Moto Guzzi V7 850 retro/roadster (2021-) review

Moto Guzzi hit the nail on its head when it came out with its first V7 Classic in 2008, which delivered an authentic, Italian V-twin take on the retro roadster theme characterized by Triumph’s Bonneville. However, although able and with charm its 48bhp 744cc transverse twin lacked the performance of its British rival. Even so its proved popular, has spun off a series of variants and updates and now, finally, its got the larger 844cc, 65bhp engine from Guzzi’s V9 Bobber to give it the performance it’s always deserved. The style remains the same, although subtly updated. The result is a pleasing, authentic, accessible Italian classic in a variety of specs to suit all budgets.

Guzzis are traditionally more laid back than most and the same is true here. Although a classic, upright roadster, the V7 is also noticeably less sporty than some rivals. For leisurely Sunday rides that’s no problem, but the base, Stone version has a fairly thin, quickly uncomfortable seat and lacks a pillion grab rail while that riding position also means that even the more comfortable, better equipped Special version, with thicker seat and stainless grab rail, feels exposed to the wind when trying to cover miles at speed.

Bikes like the V7 are always more about show than go and, despite the enlarged engine, the same is still true here. Yes, it’s easy to ride, being upright and relatively nimble makes it a decent town bike, its shaft drive (a Guzzi ‘signature’) means there’s no chain to adjust/lubricate and it large 22-litre tank gives a 200-mile plus range. But this is no tourer, its small-ish size and lack of grab rail (on the basic Stone version) precludes passengers and it’s certainly no sportster, either. But as a short-hop, sunny Sunday toy and occasional town bike it has a lot of appeal.

The original version’s 744cc and 48bhp, although characterful and willing was always a bit breathless and struggled compared to Triumph’s Bonneville and although subsequent updates improved things its only now, with the enlarged, 844cc 65bhp unit as developed for the V9 series, that it has the grunt and go to match its rivals. The brakes, too, have improved over the years with the front single 320mm disc and Brembo caliper, although unremarkable, proving sufficient with plenty of feel. Neither is outstanding, but they’re more than up to the job.

Again, being a retro-style roadster, you shouldn’t expect the latest sophisticated suspension on the V7, but what it has is up to the job. The front forks are conventional, non-adjustable telescopics with similarly old school-style twin shocks at the rear, which are adjustable for preload. Steering geometry is fairly lazy and the V7 has always been a fairly hefty lump, too, despite its diminutive size. That said, the V7’s also an Italian machine, which have a tradition for fine handling, the weight is carried low, the suspension is well-enough set-up and, although not exactly sportster-sharp and quick to change direction, the handling is pleasing and secure and the ride plush without being wallowy.

Yes, the V7’s now an 850 but it’s no performance machine and has a fairly basic spec so running costs are more than reasonable. The engine easily returns over 50mpg which translates into a range of over 200 miles from the 22-litre tank; thanks to the shaft drive there’s no chain to maintain or eventually replace and that 65bhp and the bike’s leisurely nature places no extreme demands on consumables such as tyres, brake pads and so on. It’s reasonably affordable to insure, too.

Mechanically there should be no concerns. The ‘small block’ Guzzi transverse V-twin engine dates bacl to the late 1970s and, in this V7 guise, has been repeatedly refined and updated. Even the latest, enlarged V9 version has been around for a number of years powering Guzzi’s Bobber and Roamer with no significant issues. The chassis, too, is fairly simple, proven and also better quality than some. Cosmetics-wise, however, it depends a little on which model you go for. We’ve seen basic, blacked-out Stone variant with tarnished exhausts etc but the posher Special, with lashings of chrome and better wheels, clocks and glossier paint should fare much better.

No great surprises here. The basic warranty and servicing details are unchanged from before, meaning a standard, two-year, manufacturer-backed warranty for all parts and labour (although this is extendable at extra cost) with a maintenance schedule which has a first service at 600 miles followed by major services every 10,000 miles or so. It’s a fairly straightforward, accessible machine so costs are not excessive.

Again, it depends a little on which model you go for. Three were available at launch in 2021: the base Stone, at £8000, with cast wheels, satin paint, thinner bench seat, satin black instead of chrome finishes and slightly disappointing LCD dash (this is supposed to be a classic ‘retro’, after all) There is, however, a basic, switchable traction control system and ABS. For our money, though, the £600 more expensive Special variant is more than worth it. You get classier, pinstriped gloss paint, a plusher ribbed seat, polished stainless steel pillion grab rail, smart, alloy-rimmed wire wheels and, best of all, ‘proper’ twin analogue clocks for speed and revs. There’s still no fuel gauge though… (For 2021 there’s also a Centenario model, celebrating Guzzi’s 100th anniversary, which is effectively the Stone with different paint and badging.)

If you’re after a lazy, classy, easy-to-ride retro roadster, the V7 has always been a pleasing, more authentic alternative to Triumph’s Bonneville. Despite its style and repeated updates, however, it always lacked the Brit’s performance. Not any more. The enlarged 844cc powertrain finally gives the V7 the ‘go’ it always deserved while, particularly in Special spec, it has enough classy detailing to satisfy. If you want a retro roadster but don’t want to follow the flock, you won’t be disappointed.