Moto Guzzi V7iii Tall Seat

Moto Guzzi V7iii Tall Seat 4,0/5 8527 votes

Looking at the new Moto Guzzi V7 III (the model tested here is the Special, but there is also a Stone and Anniversario) you would be forgiven for thinking not a lot has changed, but you would be very wrong.It may have the same retro styling as the outgoing V7 II, but the III features a new chassis and shocks with improved damping characteristics to boost its agility.The riding position has been tweaked to make it more comfortable, the seat’s design revised and the overall styling altered. But for me the biggest improvements come from the alterations that have happened within the classic transverse V-twin. TOP STORIES.Like the V9, which was unveiled last year, the V7 is now Euro4-complaint despite remaining air-cooled. This has been achieved by basically sticking the V9’s design of head with its air channels and extra oil cooling on the V7’s lump.With a new frame and updated suspension the V7 III is leagues ahead of the old model.

  1. Moto Guzzi V7iii Tall Seat Chart
  2. Moto Guzzi V7iii Tall Seat For Sale

Shame Guzzi have been stingy with the ground clearance— Motorcycle News (@MCNnews)However far from simply stop there, Guzzi have taken the opportunity to not only gain a 10% increase in power, but also refine and lighten the clutch and gearbox’s action as well as alter its ratios. And what a difference it all makes.As well as keeping all that lovely Guzzi soul through the transverse twin’s lumpy feeling and twisting torque reaction at low speed, once higher up the rev range the III motor becomes far smoother than before, delivering a lovely relaxed and refined ride.Not only that, Guzzi have actually built a gearbox that works, and then aligned it to a clutch with an even lighter action than before! And the surprises don’t stop at the motor, the uprated chassis is also a joy. An arty shot to finish the day. For a review of the 2017 Guzzi V7 III Special go to— Motorcycle News (@MCNnews)The bounce and jolt from the poorly damped V7 II’s shocks has been replaced by a well controlled rear and the V7 III now turns with proper agility into bends.It’s really good fun to ride through 60mph twisties and the ABS and traction control (which has two levels) stay hidden in the background and don’t interfere with this enjoyment. Although a touch more ground clearance would be nice.I’m not often left surprised by an updated bike, but the V7 III was a real eye opener.

It’s not the fasted retro out there, but performance was never its big selling point. The Guzzi V7 range wins fans through their cool looks, iconic name and easy going nature, features that have all been greatly enhanced in this new third generation.I’m actually struggling to find much to criticise about the V7 III as it both looks and feels bang on what this style of retro should – especially the absolutely stunning Anniversario with its chrome tank. Great job Guzzi.© 1955-2019 Bauer Media GroupBauer Media Group consists of: Bauer Consumer Media Ltd, Company number: 01176085, Bauer Radio Ltd, Company Number: 1394141Registered Office: Media House, Peterborough Business Park, Lynch Wood, Peterborough, PE2 6EA H Bauer Publishing,Company Number: LP003328 Registered Office: Academic House, 24-28 Oval Road, London, NW1 7DT.All registered in England and Wales. VAT no 918 5617 01Bauer Consumer Media Ltd are authorised and regulated by the FCA(Ref No.

Moto Guzzi V7iii Tall Seat Chart

We put our Rough test unit through its paces, and it became a bike that I grew quite fond of. It is for those looking for a pure, classic motorcycling experience that couples two-wheels with a great engine, the V7 Rough is a commendable steed to take on that journey.1. Since the demise of the Falcone line in 1976, nothing says Moto Guzzi like the air-cooled transverse 90-degree V-twin motor with a longitudinal crankshaft. The V7 III’s 744cc V-twin captures that legendary Italian cruiser spirit perfectly, with its 52 horsepower at 6200 rpm and 44 ft/lbs of torque peaking 1300 rpm earlier. At idle, the V7 III Rough thrums along, burbling and belching a masculine tune out of its dual exhaust, letting you know that you are riding something that is alive.

