Wildguzzi.com
General Category => General Discussion => Topic started by: deeve on October 21, 2021, 09:42:18 PM
-
Hello, I am looking at a Guzzi V7 II Stone. In the spring I looked at a V7 III and ended up going a different direction. Well, Guzzisti, I am back. I checked out a V7 II with Sato rear sets that felt pretty high, but I don't know what position they were set. The owner didn't either. He bought it that way. The V7 II is in ok condition. Its got 13k miles and was stored outside under cover. The bodywork is clean and it has kinda a cool rat look to it. I got quite a bit of exhaust fume smell from it when I took it for a test ride like it was running a little rich, but I dont know if there is a tuner or something on it. The owner didnt know much about it. He bought it and rode it.
My question is...what are the big differences between the V7 II and V7 III? I am looking for feedback from folks who have owned both. I heard one either is higher or has more room than the other, but I dont know what that means.
-
A follow-up question would be do III tanks fit on a II? This one is that matte green color that I do not believe was offered in 2015, which this one purports to be.
-
My question is...what are the big differences between the V7 II and V7 III?
This might help.
The Mk I is a dry alternator and slightly higher charging system output until the last year (~15) when it went to a wet alternator.
The Mk II adds TC & ABS and the new six speed gearbox.
The Mk III changes the motor from the Heron Head to the Hemi and that differs the most from the other two from ergos to cosmetics, especially the motor.
2013 - 2014: Single body throttle unit
2015 -2016: Six speed gearbox, ABS, Traction Control, Wet Alternator (V7-II)
2017 - 2018: Hemispherical Head (V7-III)
-
A follow-up question would be do III tanks fit on a II? This one is that matte green color that I do not believe was offered in 2015, which this one purports to be.
My V7-III Stone was purchased new in August 01, 2017. It has the matte green color.
(https://i.ibb.co/5ndZ9bW/dav.jpg) (https://ibb.co/5ndZ9bW)
It's now surplus to my requirements. Too bad you don't live in New Zealand, I could offer you a deal.
-
Deeve - as was pointed out to me when I bought my 2015 V7... In the USA, Guzzi's were off by a year. So much of my research was incorrect. I had a 2015, which the manuals I found online and other material indicated I had a 6'th gear and ABS. Mine does not. In the states the V7ii appeared in 2016. I actually had to download a manual for a 2014 to get the correct maintenance items like what oil to use in the gearbox and such (minor difference when they went to the ii).
As for your original question; the V7ii was an update to the V7. The seats are interchangeable. Body parts and other items... all the same. Just a 6'th gear and ABS. But jumping to the V7iii - you have a different engine (head design) and different frame/body. The seats are not interchangeable, nor the side covers or rear luggage racks, to name a few.
-
Hello, I am looking at a Guzzi V7 II Stone. In the spring I looked at a V7 III and ended up going a different direction. Well, Guzzisti, I am back. I checked out a V7 II with Sato rear sets that felt pretty high, but I don't know what position they were set. The owner didn't either. He bought it that way. The V7 II is in ok condition. Its got 13k miles and was stored outside under cover. The bodywork is clean and it has kinda a cool rat look to it. I got quite a bit of exhaust fume smell from it when I took it for a test ride like it was running a little rich, but I dont know if there is a tuner or something on it. The owner didnt know much about it. He bought it and rode it.
My question is...what are the big differences between the V7 II and V7 III? I am looking for feedback from folks who have owned both. I heard one either is higher or has more room than the other, but I dont know what that means.
My comments are (predictably) less detailed and responsive than the others have offered, but anecdata is all I have. :wink:
I have a Stornello (a II) with c.10K miles) and a III (with c.13K miles).
My butt-dyno reports much less of a significant difference between the performance of the two than others find. I am NOT doubting their findings or that of dynos, but, especially IMO with Guzzis or at least MY Guzzis, numbers matter less than smiles per mile.
My Stornello is WAY more fun than the III. That doesn't mean that I don't like the latter, but it provides a less visceral experience than the Stornello. In fact, it seems to me almost bland. There's something to be said, of course, for an uneventful ride, but, heck, I have a trailer if near home and a towing policy if not. :grin:
As for ergos, I don't feel much contrast between the two, but find both ask me to dismount and stretch before they need refueling (c.200 miles). That may, of course, be my age! :rolleyes: And -- on the anecdatal side -- the II's saddle seems a bit more comfortable than the III's.
All of the foregoing aside, both are fine, and have given me many of those "miles of smiles."
