Moto Guzzi fans can enjoy a ride in some of America’s most picturesque destinations during the Moto Guzzi Experience in 2024. Riders can bring their own Moto Guzzi or rent a Moto Guzzi Stelvio, V100 Mandello, or V85 for use during the event. Adding to the list of past tours, the Moto Guzzi Experience now includes four rides ranging from three to five days in length.
“We are excited to invite Moto Guzzi enthusiasts to join us on the 2024 Moto Guzzi Experience,” said Marco d’Acunzo, president and CEO of Piaggio Group Americas. “This event series promises to be a one-of-a-kind opportunity to explore the beauty of the United States while experiencing the thrill of riding our latest Moto Guzzi models on some of the most iconic routes in this beautiful country.”
The experience is open to riders of all skill levels, but spaces are limited, so participants are encouraged to reserve their spot early.
Find the 2024 Moto Guzzi Experience tour schedule below, and click the links to access ticket information and reserve your spot. Tickets are $1,500 if you bring your own Moto Guzzi bike or $2,500 to rent a motorcycle.
2024 Moto Guzzi Experience Tours
Rocky Mountains – June 5-9 (3-day ride)
Traverse the breathtaking landscapes of the southern Rocky Mountains, taking in sweeping vistas, towering peaks, and winding mountain passes throughout Northern New Mexico and Southern Colorado.
Explore the rugged beauty of the Pacific Northwest from the lush forests and mountains of Oregon’s Cascade region out to the Blue Mountains alongside the meandering riverways of Eastern Oregon.
Embark on an epic journey inside and around Yellowstone National Park, where geysers, hot springs, and wildlife await amidst the stunning backdrop of the northern Rocky Mountains on a tour that features exaggerated summits and exploits the breathtaking roads of Montana and Wyoming.
Conquer the legendary Tail of the Dragon and experience the thrill of riding some of the country’s most technical and exhilarating roads on a tour that takes you back and forth between Eastern Tennessee and North Carolina around the Blue Ridge and Smoky Mountains’ best roads.
The 2024 Moto Guzzi Stelvio puts a fresh face on a familiar name.
In continuous production since 1921, Moto Guzzi is Italy’s oldest motorcycle manufacturer. Covid forced a one-year postponement of the 100th anniversary celebrations held at its Mandello del Lario factory on the shores of Lake Como, but Guzzi is now making up for lost time.
Last year, Moto Guzzi launched the first bike based on its newest model platform: the multifaceted V100 Mandello, which aspires to be both an urban roadster and a mile-eating sport-tourer. One year later comes another new model, the reimagined 2024 Moto Guzzi Stelvio adventure-tourer, which was designed and engineered alongside the V100 and unveiled at last November’s EICMA show in Milan.
The 2024 Moto Guzzi Stelvio comes in two color variants, both matte: Giallo Savana (left) or Nero Vulcano (right).
Given the current significance of the ADV segment in global market terms, it’s surprising that Guzzi’s owner, Piaggio, didn’t prioritize the Stelvio over the Mandello, but hey, better late than never. As I soon understood on an exclusive ride aboard this new model along the fabulously scenic, super grippy, and ultra-demanding mountain roads of the Ligurian Alps north of Genoa on a sunny winter’s day, this is a significant new model that moves Moto Guzzi to the forefront of everyday motorcycling.
Priced at $16,390 without the optional PFF Rider Assistance package, this new Guzzi is more costly than Suzuki’s $14,849 V-Strom 1050XT, Honda’s $14,499 Africa Twin, and Husqvarna’s $14,899 Norden 901.
More impressive than the claimed output (115 hp at 8,700 rpm and 77.4 lb-ft delivered at 6,750 rpm when measured at the crank) is the fact that 82% of the torque is available from just 3,500 rpm.
Named after the legendary Dolomites pass in northern Italy, which connects two valleys via 48 hairpin bends, the Moto Guzzi Stelvio is a reincarnation of the previous model bearing the same name, which debuted in 2007 but was shelved in 2016 since it was unable to meet Euro 4 compliance. Powered by Guzzi’s 1200/8V Big Block motor, the previous iteration of the Stelvio was a much larger and 66-lb heavier motorcycle than its modern counterpart, and it represented an Italian air-cooled V-Twin alternative for those who didn’t want to ride a BMW R 1200 GS.
The Stelvio features tubeless spoked wheels: 3×19 inches in the front and 4.5×17 inches in the rear.
The new Stelvio is a very different package, which, like the V100 Mandello, ticks an array of new boxes for the historic Italian brand. It’s Moto Guzzi’s first liquid-cooled ADV, its first with a DOHC valvetrain, its first to be fitted with a gear-driven counterbalancer, and its first to embrace advanced electronics, including a 6-axis Continental IMU to provide data for the throttle-by-wire, cornering ABS, and other digital amenities. It’s a second long-awaited 21st century real-world Moto Guzzi model, which Piaggio’s late boss Roberto Colaninno had promised he’d bankroll for the past decade or more. His engineers finally delivered it to the marketplace after his August 2023 passing.
The engine in the Stelvio was first seen in the V100 Mandello. The only things they have in common with Guzzi’s neo-vintage air-cooled OHV V-Twin predecessors are their transverse mounting in the chassis and shaft final drive.
The result is a completely modern yet totally individual motorcycle that could not have emanated from any other manufacturer. Designer Giulio Rossi Paccani sought to create a best-in-class machine, one that wouldn’t need the famous Eagle badge or the trademark “flying” V-Twin to be identified as a Guzzi. The new Stelvio has undoubted presence – it looks classy, sleek, and undeniably modern, with the DRL light strip beneath its headlamp incorporating the silhouette of the Eagle in the Moto Guzzi tank badge with its wings spread wide. That’s neat!
The 2024 Moto Guzzi Stelvio leaves the city behind for adventure in the hills.
Climb aboard the 32.7-inch stepped seat, which is sufficiently padded and has ample space for a passenger, and you’ll discover a great riding position thanks to the wide, tapered alloy handlebar that’s mounted on tall 3.7-inch risers and falls naturally to hand. The rubber grips are fat and thick, just right for good purchase. The new Moto Guzzi Stelvio feels more accessible than some other ADV models because the rider sits in it rather than perched up high, adding to the sense of control even in tricky conditions. This is a confidence-inspiring motorcycle that I felt at one with from the start. At 5-foot-10, I could put both feet flat on the ground at traffic lights thanks to the seat’s narrow front. Lower and taller seats are available as accessories.
The resulting riding stance is quite upright, with the rubber-mounted footpegs positioned relatively far back but not enough to be uncomfortable or to push the rider’s knees far enough forward to make friends with the cylinders, a common problem with Guzzi’s older OHV air-cooled V-Twins. Despite the fatter cylinders and heads of this liquid-cooled DOHC 8-valve motor, my knees came nowhere near the engine thanks also to the cylinders being inclined forward 6 degrees from vertical to create extra space, having already been rotated 90 degrees so that the throttle bodies are now positioned under the fuel tank, which also helps free up space. The engine is a fully stressed member of the tubular-steel trellis frame with eight mounting points.
