Moto Guzzi V7 Special
|Also called||V7 Sport 750 Special, V 7 Spezial, V7 Spezial, V7750 Sport, V7 750 Sport, V7 Café Classic, V7 Cafe Classic, V7 Classic, V7 Racer Verde Legnano SE, V7 II Racer, V7 II Stone, V7 Special, V7 Stone, V7 Racer, V7 II Special, V7 II Scrambler ABS, V7 II Stone ABS, V7 II Racer ABS, V7 III Anniversario, V7 III Special, V7 III Carbon, V7 III Racer, V7 III Milano, V7 III Rough, V7 III Stone|
|Engine||Four stroke, V twin, longitudinally mounted, OHV, 2 valves per cylinder.|
|Ignition type||Magneti Marelli electronic digital|
|Battery||12 V - 330 Watt Voltage 12 V - 14 Amp/h|
|Frame type||Detachable tubular duplex cradle|
|Suspension||Front: Marzocchi Ø 40 mm telescopic front forks |
Rear: Swinging arm in light cast alloy with two dampers and adjustable preload
|Brakes||Front: Single 320mm disc 2 piston caliper |
Rear: Single 260mm disc 2 piston caliper
|Wheelbase||1449 mm / 57.0 in|
|Seat height||805 mm / 31.7 in|
|Weight||179 kg / 395 lbs (dry), 198 kg / 436 lbs (wet)|
|Fuel capacity||22 Liters / 5.8 gal|
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The engine was a Air cooled cooled Four stroke, V twin, longitudinally mounted, OHV, 2 valves per cylinder.. The engine featured a 9.6:1 compression ratio.
Power was moderated via the Single disc, dry, with cush drive.
It came with a 100/70-18 front tire and a 130/80-17 rear tire. Stopping was achieved via Single 320mm disc 2 piston caliper in the front and a Single 260mm disc 2 piston caliper in the rear. The front suspension was a Marzocchi Ø 40 mm telescopic front forks while the rear was equipped with a Swinging arm in light cast alloy with two dampers and adjustable preload. The V7 Special was fitted with a 22 Liters / 5.8 gal fuel tank. The bike weighed just 179 kg / 395 lbs. The wheelbase was 1449 mm / 57.0 in long.
Moto Guzzi V 7 Special
This is the closest to the original V7 concept, not only because it shares its name with the first V7 signed by Lino Tonti, but because if faithfully cites the same riding philosophy, that of a touring bike with sophisticated finishings and exclusive technical solutions. Just like its ancestor, it is wrapped in a two-tone color concept and equipped with precious spoked wheels with aluminum rims which, as in the case of the V7, contribute to improving the riding dynamic thanks to the lower weight compared to the V7 Classic. The new engine, significantly more powerful, is perfectly suited for medium range touring and contributes to low fuel consumption and greater tank capacity. It provides a flagship riding range, a role which it can easily interpret once equipped with bags and windshield, accessories which go well with the overall design of the V7 Special. Moto Guzzi V7 Special Model Highlights
V7 CHANGES EVERYTHING TO REMAIN FAITHFUL TO ITS LEGEND. New engine, revamped design, brand new equipment: the legend of the V7 reaches its highest expression.
1. THE NEW V7: EVOLUTION IN KEEPING WITH TRADITION.
Created in 2008, the V7 Classic won over enthusiasts with its design inspired by the famous forerunners, V7 Special and Sport from the seventies, but combined with the technology and usability of a modern Moto Guzzi. Later on the V7 Cafè in 2009 and the exclusive V7 Racer the year after contributed to the success of the V7 Classic, first appearing as a show bike at EICMA 2009 before production began at the unanimous demand of the markets until it well exceeded the barrier of 1000 units sold. These three models completed the range which was able to rekindle youthful memories for more expert bikers, memories of trips and friendships experienced in the sixties and seventies, when the motorcycle represented a symbol of freedom and non-conformism. These values, sustained by a brand that celebrated ninety years of history, made the V7 a bike which fully expressed the passion and skill of the rider.
