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Let’s begin by looking at what makes a classic bike better than a modern machine – when on paper it should lose out on every front. The key, overwhelmingly important, factor is that the motorcycle must have an emotional link to the rider. This is where many retro bikes miss out. Adding complexity to a motorcycle does not automatically make it better – it just makes it more complex.There is no argument that if you have a 200 horsepower superbike cranked right over, and on the very limits of tire adhesion, you need traction control. There is a less valid, but still credible, argument for having different mapping options on your heavily laden AT machine as you ride from warm, dry roads into monsoon conditions.However, what the electronics do for most riders is to separate them from the very reason they ride in the first place – the pursuit of that unique link which comes only from a truly anthropomorphic bond between rider and motorcycle: the two wheeled horse in living metal. The best, and only the very best, young designers understand this very subtle and nuanced idea and when they produce a modern classic it retains all the intense involvement of an original classic – but adds an electric starter and a lack of oil puddles on the garage floor.
Where it lost out was on top speed. I have no idea what is the V7’s actual, head-buried-in-the-tank maximum is but I would be surprised if it is much north of 105 mph. Returning to the Guzzi factory, I saw 95 mph on the speedometer half a dozen times. At these speeds, the V7’s aerodynamics – those of a porcine brick – start to demand power the bike clearly doesn’t have.But here is the core of the matter. With ever reducing, and more rigidly enforced, speed limits 90 mph is ample to get your license suspended so at what point does top speed become merely a matter of geeky conjecture? For absolutely certain, I could ride the V7 hard all day two-up, and stretch the tolerance of the law to the outer limits, with the existing 48 hp.However, a bit more urge would be nice – isn’t it always – and, after the test was completed we were gossiping to Guzzi staff and one mentioned that the factory does have a rather special V7 currently wandering around northern Italy. This engine knocks out 65 hp, with even more torque, and really would tick all the boxes. At the moment, Piaggio is spending a lot of money on the Guzzi brand, including re-working the ancient Mandello del Lario factory, so it clearly sees a future in the retro/quirky sector. A “Super V7” would extend the V7 range very nicely indeed. Watch this space…
Great article from someone who gets it!And as you said - hints at:Well there you go. That should make a lot of people happy.Though 65 probably only equals what maybe 50-55 rwhp... and there will still be people pining for 65-70.
As I reported last October after my trip to the Guzzi factory and a unique opportunity to talk with ranking production people there, "they are working on it."All of the many criticisms of the V7 line are very well know, and shared(!), by the management. They have things in the works but reminded me with genuine smiles that such improvements "take time."
I do remember your report. It's encouraging that there are more reports along those lines... hopefully that means progress and not just wishes.
Considering the size of the company and the operations that I saw, we are fortunate to have what we do! They've produced some very nice new models in recent years.
More is always more, never stops. I'm completely fine with my 48bhp.
Back to the present and the V7 gearbox and clutch. At one time, in the good – actually bad – old days selecting a gear on a Guzzi was a real lucky dip affair. Yes, it was possible to get a Guzzi ‘box working properly but only with the efforts of a skilled tuner and a sensitive rider. By contrast, the six speed V7 had a thoroughly modern gearbox with sweet, effortless selection. I never once missed a gear, up or down, and that would have been an impossible to thing to write even a few years ago. The six speeder, one more than last year’s five, might be considered overkill on a bike like the V7 but in the real world it isn’t. The ratio spacing is now ideal in all conditions from trickling through traffic to fast riding.
Someone who gets it!http://www.motorcycle-usa.com/2015/08/article/2015-moto-guzzi-v7-ii-first-ride/
The new racer looks great with those colors and the fairing. Removing the number was a good move too.
Someone who beat you to it http://wildguzzi.com/forum/index.php?topic=78584.0
The red and white one is very nice too.Pretty bikes and if I didn't have the 1000S I'd buy one.
Unfortunately, the Stone's white fenders have a matte finish. Can't go on a shiny bike.
I'd like those rims as well. I'm not real fond of the black rims.
OK, but the picture is of a 2016 Special. 2016 Stones have a matte finish. Yes, I'm sure the older fenders will fit. I'm now done posting for a month.
the bigblock V2 allegedly was originally constructed for the Fiat 500 minicar.
I think "car engine" refers to the information that the bigblock V2 allegedly was originally constructed for the Fiat 500 minicar.