Moto Guzzi V7 II Stornello 2016 Service Manual

PistonHeads' own genuinely puzzled review captures the whole story behind this bike's unusual name: "according to that fountain of knowledge that is Google, a Stornello is a short Italian poem. Quite what that has to do with a motorcycle is a mystery, but that's the Italians for you." Rider Magazine's own account clears up the more likely genuine inspiration: "the original 1972 Stornello Scrambler 125 was a competitive ISDT model of the time, while the new V7 II Stornello gets the same upgrades as the rest of the V7 II line, including dual-channel ABS, traction control and a six-speed gearbox." Autoevolution's own confirmed account describes the genuine rarity built into this exact model: "the V7 II Stornello was Moto Guzzi's latest representative, showing its ability to create exclusive and truly factory specials with great attention to detail and quality, almost making the machine a collector's item."

Power comes from a 744cc air-cooled 90-degree V-twin, mounted transversely, delivering a claimed 48 hp at 6,200-6,700 rpm and roughly 44 lb-ft (60 Nm) of torque at 2,800-3,250 rpm through a genuine 6-speed transmission with a single-plate dry clutch and shaft final drive (Moto Guzzi's own CA.R.C. Compact Reactive Shaft Drive system). Motorcycle.com's own detailed first-ride account confirms the genuine mechanical character this transverse V-twin delivers on startup: "thumbing the starter brings the transverse-mounted 744cc 90-degree V-Twin to life, and like with all Moto Guzzis, riders are required to blip the throttle immediately after the engine fires — for the pure pleasure of having the bike tilt to the right from the rotational forces created by the crankshaft spinning on the same linear plane as its wheels."

Motorcycle.com's own confirmed genuine hardware distinctions from the closely related V7 II Stone this bike is based on: "spoked aluminum hoops replace the cast aluminum wheels, though the 18-inch front and 17-inch rear specifications remain the same. The tires wear a more off-road-suitable knobby-ish tread pattern on their radial carcasses," paired with "the same suspension as the V7 Stone" — 5.1 inches of front travel and 4.4 inches at the rear — and an "Arrow exhaust" that "sounds a smidge throatier than the pipe on the Stone." PistonHeads' own genuinely critical assessment of that scrambler-styled rubber choice is worth knowing before riding one hard: "I've never heard of Goldentyre tyres before but I hope I never hear of them again, as they ruin the V7's previously pretty solid handling... they may be fine for urban commuting, but show them a set of bends and they are vague and lacking in grip even in the dry."

Rider Magazine's own detailed styling account confirms the genuine period-correct color scheme: "a white tank with red stripes, red frame and black engine pays homage to the original 1972 Stornello. Did Guzzi nail the look? Pretty much." That same review confirms genuine enthusiasm for the riding experience despite a real pricing complaint: "at the end of my brief 100-mile ride on the Stornello, I was grinning ear to ear; this is pure, kick-up-your heels fun, the way motorcycling used to be, with a peppy engine, simple design, exposed mechanics and clean, minimal styling. I do wish the $11,990 MSRP was more in line with the competition, however; both the Ducati base Scrambler and the Triumph Scrambler ring in at under $10K. Perhaps it's because the V7 II Stornello is being positioned as a limited-edition tribute bike, with a production run of only 1,000 units." A tubular-steel double cradle frame carries the drivetrain, with a 57.0-inch wheelbase and a 31.1-inch seat height.

This factory service manual covers the procedures, torque specs, and diagrams needed to keep a 2016 V7 II Stornello running the way it was built to.