Celebrating 95 years for a company is a big thing, and to have survived against all the odds was a mountainous task for Moto Guzzi->ke1411. Even after having such a rich racing history of winning almost 3000 races and a couple dozen world championships, the name Moto Guzzi had eerily vanished from the motorcycle scene, until now. The calm before the storm.

Paying tribute to their past, MG headed to a major revival plan and launched the new range of V9->ke5593 platform that angles towards the cruiser style rather than the V7’s roadster theme. And now, the brand is getting the third iteration of their most celebrated model, the V7 which is also the first model created by MG. Celebrating the 50th year of the first, the brand is launching the V7 III which will have four editions to it: Stone, Special, Racer and a celebratory entrant Anniversario.

Manufacturers and now foraying into the current wave of enthusiasts wanting custom and classic motorbikes. And for Moto Guzzi, it has its own deep roots to draw upon for inspiration from which the ‘V7s have been prepped up for the consciousness of the new generation of motorcycling. The V7 models will be the same breed of bikes that differ slightly to imprint different characters carrying the same soul.

STYLING

This is the department where the real life difference between the V7 III models come into life.

This third generation of the “seven-fifty” from Mandello could be Moto Guzzi’s entry-level model but is in no terms made with compromise. Showcasing the strong and authentic characters of a typical MG is the transversal V-twin one-of-a-kind configuration that sets the tone straight apart from the mundane. And coming out of that is the oversized dual pipes and cylinder heads that take the show from the roman numerals II to III marking the third iteration of the legendary model.

The V7 III’s minimalist design reminds us of the beauty of simple elementalism, and it manages to keep the brand’s heritage intact with the suave design bits that are both timeless and robust. Although designed by the futuristic thinkers of the Centro Stile Piaggio Group, with input from the Piaggio Advanced Design Centre (PADC), the ’70s-era styling makes into these bikes rather effortlessly.

Celebrating the model’s 50 years of Italian flair, the folks at MG have come up with four different versions for the third instalment of their very first work. Apart from the Stone, Special and Racer editions that were enthralling audience in the V7 II, the V7 III gets a newer limited run called the Anniversario that pays homage to fifty years of the V7 model.

Carrying forward from the outgoing model will be the metal 5.5-gallon fuel tank that was inspired by the magnificent 1971 V7 Sport. The fuel cap on the V7 III replaces the conventional flush unit for an aluminium screw cap that exuberates good taste. Also highlighting the aura are the new design injector covers, the sleeker side fairings, turn indicators and the new saddle unit that comes with dedicated graphics as per the model.

V7 III Stone

The Stone edition seems to carry the most masculine silhouette with a traditional darker and sportier nemesis of the entire range. The black theme is seen everywhere including the flat handlebar mounted on a black bar, mirrors, springs and the exhaust. The matte black paintwork gets graphic dedicated only to the ‘Stone’ that can be seen on the saddle which comes with a passenger grab strap.

Nonetheless, you do get other attractive satin finish colours inspired by typical '70s shades. Exclusive just for the Stone, MG has given it a single circular display instrumentation that is wide enough to display the analogue speedo and a digital display unit that caters to all tell-tale signs and information for the rider. The Stone is the only one of the four to adorn alloy wheels with shorter front fenders that highlight the character that is unique only for the Stone.

V7 III Special

The Special exudes old-school cool with chrome vintage-style mirrors, handlebar, exhaust pipes and dual shock springs. This one, of all the four models, decisively comes close to the spirit of the original V7 of the 67’. It wears the character that is opposite of the Stone, with blingy chrome elements and a flashy colour palate. You get coloured horizontal bands on the tank unit and matching it are the coloured strips on the side panels inspired by the famous 1975 V750 S3 motorcycle.

Unlike the Stone, the Special gets dual circular display instrumentation that has a dedicated rpm analogue meter with another being the similar unit as that of the Stone. The Special has spoked wheels that comes with polished channels and black hubs, and the rear passenger gets a chrome grab handle. The saddle too gets a dedicated “old school” stitching to truly personify the model’s take on the classic and elegant roots.

