• You can now own your dream bike through the Moto Guzzi Ride-Now-Pay-Later promotion.

  • The promotion period is from 15th June to 31st August 2019.

  • You can ride a new Guzzi for free up to 6 months.

Ever dreamed about owning your own Moto Guzzi? Well, now you can with the Moto Guzzi Ride-Now-Pay-Later campaign.

Moto Guzzi Malaysia, through the official Malaysian distributor Didi Resources Sdn. Bhd. offers a once-in-a-lifetime opportunity to ride away with that Guzzi you’ve been lusting after.

Those eligible can ride a Moto Guzzi motorcycle absolutely free for up to 6 months. That sounds like a great way to ride the bike to your favourite destinations with the money saved. Terms and conditions apply, of course.

The brand offers premium modern classic Italian bikes ranging from standards to café racers to the latest V85TT dual-sport (although not included in the promotion) model.

This special promotion is effect from 15th June to 31st August 2019. The motorcycle must be registered by 31st August 2019.

Participating dealers are as follows:

  • Welly World Cycle 2135, Jalan 3/1, Batu 13 1/2, 47000 Bandar Baru Sungai Buloh, Selangor, 012-9412322
  • Stronghold Cycles @ The Gasket AlleyLot 15, 13, Jalan 13/6, Seksyen 13, 46200 Petaling Jaya, Selangor, 016-3738656
  • Sheng Fatt Motor Sdn. Bhd.No 24, Jalan Dato Keramat, 10150 George Town, Pulau Pinang, 012-4018932
  • Soon Hin Co.A-139 & A-141, Jalan Beserah, Kuantan, Taman Seaview, 25300 Kuantan, Pahang, 016-9350055
  • The Moto Guzzi Tuscany Experience is a unique ride put together for owners and dealers to properly experience the values of the brand. 
  • A number of Malaysians joined the ride to explore the Italian countryside on various Guzzis. 
  • Taking place over four days at the historic town of Siena, the ride covered a few hundred kilometers with plenty of stops for great food along the way. 
  • Participants not only get to experience riding in a foreign country with breathtaking views, but also get to experience different Moto Guzzi models. 
Video highlights from the ride.

“You have come to the right place to ride motorcycles. Southern Italy is too influenced by mediterranean culture, and Northern Italy is influenced by the Germans and the Swiss. Central Italy is still uniquely Italian, everything from the culture to the landscape,” said the cab driver at the Siena train station, en route to Hotel Montaperti, located about 20 minutes out of town.

Siena is an old medieval Italian town which can trace its history back for centuries, up until 900BC actually. Typical of old Italian towns with a storied past, Siena boasts old brick buildings, a central square, a tall clock tower and of course a huge intricately designed Catholic Church.

I had just arrived after a grueling 25 hour journey from KL. Though tiring, I had an entire day to recuperate for the ride ahead. Jet lagged, I decide to call it a day at about 7pm Italian time (1am back in Malaysia), but not before scrutinizing the beautiful Guzzis that dominated the hotel carpark.

Lined up neatly, there was every single modern Moto Guzzi you could think of, including the gargantuan MGX-21, the all-dominating Audace, the entire range of the V7 III as well as the V9. I knew happy days lay ahead, but first, I needed to lay my head down. Oh and there were a few Aprilias too, for the marshals to chase down anyone who strays away from the group.

Moto Guzzi has been enjoying a resurgence in Malaysia. The Italian bike maker is one of the oldest in the world, was the first to have a wind tunnel at its factory, was at one point the best selling motorcycle in the world, and is also the first bike maker to use a transversely mounted V-engine, a feature still seen today in all Moto Guzzi motorcycles.

So as the sun rose the next day, warming up the farm lands and gently lifting the fog from the night before to reveal the beautiful Tuscanian country side. I walked among the Guzzis, deciding on my stead for the day.

On my left was the MGX-21 Flying Fortress, a behemoth of a bike with plenty of carbon-fibre that didn’t do much to lighten the bike. I thought it looked cool, but despite being a fan of baggers, it just didn’t appeal to me all that much but I did end up riding it later. On the right were the range of V7s and V9s, which I thought I’d reserve for another day since I had four full days of riding ahead.

And so came the Audace, a bike that had just been launched in Malaysia and I had heard good things about from the many dealers who were also present at the ride. And so I settled on a Audace in Guzzi’s Matte Impetuoso Red. Placing my helmet on it confirmed it as mine for the day, a gentleman’s agreement everyone understood.

The first day was more of a “familiarization” ride for everyone – since the ride brought together riders from the UK, Australia, New Zealand and from other parts of the world, day one was a chance to get used to riding on the wrong side of the road, and to acclimatise to the chilly end-of-summer weather. And so we rode about 150km’s on the first day, but it was spectacular no less, we rode along the “Crete Senesi” region, across rolling green hills, through ancient villages, and a stop at the Abbey of Monte Oliveto Maggiore, which was founded in the year 1313.

Officially called the ‘Moto Guzzi Tuscany Experience’, the ride takes place at different places around Europe at different times of the year. After Tuscany, the organising team headed to Sardinia for a similar ride there but for a different group of owners and distributors. The Moto Guzzi Experience of Tuscany was just one chapter of three separate rides, each designed to give owners the ultimate Moto Guzzi experience, with some of the most stunning landscapes a biker can experience.

Day 2 involved riding about 240km with a stop at the Piaggio Museum for lunch while admiring new and old models from Vespa and Aprilia but very little of Moto Guzzi, which was understandable since the brand is based in Mandello del Lario, which is closer to Milan.

