Motorcycle specifications Moto-Guzzi750 V7 III Stone 2019 The time of a charm

When I talk to you about Italy, you think of the aromatic scents of Tuscany, of wines tasted under olive trees, of antipasti savored in the setting sun.under the olive trees, antipasti savored in the setting sun, the fullness of Lake Como and the spray of the Adriatic as it meets the Mediterranean.it's in this bubble that the reworked and improved version of Guzzi's little retro roadster is unveiled. Benefiting from a host of upgrades, the V7 III is more charming than ever, and hides many surprises. An eaglet that ignores the times, yet strikes a chord with smartphones.

You can recognize a V7 right away: the small size, the old-fashioned look, the tempting cylinder heads, the moderno-canonical look. A motorcycle living in today's past. And, as usual, proud and exuberant of its engine. For this second evolution, the V7 sports a much more generous anatomical shape. The twin-cylinder's cubic capacity remains unchanged, but by adopting the V9's cylinder heads, the 744 cm3 engine has gained an undeniable aplomb. You'd swear the V7 III had a bigger, beefier, almost more virile engine.
And it is. With 5 more horsepower, the twin benefits from a wide range of improvements. The V7 phase II had already improved the block considerably. The Italian manufacturer continues in this vein with technical improvements at every level. New cylinders, pistons, aluminum cylinder head, valves and exhaust system. Lower down, the aluminum crankcase has been reinforced, and the oil pump, crankshaft and clutch have been modified. And gear ratios 1 and 6 have been lengthened. A new alternator cover and the introduction of oil-injected piston cooling are also included. Guzzi has worked on the reliability and optimization of its smallest mill, and the results are there for all to see. 10% more watts. Let's not get carried away. In concrete terms, this translates into 52 horsepower at 6,200 rpm. Torque rises slightly, to 6.2 mkg, but peaks much higher, at 4,900 rpm instead of 3,000 rpm on the V7 II. Then, as now, a V7 engine isn't meant to tease a stopwatch or a red zone; it's meant to revel in a very special kind of charm, in the "pulsing" of a highly visual mechanism.

The V7 III thus stands out for its engine, more demonstrative in appearance and technique. Around it, Mandello's brand has chosen sobriety and continuity. The only things that stand out are the new design of the airbox side covers, the relocated turn signal support point, and the revised front brake chamber and rear disc.
More conspicuous is the loss of the rev counter (found on the Special and Racer models), the modification of the fuel filler cap attachment, and in terms of looks, the V7 III has completely blackened its exhaust system. A sleeker look, very much in vogue these days. But that doesn't mean the little Italian neo-retro is short on equipment.
The V7 has always been distinguished by its cardan shaft, and is the only motorcycle of its size to be equipped with such a transmission. Now, gears have been replaced by digital technology. At the heart of the V7 III are fuel injection, ABS and two-stage, disengageable traction control. Is this really useful for a machine that only pulls out about fifty cylinders? Wide debate... More attention will be paid to the MG-MP multimedia platform, available as an option. Combined with the mobile app, the interface allows interaction between the bike and a smartphone. From now on, the rider becomes a digital player on the V7 III: 5 parameters can be displayed on the screen, with a wide choice to choose from. Speed, engine revs, instantaneous power, torque, fuel consumption, average speed, battery voltage, longitudinal acceleration, trip computer... Plenty of data to view, and it doesn't stop there. The app records where you parked and helps you find your bike. It also memorizes the route taken, gives you information on traction control and lets you set certain alerts. There's also an eco-driving mode and a system for locating service stations when the tank is running low.

Digital-ready, Guzzi has also evolved in a more fundamental, if less flashy, area. A motorcycle is first and foremost an engine and a chassis. From V7 II to V7 III, a few things have changed. The double-cradle steel frame has been strengthened at the front, while the geometry has been revised to make it a little more dynamic - the column angle has been reduced from 27.5° to 26.4°, and the headroom has been cut by 11 mm. The rider also benefits from advanced aluminum footrests and a seat that's been moved up a few mm. The Kayaba amortos, which are more inclined, are intended to offer a more progressive ride. As for the passenger, the higher, more advanced footrests should provide an ounce of extra comfort.

The Moto-Guzzi V7 III is a welcome and unobtrusive evolution of the Moto-Guzzi line, keeping up with new technologies while remaining perfectly in tune with the times. Unpretentious, comfortable and suitable for Sunday rides, the bike exudes a whiff of yesteryear that's well worth smelling.

M.B - Manufacturer's photos