Moto Guzzi V7 Special

How does the V7 Special differ from the V7 Stone?

The V7 range has three models sharing the same engine, frame, 21-litre tank and 780 mm seat. Moto Guzzi pitches the Special as the one closest to the spirit of the original: where the V7 Stone goes for matt paint and no chrome at all, the Special plays the classic elegance card.

In practice, it gets:

• wire-spoked wheels with polished rims and black hubs instead of the Stone’s six-spoke cast wheels;
• machined cylinder fins that let the aluminium shine through the black engine finish;
• plenty of chrome: the headlight bezel and, in the official photos, exhausts, mirrors, passenger grab rail and shock springs;
• its own black seat;
• two glossy paint schemes, Nero Smeraldo (a very dark green with gold pinstripes) and Bianco 1969.

Those finishes come at a price: 223 kg ready to ride with the tank 90% full, 5 kg more than the Stone, and €500 more at the dealer.

How much does it cost in 2026?

Moto Guzzi France lists the V7 Special at €10,100 (recommended retail price on its website in October 2026), against €9,600 for the Stone and €11,100 for the V7 Sport. Some dealers still show €10,050, the previous price. The 2026 model year brings no change to the bike, as Moto Guzzi simply carried over both colours: its French website still presents the Special as a 2025 model, whereas the Stone and Sport have moved on to the 2026 model year. Check the exact price with a dealer, as offers may apply. In the United States, where it is sold as a 2026 model, it costs $10,490.

What did the 2025 update change?

The Special lost some of its individuality. From 2021 to 2024 it stood out with a halogen headlight and twin analogue clocks, while the Stone already had LED lighting and a digital instrument. Since the update unveiled at the Milan show in November 2024, every V7 shares full LED lighting, with a daytime running light shaped like the Moto Guzzi eagle (inside a chrome bezel on the Special), and a single round digital display. MCN isn’t a fan: the British magazine reckons the display and new switchgear don’t suit the bike’s classic lines.

In return, the Special gets the range’s technical upgrades: Euro 5+ compliance, ride-by-wire (the throttle sends an electronic signal to the throttle body instead of pulling a cable), two riding modes and standard cruise control.

What is the engine like?

The 853 cc transverse 90° V-twin (84 x 77 mm) is still air-cooled, with two valves per cylinder worked by pushrods and rockers. It makes 67.3 hp at 6,900 rpm and 79 Nm at 4,400 rpm, up from 65 hp and 73 Nm on the 2021-2024 generation. Moto Guzzi claims 95% of the torque is available from 3,500 rpm, Bennetts BikeSocial reports. The changes include a 27% larger airbox, oil jets cooling the pistons, an extra oxygen sensor and a single 52 mm throttle body.

The single-plate clutch runs dry, the gearbox has six speeds and final drive is by shaft, so there’s no chain to look after. The engine is derived from the Moto Guzzi V85 TT’s. We found no full test of the Euro 5+ Special, but MCN, which rode the V7 Sport with the same engine, reports up to 20% more torque between 3,000 and 4,000 rpm and says none of the upgrades have robbed the twin of its soul.

How does it ride?

The chassis has barely changed since 2021: tubular steel double-cradle frame, non-adjustable 40 mm conventional fork, twin Kayaba shocks adjustable for preload, and 18 and 17-inch wheels with 100/90 and 150/70 tyres. Braking relies on a single 320 mm floating disc with a four-piston Brembo caliper up front and a 260 mm disc at the rear.

Tests of the 2021 Special, which shares this chassis, describe an easy bike at a relaxed pace. Ultimate Motorcycling found it agile in town and liked the soft initial bite of the front brake, but warns that the suspension can’t soak up big potholes. Cycle News felt the fork was a little undersized for the weight and the suspension on the soft side, whereas Le Repaire des Motards found it firm, while praising rock-solid stability at high speed. The overall verdict: this isn’t a bike for attacking corners, as ground clearance and the single front disc soon reach their limits. MCN adds that once the left footpeg feeler is worn, the side stand can drag.

What electronics does it have?

MGCT traction control and ABS are standard. Road mode gives a progressive throttle response and moderate traction control; Rain softens the response and lets traction control step in earlier. Cruise control is operated from the left switchgear. There’s no cornering ABS: the inertial measurement unit (a sensor that measures lean angle) is reserved for the V7 Sport. Moto Guzzi MIA smartphone connectivity is optional, as are hard panniers with 42 litres of total capacity, alternative seats and heated grips.

Can you ride it on an A2 licence?

Yes, once restricted. With 49.5 kW as standard, it stays below the 70 kW ceiling for A2 restriction, and Moto Guzzi lists a 35 kW version for A2 licence holders. Ask your dealer about the cost of that version.

Who are its rivals?

The Triumph Bonneville T100 (€11,695, 65 hp, 228 kg) is its most direct rival in style, with spoked wheels and chrome: the Special is cheaper, lighter and shaft-driven. The Triumph Speed Twin 900 (€10,295) and Kawasaki Z650RS (€8,399, 187 kg) take a more modern approach. The Royal Enfield Interceptor 650 costs €7,690 and can be ridden on an A2 licence without restriction. The BMW R 12 nineT, another shaft-driven retro, plays in a different league: 109 hp for €18,300.

Where does it come from?

The first V7 appeared in 1967. Moto Guzzi revived the name in 2008 with the 744 cc V7 Classic on spoked wheels, which became the V7 Special in 2012. It has since followed the range’s evolution: V7 II in 2015 (six-speed gearbox, ABS, traction control), V7 III in 2017 (52 hp), the switch to 853 cc in 2021 and Euro 5+ in 2025.

Any recalls?

No recall covers the 2021-2026 V7 Special in the NHTSA (United States) and RappelConso (France) databases, checked in October 2026.