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As you crack the throttle and set off, the twin-engine becomes buttery smooth, easily shifting through its six-speed gearbox while offering controllable power perfect for the busy streets or quiet canyons. The V7 III Rough, like all current Guzzis, features a shaft final Some distinct benefits come with a shaft drive, mainly in the maintenance department. Of course, shaft drives do come with their quirks. Driveline lash can be felt in the chassis when shifting aggressively, but thanks to the light clutch-pull and wide friction zone, you can minimize that.3.

Light handling is part of the fun factor aboard the 2018 Moto Guzzi V7 III Rough. One of the central characteristics that middleweight roadsters need is a user-friendly handling personality. The V7 delivers on that point. When turning, it likes a slight suggestion and then it quickly banks into the corner gracefully, most likely due to the extended rake and 18-inch wire-spoke front wheel.

In any case, the Rough is quite agile when maneuvering in traffic, or when you’ve decided to sow your wild oats on some clean asphalt. The Pirelli MT 60 tires provide plenty of grip on the street and should a dirt road cross your path; you’ll be able to handle that, too. Sure, the V7 III Rough was never meant to travel where the is capable of reaching, but it is equipped with ADV-aimed Pirelli rubber that will let you take on some gravel or dirt.5. Along with the blacked out motif, the knobby tires and wire-spoked wheels are a big part of why Moto Guzzi named this V7 III variant Rough.

Moto Guzzi V7iii Tall Seat For Sale

Moto Guzzi describes the Rough as having an “urban country look.” We’ll accept that. The basic suspension is up to the task. Fitting with the classic look of the V7, Moto Guzzi went with a non-adjustable 40mm fork up front and dual shocks with spring-preload adjustment in the rear. The fork is sprung and damped on the softer side, quickly soaking up much what you may bound over on your daily ride. The rear, with shorter travel, is sprung and damped much stiffer, which will transfer some of those harder hits into the rider. In all, the suspension does keep the V7 on the straight-and-narrow, save for when you hit bumps mid-corner, which will give the chassis a slight jostle that settles up quickly.7.

When it comes to stopping power, the 2018 Moto Guzzi V7 III Rough relies on single-rotor setups. Upfront a single 320mm floating-rotor with a 4-piston caliper help slow the V7 beast, while a 270mm rotor and a dual-piston caliper further the cause in the rear. Feel at the front lever is on the stiffer side, while the brake had adequate stopping power.

The rear brake can be modulated quite well and when working in conjunction with the front, will get you stopped lickety-split. Adjustable traction control and ABS are standard items. Moto Guzzi has 20 th-century charm, but they’re not going to forgo safety in the name of looks.

Traction control has two levels of intervention and can be disabled if you want to get loose. ABS is standard on all V7 III models.9. Neutral ergonomics are a high-point on the V7 III Rough. The low 30.3-inch seat height worked perfectly for me. The riser parts and mid-controls both meet your extremities without causing you to stoop or experience excessive knee-bend. For someone of my height, 5’ 10’’, I was more than happy with taking the saddle of the Rough.

Though the seat is on the firmer side, extended rides didn’t cause discomfort. The mirrors vibrate a bit, but things are still visible. However, having owned several Italian motorcycles, this seems to be a common trait for bikes hailing from the boot-shaped. If a no-frills, wind-in-your-hair experience is what you want out of a bike, the 2018 Moto Guzzi V7 III Rough is what you’re looking for. The V7 Rough isn’t a perfect machine, yet it’s a bike that I was sorely sad to see return to the Moto Guzzi HQ. It genuinely did everything I wanted a good to do—a run to the gym, hit the commute with some groceries tied to the bench seat, make quick work of rips through the canyons- everything that your average motorcyclist can ask.

It has a charm that immediately connects with what the pure joy of motorcycling is about—flipping the ignition, twisting the grip and dicing it up on some roads.Photography by Don Williams.