First I'll admit, I haven't spent a ton of time on the small block '09-12 V7 or older similar Breva/Nevada 750 platforms (as I'm a big block addict), but I have recently done a few modifications to several '12s as found here on the Forum. These post modified machines are my baseline for the following thoughts...
Swinging a leg over the new bike feels familiar, but once you look for the fast-idle lever (which there isn't one) and thumbing the start button, most of the similarities end. The normal twist-the-throttle-to-start sequence is required to bring the motor to life, and it quickly idles down to a 1500 RPM rough rumble, where it stayed for the entire duration. A few blips of the throttle while still cold, and the motor is certainly more responsive stock then the '12 was. I still wasn't expecting much with the new specs of a twelve percent increase in power. That said, I must admit I was pretty impressed with the increases the minute you let the clutch out. Guzzi claims seventy percent new parts in the new motor; raised compression from 9.2:1 to 10.2:1 with a redesigned air-box, single throttle body intake manifold with revised MM fuel-injection system and dual 02-sensors, one in each header just beyond the oil pan.
Where you'll feel the big differences between the old and new motor, is the bottom end torque when pulling away from a stop. Keeping it below four thousand RPM and short shifting, kept it moving forward with authority compared to the old motor. Add to that, an odd surge in power above five thousand RPM. It was actually very fun in the twisties, as the need to keep the revs up isn't as critical on this iteration.
For those who have rode the V7, you know that the big benefit is the bike's light weight and flickable stable chassis. No change in the suspension, which is the bikes only real downside if you weigh over, say, 170 lbs or are an experienced rider. With 195 lbs. aboard, the suspension bottomed harshly on even simple dips on surface streets. The price-point of the bike is like every other entry-level machines, corners are cut to keep the cost low, leaving plenty for upgrading. A big added benefit is the new tank is up to a claimed 5.8 gallons!
As much as I didn't think I'd say it, it's a pretty nice ride... capitalizing on the Café wave, it's certainly one of the rare retro "buy-new and enjoy with a warranty" bikes out there. If you're looking for great power and handling compared to most other modern 650~750 machines out there, look elsewhere. If you want a retro-ride with some amazing aura and history, this is it.
Swinging a leg over the new bike feels familiar, but once you look for the fast-idle lever (which there isn't one) and thumbing the start button, most of the similarities end. The normal twist-the-throttle-to-start sequence is required to bring the motor to life, and it quickly idles down to a 1500 RPM rough rumble, where it stayed for the entire duration. A few blips of the throttle while still cold, and the motor is certainly more responsive stock then the '12 was. I still wasn't expecting much with the new specs of a twelve percent increase in power. That said, I must admit I was pretty impressed with the increases the minute you let the clutch out. Guzzi claims seventy percent new parts in the new motor; raised compression from 9.2:1 to 10.2:1 with a redesigned air-box, single throttle body intake manifold with revised MM fuel-injection system and dual 02-sensors, one in each header just beyond the oil pan.
Where you'll feel the big differences between the old and new motor, is the bottom end torque when pulling away from a stop. Keeping it below four thousand RPM and short shifting, kept it moving forward with authority compared to the old motor. Add to that, an odd surge in power above five thousand RPM. It was actually very fun in the twisties, as the need to keep the revs up isn't as critical on this iteration.
For those who have rode the V7, you know that the big benefit is the bike's light weight and flickable stable chassis. No change in the suspension, which is the bikes only real downside if you weigh over, say, 170 lbs or are an experienced rider. With 195 lbs. aboard, the suspension bottomed harshly on even simple dips on surface streets. The price-point of the bike is like every other entry-level machines, corners are cut to keep the cost low, leaving plenty for upgrading. A big added benefit is the new tank is up to a claimed 5.8 gallons!
As much as I didn't think I'd say it, it's a pretty nice ride... capitalizing on the Café wave, it's certainly one of the rare retro "buy-new and enjoy with a warranty" bikes out there. If you're looking for great power and handling compared to most other modern 650~750 machines out there, look elsewhere. If you want a retro-ride with some amazing aura and history, this is it.
