Moto Guzzi V100 Mandello (2022) - Review (2024)

Price: From £13,500 | Power: 115bhp | Weight: 233kg | Overall BikeSocial Rating: 4/5

On the back of its centenary celebrations, Moto Guzzi has launched the completely new V100 Mandello which, the Italian manufacturer hopes, will propel its historic brand into the next 100 years.

It’s hard to overstate the importance of the V100 to Guzzi. Yes, it’s powered by a 90° transverse V-twin not entirely unlike the hundreds we’ve seen before but the technology and long-term thinking invested in the bike make a huge statement about Guzzi’s future ambitions.

The new V100 features for the first time on a Guzzi, lean-sensitive riders aids, an up-and-down quickshifter and, on the S model tested, Öhlin’s Smart EC2.0 semi-active suspension.

The bike also showcases technology unseen on any production bike in the form of adaptive aerodynamic winglets, which deflect up air away from the rider and operate automatically depending on the riding mode and speed.

For Guzzi followers, though, perhaps the biggest news will be that distinctive engine and frame are completely new. The distinctive 1042cc V-twin finally gets water-cooling while a steel tube frame uses the engine as a load-bearing component with the swing-arm pivot mounted on the gearbox housing.

Finally, the design department has produced a bike that looks even better in the flesh than it does in pictures and incorporates a raft of new features including a full-colour 5-inch TFT dash and a subframe designed to accommodate panniers without the need for extra mounting brackets. An electric screen and integrated LED cornering lights are standard.

Guzzi says the V100 Mandello creates a new class between roadster and traditional tourer. Well, wherever it sits, we took the delicious new Guzzi for a ride from their historic headquarters on the bank of Lake Como in northern Italy.

Review – In Detail

Engine, gearbox and Exhaust
Handling, Suspension and Weight
Comfort and Economy
Rider Aids, Equipment and Accessories
Rivals
Verdict
Specification

2022 Moto Guzzi V100 Mandello2022 Moto Guzzi V100 Mandello Price

Moto Guzzi V100 Mandello Std - £13,500

Moto Guzzi V100 Mandello S (As Tested) - £15,750

After gazing at images online and then seeing the bike in the flesh, I was expecting the Mandello’s price-point to be a little higher than it is. Moto Guzzi has thrown the book at what is fundamentally an all-new machine and will have incurred costly development in the process. Furthermore, Guzzis are still made, as they have been for 100 years, in a factory on the banks of Lake Como. So while £13,500 for the base model isn’t cheap – it’s £15,750 for the tested S model – many understandably predicted the list price would be a little higher.

Guzzi claims to have created a new market segment, filling in the gap between roadster and the traditional big tourer or adventure tourer. However, there are similar bikes on the market that are both sporty and capable of touring, with around the same power outputs (if not more). Unfortunately for Guzzi, the likes of the Ducati V2 Multistrada, Kawasaki Ninja 1000SX, and Honda’s NT1100 are cheaper. Only the S version of the Multistrada is comparable on price. Lined up against this competition, the Mandello’s price suddenly looks less attractive. But can the competition really compete on looks and appeal?

2022 Moto Guzzi V100 Mandello Engine, Gearbox and Exhaust

I’ve ridden Guzzis for around 25 years, but this is very different. With a press of the starter button the Italian twin comes alive in the grand tradition, but the characteristic torque-reactive ‘rock’ of the V-twin has all but disappeared. To add to the unusualness, those aero wings start to extend outwards (I’m in Rain mode, which automatically activates the wings). A few blips of the fly-by-wire throttle results in fewer than usual vibrations, and there’s a more modern rasp to the new exhaust. Into first gear, then second with no clutch required thanks the new and smooth quickshifter.

I can see the familiar protruding cylinder heads on either side of the wings, and the handlebar clamp is stamped V100 Mandello Moto Guzzi 1921, but it does not feel like a Guzzi. To add to this sense of modernity, there are four riding modes to choose from: Tour, Rain, Road and Sport, which have three different engine maps. Tour and Road have a progressive feel, Sport Is more dynamic and Rain is soft. The modes also change four levels of lean-sensitive traction control and two levels of engine braking, when the wind deflectors open and, because we are riding the S model with Öhlins Smart EC 2.0 suspension, the suspension settings. Rain and Tour are set up for comfort, Road and Sport for dynamic riding.

