Very few manufacturers are able to do heritage quite like Moto Guzzi.

With those stunning classic looks, bilateral v-twin, shaft drive and Italian production, the V7 III is pretty darn close to that V750 of old, and after a few hours of riding it you really start to enjoy just what the V7 III is all about.

So without further ado, let's get into my full road test review, shall we?

When it comes to looks, the V7 III really stands out. With its matte Bronze fuel tank and blacked out components it just looks awesome and with a rather mean edge. With that 750 V-twin lump positioned sideways it really helps make the Moto Guzzi V7 stand out from its competitors. There really isn’t any other bike out there from another manufacturer quite like a V7.

Whether pulled up outside a shop or going down the motorway, people stare at the V7, clearly struck with just how unique and good this thing looks. Bikers and non-bikers seem to really love the style of the V7.

Not only do Moto Guzzi want to keep the V7 as close to the V750 as possible, they in fact still make the V7 in the same Italian factory after all these years – I don’t think many manufacturers can offer that for their heritage bikes.

At the heart of the V7 III is that big ol’ 744cc air cooled V-Twin which kicks out 52 Italian horses and 60nm of torque. Now, 52 horsepower isn’t going to break any records but the V7 really isn’t about lunacy and crazy power, it has enough power for what you need and expect from a bike like this. It is also worth mentioning that although the V7 isn’t very powerful it does have traction control as standard!

For Moto Guzzi it is all about offering that true old school V750 feeling with as little compromise as possible. That 90-degree V-twin motor is accompanied with a longitudinal crankshaft which means you get an experience like no other. Admittedly, it takes a few miles to adjust to how the v-twin and crankshaft perform (well it did for me) but when you do get things going smoothly you start to fall for the V7’s charm.

I hadn’t been riding the V7 for long and was just about to join the M1 when I looked down and saw the dash flashing alarmingly at me. I instantly feared something was wrong, but the bright red flashing hazard icon was in fact telling me to change gear! Being a typical V-Twin, you soon find yourself rifling through the gears, failing to do so and stretching the gears a bit further will see you told off with the bright red warning message.

The Moto Guzzi V7 III Stone can reach a top speed of up to 109mph.

The Moto Guzzi V7 is definitely not a hooligan’s machine, so those looking for a sportier performance might want to look elsewhere. The acceleration is still very respectable and will give you plenty of confidence for overtaking and travelling on fast roads.

With a V-twin you know that the rev range on gears won’t be very high, so you do progress through the gears quickly. The clutch will possibly feel a bit heavy after a few hours riding without a stop, even though it is not the heaviest of clutches, but I think you’re likely get a bit of hand/wrist fatigue after a few hours of use.

The gear box is solid, I definitely felt the clunk for gears 1-4. On 5-6 I didn’t really feel it move position much at all, but the digital dash gear indicator provides you with reassurance by telling you what gear you are in.

I did find neutral was delicate to start off with, but again this isn’t an issue, it was just the time it took for me to get used to it.

The V7 III holds the road really well, though you as a rider are slightly open to wind buffering because it is a naked bike at the end of the day. The V7 allows over taking vehicles on dual carriage ways to feel good, solid and confidence inspiring.

At the front, the V7 III has a 320mm single floating brake disc and at the rear there is a 260mm floating disc, both of which are sport Brembo callipers. With a single disc on the front, this again cements the fact that the V7 isn’t a machine with hooning in mind. That 320mm disc, though not a sharp or overly powerful brake, is still progressive and slows you down rather nicely whilst also providing you with all the stopping power you need. Typically, the rear brake is quite gradual, so don’t expect to be reliant on this too much.

Onto the suspension, for me, it is quite soft, and the seat is very comfortable, so generally it’s very pleasant and enjoyable for cruising along with that neutral seating position. It is worth noting that the soft suspension is prone to feeling large bumps and potholes, but for the most part you’ll experience a very relaxed ride. I did a few longer journeys on the V7 and found it to be comfortable and great for those lengthier trips.

As expected, the switch gear and dash on the V7 III are stylish yet minimal. A tachometer is omitted, but you do have the typical speedometer and odometer, with an additional mode button to go through your options on the small digital display. As well as being alerted to high revs and promoting to up gear, the display on the V7 also includes a gear indicator to tell you what gear you are in. For most part this worked well, though I did have a couple of times where it wasn’t perfect.

The switchgear was all positioned nicely and worked as it should. Everything felt good and solid with no cause for concern and was easily reachable with no awkward positioning of controls.

With its embroidered Moto Guzzi wording on the rear, the seat is well designed and very comfortable. In fact, it is very accessible too, coming in at just 770mm high so it is a great seat height for most riders.

Currently to get your hands on a Moto Guzzi V7 III Stone Night pack in the UK it will cost you from £7,499, but there are of course other versions of the V7 available.

If you are looking for a true heritage feeling from a modern motorcycle, you’ll be pushed to find a more genuine example than the V7 III. Still being produced in Italy, while keeping those gorgeous Moto Guzzi looks, it is definitely a bike that grabs attention.

It took a good few miles on the V7 before I started to get truly comfortable, but with every additional mile, I enjoyed riding it even more and was able to appreciate it for what it is.

I found myself planning for bends more and with the weight of the v-twin in front of your legs I was just a little more cautious than I would normally be. This isn’t necessarily a bad thing, and could just be me, but I definitely found myself thinking about each bend a bit more. Again, as soon as you get used to the way the V7 behaves, with the weight, V-twin motor, and shaft drive, everything just becomes far more fluid and you start to really enjoy the V7’s characteristics.

The V7 III holds the road really well, though you as a rider are slightly open to wind buffering because it is a naked bike at the end of the day. The V7 allows overtaking vehicles on dual carriageways to feel good, solid, and confidence inspiring.

Overall, riding the V7 is an enjoyable experience, I felt chilled riding it. For me it is not a bike where you ride it to the edge of its capability – you ride it to enjoy the bike and its characteristics and find yourself cruising along with nothing to prove.

• Stylish and great road presence
• Overtaking is made easy and instills confidence
• Accessible seat height + comfortable

• Tech is quite basic 
• Won't be in everyone's budget 
• If you're looking for sporty performance, this beauty might not be for you

So there you have it, I hope you enjoyed my full road test review on the 2020 edition of the Moto Guzzi V7 III Stone!

Last but not least, if you have your very own Moto Guzzi V7 III Stone, or perhaps another motorcycle you need to insure - make sure to get a motorcycle insurance quote direct from Lexham!

Model name	Moto Guzzi V7 III Stone Night Pack
Fuel tank	21L
Engine	744cc V-Twin, air cooled producing 52hp @ 6200rpm and 60nm @ 4900rpm
Brakes	Front: 320mm floating disc with Brembo callipers Rear: 260mm floating disc with Brembo callipers
Suspension	Front: Telescopic Forks Rear: Twin shock absorbers
Seat height	770mm
Weight	209kg (90% of fuel)
Price	£7,499