Moto Guzzi 750 S3 1975

There was still a woody smell to the latest MOTO GUZZI we had the chance to ride last week. The machine had just come out of the crate and had not been ridden a meter.

The new 750 cc machine goes by the name S3 and thus succeeds the "S". Since its introduction, the V-twin has already undergone various changes and refinements and the machine is clearly more attuned to the American market. The biggest difference with the previous model is the brake circuit, which is now the same as the 850 T3 and the Hydro Convert. The foot brake operates the disc in the rear wheel and the left disc in the front wheel. The right disc can be operated by hand. The brake is now on the right. The gear lever is now on the left. Starting, electric only, requires the clutch to be disengaged. This is not insurmountable, but it seems unnecessary as an indicator light demonstrates whether or not the engine is in gear. In addition to the contact sport also being the starter switch, the engine can also be started by a button on the right handlebar half. Just above the starter switch is a cut-out button. We have also encountered such switches on other Italian machines. In terms of styling they are well done but we find the buttons rather flimsy. Especially with thick gloves this can cause quite a few problems. The cockpit is also new. Of course there is a speedometer/odometer (no trip meter) and a rev counter. Above that the indicator lights have found a place. These lights are elongated instead of round and look rather good. In very sunny conditions they are less easy to read and in addition a light for the indicators is missing. Especially on the right side the indicator from the engine is difficult to see so that we often found that the blinker was still operating.

One plus one

The seating position is somewhere between a single-seater and a two-seater. The rising buddy seat is not usable as support for the rider, but there is not much room left for a pillion passenger either. Hence one plus one. It has been taken into account that someone will have to be taken on the back, given the pillion footrests. The seating position is good for solo use. You sit slightly forward, but you can still reach the handlebars well. The footrests are in the right place and your knees rest nicely against the tank. You are not bothered by the cylinders or carburetors. The brake and gearshift pedals are also well positioned in relation to the footrests.

Riding is actually problem-free. Clutch in, start, switch on and ride away. Despite the stated weight of 235 kilos, the machine is very manageable in the city. This is probably partly due to the low build of the GUZZI. The machine has a fairly large steering angle and steering is relatively light. The clutch is light and can be dosed well. The shifting is a lot better compared to the old V7 sport. With the old model, shifting up always had to be done carefully and shifting down preferably with double throttle, now it goes almost without any problems. The machine still has a shift click, but for a cardan bike this is within the limits.

Braking with the combined brake system already mentioned in the introduction is actually a chapter in itself. The deceleration is provided by two discs of 300 millimeters diameter on the front wheel and a disc of 220 millimeters in the rear wheel. It does take some getting used to in principle only using the foot brake, but we felt quite at home with it. The ratio between front and rear brake is 70:30. It is not difficult to make the tyres squeal with the foot brake and the second disc in the front wheel is actually superfluous. Especially because when you brake optimally with the foot brake, with the second disc you can actually only block the front wheel.

Suspension and damping give no reason to complain. Despite the fact that the front wheel with the two large discs is very heavy, the wheel stays well on the road and the suspension travel is sufficient. The rear shock absorbers do their job well. No blows are transmitted to the rider and the suspension does not sag.

The roadholding is also good in fast corners. The machine is easy to lay flat and follows the line chosen by the rider excellently. We did not experience any swaying or other reactions, but it must be noted that we did not get the most out of it because the newness still radiated from the engine.

Good styling

We have to give the Italians credit for also making a very nice machine, also in terms of appearance. Black tank with side covers with a wide and a narrow, in this case orange, band over it. It is not visible that the tank can hold 22 litres. A lot of attention has also been paid to the styling. The cardan seems a lot smaller and is much nicer. The exhausts are black and the sound that comes out of them is at a civilised level. Another sound that we would like to mention comes from the horn that very clearly indicates what the purpose of this device is.

In summary, we can say that the 750 S3 is a fine machine. For the price of almost 11,000 guilders, this can certainly be demanded and the machine must also measure itself against other brands that are a lot cheaper.

HENK BRUGGEMAN

TECHNICAL DATA; • Engine: two-cylinder four-stroke V-engine with cylinders at an angle of 90 degrees — underlying camshaft — bore x stroke. 82.5 x 70 mm. cylinder capacity 748 cc — compression ratio 9.8 : l — stated power 72 SAE hp at 7000 rpm — 30 mm Dell'orto carburetors — battery-coil ignition — pressure lubrication with oil supply in the crankcase — 12 volt system with alternator.

Transmission : Dry two-plate clutch — Five-speed gearbox, ratios, (total) 10,806 - 7,499-5 , 657-4,695 - 4,052 : 1 — secondary transmission by cardan.

Chassis: Double cradle frame — telescopic front fork, load-adjustable rear suspension elements — tyre size front 3.25 x 18, rear 3.50 x 18 — Front double disc brake (300 mm), rear disc brake (220 mm) — weight 235 kg — fuel tank capacity 22.5 litres.

Price: fl. 11,990.—

Manufacturer: Seim MOTO GUZZI SpA, 22050 Mandello del Lario Como.

Import: fa. Willy v. Gent, Gerard Scholtenstraat 73. Rotterdam.

Specifications

Source: Moto Guzzi Database NL.