Moto Guzzi V7
Buying a motorcycle based on its looks alone doesn’t seem like the most sensible way to spend your money. Then again, buying any motorcycle doesn’t seem sensible to many people, although they’re undoubtedly wrong. When it comes to Moto Guzzi’s V7 Racer, you just have to want one: it’s so beautiful, it has to be worth it, no matter what it’s like to ride.
The air-cooled, transverse V-twin layout, currently unique to Guzzi, not only looks good but makes sense mechanically. The crankshaft aligns with the gearbox, and in turn the shaft drive to the rear wheel. Then there’s the bodywork the Mandello factory has draped across the V and along the top of the transmission, which recalls the era of the best-looking motorcycles. The incredible, fully chromed fuel tank is shaped like that of the classic V7 Telaio and contrasts perfectly with the red and black detailing, from the metallic frame to the wheel hubs and rims and the countless details Guzzi is so good at picking out.
It’s not a cynical retro-themed exercise, either; there’s authenticity, too. The original V7 of 1967 was designed by Lino Tonti who, a decade later, produced the V50 500cc V-twin from which the current V7 engine was developed. That development is still going on, as for 2012 the V7 range has been given a substantial boost, its gentle 42bhp being raised to 50bhp, with a large increase in torque to match. We covered this in our review of the V7 Special earlier this year, which uses the same mechanicals as the Racer: where the Racer differs is in the cosmetics and also its lower handlebars, rear-set footrests, that evocative bodywork and, perhaps surprisingly, how it feels.
The riding position pushes your weight further forward. While it’s not uncomfortable, this changes the way the bike steers, giving it a heavier and less responsive feel. For all the promise of the looks, the chassis is less sparkling than that of the less racy V7 Special.
There’s also an incongruity between the style and the performance. Even in its old 42bhp form, the engine’s liveliness belied its meagre output. The more muscular latest version is similar, impressing with its eagerness at everyday road speeds. There’s no point in revving it hard because there’s little above 6,000rpm except vibration.