Guzzi’s PFF Rider Assistance Solution includes a Marelli 11MP control unit and a 6-axis IMU, which analyzes data and optimizes the bike’s cornering ABS and traction control.
Thumb the starter button, and the Stelvio’s V100 motor bursts immediately into life, settling to a 1,300-rpm idle without any trace of the rock ‘n’ roll from side to side delivered by traditional air-cooled Guzzis like the V85TT, which remains in production as a counterpoint to the Stelvio. Even if the throttle is blipped in neutral, there’s hardly any sway. It’s also nearly silent mechanically, with no sign of the clicks and rattles of its pushrod ancestors.
The KYB cantilever monoshock is adjustable for spring preload via a remote external knob and for rebound damping but not for compression.
This is a totally modern motorcycle, which also doesn’t rise and fall on the suspension when you put it in gear and ride away or when you roll on and off the throttle because of the shaft final drive’s hypoid rear drive unit. Guzzi engineers have finally delivered the best of both worlds that was always there for the taking if only they’d addressed this sooner – the convenience and cleanliness of shaft drive coupled with the neutral dynamics of a chain-drive bike. Lots of good engineering has gone into this motorcycle.
The long, cast aluminum single-sided swingarm on the Stelvio has been reinforced for offroad use and repositioned on the left side of the bike.
The clutch lever is a bit stiffer than the one mated to the old air-cooled motor – but working said lever in traffic-choked stretches of road didn’t tire out my left hand unduly. The 6-speed gearbox’s shift action was almost flawless, and though not fitted to the Stelvio I tested, an up/down quickshifter is available as an option.
The Stelvio has an oil sump isolated from the crankcase via a reed valve, which minimizes the size of the lower portion of the engine and improves ground clearance when navigating off-road challenges.
The Stelvio’s engine picks up strongly from 2,800 rpm upwards, with 3,000-6,500 rpm being the happy zone where riders will surf most of the time. It’s a wonderfully flexible motor, and 3rd gear especially is a useful ratio that you can hold for miles on end along a winding hillside road, running from as low as 2,000 revs to the 9,500 rpm soft-action limiter with zero transmission snatch and an utterly linear torque curve.
The shape of the electrically adjustable windscreen was designed to deflect airflow while avoiding rear air vortices, aided by the presence of the two side deflectors.
Thanks to the counterbalancer, there’s no real vibration to speak of, so you can really push the Stelvio hard, using the excellent feedback from the Sachs fork and the fine grip of the front Michelin Anakee Adventure tire to start sparking the footpegs’ hero tabs as you flick it from side to side. This is a nice-handling bike, with an unexpectedly plush ride quality, and despite its lack of a progressive-rate link, I could feel the KYB rear suspension smoothly working away beneath me. The suspension is adjustable for rebound damping and spring preload front and rear, and travel is 6.7 inches at both ends.
The Stelvio’s five ride modes (Sport, Road, Touring, Rain, Off-Road) all deliver full power, claimed to be 115 hp at 8,700 rpm and 77.4 lb-ft delivered at 6,750 rpm when measured at the crank, but they are tailored to different conditions using three different engine maps, three levels of engine braking, four levels of traction control, and two ABS modes.
The Stelvio uses a 46mm Sachs inverted fork that’s set at 25.6 degrees of rake with 116mm of trail, a bit less sporty than the V100’s 24.7 degrees and 104mm.
Road and Touring modes are very similar in response – whereas Sport is notably crisper and more exciting to use – but they all make the Stelvio easy and responsive to ride, and it’s very easy to switch between them on the go via a button on the right switchblock. Cruise control is also standard. The fact that most of the bike’s development was accomplished in the Aprilia R&D Center in Noale, Italy, is surely one reason the Stelvio’s electronics are so excellent.
Although I rode in the Ligurian Alps, the Stelvio is named after the famous Alpine pass on the Italian/Swiss border that connects two valleys through 48 legendary hairpin bends.
Although the bike I tested was not so equipped, the Stelvio will be the first model available with Moto Guzzi’s PFF Rider Assistance Solution as a factory-installed option. It uses 4D Imaging Radar technology to enable several safety-related features, including Following Cruise Control, Forward Collision Warning, Blind Spot Information System, and Lane Change Assist. Pricing for this option has not yet been announced.
The 5-inch color TFT is easy to navigate, but its location on the bike is somewhat obtrusive.
The Stelvio has crisp, neutral steering and is surprisingly agile, with its wide handlebar allowing you to easily lever the bike from side to side through a series of twisting turns leading into yet another 2nd-gear hairpin while remaining super stable when needed, especially under hard braking. Indeed, slowing for such turns via the excellent Brembo brakes, with good initial bite from the radial monoblock front calipers, is always effective, and I could trail-brake into the apex without the Guzzi wanting to stand up and understeer.
The Stelvio’s 32.7-inch seat height, roomy footpeg placement, and wide aluminum handlebar contributes to a comfortable upright seating position.
The bike’s steering geometry (25.6-degree rake and 4.6 inches of trail), rational 59.8-inch wheelbase, and 170/60-17 rear tire all contribute to sweet, intuitive steering without having to give a discernible tug to the handlebar to make it change direction quickly. The 19-inch front tire suits the bike’s likely use: I didn’t get the chance to ride it off-road, but this is what the Italians call a moto strade bianche – a motorcycle that tackles the country’s network of white gravel roads with aplomb. But Guzzi insiders dismiss any thoughts of a 21-inch front wheel for more serious off-roading: “It’s not in our plans,” says Piaggio PR Manager Fabio Gilardenghi.
One reason for the sweet steering is the Stelvio’s balance – it’s not just a pretty face, but a rational real-world ride too, with well-chosen stock suspension settings so that it doesn’t pitch back and forth unduly during hard braking and acceleration. The wind tunnel-developed electrically adjustable windscreen adds comfort on long, fast stretches thanks to its 2.8-inch range of height adjustment, as well as the effectiveness of the small side flaps that deflected the breeze off my shoulders. In the lowest position, airflow over the screen came at my helmet’s chin, but there was no buffeting. With the screen fully raised, protection was impressive, delivering a calm bubble of mostly still air.
Braking on the Stelvio is identical to the Mandello and comes courtesy of Brembo, with metal braided hoses and twin 320mm floating front discs gripped by 4-piston monoblock radial calipers, with a 280mm rear disc and 2-piston caliper.
However, the Stelvio’s 5-inch color TFT dash is parked obtrusively in your line of sight, and while you eventually get used to the location, it looks rather unsightly and impacts visibility unless you sit fully upright in the seat. Having said that, the dash is both packed with data and super legible – the central digital speedo and the gear indicator to its right are very easy to see, as is the set of menus for configuring ride modes, controlling amenities, and linking to a smartphone. Navigating the menu system is both simple and intuitive.