I selfishly stuck to the Audace for a little while longer, it was perfect for the narrow country roads, obviously designed and built for leisurely cruising but with a wild side to it too. It is powered by a 1380cc V-twin engine that puts out 96hp and 121Nm of torque. Fast and comfortable, the Audace was probably the favourite of the lot as everyone seemed to not want to give it up for the next person, yours truly included.

After exploring the countryside, we stopped at the walled town of Volterra, another ancient town that has been continuously inhabited since at least 8th century BC. After some gelato and racking up the step counter, we swapped bikes for the ride back to the hotel. This time I jumped on the V9 Bobber.

I own a Harley-Davidson Sportster 48, and in my opinion, it is the most genuine Bobber in the market despite other brands having their own interpretation of it. The thick 90 section front tyre may give the 48 a clumsy feel up front, but there is just something about big fat tyres that add visual drama. The V9 Bobber however was a revelation of sorts, despite not having the visual appeal of the 48 or even the Triumph Bobber.

It too has a 90 section tyre up front but you sit upright with your feet resting on the mid-placed foot pegs. The sitting position is comfortable and borderline sporty even, which makes this Bobber surprisingly enthusiastic in the twisties. But naturally, handling is let down with that burly front tyre.

The V9 Bobber has the same 853cc V-twin engine as the Roamer with the same 55hp and 62Nm output. Though not terribly quick, the Bobber can be quite fun to ride, and quite comfortable despite the thinly padded seat. In terms of technical features, the V9 Bobber does not offer much, suspension set up consists of telescopic hydraulic forks up front and dual shock absorbers clutching a lightweight alloy swingarm with adjustable preload. The braking system is made up of a 320mm single disk up front with a Brembo four-piston caliper and a 260mm disc with twin piston caliper for the rear. ABS is offered as standard.

The one part where my 48 really sucks at is fuel range because of that tiny 8-litre peanut tank. I get range anxiety every time I ride long distance on the 48 so end up refuelling more often than I need to, and that is also partly why I am thinking of selling it for something more usable. And that is a problem the V9 Bobber does not have with its 15-litre fuel tank. It goes further and has the capability to carve a smile on anyone’s face.

Day 3 – 200km ride. The MGX-21 Flying Fortress is all about visual drama. It turns heads wherever it goes, and fans of sports bikes will appreciate the generous use of carbon-fibre almost everywhere you can think off (check out that carbon-fibre front wheel, below). And yet, despite being loaded with one of the lightest element in the world, the MGX-21 still somehow manages to weigh in at a stonking 336kg! That is seriously heavy, and trust me on this one, the Flying Fortress was not easy to ride, especially at low speed through traffic.

I found the bike to be clumsy, and because of its weight, it wasn’t a lot of fun in corners. It was fine in a straight line, comfortable and relaxing to ride, but not so at low speed. The bike is unlikely to make it to Malaysia, but as far as dramatic presence is concerned, the MGX-21 Flying Fortress looks like something out of a marvel comic.

I hopped on to the Moto Guzzi California next, for the ride to the wine producing town of Montelpulciano.

Like the rest of the towns we visited, Montelpulciano too has been around for millennia, and is surrounded by breathtaking landscape. The town was built on a limestone ridge 2000ft above ground, so you can imagine the views. Despite that, the town is better known for the wine it produces, specifically its ‘Vino Nobile’, which is considered to be the finest Italian wine.

The California is powered by the same 1380cc engine as the MGX-21, and also produces 96hp and 121Nm of torque. It too weighs in at 326kg, but unlike the MGX, the California does not have an inch of carbon-fibre anywhere. It is more of a laid back cruiser with a tall windscreen up front and huge foot boards. Handling was similar to the MGX, but somehow the California was more comfortable, perhaps it was the seat, or that my expectation was lower for a bike that did not come dripping in carbon fibre. Either way, I had a splendid time with the California, letting it soak up everything the road threw at us, gently squeezing the throttle without kicking down a gear, taking in views. It was perfect.

I rode the new V7 III Rough on the final day, which was a 100km ride to the town of Siena. The Rough can be interpreted as Guzzi’s attempt at creating a Scrambler of sorts, complete with knobby tyres, a purpose built handle bar and slim aluminium fenders reminiscent of scramblers of old. Some even see the Rough as a response to Ducati and Triumph, but unlike the models from the competition, the Rough is not a standalone model.

Like all V7 III’s, the base bike is always the same with the same 744cc V-twin engine powering all bikes, the same frame, the same wheel size, the same forks, every technical bit about the bike is the same for all V7 III models. And so the Rough is no different, it is the visual parts that differentiate one bike from another.

The Rough rides similarly to all other V7 models, though the knobby tyres require a little extra attention in and out of corners. But on the cobblestone roads around town, the tyres were perfect, giving the bike a level of confidence unlike any other V7 model, and this is with the traction control turned off. And that is the point here for the Moto Guzzi V7 range of bikes, each V7 III may have the same underpinnings, but ride the lot and the difference is clear as day.

After parking the bike at the cathedral at the centre of town, I ventured off with the rest of the Malaysian team to explore the inner workings of Siena. And that’s when I heard someone say:

“Hey man, nice t-shirt, do you ride a Guzzi?” came a voice from behind with a southern twang typical of southern US states, the type you usually hear in old John Wayne movies. I didn’t even get a chance to turn around when this guy sporting a cowboy hat and a thick ‘stache came up next to me. “Yes I do, we all do,” I said to him, gesturing towards the rest of the riders there, who after four days had become more of a family.

