MOTO Guzzi is a manufacturer steeped in tradition and history.
The oldest European motorcycle manufacturer, which has continuously produced motorcycles since 1921, the Italian marque may be relatively unknown in Malaysia, but in the European world, the name Moto Guzzi conjures the glory and romance of racing in a bygone era.
The company, which was started by two World War I pilots and their mechanic, has an illustrious history in motorcycle racing and was known as the Ferrari of the motorcycle world. In those days, the Moto Guzzi machines led the pack of prestigious races around the world.
At the forefront of technology and innovation, in the 1950s, their technical brilliance culminated in their infamous V8 racebike that had a top speed of 275kph.
Still going strong after nearly a century, with the current popularity of retro motorcycles worldwide, brands like Moto Guzzi are undergoing a resurgence.
In Malaysia, new distributor Didi Resources has been tasked with the distribution of the motorcycles.
The company introduced the V9 Bobber at their showroom in Gasket Alley, Petaling Jaya in July this year.
The beating, pulsating, (and sometimes swaying) heart of the V9 is a 850cc V-Twin engine that can trace its roots all the way to 1965, when it first rumbled to life in the frame of the original V7.
Still built at the Mandello del Lario plant, the air-cooled 90° V-twin has a longitudinal crankshaft orientation.
The engine’s transverse cylinder heads jut out rudely on either side of the frame — somewhat like a BMW boxer engine does. The difference being the Boxer’s cylinders point outward 90 degrees perpendicular to the frame. The odd (by modern standards) layout gives the V9, just like the V7, the Moto Guzzi characteristic left-right wobble when being cranked up or revved.
Equipped with a 6-speed box, its final transmission is carried out by a double-jointed drive shaft to the rear wheel.
With 55hp at 6,250 rpm and 62Nm of torque at 3,000 rpm, the V9 is just slightly more powerful than a V7, but if you’re concerned about these figures, then this might not be the genre you’re looking for. The V9 isn’t the most powerful two-wheeler on the block, but it has more than adequate power to propel you to any destination on the peninsular at a decent enough clip.
In the metal, the Bobber looks and feels solidly built. It is all metal, and there is barely any plastic used at all by Moto Guzzi in its construction. It gives the bobber a feeling of robustness and durability that is not common nowadays with modern bikes.
The design is not what you would entirely expect from the term “bobber”. Bobbers are quintessentially motorcycles with a hacked off rear end, giving them a bob-tail in the process.
The V9’s rear end, which ends more curtly than the V9 Roamer, which is another variation of the V9, includes a relatively generous passenger seat.
Another differing aspect of the Bobber as opposed to the Roamer is the more crouched and sporty riding position.
Equipped with a lower drag bar and footpegs mounted 35mm higher and 100mm further back, the ergonomics is more active while at the same time being more spacious.
This riding position proved ideal for our ride to Cameron Highlands via Sungai Koyan. With 250km to cover and a delectable variety of corners to attack, the V9’s mixture of comfort and sportiness was the ideal bike to climb up to the highlands.
The V9 Bobber comes with 16-inch alloys, shod with Continental Milestone fat tyres. The balloon tyres give the V9 its unique look. Turns out handling wasn’t sacrificed in the process.
While the V9 is no canyon carver, it does deliver enough handling prowess to entertain. The tall, wide tyres mean the Bobber is quick to drop into a corner.
The Bobber is available in two colours. Nero Massiccio scheme with yellow chequered graphics or Grigio Sport with red chequered graphics.
Priced at RM74,900, including GST, but excluding road tax, registration and insurance, the V9 Bobber will set you apart from the rest of the pack, but at the same time, be a competent enough ride to enjoy any Malaysian biker route.
Moto Guzzi V7 III Stone
By Ahirine Ahirudin
I’ve always had a thing for vintage motorcycles.
If modern-retro styling was an art, the Italian-born V7 is close to being a masterpiece. And it’s not just a pretty face. The V7 is as satisfying to ride as it is to look at.
The Stone is not young. After 50 years of production, the V7 is now onto its third iteration. The V7 III remains Guzzi’s entry-level classic and comes in three versions: Stone, Special and Racer.
I rode the 744cc retro enroute to the recent Distinguished Gentleman’s Ride in Ipoh, Perak from Kuala Lumpur. We climbed the majestic Cameron Highlands with the V9 Bobber keeping company all the way.
With the transverse V-twin engine, Guzzi says the bike’s performance is improved by 10 per cent compared with the V7 II, producing 52 HP at 6,200 rpm. The Stone rides smoothly on the highway and was happy on Cameron’s sharpest corners. If you want breakneck speeds, the Stone is not the bike for it. With the Guzzi, you want to enjoy the ride and be able to take in the beauty of your surroundings.
I understood the bike’s character and its limitations, and that made the ride even more enjoyable. The Guzzi’s oversized cylinder heads next to my knees can feel somewhat intimidating, but the configuration that sends sideways rotational forces through the chassis as I open the throttle gives me a lot of confidence and satisfaction, especially when entering the corners.
The seating perch is near perfect. Standing at 171cm, the lower saddle height (now 770 mm from the ground) gives me complete control of the bike and the saddle-handlebar-foot pegs triangulation takes on ideal measurements. Kudos to the designers at Moto Guzzi for I experienced no numbness or cramps throughout the ride.
The Stone weighs 189kg. The bike looks heavy and bulky with its huge 21-litre capacity fuel tank, but as I shift to put the kickstand up, it really doesn’t feel that heavy.
With the V7 III, Guzzi has retained the predecessors frame, but the front has been revamped with a new steering geometry that is more eager to attack the corners. Handling has improved, along with stability.
The Stone’s shock absorbers are adjustable in preload, allowing a more progressive and pleasant ride by absorbing the uneven surfaces and bumps on the road. Wheels are 18” in lightweight alloy at the front and 17” in lightweight alloy at the rear.
There are a lot of cosmetic changes as well. Guzzi had the turn indicators redesigned, as are the mirrors, which are 40mm wider to increase visibility.
The Stone gets an analogue speedometer where all the other information is included on the digital display: odometer, average speed, trip time, partial and daily trip (resets automatically eight hours after being switched off), instantaneous and average consumption, air temperature and many more.
To me, the V7 III Stone looks extremely handsome in the matt black paint or Nero Ruvido. If you don’t agree with me, there are three other colours available, which are the Azzurro Elettrico (Blue), Verde Camouflage (green) and Giallo Energico (yellow) which is the colour of the bike I rode.
Priced at RM66,900 (including GST, but excluding road tax and insurance), the improved V7 is a charming addition to the current crop of retro bikes in the Malaysian market.