Moto Guzzi
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MSRP: $16,895 CDN
“His power became greater in reality and in the minds of others.” This is a description
of ‘Griso’, a character in ‘I promessi sposi’ by Alessandro Manzoni, one of
the most famous works of Italian literature. In the book, Griso is a tough and fearless
leader of the Bravi, and a man “who naturally undertook all the most daring enterprises”.
This description could just as well be applied to the new Griso 8V, the most exciting
and spirited of all Moto Guzzi models, designed to create a new, more intense concept
of sports riding based on sheer power and four valve cylinder head technology. Designed
to respect a tradition that has lasted forty years, the new engine adopts the rational
90° transverse V twin layout but with 563 new parts, and introduces for the first
time single overhead cam valve timing and silent running Morse chains to operate
the four valves per cylinder. 75% of this highly developed Moto Guzzi 1200 cc engine
has been modified compared to its predecessor, to produce 110 HP at only 7500 rpm
and a maximum torque of 11 Kgm at 6400 rpm.
2010 MOTO GUZZI GRISO 8V ENGINE
Type : Four-stroke V 90 twin
Cooling : Air and oil cooled with independent cooling pump
Capacity : 1,151cc
Bore and stroke : 95 x 81.2 mm
Compression ratio : 11 : 1
Timing diagram : Intake valve opening 36° before upper TDC.
(play 1 mm) Intake closing 62° after lower TDC.
Exhaust valve opening 58° before lower TDC.
Exhaust valve closing 30° after upper TDC.
measured with rocker arm/valve play
of 1.5 mm
Maximum power output : Over 80.8 kW (110 CV) at 7,500 rpm
Max Torque : Over 108 Nm at 6,400 rpm
Fuel supply/ignition : Multipoint sequential electronic injection, Magneti Marelli
IAW 5A phased, alfa-n system; 2 x Ø50 mm throttle bodies with Weber IWP 189 injectors,
Lambda probe.
Starter : Electric
Spark plugs : NGK PMR8B (Long Life)
Exhaust System: Stainless steel two-into-one 3-way catalysed with Lambda probe.
Homologation : Euro 3
TRANSMISSION
Gearbox : 6 speed
Gear ratios : 1st 17/38 = 1 : 2.235
: 2nd 20/34 = 1 : 1.700
: 3rd 23/31 = 1 : 1.348
: 4th 26/29 = 1 : 1.115
: 5th 31/30 = 1 : 0.968
: 6th 29/25 = 1 : 0.862
Lubrication : Oil bath
Primary drive : Helicoidal gears, ratio 26/35 = 1 : 1.346
Final drive : CA.R.C reactive drive; double universal joint with floating bevel
gear, ratio 12/44 = 1 : 3,666
Clutch : Single plate with integrated flexible couplings
FRAME
Frame : High tensile steel tubular twin cradle
Wheelbase : 1,554 mm
Rake : 108 mm
Steering rake : 26.30°
Steering angle. : 34°
Front suspension : Upside down Ø 43 mm fully adjustable forks (spring preload and
hydraulic for rebound and compression) with mounting for radial calipers.
Front wheel travel : 120 mm
Rear suspension : Progressive single swingarm, fully adjustable monoshock with separate
gas reservoir (spring preload and hydraulic for rebound and compression).
Rear wheel travel : 110 mm
MSRP: $10,595 CDN
In 1967 the first big Italian bike appeared on the motorcycle market: the Moto Guzzi
V7. The brainchild of Giulio Cesare Carcano, the V7 made its debut with a 2-clylinder
90° V-twin mounted across the frame and a cylinder capacity of 703cc, a record for
the time. The bike was an immediate success with both press and public, and the
V7 helped make Moto Guzzi’s name throughout the world, as a producer of prestigious,
comfortable, elegant and reliable motorcycles. For many owners it was the expression
of an important part of their lives, youthful memories of carefree times, trips
with friends, in a resplendent historical period for the brand. Forty years later,
this positive heritage, in combination with the current full-blown relaunch of the
brand, is the inspiration behind the new V7 Classic.