All offered FWIW and YMMV,
Bill
-
As for your original question; the V7ii was an update to the V7. The seats are interchangeable. Body parts and other items... all the same. Just a 6'th gear and ABS. But jumping to the V7iii - you have a different engine (head design) and different frame/body. The seats are not interchangeable, nor the side covers or rear luggage racks, to name a few.
Notice you say that the seats are both interchangeable and not. They are indeed swappable.
The frames are almost the same, with minor differences. The rear shocks on the III mount just a little farther back on the frame than the II.
-
I haven't owned or ridden a II, so understand that from the start. I own both a I and III.
There's a big difference between the I and III in hp/feel. Snapping the throttle open on a III pulls at my arms where it doesn't on a I.
Attempting to run the ton on a I is a struggle, and though it's not effortless on a III it happens more quickly and without the struggle of the I.
Some seats do interchange between them, mostly just not my Corbin and that probably because my III is one of the ones with the chopped rear fender and separate tail light mounting subframe.
Besides the differences that the Hemi head engine bring, the biggest difference is ergonomics. The pegs are further away from the seat in the III, meaning they are lower, closer to the ground. This allows less bend in the knee, but also means you scrape sooner in corners.
Which is better?!? Just depends on what you want. They are close enough not to worry about it. And I suspect the six speed and abs just makes the II even closer to the III, though I still think the numbers suggest you'll feel the power difference, even if it's not "meaningful" to you.
-
Thanks all...gives me some things to ponder. I checked the VIN and it is indeed a 2015 V7 II. No abs. It appears either the tank was painted the matte green or perhaps swapped. Makes me wonder why it was painted. Could be because the owner wanted a different color...or could be it was damaged and fixed with the new color. The edge of the valve cover has minor scraping, which indicates it was dropped at some point. Not uncommon, but not perfect either.
-
I wouldn’t be considering a bike that has been stored outside. Nothing good comes of it.
-
The V7 II indeed has ABS and traction control. If yours doesnt have it, then you have the previous model.
-
Yeah. Got to be a V7 I.
Personally, I would pass on that one.
Too much that doesn't seem to add up here.
Very happy with my V7 III by the way.
I was on the hunt for a V7 II at first (mainly because I think it looks a bit better; best stock color options too IMO), but the potential motor issue put me off.
Then there's the new V7 850 too... I had a long ride and have to admit it's the much better bike.
Not so much that I would sell my III, but if I had to buy one now, I'd take the V7 850 for sure.
Good luck with whatever you will get in the end!
Cheers,
D.
-
I may be wrong, but from the several V7's from 2015 I have seen there is no abs on them. It appears in 2016 ABS was added, or at least on the ones I have seen.
The VIN certainly does show 2015 which it could only be a V7II, correct? Either way, there are some odd things that I could ignore for a lower price, but at $6 asking price I can get cleaner and newer...with abs :laugh:
-
I believe Kev M informed me very early on that in the USA, the 2015's are V7's. The rest of the world moved on to the V7ii in 2015. US 2016 models are the V7ii with ABS and 6'th gear.
Go with Kev's info on seat/frame differences, sorry for my misinformation. I have a rear luggage rack from a V7 that I've been trying to sell. It fits V7ii's, but does not fit the V7iii models - thus I thought the frames were significantly different, not just shock mounting points. My bad.
-
Again, thank you. Having owned a Guzzi in the past I do realize that they sometimes do not do things like a traditional motorcycle company. Not bad, just different...like the US spec 2015's being a V7 vs V7II which led to my confusion.
I do think I am going to pass on this one for a variety of reasons.
DAVE
-
I may be wrong, but from the several V7's from 2015 I have seen there is no abs on them. It appears in 2016 ABS was added, or at least on the ones I have seen.
The VIN certainly does show 2015 which it could only be a V7II, correct? Either way, there are some odd things that I could ignore for a lower price, but at $6 asking price I can get cleaner and newer...with abs :laugh:
I don't think the 2015 is considered a VII in the US. I had a friend who had a 2015 V7 Special and it was definitely not a VII as it had the 5 speed transmission and all the other stuff that does not go with a VII.
I think if you look at Kiwi Dave's and add one year to each division for US offerings they you'll be right on, so 2014-2015 would be single throttle body (with metal tank) and 2016 the first year for the VII in the United States.
-
My comments are (predictably) less detailed and responsive than the others have offered, but anecdata is all I have. :wink:
I have a Stornello (a II) with c.10K miles) and a III (with c.13K miles).
