Moto Guzzi V100 Mandello 2023 Launch Review

It's been a long time between drinks for Moto Guzzi, but now the V100 Mandello has arrived so it was time to see if it was worth the wait.

First revealed in 2021, the V100 Mandello signifies a whole new era for the famous Italian brand. For starters, while it maintains the traditional V-twin engine layout, it is the first Guzzi to feature liquid-cooling.

The V100 Mandello also features a host of new electronic tech features and creature comforts that have never been seen on Guzzi’s before. And, in case you hadn’t already heard, the big news is industry-first electronically adjustable aerodynamic winglets.

Yep, this is a Moto Guzzi, but not as you know it.

Moto Guzzi celebrated its 100th anniversary in 2021 – the same year the V100 was first revealed. The company was started in Mandello del Lario by Giorgio and Angelo Parodi and Carlo Guzzi, while their friend and partner, Giovanni Ravelli, had died in a plane crash a few years earlier. The men were part of the Italian navy’s aviation division, and the famous Mandello eagle was a tribute to Ravelli.

The V100 moniker is a nod to the 100th anniversary, and Guzzi is using the new model as a link between its first 100 years of existence and the next 100 years. And when we finally laid eyes on the bike in the flesh, it became clear that the future of Guzzi is in good hands.

The Australian launch began with an evening launch party at the ultra-hip Rupert on Rupert bar. Set in an ex-warehouse with vintage furnishings, the dimly lit venue set off the V100 Mandello models on display.

Moto Guzzi Australia’s Chris Harris hosted a short and informative Q&A with local Moto Guzzi collector, Teo Lamers. The motorcycle journalists attending were only a handful of the 100 people in attendance.

When Chris asked how many in the room currently owned more than one Moto Guzzi it was a room full of shown hands. Chris then asked those with more than 100,000km on a single bike to keep their hands raised it was startling to see more than a dozen hands still standing.

I've always known Moto Guzzi owners to be a passionate bunch, and this evening reminded me how far that passion extends.

As a fly on the wall, it was interesting to see and hear how impressed even the most hardcore Guzzi tragics were receiving this new model.

Moto Guzzi has a long and rich history but it's also an ageing one, so the company had a challenge on their hands to build a bike that's true to the marque's deep running roots yet also appeals to new and younger customers.

Even before you climb aboard, the V100 Mandello has a sense of class about it. Pictures don’t do justice to the build quality and finish of both components and paint.

The standard seat height of 815mm (both lower and higher seat options are available post-purchase) gives you a confident and inspiring stance, as most riders will find both feet easily flat on the floor. The cockpit is accommodating and comfortable with handlebar, footpeg, and control positions all where you want them.

The seat unit not only looks good, but it's also supportive and does well at holding you in place. For how substantial the bike appears, it doesn't feel big when you’re in the saddle.

But the cockpit is very spacious, thanks partly to the well-thought-out engine redesign. Moto Guzzi has retained the traverse-mounted twin-cylinder format but essentially turned the cylinder heads 90 degrees. With the exhaust now exiting forwards the injection bodies are hidden in the engine's V under the fuel tank, leaving a large area for your knees free from obstruction.

When I first fired the V100 into life I expected the traditional right-side leaning torque reaction to blips of the throttle but it's barely apparent. I recall Chris mentioning the new engine's counterbalance shaft during the tech presentation.

We make short work of the city traffic on our exit of Melbourne. A feather-light clutch action, loads of power from low rpm and excellent throttle connection make it easy when stop-start riding. By the time we reached the freeway, the V100 had already ticked the 'comfortable commuter' box.

As our route made its way into the hills, the V100 continued to impress me. The engine is like no other transverse-mounted powerplant I have experienced. Thanks to modern-day smarts, the engine uses a combination of lightweight components to cut down internal inertia by a claimed 50%.

The result is an engine without excessive vibration and that responds rapidly when asked, producing strong linear power from just over 3,000rpm until its 9,500 rev limit. The gearbox provides a solid shift with the clutchless shift assist system working well.

Ohlins semi-active suspension on the S version provided a well-supported balance to the chassis that boasts steering geometry and wheelbase figures smack bang in the sport-touring zone. And the Brembo M4.32 front brakes are brilliant with ample stopping power from the 4-piston radial mounted calipers.

The complete package is supported by an IMU unit that measures up to 30 pieces of data per second, from your lean angle to engine speed and even air temperature. It uses this data to optimise the implementation of both the traction control and ABS functions.

Our ride included a lunch stop at the Cathedral of Moto Guzzi, a museum owned by former Guzzi dealer, Teo Lamers, and we got to view his incredible Moto Guzzi collection.

Making our way through the 198 bike collection reminds you how much the brand has achieved in its 100-year history and how overdue a bike such as the V100 is to the ageing marque.

The remainder of our ride was through twisting back roads linked by short sections of highway, before an overnight stop at Marysville. The final day was a lap of the Reefton Spur touching the snowline on Lake Mountain before returning to Melbourne.

In the two days of riding, we covered a variety of conditions and tested the V100 Mandello thoroughly. I struggled to find an area the bike was lacking.

