2026 Moto Guzzi V7 Sport First Ride Review

Moto Guzzi first debuted the V7 back in 1967. Nearly 60 years later, much has changed, but what remains is the Eagle brand’s dedication to a transverse V-twin. We have always enjoyed the V7 for its unique engine and retro styling but faulted its poor fueling and squishy suspension. For 2026, Moto Guzzi progresses the V7 model line with tech and the addition of the V7 Sport.

Moto Guzzi reintroduces the legendary V7 Sport name with up-spec components, including a 41mm inverted fork, dual Brembo front brake calipers, a dedicated Sport riding mode, and a six-axis IMU providing lean-sensitive ABS and traction control. In 2021, the Eagle brand introduced the 853cc engine to the V7 platform. For 2026, the V7 Stone and V7 Special receive styling updates, selectable ride modes, and cruise control. The V7 Sport ups the ante with increased performance and enhanced rider aids.

After riding the Moto Guzzi V7 Sport through the city and hills surrounding Noale, Italy, we discovered it’s excellent for riding to the shops and even more impressive when the road becomes twisty.

The V7 engine has been revised to meet Euro 5+ emissions while increasing power and torque. Powering the V7 Sport is Moto Guzzi’s iconic 853cc air-cooled 90-degree transverse V-twin producing a claimed 67.3 hp at 6900 rpm and 58.3 lb.-ft. of torque at 4400 rpm. The two-valve cylinder head receives revised valve timing as well. New bidirectional piston cooling jets have been added to maintain reliability with its increased performance.

To make power, you need more air. The airbox volume has increased 27%, and the intake manifold has been redesigned to match the increased engine performance. Dual sweeping exhausts have been optimized to meet Euro 5+ emissions and improve sound quality. Air and fuel are delivered into the 84.0mm x 77.0mm bore and stroke dimensions via a 52mm throttle body and ride-by-wire throttle system.

The chassis consists of a steel frame, 41mm inverted fork with preload adjustability, twin rear shocks with preload adjustability, dual four-piston Brembo calipers, and lightweight cast aluminum wheels. Available suspension travel is 5.4 inches up front and 4.7 inches at the rear. The V7 Sport receives an upgraded brake system over the V7 Stone and V7 Special, with dual 320mm floating discs and twin radial mount four-piston Brembo monoblock calipers, whereas other variants utilize a single disc and Brembo caliper.

All three models feature ABS, but the V7 Sport is the only one to benefit from a six-axis IMU providing lean-sensitive ABS. Rolling on a lightweight 18-inch front wheel and 17-inch rear wheel, the V7 Sport’s wheelset is 4 pounds lighter than the Stone’s. Lighter wheels contribute to the Sport’s 485-pound curb weight, which is just 4 pounds (2 kilograms) heavier than the Stone despite having a larger-diameter fork and dual front brake discs. All three models have an identical seat height of 30.7 inches.

Sibling manufacturer Aprilia pioneered ride-by-wire in MotoGP. The system on the V7 Sport looks identical to the unit on the Aprilia Tuono 457 we tested the following day. That ride-by-wire system and six-axis IMU provide three ride modes, three levels of traction control, corner-sensitive ABS, and cruise control. Sport, Road, and Rain modes can be adjusted via new switch gear and a round LCD display. Each ride mode features a dedicated power level and TC setting. Sport mode has the most aggressive throttle map and the lowest TC intervention. Road mode is less aggressive with a progressive throttle map and moderate TC intervention. Rain mode has the softest throttle response and the most intrusive TC setting. ABS is nonadjustable and active at both wheels.

