Model Evaluation

Moto Guzzi V7 Classic

Reprising the model that made Moto Guzzi V-twins famous
SK ANY MOTORCYCLIST, and theyll tell you the 90 V-twin
with its cylinder heads splayed in front of the riders knees is the signature shape of a Moto Guzzi. Yet what many dont realize is that the first longitudinal crankshaft Moto Guzzi V-twin motorcycle didnt appear until 45 years after the companys first bike was produced in 1920, or that its V-twin engine wasnt even originally designed for a motorcycle. Famed Guzzi designer Giulio Cesare Carcano created a 745cc V-twin in the late 50s to power a curious 3 X 3 tricycle/truck Moto Guzzi designed for the Italian military, which began production in 1960. And when the Italian government accepted bids for a new police motorcycle, a slightly smaller 703cc version of this engine would power Moto Guzzis prototype. Guzzi won the contract, and a civilian touring version, dubbed the V7, appeared at the Milan show in 1965. The sleek V7 Sport arrived in 1971, both its engine and chassis redesigned by Lino Tonti, who had replaced Carcano as Guzzis Chief Engineer in 1967. This machine, with its long low silhouette, provided the visual template for the V7 Classic tested here. That early motor became known as the big-block Guzzi engine, and eventually grew in size to become the basis of the current 1100 and 1200cc motors, while a new small-block version of the iconic longitudinal V-twin design appeared in the mid 1970s to become the current 750 motor. The V7 Classic, introduced in 2009, is based on the same platform as the current Breva and Nevada 750s, but shuns the artfully integrated modern lines that Guzzi does so well in favor of a retro simplicity. It looks very much like the original V7 Sport, and actually supplies some of the same sensations by incorporating a mix of old and new technologies. Available in two colors, a beautiful pearlescent white and a new black for 2010, of the three retro standards tested in this issue, the Moto Guzzi is the most likely to be mistaken for a frame-up restoration.
tical engineer considered the pre-eminent designer of air-cooled radial engines. Heron emigrated to America in 1921 and was considered largely responsible for the success of the Wright J-5 radial that powered Lindberghs Spirit of St. Louis. His namesake cylinder head design uses a perfectly flat head surface fitted with parallel valves, making use of a combustion chamber cast into the piston head; two shallow valve pockets surrounding a tight cup-shaped central chamber. The absence of a conventional domed cylinder head reduced machining by Dave Searle costs and the designs relatively tight combustion chamber improved burning efficiency. The Heron design also won wide favor in automotive use for its strong lowrpm torque and low emissions, although the designs complex piston shapes added reciprocating weight which reduced the potential for high-rpm performance. These characteristics hold true for the V7 Classic as well. The heads provide excellent torque from very low rpm but restrict breathing above 5000 rpm, so the engines peak hp is modestjust 38.68 hpbut it gives the impression of a larger displacement motor that can be happily lugged without much shifting. Its all in keeping with the Moto Guzzi experience. The transmission is a 5-speed, which although one short of the favored number, works very well with the engines broad torque spread and fairly light wet weight of 455 lbs. The transmission isnt slick but shifts well enough, although first gear is slightly tall for dragstrip duty and the lever throw to second gear is longer than the rest. The clutch is a two-plate diaphragm-spring-type, like a cars. Cable-operated, its engagement range is on the short side, but its still easy to control and its lever effort is low. As youd expect with a Moto Guzzi, final drive is via shaft. However, no torque-compensating linkage arrangement like the 1100 and 1200cc models CARC set-up is used, and the factory says that with its power, the 750 doesnt require the added cost. The driveshaft itself is enclosed inside the fully cast aluminum swingarm, which appears quite stiff and light for its dimensions.

