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Moto Guzzi's big twins (by Ian Falloon, Mar 2022) ![]() The bikes that saved Moto Guzzi
Although at one time Moto
Guzzi led the world on the racetracks, all that ended in
1957. That year our own Keith Campbell gave Moto Guzzi
their final World Championship, the 350cc title, but the
next decade saw Moto Guzzi teeter on the brink of
disaster. During the 1950s Moto Guzzi
prospered by producing large numbers of very ordinary
motorcycles and Guzzi’s directors, wooed by complacency,
completely underestimated the significance of the small
car for mass transportation. Whereas during the 1950s the
Italians were clambering for basic motorcycles, when
prosperity arrived in the mid-1960s they deserted
motorcycles for cars, mainly the Fiat 500. Much of
Guzzi’s plant and machinery was out of date, and Moto
Guzzi almost followed dozens of other Italian
manufacturers into extinction. They were saved by the V7, a
transverse 90-degree V-twin with shaft drive. Once upon
a time Moto Guzzi was known for horizontal singles, but
since 1967, the V7 layout has become the Guzzi
trademark, and it continues to form the basis of all
current modern Moto Guzzis. The V7 engine was extremely
advanced for its day, and apart from overhead camshafts
and four-valves per cylinder, even the current 1400cc
variants are remarkably similar. The all alloy engine
included pushrod-operated overhead valves, with the
camshaft situated between the cylinders. Unlike most motorcycle
engines of the time the one-piece steel crankshaft used
plain big-end and two plain main bearings. Ignition was
by battery and coil, with an automotive-type distributor
driven off the rear of the camshaft. The clutch and final drive
followed automotive rather than traditional motorcycle
practice. Bolted to the rear of the crankshaft was a
flywheel housing a twin plate dry clutch, and the final
drive was by shaft inside the right side of the
swingarm. A universal joint was connected to the gearbox
layshaft and the rear of the drive shaft to a pair of
bevel gears. It was rugged and reliable. With the United States the
largest market for the V7, there were calls for more
displacement, and for 1968 the engine grew to 757cc, for
the 750 Ambassador. The next evolution was for
1972, Guzzi’s big tourer becoming 850cc. Known as the
850 GT, or Eldorado, in America, this lasted through
until 1974. The power was up to a respectable 65
horsepower at 6500rpm, there was now a five-speed
gearbox, but some anachronistic features, such as the
belt-driven Marelli dynamo, remained. The chassis was inherited
from the V7, the large loop frame designed for strength
rather than lightness, with 18-inch wheels front and
rear. Some examples retained the V7’s double leading
shoe front brake, while others included the more
effective four leading shoe type of the contemporary V7
Sport. One thing that didn’t change
was the size and weight. The 850 GT was built to last,
and weighed a considerable 235kg. Even so, it was
capable of a respectable 190km/h in the right
conditions, and was the mainstay of Guzzi’s line-up
during 1972 and 1973. By 1974, a disc replaced the
front drum brake, but by now Alessandro De Tomaso was in
control and a new era of production rationalisation had
begun. De Tomaso wanted to end all twin cylinder
production to concentrate on the Honda-derived four and
six-cylinder models and the 850 GT was the last of the
traditional large loop-frame Guzzis. But as tradition dies hard at
Mandello, this wasn’t the end of the twin. While the
multis withered away, the big twin survived, but not the
loop-frame 850 GT and Eldorado. Replaced by the 850 T,
the next generation of twins had the more sporting Tonti
frame and this would see Guzzi through the next couple
of decades. While not particularly rare,
the Moto Guzzi loop-frame big-twins, like the 1972 850
Eldorado shown here, still offer exceptional cruising
ability with long-term reliability. They were designed to run for
long mileages, and with big seats and high handlebars
provide exceptional touring comfort. Other Guzzis may be
more glamorous, but the loop-frame twins are for the
touring cognoscenti. ------------------------------------------------- Produced by AllMoto abn 61 400 694 722 |
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