I love my 250 but I want a tiny bit more and Guzzi is in the running....

[agdrache]

Hi! It's my first post outside of the introductions thread, and I'd like some opinions from Guzzi riders.



So. I have a Suzuki TU250X. It's my first motorcycle, and I bought it a year and 2 days ago, and have put about 9500 miles on it in that time. I ride almost every day, as my primary mode of transportation in the greater Boston area, and yes, I rode through this past winter (but only on days when it was relatively dry, or only slushy as opposed to real snow or ice). I also frequently take longer rides for fun, and I love winding narrow roads through the woods, the sort of thing where riding at the ~30mph speed limit can present a technical challenge. If you know the area, the little side roads around Lincoln/Weston/Wayland/Sudbury are among my favorites. I come to motorcycles from bicycles, which have been my primary transportation since 2013, which is also around the time I sold my car, so once I got my head wrapped around the controls, my instincts for two-wheeled travel in urban environments took over, and I've found that I actually feel safer and more comfortable on the motorbike than on a bicycle, and my usage of it has expanded more than I'd originally anticipated when I got it.

Originally, I figured I'd never take it on major highways, because they're boring, and why would anyone ever want to ride on the highway? But I'd also originally planned to just augment my bicycle riding with the ability to go farther in a reasonable amount of time, and, instead, I've ended up barely even touching my bicycles since getting the motorbike. This has also meant that I've occasionally jumped on the highway to get where I need to go when things are more time-sensitive than being able to take the scenic/interesting route.

My TU250X does the things I like really well. It rides like a bicycle on those narrow wooded roads. It's also capable of going on the highway, and it can run at about 70mph all day without problems. However, that's about the top of what it can do - the throttle has to be held close to wide open just to keep up with traffic, and there's not much left for hills or passing. I don't like riding in the right lane all the time because then you have to deal with a lot more merging. So it'd be nice to have something that's a little more capable in those situations. It also doesn't have a tachometer or gear indicator, and I often ride with friends, and there's usually at least one bike that's louder enough than mine to make it hard to tell what gear I'm in when we ride, which is especially frustrating when our average riding speed is right around one of my usual shift points.

So, now that that's established, I've been looking at options for upsizing, and weighing the pros and cons of the ones that interest me, as well as those of my current bike. Given my current financial and living situation, I don't think that having more than one motorcycle is a reasonable option. The two that are most appealing to me are the Royal Enfield Interceptor 650 and the Moto Guzzi V7 III Special (the Stone and Stone Night Pack have also caught my eye, but I'd really prefer to have a tach). The Yamaha SR400 has also been mentioned, but the lack of an electric start for an everyday rider is a pretty significant turnoff, and I haven't been able to test ride one - or even find one to sit on since last summer when there was one in the classroom when I took my MSF course.

Things I like about my current bike: very inexpensive to own, lightweight, fuel efficient (I regularly see ~80mpg), relatively easy to maintain (as a bicycle mechanic, I appreciate how many commonalities there are), has already been through a Boston winter.

Things I like about the Royal Enfield: The looks, overall similar bike to my current one but with more power plus the addition of ABS and a tachometer, the exhaust note, the price, the fact that it's still not far removed from a bicycle with an engine stuck on it.

Things I like about the V7: The looks (anyone else think of a dieselpunk air/spacecraft of some sort?), the shaft drive for less frequent maintenance when used in inclement weather, the addition of traction control for inclement weather, comparable seat height to my Suzuki.

Things I dislike about my current bike: Relative lack of power on the highway and torque that can be felt when accelerating, lack of a tachometer that would be helpful when riding such a quiet bike with other people.

Things I dislike about the Royal Enfield: Seat height is a little high for me and it ends up feeling a bit top-heavy when stationary, shiny new bike that I'd subject to the winter

Things I dislike about the Moto Guzzi: More tech and shaft drive mean that it's less like someone stuck an engine on a bicycle so it feels like less of a "pure" motorbiking experience to me, price, the fact that I haven't gotten to test-ride one yet to get a sense of how much the engine vibes might bother me (well, not entirely true - I did get to test ride a V7 Racer, but I ended up being distracted by how different the riding position was so I didn't really get a sense of how it would suit the kind of riding I like to do), shiny new bike that I'd subject to the winter.

