Past Perfect: Moto Guzzi V700 Special — Classic Italian Motorcycles…

22 Фев 2015 | Author: | Комментарии к записи Past Perfect: Moto Guzzi V700 Special — Classic Italian Motorcycles… отключены
Moto Guzzi 1000 Quota Injection

Related Content

Motorcycle at Motogiro America — Day 3

Miller, our man at the Motogiro America and a 1966 Moto Guzzi Stornello, is still.

1978 Guzzi 850 Le Mans

A 1978 Guzzi 850 Le Mans on display other classic motorcycles at the Vintage Motors.

Motorcycle at Motogiro America — Day 5

The Motogiro America ended Over the course of five riders on bikes ranging.

Crowds at 9th Annual Barber Festival

The Barber Vintage has grown faster than could have predicted, an estimated cro.

In our back to the world, everything old looks new Cool bikes from the are hot, and retro has become the new

Some credit must go to for their recasting of the classic racing single with the Honda GB500. Triumph and picked up the theme with retakes on the traditional British (Bonneville T100 and W650, and Ducati upped the ante their Sport Classics. In Honda aped their CB750 with the CB1100, and flashback V7 Classics and Racers recently been flying out of

All of this is well and good: The bikes of our misspent youths are so another generation can enjoy Inevitably, though, these rides lack what we geezer bikers are wont to “character.” With fuel liquid cooling, solid-state precision steering and suspension, the between man and machine has waned, the more distant.

The starting rituals, unplanned maintenance and mysterious malfunctions are a thing of the past. Some applaud that. Motorcycles ornery back then: most have as much as a dishwasher.

So what if you could a classic motorcycle, and without its soul, bring its reliability and fully up to date — retaining its character while consigning any to the trash can?

That’s what dedicated Guzzista Dockray has done for the Mandello first V-twin, the 1967 Moto Guzzi V700.

becomes two

Moto Guzzi’s V-twin (actually 704cc) its roots to the Mulo Meccanico, a three-wheel-drive military vehicle to go just about anywhere. The wheels could be fitted short tank tracks for grip, and the powered front could literally almost walls. Guzzi’s Giulio Carcano designed the Mulo and its — an air-cooled 90-degree V-twin overhead valves.

In spite of its industrial appearance, the engine a ready home in Carcano’s project. A touring motorcycle, it be the largest capacity motorcycle had ever built, all its previous machines having been Yet a growing awareness of the huge for big bikes in the U.S. was leading Italian companies like MV Agusta and Ducati to build in the 700cc-plus category.

One of the attractions in the was the huge market for police as anti-trust laws required forces to garner bids more than one supplier. It was in to exploit this opportunity Berliner Motor Corporation Ducati to build the then-outrageous V4 Apollo in 1961. (At that all proposals had to have an engine of at least 1,200cc, roughly the 74-cubic-inch engine size of the FL, then the enforcement branches’

Whether brothers Joseph and Berliner similarly influenced management to build the V7 or whether simply recognized the potential of the big (the more likely is moot. Whichever way it happened, the versions of the 750cc Ambassador of and the 1972 850 Eldorado sold to police forces at a rate of up to a year.

To create the V7, Carcano the Mulo engine to a 4-speed through a dry single-plate, engine-speed with final drive by a that made up one fork of the rear suspension. The powertrain into what has since known as the “loop frame,” a structure that cradled the big its lower tubes running the oil pan.

Electric power was by a car-style alternator sitting the cylinders and driven from the by a belt. Spoked wheels drum brakes completed the The V7’s styling was certainly to satisfy American tastes, deeply valanced fenders, bars and a handsome, cast-alloy housing.

With 50 horsepower and a dry of 500 pounds, it was comfortably inside the envelope of its U.S. competition, and well. As Guzzi aficionados’ proclaimed, it was a V-twin “done

45 years on

“I was attracted to the loop bikes because they had very stolid kind of says George Dockray, the of our feature bike. “And I liked the very first the Moto Guzzi V700 the red paint scheme. It was a little from the later models. I it would be fun, but being the model, they had a lot of things didn’t work so well.”

