The Complete Book of Moto Guzzi: Every Model Since 1921 9780760367704, 9780760367186, 2016059266, 9780760352212

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© 2017, 2020 Quarto Publishing Group USA Inc. Text © 2017, 2020 Ian Falloon First published in 2017 by Motorbooks, an imprint of The Quarto Group, 100 Cummings Center, Suite 265-D, Beverly, MA 01915, USA. T (978) 282-9590 F (978) 283-2742 QuartoKnows.com All rights reserved. No part of this book may be reproduced in any form without written permission of the copyright owners. All images in this book have been reproduced with the knowledge and prior consent of the artists concerned, and no responsibility is accepted by producer, publisher, or printer for any infringement of copyright or otherwise, arising from the contents of this publication. Every effort has been made to ensure that credits accurately comply with information supplied. We apologize for any inaccuracies that may have occurred and will resolve inaccurate or missing information in a subsequent reprinting of the book. Motorbooks titles are also available at discount for retail, wholesale, promotional, and bulk purchase. For details, contact the Special Sales Manager by email at [email protected] or by mail at The Quarto Group, Attn: Special Sales Manager, 100 Cummings Center, Suite 265-D, Beverly, MA 01915, USA. 10 9 8 7 6 5 4 3 2 1 ISBN: 978-0-7603-6770-4 Digital edition published in 2020 eISBN: 978-0-7603-6718-6 The Library of Congress has cataloged the previous edition as follows: Names: Falloon, Ian, author. Title: The complete book of Moto Guzzi : every model since 1921 / Ian Falloon. Description: Minneapolis, MN, USA : Motorbooks, 2017. | Includes index. Identifiers: LCCN 2016059266 | ISBN 9780760352212 (hardback) Subjects: LCSH: Moto Guzzi motorcycle--History--Chronology. | BISAC:    TRANSPORTATION / Motorcycles / General. | TRANSPORTATION / Motorcycles /    History. | TRANSPORTATION / Motorcycles / Pictorial. Classification: LCC TL448.M66 F348 2017 | DDC 629.227/5094503--dc23 LC record available at https://lccn.loc.gov/2016059266

Acquiring Editor: Darwin Holmstrom and Zack Miller Art Director: Brad Springer and Heather Godin Cover Designer: Simon Larkin Layout: Renato Stanisic and Heather Godin Front cover: V7 Sport and V85TT Moto Guzzi Front case: V8 Moto Guzzi Front endpaper: V7 and V7 III Anniversario Moto Guzzi Back endpaper: Bruno Ruffo on a 250 Bialbero Moto Guzzi Back case: V7 III Racer 10th Anniversary Moto Guzzi Back cover: 850 Le Mans

Printed in China

MOTO GUZZI THE COMPLETE BOOK OF

E V ERY M O D EL S I N C E 1 92 1

1 0 0 TH A N N I V E R S A R Y EDITION

I A N FA L LO O N

ACKNOWLEDGMENTS 6 INTRODUCTION 7

CONT 1

EARLY DAYS: THE 1920s 8

2 TECHNICAL AND RACING SUCCESS: THE 1930s 22

3 THE GOLDEN ERA: 1945–1957 46

4 DIFFICULT TIMES: 1958–1966 92

5 THE EARLY SEIMM ERA: 1967–1972 110

6 EXPANSION UNDER DE TOMASO: 1973–1987 134

ENTS 7

THE NEW GENERATION: 1988–2000 178

8 THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021 204 INDEX 270

6

ACKNOWLEDGMENTS

E

ver since Carlo Guzzi and Giorgio Parodi

and updates was often delayed or haphazard. Many

released their Normale in 1921, Moto Guzzi has

models carried over from earlier model years until

existed outside the motorcycling mainstream.

they were sold, a characteristic that continued until

Throughout their history—even when they were

quite recently, particularly in the United States. Moto

winning Grand Prix World Championships—Moto

Guzzi also manufactured a wide range of models in the

Guzzi’s designs were unique. This individuality defines

1950s and 1960s, with minor changes and updates that

the company, and it is also one of the reasons owners

are difficult to document.

of the machines are so enthusiastic. Unlike many other

Including every model of Moto Guzzi motorcycle

marque enthusiasts, Moto Guzzi owners celebrate

over a 95-year period would have made this book

the distinctiveness and occasional quirkiness of their

unwieldy, so I have concentrated mainly on production

beloved machines. My personal relationship with

motorcycles. As a result, a range of commercial vehicles

Moto Guzzi goes back more than forty years, when

and some military and police vehicles aren’t covered

I purchased a new 850 T, followed by a first-series

here; this includes the Ercole, Edile, Ercolino, Alce,

Le Mans and a V7 Sport. Over the years, I have also

Dingotre, Furghino, Motozappa, and Motocoltivatore.

been fortunate to ride many Guzzis, mainly larger-

When it comes to putting something as big as

capacity twins. This experience has given me some

this together, you can’t do it alone. My wife, Miriam,

understanding of Moto Guzzi’s uniqueness.

and sons, Ben and Tim, gave me the most support of

Although I have authored several books on

all. Thanks also go to Darwin Holmstrom at Quarto

Moto Guzzi, covering every model in a year-by-year

for initiating this project, and Anuja Weeranarayana,

history is daunting. Unlike some other manufacturers,

marketing communications manager for Piaggio Asia

Moto Guzzi was never a fervent proponent of the

Pacific Two-Wheeler, who provided access to current

model year, and their introduction of new models

press photographs and information. Many enthusiasts and collectors assisted with photographs and gave me

A 1922 Normale outside the factory at Mandello.

access to collections and information, including Reg Boeti, Ivar de Gier, Peter Hageman, Mike Kron, Jon Munn, and Dave Richardson. Very special thanks go to my good friend Teo Lamers, one of the most enthusiastic Guzzisti on the planet. Teo allowed access to his magnificent and extremely comprehensive motorcycle collection. As a result, many of the photographs found here are of original, historic, unrestored Moto Guzzi motorcycles.

7

INTRODUCTION

C

arlo Guzzi had dreamed of building his own

of World War I. As a boy, he spent time with his family

motorcycle for a long time. It wasn’t until World

in a small fishing village, Mandello-Tonzanico (now

War I, though, when Guzzi served as a 29-year-

called Mandello del Lario), on the shores of Lake

old mechanic in the Italian Air Force, that his dream

Como. Here, young Carlo and the town blacksmith,

became a reality. In the air force, he found two equally

Giorgio Ripamonti, would dismantle motorcycles to

passionate motorcycling enthusiasts—the young pilots

analyze their design flaws. Carlo became a fanatical

Giorgio Parodi and Giovanni Ravelli—who spent many

motorcyclist: his first plans for a motorcycle date

long nights with him discussing his ideas. They were

to well before the war. When his mother moved to

enthusiastic for the motorcycle Guzzi was devising, and

Mandello during the war, Mandello del Lario became

they decided to get together after the end of the war to

the family home.

put it into production. With his two companions, Guzzi

Although born in Venice in 1897, Giorgio Parodi

developed an operation that eventually became one of

came from a wealthy family of Genoan ship owners.

Italy’s greatest motorcycle manufacturers.

After his meeting with Guzzi, Parodi used his resources

While many young men dream of doing such

to guarantee financial backing for the new motorcycle

things, the team of Guzzi, Parodi, and Ravelli differed

venture. He approached his father Emanuele Parodi

in that all three brought necessary and complementary

and, in a letter dated January 3, 1919, Emanuele granted

skills for the task. Geniuses in their respective fields,

approval for 1,500 to 2,000 lire to fund the prototype.

Guzzi and Parodi offered something that set their

This letter, still on display at the Moto Guzzi museum at

venture apart from the many fledgling enterprises that

Mandello del Lario, enabled Carlo Guzzi to proceed with

emerged at the end of World War I. Ravelli might have

his plans. In fact, Emanuele took more than a passing

piloted their first motorcycle on the racetrack, but he

interest in the project and promised more funds if he

lost his life in a flying accident soon after the end of

approved of the prototype.

the war. A native of Brescia, he had several notable

With Ripamonti’s help, the prototype took shape

racing results on a Triumph in the years leading up to

in 1920, closely following the concept that Guzzi had

the war. In his honor, the first Moto Guzzi nameplate

imagined before the war. Unlike many motorcycles of

incorporated the Italian Air Force eagle insignia in its

the time, the engine was pivotal to the design, featuring

design, where it remains to this day.

many characteristics that would distinguish Moto

Carlo Guzzi was born in Milan on the June 4, 1889.

Guzzis for the next fifty years. Carlo Guzzi’s engineering

His father owned an engineering consultancy at one

ideals also shaped the course of the company: his

time. Having earned a diploma di capo tecnico (chief

designs were advanced for the day—often outside the

technician diploma) in school, Carlo worked for the

mainstream—but they were notable for their brilliant

motor company Isotta Franchini before the outbreak

conception and execution.

Undoubtedly one of the most spectacular settings for a motorcycle factory anywhere. With Mount Grigna looming above, Mandello del Lario on the shores of Lake Como, near Lecco, has been the home of Moto Guzzi since 1921.

C H A P T E R

1

EARLY DAYS: THE 1920s

The “G .P.” Carlo Guzzi’s first horizontal four-stroke 500cc single-cylinder engine established a unique formula that immediately characterized Moto Guzzi motorcycles. Seeking to eliminate hand-pumped lubrication systems and exposed primary drive chains, Guzzi cast the engine in aluminum as a unit with the three-speed gearbox. Its helical-gear primary drive and considerably oversquare engine dimensions (88x82mm bore and stroke) deviated from what was normal for the period. Laying the engine horizontal in the frame aided engine cooling, which also allowed for a low-slung chassis, while the geared primary drive saw the engine rotate in the reverse direction, another unusual feature at the time. To smooth out vibration and enable a more compact crankcase unit, a large (280mm) flywheel was mounted externally, which would become a Guzzi trademark. The lubrication system was exceptionally advanced, with an oil pump driven from the camshaft; this supplied oil to an external tank that was mounted in the air stream. Another Guzzi characteristic that would appear for many decades was the multi-plate, metal-to-metal clutch, which was lubricated by oil mist. Clever design also saw the chain drive receive lubrication.

LEFT: Introduced in 1921, the Normale was the first production Moto Guzzi. While production ran until 1924 there were detail differences from year to year. Moto Guzzi TOP: Carlo Guzzi’s original 1920 prototype, the G.P., shaped Moto Guzzi for the next fifty years.

10 The cylinder head design employed aeronautical engineering techniques, with four parallel overhead valves operated by an overhead camshaft and driven by a shaft and bevel gears. Exposed hairpin valve springs closed the valves and twin spark plugs and a dual ignition ignited the mixture via a Bosch magneto. Compression was a modest 3.5:1 and, with 12 horsepower, the first Moto Guzzi was capable of 62 miles per hour. It may not sound fast today, but this was quite a speed for 1920. Carlo’s reserved older brother, Giuseppe, helped design the chassis. Like Carlo, Giuseppe was a highly innovative engineer: the tubular frame he created was unusual for the period, with twin front downtubes, an unsprung rear bolted triangle, and a girder fork and dual springs

Normale

at the front. Only the rear wheel had a brake,

The G.P. soon evolved into the production Normale,

while the front wheel carried a gear to drive the

which was announced in the December 1920 issue

speedometer.

of Motociclismo; and the motorcycle appeared early

This prototype was called the “G.P.,” for

the following year. While the G.P. had been a pure

“Guzzi-Parodi.” It was soon changed to Moto

expression of Carlo Guzzi’s engineering, economic

Guzzi, though, as Giorgio Parodi didn’t want the

necessity saw the Normale incorporating several

initials to be confused with his own.

updates, including the replacement of the exotic four-valve cylinder head and bevel-gear-driven overhead camshaft.

1921–1924

NORM ALE

T YPE

FOUR-STROKE HORIZONTAL SINGLE

BORE x STROKE

88x82MM

DISPL ACEMENT

498.4CC

POWER

8 HP AT 3,200 RPM TO 8.5 HP AT 3,400 RPM

COMPRESSION R ATIO

4:1, L ATER 4.7:1

closed by a hairpin spring. The use of hairpin valve

The new design included an unusual arrangement of two opposed valves: a side 45mm inlet closed by a coil spring and an overhead 42mm exhaust valve operated by a pushrod and rocker, which was

VALVES

SIDE INLET, OVERHEAD EXHAUST

springs was rare at this time, but they would later

CARBURETION

A M AC 15 PSY 1 IN

become virtually universal on racing engines.

GEARS

HAND-CHANGE 3-SPEED

IGNITION

BOSCH ZE 1 SHIELDED M AGNETO

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

GIRDER FORK

the result of Guzzi’s desire to place the valve most

REAR SUSPENSION

RIGID

prone to overheating directly in the airflow. Side

WHEELS

26x 2¼

inlet valves weren’t known for their good breathing

TIRES

26x3.00

BR AKES

EXPANSION REAR WHEEL

WHEELBASE

1,380MM

DRY WEIGHT

130KG

TOP SPEED

85 K M/H

established by the prototype. Bore and stroke were

PRODUCTION

2,065

identical, although the vertically split unit construction

The situation of the exhaust overhead with the inlet on the side was also the reverse of what was typical,

characteristics, though, and the Normale’s power output was less than the G.P. The rest of the engine followed the format

of the aluminum crankcase (with cast-iron cylinder

THE COMPLETE BOOK OF MOTO GUZZI

11 and head) was quite different. The Normale had a

motorcycle enthusiast, was so impressed with the

more basic total-loss oil system, which used a hand-

bike that he endeavored to convince Guzzi to enter

operated pump to supply oil to the crankcase.

it in competitive racing. Guzzi wasn’t particularly

The frame also followed the example set by

enthusiastic, but Finzi finally exerted enough political

the prototype, but it was now a one-piece, the

pressure that Parodi and Guzzi agreed to provide

rear triangle braced by a piece of sheet metal. A

bikes for the Raid Nord–Sud, a road race from Milan

similar girder fork was used with dual springs and

to Naples that was the premier event on the Italian

no damping. Wheels were the usual 26-inch used at

racing calendar.

that time, shod with Dunlop beaded-edge tires—but

On production Normales with modified lighting,

these “standard” features could not mask the fact that

Aldo Finzi and Mario Cavedini left Milan on the

the Normale was an unusual motorcycle for its day.

evening of September 17, 1921. Cavedini arrived in

Many of its features were unique, and the bike also

Naples twenty-two hours later, in twentieth place,

looked strangely utilitarian with its olive-green paint

and four hours behind the winning Indian 1000 of

highlighted by gold pinstriping.

Nazzaro Biagio. Finzi finished twenty-second after

With the appearance of the Normale, Emanuele

crashing near Modena and continuing without lights.

Parodi had sufficient confidence in the design. The

It had been an encouraging result for a new design,

Società Anomina Moto Guzzi was established in

and Finzi’s brother Gino immediately took one of

Genoa on March 15, 1921, with the senior Parodi

the Normales down to Sicily for the Targa Florio

serving as president. In addition to Carlo Guzzi

Motociclista. On September 25, he provided Guzzi

and Giorgio Parodi, two other engineers were also

with its first victory, a win in the 500cc class.

involved: Carlo’s brother Giuseppe and Giorgio’s

The Normale continued in modest production during

cousin Angelo. Though the company was named

1922, still racing with modified Normales. Guzzi entered

after Carlo Guzzi, the elder Parodi was astute enough

nine events: Cavedini won two, the Circuito del Piave in

to retain all the shares in the company; Carlo paid a

May and the 3rd Ravelli Cup in July. Guzzi improved on

royalty for each machine produced. Thus, although

its 1921 result in the Raid Nord–Sud, with Carlo Marazzani

the company carried his name, he never maintained

finishing eighth overall, but their most significant result

any official financial interest.

of the year was Valentino Gatti’s second place in the

OPPOSITE: The engine of the Normale featured an unusual arrangement of side inlet and overhead exhaust valves. BELOW: The Moto Guzzi factory in 1926.

While the total production of 1921 was a modest seventeen motorcycles, it was the beginning for one of the greatest Italian motorcycle marques— and also one of the longest lived. The company’s 30-square-meter building in Mandello del Lario housed seventeen workers, far away from large cities. Still headquartered in the small town, Moto Guzzi continues to draw its workforce from the local area, with families of employees working with the company over several generations. This continuity and sense of community involvement has meant that Moto Guzzi is unique in the world of motorcycling, something that has also contributed to the individuality of Moto Guzzi’s products. Soon after the company’s formation, local parliamentarian Aldo Finzi tested one of the new motorcycles. Finzi, a prominent sportsman and

EARLY DAYS: THE 1920S

12 prestigious Circuito del Lario on a lightly modified

45mm overhead valves, inclined at a very narrow 7

Normale. The Circuito del Lario was held around Lake

degrees 20 minutes, operated by exposed pushrods

Como and considered the Italian Tourist Trophy. With

and closed by exposed hairpin valve springs. With an

Guzzis filling fifth, eleventh, twelfth, and fourteenth

increase in the compression ratio and a larger Amac

places, it was enough to give them the team trophy.

racing carburetor, the additional power was enough

The company was ecstatic, advertising this

to propel the C2V to around 74 miles per hour. Dual

success in Motociclismo four days after the race. The

ignition was an option, and from 1924 the carburetor

encouraging results on their home ground convinced

was a 25mm Dell’Orto. Along with this revised engine,

Guzzi to design a real racer and a more sporting

the C2V received a new frame, with a tubular rear

production motorcycle. These would appear in

section, and a longer wheelbase to aid straight-line

1923. In the meantime, though, a few improvements

stability. Colors also changed to bright red for the first

flowed through to the Normale, notably an automatic

series of C2V, the first time red was used on Guzzis.

lubrication system, a scavenge pump fitted in the

Following the introduction of the C4V in 1924, the C2V

crankcase, and the option for dual ignition. The

reverted to green paintwork and shared the frame of

cylinder head and cylinder received larger cooling fins

the production Sport. Production continued until 1927

and an increase in the compression ratio bumped up

when it was deleted, being offered again in 1928. In

the power slightly.

1930, the 2VT replaced it. The C2V was an immediate improvement on the earlier Normale-based racers; its first success was an

C2V

economy contest organized by Motociclismo. Carlo

For the Corsa 2 valvole (C2V), the first official Moto

Guzzi’s brother-in-law, Valentino Gatti, achieved

Guzzi racer, Carlo Guzzi retained the basic 500cc

74.955 kilometers (46.57 miles) on one liter of fuel at

horizontal single-cylinder format; he hoped that, by

an average speed of 51.545 kilometers per hour (32.03

fitting a new cylinder head, he could make the bike

miles per hour). In April 1923, a team was entered

a competitive racer. This cylinder head included two

in the annual classic Giro d’Italia 2,470-kilometer

The C2V was Moto Guzzi’s first real racing motorcycle but was already outclassed by the end of 1923. The rubber knee grips on the side of the toolbox would become a Guzzi characteristic.

THE COMPLETE BOOK OF MOTO GUZZI

(1,535-mile) road race, with Guido Mentasti winning at an average speed of 32 miles per hour. Another noteworthy victory was in the Circuito del Lario, won by Gatti at an average speed of 37.8 miles per hour. By the end of 1923, though, more specific racing designs had outclassed the C2V, leading Guzzi to design a new engine for the following season.

Sport During 1923, the Sport replaced the Normale. This new design combined the more powerful second-series Normale engine with the frame and running gear of the C2V, but without the frame reinforcing. The Sport was the only production Guzzi from 1923 until 1928, and it came with a variety of options, including sidecar attachment, front brake, and Bosch lighting system.

1923 –1928

The power was still moderate and limited by the side

POWER

17 HP AT 4,200 RPM

inlet and overhead exhaust-cylinder head design,

COMPRESSION R ATIO

5.25:1

VALVES

T WIN PAR ALLEL OVERHEAD, PUSHROD OPER ATED

but it was still enough to propel the 130kg Sport to a

C2V DIFFERING FROM THE NORMALE

CARBURETION

A M AC 1 IN

IGNITION

BOSCH M AGNETO

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

1927, with gold pinstriping like the Normale; for

WHEELS

19x 2½

1928, the bike was painted red. Along with the new

WHEELBASE

1,410MM

TOP SPEED

120 K M/H

PRODUCTION

683

maximum speed of 62 miles per hour. The Sport was painted green from 1923 until

color, the Sport included a few updates for 1928, notably a drum front brake and a new cylinder and

ABOVE: Valentino Gatti after his victory in the 1923 Circuito del Lario on a C2V. Surrounding the bike are Mario Cavedini, Carlo Guzzi, Giorgio Parodi, Guido Mentasti, Gatti, and Pietro Ghersi. Teo Lamers LEFT: Pierino Maggi lines up at the Circuito di Cremona for the G.P. del Moto Club d’Italia in May 1923. Teo Lamers

EARLY DAYS: THE 1920S

head with larger finning. By the end of 1928, another version appeared that looked much like the later Sport 14, known unofficially as the Sport 13. A luxury version of the Sport was also available with legshields and full lighting powered by a Bosch mag-dynamo (a magneto-dynamo combination).

C4V While the production Sport continued largely unchanged over the next few years, considerably more effort was spent on developing the racing bikes. The release of the C4V in 1924 saw a return to the four-valve cylinder head pioneered by the G.P., with the earlier C2V still available as a catalogued racer. Offering these factory racers to privateers was a shrewd marketing move and contributed to increased public awareness of

1923 –1928

SPORT DIFFERING FROM THE C2V

POWER

13 HP AT 3,800 RPM

COMPRESSION R ATIO

4.5:1

VALVES

SIDE INLET, OVERHEAD EXHAUST

CARBURETION

A M AC 15 PSY 1 IN

change, three-speed gearbox and unsprung frame,

IGNITION

BOSCH ZE 1 SHIELDED M AGNETO

the C4V’s four-valve cylinder head with bevel-gear-

FRONT SUSPENSION

GIRDER FORK

driven single overhead camshaft provided a more

WHEELS

26x 2¼

WHEELBASE

1,430MM

DRY WEIGHT

130KG

TOP SPEED

100 K M/H

and two 34mm exhaust valves inclined at a wider 58

PRODUCTION

4,107

degree 40 minute angle. The four-valve layout allowed

Moto Guzzi as a successful racing motorcycle; it would also serve the company well in the future. Despite retaining the arguably obsolete hand-

serious racing machine than earlier racing Guzzis. The bore and stroke were unchanged, and the two 37mm

for a central 18mm spark plug. A new frame provided a

ABOVE: The Sport was the only production Moto Guzzi available from 1923 until 1928 and was available with an optional electrical system and sidecar attachment under the steering head. This 1928 version was in red rather than green and has an optional front brake operated by a handlebar lever. RIGHT: Despite the oldfashioned hand gear change, the C4V was a much more effective racing motorcycle than the C2V. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

shorter wheelbase; the wheels were a larger diameter, and the front wheel gained a rim brake. While still weighing in at 130kg, the C4V’s performance was considerably stronger than the C2V. This increase in performance immediately translated into racetrack victories. For the 1924 season, the Ghersi brothers, Pietro and Mario, joined Gatti and Mentasti for the C4V’s debut in June for the Cremona speed trials. Guido Mentasti set a lap record of 125.265 kilometers per hour (78 miles per hour) and a speed of 135.142 kilometers per hour (84 miles per hour) for a timed 10 kilometers, a new 500cc class record. The C4V’s first race took place shortly afterward at the

1924 –1927

Circuito del Lario; Pietro Ghersi won at an average

POWER

22 HP AT 5,500 RPM

speed of 67.631 kilometers per hour (42 miles per

COMPRESSION R ATIO

6:1

hour), with Mentasti placing second. Success for the C4V followed at Lugano, Tortona,

VALVES

C4V DIFFERING FROM THE C2V

FOUR OVERHEAD INCLINED VALVES, BEVEL-GEAR-DRIVEN OHC

CARBURETION

A M AC 28.5MM

and La Spezia, but the most significant victory was

WHEELS

21x 2½

in the first Championship of Europe, held at Monza

TIRES

27x 2.75

on September 7, 1924. In a field consisting of the likes

FRONT BR AKE

RIM

WHEELBASE

1,380MM

TOP SPEED

150 K M/H

of Sunbeam, Norton, Sarolea, and the twin-cylinder Peugeot, Mentasti won at an average speed of 130.647 kilometers per hour (81 miles per hour). Shortly before the race, Mentasti had most of the gearbox removed

two victories. In September, it formed the basis for

and dismantled the hand gear change. Running with

Guzzi’s first world speed record attempt. At Monza,

primary gears only, he soundly beat ace rider Tazio

Siro Casali, Ghersi, and Prini broke thirty-seven world

Nuvolari on a Norton TT over the 400-kilometer (248.5-

records, including 500 miles at an average speed of 80

mile) race to establish Guzzi as a serious force in 500cc

miles per hour. But, when the C4V was being outclassed

racing. Emphasizing Guzzi’s superiority, local track

as a Grand Prix racer, Carlo Guzzi decided to create a

expert Erminio Visioli finished second, with Pietro Ghersi

completely new 250 for 1926, purely for competition.

finishing fourth. These C4Vs were nearly standard

While it looked like a scaled-down C4V, this new engine

bikes, except for a strengthened rear frame triangle,

was so advanced that it came to form the basis of

shortened rear mudguard, missing seat springs, and the

successful 250cc racing Guzzis for the next thirty years.

repositioning of the oil tank on top of the fuel tank. When Pietro Ghersi rode a C4V to victory at the German Grand Prix in Avus on September 21, 1924, Moto Guzzi was no longer an obscure Italian motorcycle manufacturer. From an idea born in 1919, Carlo Guzzi’s individual and unusual design had been thoroughly proven in less than five years. Shortly after these victories, the C4V was added to the regular catalog as a production racer and was available until 1926. During 1925, the C4V also continued as the official factory racer, managing thirty-

ABOVE: As with the G.P., the C4V featured a four-valve cylinder head with bevelgear-driven, single overhead camshaft. BELOW: The C4V was extremely successful, with Guido Mentasti winning the 1924 Championship of Europe at Monza.

16

In 1926, the TT250 surprised the racing world at the Isle of Man. Pietro Ghersi set the fastest lap in the Lightweight TT that year.

TT250 1926 –1930

T T250

By 1926, the success of the racing program was

T YPE

FOUR-STROKE

beginning to pay dividends. The workforce at Mandello

HORIZONTAL SINGLE

expanded to 350 employees, producing around 3,000

BORE x STROKE

68x68MM

DISPL ACEMENT

246.8CC

motorcycles a year. The classic Guzzi layout of a

POWER

15 HP AT 6,000 RPM

horizontal engine, tubular double-cradle frame, and

COMPRESSION R ATIO

8:1

three-speed unit gearbox was now well established,

VALVES

T WO OVERHEAD INCLINED VALVES, BEVEL-GEAR-DRIVEN OHC

and the new 250 would also follow this pattern. Carlo Guzzi’s intention was to compete in the Isle of Man Tourist Trophy (TT). On May 1, 1926, he made

CARBURETION

BINKS 25MM

GEARS

HAND-CHANGE 3-SPEED

The design followed the C4V closely, but the engine

IGNITION

BOSCH T YPE

now had square dimensions and a bevel-gear-driven

M AGNETO FR A ME FRONT SUSPENSION

TUBUL AR DUPLEX

the new 250 available to Motociclismo for testing.

single overhead camshaft operating two valves, set

CR ADLE

at an included angle of 58 degrees. This was a very

GIRDER FORK WITH

narrow included valve angle for the time; undoubtedly

FRICTION DA MPERS

this contributed to the high specific power output

REAR SUSPENSION

RIGID

WHEELS

21x 2½

of 60 horsepower per liter, an extraordinary figure

TIRES

27x 2.75

for naturally aspirated engines in 1926, and one

BR AKES

DRUM FRONT

only matched by the Delage and Bugatti Grand Prix

M ANUAL, REAR PEDAL

cars. Roller big-end bearings instead of plain bushes

1,360MM

allowed an increase in rpm, and these were soon

DRY WEIGHT

105KG

adopted on the 500cc C4V.

TOP SPEED

AROUND 118 K M/H

WHEELBASE

In June, a 250 and 500 were taken to the Isle of Man for Pietro Ghersi to ride in the Lightweight and

THE COMPLETE BOOK OF MOTO GUZZI

17 Senior TTs. Riding the TT250 in the Lightweight TT,

bearings (instead of bushes) and a bronze cylinder

Ghersi astonished the partisan crowd by finishing

head. A drum brake was fitted on the rear, the

second behind C. W. “Paddy” Johnston’s Cotton,

front fork changed to a Webb type, and the rear

setting the fastest lap at 63.12 miles per hour.

frame section featured the strengthening first fitted

Unfortunately, Ghersi was disqualified for changing

on the 1924 European championship C4V. The

an unspecified spark plug (to a FERT instead of

footpegs were more rear mounted, and the oil tank

KLG) during the race; nevertheless, it had been an

was mounted in front of a larger fuel tank, with a

impressive racing debut in the most prestigious race in

toolbox fitted on the tank. Along with a standard

Europe. He retired during the Senior TT.

steering damper, the throttle was the hand-

Though the Isle of Man had been a disappointing event, 1926 was a successful year for Guzzi in competition, with forty-two victories. A month after the

operated Binks type as used on the official bikes during 1926. After the disappointment of 1926, Guzzi again

TT, in the Circuito del Lario, Ugo Prini rode to victory

decided to contest the Lightweight and Senior TT

in the 250 Class. Later, at the most important event of

events at the Isle of Man. But with three entries

the year in Italy, the Nations Grand Prix held at Monza

in the 250 and two in the 500, the best result

in September, the 250 was again triumphant, with Prini

Guzzi could achieve was Luigi Archangeli’s second

and Ghersi joint winners. This success led Guzzi to

place in the Lightweight TT. By now the 500 was

market the TT250 as a catalog racer.

becoming uncompetitive, despite its four-valve cylinder head, and the 250 achieved fifty of Guzzi’s sixty-two victories during 1927.

4VTT Production of the 250 and 500cc racers increased during 1927, along with the 500cc Sport street bike. In the same year, the 500cc C4V catalog racer became the 4VTT. Ostensibly based on the 1926 factory fourvalve Circuito del Lario 500 racer, the 4VTT had a

1927–1929

4V T T DIFFERING FROM THE C4V

POWER

27 HP

CARBURETION

A M AC OR BINKS

TIRES

27x 2.75 AND 27x3.00

nickel-steel crankshaft with needle-roller con-rod

LEFT: The 4VTT was the 500cc catalog racer from 1927 until 1929, still with a rim front brake and hand gear change.

EARLY DAYS: THE 1920S

18

The 1928 SS250 had a small left-side front drum brake.

