Moto Guzzi V7 II [First contact] and Garage project

Moto Guzzi V7 II and Garage project: After having anticipated the Guzzi Garage project from these pages, we went in Mandello del Lario, to experience the project first-hand. A few hours in which we touched closely a unique world, for more than one reason. Firstly because Moto Guzzi is one of those brands about which an infinite number of books have been written and could still be written, both for its important history in less recent years, also made up of competitions, but also as a case of economic history to talk about the last few years. This is not the space to dwell too much on these aspects, but the House founded in 1921 is part of Italian history, names like Heron, Elk, Falcone and many others are dear to those who have a few springs behind them. I myself have a grandfather who collected more than one motorcycle in the factory where this project was presented to us, to which he attached so many memories that dozens of times have been the subject of beautiful stories about him. Unfortunately, however, this glorious factory has experienced years of profound crisis, on several occasions. The first after the death of its founder Carlo Guzzi in 1964, which led it to be managed first by a company set up by creditors, to then pass into the hands of the De Tomaso Group in 1973. Years with ups and downs in which however they saw the light motorcycles like the first one V7, also produced in the Sport version, the only production motorcycle that at the beginning of the 70s was already capable of reaching a maximum speed of 200 km/h. The troubled history of Guzzi, with countless corporate vicissitudes, lasts until 2000, the first attempt in the modern era to relaunch the brand, by the then owner of Aprilia, Ivano Beggio. However, the crisis of the Noale company also dragged with it the Mandello brand, which in recent years was concretely approaching the hypothesis of not seeing a future. Here you are, in 2004, when the entire Aprilia Group, including Guzzi, was acquired by Piaggio, few would have believed they could describe a reality like today's. In about ten years Moto Guzzi went from the worst crisis it had ever experienced to record sales. Precisely in 2004 the CA.RC (Cardano Reactive Compact), which solved the age-old problems of a transmission that is still the basis of this brand's motorcycles today. From less than 4.000 motorcycles produced in 2004, it went to over 10.000 just two years later. The most important innovations, however, concern the quality of the new products, which, in addition to recalling concepts linked to the tradition of the brand, are now able to hold their own against the best competition. In parallel with the history of the brand, that of the Mandello factory runs, which we recommend you go and visit. In addition to the museum, inside there is the first wind tunnel created for research in the motorcycle field in 1950. The entire lot will soon be the subject of a profound renovation, also to optimize the production departments and to give more space to museum area.

A small workshop has been set up within this beautiful context, used for the launch of the Guzzi Garage project. At the center of this idea, at least in the first phase, is the V7 II, which we will then discover in a test ride. Freshly renovated and well positioned in the sales rankings, it is proof of the validity of the idea to create a beautiful and well looked after motorbike, but above all suitable for everyone. Limited power (48 horsepower to also be suitable for new drivers), but well enjoyable, with a chassis that makes it easy to drive and fun for those who enjoy it. They are available on the price list three trim levels: Stone, Special and Racer. Prices starting from 8.670 euro for a motorbike that perfectly combines beauty and vintage charm (above all the elements with the greatest impact are the double cradle steel frame and the 90° V-twin engine with two valves per cylinder with rod and rocker arm distribution) to safety and modern technology, for example offering the package as standard Two-channel ABS and MGCT (Moto Guzzi Traction Control), as well as very respectable brakes and chassis. The idea is to propose a vast range (over 100) of approved accessories, all tested like the original parts and designed by the same people who defined the design of the bike, to be able to indulge in customizing your V7. For now the project is linked to this model, but just to give a few examples, the new Eldorado and Audace will soon have dedicated accessories available. "A motorcycle
to customize is the beginning of a love story”. This phrase stands out in the center of the page dedicated to the Guzzi Garage (www.garagemotoguzzi.com) and testifies to the spirit of this initiative. In fact, some prefer to define fittings by having a finished product found in their price lists, while Moto Guzzi goes in another direction. It does not place new proposals alongside the 3 already existing ones for the V7, but It makes the game of customizing your motorbike tastier and simpler. Yes, because often working on the aesthetics (and not only) of a motorbike requires skills and taste that only a few have refined over time. It is not enough to have money to spend, furthermore if you use non-original parts you risk incurring fines (if they are not approved parts) and the manufacturer's warranty is invalidated, because often after market spare parts can cause damage to the motorbike in the future. its use. But these are all designed exactly like the original parts, subjected to the same stress and safety tests. To further help those who, despite wanting to dare, have never done it for fear of the final result, Guzzi provides other tools. First of all the configurator on the site allows you to see the result, more to get some ideas to start from in their journey, they are proposed 4 styles: Dapper, Legend, Dark Rider and Scrambler. These are not binding kits, even if by purchasing the package you are entitled to a small discount (in the order of 5-8%), but a guideline. First of all, because we don't want to limit our imagination and personal taste, but above all, at least in our opinion, because the true concept of customization is far from the single operation with which you take a motorbike and transform it "ready to go". Thus, even if this is still possible, it would not make sense to buy a motorbike already configured in one of the 4 styles, either because the overall price would be quite high (even if the advantage of having original parts plus accessories leaves room for options such as the sale of "surplus" parts or the possibility of reselling the motorbike with the new original parts at the "end of its career", restoring its freshness, perhaps obtaining a better price and reselling the used accessories), but above all because a slower and more gradual modification process is much more satisfying.

