Moto Guzzi V7 Sport (2025) Review: Speed Twin 900 rivalling sports retro roadster tested

Guzzi’s V7 is nothing less than an Italian icon. The 1967 original introduced the historic brand’s ‘signature’ transverse V-twin shaft drive powertrain, which has been at its core ever since, while its 2008 revival offered a credible rival to Triumph’s Bonneville retro roadster.

A V7 Sport then followed the original in 1971 with extra performance and better cycle parts which led to the 850 Le Mans, with the 1971 machine today arguably the most collectable Guzzi of all. While that bike, too, most memorable for its iconic ‘Verde Legnano’ (olive green) livery, led to a short-lived retro reincarnation in 2009.

For 2025, with the V7 family now Guzzi’s best sellers, a new V7 Sport is back as the flagship of its reorganised and updated three-bike range and features uprated brakes, suspension, performance (as part of a Euro5+ upgrade) and equipment.

Set to most closely rival Triumph’s also updated-for-2025 Speed Twin 900, we spent an afternoon riding the new V7 Sport in Italy from Noale north into the snow-capped mountain foothills on a mix of damp and dry switchbacks in temperatures in the high teens.

What’s new

There are a raft of updates and improvements throughout the 2025 V7 family on top of the Sport’s fancy forks and brakes. Along with the across the range new ride by wire, two riding modes (Road and Rain), cruise control and new switchgear comes a round LCD digital display (which is actually an update on the one on the old V7 Stone) and smartly restyled side panels. In addition to that, the new Sport model also gets an additional ‘Sport’ riding mode, a fuel gauge incorporated into its dash, bar-end mirrors, restyled, shorter mudguards front and rear, new, 1.8kg lighter cast wheels, sweet detailing including a bespoke aluminium top yoke and headlamp brackets, handlebar clamp incorporating a ‘V7 Sport’ logo and bespoke saddle with distinctive red stitching. Thankfully, this time round with its revived V7 Sport, Guzzi has also resisted the temptation to fit low-clip-on bars and rearsets which made the 2009 version, although certainly a looker and engaging ride, agony over any sort of distance.

Price, colours and availability

In standard trim the new V7 Sport is priced at £9700. At the time of writing the prices of the updated V7 Stone and Special have yet to be released but with the 2024 versions listed at £8350 and £8750 (actually, they’ve just been discounted to £7600 and £8000 respectively) we’d expect them to be slightly up for 2025 with the Sport the priciest of the three. Incidentally, due to the beefier forks and extra front disc, the Sport is also the heaviest of the three, by 2kg.

Colours-wise, all three V7 models come in two different schemes, with the Sport again in iconic Sport green (as per the 1971 original) or grey. All are expected in dealers in April.

The obvious direct rival to the V7 Sport is Triumph’s also new-for-2025 Speed Twin 900 which is a fair bit cheaper at £9195 but also less powerful and arguably less authentic (being liquid-cooled and made in Thailand where the Guzzi is built in the original iconic factory at Mandello del Lario on the banks of Lake Como). Another possible contender is Royal Enfield’s café racer version of its popular 650 twin, the Continental GT, which is currently priced from just £6799 but is smaller, even less powerful (at 47bhp) and much more basic in terms of suspension, brakes and electronics.

What’s it like to ride

First impressions, as we meandered out of downtown Noale, is that little has changed – and in terms of the V7 Sport’s riding position, very little actually has. The seat, though new and with a slightly sportier profile, remains an easily accessible 780mm high; the familiar and distinctive 22-litre tank (larger, incidentally, than most rivals) is ‘old school’ style slim; pegs are slightly forward compared to some, and the bars are upright and broad. All of this gives a riding position that’s upright and familiar (and noticeably MORE upright than its Triumph rival) and also a sense of a bike that’s on the ‘cute’ side of accessible (I’m 6’3” and this latest V7, like all previous incarnations, still feels a little on the ‘dinky’ side). Yet it’s also one that’s tempered with a slightly hefty, wrought-from-solid feel that also gives a sense of reassuring planted security.

That said, negotiating assorted Italian roundabouts is a piece of the proverbial ‘panettone’ (sorry, couldn’t resist). The wide bars give plenty of leverage; the engine layout and shaft drive means most of the weight is carried low;  the Michelin Road Classic tyres prove to be sufficiently reassuring over a wide variety of surfaces and sometimes greasy conditions, and the ride provided by the new preload-adjustable inverted forks and twin rear shocks (also only preload adjustable) is secure and planted but with a slightly premium feel I don’t remember on previous V7s. “Sport’ may be pushing it a bit in terms of handling. This is still and old school bike with fairly lazy steering but there is an enjoyment to hustling it through the twisties and I defy anyone not to smile to the accompanying soundtrack from that booming, rumbling twin.