Surprisingly, given Moto Guzzi’s increasing

spring front fork and an oil tank moved to the top of

success—especially with the 250—the company

the fuel tank; they also received a horn and provision

announced a withdrawal from competition in February

for lights and a drum front brake. The 4VSS featured

1928 to concentrate on regular production and the

a bronze cylinder head and was available in limited

development of new models. Moto Guzzi aimed to

numbers until 1933. For 1929, the 4VSS featured more

expand their range of street motorcycles, which at

chrome plating and dual silencers, providing Guzzi

this stage still only consisted of the Normale-based

their first victory of the year when Mario Ghersi won

Sport, and the development of a three-wheeled

the Targa Florio in April.

commercial vehicle. The withdrawal from competition

The TT250 continued as before, but for 1928 it

was unpopular with racing aficionados in Italy, but

was supplemented by a faster SS250, with a bronze

the range of catalog racers was increased so that

cylinder head and no kick-start. At the Nations

privateers could continue to promote the marque. The

Grand Prix in September 1928, 250cc Guzzis had

immediate result was a reduction in race victories,

filled the first five places, and Guzzi bikes were

with Guzzi only winning thirty-three races in 1928 and

again victorious in the Circuito del Lario that year.

thirty-eight in 1929.

With racing results from privateers surpassing expectations, Guzzi decided not to run an official team for 1929; their only official entry this year was

4VSS and SS250

a return to the Isle of Man, where Pietro Ghersi rode

Revised and faster versions of the 4V 500, the

an SS250 in the Lightweight TT. As with previous

previously discontinued C2V, and the TT250 were made

Tourist Trophies, it was an unfortunate meeting

available for 1928. Though the 4VTT of 1927 continued

for Guzzi, with Ghersi retiring on the final lap while

through 1929, the 4VSS superseded it with its slightly

comfortably in the lead. Guzzi received some

more powerful engine. Both models now had a triple-

consolation for this disappointment with Egidio

THE COMPLETE BOOK OF MOTO GUZZI

19

1928 –1933

SS250 DIFFERING FROM THE TT250

POWER

18 HP

GEARS

FOOT CHANGE 3-SPEED (FROM 1929)

FRONT SUSPENSION

BR A MPTON FORK (FROM 1929)

FRONT BR AKE

DRUM

TOP SPEED

AROUND 125 K M/H

PRODUCTION (T T250, SS250

377

1926 -33)

Truzzi’s victory in the 250cc Nations Grand Prix at Monza in September. Both the 4VSS and SS250 were available until 1933, by which time the three-speed gearbox was a limiting factor in their competitiveness and the bronze cylinder head had reverted back to cast-iron. From 1934, racing 250s were reserved for factory riders only.

G .T. While the few catalog racers were interesting additions to the range, the sprung-frame Gran Turismo was more significant. Carlo’s engineer brother Giuseppe (nicknamed “Naco”) joined the company in 1927 and modified a 500 Sport frame to incorporate a swingarm operating four springs in compression by rods. The springs were located in a pressed steel box underneath the engine. Both Carlo and Giorgio Parodi agreed to produce it, and the G.T. was launched in January 1928.

1928 –1933

4VSS DIFFERING FROM THE 4VTT

Guzzi’s significant frame development and was a

POWER

32 HP

champion of the sprung frame, with his first sprung-

CARBURETION

Giuseppe provided the impetus for all of Moto

frame design dating from 1925. But the idea of a

T WIN A M AL CARBS WITH SINGLE FLOAT CHA MBER

TIRES

27x3.00

FRONT BR AKE

DRUM

motorcycle world, and it would take later racing success

TOP SPEED

170 K M/H

to establish its merits. As with many Moto Guzzi

PRODUCTION (C4V, 4V T T,

486

sprung frame was too advanced for the conservative

4VSS) TOP RIGHT: From 1928, the SS250 was available to privateers. A year later, it gained a foot-operated three-speed gearbox and a Brampton front fork. RIGHT: 500cc catalogue racers were available until 1933. This is the 4VSS of 1928–1931.

EARLY DAYS: THE 1920S

20

designs, Giuseppe’s design was enduring, surviving In 1928, Giuseppe Guzzi rode a G.T. on a 4,000-mile trip to the Arctic Circle to demonstrate the advantages of a sprung frame. The model was subsequently nicknamed the “Norge.” Moto Guzzi

In the meantime, Giuseppe made a trip to the

through to the final Falcone of 1967. While the front fork

Arctic Circle on his own development bike to promote

was inherited from the 1927 racing models, the G.T.’s

the merits of the design. After this successful

primary problem was its modest performance. The

journey, the G.T. was nicknamed the “Norge” (Norway).

engine was still much the same as the Sport, but now

This trip was only one of many that Giuseppe

it had to propel considerably more weight. Although

undertook on his prototype to test his designs. He

its top speed of 62 miles per hour may have been fast

kept the bike, even hiding it during World War II when

enough in 1920, higher standards of performance

the Italian military were confiscating all motorcycles

were expected by 1928. But while the performance

over 250cc, and then re-registered it after the war.

was modest and the model was unpopular, the G.T.

Unfortunately, these trips still weren’t enough to

demonstrated Moto Guzzi’s capacity for innovation and

convince the buying public of the merits of Giuseppe’s

putting such ideas into practice.

idea; the unsprung Sport continued as the production mainstay. By 1928, motorcycle production was around fifty a week—a large number for the day—and most of those produced were the Sport.

1928 –1930

G.T. DIFFERING FROM THE SPORT

POWER

13.2 HP AT 3,800 RPM

CARBURETION

A M AL

FRONT SUSPENSION

3-SPRING GIRDER FORK WITH FRICTION DA MPERS

Sport 14

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

For 1929, the Sport evolved into the Sport 14, with a

BR AKES

DRUM FRONT M ANUAL, REAR PEDAL

WHEELS

19x 2

TIRES

19x3.50

DRY WEIGHT

150KG

Sport were new crankcases and crankcase cover, both

PRODUCTION

78

with a bulge for the dynamo and dynamo gear. This

new unsprung frame and the three-spring fork taken from the racers. Among the thirty updates given the

provision for a dynamo was a significant step forward

THE COMPLETE BOOK OF MOTO GUZZI

21 for Moto Guzzi, the letter “L” (standing for luce, light) in front of the engine number characterizing

1929–1930

SPORT 14 DIFFERING FROM THE SPORT

POWER

13.2 HP AT 3,800 RPM

these models. The engine also had a larger cylinder barrel and head assembly, features retained on many production and military versions until 1946.

FRONT SUSPENSION

The Sport 14 soon featured an improved electrical

GIRDER FORK WITH FRICTION DA MPERS

system with a Miller dynamo separate from the

WHEELS

26x 2½

magneto ignition, supplied with or without lighting so

TIRES

26x3.50

BR AKES

DRUM, FRONT

that the dynamo could be installed later if required. A second series appeared in 1930, now with a new front

M ANUAL, REAR PEDAL PRODUCTION

4,285

drum brake incorporating a weather-protective rim and a redesigned toolbox on the tank. Within ten years, Moto Guzzi had become a one of

While many motorcycle manufacturers

Italy’s premier motorcycle manufacturers. In 1928, the

suffered after the Great Crash of 1929, Italian

company launched a unique vehicle that would be one

manufacturers, like those in Germany, were

of their most successful, the Type 107 Motocarri. This

fortunate that their Fascist governments

combined the front half of a 500cc Sport with a truck-

saw motor sport as an important tool for

like rear and, while it may have seemed an incongruous

propaganda. Rather than being a period of

concept, once again it showed Guzzi’s capacity for

Depression, the 1930s were fruitful for Moto

originality. This model remained in production until

Guzzi, especially on the racetrack. This success

1980; it later appeared as the Ercole with Astore-

translated into Guzzi earning its status as the

and Falcone-based engines, but the many variations

leading Italian motorcycle manufacturer by the

produced are outside the scope of this book.

end of the decade.

The Sport 14 replaced the Sport and was the most popular Moto Guzzi motorcycle of the 1920s.

EARLY DAYS: THE 1920S

C H A P T E R

2

TECHNICAL AND RACING SUCCESS: THE 1930s Although the decade ended in success for Moto Guzzi, the 1930s began modestly, with only a few updates to existing models. Most development centered on new racing designs, and the onset of the decade coincided with significant progress in the development of racing four-stroke engines, both for automotive and motorcycle applications. The introduction of superchargers and multi-cylinder engines led to huge increases in power, ef fectively ending the day of the naturally aspirated, four-stroke, 500cc single-cylinder racing motorcycle. But this emphasis on horsepower wasn’t initially matched by chassis development, and it would be several years before the heavy, powerful, and complex multi-cylindered machines dominated the racing circuits.

ABOVE: Replacing the C2V in 1930, the 2VT was less of a pure racing machine. The frame and saddle tank were shared with the Sport 15. BELOW: One of Moto Guzzi’s more successful ventures during the 1930s was the expansion of the lightweight range. This is the 1933 P 175.

24

2VT and G .T. 2VT For 1930 the 2VT (Valvole in Testa-overhead valve) replaced the C2V 500cc racer. This was ostensibly the existing dual-overhead-valve C2V engine in a new Sport 15 frame with a saddle tank and front brake. As the crankcases were the newer Sport 15 type, it was only the overhead valve top-end that differentiated the 2VT from the Sport 15. The 2VT remained in production until 1934, by which time it was supplemented by a sprung-frame version, the G.T. 2VT. Designed for longer-distance events, the G.T. 2VT first appeared in 1931 and included the sprungframe G.T. 16 chassis. Unlike the C2V, the 2VT and G.T.

Ugo Prini (19) leading eventual winner Egidio Truzzi (21) and British rider Ted Mellors (15 New Imperial) in the 1930 Nations Grand Prix.

2VT were not strictly racing bikes, as their standard equipment included lighting, luggage racks, and legshields; for this reason, they were considered

impressive figure for 1930. Continuous development

luxury versions of standard bikes. The year 1930

saw the 250 overshadow the 500, with thirty-six out

also saw the end of the C4V 500 TT and TT250,

of forty-nine victories in 1930 attributed to the 250.

superseded in 1931 by the higher-performance SS.

Some of these were particularly impressive, with 250

Factory-racing 250s now had a pedal-operated three-

Guzzis filling the first five places in the Coppa Albano,

speed gearbox (with new ratios) and a Brampton

first and second in the Targa Florio, and Truzzi again

front fork, although the privateer versions retained

triumphing in the Nations Grand Prix.

the hand gear shift. By now, the 250 was developing 20 horsepower at 6,500–7,000 rpm, a truly

Sport 15 and G .T. 16 While the 2VT and G.T. 2VT continued the style of

1931–1934

2V T AND G.T. 2V T

earlier models, the new Sport 15 was more innovative.

T YPE

FOUR-STROKE HORIZONTAL SINGLE

Introduced in 1931, this model had a new frame (still

BORE x STROKE

88x82MM

DISPL ACEMENT

498.4CC

POWER

17 HP AT 4,200 RPM

COMPRESSION R ATIO

5.25:1

15 was initially painted brown/amaranth, with a purple

VALVES

T WIN PAR ALLEL OVERHEAD, PUSHROD OPER ATED

Lusso (Luxury) version added in 1933. The Lusso had

CARBURETION

A M AC 1 IN

more chrome on the tank, wheel rims, and various

GEARS

HAND-CHANGE 3-SPEED

IGNITION

BOSCH M AGNETO

FR A ME

DUPLEX CR ADLE

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

engine with its origins in the Normale of 1921, this had

REAR SUSPENSION

RIGID (2V T), SWINGARM WITH FRICTION DA MPERS

been considerably updated over the years.

(G.T. 2V T)

unsprung) and a saddle-style fuel tank rather than the tank positioned on top of the frame tube. The Sport

cycle parts; some were also painted red. Still powered by the venerable side inlet and overhead-exhaust valve

Along with “L-type” crankcases, the needle-

BR AKES

DRUM, FRONT M ANUAL, REAR PEDAL

TIRES

26x3.50

WHEELBASE

1,410MM

improve reliability, and the Sport 15 also included

DRY WEIGHT

150KG

the C4V’s stronger “I”-shaped con rod instead of the

TOP SPEED

120 K M/H

weaker “O”-section tube type. The Sport 15 frame and

PRODUCTION

917 (2V T), 167 (G.T. 2V T)

saddle tank also made it to the sprung G.T., becoming

roller big-end bearings of the C4V were adopted to

the G.T. 16 in 1931. A number of details differentiated

THE COMPLETE BOOK OF MOTO GUZZI

25

the G.T. 16 from the earlier G.T., notably the rear frame section that featured a single fender and damper

1931–1939

SPORT 15 DIFFERING FROM THE SPORT 14

support instead of the earlier, triangular type. But

COMPRESSION R ATIO

4.6:1

CARBURETION

A M AL 6/142, DELL’ORTO MCS 25 (AFTER 1933)

IGNITION

BOSCH M AGNETO FF1AL

somehow the G.T. versions didn’t catch on, and the G.T. 16 only lasted until 1934.

FRONT SUSPENSION

“V” engine in 1934, the venerable Sport 15 with its opposed valve engine and hand-change, three-speed gearbox was Guzzi’s production mainstay during the 1930s. Over the years it received some minor changes

THREE-SPRING FORK, SINGLE SPRING WITH FRICTION DA MPER (FROM 1933)

Despite the introduction of the more up-to-date WHEELS

19x 2½

TIRES

19x3.50

BR AKES

DRUM 177MM FRONT AND 200MM REAR

DRY WEIGHT

150KG

PRODUCTION

5,979

to colors, brakes, front suspension, carburetors, and controls, but it continued in production until 1939. Especially given the alternative of the V and G.T.V., the popularity of the Sport 15 indicated the conservative

ABOVE: The first Sport 15 of 1931 was quite austere with its all-painted finish but was Guzzi’s first model with the newer-style saddle fuel tank.

nature of the motorcycle-buying public—something BELOW: The G.T. 16 replaced the G.T. for 1931. Unlike the G.T., the kick-start was on the right.

that continues to this day.

1931–1934

G.T. 16 DIFFERING FROM THE SPORT 15

FR A ME

TUBULAR DUPLEX CRADLE AND SHEET METAL

FRONT SUSPENSION

GIRDER, SINGLE SPRING WITH FRICTION DA MPER

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

WHEELS

19x 2

TIRES

26x3.50

BR AKES

DRUM 177MM FRONT AND 200MM REAR

DRY WEIGHT

150KG

PRODUCTION

754

TECHNICAL AND RACING SUCCESS: THE 1930S

26

QUATTRO CILINDRI 500

C

onsidering that Moto Guzzi was known for their distinctive horizontal four-stroke single, Carlo Guzzi and Oreste Pasolini’s 500cc supercharged transverse four-cylinder racing motorcycle of 1931 was an audacious design. Intended as an answer to the four-

cylinder OPRA (later the Rondine and eventually Gilera) of Piero Remor and Carlo Gianini, Guzzi’s four was an amalgam of old-school and modern engineering practice. But as it was a dichotomy: the four was ultimately disappointing, never fulfilling Guzzi’s expectations. The idea of four nearly horizontal cylinders and a one-piece alloy crankcase with a gear-driven Cozette rotary supercharger bolted onto the rear of the gearbox was novel, as were the four separate and identical cast-iron cylinder heads and barrels, but the hand-operated three-speed gearbox harked back to the past. The supercharger fed a cylindrical expansion chamber mounted above the four inlet ports. This chamber was designed to maintain constant high pressure to the inlet ports and would be used again with the supercharged 250 single later in the decade. The ignition was by twin Bosch magnetos. The engine was oversquare with dimensions of 56x50mm and, because it was to be supercharged, the valve angle was widened. Whereas earlier Guzzi racing engines had used narrow included valve angles and overhead camshafts, the four-cylinder’s two overhead valves were set at 70 degrees; instead of the expected double overhead camshafts, two camshafts situated inside the cylinder block operated the valves through exposed pushrods and rockers. While the valve operating system wasn’t state of the art, in other respects the four was more up to date. The three bearing crankshaft rods ran on roller bearings and the con rods on needle rollers. The lubrication system included an oil cooler mounted on the front frame downtubes, and two oil tanks. One oil tank was for the engine (in front of the fuel tank) with another for the compressor (between the rear wheel and the engine). With a low compression ratio of 5:1, the engine developed 40 horsepower at 7,800 rpm with the supercharger operating at 0.75 bar. This was too much power for the rigid frame and small (177mm front and 225mm rear) brakes to handle, and the Exposed-hairpin valve springs controlled the valves and ignition was by twin magnetos.

THE COMPLETE BOOK OF MOTO GUZZI

engine was considerably heavy at 80kg.

Although rigid and not strong enough for the powerful engine, Giuseppe Guzzi’s frame was also quite advanced. It also featured some characteristics that would appear on later Guzzi racing frames, through the 1950s, notably the use of duraluminum sheet metal as part of the frame construction. The front part of the cradle frame was made of steel tubing, bolted to duraluminum plates underneath and on both sides of the engine, with a triangulated rear steel tube section bolted to these plates. First tested at Monza in September 1931, the 165kg four-cylinder 500 was disappointing from the start and only raced once, at the Nations Grand Prix at Monza. Three bikes were entered (with one spare) for Terzo Bandini, Carlo Fumagalli, and Amilcare Moretti. Bandini battled for the lead with Piero Taruffi’s

Carlo Guzzi with Terzo Bandini and the four-cylinder 500.

Norton for thirty-seven laps, but all three bikes retired. Despite this disappointment, Carlo Guzzi remained optimistic about the design. Siro Casali tested it in 1932 before the project was abandoned later in the year. However, while not achieving any racing success, the four spawned the three-cylinder Grand Tourer.

Racing duties throughout 1931 were still

class of the Circuito del Lario and Terzo Bandini’s win

consigned to the 250SS and SS500. The biggest

in the 250cc Swiss Grand Prix held at Bern. Moto Guzzi

change to the 250 was the introduction of a foot-

won twenty-six events this year.

operated gear change and the front fork was now a one-spring Brampton. Factory bikes were fitted with either a hand or foot gear change, sometimes

Tre Cilindri

both, and from 1932 the foot gear change was an

Early in 1932, Carlo Guzzi created a remarkable

option on the 250SS and TT. The 250 was again

three-cylinder touring bike out of the disappointing

victorious in the Nations Grand Prix, Alfredo Panella

four-cylinder racer. Sharing the four’s pistons, the

and Riccardo Brusi taking the first two places, while

stroke was increased 2mm while the two overhead

Pietro Ghersi attempted the Lightweight TT at the

valves followed the four-cylinder’s example, now

Isle of Man once more but retired. Other victories

operated by pushrods and rockers, but with coil

during 1931 included Ugo Prini’s win in the 250cc

springs replacing the hairpin. Eschewing the usual

TECHNICAL AND RACING SUCCESS: THE 1930S

28 universal acclaim and, because of its specification, was sold at a premium price. The conservative market just wasn’t ready for such an expensive touring bike that provided only modest performance. Buyers still preferred the much cheaper Sport 15; after one year, the Tre Cilindri was discontinued.

P 175 Guzzi’s expansion of their range into the lightweight segment with the P 175 in 1932 more than compensated for the Tre Cilindri’s failure; it would be one of their more successful ventures for the 1930s. The P 175 also pioneered several new features that would eventually

1932–1933

TRE CILINDRI

find their way onto the 500cc production models, in

T YPE

FOUR-STROKE TR ANSVERSE IN-LINE TRIPLE

particular overhead valves. Typical for a Guzzi, the

BORE x STROKE

56x67MM

cylinder head design was advanced, the two 32mm

DISPL ACEMENT

494.8CC

valves having a narrow 62-degree included angle. The

POWER

25 HP AT 5,500 RPM

COMPRESSION R ATIO

4.9:1

VALVES

T WIN PAR ALLEL OVERHEAD, PUSHROD OPER ATED

CARBURETION

A M AL

GEARS

HAND-CHANGE 3-SPEED

engine cases were also redesigned to make them more aesthetically appealing. Designed for an advantageous

IGNITION

COIL

FR A ME

TUBUL AR DUPLEX CR ADLE AND SHEET METAL

1932–1937

P 175

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

T YPE

FOUR-STROKE

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

BR AKES

DRUM FRONT AND REAR

WHEELS

19x 2½

TIRES

19x3.25

WHEELBASE

1,440MM

DRY WEIGHT

160KG

TOP SPEED

130 K M/H

HORIZONTAL SINGLE BORE x STROKE

59x63.7MM

DISPL ACEMENT

174CC

POWER

7 HP AT 5,000 RPM

COMPRESSION R ATIO

6:1

VALVES

T WIN INCLINED OVERHEAD, PUSHROD OPER ATED

CARBURETION

A M AL OR DELL’ORTO

GEARS

HAND-CHANGE 3-SPEED

IGNITION

BOSCH T YPE M AGNETO

FR A ME

DUPLEX CR ADLE

SB20MM

magneto ignition for an automotive coil type—with a distributor driven off the right side camshaft—and

FRONT SUSPENSION

a single Amal carburetor, the engine was advanced

GIRDER FORK WITH FRICTION DA MPERS

for its time. The flywheel was incorporated inside the

REAR SUSPENSION

RIGID

engine cases, as was the three-speed gearbox, the

BR AKES

DRUM, FRONT M ANUAL,

120-degree crankshaft running entirely on needleroller bearings providing a very smooth engine. Comprising two parts bolted together, the frame followed the racer’s form, but the rear suspension included a new design of friction damper. Unfortunately, the Tre Cilindri didn’t meet with

THE COMPLETE BOOK OF MOTO GUZZI

REAR PEDAL WHEELS

19x 2¼

TIRES

19x3.00

WHEELBASE

1,320MM

DRY WEIGHT

115KG

TOP SPEED

90 K M/H

PRODUCTION

1,503

29

OPPOSITE: Although sophisticated for the day, Guzzi’s threecylinder touring motorcycle was unsuccessful. LEFT: One of Moto Guzzi’s more successful ventures during the 1930s was the expansion of the lightweight range. This is the 1933 P 175. BELOW: In 1934, the 175 grew to become the P 250, now with a foot-operated gear change.

taxation class for lightweight motorcycles, motoleggere, the sprightly P 175 retained the hand-operated threespeed gearbox and was produced until 1937.

P 250 and P.E . 250 In 1933, the Fascist government abolished the tax

1932–1937

P 250, P.E. 250 DIFFERING FROM THE P 175

BORE x STROKE

68x64MM

DISPL ACEMENT

232CC

POWER

9 HP AT 5,500 RPM

CARBURETION

A M AL OR DELL’ORTO SB22MM

GEARS

FOOT-CHANGE 3-SPEED

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS (P.E.)

differences between light and regular motorcycles,

DRY WEIGHT

135KG (P.E.)

and in 1934 the production range was expanded

TOP SPEED

100 K M/H

with the addition of the P 250 alongside the P 175.

PRODUCTION

1,886 (P); 1,568 (P.E.)

Ostensibly a bored P 175, with its pushrod-operated valves the P 250 owed more to the P 175 than the racing 250s. Unlike the P 175, the P 250 had a footoperated gearbox and could be distinguished from the smaller model by its deeper fenders and a frame that included a sheetmetal section behind the engine. A sprung-frame P.E. (E for elastico) soon joined the P 250 and, while weighing considerably more, it offered superior comfort and handling.

G .T. 17 Throughout this period, some of Guzzi’s most successful ventures were vehicles for the military, notably the G.T. 17. Based on the G.T. 16, this included the 500cc opposed-valve engine, three-speed gearbox, and sprung frame. The G.T. 17 also featured

TECHNICAL AND RACING SUCCESS: THE 1930S

30

(instead of left as on the G.T. 16), and a heavy-

The 500 Bicilindrica and Racing from 1932 to 1935

duty dynamo and voltage regulator. Single- and

With the four-cylinder racer now permanently retired,

dual-seat versions were offered, and a variety

racing during 1932 continued with developed versions

of options were available, some including a

of the 4VSS and SS250. Moto Guzzi won 56 races in

machine-gun mount. The G.T. 17 was the first

this year. By now the 500cc 4VSS had a bronze cylinder

of a long line of Moto Guzzis built for specific

head and factory versions included a twin Amal 6/011

military or police applications. Motor-tricycles

carburetor with single float chamber on a V-shaped inlet

also featured strongly in the production from 1931

manifold. Power was now 32 horsepower, with a top

until 1936, with two 500cc versions produced: the

speed of around 170 kilometers per hour (105.6 miles

“32” military and the “125” civilian.

per hour), but the rest of the bike was quite out of date,

a double exhaust, the kick-start on the right Powered by the same opposed valve engine of the Sport, the G.T. 17 gained a reputation for exceptional robustness in the African war of 1935–1936.

especially the hand-operated three-speed gearbox. Despite its obsolescence, one significant victory

1932–1939

G.T. 17 DIFFERING FROM THE G.T. 16

was in store for the venerable 4VSS: the 1932 Milano–

POWER

13.2 HP AT 4,000 RPM

Napoli road race. Last run in 1925, this race was now

COMPRESSION R ATIO

4.7:1

dubbed the “Mussolini Gold Cup.” Carlo Fumagalli

CARBURETION

DELL’ORTO MC 26F

won, with an average speed of 93.084 kilometers per

IGNITION

M ARELLI ML A1 M AGNETO

WHEELS

19x3

WHEELBASE

1,520MM

DRY WEIGHT

196KG

results continued for the 250 during 1932, with Brusi

PRODUCTION

4,810

winning the European Grand Prix and Fumagalli the

hour (57.8 miles per hour), while Virginio Fieschi took second on another 4VSS. As usual, excellent race

Swiss Grand Prix.

THE COMPLETE BOOK OF MOTO GUZZI

31 Ghersi retired in the Milano–Napoli, the 4M became the standard factory 250 after that event. The 4M featured new crankcases, a cast-iron instead of bronze cylinder head, and an Amal 6/011 carburetor. In need of a new 500, with characteristic originality Carlo Guzzi combined two of his highly successful 250s to create a 500cc V-twin. The resulting Bicilindrica lived until 1951 and managed to blend the delicate balance between horsepower and agility. Guzzi retained the horizontal cylinder of the SS250 and placed another cylinder 120 degrees behind it. This cylinder had circular finning, and both featured a single overhead camshaft driven by a shaft and bevel gear. The Bicilindrica shared the 250’s bore and stroke and two valves set at a 58-degree included angle. The aluminum crankcase contained a four-speed gearbox, and geared primary drive and lubrication was by a dry sump. The big-end and crankshaft ran on 30mm roller bearings with a central main bearing, with separate crankpins spaced 120 degrees apart to provide even firing intervals. As usual, an external flywheel was on the left side of the engine. First displayed in September 1933, the original version had a rigid frame and Brampton fork; the second, 1934 version was lighter, with the three-part crankcase now cast in electron rather than aluminum.

LEFT: Carlo Fumagalli after winning the 1932 Milan–Naples race on the 500cc 4VSS. BELOW: Mario Ghersi with Terzo Bandini after the 1933 Lightweight TT at the Isle of Man.

While the 4VSS 500cc racer was catalogued alongside the 250SS for 1933, it was clear that the 4VSS was no longer competitive. Race victories (fiftythree for this year) were harder to come by, and the Milano–Napoli event of 1933 was a disaster for Moto Guzzi: all ten works bikes failed to finish. Fortunately, Federico Susini rode the non-factory 250 to victory in the 250 class, but he was the only Guzzi to finish. Other important 250cc victories included Walter Handley’s win in the Swiss Grand Prix in July. After observing Mario Ghersi in the 1933 Lightweight TT (where he finished sixth), Handley also wanted to ride a Guzzi in the TT but was denied this due to his contract with Excelsior. Works 250s that year received a foot-operated four-speed gearbox and were codenamed the 4M (4-marce, four-speed). Although Mario

TECHNICAL AND RACING SUCCESS: THE 1930S

32

The Bicilindrica’s racing debut was on October The first version of the Bicilindrica had a rigid rear end.

15, 1933, in the Italian Grand Prix at the Rome Autodromo del Littorio. Ridden by Terzo Bandini,

events, notably the Spanish Grand Prix in April followed by the Isle of Man Tourist Trophy. The Bicilindrica’s first success was the Spanish

Guglielmo Sandri, and the rising star, Omobono

Grand Prix at Montjuic Park, Barcelona, in April 1934.

Tenni, Sandri finished second, vindicating Carlo

Woods rode to victory in both the 250 and 500cc

Guzzi’s faith in pursuing a path of uniqueness.

classes, nicknaming the Bicilindrica the “monster”

With more development, the Bicilindrica would

because of its evil handling. One month later, at the

only improve, and if it hadn’t been for the rise of the

Italian Grand Prix, again held at Rome’s Autodromo

supercharged 500s later in the decade, undoubtedly

del Littorio, Tenni took first place, followed by Moretti.

it would have been more successful. As it was,

Tenni continued this success on the Bicilindrica to

the Bicilindrica demonstrated its excellence by

take the Italian 500cc Championship that year, while

spearheading Moto Guzzi’s 500cc racing program

Bandini won the Milano–Napoli event. It had been a

for nearly twenty years.

good year, with forty-three victories, but 1935 would

With the addition of the Bicilindrica, things

see Guzzi achieve what they had set out to do back in

started to look up for Guzzi on the racetracks

1926: winning the most important road race in Europe,

during 1934. Both the 250 and 500 were further

the Isle of Man Tourist Trophy.

developed, the 250 now being reserved for works

Central to the improvement of both the 250

riders only. It also received a new frame (still with

and 500 Bicilindrica for 1935 was the adoption of

a rigid rear end) and a new saddle-style fuel tank

Giuseppe Guzzi’s sprung frame. It was an unorthodox

with an oil tank on top, Brampton forks, and 19-

system, with the rear fork pivoted near the engine and

inch wheels. The 500 Bicilindrica was essentially

triangulated underneath with two springs in horizontal

unchanged but for 202mm brakes front and rear.

tubes alongside the wheel. Friction dampers adjusted

The official team of Tenni, Bandini, and Amilcare

by a lever on the left side of the fuel tank and cable

Moretti was also strengthened by the inclusion of

provided damping. Changes to the engine included

Irishman Stanley Woods for selected international

narrower and stronger con rods and, with more

THE COMPLETE BOOK OF MOTO GUZZI

33 Tourist Trophy at an average speed of 71.56 miles per hour. Tenni crashed out and Woods’ winning margin was over three minutes from Tyrell Smith on the fourvalve Rudge, which had won the previous year. Three days later, the Senior TT was a far closer race. It was also held in atrocious conditions, but Woods rode the race of his life to beat Jimmy Guthrie on a Norton. On the final lap, Woods set a new lap record of 86.53 miles per hour to defeat Guthrie by four seconds. Despite the poor conditions, he also set a new race record at 84.68 miles per hour. It was a historic victory: not only was it the first victory by an Italian motorcycle on the British manufacturers’ home turf, it also signaled the end of the rigid frame era and the big single in 500cc racing. These victories were especially important in elevating the status of Moto Guzzi as a world-class, not just an Italian, motorcycle manufacturer.

