Moto Guzzi V100 Mandello review (2023-)

Make no mistake, the V100 Mandello is a HUUGGGEELY significant bike for historic Moto Guzzi. With no 1000cc+ machines in its range since the old California was killed off by Euro5 in 2020, the 1042cc V-twin returns the legendary Italian marque to the big time. Conceived, named and built to mark the Mandello-based firm’s 100th anniversary in 2021 (yes, it was delayed by Covid-19), it’s a flagship, statement-of-intent machine set to form the foundations of Guzzi’s range for years to come. And, with an all-new engine, electronics and even active suspension and aero, it’s not only the first liquid cooled Guzzi, it’s sufficiently potent high-tech to warrant comparison, for the first time in decades, with the best from Europe and Japan. That in itself is an astonishing achievement. Best of all, though, all of that has been achieved without losing either traditional Guzzi character and classy Italian style or resulting in an astronomical purchase price. It’s not perfect and it’s still unlikely to tempt everyone but the Mandello is a pretty, classy, potent and modern Moto Guzzi, and when was the last time anyone could day that?

The new Mandello has mostly been described as a sports-tourer but the reality is less specific. Instead, it’s simply more a semi-upright, half-faired all-round motorcycle – and a damn good one at that. Its traditional big transverse V-twin with shaft drive layout means its substantial and hefty but also surprisingly slim and low in the saddle and manageable. The seat is decently low and easy and unintimidating to climb on board. The riding position, mostly upright and looking forward to wide-ish bars and over the small frame-mounted fairing, reminds of BMW’s R1250RS (or even Yamaha’s old TDM900) and yet the electrically adjustable screen adds a versatility that means the V100 can happily be a tourer, commuter, round town bike or sporty Sunday toy. Leg room is improved over old Guzzis by the new engine’s 90-degree rotated cylinders (meaning the throttle bodies are now above the cylinders rather than potentially in the way of the rider’s knees, as before), the seat is impressively comfortable and, for all-round, multi-purpose riding, it’s a nice place to be.

Another impressive surprise. Big Guzzis have historically never been that practical, although some, like the Stelvio adventure bike, were better than others. But the new Mandello sets a new standard for Moto Guzzi versatility. Comfortable, flexible, fast enough and well-equipped, the Mandello is just as happy eating motorway miles as it is cutting through city congestion as a commuter (although it’s probably too precious to be a year-round option). Luggage is an easy-fit option; at 233kg and with 113bhp it’s neither too heavy nor too potent to be off-putting and new goodies such as the electric screen and heated grips add to its practicality as well. Adventure-style off-roading apart, the Mandello is truly a do-it-all Moto Guzzi.

After decades of variants of just two big and small ‘block’, air-cooled transverse V-twins, the all-new engine in the Mandello is a massive leap forward. Yes, it’s still a ‘signature’ transversely-mounted, shaft-drive V-twin (Guzzi fans wouldn’t have it any other way) but in every other respect it’s truly modern – and effective. Liquid-cooling plus an impressive suite of electronics were to be expected, necessary but are still impressively executed (the radiator is easily missed, the four riding modes, Tour, Rain, Road and Sport are ample plus there’s lean-sensitive ABS and traction control). But the 90-degree rotated cylinders (to both improve rider legroom and shorten the block’s length) is a clever advance. The result from the 1042cc unit – 115bhp and 77ftlbs of torque – isn’t earth-shattering, admittedly (BMW’s latest 134bhp 1254cc ‘ShiftCam’ boxer beats it, for example, for both power and refinement), but that’s missing the point: the Mandello is sufficiently fast for this type of bike (it’s Tracer 900 territory, after all) plus more than compensates with mid-range grunt and classic Guzzi character, even if it is a little bit raw around the edges. Braking-wise, there are no complaints whatsoever. The Brembo M4 32 radial calipers often plenty of power and feel and are more than up to the competition.

Italian bikes almost always ‘handle’ and this is certainly true of Guzzi’s all-new, top-spec Mandello – but there are some aspects worth pointing out. The new, compact engine and now left-hand, lengthened shaft drive housing/swing arm help deliver decent handling characteristics. Steering geometry is slightly ‘lazier’ than some sports tourers, meaning super-fast steering is compromised for steadfast straight-line stability, but it still swings through bends happily and, if you want to get a ‘hustle on’, the Mandello, although no sports bike and heavier and more upright than most, still delivers. It’s worth noting here there are two Mandello models: the top spec S starting at £15,750 with semi-active, multi-adjustable Ohlins front and rear and a base version, starting at £13,500, with more basic, Kayaba but still multi-adjustable suspension, which is notably less plush, but still not bad.

The new Mandello, in both its guises, is a premium, high spec, 1000cc+ machine, so running costs are never likely to be cheap. That said, it’s also not a full-on sports machine, its peak power is a fairly ‘real world’ 115bhp so its hunger for tyres and brakes pads is unlikely to be excessive and it has shaft-drive so there’s no chain to worry about or replace, either. Sure, it’s not going to run on mere buttons, but it shouldn’t be prohibitively expensive, either.

As is often the case with all-new machines, we have to inject a degree of caution here. The Mandello is not just a new bike but it’s one powered by an all-new engine (which is Moto Guzzi’s first) and supported by an all-new suite of electronics (also a Guzzi ‘first’). With all that said, however, it’s also worth saying that Guzzi is now owned by the vast Piaggio group, which also owns Aprilia, who are world-leaders in high performance ‘vee’ engines AND rider electronics, and the Mandello was developed at Aprilia’s base in Noale so overall, although we have a slight proviso, we have no real concerns.

Like virtually all of the major motorcycle manufacturers, the Moto Guzzi Mandello comes with a standard, manufacturer-backed, two-year warranty covering all parts and labour. Servicing-wise, maintenance intervals are set at every 7500 miles which, although not overly generous, are not atypical, either. The Mandello’s exposed, transverse V-twin configuration should also make required labour times shorter than many, too, also helping to keep costs down.

Depending on which spec you go for, the Mandello comes with pretty much everything you could possibly need – and when was the last time you could say that about a Moto Guzzi? Apart from the standard rider electronics, there’s a slick new colour 5-inch TFT dash with Bluetooth connectivity, shaft drive, electrically adjustable screen (through the dash) and even ‘active’ aero in the form of ‘wings’ mounted on the tank which open according to settings (although in our experience make little difference, but they are a nice gimmick). In top spec ‘S’ trim it’s better yet with traditional Guzzi two tone green/silver paint, semi-active Ohlins suspension, heated grips, up/down quickshifter, tyre pressure monitor and more. Luggage is available as an optional extra.

For the last couple of years you simply couldn’t buy a big bore Moto Guzzi so hard core fans of the Italian marque will be satisified straight away. Beyond that, the Mandello is an even more significant machine. It’s a credible, characterful all-rounder that stands out from the crowd; it’s handsome, well-speced and an invigorating performer and it’s classy and, in base trim, arguably pretty good value, too. If you’re the type that likes big, comfortable, versatile and characterful European twins, until now you’ve mostly been limited to omnipresent BMW boxers. With the Mandello you can have a similarly performing all-rounder which, although lacking the German bikes’ refinement, proven reliability and slick dealer experience, compensates for all that with Italian style and exclusivity.