V7 III Racer

This could be the sportiest ever Moto Guzzi to come out of the factory gates. Produced in a limited run of 1000 units, this motorcycle deliberately carries the most exquisite mechanical elements and components of the four that possibly demonstrated MG’s true custom builds. On the steering yoke, you get the stamp of the limited-edition machine and the satin finish chromium fuel tank gets new graphics that highlight the red eagle.

Reminiscence of the 1971 V7 Sport series, nicknamed “red frame”, this Racer edition gets the “Rosso Corsa” colour chosen to paint the frame and the swingarm with the humped solo saddle, which is also approved for a pillion. Anodised black aluminium adorns the new side panels and the throttle body guards while the number plate is made of brushed aluminium.

Like the Audace, Moto Guzzi’s “dark soul”, the spoked wheels get black channels and red Moto Guzzi stickers with the bike getting more premium components like the setback foot pegs machined from solid billets, the lightened steering stem, the steering yoke guard and a pair of Öhlins shock absorbers.

V7 III Anniversario

This is what all the hue and cry is about. Celebrating an era in which the brand Moto Guzzi came up to the surface. As a tribute to this fiftieth anniversary of the V7, MG has created this truly special edition with a limited run of just 750 units. First things first, you cannot unsee the bright and shiny all chrome fuel tank that marks this special edition. With dedicated graphics on, the blingy fuel tank also houses the refined, gold coloured Moto Guzzi eagle, combined with a brand new genuine leather strap.

Made with the same leather is the new saddle which bolts on the chromium plated steel rear grab handle. The fuel lock screw lid is made from billet aluminium, and the wheel rims get exclusive polished channels and grey hubs to make this edition a highly prestigious one-of-kind model. All of this culminates to make the Anniversario a collector’s model with hand-crafted refinement.

Overall Dimension

POWERTRAIN

You cannot neglect to notice the longitudinally-mounted 90-degree twin in the first ever glimpse, it’s the signature layout of a brand. Guzzi’s in-the-wind, fire-breathing, knee guards are unmistakable, even in these blacked out versions with aluminium highlights and the new V9 family is no exception.

Close to 90 percent of this V-twin mill is new, and the displacement of 744cc makes it the smallest MG on the streets. The mill churns out a healthy 52 bhp at 6200 rpm, whereas maximum torque measures in at 44.25 lb ft at 4,900 rpm. All this power is taken via a precise and smooth six-speed gearbox introduced on the V7 II with changed gear ratios for a smoother acceleration curve. Surprisingly, MG is making use of a dry single plate clutch that is said to improve sturdiness and reliability over time and also help in lighter clutch action.

Bowing to the Euro IV norms, there are many improvements that head to minimize power losses and emissions. Traditional air cooling and 2 valves per head stay in this motor, though now with added oil cooling complies with the regulations. The Marelli electronic-fuel injection has a single shared throttle body that is still operated by the traditional push rod and rocker arms. At idle, like all Moto Guzzi engines, the V7 has a pleasant side-to-side beat. Once the rpms are at riding speed, the beat smooths right out, and there is no distracting vibration.

Dissipation of heat within the engine aluminium case has been enhanced with the enhanced fluid thermodynamics. Piston cooling oil jets have been introduced to have better heat management and a new ventilation system reduces power loss due to the internal pumping of the crankcase chambers.

The double pipe manifolds start with an exhilarating bark, the exhaust settles for a muted unintimidating tone that turns into a beautiful whine during those quick dashes on the highway.

Engine Specification

RIDE AND HANDLING

The V7 has a pullback, sweep up and back for a relaxed position handlebar with wide saddle and repositioned footpegs offering a neutral riding position that is comfortable enough on long rides. And the steel frame maintains the dismountable double cradle layout with the front end being completely revamped and reinforced for a more confident handling and stability.