LEFT: One of the first victories for the Bicilindrica was in the 1934 Italian Grand Prix. Here is the winner, Omobono Tenni, with Carlo Agostini (“Il Moretto”), Amilcare Moretti, and General Teruzzi.

power, Tenni won the Grand Prix of Tripoli at Mellaha at an astonishing average speed of 178 kilometers

BELOW: Stanley Woods about to set off on the Bicilindrica in the 1935 Senior TT.

per hour (110 miles per hour). The 1935 250 received the Bicilindrica’s 202mm brakes, and also shared the Bicilindrica’s engine improvements. In the 1935 Milano–Napoli race, Guzzi swept the board in both the 500 and 250cc classes. Tenni won, followed by Giordano Aldrighetti, Bandini, and Brusi on the 250. Shortly afterward, at Monza in the Gran Premio del Reale, the Bicilindrica was again triumphant, Bandini winning ahead of Tenni and Aldrighetti at an average speed of 164.678 kilometers per hour (102.3 miles per hour). Tenni again won the Italian 500cc championship, with Pigorini taking the 250cc championship. These results did much to publicize the excellence of the new sprung frame. The Tourist Trophy races that year were to be the most significant successes for Guzzi yet. With six TT wins to his credit, the 35-year-old Woods was a veteran of the Isle of Man course, and both he and Tenni were entered on 250 Guzzis. Woods also had a Bicilindrica for the Senior TT. In the Lightweight TT, in rain and very poor conditions, Woods provided Guzzi their first

TECHNICAL AND RACING SUCCESS: THE 1930S

34

V, G .T.V., S, G .T. S., W, AND G .T.W.

1933 –1937

BICILINDRICA

T YPE

FOUR-STROKE 120-DEGREE V-T WIN

The production 500cc single-cylinder engine was also

BORE x STROKE

68x68MM

completely redesigned for 1934. Titled the “V,” while

DISPL ACEMENT

493.6CC

retaining the distinctive horizontal cylinder, bore and

POWER

41 HP AT 7,000 RPM (1933)

stroke, and 280mm external flywheel, the valve layout

43.35 HP AT 7,800 RPM (1934) 50 HP AT 7,500 RPM (1935)

followed that of the P 175 with two overhead valves

COMPRESSION R ATIO

8.5:1

operated by pushrods and rockers and external hairpin

VALVES

T WIN INCLINED OVERHEAD, OVERHEAD

springs. The aluminum crankcase was also restyled

CA MSHAFT

along the lines of the P 175, the cast-iron cylinder

CARBURETION

DELL’ORTO 28.5MM

GEARS

FOOT-CHANGE 4 -SPEED

head had twin exhaust ports, and the foot-operated

IGNITION

M AGNETO

gearbox was now four-speed. All of the gearbox

FR A ME

TUBUL AR DUPLEX CR ADLE AND SHEET METAL

shafts ran in ball bearings, with needle-roller big-end

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

REAR SUSPENSION

RIGID (SWINGARM WITH FRICTION DA MPERS FROM

bearings. So sound was this design that it would form

1935)

the basis of all later Guzzi 500 singles, including the

BR AKES

DRUM, FRONT M ANUAL, REAR PEDAL

magnificent Condor, Dondolino, and Gambalunga

TIRES

21x3.00 AND 20x3.25

competition machines.

WHEELBASE

1,360MM

DRY WEIGHT

160KG (1933), 151KG

TOP SPEED

186 K M/H (1933) 200 K M/H (1935)

The rest of the new 500 V was similar to the earlier Sport 15, but with some variations. The frame was rigid but now included sheetmetal plates behind the engine, the girder front fork had friction dampers, and all of the bodywork was new. This included fuel tanks, fenders, and the inclusion of toolboxes. The new

The 1935 Senior TT-winning Bicilindrica. Notice the lever on the left to allow for manual adjustment of the rear friction damper.

THE COMPLETE BOOK OF MOTO GUZZI

sprung-frame G.T.V. would have a longer production

35

run than the V, lasting until 1946. Surprisingly,

Racing from 1936 to 1937

given the more advanced specification of the V and

By 1936, politics had intervened to influence Guzzi’s

G.T.V., the new engine was also built with the earlier

racing. Economic sanctions and fuel shortages caused

side inlet and overhead exhaust valve cylinder head.

by Mussolini’s invasion of Ethiopia limited participation

This resulted in the S and its sprung frame brother,

in international events to the Swiss and European

the G.T.S. Still making 13.2 horsepower as the design

Grands Prix. At Bern, Tenni won the 250 event

had back in 1928, these four-speed variants were

but retired from the 500cc race. The German

also offered with the option of a hand gear change

event, which coincided with the Olympics, saw the

and designed as rugged workhorses rather than

Guzzis outclassed by the supercharged DKWs.

sporting motorcycles. They were also more popular

But Guzzis continued to dominate in Italian events,

than the V, with nearly twice as many manufactured.

winning twenty-six races this year. A full-factory entry

Despite the performance benefits offered by the

in the Milano–Napoli race saw Aldo Pigorini taking out

overhead valve V, because of its proven reliability

the 250 and Tenni the 500cc classes. And in the Italian

the G.T.S. combination of the sprung frame with the

Grand Prix at Monza, the Guzzi Bicilindrica triumphed,

ABOVE: A new 500cc overhead-valve model, the V, was introduced for 1934. BELOW: The 500cc V engine also powered the sprung-frame G.T.V.

earlier engine was also encouragingly popular. The range of production bikes offered a few changes in 1935. The W and G.T.W. joined the 500cc overhead valve lineup, identical to the V and G.T.V. apart from a higher-performance engine. This was achieved through a slightly higher compression ratio, a new camshaft, and larger carburetor. There were now seven 500s in the production range: the Sport 15, V, W, and S with unsprung frames, and the G.T.V., G.T.W., and G.T.S. with sprung frames. Notwithstanding military and three-wheeled vehicles, this would remain the basic 500cc lineup until the outbreak of World War II.

TECHNICAL AND RACING SUCCESS: THE 1930S

36

RIGHT: Although the overheadvalve V engine offered superior performance, questionable reliability saw the more basic S with an opposed-valve engine as more popular. This is the S from 1937. BELOW: A sprungframe version of the S, the G.T.S., was also built between 1934 and 1940.

Tenni and Aldrighetti finishing first and second

1934 –1940

V AND G.T.V.

ahead of two supercharged BMWs. The results were

T YPE

FOUR-STROKE HORIZONTAL SINGLE

similar in the 250 race, but with the places reversed

BORE x STROKE

88x82MM

and Aldrighetti taking first place ahead of Tenni.

DISPL ACEMENT

498.4CC

In 1936, the great engineer Giulio Cesare Carcano

POWER

18 HP AT 4,300 RPM

COMPRESSION R ATIO

5.5:1

VALVES

T WIN INCLINED OVERHEAD, PUSHROD OPER ATED

CARBURETION

A M AL OR DELL’ORTO MD27MM

GEARS

FOOT-CHANGE 4 -SPEED

tension during 1937 saw Moto Guzzi expand their

IGNITION

BOSCH M AGNETO

racing program, including a return to the Isle of

FR A ME

TUBUL AR DUPLEX CR ADLE AND SHEET METAL

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

REAR SUSPENSION

RIGID (V ), SWINGARM WITH FRICTION DA MPERS

joined Moto Guzzi; he would play an important role at Mandello until the mid-1960s. A temporary reduction in international

Man. Victories totaled forty-four, but by now the Bicilindrica had come under some pressure from the

(G.T.V.)

supercharged, water-cooled four-cylinder Rondine.

BR AKES

DRUM, FRONT M ANUAL, REAR PEDAL

Rondine sold this design to Gilera, who intended to

WHEELS

19x 2½

TIRES

19x3.25 (FRONT), 19x3.50 (REAR)

WHEELBASE

1,400MM

DRY WEIGHT

160KG

threat in mind, by the end of 1937 Guzzi released a

TOP SPEED

120 K M/H

prototype supercharged, water-cooled Bicilindrica

PRODUCTION

2,119 (V ), 6,555 (G.T.V. UNTIL 1949)

and 250, but only the 250 would make it to the

race it during 1937, and it appeared that the Guzzi Bicilindrica’s days of dominance were over. With this

racetrack. Although the venerable 250 single was now beginning to show its age, Omobono Tenni won the Lightweight Tourist Trophy at the Isle of Man, also setting a new lap record of 77.72 miles per hour. For 1937, the Raid Nord–Sud was changed to Milano–Taranto, a distance of 1,283 kilometers (797 miles). Again, it was to Guzzi’s benefit, with Guglielmo Sandri winning at 104.013 kilometers

37 per hour (65 miles per hour), Guzzi 500s taking

1935 –1940

W AND G.T.W. DIFFERING FROM THE V AND G.T.V.

eleven of the first fifteen places outright, and Nello Pagani winning the 250 racing class. Sandri finished off the year with a win in the Italian 500cc

POWER

22 HP AT 4,500 RPM

COMPRESSION R ATIO

6:1

CARBURETION

DELL’ORTO 28.5MM

250cc championship. Another project later that year

TOP SPEED

130 K M/H

was an aerodynamic exercise by the aeronautical

159 (W), 1,106 (G.T.W.

institute at the Turin Polytechnic on the 250. Under

PRODUCTION

UNTIL 1949)

championship and Pagani matching that with the

Carcano’s supervision, a fully faired motorcycle was designed for record-breaking attempts, but it didn’t get past the model stage.

1934 –1940

S AND G.T.S. DIFFERING FROM THE V AND G.T.V.

POWER

13.2 HP AT 4,000 RPM

COMPRESSION R ATIO

4.6:1

The year 1937 also saw the introduction of the 500

SIDE INLET, OVERHEAD

G.T.C., a competition version of the 22 horsepower

VALVES

EXHAUST CARBURETION

A M AL 6/142, DELL’ORTO

500 G .T.C.

G.T.W. This had a high-rise exhaust system, a different

MCS 25

camshaft and valves, a larger front wheel, and a

IGNITION

BOSCH M AGNETO FF1AL

rear-fender seat pad. Designed for the production

GEARS

HAND OR FOOT-

categories of races such as the Milano–Taranto, the

CHANGE 4 -SPEED

G.T.W.’s legshields were discarded and both the fuel

DRY WEIGHT

147KG

TOP SPEED

105 K M/H

and oil tanks were larger. Unfortunately, it was far too

PRODUCTION

4,004 (S), 2,952 (G.T.S.)

heavy for most racing duties, and it also suffered from a touring riding position and inferior brakes.

Moto Guzzi’s team at the 1937 Isle of Man TT. In the front from the left are Giorgio Parodi, Stanley Woods, Omobono Tenni, Woods’ brother-inlaw, and mechanics Carlo Agostini (“Il Moretto”), Felice Bettega, and Armando Elsa.

TECHNICAL AND RACING SUCCESS: THE 1930S

38

P.L . 250, P.L . S. 250, P.E . S., Egretta, and Ardetta In 1937, the P 250 grew to 247cc and became an economy model designated the P.L. (L for lamiera, pressed-steel frame). The pressed-steel frame, welded steel girder fork, and almost total absence of chrome were all introduced to reduce costs. The P.L. replaced the P 250, but the P.E., with its sprung frame and the 9 horsepower 232cc engine, continued through 1939. A slightly more powerful sporting version of the P.L., the P.L.S. was also available from 1937, the 250 range expanding during 1938 with the addition of a sporty version of the sprung-frame P.E., the P.E.S. When modified for events such as the Milano–Taranto, the P.E.S. could achieve up to 125 kilometers per hour (78 miles per hour). By 1939, the P.L.S. had evolved into the Egretta, with an improved finish and more chrome.

ABOVE: Tenni on his way to victory in the 1937 Lightweight TT. Moto Guzzi RIGHT: The Duke of Richmond congratulating Tenni after the Lightweight TT. OPPOSITE: Stanley Woods rode a Bicilindrica 500 in the Nations Grand Prix at Monza in 1937, where he finished fifth. By now, the Bicilindrica no longer featured the rideradjustable rear friction dampers.

THE COMPLETE BOOK OF MOTO GUZZI

39

Complementing the more luxurious Egretta was a no-frills Ardetta, a basic machine with coil rather than

1937–1939

G.T.C. DIFFERING FROM THE G.T.W.

POWER

26 HP AT 5,000RPM

magneto ignition, a rigid tubular and pressed-steel frame, gray paintwork, and the retained hand-change three-speed gearbox. The Ardetta was the cheapest in the range and available through a special hire purchase arrangement with Fascist Party clubs.

TIRES

20x3.00 (FRONT)

TOP SPEED

150 K M/H

PRODUCTION

161

A competition version of the 500 G.T.V., the 500 G.T.C. appeared for 1937 but it was too heavy to be totally effective.

Supercharged 250 While development of the water-cooled Bicilindrica prototype of 1937 was shelved, Guzzi proceeded with the supercharged 250 during 1938. This was initially intended for record-breaking endurance attempts, but it would later prove eminently suitable for road racing. The air-cooled 250cc single was fitted with a Guzzi-manufactured Cozette supercharger above the gearbox, driven by gears within the primary drive casing. In order to overcome the difficulties presented in supercharging a single cylinder, an expansion chamber was located between the supercharger and the cylinder. Supercharger pressure altered depending

TECHNICAL AND RACING SUCCESS: THE 1930S

40 on the type of fuel used. With the usual petrol-benzol

mph) and also setting a one-hour record of 180.502

mixture of the day, it was 0.6–0.8 bar, but on methanol

kilometers (112 miles).

pressure this was increased to 1.3–1.5 bar. With a Dell’Orto 32mm carburetor, the power

The Bicilindrica and unsupercharged 250 maintained road-racing duties throughout 1938, but,

of the supercharged 250 was increased to 38

despite taking forty-six victories, it was a difficult

horsepower at 7,900 rpm, or 45 horsepower on

year for Moto Guzzi. In the Milano–Taranto, Alberto

methanol. The supercharged 250 also received

Gambigliani’s G.T.C. took out the production category,

a new frame in steel with an alloy rear section,

but the Bicilindricas of Tenni and Sandri retired. While

and wheels with alloy rims and electron hubs.

500cc victories were hard to come by, Pagani still

The weight was 132kg and top speed over 200

managed to win the 250 Italian Championship, but

kilometers per hour (124 miles per hour). It was

there was no entry by Guzzi at the Isle of Man that

immediately successful as a record breaker, with

year. Even in the Nations Grand Prix at Monza, the

Nello Pagani setting a host of world records at

Benellis and BMWs defeated the Guzzis.

Monza in September. These included an average of 180.81 kilometers per hour (112 miles per hour) over five kilometers and 170.273 kilometers per hour (106

Condor

miles per hour) over 100 kilometers. On November

Two new additions to the 500cc lineup for 1938 were a

30, Tenni attempted more records, raising the five-

G.T.C. replacement catalog racer, the Condor, and a new

kilometer record to 187.832 kilometers per hour (117

military motorcycle, the G.T. 20. Although the Condor wasn’t available until 1939, Ugo Prini took a class victory in the 1938 Circuito del Lario on a prototype version. Titled the Nuova C, this retained a cast-iron cylinder and head, but, with a Dell’Orto SS 32mm carburetor, new camshaft, and 7:1 compression, it produced 28 horsepower at 5,000rpm. At 145kg with full electrical equipment, the Nuova C also weighed much less than the G.T.C., and its encouraging performance saw it sold as the G.T.C.L. a few months later. By 1939, it officially became the Condor, one of the most aesthetically appealing Moto Guzzis ever created, and the first of many to carry the name of a bird. The Condor also contributed to an impressive ninety-three race wins during 1939 and thirty-six in 1940. Although it was descended from the unremarkable G.T.V., the Condor was such a purposeful racing

1937–1940

P.L . 250, P.L .S. 250, P.E.S., EGRET TA , ARDET TA DIFFERING FROM THE P 250

machine that it looked as if it shared very little with the mundane touring model. By its entry into

BORE

70MM

production, it featured an aluminum cylinder head

DISPL ACEMENT

246CC

and barrel, electron crankcase, straight-cut primary

POWER

10 HP (12 HP P.L.S., P.E.S.)

DRY WEIGHT

105KG (P.L., P.L.S., EGRET TA), 135KG (P.E.S.)

TOP SPEED

110 K M/H (P.E.S.)

PRODUCTION

1,474 (P.L.), 744 (P.L.S.), 75 (P.E.S.), 784 (EGRET TA),

gears, a single exhaust, and a constant mesh-type four-speed gearbox; with special preparation (as for

599 (ARDET TA) The Egretta replaced the P.L.S. in 1939. This had more chrome and was generally better finished, but it only lasted until 1940.

THE COMPLETE BOOK OF MOTO GUZZI

41 per hour). Some Condors ended up as mounts for Mussolini’s riding bodyguards, and it was resurrected in 1946 as the great Dondolino and Gambalunga. Not only did 1939 see the introduction of the superb Condor: it also saw the supercharged 250 take to the racetrack in addition to the record attempts. Carlo Guzzi now realized that both his 250 and Bicilindrica were outclassed and, while the new 500 supercharged racer would have to wait until 1940, it was a relatively simple matter

LEFT: The supercharged 250 also received a new frame with an aluminum rear section that would later be used on the Condor and Albatros. This is the only surviving example of the supercharged 250, still regularly demonstrated at classic events.

to adapt the supercharged 250 for the racetrack, primarily through experimental fuel injection, both electromagnetic and mechanical. The electromagnetic injection was a joint design by Caproni-Fuscaldo, but further development was Pagani in the 1939 Circuito del Lario), the pushrod

interrupted by the war.

BELOW: The Condor in racing trim. The front fork had a single central spring with dual friction dampers, while the rear suspension was still the “springsin-a-box” arrangement underneath the engine.

engine was tuned to produce 32 horsepower. The lower and lighter composite frame was derived from the supercharged 250, and the red Condor was

1939–1940

CONDOR DIFFERING FROM THE G.T.C.

undoubtedly one of the most competitive 500cc

POWER

28 HP AT 5,000 RPM

motorcycles available in Italy in 1939. It proved far more competitive than the earlier G.T.C.: in the

COMPRESSION R ATIO

7:1

CARBURETION

DELL’ORTO SS 32M

WHEELS

21x 2¼

Circuito del Lario, Pagani beat Serafini’s significantly

TIRES

21x 2.75 (FRONT), 21x3.00 (REAR)

more powerful supercharged Gilera four. As Italy

WHEELBASE

1,470MM

didn’t enter World War II until June 1940, the Guzzi

DRY WEIGHT

140KG (STREET), 125KG (R ACING)

TOP SPEED

160 K M/H

PRODUCTION

69

factory operated as normal into 1940, and in the Milano–Taranto race Guido Cerato rode a Condor to victory at 103.036 kilometers per hour (64 miles

42

The final version of the supercharged 250 with electromagnetic fuel injection.

In the Milano–Taranto, the supercharged 250s of

a new 350cc sidecar flying kilometer world record

Tenni, Pagani, and Sandri all retired. Amazingly, though,

of 172.993 kilometers per hour (107 miles per hour)

Raffaele Alberti’s prototype Caproni-Fuscaldo injected

at Charrat-Saxon in Switzerland. Cavanna set more

supercharged 250 finished second in the 250 class. This

records with the supercharged 250 in 1952.

bike was called “Gerolamo” by the factory design team, a nickname for “The Hunchback of Notre-Dame,” and referring to the shape of the engine and its expansion

Albatros

chamber. That year also saw Guzzi return to the Isle of

Replacing the unremarkable P.E.S. and powered

Man with Tenni and Woods on supercharged 250s, but

by a bevel-gear-driven single overhead camshaft

both retired. Maurice Cann rode a Bicilindrica to ninth

engine derived from the racing 250s, the Albatros

in the Senior TT but was now totally outclassed by the

was even more sophisticated than the Condor.

supercharged competition.

Designed by Carlo Guzzi with the assistance of

While results were elusive in the Dutch and

Carcano, the electron crankcases were shared with

European Grands Prix, the supercharged 250 had

the supercharged 250, as were the straight-cut

more success in Germany in August, one month before

primary gears. Much of the chassis was from the

the outbreak of the war. Here Pagani and Sandri rode

Condor, including the aluminum rear frame section

supercharged 250s to victory ahead of the two-stroke

and suspension box, 200mm electron brakes, and

DKWs. In October 1939, on the autostrada between

aluminium-rimmed wheels. Even more expensive

Bergamo and Brescia, Alberti set further world records

than the Condor, Albatros production was severely

on the supercharged 250, timed over a flying kilometer

affected by the outbreak of the war, but Lorenzetti

at 213.270 kilometers per hour (132 miles per hour).

managed to win the 250cc Italian championship

After the war, the supercharged 250 continued to set records. In February 1948, Luigi Cavanna set

THE COMPLETE BOOK OF MOTO GUZZI

(2nd Category) in 1940 before the war interrupted motorcycle competition.

43

LEFT: The supercharged 250 was more successful when used for record attempts. In 1948, Luigi Cavanna set four world speed records with a resurrected prewar supercharged 250. BELOW: Another classic catalog racer of the 1930s was the Albatros. Originally intended for privateers, this would assume premier road racing status after the war.

Airone, G .T. 20, and Alce Regular production during 1939 was still centered

1939–1940

ALBATROS DIFFERING FROM THE P.E.S.

on the same seven versions of 500cc machines

BORE x STROKE

68x68MM

DISPL ACEMENT

246.8CC

as before, plus the cheaper 246cc P series. A new P series machine was available this year, the Airone (Heron), a model that would figure more

POWER

20 HP AT 7,000 RPM

COMPRESSION R ATIO

8.5:1

VALVES

T WO OVERHEAD INCLINED VALVES, BEVEL GEAR DRIVEN OHC

prominently in later years. This 246cc machine had Marelli magneto ignition, a foot-operated four-speed gearbox, and a tubular (rather than pressed-steel)

CARBURETION

DELL’ORTO SS 30M

GEARS

FOOT-CHANGE 4 -SPEED

FR A ME

TUBUL AR DUPLEX CR ADLE AND SHEET METAL

sprung frame. At its launch, it was still called a P.E.,

WHEELS

21x 2¼

but was soon renamed the Airone. This motorcycle

TIRES

21x 2.75 (FRONT), 21x3.00 (REAR)

was quite popular in the year leading up to the war,

WHEELBASE

1,430MM

with the 1940 version featuring a pressed-steel frame derived from the Ardetta and P.L. From experience gained with the G.T. 17 in the war in Ethiopia during 1936, Moto Guzzi produced the G.T. 20 for 1938, followed by the Alce in 1939. These were designed for a more specific military application, offering improved ground clearance. While the G.T.20 was an interim model, its successor, the Alce, would become Guzzi’s most famous military motorcycle. Both retained the basic 13.2-horsepower overhead exhaust and side inlet valve engine, now derived from the S, with a hand-operated four-speed gearbox. The engine was placed higher in the new frame and the front

DRY WEIGHT

135KG (ROAD), 115 –120KG (R ACING)

TOP SPEED

AROUND 140 K M/H

PRODUCTION

25 (1939)

44 and rear wheels were interchangeable. The similar

Tre Cilindri 500

Alce had an automatic valve for the oil pump and

Developed in 1939 as an answer to the supercharged

updates to the stand, exhaust pipes, and toolboxes. It

Gilera, BMW, and NSU, Guzzi’s supercharged 500cc

was the predominant Italian motorcycle corps vehicle

triple could have made Guzzi unbeatable in the

until 1945.

500cc class had the war not intervened. The Tre Cilindri 500 again exhibited Carlo Guzzi’s capacity for originality, featuring aluminum cylinder head and

1939–1940

AIRONE DIFFERING FROM THE P.E. AND P.L.

barrels with cast-iron liners, an all-enclosed valve

POWER

9.5 HP AT 4,800 RPM

gearbox. Inclined at 45 degrees, the three-cylinder

CARBURETION

DELL’ORTO SBF22MM

engine had twin overhead camshafts driven by a

GEARS

FOOT-CHANGE 4 -SPEED

chain on the right side of the engine. With a Cozette

FR A ME

PRESSED STEEL (1940)

WHEELBASE

1,370MM

DRY WEIGHT

135KG

TOP SPEED

95 K M/H

PRODUCTION

1,139 (TUBUL AR FR A ME)

system, a 120-degree crankshaft, and a five-speed

supercharger, Guzzi optimistically claimed the triple produced around 85 horsepower at 8,000 rpm, but this was unrealistic. The composite frame featured a tubular top section with the engine hung underneath, and an aluminum rear section with the usual Guzzi rear suspension. The Brampton fork, alloy wheels, and

1938 –1945

WHEELBASE

G.T. 20, ALCE DIFFERING FROM THE G.T. 17 1,440MM (G.T. 20) 1,455MM (ALCE)

DRY WEIGHT PRODUCTION

electron brakes were shared with the Condor. Quite long and heavy, the Tre Cilindri only raced once, at the Lido di Albaro circuit at Genoa in May 1940, where it retired. Unfortunately, the Tre Cilindri’s timing couldn’t

179KG

have been worse: Italy soon joined the war. When

248 (G.T. 20)

racing recommenced, superchargers were banned.

6,390 (ALCE)

With a total of 50,586 motorcycles built between 1921 and 1939, Moto Guzzi was well established as

The G.T. 20 was built specifically as a military motorcycle but was short-lived. The Alce soon replaced it.

THE COMPLETE BOOK OF MOTO GUZZI

45

one of Italy’s premier manufacturers. At the end of the war, Guzzi was more prepared for survival than many other companies. Its situation on Lake Como, away from the industrial center around Milan, saved the company from extensive Allied bombing, and

ABOVE: The Alce retained a hand-operated four-speed gearbox and was also produced as a dual-seat version. BELOW: The 500cc supercharged triple of 1940 was an extremely advanced design, with twin overhead camshafts driven by a chain on the right side of the engine. Inclining the cylinders forward allowed room for the supercharger.

Moto Guzzi emerged from the devastation ready to take on the world by providing cheap transport. This in turn provided the resources for Moto Guzzi to

1940

TRE CILINDRI 500

become a major force in motorcycle road racing over

T YPE

FOUR-STROKE SUPERCHARGED TR ANSVERSE

the next decade.

INLINE TRIPLE BORE x STROKE

59x60MM

DISPL ACEMENT

491.8CC

POWER

55- 60 HP AT 8,000 RPM

COMPRESSION R ATIO

8:1

VALVES

T WIN OVERHEAD, CHAIN-DRIVEN DOUBLE OVERHEAD CA MSHAFT

CARBURETION

COZET TE

GEARS

FOOT-CHANGE 5-SPEED

IGNITION

M AGNETO

FR A ME

TUBUL AR STEEL AND SHEET METAL

FRONT SUSPENSION

GIRDER FORK WITH FRICTION DA MPERS

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

BR AKES

DRUM FRONT AND REAR

WHEELS

21x 2¼

TIRES

21x 2.75, 21x3.00

WHEELBASE

1,470MM

DRY WEIGHT

175KG

TOP SPEED

230 K M/H APPROX.

TECHNICAL AND RACING SUCCESS: THE 1930S

C H A P T E R

3

THE GOLDEN ERA: 1945–1957

While it was racing success that gave Moto Guzzi its reputation, none of that accomplishment would have been possible without secure financial and managerial backing. Much of the production during the 1930s concentrated on the smaller P series, and the venerable unsprung Sport 15 with the opposed-valve engine still dominated sales. Production during the war was largely limited to military vehicles; after 1945, though, there was little demand for military vehicles or even larger-capacity motorcycles. As with many other Italian motorcycle manufacturers, survival in those grim days relied on producing affordable vehicles suitable for basic transportation. Immediately responding to the market demands, Moto Guzzi released the two-stroke 64cc Guzzino and entered the world of mass production. Much of the initial credit for Moto Guzzi’s great postwar revival must be given to Enrico Parodi, Giorgio’s brother. Enrico had joined the company in 1942, while Giorgio was serving with the Italian forces. Injuries sustained to his eyes and arm led to Giorgio’s retirement in Genoa after the war, so Enrico took over as day-to-day manager, despite spending much of his time in Genoa. By this time, Emanuele Vittorio and his nephew Angelo were both dead. While Giorgio still maintained an interest in what was happening at Mandello, he died suddenly in August 1955, leaving Enrico in charge.

By 1958, and after three years, the V8 was finally reliable. Achieving some success, it was always a handful to ride. The air scoops were integrated into the fairing this year. Moto Guzzi

48

With its pressed-steel rear frame, the 1945 and 1946 Airone was virtually identical to the 1940 model.

1945 –1948

G.T.V., G.T.W., SUPER ALCE

AIRONE

Although one 500cc G.T.S. with the opposed-valve,

Although 122 examples of the 250cc Airone were

13.2 horsepower engine was produced in 1946, this

manufactured during the war, it wasn’t until the end

engine was finally discontinued after the war; the

of 1945 that regular production resumed. Largely

sprung-frame G.T.V. and G.T.W. were the only versions

unchanged from the final 1940 version—and strongly

of the seven 500s of 1940 to be resurrected. Powered

derived from the sprung-frame 250 P.E.—this now

by the V engine, these would eventually form the basis

included the rear-section pressed-steel frame of the

of the new Astore and Falcone. But for red rather

1940 version instead of the tubular type that had

than amaranth colors and a single exhaust, these were

appeared on the first Airone. Extremely utilitarian, with

ostensibly the same as the prewar versions. Initially

875 manufactured, the Airone comprised half of the

retaining the parallelogram girder fork, a telescopic

1945 production. For 1947, the Airone was updated

type replaced this in 1947, along with hydraulic rear

with an upside-down-type telescopic front fork and

dampers, a deeply valanced front fender, and an

hydraulic rear shock absorbers, still with the springs

increase in weight. The G.T.W. was slightly sportier,

mounted underneath the engine.

with lower handlebars, alloy wheel rims, and larger brakes, but both models shared a cast-iron barrel and cylinder head with exposed valve gear.

1945 –1948

AIRONE DIFFERING FROM 1940

FRONT SUSPENSION

TELESCOPIC (1947)

REAR SUSPENSION

HYDR AULIC (1947)

PRODUCTION

26,926 (PRESSED-STEEL

use of the overhead-valve V engine. The Superalce

FR A ME UNTIL 1961)

remained available to the carabinieri and military

During this period, the wartime military Alce evolved into the Superalce. Released in 1946, this was almost identical to its predecessor, except for the

until 1958, but it was only produced in relatively

THE COMPLETE BOOK OF MOTO GUZZI

49

LEFT: The immediate postwar G.T.V. was very similar to the prewar version. The engine was still the 18.9-horsepower overhead valve unit. BELOW: A batch of G.T.V.s awaiting delivery in 1947. The front fork was now telescopic. BELOW LEFT: The 1948 G.T.W. still had the 22-horsepower overhead valve engine but now included a telescopic fork, aluminum wheels rims, and a larger front brake.

1946 –1958

SUPER ALCE DIFFERING FROM THE ALCE

POWER

18.5 HP AT 4,300 RPM

COMPRESSION R ATIO

5.5:1

VALVES

T WIN INCLINED OVERHEAD, PUSHROD OPER ATED

CARBURETION

DELL’ORTO MD27F

GEARS

FOOT-CHANGE 4 -SPEED

DRY WEIGHT

195KG

TOP SPEED

110 K M/H

PRODUCTION

5,935

THE GOLDEN ERA: 1945–1957

50 and the Guzzino was born. With Carlo Guzzi now assuming the role of elder statesman for design, other engineers were given more responsibility. Carcano was involved in developing the Gambalunga, while Antonio Micucci worked on the Guzzino. Micucci had joined the company during the war as a two-stroke specialist, working on the Guzzino as early as 1944. The Guzzino succeeded because it looked and operated more like a motorcycle than the competition in 1946. The blade-type front forks were sprung, as was the pressed-steel swingarm. The frame was an excellent and simple design, consisting of a single straight 50mm tube connecting the steering head with the swingarm, with the engine mounted underneath the frame. The rotary-valve two-stroke engine was also quite advanced for its day: it was cast entirely in aluminum, with the cylinder inclined 30 degrees from After the war, the overhead valve Superalce replaced the Alce, this lasting as a military model until 1958.

