Moto Guzzi V9 Bobber roadster/cruiser (2016-) review

When it comes to motorcycle design, they don’t get much easier and simpler than the classic American ‘bobber’. Inspired by the power-war era when returning US servicemen bought up ex-military Harleys and personalized and lightened them by ‘bobbing’ them – binning surplus parts, chopping down mudguards etc – all for a minimalist, performance look, modern day interpretations by Harley, Indian and even Triumph have revived the fashion to deliver affordable, cool cruisers. The V9 Bobber is historic Italian brand Moto Guzzi’s take on the theme and, on face value, it ticks a lot of boxes: fat, ‘balloon’ tyres; a hot rod riding position; blacked-out details and… not much else. Compared to those rivals, however, it’s more than a little basic and crude and it’s look is less convincing. Guzzi launched a more traditional cruiser, the V9 Roamer, alongside the Bobber which also failed to convince so much so it was dropped from its UK line-up after only a few years. The Bobber lives on, and is an affordable, mid-range Guzzi with one of the best incarnations of its signature transverse V-twin, shaft-drive engine, but, aficionados of the Italian brand apart, it struggles to convince.

All bobbers are low seated, flat-barred cruisers and the Guzzi’s no different. As such it’s easy to get on with, accessible to shorter or novice riders, a decent town bike and reasonably comfortable – up to a point. That low slung seat is also thin enough to cause discomfort after an hour or so. Taller riders might find it a little cramped in terms of leg room and being upright with no wind protection rules out touring, motorways or long-distance journeys. But if you just want short, posing hops around town, with or without a pillion (and some bobbers can’t even offer that) you won’t be disappointed.

As implied above, being a classic ‘bobber’, the V9 is so minimalist practicality is limited. Yes, it can take a pillion. Yes, too, it’s easy and effective around town or on short Sunday rides when it’s slim manageability, nimble handling, grunty V-twin and natural, upright riding position all come to the fore. But that’s pretty much the V9 Bobber’s limit. Commuting? Not really, it’s too precious and vulnerable to dirt to be treated as mere transport. Touring? Not without any weather protection or luggage it’s not. The list goes on… That said, the Bobber is a simple, easy, back-to-basics bike that delivers around town or at weekends and for some that might be enough.

Perhaps surprisingly, the V9 Bobber’s slightly archaic transverse engine is one of the stars of the show. Based on Guzzi’s ‘small block’, until now 744cc version of the Italian firm’s signature air-cooled, transversely mounted, shaft-drive V-twin, for this V9 form (a sister bike, the otherwise identical but more cruiser-styled V9 Roamer was launched at the same time but has since been discontinued) it was enlarged to 853cc and is much the better for it. The result produces a perky 65bhp with lots of grunt – more than enough for most city or Sunday use – and that’s matched by lots of traditional Guzzi rumbly character. It’s no speed merchant, admittedly, and there’s no electronics and not that much by way of refinement, either. But it’s effective, characterful and does then job with no complaint and for a bike like this that’s all that’s required. Brakes, too, are nothing to get excited about, comprising a single 320mm disc grasped by a Brembo four-piston caliper with a single, smaller item at the rear, both linked and assisted by ABS – but is sufficient for this kind of bike.

The ‘old school’ bobber vibe means Guzzi’s Bobber gets similarly ‘old school’ style suspension – namely preload adjustable twin shocks at the rear with fairly basic, unadjustable, conventional telescopic forks at the front. They’re nothing to get excited about and no doubt help keep its ticket price low but the ride they deliver is smooth and plush without being wallowy and the handling overall is sufficiently sharp and engaging to entertain through the ‘twisties, despite the slightly vague sensation delivered by the fat tyres – and certainly more than most bobbers, with the exception, certainly, of Triumph’s excellent Bonneville Bobber and, perhaps, of Indian’s version, too.

Simplicity, a lack of outright performance, a relaxed riding attitude and a pretty basic spec can sometimes have their advantages – and that’s particularly the case when it comes to the V9’s running costs. With a price under £10K it’s affordable and residual values are better than many. Insurance premiums are better than many, too, while fuel consumption is generally in the mid-50s. On top of that there’s shaft drive, so no messy chain to maintain and ultimately replace while the Bobber’s consumption of the likes of brake pads, tyres and other fluids is likely to be lighter than many as well.

As long as the V9 Bobber’s cosmetics are looked after to ward off corrosion (as is more than likely considering the type of bike it is) you should have few reliability concerns. The enlarged Guzzi V-twin may be slightly crude and old fashioned, but it’s also proven and, in its own way, refined. The chassis is simple, too, with a proven tubular steel twin loop frame and simple cycle parts. While there’s also no real electronics to worry about, no ancillary equipment such as fancy screens, lights or luggage and only a basic LCD ‘clock’. In short, few things are likely to go wrong and there’s no many ‘things’ in the first place! We’ve also not heard of any owner problems since its launch.

Like most of the leading motorcycle manufacturers, Moto Guzzi offers its bikes with a standard two-year, unlimited mileage, manufacturer-backed warranty covering all parts and labour with the option of an extra cost third year extension. The standard service schedule is as per the rest of the small block Guzzi range and requires a first 600mile oil and filter change and cursory inspection followed by interims services at 6000 miles, also requiring plug and air filter replacement and again at 12,000miles which also requires suspension checks. Valve adjustment, according to the manual, is deemed to be necessary when required with checks every 6000miles. On the plus side, this is a simple, straightforward, accessible engine that lends itself well to easy and even home maintenance, so costs can be minimal.

This shouldn’t take long. The V9 has no fairings, luggage or fancy electronics; its dash is a fairly basic single LCD display; the suspension is mostly non-adjustable and there’s only a single front disc brake. Yes, there’s ABS and rudimentary traction control but that’s very much your lot – as, arguably, it should be, seeing as it’s intended to be an ultra-minimalist, pared-down, basic bobber. At least, compared to some bobbers, it does get a pillion seat and matching footpegs. There’s no grabrail though…

If you’re after a classic bobber, don’t want to follow the crowd with the genuine article (a Harley Sportster – although this has now been deleted) or Triumph’s excellent (but significantly more expensive) £12K+ Bonneville Bobber and both like the V9’s styling and have a soft spot for Moto Guzzi, we can imagine the V9 Bobber having lots of appeal – and you probably won’t be disappointed. Trouble is, that’s a lot of filters to get through before you’re knocking on a Guzzi dealer’s door (and partly explains why the more cruiser V9 version, the Roamer, was dropped so quickly) which makes the V9 Bobber one of Guzzi afficionados only… Shame, the engine’s great (and has since been adopted by the more conventional V7 retro roadster).