A bike with a strong character, which derives from the interpretation of a concept
of essential beauty, hailing to the style of the original V7, but with all the modern
technology that the legendary ancestor could never have. Modern technical equipment,
chassis and a Euro3 750cc engine the line of the fuel tank hails to the old V7 Classic,
running narrow and streamlined along the tubes of the frame to meet the seat, perfectly
flat and mounted solid with the rear mudguard. The storage compartments on the sides
blend into the style of the famous ancestor, with the same side view. The charm
of the V7 Classic is also expressed by the bright chrome work, such as on the exhaust
pipes, the shock absorbers, the rear light, the fuel cap, the front light, the comfortable
handlebars and the surround of the speedometer and rev counter.
2010 Moto Guzzi V7 Classic
Engine
Type 90‹ V-Twin, 4 strokes
Cylinders Aluminium alloy with Gilnisil treatment
Pistons forged with 2 inner liner and 1 oil control ring
Cooling system air cooled
Displacement 744 cc
Bore and stroke 80x74 mm
Compression ratio 9,6:1
Timing system 2 overhead valves with light alloy push-rod
Fuel system Weber-Marelli electric injection
Starting system electric
Exhaust 3 ways catalyzed with sonda Lambda
Transmission
Gearbox 5 speeds
Lubrification by lobes with pressure pump
circuit capacity: 1,78 kg
oil: AGIP RACING 4T 5W/40
Primary drive by helical gears, ratio: 16/21=1 : 1,3125
Secondary drive shaft drive, ratio 8/33=1 : 4,825
Clutch single disc, dry, with cush drive
Chassis:
Frame detachable tubular duplex cradle in special
high-strengh steel
Front suspension Marzocchi hydraulic telescopic fork, . 40 mm
Front wheel travel 130 mm
Rear suspension swinging arm in light cast alloy with two
dampers, preload adjustable
Rear wheel travel 118 mm
Braking system Brembo Serie Oro
Front brake single stainless steel floating disc, . 320 mm,
with 4 piston calipers
Rear brake single steel disc, . 260 mm
Wheels: spoke light alloy
Front rim 3"x17"
Rear rim 3,50"x17"
Tires:
Front 110/70 17 54 H
Rear 130/80 17 65 H
Dimensions:
Dry weight 182 Kg
MSRP: $10,795 CDN
Return of a legend.
We must step back 40 years to understand how the mythical Moto Guzzi V7 Sport, has
evolved into today’s V7 Cafè Classic. In 1969 the Mandello del Lario mechanics increased
the displacement of their transverse 90° V engine from 703 to 757cc which greatly
increased the performance without diminishing the great reputation of reliability
and sturdiness that was behind the success of the V7. Fully aware of the power of
this engine, Moto Guzzi decided to build a faired prototype of the V7 Special with
the new 757cc engine. The result was an immediate success and set numerous speed
records on the high speed ring of the Monza track
No one at that time had ever dreamt of achieving such results from a bike created
from a touring bike like the V7 Special. The effects of such an accomplishment gave
Moto Guzzi the incentive to create a sports model. That task was given to Lino Tonti,
one of the most brilliant Italian designers in history. Boasting excellent performance,
the V7 Sport impressed the public and critics alike for being one of a few, mass
produced bikes in the world, able to exceed a maximum speed of 125 mph. This original
icon of “Italian style” sports bikes, magically reappears today in the distinct
lines of the new V7 Cafè Classic. The similarities with its renowned ancestor are
easy to see in the unique color, rich chrome, and other stylistic features common
to both. The slanted half-handlebars, the instrument cockpit and other details are
unmistakably Moto Guzzi V7.
