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2016 Moto Guzzi V7 II Stone
Price: $5,990.00 plus freight, setup, and tax, $50 document fee, and title transfer / tab renewal unless verifiable out-of-state residency. All prices reflect a 2% discount for payment by cash, check, wire transfer, direct deposit, debit card, or through financing. MSRP: $8,990.00
Savings: $3,000 reduction to $5,990.00 includes a rebate due to expire June 30, 2017
Limitation: Offer limited to supply on hand.
Financing: 6.59% for 24-36 months, 7.39% for 48, 7.59% for 60, 8.59% for 72, or 9.09% for 84 months OAC (rates based on 715+ credit score, higher rates for lower scores) through Freedom Road Financial.
THE NEW GENERATION OF A LEGEND
Introducing the new generation of one of the best-selling and popular "Eagle brand" models anywhere in the world.
The new Moto Guzzi V7 II was christened thus according to Mandello tradition and it is available in three different versions, each with its own identity: Stone, Racer and Special. Moto Guzzi V7 II literally has an extra gear. In fact, making it's début on the V7 II - and it is just the first on a long list of safety and performance technical advancements - is a new, six speed gearbox with spacing that has allowed the first and last two ratios to be reduced, decreasing the drop in rpm between one gear and the next. Along with the gearbox the clutch was also improved in order to achieve a softer action and a more even release. Moto Guzzi continues to develop solutions to increase active safety features and on the new V7 II the ABS braking system and MGCT (Moto Guzzi Controllo Trazione) system have been introduced.
The former is a two-channel system, whereas the latter is a sophisticated electronic system that ensures ideal traction in any conditions, preventing the rear wheel from sliding during acceleration, thereby averting dangerous loss of grip to increase riding safety.
The aesthetics have also evolved: on the new V7 II the engine has been tilted 4° toward the front axle and lowered 10 mm. This solution not only significantly improves the aesthetics from a side view, which on previous models seemed to have a "nose-up" look of the 90° V, but it also created more knee room. In fact, the new V7 II, which also has new 25 mm lower footpegs, provides a comfortable position even for above average height riders, while remaining accessible and "user friendly" for riders - men and women - of any size. The new Moto Guzzi V7 is available in three versions: V7 II Stone, eclectic and essential, characterised by typical '70s colour schemes; V7 II Special, the closest to the original spirit of its ancestor, starting from the graphics inspired by the famous 1975 V750 S3; V7 II Racer that embodies the Moto Guzzi sports spirit. With its sporty set up, low handlebars and a chromium fuel tank with a leather fastening strap, V7 II Racer is a bike that was born to be ridden strictly one-up, wearing black leathers and leather stud palm gloves.
Improving a Moto Guzzi is never easy. It takes courage, passion and skill to live up to the expectations and reputation of a legendary brand that is beloved the world over for its coveted motorcycles.
The best recent example of this magical combination is the California 1400, a final exam passed with flying colours by the market critics. Now Moto Guzzi relaunches, improving on the other pillar in its product range: the V7. On the best selling Moto Guzzi of 2008 every possible useful element to enhance the sensation of quality, even tactile, has been finely fashioned. The most radical change was to the engine and the chassis where every possible path was explored to increase the level of safety, ergonomics and comfort - in short, the pleasure of riding.
The result achieved represents enough of an evolution to warrant a new name: V7 II. The addition of the Roman numeral historically identifies the most successful and longest running products to come out of Mandello del Lario, such as the V50, Le Mans, 1000 SP, California and now also the V7 in its well known and popular versions: Stone, Special, Racer.
AN EXTRA GEAR
It's not just an expression; the V7 truly has an extra gear. One look at the gearbox is enough, now completely redesigned in order to house forced lubrication with an oil pump.
The new six gear spacing allowed the first and last two ratios to be reduced, decreasing the drop in rpm between one gear and the next. The primary drive ratio has also been changed, going from 16:21 to 18:23. Along with the gearbox the clutch was also improved, with modifications to the lever, the linkage and the cable in order to achieve a softer action and a more even release.
Moto Guzzi has always had a keen eye toward safety aspects, even as early as the days of the famous combined "integral" braking system. Today Moto Guzzi continues to develop solutions to increase active safety features for the rider and on the new V7 II the ABS braking system and MGCT (Moto Guzzi Controllo Trazione) system have been introduced. The former is a Continental two-channel unit, whereas the latter is a system passed down from the California 1400, simplified in operation, which adapts to the vehicle speed, springing into action based on the difference in speed between the front and rear wheel.
Among other things, the system allows the tyre contact surface with the ground to be recalibrated, thereby compensating for any wear or the use of units that have a profile different than the original standard equipment. Two indicator lights on the instrument cluster signal activation of the ABS and MGTC action.
