First ride review of the all-new 2021 Moto Guzzi V7 Stone. This retro standard motorcycle is now in its fourth generation, completely revamped for Moto Guzzi’s 100th anniversary with a new engine and new chassis. Does it balance performance and style well enough to keep up with this quickly growing genre of motorcycles?
A successful retro standard motorcycle balances nostalgia and performance, style and rideability. Now, 54 years after the first V7 and 13 years after the first modern recreation, Moto Guzzi has released the fourth generation of that modern iteration of the V7 with an all-new engine and chassis. With iconic styling and all of the quirks and character that Guzzi is known for, the nostalgia is there. But has the classic-styled bike’s performance been updated enough to stay competitive with this quickly growing genre of motorcycles?
The biggest update in this model is the new engine, designed to meet Euro 5 emissions standards and drawing on elements of Guzzi’s previous V9 and V85TT but unique to this model. Overall design of the engine is not radically different from previous versions of the bike, maintaining the two-valve-per-cylinder pushrod configuration. Thanks to the new larger displacement, we see a 25 percent increase in power over previous models, a claimed 65 hp at 6,800 rpm and 53.8 pound-feet of torque at 5,000 rpm. The crank has been re-balanced, and friction has been reduced to limit the torsional rotating effect so present when revving previous V7 models. That pull-to-the-right while revving is still there, for the nostalgic; it’s just reduced to a minor sway rather than a tug to one side.
Power output of previous V7 models was notably underwhelming, so the increase in engine performance is something that we welcome eagerly, as it makes the new bike a much more capable machine. Most of that power comes on after the 3,000 rpm mark, but the engine produces tiring vibration through the handlebars at the same point; this does not smooth out until it reaches peak torque at 5,000 rpm. The cable-driven throttle provides a direct, connected feel, but fueling is abrupt with the initial twist; it takes slow, precise throttle application to achieve smoothness. The clutch lever is springy and the feel is very vague, making it hard to detect the engagement point based on your hand alone. The combination of abrupt fueling and lack of clutch feel can lead to a bit of lurching, especially if you have the traction control switched off.
At one point in our test ride, I was carving through some mountain roads while staying in the higher revs above 6,000 rpm, near peak horsepower. I closed and reopened the throttle quickly and was greeted with a pulsing effect from the fuel injector that upsets the chassis. Thinking it may have been a fluke, I tried this on three different motorcycles and found that it was consistent and repeatable.
Guzzi has developed a new chassis to house the new powerplant, though it’s a similar tubular steel layout with similar weight distribution to previous models. The rear shocks are larger with longer travel, and the swingarm is now larger and reinforced, with a new bevel gear on the shaft drive to better handle the higher torque output.
The V7 easily drops into turns and now has the power to effortlessly pull out of them. Low-speed handling is neutral and easy. Going straight down the highway, the ride is smooth and stable. Only when pushing the bike, heavily leaning through turns at speed, did I find the shortcomings of the suspension. Both the fork and the shocks are a bit soft in both spring rate and damping, resulting in bouncing through bumpy turns and forcing me to slow down. Preload is adjustable on the rear, which did help to slow the bobbing; the front is nonadjustable.
A four-piston Brembo caliper grips a 320mm disc to stop the 18-inch front wheel, and while it takes a fair squeeze of the lever, there’s good feel for precise application. The rear two-piston caliper and 260mm disc are more than adequate as well; present, but not too grabby, with decent feel at the foot lever.
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