Suspension

Suspension is via a conventional female-slider telescopic fork in front, matched with twin coil-over shocks at the back. The only adjustability provided is rear preload, which is handled by threaded locking collars on each side, making precisely equal adjustments slightly more challenging than the usual ramped collar set-up fitted to most dual shock bikes. We found the suspensions spring rates nicely balanced, with a reasonably supple ride on smooth roads and enjoyable handling. The front end is well controlled by the forks standard damping, however, the rear end isnt as well damped as it should be, and without any provision for rebound damping adjustability, the additional rear preload needed to carry a passenger will have the rear end bouncing a lot more than it should.

Engine & Powertrain

The engine uses a bore and stroke of 80.0mm x 74.0mm to displace 744cc, while Weber-Marelli fuel injection with 36mm throttle bodies supplies the mixture to the cylinders. The engine is unusual in that it still uses the now-rare Heron-style cylinder heads. The back story: Samuel D. Heron was a British aeronau12

NOVEMBER 2009

Brakes
The Classics braking equipment is fortunately modern rather than retro, and as much as we enjoy the period look of large drum brakes, were happy to be offered the greater stopping power of discs. The front is a single, semi-floating 320mm disc covered by a four-piston, differential-bore Brembo Series Oro caliper, which

MOTORCYCLE CONSUMER NEWS

should be capable of excellent stops. We say should because it doesnt, in fact, have the power wed expect. As the lever doesnt have much travel and requires a very strong squeeze to achieve only medium-strong stopping, we suspected low hydraulic leverage between the master and slave piston. But a call to Brembos technical department confirmed that a 13mm master cylinder working in concert with a single four-piston caliper of staggered 30/34mm pistons is correctly matched, so the pads must be the problem. Guzzi specs Frendo 222 front pads, but plenty of options are available, both aftermarket and OEM (for instance, from Ducati, which also uses these calipers ). The rear brake, on the other hand, gives the power and feel youd expect from its 260mm size and a single-piston floating caliper. Notably, the rear caliper uses Ferodo ID 450 pads, so Ferodos front pads should also be a good choice, and wed urge a switch before waiting for the stockers to wear out.

fair, neither of these issues actually ruins the Moto Guzzis handling, but when compared side by side with the other bikes tested in this issue, both of which wear radials, the Guzzis tires add a bit more vintage flavor than any of us would have wished.

Ergonomics

Unlike its sportbike ancestor, the V7 Classics seating position is very rational. The seat is reasonably wide and padded deeply enough to remain a friendly perch after a long ride while remaining low enoughjust 30.5" off the deckto find special favor among riders with shorter inseams. The handlebars allow an upright position, but the footpegs are high, enough to feel a touch cramped for those with long legs, although they dont limit cornering clearance even when riding aggressively. The brake pedal is also too high, and although you can change its engagement point, you cant change the pedal height. A simple fix would be a larger washer under the allen head bolt that provides its stop. The shifter is likewise a bit high and although it has an adjustable linkage, the adjusters are wrapped by the swingarm, meaning the linkage must first be removed. The handlebar levers both require long fingers and neither is reach-adjustable.

Handling

Lino Tontis original V7 Sport chassis was considered a revelation in its day, and the V7 Classic actually shares a close cousin of the design as do Moto Guzzis other 750 models, the Breva and Nevadaa tubular steel structure with bolt-on downtubes that also support the footpegs and pedal linkage. The V7 Classics chassis is very effective; stiff enough to be responsive as well as stable. Its geometry is also old-school: a 57.0" wheelbase, 27.8 of rake and 4.3" of trailall relatively relaxed numbers. Handling is an area where the choice of tires and wheels makes a big difference. The V7 wears chromed-steel wire wheels, and thus uses tubes in its tires. The wheels are 2.50" x 18" front and 3.50" x 17" rear fitted with 120/90 front and 130/80 rear tire sizes (making the front tire 1/2" taller than the rear, eliminating the understeer sensation caused by smaller fronts). Metzeler supplies the rubber, Lasertec bias-ply models. Thats right, bias ply. The bias ply design achieves its structural qualities by arranging fabric layers on the biasusually crisscrossing 45 fabric layers to both support the sidewalls and give the tire its shape. The radial typically uses fabric that wraps the tire at 90 to the rim, for a more supple sidewall and uses a separate circumferential wrap under the tread surface to give excellent directional stability, less wrinkling of the tread as it contacts the ground as well as greater resistance to growth in size with speed. These factors gave radials the edge in traction, wear and stability, all subtle things you might have forgottenuntil you ride on them again. The V7 Classic shares these bias ply characteristics and combines them with a slightly vintage tread design, Metzelers Laser, that provides a drawback of its own. The Laser was a very popular tread design before the practice of grooving roads as a way to control hydroplaning in heavy rain became widespread. As longitudinal grooves in the highways became common, tires with continuous center grooves of their own became an issue, as the straight line tire grooves would follow those in the road, and cause constant weaving on the highway. To be

