Moto Guzzi V7
| Moto Guzzi | |
|---|---|
 Moto Guzzi V7 (1967-1969) |
|
| V7 | |
| Manufacturer | Moto Guzzi |
| Sales description | V7 / V7 Special USA: V7 Ambassador / V7 Sport / V7 850 California V7 850 GT USA: V7 850 Eldorado |
| Production period | 1967 to 1976 |
| class | motorcycle |
| Motor data | |
| V2 4-stroke engine | |
|
|
| transmission | 4-speed / 5-speed |
| drive | propeller shaft |
| Brakes | Drums From 1974 Brembo disc brake |
| Wheelbase (mm) | 1445-1470 |
| Dimensions (L × W × H, mm): | 2230-2245 x 795-830 x 1050-1070 |
| Empty weight (kg) | 206-235 |
| successor | Moto Guzzi 850-T3 Moto Guzzi 750 S. |
The Moto Guzzi V7 is a motorcycle that the Italian manufacturer Moto Guzzi built from 1967 to 1976.
history
At the end of 1965, Moto Guzzi presented its first V-engine motorcycle, developed at the suggestion of the Italian police . Two years later the civilian model V7 was available in Italy. The number behind the V indicated the engine's approximate displacement of 700 cc. It was offered there for ITL 725,000 (approx. 4,600 DM).
In 1969 this machine was replaced by the more powerful model V7 Special with 50 cm³ larger displacement. At the same time, the V7 Ambassador appeared for the US market. It was designed differently in color from the V7 Special and also had different instrumentation and controls. In 1971 the US model was called the V7 California .
In 1971 the V7 Sport model was added with a slightly smaller displacement, but higher performance and a five-speed gearbox. The frame, tank, ignition and alternator were also more modern. As early as 1974 this Sport model was the Moto Guzzi 750 S replaced.
In 1972 the V7 850 GT was presented. Its frame corresponded to that of the V7 Special, but the displacement of the engine was 100 cm³ larger, the output increased slightly and there was a five-speed gearbox. The V7 California also received the larger engine and was now called the V7 California 850 . In 1974 both models were deleted from the range.
In 1976 the production of the V7 Special was stopped. In November 1975 the successor Moto Guzzi 850-T3 came on the market. The V7 Sport was replaced by the 750 S in 1974, which was followed by the 750 S3 in 1975.
technology
Engine and drive
The V7 has a longitudinally-mounted air-cooled V2 - four cycle engine with a 90 ° cylinder angle. On the rear stub of the double-bearing crankshaft there is a two-disc dry clutch via which the engine power is transmitted to a separate, helical four-speed gearbox (V7 Sport: five-speed gearbox). The transmission is operated with a rocker switch on the right side of the engine; the first course is downstairs. The transmission is connected to the rear wheel by a cardan shaft .
The two overhead valves per cylinder are controlled by the camshaft below via tappets , push rods and rocker arms . The battery ignition (battery: 12 V / 32 Ah) consists of an ignition coil installed under the tank and a distributor on the right-hand side of the engine (V7 Sport: 2 ignition coils).
The mixture is prepared by two flat-flow carburetors with round slide (V7 Special, V7 Sport and V7 850 GT: rectangular slide). In the V7, the V7 Special and the V7 850 GT the carburettors have a 29 mm passage, in the V7 Sport 30 mm. The chrome-plated exhaust pipes are pulled back separately on both sides of the machine and end in cigar-shaped silencers (V7 Sport and V7 850 GT: bag shape).
Frame and chassis
The V7 was built with two different frames. The normal V7 have a double loop tubular frame with a closed rear arch. The V7 Sport was the first Guzzi to receive the Tonti frame designed by Lino Tonti, which was open at the rear and has since become the Guzzi standard frame for the large models for many years. The rear swing arm has two spring struts that are supported on the tail boom. The front wheel is guided over the stanchions by a telescopic fork with protective tubes. The V7 Sport does not have these protective tubes.
tank
The fuel tank of the V7 has a volume of 20 liters, that of the other V7 models 22.5 liters.
Wheels and brakes
The 18 ″ wheels are wire-spoke wheels and have full-hub drum brakes , at the front as duplex brakes . The V7 Sport was also built with a double-duplex drum brake in the front wheel. The rear brake is operated via a foot lever on the left side of the engine (V7 Ambassador and V7 California: right side of the engine) and a linkage, the front brake with a cable from the handlebars.
Materials
The engine and transmission housings, the cylinders and cylinder heads are made of aluminum. The frame, the front fork and the rear swing arm are made of tubular steel, the tank, the side compartments and the mudguards are made of painted sheet steel.
