Report From Italy

REPORT FROM ITALY

CARLO PERELLI

CYCLE WORLD’S Italian correspondent was the first member of the motorcycling press to road test the sensational Moto Guzzi V7 civilian version and to have a close look inside its engine.

THE BIGGEST, FASTEST roadster ever built by Moto Guzzi in their 45 year history, the V7 (V, meaning the cylinder arrangement and 7, the abbreviated displacement of exactly 703.717cc), was originally developed in 1964 for the Italian Traffic Police, looking for something better than their 500cc Moto Guzzi Falcone single and Gilera 300cc twin.

One year later, the civilian version aroused considerable interest when first exhibited at the Milan Show last December. Series production is due to begin next autumn, and the factory is now busily preparing the necessary jigs, tools, etc. In the meantime, many orders have already been received from both Italy and abroad.

The V7 represents a wide departure from the usual Italian designs. Imposing and unorthodox, painted in black and silver, it is most definitely a man’s machine. The new twin has been designed by the same technicians who produced the V8 Grand Prix racer.

The “oversquare” engine has bore/ stroke dimensions of 80 x 72mm, fed by two Dellorto SS 29mm diameter carburetors. It develops 44 bhp din (or 50 sae) at 6,200 rpm on 9.2:1 compression ratio. This is sufficient to pull the machine, weighing no less than 510 pounds in running condition, to more than 100 mph. Maximum torque of 107 foot-pounds is obtained at 4,000 rpm (the corresponding hp figure is 27), but the curve remains nearly flat from 3,000 to 5,500 rpm, and in practice this means it is possible to move around at 15 mph in top, and then accelerate neatly away without snatch from the engine or transmission.

Thanks also to the low first gear ratio, it is possible to climb up to 50% gradients. An extremely sturdy one-piece crankshaft, rotating, of course, transversally and having both connecting rods on the same pin, carries a gear at the front (to actuate the upper camshaft for the pushrods operated óhv valves) and a pulley to drive the 300 W dynamo by rubber belt, located in the cylinder V. Both crankshaft and “split” type big ends rotate over large plain bearings, pressure lubricated by a gear pump, which picks up oil from the four-quart finned sump. A red warning light switches on automatically on the headlamp board, in case of insufficient oil pressure.

At the rear, the crankshaft carries the large two plate “dry” clutch and the gear for primary drive. As 1.352:1 on cars, the periphery of the flywheel is teethed to enable engagement and drive by the electric starter, set externally at the left of the crankcase. Also following car practice, the distributor emerges near the right cylinder and is therefore quite accessible: it is operated by a worm drive on tht camshaft.

The valves are set at an included angl< of 70°; have coil springs and have di ameters of 1.52 inches (inlet) and 1.3< inches (exhaust). The high-domed pistons although without valve recesses, earn three compression rings above the wris pin and a scraper ring nearly at the bast of the skirt. Number 225 Bosch thermal grade plugs are fitted as standard. The large, flat, metal box containing a paper element air filter is placed just in front of the battery housing, under the saddle. A 12 volt, 39 amp/hour battery (as fitted to Fiat 1100 cars) is also featured.

Gearbox ratios are 1.812, 1.250, 0.956, 0.730 to one, with total ratios 11.330, 7.810, 5.970, 4.560 to one. Final drive is by shaft, in the right rear swinging arm.

The five gallon gas tank has a typical Moto Guzzi quick action filler cap and functional knee recesses. Reserve capacity is more than one gallon. Frame is orthodox double cradle, tubular, very sturdy; steering head has adjustable, conical roller bearings.

In spite of appearances, main dimensions are about the same as English big twins: length, 80 inches, wheelbase, 57 inches, handlebar width, 29.5 inches, ground clearance, 5.9 inches.

And now, let’s go to the road!

To begin with, the tremendous weight impression felt while pushing the machine by hand, nearly disappears as one is on the move. Sharp turns, bad surface, steep gradients, tackled at little more than walking pace, crawling in city traffic — require no effort whatsoever. At the end of the scale, a fast bend never becomes a treacherous foe, because of the high quality road holding, favored also by large width Pirelli tires (4.00-18), good damping (the rear shock absorbers have three load settings), lack of disturbing torque reaction (felt only when revving while in neutral) and the weight of the machine.

A very comfortable dual seat is 30 inches from the ground, so practically everyone can use at least the tip-toes for balance. The riding position, although slightly rearward, because of the engine layout, is perfectly natural, and this not only makes for a minimum of fatigue, but also for better machine control.

The handlebar levers can be easily reached, while the rear brake pedal on the left and the rocker-type gearchange lever on the right require moving the feet from their rests to operate. Furthermore, the gear change lever “travel” is somewhat excessive. The ignition key, inserted behind the tachometer and turned to right, starts the engine. Turned opposite, it switches on the parking lights. Main lights are operated from the left handlebar; on the opposite side there is an air lever for cold starts and, of course, the throttle twist-grip, which can be made heavy or light to rotate by adjusting a screw under it. The central stand has a lever on the left which, coupled with a handle on the rear mud guard, makes lifting the machine sufficiently easy. The side stand is also on the left, easy to operate and functional. There is no kickstarter. The clutch takes up the drive rather smoothly, frees under all conditions and did not show signs of slipping. It is surprisingly light to operate.

The gearbox, although quite noisy, was always positive and required only a moderate pressure on the lever to engage the cogs. This noise is due to the modest primary drive reduction (the shafts are therefore spinning fast) and is particularly noticeable in bottom and second because these gears are rather “short” with a considerable gap between them. Furthermore, a certain rigidity in the final transmission, in spite of the usual rubber joints, adds a tendency to wheel lockage while decelerating hard.

Acceleration is vivid, but honestly inferior to the better English twins mainly because of the higher weight of the new Guzzi. The same applies to top speed. In fact, this machine is exclusively intended as a grand touring model, with no sporty ambitions. Its performance can well satisfy 85% of the heavyweight enthusiasts, also because the V7 can go on at full steam, without any sign of stress.

Good engine cooling is assured by light alloy, chrome-bore cylinders, set transversely at 90°, which also makes for better balance than on the conventional vertical twins and therefore much less vibration.

Starting, even from cold, is no problem at all; the electric starter engagement is a bit noisy while mechanical noises are well contained, although perhaps not so much as on BMWs. Idling is low and regular. No signs of oil leaking are evident even after long, full bore riding. Fuel consumption varies from 30 mpg at nearly full bore to 60 mpg while puttering around quietly at 50 mph. The “stoppers” are really excellent. They both have a useful size of 8.7 x 1.58 inches. A light touch on the front, featuring two leading shoes, produces surprising results, even from high speed. It is always predictable, with powerful, yet progressive, action. The single cam rear brake is also gentle, yet efficient. Even under heavy braking there is no sign of ill-handling from the machine. Finally, maintenance is extremely easy, with every element quickly accessible.

Summing it all up, a big, pood beast, powerful, yet tractable, really built to last a lifetime.