1946 –1958

SUPER ALCE DIFFERING FROM THE ALCE

POWER

18.5 HP AT 4,300 RPM

COMPRESSION R ATIO

5.5:1

VALVES

T WIN INCLINED OVERHEAD, PUSHROD OPER ATED

the horizontal. In typical Guzzi fashion, the primary drive was by gear (initially straight cut, but soon helical) and the clutch a wet multi-plate type while the gearbox was a hand-change three-speed. While the performance was modest, the most significant aspect of the Guzzino was that it was cheap and reliable, thus hugely popular in an era where basic

CARBURETION

DELL’ORTO MD27F

GEARS

FOOT-CHANGE 4 -SPEED

DRY WEIGHT

195KG

TOP SPEED

110 K M/H

at Mandello increased from 4,518 in 1946 to 15,654 in

PRODUCTION

5,935

1947. For 1948, the Motoleggera 65 received a horn,

transportation was in demand. Soon renamed the Motoleggera 65, it was so successful that production

new chain guard, and a new muffler. Moto Guzzi also prepared a special version for a series of record small numbers. To the end of its run, the Superalce

attempts and, in February 1948, at Saxon-Charrat in

retained the girder fork but gained a magneto with

Switzerland, Raffaele Alberti set a 75cc flying mile

an automatic advance in 1952. Until 1955, it featured a

record at 96.072 kilometers (59.7 miles per hour).

distinctive double silencer exiting on the left.

GUZZINO, MOTOLEGGER A 65

Racing from 1945 –1948

Enrico Parodi always saw cheap and basic

As soon as motorcycle road racing resumed after

transportation as the key for survival, sensing this

the end of World War II, Guzzi re-entered the world

as the basis for future demand even before the end of

of competition, winning thirty-two races between

the war. In anticipation, he had Carlo Guzzi design a

September and November 1945. With supercharging

38cc two-stroke engine, the Colibrì (Hummingbird),

banned by the International Motorcycling Federation

which could be mounted on a bicycle in the manner of

(FIM), both the supercharged 250 and 500 triple

Ducati’s Cucciolo. Soon a 65cc two-stroke engine in a

were rendered obsolete, leaving the way open for the

complete frame and running gear replaced this design,

return of the prewar Bicilindrica. Guzzi also decided

THE COMPLETE BOOK OF MOTO GUZZI

51

LEFT: In 1948, Raffaele Alberti set a new 75cc flying mile record at 96.072 kilometers per hour (59.7 miles per hour). BELOW: The twostroke Guzzino was incredibly successful and provided Moto Guzzi the financial security to indulge in an expensive racing program. This is the first version.

to develop the prewar single-cylinder Albatros and Condor; while these were initially catalog racers in the

1946 –1954

GUZZINO, MOTOLEGGER A 65

style of the earlier bikes, they were soon developed

T YPE

T WO-STROKE INCLINED SINGLE

into more specialized machines. The Albatros was a full

BORE x STROKE

42x46MM

DISPL ACEMENT

64CC

racing design anyway, so this wasn’t too difficult, but

POWER

2 HP AT 5,000 RPM

COMPRESSION R ATIO

5.5:1

into the equally magnificent Dondolino and the official

CARBURETION

DELL’ORTO M A13

factory Gambalunga. Breaking from the tradition

GEARS

HAND-CHANGE 3-SPEED

of using ornithological names, Dondolino translates

IGNITION

M ARELLI OR FILSO FLY WHEEL M AGNETO

FR A ME

SINGLE TUBE

FRONT SUSPENSION

BL ADE FORK

REAR SUSPENSION

SWINGARM

the Condor needed more serious treatment: it evolved

as “rocking chair,” due to its suspect road holding; Gambalunga, “long-leg,” signified a longer stroke engine.

DONDOLINO Faced with more intense competition, particularly from the Gilera Saturno that had appeared in 1940, the Dondolino was ostensibly a tuned Condor. The frame was identical, but the rear suspension included only a single spring, and most Dondolinos were produced as racing versions without electrical equipment. Released in May 1946, the Dondolino was immediately a match for the Gilera Saturno. In the hands of factory rider Ferdinando Balzarotti, the bike won the 1946 500cc Spanish Grand Prix at Barcelona. But the Dondolino’s forte was really in second-division championship races and the long-distance events like the Milano– Taranto. Luigi Ruggeri took the 1946 500cc Italian championship (2nd Category) and, in the Milano–

BR AKES

DRUM FRONT AND REAR

WHEELS

26x1¾

TIRES

26x1¾

WHEELBASE

1,200MM

DRY WEIGHT

45KG

TOP SPEED

50 K M/H APPROX.

PRODUCTION

214,497 (1946 –1963 INCLUDING CARDELLINO)

52

THE COMPLETE BOOK OF MOTO GUZZI

53

1946 –1951

DONDOLINO DIFFERING FROM THE CONDOR

POWER

33 HP AT 5,500 RPM

COMPRESSION R ATIO

8.5:1

CARBURETION

DELL’ORTO SS 35M

BR AKES

DRUM 260MM (FRONT), 220MM (REAR)

WHEELBASE

1,470MM

DRY WEIGHT

128KG

TOP SPEED

170 K M/H

PRODUCTION

54

Taranto, the Dondolino continued its success well after production had ended in 1951. The Dondolino was built in small batches for privateers from 1946 until 1951, each batch differing in small details. Some had a spoiler under the engine, a stiffer rear spring, a smaller rear fender, or a larger oil tank. In 1949, it listed at a price twice that of the 500cc G.T.V., which meant it was for serious racers only.

GA MBALUNGA During 1946, engineer Giulio Cesare Carcano developed the Dondolino into a works bike, the result of which was the Gambalunga. In a manner typical of many Italian companies, the factory wanted to provide something special for an Italian rider who showed promise, in this case factory tester Balzarotti. By decreasing the bore to 84mm and increasing the stroke to 90mm, the Gambalunga was the first 500cc single-cylinder Moto Guzzi to break with the traditional oversquare bore and stroke. The longer stroke was used in an effort to reduce stress on the main bearings by reducing the rod angularity and, although it produced more power than the Dondolino, the long-stroke engine wasn’t a total success. For the 1948 Italian Grand Prix at Faenza, Guzzi reverted to the short-stroke Dondolino engine on the factory-prepared Gambalunga. Now with an additional roller main bearing housed in the primary drive cover, this engine was known as the “Tipo Faenza,” a design that was shared with the regular production Dondolino.

The Dondolino evolved from the Condor and was an extremely successful racing model.

THE GOLDEN ERA: 1945–1957

54

Although still sharing much with the prewar Condor, the Gambalunga was a thoroughly developed racing engine. The crankcases were cast in electron and the cylinders and head in aluminum, and all of the engine components were manufactured from the finest materials available at the time. Features such as the uncaged big-end rollers with bolted con rods were unusual but didn’t limit reliability and engine life, as the engine speeds were quite moderate. The main difference between the Gambalunga and Dondolino was the leading-link front fork, a particular favorite of Carcano; it was a feature that would distinguish most racing Guzzis over the next ten years. While the telescopic fork was predominant in this era, TOP: Although closely related to the Dondolino, the Gambalunga had a new frame and a leading link fork. This 1946 version has 21-inch wheels. ABOVE: The Gambalunga was little changed for 1948 and still very successful.

the leading-link fork became another Guzzi trademark.

1946 –1950

BORE x STROKE

GA MBALUNGA DIFFERING FROM THE DONDOLINO 84x90MM (88x82MM

Along with the leading-link fork came a completely redesigned fuel tank and rear fender, and a slightly altered frame with different rear frame plates and front

1950)

downtubes. The oil tank was mounted under the seat

498.5CC (498.4CC 1950)

and, unlike other racing Guzzis that were invariably red,

POWER

35 HP AT 5,800 RPM

the Gambalunga was painted silver with blue lettering.

COMPRESSION R ATIO

8:1

FRONT SUSPENSION

LEADING LINK FORK

DISPL ACEMENT

WHEELS

Considering that the Gambalunga was still a single-

WITH FRICTION

cylinder with pushrod-operated overhead valves, it was

DA MPERS

surprisingly successful. In 1947, Enrico Lorenzetti won

20 IN. FRONT AND

the Italian Grand Prix, followed by a victory in Geneva

REAR (1950)

and the bike’s most significant success, the European

WHEELBASE

1,470MM

DRY WEIGHT

125KG

Grand Prix (at Ulster) in 1948. By then, most 500cc

TOP SPEED

180 K M/H APPROX.

factory racing duties were assigned to the Bicilindrica,

PRODUCTION

13

the lighter Gambalunga appearing particularly on road circuits where its lightness and ease of riding more than

THE COMPLETE BOOK OF MOTO GUZZI

55

ABOVE: With the ban on supercharging after the war, the prewar Bicilindrica resumed racing duties almost unchanged until 1948. Moto Guzzi BELOW: Antonio Micucci designed a new frame and a leading-axle telescopic fork for the 1948 Bicilindrica. On this underrated motorcycle, Tenni set the fastest lap in the Senior TT that year.

compensated for its lack of horsepower. After 1948,

Slowed by ignition problems after the fourth lap, he

the Gambalunga was occasionally made available to

still set the fastest lap at nearly 88 miles per hour. The

privateers and developed by the factory for selected

Bicilindrica remained competitive in the Italian 500cc

events through 1953.

championship, which Bertacchini won in 1948, and it also powered Taruffi’s record-breaking four-wheeled

500 BICILINDRICA

Bisiluro, which achieved a top speed of 207 kilometers

With the ban on supercharging immediately after

per hour (129 miles per hour).

the war, the prewar Bicilindrica was brought out of retirement to resume racing duties. The engine was detuned for the 72-octane fuel available and, while the Bicilindrica was not really competitive, Tenni still won the 1947 Italian 500cc championship. Largely unchanged from the prewar version, the bike’s cylinder heads and cylinders (with cast-iron liners) were cast in electron, the rear cylinder now appearing with horizontal finning. The Bicilindrica received a new Micucci-designed frame and a telescopic front fork for 1948. The frame was quite advanced, utilizing the upper tube as an oil tank, while the Micucci-designed fork featured hydraulic damping and a leading axle. With its bulbous tank it was an unusual-looking motorcycle, but it was exceptionally well engineered. Tenni took it to the Isle of Man where he entered in the Senior TT.

1946 –1948

BICILINDRICA DIFFERING FROM 1937

POWER

42 HP

FRONT SUSPENSION

TELESCOPIC FORK (1948)

BR AKES

DRUM, FRONT 280MM

TOP SPEED

180 K M/H

56

The Albatros was very successful in the immediate postwar period.

ALBATROS

To reduce weight, the postwar Albatros lost

As a resurrected prewar design, the 250 Albatros

the electrical system and kick-start, eventually also

was even more successful than the Condor and

losing the dynamo casting on the crankcase. But

Bicilindrica. With a lineage going back to the 1926

with its girder fork and prewar brakes, the chassis

TT250, the Albatros was unlike the Dondolino and

was obsolete, and by 1948 the Albatros was coming

Gambalunga: an uncompromised racing design from

under some pressure from the resurrected Benelli.

the outset and, between 1946 and 1948, it was almost

The Gambalunghino replaced it as a Grand Prix racer,

unbeatable in its class. Moto Guzzi won 209 races

and while the Albatros wasn’t offered after 1949, it

in 1946, 290 in 1947, and 301 in 1948, the Albatros

continued to enjoy considerable success as a privateer

providing the majority of these wins. Nino Martelli won

250 in Italy and other countries until 1954.

the 250cc Italian championship in 1946, Tenni in 1947, and Lorenzetti in 1948. At the 1947 Isle of Man Tourist

250 BICILINDRICA (PAR ALLEL T WIN)

Trophy races, the first since the end of the war, Irish

Released in 1947, the 250 Bicilindrica was intended

rider Manliff Barrington rode an Albatros to victory in

as a replacement for the Albatros, but it proved a

the Lightweight TT at an average speed of 73.22 miles

disappointment. Designed by Micucci and inspired by

per hour, with Maurice Cann coming in second. Cann

the earlier supercharged Tre Cilindri, the aluminum

also took out the event the following year at 75.18

54x54mm air-cooled double overhead camshaft

miles per hour.

parallel twin included dry sump lubrication with an external oil tank and a four-speed gearbox. The cylinders were inclined at 60 degrees from the vertical,

1946 –1949

ALBATROS DIFFERING FROM 1940

with the twin overhead camshafts driven by a train of five spur gears while the cylinder head featured two valves inclined at a wide 80 degrees. With a 10:1

POWER

23 HP AT 7,000 RPM

CARBURETION

DELL’ORTO SS 32M

DRY WEIGHT

120KG

TOP SPEED

AROUND 170 K M/H

Albatros. The front suspension was by a leading axle

PRODUCTION

34

telescopic fork, and the weight was a moderate 125kg.

compression ratio, though, the Bicilindrica produced only 25 horsepower at 9,000 rpm, barely more than the

Two versions were built, the 1947 example with the oil

THE COMPLETE BOOK OF MOTO GUZZI

57

ttank underneath the fuel tank and the cylinder head

successful that 14,000 people attended, with over

attached directly to the steering head by an aluminum

12,500 bikes, causing traffic jam all the way to the

plate. For 1948, the frame was modified and the oil

nearby town of Lecco. The Airone was updated,

tank moved underneath the seat; the power increased

joined by the Airone Sport, while the 500cc models

to 27 horsepower at 9,500 rpm. Unfortunately,

continued unchanged for 1949.

the death of Omobono Tenni while testing the 250 Bicilindrica at practice for the Swiss Grand Prix in Bern

GA MBALUNGHINO

sealed its fate and development ended.

By developing their two excellent prewar designs

ABOVE: For 1949, the Motoleggera 65 received a reinforced swingarm.

in the years immediately following World War II, Moto Guzzi had competitive offerings in both the

1949

250 and 500cc categories for the 1949 season. The

The inaugural World Championship for motorcycles

350cc class was one historically associated with

took place in 1949, a contest that especially

British manufacturers, but it wouldn’t be long before

interested Moto Guzzi. Before 1949 there had been

Guzzi would also successfully contest this category.

BELOW: The first version of the illfated 250 Parallel Twin had the oil tank underneath the fuel tank. The front suspension was a leading axle telescopic fork.

only individual national Grands Prix and the European Championship, but now all manufacturers could compete for a single championship; this initiated a golden age of racing. Transforming the Albatros into the Gambalunghino and initiating more development of the Bicilindrica yielded the perfect machines for Guzzi. Moto Guzzi won 304 races in 1949, mostly in the 250cc class, but also in some 500cc events with an updated Gambalunga. This year, the successful Motoleggera 65 received a stronger swingarm, reinforced fork, and a cast-iron cylinder. Moto Guzzi organized a rally at Mandello for Guzzino owners. This was so

THE GOLDEN ERA: 1945–1957

58 With the 250 Parallel Twin shelved, the successful

factory Gambalunghino, the twin downtube frame

but aging Albatros evolved into the Gambalunghino

and rear suspension were shared with the Albatros,

(“little long-leg”). Combining the Albatros engine with

the Gambalunga supplying the leading link front

a Gambalunga frame, leading-link front suspension,

suspension, brake, fuel tank, and a more streamlined

and front brake provided the venerable single

tail section. During the season, factory bikes received a

overhead camshaft 250 a new lease on life. The

special inverted Dell’Orto carburetor with a downdraft

Gambalunghino’s success over the next few years

manifold and a large rubber connecting tube between

proved the superiority of the compact horizontal

the engine and carburetor. This feature was retained

single’s design, and it was surprising, especially given

on the racing singles until 1957. Painted silver, the early

its incredible achievement over the next few years,

Gambalunghino looked very similar to the Gambalunga.

that no one copied it. The story of the Gambalunghino goes back to

Although its weight was similar to that of the final Albatros, the Gambalunghino was a more effective

the beginning of 1949. Enrico Lorenzetti was racing

racing machine due to its improved brakes and

a factory Albatros and, after collecting the bike from

front suspension. And while not really faster than

the racing department at Mandello, the trailer broke

the competition, the Gambalunghino’s immediate

away from the car as it was being towed and the

advantage was its superior reliability. The first race

bike was badly damaged. Returning to Mandello, the mechanics found the frame destroyed. Time was running out, so they installed the Albatros engine in a

1949

Gambalunga chassis. Lorenzetti won the race, and the resulting hybrid took him to victory in the Italian 250cc

POWER

25 HP AT 8,000 RPM

championship, the factory also adopting this model for

CARBURETION

DELL’ORTO SS 35M

the inaugural World Championship.

FRONT SUSPENSION

While the Gambalunghino engine shared much

LEADING LINK FORK WITH FRICTION DA MPERS

WHEELBASE

1,420MM

with the Albatros, including the bevel-gear-driven

DRY WEIGHT

122KG

single overhead camshaft and four-speed gearbox,

TOP SPEED

180 K M/H

a larger carburetor saw the power increased. On the

Bruno Ruffo won the 1949 250cc World Championship on the new Gambalunghino.

GA MBALUNGHINO DIFFERING FROM THE ALBATROS

59

Enrico Lorenzetti won the 1949 Italian 500cc Championship on the Bicilindrica. Here he leads Arciso Artesiani’s Gilera Saturno on his way to victory at Ferrara.

on the 1949 Grand Prix calendar was the Isle of Man

the leading-link front fork was similar to the

TT, with Barrington winning the Lightweight TT on a

Gambalunga. The front brake was a full-width drum,

Gambalunghino at 77.93 miles per hour (125 kilometers

and one of the more unusual features of the 1949

per hour), ahead of Tommy Wood, also riding a

Bicilindrica was the fuel tank, which extended forward

Gambalunghino.

in front of the steering head to improve streamlining.

At the Swiss Grand Prix at Bern, factory rider

Unfortunately, the Bicilindrica couldn’t match

Bruno Ruffo took his only Grand Prix victory of the

the success of the Gambalunghino in the World

season and, at Ulster, Maurice Cann rode an Albatros

Championship. At the Isle of Man, Bob Foster was

to first place ahead of Ruffo’s factory Gambalunghino.

leading the Senior TT before the clutch failed

With only four events counting toward the 250 World

and, apart from Lorenzetti winning the 500cc

Championship, Ruffo became World Champion, and

Italian Championship, there were no results of any

Guzzi won their first manufacturers’ title.

significance for the Bicilindrica during 1949.

BICILINDRICA For the 500cc class the Bicilindrica was further developed, but it wasn’t to be as successful against

1949–1950

BICILINDRICA DIFFERING FROM 1948

POWER

47 HP AT 8,000 RPM

stronger, four-cylinder, competition. While the 1948 telescopic forked Micucci version had performed well—particularly at the Isle of Man—for 1949 the machine was updated considerably. Carcano’s influence

FRONT SUSPENSION REAR SUSPENSION

SWINGARM WITH HORIZONTAL HYDR AULIC

became more apparent, and the result was one of the best-looking racing machines of the era. Engine

LEADING LINK FORK WITH FRICTION DA MPERS

SHOCK ABSORBER WHEELS

19 IN. FRONT AND REAR

development included Dell’Orto carburetors with

TIRES

19x3.00 AND 19x3.25

detachable float chambers and megaphone exhausts.

WHEELBASE

1,430MM

DRY WEIGHT

141KG

While the frame, with the oil reservoir, and singlespring rear suspension were from the 1948 Bicilindrica,

THE GOLDEN ERA: 1945–1957

60

1949–1951

AIRONE AND AIRONE SPORT DIFFERING FROM 1948

POWER

13.5 HP AT 6,000 RPM (SPORT)

COMPRESSION R ATIO

7:1 (SPORT)

CARBURETION

DELL’ORTO SS 25M (SPORT)

BR AKES

DRUM 200MM (SPORT)

DRY WEIGHT

137KG

TOP SPEED

AROUND 118 K M/H (SPORT)

AIRONE AND AIRONE SPORT For 1949, the Airone cylinder head and barrel were cast in aluminum, the previously exposed rocker gear was enclosed, and a Sport version was introduced. This new design featured the pressed-steel frame with a tubular rear section and saw the return of friction dampers. The more powerful Sport engine included a different camshaft, thicker valve springs, larger Dell’Orto carburetor, and an increase in the compression ratio. Completing this sporting profile were Borrani alloy wheel rims, larger alloy drum brakes, lower and narrower handlebars, alloy friction dampers (rather than the Turismo’s steel ones), and a pad on the rear fender to allow the rider to adopt a racing position while riding.

1950 In 1950, Moto Guzzi produced a total of 30,236 motorcycles, 22,115 of which were 65cc two-strokes. Following the success of the Guzzino rally in 1949, the company decided that the time was right for a slightly larger utilitarian motorcycle. It was an unusual, though highly successful, motorcycle/scooter hybrid: the Galletto (Cockerel).

GALLET TO Indicative of Enrico Parodi’s intuitive feeling for the market during the postwar years, the Galletto was neither a true scooter, nor was it a motorcycle. Designed so that a woman could operate it wearing The Airone Sport also had larger brakes and a more sporting riding position.

a dress, a large fender enclosed the engine and rear wheel; other practical features called for the Galletto to turn nearly around on its axis. Guzzi found a

THE COMPLETE BOOK OF MOTO GUZZI

61

THE GOLDEN ERA: 1945–1957

62

Offering a unique combination of scooter and motorcycle, the Galletto was extremely popular. This example has the optional spare wheel.

successful niche with their Galletto, though, after peaking in

1950 –1952

GALLET TO

T YPE

FOUR-STROKE FL AT SINGLE

BORE x STROKE

62x53MM

1950, production settled down to around 4,000 a year before declining in the early 1960s. Distinguished by interchangeable wheels (including an

DISPL ACEMENT

159.5CC

optional spare), the Galletto offered the limited weather

POWER

6 HP AT 5,200 RPM

protection of a scooter with a tubular and pressed steel

COMPRESSION R ATIO

5.6:1

CARBURETION

DELL’ORTO M A18 BS1

GEARS

FOOT-CHANGE 3-SPEED

IGNITION

M ARELLI OR FILSO FLY WHEEL

a feature that also functioned as a crash bar. Many of the

M AGNETO

body parts were aluminum, notably the instrument mounting

FR A ME

TUBUL AR AND PRESSED STEEL

FRONT SUSPENSION

LEADING LINK

REAR SUSPENSION

SWINGARM WITH FRICTION

frame that incorporated the steering head and fuel tank. The spare wheel could be mounted in front of the engine,

plate, engine-side cover plates, and legshields on the early versions. Carlo Guzzi designed the overhead valve four-

DA MPERS

stroke engine specifically for the Galletto, with the crankcase,

BR AKES

DRUM FRONT AND REAR

cylinder, and cylinder head all cast in aluminum. The engine

WHEELS

17x 2¼

TIRES

17x 2.75 AND 17x3.00

WHEELBASE

1,310MM

DRY WEIGHT

107KG

in the left crankcase with only one flywheel. Pushrods and

TOP SPEED

80 K M/H APPROX.

rockers operated the overhead valves and lubrication was

PRODUCTION

12,305 (1950), 58,750 (1951–1966)

dry sump. The original 160cc version lasted until 1952.

THE COMPLETE BOOK OF MOTO GUZZI

was a typical Guzzi horizontal single with an external flywheel, but, unusually, its crankshaft was incorporated

63 ASTORE

FALCONE

Airone updates finally made it to the 500 single

With the Astore replacing the G.T.V., Guzzi now

in 1950, with the G.T.V. evolving into the Astore

needed a more sporting 500 single to fill the void

(Goshawk). As a replacement for the G.T.V. and

left by the unremarkable and ageing G.T.W. With

G.T.W., the Astore was similar to the final G.T.V.,

a few updates, the Astore became the Falcone

retaining the telescopic front fork and hydraulic

(Hawk), which would have one of the longest

rear dampers, but this model featured an aluminum

production runs of any motorcycle; it came to

barrel and cylinder head, with enclosed valve gear

symbolize Moto Guzzi during the 1950s and early

and a new carburetor. The power was unchanged.

1960s. The Falcone may have been a significant model, but its production was always limited: nearly three times as many Cardellinos were

1950 –1953

ASTORE DIFFERING FROM THE G.T.V.

CARBURETION

DELL’ORTO MC27F

FRONT TIRE

19x3.50

DRY WEIGHT

180KG

PRODUCTION

produced in 1950 (22,115) as Falcones between 1950 and 1968. The Falcone’s success was undoubtedly due to its purposeful styling and association with the catalog racers, the Condor and Dondolino. Smaller

1,250 (1950) 1,462

fenders, a rounded, 17.5-liter fuel tank, and friction

(1951–1952)

instead of hydraulic dampers provided a much more sporting profile. It also shared the G.T.W.’s

The Astore had a new engine with an aluminum cylinder and enclosed valves, replacing the G.T.V. for 1950.

THE GOLDEN ERA: 1945–1957

64

THE COMPLETE BOOK OF MOTO GUZZI

65

1950 –1965

FALCONE DIFFERING FROM THE ASTORE

POWER

23 HP AT 4,500 RPM

COMPRESSION R ATIO

6.5:1

CARBURETION

DELL’ORTO SS 29A

FRONT TIRE

19x3.25

WHEELBASE

1,500MM

DRY WEIGHT

167KG

TOP SPEED

135 K M/H

PRODUCTION

300 (1950), 7,380 (1951–1965)

alloy wheel rims and lower handlebars. As with the Airone Sport, the Falcone featured a rear seat pad that allowed the rider to assume a racing crouch. The biggest updates appeared in the engine. Racing developments had finally found their way through to the production line, and the Falcone was essentially a detuned Condor or Dondolino. The crankcases were cast in aluminum instead of electron, and the cylinder head had enclosed valve gear like the Astore; otherwise, though, the Falcone engine shared the Condor’s specification. The gearbox was the Condor/ Dondolino four-speed constant-mesh type and the crankshaft and con rod were lighter than the Astore. The two overhead valves were inclined at 60 degrees and, although it produced only marginally more power than the G.T.W., with minimal modification a Falcone could provide performance similar to that experienced with a Dondolino. The first Falcone was a range-leading sporting motorcycle with a chrome-plated fuel tank. An improved six-volt electrical system included a more powerful Marelli 30-watt dynamo and a battery, but the ignition was still by magneto, with a manual advance and retard.

Early Falcones had chrome-plated fuel tanks and oil tank knobs.

THE GOLDEN ERA: 1945–1957

66 GA MBALUNGA For 1950, the Gambalunga was lowered to improve

1950

GA MBALUNGHINO DIFFERING FROM 1949

POWER

28 HP AT 8,000 RPM

streamlining, with a modified rear fender and 20inch wheels instead of the 21-inch set. The frame was strengthened around the steering head to cope with the increased forces of the leading link fork; it included

COMPRESSION R ATIO

9:1

CARBURETION

DELL’ORTO SS 35 VERTICAL

a new swingarm and updated rear “L” supports, as well as upper friction damper mounting tubes. The front

WHEELS

20 IN. FRONT AND REAR

brake was also a larger 200x25mm drum. All Gambalungas also now had the short-stroke engine so “Gambalunga” was technically no longer the

including larger valves. Other developments included

correct designation. Although now discontinued,

a new seat that was more streamlined, friction rear

the Dondolino continued its success and, when the

dampers mounted backwards to improve handling

Milano–Taranto race was restarted in May 1950, Guido

under hard braking, and smaller wheels.

Leoni’s Dondolino triumphed over Priamo’s Gilera at

Despite this development, Ambrosini’s Benelli

an average speed of 102.033 kilometers per hour (63

still outclassed the Gambalunghino. Guzzi withdrew

miles per hour). Although not the fastest in its class,

official works entries before the conclusion of the

the Dondolino became renowned for its ruggedness

season. This saved some of the embarrassment of

and strength on these long events.

a comprehensive defeat, while also allowing for the development of a double overhead camshaft

The 1950 Gambalunga had 20-inch wheels and revised rear suspension.

GA MBALUNGHINO

four-valve Gambalunghino, which made a brief

While victorious in the 250cc class in 1949, Moto Guzzi

appearance in 1951. The only Grand Prix win for the

faced increased competition for 1950; it would be

Gambalunghino in 1950 was Maurice Cann’s victory at

their least successful year of the period. Total victories

Ulster. Cann eventually finished second in the 250cc

dropped to 213 and, to counter Dario Ambrosini’s

World Championship, with Fergus Anderson coming

Benelli, the Gambalunghino received further updates,

in third and Ruffo fourth.

67

BICILINDRICA AND BIALBERO

A four-valve twin cam 250 was also produced in

Following the disappointment of the 1949 season,

the latter part of 1950. This came with twin Dell’Orto

the Bicilindrica was no longer a factory entrant for

remote float-bowl carburetors and enclosed-coil

1950. Despite this, there was still some development:

valve springs. This engine had a slightly longer stroke

the front Dell’Orto carburetor was now mounted in a

(68x68.5mm), but a short-stroke version (70x64mm)

downdraft style similar to the Gambalunghino’s, and

was also produced. While it made brief appearances in

the crankshaft included Hirth couplings. Styling was

1951, 1952, and 1953, the four-valve engine didn’t show

again updated, with an unusual fuel tank shaped to

any superiority over the two-valve model and it was

accommodate the rider’s arms when crouched, while

eventually retired.

the front brake increased to 225x25mm. Foster again

This year also saw the construction of a wind

rode the Bicilindrica in the Senior TT at the Isle of Man,

tunnel at Mandello, located behind the original 1921

but he couldn’t match his pace of the previous year.

buildings. Further world speed records were set

After Bruno Bertacchini’s disappointing

on the Gambalunghino at Montlhéry in September.

performance with the 350cc Bicilindrica prototype in

Anderson, along with Ruffo and Gianni and Guido

1949, Moto Guzzi decided to build a double overhead

Leoni, set ten 250cc world records up to eight hours,

camshaft (Bialbero) 350 single. This 78x73mm engine

including two hours at 160 kilometers per hour (99

displacing 349cc soon produced 31 horsepower

miles per hour). A few months earlier, in May, Gino

at 7,000 rpm; weighing only 116kg, it showed

Alquati used a Gambalunghino engine to power a

considerable potential. It also featured an unusual

racing boat to a new flying-start-kilometer record of

arrangement of quadruple-hairpin valve springs and

80.181 kilometers per hour (50 miles per hour).

several innovations were tested, notably a watercooled exhaust valve. Lorenzetti first rode the new five-speed 350 at Mettet in Belgium, and Cann later tested it at the Isle of Man. Guzzi also supplied Cann with a 310cc single overhead–camshaft Gambalunghino for the 1950 Junior TT, a bike he preferred and eventually rode in the race. The 310 expired during the race, though, having never challenged the leaders; both prototypes were then retired.

