Motorcycling Australia announced today that Round 5 of the mi-bike Motorcycle Insurance Australian Superbike Championship, presented by Motul, to be held at Morgan Park Raceway on 20-22 August has been cancelled due to the ongoing state border restrictions and COVID-19 affecting many parts of Australia.
Whilst hopes were held that any improvements in the coming weeks may mean that the event would be possible, yesterday’s decision by Queensland Government to close their border and continued lockdowns in many parts of Australia, now cements this decision.
This means that on the current schedule the next round of the 2021 mi-bike Motorcycle Insurance Australian Superbike Championship will be held at The Bend in late September. ASBK indicate that they expect to make more announcements pertaining to The Bend round next week.
2021 ASBK Championship Calendar (Updated)
Round 1 Phillip Island Grand Prix Circuit, VIC February 18-21 Cancelled
Round 2 Winton Motor Raceway, Benalla, VIC March 12-14
Round 3 Wakefield Park Raceway, Goulburn, NSW April 16-18
Round 4 Hidden Valley Raceway, NT – Supercars 2+4 (Superbikes only) June 18-20
Round 5 Morgan Park Raceway, QLD August 20-22
Round 6 The Bend Motorsport Park, Tailem Bend, SA September 23-26
Round 7 Wakefield Park Raceway, Goulburn, NSW October 15 – 17 *
Round 8 Phillip Island Grand Prix Circuit, VIC November 5-7 *
I won’t lie, I was feeling pretty excited about the day’s ride out to Cameron Corner, something I thought was out of range on this trip. Not only would I be able to secure bragging rights that I’d visited Queensland, but it would be the most remote destination I’d be taking the bike. Sure, it wasn’t a Simpson crossing, but to me it was beyond my comfort zone on a solo trip.
I followed the route suggested by the boys the previous night, and instantly loved the scenery. Everything changed so fast, from trees and a sea of green bushes, through to barren plains. The road conditions were extremely good, and I felt a little embarrassed that I had been nervous about this leg of the trip.
I was somewhat nervous about my first sand riding on the T7
There was the occasional detour where a clay section had been badly chewed up, but overall it provided an opportunity to practise standing on the pegs, twist the throttle and love every moment on the Tenere.
After an hour of so the road suddenly dipped, and a “DETOUR” sign directed me to the right. I had to investigate why I was being detoured, and only a few metres later was confronted by a massive clay pan with flooding down the middle. There was the odd track across the clay plan either side of the flooding, however the idea of being bogged up to the axles alone out here had me head back towards the suggested detour.
The detour road gave me my first taste of deep soft sand and it was obvious I had no idea what I was doing. I was still running road tyre pressures on my stock Pirellis, but let’s be honest, it was the rider that was the weakest link here. After a few ‘Oh shit’ moments I managed to keep the T7 upright and before I knew it the road surface hardened and I was back up to speed.
As I take the fork onto ‘The Dunes Scenic Drive’ I pinch myself, I can’t believe where I am and loving every moment of it. I reflect back to the days leading up to the trip where it felt too hard, how unprepared I was and the challenge seemed too much. Man am I glad I’m here.
All too soon I’m at the ‘Welcome to South Australia’ gate which I timed well as there was a line of four wheel drives entering NSW and they held the gate open for me – cheers guys. I head over to fuel up at Cameron Corner store with the iconic bowsers covered in thousands of stickers from visitors far and wide.
The campground looked deserted and the bowsers locked so I head into the general store pub. The sign on the door highlights what I come to experience throughout my trip, “Due to lack of staff we open at 10am.”
Stopping in at the Cameron Corner General Store for a refill and feed
Thankfully it’s 9:45 am, and within minutes I am greeted by the charismatic Manager, caretaker, jack of all trades. She was one of my favourite personalities of the entire trip, and the majority of the colourful conversation I can’t repeat here.
What was available for brunch? Instant coffee, deep fried dim sims and chicken nuggets. I accepted them gladly and was thankful for the effort, this wasn’t a lady to cross.
The hour went too fast, and I had to say goodbye. I just hope she is still there on my next trip as I know it’ll be a great laugh. The run back to Tibooburra was just as enjoyable, and I take time to stop along the way grab some drone footage and a few photos.