The Stelvio has a full LED lighting system with Daytime Running Lights (DRLs) and cornering lights.
My day’s ride around Liguria on the new Stelvio was certainly fun but frustratingly short, as it was just a brief taster of what may very well be the best Moto Guzzi roadbike yet made – one which will appeal to conquest customers from rival brands, as well as diehard guzzisti. If you think I’m overstating the case, go and book a test ride at an event or your local Moto Guzzi dealer and then tell me I’m wrong. Piaggio’s marketing team knows they need to make the bike available for potential purchasers to try out to have any chance of convincing them of the Stelvio’s excellence. Even more than the Mandello, this is a well-engineered step forward into a brave new world for Moto Guzzi, which has achieved modernity without sacrificing its traditional qualities and intrinsic customer appeal that were derived from its neo-vintage range of previous models.
The build quality is very high, just as the prices are. And this is just the beginning, for after the Mandello and the Stelvio, there’s apparently a whole series of variants using the same platform already lined up to be launched at the rate of one new model every year for the next few years. After decades of riding Moto Guzzi models that never troubled the competition in a direct shootout but whose deficiencies you were prepared to excuse on the grounds of “character” or “tradition,” it’s good to see Piaggio has finally come up with the goods by underwriting the development of a potentially class-leading contender in the midsize ADV sector, one of the most competitive segments of today’s two-wheeled marketplace.
We’re at the 2024 American International Motorcycle Exposition (AIMExpo) in Las Vegas, where nearly 200 vendors from around the world are displaying the latest motorcycles and products to dealers, media, and other industry insiders. Here are 21 cool new motorcycles we’ve seen at the show.
Celebrating 10 years of the Moto Guzzi Proud Owners Club, the official community of Eagle brand owners and fans, the company has announced the 2024 Moto Guzzi V7 Stone Ten. The new V7 was unveiled officially at the Verona Motor Bike Expo in Italy on Jan. 19-20.
The V7 Stone Ten shares the trademark “flying” 853cc 90-degree V-Twin with 2 valves per cylinder seen on its V7 stablemates, with air-cooled cylinder heads jutting outward from beneath the fuel tank. The V7 Stone Ten also features anArrow exhaust system with Moto Guzzi branded silencers, which offers claimed performance increases of the Moto Guzzi V7 Stone Ten, both in terms of power, which goes from 65.2 to 66.5 hp at 6,700 rpm, and maximum torque, which increases from 53.8 lb-ft to 55.3 lb-ft at 4,900 rpm. The Arrow exhaust fitted on the V7 Stone Ten is also sold separately as an accessory for all Moto Guzzi V7 models.
Suspension consists of a nonadjustable 40mm fork and dual preload-adjustable shocks. The V7 Stone Ten rolls on cast wheels – 18-inch front, 17-inch rear – and has Brembo brakes, with a 4-piston caliper squeezing a 320mm disc in front and a 2-piston caliper squeezing a 260mm disc out back. Standard features include ABS, traction control, and LED lighting.
10 Years of Guzzisti Spirit
As part of the Moto Guzzi Proud Owners Club, the company says that thousands of riders who share the same passion for the twin-cylinders from Mandello have come together since 2014 to compare notes, share experiences, and meet at rallies and events organized by the community to become travel and adventure companions. The community currently includes over 50,000 members from all over the world.
The V7 Stone Ten expresses the vitality of the Guzzisti community through a new sport-inspired outfit. A black and white checkered stripe with a red border runs across the upper part of the fuel tank,blending with the black painted surface. The fuel tank itself has a glossy pastel white color scheme, contrasting with the black side panels.
The V7 Stone Ten’s sport nature is emphasized by the red shock absorber springs and the contrasting red stitching on the seat, both of which are unique to this model. The eagles on the sides of the fuel tank are also red, as are the words “Moto Guzzi” on the channel of both wheel rims. A plate on the handlebar riser identifies it as the special edition.
The equipment package includesbar-end rearview mirrors, which give the Stone Ten a more sleek and dynamic profile, as well as the billet black anodized aluminum fuel cap. The customized look extends to the V-Twin, with the head covers in an elegant graphite color and throttle body covers in black anodized aluminum.
The 2024 Moto Guzzi V7 Stone Ten will be available at dealerships from April 2024 starting at $9,990. For more information, visit the Moto Guzzi website.
For 2024, the Moto Guzzi V85 range has been totally revamped to include a new model: the V 85 Strada, which Moto Guzzi says “embraces the core values of the V85, including lightness, practicality, and simplicity, and takes them to new heights.” Returning are the V85 TT and V85 TT Travel. All three models feature new variable valve timing, along with other performance upgrades and styling and comfort updates.
All models in the new V85 range are powered by an air-cooled, 90-degree 853cc transverse V-Twin with 2 valves per cylinder. However, thanks to the adoption of variable valve timing, a technical solution that optimizes valve lift depending on engine speeds, Moto Guzzi says the new engine offers an increase in power from 76 hp in the previous generation to 80 hp at 7,750 rpm and improved torque, noticeable as early as 3,000 rpm and extending across the entire torque curve, with a peak of 61 lb-ft at 5,100 rpm. (compared with a peak of 60.4 lb-ft at 5,000 rpm). Another improvement involves the incorporation of knock sensors, which supply essential data to the engine-management ECU, enabling more precise and accurate adjustment of ignition timing.
2024 Moto Guzzi V85 TT in Grigio Tambora
All bikes in the V85 range have a 6-speed gearbox, a single 52mm throttle body, and multimap throttle-by-wire. Suspension is provided by an 41mm inverted fork and rear monoshock, both adjustable for rebound and preload, with the preload on the V85 TT and V85 TT Travel monoshock now being adjustable via a convenient handwheel. Travel is 6.7 inches front and back. Seat height is 32.7 in, ground clearance is 8.3 inches, and with a 6-gal fuel tank, the bikes come in with curb weights (all fluids and 90% fuel) of 498 lb for the V85 Strada, 507 lb for the V85 TT, and 536 lb for the V85 TT Travel.
The electronic equipment on the V85 range is also expanded, featuring the incorporation of a 6-axis IMU (available as an accessory on the V85 Strada) that processes various inputs and sends the data to the ECU to enable the functionality of the Cornering ABS. The ABS system operates in conjunction with a braking setup comprising Brembo dual 4-piston calipers, metal-braided brake lines, and 320mm discs up front and a 2-piston floating caliper and 260mm disc in the back.
2024 Moto Guzzi V85 Strada in Grigio Brera
All bikes have three ride modes – Road, Sport, and Rain – that manage MGCT traction control, ABS, and throttle response, with a specialized Off-Road mode designed exclusively for the V85 TT and V85 TT Travel models and featuring the lowest level of traction control intervention, ABS active only on the front wheel with dedicated calibration (and the possibility of deactivating it on the front wheel as well), smoother throttle response, and increased engine braking. The V85 TT Travel also features a Custom ride mode (available as an accessory on the V85 Strada and V85 TT), which allows full customization of electronic control levels as well as the creation of an additional personalized mode via a dedicated menu. All models in the V85 range are also equipped with cruise control.
