I had the opportunity to buy a 2017 V7 III Special that was traded with only about 300 miles for a significant discount over a new one. Not being one to pass up a good deal, I bought it. It was delivered to my house yesterday!
This is the third evolution of the modern-day V7 that I've owned, the first being a 2009 V7 Classic with the plastic 4 gallon fuel tank and two throttle bodies (Mk0?), then the "Mk1" 2013 V7 Racer and 2014 V7 Special with the 5.5 gallon steel fuel tank and revised motor with a single throttle body and rounded corners on the cylinders and heads. This one, of course, is Mk3, which brings the most major revision to the small block platform yet, as it is a departure from a long history of heron heads in favor of hemi-heads. Other changes including the lowered, more level positioning of the power train, along with ABS and traction control all of which came along in the Mk2. And, finally revised instrumentation, and new paint and graphics.
Initial impressions: stock shocks way better than what came on the Mk1. You're not supposed to rev over 4,000 RPM for the first 620mi, I largely observed that as a red warning indicator flashed angrily at you if you did. It does seem to have slightly more grunt down low, but, not significantly more as some have reported. I certainly wouldn't sell a Mk1 or Mk2 bike and get Mk3 just for the additional power. RPM limited to 5,000 from 620-1200 miles. After that, I'll really know.
The stock exhaust, IMHO, sounds nicer than the stock exhaust on the Mk1. It's a little deeper and less hollow sounding than the mk1, but, certainly no louder.
The switch to a 6 speed transmission was unnecessary. The gears are too closely spaced, esp. when shifting at 4,000 for break-in. The shifter feel is very light to the point of not even feeling it click up. That took some getting used to. Finding neutral is a bit tough, I need to double check the clutch free-play. Speaking of clutch, clutch pull is noticeably lighter. It feels like the hydraulic clutch on my Monster.
Braking is very good. I did some panic brake tests, it stops very quickly without drama. I didn't test the front ABS, but, did test the back, it works well.
Gas cap looks cheap, but, everything else about fit and finish is nice.
I like the instruments with the status indicators in the middle of the gauge instead of a separate bezel.
Foot controls and pegs are very nice, foot pegs are a little wider. They're also a little lower than than the mk1. I may not bother putting the lowered pegs on it.
The seat is nice, better than the stock unit on the Mk1 one. I don't know for sure if this is the standard seat, but, I like it. It looks good too.
Pretty paint and color, and, as I already mentioned, cheap looking gas cap:
I like the black covers over the intake tubes vs. the chrome on the mk1.
There is a mode switch on the right control switch assy. to change display modes. I like this MUCH nicer than the buttons up on the dash that the Mk1 has. Pressing the mode switch switches between clock, total miles, two trip counters, ride time, average speed, average MPG, current MPG, and ambient temperature. There is also a gear indicator that is visible in all modes except total miles.
If the MPG display is to be believed, fuel efficiency should be about the same as the Mk1 and Mk2 bikes. I averaged 52 MPG over about 90 miles.
I like the look of the cylinders and heads better than the Mk1 & Mk2. The heads are noticeably larger with more cooling fin, likely identical to the 850cc motor.
So, being an engineer, I like to over-analyze things. I rode the '17 and '14 V7S's back to back, and did a couple of 5k RPM gear changes on both. I'd have to actually time it, but, the new one doesn't really feel much, if any faster, contrary to what some on this and forums have said. Had I test rode one before I committed to buy, I might not have made the jump.
I do question why Guzzi didn't use the 850cc version of this motor from the V9, especially since the main competitor to the V7 is the 900cc Triumph Street Twin. It can't cost any less to make the 750 than the 850, and would give them less part numbers to inventory. The additional 100cc would definitely give it some extra torque, and more on-par with the Triumph.
So, was it worth the additional spend over what I'm eventually going to get for the '14 V7 Special, and the additional money for accessories that won't move over (center stand, luggage mounts, all different on the mk3)? As I stated above, don't do it for the additional power, you'll be disappointed. I may feel differently after it is broken in as, comparing a 300 mile bike to one that has almost 7k and is broken in isn't quite fair, though I was riding the '14 within the break-in parameters of the '17 (OK, 5k limit instead of the recommended 4k for less than 620 miles).
My '14 has been my main bike for my commute to work in warmer weather, during the time that I've had it. ABS will be a welcome addition for peace of mind on those days when the road is wet for the ride home.
The bottom line is that the Mk1 V7 are already a fantastic bike and a tough act to follow. Yes, Pete, I know, primitive chassis, blah, blah, but, for those of us wanting a classic bike with decent brakes and fuel injection, it is. This is a nice evolution of the species, but, is it worth spending the several $k that I've spent above what I'll get out of my '14? I dunno. Don't get me wrong, I love the bike, and ABS may save my sorry as some rainy day on the way home from work. It's a little sad to see the orange and black one go, as I still love the 750S homage paint scheme -- watch the "swap meet" section later this week. Of course, the blue with the silver and orange stripe is beautiful, so, I'll embrace the next chapter of my Guzzi life.
