What are the differences between a V7 II and a V7 III?

[Kev m]

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....

[DoubleGuzzi]

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!

[Bulldog9]

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.

[bronzestar1]

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. 

[Kev m]

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.

[bronzestar1]

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. 

[Kev m]

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.

[egschade]

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.

[Kev m]

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.

[Dirk_S]

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.

[Kev m]

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.

 

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.

[Vagrant]

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.

[Dirk_S]

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.





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.

[Dirk_S]

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.

[DoubleGuzzi]

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. 

BTW:are the pipes larger diameter or is just that they're double skinned, for emissions etc.?

[egschade]

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.





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.

[bronzestar1]

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. 

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...

[Kev m]

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. 

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.

[DoubleGuzzi]

.. without needing a relay.

I've preinstalled a relay, as part of a bank of them but that's for a different thread.