From the new Modena circuit, here are out first impressions on the new 2012 Ducati Streetfighter 848. In comparison to the Streetfighter 1198 model, the chassis’ design is completely different: the rake angle has lost 1.5 degrees, going from 25.6° to 24.5° (same angle as the 848 Superbike), while trail has gone from 114 to 103mm.

This is due to the new frame which features a longer back-bone that pushes the load on the upper side of the yoke (looking at the bike from the left side, it looks like the yoke itself has been rotated anti-clockwise). The fork is the same as the Streetfighter 1198, therefore it is longer than the Superbike version. All that gives the front-end good confidence and straightforwardness which ensure maximum fun and excellent handling when leaning in both slow and fast corners.

The engine is very gradual and responsive but at the same time is sweeter and easier to handle than the 1198 version, thanks to the reduced displacement and to 11° distribution scheme (Testastretta) which provides more traction at low revs to the detriment of the performance at high revs. Last but not least, the rear tyre is a 180/70 R17 (Pirelli Diablo rosso Corsa) whose higher shoulder (same size used in Supersport) provides excellent grip while leaning as well as better handling and comfort.

View the full Ducati Streetfighter 848 2012 - Live Test Modena photo gallery

View the full TEST Live Ducati Streetfighter 848 2012 photo gallery

At the Modena circuit, we’ve carried out a test on the new 2012 Ducati Streetfighter 848. According to Ducati - which is really confident in this model - the new Streetfighter 848 is synonymous with sheer fun, thanks to the sophisticated combination between 848 Testastretta 11° engine and the Superbike-derived frame geometry.

View the full Ducati Streetfighter 848 2012 photo gallery

We’ve had the opportunity to test ride the 2012 Suzuki V-Strom in Croatia with our guys from Motoblog.it, and here are our riding impressions of the new Suzuki adventure bike. Since it was first leaked, our Italian colleagues have been friendlier towards the new bike than the views expressed on other English websites about the new V-Strom. They view it in an overall context of what the first V-Strom meant when it was first released and that is our caveat to our test ride should it sound overly positive compared with what else you might read on the net.

The Suzuki V-Strom 650 ABS first appeared on the market in 2003, following the footsteps of the bigger 1000cc which had appeared about a year earlier. Over the years the V-Strom has emerged as bike appreciated by all sorts of different riders for its riding dyanmics, the right balance between comfort and a sporty ride, and because it struck the right chord between practicality, fun riding, versatility and a reasonable price.

The Suzuki V-Strom found its success through word-of-mouth rather than any particularly competent or fancy marketing campaigns. You only needed to try to one to be convinced that it was a steady, practical bike. Something was still missing, though - more youthful, sparkly looks for instance. A slimmer, sportier profile and less heavy plastic would have helped. Still, the V-Strom has always been one of the best sellers in its segment and finally in 2011 Suzuki has decided to update the V-Strom.

Suzuki V-Strom test ride live pics

The new 2012 V-Strom is based on the “Comfortable Adventure Tourer” concept, with improved engine performance. The focus has been to increase the versatility of the current bike, with greater attention to ride comfort, better aerodynamics and a more complex design. With a view to what an adventure bike should be in 2012, Suzuki has also concentrated on improving fuel consumption and emissions for better range and lower impact on the environment.

Design

The design has perhaps undergone the most changes in the creation of the new V-Strom, with new plastic and frame components intended to appeal to the needs of the modern motorcycle buyer. After all, Suzuki is rebuilding what is nearly a ten-year-old bike. The front beak now seems to have cemented itself on any maxi-enduro bike on the market (although the V-Strom’s is far less pronounced than competitor models), and Suzuki has left the fairing off for a naked look.

In both a design but a functional purpose too, the front and side aerodynamic features have been improved, and the front of the bike has been modified to help hot air flow from the engine, and better protect the rider while improving engine cooling. Suzuki has included a more ergonomic design to the seat and tank area, and the tank cover has a modified shape for better comfort. The handlebars have an optional heating system, and the instrument panel has new LCD features and better visibility. The accessories for the new V-Strom have been designed to be more adventuristic and less urban and should provide a range of practical options for touring.

