V7 Sport… 1,595,000 yen
Moto Guzzi’s V7 Sport has been updated. The engine power has been increased slightly and some minor improvements have been made. There aren’t many changes, but when I actually rode it, I was surprised. The more powerful engine made the riding experience several levels more enjoyable.
A machine that respects ancient traditions
The V7 Sports is a bike with many fans. It features a retro-modern style and a traditional vertically mounted twin engine. It’s not particularly sporty, but it’s a pleasant ride in practical use.
The most noticeable change this time is the adoption of a new inverted fork, but the changes are far-reaching. The air-cooled, longitudinally mounted V-twin engine has an increased airbox capacity and changed valve timing. Improvements to the piston cooling system have resulted in a 4% increase in power and compliance with Euro 5+ regulations.
The throttle is equipped with a multi-map ride-by-wire system and cruise control is also standard. In addition to Rain and Road, the power mode is now a Sport mode, which is available only on the V7 Sport. It is equipped with high-precision traction control and cornering ABS using a 6-axis inertial IMU.
The engine is more powerful than the numbers suggest.
When I first heard that the V7 Sport had been updated, I was hoping it would be equipped with the same variable valve mechanism engine as the V85TT. The V85TT is powerful from low to mid-speed and has lively high-speed rotation. It combines ideal characteristics for street use with the pulsating feel of a V-twin. I thought it would be a lot of fun if that engine was installed.
However, this engine does not have a variable valve. The specs only show a 4% increase in horsepower. I thought this wouldn’t make much of a difference, but when I actually drove it, it was much more powerful than I expected.
Previously, the flywheel mass was heavy compared to the power, giving it a sluggish feel, but the increased power has made it feel more balanced. There’s no sense of frustration when accelerating, and the way it rotates at high speeds has become much more pleasant. It accelerates briskly, making it a lot of fun to ride. And the longitudinal V-twin
It’s not incredibly powerful, but I think the characteristics and power are just right for the street. When you open the throttle, it accelerates powerfully, pulsating with the V-twin’s rhythm, but the speed increase isn’t so sudden that you can enjoy the V-twin’s heartbeat without worrying about speeding. You can enjoy the fun of a Porsche twin without any stress. I was impressed by how enjoyable the engine characteristics were, even without the variable valve mechanism.
The engine delivers 95% of its maximum torque at 3500 rpm, and the torque at low revs is clearly stronger. If you don’t open the throttle from idle and slowly release the clutch, the rotations will drop, but the engine has enough tenacity to not stall and start moving, shaking the body. From there, when you accelerate up to 2000 rpm, the twin’s pulsating feeling is transmitted very nicely. Because of the stronger explosive power, the pulsating feeling of the longitudinal V-twin is also felt more strongly.
A sport mode has been added to the mode selector, so I tried changing it while driving, but I didn’t notice much of a difference while driving normally on the street. In sport mode, the response just became a little more lively.
Sports riding is fun
When I rode it on a winding road, I noticed that the handling had improved dramatically. It felt stable, yet gentle, and I could bank it without any worries. The change to the front fork was probably the biggest factor. Another factor was that the increased power allowed for more traction to be given to the rear tire.
With the previous model, the body behavior changed significantly, making it difficult to ride at a high pace, but the new model doesn’t get out of hand at all. It was so much fun that I continued riding it long after the shoot was finished.
On winding roads, I noticed that the response was a bit jerky (power suddenly comes on) when I first opened the throttle. It felt a bit rough, but the large flywheel mass absorbed small shocks, so it actually gave the impression of a linear response.
What’s great about the new V7 Sport is that it has evolved without losing any of the fun of a traditional vertical V-twin. I think it’s a model that lives up to its name as a sport.
Position & foot grounding (height 178cm, weight 76kg)
The footpegs are a little forward and the handlebars are low, so the tester’s build felt a bit cramped. If you’re mainly riding on the street or touring, you’ll want to raise the handlebars, but if you’re looking for a sportier feel, you’ll want to move the footpegs further back.
The seat is soft and your butt sinks in, so it’s not difficult to put your feet down. However, I was concerned that the footrest would hit my calves when I put my feet down.
Detailed explanation
The front brakes are equipped with Brembo 4-piston monoblock calipers and dual Φ320mm floating discs.
The front fork is now inverted, and the inner tube diameter is 41mm.
The engine is a 90-degree V-twin longitudinally mounted OHV small block, a traditional Moto Guzzi engine layout. Since it does not require a cam chain, there is little drive loss and the area around the head can be made lightweight and compact.
The 853cc twin-cylinder engine produces a maximum power output of 67.3 HP at 6900 rpm and a maximum torque of 79 Nm at 4400 rpm, with 95% of the torque available at 3,500 rpm.
It meets Euro 5+ environmental regulations, while retaining the pleasant pulsating feel and exhaust sound of a V-twin.
The rear suspension is a twin shock, with preload adjustable only.
The seats are comfortable and made of suede-like leather.
The seat can be removed with one touch and houses the battery and other electrical equipment.
The round taillights and small turn signals are LEDs.
The headlight is LED. When equipped with DLR (Daytime Running Light), the silhouette of the Moto Guzzi Eagle stands out.
The handlebars are low Continental handlebars, and the mirrors are bar end type for good rear visibility.
The LCD digital instrument panel displays key data such as speed, RPM, distance, fuel, gear position and riding mode.
The left switch box has buttons for switching between turn signals and lights, the horn, and the mode switch. Pressing and holding the button activates the cruise control.
The inverted fork can only be adjusted for initial position.
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It features a ride-by-wire throttle, a 6-axis inertial IMU that detects the motorcycle’s attitude relative to the road surface, and controls cornering ABS and cornering traction control.
V7 SPORT main specifications |
Engine: Air-cooled 4- stroke 90° V – twin OHV 2 – valve |
Total displacement: 853 cc |
Bore x stroke: 84 mm x 77 mm |
Maximum power: 67.3 HP (49.5 kW) / 6,900 rpm |
Max torque: 79 Nm at 4,400 rpm |
Fuel supply system: Electronically controlled fuel injection system |
Starting method: Self-starting |
Transmission: 6 -speed return |
Clutch: Dry single plate |
Frame: High-tensile steel tube double cradle |
Front suspension: Φ41 mm inverted fork with adjustable spring preload |
Rear suspension: Die-cast aluminum swing arm, hydraulic twin shock absorber , spring preload adjustable |
Front brake: Φ320mm floating dual disc , Brembo 4 – piston monoblock radial mount caliper, Cornering ABS |
Rear Brake 2 : 60mm diameter stainless steel disc, floating 2- piston caliper, cornering ABS |
Front tire: 100/90-18″ lightweight cast aluminum wheel |
Rear tire: 150/70-17″ lightweight cast aluminum wheel |
Overall length / width: 2,165 mm / 1,100 mm |
Seat height: 780 mm |
Wheelbase: 1,450 mm |
Fuel tank capacity: 21 L |
Dry weight: 200 Kg |
Vehicle weight: 220 kg * Drivable condition ( fuel is 90 % loaded ) |
Main features: Full LED headlight with DRL , LED turn signals , cornering ABS, traction control , cruise control , 3 riding modes , fuel gauge |