What made the project and facilitated the upgrading process George undertook was the commonality and of Guzzi V-twin parts. took the same basic rig — frames, gearboxes — and made it all kinds of multi-role machines, a cop bike to a road racer basically the same platform,” says. “The engines really change that so you could make a much motorcycle out of what would almost indistinguishable from the 1967.” For example, it’s enough, George says, to any later round-barrel engine a 5-speed transmission and drop it the earlier loop frame. the front engine cover the earlier external-alternator bikes bolt straight on to an engine one of the later Lino Tonti-framed like an 850T, Le Mans or

In the loop

George’s project started with a loop All the loop frame bikes a similar chassis, and George his, first registered in came from a police “I had to saw off the siren bracket that to be on it,” he says.

After searches on eBay and help author and Guzzi guru Field, George was finally to track down the necessary to assemble a complete bike.

the items George particularly to update were the front and front brake. The original used a single-acting damper which was pretty crude in but some machining of the internals fitment of a cartridge damper from a California-series Guzzi. He modified the fork legs by on lugs to locate the locking from a Guzzi double-sided, brake.

That welding led to distortion of the which meant more but it was worth it: George describes the Moto Guzzi V700 as “horrible,” while the four-leading-shoe works much better. to the improved suspension, the difference in the compared with other frame Guzzis is “like and day,” George says.

The in George’s bike originally a 1000 Convert, Guzzi’s transmission cruiser. The engine has upgraded with a Megacycle cam and now through 36mm Dell’Orto carbs, but uses stock Black Diamond valves with lash caps for durability. George used the single-breaker distributor, which was an easy “mix ‘n match.” An oil extension increases oil capacity to carry away heat.

The drives through a stock Guzzi clutch and geartrain a California II) to a V7-type shaft but the U-joints and carrier bearings been upgraded to the spec on later disc-brake bikes. wanted to use the “pumpkin” rear casing from an Ambassador, but the gearing was too low. Once interchangeability of Guzzi parts George was able to use the pumpkin he wanted, but with a later gear set for a higher final ratio.

The electrical system was with a Nippon Denso intended for a forklift, while used his skills as an aircraft to craft a new wiring harness period cloth-wrapped wire Rhode Island Wiring And instead of taping or shrink-wrapping, are laced together using linen cord. Fuses are with power distribution and protection handled by a MotoGadget circuit monitor and electronic

If a short occurs in any circuit, the senses the problem, tries to the circuit, and if the problem persists, the circuit open, triggering a light on the dash.

George’s challenge here was retaining the switchgear while meeting the requirements of the M-Unit. “Under the there’s a whole rack of just to accommodate these George says. The M-Unit incorporates an immobilizer and alarm, modulator, adjustable fade-in/fade-out for the signals, and a host of other

George didn’t have to about any corrosion issues a rusty old steel gas tank; he was enough to find a new-old-stock Guzzi V700 chrome on eBay. The leg shields were equipment on police and military and were also available as a accessory for civilian customers. In case the crash bars, leg and footpegs with mounting came from Greg

Pretty much everything is stock Guzzi — and the Hella turn signals complete the look.

Riding George’s Guzzi V700

The Loop Project bike is George’s custom Moto Guzzi, the two machines being café (read Custom Moto Café Racer ). So this the emphasis was on streetability.

“It has way more than a stock Guzzi, and it has low-speed handling,” George adding that even the Megacycle cam is pretty lumpy, performance is pretty docile. You can be lazy with it, you can just around, even with the carburetors. And if you’re on the highway and to pass a couple of motor just grab a handful … ”

George also points to the superior ride, due at least in to the Ikon rear shocks he which he prefers to shocks used on past project Handling and braking are also class, George says. very stable. And you won’t the tires before you start all manner of stuff. The first that hits ground is the

The four-leading-shoe front brake works well. George to retain a drum brake, though the Eldorado gained a during its production run. The certainly complements the period “It’ll stop you pretty fast.

But you really have to pull on it,” George

The finished Moto Guzzi project draws stares of everywhere it goes, and it fools dedicated Guzzisti — at least for a few until they spot the alloy rims and modern tires. Then the looks of turn to admiration, and George he’s accomplished exactly he set out to do. MC

Interesting articles

Other articles of the category "Moto Guzzi":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.