Questions:
How suitable is a V7 as a daily driver in terms of reliability and maintenance?
If you have one of the models without a tachometer, how do you feel about riding in groups with louder bikes when it comes to shifting?
Is a matte black-painted exhaust more rust-resistant than chrome if I ride through the winter?
Does the LED lighting on the Night Pack provide a real benefit over halogen/incandescent lighting, and can the other models support heated grips?
What about an older Stone with a tach on it if I found a good deal on something used?

[Guzzistajohn]

Welcome aboard! I can't answer any of your smallblock questions, but I bet you can't beat the reliability of the little 'ZUKI 

[wirespokes]

Welcome to the forum!

Your Suzuki looks like a great little bike. I like it.

Can't give you any answers, but I like your clear-headed way of evaluating and presenting the problem.

I think you should go for the V7, though I've only got other's reports and comments to go by. I've never ridden one myself.

Good luck getting this sorted out and finding a new ride. I hope you can figure out how to keep the Suzuki AND the new V7 - they are very different bikes and fill different needs.

[Lannis]

Can't give specific answers, not being a V7 or RE owner, but as someone who started out riding a 250 everywhere for years and later moved to larger bikes ...

... I sense that you are on the right track and analyzing this thing intelligently.

50 years on from my first 200cc road bike, if I were going straight from there to here, knowing what I know now, solo riding, I'd pick the Guzzi V7-III in my choice of trim.   Nothing that it won't do!

Lannis

[s1120]

Sounds like a V7 would be perfect for you. What maintenance they need is easy. Look at the V7 special and that will get you the tach, and shiny vintage looks that you might like. No problem getting on to a big road and just going...  or buzzing around the small streets. Vibes are not bad. What they have is more a soothing shake, then a vibe. I dont know much about the RE... they look nice though. I bet either would be a great upgrade for you, but I would look at the guzzi first.

[Dirk_S]

I owned a TU250X for a year before I bought my Guzzi V7II, having owned all vintage bikes before that. Actually, there are more than a couple other folks who have ridden that one before sizing up. Mine was a case of finally buying a modern bike, but with very little cash, so when I moved up to NH, I saved up and got back into the mid-size moto game. I really like the TU250X, but yeah—any sort of highway riding will have you wanting more power and more weight to stabilize you as trucks zoom past.

My 2016 V7 II Stone is my daily commuter through most conditions. When it’s snowing or icy out, or I’m being lazy, my Subaru thanks me for choosing it over the bike. So far I’ve done 23,000 miles of commuting and traveling in 3 years of ownership.

This past weekend I also got to ride a friend’s RE INT 650 as we swapped bikes for half our ride together. For reference, I’m 5’ 8”, 155 lbs (145 when I’m in shape).

The bikes are about the same weight and size, but the Royal Enfield sits more like a true standard—position slightly forward—whereas the V7 has a little touch of cruiser character. You sit ON the Enfield, but more IN the Guzzi. Personally, I much prefer the stock RE seat to the Guzzi’s; I’ve done a bunch of 200-400+ day rides on my V7 now, and I almost cringe when I think about how my butt will feel afterwards. I just ordered a beaded seat, so we’ll see if that helps. The RE has the padding where the MG doesn’t. That said, all butts are different. Add to that the RE has softer suspension than my V7 II Stone (though it’s should be noted that I’ve finally adjusted my rear shocks for the first time ever AFTER going on that ride the other day), and I think most will find the RE more comfortable.

The RE clutch is easier on the hand as well, although I think the V7III may be softer than my V7II. The rake of the Interceptor is shorter, so it’ll do a little better in slow traffic and parking lot turns, but I found that when flicking it around on backroads, it prefers to stay upright. The V7 on the other hand is vice versa—tight parking lot turning requires a tad more deliberate effort, while rural roads are a just a treat (sans bumps and potholes). The V7 loves to turn at speed.