Another performance area that Moto Guzzi refined is aerodynamic protection, including a new windscreen with a revised shape, manually adjustable in height to 5 positions for a total range of approximately 2.75 inches and resulting in a claimed reduction in air pressure on the rider of 37% compared to the previous generation. The reduction in air pressure on the rider has also been achieved by wider and more protective handguards (available as an accessory on the V85 Strada) and a newly patented cover at the front of the tank aligned with the ignition lock to diminish airflow toward the rider’s chest and chin.
2024 Moto Guzzi V85 TT in Grigio Tambora
The V85 range also features a completely redesigned instrument panel with a new, larger 5-inch TFT color display and new handlebar switches redesigned to provide more straightforward and intuitive access to all functions.
Other refinements include a headlamp and instrument panel supports that are now molded in diecast aluminum in place of the steel tube trellis of the previous generation, giving the top fairing “a more sporting and dynamic presence,” and a newly introduced aluminum rear grab handle (offered as an accessory for the V85 Strada) for improved passenger comfort and ergonomics. Additionally, the twin cylinders feature new head covers.
Moto Guzzi said the V85 Strada is the perfect “practical machine,” excelling at city rides and excursions on both urban roads and out of town. Agile and comfortable thanks to its upright riding position, the V85 Strada is characterized by a minimalist, elegant, and distinctive styling, leaving the rear end slim and streamlined, without grab handles, skid plate, and handguards (all available as accessories).
2024 Moto Guzzi V85 Strada in Grigio Brera
The V85 Strada also features new aluminum alloy wheels resulting in an 8.8-lb weight reduction, paired with road-treaded tires. The road-oriented design is further emphasized by the low front fender and the Nero Isola and Grigio Brera colors. Pricing and availability have not been released.
2024 Moto Guzzi V85 TT
The V85 TT keeps the adventure going even when the asphalt comes to an end. It’s equipped with wire-spoke wheels that accommodate tubeless tires (19-inch/17-inch front/rear) and a new aluminum skid plate.
2024 Moto Guzzi V85 TT in Rosso Fuji
The Moto Guzzi V85 TT has a red painted frame combined with the two-tone Rosso Fuji and Grigio Tambora livery. Pricing and availability have not been released.
2024 Moto Guzzi V85 TT Travel
2024 Moto Guzzi V85 TT Travel in Bronzo Deserto
The V85 TT Travel takes touring protection to the next level, boasting a new Touring windshield with aerodynamic shapes, increased height, and 22% more surface area compared to the standard version. Additionally, new side deflectors further enhance wind protection. Moto Guzzi says this results in 50% air pressure reduction on a rider’s helmet compared to the V85 TT. Like the standard windshield, the Touring version is also manually height-adjustable to 5 positions.
2024 Moto Guzzi V85 TT Travel in Bronzo Deserto
Additional equipment includes the Urban series side cases that can be unlocked using the ignition key and which now feature a new burnished finish, high capacity (37 liters on the right and 27.5 liters on the left), and reduced lateral dimensions.
Also standard on the V85 TT Travel are heated grips and a heated seat. Completing the special equipment is the Moto Guzzi MIA multimedia platform, which allows a smartphone to be connected to the bike and combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature.
2024 Moto Guzzi V85 TT Travel in Bronzo Deserto
The Moto Guzzi V85 TT Travel is available in Bronzo Deserto. Pricing and availability have not been released.
In addition to those already listed, Moto Guzzi offers a wide range of accessories for all three bikes. For more information, visit the Moto Guzzi website.
Following the discontinuation of the Moto Guzzi Stelvio in 2016, the company has announced that it is launching a new version of the adventure bike for 2024.
Named after the famous Alpine pass on the Italian/Swiss border that connects two valleys through 48 legendary hairpin bends, the 2024 Moto Guzzi Stelvio is powered by the engine recently introduced on the V100 Mandello – a liquid-cooled 1,042cc transverse V-Twin with DOHC and 4 valves per cylinder – but the the Stelvio engine distinguishes itself in several respects.
The Moto Guzzi V100 Mandello and Stelvio projects started in parallel before following quite different development paths. The Moto Guzzi engine builders received a clear directive right from the start: to craft an engine suitable for a variety of motorcycle types. For instance, the decision to create an oil sump isolated from the crankcase via a reed valve has resulted in minimal expansion of the lower portion of the engine, which enhances the essential ground clearance required for overcoming off-road challenges.
2024 Moto Guzzi Stelvio in Nero Vulcano
Moto Guzzi reps said that “in general, a huge effort has been made to decrease inertia as much as possible (up to 50% less than the previous 1200 8V engine), decreasing weight and giving better responsiveness.”
A counter-rotating shaft is integrated to reduce reverse torque and enable a reduction in the weight and dimensions of the crankshaft, thereby enhancing both compactness and overall performance. The outer crankcases were designed to have the structural function of reinforcing the frame, with its eight attachment points. The rider footpegs are securely fastened to the crankcases with just a few rubber pads, taking advantage of the engine’s balance to effectively eliminate vibration.
2024 Moto Guzzi Stelvio in Giallo Savana
The longitudinal V-Twin makes a claimed 115 hp at 8,700 rpm 77.4 lb-ft of torque at 6,750 rpm, with 82% available as early as 3,500 rpm and redline at 9,500 rpm. The 2024 Moto Guzzi Stelvio also has a 6-speed gearbox, throttle-by-wire, and a slip/assist clutch. The gearbox has also undergone a redesign, which the company says resulted in even smoother and more seamless gear changes achieved by relocating the cotter from the primary shaft of the gearbox to the clutch, thereby enhancing its damping capacity and overall operation. The cam gear shift was also altered to include optimized swingarm pilot cams, and the performance of the accessory quickshifter has been improved thanks to new electronic operating strategies.
The final cardan driveshaft of the Stelvio has an aluminum single-sided swingarm positioned on the left side. Compared to the one on the V100 Mandello, it has been reinforced to adapt it to off-road use. The minimal output of the driveshaft and the longitudinal extension of the swingarm have reportedly eradicated the initial upward effect upon opening the throttle, eliminating the necessity for reaction rods on the swingarm. One of the distinctive aspects of this system is the inclusion of a solitary universal joint located at the swingarm fulcrum and tilted at a 6-degree angle. This design choice not only maintains a slender central profile for the bike, reducing weight and enhancing ergonomics, but it also features a bevel gear set at an 84-degree angle (in contrast to the 90-degree angle found on other Moto Guzzi models). This arrangement allows the swingarm to accommodate a 170/60 tire fitted on a 4.5-inch tubeless spoked rim (19-inch front/17-inch rear), emphasizing the adventurous spirit of the Moto Guzzi Stelvio.
