Moto Guzzi V7 Sport (2025 – ) review

The V7 badge has huge history for Moto Guzzi, stretching all the way back to the late 1960s and the introduction of the V-twin and shaft drive layout that have become its signature. The modern V7 has been around for a little while now and, in various forms, nails the modern classic formula with its trad looks, air-cooled engine and solid performance. A bigger 18-inch front wheel perhaps puts it closer in spirit to the similarly configured Royal Enfield Shotgun 650 than sportier retro rivals like the (also recently updated) Triumph Speed Twin 900, though the new Sport version does add upside-down forks and twin front brakes where the rest of the V7 range sticks to a conventional arrangement and single front disc. Beyond that the V7 has also gained throttle-by-wire, cruise control and (on the Sport) an additional riding mode, cornering ABS/traction control and bar-end mirrors while otherwise remaining true to the back-to-basics vibe of before. The option to buy with a restricted power output meanwhile opens up Guzzi ownership to younger riders on an A2 licence, too.

A chunky 21-litre tank gives the Guzzi a burlier physical presence than some rivals but it’s still a relatively manageable bike, with a traditional upright roadster riding posture that’s a tad more sporty than the more cruiser-like Shotgun 650. At the kind of speeds the V7 is happy at it’s a comfortable riding position, the signature cylinders providing a modicum of shelter even if the rest of the bike remains as exposed to the elements as any naked.

You’ll know by looking at it the V7 Sport isn’t the most practical of bikes, and built as much for style as anything. Saying that, the Sport’s blacked-out look, cast rims and the shaft drive mean it could potentially be used in weathers you wouldn’t risk the glitzier Special version in with its wire wheels and chrome trimmings. The new electronics also mean modern conveniences like cruise control to take the sting out of boring motorway sections, though heated grips remain a cost option. Various accessories are available to improve practicality, including different seats, a screen and some sympathetically styled panniers for rides beyond the typical Sunday morning pootle.

With that big tank brimmed the V7 Sport is a chunky old unit, though on a par with key rivals. Euro5+ tweaks to the signature 853cc air-cooled V-twin have released a fraction more power – now 67.3 horsepower to be precise – while torque comes in at a muscular 79Nm. Which tells you plenty about how the Guzzi rides before you even fire it up. The sound when you do is pretty intoxicating, and while the V7 is fully compliant with the latest regs it doesn’t seem to have lost its voice. Far from it, in fact. The deep throb at low revs and characteristic shimmy through the frame from the longitudinal crank and shaft drive are all part of the character, the Sport hauling harder than the numbers might suggest it should, with enough in reserve to leave the less powerful Shotgun trailing. It’ll be a closer run thing against a Triumph Speed Twin 900 but, in truth, the V7 is more about sensations than outright speed. A pity the Sport doesn’t get the more powerful variable valve timing version of the V-twin as used in the V85 TT, though. The Sport’s twin front discs, meanwhile, give you the confidence to arrive at corners more enthusiastically than before safe in the knowledge you can haul it up in time.

The new forks and brakes give the V7 a bit more front end to lean on but, Sport branding or not, this new variant still feels more to the cruiser end of the spectrum thanks to the bigger 18-inch front wheel and relatively relaxed stance. Not to say it’s not fun to ride, mind, the gutsy power delivery and the glorious sound of the engine encouraging greedy handfuls of throttle at every opportunity with a chassis now up to delivering on the promise. It’s huge fun, and the confidence you get from the extra support of the forks and improved stopping power encourages a more enthusiastic riding style than any previous V7. Adjustable preload on the fork is another upgrade over the standard Stone or Special versions and helps you tune the balance to your tastes, the set-up encouraging of an enthusiastic pace capable of carving the corners, the fact we only scraped the one peg in one of the tighter turns showing there’s clearance enough to hustle the V7 when mood takes.

The starting price for the new V7 Sport just ducks the £10,000 threshold, making it a convincing and tempting alternative to the equivalently priced Triumph Speed Twin 900 if a chunk more expensive than the Royal Enfield Shotgun 650, the Guzzi admittedly more powerful and seemingly better built than the latter. The weight and riding style the Sport encourages might see you getting through everything from fuel to tyres and brakes faster than you might on a regular V7. But you’ll be having too much fun to care.

Italian bikes have always sold on character, but with an acceptance ownership may throw up more quirks than with Japanese equivalents. These days you still get the former but, thankfully, on the latter they’ve got a lot more dependable, the Sport’s proven and understressed 853cc twin hopefully no worse for the addition of by-wire throttling and Euro5+ compliance. No reason it should be, to be fair!

There aren’t many bikes of this style you might consider daily-usable but the V7’s shaft drive and de-chromed Sport aesthetic might just make that viable given there’s no chain or shiny bits to worry about when the roads are grimy. The 900-mile first check gives you longer to bond with the bike than most rivals, services then coming every 10,000km, or just over 6,000 miles in old money. A Triumph goes further between dealer visits but, even with regular use, most owners should be able to stick to servicing on an annual basis.

The addition of electronic control for the throttle opens the door to a wider range of rider aids, all V7s now getting cruise control while the Sport gains more sophisticated IMU-controlled cornering traction and ABS and an additional riding mode over the standard Road and Rain. Updated or not, the basic, circular LCD screen risks simultaneously annoying traditionalists who’d have preferred more traditional physical dials as well as the younger crowd hoping for the kind of phone-connectable displays many modern riders crave. Overall, the V7 remains an endearingly simple bike with the focus on the image, looks and character of that distinctive engine and it’s no worse for it. We’d have liked heated grips to have been standard, mind, these on the accessories list along with various seat options (solo, comfort, high, low, etc), a screen and a choice of pannier options.

Moto Guzzi enthusiasts are an especially passionate bunch, and for those looking to upgrade from an existing V7 the addition of this Sport model may be just the motivation required to explore trade-in options. While still charmingly lacking in gimmickry, this improved model also has the tech and chassis to keep pace with modern-retro rivals and perhaps convince those who’d never have considered a Guzzi to give it a go. We’ll wager from the first blip of the throttle and bark of that V-twin many will be converted, and only too happy to join the passionate fanbase.