Technology

The new V-Strom engine has better torque at low and mid revs thanks to modified camshafts. The classic V-Twin feel is there, and the torque at lower and mid revs easily carries through to powerful performance at the higher rev range. The new motor easily runs to maximum revs and shows its performance in just about any riding situation - from hilly passes, to highway cruising and urban traffic. The clutch has been improved, and so has the engine sound which now sounds like a more quality motor.

Fuel consumption has been reduced and with that Suzuki has also chosen to down-size the fuel tank, now lighter and more compact. Thanks to that the V-Strom has a sportier and lighter look, and is also more agile and dynamic to ride. It’s an overall more satisfying package and Suzuki will need that if it’s to compete with some of the new, quality entries in this segment.

Bore and stroke (81 mm by 62.6 mm) are the same as the current V-Strom 650, the engine has new cylinders, pistons and piston rods. The new motor has a new, smaller combustion chamber and new valves (31 mm for intake and 25.5 for outlet). The valves have also been angled differently, and modifications to the camshafts and drive shafts have been made. Suzuki is using its dual throttle valve technology from the current model, but the valves have been treated with Suzuki’s “Composite Electrochemical Material” to update them to a new generation.

The new camshafts contribute to the improved torque at low engine speeds, and single valve springs have substituted the double springs to decrease the number of suspended components in the engine. The secondary throttle valve maintains a perfect speed based on the riding conditions and is managed by the ECU engine control unit. Information is sent to the ECU by the throttle opening sensor (TPS) which monitors the gear selection (GP) and rev range (CKP).

The ECU also calculates the optimal opening of the secondary throttle through a STPS sensor. The clutch feel has been improved through an external leverage camshaft system, which also contributes to a trusty, immediate response of the clutch and a better ride experience. Finally, the exhaust outlets have been moved forward and into the bike, so that they now stick out less and sit closer to the seat. The various luggage accessories have now been made from fibreglass and not aluminium to reduce weight.

Practicality

The height of the front windshield of the bike can be adjusted in three positions: standard, 24mm high (and 8 mm back), or lower by 18mm and forward by another 18. This gives the rider better choice in riding style and conditions, and is complemented by an adjustable seat and suspension set-up. The new V-Strom seat is 15mm higher than the old one, and provides a more natural riding position with better control. Optional extras include a lower seat (20 mm lower than the standard) or a 20-mm higher seat than the standard fit, with the same finish.

The radiator system has been modified to improve engine cooling and to protect the rider’s legs from the air coming out of the motor. The exhaust has been designed with a silver silencer and has been made so that the luggage components can be easily installed around it. Rubber strips on the top box and storage units and an antislip finish mean that other bags can be easily hooked on and won’t slide around.

In the seat

We took the new Suzuki V-Strom into the hills around Split for a more dynamic ride. It’s an exciting road to be on and can really test a bike with plenty of descents, corners and some nice scenery. We went out with Simon Crafar (ex-MotoGP and 500GP rider) who accompanied us on the test ride.

The V-Strom has a very natural riding position which has improved comfort and much better wind protection thanks to the adjustable windshield. It’s also quite a sporty ride, though, and you can easily hunch over into corners for a fun ride. The 19-inch wheels at the front give great traction and balance, and it feels like a safe ride.

The clutch is soft and easy to use, and the gear change is quick and precise. On tighter corners, second gear is enough to pull out without feeling any drag, and the torque distribution is smooth and constant. In fact, this is what we liked most about the new V-Strom engine - you never feel as though the torque has switched off then on again and gear changing is really very smooth. The sixth gear functions like an over-drive and when riding longer straights or on the highway, it keeps fuel consumption down.

The V-Strom ABS brakes are highly efficient and we can’t help wondering if the ABS function wasn’t there, what might happen. The bike won’t rip your arms off for its power, but you can get up to 10,400 revs. The range from 3,000 up is very good and there’s no difficulty in kicking off again after stopping because you feel no real drag. We tried the windshield in its different positions and while it’s easy to move, you need a special key to do it.

