The fact that the old Moto Guzzi V7 and V7 Special Guzzi's with their 'loop frames' of about this the Tonti time were not the sharpest steering bicycles? That is known. Their ground clearance is not resounding and the telescopic fork also has its limitations. But that these somewhat un-Italian clumsy tour buffalo were and are hugely reliable, heart-conquering touring engines? There are few misunderstandings about that. And that Moto Guzzi has removed the V7 designation again? That is a nostalgic piece of tribute.
Must have a ton
After all, one of the most important things in the book of requirements for these Guzzies was that the blocks had to have a lifetime of 100.000 kilometers. That was the hard demand of the savior of Moto Guzzi, the Italian government, who was looking for a successor for the Moto Guzzi Falcones, with which Italian law enforcement officers chased chances for motorists who were driven faster and faster.
From 700 cc to 750 cc
Initially the V twins were 700 cc, but by bringing the bore to 83- instead of 80 mm, the lung volume grew to 757,4 cc. Larger valves and new 29 mm Dell 'Orto's were also introduced. They kept their diameter of 29 mm but were equipped with acceleration pumps. That was quite a bit at the time. Quite a lot of 700 cc machines have been upgraded to 750 cc. To 850 and almost 1.000 cc too. But because Guzzierijders are generally less tight on the leather than BMW drivers, there is hardly anyone who cares. According to the factory, such a Guzzi delivered 60 SAE pk, which is such an 53 DIN pk. But Italians have always loved the highest possible figures. Such a Guzzi was about 165 km / h fast with it and stayed on long (Austria!), Fast (Autobahn!) Journeys.
Some details that required care
In their time these twins were examples of reliability. The exhaust mounting was a point. A lot of things ran loose or things tore. And the star engine ate a lot of power and didn't like cold starts. In the beginning there were some problems with the release of chrome from the cylinder walls. As a result, such a Guzzi spewed his oil through the (suddenly) relieved overpressure in the crankcase. We assume that the surviving large Guzzies have overgrown those problems.
Oh yes: And a cardan drive is low in maintenance, not maintenance free. Replacing the V-belt from the crankshaft to the generator was easier then now. To shim the 'length' of the replacement V-belt, rings are put between the pulley cheeks on the crankshaft. And those shims are no longer available. An acquaintance with a lathe can offer a solution there.
The situation now
In the meantime, these machines are healed and sought after classics. They are highly employable, easy to maintain and wonderfully nostalgic. Riding a bicycle like this relaxes to the maximum and where people on a Harley often regard you as a bit of a mess, such a tough Guzzi only arouses endearment.
The component position for these motorcycles is exemplary, also through specialists such as Stein Dinse. The Moto Guzziclub Netherlands is very active and has a very good technical forum.