A return to the concept of motorbikes to be enjoyed even in the garage, the best would be to get involved firsthand and replace one piece at a time, in order to live a process of change that makes the V7 feel like its own continuously evolving creature. In addition to this, the investment for the purchase of the various parts is thus diluted over time, it can be the subject of gifts to be given or made by oneself, therefore much more satisfying and less "aseptic" than a single purchase. All this without age limits, because customization, like the V7 itself, is something that attracts both young and old. Motorcycles and accessories can be purchased with the first accumulated savings, or those who have a few more wrinkles could return to the charm of the world of two wheels to enjoy their retirement, it's easy because the Guzzi V7 is a motorbike that lends itself well to a return to saddle without too many worries and fears, it's more beautiful because with Guzzi Garage there is a lot of space to make the bike become something more. For now all spare parts are limited to the aesthetics of the motorbike and to the parts that are most easily replaceable without problems related to homologation, such as shock absorbers and exhausts, but something that can increase performance in some way is being examined by Moto Guzzi technicians . Let's remember that almost everyone the spare parts are also compatible with the previous generation V7 on sale since 2009, perhaps to give it a fresh look. The official sales points, after having chosen the spare parts or not on the site, are today the only places responsible for the actual purchase of spare parts.

The same thing goes for the dedicated clothing line (we wore some of the items in our test and you can see them in the photos) which are another piece to fully experience the "Guzzi experience". We previewed the new jackets, with a vintage look, but with an excellent fit and equipped with removable protectors on the shoulders and elbows, as well as a compartment for the back protector. The leather ones (list price of around 500 euros) have very soft leather (usually in technical garments it is quite rigid and ends up making them uncomfortable), reinforced in the most important points and are finished with particular attention and care. We wore one in fabric (approximately 300 euros), more summery, especially without the removable internal padding (a detail common to both leather and fabric garments), but still safe and very pleasant from an aesthetic point of view. Men's and women's versions are available and the garments are all made in partnership with the best companies in the sector. For the moment, the choice is not to tie oneself to a single supplier, but to choose the best one for that single type of product. Same thing goes for i helmets (some of those we saw were Suomy, but it is not the only brand we relied on), which are offered in various types, from the Jet without a visor and therefore to be combined with the classic goggles, to the one with a removable visor , up to modular products. Off we go from around 200 euros in this case. In addition to technical garments, including trousers and gloves, casual clothing and more merchandising products are also available, always with the Guzzi logo. The rule also applies to clothing quality must always remain high. Rather than offering products that would be ruined after just a few uses, a more appropriate pricing was chosen, maintaining very high standards for the materials and details with which they are made.