The bikes weigh somewhere between 416 lbs and 470 lbs which make it nimble and easy to toss it back and forth or side to side. Saying that does not mean that one could lean considerably. Doing that will scrape the foot pegs or even give them to your hand since they are positioned lower and you will only cringe when that happens. Goosebumps thinking of it. Overall, neither bikes disappoint.

Though the V7s are tuned for a soft ride, suspension setup on the bikes was basic and standard non-adjustable forks with 5.1-inch travel and pre-loaded adjustable Kayaba rear shocks with 3.8 inches of travel. They are comfortable for modest speeds, but at higher rates, the shocks do not take hard hits well. A pair of Brembo 4-pot 320mm disc and 2-pot 260mm disc provide predictable stopping power at a peg-scraping pace. The rear brake master cylinder with built-in reservoir guarantees a quicker response and braking modulability.

Electronic rider aids include dual channel ABS by Continental and standard Moto Guzzi traction control (MGTC) having two modes, “1 – dry” and “2 – wet,” which can be turned off if you think you are a pro.

Chassis Specifications

PRICE

At only $7,990, the Stone offers some good features to a lower price bracket, and it comes in Nero Ruvido, Azzurro Elettrico, Verde Camouflage and Giallo Energico. The V7 Special is priced at $8,490 and is available in Nero Inchiostro, Blu Zaffiro. The V7 Racer has a price tag of $9,990 and gets its own Rosso Corsa colour edition. Coming to the top of the range, limited edition Anniversario, it carries a price tag of $9,990 with chrome being the only option.

You can also as an optional package opt for MG-MP (Moto Guzzi multimedia platform). It can connect via Bluetooth to any handheld devices and you also get a USB connector to hook on to any of your portable devices to connect the bike to your smartphone. MG-MP is the Moto Guzzi system that allows you to connect to your smartphone for simultaneously viewing five parameters of your choice.

Through the app, you can record your trip information to be able to view it on your phone or computer. The system also lets you locate your motorcycle on a map. All of these adds an important value to one’s ride and get the most possible enjoyment from the riding experience in full safety and control.

Then of course, there is a plethora of available accessories and options to customise your ride on your taste and needs. One can elevate the feel of this motorcycle and make it his own with their range of quality accessories that bring out the exclusivity within. They include a vast selection of items like the Red shock absorber springs, satin finish aluminium side fairings, fuel tank cover, windshield, injector covers, luggage rack, saddle options, aluminium levers and more.

COMPETITION

Triumph Bonneville T100

We all love the very beautiful Triumph Bonneville, don’t we! Over the last many decades, the Triumph Bonneville has been able to make the motorcyclists feel the unadulterated essence of motorcycling with its simplistic design and smooth power delivery, making the rider fall in love with the Bonneville each and every time he sits on the saddle of it.

It’s hard to find any fault in the design of the Bonneville T100, for the motorcycle retains the beautiful Bonneville in every possible way. The no-nonsense and fuss-free design is unmistakably Triumph, with the overall profile staying classy in every possible way. On the front, the Bonneville T100 comes with the same round headlamp of the Bonneville T120 and so is the fuel tank, exhaust units and side body panels. The instrument console is an all-new multi-functional part-digital unit, which has been lifted off from the Bonneville T120.

Though Triumph hasn’t carried out much change to the design of the motorcycle, but under the skin, it is definitely a very different motorcycle. As opposed to the 865cc engine of the erstwhile Bonneville, Triumph has developed an all-new 900cc engine for the Bonneville T100, which we have already seen on the Street Twin. The motorcycle comes with an all-new liquid cooled, parallel twin, 8-valve, 900cc engine, and the peak power output of which is rated at 53 bhp, while the maximum torque of the motorcycle stands at 59 lb.ft.

Apart from the engine and gearbox, the Bonneville T100 shares a lot of the mechanical underpinnings with the new Street Twin. The suspension combination of 41mm telescopic hydraulic forks at the front and fully adjustable twin hydraulic coil springs at the rear have been sourced from Kayaba and are the same units as that of the Street Twin.