The new Moto Guzzi V7 project begins with an examination of its identity: elegant, Italian, two cylinder, affordable and with a unique history. In order to preserve the traits of this personality and project it into the future, the only path that could be taken was that of totally innovating it within a perimeter of tradition delimited by its technical specifications and its design style. This is why we can say that the V7 is a completely new bike, more powerful, faster, thriftier, more ecological, better refined and more comfortable than the previous version, and yet still with a cardan shaft driven 90° transversal V two cylinder engine and double frame. That is, the distinctive elements of a tradition which has its roots in an idea conceived in 1967: the Moto Guzzi V7 700cc.
2. THE NEW, SINGLE THROTTLE V7 ENGINE.
The original engine design dates back to 1977, the year of the Moto Guzzi 50s fortunate début.
Since then the engine has been continuously updated, sustaining displacements of 350 up to 750 cc, going from carburetor to electronic injection, but staying faithful to the genial layout introduced in the original design by engineer Lino Tonti. Appreciated all over the world for its proverbial reliability and functional regularity, the small block, after many years, needed a bit more liveliness at high rpms.
And so, the search for greater performance opened the door to a new design, rich with innovative solutions that project this engine among the most advanced in its category with more than 70% new parts, equal to more than 200 new or redesigned mechanical organs.
This design freshness can already be seen in the layout of the thermal group which is a summary of the design philosophy for the entire bike: innovation which respects tradition. And so it is that the square finning, legacy of production from the 1980s, passed the baton to a rounded shape which is reminiscent of the first generation of two cylinders from Mandello. The valves cover is also a homage to the origins of the V7; made in aluminum, it faithfully covers the profile of the finning, showing off the Moto Guzzi signature in bas-relief. Another element which is immediately recognisable is the disappearance of the two intake manifolds and relative throttle bodies: in fact, the new small block is the first single throttle Moto Guzzi engine. The manifolds were replaced by a single Y manifold made of rubber, completely ribbed and straight (diameter of 36 and 39 mm respectively from the injector groups and the throttle body) which links to a single Magneti Marelli MIU3G 38 mm diameter throttle body.
This is a modern unit which allows two lambda probes to be managed, thereby obtaining a mixture to the cylinders which is more uniform with consequent improvement in fuel economy and harmful emissions, besides contributing to the increase in performance, which was the goal of the entire design. For this purpose a new head was designed, working on the intake ducts, now larger in diameter and better linked to reduce losses and increase turbulence, as well as repositioning the spark plug hole more centrally, thanks to the use of a more modern plug with d=10mm threading and a prominent electrode.
The squish area and the compression ratio is also increased, thanks to the use of new, higher performance pistons which increased the ratio by one point, going from 9.2 to 10.2. In addition to the pouches obtained at the top of the piston, the bottom of these are completely redesigned to make the structure more sturdy without increasing the weight. The segments are also new, with more modern sizes, material and shapes, and they contribute to improving efficiency and oil consumption.
The general efficiency of the engine stems from the contribution of the new cylinder finning, greater dimensions and wheelbase which lowered average operating temperatures, and the new filter casing, redesigned to accommodate the "breathing" needs of the two cylinder from Mandello.
With this new configuration, the two cylinder from Mandello became significantly more sturdy in engine torque and above all in maximum power, growing 12% with higher inclination for spurts and a power curve which expresses its additional horses already from 3500 rpm.
The transmission has also been revamped, still five speeds, but with a new pre-selector which has made control more precise, smooth and quiet.
3. DESIGN: SKILFUL ALCHEMY BETWEEN TRADITION AND MODERNISM.
The design of the new V7 tells of the historic lineage of the model through a mix of forms and volumes which cite the famous ancestors, from the V7 750 Special remembered in the accents and the side panels, to the V7 Sport, which influenced the tank, the main new feature introduced in the new V7.
A change in look, now more imposing in form and capacity, the new tank brings with it a superior material perception of metal with respect to polyethylene, the material which was used to make the previous unit. This is thanks to the most advanced moulding technologies which allow construction of a metallic tank which is the same size, but lighter and with greater capacity (22 l) compared to the previous polyethylene unit. This is further proof of the design philosophy that guided the entire V7 project where innovation of the processes restored the pleasure to the rider of gripping a real, resounding metal tank in true Moto Guzzi tradition.