The choice of details and the road test:
For the occasion, a room had been set up inside the historic factory where all Moto Guzzis have been built since 1921, in which it was possible to complete the fitting out of one of the Moto Guzzi V7 IIs with the accessories available. Subsequently the activity continued with the most interesting part for a motorcyclist: the test drive on the street, along a path that really lends itself well to the characteristics of the V7. In fact, we passed through Lecco to move to the other side of the lake and from there through the SP46 and 44 towards the curves of the hinterland, passing through Valbrona and Pian del Tivano. Places where you can enjoy a leisurely motorbike with a touch of gas in a truly spectacular setting, or try braking by putting your knee out to tackle curves and hairpin bends in a slightly more cheerful way.

It is not surprising that the renewed V7 II is a best-selling model, the tenth motorcycle in the Italian ranking, suitable for use by both new drivers (thanks to the power of 48 horsepower as required by the standard) and for returning motorcyclists or as a second way to ride in relaxation (but not only). The V2 seven-and-a-half has a fluid and full-bodied delivery, picks up very well from low revs and makes the driving experience pleasant and easy even for the less experienced. We had the opportunity to try a first generation V7 Racer (with that magnificent chrome tank, among the other beautiful details that distinguish it), from a person who fell in love with it so much that he took it to Hong Kong, where they still stop him on the street to offer him staggering sums which he rigorously refuses. Even then we were pleasantly surprised by the fact that a motorbike with just 48 horsepower (but at just 6.200 rpm) could manage to be so engaging when riding. It wasn't for nothing the best-selling Guzzi since 2009 to last year. However, since they don't like to sit idle in these parts, the V7 II arrived in Cologne last year. At first glance it seems to always be the same bike, in reality the updates are not recent. First of all it has an extra gear, going from 5 to 6. The engine was then rotated forward by 4° and lowered by 10 mm to free up space for the rider's legs (+ 3 cm for the knees) and at the same time to load the front more. These two things, especially the different dimensions of the new gearbox, forced the redesign of the lower part of the double steel cradle frame. However, the refinements also concern other important details of the engine, such as electronic management, fuel supply (a single throttle body replaces the two of the old V7) and lubrication (a new oil pump). With 6 gears the V7 now manages to be more aggressive, with the first and last two gears closer together, while the clutch has also been updated and is now sweeter and smoother. Then there is a “security package” which makes the new V7 practically unique in its segment. In fact, II introduces both the system Two-channel ABS than the MGCT (Moto Guzzi Traction Control). If 48 horsepower seems too little to need it, we can assure you that when cornering, opening the throttle with the certainty of not having to manage a spinning rear wheel is a very pleasant thing for almost all motorcyclists (in the case of a bike like this probably absolutely everyone). The V7 II is not only more pleasant and safer but also more comfortable, we talked about the space for the knees, but also footpegs (-25 mm) and saddle (from 805 to 790 mm from the ground) they move to better accommodate the sits on the saddle. L'cardan output lowered by 50 mm has also allowed us to improve the chassis at the rear and the bike is now actually much more communicative and easy to ride even when you want to push it to the limit in corners. The 189 kilos in running order are in itself a rather low figure for a motorbike in this segment and it pays off the V7 is also perfect for those who are not particularly tall and strong, as well as for the female public.

In our pleasant test ride we enjoyed it, we tried it in all 4 configurations of the suggested kits appreciating its differences and peculiarities, but always finding it to be a motorbike easy and pleasant, two things that are not easy to make go hand in hand. Which one do we like best? Of those present, everyone had their favorite, among all of us we would choose the Scrambler. But then, considering the price, also the Dark Rider, which goes well with the alloy wheels of the cheaper V7 Stone, is very pleasant and has a sporty look, but even the retro charm of the Legend does not leave us indifferent, as does the Cafe Racer style of the Dapper…

Test clothing:
Jacket: Guzzi V7 Racer Jacket
Gloves: Guzzi
Helmet: Guzzi Italian Pride
Trousers: Dainese Jeans Prattville
Shoe: Stylmartin Sunset