MO Reviews / 2025 Moto Guzzi V7 Sport

Back in November, 2024, Moto Guzzi showed off their V7 Sport, updated with the latest version of their air/oil-cooled transverse V-twin. Now, Motorcycle.com has sent Nic de Sena out to ride the thing, and report back.

Here’s what we told you about the machine at its debut:

The Moto Guzzi V7 Sport model has returned to their lineup, integrating the latest-generation air-cooled transverse V-twin engine.

That means an 853 cc engine with 67.3 horsepower at 6,900 rpm, with six-speed gearbox and shaft final drive as standard. Max torque is 58.2 pound-feet at 4,400 rpm. It now meets the Euro5+ emissions regulation, and comes with Sport, Road and Rain riding modes, thanks to a ride-by-wire throttle that let Guzzi manage the power delivery more precisely. This is currently the only V7 model with Sport mode; the company’s PR says it “offers minimal traction control intervention, designed to enhance thrilling rides on dry asphalt with added safety. It also includes an engine map with a more responsive and dynamic throttle feel.”

The new ride-by-wire throttle let Moto Guzzi tune the engine to have more aggressive valve lift. Other changes include a new airbox, new oil jets for better piston cooling and a third lambda sensor in the exhaust that improved emissions while also allowing for a boost in torque.

There’s also a six-axis IMU that let Moto Guzzi include leaning-sensitive ABS and traction control (you can turn TC off, but you can’t turn ABS off).

And as to how the bike works in the real world: See a summary of Nic’s review below.

: With dual disc brakes up front and a USD fork, the V7 Sport lives up to its name, as the raciest model in the modern V7 lineup.

: As always, the V-twin engine with shaft drive is the highlight of the bike. Despite the modernization baked in by Moto Guzzi, it retains its old-school feel thanks to a two-valve-per-cylinder, pushrod-actuated top end. There’s lots of torque down low and in the mid-revs, but you will want to short-shift to enjoy the bike instead of wringing it out.

: That USD fork leaves the V7 Sport much more planted on the road than its predecessors, says Nic. He would have liked the ability to tune the damping, but it works well in stock form.

: An old-school LCD gauge; no new-fangled TFT. Nic reckons an old-school analog gauge or a modern dash would have been better.

: Cast aluminum wheels cut 3.9 pounds of unsprung weight, vs. the V7 Stone. That’s very noticeable at speed, letting the bike flick around much more easily, especially with the c-of-g already so low.

: Front and rear suspension come with preload adjustment, and that’s it. Despite retaining dual rear shocks, this bike is much more sporty than the other V7 models.

: A groovy Bat-Signal style front headlight, with LED lighting all-round. This made-in-Italy machine may be a retro machine, but it comes with all the basic niceties of modern electro-trickery: leaning-sensitive TC and ABS, which are not intrusive enough to ruin the fun of the old-school ride.

: While the brakes could be better, the clutch engagement could be better, and the suspension could be better-tuned, that’s not the point of this machine, says Nic: “The numbers don’t match the experience.”

: “At its core, the V7 Sport is a classic standard bike: direct, honest, and approachable, but it goes about in a way that few motorcycles, past or present, are able to do,” says Nic.