From highway miles to tight, twisty mountain roads and everything in between – the V100 Mandello didn't put a foot wrong.

On the spec sheet, the figures of 115hp and 105Nm torque are not eye-opening, but I never felt the bike to be short of power. The balance between engine and chassis felt like a near-perfect fusion of performance and handling.

The Pirelli Angel GT II tyres are well suited to the bike's ability. I was leaning the bike through tight turns to the point common sense kicked in, yet never felt the limit of traction or ground clearance.

The drive system offers the direct connection and smoothness only a shaft system can. Thanks to a low pivot point, the lifting sensation was absent when rapidly closing the throttle, unlike many shaft-drive bikes.

There are four selectable riding modes, including Sport, Road, Touring, and Rain, and they each have well-thought-out settings to suit each application. Due to the bike's easy-going nature, I found little difference between the maps, although Sport did offer a more responsive throttle and less engine braking.

And the screen works well for my height in the raised position, but I couldn't feel the effect of the adaptive aero through my insulated winter riding kit.

I had the pleasure of sampling the V100 Mandello and V100 Mandello S back-to-back, giving me the opportunity for a direct comparison.

I enjoyed the conventional clutch and throttle gear changes on the standard V100. It's not a heavy shift but a more substantial/positive engagement than usually found and that dictates a slightly slower gear change anyway. Quickshift often encourages you to rush your gear changes and that's not the way to get the best out of the V100. I didn't miss the quickshift system.

But I did miss the semi-active Ohlins suspension. Not that the Kayaba suspension is lacking. The KYB fork and shock set is high quality, but best described as firm in stock settings for the broad range of road surfaces we encountered. It is adjustable but the settings chosen will always be a compromise without the luxury of electronic self-adjustment.

And the heated grips on the S model work, but compared to the hottest of the three settings would only equal the coolest on a BMW. So are they worth it? Maybe.

The V100 Mandello simply ticked so many boxes I found it impossible to put it in a single category. From flicking through turns to open roads, smooth or bumpy, it's a stable, predictable and, most of all, an easy motorcycle to ride.

The V100 Mandello struck a chord with me, it did nothing spectacular yet was special in so many ways.

I have ridden enough Moto Guzzi models over the years to know that this latest V100 Mandello still has plenty of the brand's DNA in its veins.

There's no doubt this is a bike that will appeal to far more than just the previously converted Guzzista. The styling and performance on offer ensure the V100 Mandello will hold its head high amongst the competition.

While Cam was riding in the snow near Lake Mountain, I was riding in the heat and humidity of Malaysia for the Asia Pacific launch. And here is what I learnt...

Firstly, the V100 Mandello is a masterclass in how to progress while still retaining history, culture, and character. This is the most high-tech Guzzi ever, and yet it is still very much a Guzzi. It has class and the brand's rich history oozes out of every part.

But heritage aside, it is really just a solid motorcycle. It is fast but rideable, big but agile, high-tech but simple. It ticks a lot of boxes and absolutely nails the design brief. While the lack of a clip-on 'bar and upright ride position perhaps preclude it from being a traditional sportstourer, it still provides an almost perfect balance between sports performance and touring comfort.

The electronic wings are more than just a gimmick, and the heating and electronic suspension on the S version are very welcome. The V-twin does get a little hot in traffic (especially in Malaysia) and there are some components that are clearly taken straight from the Piaggio storeroom, but it's overall a comprehensive machine.

Is it the greatest bike ever made? No, of course not. But I'm struggling to think of another motorcycle in the last few years that stirs emotion and performs so effortlessly like the V100 Mandello does. This is a statement piece from Guzzi, and I look forward to what comes next.

ENGINE
Engine type: Liquid-cooled, four-stroke, four-valves-per-cylinder, transverse 90-degree V-twin
Capacity: 1042cc
Bore x stroke: 96 x 72mm
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Shaft drive

PERFORMANCE
Claimed maximum power: 115hp (84.6kW) at 8700rpm
Claimed maximum torque: 105Nm at 6750rpm

CHASSIS AND RUNNING GEAR
Frame: High strength tubular steel frame.
Front suspension: Fully adjustable Ø43 mm USD Öhlins Smart EC2.0 fork, with semi-active
compression and rebound damping (S version), Ø41 mm USD fork with adjustable preload and rebound damping (standard)
Rear suspension: Fully adjustable Öhlins TTX Smart EC2.0 monoshock with semi-active
compression and rebound damping, remote preload adjustment (S version), Monoshock with adjustable preload and rebound damping (standard
Front brake: Twin Ø320 mm floating discs, 4-piston Brembo monobloc radial calipers. Radial
front master cylinder. Cornering ABS
Rear brake: Single Ø280 mm disc, 2-piston Brembo caliper. Cornering ABS
Tyre: Michelin Anakee; 110/80R19 front and 150/70R17 rear

DIMENSIONS
Claimed wet weight: 233kg
Seat height: 815mm
Minimum ground clearance: N/A
Fuel tank capacity: 17L

OTHER STUFF
Price: $28,290 ride away (standard), $32,290 (S version)
Colours: Rosso Magma, Bianco Polare (standard), Verde 2121, Grigio Avangaurdia (S version)