“I am from Texas and I ride a Moto Guzzi, we are rare but people who ride a Guzzi are a special bunch. They know their motorcycles, they simply do not like to be mainstream,” he quickly surmised. I laughed in agreement and after a few quick words and a handshake, he disappeared in the crowd of tourists.

And that got me thinking, there are lots of Moto Guzzi fans out there who appreciate the finer workings of a Guzzi, such as the 90-degree V-twin engine, or the ingenuity of its engineering, or perhaps they love the history of the brand. Either way, the love and passion for the brand is spread far and wide, and it was fantastic to spend a few days talking and learning from like minded people, some a lot older than me with decades more experience with Guzzis.

Back in KL and on my very own Moto Guzzi V7 III Anniversario, I found myself appreciating the bike a lot more than I did previously. Having met the people from the company who build these bikes and those that love the brand, there was a certain sense of pride riding a Moto Guzzi in Malaysia. It may not be the most advanced of motorcycles or the fastest, but it is a Moto Guzzi and everything about a Guzzi has come from nearly 100 years of pain staking engineering and board room meetings to keep the brand alive. And I appreciate that and the fact that it is still proudly built in Italy.

For more information about the Moto Guzzi Experience or to sign up for the 2019 ride, visit or or you can drop an email to

  • Moto Guzzi V9 Bobber Sport telah diperkenalkan di acara Intermot 2018.
  • Ianya merupakan versi V9 Bobber yang lebih sporty.
  • Model ini didatangkan dengan penyerap hentakan Öhlins dan pengemaskinian gaya.


  • Moto Guzzi V9 Bobber Sport was introduced at Intermot 2018.

  • It is the “sportier” version of the normal V9 Bobber.

  • It features Öhlins shocks and stylistic updates.

Moto Guzzi unveiled a “sport” version called the Moto Guzzi V9 Bobber Sport at the Intermot 2018 show in Cologne, Germany.

The Sport features lower single seat and black pipes to “bring out the mean and moody” look. The fat front tyre is retained.

Other features on the Bobber Sport are fork gaiters for that retro look, cut-down front mudguard and lowered headlamp with a new aluminium fly-screen. The riding position is made sportier by installing lower drag bars with lower risers.

The shock absorbers are adjustable Öhlins units for “improved” handling and ride over the normal V9 Bobber. Megaphone exhausts will hopefully liberate some noise rather than sounding muted.

Moto Guzzi did not upgrade the bike’s performance, however. The Moto Guzzi V9 Sport is still powered by the very same 853cc, transversely-mounted 90o, V-Twin which produces 60 bhp and 62.4 Nm, instead of the new 80 bhp, 850cc engine which will power the V85 TT.

“Bobber”-style motorcycles have become very popular recently. The name “bobber” is derived from their shortened rear fenders hence “bobbed.” The bobber scene was invented by post-WW2 American riders. Although Harley-Davidson has been producing bobber-style bikes ex-factory for many years, it was the Triumph Bonneville Bobber which broke records as the manufacturer’s best-selling motorcycle. Other manufacturers had to follow suit, including Moto Guzzi with their V9 Bobber line-up.

  • The Moto Guzzi V7 III Carbon has just been launched in Malaysia.
  • The Carbon variant features carbon-fibre components, red highlights and a unique alcantara leather seat.
  • Only 1921 units will be produced worldwide and you can book yours now.

Moto Guzzi Malaysia today introduced the limited edition Moto Guzzi V7 III Carbon. An aesthetically racier, more performance oriented variant of the popular V7 III.

The Carbon variant, which was introduced at the Moto Guzzi showroom at The Gasket Alley in Petaling Jaya, is distinguished by its carbon fibre components such as the shortened fenders and side fairings, as well as the Matt black colour with red contrasting highlights on the engine cover, logo and front brake caliper.

The seat (above) is also unique to the Carbon model and is made of water repellent Alcantara, leather. It too features red highlight stitching as shown below. In fact, the carbon features many such unique features, such as the tank cap made of anodized black billet aluminum, headlight frame, injector covers and the rear brake master cylinder.

The Moto Guzzi V7 III Carbon is made in limited number, 1921 to be exact, a number that recalls the year Moto Guzzi was established.

The series number of the model is identified by the plate on the handlebar riders as shown above. Also shown above is the dedicated single circular display, which is typical of variants such as the V7 III Stone, Rough and the Carbon. The V7 III Special, Racer and Milano variants on the other hand, have a second circular display for the rev counter.

At the heart of this Carbon model is a transversal V-twin engine, which is now in its third iteration since the original engine was first introduced back in 1967. The 744cc engine features twin valves with light allow pushrods and rockers as well as aluminium heads, pistons and cylinders that help to generate 52hp at 6200rpm and 60Nm of torque at 4900rpm.

Power is transferred via a six-speed transmission which was first introduced in the V7 II model, but with an updated, longer first and final gear ratio that are able to fully exploit the torque and power of the engine.

On the safety front, the V7 III Carbon comes equipped with a four-pot Brembo caliper up front gripping a 320mm disc brake, ABS braking as well as an adjustable traction control system called the Moto Guzzi Traction Control system, which can be adjusted to two sensitivity levels or turned off entirely. The rear brake consists of a 260mm disc with a twin-pot caliper and a master cylinder with built-in resorvoir.