Moto Guzzi updated the styling of the entire V7 line. The Special and Stone receive minor styling updates for 2026. Senior designer Antonio Paglia and his team focused more attention on styling the new V7 Sport. Admittedly, their clean sheet ideas were confined by Moto Guzzi’s iconic lines and styling cues, such as the 5.5-gallon (21-liter) fuel tank. The side panels have been redesigned over the previous V7s, and the Sport model receives aluminum inserts on the side panels. The triple clamp and bar mounts are designed to reflect the shape of eagle wings, and the LED headlight bracket is manufactured from aluminum. Lightweight, six-spoke alloy wheels have also been designed to represent eagle wings. Bar-end mirrors and a sport seat with red stitching are unique to the V7 Sport.

Fire up the V7 Sport, and you are greeted with a throaty exhaust note and the unique vibration of a transverse V-twin. Blipping the throttle in neutral, the engine layout pulls the bike slightly to the right, similar to BMW’s boxer engine. Vibrations are present everywhere in the rpm range, but not uncomfortable; the engine pulses are welcomed and charismatic.

Click into gear, release the clutch, and get access to gobs of punchy torque. Moto Guzzi claims the V7 Sport is tuned to deliver 95% max torque at 3500 rpm. The V-twin has great chuggability below 3000 rpm. Spin the engine up a little more, and its torque-rich character comes to life and continues to pull strong until its soft redline at roughly 7000 rpm. Short-shifting keeps the engine snappy, but when connecting corners, the engine has enough legs to stretch a gear. Its six-speed transmission is slick shifting, and gear throws are short and precise.

Switching ride modes noticeably changes the V7 Sport’s personality. Sport mode is punchy and exciting with its strong power delivery and minimal TC intervention. Road mode is enjoyable in the city. A softer throttle response makes the V7 Sport more manageable in stop-and-go traffic. But getting off the line predictably is a challenge due to a vague clutch feel. Rain mode provides a diluted throttle response, while a quick blip of the throttle will momentarily deliver an entertaining torque hit from the crank before restricting the throttle plates for a slow and predictable power delivery.

The chassis is capable of a sporty pace on twisting roads despite its limited cornering clearance. The center of gravity is low, and the bike is balanced on all axes. It carries its 485-pound weight well and is manageable during slow-speed maneuvers. Carving up a mountain pass, the springs provide plenty of holdup in a straight line and in the corners, but the nonadjustable compression damping does sacrifice a small amount of comfort on road imperfections in the city. With only preload adjustment available, this character is prebaked, and the rider will have to concede a little less comfort in town.

Brakes adequately stop relative to the class. But don’t let the Brembo labeling fool you, these components do not offer sportbike performance. They have enough stopping power under normal conditions, but when leaving the braking late, there is some left to be desired. Getting deeper into the lever stroke doesn’t provide increased stopping power. Nonswitchable ABS is mostly unintrusive. A firm squeeze of the front brake lever will not trigger the system, but when progressively adding rear brake pressure while simultaneously downshifting, rear ABS intervention kicks in.

The Moto Guzzi V7 Sport’s ergonomics are spacious and comfortable. The rider triangle is very neutral with mid-controls and an easy reach to the bars. The seat is plush, supportive, and comfortable for an all-day ride. Seat height is manageable at 30.7 inches, allowing most riders to reach the ground securely. Wind protection is absent, but Moto Guzzi offers an accessory windscreen for the V7 Sport.

Moto Guzzi is iconic for its transverse configuration with a 90-degree V-twin; that provides charisma that a perfectly smooth engine simply cannot. It rumbles, grumbles, and kicks while simultaneously doing exactly what you ask of it. Ride to the shops in style or carve up a twisting backroad with panache. The V7 Sport’s V-twin is torquey, the chassis is sharp, the style is iconic, the fit and finish is premium, and the electronic suite keeps it modern. Moto Guzzi’s V7 Sport reminds us that a motorcycle’s value isn’t always decided by a spec sheet or performance numbers but by how all the components work together as it travels down the road.

Helmet: Arai Contour-X

Jacket: Oscar by Alpinestars

Jeans: Alpinestars Copper V2

Gloves: Alpinestars Chrome

Boots: Alpinestars Primer Riding Shoes