ABOVE: Moto Guzzi continued to develop the Bicilindrica, fitting an anatomically sculptured fuel tank in 1950. BELOW: Designed by Carcano, this twincarburetor, four-valve, double overhead camshaft 250cc single was tested in October 1950, but the two-valve version was preferred.

ABOVE: Bruno Ruffo won the 1951 250cc World Championship on the factory Gambalunghino. Here he is on his way to victory in the Ulster Grand Prix. BELOW: For 1951, the Astore was slightly restyled, the olderstyle fuel tank now featuring black panels.

1951

GA MBALUNGHINO

The existing Motoleggera and Galletto continued

Coming out of a lackluster season in 1950, Moto

unchanged. The Astore was looking dated, though,

Guzzi was more strongly represented in both the

so it was slightly restyled, now with a red fuel tank

250 and 500cc categories the following year. The

with black panels and offered with an optional

official works team now included Anderson alongside

sidecar. Economic factors resulted in the sale

Ruffo, Lorenzetti, Gianni Leoni, and Sante Geminiani.

of larger-displacement motorcycles declining

This turned out to be a highly successful year for the

during this period, so that Astore production

Gambalunghino. After the death of Ambrosini on a

was halved this year to 662. Even the Falcone,

Benelli in an accident in practice for the French Grand

introduced only a year earlier, suffered; production

Prix, Moto Guzzi was untroubled in the 250 category:

of this model was only 512 in 1951.

the company won four of the five 250cc races and Ruffo again took the championship, with Tommy Wood second and Lorenzetti fourth. Wood won the Lightweight TT at the Isle of Man and also provided Guzzi their first 350 Grand Prix victory in Spain. Further development saw the Gambalunghino gain a five-speed gearbox, with 21-inch wheels and hydraulic rear shock absorbers appearing in some events. While the factory four-valve 250 was disappointing, Cann’s home-built, double overhead– camshaft two-valve 250 was more successful. During practice for the Lightweight TT, Cann’s bike was as fast as the factory Gambalunghinos, and this engine would eventually influence the factory 250 Bialbero.

BICILINDRICA AND GA MBALUNGA This was the final year for the Bicilindrica and Gambalunga, and both included a few more updates.

THE COMPLETE BOOK OF MOTO GUZZI

69 On the Bicilindrica, the remote float-bowl Dell’Orto SS carburetors were mounted on long manifolds,

1951

BICILINDRICA DIFFERING FROM 1950

POWER

50 HP

the rear carburetor situated close to the rear wheel. Rear friction dampers made a return, replacing the hydraulic unit under the engine, and the seat and rear

REAR SUSPENSION

fender were redesigned. But even in its final form, the

SWINGARM WITH FRICTION DA MPERS

500 Bicilindrica wasn’t as highly developed as the

WHEELS

20 IN. FRONT AND REAR

Gambalunghino, and only one more significant victory

DRY WEIGHT

144KG

1951

GA MBALUNGA DIFFERING FROM 1950

rear fender/seat unit and 35mm remote float-bowl

POWER

37 HP AT 6,000 RPM

Dell’Orto carburetor. This final version was again red,

DRY WEIGHT

120KG

TOP SPEED

190 K M/H APPROX.

was in store when Anderson dominated the rain-soaked Swiss 500cc Grand Prix, winning at an average speed of 129 kilometers per hour (80.16 miles per hour). For its final year, the Gambalunga was also slightly lighter and more powerful, with a new

but the quest for aerodynamic efficiency saw the Gambalunga losing its classic lines. While arguably obsolete, the Dondolino continued as the preference for long-distance events, with Bruno Franchisi winning the Milano–Taranto road race. While the 250cc results were excellent for 1951,

This Bicilindrica is still ridden at classic events, here in the hands of two-time Isle of Man TT winner Cameron Donald. The carburetors are modern, but otherwise this bike is much as it was when raced in 1951.

the now-uncompetitive 500 meant that race wins dropped to 170. In addition, this year saw tragedy strike several Guzzi riders, with Gianni and Guido Leoni, Geminiani, and Raffaele Alberti all dying in accidents. The Gambalunghino also featured in several long-distance record attempts at the Montlhéry autodrome in France; in September, Anderson, Lorenzetti, and Ruffo continued where they had left off in 1950, setting thousand-mile and nine-, ten-, eleven-, and twelve-hour 250 records.

1952 This year saw updates to the Airone, Astore, and Falcone. With the company buoyant from Motoleggera and Galletto sales, Moto Guzzi expanded the racing program by commissioning a new four-cylinder 500. Unveiled at the Italian Grand Prix at Monza in September, the four-cylinder 500 would appear during the 1953 season. In the meantime, Guzzi only contested the 250cc World Championship during 1952; it was another successful year, with total race wins climbing to 360.

THE GOLDEN ERA: 1945–1957

70 AIRONE Both the Airone Turismo and Sport were restyled

1952–1956

AIRONE AND AIRONE SPORT DIFFERING FROM 1951

POWER

12 HP AT 5,200 RPM

DRY WEIGHT

140KG (TURISMO)

TOP SPEED

94 K M/H (TURISMO)

PRODUCTION

3,375 (1952), 3,450 (1953)

for 1952, and a new Airone Militaire was introduced. With styling along the lines of the larger Falcone, the Airone Turismo and Sport looked more modern and

(SPORT)

included several updates to the engine and final drive. During 1952, an automatic-advance Marelli MCR 4-E magneto replaced the manual type and a final drive was by a larger section ⅝x¼-inch chain. The Turismo now shared its frame with the Sport, but it still retained the 9.5-horsepower engine. The Sport now had a

components. Another version was displayed at the

slightly lower horsepower engine, but this didn’t affect

Milan Show in November, this one featuring a Marelli

its performance dramatically: even by the standards of

MCR 4-E magneto with an automatic advance, and

the early 1950s, the Airone was a sedate motorcycle.

new handlebars and switches.

The Airone Militaire differed in small details from the Turismo, notably in its standard legshields, pillion seat,

GA MBALUNGHINO

and 3.25x19-inch tires. This was the peak period for

The newly commissioned wind tunnel meant

Airone production, with these models outnumbering

that aerodynamics could assume as important

the larger Falcone and Astore by a factor of four to one.

a role as engine development. This allowed Guzzi’s dominance in 250cc Grand Prix racing to

The 1952 Airone Turismo. The tank had black panels instead of chrome, and this example has the new magneto with automatic advance.

ASTORE AND FALCONE

continue. Aerodynamics immediately influenced

This was also the Astore’s final year, with only 800

the Gambalunghino’s shape: the fuel tank now

constructed in 1952; slow sales meant that it was

derived from the Bicilindrica’s anatomical design,

still offered into 1953, though. The fuel tank was

but it incorporated the number plate. Along with a

styled along the lines of the Falcone, but the Astore

new frame, the rear suspension now included twin

continued with hydraulic rear dampers and legshields.

hydraulic shock absorbers with external springs.

Two versions of the Falcone were introduced in

The front brake remained a single leading shoe.

1952, both with minor updates. At the January Milan

To reduce frontal area, the wheels were initially

Show, the Falcone appeared with less chrome, an oil

19 inches, but a rear 18-inch was also used on

tank with black knobs, and many other black-painted

occasion. Most riders preferred the 19-inch, except for Anderson, who continued with the 18-inch. The single overhead camshaft engine didn’t receive much more development, though a new Dell’Orto carburetor with a special float was added to stabilize mixture strength while cornering, braking, and accelerating. With the Bicilindrica pensioned off, Guzzi contested only the 250cc class in 1952. The team included Anderson, Lorenzetti, and Ruffo, and Moto Guzzi won five of the six Grands Prix that year. Lorenzetti took the title ahead of Anderson, while Ruffo distinguished himself at the Isle of Man; he comfortably led the Lightweight TT but slowed on the last lap, obeying team orders that

THE COMPLETE BOOK OF MOTO GUZZI

71 allowed Anderson and Lorenzetti to overtake him. In the process, Ruffo set a fastest lap of 84.82 miles per hour. Cann won the 250 Ulster Grand Prix on a Gambalunghino fitted with his own twin-overhead camshaft cylinder head.

1953 While the Airone Sport and Turismo went unchanged, April 1953 saw the introduction of a new Falcone, now with an Airone-style oil tank without knobs, though it retained the black fuel tank panels and updated pillion seat. Other new models included the two-stroke Zigolo and a larger-capacity Galletto. Racing success continued, with 259 victories in 1953, and Guzzi fielded Grand Prix entries in 250, 350, and 500cc classes.

ZIGOLO AND GALLET TO 175 This year, the two-stroke line was expanded with the addition of the 98cc Zigolo (Bunting). The new design was intended to fill a gap between the Motoleggera and Galletto, an unusual bike in that it featured partially enclosed bodywork. The Micucci-designed rotary-valve two-stroke differed considerably from

ABOVE: The final Astore had a Falcone fuel tank. Although production ended in 1952, it was still sold into 1953. LEFT: Fergus Anderson at 43, on his way to victory in the 1952 Lightweight TT at the Isle of Man.

72

For 1952, the Gambalunghino received twin rear shock absorbers and a more aerodynamic fuel tank. The upper spar of the new frame contained the oil tank.

Gilera and MV Agusta fours, the new 500 caused

1952

GA MBALUNGHINO DIFFERING FROM 1950–51

POWER

27 HP AT 8,500 RPM

COMPRESSION R ATIO

8.7:1

WHEELS

19x 2¼ FRONT AND REAR

the most interest. While the 500 four was an original and unique design, though, it immediately proved unsuitable for racing and was uniformly disliked by the riders. Giorgio Parodi felt it was time for some fresh ideas

(ALSO 18 REAR)

and, rather than produce the new 500 four-cylinder

TIRES

2.75x19 AND 3.00x19

in house, he engaged the Rome-based engineer Carlo

WHEELBASE

1,400MM

DRY WEIGHT

116KG

Gianini to provide a new racer. Gianini worked for the Giannini Company and had impressive credentials. Along with Piero Remor, he was responsible for the

that of the Motoleggera, with a horizontal cylinder,

four-cylinder OPRA twenty years earlier, an engine

radial finning, and new crankcases.

that had become the Rondine and eventually the

The Zigolo looked more like a motorcycle than the

supercharged Gilera four. This was the engine that had

Motoleggera, but it was very basic in specification.

inspired the ill-fated Guzzi four of 1931, and Gianini’s

The front suspension was by an undamped telescopic

new four would also prove to be a disappointment.

fork, while the rear swingarm used a rubber element

In an effort to create a different design, while also

in compression with Hartford-type friction dampers.

reducing frontal area, the new engine was a longitudinal

Underneath the bodywork was a spine frame and, to

four-cylinder that closely followed automotive practice.

emphasize its utilitarian nature, the Zigolo was painted

In the era before streamlined fairings, it made sense

grey—even the wheel rims—with no chrome and the

to keep the engine narrow, but the disadvantages

rear friction dampers and silencer blued.

outweighed the advantages. The torque reaction from

Now in production two years, the Galletto for 1953 was enlarged to 175cc and received a four-speed gearbox. The rear fender was also restyled at this time and the seat improved.

the crankshaft caused problems, and the engine-speed clutch made gear changing difficult. Technically, the four was a beautiful racing engine in the best Italian engineering tradition. Designed without regard to cost, it featured double overhead

500 FOUR

camshafts driven by straight-cut gears from the

There were no changes to the racing team for 1953,

crankshaft. With one-piece con rods featuring single-

but Guzzi now provided works entries in the 250, 350,

row-roller big-end bearings and a built-up 180-degree

and 500cc classes. As Guzzi’s answer to the dominant

crankshaft, the big-end journals were locked in place

THE COMPLETE BOOK OF MOTO GUZZI

73 with serrated Hirth couplings and the crankshaft ran on five ball-and-roller bearings. The two valves were

1953 –1957

ZIGOLO

set at a wide included angle of 96 degrees, requiring

T YPE

T WO-STROKE HORIZONTAL SINGLE

very high, domed pistons; this obsolete wide-included

BORE x STROKE

50x50MM

valve angle ultimately limiting potential horsepower,

DISPL ACEMENT

98CC

the one area where Gianini’s design was obsolete. A

POWER

4 HP AT 5,200 RPM

COMPRESSION R ATIO

6:1

compact four-speed gearbox was incorporated in the

CARBURETION

DELL’ORTO M AF15B1

engine casting and drive to the rear wheel by a shaft in

GEARS

FOOT-CHANGE 3-SPEED

the left side of the swingarm.

IGNITION

FLY WHEEL M AGNETO

FR A ME

SINGLE SPAR STA MPED-STEEL BODY

The most unusual feature of the four was its induction system: to minimize engine width by not mounting four carburetors to one side of the

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

BR AKES

DRUM FRONT AND REAR

engine, a pressurized system using a Roots-type

WHEELS

19x 2

blower housed in the gearbox shell supplied air to

TIRES

19x 2.50

four atomizers in the inlet tracts. This mechanical

WHEELBASE

1,240MM

fuel injection system was a variation on experiments

DRY WEIGHT

75KG

TOP SPEED

76 K M/H APPROX.

PRODUCTION

6,107 (1953)

carried out on the 1939 supercharged 250cc “Gerolamo” Milano–Taranto machine. The engine was housed in a Giannini-designed trellis frame with a Bicilindrica leading-link fork and twin leading-shoe front brake. When it appeared early

in 1953, it featured the “bird-beak” style fairing that typified 1953 racing Guzzis. Development was very slow, primarily because the engine was built in Rome

1953

GALLET TO 175 DIFFERING FROM THE GALLETTO 160

with modifications in Mandello. In February 1953, Lorenzetti tested the four at Ospidaletti in San Remo; it was debuted at Siracusa

BORE

65MM

DISPL ACEMENT

175CC

with the new 250 Bialbero. Things looked promising

POWER

7 HP AT 5,200 RPM

when Lorenzetti won an international event at

COMPRESSION R ATIO

6:1

Hockenheim in May at an average speed of more than

GEARS

FOOT-CHANGE 4 -SPEED

IGNITION

COIL

TOP SPEED

87.5 K M/H APPROX.

173 kilometers per hour (107 miles per hour), with Anderson setting a fastest lap at 182.4 kilometers per hour (113 miles per hour). While it occasionally showed

The Zigolo bridged the gap between the Motoleggera and Galletto and was initially a very basic machine.

THE GOLDEN ERA: 1945–1957

74

The exotic 500 Four proved a disappointment.

As a Scot, Fergus Anderson wanted to compete against the Nortons and AJSs, the traditional leaders

1953 –1954

QUAT TRO CILINDRI 500

T YPE

LIQUID-COOLED FOUR-STROKE INLINE FOUR

of the 350 category. By the end of 1952, he persuaded

BORE x STROKE

56x50MM

Carcano to increase the size of the Gambalunghino. By

DISPL ACEMENT

492.3CC

moving the crankpin as close to the edge of the crank

POWER

54 HP AT 9,000 RPM

webs as seemed safe, a 317cc version was created,

COMPRESSION R ATIO

11:1

VALVES

T WIN OVERHEAD, GEAR-DRIVEN DOUBLE-

complete with a Dell’Orto carburetor featuring the

OVERHEAD CA MSHAFT

usual long induction tract with steep downdraft. This

CARBURETION

INDIRECT INJECTION

engine was then placed in a 1953 250 Bialbero chassis

GEARS

FOOT-CHANGE 4 -SPEED

with the new “bird-beak” streamlining, and the 317 was

IGNITION

M AGNETO

FR A ME

TUBUL AR TRELLIS

FRONT SUSPENSION

LEADING LINK FORK WITH FRICTION DA MPERS

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

BR AKES

DRUM FRONT AND REAR

Hockenheim that Anderson organized a last-minute

WHEELS

19 FRONT, 18 REAR

entry for the Junior TT at the Isle of Man three weeks

TIRES

19x3.00, 18x3.25

WHEELBASE

1,400MM

DRY WEIGHT

145KG

TOP SPEED

230 K M/H APPROX.

entered in an international meeting at Hockenheim in May; Anderson won the 350cc race easily. So encouraging was the 317’s performance at

later. He came home third at 89.41 miles per hour (144 kilometers per hour), convincing Carcano that Guzzi should contest the other rounds in the 350cc World Championship. For the next event at Assen, Carcano redesigned the engine cases to accept a larger piston,

bursts of speed, however, the four was extremely

and Lorenzetti went on to win.

unreliable and difficult to ride. Guzzi did win a 500cc

With either the 317cc or 345cc engine, the

Grand Prix in 1953, the Spanish, but it wasn’t with the

Guzzis took the opposition completely by surprise,

500 four. Instead, Anderson defeated a field of Gilera

earning victories in France, Belgium, and Switzerland.

and MV fours with the new 350.

Anderson won the 350cc World Championship, while Lorenzetti finished second with wins in Holland and

350

Italy. There were limitations to the design, however:

In the 350cc class, Guzzi found their greatest success

the cast-iron liner was so thin that it distorted, along

for the year, one that they would dominate until 1957.

with the piston, and the new engines suffered from

THE COMPLETE BOOK OF MOTO GUZZI

75 excessive oil consumption. The uncaged rollers were

CARDELLINO

also unsuitable for the high-speed, big-end bearings,

The gradual reduction in the Motoleggera’s price and

a factor that contributed to premature big-end failure.

specification resulted in the more basic Cardellino

Both of these problems would be rectified for the 1954

(Goldfinch) replacing the Motoleggera for 1954.

season.

The Cardellino initially remained at 65cc; the most noticeable changes were a reduction in wheel size and

250 BIALBERO

a rear subframe that included a fender attachment

Lorenzetti and Anderson tested double overhead

with adjustable-friction shock absorbers.

camshaft (Bialbero) two-valve and four-valve 250ccs at Ospidaletti early in 1953, but, as the two-valve

ZIGOLO

cylinder head gave better results, this was preferred

Although a more powerful dual-seat Sport Zigolo was

throughout the year. Based on Maurice Cann’s 1951

planned for 1954, this never appeared. Instead, Guzzi

design, Guzzi made their Bialbero lighter and more

offered the Lusso with more attractive red bodywork

compact. Both single and double overhead camshaft

and a chromed fuel tank. The existing circular-finned

versions were raced during 1953, the double overhead

two-stroke engine was unchanged, and the Lusso had

camshaft 250 Bialbero with a slightly longer stroke. As

a dual seat and smaller diameter wheels.

on the larger bikes, the 250 had the “bird-beak” fairing this year and a low fuel tank that required a fuel pump.

GALLET TO 192

Like the 350, the wheels were 19 inches front and rear.

In 1954, the Galletto grew again, to 192cc. The stroke

Although outclassed by Werner Haas on his NSU

was lengthened and, along with a slightly higher

Rennmax twin, the 250 Bialbero managed to win three

compression ratio, the power increased slightly. The

Grands Prix in 1953. Anderson again took out the

cylinder was now cast-iron instead of alloy, with a liner

Lightweight TT, this time at 84.73 miles per hour (136

and battery; and coil ignition replaced the flywheel

kilometers per hour) after Ruffo suffered a crash in

magneto. A dynamo mounted above the engine

practice that ended his career. In October, Lorenzetti

necessitated a higher engine enclosure, while other

won two 250 Grands Prix, the Nations at Monza

small updates included a larger headlight. In this guise,

and the Spanish at Barcelona. Later in the season,

the Galletto remained unchanged through until 1960.

Australian Ken Kavanagh rode the factory 250 as a replacement for the injured Ruffo, but the 250 results

AIRONE SPORT AND TURISMO

were generally disappointing. Anderson ended up third

With sales at such buoyant levels, there were only

in the 250cc Championship, with Lorenzetti placing

minor updates to the Airone Sport and Turismo for

fourth. In European Championships, the 250cc Guzzis

1954: the Sport was now distinguished by chromed

continued to dominate, winning national championships

fuel tank panels, which replaced the earlier black

in Italy, Austria, France, Great Britain, and Switzerland.

panels. Chrome was very much in demand—and

1954 Updates to the Motoleggera, Galletto, and Zigolo ensured that Moto Guzzi’s sales would continue to rise. Motorcycle production was now around 40,000 a year, with the new Cardellino, Galletto, and Zigolo accounting for all but 3,000 Airones and a few hundred Falcones.

The “bird-beak” streamlining distinguished the 1953 racing Moto Guzzis and the 350 was extremely successful.

76

Fergus Anderson won the 350 World Championship in 1953. Moto Guzzi

expensive—so this gave the Sport an air of quality. A

Turismo shared its major engine components (like

quieter, cigar-shaped B.G.M. muffler also replaced the

the constant-mesh gearbox) with the Sport, the

distinctive, but louder, fishtail type.

engine was still basically that of the Astore; its performance was predictably sedate. With the frame

FALCONE SPORT AND TURISMO

and suspension of the Sport, the Falcone Turismo

At the Milan Show in November 1953, Moto

gained the Astore’s handlebars, legshields, and

Guzzi introduced a detuned Falcone Turismo as

more forward mounted footrests. The Turismo also

a replacement for the Astore, while the previous

featured steel wheel rims and the Astore’s rear fender

Falcone became the Falcone Sport. Although the

carrier. Like the Airone Sport, the Falcone Sport also received a tank with chrome panels this year.

1953

350 DIFFERING FROM THE GAMBALUNGHINO

BORE x STROKE

72x78MM (75x78MM)

DISPL ACEMENT

317CC (345CC)

500 FOUR AND SINGLE

POWER

31 HP AT 7,700 RPM (33 HP AT 7,500 RPM)

Enrico Parodi offered Kavanagh a full works ride for

COMPRESSION R ATIO

10:1 (9.5:1)

1954 alongside Anderson, Lorenzetti, Montanari,

GEARS

FOOT-CHANGE 4 -SPEED

FR A ME

TUBUL AR SPAR AND SHEET METAL

FRONT BR AKE

2 LEADING SHOE DRUM

WHEELS

19x 2¼ AND 19x 2½

Dondolino, and Alano Montanari. This year also

TIRES

19x 2.75 (FRONT), 19x3.00 (REAR)

saw the introduction of the wind-tunnel-developed

WHEELBASE

1,420MM

dustbin fairings.

DRY WEIGHT

122KG

TOP SPEED

210 K M/H APPROX.

Grand Prix Racing

and Ruffo. Reserve riders included Duilio Agostini, who had won the 1953 Milano–Taranto race on a

77 Although its debut year was disappointing, development of the 500 four continued. For 1954, it received a metal dustbin fairing that incorporated side 28-liter fuel tanks, with a metal bulkhead replacing the upper tank. The four was also fitted with a linked braking system, but it couldn’t even repeat the moderate success of the previous year. Apart from a minor victory by Anderson at Mettet in Belgium, where carburetors replaced the injection system, the four was unsuccessful. All the riders preferred the less-powerful 500cc single, and the four’s last race was at an international race at Hockenheim in May, where Kavanagh on the new 500 single defeated Anderson’s 500 four. In a staged race, the four towed the fragile single until the rear tire disintegrated at 250 kilometers per hour, frightening Anderson and sealing the 500 four’s fate. Sharing the same engine dimensions as all the classic Moto Guzzi 500cc singles, the 500cc Grand Prix single initially had a single overhead camshaft; it ABOVE: The 350 was initially an enlarged Gambalunghino and retained the single overhead camshaft. BELOW: Bruno Ruffo during practice for the 1953 Lightweight TT at the Isle of Man on the 250 Bialbero. His racing career came to an end shortly afterward following a serious crash.

was developed from the Gambalunghino. This engine proved very unreliable, largely a result of Carcano’s obsession with saving weight, which meant that many of its parts were fragile and failed prematurely. These

78 problems were largely overcome when the 500 was

1953

250 BIALBERO DIFFERING FROM THE 350

redesigned as a larger engine, receiving a double overhead camshaft cylinder head. While the 500 single epitomized Carcano’s minimalist ideology and

BORE x STROKE

68x68.4MM

DISPL ACEMENT

248.2CC

POWER

28 HP AT 8,000 RPM

COMPRESSION R ATIO

9.5:1

MV fours. Kavanagh managed to eke out a second

T WIN OVERHEAD,

place in Belgium and Spain, eventually finishing third in

VALVES

GEAR-DRIVEN DOUBLE OVERHEAD CA MSHAFT

was a tribute to excellent aerodynamics, it was never a match for the significantly more powerful Gilera and

the 500cc World Championship. These results would

CARBURETION

DELL’ORTO SSI 40

see him as the principal development rider for Guzzi’s

TOP SPEED

200 K M/H APPROX.

next 500cc contender, the V8.

350 Guzzi was defending the 350cc Championship, so

1954 –1955

CARDELLINO DIFFERING FROM THE MOTOLEGGERA

most of the development went into this model. In an effort to overcome 1953’s reliability problems, the 350 was redesigned in both 317cc and 345cc, with the 317cc versions raced only at the beginning

CARBURETION

DELL’ORTO MU14B2

FR A ME

SINGLE TUBE WITH

of the season. Later, a 349cc 79mm stroke version

T WIN REAR ARMS

appeared; by the end of 1954, Guzzi also built a new

REAR SUSPENSION

SWINGARM WITH FRICTION DA MPERS

short-stroke 350. Many of the engine developments

WHEELS

20x 2

were shared with the 1953 250 Bialbero, including

TIRES

20x 2¼

a double overhead camshaft cylinder head with

DRY WEIGHT

55KG

enclosed valve gear and single-coil valve springs, the

TOP SPEED

55 K M/H APPROX.

twin camshafts driven by a shaft, bevel-gear, and five straight-cut gears. Not only were three capacities

The Cardellino replaced the Motoleggera for 1954, the frame including extensions to accommodate friction dampers. The first version like this retained the blade front fork.

79

LEFT: The 98cc Zigolo Lusso of 1954 to 1958 was less starkly presented than the regular Turismo. BELOW: The Galletto grew to 192cc for 1954 but, apart from the larger headlight, it looked very similar to the 175.

raced this year: both single and double overhead camshaft cylinder heads were fitted depending

1954 –1960

GALLET TO 192 DIFFERING FROM THE GALLETTO 175

STROKE

58MM

on the circuit, with the lighter Monalbero engines preferred on slower tracks. Other significant developments occurred in the frame and fairing design, which were also shared with

DISPL ACEMENT

192CC

the 250 and 500. The hand-beaten electron dustbin

POWER

7.5 HP AT 5,200 RPM

COMPRESSION R ATIO

6.4:1

IGNITION

COIL

fairing carried the fuel in two pannier tanks on either side and a completely new trellis frame of smalldiameter tubes extended over the front wheel. This integral fairing was revolutionary, its aerodynamic efficiency ensuring the 350’s superiority during 1954. This fairing design was developed throughout the course of the season, with Anderson sometimes unsuccessfully racing with rear streamlining. Various combinations of fuel tank were also tried, including a cylindrical tank over the engine.

1954 –1957

ZIGOLO LUSSO DIFFERING FROM THE ZIGOLO

WHEELS

17x 2¼

TIRES

17x 2.50 AND 17x 2.75

PRODUCTION

14,793 (1954); 15,800 (1955); 93,071 (1956 – 1966)

THE GOLDEN ERA: 1945–1957

80

The 1954 350cc Grand Prix season started Chrome-plated sections reappeared on the fuel tank for the 1954 Airone Sport.

very poorly for Moto Guzzi, with no results in the first three rounds, France, the Isle of Man, and

1954

Ulster. At the Belgian Grand Prix, though, the 345cc Guzzis showed that they were in a class of their own. Kavanagh led Anderson home, and, with

BORE x STROKE

88x82MM

DISPL ACEMENT

498.4CC

POWER

42 HP AT 7,000 RPM

victories in Switzerland, Holland, Italy, and Spain, Anderson comfortably retained his 350cc World

(45 HP AT 7,000 RPM) VALVES

DOUBLE-OVERHEAD CA MSHAFT

triumph for Moto Guzzi before their home crowd,

250 BIALBERO A new short-stroke 250 Bialbero was built for the 1954 season, but the NSUs continued to dominate. This was the final version of the 250 Bialbero

THE COMPLETE BOOK OF MOTO GUZZI

T WIN OVERHEAD, GEARDRIVEN SINGLE- OR

Championship. The 350 Grand Prix at Monza was a

with works bikes filling the first four places.

500 SINGLE DIFFERING FROM THE 350

CARBURETION

DELL’ORTO SSI 45MM

GEARS

FOOT-CHANGE 5-SPEED

IGNITION

T WIN PLUG, BAT TERY AND COIL

FR A ME

TUBUL AR SPAR TRELLIS

81 and, as the results were disappointing, Moto Guzzi

The water-cooled 90-degree V8 was an

retired the 250 after Monza following the death of

amazing design, offering many unusual features.

NSU rider Rupert Hollaus. While not successful in

The crankcase was a one-piece magnesium casting

the World Championship, Moto Guzzi won 250cc

mounted transversely across the frame and initially

championships in Italy, Austria, Great Britain, Holland,

incorporated a six-speed gearbox. Later, this became

and Switzerland.

a five-speed, ultimately a four-speed gearbox. Two valves per cylinder were inclined at 58 degrees, operated by double overhead camshafts driven by

1955

six straight-cut gears. Water-cooling was essential to

The existing production range continued unchanged

cool the rear cylinders, and the radiator was situated

for 1955, but the racing program expanded

in front of the crankcase. Lubrication was dry-sump,

significantly. Anderson retired to become team

the frame top tube doubling as an oil reservoir. The

coordinator, and Duilio Agostini replaced Lorenzetti;

initial design featured a one-piece 180-degree

completing the team alongside Kavanagh was Dickie

crankshaft and was essentially an inline four with dual

Dale. With no official factory representation in the

con rods side by side on the crankpins; in an effort

250 class, Lorenzetti, Roberto Colombo, and Cecil

to overcome balance problems, though, a one-piece,

Sandford were provided with 1954 works bikes.

90-degree crankshaft replaced the 180-degree version later in the season. Carburetion was by eight

V8

SS18mm or SS20 Dell’Ortos and, to minimize engine

The V8 story began after the Nations Grand Prix

length, the swingarm pivoted on the rear of the

at Monza in 1954, where Kavanagh’s 500 single

crankcases. The V8’s first race was the Belgian Grand

could only manage sixth behind the Gilera and MV

Prix at Spa, but Kavanagh retired; he subsequently

fours. Carcano suggested to Kavanagh that the best

rode the V8 twice more during 1955, at Senigallia and

solution to defeat the fours was either a straight

Monza, but again retired from each race.

air-cooled six or a water-cooled V8. He calculated the maximum width of the engine under a dustbin

350

fairing to be 50cm and set about designing the most

The 1955 350, the short-stroke Bialbero, raced a few

powerful engine possible within those parameters.

times at the end of 1954. The frame was virtually

In 1954, the Falcone Turismo replaced the Astore. While the engine was shared with the Astore, the chassis was from the Falcone. The fuel tank panels were still black this year.

