GT di Razza Pura
- Jun 13, 2020
- Eastern Ontario - Western Quebec
The 744cc displacement was one of the benefits to getting my Anniversario as it helps keep the already expensive insurance more manageable, but over 750cc it yup, lots more money, and don't even think about over 1100cc unless you have real deep pockets.Are you talking about the tax disc cost which equates to North American tag or plate fees ?
It doubles when you go from 750 to 850 wow !
My guess is, V7III and V9 will go away as soon as stock is depleted... whenever that happens to be. I'd be surprised if they hadn't already stopped production of those models some time ago.
butAre you talking about the tax disc cost which equates to North American tag or plate fees ?
It doubles when you go from 750 to 850 wow !
The other pet peeve is bike sizing, the are all made for @#$&$# PORG’s ( Persons of restricted growth ).
Can someone please make a small displacement bike where someone over 6’ is not folded up like a pretzel !
My wife and I are both 6'2" (her with a 36" inseam). We both find the V7III perfectly comfortable. My main ergonomic gripe with it is that I don't like the upright position and wide stock bars - if her bike were mine, I'd have low clip-ons and rear-set pegs on it. Its all personal preference, though.
It's not just tall people either, I have a female friend who is all of 5.5' and she rides a Ducati 848. She says about an hour (unless it's all twisties) and she is ready for the chiropractor.I was talking to a guy taller than I riding a Repsol 1000cc Honda and he said he could not ride for much more than an hour... without taking a break.
GTM said:I can promise you it's the V85TT engine. A simple timing chest cover swap is all that's needed on the engine. The wider swingarm/wheel from the V9 was added finally. Wish they had just used the V85TT mono-shock set up... though visually I can understand why they didn't.
Yes - The V7 does fit me but not that many others did - and forget about anything smaller cc fitting !
I was talking to a guy taller than I riding a Repsol 1000cc Honda and he said he could not ride for much more than an hour... without taking a break.
That would be more related to suspension, fork diameter and geometry (slide your forks up if you haven't). I'll be curious to see what they did to the headstock.Regarding “addition of steel elements in headstock area “ from press release . I’ve always have had strange handling in front end when hard over in curves with irregular pavement. Hopefully this will cure that problem as there is definitely some flex going on.
From the Piaggio/Guzzi Press release...
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INTRODUCING THE NEW V7 850
More than fifty years after the launch of its first unit, Moto Guzzi is proud to present a new and important evolution in the history of the V7, a prominent symbol of Italian motorbikes around the world.
The revamping is so profound that the progressive numbering in Roman numerals, which had characterized the various evolutions of the model since its return to the market in 2007, is gone. But the character and authenticity remain intact, as these values are destined to last over time and embedded in the genetic code of every Moto Guzzi.
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Two versions are available: the patriarch, V7 Stone, with its strong and minimalistic style, is joined by the V7 Special, with its classic and elegant lines.
A new Moto Guzzi engine makes its début on the new V7, a close derivative of the one that powers the V85 TT. This is the most recent and modern drive built in Mandello, which guarantees better performance and overall greater efficiency in order to provide maximum riding pleasure, fun and reliability.
It has 25% more maximum power, going from the previous 52 hp at 6200 rpm to the current 65 hp at 6800 rpm. Maximum torque has also increased significantly, going from 44 ft-lbs at 4250 rpm to the outstanding value of 53 ft-lbs at 5000 rpm, with more than 80% of the torque already available at 3000 rpm.
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Many new features have been introduced to improve stability and comfort, leaving the proverbial handling of the Moto Guzzi best-seller unaltered.
The frame has been evolved with the addition of steel elements in the headstock area, whereas the new pair of shock absorbers with greater travel and the new, two-tier saddle ensure greater comfort. With this same goal in mind, brand new rider footpeg support are used.
Moto Guzzi V7 Stone has the new, full LED light system with the headlight that includes a DRL in the shape of the Moto Guzzi Eagle, whereas the new instrument cluster is perfectly in line with the look of a minimalist motorcycle, entirely digital on a single, circular dial. The aluminum wheel rims, in the sporty style that equips the Stone, are also new; the rear rim is shod with a wider 150/70 tire.
Discover more at MotoGuzzi.com
Shit, so it was complete overhaul at that point. makes sense. Makes me want to have another V7 in the stableWell covered in this thread, start here; https://www.guzzitech.com/forums/threads/v85-tt-info.17940/page-4#post-141700
As a recap for this thread...
The V85 engine is an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder. Engine capacity is 853cc and can boast an output ratio of almost 100 HP/liter while delivering 80 HP and 59 ft-lbs of torque at 5,000 rpm (power @ crankshaft, not rear wheel), with 90% of the torque already available at 3,750 rpm. Part of the power increase is via new MM 7SM ECU/EFI w/52mm throttle body. This is the first Moto Guzzi small block engine that can easily reach 8,000 rpm.
The crankcase is a new design and is stiffer, in order to fulfill its new role as a stressed member in the frame. Moto Guzzi further strengthened the design with frame connections and strengthening elements in the internal stud bolt area. It also features ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that removes the need for an oil cooler, thus reducing the overall weight.
The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubrication from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines while upping throttle response speed and significantly reducing any vibration.
Cylinders are of reduced height, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. Low-profile pistons are used while the flywheel and generator have been boosted. Electronic management is further entrusted to a multimap Ride-by-Wire throttle control.
Significant work has been done on the gearbox to make it smoother and more precise. Ratios are new and a triple ring system is introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new.