2024 Moto Guzzi Stelvio in Nero Vulcano
The suspension system has been exclusively tailored for the Stelvio, with a 46mm Sachs fork and a KYB shock, both adjustable for rebound and preload and offering 6.7 inches of travel front and back. The Brembo braking system incorporates dual 4-piston calipers clamping down on 320mm floating discs at the front and a 2-piston caliper and 280mm disc in the back.
Aerodynamics have undergone an extensive overhaul with the aim of optimizing air protection and comfort. The windscreen, which is electrically adjustable up to 2.75 inches, is shaped to deflect airflow while avoiding rear air vortices, aided by the presence of the two side deflectors. Moto Guzzi Stelvio also evokes iconic models from its heritage, drawing inspiration from elements such as the louvers present in the underseat sides. Additionally, the radiator’s placement and the concealment of rubber connection hoses from view, alongside the refinement of the electrical system, where the wiring remains completely hidden, all contribute to a clean look.
Moto Guzzi also focused on optimizing weight distribution and lowering the mass via the engine architecture and the 5.5-gallon fuel tank that extends beneath the seat, as well as the layout of the new tubular-steel frame, which uses the engine as a load-bearing element. The frame boasts four front anchor points instead of the two on V100 Mandello, giving a claimed 20% increase in rigidity.
The chassis has a 60-inch wheelbase and a 25.6-degree rake. The 32.7-inch seat height has an active riding position that keeps the back upright and the legs slightly bent, while a wide, adjustable-section aluminum handlebar contributes to off-road control while also providing a more relaxed touring posture.
When it comes to touring, the Stelvio is the first Moto Guzzi equipped with the PFF Rider Assistance Solution offered as a factory option and built on 4D Imaging Radar technology. The system employs two radar sensors – one above the front headlight assembly and one below the rear headlight assembly – with a wide field of vision and reliable monitoring regardless of lighting and environmental conditions.
The system includes Following Cruise Control (FCC), which utilizes the front radar to adapt the speed based on the vehicle in front; Forward Collision Warning (FCW) to identify potential collisions with vehicles and objects situated in front of the motorcycle; Blind Spot Information System (BLIS), which notifies the rider of vehicles located in the blind spots detected by the rearview mirrors; and Lane Change Assist (LCA), which continuously scans the area up to 98 feet behind and identifies vehicles approaching from the side that could pose a lane-changing hazard.
The system is part of an electronics package that includes the Marelli 11MP control unit and the 6-axis IMU, which analyzes inputs and optimizes the bike’s cornering ABS. There are five ride modes (Tourism, Rain, Street, Sport, and Off-Road) with various presets for three different engine maps, four levels of traction control, three levels of engine braking, and two levels of ABS control. These settings can also be personalized, allowing riders to fine-tune the parameters to match their individual preferences.
Standard equipment includes a full LED lighting system with Daytime Running Lights (DRLs), cornering lights, and a USB port located beside the 5-inch color TFT panel, which offers a range of information, such as fuel level, air and coolant temperature, gear engaged indicator, remaining range, and instantaneous consumption.
Additional accessories include Moto Guzzi MIA, the multimedia platform enabling smartphone connectivity with the instrumentation through Bluetooth. Moto Guzzi MIA combines an infotainment system for managing voice assistant, phone calls, and music using intuitive handlebar controls, as well as a navigation feature.
Other accessories for the Stelvio include luggage, heated seats and grips, crash guards, a centerstand, TPMS, and anti-theft system, and more.
2024 Moto Guzzi Stelvio in Nero Vulcano
The 2024 Moto Guzzi Stelvio comes in two color variants, both matte: Giallo Savana, which features a dark yellow hue on the front of the tank and on the side panels, or Nero Vulcano, dominated by the black/gray combination with some yellow highlights on the tank and side panels. The Stelvio without the PFF Rider Assistance Solution will be priced starting at $16,390 and available in December 2023. Pricing on the Stelvio with the PFF system has not yet been announced but is expected to arrive in the second quarter of 2024.
With its trademark “flying” V-Twin with air-cooled cylinder heads jutting outward from beneath the sculpted fuel tank and its classic styling, the Moto Guzzi V7 has been an iconic Italian motorcycle for nearly six decades.
Paul d’Orléans, founder of The Vintagent and curator of numerous motorcycle exhibits at the Petersen Automotive Museum in Los Angeles, chose a 1975 Moto Guzzi V7 Sport as part of the “Silver Shotgun” exhibit that highlighted Italian motorcycle design in the 1970s.
The latest iteration of this legendary model, the Moto Guzzi V7 Stone Corsa, made a surprise debut during the 2023 Moto Guzzi Open House, captivating thousands of enthusiastic fans who gathered in Mandello del Lario, Italy, for this highly anticipated event, a favorite of Guzzisti worldwide.
The Moto Guzzi V7 Stone Corsa represents a return to the V7’s classic sportiness with modern amenities, marked by its elegant lines that flow from the small fairing to the solo-style saddle (the passenger portion forms the cafe racer “hump”). These design elements evoke the thrilling ambiance of bygone racing eras, which was rekindled in 2019 with the Moto Guzzi Fast Endurance – a single-brand racing series that has allowed many riders to enjoy the thrill of racing on V7 machines.
The V7 Stone Corsa has a vibrant two-tone livery, with a metallic gray color accentuated by a bold red stripe that runs vertically along the top fairing, extending to the lower part of the fuel tank and to the side panels. To complete the racing aesthetic, an optional color-matched cowl is available for the rear portion of the saddle, enhancing the single-seat configuration.
The equipment package further elevates the V7 Stone Corsa’s aesthetics and performance, with bar-end mirrors, a black anodized billet aluminum fuel cap, and a distinctive plate on the handlebar clamp denoting the Corsa’s special status. The fork gaiters found on the standard V7 Stone have been removed to give the V7 Stone Corsa a sleeker appearance.
Powering the V7 Stone Corsa is an air-cooled 853cc 90-degree V-Twin with 2 valves per cylinder that makes a claimed 65 hp at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm, and it has a 6-speed transmission. Suspension consists of a nonadjustable 40mm fork and dual preload-adjustable shocks. It rolls on cast wheels – 18-inch front, 17-inch rear – and has Brembo brakes, with a 4-piston caliper squeezing a 320mm disc in front and a 2-piston caliper squeezing a 260mm disc out back.
Standard features include ABS, traction control, and LED lighting. The V7 Stone Corsa has a 30.7-inch seat height, a 5.5-gallon fuel tank, and a wet weight of 481 lb (tank 90% full).
The 2024 Moto Guzzi V7 Stone Corsa will retail for $9,690. Find out more at the Moto Guzzi website.