THE FIRST IMPRESSION IS THE ONE THAT COUNTS.
Looking at the V7 II for the first time, the trained eye of an enthusiast may sense an initial significant difference: the bike appears to be longer and more front-loaded. This is not an optical illusion: the engine has been tilted 4° toward the front axle and lowered 10 mm compared to the previous model. This has created three more centimetres of knee room which, along with the new 25 mm lower footpegs, provide a comfortable position even for taller than average riders.
Besides comfort, the Moto Guzzi V7 II is a whole other bike in terms of riding pleasure. All you have to do is squeeze the clutch and engage the gear to appreciate a soft and quiet action which was unheard of on the previous five speed gearbox. Once you are in the saddle, lowered to 790 mm, you'll discover how the new saddle-handlebar-footpegs triangulation transmits the pleasant sensation of being in the bike and not on top of it like with the previous version. The new riding position allows you to fully enjoy the changes made to the chassis which, thanks to the new lower and farther forward position of the engine, have made it more communicative and efficient in demanding riding.
The rear axle has also been restabilised, increasing suspension negative travel by lowering the cardan final drive output 50 mm. This now allows greater tyre grip during load transfer, both in braking and direction changes.
Sure, the V7 II is not a bike designed to break track records, but even in that situation it is faster now than the previous version and then its direct competitors.
Displacement 744 cc
Bore 80 mm
Travel 74 mm
Distribution 2 valves with light alloy pushrods and rockers
Max Power 35 kW (48 HP) at 6200 rpm
Maximum torque at crankshaft 60 Nm at 2800 rpm
Exhaust system 3-way catalytic converter with double lambda probe
Frame: double cradle tubular frame in chrome-moly steel with detachable elements.
Wheelbase: 1449 mm
Trail: 117 mm
Headstock angle: 27°50’
Front suspension Ø 40 mm hydraulic telescopic fork
Travel: 130 mm
Rear suspension die cast light alloy swing arm with 2 shock absorbers with adjustable spring preload
111 mm (shock absorber travel 85 mm) (Stone/Special)
Wheel travel: 96 mm (shock absorber travel 75 mm) (Racer)
Front brake Ø 320 mm stainless steel floating discs, Brembo callipers with 4 differently sized opposed pistons
Rear brake Ø 260 mm, stainless steel disc, floating calliper with 2 pistons
Front wheel 18" in lightweight alloy (Stone), spoked (Special-Racer)100/90
Rear wheel 17" in lightweight alloy (Stone), spoked (Special-Racer)130/80
Saddle height 790 mm
Length: 2,203 mm
Height: 1115 mm
Minimum ground clearance: 179 mm
Fuel tank capacity 22 litres (including 4 litre reserve)
Curb weight* 415 pounds
* Weight with motorcycle ready for use with all operating fluids and without fuel.
I was so enamored with the V65SP in 1984 that I knew someday I’d also have a small twin Guzzi. It finally happened when my wife learned to ride and quickly said, “You’re the Guzzi guy so get me a Guzzi.” I got us a pair of 2004 Breva 750s (a swoopy modern-looking version of the same basic bike as the current V7s). My wife said I looked ridiculous: big guy on little bike. I told her I didn’t have to see me on it like other people did. It remains my favorite Guzzi.
These bikes are known to be the lightest shaft-drive 750s, also featuring fuel injection. They are easy to maintain and get great gas mileage. My wife and I typically did 100- to 200-mile Sunday rides and always got 50 mpg or better. The engine is specially designed to present the same kind of wide torquey power spread as Guzzi’s legendary big bikes. Guzzi’s early ads said you could warm one up and then launch in first without giving it any throttle, then shift to second and shift to third and shift to fourth, all without throttle. I had to try it, and it worked; I even got into fifth without giving it gas. We found we could slow down for small towns to 2000 rpm in top gear and still motor away cleanly without lurching or bogging. These bikes are enjoyed by some because they are so very easy to ride while others like them as commuters, sport tourers, or as a retro café racer sport bike. I think they make great beginner bikes because of their friendly power delivery, yet most are purchased by experienced riders. So at least this isn’t a beginner’s bike one will quickly outgrow.
New starting in 2013:
Steel gas tank holds an extra gallon, now at 5.5 US gallons
Engine updates add low-end torque and about 10% more horsepower
Aluminum rims reduce unsprung and centrifugal weight
Revised intake system reduces maintenance
Gas mileage seems to be up about 10% - same owner that got 50 mpg on his older V7 got a consistent 55 on his 2013.