My butt-dyno reports much less of a significant difference between the performance of the two than others find. I am NOT doubting their findings or that of dynos, but, especially IMO with Guzzis or at least MY Guzzis, numbers matter less than smiles per mile.
My Stornello is WAY more fun than the III. That doesn't mean that I don't like the latter, but it provides a less visceral experience than the Stornello. In fact, it seems to me almost bland. There's something to be said, of course, for an uneventful ride, but, heck, I have a trailer if near home and a towing policy if not. :grin:
As for ergos, I don't feel much contrast between the two, but find both ask me to dismount and stretch before they need refueling (c.200 miles). That may, of course, be my age! :rolleyes: And -- on the anecdatal side -- the II's saddle seems a bit more comfortable than the III's.
All of the foregoing aside, both are fine, and have given me many of those "miles of smiles."
All offered FWIW and YMMV,
Bill
I concur with the counselor.....
As others have said, I believe in the USA the only V7 with the heron head and ABS and TC was 2016 V7ii.
-
As others have said the 2015 V7 in North America is a MkI 5-spd, wet alternator, no ABS bike
The 2016 in North America was a V7II with 6-apd and ABS.
The V7 II WAS the first V7 to have a 6-spd or ABS
-
The 6 speed in my MKii is flawless.. Makes for a very enjoyable ride.. The motor is a gem and I had a few bikes too.. Do I miss the power of a big block Guzzi. Not really, Miss my Aprila power way more.. :grin: I still rather have a 90 degree twin over a 45/60/72 etc.. The little High pipe arrow on my 2016 sure has very pleasing sound to it.
-
I miss the raw engine characteristics on my 97 Sporti engine with the purely artistic fiberglass bodywork. The fuel injection was NOT at all well sorted by even 97 standards at idle and low speed, but boy did it pull like a train. The first start was the best though with the slow engine cranking over which ultimately ended when the engine literally roared to life with the open exhaust I had on it. Those are the Guzzi traits that I miss. When I took the V7 for a ride, I felt a hint of that DNA hiding under the skin.
-
Didn't the V7I (maybe VII also) have plastic tanks, while the V7III had a metal ones? That may be the reason for the matte green.
RIch A
-
I may be wrong, but from the several V7's from 2015 I have seen there is no abs on them. It appears in 2016 ABS was added, or at least on the ones I have seen.
The VIN certainly does show 2015 which it could only be a V7II, correct? Either way, there are some odd things that I could ignore for a lower price, but at $6 asking price I can get cleaner and newer...with abs :laugh:
You can buy brand new leftover 2020 V7III Stones for under $7k. I would offer the guy $3000 and negotiate up to $3700 if you really want it. The low NADA value is $3710 in my area and an outside stored bike isn't worth any more than that.
Definitely look inside the tank to make sure there is not damage or rust inside.
-
Didn't the V7I (maybe VII also) have plastic tanks, while the V7III had a metal ones? That may be the reason for the matte green.
RIch A
Close, but nope.
The V7C and early V7 Racers with the 2TB motor had plastic tanks until their last year in North America when they got the larger metal tanks right before the MKI 1TB bikes were released.
IIRC matte tanks made their debut on some MkI bikes (Some Stones).
-
Dragging out an old thread! :violent1: (I was just browsing various things.)
@Kev m, your mission if you choose to accept it. Find a "friendly" weighbridge and see what the difference is between your V7-I and V7-III. (It'll be a bit skewed due to modifications and your carbon fibre flavour.)
The switch from Heron to hemispherical must've changed weights.
The addition of ABS and TC must've added significant weight.
The additional gear(s) on the 6-speed box presumably added a little heft too.
The V7-II variant would presumably bridge the two, weight-wise.
Hmm, perhaps a V7-I would've been abetter choice for my old-feeling bones/muscles/heart. :undecided: For now,I'll stick with the Shiny. :grin:
:popcorn:
-
I'm "away" at the moment so I don't have access to the bikes (and there's snow on the ground anyway) and I don't have access to my spread sheets of data.
If it's important, come spring I could try and search out some scales.
That said I don't have any real strong reason to doubt the dry (lie) weight or the wet weight specs that Guzzi put out. Ok, maybe they are a little suspect when the Carbons are listed at the exact same # as the Specials, or maybe it was the Stones, I forget. But I'm sure it's close enough, especially as you pointed out, I've got both of mine adorned with accessories so even weighing them won't be definitive.
IIRC specs said the MkI was low 400#'s wet, maybe 412 ish.