I decide to stop at the Tibooburra Pub to rehydrate and determine where to next. I’d been so excited by the morning at Cameron Corner, I had absolutely no idea where to next. Google Maps suggests I need to head towards Bourke, however this was over 400 km away and it was already mid-afternoon. A closer look shows a town I’ve never heard of, Wanaaring, which is within reach at only 240 km.
This proves to be the most challenging road of the trip so far. Many sections lend itself to cruising at speeds frowned upon by some, combined with dozens of cattle grids resulting in some less than smooth landings. This can be quickly followed by sandy stretches, sudden turns and rocks the size of dragon eggs.
On two occasions these dragon eggs smashed into my bash plate with a force that had my personal under carriage cringing. A quick stop was required after the second hit as I was sure there must have been some damage. The inspection revealed the B&B bash plate had done its job, so back onto the bike I got as the clouds gathered and sun was rapidly setting behind me.
The road to Wanaaring offered a variety of gravel, sand, sharp rocks and cattle grates
Approximately fifty kilometres from Wanaaring and the fuel light begins flashing, this seems far too soon, but in fairness my riding had been somewhat spirited. I am carrying a 7.6 litre Rotopax so I’m not worried about running out of fuel, but I’d prefer to not have to unload my saddlebags to access the fuel.
Only 15 kilometres to go and the road conditions deteriorate, the rocks feel like landmines littering the road taking aim at my rims. I then realise I have absolutely no idea what exists at Wanaaring, when it comes to accommodation or fuel.
I’ve got 7 litres of fuel, 1.5 litres of water, and 6 muesli bars. As I turn the corner into Wanaaring I breathe a sigh of relief as I see a fuel bowser outside the general store so I know at least fuel, food and water are available.
As soon as I step off my bike I’m greeted by one of the most inquisitive little girls I’ve ever met. I think she asked twenty questions within sixty seconds, and didn’t really need an answer to any of them. Perhaps my favourite was, “Are you riding alone because you don’t have any friends?”
A sense of outback humour you’ll only find at an Aussie Outback Pub
Colin wandered over to fuel the bike up and immediately apologised for the list of questions, but of course I loved it. Let me say this, Colin was a legend. Even though Colin was locking up for the night he insisted he turn on the grill and cook me up whatever I wanted from the menu. I tried to settle on a Coke and bag of chips but Colin just wouldn’t have it. Oh, and the kicker? Colin had one cabin style room felt, I couldn’t believe my luck.
I walked to the adjoining campground towards my mining hut style cabin and chatted with some friendly tourists gathered around an impressive camp fire. There was a collection of four wheel drives and off-road caravans, but they all wanted to know about my Tenere. How far can she get on a tank? Do you get a sore arse? What about Kangaroos? And a repeat of the little girls question, “Why are you doing it alone?”
Time to catch up on my social media, I can’t believe it’s now up to thousands of comments, likes and questions about my trip. I’m surprised but also love that motorcycle enthusiasts have a real interest in my trip. Time to look at the GPS, Mudgee is my destination tomorrow.
Wanaaring accommodation was basic but I was very appreciative of a warm and comfy bed
Day 3: Total kilometres: 520km. Highlight: Ride to Cameron Corner. Must do: Grab a Chicken Burger from Colin at Wanaaring.
Suzuki pairs value, versatility, and performance in the liter-sized superbike segment with its 2021 Suzuki GSX-R1000R ($17,749). This up-spec GSX-R benefits from upgraded suspenders, a slick-shifting electronic quickshifter, and a couple of other worthwhile upgrades that make it more competent on and off track.
Suzuki offers plenty of bang for the buck with its up-spec GSX-R1000R superbike ($17,749). (Joseph Agustin/)
When it comes to outright street-riding comfort, few sportbikes ride as well as Suzuki GSX-Rs. And that trend continues with its 1000R. It’s a very slim motorcycle—especially for an inline-four. The seat is well supported and the reach to the clip-on style controls isn’t too aggressive. We like the position of the rider’s footpegs, which are neither too high, nor too low. It would be nice if this GSX-R had foot control adjustment like its GSX-R600 and 750 duo. One change we bemoan is its 0.4-gallon-smaller 4.2-gallon fuel tank.