As for the handling of the bike, the sitting position is commanding which is typical of modern-retro machines. The steel frame and the completely reworked front end of the third generation variant of the V7 is said to give the bike a steady feel at high speed and in corners.

As for the the shocks, the front features basic non-adjustable forks with 5.1-inch of travel which the rear is kept in check by a set up Kayaba shocks with 3.8-inch of travel at the rear, adjustable for pre-load and travel.

The limited-edition Moto Guzzi V7 III Carbon is priced at RM74,900 and is now available for viewing at the Moto Guzzi showroom at The Gasket Alley in Petaling Jaya.

  • Moto Guzzi unveiled the V85 concept during EICMA 2017.

  • The V85 takes the form of a dual-sport motorcycle.

  • Patent filings for the bike has been leaked online.

There’s been plenty of positive buzz since Moto Guzzi unveiled their V85 dual-sport concept during EICMA 2017 in November.

Piaggio has plans for a new dual-sport ever since the Stelvio 1200 NTX was discontinued as it isn’t Euro 4 compliant.

The V85’s mini-site is fully running (please click here to visit the site) and provides some insights into the concept. The design speaks of rally raid bikes from the 1980s – namely the Paris-Dakar Rally.

But while the site conclude with the “Stay tuned!” message, has sighted and published the patent filing for the bike in Australia. A patent filing is good news as it means there’s a great possibility for a product to go into production.

Comparison of concept vs. patent filing (front) – from

Referring to the pictures provided by, it seems that many design elements of the concept are retained. That’s a welcomed relief as bikes usually lose so much of the stunning details of the concept once they go into production. A good example is the KTM 790 Duke.

Comparison of concept vs. patent filing (side) – from

The V85 certainly looks great, with many details constituting a (welcomed?) departure from contemporary Moto Guzzi norms. Check out the rear monoshock which sits out in the open to mimic traditional dual shocks, the minimalist bodywork and steel tube frame, and retro paint scheme. The official site has also described the powerplant as an 850cc air-cooled 90o transverse V-Twin, which produces 80 bhp. That means it should be the engine that powers the V9 line-up.

Moto Guzzi has yet confirmed the V85’s full name, leaving it to fans to “vote” among Terra, Explorer, Bluster, Rover, Desert, Pathinder, Stelvio, NTX.

in the meantime, you may visit Moto Guzzi Malaysia’s Facebook page or head over to the location below.

  • The Moto Guzzi V7 III and V9 line-ups are the obvious starting point for customizing.

  • This Gannet custom bike started as a Moto Guzzi V9 Roamer.

  • The builders aimed for a minimalist traditional racer style motorcycle.

One look at the Moto Guzzi V7 III and V9 ranges and your instinct will tell you that they are meant to be customized. Take for example this Gannet Moto Guzzi V9, which started out as a 2016 V9 Roamer ol’ school cruiser. Please click on the link below for our review of the Moto Guzzi V9 Roamer.

Moto Guzzi V7 III Stone and Moto Guzzi V9 Roamer Test & Review

Designed by Ulfert Janssen of Gannet Design along with Stefan Fuhrer of Fuhrer Moto, the pair sought to create a pure racer, by reducing the bike to its essentials, with some retro elements thrown in.

But first, a small introduction.

Stefan Fuhrer was the former mechanic for Dominique Aegerter (current Moto2 rider) and Tom Luthi (current MotoGP rider). It was Fuhrer who wrenched for Luthi when the latter became the 125cc GP Champion in 2005. Since his workshop is just 100m from Gannet, it was easy for both teams to communicate. Fuhrer and his team had the race experience and precise engineering skills.

Janssen started the project with some loose sketches around the 853cc Moto Guzzi V9 Roamer for a forward leaning café racer.

Janssen said, “First I worked on the stance and changed the frame angle from slanted backward into a forward leaning angle. I cleaned up the architecture and made a major diet of all the unnecessary parts. I designed a new strong retro racing tail section and new exhaust system as a signature which sweeps along the bike like a swoosh.”


“Once the overall direction was settled, I made detailed design renderings which we used as the base for the building process. I first modeled the racer’s new tail section out of hard foam to find the good proportions and it was then used as a template for the metal work,” he continued.

Artisan Bruno Bertschy shaped the aluminium tailsection was shaped entirely by hand. A new sub-frame had to be designed and built for a higher seating position, in order to put the rider in a racing prone. A thin brown kilted seat was then added to match the Biltwell handlebar grips.

Going fully ol’ skool as in what Gannet calls “back to the roots”, the fuel injection system was ditched for carburettors and this was a tremendous challenge. The wheel sensor track (also called the transmitter wheel) had to be adjusted for a different gearing, besides the electronics such as ignition, sensors such as those for the throttle and crank position had to be reworked. The intake air tubes were racing inspired.

The prominent round sweep of the exhaust pipes contributes to a strong visual impact and enhances the fast-forward dynamic of the bike even at a standstill. The twin pipes were bent and welded to smoothly blend into two Leo Vince GP Pro trumpets. They give off a distinctive exhaust note from the Moto Guzzi 90o V-Twin when approaching. You can click on this link to hear the bike:

A custom motorcycle looks as good as its finishing. In this case, Walter Oberli created a special combination of scrubbed and high-gloss shine. The tank looks rough from afar but is actually smooth when viewed up close. The tailsection and details were painted in a soft gradation of blue. Besides those, the cylinder heads and aluminium protection heads were also given the same blue. It was what Gannet termed as “Rhapsody in Blue.”