New starting in 2016:
6-speed transmission, mainly providing a lower first gear and easier engagement
1” lower footpegs
More leg room
Specific to the V7 Stone:
Guzzi uses the Stone name to evoke something rack-solid yet simple and not overly adorned. As such, paint is monotone, wheels are cast tubeless in flat black, and the price is lower than any other V7 ever (since the model line’s introduction in 2008).
THE ENGINEERING OF THE MOTO GUZZI V7 II: ANDREA BENEDETTO, PIAGGIO GROUP TWO-WHEEL PRODUCT DEVELOPMENT DIRECTOR.
"Just unveiled at the recent Intermot 2014 show in Cologne and coinciding with the Milan EICMA show, the new Moto Guzzi V7 II arrives on the market. As indicated by the "II" which identifies it - in complete respect of Moto Guzzi tradition - this bike represents a true generational evolution with respect to its predecessor.
Although in terms of aesthetics it maintains its unmistakeable and successful style, this brand new V7 generation has a range of new features that change it profoundly in terms of technical content, so much that it can be called the second generation of a product which from the time it was introduced has found favour with those seeing a motorcycle that provides riding pleasure, user-friendliness and the pride of owning an object that embodies the style and elegance values of Italian bikes.
On the new Moto Guzzi V7 II the geometry of the mechanics was entirely modified: the frame now holds the classic 750cc 90° V-twin engine, placing it 10 millimetres lower and rotating it 4° forward. The result - besides improving the aesthetics of the bike's side view - is a lower centre of gravity, all to the advantage of riding pleasure and more legroom for the rider. Comfort increases thanks in part to the new footpegs which are mounted 2.5 cm lower than those on the previous model. This means that the bike can comfortably seat taller than average riders, whilst remaining accessible and easy to ride for any height man or woman.
The gearbox is completely new, now with six speeds. This is an extremely sturdy and reliable unit that has allowed spacing to be varied, bringing the first and last two ratios closer, thereby reducing the drop in rpm between one gear and the next. It is a gearbox that maximises riding comfort thanks in part to a softer clutch that engages more easily and more precisely.
Moto Guzzi has always been one of the most attentive brands to safety, from the time that the first manufacturers were fitting double discs on their bikes or implementing integral braking systems as standard equipment. Now, on the V7 II, the ABS and MGCT (Moto Guzzi Controllo Trazione) systems are introduced. The braking system becomes a benchmark in its category thanks to the two-channel ABS system, new brake master cylinders and sintered pads. The MGCT system, which draws from Moto Guzzi's experience with the California 1400, reading the differential slippage between the two wheels, acts on the injection system, cutting power and proving to be an essential aid in poor grip situations. So the V7 II is more and more of a transversal bike, suited for less experienced riders thanks to the new safety systems, as well as more seasoned bikers who are looking for riding pleasure in timeless style.
The new Moto Guzzi V7 II embodies the important heritage of one of the most popular models in the extraordinary history of this glorious all-Italian motorcycle brand and offers a completely revamped riding experience to further reinforce the presence of the "Eagle Brand" on the market."
I have to thank the folks at Moto International for making a great life adventure possible. Though I live in Vermont, when I realized I wanted my next bike to be a Moto Guzzi V7 II, online window shopping led me to the Moto International website. It was impressive to realize that this crew was headed by Dave Richardson, the author of Guzziology. Then I saw the site's fateful "Fly and Ride" banner, clicked... and started planning to buy my new bike from Dave and ride it home.
It takes a special bunch of people to make a sight-unseen gamble like that seem almost sensible. Dave was amazingly generous with his time, talking me through numerous options, choices and financing finagles. I never thought up a question he wouldn't take time to answer. He shared his own knowledge, the dealership's experience of providing "Fly and Ride" service and countless helpful anecdotes of cross-country motorcycle travel. Meanwhile, Moto International's back shelves filled up with my camping equipment, hard cases, tools, extra clothing...
When I got to Seattle, Dave and the crew supported my expedition in every way possible, from customizing the suspension to giving me a hunk of showroom real estate for load-on and pack-up. They're all great company, right down to Hoffa the mellow pit bull. Excited as I was to head out, I was sorry to wave them goodbye. But they were still there on the phone to talk over patch-versus-plug in Montana and exhaust-hanger bolt tension in North Dakota. I have never had a more satisfying dealer experience, and I will always be in their debt for the kind of help that has no price tag. Tempted to "Fly and Ride"? Trust these guys and go for it!
Less Reduction: -$1,500.00
Less Rebate: -$1,500.00
Sale Price: $5,990.00
Freight to dealer: $440.00
Document fee: $50.00
License (est.): $190.00
*Tax and license fees apply to Washington State residents only.