Painting, surface treatment and emblems
The frame including the rear swing arm and telescopic fork as well as the headlights are mostly painted black, only in the first version of the V7 Sport the frame parts are red. The tank of the V7, the V7 Special and the US models is chrome-plated and partially painted, the V7 Sport and the V7 850 GT are painted. The fenders are chrome-plated on the V7 Sport and painted on the other models.
The V7, presented as a prototype in 1965 in silver-gray paintwork, was delivered in red and later also in white. The V7 Special was mostly painted white, the first series of the V7 Sport (with red frame) green metallic, the second series mostly black. But there were also other colors. Authorities machines were painted olive green or dark blue as required.
On the tank sides of the V7, the V7 Special, the V7 Sport (first series), the V7 850 GT and the US models, Moto Guzzi emblems in different designs can be found as decals. Only the V7 Sport (second series) has the lettering “Moto Guzzi” in raised letters on the tank sides. On all models, with the exception of the V7 Sport (both series), the type designations are attached as decals on the side covers.
Technical specifications
| Type | V7 | V7 Special V7 Ambassador V7 California |
V7 sport | V7 850 GT V7 California 850 |
| Construction period | 1967-1969 | 1969-1976 | 1971-1974 | 1972-1974 |
| Displacement | 703.7 cm³ | 757.5 cc | 748.4 cm³ | 844.0 cc |
| Bore × stroke | 80 mm × 70 mm | 83 mm × 70 mm | 82.5 mm × 70 mm | 83 mm × 78 mm |
| compression | 9.0: 1 | 9.0: 1 | 9.8: 1 | 9.2: 1 |
| power | 40.0 PS (29.4 kW) | 49.0 PS (36.0 kW) | 52.0 PS (38.2 kW) | 51.0 PS (37.5 kW) |
| at speed | 6000 rpm. | 6500 rpm. | 6300 rpm. | 6000 rpm. |
| transmission | 4-speed | 4-speed | 5-speed | 5-speed |
| wheelbase | 1445 mm | 1470 mm | 1470 mm | 1470 mm |
| Dimensions (L × W × H) | 2230 mm × 795 mm × 1050 mm | 2245 mm × 830 mm × 1070 mm | 2245 mm × 830 mm × 1070 mm | 2245 mm × 830 mm × 1070 mm |
| Empty weight | 228 kg | 228 kg | 206 kg | 235 kg |
| Front / rear tires |
4.00 ″ × 18 ″ / 4.00 ″ × 18 ″ |
4.00 ″ × 18 ″ / 4.00 ″ × 18 ″ |
3.25 ″ × 18 ″ / 3.50 ″ × 18 ″ |
4.00 ″ × 18 ″ / 4.00 ″ × 18 ″ |
| Top speed | 170 km / h | 185 km / h | 200 km / h | 180 km / h |
| Fuel consumption | approx. 7.30 l / 100 km | approx. 7.80 l / 100 km | approx. 8.50 l / 100 km | approx. 6.50 l / 100 km |
Motorbike magazine test drives
On November 27, 1967, Ernst Leverkus of the magazine Das Motorrad initiated a long-distance test drive from Hamburg to Vienna . The driver started at midnight in Hamburg and reached Vienna at 14.11 after 1383 km, which corresponds to an average of 98 km / h - including refueling breaks. The V7 that was used completed the test distance without defects and thus proved to be able to withstand full throttle, which at that time was not a matter of course for large motorcycles.
Almost two years later, on September 27, 1969, Leverkus had the long-distance journey repeated, using two V7 Ambassadors and a V7 motorcycle combination. In Vienna all the machines turned around and drove back to Hamburg. While the motorcycle team stopped after a total of 1700 km near Rosenheim with a cracked tank, the two solo motorcycles reached Hamburg and set off again for Vienna. After 24 hours, the trip was canceled for both motorcycles. Up until then, one machine had covered 2,766 km, which corresponds to an average (including breaks) of 115.3 km / h. The other brought it to 2827 km, which corresponds to an average (including breaks) of 119.1 km / h. On all three motorcycles, cracks appeared in the oil lines leading to the cylinder heads, but these could be repaired on site. No other defects occurred. This once again demonstrated the reliability and performance of these motorcycles.
Individual evidence
- ↑ a b c d e f g h i j k l m n Mario Colombo: Moto Guzzi . 2nd Edition. Motorbuch Verlag, Stuttgart 1990. ISBN 3-613-01274-X
- ↑ a b c d e f g Moto Guzzi V7 700, V7 750 ccm. Special, V 850 GT manual (German translation) - Società Espercizio Industrie Moto Mechaniche, Mandello del Lario approx. 1974
- ↑ a b Ernst Leverkus: The rapid motorcycles of the 60s . 1st edition. Motorbuch Verlag, Stuttgart (1983). ISBN 3-87943-952-4 . Pp. 153-162