The switchgear and dash are Aprilia-developed (parent company Piaggio owns both marques) and are typically easy to use. Modes can be changed on the move and managing the electronic options on offer quickly becomes second nature.

Those winglets automatically deploy in Rain mode and, for once, I wanted a downpour on a road test to see if they really do deflect bad weather – but frustratingly the day stayed dry. Flicking from the soft-throttle Rain mode to Touring mode, (wings now retract at slow speed), and the fuelling is sharper. That said, throttle response is still only as aggressive as a sleepy Koala bear.

There is, though, a progressive feel to the fly-by-wire throttle, and this is where I spent most of the ride. Around town and along the winding shore road on Lake Como, I found the fuelling to be near perfect in both Touring and Road mode.

The Mandello is so laid-back that I’m unsure of its redline’s whereabouts, as I never got anywhere near it. Use the V-twin’s well of torque – 82% of its grunt is available at 3500rpm – and it’s blissfully chilled running up and down the tacho between 3500rpm and 6500rpm. It carved up mountain passes and drove hard out of countless hairpins with only the occasional need for a tap on the super-slick quickshifter, itself a vast improvement on Guzzi shifts of old.

There is, however, significant zip in the throttle delivery when you opt for Sport mode. The throttle feels more direct and, in the UK and on faster roads, this may be the preferred option. It is not aggressive or intimidating – after all, Guzzi’s claimed 115bhp probably amounts to just 100bhp at the back wheel –but I much preferred the softer feeling of power and feel in Touring on Italian back roads.

In fact, without any motorways or fast stretches on our test route, I can’t categorically say if 115hp will be enough for some. The Mandello is far from lethargic – with the TC switched off, a whiff of clutch will lift the front wheel with relative ease – but might feel slightly under-clubbed on the autobahn when fully loaded with a passenger and panniers. Only a full test will tell.

2022 Moto Guzzi V100 Mandello Handling, weight and suspension

Guzzi has used expertise and experience from Aprilia and adopted the Öhlins Smart EC 2.0 semi-active suspension system used by its Piaggio stablemate, albeit with different settings and parameters to compensate for the Guzzi’s weight, power and purpose.

Essentially, there are two ‘active’ suspension modes: Comfort for Rain and Touring riding modes and Dynamic for Sport and Road. The Öhlins suspension changes its compression and rebound damping rates automatically for a comfortable ride or dynamic, sporty ride. Spring pre-load does not change on the move but can be adjusted easily to compensate for a pillion or luggage with a remote pre-load adjuster.

There are also two manual suspension modes, in which the suspension performs more like conventional system. Furthermore, you can personalise both the active and manual modes with your own preferences. You don’t have to be a suspension expert as the system simply asks if you want more or less braking support or more support during acceleration. And this is all done via the clear and easily navigable switchgear and dash.

I only tested the semi-active modes and settled for the Comfort setting, which adapted beautifully to the roads and conditions on our test route. In the hills around Como, even when the speed increased a little, the suspension carried the Mandello’s 214kg plus me with controlled ease. The front forks are progressive under hard braking, while the rear end doesn’t significantly squat under power. Mid-corner the Guzzi holds its line, and ground clearance simply wasn’t an issue at touring pace. Best of all, the ride quality is plush, no matter how potholed or cobbled the road surface.

Switch to Dynamic suspension mode, in Sport and Road and there’s a noticeable tightening of the suspension, with less travel and a less luxurious ride but noticeably more support. You can certainly ride more aggressively on undulating roads like we have in the UK, but on test in Italy, with all lake Como’s stunning views to drink in, Comfort was my preferred option.

2022 Moto Guzzi V100 Mandello Comfort & Economy

The V100 Mandello is the first bike to use adaptive aero wings designed to deflect the wind away from the rider. The wings extend automatically in Rain mode, and at 70kph in Touring and Road mode, and are nonactive in Sport. You can personalise these settings, opting for the wings to deploy at as low as 30kph or high as 95kph, even in Sports mode. They automatically close at 20kph.