We also tried the V-Strom with its various touring and adventure accessories. We tried three different luggage attachments which are easily installed but they do make themselves felt when riding and some work adjusting the rear shock is required. All sorts of accessories are available from the different seat heights, to the heated handlebars (chunkier compared to the standard ones), central stand, reflective tank cover for touring etc etc. The instrument panel is pretty standard, apart from a temperature guage which lights up with a snowflake in icy conditions.

The 2012 Suzuki V-Strom price at 8,400 euros isn’t official yet, but it shouldn’t go over that figure. Colours on offer are white, black and orange. Despite some of its style faults, overall we liked this new V-Strom and think it could be versatile for city or holiday riding and fun for some soft offroading. In short, it’s a 360-degree bike.

What we like

We like:

Comfort, stability and fun at a reasonable price.
A flexible, smooth engine with a fun but safe ride.

We don’t like:

The weighty luggage set to get used to.
The adjustable windshield which uses the key to adjust it, meaning you must be parked and dismounted.

Our little anecdote

Our test was done by Mario Lega, 1977 250cc world champion, who found himself in group 2 of the Suzuki test groups. These are his words on meeting Simon Crafar:

At 7:30 in the morning, outside the Meridien Hotel in Split, in front of a splendid sea, the new Suzuki V-Stroms, all white, are lined up. After the usual briefing and introduction of the test guide riders who will take us on the test, I find myself in group 2 when a big guy with a tough air, tall and muscly with a familiar face comes over. I couldn’t figure out who he was at first, but then he comes up and says “my name is Simon…”, and now I know who he is.

“Simon?” I stammer. Shit, it’s really Crafar, the legendary New Zealander from the SBK, the guy who even rode with Yamaha in the 500 class. I pretend like I recognised him straight away and say “I’m Lega, Mario Lega (a little 007 is always good), world champion etc etc.” Simon widens his eyes and then hugs me like an old friend, as if we’d always known each other “Mario, nice to meet you” and I think “no kidding?!”

We started talking about the New Zealand riders from my time: Stewart Avant moved to Lugo in Italy (my town) in 1975 and Mike Sinclair, his mechanic, who became technical boss in Suzuki and Yamaha. But then we have to head off and so we promise to catch up at lunch.

Lunch was very quick because we had to get back to the airport, and I’m about to get back on my bike when Simon calls me and says: “Mario, wait a minute”. He went over to the tent where all the Suzuki organisational staff were, including the Japanese engineers, V-Strom builders and others. He gathered everyone together and said: “Excuse me, your attention please. I’d like to let you all know that among us today is the 250cc 1977 world champion and I’d like to introduce him.”

I was embarrassed but moved by his spontaneous gesture, being among friends and reliving the times when racing against each other meant friendship, not hate and rivalry like today. Thanks from the heart, Simon!

Technical Specs

2012 Suzuki V-Strom 650 ABS

Engine
Type: four-stroke, water-cooled, DOHC, 90° V-Twin
Cylinders: 2
Bore and stroke: 81.0 mm x 62.6 mm (3.2 in x 2.5 in)
Capacity: 645 cm3
Compression ratio: 11.2 : 1
Fuel: Suzuki fuel injection
Ignition: Electric
Lubrification: carter oil

Transmission
Clutch: Multidisc
Six speeds
Primary transmission ratio 2.088 (71/34)
1st 2.461 (32/13)
2nd 1.777 (32/18)
3rd 1.380 (29/21)
4th 1.125 (27/24)
5th 0.961 (25/26)
Top 0.851 (23/27)
Final transmission 3.133 (47/15)
Transmission chain RK525SM0Z8
Weight and dimensions
Length: 2290 mm (90.2 in)
Width: 835 mm (32.9 in)
Height: 1405 mm (55.3 in)
Wheebase: 1560 mm (61.4 in)
Height from ground: 175 mm (6.9 in)
Seat height from ground: 835 mm (32.9 in)

Chassis:
Front: telescopic fork
Rear: hydraulic adjustable rear shock
Front wheel travel: 150 mm (5.9 in)
Rear wheel travel: 159 mm (6.3 in)
Steering: 40° (right & left)
Steering range: 2.7 m (8.9 ft)
Front brake: 310 mm double disc
Rear brake: 260 mm disc
Front tyre: 110/80R19M/C 59H, tubeless
Rear tyre: 150/70R17M/C 69H, tubeless
Price: €8,400

Here are the first couple of pics of our test of the 2011 Aprilia RSV4 R with APRC traction control from Aprilia. As we get ourselves organised, we’ll be bringing you more pics in the future and our riding impressions, but for the moment a word on the APRC. It’s currently the trend to borrow technology from Superbike and spec-up a bike, and the Aprilia Performance Ride Control has eight different traction settings that can be adjusted in relation to the riding conditions, tyres being used, acceleration control and electronic transmission.

