Warm weather and motorcycle press days rarely go hand in hand (at least here in the UK …in April), but Piaggio’s invite to Silverstone landed on a properly sunny one. Dry tarmac and sunshine all day made it the perfect setup for a Piaggio Group triple test, jumping between two Moto Guzzi’s and my first-ever Aprilia, back-to-back.

The result was a great contrast: a modern classic with loads of character, a tall, air-cooled Italian retro-adventure bike, and an A2-legal naked, which was a complete change of pace.

But how do they feel, and what do they ride like?

Here’s how I got on with the Moto Guzzi V7 Sport, the Moto Guzzi V85 TT, and the Aprilia Tuono 457 from engines and handling to comfort, tech, and all the little details that stood out!

Kicking off the day, I jumped aboard the V7 Sport; for a bit of context, my only real experience with a Guzzi is my own Breva 1100. That is a big, heavy, old-school beast, so I was really keen to see if this new V7 still felt like a proper Guzzi.

Right away, the engine felt surprisingly punchy, pulling like a train right through the rev range, with an incredibly usable delivery. I actually found myself sitting in 5th gear at 30mph, and it didn't struggle once, which I didn’t expect for a 90-degree V-Twin; it just picked up and went.

It still has that classic lurchy feel at low revs that Guzzi fans will recognise, but the fuelling feels a lot more refined than my Breva.

Despite the modern refinements, it stays true to its roots with that iconic air-cooled 853cc transverse V-twin; it’s not about massive amounts of power, but with 67.3hp and 79Nm of torque, it has more than enough grunt for the road.

With a wet weight of 220kg, the V7 Sport delivers a power-to-weight ratio of 305hp per tonne, so again, more than plenty for the road.

One thing that definitely helps that punchy feel is the weight saving on the wheels; this Sport version gets specific lightweight alloy wheels that are 1.8kg lighter than the ones on the V7 Stone.

Because of its unsprung weight, you can really feel it in the agility; it makes the bike feel much more eager to change direction than you would expect for a modern classic.

In terms of character, it actually reminded me a lot of the Honda GB350S I reviewed last year; people might find that an odd comparison, especially as I also reviewed the Royal Enfield Classic 650, but I am talking about those true origin machines.

The Honda from Japan and this Guzzi from Italy both share that genuine, mechanical soul; it’s one of the very few bikes on the market today that has managed to retain that authentic character. It’s almost like the GB350S in that regard, but it comes with all the punch and power that the Honda is arguably lacking.

One thing I have to mention is the pops on the overrun; I spent the whole 30-minute test in Sport mode, and they are constant. Personally, I found them quite entertaining for a short blast, but by the time I was heading back to swap bikes, I did think they would probably get a bit tiresome if you were doing a long commute or a tour. I didn’t actually test the other modes to see if they settle down, mainly because the buttons on the switchgear just weren't clear enough to work out for the riding modes on the fly.

The circular LCD display itself was very clear and easy to read, but the actual operation of the buttons wasn't something I could just figure out while riding along without pulling in and playing around with them.

To be honest, I think a proper analogue dial, or even a split analogue and LCD setup, would be much nicer; coming from the Breva, it just feels like a missed opportunity not to have a physical needle on a bike with this much character and classic charm.

Something like the clock on the Honda would have been a much better fit, in my own opinion or even the twin setup you see on the BSA Goldstar, for example.

In terms of colours, you get three options: the grey one I rode (Grigio Lario), a metallic green option (Verde Legnano) and a new red option for 2026 (Rosso Monza), but the green is undoubtedly the one I’d go for. It looked gorgeous in the spring sunshine.

Handling-wise, though, it’s superb; the front end does feel a touch heavy when you are really tipping it in, but it’s stable.

The ride is firm, definitely firmer than I would like for a long journey, but it’s worth noting that it’s preload adjustable, so you could likely dial some of that out.

Even with the firmness, the seat itself is supremely comfortable and shaped just right; my only real niggle was the braking; they just lacked a bit of that initial bite I was hoping for, but that’s nitpicking, to be honest.

To round up the V7 Sport, it’s a cracking-looking bike with loads of character; I used to own a T100 Bonneville, and as good as that was, the Guzzi just feels like it has that extra bit of soul and mechanical fizz that the Triumph lacked.

