Cult bike Moto Guzzi V7 S

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Cult bike Moto Guzzi V7 S

Cult bike Moto Guzzi V7 S

Cult bike Moto Guzzi V7 S

Cult bike Moto Guzzi V7 S

Cult bike Moto Guzzi V7 S

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Tied tightly into the Lino Tonti frame, the classic round motor is a feast for the eyes. Unfortunately, small 30s Dell’Orto square slide carburetors and …

Cult bike Moto Guzzi V7 S

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… clogged muffler torque and power.

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Moto Guzzi V7 S..

Cult bike Moto Guzzi V7 S

Classic from 1974

You can recognize real classics by the fact that everyone remembers their great times. One of the few exceptions: the Moto Guzzi V7 S from 1974.

The timing was very bad. Surrounded by the major Japanese offensive with the Kawasaki Z 900, Honda CB 750 and Suzuki GT 750, the slim beauty from Italy had its tires flat. It burned M.oto Guzzi set off a real firework at the start of the V7 series, which was modernized in 1971, with the legendary and classy V7 Sport. Fast, extremely stable and tied in a beautiful tubular frame corset, the Italians stepped up the pace with the Moto Guzzi V 750 S in 1974.

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Cult bike Moto Guzzi V7 S

Cult bike Moto Guzzi V7 S
Classic from 1974

Nippon disciples had to work hard

Loyal Guzzi fans, on the other hand, knew what to do and gave the ohv engine enough air to breathe so that the fat twin no longer had to hang lethargic on the ropes. Because, here you go, what should a 750 twin with 30 millimeter Dell’Orto carburetors do? Especially since the slim silencer strangled the last bit of torque at the rear. So the author, a passionate Guzzi mechanic in the 1970s, rumbled across the Alps and provided the Stuttgart Guzzi customers with the finest goods from the Brambilla brothers. Full camshafts, 36 ” Dell’Ortos with nozzles – and stylish exhaust pipes to look through. The Moto Guzzi V 750 S didn’t deserve anything else! Especially since the ingenious chassis of the Lino Tonti conjured up a super sports bike from the rather rustic appearance.

Even back then, equipped with a “closed cartridge fork” with two self-contained gas pressure shock absorbers and cones on the stable two-armed swing arm, the Guzzis didn’t let anything burn as soon as they went through the bends of the Black Forest, Alb or Eifel. When Michelin S 41 tires in a sticky PZ 2 mixture were put over the wire-spoke wheels, the Nippon disciples had to work hard not to be run over by the “concrete mixer”.

Cult bike Moto Guzzi V7 S

classic


Ducati 750 Sport, Laverda 750 SF and Moto Guzzi 750 S in comparison test

The race of the two-cylinder: Guzzi, Laverda and Ducati in comparison

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Electrical components often failed before the first inspection

Does the reader now miss the journalistically sober objectivity and criticism? Just the calm that comes now: Typically Italian, electrical components often failed before the first inspection, and many Guzzi couplings had to be drained in the truest sense of the word due to the lack of leaks in the qualitatively underground Simmerrings. It is also known that so many Italians – not only from Moto Guzzi – already started rusting in the box.

Although the original V7 engine was designed with only 700 cc when it premiered in 1965, the reinforced engine and transmission designs have proven to be extremely robust and reliable. And if they had air to breathe, also with real smoke. The proof: the legendary Le Mans 850, which caused a sensation in 1976 as the successor to the V7 S3. Should you come across an abandoned Moto Guzzi V7 S: Buy, buy, buy! Because with the classic wire spoke wheels, this Guzzi from the round engine era becomes a profitable investment.

Technical data Moto Guzzi V7 S


Buying a Moto Guzzi V7 S in its original condition borders on a miracle.

Four-stroke V2 engine, 748 cm³, 62 HP at 6900 / min, 54 Nm at 5500 / min, five-speed gearbox, double loop frame made of tubular steel, weight with a full tank of 240 kg, tires in front 3.25 H 18, rear 3.50 H 18, tank capacity 21 liters, maximum speed . 205.7 km / h, 0-100 km / h in 6.2 seconds.

Further information


The 748 cm³ V2 delivers 62 hp.

literature

“Repair instructions for all Guzzis from 1967 to 1996” by Franz-Josef Schermer and Helmut Stadele, Bucheli Verlag; “Typenkompass Moto Guzzi since 1945” by Jan Leek and “Moto Guzzi since 1921” by Wolfgang Zeyen, both published by Motorbuch Verlag. Test of the Moto Guzzi V7 S3 in MOTORRAD 5/1976. 

Specialists

It is impossible to list all specialists in Germany in such a short way. It is certain that owners of older V7 Guzzis from 1972 onwards are well supplied with spare parts and very experienced workshops, especially since the basic technology of some models has hardly changed to this day.

Market situation

Buying a Moto Guzzi V7 S in its original condition borders on a miracle. Well-preserved or thoroughly restored machines are traded from 10,000 euros. The demand for the so-called round motors in the Tonti chassis is enormous. From the beginning of the 1980s, cylinders and heads – following the De Tomaso philosophy – were given angular designs.

Club / IG / Internet

www.guzzi-forum.de

www.guzzisti.de

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