, I wouldn't have felt this tyre of 'embrace' from a Moto Guzzi, and I can fully understand why Moto Guzzi enthusiasts are so proud of what they are riding. There is an indisputable thrill — a simple joy, for lack of a better term — when riding a motorcycle like this one.

The small-block V-twin in the V7s will be around for a little while yet, as Moto Guzzi would not have spent the bucks updating it with an extra cog otherwise. That's a good thing, as your worries and concerns evaporate into thin air the moment you throw a leg over the bike and fire up the 744cc air-cooled V-twin, which shakes from side-to-side as it sits on the starting blocks. Those shakes are an intrinsic part of the V7 show — sure they are obvious but they are not disturbing in any shape or form. Who needs to be pampered and insulated the whole time?

Crack the throttle and the engine instantly sucks in a huge breath of air as the power is transferred via shaft to the rear wheel. The clatter of the engine levels out as the revs rise and there's plenty of low down grunt coming from the longitudinally mounted mill. Moto Guzzi claims the 50hp at 6200rpm and 60Nm at 2800rpm. Those numbers aren't prodigious, but analysing the raw numbers probably does the Special a disservice. Instead, look at it this way: it enjoys getting up to speed in a relaxed manner with all that nice torque from low in the rev range, followed by a decent amount of zest until it reaches the power peak.

It can be a bugger to start though, especially on cold mornings…

Around town, first gear is quite low, but as the speeds and intensity rises that's quickly forgotten about — although there is quite a big gap between second and third gears. But get up to 100km/h on the highway and the engine settles into a really sweet place. At that speed it's still closer to its torque peak so it's ultra-relaxed. Meanwhile, the updated gearbox really adds a modern edge to the Special, with a light and easy-shifting feel.

The engine is now perfectly horizontal thanks to the changes made by Moto Guzzi to lower the mounts in the frame. The efficiency of the entire drivetrain has been increased as a result, including better alignment for the shaft drive. It's really hard to pinpoint a massive change from the previous model, as I've always found the drivetrain obliging, and the Special II only continues that.

Adding traction control and anti-lock braking makes complete sense, and the Piaggio Group — of which Moto Guzzi is a member — certainly has the experience with electronics to make it happen. Both functions are non-switchable, as expected, and the traction control's base setting is quite obtrusive and sometimes works a little harder than you expect. Even getting out of my driveway presented a few challenges when I cracked the throttle open a little too hard. The front brake is a radially mounted Brembo caliper.

The engine realignment has also played its part in reducing the seat height to 790mm, which makes it more accessible for shorties — and balancing the Special at low speed is a now easier than ever, especially in start-stop traffic.

At 199kg wet, the Special isn't porky by any means, and the engine has enough muscle to get it up and about. This is an easy bike to live with, with excellent ergonomics and light controls. It's effortless to punt around in traffic and can be ridden for extended periods, and it feels quite taut. When I say extended, if you are on the taller side it could be an issue as the seating position is a little cramped. And another minor niggle is the gear lever, which has a terribly hard rubber. In softer shoes, it can become quite uncomfortable.

The engine is nestled inside a double-cradle steel tubular frame, and the chassis has 138mm of trail and 27.5 degrees of rake. The Pirelli Sport Demon tyres are 18-inch (front) and 17-inch wrapped around glorious spoked wheels.

The rear suspension, comprised of twin shocks, is quite stiff and you wouldn't want to go searching for bumpy tarmac on a regular basis, as you'll probably be punished. There's 100mm of rear travel and 130mm from the non-adjustable 40mm fork.

Even though it holds a whopping 21 litres — more than a lot of adventure bikes — the tank on the Special doesn't feel overly big, even though it does make quite a statement when you're standing next to the bike. That's probably enhanced with the two-tone livery, available in both in both Nero Essetre and Rosso Essetre guises.

Along with the launch of the updated V7 II line-up, Moto Guzzi has released a range of accessories, which will be available as kits based upon four distinct styles: Dark Rider, Scrambler, Legend and Dapper. Customers will have the option to purchase accessories individually, and all the accessories are adaptable to the each V7 II model.

The composition of the kits is as follows:

Dark Rider: Designed to create a “Gothic” style. The accessories include black aluminium top fairing, aluminium side fairings, aluminium mudguards, and black fuel tank which features the traditional red Moto Guzzi eagle and black spoke wheels.

Scrambler: A vintage off-road style. The accessories include satin finish mudguards, number plates and guards. A high two-into-one exhaust along with cross brace handlebar, off-road footpegs, leather side bags and a tool bag have also been included.

Legend: Designed to recreate Moto Guzzi history, the Legend is a modern interpretation of the Moto Guzzi Alce, a bike used by the Italian army. The accessories include a dark satin "two-in-one" silencer, olive green fuel tank, side fairings and mudguard. To finalise the Legend Kit a cross brace handlebar, black luggage rack, larger seat and natural leather side bags have also been included.

Dapper: Designed to create a Café Racer. The accessories that make up the Daper Kit include polished aluminium mudguards, injector covers, guards and number plates. Low handlebars, a single seat and handlebar mirrors finish have also been included to compliment the Café Racer style.

For those riders who appreciate a bit of style, the muscular V7 Special II gets the job done. It's not bold or brash, but there's still plenty to whet your appetite and stir the passion. And with more functionality in the form of traction control and anti-lock braking, the latest generation V7 hits the spot.

PERFORMANCE
Claimed maximum power: 50 (37kW) at 6200rpm
Claimed maximum torque: 60Nm at 2800rpm

TRANSMISSION
Type: Six speed
Final drive: Shaft
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Double cradle steel tubular
Front suspension: 40mm fork, non-adjustable, 130mm travel
Rear suspension: Twin shocks with adjustable preload, 100mm travel
Front brakes: 320mm disc with Brembo radial twin-piston caliper
Rear brake: 260mm disc with single-piston caliper
Wheels: Spoked with alloy rim
Tyres: Front 100/99018, rear 13/80-17

DIMENSIONS AND CAPACITIES
Rake: 27.5 degrees
Trail: 138mm
Claimed kerb weight: 198kg
Seat height: 790mm
Ground clearance: 174mm
Wheelbase: 1449mm
Fuel capacity: 21 litres