STYLE
V7 Cafè Classic’s design is very similar to the style of the famous V7 Sport, faithfully
maintaining the forms and size of the tank and side covers.
This style is one of the very best examples of Italian design of the 70s, so famous
in fact that trade press didn’t delay in declaring the V7 Sport the archetype of
Italian sport bikes where the essence of style conveys the effectiveness of the
function for which the bike was designed.
There are many similarities between the original V7 Sport and the new V7 Cafè Classic
starting with the particularly compact front thanks to the two slanting half-handlebars
that tempt the rider to take an aerodynamic position with eyes on the instruments
and body just a span from the top of the tank, the latter painted in the “Legnano”
colors, a shade of green and metallic gold that, in a satin tone, reminds us of
the typical color of the sportiest Moto Guzzi bikes.
Celebration of the “Seventies” style continues with the profusion of chroming, spoke
wheels, upswept mufflers, the instrument dials inspired by the famous Veglia-Borletti
and the seat with integrated tail that follows the line of the rear fender, the
latter in a dark color matching the front.
COMFORT
Sporting and comfortable.
V7 Cafè Classic is a light and compact motorcycle, immediately offering you the
feeling of being in control thanks to the decidedly sporty riding position.
The rider is not forced to squeeze into the indents of the tank, on the V7 Cafè
Classic you get comfortable in the saddle sitting down into it, in the classic style
of the 70s. The footrest, saddle and handlebar “triangle” position has been designed
in such a way that most of the rider’s weight is concentrated at the front as is
good practice on sports bikes. This might give you the impression that the position
is restricting but this is not so thanks to the correct slanting angle of the adjustable
half-handlebars, the footrest that is slightly forward and to the generously padded
saddle.
Rear suspension also helps greatly in terms of comfort with the dual shock absorbers
that allow 118 mm of wheel travel and the ability to adjust the spring preload to
adapt the suspension to different riding conditions. While riding, the cockpit that
reminds us of the Veglia-Borletti instrument dials of the 70s is a real pleasure:
but so we don’t forget that we’re riding a modern bike there’s a dual display with
clock, external temperature and total/trip odometer functions that fits in discreetly
with the speedometer and tachometer.
FRAME
As precise as a razor.
The versatility of the V7 Cafè Classic required a chassis that was suitable for
in town riding and for the bends of a mountain pass, able to provide confidence
during brisk riding but also guaranteeing comfort on a par with the Moto Guzzi reputation.
A chassis with top quality components offers excellent road-holding qualities and
stability that makes riding easy and pleasant for novices but is also appreciated
by expert riders.
The key element of the bike is the double-cradle frame with bolted, removable bottom
tubes. A great deal of care has been taken with steering geometry where the headstock
slants 27°50’, an angle that ensures stability and precision when changing direction.
The Marzocchi fork with 40 mm stems provides 130mm of front suspension travel and
is combined with the action of two rear shock absorbers (with spring preloading
adjustment) which extend 118 mm. Braking consists of a floating 320 mm front disc
and a 260 mm rear. The wheel selection is also worthy of note, the front being 18”
and the rear 17” for high profile tires that ensure excellent handling and steering
feedback.
ENGINE AND TRANSMISSION
Torque for fun and all the power you need
Famed for its reliability and low fuel consumption, the 744 cc 90° V twin with a
bore of 80 mm and stroke of 74 mm houses special graphite low wear pistons in aluminum
alloy cylinders.
The small block from Mandello is fed by an electronic Weber Marelli fuel injection
system with 36 mm throttle bodies and a Lambda probe that allows the engine to run
smooth and with low exhaust emissions.
In terms of maximum performance, peak torque of 54.7 Nm comes in at only 3600 rpm
while maximum power output is nearly 50 CV. This power is synchronized to perfection
with the characteristics of the V7 Cafè Classic. This bike has no need to race against
the clock, it was built to enjoy the ride. Like the Moto Guzzi, of the past the
booming sound from the V twin provides great music to ride with.