Power-wise, the numbers are similar, but my friend agreed that the V-twin pulls better when you open the throttle. The Interceptor is fine enough, but if I need to suddenly accelerate to get in front of someone, you’d probably have to drop a gear or two, when’s the Guzzi can often times do the job without having to drop down.

Stuart Fillingham, a British YouTuber who owns a couple Triumphs and an Interceptor, seems to adore his RE. Many speak well about the quality of parts. The Guzzi V7, depending on model variant and year, vary slightly in regards to quality of parts on the bike, though I freely admit to being both a ‘blacked out everything’ critic and a scaredy-cat of chromed parts due to my storage situation and disregard for shiny-looking new things.

Sound: the Royal Enfield sounds like a proper contemporary motorcycle with electronics and fuel injectors. The engine is nice—soft, but deep enough to let you know you’re no longer on a 250 thumper. My friend really liked the sound of my V7. A V7 engine sounds like it’s putting the work in to run. I like parallel twins, but ever since owning two CX500S and now a Guzzi, I find that V-twins are special. I have a 70tre scrambler exhaust on my bike, which opens the pipes up a bit audibly, but comparing stock to stock, I’d still take the MG’s. The Interceptor became ho-hum, as I remembered once again what most other bikes sound like these days.

Maintenance-wise, you can’t beat working on cylinder heads sticking out in the open Or popping off the under-frame to drop the engine. The Enfield looks like the valves shouldn’t be too big of a deal to work with after removing the tank, but I’m not sure about engine removal or getting into the block. I do like not having to deal with a radiator/oil cooler (the Interceptor has an oil cooler in the front).

All in all, both bikes are worthy of ownership, but the V7 has more character. That’s a cliche, I know, but I think you’ll agree once you test-ride it.

Up here in New England, be happy if you get 50 mpg with ethanol “enriched” fuel. I also ride year-round when the roads aren’t being hammered by snow and ice, so weather protection is a must. I recommend coating your bikes with Fluid Film as Fall gets colder. I unfortunately have no shelter for my Guzzi aside from a kind friend who lets me store the bike in his basement during the snowiest month or two. If your situation is similar, you’ll either have to work a little harder to prevent corrosion, or accept it. I have one foot squarely planted in each option.

My heart goes ‘bump’ for naked standards. If I had a stable of 5 bikes to choose from, the Interceptor would probably make the list, for at least a year. The Guzzi V7 is a more permanent option for me personally. I enjoyed the TU250X, and I also considered the Yamaha, and RE Classics and Bullets are just cool (but rattle’y) things, but if I were to throw a thumper or two into that stable, I’d be looking at either a Genuine G400C strictly for its looks, or the Himalayan because of its size and off-road worth.

[agdrache]

I owned a TU250X for a year before I bought my Guzzi V7II. Actually, there are more than a couple other folks who have ridden that one before sizing up. Mine  was a case of finally buying a modern bike, but with very little cash, so when I moved up to NH, I saved up and got back into the mid-size moto game. I really like the TU250X, but yeah—any sort of highway riding will have you wanting more power and more weight to stabilize you as trucks zoom past.

My 2016 V7 II Stone is my daily commuter through most conditions. When it’s snowing or icy out, or I’m being lazy, my Subaru thanks me for choosing it over the bike. So far I’ve done 23,000 miles of commuting and traveling in 3 years of ownership.

This past weekend I also got to ride a friend’s RE INT 650 as we swapped bikes for half our ride together. For reference, I’m 5’ 8”, 155 lbs (145 when I’m in shape).

The bikes are about the same weight and size, but the Royal Enfield sits more like a true standard—position slightly forward—whereas the V7 has a little touch of cruiser character. You sit ON the Enfield, but more IN the Guzzi. Personally, I much prefer the stock RE seat to the Guzzi’s; I’ve done a bunch of 200-400+ day rides on my V7 now, and I almost cringe when I think about how my butt will feel afterwards. I just ordered a beaded seat, so we’ll see if that helps. The RE has the padding where the MG doesn’t. That said, all butts are different. Add to that the RE has softer suspension than my V7 II Stone (though it’s should be noted that I’ve finally adjusted my rear shocks for the first time ever AFTER going on that ride the other day), and I think most will find the RE more comfortable.