Walking into a dealership as a shorter rider, or as someone who just wants a smaller ride, can feel a little limiting. You stroll by impressive and imposing machines that you might admire but don’t want to fight with as your main bike. You might find one or two models off in the back that are a comfortable fit, but you’re disappointed that there aren’t any more options to choose from. Luckily, options for smaller motorcycles are growing, and we’ve compiled those options into two Best Motorcycles for Smaller Riders list.
In our first Best Motorcycles for Smaller Riders post, we focused on bikes with seat heights under 30 inches. That seat height limit meant almost all the models on that list were cruisers, and while we certainly enjoy cruisin’, we like a little variety too. With this second Best Motorcycles for Smaller Riders post, we’re excited to include some sportbikes, minimotos, and an ADV. And while the seat heights may be taller than on the first list, many of the models on this list weigh and cost less than the shorter-seated cruisers.
This list consists of motorcycles with a seat height between 30.0 and 30.9 inches. When possible, we’ve included a link to our test ride review, so you can get a sense of how each bike performs in action. We’ve also included the 2022/23 model year’s U.S. base MSRP (as of publication), claimed wet weight, and seat height. On models with options to lower the seat height or suspension, we’ve listed the standard and lowered seat heights. You can also click on a model’s name to go to the manufacturer’s webpage for a full list of specifications and details.
The models in this list are arranged by seat height, with the first model having the shortest seat height and the last model having the tallest seat height in the list.
At the EICMA show in Italy, the Piaggio Group introduced the new Aprilia ELECTRICa project, as well as several updated models in the company’s brand range, including the following:
Aprilia RS 660 Extrema
V7 Stone Special Edition and V9 Bobber Special Edition
Piaggio 1
Vespa GTV, Primavera Color Vibe, and 946 10° Anniversario
The Piaggio Group said its brands have “accepted the challenge of a changing world, introducing a vast offer of vehicles capable of meeting any mobility needs.” Pricing and availability dates of the new models have yet to be provided.
2023 Aprilia ELECTRICa Project
Although the Piaggio Group has been working on electric propulsion since 1975 – including releasing the first hybrid scooter in the world, the MP3 Hybrid, in 2009 – the Aprilia ELECTRICa project is a new concept for the company. Piaggio says the lightweight electric bike is the company’s response to the changing commuting needs in the world with a nod to “the thrilling riding experience that only a bike can provide.”
The electric motor on the ELECTRICa is positioned in the center and powers a chain final drive. The bike includes keyless ignition and LCD instrumentation. The aesthetics of the ELECTRICa carry the familiar Aprilia style, especially the modern interpretation of the triple headlamp cluster typical of all Aprilias.
The bike has compact dimensions and a low saddle height, and the company says the presence of both brake controls on the handlebar makes the transition from scooters easier.
Exact specifications, pricing, and availability were not available as of publication.
2023 Aprilia RS 660 Extrema
The 2023 Aprilia RS 660 Extrema is the sportiest and lightest RS 660 in the range, with updated and new standard equipment.
The Aprilia RS 660 has a liquid-cooled 659cc DOHC parallel-Twin making a claimed 100 hp and 49.4 lb-ft of torque at 8,500 rpm.
The 2023 RS 660 Extrema features a lighter street-legal exhaust system by SC Project with a carbon silencer positioned on the right side (and no longer beneath the engine). Also contributing to the overall reduction in weight are the carbon front fender and the new carbon engine undercover. Wet weight is a claimed 366 lb.
The RS 660 Extrema sport attributes are emphasized by the single-seat tail fairing (the passenger’s seat comes with the bike). Standard electronics on the RS 660 include traction control, cornering ABS, engine brake, engine map, and wheelie control – all adjustable – as well as five ride modes (Road and Track, three fixed and two customizable). The RS 660 Extrema also has software that allows the rider to set up the standard quick shift in a reverse-shift pattern without having to replace any bike components.
Pricing and availability of the RS 660 Extrema were not available as of publication, but we expect an MSRP north of $11,599, the list price of the 2022 Aprilia RS 660.
2023 Moto Guzzi V9 Bobber Special Edition
Introduced as a ready-to-ride factory bobber in 2016, the Moto Guzzi V9 Bobber has an air- and oil-cooled longitudinal 853cc 90-degree V-Twin making a claimed 65 hp and 53.8 lb-ft of torque at 5,000 rpm.
The engine sits in a twin-tube steel cradle frame. Suspension is basic, with a nonadjustable 40mm fork on the front and preload adjustable rear shocks. Stopping power comes from Brembo opposed 4-piston calipers grabbing a 320mm stainless steel floating disc up front and Brembo 2-piston calipers and a 260mm floating disc in the back. The 16-inch aluminum alloy wheels are still shod in the V9 Bobber’s characteristic oversized tires (130/90 up front, 150/80 rear).
Piaggio says the 30.9-inch seat height contributes to the bobber’s “sporty, active, and extended riding position.” The V9 Bobber has a 4.0-gal fuel tank, and the bike comes in with an overall wet weight of 463 lb.
The new Moto Guzzi V9 Bobber Special Edition boasts a special Workshop twin-tone black and grey color scheme that enhances the teardrop fuel tank shape and extends to the aluminum side panels. A billet aluminum cap is a high-end touch.
The matte black brings out the Moto Guzzi branding milled on the aluminum cylinder head covers, and the familiar sound of the Moto Guzzi 850 twin cylinder is highlighted by the exhaust painted matte black with an aluminum bottom. Bar-end mirrors mounted at the ends of the handlebar, along with the fork seals and the short front fender, complete the equipment.
Pricing and availability on the 2023 Moto Guzzi V9 Bobber Special Edition were not available.
2023 Moto Guzzi V7 Stone Special Edition
The Moto Guzzi V7 Stone was updated for 2021 with a larger air-cooled 853cc longitudinal 90-degree V-Twin making a claimed 65 hp at 6,800 rpm and 54 lb-ft of torque at 5,000 rpm. Other updates included reduced effort from the single-disc dry clutch, a stiffer frame and bigger swingarm with a new bevel gear for the cardan shaft drive, revised damping and a longer stroke for the preload-adjustable rear shocks, an updated ABS module, and more.
The 2023 Moto Guzzi V7 Stone Special Edition features a new Arrow exhaust system, which the company says has led to gains in performance, bumping up to 65.7 hp at 6,700 rpm and 55.3 lb-ft of torque at 4,900 rpm.
From a visual standpoint, Moto Guzzi has swapped out the matte shades typical of the Stone version for a special Shining Black color scheme, enhanced on the tank with graphics and red details that recall the style traits of the Eagle brand’s sportiest models.
This sport attitude is also highlighted by the red shock springs and contrasting red stitching of the saddle, also specific to this model. A plate on the handlebar riser identifies its special edition status, and the equipment package also includes bar-end rearview mirrors and an anodized black billet aluminum fuel cap.
Previous V7 Stone models started at $8,990. Pricing and availability of the 2023 Moto Guzzi V7 Stone Special Edition were not available at publication.