The MKII was a little more.
The MkIII, a tiny bit more still. I'm thinking it was approaching, but just shy of, 450#'s ish.
What I will really say is it means almost nothing from the saddle. Standing them up, pushing, or paddling them around = no meaningful perception of a difference to me.
Maybe there's a different feel going down the road. I've always thought the MkI felt a little more nimble (or sometimes twitchy). Though I can't be certain that's not something else other than the small weight difference that I'm feeling. Actually I kinda assume it is more than just weight. But it's still a pretty small difference.
If you ever make it across the pond to south Jersey, stop by and find out for yourself.
I suspect we're measuring with micrometers what would be better checked with yardsticks.
-
No rush; you just seemed like a suitable
sucker candidate. A slow-go hour in the garage was enough for me today and that's without any snow.
10Kg can make quite a difference to manhandling, for some (me especially) and was the 'selling point' of the Street Twin - otherwise I'd had gone for the prettier (in my eyes) T100. See why I bought the Shiny, now. :wink:
-
10Kg can make quite a difference to manhandling, for some (me especially)
Me, too. Riding the motorcycle is only part of the experience. Pushing the thing around is another. Like, sure, this KLR I rode on my recent trip wasn’t as heavy as a GS, but with the gear thrown on, and its top-heaviness, I got to the point halfway into the trip where my muscles were still fatigued the next day from moving the bike around, riding it, dropping it, lifting it, etc. It wears on ya over time. Weight matters.
-
Me, too..
I shudder to think how I'd cope with my naked BMW K100 now, or '98 Triumph 900 Trident, fully loaded, two-up on 4,000 mile France tour.
Excluding the Plastic Maggots (sorry!), that's an interesting collection ya got/had @Dirk_S
.
-
I wouldn't buy a bike stored outside unless I was willing to go thru everything and expect to invest some money in it.
Especially when 2023 leftovers are available for a fantastic price.
-
I had a 2011 V7 Classic that had a claimed dry weight of about 403lbs if I remember correctly. It was a Heron head twin throttle bodies, 5 speed.
I wanted to shed weight since it was being carried on a carrier on the back of my van.
I weighed everything that I took off and weighed everything that I installed and I was able to shed 32lbs.
That got me close to 370lbs dry weight.
Lighter mufflers, lithium Lifepo4 battery, aluminum handlebars and I removed risers, removed rear fender and installed a tidy tail, removed seat grab rails, and I converted to tubeless for the rims.
I was extremely pleased with the way the bike handled.
Battery and the mufflers were the biggest reductions.
-
10 kg means a lot if I'm carrying it uphill.
It means jack all to ME pushing or riding a bike.
I'm not about to bench press ANY of our bikes.
Our current fleet is as small as I've ever owned long term and enjoyed at 400-450 # wet.
My Jackal and a bunch of Sportsters were 550#ish and that was fine.
My Breva 1100 was only 514#, but carried it higher and felt heavier than that Jackal and any of those Sportys.
Similarly my R1100RS was about 606#, but also carried it high and felt heavier than my 700# EVO Road King.
I was even MOSTLY ok with my TC103 Police RK at 800#, though the 32" seat height was pushing it and I had to put my back into it moving it around the garage for that reason.
Still, I hope that explains why the difference between my MkI and MkIII in weight means absolutely nothing to me. I mean could not matter less. I mean is not something I can imagine caring about....
-
Battery and the mufflers were the biggest reductions.
Yup, hence doing the same to the Street Twin (LifePo4 & 2-1 Exhaust:decat). Then I negate with grab rail, flyscreen, crashbars, mini-spots etc. D'oh! :embarassed:
-
The differences are accurately noted for the most part.
In addition to the noted changes are also subtle changes in handlebar and peg placement. The V7iii is a bit more open than the ii but that varies between models
I've done extensive back to back between a V7iii Special, and my V7ii Stornello. The iii was more refined, a bit more open seating, just a bit more power, but less engaging and entertaining than my Stornello, but BOTH were extremely enjoyable.
I'm weird, like the Heron head over the Hemi, and 4v BB over the 8v, mainly for character. The 8v absolutely destroys the 4v at the top of the rev range, but stock it feels flat by comparison below 6k rpm.
The v9 and V7 850 are a whole different level. Both are fantastic.
-
Besides colors, isn't the BIG difference between a V7 II and a III the engine size (750 versus 850)? From the original post, I wouldn't get that II, because it was kept outside and you smelled those gas fumes. I'd look for either a heavily discounted new III, or a lightly used III. Guzzi had some decent factory discounts in effect when I got my '23 V7 Special Edition and '24 V100 Mandello.