82

RIGHT: A 1954 police Falcone Turismo. Police versions often continued with chrome components when production versions didn’t. Police and military examples also had a raised headlamp to provide room for a siren. As the gearbox was a Falcone type, the gear-lever rod linkage differed from that of the Astore. BELOW: For 1954, the factory bikes featured a full-coverage front fairing. This initially incorporated twin fuel tanks but, during the season, a cylindrical tank above the engine replaced these, as on the 350 here.

unchanged from 1954, but wind-tunnel development resulted in a new, rounder fairing. To minimize weight,

1954

350 DIFFERING FROM 1953

BORE x STROKE

75x79MM

Carcano left the electron fairings in anti-corrosive green

DISPL ACEMENT

349CC

protective paint, a look that would become a distinctive

COMPRESSION R ATIO

9.4:1

feature of racing Guzzis. A regular fuel tank above the

VALVES

T WIN OVERHEAD, GEAR DRIVEN SINGLE OR

top frame tube now supplemented the barrel fuel tank.

DOUBLE OVERHEAD CA MSHAFT

This was a vintage year for Moto Guzzi in the 350cc

CARBURETION

DELL’ORTO SSI 37MM

GEARS

FOOT-CHANGE 5-SPEED

World Championship, the green-streamlined singles

IGNITION

T WIN PLUG, BAT TERY AND COIL

winning every race. Agostini won in France, Dale in

FR A ME

TUBUL AR SPAR TRELLIS

Italy, and Kavanagh in Holland. New recruit Bill Lomas

WHEELBASE

1,470MM

DRY WEIGHT

127KG

TOP SPEED

220 K M/H APPROX.

took the title with victories in the Junior TT, Germany, Belgium, and Ulster. To prove there was still life left in the 500 single, Lomas won the 500cc Ulster Grand Prix, his efforts earning him a two-year works contract. In March, Anderson, Agostini, Dale, and Kavanagh took a single overhead camshaft 1953 350 to Montlhéry in France, where they set eight-, nine-, and ten-hour records, plus the thousand-mile in 350, 500, 750, and 1000cc categories. Anderson, Lomas, and Dale set more solo and sidecar records in October and November.

1956 With the Airone’s popularity plummeting, only the Turismo and military versions were available this year. The Falcone Turismo and Sport gained quieter

THE COMPLETE BOOK OF MOTO GUZZI

83 mufflers, similar to those used on the Airone; this

and handling issues. A winter redesign and new

dropped the noise level to 84 decibels, but it hurt

dustbin fairing saw the V8 ready for the 1956

performance. This year, the Cardellino gained a

Easter Imola Gold Cup, but Kavanagh retired with

telescopic front fork and light-alloy brakes, but the

water pump failure while leading. At Hockenheim

most significant new model was the Lodola.

shortly afterward, he retired after five laps when the big-end cages broke, again while leading the

LODOL A

race, although he demonstrated the speed of the

The first road race for motorcycles up to 175cc, the

V8 when he set a lap record of 199 kilometers per

Motogiro d’Italia, took place in 1953 and proved

hour (124 miles per hour). Lomas rode the V8 at

to be an exceptionally successful event. Looking

the Belgian Grand Prix at Spa, working his way up

forward to increasing domestic demand for

to third before retiring, and was in second place

lightweight sporting motorcycles in the wake of the

at Solitude before overheating. At the Montichiari

Motogiro’s success, Enrico Parodi encouraged Carlo

aerodrome near Brescia in October, Dale set world

Guzzi to design one last engine before retiring. The

records for a standing-start kilometer at 144.8

result was the Lodola (Skylark), a 175cc overhead-

kilometers per hour (90 miles per hour) and a

camshaft four-stroke single that included many new

standing-start mile at 185.99 kilometers per hour

features for a Moto Guzzi.

(115.5 miles per hour).

A chain drove the single overhead camshaft, enclosed coil springs rather than the usual hairpin type closed the valves, and the cylinder was inclined

1954

250 BIALBERO DIFFERING FROM 1953

BORE x STROKE

70x64.8MM

at 45 degrees. In many other respects, though, the Lodola engine continued Guzzi traditions. The lubrication was dry sump and the flywheel external,

DISPL ACEMENT

249CC

although it was now hidden underneath an aluminum

POWER

29 HP AT 8,500 RPM

side cover. The chassis also included modern

CARBURETION

DELL’ORTO 37MM

components, notably a full-duplex cradle frame, oil-

BELOW: Moto Guzzi signed Australian rider Ken Kavanagh for 1954, riding the 250, 350, and 500 singles. All three capacities looked visually similar and this is Kavanagh on the 250 (not 350, as stated on the photograph).

damped telescopic front fork, and twin rear shock absorbers. The brakes were a pair of single cast-iron drums laced to a pair of alloy wheel rims.

Grand Prix Racing Now at the peak of their success, Moto Guzzi’s singles were coming under increased competition from the four-cylinder opposition, but Carcano’s brilliance was again on display with further domination in the 350cc class. For 1956, the official racing team consisted of Lomas, Kavanagh, Dale, and Agostini.

V8 In the 500 class, the single was now totally outclassed. Guzzi placed all their faith in the V8, but development was slow and hampered by reliability

THE GOLDEN ERA: 1945–1957

84 350 While the 350 single-cylinder engine remained much the same as it was for 1955, new camshafts and a higher compression ratio resulted in more power. Development concentrated on improving the chassis RIGHT: Duilio Agostini was responsible for wind tunnel testing during 1955. The streamlining was more rounded and the screen held in place by a metal strip. Moto Guzzi

and streamlining, with particular emphasis on further

small air intake to improve engine breathing and the

featured Girling sprung dampers. The first World

BELOW: The official Moto Guzzi team for 1955. Duilio Agostini, Ken Kavanagh, and Dickie Dale with a prototype machine in front of the wind tunnel in early 1955.

frame reverted to the 1953 type, with a single large-

Championship event was the Isle of Man Tourist

diameter central tube doubling as an oil reservoir. The

Trophy, Kavanagh winning the Junior TT. Lomas went

engine hung from a trellis with a new rear subframe

on to take victories in Holland, Germany, and Ulster,

consisting of short triangulated tubes. The leading-

and he won his second 350cc World Championship.

weight reduction. Carcano knew that only through a combination of superior aerodynamics and an improved power-to-weight ratio could the 350 single beat the fours. The sleeker 1956 fairing featured a

link fork was shared with the V8, and rear suspension

1957 As the Lodola offered similar performance to the Airone—but in a more modern, smaller, and lighter package at a considerably reduced price—the Airone was now redundant. Only seventy-five were produced in 1957, most as military versions. The Falcone Sport and Turismo continued unchanged, and this year saw a high point in production, with 700 manufactured. For 1957, the Cardellino grew to 73cc and was now available in two versions: the Lusso (Luxury) and Turismo. The Lusso had a larger (8.5-liter) fuel tank and was slightly heavier, and both finally received a foot-operated gear change. The Galletto, Zigolo, and Lodola continued unchanged this year, with Lodola production hitting 6,120.

Grand Prix Racing Moto Guzzi’s final Grand Prix season was one of the more difficult ones, but it was ultimately rewarding. In a season marred by serious injuries, this year saw the 350 Bialbero reach the pinnacle of its development, and V8 finally achieved some success. Giuseppe Colnago joined Lomas, Dale, and Campbell and, while V8 development continued, the machine had far to go before it was a serious championship contender. A 350 V8 was also considered, but the 350 single was still preferred.

THE COMPLETE BOOK OF MOTO GUZZI

85

1955

V8 500

T YPE

LIQUID-COOLED

BORE x STROKE

44x41MM

DISPL ACEMENT

498.5CC

90-DEGREE V8

POWER

67 HP AT 12,500 RPM

COMPRESSION R ATIO

10:1

VALVES

T WIN OVERHEAD, GEAR-DRIVEN DOUBLE OVERHEAD CA MSHAFT

CARBURETION

8xDELL’ORTO SSI 18OR

GEARS

FOOT-CHANGE 6 -, 5-,

SSI 20MM OR 4 -SPEED IGNITION

COIL

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

LEADING LINK FORK WITH GIRLING DA MPERS

REAR SUSPENSION

SWINGARM WITH GIRLING DA MPERS

BR AKES TOP: The team responsible for the V8: Carcano, Enrico Cantoni, and Umberto Todero. ABOVE: Although the V8 was surprisingly compact, it was densely packed underneath the dustbin fairing.

DRUM FRONT (4LS 220x 25MM) AND REAR (200x40MM)

WHEELS

19x 2½ FRONT, 20x 2½ REAR

TIRES

19x 2.75, 20x3.00

WHEELBASE

1,396MM

DRY WEIGHT

148KG

TOP SPEED

275 K M/H APPROX.

86

RIGHT: Although only a freelance rider for Moto Guzzi, Bill Lomas won the 350cc World Championship on the short-stroke DOHC single. This is Lomas at the Belgian Grand Prix, where he won at an average speed of 170 kilometers per hour. BELOW: Moto Guzzi dominated the 1955 Nations Grand Prix at Monza. Here Dickie Dale (34) leads from Duilio Agostini (12), and Bill Lomas (14). Dale won with Lomas second.

1955

350 DIFFERING FROM 1954

BORE x STROKE

80x69.5MM

DISPL ACEMENT

349.3CC

COMPRESSION R ATIO

9.4:1

VALVES

T WIN OVERHEAD, GEAR-DRIVEN DOUBLE OVERHEAD CA MSHAFT

CARBURETION

DELL’ORTO SSI 40MM

350 AND 500 SINGLE With ever-increasing competition, especially from Gilera, Carcano set out to further lighten the 350 and improve its power characteristics. He was able to create what was arguably the ultimate racing single, one that could defeat the far more powerful competition due to superior handling and braking. The search for increased low-speed torque saw a return to 1954 engine dimensions, and, with the earlier reliability problems traced to the ignition,

THE COMPLETE BOOK OF MOTO GUZZI

87

a single spark plug and magneto replaced twin batteries and coils. Midway through the 1957

1956

CARDELLINO DIFFERING FROM 1955

FRONT SUSPENSION

TELESCOPIC FORK

DRY WEIGHT

56KG

season, the stroke was lengthened to 79mm, but all the other engine specifications were unchanged, as was the power. The weight-saving measures of the 350 were also shared with the 500 single; with streamlining and the widespread adoption of aluminum and

ABOVE: For 1956, the Falcone received the Airone’s quieter cigarshaped muffler. The fuel tank retained the chrome sections. BELOW: The Cardellino gained a rudimentary telescopic fork for 1956 but retained the rear friction dampers.

THE GOLDEN ERA: 1945–1957

88

magnesium components, the 350 was still

LODOL A

a match for the 45-horsepower Gilera. With

T YPE

FOUR-STROKE INCLINED SINGLE

significantly less power than the fours, the 500

BORE x STROKE

62x57.8MM

was more disadvantaged, and Carcano designed a

DISPL ACEMENT

175CC

POWER

9 HP AT 6,000 RPM

COMPRESSION R ATIO

7.5:1

VALVES

T WIN OVERHEAD, CHAIN-DRIVEN SINGLE-

produced in 1965 and had an even longer stroke

OVERHEAD CA MSHAFT

(84x90mm). With an 11:1 compression ratio, four

1956 –1965

CARBURETION

DELL’ORTO UB22BS2A

GEARS

FOOT-CHANGE 4 -SPEED

IGNITION

M ARELLI COIL

FR A ME

DUPLEX CR ADLE TUBUL AR AND SHEET STEEL

replacement 500 single that he fully expected to run during 1958. This new engine was eventually

valves set at a narrow included angle, and a 45mm carburetor, the power was 47 horsepower at 7,000 rpm. The 1957 350 season got off to poor start

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

BR AKES

DRUM FRONT AND REAR

WHEELS

18x 2¼ (FRONT), 17x 2¼ (REAR)

TIRES

2.50x18 AND 3.00x17

WHEELBASE

1,314MM

effectively ending his career. Lomas didn’t race in

DRY WEIGHT

109KG

any Grands Prix that year, and Dale also crashed

TOP SPEED

110 K M/H APPROX.

the 350 at Assen, ending his season. After

PRODUCTION

26,757 (1956 –1965)

when Lomas was injured at the Easter Imola Gold Cup. He was subsequently injured more seriously after crashing the V8 in practice for the Assen TT,

finishing second at the Isle of Man, Campbell completely dominated the rest of the season, with Grand Prix wins in Holland, Belgium, and Ulster

ABOVE: During 1956, a new four-stroke single was presented, the 175cc Lodola introducing many new features for a Guzzi. OPPOSITE TOP LEFT: Keith Campbell’s first ride on the V8 was at Monza in September 1956. He retired with a big-end bearing failure. The fairing on the 1956 V8 had flap air scoop extensions on each side. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

providing him the 350cc World Championship— and Guzzi’s last. Campbell reverted to racing private Nortons in 1958, suffering a fatal crash at Cadours in France in July.

89

1957

CARDELLINO DIFFERING FROM 1956

BORE

45MM

DISPL ACEMENT

73CC

POWER

2.6 HP AT 5,200 RPM

COMPRESSION R ATIO

6.4:1

GEARS

FOOT-CHANGE 3-SPEED

DRY WEIGHT

60KG (LUSSO), 57KG (TURISMO)

V8 After two years of development, the V8 had still not finished a race, mostly due to the persistent failure of the one-piece crankshaft. Carcano visited HirthWelle in Germany and had them design a 90-degree pressed-up crankshaft with one-piece con rods and caged big-end bearings united by radially serrated Hirth couplings. This solved most of the engine reliability problems; an indication of the improved power was evident when Lomas set new speed records in February 1957 at Terracina near Rome. Lomas’s standing-start 10-kilometer speed of 234.572 kilometers per hour (151 miles per hour) stood for

1956

more than thirty years. On March 19, 1957, Colnago provided the V8 its first victory, winning in the 500cc Italian championship race at Siracusa in Sicily. This was followed by the V8’s

350 DIFFERING FROM 1955

POWER

38 HP AT 7,400 RPM

COMPRESSION R ATIO

11.7:1

REAR WHEEL

20x 2½

REAR TIRE

3.00X20

greatest moment, the Easter Imola Gold Cup. Three V8s

WHEELBASE

1,440MM

were entered (Dale, Lomas, and Colnago), with Dale

WET WEIGHT

135KG

taking the victory. Dale and Campbell rode the V8 in the

TOP SPEED

230 K M/H

TOP: The 1956 350 had a new dustbin fairing and streamlined tail. It was still good enough for Lomas to win his second World Championship. ABOVE: Duilio Agostini on the 350 during 1956. An air scoop was incorporated on the front of the fairing this year.

German Grand Prix at Hockenheim, with Dale finishing fourth. In the Isle of Man Senior TT, Dale again rode the

THE GOLDEN ERA: 1945–1957

90 V8, now with a dolphin rather than dustbin fairing. He finished fourth at 94.89 miles per hour (153 kilometers

1957

350 DIFFERING FROM 1956

With Lomas and Dale injured, only Campbell rode the

BORE x STROKE

75x78MM (79MM)

V8 in the Belgian Grand Prix at Spa; Campbell set a new

DISPL ACEMENT

345CC (349CC)

POWER

38 HP AT 8,000 RPM

per hour), his engine only running on seven cylinders.

lap record at 190.130 kilometers per hour (118 miles per

COMPRESSION R ATIO

11.7:1

CARBURETION

DELL’ORTO SSI 45MM

(178 miles per hour) on the Masta straight. While leading

IGNITION

M AGNETO

the race convincingly, the V8 came to a halt with a

FRONT BR AKE

hour) and timed at an incredible 286 kilometers per hour

broken battery lead. For the final event of the season at Monza, Campbell crashed the V8 at the notorious Ascari

WHEELS TIRES

Guzzi’s works riders were injured.

19x 2¼ AND 19x 2½ 19x 2.50 (FRONT), 19x 2.75 (REAR),

curve in practice, breaking his pelvis. Two machines sat in the pits, but there was no one left to race them: all of

SINGLE LEADING SHOE DRUM

19x3.00 (REAR T T) DRY WEIGHT

98KG (102KG T T)

1957

500 SINGLE DIFFERING FROM 1956

POWER

46 HP AT 7,000 RPM

CARBURETION

DELL’ORTO SSI 50MM

Epitomizing the resources and technical expertise available to Moto Guzzi during the mid-1950s, the 500cc V8 still represents a pinnacle of engineering extravagance. The regulations then governing 500cc motorcycle racing allowed Moto Guzzi a free hand, but the V8 was arguably too advanced for its time and way ahead of contemporary frame and tire technology. Shortly after the final race of the season at Monza, Dott. Rag. Bonelli, Moto Guzzi general manager, announced that the company would withdraw from

Campbell at the Isle of Man in 1957 where he finished second in the Junior TT. The fairings on the 350 and 500 this year no longer had the front air scoop. Teo Lamers

DRY WEIGHT

100KG

TOP SPEED

AROUND 250 K M/H

91

LEFT: The 1957 350 Bialbero was an extremely efficient motorcycle and, on this example, Keith Campbell provided Moto Guzzi with their final World Championship. BELOW: Dickie Dale was one of the more successful riders to come to terms with the tricky V8, here on his way to fourth place in the 1957 Senior TT at the Isle of Man. The V8 was half-faired and the front shocks mounted externally to allow for easier experimental changes.

1957

V8 500 DIFFERING FROM 1956

POWER

73 HP AT 12,500 RPM

CARBURETION

8xDELL’ORTO SSI 21MM

GEARS

FOOT-CHANGE 4 -SPEED

WET WEIGHT

162.5KG

(REAR WHEEL)

Grand Prix racing. This news, along with the withdrawal of Gilera and Mondial, signaled the end of the golden era. While the success in racing had been a wonderful advertising exercise, the motorcycle market was undergoing a severe downturn, and the cost of running the racing department was difficult to justify. By the end of 1957, all three works riders were severely injured, and 1958 would see the end of the dustbin fairings, one of the advantages that Guzzi had over other companies. Moto Guzzi retired with fourteen World Championships, forty-seven Italian Championships, and 3,329 victories since 1921—an incredible achievement.

THE GOLDEN ERA: 1945–1957

C H A P T E R

4

DIFFICULT TIMES: 1958–1966

The Zigolo Series II with aluminum chrome-plated cylinder and fullwidth drum brakes.

Moto Guzzi’s withdrawal from Grand Prix competition coincided with a collapse in the small-capacity motorcycle market. Over the next few years, Moto Guzzi struggled to survive. The company wasn’t alone, but Parodi’s dubious decisions, lack of direction, and insufficient foresight exacerbated the crisis that Moto Guzzi faced by the early 1960s.

1958 LODOL A SPORT

Desperate to maintain sales, Guzzi released the Lodola Sport and Zigolo Series II for 1958. With the Lodola’s performance overshadowed by competition from other Italian manufacturers, the Sport was now more powerful, the engine featuring a light-alloy cylinder with a hard-chromed barrel that had been pioneered on the Grand Prix racing four-strokes. The Lodola Sport also included larger brakes and a dual seat with

94

two-way adjustable shock absorbers, forward for solo or upright with a passenger. Following their withdrawal from road racing at the end of 1957,

1958 –1965

Moto Guzzi entered prepared Lodolas in selected trials events during 1958 in preparation for a more serious attempt in 1959.

A higher-performance dual-seat Lodola Sport was released for 1958.

THE COMPLETE BOOK OF MOTO GUZZI

LODOL A SPORT DIFFERING FROM THE LODOLA

POWER

11 HP

COMPRESSION R ATIO

9:1

TOP SPEED

120 K M/H APPROX.

PRODUCTION

4,900 (1957)

95 ZIGOLO SERIES II, CARDELLINO,

1959

GALLET TO, FALCONE

NUOVO CARDELLINO AND LODOL A

The Zigolo Series II also received a new chrome-plated

GR AN TURISMO

cylinder, allowing a higher compression ratio and

While the Zigolo, Galletto, and Falcone continued

an increase in power. It retained the Lusso’s 17-inch

unchanged, updates this year saw the Nuovo

wheels, but also included full-width drum brakes.

Cardellino, with the aluminum cylinder and

While the Cardellino and Galletto were unchanged this

hard-chromed barrel pioneered on the Zigolo,

year, a specific police-model Falcone was produced,

and Lodola Gran Turismo. As Moto Guzzi had

featuring a higher headlight mounting to allow the

invested considerably in tooling for the Lodola and

fitting of a siren on the front fork.

anticipated it as a replacement for the Airone, this year saw an increase in displacement. The increase in engine size also brought some

1958 –1959

ZIGOLO SERIES II DIFFERING FROM THE ZIGOLO AND LUSSO

major changes in the design. Pushrods and rockers replaced the single overhead camshaft and a castiron cylinder replaced the aluminum. Although less sporting than the 175, the 235 Lodola soon gained

POWER

4.6 HP

COMPRESSION R ATIO

7.5:1

a reputation as a solid and reliable workhorse.

DRY WEIGHT

77KG

With an air cleaner inside an airbox in front of the

TOP SPEED

80 K M/H APPROX.

oil tank, it was also in a lower state of tune than the 175. Despite an increase in weight, the Gran

The military Falcone with the higher headlight mount. The quieter mufflers first appeared in 1956.

DIFFICULT TIMES: 1958–1966

96

1959–1965

LODOL A GR AN TURISMO DIFFERING FROM THE LODOLA

BORE x STROKE

68x64MM

DISPL ACEMENT

235CC

POWER

11 HP AT 6,500 RPM

COMPRESSION R ATIO

7.5:1

VALVES

T WIN OVERHEAD, PUSHRODS AND ROCKERS

DRY WEIGHT

115KG

Turismo’s performance was similar to the earlier 175 ABOVE: Along with an aluminum cylinder, the Cardellino received a simplified swingarm and dual seat for 1959. RIGHT: The 235cc Lodola Gran Turismo replaced the 175 for 1959.

Lodola Normale. Both 175 and 235cc overhead-camshaft Lodolas were prepared for trials events during 1959. The 175 weighed 107kg and developed 12 horsepower at 7,500 rpm, while the 235 weighed 108kg and produced 14 horsepower at 7,500 rpm. In the International Six Day Trial held in Gottwaldov, Czechoslovakia, in 1959, Guzzi riders took four gold medals, helping the Italian team to second overall.

1960 Despite the gloomy economic climate, motorcycle production grew to 36,470 during 1960. With an additional 5,600 Ercole and Ercolino three-wheel motorcycle trucks, Moto Guzzi seemed to prosper.

THE COMPLETE BOOK OF MOTO GUZZI

97

DIFFICULT TIMES: 1958–1966

98

ABOVE: The 1960 Lodola Regolarità was based on the 1959 factory enduro bikes. OPPOSITE: Although a basic model, the compact 125cc Stornello was immediately successful.

The Galletto, Cardellino, Lodola, and Falcone

1960 –1965

LODOL A REGOL ARITÀ DIFFERING FROM THE LODOLA GRAN TURISMO

continued unchanged, but this year the Zigolo was updated, and the company introduced the Lodola Regolarità and Stornello.

POWER

14 HP AT 7,500 RPM

LODOL A REGOL ARITÀ

COMPRESSION R ATIO

9:1

For 1960, the 235cc, Lodola Regolarità, was

T WIN OVERHEAD,

offered to privateers. While it featured an overhead

VALVES

CHAIN-DRIVEN SINGLE WHEELS TIRES

OVERHEAD CA MSHAFT

camshaft engine similar to the previous year’s

19x 2¼ (FRONT), 18x 2¼

factory 235, the weight was up slightly. The factory

(REAR)

continued to develop the Lodola for trials, with

19x 2.50 AND 18x3.25/3.50

victories following in the Italian Valli Bergamache

DRY WEIGHT

110KG

Trials Championship and six gold medals at the

TOP SPEED

130 K M/H APPROX.

1960 International Six Days Trial (ISDT) in Bad Ausee, Austria.

THE COMPLETE BOOK OF MOTO GUZZI

99 STORNELLO As he was no longer involved in developing racing

1960 –1967

STORNELLO 125 TURISMO

models, Giulio Carcano was commissioned to design

T YPE

FOUR-STROKE INCLINED SINGLE

a new small-capacity-production four-stroke single,

BORE x STROKE

52x58MM

the Stornello (Starling). Designed to minimize

DISPL ACEMENT

123.175CC

manufacturing costs, the Stornello incorporated many

POWER

6.8 HP AT 7,200 RPM

COMPRESSION R ATIO

8:1

new features for Moto Guzzi. The single cylinder was

VALVES

TWIN PARALLEL OVERHEAD, PUSHRODS AND ROCKERS

only tilted 25 degrees forward, and pushrods and

CARBURETION

DELL’ORTO ME18BS

rockers operated the two parallel overhead valves.

GEARS

FOOT-CHANGE 4 -SPEED

The lubrication was wet sump, the bore and stroke

IGNITION

FLY WHEEL M AGNETO

undersquare, and the primary drive included three

FR A ME

DUPLEX CR ADLE TUBUL AR

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

helical gears so that, unlike other Guzzis, the engine rotated forward. It was also the first four-stroke Guzzi

BR AKES

DRUM FRONT AND REAR

engine to feature pressure-die-cast crankcases.

WHEELS

17x 2¼

Offered with either a single or dual seat, the Stornello

TIRES

17x 2.50 AND 17x 2.75

was a very compact, light machine, providing similar

WHEELBASE

1,250MM

DRY WEIGHT

92KG

TOP SPEED

100 K M/H APPROX.

performance to the 235cc Lodola. But at a price 44 percent less, the Stornello was immediately successful.

PRODUCTION

5,610 (1960) 5,450 (1961)

ZIGOLO 110 The final version of the Zigolo appeared for 1960 and would run through 1965. Despite the increased capacity and larger carburetor, though, the lower compression ratio resulted in a modest

3,950 (1962) 5,680 (1963) 6,450 (1964) 4,870 (1965) 1,500 (1966) 747 (1967)

was an unremarkable machine, the Zigolo 110 (and

1960 –1965 BORE x STROKE

ZIGOLO 110 DIFFERING FROM THE ZIGOLO SERIES II

Cardellino) completely dominated Moto Guzzi’s sales this year.

52x52MM

DISPL ACEMENT

110CC

POWER

4.2 HP AT 5,200 RPM

COMPRESSION R ATIO

7.5:1

CARBURETION

DELL’ORTO M AF18B1

WHEELBASE

1,250MM

1961, plus 5,950 Ercole, Ercolino, and Aiace commercial

DRY WEIGHT

78KG

vehicles. The Galletto Electric Start and 3x3 Autoveicolo

TOP SPEED

80 K M/H APPROX.

da Montagna appeared as new models. While only a

PRODUCTION

12,310 (1960) 10,900 (1961) 6,500 (1962) 10,484 (1963) 8,075 (1964) 1,925 (1965)

1961 Motorcycle production was a healthy 22,711 units in

few were built (204 manufactured), the unsuccessful 3x3 was a significant model, as the engine design inspired the later V7. Carcano began designing the V-twin 3x3 engine soon after Moto Guzzi withdrew from racing at the end of 1957. The first sketches appeared late that year, and work continued during 1958, initially

power decrease over the Series II, and it was still

as an academic exercise; however, many of the design

hampered by the three-speed gearbox. Updates

features would eventually find their way to both the 3x3

included a canister-type exhaust underneath the

and a sporting engine for the Fiat 500 motorcar. The

swingarm, an oil-damped telescopic front fork, rear

Fiat project was abandoned, but Micucci persevered

shock absorbers, and a new front brake. While it

with the 3x3 Autoveicolo da Montagna. The Zigolo 110

THE COMPLETE BOOK OF MOTO GUZZI

101 continued unchanged and was still produced in large

attached behind the engine and connected to the

numbers, as was the Stornello 125, but the Cardellino

flywheel by a V belt for starting. New bodywork

and Lodola slumped in 1961. The Falcone continued

included an aluminum headlight enclosure and load-

much as before, but in response to police requests a

adjustable hydraulic shock absorbers. Unfortunately,

60-watt dynamo replaced the 30-watt. After a hiatus

the electric start wasn’t the most reliable system,

of several years, a final few military Airones were also

as it was mounted behind the engine, making it

produced this year.

susceptible to debris thrown from the rear wheel.

For the Italian Trials Championship and ISDT, the factory Lodola Regolarità was increased to

The weight also increased significantly, although the performance was unaffected.

247cc (68x68mm) and a five-speed gearbox was introduced. With an 11:1 compression ratio, the power was 16 horsepower at 7,500 rpm, enough for a string

1961–1965

of successes and several gold medals in the 1961 and 1962 ISDTs.

GALLET TO 192 ELECTRIC START

GALLET TO 192 ELECTRIC START DIFFERING FROM THE GALLETTO 192

POWER

7.7 HP

COMPRESSION R ATIO

7:1

CARBURETION

DELL’ORTO M A19BS1

DRY WEIGHT

134KG

Basically unchanged since 1954, the Galletto was

TOP SPEED

85 K M/H APPROX.

updated as a final version in 1961. Still featuring a

PRODUCTION

2,800 (1961)

192cc engine, a higher compression ratio increased

2.428 (1962)

the power slightly. In an endeavor to compete

1,850 (1964)

with the new compact cars that were becoming more

1,500 (1965)

2,672 (1963)

affordable, a Marelli 12-volt 75-watt dynastart was

LEFT: The Galletto 192 Electric Start had a dynamotor at the rear of the engine. OPPOSITE: The Zigolo 110 maintained the style of the earlier versions. The front brake and headlight were new and the aluminum cylinder still included a chromeplated liner.

DIFFICULT TIMES: 1958–1966

102

1962 As the decade progressed, the market for basic

1962–1967

motorcycles continued to slide; Guzzi production slipped to 17,092 motorcycles this year. Even demand for the Ercole, Ercolino, and Aiace declined to only 4,146 units. New models included an 83cc Cardellino and Stornello Sport, while the existing Falcone, Zigolo, Lodola, and Galletto continued unchanged.

POWER

10 HP (12 HP A MERICA)

COMPRESSION R ATIO

9.8:1

VALVES

AND ROCKERS

Prix racing, English rider Arthur Wheeler continued

Argentinian Grand Prix and finishing third in the

T WIN INCLINED OVERHEAD, PUSHRODS

While Moto Guzzi was now long retired from Grand

to campaign 250 and 350s, winning the 250cc

STORNELLO SPORT AND STORNELLO A MERICA DIFFERING FROM THE TURISMO

CARBURETION

DELL’ORTO UB20B

TOP SPEED

100 K M/H APPROX.

PRODUCTION

3,950 (1962) 5,680 (1963)

250cc World Championship.

6,450 (1964) 4,870 (1965)

STORNELLO SPORT

1,500 (1966) 747 (1967)

As the Stornello’s performance was overshadowed by the competition, Moto Guzzi introduced a more powerful Stornello Sport for 1962. The Sport

The Stornello Sport had a higher-performing engine, low handlebars, racing seat, and alloy wheel rims.

received a new cylinder head, now with inclined

CARDELLINO 83

rather than parallel valves, a higher compression

The final Cardellino was the 83, with an enlarged

ratio, and a larger Dell’Orto carburetor. Other

engine that produced slightly more power. The rear

updates included lower handlebars, a racing-style

suspension was now by twin shock absorbers, and

seat, and 17-inch alloy wheel rims.

styling updates included a more rounded fuel tank.