2023 Piaggio 1
2023 Piaggio 1
Piaggio has upgraded the electric motor that powers Piaggio 1 range to deliver better performance. The moped version (Piaggio 1) has a claimed 3.1 hp from its motor built into the rear wheel and has a top speed limited to 27 mph. The motorbike version (Piaggio 1 Active) reaches 4 hp and has a top speed of TK mph. Piaggio says acceleration has increased 14% on Piaggio 1 and almost 12% on Piaggio 1 Active.
The 2023 Piaggio 1 has a full technological package that includes 5.5-inch digital color instrumentation, full LED lighting, and keyless ignition. It also has an underseat storage compartment large enough to hold a full helmet.
2023 Piaggio 1
The previous Piaggio 1+ model had a claimed range of approximately 62 miles in ECO mode and 42 miles in Sport mode, while the Piaggio 1 Active claimed 53 miles in ECO and 41 miles in Sport mode.
With both the versions, the battery is located beneath the seat and is easily removable and portable so it can be charged at home or in the office.
2023 Vespa GTV
2023 Vespa GTV
It has been four years since the last version of a Vespa scooter was launched, but at the beginning of October, the Piaggio Group announced the release of the new 2023 Vespa GTS range, featuring a 4-stroke, liquid-cooled 300cc high-performance engine (HPE) offering a claimed 23.8 hp at 8,250 rpm.
Built on the Vespa GTS base, the Vespa GTV maintains the traits of its origins but combines them with a new technological equipment package and new finishes, which Vespa says results in “an extraordinary marriage of tradition and modernity, classicism and aggressiveness, which manifests itself in the most authentically sporty Vespa ever.”
2023 Vespa GTV
The low headlamp is LED, and the new instrumentation maintains the circular shape but is entirely digital and displays maximum speed, average speed, instant and average mileage, range, and battery charge status, as well as all call, message, and music notifications if the vehicle is connected to a smartphone through the Vespa MIA system (available as a separate accessory).
The instrumentation is connected to the handlebar using a cantilevered bracket and enveloped by a small top fairing with sport inspiration. At the center of the front shield, the Vespa “neck-tie” has lateral slits and is enhanced by decorations with orange edging. A USB port comes as standard equipment, located in the storage compartment on the back of the shield.
2023 Vespa GTV
The Vespa GTV has a single-seat two-tone saddle with a racing look, and the rear part is designed for a hard cover color-coded to match the body and reminiscent of the typical racing Vespa fairings.
The five-spoke design of the wheel rims is also new – painted matte black with an orange graphic on the channel. On the safety front, standard features include ASR electronic traction control and ABS.
Vespa Primavera Color Vibe
2023 Vespa Primavera Color Vibe in Arancio Impulsivo
The Piaggio Group says the new Vespa Primavera Color Vibe is a “tribute to the colourful and carefree Vespa universe.”
The Primavera range features air-cooled i-get (Italian Green Experience Technology) 4-stroke engines available in 50cc and 150cc versions. The new Primavera Color Vibe is characterized by a special two-tone livery: the body, available in the Arancio Impulsivo and Bianco Innocente shades, is matched with a footboard in Ottanio, a shade of turquoise.
2023 Vespa Primavera Color Vibe in Bianco Innocente
A contrasting color “stain” is outlined in black and runs diagonally across the entire body through the dedicated graphics on the sides of the front shield and side panels. The decorations of the steering cover on the front shield are also in Ottanio, as well as the wheel rims, which were made exclusively for this version in a special glossy metallic finish.
2023 Vespa Primavera Color Vibe in Bianco Innocente
Finally, the outfitting is completed by sporty black trim for the headlamp and taillight frames, the profile that runs along the front shield, the crest on the front fender, the front suspension spring and guard, the passenger grab handle, and the muffler cover. The saddle is black with anthracite stitching.
Vespa 946 10° Anniversario
The Vespa 946 special 10° Anniversario outfit has an exclusive dedicated color that represents a modern take on the classic Vespa green shade, a color that is described as “soft and velvety, but has a hint of acidity.” The pearlescent color appears pastel at first glance, but then gains depth with illumination.
For the recent Motociclo Moto Guzzi Club of NSW ride day I was lucky enough to land a Centenario V9 Bobber to take part in the activities. It revealed itself as a significant update on the platform from when I last tested a 744 cc V7 many years ago.
2021 Moto Guzzi V9 Bobber Centenario
The V9 Bobber receives the larger 853 cc engine derived from the V85 TT – in a lower state of tune – which is mirrored in the newer V7s and covers my main criticism from riding the V7 all those years ago – of an engine just a bit too languid for my preference. The new donk adds 15 hp and 8 Nm of torque in comparison, both of which I felt were clearly noticeable improvements that were appreciated.
The V9 Bobber, as the name suggests, is the version running 16-inch rims and chunky tyres to match, along with mainly blacked out features, a shorter front end, and lower/flatter bars in comparison to the Roamer. It lacks the Roamer’s screen for wind protection.
The 2021 V9 Bobber benefits from the larger 853 cc V85 TT derived powerplant
The V9 Bobber is a low, lean and minimalist machine, in cruiser terms anyway, with a 210 kg wet weight, inviting 785 mm seat height and a nice boost of performance over the older 744 cc powerplant. The 853 cc transverse twin now delivers 65 hp at 6800 rpm, while torque peaks 1800 rpm earlier at 73 Nm.
Combined with that signature Moto Guzzi rock at idle and sound track, as well as torque coming on low and strong and you’ve got a winner of a powerplant. Not one that’s going to win any performance metrics, but characterful with an enjoyable torque delivery that allows for some good fun when the moment presents itself.
Suspension offers minimal adjustability on the V9 Bobber, just preload on the shocks
40 mm forks are supported by a set of pre-load adjustable shocks at the rear which along with a bench style seat make for a very traditional silhouette, and while all look fairly simple they were more than up to the job.
It’s worth mentioning here that this is the Centenario version which commemorates 100 years of Moto Guzzi with a special paint scheme that is far more eye catching than the standard V9 Bobber black. That extends to the seat in brown leather with contrasting stitching that looks the business.
The Centenario stands out with the green and silver paint and brown seat
The silver 15 L tank scores the Moto Guzzi eagle motif, V9 Bobber adorned side-panels in green with matching front guard. The largely blacked out engine dominates the bike, with a shaft final drive, dual exhausts and single front disc which helps show off the wheel.
An LCD dash is controlled via the switch mode button and there’s traction control to offer some additional peace of mind. We had pretty mixed conditions for the Moto Guzzi ride day but during my two weeks with the bike I never saw it activate, regardless of how slick or slippery it got.
An LCD dash is elegant and the left switchblock easily toggles through the settings
Features which stood out as worthy of mentioning were the eagle adorning the engine behind the front wheel, full LED lighting and relaxed ergonomics, along with a great overall build quality helped by a very minimal use of plastic.