The five-speed gearbox is precise with neutral easy to find and the ratios have
been chosen for best performance and good economy.
MAIN CHARACTERISTICS
DESIGN
• Tanks and side panels with 70s style Moto Guzzi graphics.
• Adjustable half-handlebar.
• Twin saddle with 70s style
• Chromed passenger grab handles.
• Chromed rocker boxes.
• Chromed adjustable sport handlebars
• Spoke wheels.
• Chromed heat shields.
• Chromed instrumentation.
• 70s style instrument graphics.
• Color coded rear mudguard.
• Chromed rear light cluster.
• Chromed locking tank filler.
ENGINE
• 744 cc 90° V two valve twin.
• Weber Marelli electronic fuel injection.
• Single plate clutch.
• New high performance exhaust system
• 5-speed gearbox.
• Euro 3.
FRAME
• ALS steel tubular twin cradle with removable lower components.
• 40 mm front forks.
• Pre-load and rebound adjustable twin rear shock absorbers.
• Front brakes - 320 mm disc and 4 (opposed) piston calipers.
• Rear brakes - 260 mm disc with floating caliper fitted with 2 parallel pistons.
• Spoke wheels.
• Metzeler Lasertec 100/90- 18 56H TL front tire.
• Metzeler Lasertec 130/80 -17 65H TL rear tire.
A HALF-HANDLEBAR LEGEND.
We first have to take a forty-year step backwards if we want to understand how the
mythical Moto Guzzi V7 Sport, which inspired today's V7 Cafè Classic, has evolved.
In 1969 the Mandello del Lario mechanics increased the cubic capacity of their transverse
90° V engine from 703 to 757cc which greatly increased the level of maximum performances
without in any way diminishing the notorious reputation of reliability and sturdiness
that was behind the success of the V7 in the market and with the police forces of
half the world. Fully aware of the power of this engine, Moto Guzzi decided to publish
the results, building a faired prototype of the V7 Special with the new 757cc engine
which, in June and October of that same year on the high speed ring of the Monza
track, set numerous records among them the 100 km, at an average speed of 218,426
km/h and the 1,000 km at an average of 205,932 km/h.
No one at that time had ever dreamt of such results from a bike created from an
openly declared touring bike which was the V7 Special, so much so that the effects
of such an accomplishment gave Moto Guzzi the incentive to create a sports model
that was greatly appreciated by a new public compared to that acquired with the
previous V7s. The task was given to Lino Tonti, one of the most brilliant Italian
designers who, using the generous forms of the 750cc engine, built a highly streamline
CrMo tubular frame. Low, long and hunched over the suspensions, the V7 Sport made
its first appearance in the market with a rather unusual chromatic combination,
obtained with the "Legnano" green used for the upper structures contrasting
with the red frame of the first 150 specimens assembled in the Moto Guzzi testing
department using a CrMo tubular frame as well as some changes to distribution and
ignition details with respect to the next versions which had a black coloured frame.
Boasting an excellent dynamic performance, the V7 Sport impressed the public and
critics alike for being the first mass produced bike in the world able to exceed
the maximum speed of 200 km/h and this fact was worthy of a report in 1972 by a
renowned Italian motorbike magazine. Symbol of the "Italian style" sports
bike, all substance and no frills, the V7 Sport magically reappears today in the
distinct lines of the new V7 Cafè Classic.
The similarities with its renowned ancestor blend together in the excellence of
its dynamic performance and in the class of the stylistic features common to both,
like the "Legnano" green of the upper structures, the rich chromings,
the slanted half-handlebars, the instrument cockpit and other details that are unmistakably
Moto Guzzi.