Instruments & Controls
The instruments are complete; a round analog speedo on the left and analog tach on the right, with windows at the bottom that can be toggled to change their readouts: odo or trip on the left and ambient temperature or clock on the right. Warning lights above the clocks provide alerts for high beam, turnsignals, neutral, oil pressure, check engine and low fuel level. The panel design looks just right on the V7, very classic, indeed. The mirrors are also well placed and effective at speed.

Riding Impression

The V7s fort will be roads reminiscent of its Lake Como origin, winding country lanes and mountain sweepers. The bikes handling is well balanced and competent, although the rear suspension is bit less effective than the front. Freeway speeds are easy to achieve with the engines power, but the resulting ride is jouncy and the lack of wind protection will get old fairly quickly at elevated velocities. The engine is happiest between 4000 and 5000 rpm, where it runs with a smooth and soulful sound and accelerates briskly without any abruptness or driveline lash to spoil the fun. At idle, the engines V-twin throbbing isnt completely steady, but it suffers from misfiring roughly once a second, probably a result of EPA-mandated lean mixtures.

Bottom Line

Overall, we really enjoyed our time with the V7 Classic. Its sleek profile and neutral handling make it a fun ride, and its longterm comfort is better than its vintage appearance might suggest. Better shock absorbers, different tires and better front brake pads could make it nearly perfect. Note that the 2009 models sold out fairly quickly and its MSRP is $300 higher for 2010, now $8790, but its still a strong contender for those who want the retro experience.
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Right: Moto Guzzis chrome-bezeled clocks hark to the original V7s Veglia gauges and glow white on black at night. They are well placed and easy to read at a glance. The bikes headlight does a great job on either low or high beam to reveal the road at a distance. Above: Guzzis small-block V-twin has been around since the late 70s, in contrast to the much older big-block motor. The 750 uses unusual Heron-style cylinder heads and relatively small valves to provide excellent low-rpm torque that falls off rapidly above 5000 rpm. Still, despite weak dyno numbers, its riding impression is quite satisfying and the V7s performance is enjoyable. Left: Adjustment is not provided to alter the brake pedals height, and we found it too high. However, the rear brake works well. Below: The first V7 Sports caf-style metal gastank is recreated in nylon and wears an attractive alloy fuel filler. The broad flat seat is just 30.5" off the ground. The twin Lafranconi exhausts could be tucked in even tighter, but cornering clearance is generous.

Left: The V7s 40mm fork has the correct spring and damping rates for good action, but the bias-ply Metzeler Lasertec tires dont have the directional stability or reassuring traction of modern radials. The V7s front braking equipment is high quality; a Brembo Series Oro four-piston caliper and a semifloating 320mm disc fitted with braided stainless brake lines, but the power it provides is surprisingly weak. The hydraulic ratio is apparently correct so a change of pad composition should cure the situation. Wed swap out the bias-ply tires, too.