Brembo provide the single large 320 mm front rotor and four-piston caliper, while there’s a 260 mm rear with two-piston caliper, and both are backed by dual channel ABS.
Chunky 16 inch wheels look the business and are mated to Brembo brakes
Certainly parking the V9 Bobber alongside other Moto Guzzis of every era at the ride day, you greatly appreciate how true to the character and identity of the Guzzi brand they’ve stayed, and while the well ridden quality of the older machines normally made them easy to pick, you can see why people come up and ask if you’re riding a classic bike when out and about on general rides.
Little details also stand out on the V9 Bobber
That authenticity carries a $19,330 ride-away price tag in Centenario form but it is worth mentioning these bikes are still produced in Italy, including from I understand most of the components from within Europe. A cynic may ask whether it matters, as long as the component quality is there, but I’d say it’s much easier for me personally to justify premium pricing when you’re not producing bikes or most of your components in China, Thailand or India. That’s a pretty subjective judgement however…
The V9 Bobber was the perfect weapon of choice for the Moto Guzzi ride day of course, with the route from Tempe down through the National Park to Headland Hotel being a relaxed day ride, often with the rain pattering down.
Heading out of Sydney on the Moto Guzzi V9 Bobber
Granted a ride day with a hundred other Moto Guzzis adds a certain special element which really reinforces the experience and brand identity, but it’s great to see the community Guzzi has created and also offers a glimpse of what you could be a part of.
The V9 Bobber itself is an easy bike to jump onto, which in cruiser style is long and low, making for easy handling that encourages smooth riding, arcing lines and a laid back approach. It’s by no means the lowest of cruisers, and the mid-peg placement was right where I wanted to put my feet down, but those are small complaints.
The V9 Bobber is also an easy machine to jump onto, with relaxed ergos and a relatively low seat height
I did find myself dropping a shoulder into the corners in a more exaggerated manner than I’m used to on nakedbikes or my dirt bike, however the V9 Bobber can really be hustled along. Ground clearance only became an issue when I did a few laps of the Old-Pac north of Sydney and was getting a bit more boisterous, without any attempt to keep the bike upright.
That transverse-twin provides nice torque throughout if you’re shortshifting and being lazy, with good pickup, but keeping the bike on the boil and using the gearbox with a bit of light braking into corners was my preference. The kick on an opening throttle is really impressive too, with most of your torque being available right down low, which makes punching off from the lights great fun.
The V9 powerplant offers a great range of torque off throttle opening, ensuring a rewarding character
The V9 is no speed demon, but getting up to speed and checking your review mirrors to see all the cagers left far far behind carries plenty of satisfaction for me, which may seem a bit immature but no laws are being broken to do that.
For a Bobber, which honestly conjures images of back-breaking rear suspension and harsh reactions over big bumps I was in for a surprise. The front end was well sorted and hard to fault, while the long day in the saddle heading down south left me with just a bit of muscle ache across the top of my shoulders.
A comfortable seat on the V9 Bobber certainly helps on longer rides
With a few breaks the seat was comfortable and the suspension pretty commendable from a 70 kg rider’s perspective. Not perfect by any means, but nicely sporty, well suspended and generally only transferring a harsh jolt up my spine when I rode over a decent pothole, rather than avoiding it. Granted that may be different if you’re local roads resemble adventure tracks, but a Bobber is always going to thrive on better surfaces.
I’ll admit what I really liked most about the V9 Bobber was that beautiful cruising characteristic, with ample torque, measured handling and great sensation of speed – at fairly regular road speeds, without needing to be constantly checking your speedo. The V9 Bobber is however also well capable of being hustled along, with a quick turn of direction just a nudge of the wide bars away, if you’re looking to square off those corners or drastically alter your line.
The V9 Bobber is well capable of delivering thrills through the twisties
The brakes, despite being Brembos certainly weren’t eye-popping, ridiculously powerful or heavy on bite, but then I don’t really look for that on a cruiser and with the exception of Ducati’s Diavel have never seen otherwise. There was good power, reasonable feel and ample combined performance, which again with a lot of the wet weather we’ve been having has shown a system which won’t have you constantly relying on the ABS for broken traction on the brakes. Those Dunlop D404 tyres do get some of the credit of course.
Highway riding was the one area the Bobber was less well equipped to handle, with little in the way of wind protection and on one sections just out of Sydney a little oscillation was felt in the front, which may just be the road surface there which is scored in the direction of travel. My other criticism was that I did need to be careful to let the shifter fully return after shifting into second, otherwise I’d miss third when rapidly upshifting, however to the bike’s credit it handled that mistake well, and that is mainly a rider issue.
The Moto Guzzi V9 Bobber is definitely a machine you need to test ride, not go off a spec-sheet
Overall Moto Guzzi’s V9 Bobber isn’t the most impressive bike on a spec sheet, although the traction control and Brembos are a standout, however the update and subsequent boost in performance moves the latest edition of the bike from a relatively staid option in my mind to something with more teeth to go along with that exceptional character and manners.
2021 Moto Guzzi V9 Bobber Centenario
$19,330 ride-away for the Centenario edition of the V9 Bobber also captures a pretty special moment in history, as the Italian manufacturer reaches 100 years, with this machine by no means chasing the competition to the bottom on price. Certainly you’re getting a piece of Italian history, great build quality and plenty of tradition with a modern Guzzi. Not for everyone, but then what is?
2021 Moto Guzzi V9 Bobber Centenario
2021 Moto Guzzi V9 Bobber Centenario
2021 Moto Guzzi V9 Bobber Centenario
Engine
Transversal 90° V-twin, two valves per cylinder.
Cooling
Air
Displacement
853 cc
Bore and stroke
84 x 77 mm
Maximum power
65 CV (47,8 kW) – 6.800 rpm (Also available at 35 kW, A2 driver license)
Maximum torque
73 Nm – 5.000 rpm
Compliance
Meets European Directive Euro 5
Emissions
119 g/km (CO2)
Consumption
4,9 l/100 km
Gearbox
6 speed
Fuel tank
15 l (4 reserve)
Seat height
785 mm
Dry weight
194 kg
Kerb weight
210 kg (According to guideline VO (EU) 168/2013 with all fluids, with standard equipment and fuelled with at least 90% of usable tank volume).
Front suspension
Hydraulic telescopic fork Ø 40 mm
Rear suspension
Swingarm Twin-sided with two spring preload adjustable shock absorbers
Front wheel
Lightweight alloy, 16″ 130/90.
Rear wheel
Lightweight alloy, 16″ 150/80.
Front brake
Stainless steel floating disk Ø 320 mm, Brembo caliper with 4 differentiated and
opposed pistons.
Rear brake
Stainless steel disk Ø 260 mm, floating 2 pistons caliper.
Features
Full LED lights package with DRL, LCD dashboard, MGCT Moto Guzzi Controllo di Trazione, Standard double channel ABS.
