Moto Guzzi 750S

 

 

 

Make Model

Moto Guzzi 750S

Year

1973 -

Engine

Four stroke, 90° V twin, longitudinally mounted, OHV, 2 valve per cylinder.

Capacity 748.4 cc / 45.6 cu-in
Bore x Stroke 92.5 x 70.2 mm
Cooling System Air cooled
Compression Ratio 9.8:1

Induction

2x 30mm Dell'Orto carburetors

Ignition 

Battery with double contact breaker with automatic advance
Starting Electric

Max Power

62 hp / 46.2 kW @ 7250 rpm

Max Torque

NA

Transmission 

5 Speed
Final Drive Shaft

Front Suspension

Telescopic forks

Rear Suspension

Swing arm with single damper.

Front Brakes

2x 280mm disc

Rear Brakes

Single 242mm disc

Front Tyre

3.25 H18

Rear Tyre

3.50 H18

Dry Weight

225 kg / 496 lbs

Fuel Capacity

22.5 Litres / 5.9 US gal

Road Test

Moto Guzzi and Sport were two words that didn't interlock in the minds of most enthusiasts until 1971. Then the Guzzi Sport became available, and from that point forward Moto Guzzi meant something more than just big, trucky, rugged, comfortable touring bikes.

The 750 Moto Guzzi Sport is not a motorcycle along the lines of the Ducati Sport; it's much more civil. It has a comfortable riding position, backed up by a cushy seat. The saddle does not have the heraldic plushness of the old Eldorado's perch, but in the Café-racer class the Guzzi Sport saddle has more uninterrupted miles in it than any other, save the BMW R90S. The Guzzi clip-ons are far more adjustable than the normal stubs which clench the fork legs of many Café-racers. The bars can be lowered to a point of real discomfort, or raised to a level which allows a bolt-upright riding position.

Your body will not be stretched out over a long breadloaf gas tank. The Guzzi's fairly compact, stylish tank holds five gallons (though you might guess less), and the short tank provides room for a dual seat. So that 'makes the Guzzi Sport the socially friendly Café racer.

Moto Guzzi intended that people would actually ride the machine over some distances, and as such the whole motorcycle says "grand touring" in the original meaning of the phrase, to wit: a vehicle capable to carrying an individual (or individuals) over long distances and difficult roads in comfort, speed and style. Small and light baggage only, thank you.

While the Ducati 750 Sport or Desmo 750 Super Sport are intended for high-intensity, short-duration bursts of motorcycling, the Guzzi excels at long exposure. The Ducatis handle better than the Guzzi, and are, by considerable margins, quicker and faster motorcycles. Ducatis are motorcycles which immediately possess the sporting motorcyclist. Ride the Bologna twins for 30 minutes and you can be absolutely hooked. The Guzzi drug is slower-acting: it comes in time-release form.

Short acquaintance with the Guzzi Sport could leave some enthusiasts a little cold. Sure, it's nicely finished, it has electric starting, first-class lighting, shaft-drive, and impressive new double discs in front. Indeed the monster discs are almost a foot in diameter, and the double pie-plates broadcast a "mean machine" image. Nevertheless, the motorcycle on first riding is frankly a little disappointing. There is a noticeable sideways quaking from the 90-degree pushrod engine. loud honking through the air-cleaner-less intake system, an aggravating shift pattern, sluggish performance (compared to other sports bikes), insufficient cornering clearance, and a front brake which lacks a pleasantly progressive feel.

Perhaps Moto Guzzi wanted to minimize the risk of some customer overbraking in a panic situation. For the Guzzi system requires a lot of hand pressure at the end of the lever's travel to squeal the front tire. Not much happens in the first part of the handlever's arc; then at the end, the progression is very clearly related to muscle-power in your hand. And so the brake leaves the rider with the impression that the motorcycle stops well (which it does) thanks to two average discs rather than one very good disc.

The vibration diminishes after 3500 rpm comes up on the tachometer, but the vibration did linger beyond the 3500-rpm mark with the double-disc Guzzi, though the machine did smooth out a bit as the odometer clicked off the miles. Last year, a staff-owned Moto Guzzi Sport proved to be silky-smooth at 3500 rpm from the very start. The differences between the machines must be chalked up to production-line variances, something that happens at every factory.

Those who liked the right-side shift on the 1973 Guzzi Sport may not warm up to 1974's left-side shift. That intricate assortment of rods, bellcranks and tiny heim-joints which controlled the shifting from the right side has been replaced with a simpler and cruder system which has more slop in it than the old right-side mechanism. The brake, now on the right, operates the twin-cam rear drum via a rod, as opposed to the older left-side arrangement in which the connector was a cable.

It takes adjustment time on the Guzzi since the shift pattern (up for first, then down) is exactly opposite all Japanese machines. The pattern is unique to Moto Guzzi in the import field, and the sequence is confusing. The Sport doesn't clunk badly gear to" gear, but you'll be discouraged from running the motorcycle out to 7300 rpm and hammering a fast shift through to second. That technique will produce a sharp little twitch to the right. The torque reaction is not sufficient to change the direction of the motorcycle, but the rider certainly can feel the reaction in the saddle. Riding the machine normally, and rolling the throttle hack and slowing the shift, will eliminate the twitch.

Source Cycle 1974