TESTERS LOG

My problem with the V7 Classic is that it is almost too faithful a recreation of its predecessors. And while the true classic bike purist would probably disagree, I prefer my modern classics to be loyal to the original product but with improved performance. For the V7, that would mean more power, a lot better braking competence, a slicker transmission, more adjustability in the suspension and, of course, modern radial tires. If Moto Guzzi had built the V7 Classic with those ideals in mind, then it might have surpassed the Triumph Bonneville tested elsewhere in this issue as my favorite modern classic. As it is, I think it would be more soul-affirming to use the money Id spend on the V7 to buy an honest-to-goodness Guzzi classic, such as an El Dorado. But then Id also need to get a good set of tools and learn to swear in Italian. Scott Rousseau This is a retro bike that really hits the mark. Not only does it have the appearance and riding position of a 70s-era motorcycle, it also has some of the mechanical characteristics that many of us recall with some degree of fondness. First there is the pulsation of the laterally mounted V-twin motor that ends with a distinctive exhaust note thats fortunately not entirely neutered to meet EPA requirements. Then there is a transmission that requires precise coordination of throttle movement, clutch disengagement and positive activation of the shift lever to accomplish a smooth gear change. Although these are not traits particularly desired for long distance touring or track days, thats not what this bike is about. Rather, its an entertaining day-tripper that provides a blast from the past and is an absolute kick in the pants to ride. Gary Prickett The V7 Classic was the most fun when I rode it on my own, avoiding comparisons with its retro rivals from Triumph or Ducati. Its suspension, tire and brake pad issues all are easily fixable and arent intolerable as delivered. But the mellow beat of its V-twin, light weight, neutral handling and classic style definitely kept a smile on my face. Dave Searle
2010 Moto Guzzi V7 Classic
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type:.Air/oil-cooled, longitudinal 90 V-twin Valvetrain:. SOHC, 2 valves per cyl., screw and locknut valve adjustment Displacement:.744cc Bore/stroke:.80.0 x 74.0mm Comp. ratio:..9.6:1 Fueling:.Weber-Marelli EFI Exhaust:.2 into 2 w/crossover DRIVE TRAIN Transmission:.5-speed Final drive:..Shaft RPM @ 65 mph*/rev limiter: 4250/7800

*actual, not indicated

PERFORMANCE Measured top speed.104.5 mph 01/4 mile.14.57 sec..@ 88.58 mph 060 mph..6.23 sec. 0100 mph..N/A 600 mph.128.1' Power to Weight Ratio.1:11.82 Speed @ 65 mph indicated.63.5 MC RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR

ERGONOMICS TEMPLATE

DIMENSIONS Wheelbase:..57.0" Rake/trail:..27.8/4.3" Ground clearance:.6.5" Seat height:..30.5" GVWR:..884 lbs. Wet weight:.443.5 lbs. Carrying capacity:.440.5 lbs. SUSPENSION
65.5" 55.0" 32.5"

30.5" 17.5"

12.75"

32.25"

62.0" 49.5"
A: nose to middle of pass. seat. B: nose to middle of rider seat. C: nose to center of grip D: nose to pass. footpeg. E: nose to rider footpeg F: ground to center of grip G: ground to top of rider footpeg H: ground to lowest point of rider seat. I: ground to top of pass. footpeg. J: ground to middle of pass. seat.
Middleweight Standard Engine Transmission Suspension Brakes Handling Ergonomics Riding Impression Instruments/Controls Attention to Detail Value OVERALL RATING
Front:. 40mm telescopic fork, 5.1" travel MISCELLANEOUS Rear: Dual coil-over shock-absorbers, adj. preload,4.65" travel Instruments:.Speedo, tachometer, odometer, tripmeter, clock, ambient BRAKES temperature Indicators:. hi-beam, t/s, neutral, Front:.Single semi-floating 320mm low fuel, check engine, oil pressure,. disc, Brembo four-piston caliper MSRP:..$8790.00 Rear:..260mm disc, Routine service interval:.4750 mi. single-piston caliper Valve adj. interval:.4750 mi, Warranty:.Two years, unlimited milesTIRES & WHEELS Colors:..Pearl White, Black Front:.110/90-18 M/C 56H Metzeler Lasertec on 2.50" x 18" wheel Rear:.130/80-17 M/C 65H Metzeler Lasertec on 3.50" x 17" wheel ELECTRICS Battery:..12 V, 14 Ah Ignition:.Integrated digital electronic Alternator Output:..330 W Headlight:..60/55W FUEL Tank capacity:.4.5 gal. Fuel grade:.Premium High/low/avg. mpg:.50.1/43.2/46.0

41.0"

DYNAMOMETER DATA Low end Mid-range Top end

38.68 hp

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
SAE CORRECTED REAR-WHEEL HORSEPOWER

36.38 lb.-ft.

