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2012 Moto Guzzi V7 Special

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2012 Moto Guzzi V7 Special
2012 Moto Guzzi V7 Special

2012 Moto Guzzi V7 Special
2012 Moto Guzzi V7 Special

2012 Moto Guzzi V7 Special
2012 Moto Guzzi V7 Special

2012 Moto Guzzi V7 Special
2012 Moto Guzzi V7 Special

2012 Moto Guzzi V7 Family
2012 Moto Guzzi V7 Family


2012 Moto Guzzi V7 Special Review

2012 Moto Guzzi V7 Special

This is the closest to the original V7 concept, not only because it shares its name with the first V7 signed by Lino Tonti, but because if faithfully cites the same riding philosophy, that of a touring bike with sophisticated finishings and exclusive technical solutions. Just like its ancestor, it is wrapped in a two-tone colour concept and equipped with precious spoked wheels with aluminium rims which, as in the case of the V7, contribute to improving the riding dynamic thanks to the lower weight compared to the V7 Classic. The new engine, significantly more powerful, is perfectly suited for medium range touring and contributes to low fuel consumption and greater tank capacity. It provides a flagship riding range, a role which it can easily interpret once equipped with bags and windshield, accessories which go well with the overall design of the V7 Special.



2012 Moto Guzzi V7 Special Model Highlights


New engine, revamped design, brand new equipment: the legend of the V7 reaches its highest expression.


Created in 2008, the V7 Classic won over enthusiasts with its design inspired by the famous forerunners, V7 Special and Sport from the seventies, but combined with the technology and usability of a modern Moto Guzzi. Later on the V7 Cafè in 2009 and the exclusive V7 Racer the year after contributed to the success of the V7 Classic, first appearing as a show bike at EICMA 2009 before production began at the unanimous demand of the markets until it well exceeded the barrier of 1000 units sold.
These three models completed the range which was able to rekindle youthful memories for more expert bikers, memories of trips and friendships experienced in the sixties and seventies, when the motorcycle represented a symbol of freedom and non-conformism. These values, sustained by a brand that celebrated ninety years of history, made the V7 a bike which fully expressed the passion and skill of the rider.

The new Moto Guzzi V7 project begins with an examination of its identity: elegant, Italian, two cylinder, affordable and with a unique history. In order to preserve the traits of this personality and project it into the future, the only path that could be taken was that of totally innovating it within a perimeter of tradition delimited by its technical specifications and its design style. This is why we can say that the V7 is a completely new bike, more powerful, faster, thriftier, more ecological, better refined and more comfortable than the previous version, and yet still with a cardan shaft driven 90° transversal V two cylinder engine and double frame. That is, the distinctive elements of a tradition which has its roots in an idea conceived in 1967: the Moto Guzzi V7 700cc.


The original engine design dates back to 1977, the year of the Moto Guzzi 50s fortunate début.

Since then the engine has been continuously updated, sustaining displacements of 350 up to 750 cc, going from carburetor to electronic injection, but staying faithful to the genial layout introduced in the original design by engineer Lino Tonti. Appreciated all over the world for its proverbial reliability and functional regularity, the small block, after many years, needed a bit more liveliness at high rpms.

And so, the search for greater performance opened the door to a new design, rich with innovative solutions that project this engine among the most advanced in its category with more than 70% new parts, equal to more than 200 new or redesigned mechanical organs.

This design freshness can already be seen in the layout of the thermal group which is a summary of the design philosophy for the entire bike: innovation which respects tradition. And so it is that the square finning, legacy of production from the 1980s, passed the baton to a rounded shape which is reminiscent of the first generation of two cylinders from Mandello.
The valves cover is also a homage to the origins of the V7; made in aluminium, it faithfully covers the profile of the finning, showing off the Moto Guzzi signature in bas-relief. Another element which is immediately recognisable is the disappearance of the two intake manifolds and relative throttle bodies: in fact, the new small block is the first single throttle Moto Guzzi engine.
The manifolds were replaced by a single Y manifold made of rubber, completely ribbed and straight (diameter of 36 and 39 mm respectively from the injector groups and the throttle body) which links to a single Magneti Marelli MIU3G 38 mm diameter throttle body.

This is a modern unit which allows two lambda probes to be managed, thereby obtaining a mixture to the cylinders which is more uniform with consequent improvement in fuel economy and harmful emissions, besides contributing to the increase in performance, which was the goal of the entire design. For this purpose a new head was designed, working on the intake ducts, now larger in diameter and better linked to reduce losses and increase turbulence, as well as repositioning the spark plug hole more centrally, thanks to the use of a more modern plug with d=10mm threading and a prominent electrode.