-
Besides colors, isn't the BIG difference between a V7 II and a III the engine size (750 versus 850)?
No.
The V7II is a 750 Heron Head
The V7III is a 750 Hemi Head
The 850 starts with the MKIV.
-
No.
The V7II is a 750 Heron Head
The V7III is a 750 Hemi Head
The 850 starts with the MKIV.
My mistake, I was equating the V7 III with the V7 E85. V7 III ended in 2020 with the 750, and the V7 E5 started in 2021, with the 850 engine. So there's really very little difference between a II and a III then. If I were the OP, I'd still pass on the II, and shop around for an 850.
-
My mistake, I was equating the V7 III with the V7 E85. V7 III ended in 2020 with the 750, and the V7 E5 started in 2021, with the 850 engine. So there's really very little difference between a II and a III then. If I were the OP, I'd still pass on the II, and shop around for an 850.
In my mind there are big differences between the V7II and V7III. The Heron Head motor feels a lot different from the Hemi Head. Then there are a ton of cosmetic and small component changes. Plus I think the shocks are different between them.
But yes they both are 6-spds with ABS/TC.
-
If I'm not mistaken the mk3 engine is canted forward compared to the mk2 to create more knee room. As a result, shorter shocks were used to reduce the angle of the driveshaft.
-
If I'm not mistaken the mk3 engine is canted forward compared to the mk2 to create more knee room. As a result, shorter shocks were used to reduce the angle of the driveshaft.
I didn't mention that because I THOUGHT they made a change like that to the V7II ALSO but it's been too long and I forget.
And of course, I don't have a II in the garage to check it.
Oh wait the Google provideth:
https://www.cycleworld.com/node/10429/
2016 Moto Guzzi V7 II - First Ride
Coming late next spring: the second-generation V7 with better ergonomics, new six-speed gearbox.
For 2015, Moto Guzzi has made some significant updates to the V7, which means the air-cooled small-block V-twin will be with us for many more years. The bike, dubbed the V7 II to separate it from the previous model, now has standard ABS and traction control. More significant, the engine has been repositioned inside the frame, and the old five-speed gearbox has been replaced by a six-speed.
The 744cc engine has been made perfectly horizontal, thanks to Guzzi lowering the front mounts in the frame. This creates better alignment for the shaft drive, the universal joint out of the gearbox’s secondary shaft, and the final drive pinion, thereby improving the whole efficiency of the drivetrain. This also serves to make the V7 II have a cleaner, “more inline” look, while also creating some valuable knee room for taller riders. As a result of the new engine placement, the claimed seat height has been lowered to 31.1 inches from 31.6. This helps make the Moto Guzzi V7 II even more accessible for women riders and generally easier to balance at low speeds. The seating position remains comfortable for a wide range of riders, thanks in part to pegs that have been lowered.
Ahhh, so I might have to revise what I wrote in the Ohio thread about the different models. Looks like pegs were lowered, but so was the seat. Wonder if the actual seat-to-peg distance changed on the V7II?
And the seat was lowered again on the V7III - hmmmmm, but I'm pretty sure I measured the distance as greater on the V7III between the seat and pegs than the MKI (this was before I added drop pegs to my MKI so I can't really definitively remeasure lol).
Google about the III:
https://www.cycleworld.com/2018-moto-guzzi-v7-iii-carbon-dark-review/
The seat is set at a sensible 30.3 inches and that makes the bike feel friendly to newcomers and shorter-legged riders alike. The location of the footpegs and the mid-height touring-style handlebar are well-coordinated with the seat and forward reach, resulting in a riding posture that proved very comfortable.
I just perused a number of V7III reviews and I can't find anything about the angle of the engine changing again so maybe that's my bad memory. Then again HOW the F did the seat height change? Just shorter shocks would do it without changing the frame. Maybe the seat-to-peg distance is the same for the II and the III? Hmmmmmmm, now I want to know for no particular reason other than Guzzi Trivia.
-
The V7 II motor definitely got repositioned, and you can easily see it in pics.
I didn’t think the V7 III motor was re-oriented—I thought it was just BIGGER. They did move the upper shock mounts to behind the side frame bar once more—something they seem keen to switch for every major model evolution—and that could be why the shock is shorter.
-
The V7 II motor definitely got repositioned, and you can easily see it in pics.
