Moto-Guzzi V7 Ambassador
MOTO-GUZZI V7 AMBASSADOR
CYCLE WORLD ROAD TEST
IT'S A GOOD THING that tastes differ. Where, for example, would Moto-Guzzi be if everyone insisted on riding light, nimble motorcycles? Light and nimble the Ambassador ain't.
The big 750 is tank-like, in fact, and therein may lie a clue to its appeal. It looks bullet-proof, and that characteristic probably goes more than skin deep. In the course of a single working day at CYCLE WORLD, we receive a large pile of reader mail, much of which is devoted to moaning and groaning about the ills befalling a particular brand of motorcycle. Since the first 700-cc V-7 was introduced in 1967, and followed by the larger 750 in 1969, we have received no grave criticisms in the mail regarding this Italian V-Twin. Only praise. Even the local fuzz here and there are beginning to acquire Moto-Guzzis; considering the conservatism and pickiness of most police forces in regard to new equipment, this trend should tell you what they think about the Guzzi solidness and reliability. The influential LAPD has 85 of these machines in service, and even the California Highway Patrol has bought four of them for evaluation.
So what relevance does the Guzzi have in the civilian world'.’ It is certainly not a sporting machine, in the sense that most American road riders have come to know. Rather, it isa heavy-duty tourer, with an Eldorado ride. It is hall Harley (ELI!) and half BMW, i.e.. the kind of machine you would take on a short jaunt to Uruguay, or halfway around the world and back. Its heaviness would be an asset, for the tons of baggage and camping gear you’d take with you mounted in the most unroadworthy places would hardly be noticed.
The 1971 version of the Moto-Guzzi is not much different than the first 750. Refinement, much of it in cooperation with police department clients, has been the keynote in the evolution of this machine. Externally, the machine looks much the same, a deceptively low silhouette, a blend of big, upthrust cylinder barrels, candy apple red fuel tank and side panels and smart white enamel fenders, pinstriped in red and black. The most noticeable innovation outside is a new instrument layout. Instead of the single speedometer unit surrounded by a polished aluminum housing, there is now a group of separate Veglia speedometer and tachometer units, and four idiot lights indicating neutral, oil pressure, ammeter and lighting status. The ignition key is also in this grouping, and the keyhole is protected by a small, swinging coverplate. The “dashboard” for this grouping is a dull black, preferable to the previous housing, which bounced annoying reflections into the rider’s eyes. The layout is neat and simple, so we are reluctant to complain about the fact that the idiot lights aren’t labeled, and are all red. except for the yellow neutral light. And the tach needle, on this machine, was a wiggler.
Another barely noticeable change cleans up the side view of the motorcycle: the battery covers now extend to cover the air cleaner.
Internally, the most important modification occurs in the clutch throw-out bearing, which was of the caged ball variety and was predisposed to early failure. This is now replaced by a needle bearing. The clutch operating arm mounting is also strengthened by a bigger screw.
The Guzzi’s engine could be described as a “perfect configuration” V-Twin. Its 90-degree cylinder angle permits 100 percent balancing to cancel primary vibration, at the small cost of adding a minimal rocking couple, due to the fact that the connecting rods run slightly offset on the same crankpin. The elimination of primary imbalance is the reason that BMW’s Twins have a 180-degree cylinder configuration. A slight advantage accrues to the choice of a 90-degree V in that it tucks the cylinders up and out of the way, making the engine package more compact. However, the firing sequence of two cylinders offset at 90 degrees is uneven. So the Guzzi, at engine speeds just above idle, jiggles with the staggered rhythm of a reducing belt machine at a ladies’ health spa. Fortunately, for those of us who don’t want to lose weight, these oscillations smooth out quickly above 1500 rpm.
Yes, Virginia, There Is An Alternative To The Electraglide Or The BMW.
As can be expected in any tranversely mounted engine, where the crankshaft is running parallel with the frame, the Guzzi manifests a torque reaction that pushes the machine to the side when you turn the throttle on or off. This is mainly felt when the machine is not in motion.
The reasons for mounting a 90-degree V-Twin transversely in the frame are actually three.
One, it fits better, particularly in the case of the Guzzi, which has a deep, finned wet sump crankcase.
Two, the most important, transverse mounting is peculiarly appropriate where shaft drive to the rear wheel is to be employed. The driveshaft rotates in line with the frame, and it is desirable that the crankshaft do so too, if the mechanical weaknesses and inefficiencies of changing rotational direction 90 degrees are to be avoided. By way of contrast, the 45-degree Harley Twin, a more compact “V,” is mounted longitudinally in the frame and therefore drives the rear wheel with a chain. The new 750 Ducati, a 90-degree V layout, is mounted longitudinally and uses chain drive also.
Three, transverse mounting allows the Guzzi’s frame to be kept low, benefiting the short rider, and at the same time keeping the cylinders out in the cooling airstream. The transverse mounting also scores well for easier maintenance, not to mention the aesthetic benefits of hiding the busy clutter of electrical components generator, distributor, wires, etc.-behind those cylinder barrels.
The engine is basically set up to be a tractable “torquer.” It displaces 757cc but is rated at 60 blip at a modest 6500 rpm. The carburetors, a pair of Dellortos, are of moderate choke size. 29mm. Flywheel effect, produced by a massive crankshaft, flywheel, ring gear, etc., is quite pronounced, making for sedate throttle response, and a not-too-subtle leaping effect during rapid gearshifts. The flywheel effect, of course, is quite advantageous at low engine speed. It may be pottered through a 25-mph zone in high gear with incredible smoothness. Its sedateness should not be construed with slowness. This great Beastie will definitely move out, unless 86-mph quarters don’t impress you.