We love the livery and color combination of the 2021 GSX-R1000R. It looks clean, yet makes a racy statement when parked. (Joseph Agustin/)
Tap the starter button and the GSX-R fires to life with a unique growl. Despite employing a conventional inline-four firing order, the engine offers signature character unlike others in its class. We especially appreciate its meaty intake roar and whiny, high-tech-sounding exhaust note. Suzuki offers an ingenious variable valve timing solution that helps give its four-cylinder the best of both worlds.
The cockpit of the GSX-R1000R is one of the more comfortable in the liter-and-above sportbike segment. (Joseph Agustin/)
Peppy bottom-end bark morphs into thick car-passing midrange oomph. Top-end power is strong too, but not quite as powerful as competitors in its class. Still, it’s got enough giddyap to get the blood pumping. We’d estimate a horsepower figure in the mid-160s at the 190-series Bridgestone Battlax RS11 tire. Fuel-mileage-wise, we measured an average of 36 mpg.
Suzuki’s GSX-R1000R impresses with its high-level of agility. It dances well for a 445-pound motorcycle. (Joseph Agustin/)
An early leader in sportbike electronics (the ’97 GSX-R750 was the first Japanese sportbike with fuel injection), this GSX-R retains its S-DMS adjustable power mode setup. Ride-by-wire throttle integration affords throttle control adjustment that’s neatly integrated into each power mode. Full-power mode A was our favorite.
Showa’s up-spec Balance Free fork is worth the upcharge. It offers more responsive action and simple adjustment at the bottom of each fork leg. (Joseph Agustin/)
Ten-way-adjustable IMU-powered traction control is also present, however its programming feels more rudimentary compared to other contemporary setups from Japan and Europe. The 1000R also adds launch control to its arsenal, but we didn’t test it this time. Wheelie and engine-brake control are absent from its electronics suite, as is cruise control. Heated grips would be a nice upgrade too considering how roadworthy this Gixxer is.
Rear suspension duties are handled by Showa’s Balance Free Rear Cushion Lite shock. It’s a weird name, but it performs well both on the street and track. (Joseph Agustin/)
The slick-shifting up-and-down electronic quickshifter, on the other hand, performs splendidly allowing you to row through the six-speed gearbox instantly.
In terms of agility, the 445-pound GSX-R1000R impresses with its maneuverability. It steers more sharply than its predecessor while still offering a high degree of stability. Equally impressive is the lofty level of rear grip that the chassis affords. The upgraded Balance Free suspension components follow the road more accurately than the older hardware on the basic GSX-R. Still, the front end isn’t as magical feeling as Team Green’s offering (employs similar front suspension).
The GSX-R1000R benefits from a bright LED headlamp. However we wish it offered a cornering light function for fast paced night rides. (Joseph Agustin/)
The R model’s stainless steel front brake lines are a much-needed improvement and help mitigate brake fade—a feature that has plagued Suzuki GSX-Rs. We also appreciate the rear brake’s strong, responsive feel. Full-time ABS with cornering functionality mitigates instability during braking.
The 2021 GSX-R1000R commands an additional $1,950 versus the base GSX-R1000. For that upcharge you get higher specification suspension, an bi-directional quickshifter, launch control, steel-braided front brake lines, and cornering ABS. (Joseph Agustin/)
A bright LED headlamp throws a deep spread of light during night rides. The R’s LED positioning lights are also a nice touch. However, because it employs an IMU, we wish Suzuki added a cornering light function to boost visibility during fast-paced night rides through curvy stretches of road. Keeping tabs on vehicle settings is a 5.5-inch backlit LCD. Despite being only one color, the display is functional and easy to read day and night. However, the display could be larger.
The GSX-R1000R also gets LED positioning lights above both ram air intakes. (Joseph Agustin/)
Despite not employing a truly modern electronics package, the GSX-R1000R continues to be one of our favorites due to its versatility and ease of use. We’re big fans of its punchy powertrain and capable chassis that’s as adept on track as it is off of it. Considering its competitive price tag and fine craftsmanship, there’s no doubt Suzuki drives a hard bargain with its GSX-R1000R.
The 2021 GSX-R1000R rolls on Bridgestone’s versatile Battlax RS11 tires. The Japanese-made rubber offers loads of grip and quick warm-up time. (Joseph Agustin/)
This BMW RS 255 Kompressor was constructed in the 1980s by ex-works racer Walter Zeller and BMW engineer Gusti Lachermaier as a demonstration bike for Zeller. It was built from original parts sourced from BMW.
