Moto Guzzi V7 Cafe Racer by Revival Cycles

9 Мар 2015 | Author: | Комментарии к записи Moto Guzzi V7 Cafe Racer by Revival Cycles отключены
Moto Guzzi V 7 Spezial

Moto Guzzi V7 Cafe by Revival Cycles

Take a at this 2010 Moto V7 Cafe Racer made by Cycles — Austin,

The new Moto Guzzi V7

Moto V7 released the complete details on its new Guzzi V7 Special. The new model was to help you ride comfortably on journeys and is packed with a 750cc, 90° V-twin engine. The 90 4-…, 744 cc engine develops a output of 37 kW (50HP) at 6,200 rpm and ft lbs. / 58Nm of torque at rpm.

The new Moto Guzzi V7 draws inspiration from the V7 concept released in the 1970se. the V7 Special is a touring bike sophisticated finishings and exclusive solutions. Just like its it is wrapped in a two-tone color and equipped with spoked with aluminum rims.

The is equipped with an innovative tank that has a 5.8 gallons which ensures a range of up to 310

Some Moto Guzzi V7

It was during the poly-period, when Nixon was riding for Triumph and biggest bike was a 450 twin, the Moto Guzzi V7 made its Described by moto-journos as a ‘gigantic’ the V700 appeared on the cusp of most exciting era. But those scribes and reporters know is the impact Guzzi’s V7 have.

And while the big new twin made on its mission to save the company extinction, history shows the accomplished much more.

ago the consumer motorcycle market was in due in large part to the popularity of the automobile. While this was the case in Europe, the situation was magnified in the auto-crazy US, where of motorcycles as a valid form of came much later. to deal with this new set of were a host of European many of who depended upon the of military and police agencies for support.

But Guzzi, who had traditionally such contracts with competition faced a double-dose of with the realization that aging Falcone 500 single was Hitting upon a solution seemed fair to all, the Ministry of Internal Affairs before these struggling makers a contest. This the battleground was the drafting board, not the

Two general parameters were 100.000 km’s of serviceable and availability by 1966.

To lead project Guzzi turned to engineer Giulio Cesare who had designed some of the most and dynamic motorcycles in GP history. underrated, Carcano’s personal that aerodynamics and suspension be developed before horsepower respect from riders and alike. When Moto had extracted all they could their DOHC, 500cc Prix single, Carcano by Umberto Todero) unveiled the 500cc V8.

A design so advanced, so ahead of its that it remains today.

time back, it became to for journalists and misinformed authors to the V7’s alloy lump the engine fitted the failed da Montagna, or mechanical mule 3-3 tractor. Designed by Antonio a two-… specialist who joined during WWII, the 3-3 did indeed use a twin, but one that featured crankcases and heads.

It wasn’t Guzzi’s first 90 degree-twin, design being an air-cooled unit designed for use in the Fiat 500 Kudos to author Greg (assisted by Moto Guzzi and VMOL contributor Ivar de for laying that tired old to rest in his book “Moto Big Twins”.

Built with a auto-inspired layout, the V7 was a far cry from the streamlined racers Carcano was for. Designed durability and of service, characteristics that the contract for Moto Guzzi. In the only other machine in the military competition was the Ducati a rather amazing 1250cc V4 four carbs on that L-cylinder configuration.

Designed by Taglioni, the Apollo was deemed complex and expensive, and was too powerful for the of the era to withstand. Destined to make a big Taglioni would par-off two of cylinders to give Ducati a workable design of its own…

The first prototypes were during 1964, shortly the … of founder Carlo

who had given the project his blessing. The offered easy access to the and gave the V7 a strong, purposeful so. Riding on twin Borrani rims the V7 used large, x 18” tires on both ends a full-width 220mm DLS-drum on the and a matching SLS on the back.

Spinning the right swingarm tube is the shaft drive, starting a now identified with the Moto name. It’s attached via an u-joint to a four-speed gearbox takes its power from a automotive looking twin-plate dry Measuring 704cc’s, the V7 is an oversquare 80 x with four-ring pistons in hard-chrome plated bores.

on plain bearings, the one-piece crankshaft drives the V7’s placed above and in the center of the splay, via helical gears. off the camshaft are four separate that run up the cylinder’s backside and act on a pair of inlet/exhaust rocker Valve sizes are 38.5mm 34.4 exhaust, with provided by a pair of 29mm remote-reservoir Dell’Orto carburetors.

with a 12-volt system, the V7 well equipped for police with a 300-watt Marelli fixed to the top of the crankcase; driven off the of the crankshaft using a v-belt.

The success of the prototype was soon by economic misfortune. Creditors wait no longer, and Moto went into receivership of 1966. A group of Italian known as the IMI took control of the and immediately sacked the entire including the legendary Ing.

The good news was the arrival of Tonti, the brilliant engineer who later lift Moto to even greater heights. hiring came after a new group (SEIMM) had been Although Moto Guzzi had imported with some into the US, it was the Berliner Group, by the brothers Mike and Joe, who have a profound effect of the of the V7.

By securing police contracts and marketing, Moto Guzzi momentum. With the release of two versions: the 750cc Ambassador and 850 Guzzi regained its identity.

The of the series, the V7 can be identified by its slimmer tank, longer headlight minimal crankcase webbing and mufflers. Seldom seen, original exhausts did not prove and finding exact replacements is Atypical for most imported is the accessory leg shields and handlebar that were often to magistrate models.

So while the at ‘Cycle World’ and ‘Motorcycle carried on about the V7’s presence and substantial girth in the 500 pound Guzzi now feels and narrow, allowing your to touch pavement with knee-bend in reserve. To start, the V7’s twin cam-lever valves, add some choke, the throttle twice and twist the key fashion- to the right.

Once lit, the choke can be off rather quickly and the Guzzi into a gentle, rocking Not always the case, many fitted the shift rocker your right foot, so heel down and point the road. No surprise, the 700cc pushes the V7 up toward your speed lazily, with of intake honk thrown in for

Rated at 50-bhp, it feels maybe half of that is the back wheel. Police and units were rated less, at 32-bhp (no wonder guys always looked The gearbox change-up is widely and rather clunky, but it engages and the V7 tracks down the highway in fashion. I’ve sampled bikes from this and the V7’s stability rates it on the scale.

In many ways, the Vee porky acceleration is a blessing, when it’s time to The full-width, 300mm front feels a bit over matched, the back unit will your request for more until it’s fed up and locks the

Feeling the ‘loops’ represented the old at Moto Guzzi, the last limped off the assembly line in A shame, for the V7 and its siblings had gained a following, serving faithfully for the that purchased them in Striking a perfect chord, the rivaled the quality of the trusted and BMW while offering the substance and holding of the Harley Electra

In this writer’s opinion, should have continued in with Tonti’s new T-series maintaining the momentum both the and Moto Guzzi worked to to establish.

Although cut short in its the V7 still accomplished much. rescuing the proud Guzzi it ushered in a whole era of big-bore speedsters, grandfathering some of the beautiful, passionate and exciting the world has ever known. For riders, the V7 offers a hearty of fat-fendered, real steel Nolan Woodbury

Moto V700 (1969 specs)

703cc 90-degree v-twin

50 (at crankshaft)

Frame: tubular cradle

Brakes: 300 mm dls drum and sls rear

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