It’s a versatile machine; happy to just chug along at a leisurely pace, but the sharper chassis means it is just as rewarding when you find a set of twisties and want to push on.

Next up, I swapped the V7 for the V85 TT, and the difference is massive; at 5ft 9, this is a tall bike, and I was on my toes at the lights, but once you're moving, it’s a really commanding place to be.

Where the V7 was firm and focused, the V85 is like a magic carpet; it soaks up nearly every bump and hole in the road, making it easily the most comfortable one of the lot.

What really surprised me, though, was the handling; you look at the knobbly tyres and tall suspension, and you expect it to feel a bit vague, but it was surprisingly sharp and composed in the corners.

One detail I absolutely loved was the shape of the bars in both look and feel, setting the whole riding position up perfectly and giving you that effortless, upright stance that makes you feel like you could stay in the saddle all day.

I also favoured the remarkably uncluttered, simple look to them for a 2026 bike, even more so for a machine with a modern TFT and the associated switchgear.

Underneath that retro adventure styling, though, is a more powerful version of the air-cooled 850cc engine I tried in the V7, putting out 80hp and 83Nm of torque; however, that extra muscle comes with a bit more mass, with a kerb weight of 230kg.

While heavier than the V7, when you do the maths, the V85 TT still has the higher power-to-weight ratio of 348hp per tonne, which was certainly noticeable when leaving a corner and winding a bit of throttle on.

Nothing mind-blowing, but a nice, usable amount and likely ideal if you wanted to do a bit of touring with someone on the back or fully loaded with luggage.

One thing to watch out for, though, it was a warm day, and the exhaust gets properly hot on your left leg; I was in my fairly thick AAA-rated bike jeans, but you could definitely feel the heat soaking through in traffic. On the plus side, the brakes on this are extremely sharp, worlds away from the V7, and they give you a lot of confidence when you need to stop in a hurry.

Compared to my Breva, this feels like the logical modern evolution; it has got all the Guzzi soul, but it’s just so much more composed over the rough stuff.

My final thoughts on the V85 TT? It’s easily the practical choice of the bunch; it’s a proper mile muncher that manages to be comfortable without being boring.

If you can get past the seat height and the bit of leg roasting in traffic, it’s a fantastic all-rounder that sets itself apart in the adventure category by being as techy as it is old school.

To finish the day, I jumped on my first-ever Aprilia, the Tuono 457; a complete change from the lazy, chugging character of the Guzzis. Despite it being an A2 legal bike, it felt surprisingly spritely. With 47.6hp and 43.5Nm of torque, it’s much less powerful than the Guzzis, but at only 175kg wet, it holds its own with a power-to-weight ratio of 272hp per tonne.

The delivery is very progressive, and it feels incredibly light on its feet, and actually seems to get better and more stable the faster you go.

Handling is direct, and it turns in fast, but it’s a bit of a cramped riding position for me. The footpegs are quite high and aggressive, and while the bars are wide, the overall geometry puts a fair bit of pressure on your wrists, and I found it a bit tiring after a while, to be honest.

It’s definitely not a cruising bike in that sense, and despite the suspension being well set up for fast riding on smooth-flowing A roads, it’s a bit reactive at slower speeds, meaning you feel every single bump, especially through pot-holed 30mph villages.

The tech, however, is great, and the TFT display is bright and easy to read even in direct sunlight, which is a nice touch.

It’s a riot of a bike, but definitely one that wants you to be on it rather than just relaxing; it’s a complete world away from the Guzzi’s despite both coming from Piaggio, but for an A2 rider looking for something with a bit of a big bike feel, it’s a very impressive bit of kit.

Rounding up the Aprilia, it’s a proper little firecracker; it’s not built for comfort, but for sheer fun on a twisty road; it’s hard to beat in the A2 category. It’s sharp, it’s high tech, and despite being just 47hp, it actually goes pretty well. A brilliant choice to learn your craft on!

Overall, it was a cracking day and a really interesting back-to-back: the V7 Sport for that proper Guzzi character and classic charm, the V85 TT as the most comfortable and composed way to cover ground while still feeling old school in the best way, and the Tuono 457 as a proper little firecracker when you fancy something sharp and direct.

Three very different takes under the same Piaggio umbrella, but which would you pick?

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