The rest of the new V7 design confirms that alchemy of tradition and modernism introduced in 2008 with the first V7 Classic, where, through the generous chrome trim, enthusiasts will be able to appreciate the cigar shape of the silencers, the dials on the instrument panel, clearly inspired by the Veglia-Borletti from the 1970s, the flat and long saddle, with the proud "Moto Guzzi" inscription emblazoned on the rear part as well as the new valves covers.
The Moto Guzzi V7, iconic and prestigiously manufactured, is now available in three version, two touring and one sport, respectively the V7, V7 Special and the V7 Sport. Just like in 1971 when the sport version completed a range made up of the dominating V7 and V7 Special.
4. THE FRAME: THE CERTAINTY OF THE DOUBLE CRADLE, THE NEW, LIGHTENED WHEELS.
The double cradle frame, with bolted and removable lower elements, is a key element of the V7 project and it has not undergone any changes compared with the previous version.
This is a unit of legendary solidity and sturdiness thanks in part to the headstock angle of 27°50', an angle which ensures stability and directional precision.
The Marzocchi fork is also confirmed, using 40 mm stanchions and equipped with dust boots in the Racer version, with 130 mm travel.
Sachs shock absorbers for the V7 and the V7 Special with adjustable spring preload and offering 118 mm of travel, while the Racer, as usual, stands out with a pair of refined Bitubo WMT gas shock absorbers equipped with an external tank. The brake system consists of a 320 mm floating front disc and a 260 mm rear disc.
The entire range is now equipped with one of two different types of new wheels: in lightweight alloy with doubled six spokes for the V7, spoked with new aluminum rim for Special and Racer. A reduction in weight for all three compared to the previous version which means an advantage in terms of gyroscopic inertia which translates on the road into greater agility and superlative feel. The Pirelli Sport Demon tires which are standard equipment on all three versions also contribute to the efficient and safe ride.
5. THE ORIGINS OF THE LEGENDARY V7.
The year was 1961 and the success of the mass produced car was radically reorganizing the motorcycle market. Moto Guzzi, empowered with enviable design capacity reacted to the unfavourable circumstances by exploring new markets, from delivery tricars to agricultural machinery and special vehicles - even cars. For the latter, the genius designer Giulio Cesare Carcano designed a two cylinder 90° V air cooled engine destined for a sport version of the Fiat 500, capable of touching 140 km/h. They liked the new engine in Lingotto, but the annual quantity that Vittorio Valletta requested exceeded the production capacity of the Mandello del Lario plant, so the agreement never came to fruition.
Engineer Carcano, however, did not lose heart and he increased the size of the two cylinder engine to 754cc to use it on the "3X3", a popular, variable track three wheel drive vehicle destined for the Alpine troops. At the same time a ministerial tender was launched to provide motorcycles for the Highway Police; the winner would be whoever could travel 100,000 km with the lowest maintenance cost. It was the right occasion to place engineer Carcano's two cylinder on a bike, the Moto Guzzi V7. It was an innovative project that combined the reliability of automotive standards with a level of comfort and mechanical affordability unknown to the competition that arose the curiosity even of foreign police forces, Los Angeles being among the first. The commissioning of the new V7 began in 1964. The bike had a 703.3 cc engine which developed 40 hp and it weighed 230 kg. In 1966 mass production began, destined for the police department and foreign markets, while the next year the V7 was distributed in Italy at the competitive price of 725,000 lira, much more convenient than the German and English competition.