The ergonomics have been tweaked out a bit to make the new Bonneville T100 a more enjoyable to ride machine than the previous version. The Bonneville T100 comes with a single 310mm disc at the front and a single 255mm disc at the rear. The braking setup, though, is further assisted with ABS and traction control as standard, something which the previous Bonneville missed out on.

Triumph offers a range of colours and prices for this pair. Both the base-model T-100 and the Black come with sheet metal shot in a glossy Jet Black finish for $10,400. The Black can also be had in a matte black finish for $10,650. A pair of two-tone paint jobs is available on the base model with a fetching New England White / Intense Orange, and my personal favourite, Fusion White / Aegean Blue, both at the top of the pricing chart at $10,900.

Ducati Scrambler Classic

There are very few motorcycles which have witnessed the procedure of evolution for decades. And then, there is Ducati Scrambler. Till now, Ducati has been selling six major different versions of the 803cc Scrambler and one version of the 400cc Scrambler. Out of all these versions, the Scrambler Classic happens to be the most retro looking version, which evokes the old school charm the most, with its appeal hailing from the motorcycles of the bygone eras.

The motorcycle gets a chopped front fender, which gets a premium looking aluminium finish. When viewed from the sideways, the body panels of the Scrambler Classic looks exactly the same as the other versions. It is a simple looking unit which does get aluminium covers on both the sides, thus adding some character to its design. At the rear, the Scrambler Classic gets a full-fledged aluminium finished rear fender, which looks curvaceous and houses the number plate holder at the end of it.

The design of the Scrambler Classic is evocative of the original Scramblers of the '60s, but under the skin, it is a twenty-first century Ducati by every bit. It is powered by an L-twin Desmodromic fuel-injected 803cc engine, which pumps out 75 bhp of power and 50 lb ft of torque. This is the same engine which used to thrust the Ducati Monster 796 as well, though, for the Scrambler Classic, the cams are slightly redesigned in order to achieve a more usable top-end power. The engine channels the power produced to the rear wheel through a six-speed gearbox.

Like all other Ducatis, the Scrambler Classic too sits atop a tubular Trellis frame. Ducati has provided the Scrambler Classic with 41mm upside down forks at the front, and pre-load adjustable side mounted monoshock - both sourced from Kayaba. A 330mm single disc brake at front and a 245mm disc brake at rear, coupled with ABS, are employed to bring the motorcycle to rest from motion. Except for the ABS, there is no other electrical wizardry, which makes the Scrambler Classic an unadulterated motorcycle to ride.

Currently, the Scrambler Classic is being retailed by Ducati at a starting price of $ 9,995, making it more expensive than the Scrambler Icon, equally expensive as the Scrambler Full Throttle and less expensive than the Scrambler Urban Enduro. Like in other countries, the motorcycle will be available in the single paint shade of yellow with aluminium inserts and a dark brown coloured seat as standard.

VERDICT

Moto Guzzi is a brand filled with products considered to be carrying a rebel spirit, a unique personality that often goes against the flow. The history books are proof that this Larian eagle is riddled us all with some unusual but unique choices like the transversal V 90, a skill for innovation, records in the sports field, the renowned eight-cylinder engine and more. Moto Guzzi was never shy about showing them off 95 years ago neither are they today.

Moto Guzzi always makes it a point to keep both retro and the modern fumbled into the same machine. These V7s are no different. They both amuse and bemuse with a thrilling and willing engine to carry it forward. The charming machines are carefully handcrafted in the historic Mandello factory which is both fun to look and ride. Easy to ride, these machines excel in usability, reliability and gets the job done with character.

There hasn’t been a better time for classics to come onto the streets and with triumph already deep into the territory, Moto Guzzi has the package to startle them. And with the pricing bang on, the V7 is going to be the brand’s most successful stint for the 50th anniversary.