Uploaded October 2025 | Updated September 2026, 2 weeks ago
The Moto Guzzi V7 Special was born in 1969 as an evolution of the V7, modified stylistically but above all increased in displacement from 700cm³ to 750cm³. Although it was essentially an improved V7, the new version, called V7 Special, appeared as a completely new motorbike, thanks also to a successful white/black paint job with red lines and chrome areas on the tank, very elegant and with an effective aesthetic impact. The increase in power was requested in particular by American importers where interest in the V7 was growing, in the United States it was marketed under the name V7 Ambassador with different colors and the gear lever moved to the left. The engine of the V7 Special is a 90° longitudinal V-twin, the combustion chambers are alternately spaced at 270° and 450°, the crankcase, cylinders and heads are in light alloy. The crankshaft is made of a single piece of steel with bushings, it has a single crank button on which the connecting rods of the two cylinders also work with bushings. The connecting rods are made of steel with a double T section. The pistons are made of light alloy with a very pronounced dome and three sealing segments and an oil scraper ring. The distribution is with a single camshaft at the center of the V controlled by a pair of helical gears, the valves are operated with bucket tappets, rods and rocker arms, they have a diameter of 41mm for the intake and 36 for the exhaust and are inclined 70° between them. Power is provided by two 29mm Dell'Orto VHB 29 CS/CD carburettors. The ignition is by distributor with automatic advance and rotating brush distributor. The lubrication is by oil in the crankcase with a gear pump, this creates a pressure of 4 Atm regulated by an automatic valve. The circuit brings the lubricant to the main bearings, from here, through channels in the crankshaft, to the crank button and to the camshaft, the oil reaches the rocker arms through external pipes. The clutch is dry with two discs, included inside the engine flywheel. The gearbox is in cascade with gears always meshing with front clutch gears, it receives rotation from the clutch shaft with helical spring flexible coupling. The driveshaft is inside the right swingarm arm, with double universal joint mounted on the swingarm bearing and final bevel gear with "Gleason" helical teeth. Production ceased in 1972 with the launch of the 850 GT, directly derived from the V7 Special but with a displacement increased to 850 cm³ and a five-speed gearbox.
The Moto Guzzi V7 Special was born in 1969 as an evolution of the V7, modified stylistically but above all increased in displacement from 700cm³ to 750cm³. Although it was essentially an improved V7, the new version, called V7 Special, appeared as a completely new motorbike, thanks also to a successful white/black paint job with red lines and chrome areas on the tank, very elegant and with an effective aesthetic impact. The increase in power was requested in particular by American importers where interest in the V7 was growing, in the United States it was marketed under the name V7 Ambassador with different colors and the gear lever moved to the left. The engine of the V7 Special is a 90° longitudinal V-twin, the combustion chambers are alternately spaced at 270° and 450°, the crankcase, cylinders and heads are in light alloy. The crankshaft is made of a single piece of steel with bushings, it has a single crank button on which the connecting rods of the two cylinders also work with bushings. The connecting rods are made of steel with a double T section. The pistons are made of light alloy with a very pronounced dome and three sealing segments and an oil scraper ring. The distribution is with a single camshaft at the center of the V controlled by a pair of helical gears, the valves are operated with bucket tappets, rods and rocker arms, they have a diameter of 41mm for the intake and 36 for the exhaust and are inclined 70° between them. Power is provided by two 29mm Dell'Orto VHB 29 CS/CD carburettors. The ignition is by distributor with automatic advance and rotating brush distributor. The lubrication is by oil in the crankcase with a gear pump, this creates a pressure of 4 Atm regulated by an automatic valve. The circuit brings the lubricant to the main bearings, from here, through channels in the crankshaft, to the crank button and to the camshaft, the oil reaches the rocker arms through external pipes. The clutch is dry with two discs, included inside the engine flywheel. The gearbox is in cascade with gears always meshing with front clutch gears, it receives rotation from the clutch shaft with helical spring flexible coupling. The driveshaft is inside the right swingarm arm, with double universal joint mounted on the swingarm bearing and final bevel gear with "Gleason" helical teeth. Production ceased in 1972 with the launch of the 850 GT, directly derived from the V7 Special but with a displacement increased to 850 cm³ and a five-speed gearbox.