THE COMPLETE BOOK OF MOTO GUZZI

103

Unfortunately, the Cardellino 83 retained a threespeed transmission; with its sprung single seat and

1962–1963

CARDELLINO 83 DIFFERING FROM THE NUOVO CARDELLINO

BORE

48MM

DISPL ACEMENT

83CC

parcel rack, it still looked old fashioned.

POWER

2.9 HP AT 5,200 RPM

1963

COMPRESSION R ATIO

7:1

Despite a difficult commercial climate for the

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

motorcycle industry, Enrico Parodi remained

DRY WEIGHT

58KG

TOP SPEED

65 K M/H APPROX.

convinced that Moto Guzzi’s future still lay in the

PRODUCTION

production of motorcycles aimed at the lower end

1,768 (1962) 3,732 (1963)

of the market. Although production continued during 1963, the Cardellino was now considered obsolete; the Dingo gradually replaced it. This year

this category. By the end of 1963, Guzzi withdrew from

also saw the end of the Falcone Turismo and Sport,

international trials competition, signaling the end for

while the Lodola, Galletto, and Stornello continued

the Lodola Regolarità.

unchanged. Zigolo production also increased this

The final Cardellino had a larger engine, still with a chrome-plated cylinder, and twin rear shock absorbers.

The other significant development during 1963

year, with total motorcycle production at 25,606

was the announcement of a tender for supplying

(plus 5,097 commercial three-wheelers). At the

motorcycles to the Italian police and military. As Moto

1963 ISDT held in Spindleruv Mlyu, Czechoslovakia,

Guzzi had been the primary supplier since the 1920s,

Moto Guzzi provided bikes for the entire Italian

this tender was unexpected. The company considered

team (five Lodolas and five Stornellos). Italy won

it vital, though; in May 1963, Carcano and Todero,

the Silver Vase, and all ten riders gained gold

assisted by Micucci and Soldavini, began serious work

medals. But four-strokes were now struggling in

on the project.

DIFFICULT TIMES: 1958–1966

104

THE COMPLETE BOOK OF MOTO GUZZI

DINGO TURISMO AND DINGO SPORT Produced in two versions, the Turismo and Sport, the Dingo two-stroke was a very basic machine designed as an entry-level motorcycle for younger riders. It featured a three-speed hand-change gearbox and a pressed-steel frame. Initially extremely popular, the Dingo Sport offered impressive styling, but it was an extremely modest performer.

1964 The existing four-model range continued unchanged for 1964, and production remained healthy, with 17,345 motorcycles built this year, along with 3,525 Ercole

1963 –1965

ABOVE: Underneath the sporting tank, seat, and low handlebars, the Dingo Sport was identical to the Turismo. The pressed-steel frame was a spine type. OPPOSITE: The first Dingo was the Turismo with threespeed hand gear change.

DINGO TURISMO AND DINGO SPORT

T YPE

T WO-STROKE INCLINED SINGLE

BORE x STROKE

38.5x42MM

DISPL ACEMENT

49CC

POWER

1.4 HP AT 4,800 RPM

COMPRESSION R ATIO

7.5:1

CARBURETION

DELL’ORTO SHA14.9

GEARS

HAND-CHANGE 3-SPEED

IGNITION

FLY WHEEL M AGNETO

FR A ME

PRESSED STEEL SINGLE SPAR

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

T WIN SHOCK ABSORBER SWINGARM

BR AKES

DRUM FRONT AND REAR

WHEELS

18x1.2

TIRES

18x 2.00

WHEELBASE

1,130MM

DRY WEIGHT

48KG

TOP SPEED

40 K M/H APPROX.

PRODUCTION

25,450

DIFFICULT TIMES: 1958–1966

106 and Ercolino commercial vehicles. A prototype V7 was also produced during 1964, based on requirements for

1965 –1966

a faster and more powerful machine than the Falcone, with a powerful electrical system and a service life of 100,000 kilometers. But with no development apart from the V7, Moto Guzzi’s future looked grim. This was aggravated by Carlo Guzzi’s death in November 1964. There were other problems facing the company: much

STORNELLO FUORI STR ADA AND REGOL ARITÀ DIFFERING FROM THE SPORT AND AMERICA

POWER

13.5 HP AT 6,800 RPM

COMPRESSION R ATIO

11.4:1

CARBURETION

DELL’ORTO UB22BS2

of the plant and machinery were out of date, as was

WHEELS

19x 2¼

the management and marketing. Parodi dramatically

TIRES

19x 2.50 AND 19x3.00

sacked managing director Dr. Bonelli, further

DRY WEIGHT

95KG

TOP SPEED

105 K M/H APPROX.

PRODUCTION

200 (F.S. 1965)

exacerbating the company’s decline.

160 (REGOL ARITÀ 1965) 300 (REGOL ARITÀ 1966)

1965 V7 testing began over the winter of 1964 and 1965,

The off-road Stornello 125 Regolarità was built during 1965 and 1966.

with a civilian version also developed; the first example

Galletto’s earlier cosmetic facelift and electric start

displayed at the Milan Show in November 1965. The

still wasn’t enough to save it, but over its fifteen-

V7 was still some way off from production, and it was

year production the Galletto had established itself

indicative that Moto Guzzi’s crisis during the mid-

as a well-designed, well-engineered vehicle with

1960s coincided with the departure of three of the

exceptional reliability. A tribute to its excellence

four model lines that had sustained the company so

is that in many small towns around Lake Como,

admirably over the previous few years.

Gallettos are still commonly seen on the roads, an

Although a prototype Lodola 247cc Sport

impressive accolade for a sixty-year-old utilitarian

was displayed at the 1965 Milan Show, economic

motorcycle. This was also the Zigolo’s final year, but

rationalization saw the end of the Lodola line. The

the Stornello continued beyond 1965, with its range expanding this year to include the Fuori Strada (off-road) and similar Regolarità (derived from the prize-winning ISDT bikes). Motorcycle production numbered 9,195, plus 2,247 Ercoles and Ercolinos.

1966 The V7 won the Italian police and military contract ahead of offerings from Benelli, Gilera, and Laverda; testing commenced in 1966. Although winning the contract was encouraging, letting their basic motorcycles run well past their use-by date cost Moto Guzzi dearly and contributed to the company’s severe financial difficulties. Parodi tried to salvage what he could, but it was too late: with the Parodi fortune lost, the company went into receivership on February 25, 1966.

THE COMPLETE BOOK OF MOTO GUZZI

107

Moto Guzzi made a return to America in 1966 with the Stornello Sport.

DIFFICULT TIMES: 1958–1966

108

Now under the control of the IMI (Istituto Mobiliare Italiano), the entire workforce was sacked,

1966

with instructions to report for re-hiring the following day; Carcano and Cantoni didn’t return. Under this interim situation, Moto Guzzi released another basic

DINGO SUPER AND CROSS DIFFERING FROM THE TURISMO AND SPORT

motorcycle, the Trotter, and continued development of

POWER

1.5 HP

the V7. Moto Guzzi managed to negotiate this difficult

COMPRESSION R ATIO

8:1

CARBURETION

DELL’ORTO UA16S

GEARS

FOOT-CHANGE 3-SPEED

transition and, by the end of the year, a few V7s were built. New models this year included the Dingo Super,

FR A ME

TUBUL AR STEEL

the Trotter, and three additional Stornellos: the Sport,

WHEELS

WM0/1.5x17 (CROSS)

Sport USA, and Scrambler USA. Total motorcycle

TIRES

17x 2.50 (CROSS)

production continued to decline, to 8,677, plus 1,854

WHEELBASE

1,115MM

DRY WEIGHT

50KG (SUPER), 55KG

TOP SPEED

40 K M/H APPROX.

PRODUCTION

25,450 (1963 –1965)

Ercoles and Ercolino Motocarris.

STORNELLO SPORT USA ,

(CROSS)

SCR A MBLER USA , TURISMO Despite the turmoil at Mandello, Moto Guzzi returned to the US market in 1966 with two specific models, the Stornello Sport and Scrambler. The new distributor was the Premier Motor Corporation of Leonia, New

THE COMPLETE BOOK OF MOTO GUZZI

The 1966 Stornello 125 Turismo had new styling but retained the parallel valve engine and shrouded shock absorbers.

109 Jersey (part of the Berliner Group), and only the two 125cc models were initially available. While very similar to the previous Stornello Sport, the US version had high handlebars, a bench dual seat, exposed-spring shock absorbers, a restyled tank, and an air filter incorporated in the battery box. The Scrambler—a “Six Days Trials Replica”—was identical to the European Regolarità. Most Stornellos were built for the United States this year; some of these US bikes also sold in Europe, including a few to the Italian police. The European Stornello Turismo was also restyled with the Sport’s new fuel tank.

DINGO SUPER AND DINGO CROSS The Dingo evolved into a slightly more sophisticated and powerful version for 1966, the Dingo Super. The 49cc two-stroke engine received a higher compression

1966 –1969

TROT TER

ratio and larger carburetor, as well as a foot-change

T YPE

T WO-STROKE INCLINED SINGLE

three-speed transmission. Chassis updates included a

BORE x STROKE

37x38MM

tubular steel cradle frame, fork gaiters, and exposed-

DISPL ACEMENT

40.85CC

POWER

1.2 HP AT 5,000 RPM

spring shock absorbers. The Dingo Cross shared the Super’s three-speed engine, but included an air filter.

COMPRESSION R ATIO

7.5:1

CARBURETION

DELL’ORTO SHA14.9

GEARS

HAND-CHANGE 2-SPEED

TROT TER

IGNITION

FLY WHEEL M AGNETO

Although under receivership, Moto Guzzi still

FR A ME

PRESSED-STEEL SINGLE SPAR

FRONT SUSPENSION

RIGID

managed to release the Trotter during 1966. An affordable motorcycle, this very basic machine was

REAR SUSPENSION

RIGID

BR AKES

DRUM FRONT AND REAR

instantly successful. The concept was reminiscent of

WHEELS

16x1.20

the earlier Motoleggera, but with its rigid pressed-

TIRES

16x 2.00

steel frame and 16-inch wheels, it was even less of a

WHEELBASE

1,035MM

real motorcycle. The carburetor was mounted in front of the engine and an automatic, centrifugal, single-

DRY WEIGHT

35KG

TOP SPEED

36 K M/H APPROX.

plate clutch ensured ease of use.

LEFT: The Dingo Super was very attractively styled but retained a three-speed gearbox for 1966. ABOVE: The original Trotter was available only in black.

DIFFICULT TIMES: 1958–1966

C H A P T E R

5

THE EARLY SEIMM ERA: 1967–1972

The US V7 Sport was offered in different colors than the European version and included a larger taillight and Lucas turn signals.

On February 1, 1967, a new company came into existence: Società Esercizio Industrie Moto Meccaniche (SEIMM) formed with new directors, Luciano Francolini as chairman and Romolo De Stefani as manager. De Stefani came from Bianchi, bringing Lino Tonti along with him as chief engineer and Luciano Gazzola as tester. Tonti had a long and illustrious career in the Italian motorcycle industry, including associations with Benelli, Aermacchi, Mondial, Gilera, as well as Bianchi. Like Carcano, Tonti also had strong racing connections; he was involved with the Paton and Linto racing machines that bore his name. Gazzola had been a leading racer in smaller-capacity Italian championships during the 1960s and would prove invaluable as a development rider for the V7 and later V7 Sport.

1967 Heading the model lineup this year was the new V7, produced mainly for the US, while new versions of the aging Falcone and Dingo were also released. The existing Trotter, Stornello 125, Turismo, and Stornello Sport continued unchanged, but with 3,039 manufactured, the Motocarri Ercole and Ercolino continued to sustain the company.

112 BELOW: The final year for the Stornello 125 Turismo with the earlier engine was 1967. OPPOSITE TOP: Early V7s had temperamental remote float-bowl Dell’Orto SSI carburetors and different rocker covers. OPPOSITE MIDDLE: The 1967 V7 was a unique motorcycle and established a new format for Moto Guzzi. Compared to the prototypes, the production version had a round CEV taillight, passenger grab rails, new silencers, and exposed springs on the rear shock absorbers. The fuel tank had chrome panels. OPPOSITE BOTTOM: The 1967 police V7 was in a lower state of tune than the civilian version.

V7

included angle of 70 degrees. Ignition was by

The engine powering the V7 was descended from the

battery and coil, with an automotive-type Marelli

earlier Fiat and 3x3, the designation V7 derived

distributor driven off the rear of the camshaft.

from its V layout and 700cc capacity. Both the

The clutch and final drive followed automotive

civilian and police varieties were very similar (the

rather than traditional motorcycle practice. Bolted

police version in a lower state of tune) and the V7

to the rear of the crankshaft was a flywheel housing

was designed to provide ease of servicing and long-

a twin-plate dry clutch, and the final drive was

term reliability. A 90-degree V-twin all-alloy design,

by shaft inside the right side of the swingarm.

the engine featured pushrod-operated overhead

A universal joint was connected to the gearbox

valves with the camshaft situated between the

layshaft, and the rear of the driveshaft to a pair

cylinders and driven by helical gears from the

of bevel gears. It was a robust design, well suited

crankshaft. Unlike most motorcycle engines of

to the police use that was the motorcycle’s prime

the time, the one-piece steel crankshaft featured

intention. More motorcycle in design was the four-

plain big-end and two plain main bearings.

speed constant mesh gearbox that bolted to the

The plain bearings required a high-pressure

rear of the crankcase. Other areas where the V7

lubrication system, but the early V7’s only oil

departed from usual motorcycle practice were in the

filtration was wire gauze, located at the bottom

electrical and starting system: the 12-volt electrical

of the crankcase. The cylinder bores were chrome

system incorporated a 300-watt Marelli dynamo and

plated and the two overhead valves set at an

32-amp-hour battery and starting was electric only.

THE COMPLETE BOOK OF MOTO GUZZI

113

1966 –1976

V7

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

BORE x STROKE

80x70MM

DISPL ACEMENT

703.717CC

POWER

50 HP AT 5,800 RPM (32 HP AT 4,500 RPM POLICE)

COMPRESSION R ATIO

9:1 (7.5:1 POLICE)

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND ROCKERS

CARBURETION

T WO DELL’ORTO SSI 29D (VHB29C FROM 1968)

GEARS

FOOT-CHANGE 4 -SPEED

IGNITION

COIL

FR A ME

DUPLEX CR ADLE TUBUL AR STEEL

FRONT SUSPENSION

35MM TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

BR AKES

220MM T WIN LEADING SHOE FRONT, 220MM SINGLE LEADING SHOE REAR

WHEELS

18xWM3

TIRES

18x4.00

WHEELBASE

1,445MM

DRY WEIGHT

234KG

TOP SPEED

170 K M/H

PRODUCTION

30 (1966) 52 (USA 1966) 218 (1967) 813 (USA 1967) 844 (1968) 599 (USA 1968) 401 (CUBA 1968) 795 (1969) 58 (1970) 706 (1971) 481 (1972) 373 (1974) 480 (1974) 248 (1975) 31 (1976)

The chassis was more conventional in its layout, although it was constructed more for strength than lightness. The loop frame was a tubular steel double-cradle type with a single 48mm backbone tube. Telescopic forks and swingarm rear suspension completed the specification; while the front brake was full width, the V7’s considerable weight stretched it to the limit. The V7 was a unique motorcycle, offering a level of quietness and sophistication that was rare for motorcycles in 1967. Handling was surprisingly surefooted for such a large motorcycle and, as a touring machine, the V7 was unequaled.

THE EARLY SEIMM ERA: 1967–1972

114

THE COMPLETE BOOK OF MOTO GUZZI

115 FALCONE, DINGO The Falcone reappeared as a police and military Nuovo Turismo in 1967. Now only in one version, the Nuovo Turismo, it included a Falcone Sport engine but with the Turismo’s smaller carburetor, reducing the power. New equipment featured a speedometer and a more rounded fuel tank. Intended for official use, Nuovo Turismos had a higher headlight mount with a siren fitted underneath. The Dingo was also updated for 1967, now with a four-speed footoperated gearbox, and a GT joined the Super and Cross.

ABOVE: The 1967 Dingo Cross featured a four-speed, foot-operated gearbox. LEFT: The Falcone Nuovo Turismo was only built as a police model and represented the end of the earlier series.

1967–1968

FALCONE NUOVO TURISMO DIFFERING FROM THE FALCONE SPORT

POWER

19.4 HP AT 4,450 RPM

CARBURETION

DELL’ORTO MD27F

DRY WEIGHT

192KG

TOP SPEED

125 K M/H

PRODUCTION

405 (1967) 320 (1968)

1967–1968

DINGO GT, SUPER AND CROSS DIFFERING FROM 1966

GEARS

FOOT-CHANGE 4 -SPEED

REAR TIRE

18x 2¼ (SUPER)

DRY WEIGHT

57KG (SUPER), 60KG (CROSS), 62KG (GT)

THE EARLY SEIMM ERA: 1967–1972

116

ABOVE: The 1968 Dingo Turismo included an angular headlight and new fuel tank but was otherwise unchanged. OPPOSITE TOP: Later in 1968, the V7 was updated for Europe. Along with new colors and Dell’Orto VHB carburetors were new rocker covers and a taillight. OPPOSITE BOTTOM: The first-series V750 Ambassador was ostensibly a bored V700.

1968

’68,” the V7 was basically unchanged, the only visual

This year saw a consolidation under the new

distinction being a narrower black stripe around the

management, with an increase in V7 and Stornello

chrome tank panels.

production. A 160cc Stornello was released this

Updates introduced during 1967, for 1968, included

year, and demand for Motocarri Ercole and Ercolino

revised camshafts and pushrods to reduce noise,

remained strong (1,445). The basic Dingo Turismo

helical gearbox gears replacing the straight-cut type, a

was restyled but essentially unchanged, retaining

new front fork, and reduction bushes in the intake port

the three-speed hand gear shift, while the Trotter

to suit the small 29mm carburetor. For some reason,

continued unchanged.

the intake ports were originally designed for a much larger carburetor and early V7s suffered poor low-

V7 Moto Guzzi wasn’t particularly interested in model

speed throttle response. While US V700s continued with the same red and

year updates during the 1960s, and improvements

silver colors and Dell’Orto SSI carburetors, a revised

and changes to the V7 filtered through gradually.

European market model appeared later in 1968. These

Despite Berliner advertising “many refinements for

were white with red and black pinstripes and included

THE COMPLETE BOOK OF MOTO GUZZI

117

newer Dell’Orto VHB “square-slide” carburetors, a revised seat, and rectangular taillight. Also introduced with this model were updated finned rocker covers. At around the same time, the US V700s received revised SSI carburetors with accelerator pumps. The US distributor Berliner requested a largercapacity V7, so Lino Tonti produced a V750 during 1968. Called the Ambassador, the early examples were created by simply increasing the bore of the V700 while retaining the smaller V7 valves, along with other V7 features, including a right-side gear shift, small Dell’Orto SSI carburetors, and identical tank and side covers. The seat was that of the second series European V700; later, a red and white color option was offered. All of these first-series Ambassadors were shipped to the United States, but this was only an interim model; a more developed 750 would appear for 1969.

1968

V750 A MBASSADOR DIFFERING FROM THE V700

BORE

83MM

DISPL ACEMENT

757.5CC

POWER

55 HP AT 6,500 RPM

PRODUCTION

286 (1968)

THE EARLY SEIMM ERA: 1967–1972

118

The 1968 125 Stornello Scrambler had a minimal engine sump guard.

STORNELLO In a bid to counter Ducati’s 160 Monza, the

1968 –1969

STORNELLO 160 DIFFERING FROM THE 125 TURISMO

BORE

58MM

DISPL ACEMENT

153.24CC

POWER

12.6 HP AT 7,500 RPM

CARBURETION

DELL’ORTO UB20B

IGNITION

COIL

head was also the Sport design, with inclined

BR AKES

DRUM 157MM (FRONT),

rather than parallel valves. The Stornello Turismo

135MM (REAR) DRY WEIGHT

107KG

TOP SPEED

118 K M/H APPROX.

PRODUCTION

Stornello became a 160 this year, with angular styling also similar to the Ducati. Battery and coil ignition replaced the flywheel magneto, the engine now including a large bulge on the right crankcase cover for the alternator. The cylinder

was discontinued and, while the existing Stornello Sport and Sport USA were unchanged, a new 125

1,248 (1968)

Scrambler was released, primarily for the Italian

418 (1969)

market. Not as serious an off-road machine as the earlier Regolarità or US Scrambler, this new

THE COMPLETE BOOK OF MOTO GUZZI

119

LEFT: One of the highly modified 1969 V7 world record bikes. BELOW: Remo Venturi was one of four riders to set three 750cc world speed records at Monza in June 1969.

120 Scrambler was ostensibly a 125 Sport with high-level

similar, at 68 horsepower at 6,500 rpm. With a

exhaust system, high front fender, braced handlebar,

standard V7 Special frame, swingarm, wheels,

sump guard, and knobby rear tire.

front fork, 29-liter alloy fuel tank, and an alloy dolphin racing-style fairing, the weight was only 158kg and the top speed around 230 kilometers

1969 The Trotter, Dingo, and Stornello 125 and 160

per hour (143 miles per hour). With chief test rider Gazzola out with a broken

continued unchanged this year; with healthy Ercole

leg, four other riders were selected for the June

and Ercolino numbers (1,111), the only new model this

attempt: Remo Venturi, Vittoria Brambilla, Guido

year was the second-series V750. This coincided

Mandracci, and Angelo Tenconi. The attempt was

with a return to world record speed attempts. The

very successful, with the team setting three 750cc

V7 may have seemed an unlikely basis for such

records and prompting Moto Guzzi to engage in

efforts, but Tonti managed to create two remarkably

further record attempts in October. On October 30

light and powerful machines for speed attempts at

and 31, 1969, a larger team of riders went to Monza,

Monza on June 26, 1969. A 757cc engine was built

this time to attempt both solo and sidecar classes.

for the 1000cc class, and a slightly smaller, 739.35cc

The sidecar was the same unit used by Cavanna

(83x70mm) engine for 750cc records. Compression

on the supercharged 250 in 1948. Gazzola was

was increased to 9.6:1 and, with two 38mm Dell’Orto

still injured, and the riders were Silvano Bertarelli,

SSI carburetors, the power for both engines was

Brambilla, Alberto Pagani, Mandracci, Franco Trabalzini, and racing journalist Roberto Patrignani. Nineteen new records were set, including the 1000cc 100 kilometers at 218.426 kilometers per hour (136 miles per hour), and the 1,000 kilometers at 205.932 kilometers per hour (128 miles per hour).

V7 SPECIAL/A MBASSADOR The 757cc V7 was further developed for 1969, becoming the V7 Special for Europe and the V750 Ambassador in the United States. Along with the larger bore were several engine updates, including new cylinder heads with larger valves and dual valve springs. While shifting was still on the right for the V7 Special, US Ambassadors now featured a left-side gear shift with the overall gearing raised. In response to demands from the main export market, the United States, the frame was lengthened and strengthened around the steering head, resulting in a longer wheelbase. While the earliest US Ambassadors retained a smaller fuel tank and Dell’Orto SSI carburetors, the Ambassador received a larger fuel tank and Dell’Orto VHB concentric carburetors after number 13,000. The European V7 Special had new-style side covers, a tachometer, and different

121

paint, decals, and pinstriping. The V700 also continued this year, primarily as a police version.

1969–1974

The introduction of the 757cc Ambassador also opened the door to the lucrative American police

V750 AMBASSADOR, V7 SPECIAL, CALIFORNIA DIFFERING FROM 1968

market. In March 1969, ten Ambassadors were supplied

POWER

60 HP AT 6,500 RPM

to the Los Angeles Police Department for testing, with

CARBURETION

DELL’ORTO VHB29C

departments also added the Ambassador to their

ABOVE: An early second-series US V750 Ambassador. This had a left-side gearshift.

(A MBASSADOR FROM

eighty-five eventually being ordered. Other US police

# 13000) WHEELBASE

1,470MM

motorcycle fleets and the police version, complete

DRY WEIGHT

228KG

with footboards, solo seat, and sweptback handlebars

TOP SPEED

185 K M/H

available to order through the Berliner dealer network.

PRODUCTION

660 (V7 SPECIAL 1969)

OPPOSITE: The 1969 Ambassador also retained the earlier instrument layout dominated by a large speedometer. Colors were black like this, white, or red.

701 (A MBASSADOR 1969) 2,143 (V7 SPECIAL 1970) 2,244 (A MBASSADOR 1970)

1970 The V7’s success provided the impetus for significant updates to the existing Dingo, Trotter, and Stornello, along with a Nuovo Falcone. Despite a year beset by strikes, motorcycle production (including

419 (CALIFORNIA 1970) 2,791 (V7 SPECIAL 1971) 1,639 (A MBASSADOR 1971) 575 (CALIFORNIA 1971) 202 (V7 SPECIAL 1972) 46 (V7 SPECIAL 1973) 100 (V7 SPECIAL 1974)

Motocarri and the final year for the Ercolino) more than doubled, to 10,061. While this was a relatively buoyant time for Moto Guzzi, the strikes did delay the development of new models.

THE EARLY SEIMM ERA: 1967–1972

122

RIGHT: Luciano Rossi on the V7 Special in the 1970 Monza 500km race. BELOW: The 1970 V750 Ambassador. This had the new side covers but retained the larger speedometer.

V7 SPECIAL/A MBASSADOR/CALIFORNIA

Another significant racing Guzzi was the ZDS

In addition to the world record attempts, V7s

racer. Sponsored by ZDS, the US West Coast

were also entered in occasional production races,

distributor, this was a modified 1969 Ambassador

more for testing than for race success. Luciano

with many parts from the 1969 world record

Rossi and Raimondo Riva rode a V7 Special in the

bikes, prepared by Bob Blair and George Kerker

500-kilometer race at Monza in July 1970, but both

specifically for the Daytona 200. It was planned

retired after Riva crashed.

to take on Harley-Davidson, but the American Motorcycling Association (AMA) conspired to alter the regulations, excluding the Guzzi when the protruding cylinder heads didn’t pass a new test rig. The V7 Special was unchanged for 1970, retaining a right-side gear shift, but the left-shift Ambassador received the V7 Special’s larger side covers and lockable toolboxes. The Ambassador retained the large central speedometer this year, later augmented with a Bosch starter motor and generator to replace the Marelli. A V750 California was also introduced during 1970. This was a more highly specified Ambassador, with screen, more comfortable seat, and saddlebags.

THE COMPLETE BOOK OF MOTO GUZZI

123 NUOVO FALCONE Continued police and military demand for the Falcone saw Moto Guzzi release the Nuovo Falcone

1969–1976

NUOVO FALCONE

T YPE

FOUR-STROKE HORIZONTAL SINGLE

for 1970, a model that proved extremely popular.

BORE x STROKE

88x82MM

By combining many of the traditional features of

DISPL ACEMENT

498.4CC

the earlier Falcone in a more modern chassis, Moto

POWER

26.2 HP AT 4,800 RPM

COMPRESSION R ATIO

6.8:1

Guzzi managed to create an uninspiring workhorse that was eminently suitable for police and military

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND ROCKERS

duties. The engine was surprisingly similar to

CARBURETION

DELL’ORTO VHB29A

the earlier Falcone, sharing the same bore and

GEARS

FOOT-CHANGE 4 -SPEED

stroke, horizontal cylinder with radial finning, and external flywheel (but now hidden under an alloy

IGNITION

COIL

FR A ME

DUPLEX CR ADLE TUBUL AR STEEL

FRONT SUSPENSION

TELESCOPIC FORK

engine cover). New were a more modern square-

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

slide Dell’Orto VHB 29A carburetor, wet sump

BR AKES

DRUM FRONT (200MM 2LS) AND REAR

lubrication, a redesigned four-speed gearbox, a

WHEELS

WM3x18 FRONT AND REAR

12-volt electrical system with coil ignition, and an optional dynastart. The updated chassis included

TIRES

18x3.50

WHEELBASE

1,450MM

DRY WEIGHT

214KG

an orthodox tubular steel double-cradle frame

TOP SPEED

127 K M/H

with an enclosed telescopic fork and twin rear

PRODUCTION

shock absorbers. But this modernization came

8 (1969) 2,946 (1970) 3,775 (1971)

with a significant weight increase, and the Nuovo

1,686 (1972)

Falcone was barely able to match the performance

2,293 (1973)

of the earlier Falcone Turismo.

The Nuovo Falcone was originally only sold as a police model. All had an unusual twin-exhaust arrangement.

THE EARLY SEIMM ERA: 1967–1972

124

RIGHT: The Dingo was revised and restyled for 1970, and the Gran Turismo was one of three similar models. BELOW: The Dingo 50 MM had no gear change but an automatic centrifugal clutch and pedals.

DINGO SUPER SPORT, GR AN TURISMO, CROSS, 50 MM, TROT TER

1970 –1973

TROT TER SPECIAL AND M ARK DIFFERING FROM THE TROTTER

T YPE

T WO-STROKE FL AT SINGLE

BORE x STROKE

38.5x42MM

DISPL ACEMENT

48.894CC

POWER

1.73 HP AT 6,000 RPM

COMPRESSION R ATIO

9.7:1

the Super Sport featured low handlebars and the

CARBURETION

DELL’ORTO SHA14.12

Cross offered the usual 17-inch studded tires and high

GEARS

SINGLE-SPEED AUTOM ATIC OR STEPLESS

front fender. A new version, the single-speed 50 MM

FRONT SUSPENSION

LEADING LINK OR GIRDER

REAR SUSPENSION

RIGID OR T WIN SHOCK SWINGARM

WHEELS

16xW0/1.5

TIRES

16x 2¼

was also extensively updated, with the slightly larger

WHEELBASE

1,058MM (SPECIAL)

engine laid on its side and connected to a V-belt

1,120MM (M ARK)

primary drive. Four versions were available: the Special

DRY WEIGHT

43KG (SPECIAL M) 44.5KG (SPECIAL V ) 47KG (M ARK M) 48.5KG (M ARK V )

TOP SPEED

40 K M/H APPROX.

The entire Dingo range was updated this year, with the four-speed two-stroke engine redesigned to include new finning, crankcases, and gearbox. The Gran Turismo, Super Sport, and Cross were all very similar:

(Monomarcia), was also released this year, featuring an automatic centrifugal clutch and pedals. The Trotter

M with a leading-link fork and single-speed automatic transmission, Special V with a stepless transmission, Mark M single-speed with a girder fork and swingarm rear suspension, and Mark V with the Mark M frame and stepless transmission.

STORNELLO 125, 160 Both the 125 and 160cc Stornellos were also updated for 1970, the engine being redesigned with new outer covers to incorporate a five-speed gearbox. Both the 125 and 160 now featured inclined overhead valves, a higher compression ratio, Dell’Orto VHB carburetor, and a return to the 28-watt flywheel magneto. The frame, suspension, and bodywork were also new.