Instead, it’s the uprated engine and performance of the V7 Sport (and those presumably of the near identical Stone and Classic) which initially impresses most. Although the lazy, torque-twisting starting is still there (some call it ‘character’), at most other times the further-improved 853cc V-twin is a peach with a fat, flexible midrange from just 3000rpm and an accompanying, also improved aural soundtrack, shining brightest brightest of all. Sure, f.inding neutral first time is a fine art. But it’s also the sort of authentic, grunty, rumbly mechanical experience most actually want in a retro roadster yet still has enough modern refinement to make life pleasant. And, if you’re in the mood, it’ll willingly thrash and rev up towards 7000rpm, too. The new modes have enough definition to make a difference; the extra Sport mode feels just that (although most of the time softer Street is more than sufficient), its fuelling and throttle response are both faultless and, if the gearbox is slightly clunky and neutral sometimes a little hard to find, well, it’s all part of the experience.

The V7 Sport’s braking upgrade is even more conspicuous. It’s worth pointing out here that the move from single disc and conventional caliper to the Sport’s new set-up is a significant if not over-top move. Previous V7s had not just a single disc but also ‘only’ a conventional four-piston Brembo; the new Sport gets not just twin discs but two uprated Brembo four-piston, radially mounted calipers of the sort more normally associated with superbikes. The result, where before the V7 at times felt a tad under-braked, the new Sport has simply bags of it, so much so, in fact, you’ll be glad of the IMU-controlled cornering ABS. It’s also worth noting, however, that not just the power but the feel from the lever is also heightened and both levers are also usefully span-adjustable, so there’s no real cause for concern – it’s just a big step up in braking power.

‘So, the new V7 Sport is a sporty retro roadster – and not much else?’ Well, no, not quite. The fact Guzzi hasn’t fiddled with the V7’s riding position to create this second stab at a Sport is a big bonus in my book. As a result, the new version is just as easy transport around town as the other V7s, a possible pillion bike (if you’re both not too large) and, thanks also to a newly expanded range of factory accessories, a potential short-haul tourer as well. Moulded panniers, trendy ‘satchels’, screens, heated grips, tyre pressure sensors and more are all available as optional extras. And if your taste is simply into personalising, you’ll also be pleased with the wealth of custom billet items now on offer. There’s even a range of coordinated Guzzi clothing and even helmet options, too.

Overall comfort is good as well (although, admittedly, our test ride only covered four or five hours and around 60 miles). The suspension gives a firm but controlled ride with a sense of added refinement. The new Sport seat didn’t draw any nether region niggles during my duration and there are also Comfort and Low aftermarket options available. The riding position, as mentioned, is very natural, even for my 6-foot three bulk, and the big tank range and standard cruise control are welcome additions, even if the latter is a little basic.

As that last item implies, however, the new V7 Sport isn’t perfect, either. Although the uprated LCD dash is functional and includes everything you need, its style and the fact that it’s only an LCD (not TFT) irritates and seems out of date. I know the previous Special model’s old twin analogue dials will no longer be compatible with the new ride-by-wire and modes, but they were far more pleasing on the eye. The new switchgear is also a little flimsy and crude, too (although I could live with it).

Verdict

Overall, however, I think Guzzi are on to a winner with the new V7 Sport. The original was a game-changing icon; the first 2009 revival machine looked great but was let down by an overly extreme riding position and underwhelming 46bhp engine performance. But this version is the retro reincarnation it always should have been.

The V7’s latest engine improvements cement its status in being up with the best of bikes of this type; the uprated suspension, brakes and Sport mode give the Sport model a classy, sporting edge that justifies its premium price; it handles pleasingly and this made in Mandello machine, from the same Guzzi that’s now over a century old (rather than being a badge bought by a foreign manufacturer) gives all of the V7s an authenticity and character none of its rivals can genuinely match.

No, it’s not perfect. Some aspects remain a little clunky and crude (although some might also argue that’s part of the appeal), I found the dash jarring and would also personally prefer the chrome wire wheels and exhausts from the V7 Special – but much of that is subjective, I know.

But what’s undeniable is that the new V7 Sport, overall, is a real charmer, with just enough performance and ability to satisfy, no major faults, an extra premium appeal and an authenticity and Italian flair its rivals simply can’t get near.

Pics: Milagro

2025 Moto Guzzi V7 Sport specs