HOME | V7 REBUILDS

by Al

Well let’s face it a V700 is not exactly a new bike. Forty years ago it was a different story, and as some may know and some may not know, it was the birth of the trans V twin we have today. Without its success it is doubtful that the Guzzi you ride would have existed - and a success it was. After forty years it’s hard to believe how little real improvement, if any, has been achieved (or needed).

So what about the two new V700’s that have been added to the shed. Well one is a restoration case and there will be more on it at a later date. The other belongs to M who, after a few rides (2 actually), has had to agree it leaves her Cali for dust (not literally) but maybe not quite as good as her Monza.

Why a V7? It all started some weeks ago when we got back from a four week camping trip through New South Wales on our Cali’s. When we got home M jumped onto my V7 and couldn’t get over how light and easy it was to ride. So the justification of a V7 was easy. A V7 would still be as comfy as a Cali, get excellent fuel economy, and be able to handle rough terrain. Most importantly the V7 would be a character bike providing one adventure after another. The search for another V7 had begun.

Some time ago I did up “The Old Girl”, a 1969 V7 Special, and during this process I noticed two 1967 V700’s in a shed. Being interested in the loop frame Guzzi variety I took great note. Well it just so happens that 12 months later the two bikes were for sale and moved shed. Yes, to our shed.

One bike, as previously mentioned, is destined for restoration to original condition, the other quickly claimed by M. M’s new V7 ran and its maiden trip was to be the Ruptured Budgie Rally. Before the Rally a few things needed fixing. Firstly, the red tank needed some alterations so the original fuel fittings could be used. The oil drain plug for the gear box needed fixing and motor seals replacing. All as expected of an old bike. And of course it needed to be registered.

Things were going well, until we went to get it registered. We found that years ago frame numbers were not unique and the frame number for the bike was listed as stolen. After some effort a surrogate VIN was obtained and punched into the frame. So the old bike has this long frame number stamped alongside the original four digit frame number. Waiting for the surrogate number was a bit of a worry as the rally wasn’t far away and the bike hadn’t been fully tested.

Eventually, the first test ride revealed the dif was missing an o-ring and the inner seal was stuffed. Fortunately, Tom came to the rescue and repaired the dif. The bike was able to head south to the rally.

On the way to the rally the bike ran ok, but had lots of trouble in the mid range and ran extremely rich, this wasn’t a new problem as I had been warned of it when buying the bike. But just outside Stanthorpe a new and challenging problem arose. The front right hand exhaust system came undone at the header flange. How nice to have a bike that tests your bush mechanic skills.

On the return trip the flange plagued us all the way back. From Warwick we traveled at 45 to 50 mph. Since then new flange nuts have been manufactured with lock nuts, the same as on later v7’s. The carburetion problem has now been fixed by removing the Mikuni’s and replacing them with re-jetted Delorto VHB 29 carbies that are used on the 750 V7’s. Other than these challenges, the ongoing testing has given rise to very few problems.

The bike is almost ready for the big trip around Oz to start in the cold dead heart of winter. Unlike the last trip were heading north to follow the sun on two lovely v7’s, one 1969 V7 Special with a yellow tank and one 1967 V7 700 with a red tank.

~v7~

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