BMW RS 255 Kompressor
BMW had began experimenting with supercharging in the 1920s with the supercharger mounted above the transmission. In 1935 the Zoller supercharger was moved to the front of the motor, which now sported DOHC heads.
The RS 255 made its debut at Avus and was campaigned up until the early 1950s in the German national championship (which continued to allow forced induction, which had been banned when GP racing resumed in 1949).
BMW RS 255 Kompressor
Perhaps its greatest triumph was winning the 1939 IoM Senior TT with Georg Meier becoming the first non-British rider to win the event.
Several World Speed records were set by the 255 in 1936 by Ernst Henne including a run of 272 km/h. Output was normally around 50-60 hp but that could be increased to 80 hp by upping the boost, while in road race trim weight was 138 kg.
PRA No. – 2021/19116 Date published – 22 July 2021 Campaign number – TI 34_1915974
Supplier – KTM Australia Pty Ltd Traders who sold this product – Authorised KTM Dealers Where the product was sold – Nationally Dates available for sale – 19 March 2021 – 17 May 2021
A defective shift drum may have been installed in affected motorcycles. The shift drum may break during riding.
What are the hazards?
If the shift drum breaks, it may cause damage to the transmission or engine. It may also block or lock the engine, which can cause engine power loss and affect vehicle handling and acceleration, increasing the risk of an accident resulting in injury or death to the rider, passengers and/or bystanders.
What should consumers do?
Consumers have been contacted by KTM Australia and their authorised dealers. Authorised dealers will replace the shift drum free of charge.
For further information, consumers can contact KTM Australia on 1800 644 771 or find their nearest authorised dealer using the dealer search option at https://www.ktm.com/au
Legendary V-4 power with refined throttle response and shifting
Confidence-boosting handling
Extensive list of top-tier electronic rider aids
Stunning sound
Downs
Claimed peak power is less than competitors, but do you really need more?
Verdict
Think Italian superbike technical know-how in a stripped-down naked package built for street riding and serious racetrack potential. Welcome the Aprilia Tuono V4.
2021 Aprilia Tuono V4 Factory. (Milagro/)
Overview
The Aprilia Tuono V4 and Tuono V4 Factory are top-tier Italian hypernakes. Components are largely derived from the RSV4 but it targets the sport-touring segment with a more upright riding position. With a 1,077cc 65-degree V-4 engine, aluminum chassis, Brembo brakes, and full suite of electronics these two have sat near or at the top of the totem pole for years. The Factory edition is track focused with electronic semi-active suspension and aluminum wheels.
Updates for 2021
Updates for Aprilia’s Tuono V4 include a revamped aerodynamic-focused design, new swingarm, narrower fuel tank with same tank capacity, revamped electronics with new adjustable engine-brake control, revised Magneti Marelli ECU, new 5-inch color TFT instrument cluster, and new handlebar controls. The engine complies with Euro 5 emissions thanks to the new exhaust and sees lighter valve spring bucket tappets. New color schemes round out the list.
The Tuono V4 Factory has a longer saddle, new fuel tank, and electronic semi-active suspension.
Pricing and Variants
The base Tuono V4 is priced at $15,999 and comes in two color schemes. The track-focused Factory edition ($19,499) comes in one color scheme. The base differs from its stablemate with a higher handlebar, larger windscreen, roomier passenger seat, and can fit accessory panniers. The latter also has a longer final drive ratio, forged aluminum wheels, Pirelli Diablo Rosso Supercorsa tires (wider 200/55 rear) and Öhlins electronic suspension, plus its mirrors, passenger pegs, and license plate bracket can be easily removed for trackdays.
At the heart of the Tuono V4 lies a 1,077cc V-4 engine which Aprilia claims to produce 175 hp at 11,350 rpm and 121 Nm at 9,000 rpm. It meets Euro 5 emissions standards, but unlike the RSV4, does not see an increase in displacement.
Smooth and seamless shifting through the six-speed gearbox is done with an up/down quickshifter. “The fueling and throttle response, like the clutchless gear changes, are immaculate,” writes our test rider Adam Child. Because the engine’s fueling and quickshifting actions are so great, rider confidence is boosted, which in turn allows the rider to push the bike hard right out of the gate.
