Report From Italy
REPORT FROM ITALY
CARLO PERELLI
NEW MOTO GUZZI V7 SPORT
Common procedure for launching a new model is to accompany its debut with great publicity and fanfare, thus ensuring an enthusiastic reception for the new product. In the case of the V7 Sport, though, Moto Guzzi has adopted a reverse policy.
After the V7 Sport's first public appearance at Monza, it began arriving in dealers' showrooms, but without data or specifications on its performance. As yet, the factory has still chosen to remain quiet on the subject, not only ignoring the questions of the public, but those of the press and the dealers as well. The reason for this strange policy seems to be that requests for the new Guzzi far exceed production capacity, at least for the present. So Moto Guzzi is not pressed to sell their product.
The first V7 Sport to reach a show room floor was slipped into my eager hands for a test ride. At that time, the only certain feature of the bike was its price, the equivalent of some $2500.
First impressions of the machine—its power and its length. The latter feature is in part due to its low line, long, luxurious dual seat, and 18-in. wheels. Medium sized riders can easily rest both feet on the ground, but those hardriding types might find cause for complaint in the position of the footrest. The finish is good, the instruments and controls well placed and accurate. The double-cradle frame is completely new, and sturdy. Of interest is the fact that part of the frame can be removed for easy access to the engine.
The former generator, mounted between the cylinders, has been replaced by an alternator. The displacement has been reduced from the 757cc of the Ambassador to 748cc. Added are a bigger oil sump with more fins, and a ribbed crankcase for racing. The front end features Mandello del Lario forks and a four leading shoe brake; at the rear are adjustable Konis with fully exposed springs. Well concealed is the hydraulic steering damper, which can be engaged by a knob at the top of the steering column.
Due to the engine layout, the riding position is slightly rearset, with the knees rather bent, but the two-piece handlebar can be fully adjusted in height and angle to suit personal taste. At 462 lb., much weight has been carved off that of the Ambassador, even though an electric starter has been retained. A lower center of gravity and more efficient framing and damping allow for much easier riding from slow speeds up to the limit.
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Torque reaction is evident right from starting the engine in neutral, and is felt during quick acceleration and deceleration, as well as gear changing. Because of the "rebellious" reaction and typical shaft drive rigidity, the only thing one can do during cog-swapping is a longer, softer use of the clutch.
Under 3000 rpm, the 68-bhp alloy Twin, fed by two 30-mm concentrics, isn't happy, but it pulls like a turbine from there up to a little over 7000 without annoying vibration. The fivespeed gearbox is a bit noisy, but it is otherwise quick and sure.
According to the calculations of the factory testers, top speed is surely over 124 mph. Moto Guzzi is supplying a wind tunnel-tested fairing which will enable the V7 to exceed even that top speed, for those who are fortunate to find highways where one can enjoy such speeds.
Contrary to similar models, the well cooled front brake is gentle at low speed, and increases directly in stopping power with the acceleration.
In summation, it seems as though Moto Guzzi has been successful in accomplishing the difficult task of transforming the elephantine Ambassador into a good sports model.
BENELLI-DE TOMASO FORD
Pesaro's old and glorious Benelli factory is now an adjunct of the Fordowned De Tomaso sport and racing car factory. De Tomaso has 85-percent ownership of the Benelli concern, with 15 percent remaining in the hands of Marco and Luigi Benelli, the most valiant of Benelli's younger generation, who were in charge of the commercial and technical aspects of the company. Only they, of the Benelli family, will remain to continue as before.
Nothing of the future of Benelli is really known. Rumor has it that part of the factory will be used for production of special bits and pieces for De Tomaso (which is said to be returning to GP racing). It also seems unlikely, though, that the motorcycle should be aban doned, especially now when new models have already been developed.
AGO-MIKE RETOUR MATCH
An already wild crowd was made wilder by the blazing sun at Pesaro, scene of the Agostini-Hailwood retour match which followed Silverstone. Hailwood, who had changed from a whistling Yamaha 350 to a 1970 350 Benelli Four, was again beaten by the 10-times world champion. Make no mistake though: there was very little in Mike's riding style to indicate that there had been a change from his golden days. Unfortunately, his machine, an exPasolini mount awakened at the last minute from its long sleep, was hopelessly inferior to the howling MV Three. Hailwood's only alternative was to stay close to the rival until Ago, in the closing laps, opened the throttle and left Hailwood 8 sec. behind him at the finish.
Ago's racing tactics did not please the MV camp. It was their intention to have him go full steam from the start, so if trouble arose, a repair would be possible in short time. Ago contended that keeping the revs down was a preventive measure, that the crowd deserved a "show," and that Hailwood deserved respect. Period.
Hailwood was also due to ride the 500 Benelli Four, but refused, deeming it too uncompetitive. The organizers, nevertheless, gladly payed him about $7500 for his appearance, as the match attracted a crowd of approximately 60,000. Ago was paid the same amount.
As for the other races . . . leva won the 50cc on a Morbidelli, Parlotti took the 125cc, also on a Morbidelli, the German Braun won the 250 race on a Yamaha, and, of course, Agostini and the MV Three won the 500. [Ö]