6. EVOLUTION ACCORDING TO LINO TONTI.
Giulio Cesare Carcano's creation was perfected by an expert designer who joined Moto Guzzi in 1967: Lino Toni. Hailing from Forlì, with a great deal of experience in competitions with Mondial, Bianchi and Gilera, the engineer was called on by the general manager Romolo Stefani to expand the range of the maxi-bike from Mandello del Lario. The V7 appeared at the right time, bikes were coming domineeringly back into fashion almost as a reaction to the conformism of the car and the market is particularly open to innovations. The first thing Tonti did was to increase the engine size to 757 and the power to 45 hp to launch the V7 special in 1969, faster, more refined and elegant compared to the V7. Then he created, initially for the American market, the V7 Ambassador and the California, the latter destined to be one of the great Moto Guzzi success stories. The next milestone coincided with Lino Tonti's masterpiece: the V7 Sport. The designer from Forlì had clear ideas and he set the three parameters of the sport bike from Mandello: 200 km/h, 200 kg, 5 gears. To reach the objective he made some changes to the engine, taking the displacement to 748.3 cc and the power to more than 52 hp, redesigning the crankshaft and camshafts, in addition to placing the alternator in the front in order to keep the vertical bulk down.
The engine was lodged in a tight, double cradle frame, painted red for the first 200 units made in CrMo and assembled directly in the experience department on via E.V. Parodi, No. 57. The bike made its début in 1971 and in June of the same year it participated in the "500 kilometres of Monza" race taking third place with Raimondo Riva. And this was the beginning of a series of flattering results obtained in endurance races such as the 24 Hour Le Mans and Liegi races which would contribute, together with very popular riders such as Vittorio Brambilla, to making it the most famous Italian sport bike of the 1970s.
7. FROM THE V7 TO THE 850 GENERATION.
Over a couple of seasons the technological evolution which was achieved with the V7 Sport Moto Guzzi was also transferred to the rest of the range. The new frame, the four pad front brake and the five speed transmission introduced on the V7 Sport represented, together with the increased engine size, the primary innovations of the V850 GT, a model which would mark the retirement of the lucky V7 Special in 1973. The Sport would also lose the famous alphanumeric name, replaced in 1974 by the Moto Guzzi 750S. The last model to give up the glorious alphanumeric name was the V7 850 California, which would not pass the baton to the new 850 T California until 1976.
|Make Model||Moto Guzzi V7 Special|
|Engine Type||Four stroke, V twin, longitudinally mounted, OHV, 2 valves per cylinder.|
|Displacement||744 cc / 45.4 in|
|Bore X Stroke||80 x 74 mm|
|Cooling System||Air cooled|
|Induction||Weber- Marelli electronic injection|
|Ignition||Magneti Marelli electronic digital|
|Battery||12 V - 330 Watt Voltage 12 V - 14 Amp/h|
|Alternator||12 V - 55/60 W|
|Exhaust System||3 way catalytic converter with twin oxygen sensor|
|Max Power||37.5 kW / 51 hp @ 6200 rpm|
|Max Torque||58 Nm / 40.3 lb-ft @ 5000 rpm|
|Clutch||Single disc, dry, with cush drive|
|Final Drive||Shaft, ratio 4.825|
|Gear Ratios||1st 11/26 = 1 : 2.3636 2nd 14/23 = 1 : 1.6429 3rd 18/23 = 1 : 1.2778 4th 18/19 = 1 : 1.0556 5th 25/22 = 1 : 0.9|
|Frame||Detachable tubular duplex cradle|
|Front Suspension||Marzocchi Ø 40 mm telescopic front forks|
|Front Wheel Travel||130 mm / 5.1 in|
|Rear Suspension||Swinging arm in light cast alloy with two dampers and adjustable preload|
|Rear Wheel Travel||118 mm / 4.6 in|
|Front Brakes||Single 320mm disc 2 piston caliper|
|Rear Brakes||Single 260mm disc 2 piston caliper|
|Wheels||Cast aluminum alloy multi-spoke black anodized rims|
|Front Wheel||18", 100/90|
|Rear Wheel||17", 130/80|
|Dimensions||Length 2185 mm / 86 in Width 800 mm / 31.8 in Height 1115 mm / 43.8 in|
|Minimum Ground Clearance||182 mm / 7.2 in|
|Wheelbase||1449 mm / 57.0 in|
|Seat Height||805 mm / 31.7 in|
|Dry Weight||179 kg / 395 lbs|
|Wet Weight||198 kg / 436 lbs|
|Fuel Capacity||22 Liters / 5.8 gal|