2021 Aprilia Tuono V4 Factory. (Milagro/)
Handling
On board, Child reflected that the Tuono’s handling is controlled and is less physically demanding than some of the competition. Integrated winglets are designed to increase downforce and stability at speed. The aluminum frame strengthens torsional rigidity while Aprilia claims the new swingarm reinforces transverse rigidity by 48 percent in the wheel pin area.
The standard Tuono uses Sachs suspension versus the semi-active Öhlins setup in the Factory version we tested. Child wrote that the Factory’s suspension remained untouched throughout his day of testing because they were perfect right out of the box.
Brakes
Brembo M50 calipers with sintered pads and dual 330mm (front) and 220mm (rear) remain unchanged for this year. What does change is the increased vigilance of the ABS system, which makes quicker calculations thanks to the revised ECU.
2021 Aprilia Tuono V4 (Glacier White). (Aprilia/)
Fuel Economy and Real-World MPG
Fuel consumption is claimed to be 32.7 mpg.
Ergonomics: Comfort and Utility
Because of the upright, road-focused nature of the Tuono versus the RSV4, ergonomics are more neutral. The redesigned 4.7-gallon fuel tank is narrower while maintaining the same capacity and a small top fairing offers some wind protection. On the Factory version, the seat is longer to accommodate taller riders. Seat height is listed at 33.0 inches.
2021 Aprilia Tuono V4 Factory. (Milagro/)
Electronics
There’s no arguing that Aprilia has an expansive and sophisticated electronics suite. The Aprilia Performance Ride Control (APRC) now has adjustable engine-brake control and also includes five-level wheelie control, six ride modes, engine maps, launch control, up/down quickshifter, pit limiter, cruise control, cornering ABS, and on-the-fly-adjustable traction control. The new 5-inch color TFT dash and switch gear ease navigation through it all.
The Tuono has unmistakable LED lighting with cornering lighting, a twilight sensor that activates low beams automatically, and self-cancelling indicators that flash in case of emergency braking.
The Factory’s Öhlins electronic suspension system has two operating modes (semi-active and manual) with three maps each, which can be selected with buttons on the handlebar. There is also an Öhlins steering damper which is managed by the Smart EC 2.0 system.
Warranty and Maintenance Coverage
Aprilia has a 2-year, unlimited-mileage warranty.
Quality
Top-of-the-line electronics, excellent fueling, confidence-boosting handling, and a V-4 engine that produces a stunning sound. Saying the Aprilia Tuono V4 is impressive could be somewhat of an understatement.
From the legends at FIST Handwear and Dixxon Flannel Australia arrives this exclusive collaboration, introducing the FIST x Dixxon Flannel Shirt and Gloves.
FIST x Dixxon Flannel Shirt
FIST x Dixxon Flannel Shirt – $79.95 RRP
The FIST Flannel features an all-over black and grey plaid pattern that offers an eye-catching design, while the signature D-Tech blend provides the comfort of soft to the touch flannel. Constructed to be breathable for performance, yet durable for a rugged lifestyle.
FIST x Dixxon Flannel Shirt
Dixxon’s Signature D-Tech Poly-Blend material
Black and Grey Plaid Pattern Men’s Flannel
Button Up Front & Button Sleeve Cuffs
Dual Chest Button Down Pockets with Brand Tag on Left Chest Pocket
Wash Cold, Hang to Dry or Tumble Dry on Low
Do Not Iron
Imported
These Flannels are a bigger make, so FIST/Dixxon suggest to size down from your regular shirt size for more of a fitted look.
FIST x Dixxon Flannel Glove – $44.95 RRP
The connection between you and your bars – there is nothing more important than feel. A sublimated four-way stretch twill spandex upper is paired with a single layer Clarino palm make for the best fit on the market, on the FIST x Dixxon Flannel Glove.
FIST x Dixxon Flannel Glove
Less is more with this minimalistic multiple use glove. Taking that all-important Insta pic or punching out a quick text has never been easier on the track or trails with conductive thread in the index finger and thumb to make sure you can #FISTARMY share with your people.
Taiwan manufacturer Kymco has introduced an S model of its likeable Like 150 scooter to Australia for the very likeable price of $4490.
That’s $500 less than the R version because it deletes the top box and carrier. It comes with a three-year warranty.