The frame’s lower portion was remade, cleaned up and CNC Racing (who supplies the Pramac MotoGP team) rearsets were installed for racier ergonomics. The gearshifter was modified to fit the Moto Guzzi’s gearing setup.

On the chassis front, the Öhlins forks were fitted with a shortened front fender. The forks were held to the bike with an IMA racing triple clamp and attached to via a custom headstock. ABM Fahrzeugtechnik sponsored the clip-ons and Synto Evo brake/clutch levers in silver, blue and black to fit the color scheme of the bike. Jetprime all-black racing control buttons round out the details of a race bike.

As for other items, Highsider sponsored the lighting system, while the gauges were supported by Daytona (Paaschburg & Wunderlich) that were then attached to custom-made brackets. Motogadget supplied the electrical components such as m-lock for keyless starting, handlebar-end turnsignals, m-blaze and m-unit for the control box.

Kineo specially made the 18″ front spoke wheel to fit the new fork travel of 210mm. The rear is also a 18″ Kineo spoke wheel which was fitted with aluminum cover plates. Rear shocks are two Öhlins Blackline.

Stefan Fuhrer surmised the build, “What I like best about this custom build is the coherence of the whole bike, where from the front wheel to the rear wheel the smooth transition from one component to the next passes through. It was important for me and Ulfert that we solve and adapt the individual components in such a way that they give a coherent overall picture.”

Ulfert Janssen: “What’s special about this conversion is that it’s a reduced and minimalist design at first glance, but at a second glance you can see many custom parts and special details. These remain discreetly in the background to give a pure and strong first impression. However, if you dive into the bike, you can discover the sophistication in detail. Special thanks as well to Bruno Bertschy (metal work) and Walter Oberli (paint) for their contribution and fine work.”

This bike will be at The Reunion in Monza, Wheels & Waves and Glemseck 101 among others.


  • The Moto Guzzi V7 III Carbon Shine features aesthetic updates to the popular V7 recipe. 
  • The bike features no performance updates but some carbon fibre is sprinkled on for good measure.
  • Only 500 are to be produced worldwide, with some perhaps making it to the Malaysian market. 

As far as retro styling goes, Moto Guzzi is the one brand that has remained true to form for many years now. The V7 has largely remained unchanged from the beginning except for some sprinkling of modern features here and there.

The V7 has spawned many special editions including the gorgeous Anniversario model. That model has completely sold out and Moto Guzzi went back to the drawing board to come up with yet another stunning model aptly called the V7 III Carbon Shine.

It may not have a lot of updates to its styling or to its performance as it is powered by the same 90-degree transverse V-Twin with the same shaft drive. In fact the updates are aesthetics only, with only black and chrome highlights.

The tank os chromed out with a black leather top strap which we first saw with the Anniversario which had a brown leather strap. There’s also some carbon fibre on the front mudguard and side panels, billet machined aluminium bits and a classy, hand-stitched saddle.

Only 500 of this beautiful authentic motorcycle are being made, and possibly a few might make it to the Malaysian market, considering the resurgence of the Guzzi brand in Malaysia.

Speaking of which, The Clan, which is the name given to the Moto Guzzi owner’s club, has been very active in Malaysia of late. Click here to read about their recent night ride to Penang, or check out the video below for their pre-Raya ride to Malacca where they spent time lounging at The Straits Werks Cafe.

  • Called the Moto Guzzi Vengeance Challenge Ride, Moto Guzzi Malaysia organised the ride to Penang.

  • The fasting month did not stop Moto Guzzi riders from riding.

  • It was an fun ride as the riders got to enjoy their bikes in many different situations.

Many already know that the holy month of Ramadan is when Muslims observe the act of Puasa (fasting). But it goes beyond not eating during the daylight hours of the day. Ramadan is the ninth month of the Muslim calendar and was the month when the Holy Quran was revealed. Fasting is the one of the Five Pillars of Islam, so Ramadan is a time of spiritual reflection, improvement and worship. Muslims are expected to increase their effort into following the teachings of Islam.

It the time to challenge our resolve as Muslims to resist temptation.

Hence this was the reason Moto Guzzi Malaysia decided to organize a special ride on 1st June 2018. Called the Moto Guzzi Vengeance Challenge Ride, it was planned as an iftar (breaking fast) ride over two evenings.

The destination this time was Penang. As usual, the participants congregated at The Gasket Alley first for iftar before riding north at night. Jeya Thevan was the head marshal this time, thus he conducted the pre-ride briefing.

Riding at night during the Puasa month is much welcomed as we didn’t have to bask under the sun. The group of 12 kept a tight formation from the start point.

However, it started to rain slightly as we passed Rawang, cooling the ambient temperature even further. At least it wasn’t the heat causing drowsiness.

We topped off our tanks at the Tapah R&R and got rolling again, under the rain, all the way to another stop at Sungai Perak. It was planned as a relaxing ride, so we took our time to enjoy the fresh cool air, the ride and the soft rumble of the Moto Guzzi 90o V-Twin.

From there it was a straight shot to the Penang Island via the Sultan Abdul Halim Muadzam Shah Bridge (the new bridge). It was 2.30 am when we arrived at the toll plaza and there was no traffic to be seen. As a note to bikers, there is a motorcycle lane from the time you turn onto the bridge’s slip road and it’ll lead you to the toll plaza and all the way to Penang Island. However, please make double sure that you have a Touch ‘N’ Go card with you, especially at night as the counters are closed. Imagine having to turn around to get one or have some amount topped up into your IC at Juru.