The RE clutch is easier on the hand as well, although I think the V7III may be softer than my V7II. The rake of the Interceptor is shorter, so it’ll do better in traffic, but I found that when flicking it around, it prefers to stay upright. The V7 on the other hand is vice versatile—tight parking lot turning requires a tad more deliberate effort, which rural roads are a treat sans bumps and potholes. The V7 loves to turn at speed.

Power-wise, the numbers are similar, but my friend agreed that the V-twin pulls better when you open the throttle. The Interceptor is fine enough, but if I need to suddenly accelerate to get in front of someone, you’d probably have to drop a gear or two, when’s the Guzzi can often times do the job without having to drop down.

Stuart Fillingham, a British YouTuber who owns a couple Triumphs and an Interceptor, seems to adore his RE. Many speak well about the quality of parts. The Guzzi V7, depending on model variant and year, vary slightly in regards to quality of parts on the bike, though I freely admit to being both a ‘blacked out everything’ critic and a scaredy-cat of chromed parts due to my storage situation and disregard for shiny-looking new things.

Sound: the Royal Enfield sounds like a proper contemporary motorcycle with electronics and fuel injectors. The engine is nice—soft, but deep enough to let you know you’re no longer on a 250 thumper. My friend really liked the sound of my V7. A V7 engine sounds like it’s putting the work in to run. I like parallel twins, but ever since owning two CX500S and now a Guzzi, I find that V-twins are special. I have a 70tre scrambler exhaust on my bike, which opens the pipes up a bit audibly, but comparing stock to stock, I’d still take the MG’s. The Interceptor became ho-hum, as I remembered once again what most other bikes sound like these days.

Maintenance-wise, you can’t beat working on cylinder heads sticking out in the open Or popping off the under-frame to drop the engine. The Enfield looks like the valves shouldn’t be too big of a deal to work with after removing the tank, but I’m not sure about engine removal or getting into the block. I do like not having to deal with a radiator/oil cooler (the Interceptor has an oil cooler in the front).

Up here in New England, be happy if you get 50 mpg with ethanol “enriched” fuel. I also ride year-round when the roads aren’t being hammered by snow and ice, so weather protection is a must. I recommend coating your bikes with Fluid Film as Fall gets colder. I unfortunately have no shelter for my Guzzi aside from a kind friend who lets me store the bike in his basement during the snowiest month or two. If your situation is similar, you’ll either have to work a little harder to prevent corrosion, or accept it. I have one foot squarely planted in each option.

My heart goes ‘bump’ for naked standards. If I had a stable of 5 bikes to choose from, the Interceptor would probably make the list, for at least a year. The Guzzi V7 is a more permanent option for me personally. I enjoyed the TU250X, and I also considered the Yamaha, and RE Classics and Bullets are just cool (but rattle’y) things, but if I were to throw a thumper or two into that stable, I’d be looking at either a Genuine G400C strictly for its looks, or the Himalayan because of its size and off-road worth.

Have you seen the G400C in person? I had the opportunity to sit on one at a dealership down in Rockland a few months ago, and I wasn't impressed. I thought it looked cheap in person and those side covers made it feel really wide and pointy.

What part of NH are you in? Any chance I could take your V7 for a spin sometime? I'm planning to go back up to Seacoast Sport Cycles sometime when they get another demo Stone in, but it doesn't seem like there's much in the way of the kind of roads I like to ride around there - at least, close enough to be reasonable for a dealer test ride.

[agdrache]

Other, more general questions about the V7 series:

I understand there's an aftermarket center stand. How much does it cost, and how hard is it to install for someone who's mechanically inclined?

What windshield options are there? I have a Dart Classic on my Suzuki, plus a National Cycles Streetshield (with the quick-release hardware) for colder weather. Would the latter be able to be installed on a V7?