The Like 150 S is yet another strangely named scooter, but certainly not the strangest.
How about the Zip, Fly, Burgman, Buddy, Babydoll, Mio, Movie, People, Ruckus, Bet & Win, Majesty, Agility, Zuma and Exciting!
Is it any wonder motorcyclists poke fun at scooter riders when their machines have such silly names?
Mind you, motorcyclists can’t scoff when they are riding bikes with names like Harley’s Fat Boy or Fat Bob, or Suzuki’s Gladius, or Aprilia Shiver.
The Kymco Like 150 S is based on the Like 150 R, but has a more streamlined dash, slimmer headlight, new pillion grabrail, new front vent, new muffler cover and black piping, forks, front vent, headlight bezel and mirrors.
It is powered by the same 9.9kW (13.3hp) four-valve fuel-injected engine which is now smoother and quieter thanks to recent refinements such as helical gears in the CVT twist-and-go transmission.
The Like 150 S also gets chassis updates from the Like line-up, including a bi-beam frame and repositioned fuel tank to lower the centre of gravity.
It features telescopic forks, twin preload-adjustable shock absorbers, light-weight 12-inch wheels and dual channel Bosch anti-lock braking.
For the first time the concourse will be held as part of the Mt Gravatt Show in Brisbane this Sunday (25 July 2021) which should attract a lot of attention from the public.
First-time show organiser Fraser McMillan says it is apt that Vincent Owners Club will have a display of Phil’s Vincents.
“Phil was not only the designer of the Vincent — the Rolls Royce of motorcycles — but he also designed the Repco Brabham engine. They don’t get much more famous in Australian motorcycling than Phil,” he says.
Phil Irving (right) with Queensland Vincent fan Ray Schriever
Some of Phil’s design genius included a mono-shock, frameless chassis bike which was ahead of its time, two side stands which can be used separately or together to create a front wheel stand and the Rapide was the first bike with hydraulic damping.
The Phil Irving Concourse was started in 1982 by the Historic Motorcycle Club of Queensland which now has 1600 members.
Admission to the show is free for those owners who enter their bikes in the concourse so long as they are at the gates between 7.30-8.30am on Sunday.
The concourse is open to anyone with a machine more than 30 years old.
Categories include veteran which us up to 1919, vintage (1919-30), post vintage (31-45), post war (1946-1959), historic ‘60s,historic ‘70s, historic ‘80s, sidecars, military , competition and 250cc and under.
The oldest model will be a 1911 Triumph.
Fraser rallying his New Hudson
Fraser, who raced in the Isle of Man Classic in 1998 for his 50th birthday, will display his 1914 military New Hudson made in Birmingham.
“I’m too old for racing now, so I’ve taken up rallying veterans which is exciting at 60mph,” he says.
Fraser expects about 50 bikes to be on display in the carpark just off Logan Rd.
If you would like to enter your motorcycle in the concourse, contact Fraser on 0418 625725 or [email protected].
2021 Moto Guzzi V7 Stone (Azzurro Ghiaccio). (Moto Guzzi/)
Ups
Claimed 25 percent increase in power compared to previous generation via a larger 853cc engine
Styling that is uniquely Moto Guzzi
Comfortable upright body position
Good feel at the brakes for precise stopping application
Downs
Very vague clutch feel
Abrupt fueling
Vibration through the handlebars at 3,000 rpm that doesn’t subside until 5,000 rpm
Verdict
The transverse V-twin and the overall styling of the Moto Guzzi V7 is iconic. Now that V-twin sees a boost in power that makes it even more capable.
2021 Moto Guzzi V7 Stone (Nero Ruvido). (Moto Guzzi/)
Overview
One hundred years is quite a milestone, and Moto Guzzi is celebrating with a limited-edition version of its V7 Stone as well as an expansive list of changes, which includes a boosted transverse V-twin. Its engine’s transverse configuration is iconic to Moto Guzzi and the bike’s lines are distinct and good looking. It is a friendly V-twin that fits in the growing retro standard category.
Updates for 2021
Many updates are seen on the latest V7. First thing you may notice is Moto Guzzi dropped the Roman numerals at the end of the name, so it is now known simply as the V7 Stone or V7 Special. One of the major mechanical changes is the switch to the larger 853cc engine and revamped gearbox. This engine has many other internal changes which include: a more rigid crankcase, new lubrication system with a semi dry sump, and shorter cylinders.