Moto Guzzis 750 V-twins use unusual Heron-type heads which dont give great high-rpm breathing, but do create strong low and mid-range torque for a mellow character and respectable performance. It runs smoothly but for some high rpm vibration.

RPM, THOUSANDS

TEST NOTES PICKS Beautiful classic styling Charming torquey power characteristics Comfortable seat and riding position PANS Rear suspension needs better damping Weak stopping power from the front brake Metzeler Lasertec tires track rain grooves

STANDARD MAINTENANCE Time Parts Labor Item Oil & Filter.0.5..$20.69+$20.$40.00 Air Filter..0.6..$12.67..$48.00 Valve Adjust.0.6.$6.58..$48.00 Battery Access..0.4.MF.$32.00 Final Drive.0.2.$4.00..$16.00 R/R Rear Whl..0.5..$40.00 Change Plugs.0.2..$23.87..$16.00 Synch EFI.0.4..$32.00 Totals 3.4 $87.81 $272.00
* MCN has changed the estimated labor rate to $80 starting March 2007

TechnicalDataSheet MOTOGUZZIV7CLASSIC
ENGINE Type Capacity Boreandstroke Compressionratio Timing Maximumpoweroutput MaxTorque Fuelsupply Exhaustsystem TRANSMISSION Gearbox Gearratios Lubrication Primarydrive Finaldrive Clutch ELECTRICS Voltage Battery Alternator Headlight Rearlight Indicators FourstrokeV90twin 744cc 80x74mm 9.6:1 2valvesperheadoperatedbylightalloypushrods 35.5kWat6,800rpm(48.8CV) 54.7Nmat3,600rpm WeberMarellielectronicfuelinjection. Threewaycatalyserwithlambdaprobe
5speed 1st11/26=1:2.3636 2nd14/23=1:1.6429 3rd18/23=1:1.2778 4th18/19=1:1.0556 5th20/18=1:0.9 Forcedlubricationwithlobepumpcapacity1.78kg Helicoidalgears,ratio16/21=1:1.3125 Shaftdrive,ratio4.825 Drysingleplatewithflexiblecouplings
12V 12V14Amp/h 12V330Watt 12V55/60W 12V5/21W 12V10W
FRAME Frame Wheelbase Trail Steeringrake Frontsuspension Frontwheeltravel Rearsuspension

Rearwheeltravel Brakes Frontbrake: Rearbrake: Brakepumpcylinderdiameter: Frontpump Rearpump Caliperdiameter Frontcaliper Rearcaliper Brakesurfacearea Brakepadmaterial WHEELS Wheels Frontwheel Rearwheel Tyres Front Rear DIMENSIONS Length Width Height Saddleheight Minimumgroundclearance Steeringangle. Dryweight Ontheroadweight Typeoftank Fueltankcapacity Reserve
ALSsteeltubulardismountabletwincradle 1,449mm Marzocchi40mmtelescopicfrontforks 130mm Oscillatinglightalloyswingarmwith2preloadadjustable shockabsorbers. 118mm Brembo Floating320mmstainlesssteeldisc 4opposedcalipersofdifferingdiameters 260mmstainlesssteeldisc 13mm 13mm 30/34mm 32mm Front21.3cm,rear.16.1cm FrontFrendo222,rearFerodoID450
spokensteelrims 2.50X18 3.50"X17" MetzelerLasertec100/901856HTL MetzelerLasertec130/801765HTL
2,185mm 800mm 1,115mm 805mm 182mm 32 182kg 198kg Plastic 17litres 2.5litres