• First of its kind in the Netherlands
• Three owners from new
• Recently restored to 100% original specification
• Registered in the Netherlands

Moto Guzzi's venerable 90-degree v-twin engine first appeared in a motorcycle in December 1965 when the 703cc V7 was displayed at the International Milan Show. The work of Ing. Giulio Carcano, the man who had masterminded Guzzi's spectacular V8-engined Grand Prix racer, it was the biggest and fastest roadster ever to come out of the Mandello del Lario factory. The Guzzi v-twin would undergo a seemingly never-ending series of enlargements, the first of which, to 757cc, occurred in 1969 on the Ambassador/Special. By this time Carcano had retired, leaving his successor, Lino Tonti, to create the first true sports version - the V7S (Sport) - in 1971. In creating the V7 Sport Tonti did away with the electrical generator mounted atop the crankcase, opting instead for an alternator carried on the crankshaft nose, thus enabling a much lower frame to be used. In marque expert Mick Walker's words, the result was 'an amazing transformation of a formerly staid, overweight package.' Together with its new 'Telaio Rosso' (red frame), the V7S featured a 749cc engine to qualify for 750cc-class racing, a five-speed gearbox and large-diameter drum brakes, the front a double-sided, twin-leading-shoe unit. With 52bhp available at the rear wheel, the magnificent V7 Sport was good for 120mph.

The V7 Sport offered here is the first of its kind imported into Holland and was used for a road test in Motor magazine (12th November 1971 edition, copy avaiable). Its first owner kept the machine from 6th March 1972 until 22nd July 2008 when it was bought by a collector. He removed the engine and gearbox because the engine needed some work, and the dismantled Guzzi remained in storage until it was bought by the current vendor on 22nd April 2014. The engine was then taken apart and everything checked; the pistons and cylinders were replaced, and at the same time the crankshaft's rod journal was cleaned out and new crankshaft and con-rod bearings fitted. The engine was reassembled with new gaskets and seals. All parts used were new-old-stock. The gearbox and final drive were checked and found to be in fine condition, as were the clutch plates, which were not replaced. Other works carried out included repainting fuel tank and side panels (which were the wrong color) and re-chroming the fork stanchions. We are advised by the private vendor that the Guzzi is now running nicely and ready for the road. Accompanying documentation consists of a Netherlands registration document, Moto Guzzi Certificate of Origin confirming that it is a genuine 'Telaio Rosso', Dutch instruction booklet and toolkit.