How reasonable is it to try to mix/match parts from different variants? For example, if the painted exhaust is more rust-resistant than chrome, could I get the black exhaust on a Special?

[Dirk_S]

Dover, NH, near Portsmouth. Come on up and take it for a spin!

[agdrache]

Dover, NH, near Portsmouth. Come on up and take it for a spin!

I may well take you up on that! Unless I can convince you to come down here and do some of those Lincoln roads and switch between bikes 

I'll PM you about specifics later, but any opportunity for more test rides is awesome! Until a couple weeks ago when I rode the Interceptor 650, I'd literally never ridden a motorcycle other than a TU250X, since I took my MSF course on one as well.

[MMRanch]

agdrache

I've got a 2016-V7II that I bought new in 2018.   The clutch pull is not as easy as the RE but its still OK.

I've got three bikes to split the miles on so the V7II (Lucky) has only 15k miles on it , I use it as my "WE" bike.  Its got 40 Lt. side bags and 40 Lt trunk , Corbin seat and the wife just loves it.   This past weekend my CMA group went to a Tail of the Dragon Run and Lucky was the quickest in the pack in the twisty s  ... even those 1800cc wings ridding single couldn't keep up with Lucky ridding double.
On the Super-Slab Lucky runs along up to the mid 80's mph with some to spare , around here the speed limit is 70 so it's always more than enough. 
Keeping it  ready is never a problem , its as simple as a 1970's car.
You really can't go wrong with the V-7 Guzzi.

But

I've been wanting to try out a RE Int. too !   

[pyoungbl]

Don't overlook the used V7 market.  I just sold one with Hepco Becker bags, windscreen, centerstand, and a bunch of other upgrades for about 1/2 what you will pay for a new RE650 out the door.  The market is never flooded with V7s but it is possible to get a screaming good deal if you are patient.  As for the RE650, I test rode one last fall and thought that it was a pretty nice bike.  It felt quite a bit heavier than the V7. 

Peter Y.

[agdrache]

Don't overlook the used V7 market.  I just sold one with Hepco Becker bags, windscreen, centerstand, and a bunch of other upgrades for about 1/2 what you will pay for a new RE650 out the door.  The market is never flooded with V7s but it is possible to get a screaming good deal if you are patient.  As for the RE650, I test rode one last fall and thought that it was a pretty nice bike.  It felt quite a bit heavier than the V7. 

Peter Y.

I'm definitely keeping my eye out. There's a 2013 Stone on my local Craigslist that's actually only a matter of blocks away from me, but I don't have the funds on hand to make a move on anything yet. Also, I REALLY like the V7 III side covers, and I keep reading about how much better the III is than the earlier generations

[Dirk_S]

Other, more general questions about the V7 series:

...aftermarket center stand. How much does it cost, and how hard is it to install for someone who's mechanically inclined?

Not sure about price, but  if you can remove and replace bolts and stretch a couple spring coils (pennies help), then you can install a center stand. I put the Hepco & Becker stand on mine.

What windshield options are there? I have a Dart Classic on my Suzuki, plus a National Cycles Streetshield (with the quick-release hardware) for colder weather. Would the latter be able to be installed on a V7?

I have a Dart Classic on mine. There are other brands, but if you particularly like the Dart, I imagine you can just buy the bike-specific headlight mounting brackets...unless they work for both bikes, which could be possible. But also consider how much highway and touring you might do. The Classic is OK, but at freeway speed for multiple hours, you may be wanting more. I wonder how the Marlin model fairs.

How reasonable is it to try to mix/match parts from different variants? For example, if the painted exhaust is more rust-resistant than chrome, could I get the black exhaust on a Special?

If it’s the same year, mounting points are mostly the same, aside from maybe a deviation or two, but I don’t think you’d be dealing with any necessary chopping.

Not sure if black-coated pipes do better than chromed, but I will say that my original pipes aren’t too pretty after 3 years. Spots are developing, but I also don’t do proper clean and care of chrome. I may dislike blacked-out parts personally, but they are easier to upkeep on the cheap. Mind you that the V7III pipes are double-walled, so one never knows what’s going on with the inside pipes. V7II pipes are single-pipe which shows bluing quicker and probably presents corrosion potential more quickly.