Chassis changes include a new sheet of reinforced steel beneath the headstock, fitment of a larger shaft final drive, longer-travel Kayaba shocks with modified connections, a wider rear tire (150/70), new Dunlop Arrowmax Streetsmart tires, and new aluminum rims (Stone).
The electronics suite sees some changes to a full LED lighting system, debuted on the Stone, as well as a new instrument cluster.
Stylistic and comfort changes include the new side panels and shorter rear mudguard, newly designed exhaust, new split-level seat, brand-new rider footpeg vibration-damping support.
2021 Moto Guzzi V7 Stone (Nero Ravido). (Moto Guzzi/)
Pricing and Variants
The Moto Guzzi V7 is available in either Special ($9,490) or Stone ($8,999) variants. A unique 100th anniversary livery is available on the Stone that celebrates the brand’s past, this model is listed at $9,190.
In comparison to the Special, the Stone replaces chrome with matte black, it also features a new saddle, full LED system, new instrument cluster, and six-spoke aluminum wheels. The Special flaunts chrome and different graphics, brown saddle, milled cylinder cooling fins, dual analog displays, and spoked rims.
The Stone comes in the Nero Ruvido color scheme as well as the new Azzurro Ghiaccio, Arancione Rame, and limited edition Centenario livery. The Special is available in two options: Blu Formale and Grigio Casual.
2021 Moto Guzzi V7 Special (Grigio Casual). (Moto Guzzi/)
Powertrain: Engine, Transmission, and Performance
The V7 has housed a 750cc V-twin since 2009, but now the model boosts up to the air-cooled 853cc V-twin while maintaining the classically Moto Guzzi transverse configuration and meeting Euro 5 emissions standards. A six-speed gearbox and shaft drive work with the engine to deliver the power; the manufacturer claims 65 hp at 6,800 rpm and 53.8 pound-feet of torque at 5,000 rpm. A vague clutch feel and abrupt fueling are a few criticisms that test rider Morgan Gales noted in his review of the new V7.
Gales also commented that the pull-to-the-right effect still occurs, but the tug has been reduced to a minor sway. The increase in power is welcome as it makes the new bike “a much more capable machine,” Gales continued. “Most of that power comes on after the 3,000 rpm mark, but the engine produces tiring vibration through the handlebars at the same point; this does not smooth out until it reaches peak torque at 5,000 rpm.”
2021 Moto Guzzi V7 Stone (Nero Ruvido). (Moto Guzzi/)
Handling
Handling is very neutral. It drops into turns, handles low-speed maneuvers easily, and is stable on the highway. When pushed hard, however, Gales noted that the bike bobs due to the soft suspension. Adjusting the preload at the dual shocks alleviates much of the problem there, but the 40mm fork is nonadjustable.
Brakes
Braking on the V7 is done with a 320mm front disc and four-piston Brembo caliper and 260mm rear disc and two-piston caliper.
The front lever needs a fair squeeze, but it provides good feel for precise application, writes Gales. The rear setup is not too grabby and also has good feel.
2021 Moto Guzzi V7 Stone (Arancione Rame). (Moto Guzzi/)
Fuel Economy and Real-World MPG
The manufacturer claims the V7 makes 4.9 liters/100 kilometers which equates to about 48 mpg from the 5.5-gallon tank.
Ergonomics: Comfort and Utility
At a tall 6-foot-4, Gales found the riding position to be comfortable with an upright body position.
2021 Moto Guzzi V7 Special (Blu Formale). (Moto Guzzi/)
Electronics
In addition to the LED lighting, the V7 is equipped with two-channel ABS, and Moto Guzzi Traction Control (MGTC). The latter has two sensitivity levels to choose from and can also be calibrated to rear tire circumference in case the rear tire is swapped.
Warranty and Maintenance Coverage
The Moto Guzzi V7 has a two-year unlimited-mileage warranty.
Quality
Moto Guzzi carries over beautifully polished styling year after year, and this current model is no different. We love its lines and style. Small details from the eagle silhouette daytime running light complete the look.
2021 Moto Guzzi V7 Stone (100th Anniversary Livery). (Moto Guzzi/)
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