2024 Moto Guzzi V7 Stone

I have a V7 III STONE 10 850 model and a V100S, two opposite kind of bikes. Where the V7 is really wonderfully laid back, the V100S tends to want to play and whisper, “let’s do something stupid”.

I looked at the stone ten and just had to have this time piece that will soon be gone. ... It is a beautiful bike to look with loads of charm that is genuine and true to the bike. It isn’t made to impress anyone more than you are impressed with what it is. A true standard polished over the decades. The price is also good, especially for a year old model. You get a lot of lineage and mechanical experience in the bike for the money.

I’ve had the V100S for just fewer than 10,000 miles but wanted the character of the old airhead BMW R100RT I sold to get the V100S. The V100S Mandello is incredible but way, way in the opposite direction from the V7. The V100S is a puppy dog, all play and energy that controls you. The V7 STONE is a more mature dog that you control.

Anti-lock brakes and traction control all seem to be doing their thing. I did have to adjust the front brake lever for two-finger braking, as is stock, the lever bottomed out into my ring and pinky finger modulation the throttle before I get maximum braking. Pretty easy fix with a VISE to alter the lever’s dog-bone shape. The single BREMPO four-pot 320-mm front and single two-pot 260-mm rear brake have plenty of power, and get the most from the tires but do require a stronger squeeze to do so. The problem isn’t the feel; the lever is pretty solid. It is just the pressure needs to ramps late in the stroke to get the most braking. I switch to the EBC AF244HH sintered brake pads and the initial bite much is better. Sure, sintered pads will murder the disc but I’ll remove / replace as needed to get the brakes more responsive.

The riding position is a surprise. It sits two inches lower than the V100S, but the riding position is more spread out. How? Well, the foot pegs are more forward and that removes the bend in the knee. Not a lot more forward, but enough so the kind of stretching I need to do on the V100S where the pegs are more under you (sport bike like) is mitigated. Truthfully, this is the best riding position of any bike my 5’10” 140 pound frame has been on, no changes at all. No bar risers, no peg movements just get on and go.

The lower 30.7-inch seat height and slightly lower wet weight are far more pronounced riding it than the paper work would suggest you’d experience. The V7 is a hugely better commuter bike. It is a cooler experience than the V100S in town and the slow speed maneuverability is really good. The V100S is fine when it is moving along at a good clip but the catalytic box underneath the bike tosses a lot of heat when you stop in 85 F and up temperatures. The V7 manages heat really well and I never felt the bike was secretly roasting me alive.

On the open road, the V100S has a darty (sporty) personality to do anything you want. The V7 is more planted above 55 MPH or so and has a, “are you sure you want to do this” nature to any sudden changes. Again, it is an opposite kind of ride. The steep 26.4-degree rake and 4.10-inch short trail as well as the short 57-inch wheelbase suggest a darty bike, it isn’t. The V100S wants to get it all done in such a hurry and let’s you know it. The V7 says enjoy where you are as we go along. It isn’t SLOW at all if you give it the all, but it pulls so pleasingly through the gears you want to enjoy the effortless feeling and smoothness.

I added a GIVI touring fairing (not really all that big) that nets a big SPLAT right into your face shield. Chest is pretty pressure free. I added one of those top edge deflectors to help toss the bugs a little higher, or learn to eat them as I go.

The 2024 V7 STONE has nearly impeccable EFI mapping; I have no problem spots at all with mine so far. The engine has more than enough oomph for anything sane on the street and delivers 50-53 MPG average and still climbing some. The dry clutch is perfectly predictable with a firm engagement that makes taking off easy in town or anywhere. Clutch pull is smooth and silky, not grainy and with the feeling you’re pulling it through molasses. The ARROW exhaust is a hoot to feel and listen to rumbling away at stops. The ecstasy fades if you want that rumble to continue when you take off, however, and you instead hear the quiet turbine like whine from the gearbox once moving. The whine is a quality sound, but maybe not the sound you expect to hear from a big twin. The V7 STONE TEN is a quiet bike at speed, and I like that. This engine is super smooth at 4K RPM, and it naturally wants to fall right into that zone all by itself as the engine is really communicative as to what it is doing by feel. The engine is a 65 BHP / 55 LB.FT torque engine using a hemi-head two-valve design (no real room for more valves inside hemi shaped heads). I will say this about the hemi design, it is so, so tolerant to a fault. Corner in 1, 2 or 3rd gear no problem. The engine refuses to knock or complain. The difference in your gear choice is the drive out of the corner. This is a really flexible engine. It never says you goofed up unless you don’t down shift a few gears at all.