After Max Biaggi’s Superbike championship win last year, Aprilia has lost no time in taking advantage of the marketing boost and providing some extra technology on its top-end bike. While many purists would be happy riding the RSV4 Factory APRC on the road, it is designed as a track motorcycle for high performance, although Aprilia says that it’s also designed to be a communicative bike for riders of different levels of experience.

It’s definitely at the height of the superbike game right now, and for those on the market for a new motorcycle, the Aprilia RSV4 R APRC is probably the best choice out there at the moment. The 2011 model gets some other goodies as well, like Ohlins suspension and dedicated livery. We’ll be bringing you our riding impressions in the next couple of days where we find out whether the APRC system lives up to the hype.

Aprilia RSV4 R APRC first test pics from Adria

This lovely gallery of the Ducati Hypermotard 796 is a set of preview pics from the guys at Motoblog.it, who are currently conducting a test of the new Hypermotard. We’ll be bringing you more details soon, but in the meantime have a look at this nifty, slender Ducati in a background of autumn hues.

Ducati Hypermotard 796 test pics

What should the ideal city scooter be like? We say agile, zippy, compact and practical. And we found all these qualities in our test of the Aprilia Scarabeo 200 ie. It is one of those scooters you can fall in love with straight away for its elengance and performance, which is truly spectacular for city riding. It’s part of the new Aprilia Scarabeo scooter range.

Compared to the previous model, it has a new look and direct injection, and the style is appreciated when you sit comfortably on the seat. The Scarabeo is the perfect size and everything is under control, especially given the well-designed instrument panel with its analogue-digital features.

A button on the handles allows you to scroll through the LCD functions, including the external temperature (with emergency ice warning) and battery charge. The plexiglas screen doesn’t give off any annoying reflections and is easy to read.

The Scarabeo 200 ie flat platform for the feet is fabulous, and the under seat storage is normal for a high-wheel scooter. The four-stroke four-valve engine is responsive, switching on with no problems and maintaining itself impeccably. There is plenty of power with 19.5 hp at 8,000 rpm being enough to leave you feeling satisfied, and the acceleration is superior to what you would normally expect.

The other novelty about this engine is the possibility of choosing between two modes: ECO, reducing consumption by seven percent, and the more dynamic Sport mode. We tested the Scarabeo in the city, meaning some limitations on speed and acceleration, and so we didn’t notice a big difference between the two. An urban course out of the city centre taking in a few ring roads, might prove the decider.

The Scarabeo 200 ie can be really appreciated for its agility and stability, with a precise riding style. The wheels measure 16-inches and the fork 35mm. The brakes are particularly impressive at 260 mm and 220 mm with integrated braking, although the brake handles need to be softer.

Overall, the new Scarabeo is an excellent compromise between size and performance. It’s large enough to tackle chaotic city traffic, but has the right mix of power and handling too. This version is sold on the Italian market at 2,990 euros in silver, white, light and dark blue, and black. Accessories include windshield, side trestle, rear storage box, leg cover and tunnel bag.

When we took a test ride of the Vespa GTS 125 Super, we also had the chance to take the Vespa LX 50 4Valvolve out for a spin, and while the difference in the two is notable, the LX 50 really fits its market. The LX 50 4 Valvolve is made for a young public who want a zippy scooter that’s easy and safe to ride, and who want the Vespa style in city riding conditions.

The city terrain and its narrow streets and heavy traffic, is the perfect setting for the LX 50. It’s a good friend in traffic, with its new 50cc four-stroke engine, equipped with four valves that grabs your attention when you take off.