[MMRanch]

   I keep reading about how much better the III is than the earlier generations 

I'm thinking the newer transmissions might be a little "Clunky"  , be sure and test drive one before ya put $$$ on it.
 
................... .............

One of my bikes is the Suzuki S-40 .   It is a do anything bike like your SU-250 on steroids (650 single-380#'s ).  They are also cheep if you can find one.    I've done 800 plus miles a day on mine and then still joy ridding the next day too ! 
Belt drive
 

[agdrache]

Another question that I just remembered - are there any aftermarket fender options out there? Specifically any that are longer than stock?

[Dirk_S]

...and I keep reading about how much better the III is than the earlier generations

V7III > V7II > Original V7 Classic/Sport/Stone

Plus, the V7III has been out longer than the v7II, so parts may be more readily available down the road. However, in my case, I found that it appears custom parts builders have given up on scrambler pipes, as there are even less options out there for the III than there are for the II, (yes, there are different mounting points), which made me feel TOTALLY relieved that I didn’t win that Stone weeks ago from Cadre Cycle.

Many folks who own the original iteration of these V7s are quite content with the version they have, but (strictly personal and I know less than others in this great forum),  I’d still try to go for a III if you have the money, a II if you don’t.

[agdrache]

   I keep reading about how much better the III is than the earlier generations 

I'm thinking the newer transmissions might be a little "Clunky"  , be sure and test drive one before ya but $$$ on it.
 

Why would the newer ones be clunkier than earlier ones? Also, I seem to recall that the V7 Racer that I test rode didn't seem to have much feel in terms of the shifting, but as I mentioned earlier, I was distracted by the riding position and didn't feel like I got a good sense of the bike overall.

[Dirk_S]

Another question that I just remembered - are there any aftermarket fender options out there? Specifically any that are longer than stock?

The front fender seems pretty typical— I bet the aftermarket front mudguards roaming around the webs, even ones that marketed for Triumphs, might work or be close to. Would have to check the mounting holes.

As far as the rear, the plastic one is definitely it’s own unique build. The aluminum mudguards are pretty straightforward, but require a few mounting brackets that you might be able to get individually if you want to buy a longer rear aftermarket mudguard and make it work. Haven’t seen it done personally.

[Dirk_S]

I'm thinking the newer transmissions might be a little "Clunky"  , be sure and test drive one before ya but $$$ on it.

I thought MG was trending toward just the opposite, trying to make their engines as smooth as possible in order to calm the nerves of those who can’t deal with “agricultural” transmissions. I haven’t ridden a V7III, but that’s the sentiment I took away after test riding the V85TT.

[agdrache]

Welcome to the forum!

Your Suzuki looks like a great little bike. I like it.

Can't give you any answers, but I like your clear-headed way of evaluating and presenting the problem.

I think you should go for the V7, though I've only got other's reports and comments to go by. I've never ridden one myself.

Good luck getting this sorted out and finding a new ride. I hope you can figure out how to keep the Suzuki AND the new V7 - they are very different bikes and fill different needs.

Thanks! I wish I could keep both, but I think that it would be prohibitively expensive, plus there's the issue of storage. My current place has a garage that I theoretically could potentially use, but it's the first place I've lived other than my parents' house where I've had any garage access, and I don't know how long I'll be living here. A lot of places that I can afford don't even have driveways, and I'm a little iffy about having two bikes that live on the street all year - I'm not exactly psyched about the idea of having to pay for winter storage for one of them.

[Bulldog9]

Welcome!

You have the perfect starter bike. The 250 Suzuki and Honda are often overlooked and maligned, but are absolute fun.

As for the V7, lots of great input and advice above.

1. Guzzi has been shaft driven from the beginning with few variations, and has it dialed in perfectly IMO.  Having owned and still own several other shafties, the Guzzi is the best for the transparency of the shaft. There are no real downsides in 'feel' from a motorcycle experience, and IMO, Guzzi gives one of the purest MC experiences out there, with the V7 being one of the best, and why it is so popular. You will absolutely not be dissapointed.