Penang being Penang (it’s my hometown, by the way), turned left right, left, right, left countless times before reaching the Vouk Hotel Suites along Jalan Azlan Shah. At 3am.

Yes, we surely took our own sweet time. What’s the hurry, anyway? It’ll probably be even more tiring if we had blasted our way there.

We were given some time to freshen up and head back out to Nasi Kandar Line Clear for sahur (breakfast).

The group was given some free time until check out time at 1pm, but we’re not sure if anyone did go around Penang.

From the hotel, it was to Sheng Fatt Motor, Moto Guzzi’s authorized dealer in Penang, situated along Jalan Dato’ Keramat. The dealership provided top-class Penang hospitality, as the shop’s crew even helped us to park our bikes. Looks like Moto Guzzi owners now have a good home up north.

Mr. Sheng, Boss of Sheng Fatt organized a crew to lead us first to Fort Cornwallis for a goup photography session. The Guzzi’s looked especially great in that kind of setting.

Next, the Sheng Fatt boys ran point as they guided us to the first Penang Bridge to Harley-Davidson of Penang at Juru Autocity. The dealership is now fully operational for sales and aftersales.

We bade farewell and got back on the road again, this time towards our first stop at Sungai Perak. The weather stayed clear and hot all the way to that particular R&R before turning cloudy. That cooled down the air and road.

Although most of the riders fasted, none seemed to show signs of fatigue. Instead, they were smiling and laughing as they joked with each other.

It was over to the Foods Project Restaurant in Ipoh for iftar. We arrived ahead of schedule and that allowed us to rest up first. We kicked back a bit more after our dinner before getting on the road again, straight to the Tanjung Malim R&R.

A few riders went their separate ways from the R&R as they didn’t need to ride all the way to Moto Guzzi Malaysia. Not a single Moto Guzzi broke down or encountered any serious problem. But more importantly, everyone got home safe and sound without a single untoward incident.

In conclusion, it was a pleasurable ride. However, we didn’t visit many historic sites in Penang as it was just not practical to explore during fasting, then continuing with the ride after that. Moto Guzzi Malaysia has promised a ride which includes visiting places of interest in Penang in the near future, so stay tuned!


  • Moto Guzzi Malaysia telah memperoleh unit 0001/1000 motosikal V7 III Anniversario.
  • Pengeluaran model ini telah dihadkan kepada hanya 1000 unit untuk seluruh dunia.
  • Motosikal ini ditetapkan harganya pada RM80,900 (termasuk 6% GST, tidak termasuk cukai dan insurans).


  • Moto Guzzi Malaysia has acquired Unit 0001/1000 of the limited edition V7 III Anniversario.

  • Production of the model is limited to only 1000 units worldwide.

  • The bike is priced at RM 80,900 (incl. of 6% GST, but not on-the-road).

Moto Guzzi Malaysia has acquired Unit 0001 of the V7 III Anniversario. It’s of great significance as production of the model is limited to only 1000 units worldwide.

The V7 III Anniversario commemorates the 50th year of the legendary Moto Guzzi V7, and is distinguished from the unlimited run V7 III by numerous exclusive details such as the gold-coloured Moto Guzzi eagle emblem on the chrome fuel tank, brand new genuine leather seat, and billet aluminium locking fuel tank cap.

The mudguards are polished aluminium, the passenger grab bar is chrome plated steel, while the wheels get exclusive polished channels and grey hubs.

Perhaps most importantly, the handlebar riser is laser inscribed with the production number XXXX/1000.

While based on the V7 III Special, the Anniversario’s engine has been tuned for a 10% power gain. The steel frame with dismountable double cradle maintains the same 46/54% front/rear weight distribution, however the front portion has been revamped and reinforced with a new steering geometry for better handling, cornering and stability.

These features produce makes the Moto Guzzi V7 III Annivesario a handcrafted work of art worthwhile for collectors.

“I am proud that we managed to acquire the 0001 unit of the III Anniversario and this would also be a pride for Moto Guzzi enthusiasts in Malaysia,” said Rewi Bugo, Chairman of Didi Resources Sdn. Bhd. Didi Resources is the official importer and distributor of Moto Guzzi motorcycles in Malaysia.

Rewi Bugo, Chairman of Didi Resources Sdn. Bhd.

The Moto Guzzi V7 III Anniversario is available for viewing at The Gasket Alley, Petaling Jaya, and priced at RM 80,900 (inclusive of 6% GST but not on-the-road).

For more information, please visit or their official Facebook page.

  • Moto Guzzi Malaysia telah menjemput para pemilik Guzzi ke satu perjumpaan akhir tahun.
  • Ianya merupakan sebuah platform untuk mendapat maklum balas dari pemilik baru dan juga yang sedia ada.
  • Jabatan Selepas Jualan Moto Guzzi Malaysia juga turut hadir bagi membantu dalam perkara yang berkaitan teknikal.



  • Motosikal Moto Guzzi V9 Roamer dan V7 III Stone melengkapkan lagi rangkaian motosikal Guzzi.
  • Moto Guzzi mengelaskan V9 Roamer sebagai sebuah motosikal buatan khas, dengan rekaan yang mengimbau kembali motosikal tahun 70-an.
  • Motosikal V7 III Stone menjadi asas bagi pengkhususan.