Are they a bit gimmicky? Originally, I suspected so but you can feel when the wings are open or closed. If you select Tour mode while riding at speed in Sport, the wings open and you can feel a difference. I’m unsure how much difference – Guzzi claims 22% – and I assume this will depend on your road speed, body size and shape, wind direction…

But it is not all about the wings. An electrically adjustable screen is standard, along with heated grips, cruise control and that informative full-colour 5-inch dash with Bluetooth connectivity. The semi-active suspension can be set up for comfort, the seat is wide and comfortable, and it appears pillions have been accounted for, with large seat and grab handles.

We didn’t get to opportunity to lay down some serious high-speed miles on the new V100, but first impressions are positive. Guzzi quotes 50mpg, which should be good for 150-200 miles before requiring a petrol stop. A few hours in such a comfortable riding position should not be a problem.

Thanks to the re-configured cylinder heads, there’s more leg room for taller riders as the inlet furniture no longer impedes leg room. The engine is a fraction further forward, too, again increasing the room for tall riders. There’s a lower seat option for short riders (like myself) but the Guzzi looks a lot larger in pics than it really is. I’m only 5ft 7ins and had no issue getting two feet down securely.

Brakes

For the first time, Guzzi has implemented lean-sensitive ABS, a system developed in partnership with Continental. While engine braking changes in with the riding mode selected, ABS is not mode-dependent.

As you’d expect from Guzzi, Brembo M4 calipers are used front and rear,and well up for the challenge of hauling up 233kg of V-twin and should be able to take on more once you add a pillion and luggage. The Brembo master cylinder and lever have a span adjuster for small hands like mine, and the actuation is smooth at slow speeds.

2022 Moto Guzzi V100 Mandello Equipment

Moto Guzzi has pulled out all the stops, and for the first time in their long history installed a 6-Axis IMU on one of its V-twins. This allows cornering ABS and four levels of lean-sensitive traction control which can be switched off should you wish to. As mentioned, Öhlins semi-active suspension is a first for Guzzi.

Guzzi has also fitted as standard those adaptive wings, four riding modes, cruise control, an electric screen, a USB socket (under the seat), cornering lights on the S model, an up-and-down quickshifter, a tyre pressure monitor, heated grips and Moto Guzzi MIA (phone connectivity).

There’s no centre stand as standard – that’s an extra – while optional hard riding cases fit without extra brackets and are 30-litres and 29-litres in capacity, large enough for a full-face helmet. A top box, luggage rack, larger screen, heated seat, comfort seat, and auxiliary lights are all waiting in the wings and ready to turn the Guzzi into an all-year big-miles tourer.

2022 Moto Guzzi V100 Mandello Rivals

Here’s a high-level comparison chart:

Ducati Multistrada V2 S £15,395

Power 113hp | Torque 96Nm/70.9 ftlb | Weight 202kg (dry)

Kawasaki Ninja 1000SX (2022) £ 11,829

Power 140 hp | Torque 111Nm/81.9ftlb | Weight 235 (Kerb)

Honda NT1100 £ 12,499

Power 102 hp | Torque 104Nm/76.7ftlb | Weight 238kg (Kerb)

2022 Moto Guzzi V100 Mandello Verdict

When we road test a new bike, the updated or new model is typically a little faster or a few kg lighter, with revised suspension settings and new colours – but this is a huge step for Moto Guzzi. Not only have they installed adaptive aero wings – a first for any production bike – but have also added lean-sensitive rider aids and semi-active suspension for the first time in Guzzi history.

And let’s not overlook the completely new water-cooled V-twin, new frame, and the innovative way they’ve increased leg room by simply turning the cylinder heads through 90 degrees.

And despite all that modernisation, despite adopting electronic technology from Piaggio stablemate Aprilia, Guzzi has managed to stay true to its values and heritage. The V100 is desirable, attractive and unique. Remove the badges and it’s still obviously a Guzzi.

Like many, I’ve always had a soft spot for Guzzi, and I’m happy they are finally on par and in some cases in front the competition. You no longer have to go back in time to own a Guzzi.

For some dedicated Guzzi fans, the new V100 may lack a little of the character of the air-cooled bikes and, compared to some of the Japanese sports touring competition, it’s down on power. We didn’t have the opportunity to really put some big miles on the V100 on this test but as first impressions go, the Mandello was extremely impressive – good enough I suspect launch Moto Guzzi into the next century of production.

2022 Moto Guzzi V100 Mandello Technical Specification

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