Technically speaking, the V7 Café Classic differs from its Tourer sister in having
twin raised silencers that, apart from increasing ground clearance, provide a sportier
exhaust note more suited to this model that, like its famed predecessor, boasts
exceptional road-holding. The key to this legendary road-holding lies in its twin
cradle frame with removable bolt-on lower components. Great attention was paid to
the steering geometry where the rake is set at 27° 50' to ensure stability and
precision when cornering. Of no less importance are the 40 mm Marzocchi forks. Travel
on the front suspension is 130 mm and works in combination with two adjustable rear
shock absorbers with 118 mm travel. Braking is looked after by a 320 mm floating
disc at the front and a 260 mm disc at the rear. The V7 Classic is fitted with 18"
wheels up front and 17" at the rear with high profile tyres so as to offer
superb handling and feed-back characteristics.
2010 Moto Guzzi V7 Cafe Classic - Specifications
ENGINE
Type : Four-stroke V 90 twin
Cooling : Air and oil cooled with independent cooling pump
Capacity : 1,151cc
Bore and stroke : 95 x 81.2 mm
Compression ratio : 11 : 1
Timing diagram : Intake valve opening 36° before upper TDC.
(play 1 mm) Intake valve closing 62° after lower TDC.
Exhaust valve opening 58° before lower TDC.
Exhaust valve closing 30° after upper TDC.
Measured with rocker arm/valve play
of 1.5 mm
Maximum power output : Over 80.8 kW (110 CV) at 7,500 rpm
Max Torque : Over 108 Nm at 6,400 rpm
Fuel supply/ignition : Multipoint sequential electronic injection, Magneti Marelli
IAW 5A
phased, alfa-n system; 2 x Ø50 mm throttle bodies with Weber IWP
189 injectors, Lambda probe.
Starter : Electric
Spark Plugs: NGK PMR8B (Long Life)
Exhaust system : Stainless steel two-into-one 3-way catalysed with Lambda probe.
Homologation :Euro 3
TRANSMISSION
Gearbox : 6 speed
Gear ratios : 1st 17/38 = 1 : 2.235
: 2nd 20/34 = 1 : 1.700
: 3rd 23/31 = 1 : 1.348
: 4th 26/29 = 1 : 1.115
: 5th 31/30 = 1 : 0.968
: 6th 29/25 = 1 : 0.862
Lubrication : Oil bath
Primary drive : Helicoidal gears, ratio 26/35 = 1 : 1.346
Final drive : CA.R.C reactive drive; double universal joint with floating bevel
gear,
ratio 12/44 = 1 : 3,666
Clutch : Single plate with integrated flexible couplings
FRAME
Frame : High tensile steel tubular twin cradle
Wheelbase : 1,554 mm
Rake :108 mm
Steering rake : 26.30°
Steering angle. : 34°
Front suspension : Upside down Ø 43 mm fully adjustable forks (spring preload and
hydraulic for rebound and compression) with mounting for radial
callipers.
Front wheel travel : 120 mm
Rear suspension : Progressive single swingarm, fully adjustable monoshock with
separate gas reservoir (spring preload and hydraulic for rebound and
compression).
Rear wheel travel : 110 mm
Front brakes : Twin floating 320 mm stainless steel wave discs, radial callipers
with
4 opposed pistons.
Rear Brakes: Single 282 mm fixed stainless steel disc, floating calliper with
2
parallel pistons.
Wheels :
Tubeless spoke wheels with aluminium Ber rim and Alpina spokes.
Front wheel : 3.50” x 17”
Rear wheel : 5.50” x 17”
Front tyre : 120/70 ZR17”
Rear tyre : 180/55 ZR17”
ELECTRICS
Voltage :12 V
Battery : 12 V – 18 Ah
Alternator : 12 V – 550 W
DIMENSIONS
Length : 2,260 mm
Width : 830 mm
Height : 1,070 mm
Saddle height : 800 mm
Minimum ground clearance : 185 mm
Dry weight : 222 kg
Fuel tank capacity : 16.7 litres
Riserve :3.3 litres
Technical data specified above for the Moto Guzzi may be changed without prior notice.