  • Moto Guzzi Malaysia invited Guzzi owners to a year-end gathering.

  • It serves as a platform to touch base with both existing and new owners.

  • Moto Guzzi Malaysia’s Aftersales Department were present to assist on technical matters.

Moto Guzzi Malaysia is paving the path to engage not only potential or new customers, but existing owners as well.

Since finding a new home at The Gasket Alley (click here for our coverage on the launch), they have organized many events and rides that reflect upon the Guzzi lifestyle, for example, a Sunday ride to Bentong a couple of months back (click here for the report), and now a special gathering as 2018 beckons.

Called the “Moto Guzzi Gentlemen’s Year-End Gathering,” the event brought together Guzzi owners past and present to make new friends and build camaraderie.

We were able to witness a myriad of Moto Guzzis, including the V7 II, V7 50 Anniversario, Norge GT, and an ultra-rare 90th anniversary California.

The owners were then invited to share their experience of owning a Guzzi on video. Although it wasn’t us who interviewed them, we were within an earshot when they described their experience and they were at the least satisfied and loved their bikes.

With the interview session done, Mr. Amarjit Singh, the Head of Aftersales met with the owners personally to discuss on what Moto Guzzi Malaysia could improve on, besides assuring that Moto Guzzi Malaysia is serious in providing the best possible aftersales service and parts availability.

The event adjourned after dinner, and with the owners exchanging contacts with each other. Looks like there’ll be plenty of Moto Guzzi rides soon!


  • The new Moto Guzzi V9 Roamer and V7 III Stone complements the Guzzi family.

  • Moto Guzzi calls the V9 Roamer a custom bike, but its design harks back to the beautiful 70’s bikes.

  • The V7 III Stone forms the basis for further customisation.

Moto Guzzi is a legendary Italian brand since 1912, but a few hiccups along the way gave the impression of the brand being “on/off.” However, Moto Guzzi is seeing a resurgence lately as the new official distributor, The Gasket Alley, has stepped up their marketing and aftersales efforts.

However, having ridden just one Moto Guzzi for mere hours in the past, I wasn’t sure of what to expect from these two bikes: The V9 Roamer and V7 III Stone.

When Sep and I went to pick them up, both had that modern-classic look, but it was the V9 Roamer which appealed to me with lots of chrome offset by anodized black parts and yellow paintwork. It looked like a 70’s kind of standard motorcycle. That’s just the looks, because the 853cc, 2-valve, 90-degree V-Twin engine is all new.

On the other hand, Sep preferred the V7 III Stone as it looked more “masculine” with its boxier fuel tank with flared sides over the cylinders, no chrome and flat yellow tank. In a way, the V7 III Stone has that unfinished look, no doubt being the model for further customization (there are hundreds of items in MG “Spark” catalog). The “III” designation means this is the third generation V7, inspired the by the 1971 V7 Sport. The V7 has been revamped in many ways including a 10% engine power bump.

Both bikes now feature MGTC (Moto Guzzi Traction Control) and ABS.

Pushing both bikes around The Gasket Alley’s parking lot revealed that they were light. It’s even more so when we climbed on board. Their seats were low and both of us could place both feet on the ground with ease.


The V9’s handlebar was mounted on a riser and swept back to meet the rider. The V7’s was flatter for a slightly more café racer feel.

As I reached out to thumb the starter button on the V9, I noticed that the switchgear had a new design, outlined by brushed aluminium bezels, similar to the Calfornia. The V7 made do with the conventional switchgear.

Both bikes starter quickly when the starter button was pushed, to a 90-degree V-Twin growl and the bike kicking to the right simultaneously. Such is the character of transverse-mounted twins (both cylinders projecting out the sides, instead of sitting fore and aft inside the frame), since the crankshaft is longitudinal along the axis of the frame. Conversely, V-Twin that’s mounted longitudinally (Harley, Ducati, et al) has the crankshaft across the frame, thus the frame damps out the crankshaft’s secondary vibrations.

As with Moto Guzzi’s engine configuration, the transmission mates directly to the back of the crankcase (like a BMW Boxer-Twin), although the Guzzi’s single dry clutch is behind the transmission instead of sitting in the middle between the two parts. Power transfer to the rear wheel is best served by a shaft final drive for transverse Twins.

This arrangement makes for a lower centre of gravity as the heavy parts are lower near the ground, as opposed to engine configurations where the transmission is “stacked” above the alternator (although it is more compact).

Anyhow, right away, the V9 Roamer exhibited a relatively maneuverable despite having a 19-inch tyre up front and 16-inch at the rear. Similarly, squeezing through traffic was easy as the bike’s pretty slim. My only gripe about riding it in traffic was the overly soft exhaust volume in order to comply with the Euro 4 emission standard. I don’t have to tell you that some car drivers in Kuala Lumpur are complacent behind their steering wheels, so a loud exhaust is the way to grab their attention unless you honk all the way.

The suspension of both bikes were supple in their initial strokes but took big hits over the shraper bumps and deep potholes. Still, they were remarkably better than their predecessors.

Out on the highway, the V9 Roamer went with the flow due to its taller gearing – it’s not that the engine lacks punch – the transmission was already in overdrive in fifth gear, while sixth was an even taller overdrive. This is definitely a bike for relaxed cruising.

The V7 however, felt more engaging due to its shorter gearing, meaning it kept pushing all the time. In Sep’s words, “The V7 feels more hooligan.” He’s right, because the Stone is just one of the variations in the V7 III family, which includes the V7 III Racer.