2. There are a variety of fenders on the V7 range of models. I have a Stornello (v7ii) with aluminum front and rear fenders. These are also available on the Milano I believe, and maybe others. The Front seems larger than what I see on the V7 specials and stones, and they look to be plastic/pvs or such. The aluminum rear fender is smaller than on the others, and it has a different tail light mount, but the fender is longer and has more 'skirt' and I believe is also made of plastic. Plug and play is possible with the right mounts and hardware. I've also seen a fair level of 'custom' fender changes.

3. There are a couple center stand options, one from Guzzi, and Hepco Becker, maybe even a Givi.  I installed the center stand on my Stornello and it was a 30 minute job, with the hardest part being putting the springs on. Easy with the right tool. 

4. All the V7's are delightful bikes, the iii has the most refined feel, with a better stock suspension and some tech upgrades as well as a better/more open rider triangle and a 6 speed trans with ABS & TC. THe V7ii has the 6 speed and ABS/TC, but the rider triangle and suspension are from the V7i series. The V7i I believe has a 5 speed transmission, and the early models had two throttle bodies, but switched to a single throttle body and some engine changes I THINK in 2013-2014?  The benifit of a single TB is easier service, with not having to worry about balancing.

5. The 6 speed transmission on my V7 is butter smooth, with clutchless shifting of gears 3-6 up or down very easy. I don't often do, but is nice on occasion. THis is not the case on my CARC bikes (Griso/Norge) so it all depends on what you are comparing it to. YMMV. Definitely NOT R6 sport bike or GXR snick up or down, but not clunky at all IMO.

You can't go wrong with any of them, look on Craigslist, and FB marketplace, and test ride a few. You will connect with one.  Lots of GREAT deals on used and leftover bikes. For me a Moto Guzzi IS what a motorcycle should be and hits all my high marks.

Air Cooled, Shaft Drive, fantastic brakes and handling, and most of all character......

[wirespokes]

Air Cooled, Shaft Drive, fantastic brakes and handling, and most of all character......

...don't forget Classic Good Looks and Panache.

[stonelover]

I rode a 2013 TU250X for a couple of years and was very satisfied with it. Needed a wee bit more oomph for a monthly interstate run, so I now have a 1016 V7 Stone. It checks all of my boxes. Both are great bikes!

Welcome!!

[cookiemech]

Gotta be careful here . . . I don't even like Guzzis (but I love this forum; reminds me of the way the BMW airheads used to be). But I have seen quite a few V7s and talked with their owners, and I like the bikes and the owners seem to be happy with them. Shaft drive is something you'll like in the long term.

And I am impressed with your attitude, agdrache. Good analysis of your options.

[jrt]

You mention that you ride 'all year round'-  and maybe I missed this, but do you have a garage or enclosure to protect your bike from the elements?

[agdrache]

You mention that you ride 'all year round'-  and maybe I missed this, but do you have a garage or enclosure to protect your bike from the elements?

At my current home, I have access to a garage, but I usually park behind it in the driveway. At work, I park in the uncovered parking lot outside the building. I have a cover but usually only use it when I'm expecting snow, because it's otherwise too time-consuming to put on/take off every day. This is also one of the reasons I'm wondering if the models with painted exhaust might hold up better to year-round use than the ones with chromed exhaust....but of course, there don't seem to be any with two gauges and the painted exhaust

[Tom]

Breva 750 might be more in your price range.  Keep a look out.  More a standard type of bike. 

[agdrache]

Breva 750 might be more in your price range.  Keep a look out.  More a standard type of bike.

This ugly thing with a seat that doesn't look like it gives room to move around? No thanks. Aesthetics are a huge thing for me, and this one doesn't appeal.



Edit: "Ugly" might be an overstatement, it's not actually *that* bad - but this one doesn't speak to me like the V7s do

[Tom]

Expect to pay more then.     V7II are more in your range for the seat and price, even the V7.