The squish area and the compression ratio is also increased, thanks to the use of new, higher performance pistons which increased the ratio by one point, going from 9.2 to 10.2. In addition to the pouches obtained at the top of the piston, the bottom of these are completely redesigned to make the structure more sturdy without increasing the weight. The segments are also new, with more modern sizes, material and shapes, and they contribute to improving efficiency and oil consumption.

The general efficiency of the engine stems from the contribution of the new cylinder finning, greater dimensions and wheelbase which lowered average operating temperatures, and the new filter casing, redesigned to accommodate the “breathing” needs of the two cylinder from Mandello.

With this new configuration, the two cylinder from Mandello became significantly more sturdy in engine torque and above all in maximum power, growing 12% with higher inclination for spurts and a power curve which expresses its additional horses already from 3500 rpm.

The transmission has also been revamped, still five speeds, but with a new pre-selector which has made control more precise, smooth and quiet.


The design of the new V7 tells of the historic lineage of the model through a mix of forms and volumes which cite the famous ancestors, from the V7 750 Special remembered in the accents and the side panels, to the V7 Sport, which influenced the tank, the main new feature introduced in the new V7.

A change in look, now more imposing in form and capacity, the new tank brings with it a superior material perception of metal with respect to polyethylene, the material which was used to make the previous unit. This is thanks to the most advanced moulding technologies which allow construction of a metallic tank which is the same size, but lighter and with greater capacity (22 l) compared to the previous polyethylene unit. This is further proof of the design philosophy that guided the entire V7 project where innovation of the processes restored the pleasure to the rider of gripping a real, resounding metal tank in true Moto Guzzi tradition.

The rest of the new V7 design confirms that alchemy of tradition and modernism introduced in 2008 with the first V7 Classic, where, through the generous chrome trim, enthusiasts will be able to appreciate the cigar shape of the silencers, the dials on the instrument panel, clearly inspired by the Veglia-Borletti from the 1970s, the flat and long saddle, with the proud “Moto Guzzi” inscription emblazoned on the rear part as well as the new valves covers.

The Moto Guzzi V7, iconic and prestigiously manufactured, is now available in three version, two touring and one sport, respectively the V7, V7 Special and the V7 Sport. Just like in 1971 when the sport version completed a range made up of the dominating V7 and V7 Special.


The double cradle frame, with bolted and removable lower elements, is a key element of the V7 project and it has not undergone any changes compared with the previous version.

This is a unit of legendary solidity and sturdiness thanks in part to the headstock angle of 27°50′, an angle which ensures stability and directional precision.

The Marzocchi fork is also confirmed, using 40 mm stanchions and equipped with dust boots in the Racer version, with 130 mm travel.

Sachs shock absorbers for the V7 and the V7 Special with adjustable spring preload and offering 118 mm of travel, while the Racer, as usual, stands out with a pair of refined Bitubo WMT gas shock absorbers equipped with an external tank. The brake system consists of a 320 mm floating front disc and a 260 mm rear disc.

The entire range is now equipped with one of two different types of new wheels: in lightweight alloy with doubled six spokes for the V7, spoked with new aluminium rim for Special and Racer. A reduction in weight for all three compared to the previous version which means an advantage in terms of gyroscopic inertia which translates on the road into greater agility and superlative feel.
The Pirelli Sport Demon tyres which are standard equipment on all three versions also contribute to the efficient and safe ride.


The year was 1961 and the success of the mass produced car was radically reorganizing the motorcycle market. Moto Guzzi, empowered with enviable design capacity reacted to the unfavourable circumstances by exploring new markets, from delivery tricars to agricultural machinery and special vehicles – even cars. For the latter, the genius designer Giulio Cesare Carcano designed a two cylinder 90° V air cooled engine destined for a sport version of the Fiat 500, capable of touching 140 km/h.
They liked the new engine in Lingotto, but the annual quantity that Vittorio Valletta requested exceeded the production capacity of the Mandello del Lario plant, so the agreement never came to fruition.

Engineer Carcano, however, did not lose heart and he increased the size of the two cylinder engine to 754cc to use it on the “3X3”, a popular, variable track three wheel drive vehicle destined for the Alpine troops. At the same time a ministerial tender was launched to provide motorcycles for the Highway Police; the winner would be whoever could travel 100,000 km with the lowest maintenance cost. It was the right occasion to place engineer Carcano’s two cylinder on a bike, the Moto Guzzi V7. It was an innovative project that combined the reliability of automotive standards with a level of comfort and mechanical affordability unknown to the competition that arose the curiosity even of foreign police forces, Los Angeles being among the first. The commissioning of the new V7 began in 1964. The bike had a 703.3 cc engine which developed 40 hp and it weighed 230 kg. In 1966 mass production began, destined for the police department and foreign markets, while the next year the V7 was distributed in Italy at the competitive price of 725,000 lira, much more convenient than the German and English competition.