Italian bikes are famous for their handling, but I wish I could say so for these two. But it wasn’t because of the bikes, it was due to the standard Pirelli Sport Demon tyres. I’ve experienced the very same trait on another test bike. These tyres are great in running straight but their sidewalls flex like rubber stress balls when pushed in corners, causing the bikes to wobble. It also caused the V9 Roamer’s 19-inch front to steer slower into corners. My concern is that customers who are uninitiated to the Sport Demon will blame the bike.

Anyway, the V7 III Stone wasn’t a slouch when we blasted down the highway. With a sportier riding position, the rider has more confidence to take it to higher speeds. The V9 Roamer, on the other hand likes to be ridden smoothly and in a benign manner. That said, remember the crankshaft’s torque kicking the bike to one side? It all disappeared as soon as we got rolling and the engine became really, really smooth.

We took a different route to Kuala Kubu Bahru for the photoshoot and while it had many beautiful corners, certain sections were bumpy as hell, but these bumps were handled better as long as they weren’t sharp, whereas I would have a chiropractor on standby on the older bike.

We also noticed that there wasn’t any “shaft jacking” despite the lack of an extra arm, like Moto Guzzi’s CARC setup. The term shaft jacking pertains to the bike lifting upwards due to the shaft’s torque as power is applied to the rear wheel.

As our four days with both bikes coming to an end, we liked both the V9 Roamer and V7 III Stone for what they are. They’re just different from other bikes in the market, hence to compare with other makes may not be fair. Both bikes’ appeal rest in the ease of riding them, with a certain kind of soul that could only come from the transversely mounted V-Twin. Besides that, there aren’t many Guzzis around so you’ll earn plenty of inquisitive stares when you ride one.

So which one did we pick as our favourite? Let’s call it a split decision. Keshy and Sep chose the V7 III Stone for its no-frills approach, while Chaze and I chose the V9 Roamer for its looks and soft character.



  • Moto Guzzi telah menganjurkan Moto Guzzi Sunday Ride pada hujung minggu yang lalu.
  • Tunggangan Moto Guzzi yang pertama dianjurkan secara rasmi oleh Moto Guzzi Malaysia.
  • Tunggangan ini menuju ke Gohtong Raya dan Bentong.


  • Moto Guzzi organized the Moto Guzzi Sunday Ride this past weekend.

  • First Moto Guzzi ride formally organized by Moto Guzzi Malaysia.

  • The ride headed to Gohtong Jaya and Bentong.

What’s the best way to build camaraderie and a family of bikers? Go on a ride, of course.

Moto Guzzi Malaysia organized their first official ride since relocating to their new home at Gasket Alley, Seksyen 13, Petaling Jaya.

Modestly called, “Moto Guzzi Sunday Ride,” the outing was planned to gather the number of Moto Guzzi owners in Malaysia for a relaxing ride to Genting Permai and onwards to Lemang To’ki 2 (the main Lemang To’ki outlet is closed) in Bentong, Pahang.

Guzzi and other motorcycles owners started gathering at 8.30am. Another great aspect of motorcycle rides is that one will get to see a pleasant mix of different bikes, and we weren’t disappointed this weekend.

There was a California, a number of V7 Racers including one which was customized into a scrambler, a V7 Anniversario 50, V9 Bobber, and a Norge tourer. There was a myriad of bikes of different makes too.

We pushed off after a safety briefing by the ride marshal and Juan Chow, riding at steady pace behind the marshal all the way to the BHP petrol station just after the Gombak toll plaza. We noticed the traffic was exceptionally heavy for a Sunday.

Everyone took a quick breather from the scorching sun while the marshals did a quick headcount.

From there it was a short ride up to the Nanyang Kopitiam Restaurant at Genting Permai. Apart from the Starbucks adjacent to it, Nanyang has now become was already packed with groups of bikers. We caught sight of celebrities Afdlin Shauki and Johan seated not far from us.

After a quick brunch, he descended back down to Karak Highway and headed to Bentong.

If traffic was heavy along the highway, it was worse when we reached the town. By now the convoy had gotten strung out as we had to navigate around other vehicles.

A traffic jam is the worst place to be for any biker, because that’s when car drivers start misbehaving out of frustration. A car cut right across this writer’s front wheel, and a 4×4 darted out of the intersection to Fraser’s Hill. Another car swung into our path, as if refusing to let us pass.

We finally reached Lemang To’ki after battling the traffic, only to realize that the marshal had mistakenly led us to the closed outlet.

We doubled back toward Bentong town but the guy in front of our group of eight bikes had lost touch with the marshal. Seeing a shaded and safe area, we pulled in and stopped. A rider in the group got in touch on the phone with someone and told us that there had been an accident.

The Yamaha T-Max ridden by a Moto Guzzi staff was T-boned by a mini SUV which charged out of an intersection the town, and both victims on the bike were taken to the Bentong Hospital. As my pillion was the other pillion’s housemate and BFF, we decided to just swing over to the hospital nearby.

The rider suffered a broken left foot. His pillion fared worse as her left knee was torn open. We feared the worst, but she suffered no broken bone after being X-rayed, thankfully.

Both are now recovering at home.

In closing, I would like to comment that it had been a relaxing ride, and it would’ve been perfect if not for impatient drivers. It was nice to see the participants getting along well, as they joked and laughed about the ride when we stopped at Gohtong Jaya. Also, a word of advice: Please be extra vigilant should you ride to Bentong on weekends and public.



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