The transmission was a big surprise. First, adjust the clutch for a proper 80-mil, free play and no more. The dry clutch hates a clutch that doesn’t fully disengage way more than the V100S wet clutch that has a softer and wider engagement zone. OK, that done we find the transmission has a really short throw for a classic big twin. The V100S literally clacks through the gears where the V7 is so civilized it took me aback for a bit with nary more than a soft click from the gearbox. Neutral to first shift is so smooth you need to watch the neutral light go out. Sure, with a dry clutch you sometimes need to release the clutch a tad to pop it into first, same as the airhead. You'll do this without even thinking after awhile. But unlike the BMW's long throws and the V100S medium throws, the V7's are short and quick. Neutral is easy to find even with my Dianeses touring boots on.

Vibration wise it is a lot like my old airhead. There is a low frequency communication going on all the time I really like. View in the mirrors, I changed to the clutch/brake perch mounted not bar end mirrors, is pretty good. Not crystal clear but close enough you easily can tell a Ford F150 from a VW Golf, no problem. Better than the airhead ever was where everything was a large blob. The V7 is a smoother character v-twin experience overall.

The V7's suspension is about 5 inches front and rear, same as the V100S. Where the V100S has high-end Ohlins semi-active, the V7's are not adjustable except pre-load in the rear shocks. Before you start to complain, hear me out. On 90% or more roads the V7 rides BETTER than the V100S, which has a constant road feel coming through, well like a sport touring bike! The V7's is far smoother the way it is tuned, But, and here is the BUTT part, it doesn't manage those big hits well. The high tech Ohlin's get that done better. Still, for a standard suspension this bike is way comfortable for my 140 pound frame. I set the rear shock preload one up from softest and I'm good to go, and go and go.

Nits are no storage anywhere. What the hell with that on new bikes anyway? I do mean nothing for even registration papers. I wrap my registration in a zip-lock bag and stuff it under the seat and hope for the best but there isn’t really a proper spot even for that.

Some complained of the electrical alternator. The 2024 V7 STONE TEN’s manual on page 232 reports a 12V 430-Watt unit. With all LED lighting we have a decent amount of power for GPS, vest, grips and stuff. That weakness is mitigated in this model.

Another nit might is the suspension is an as is set-up. I reduced the preload from the middle position, as I’m pretty light. Still, a typical hard-edged bump can pack a punch to the backside. The suspension has been improved as has the frame to handle the added power, but it isn’t smooth sailing across every nasty pothole. The big one will wait for you. Otherwise it has a really good ride that jumps to the infrequent, “what the hell was that” across the biggest nasties. The shaft drive has no impact (ha!) on the suspension compared to the old R100RT’s shaft. It seems long enough to mitigate that effect and I never even notice the shaft back there doing its thing. The suspension never pinion climbs and gets stiff under power.

The electronics are good for the price. But for some reason even with anti-lock there is no cruise control. Not a big jump to add that and to me worth it. OK, but unlike the V100S that has a cruise and it is mandatory to use on long trips, as the throttle return spring is an exercise machine, the V7’s throttle is light and a delight to use. A gently weight on the bars is all it takes to roll right along for hours. This characteristic pretty much made me forget about the cruise. Add to the electronic fobilies is the MODE displayed switch that needs to be on the left side, and not the right, as your right hand is busy with the throttle.

Some hate the display location offset to the left. This was done on purpose so you can add GPS navigation or whatever to a bar mounted device and presto, the dash is now symmetrical and stuff doen’t block each other.

A highly recommended standard style bike in any of the iterations. There is likely a model that tickles your visual fancy and any of them will ride and treat you right based on my experience with mine. This is a do it all bike for those looking for a simpler and more relaxed existence but relaxed doesn’t mean we lost the soul and character along the way.