Moto Guzzi V7 700/750 models 1965 to 1969

Moto Guzzi V7 700/750 Repair Manual (1965-69)

Complete PDF version of the Service Manual for the Moto Guzzi V7 700/750. A MUST for every V7 700 owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1965 to 1969

Number of pages: 140 pages

Table of contents:

Moto Guzzi V7 700/750 1965 to 1969Moto Guzzi V7 700/750 1965 to 1969

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

  1. it is more eco-friendly to use a digital version
  2. your manual never gets dirty or greasy
  3. you can always choose to print the specific page(s) you need to work on your bike
  4. you receive your manual immediately after payment
  5. it is searchable

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Moto Guzzi V7 700

The Moto Guzzi V7 700 is a motorcycle touring house the Mandello from 1965 to 1969. It is the progenitor of the models with the famous longitudinal V engine, which has become the main distinctive technical emblem of Moto Guzzi .

Legend has it that during the official visit to the United States , on February 28, 1956, the President of the Italian Republic Giovanni Gronchi was able to admire the mammoth Harley Davidson of the presidential escort and, when Eisenhower visited Rome on December 4, 1959, Gronchi noticed the great difference between the American motorcycles and the old Moto Guzzi Falcone, supplied to the Corazzieri.

To remedy the image problem, Gronchi announced his intention to order about twenty Harley Davidsons for the Corazzieri, but his entourage pointed out that it would be inappropriate to buy foreign motorcycles by the representative of one of the countries with the greatest world prestige for motorcycle production, especially at a time of severe crisis in the sector.

The Italian motorcycle production of the second post-war period , however, was oriented towards small and medium-sized vehicles and the initiative fell into oblivion. Nonetheless, the state bureaucracy had by now received the input and was slowly moving towards equipping the armed forces with modern motorcycles, up to the situation and national prestige.

The context

On May 23, 1963, the public competition was announced for the supply to the armed forces of a motorcycle that is to be sturdy, fast and so reliable as to be able to travel at least 100,000 kilometers without breakages or extraordinary maintenance.

The order promised to be important and the major Italian motorcycle manufacturers, afflicted by the crisis caused by the large mass motorization of the automotive type, initiated by FIAT, took the opportunity seriously and prepared their proposals for the expected series of very severe tests. Among these, Moto Guzzi, in those years during a difficult administrative phase of transition which, following the death of Giorgio Parodi and the serious illness of Carlo Guzzi, was managed by the brother of the co-founder Enrico Parodi, waiting to be absorbed, in February 1967, by SEIMM. The task was entrusted to Giulio Cesare Carcano, assisted by Enrico Cantoni and Umberto Todero.

The origin of the engine

Although the engine of the “V7” has become one of the most famous engines in world motorcycle production, its origins are well before the “V7″ project and are not related to motorcycle use.

In fact, this engine was designed on the independent initiative of Giulio Cesare Carcano , in 1959 , in order to offer FIAT a valid alternative for equipping the sporty version of the Nuova 500. Two years earlier, the overwhelming Italian Moto Guzzi, Mondial and Gilera had signed the famous ” abstention pact ” which committed them not to officially participate in world championship competitions, considered economically too burdensome. The “racing department” of Moto Guzzi, therefore, was transformed into an “experimentation department”, with the task of studying new models that offered the company various production outlets.

As part of these intentions, the V-shaped engine was built in the first prototype version of 594 cm³ and installed on board a Fiat Nuova 500 D. After the first road tests, the car was equipped with oversized drums, to allow braking in in line with the increase in performance. The “500” with the Guzzi engine, in fact, had 34 HP, instead of the original 18 HP, and reached a top speed of 138 km/h, with respectable acceleration.

The modified model was tested by FIAT, but an effective collaboration agreement was not reached between the two companies and the project was shelved. The prototypes of that engine are kept in the Moto Guzzi company museum.

The birth

The original version, simply marked V7 was equipped with a with 700 cm³ engine a power of approximately 50 hp SAE. Street bike without any particular frills except for a chrome crash bar, still without the direction indicators protections aerodynamic. The long saddle made it possible for two people to travel comfortably, in fact it was also very popular as a touring bike, also given the good cruising speed that was achievable.

One of its distinctive features was the presence of the innovative mirror faces on the tank, present in all models except the military one.

Its birth is due to the request of the Police to have a multipurpose vehicle capable of replacing the one that represented the all-rounder model for a long time, the Falcone.

The military model thus saw the light, with the V engine that made the history of the Aquila brand in the last fifty years, in 1963, while the civil version of the same motorcycle was presented at the Cycle and Motorcycle Show of Milan in 1965.

The original project was by the engineer Giulio Cesare Carcano who made use of the collaboration of his trusted team led by Umberto Todero. After leaving the Carcano company, the project with its subsequent evolutions was followed by his original collaborator and by the new company purchase, Lino Tonti.

Even today it is famous for the infinite possibility of modifications and lightening that also led to racing versions by private individuals. Substantial changes could be made to the guards, to the oil pump gears, to the rods, to the flywheel.

The weight of 228 kg did not particularly affect performance, even if it exposed what was its Achilles heel from the start, the low power of the braking system.

With the advent of its derivatives V7 Special and V7 Sport, equipped with an engine with a displacement increased to 750 cm³, we found ourselves in front of more competitive vehicles even with respect to the Japanese of the period. Another important version derived from the V7 was the first series in California in which aerodynamic protections for the pilot and passenger were presented as well as sets of bags for touring touring.

The name “V7” was dusted off by the Mandello del Lario company in 2007 with the presentation of the Moto Guzzi V7 Classic.

Source: Wikipedia