Conservative engine design, automotive in character, is the keynote of the Guzzi. The crankcase, cylinders and cylinder head are in light alloy. Alloy pistons, with four rings, run against long wearing hard-chromed barrels. The overhead valves are pushrod operated, both pairs by a single camshaft in the crankcase cavity above the crankshaft.
Plain bearings are used to carry the one-piece forged crankshaft, as well as the connecting rod big and small ends. Accordingly, the oil lubrication system operates at a relatively high 54 to 60 psi. controlled by a pressure relief valve. The crankcase is unusual in that it is of one-piece construction, which both increases strength and eliminates oil seams; the crankshaft may be removed easily from the rear, though, after removal of the clutch/transmission unit.
A heavy-duty double-disc dry clutch transmits power to the four-speed transmission. The clutch is virtually slip-proof, and the transmission, operated by a double-tang foot lever in a one-up-three-down pattern on the left, is smooth and sureshifting. However, the heftiness of gearbox components makes for some noticeable clunkiness, especially during rapid upshifting, or during uncareful downshifts. The important thing is that, in spite of the unruly noises inherent to this unit, it always clunked into gear under any situation. It never bounced out or jumped into a false neutral. When the machine was at rest with the engine idling, it was quite easy to slip into the neutral position between first and second gears.
The automotive theme is carried into the electrical system. The bike is a push-button starter, by means of a 0.7 blip, 12-V motor driving directly to the flywheel through the starter ring gear. There is, in fact, no auxiliary kick starter, nor need there be. The battery, which weighs about 28 lb., is rated at 32 amp/hours and the generator is a belt-driven 25-ampere, 300-watt Marclli, more than enough to drive the starter motor, lights and host of accessories necessary for police work.
The maintenance aspect of the bike is quite encouraging. A backyard mechanic can only smile at all the big bolts and hefty filler plugs, all easy to reach and promising immunity to mauling from the most gauchely handled economy size crescent wrenches.
Pleasant surprises arc due when you first swing a leg over the Guzzi. Seat height is low. This, of course, means that you can firmly plant your feet on the ground when the machine is stopped. The seat itself is an orthopedic marvel. It is soft, well-shaped to support the thighs. Halfway along the seat, a step rises to support your tailbone. The passenger sits under similar circumstances. It is about the closest thing to dual bucket seats that a motorcycle can have-short of looking outrageous. The relationship of seat, footpegs and handlebars is comfortably compact. The bars are the typical Americanstyle wide variety, but not too wide, nor too high. Thus the rider ends up leaning forward slightly, a good position at freeway speeds.
Suspension seems slightly stiffer than on the first 750 we tested, and the new machine didn’t have as much tendency to heave up and down on acceleration and deceleration as did the old one. Front end damping seems improved. A small lack in rebound damping ability is indicated at the rear, for the Guzzi gallops somewhat in recovery from a briskly crossed rain gutter or severe “thankyoumam.”
Cornering will be accomplished in comfort with the Guzzi, although not with the same elan that one associates with a sports-oriented roadster. For one thing, the front end is heavy feeling. The combination of front suspension, instrument panel and a headlight mounted way out in front is in fact a heavy one. Combine this with a wheelbase of nearly 58 in. and you have a slow steering motorcycle. The jerky effect of a heavy flywheel and the heavy weight of the machine do not lend themselves to “stuffing” the bike into a hairpin, or scraping the pegs in a faster bend. But within its limits, the Guzzi is solid feeling, imperturbable, and secure in its mission-to maintain a steady high cruising pace for hours or days on end.
Braking is just short of phenomenal, but quite a bit of hand lever travel, and pressure, is required before the front tire starts making nervous sounds. Yet, stopping distance figures reveal that the Guzzi is in the ballpark with the best big bore machines weighing 100 lb. less. The worst part of the stopping phase occurs in the 30-0 mph range. This is probably due to the bike’s cumbersome feeling at slow speed. Controllability of a machine, or confidence therein, has much to do with the results you get in a braking test. It is no surprise, therefore, to discover that most bikes weighing less than 400 lb. do better (assuming adequate brakes) than the heavier ones, at least in the 30 to 0 stop. However, heavier bikes like the Guzzi have as good a chance to do as well as the lightweights in a 60 to 0 stop. We noticed some fade in repeated brisk stops from high speed as the front drum stored heat. However, the effect is not serious, and highly unlikely to be encountered in typical Guzzi riding. The rear brake is effective, although the foot lever is an inch too far from the foot peg for the most convenient control.
Highway cruising, as expected, is a calm, effort-free experience. The Guzzi transmits vibration to the rider only during heavy acceleration, particularly from low rpm, but is actually quite smooth as engine speed approaches the 6500-rpm redline. Both exhaust and mechanical noise level arc low; the latter is quite surprising, considering the length of the pushrod valve gear and the exposed cylinders and heads. Pari of the excellent mechanical quietness is due to the close tolerances and tight clearances used in this engine. The Moto Guzzi manual indicates just 0.0021-.0025 clearance for the pistons. That and the four-rings (two compression, two oil control) make for slap-free, quiet running.
What then is this creature, the Moto Guzzi? It is in a league with the FLH or the BMW. yet has its own individuality. In weight, it is in between the two. It has much of the character that pleases the riders of these other two brands. Solid comfort, longevity, calmness, heft. In spite of its slight unwieldiness below 20 mph, it scores as good or better than the other two in traffic. Its two-up behavior on the freeway is outstanding, and passenger comfort is excellent.
It will surely please the rider who likes to take his joys quietly, in great, gamboling doses.
MOTO-GUZZI V7 AMBASSADOR
SPECIFICATIONS
$1694
PERFORMANCE