It’s a more powerful model than the previous version and almost has the response of a two-stroke (the distinctive smell is the only thing missing). The engine is the main novelty of this Vespa, which has been designed as a half-way point between the benefits of both a 2T and a 4T.

Test Vespa LX 50 4Valvole

The new four valve model is 23 percent more powerful compared to the two valve version, with 4.35 hp when the two valve had 3.53. It’s also far more fuel efficient, running 43.6 km a litre, compared to the two stroke which does only 28 km/l.

The valve system has been designed to improve its weight; making it lighter, it now runs on higher revs and is therefore more powerful. A new fuel distribution system is included which improves combustion, reducing fuel consumption and emissions.

The frame is built with pressed steel, with front hydraulic double suspension which is one of the features of Vespa since about 1946. The rear suspension is a single hydraulic shock absorber, and both front and rear give the Vespa robust and stiff handling, making for better riding.

The wheels are 11 inches at the front and ten at the rear, with tubeless tyres measuring 110/70 and 120/70. The LX 50 4Valvole proves itself an agile Vespa like no other. It’s a decisive ride, with front disc brake and rear drum brake.

Six colours are available for the new Vespa LX 50 4Valvole: vulcan black and blue midnight are metallic colours, while matt colours mount white, red dragon, taormina orange and capri blue are available. This little Vespa costs 2,550 euros.

We took the new Yamaha Majesty 400 for 2009 out for a test ride, to see where scooters are going these days. It can be appreciated for its progression and increase in performance that have seen it establish itself in the 400cc segment over the last couple of years.

Plenty of manufaturers are focusing their attention on this segment, as customers seek greater technological solutions from these scooters. They are positioning themselves as the ultimate compromise between urban scootering and long range touring, while keeping elements of the scooter style.

These kind of scooters should not be overly penalised for their size, and still need to be perfectly manageable with good handling in the traffic. This needs to be combined with stability at high speeds, rider and passenger comfort. The latest Majesty has all this, especially with a wide and well padded seat. Its look is also now more modern and attractive, with an updated frame and colours.

The Yamaha Majestic is powerful and quiet, thanks to its ecological four stroke engine. Among its more attractive features is the safety, with great road handling, well balanced suspension and large tyres.

The engine is very light, made from alluminium, and equips a robust and reactive chassis made from steel and alluminium. The centre of gravity is lowered by the four stroke engine, making control easier at high speeds.

High performance and torque is perceived even at lower revs, while the twin cam works to soften the vibration typical of single cylinders. Electronic ignition is efficient and the four valve system guarantees contained emissions and fuel efficiency. The automatic transmission has a new clutch, making riding more fluid and comfortable in the stop-and-go of city traffic.

The Majesty has great ease of acceleration in the 0-50 km/hr bracket, making it an excellent companion for city riding. On urban and open roads, the 41 mm fork and 120 mm wheel travel gives comfortable riding, and the rear twin shock absorber also contributes to great cornering and stability at high speeds. The range is no problem, thanks to a 14-litre tank.

The brakes are also powerful, with two front, 267 mm, discs. ABS is also available. The transmission is great both from a complete start and in progressions through medium and high revs. There is large under seat storage that can fit two full-face helmets and a bag, making it top of the range for its volume.

The instrument panel includes a rev counter and the headlights are completely new, with the characteristic double front headlight of Yamaha sports style. Three colours are available. In the end we liked the look of the Majestic, its comfort and space and its excellent road handling. The rear suspension is a little hard and uphill starts could be improved. The Yamaha Majestic 2009 sells for 6,690 euros.

Technical Specs

Engine: 395cc four-stroke, single-cylinder engine
Power: 33.5 hp (25 kW) at 7,000 rpm
Torque: 3.7 kgm (36.3 Nm) at 6,000 g/m
Chassis: tubular alloy
Brakes: double front disc at 267 mm, rear disc at 267 mm
Wheels: front 120-80 R14, rear 150-70 R13
Wheel base: 1,565 mm
Regulation: Euro 3
Guarantee: Three years
Weight: 220 kg
Price: 6,690 euros, 7,190 euros for ABS version

We had a test run a few days ago at the Vespa Day Milan of the new Vespa GTS 125 Super. One of our colleagues, back in the good old days, had a magnificant Vespa P200E from 1979, and he can confirm that taking out the new GTS 125 Super still gives you that true Vespa feeling. As we all know, a Vespa is a Vespa.