I didn’t think the V7 III motor was re-oriented—I thought it was just BIGGER. They did move the upper shock mounts to behind the side frame bar once more—something they seem keen to switch for every major model evolution—and that could be why the shock is shorter.
:thumb:
I'm going to start a new thread comparing the various years up to the current so people who are looking for the first time have some basic info. Check it out when it's up and correct me and/or add to it as needed if you would.
-
FWIW, the III 17-20 is much more comfortable than the II or I.
The 16II has ABS but I don't think it got the traction control. If it does there is no way to set it like on the III and I've never had it kick in on the II.
Also, the III is a lot easier to work on than the I or II.
The III is a lot more stable on the highway at 75+ than the earlier ones, and supposedly the newer 850's are better yet.
-
Here’s an animated GIF I just made comparing the 2014 V7, V7 II, and V7 III—click on the pic to watch the looping cycle between models. I focused on keeping the main frame positioned the same, so the ground level changes on each due to differences in shocks, rake, trail, etc. It’s not perfect, but I got those side bars pretty darn close. I can upload another version with faster or slower frame rates if so desired.
(https://i.ibb.co/5Xb6CXrp/IMG-6756.gif) (https://ibb.co/5Xb6CXrp)
A couple observations on my end:
- I thought the V7 III motor might’ve been dropped down even farther than the V7 II, but it looks like the bigger exhaust pipes and different rear shocks possibly make the III’s ground clearance slightly lower. I don’t see any differences in the motor mounts, neither from the front nor the rear.
- The V7 III motor case appears to be the same as the V7 II, just the jugs look bigger.
- They did a good job of making the V7 look more aggressive and confident-looking over those years; beefier in the front.
-
The 16II has ABS but I don't think it got the traction control. If it does there is no way to set it like on the III and I've never had it kick in on the II.
It did indeed have traction control (it was the first V7 to get both), and you can turn it off by holding the starter button in.
-
The switch to a single horn is a pain 'cos they didn't leave the pre-drilled & tapped holes, to make it easier to upgrade to twin horns. :cry:
BTW:are the pipes larger diameter or is just that they're double skinned, for emissions etc.?
-
Here’s an animated GIF I just made comparing the 2014 V7, V7 II, and V7 III—click on the pic to watch the looping cycle between models. I focused on keeping the main frame positioned the same, so the ground level changes on each due to differences in shocks, rake, trail, etc. It’s not perfect, but I got those side bars pretty darn close. I can upload another version with faster or slower frame rates if so desired.
(https://i.ibb.co/5Xb6CXrp/IMG-6756.gif) (https://ibb.co/5Xb6CXrp)
A couple observations on my end:
- I thought the V7 III motor might’ve been dropped down even farther than the V7 II, but it looks like the bigger exhaust pipes and different rear shocks possibly make the III’s ground clearance slightly lower. I don’t see any differences in the motor mounts, neither from the front nor the rear.
- The V7 III motor case appears to be the same as the V7 II, just the jugs look bigger.
- They did a good job of making the V7 look more aggressive and confident-looking over those years; beefier in the front.
Nice job. The III seems to have the lowest engine and front end of the three. It kinda looks like the driveshaft angle gets shallower/flatter with each successive model.
-
The switch to a single horn is a pain 'cos they didn't leave the pre-drilled & tapped holes, to make it easier to upgrade to twin horns. :cry:
I upgraded to dual Hella disc horns on my '23 V7. They work fine off the OEM horn wires without needing a relay. They're louder than the OEM horn, but not compact airhorn loud. Anything's an improvement over stock...
(https://i.ibb.co/23hCDycV/Horns-20240622c.jpg) (https://ibb.co/23hCDycV)
(https://i.ibb.co/zVVm0fk0/Horns-20240622d.jpg) (https://ibb.co/zVVm0fk0)
-
FWIW, the III 17-20 is much more comfortable than the II or I.
The 16II has ABS but I don't think it got the traction control. If it does there is no way to set it like on the III and I've never had it kick in on the II.
Also, the III is a lot easier to work on than the I or II.
The III is a lot more stable on the highway at 75+ than the earlier ones, and supposedly the newer 850's are better yet.
As I posted in the other thread - like Luke Skywalker said "every word you said in that sentence was wrong" - or something like that. :wink:
I disagree or don't understand your points on comfort, easier, or stability. And yes the V7II has traction control, it's just not selectable like the later models.
-
.. without needing a relay.
I've preinstalled a relay, as part of a bank of them but that's for a different thread. :wink: