P92
RIDE REVIEW I 2026 MOTO GUZZI V7 SPORT
horsepower at 6900 rpm and
58 pound-feet of torque at 4400
rpm, with a claimed 95 percent
of said torque available to the
rider from 3500 rpm.
Numbers like that won't ruffle
too many feathers, but on the
road, they translate into a delight
-
ful spread of performance that's
going
to appeal to almost all rid-
ers, regardless of skill level.
With the torque
available so
low in the rev range, you can
short-shift lazily through the
gearbox and ride the sub-5000
rpm wave, or you can get sporty
with it and blast up through the
rev range to the above 7000 rpm
mark, at which point there's a
seam was bearable for no more
than 45 minutes at a time.
Thumb the starter, and the
transverse 90-degree V-twin
comes to life with that signature
sideways rock and a muted
burble from the twin pipes. I love
the "transverse rock," it gives the
V7 (or any Moto Guzzi, for that
matter) a personality that's in
-
stantly recognizable, even when
compared to
a BMW air-cooled
flat-twin.
The engine itself is the latest
evolution of Moto Guzzi's 853cc,
air-cooled V-twin, producing 67
It's hard to characterize a
V7, and I think that's how Moto
Guzzi likes it. It's a trifle small
with a seat height of 30.7
inches. The seat is narrow
but well-padded, the cockpit
compact, while the handlebar
position nudges you forward
into a stance that is about three
percent forward into the sporty
realm.
There's a sense of propor
-
tion here that makes the V7
Sport
approachable to riders of
many sizes, though taller riders
will doubtless find themselves
wishing for a little more room to
stretch out, as the bend in the
knee for me with a 32-inch in
-
Hello, handsome. The V7
Sport will turn some heads on
your next ride.