The Vespa style has always remained more or less what it is today, with only a few touches to modernise the scooter to keep up with current technology and the market. The new GTS 125 certainly makes use of Vespa’s strong points, showing off a classic 60’s style.

The engine is a single-cylinder 125 four-stroke, liquid cooled with the new Electronic Cooling System that guarantees reduced energy use and greater fuel efficiency. The electronic ignition combines to make 4.9 hp at 9,750 rpm.

Test Vespa GTS 125 Super

All you have to do is hit “on” and you’re off. The Vespa GTS 125 is easy to ride, especially in city traffic where it shows fantastic agility. While still a 125cc, the acceleration is good, smooth and optimal for a chaotic city such as Milan. The engine is incredibly quiet, and the vibrations are virtually unnoticeable, especially when you’re getting about on the cobblestones of a European city. The GTS 125 is stable, comfortable and precise in cornering.

The classic chassis is also perfect: rigid with alluminium body, it combines with impeccable suspension performance that uses the classic oscillating piston rods and double hydraulic rear shock absorber.

The braking system is also of quality, with two 220mm discs on 12-inch wheels, with 120/70 front wheels and 130/70 at the rear. The only caution is not to attempt to exaggerate in cornering as leaning too much risks scratching the trestle part.

In Italy a motorcycle licence is only required above the 125cc class, and so the Vespa GTS 125 Super positions itself perfectly for riders for whom a 50cc is a little underpowered. If you’re interested in style, the Vespa GTS 125 is also quite a head turner, available in bright colours that are sure to attract attention.

The Vespa GTS 125 Super is available in four colours: Montebianco white, Nero Lucido black, Rosso Dragon red and Giallo Lime yellow. It costs 4,500 euros, keys in hand.

Peugeot completes its scooter range with this high wheel scooter in the LXR model. The urban scooter is equipped with 16-inch wheels, is made for daily use with a light and compact style and an attractive quality-price ratio. We tried it out in the 125cc version around Milan, and also had a test ride of the 200cc direct injection model.

Both engines are single cylinder, four-stroke with four valves per cylinder and liquid cooled, complying with Euro 3 norms. The braking system has twin 220mm discs, and the whole scooter has a dry weight of 135 kg, with a tank capacity of eight litres.

The Peugeot LXR 2009 will be sold at a price of 2,650 euros, in the 125cc version, while the 200cc version costs 2,900 euros. Colours available are white, blue and dark grey. Optional accessories include rear box storage and high or low windshield.

The LXR is surprisingly dynamic with immediate response and a ready feeling. The seat measures 790 mm from the ground with a great riding position for optimal control. The riding controls are immediate but not brusque with comfortable suspension to tackle the unpredictable city roads.

The brakes are powerful, but for fast braking, a rider needs to pull hard on the lever. The 16-inch wheels are perfect for urban traffic with good grip for more aggressive riding. The plastic finish is good, and the instrumentation easy to read. The controls are well placed.

The under seat storage is large and sufficient enough to hold a jet helmet. We also liked the colours we tested, which were white and blue that don’t tire over time. Another little gem from Peugeot for its LXR scooter is the double trestle feature that makes for easy parking and access in difficult spots.

The Peugeot LXR is a city scooter, that’s fast in traffic with an engine sufficiently powerful that should satisfy most users. The price is very competitive, and you can rest assured you’re getting a high quality product. The Peugeot scooter is definitely an ideal companion for city commuting, while having a little fun as well.

We had a test drive of the 2009 SYM scooter range recently, with a drive on a windy and mountainous road that proved a good testing ground for the scooter from Taiwan. The three distinct products that we tested were the Joyride evo 200i, the Citycom 300i and the Symphony 125.

All three scooters have good finishings and production options, with electronic ignition. While the engines are pre-series, they already work well, with good balance and performance.

