We ride: Moto Guzzi’s V7 Café Racer — IOL Motoring IOL.co.za

28 Апр 2015 | Author: | Комментарии к записи We ride: Moto Guzzi’s V7 Café Racer — IOL Motoring IOL.co.za отключены
Moto Guzzi V7 Clubman Racer

We ride: Moto Guzzi’s V7 Racer

In 1967 Moto chief engineer Giulio Carcano, designer of the insanely DOHC V8 Grand Prix of the 1950s, developed a road-bike which was in every way the opposite, in to a request from the Italian for a patrol bike.

The 34kW V7 was a 700cc air-cooled transverse with a chain-driven camshaft in the V, stiff pushrods and an enormously flywheel connecting it to a four-speed gearbox and shaft final with a huge generator the cylinders.

It was big, clumsy and comfortable and, most it was indestructible, as witness the number rumbling around today. But it was not a bike.

so in 1971 a young engineer named Lino put a BMW alternator on the nose of the crankshaft alternator is still the engine’s weak point) and designed a very low, very frame with its triple tubes in the V where the generator had added bigger carburettors, suspension and brakes, and very adjustable clip-on style to create the unimaginatively named V7

Coming as it did at the height of the caf- craze, the V7 Sport became an cult bike and, years later, gave to the iconic Le Mans. Not only the original Carcano architecture is in production in Moto Guzzi’s block’ engines — the attitudinous Griso. Not bad for an engine nearly 60 years ago.

Tonti, however, went on to an entirely new engine which had whatsoever to do with the V7, except it was also a transverse V-twin.

The V50 was a dinky little 500cc with very little but extraordinary agility. It had horizontally-split like a Japanese bike, Heron heads like a car and a one-piece cast-alloy swing-arm was — and is — a work of


The V50 gave birth to the incredibly Monza, the V65 and the short-lived eight-valve and the ‘small-block’ engine is still in in the Nevada and the subject of this

So you see Cyril, the V7 Racer is not derived the original V7 Sport, but from the it’s much newer — from the 1970s than the 1960s!

It also has a 38mm throttle body on a manifold in place of the former carburettors, which does for fuel economy and mid-range but very little for top-end


At R109 500 it is by far the most expensive of the three V7 but for the extra money you get a frame and powder-coated in candy-apple red, a fuel tank held on by racer-style leather straps, a fly-screen (you really call it a fairing!), with a ‘7’ on it, in front of the traditional round-faced instruments, suede upholstery and a (also emblazoned with a ‘7’ on either side) over the pillion seat would be if bike had pillion footpegs.

it also comes with crafted billet footpegs and that are worth the extra all by themselves, stainless-steel spokes and rims.

It’s smaller it looks, with a cobby wheelbase and seat height of 805mm, and weighs only with a full (22-litre) of fuel. The seating position is very 1960s — in and short-coupled, with most of the weight over the front It’s very sporty but near as uncomfortable as the Japanese bikes of the era with their ergonomics.


The V7 starts on the first touch of the from cold, but the long tracts make it a little until it has had a chance to warm Add to that a clutch that close to the handlebars and you have a for embarrassing stalls when the is cold.

Let it rumble quietly to for a minute or so, while you put on your and gloves, before you take and all is well. The controls are light and the steering is razor-sharp, the brakes are and firm, while the single butterfly does its job precisely and without a trace of the dreaded snatch.

The engine pulls strongly 2500rpm (peak torque is at 2800rpm), and gets serious 4000, pushing the bike through the gears with the response that makes the Games real fun and gets you with a bad-boy grin on face every night.


If that sounds I am describing the ideal commuter I am, with the sole exception the mirrors, in the true Italian show you nothing more a detailed view of your own

But when you get out on the open road, the promise seems unfulfilled. when mid-sized twins as the Ducati Monster and Suzuki are getting into their the V7 Racer signs off.

The quote 37kW at 6200rpm and very little urge 6400; pushing the bike any will net you nothing but rather noises. This is, after a pushrod engine.


The test bike had less 80km on its liquid-crystal odometer we got it, so we didn’t do any formal performance at all, other than a burst in top gear on the last day we had it, later.

It shot up to 140km/h like a racer thanks to the engine’s midrange and superbly slick and gearshift; even if the linkage go round six corners, aircraft-quality joints keep play to a negligible minimum.

After progress was much more up to an indicated 170 at 6400rpm in top gear, the GPS later confirmed as a true That’s a speedometer error of 3.6 percent — much than the old Vague-lia Borletti which varied between 12 over and 12 percent under – on the same bike!

And at that the bike was … steady on our Six-Kay Straight. The steering was and predictable at an average 134m/h our ride and handling section, with a slight tendency to headshake that we ascribed to unscrubbed, crossply Pirellis the V7 would benefit from a set of modern radial tyres.

The adjustable only for rear was firm but not harsh, giving us no on our bumpy test section, and the was still comfortable after a morning in the saddle.

My only remains the brakes; the single disc has a thoroughly modern calliper and takes up with initial bite, but seems to real power when comes to shove. Calling the 260mm rear disc play delivers very retardation but, although only one front stopper out Guzzi’s signature linked (hooray!), a second front would still be welcome.

Fuel consumption for the week we had the V7 worked out to a very creditable litres per 100km, which we expect to improve further as the new engine loosens up.

The overall is of a simple, honest machine solid, robust engineering. It may not be the ball of fire its name but it will carry on carving up the for the next several decades, if history is to be believed.

The V7 Racer superlative finishes and eye-popping quality. Like a Harley, old technology, superbly executed like a Harley, it has memorable and a wussy top-end but unlike a it goes round corners.

For any who’s done hooning but likes slicing through with millimetric precision, it has all the attitude and Italian purity of you could ask for. Bellisima!

R109 500.

Moto Guzzi V7 Clubman Racer

Bike Moto Guzzi South, Town.


Engine: 744 transverse V-twin.

Bore x …: 80 x 74mm.

ratio: 9.6:1.

Valvegear: with two overhead valves per

Power: 37kW at 6200rpm.

60Nm at 2800rpm.

Induction: electronic fuel-injection with Y and one 38mm Magneti Marelli body.

Ignition: Digital

Starting: Electric.

Clutch: single-plate dry clutch.

Transmission: constant-mesh gearbox with drive by shaft.

Front 40mm Marzocchi conventional forks, non-adjustable.

Rear Dual Bitubo coil-over remote reservoir shock adjustable for preload.

Front 320mm disc with four-pot opposed-piston calliper.

brake: 260mm disc Brembo dual-piston floating

Front tyre: 100/90 18 tubeless.

Rear tyre: — 17 tubeless.

Moto Guzzi V7 Clubman Racer
Moto Guzzi V7 Clubman Racer
Moto Guzzi V7 Clubman Racer
Moto Guzzi V7 Clubman Racer
Moto Guzzi V7 Clubman Racer


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.