Giulio Cesare Carcano’s creation was perfected by an expert designer who joined Moto Guzzi in 1967: Lino Toni. Hailing from Forlì, with a great deal of experience in competitions with Mondial, Bianchi and Gilera, the engineer was called on by the general manager Romolo Stefani to expand the range of the maxi-bike from Mandello del Lario. The V7 appeared at the right time, bikes were coming domineeringly back into fashion almost as a reaction to the conformism of the car and the market is particularly open to innovations. The first thing Tonti did was to increase the engine size to 757 and the power to 45 hp to launch the V7 special in 1969, faster, more refined and elegant compared to the V7. Then he created, initially for the American market, the V7 Ambassador and the California, the latter destined to be one of the great Moto Guzzi success stories. The next milestone coincided with Lino Tonti’s masterpiece: the V7 Sport. The designer from Forlì had clear ideas and he set the three parameters of the sport bike from Mandello: 200 km/h, 200 kg, 5 gears. To reach the objective he made some changes to the engine, taking the displacement to 748.3 cc and the power to more than 52 hp, redesigning the crankshaft and camshafts, in addition to placing the alternator in the front in order to keep the vertical bulk down.

The engine was lodged in a tight, double cradle frame, painted red for the first 200 units made in CrMo and assembled directly in the experience department on via E.V. Parodi, No. 57. The bike made its début in 1971 and in June of the same year it participated in the “500 kilometres of Monza” race taking third place with Raimondo Riva. And this was the beginning of a series of flattering results obtained in endurance races such as the 24 Hour Le Mans and Liegi races which would contribute, together with very popular riders such as Vittorio Brambilla, to making it the most famous Italian sport bike of the 1970s.


Over a couple of seasons the technological evolution which was achieved with the V7 Sport Moto Guzzi was also transferred to the rest of the range. The new frame, the four pad front brake and the five speed transmission introduced on the V7 Sport represented, together with the increased engine size, the primary innovations of the V850 GT, a model which would mark the retirement of the lucky V7 Special in 1973. The Sport would also lose the famous alphanumeric name, replaced in 1974 by the Moto Guzzi 750S. The last model to give up the glorious alphanumeric name was the V7 850 California, which would not pass the baton to the new 850 T California until 1976.




2012 Moto Guzzi V7 Special – International Specifications/Technical Details
MSRP Price:

Engine Four-stroke V 90 twin
Displacement 744c
Maximum power 37.5 KW (51HP) at 6.200 rpm
Maximum torque 58 Nm at 5.000 rpm
Exhaust system 3 way catalytic converter with twin oxygen sensor
Cooling air
Front suspension Marzocchi Ø 40 mm telescopic front forks
Rear suspension Swinging arm in light cast alloy with two dampers and adjustable preload
Front brake Floating Ø 320 mm stainless steel disc, 4 opposed calipers of differing diameter
Rear brake 260 mm stainless steel disc; caliper with 2 opposed pistons
Front wheel 18″ aluminium spoke rims Pirelli Sport Demon 100/90
Rear wheel 17″ aluminium spoke rims, Pirelli Sport Demon 130/80
Seat height 805 mm
Fuel tank 22 litres (4 litre reserve)
Wet weight* 179 kg
Colour range Bianco/Rosso Astore; Giallo/Nero metallizzato

* Wet weight, with operating fluids, without fuel



2012 Moto Guzzi V7 Special – US Specifications/Technical Details

See international specifications listed above.



2012 Moto Guzzi V7 Special – Canada Specifications/Technical Details
Canadian MSRP Price: $TBA CDN

See international specifications listed above.



2012 Moto Guzzi V7 Special – Press Release

EICMA 2011
November 16, 2011


V7 – V7 Special – V7 Racer

The new Moto Guzzi V7 is now available in three models, two tourers and a racer: the V7 (a classic motorcycle), the V7 Special (for upmarket tourism and speed enthusiasts) and the V7 Racer (the highly advanced racing version). Three new bikes delivering greater power and speed, but all based on the fully re-engineered 90° V-twin engine, with cardan-shaft transmission and double cradle frame.

The new Moto Guzzi Nevada, powered by the new 750 two-cylinder, is a unique bike that retains the characteristic custom design with low saddle and wide handlebars, but features a less laid-back riding position for greater control. With its more dynamic sporty style, the Nevada Anniversario has an eye-catching contemporary look to give the Mandello sport custom bike an even brawnier and more rebellious personality.
A new Moto Guzzi engine

The Guzzi 750 two-cylinder on the new V7 and Nevada series has been fully re-engineered. Power and torque have been boosted, fuel consumption and emissions have been reduced, riding pleasure has been enhanced. Compared with the previous engine, the new single-feed model provides more than 10% extra power and, above all, torque, with further reductions in fuel consumption and emissions.



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