The 200cc is the most well-balanced of the engines, while the 300cc on the Citycom is almost too powerful for the model it equips. The 125cc on the Symphony is enjoyable to ride, with good response. All engines are single-cylinder four strokes that comply with Euro 3 norms.

Looking closely at the scooters, they’re finished well with some nice features that should make the SYM range appealing to the European market. The handle bars have some convenient controls, with full instrumentation on the dash, passenger foot pedals, and some added features such as a spring cap for the petrol tank.

From the point of view of a dynamic model, the Joyride 200i is the best option, with a roomy underseat storage unit, and a snappy engine response for urban traffic riding. The brakes are particularly impressive, with a front disc of generous size.

For a more sports scooter ride, the Citycom 300i is a good option, with a compact seat position and 16 inch wheels, perfect for trips out of the city for some fun on country roads. The engine has good power, but we had expected more from a 300cc. The handling is rigid and precise, with another excellent braking system.

Out of the three scooters tested, the Symphony 125 is the most “European” both in its look and its riding style. The brakes are adequate, the scooter seems stable, with lower speeds when changing direction and entering corners. The engine is perfect for this type of scooter, with nothing to be ashamed of compared to European or Japanese scooter models.

The SYM scooter range is offered at extremely competitive prices, with the Symphony at 1,550 euros, with rear drum brake. Double disc brakes cost 1,650 euros. The Joyride Evo is available at 2,750 euros for the 125cc and 2,990 euros for the 200cc. The Citycom 300i is the most impressive in terms of price, at 3,650 euros.

We had a test ride of the new Moto Guzzi V7 Cafè Classic and to be honest, it’s difficult to go unnoticed on this motorcycle, faithful to Guzzi style and historic class. Above all, the dominating factor is a retro look, with plenty of fascination and charm that true Guzzi fans will appreciate.

The new V7 is born from the ashes of the V7 Legnano, a prototype that was based on the V7 Special that emerged at the beginning of the 1970’s. The original V7 version had a 700cc engine and about 50hp, that was built on the request of the police for an all-purpose model that could substitute the all-rounder Falcone.

The first model, destined for the military, was built in 1963 with a 90° V engine at 700cc, will the V7 civilian road version was presented in 1965 in Milan. From the project, and using the same chassis and engine, further models were developed including the V7 Special, V7 Sport (known in Italy as the “bassotto” or dachsund) and the V7 GT 850.

Like its parent, the new V7 uses spoke wheels with sports tyres, and a classically austere instrument panel with vintage style. Chrome features further reinforce this Guzzi vintage style, while modern technology matches the 60’s and 70’s Italian design in a form that is recognisable for its charm and personality.

The current Cafè Classic marks another step in a story from 1969, using technology that saw an increase in power from the original engine of 703cc, up to 757cc. Keeping the trustworthy durability that Moto Guzzi was, and is, famous for, the V7 Special was equipped with this new engine, that in 1969, made history in Monza in races of 100 and 1000 km, at average speeds of 218 and 205 km/hr.

On the road, the V7 Classic is a perfect companion for riders who want a relaxed and easy experience, without the frenetic ride of modern technology. It’s an easygoing touring bike that allows you to take in the landscape with a Moto Guzzi that is steady and classic in style.

The V7 Classic is easy and instinctive to ride, eliciting confidence from the rider. The size is companct, with an upright riding position and great handling that also make this an option for city traffic, mixed urban routes and a female clientele. While the style is vintage classic, it’s also versatile enough to meet the demands of both younger, curious riders and the more experienced rider looking for a nostalgic experience.

The seat is comfortable, well padded and measured such that it is ergonomic and can accommodate a passenger, too. The engine is not designed to stupify with its brilliant performance or acceleration, but maximum torque of 54.7 Nm is reached at only 3600 rpm with power of 50 hp. The transmission, however, has been very well designed, with a spacious shift, that is sweet on the clutch.

The price of 8,000 euros is not one of the lowest, but it is definitely competitive, especially with a similar Triumph, for example, in a sector that has recently gained unexpected sales success. We liked the easy handling and riding style, and we have to add that the retro charm and history plays its part. Power and comfort could be improved. For full technical specs and gallery, see our original Moto Guzzi V7 Cafè Classic post.