125

1970 –1974

STORNELLO 125 AND 160 DIFFERING FROM 1969

POWER

13.4 HP AT 7,400 RPM (125) 16.2 HP AT 7,400 RPM (160)

COMPRESSION R ATIO

9.6:1 (125)

CARBURETION

DELL’ORTO VHB22S

IGNITION

FLY WHEEL M AGNETO

9.5:1 (160)

REAR TIRE

17x3.00

WHEELBASE

1,255MM

DRY WEIGHT

113KG

TOP SPEED

117 K M/H (125) 122 K M/H (160)

PRODUCTION

601 (125 1970) 289 (160 1970) 2,653 (125 1971) 2,287 (160 1971) 900 (125 1972) 1,086 (160 1972) 850 (125 1973) 900 (160 1973) 500 (125 1974) 500 (160 1974)

The Stornello was restyled for 1970 and updated with a fivespeed gearbox.

1971 By 1971, Moto Guzzi was thriving once again.

of all models (including the Dingo and Trotter)

With the dark decade of the 1960s behind them,

surpassed 46,000, which was an all-time high for

Managing Director Di Stefani asked Chief Engineer

Mandello.

Tonti to transform the heavyweight touring V7 into a lithe sporting motorcycle that could also be

V7 SPORT TEL AIO ROSSO

raced in endurance events. The resulting V7 Sport

The transformation of the V7 Ambassador/Special

was a magnificent sporting motorcycle, heralding a

into the V7 Sport displayed Tonti’s genius at its

long and distinguished range of performance Moto

best. The V7 may have been a magnificent touring

Guzzis. This year also saw the introduction of the

motorcycle, but it wasn’t a performance machine,

125 Stornello Scrambler and, toward the end of the

and De Stefani’s outline for the V7 Sport called for

year, the company introduced an 850cc version of

a motorcycle capable of 200 kilometers per hour

the V7. The other existing models were unchanged

(124 miles per hour), weighing less than 200kg, and

and motorcycle production rose to 15,604. With

featuring a five-speed gearbox.

the 200cc Ercolino Motocarri discontinued, only 659 Ercoles were built in 1971. Total production

The V7 Sport was unveiled in June 1971 at the Monza 500-kilometer race for 750cc production

THE EARLY SEIMM ERA: 1967–1972

126 machines. Mike Hailwood tested it before the race, proclaiming thereafter that the V7 Sport was the best-handling street bike he had ever ridden. Riva and Pierantonio Piazzalunga finished third and, in October, Tino Brambilla and Cavalli won the 500-kilometer production race at Vallelunga. The FIM required the manufacture of at least one hundred bikes to homologate the V Sport for production racing; 150 were built in 1971 and into 1972, the famed “Telaio Rosso” (red frame) models. The chrome-molybdenum frame was lighter than later V7 Sports, and the early models were hand assembled with different internal parts, notably the primary drive and fragile five-speed Tenagli gearbox inside a nonreinforced gearbox case (smooth exterior), similar to that of the V7 and V7 Special. To enable the engine to fit a lower frame, Tonti started by reducing the height, a much smaller 180watt Bosch alternator replacing the belt-driven

ABOVE: Mike Hailwood rode the V7 Sport at Monza in June 1971 dressed for a magazine car test he was undertaking at the time. RIGHT: In its debut in the 500-kilometer race at Monza in June 1971, Raimondo Riva and Pierantonio Piazzalunga took the V7 Sport to an impressive third place.

THE COMPLETE BOOK OF MOTO GUZZI

127 VHB carburetors were fitted with accelerator pumps. Ignition was by a Marelli distributor with twin points

1971–1975

V7 SPORT

T YPE

FOUR-STROKE

and coils; to save weight, the starter motor was a

90-DEGREE V-T WIN

much smaller Bosch centrifugally engaged type,

BORE x STROKE

82.5x70MM

achieved without a solenoid.

DISPL ACEMENT

748CC

POWER

70 HP AT 7,000 RPM (52 HP AT 6,300 RPM REAR

significant, it was the design of the red frame that

WHEEL)

set the V7 Sport apart. With more space between

COMPRESSION R ATIO

9.8:1

VALVES

T WIN INCLINED

CARBURETION

While these engine modifications were

the cylinders, Tonti designed a long low frame

OVERHEAD, PUSHRODS

with the backbone between the cylinders. Along

AND ROCKERS

with fully detachable lower frame rails to facilitate

T WO DELL’ORTO VHB30C

engine access, the double-cradle frame consisted of

FOOT-CHANGE 5-SPEED

nearly straight tubes and would eventually feature

IGNITION

COIL

on the entire range of large twins. The result was an

FR A ME

TUBUL AR DUPLEX

extremely low and compact motorcycle.

GEARS

CR ADLE

The V7 Sport abounded with quality

FRONT SUSPENSION

35MM TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN

components, including a hydraulic steering damper,

320MM KONI SHOCK

adjustable clip-on handlebars, solenoid-operated

ABSORBERS BR AKES

220MM FOUR LEADING

fuel taps, and a hinged stainless-steel rear fender to

SHOE FRONT, 220MM

allow for wheel removal. The V7 Sport lived up to

SINGLE LEADING SHOE

expectations: in 1971 and 1972, it was arguably the

REAR (SOME T WIN 300MM DISC FRONT IN

fastest 750cc production motorcycle available.

1973) WHEELS

18xWM2 AND WM3

TIRES

18x3.25,18x3.50

WHEELBASE

1,470MM

DRY WEIGHT

206KG

Special’s dual-instrument layout, while the heel-and-

TOP SPEED

200 K M/H APPROX.

toe gear shift also returned at this time. Some export

PRODUCTION

104 (1971)

V7 Specials also included the left-side gear shift

2,152 (1972)

V7 SPECIAL/A MBASSADOR/CALIFORNIA For 1971, the US V7 Ambassador received the V7

1,435 (DRUM 1973)

this year, but, apart from police versions, the 757cc

152 (DISC 1973)

version was now in its final run.

The V7 Special was little changed for 1971, but some now had a left-side gear change with a heeland-toe shift.

100 (1975)

Marelli 300-watt generator. Other changes to the engine included new, sand-cast (on the Telaio Rosso) crankcase and sump castings (evident by more external ribbing), and a slight reduction in capacity to 748cc. As with other Guzzis, the cylinders were chrome plated and, while the valve sizes were the same as the V7 Special, the V7 Sport received a new camshaft with more valve lift and increased duration. Camshaft drive was by helical gear. The forged one-piece crankshaft and two-piece con rods were polished on the early V7 Sport, and the Dell’Orto

THE EARLY SEIMM ERA: 1967–1972

128 850 GT AND ELDOR ADO The next evolution of the V7, the 850, overlapped

1971–1973

V850 GT/ ELDOR ADO DIFFERING FROM THE V750

with the V750 toward the end of 1971. This was first displayed at the Milan Show in November 1971, but production was already underway. Like the V750, the

STROKE

78MM

850 was built in two versions, for Europe as the V850

DISPL ACEMENT

844.06CC

GT and for the US as the Eldorado. The 1971 850s looked

POWER

64.5 HP AT 6,500 RPM

superficially similar to the final 1971 V7 Special and

COMPRESSION R ATIO

9.2:1

GEARS

FOOT-CHANGE 5-SPEED

Ambassador, but they included a number of significant

FRONT BR AKE

developments. The new engine gained its additional capacity through a stroke increase, while the engine

DRY WEIGHT

235KG

crankcase castings now featured the internal and

TOP SPEED

180 K M/H

PRODUCTION

507 (850 GT 1971)

external webbing of the V7 Sport, as did the gearbox Released at the end of 1971, the 850 Eldorado was the next evolution of the V7. The engine and gearbox cases were reinforced and the rear drive unit new. Similarly, the US Eldorado retained the twin leading-shoe front brake and gas tank with chrome panels.

220MM FOUR LEADING SHOE (GT)

housing accommodating a five-speed gearbox. Another significant development was a larger and stronger rear

308 (ELDOR ADO 1971) 2,626 (850 GT 1972) 2,412 (ELDOR ADO 1972) 1,410 (850 GT 1973)

drive casting. While the US Eldorado and early 850 GTs

1,624 (ELDOR ADO 1973)

still used the earlier double-leading shoe brake, most

272 (ELDOR ADO DISC

850 GTs now included a four-leading shoe brake similar to that of the V7 Sport. Early 850 GTs also featured chrome tank panels, but most tanks were fully painted.

THE COMPLETE BOOK OF MOTO GUZZI

1973)

129

STORNELLO 125 SCR A MBLER Joining the Stornello 125 and 160 for 1971, the 125 Scrambler was similar to the 125 but included the

1971–1974

STORNELLO 125 SCR A MBLER DIFFERING FROM THE STORNELLO 125

WHEELS

WM1x19 AND WM1x17

usual off-road equipment (high exhaust, knobby tires, sump guard, and higher fenders). Unlike the standard Stornello with its featured protective fork gaiters, the Scrambler’s front fork was a more modern type with exposed stanchions.

TIRES

19x 2.75, 17x3.00

DRY WEIGHT

117KG

TOP SPEED

98 K M/H

PRODUCTION

Another new model for 1971 was the Stornello 125 Scrambler.

259 (1971) 968 (1972)

1972

273 (1973) 40 (1974)

By this year, IMI began considering a deal that would take Moto Guzzi off its books. Motorcycle production had slipped slightly to 13,408, plus 535 Ercole Motocarris. The Nuovo Falcone, Stornello, and Trotter

THE EARLY SEIMM ERA: 1967–1972

130 continued unchanged, while the V7 Sport and new

tenth, and eleventh, respectively. On this occasion,

850 dominated production. A larger Dingo, the

the Guzzis were overshadowed by Ducati.

62T, appeared this year, but otherwise the existing Dingo range also remained the same. Moto Guzzi

V7 SPORT

continued to support a significant racing program

The Telaio Rosso’s success saw the V7 Sport becoming

during 1972, including the inaugural Imola 200 race

a regular production model for 1972. Although this

for F750 machines in April and the Italian series of

bike’s general layout and specification were the same

long-distance production races. Promoted as the

as those of the Telaio Rosso, a number of updates

“Daytona of Europe,” the Imola 200 saw nearly

were available, as well as a specific US version. While

every major motorcycle manufacturer’s works

still not mass produced, V7 Sport production rose

machinery represented.

significantly, with many 1972 examples sold into 1973,

Moto Guzzi prepared a team of three special

Guido Mandracci finished tenth in the 1972 Imola 200 race on the factory V7 Sport.

particularly in the US. The crankcase and transmission

V7 Sports as their entry for the event. Carburetion

castings were now die-cast, the transmission casing

was by the new 40mm Dell’Orto concentric carbs

including external webbing like the crankcase. The

with accelerator pumps and braking by triple

troublesome earlier gearbox received updates, and

Lockheed discs. Brambilla, Jack Findlay, and

the rear drive was the stronger unit of the 850 GT and

Mandracci rode the three bikes, finishing eighth,

Eldorado. The black painted frame was now built of

THE COMPLETE BOOK OF MOTO GUZZI

131

thicker mild steel, and the slightly smaller steel fuel

850 GT/ELDOR ADO/CALIFORNIA

tank had new decals. US versions featured a sealed

By 1972, the 850 had become Moto Guzzi’s premier

beam headlight, larger taillight, and Lucas instead

model, with the 850 GT and Eldorado unchanged from

of Aprilia turn signals. The colors also differed from

late 1971 and the 850 California replacing the earlier

the European examples, many in red with a silver-

V750 Ambassador California. Similar to the V750

painted frame. The V7 Sport might have become a

California—but powered by the 850cc five-speed

regular production model, but its performance was

engine—the California included higher handlebars,

unchanged; it remained one of the fastest motorcycles

footboards, a thickly padded white-and-black solo

Updates for 1972 included a new final drive unit and new gearbox with reinforced housing.

available in 1972.

THE EARLY SEIMM ERA: 1967–1972

132

THE COMPLETE BOOK OF MOTO GUZZI

133

seat, crash bars, and a windshield. The front brake was the Eldorado twin leading shoe, and the instrumentation included only the police-model single speedometer. The V700 and V7 Special also continued this year, both built to order as police models. Some 850s and V7 Specials were fitted with Spanish Amal 930 carburetors this year, replacing the Dell’Ortos after Moto Guzzi failed to pay an

LEFT: In the wake of positive press reports, the Eldorado was extremely successful in the US during 1972. ABOVE: In 1971 and 1972, the Nuovo Falcone was offered as this civilian version, still with a dual muffler.

outstanding account. Having unsuccessfully sought a buyer for Moto Guzzi this year, the IMI ended up forming an agreement with Argentinian car manufacturer and racer Alejandro De Tomaso in December. After selling De Tomaso Automobili to Ford in 1970, De Tomaso had purchased the ailing Pesaro-based Benelli company in 1971, leading him to Mandello del Lario the following year.

1972–1973

FRONT BR AKE

V850 CALIFORNIA DIFFERING FROM THE V850 GT 220MM T WO LEADING SHOE

DRY WEIGHT

240KG

TOP SPEED

170 K M/H

PRODUCTION

835 (1972) 1,335 (1973) 290 (DISC 1973)

THE EARLY SEIMM ERA: 1967–1972

C H A P T E R

6

EXPANSION UNDER DE TOMASO: 1973–1987

To increase sales, a black-and-gold Le Mans II was offered in the UK during 1981.

De Tomaso’s acquisition of Moto Guzzi led to considerable apprehension at Mandello, much of it justified. While the company still traded as SEIMM, De Tomaso was more committed to Benelli, concentrating particularly on multi-cylinder fourstrokes while also introducing a range of new small-capacity two-stroke models. As he didn’t see any future for Guzzi’s big twins, resources for research and development were restricted. While 1973 ushered in a long period of limited model evolution, De Tomaso’s influence on existing Moto Guzzi models was initially restricted. Most models remained unscathed in the near term, but the next few years saw many new Guzzis simply rebadged as Benellis. Worse, the larger twins were plagued unnecessarily with small design faults that could have easily been rectified.

1973 The immediate consequence of the De Tomaso purchase was a gradual reduction in component specification quality. This was particularly evident on the highspecification V7 Sport, but it also affected other models. Along with 493 Ercole, motorcycle production for 1973 numbered 11,252, with the Nuovo Falcone leading

136

the range. The Stornello, Dingo, and the four-model ABOVE: The V7 Sport initially continued unchanged for 1973, with tank badges replacing the decals. RIGHT: During 1973, the V7 Sport gained a left-side gearshift, a right-side rear brake lever, and new decals. OPPOSITE TOP: Later in 1973, the Eldorado appeared with a front disc brake. This example also has the Amal carburetors that were fitted when the usual Dell’Ortos were unavailable. OPPOSITE BOTTOM: While the standard Eldorado was black, white, or red/white, custom colors like this were available for special order. This 1973 Eldorado has the newer mufflers but retains the twin leading-shoe front brake.

Trotter range were unchanged, but this was to be the Trotter’s final year.

V7 SPORT At first, the V7 Sport continued unchanged, with only minor updates to the engine and transmission. Cosmetic details included tank badges to replace the earlier decals and updated tank stripes and toolbox decals. Heavier section clip-on handlebars also appeared during the year, and a chain replaced the expensive camshaft timing gears. In anticipation of new left-side gear shift regulations coming into force in the US after September 1974, the gear shift and rear brake linkages were revised, the gear shift now appearing on the left with a rod-operated rear brake. Although produced in 1973, this final V7 Sport series

identical to the drum-brake version. The twin

was also sold into 1974, particularly in the US.

disc braking system was really state of the art for

From 1973, disc brakes became a factory option

1973, with dual 300mm cast-iron discs and twin

and a small number of V7 Sports were produced

opposed-piston 08 Brembo brake calipers. In

in 1973 with a factory dual-front disc brake, most

1973, no other production bike had a comparable

destined for the US. In all other respects, these were

braking system.

THE COMPLETE BOOK OF MOTO GUZZI

137 850 GT/ELDOR ADO/CALIFORNIA This was the last year for the 850 GT, Eldorado, and California in their current form, featuring a front drum brake. Initially, they continued unchanged from their 1972 versions. Several transmission updates were incorporated during the year and, as on the V7 Sport, a camshaft drive chain replaced the timing gears. Other updates included the introduction of new cutoff Lafranconi mufflers, with some Eldorados also receiving the 850 GT’s four leading shoe front brake. Later in 1973, a 300mm Brembo single-disc front brake replaced the drum on the Eldorado and California, a feature that continued into 1974.

EXPANSION UNDER DE TOMASO: 1973–1987

138 Apart from a few V700s and V750s that continued in production as police motorcycles until 1978, this was the final year for loop-frame twins; this change signaled the beginning of Moto Guzzi’s gradual decline in America. This year also saw the end of the Stornello 125, Stornello Scrambler, and Stornello 160. Rebadged Benelli two-stroke singles (125 Tuttoterreno, Cross 50, and Nibibo), a 250 TS two-stroke twin, and fourcylinder 350 GTS now dominated. These changes would ultimately be recognized as misguided, though at the time De Tomaso persevered with this dubious approach until 1988. An anomaly within De Tomaso’s brutal approach toward existing Moto Guzzi designs was the introduction of another Falcone, the Sahara.

850 T (INTERCEPTOR) While De Tomaso was concentrating on introducing rebadged Benellis as Moto Guzzis, the first Mandello Moto Guzzi to arrive following the change in ownership was the 850 T, known in the US as the Interceptor. Basically combining components from the V7 Sport and 850 Eldorado, the 850 T was one of the better sport-touring motorcycles available in 1974, a landmark motorcycle for Moto Guzzi. It showed that a Moto Guzzi could be more than a huge interstate tourer or uncompromised sportster, appeal instead to a wider market. In the process of this transformation, the 844cc engine also received a number of upgrades to improve horsepower and reliability. The biggest problem with the 850 T was that the concept was so successful that it became the basis for all large touring Moto Guzzis for many years to come, limiting development and model evolution.

1974

The 850 T engine shared its displacement

After a year’s hiatus, De Tomaso’s intentions became

with the GT and Eldorado, featuring a new camshaft,

much clearer. He optimistically envisioned Moto Guzzi/

the V7 Sport’s dual-point distributor, and 30mm

Benelli production of 400,000 motorcycles a year,

carburetors. The Tonti frame required a lower

most of the increase coming from clones of the newly

engine, so a 180-watt alternator replaced the

developed Benelli fours and two-strokes. As the V7

generator, while the Bosch starter motor now

Sport, V850, Stornello, and Dingo were gradually

included a solenoid; it was a much more reliable

replaced, a range of small Benelli-based models was

system that served the big twins well until 1988.

introduced to take their place. The Trotter evolved into

The 850 T’s excellent chassis components included

the Chiü, with the 750 S replacing the V7 Sport and the

stainless-steel fenders, alloy Borrani wheel rims, and

850 T the 850 GT and Ambassador.

a single Brembo front disc brake. The instruments

THE COMPLETE BOOK OF MOTO GUZZI

139 were shared with the V7 Sport, but the switches were new. As the 850 T owed more to the V7 Sport,

1974 –1975

850 T

it was much lighter and better handling than the

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

Eldorado; while the balance was superb, the 850 T’s

BORE x STROKE

83x78MM

quality was marred by insipid green, red, or brown

DISPL ACEMENT

844.06CC

colors, accentuated by gold tape.

POWER

68.5 HP AT 6,300 RPM (53 HP REAR WHEEL)

COMPRESSION R ATIO

9.5:1

750 S

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND ROCKERS

While De Tomaso considered the V7 Sport

CARBURETION

T WO DELL’ORTO VHB30C

conservative, old-fashioned, and uneconomic to

GEARS

FOOT-CHANGE 5-SPEED

IGNITION

COIL

FR A ME

TUBUL AR DUPLEX CR ADLE

produce, he did allow the introduction of an interim model this year, the 750 S. Although very similar in

FRONT SUSPENSION

35MM TELESCOPIC FORK

specification to the 1973 disc-braked V7 Sport, most

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

750 Ss included a solenoid mounted above a more

BR AKES

300MM SINGLE DISC AND 220MM SINGLE LEADING SHOE

powerful Bosch starter motor. The front brakes were

WHEELS

WM3x18

TIRES

18x3.50, 18x4.00

dual 300mm Brembo; most updates in the transition

WHEELBASE

1,470MM

DRY WEIGHT

202KG

angular, lockable toolboxes, and an unusual one-

TOP SPEED

195 K M/H APPROX.

and-a-half seat. The Silentium mufflers were painted

PRODUCTION

from V7 Sport to 750 S were stylistic, with new colors,

matte black, with other black touches extending to the black-painted steel footpeg and lever supports.

1 (EUROPE 1973) 2,428 (EUROPE 1974) 2,658 (US 1974) 214 (EUROPE 1975)

The 750 S was essentially an interim model before

LEFT: New for 1974 was the 850 T, a successful amalgamation of the 850cc engine in the Tonti V7 Sport chassis. Reg Boeti OPPOSITE: The 850 GT was largely unchanged for 1973, still retaining the four leading shoe front brake. The tank was fully painted from 1972 and the fenders were chrome-plated.

140

the introduction of the 850 Le Mans; a small The rare 750 Sport was an interim model, basically a restyled V7 Sport. Diagonal green stripes were one of three color options.

number were also sent to the US. Berliner wasn’t particularly enthusiastic about this model, so

1974

750 S DIFFERING FROM THE V7 SPORT

FRONT BR AKE

T WIN 300MM DISC

PRODUCTION

948

1974

850 GT, ELDOR ADO, CALIFORNIA DIFFERING FROM 1973

most US 750 Ss were rebadged as V7 Sports.

850 GT, ELDOR ADO, CALIFORNIA Updates to the loop-frame 850s included a new cartridge-type front fork with aluminum legs and a single 300mm Brembo disc brake. Most of these final 850s were Californias, sold in Europe as an 850 GT with footboards, speedoonly dash, Harley-style two-tone seat, rear crash bars, saddlebags, and windshield. Still marketed as Eldorado in US versions, most had a single seat. Some of these were sold to the Los Angeles Police Department and the California Highway Patrol.

THE COMPLETE BOOK OF MOTO GUZZI

FRONT BR AKE

300MM DISC

PRODUCTION

164 (850 GT) 78 (ELDOR ADO) 1,200 (CALIFORNIA)

141

LEFT: The Eldorado was purchased by the LAPD and CHP during 1974. Police versions like this had a single seat and additional lighting. Eldorados retained chrome tank panels. BELOW: Most 850 Californias were sold in Europe and were similar to the police Eldorado.

EXPANSION UNDER DE TOMASO: 1973–1987

142

ABOVE: Designed for rugged roads, another new model for 1974 was the Falcone Sahara. This was basically a civilian version of the military Nuovo Falcone. OPPOSITE: The Chiü moped replaced the Trotter for 1974.

CHIÜ 1974 –1976

FALCONE SAHAR A DIFFERING FROM THE NUOVO FALCONE

Replacing the aging Trotter, the Chiü had a more powerful horizontal two-stroke engine and generally looked more modern. Retaining the pressed-steel frame incorporating the fuel tank, its suspension included a

POWER

27 HP AT 4,800 RPM

COMPRESSION R ATIO

7:1

mechanical telescopic front fork and swingarm rear

TOP SPEED

130 K M/H APPROX.

suspension, while the engine was a single speed with

PRODUCTION

2,120 (1974)

automatic clutch. Along with a rear parcel rack, the Chiü

1,530 (1975) 597 (1976)

was also available with a detachable shopping basket fitted in front of the handlebar.

FALCONE SAHAR A

Rebadged Benellis

The Nuovo Falcone remained surprisingly popular,

250 TS

so it received a mild facelift for 1974. Now it sported

The De Tomaso purchase saw the range expand to

chrome-plated fenders and headlight, and new colors

include a number of rebadged Benellis that were

and decals. The military version also evolved into the

only superficially associated with Mandello del Lario.

civilian Sahara, sold in sandy beige and black, with

The first of these was the 250 TS; apart from chrome

a one-piece instrument console, engine covers, and

cylinder bores and larger Dell’Orto carburetors, this

color-matched saddlebags. The 18-liter gas tank was

was ostensibly a restyled Benelli 2C. The Moto Guzzi

also shorter and wider.

shared the same piston-port, two-stroke twin-cylinder

THE COMPLETE BOOK OF MOTO GUZZI

143 engine and, while the Benelli and Guzzi were similar, the Guzzi was sold as a more upmarket version, with a

1974 –1976

Grimeca twin leading shoe front brake and Marzocchi

CHIÜ DIFFERING FROM THE TROTTER SPECIAL

suspension. Both lacked convenience features, like

BORE x STROKE

40x39MM

automatic oiling, and suffered from an inadequate

DISPL ACEMENT

49CC

POWER

1.5 HP AT 4,400 RPM

6-volt electrical system.

COMPRESSION R ATIO

8.5:1

CARBURETION

DELL’ORTO SHA14.9

125 TUT TOTERRENO, TRIAL , TURISMO

FRONT SUSPENSION

TELESCOPIC FORK

Shortly after the 250 TS’s release, three Benelli-

REAR SUSPENSION

SWINGARM

inspired two-stroke 125 singles appeared: the

WHEELS

WM0x16

TIRES

16x 2.25

Tuttoterreno (all-terrain), Trial, and Turismo. The Trial’s engine had a slightly lower output, but otherwise it was identical with the Tuttoterreno. Although based

WHEELBASE

1,130MM

DRY WEIGHT

48KG

TOP SPEED

38.4 K M/H

on the twin, the two-stroke single featured a slightly

EXPANSION UNDER DE TOMASO: 1973–1987

144 longer stroke but retained the chrome cylinder. These 125s were afflicted with design flaws and fitted with flimsy chassis components, characteristics that limited the Tuttoterreno and Trial in particular.

1974 –1982

250 TS

T YPE

T WO-STROKE PAR ALLEL

BORE x STROKE

56x47MM

T WIN

DISPL ACEMENT

231.4CC

POWER

24.5 HP AT 7,570 RPM

COMPRESSION R ATIO

10:1

CARBURETION

T WO DELL’ORTO VHB25B

GEARS

5-SPEED

IGNITION

ELECTRONIC DANSI FLY WHEEL M AGNETO

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

32MM M ARZOCCHI TELESCOPIC FORK

ABOVE: The 125 Turismo was another rebadged Benelli and had a small front disc brake. BELOW: The first Benelli rebadged as a Moto Guzzi was the 250 2C. The 1974 version had a Grimeca front drum brake and angular chrome fenders. Early bikes had slashed-end Silentium mufflers.

REAR SUSPENSION

M ARZOCCHI T WIN SHOCK

1974 –1981

125 TUT TOTERRENO, 125 TRIAL , 125 TURISMO

T YPE

T WO-STROKE SINGLE

BORE x STROKE

56x49MM

DISPL ACEMENT

120.62CC

POWER

15.4 HP AT 7,800 RPM (14 HP AT 6,500 RPM TRIAL)

SWINGARM

COMPRESSION R ATIO

9.9:1 (9.5:1 TRIAL)

DRUM 180MM 2LS FRONT

CARBURETION

DELL’ORTO VHB22BS

(260MM DISC 1975),

GEARS

5-SPEED

158MM SLS REAR

IGNITION

FLY WHEEL M AGNETO

WHEELS

WM2x18, WM3x18

FR A ME

TUBUL AR DUPLEX

TIRES

18x3.00, 18x3.25

WHEELBASE

1,330MM

DRY WEIGHT

137KG

TOP SPEED

131 K M/H

BR AKES

CR ADLE FRONT SUSPENSION

M ARZOCCHI TELESCOPIC FORK

REAR SUSPENSION

T WIN SHOCK SWINGARM

BR AKES

135MM DRUM FRONT (220MM DISC TURISMO) 135MM DRUM REAR (124MM TURISMO)

WHEELS

21 AND 18 IN (TUT TOTERRENO AND TRIAL) 18 IN FRONT/REAR (TURISMO)

TIRES

21x 2.50 AND 18x3.50 (TUT TOTERRENO AND TRIAL) 18x 2.50 AND 18x 2.75 (TURISMO)

WHEELBASE

1,285MM (TUT TOTERRENO AND TRIAL)

DRY WEIGHT

98KG (TUT TOTERRENO AND TRIAL), 78.5KG (TURISMO)

TOP SPEED

110 K M/H (TUT TOTERRENO AND TRIAL) 118 K M/H (TURISMO)

THE COMPLETE BOOK OF MOTO GUZZI

145 CROSS 50 AND NIBBIO Two new 50cc two-stroke singles, the Cross 50 and

1974 –1981

CROSS 50 AND NIBBIO

Nibbio, were also introduced in 1974; they turned

T YPE

T WO-STROKE SINGLE

out to be more successful. Basically downsized 125s,

BORE x STROKE

40x39MM

they were reasonably reliable, in a very modest

DISPL ACEMENT

49CC

state of tune; each included full-specification chassis

POWER

1.1 HP AT 3,750 RPM

COMPRESSION R ATIO

8:1

CARBURETION

DELL’ORTO SHA14.12

equipment. Looking like a miniature motocross racer, the Cross was more popular, fitted with dual rear

GEARS

5-SPEED

sprockets. It was meant for road or off-road use.

IGNITION

FLY WHEEL M AGNETO

FR A ME

TUBUL AR DUPLEX CR ADLE

350 GTS One of De Tomaso’s first projects with Benelli was the production of a single overhead camshaft four-

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

T WIN SHOCK SWINGARM

BR AKES

DRUM FRONT AND REAR

WHEELS

19 AND 17 (CROSS) 18 FRONT/REAR (NIBBIO)

cylinder engine, in nearly every respect a copy of the Honda CB350/500. Closely based on the excellent Honda engine, but with quality Italian chassis components and Bosch electrics, the 350cc version became the Moto Guzzi 350 GTS for 1974.

TIRES

19x 2.50 AND 17x3.50 (CROSS) 18x 2.50 (NIBBIO)

WHEELBASE

1,210MM

DRY WEIGHT

81KG (CROSS) 77KG (NIBBIO)

Styled similarly to the 250 TS, the first 350 GTS had a Grimeca four-leading shoe front brake.

The first version of the Cross 50 had a low exhaust system.

EXPANSION UNDER DE TOMASO: 1973–1987

146 Pesaro, and this year De Tomaso purchased Maserati, transferring all research and development, sales, exports, and administration to this facility at Modena. Rejuvenated by the 850 T’s success, Moto Guzzi’s big twin continued to thrive at Mandello. De Tomaso preferred that Guzzi not manufacture twins at all, but he saw continued demand with the 850 T and sanctioned development of the automatic V1000 Convert. By now the Stornello was finished, but the Nuovo Falcone continued, as did the V700, Dingo, and Chiü. The Benelli-based models all remained largely unchanged, the 250 TS and 350 GTS receiving a Brembo front disc brake.

850 T3/CALIFORNIA Many of the 850 T’s shortcomings were addressed with the 850 T3. A notable change was the introduction of the linked braking system, which had featured on the Le Mans prototype back in 1972 at the

1974 –1975

350 GTS

“Premio Varrone.” Other updates included an oil filter

T YPE

FOUR-STROKE INLINE FOUR CYLINDER

in the sump, more powerful 280-watt alternator, and a

BORE x STROKE

50x44MM

larger U-joint and carrier bearing. The exhaust headers

DISPL ACEMENT

345.5CC

POWER

38 HP AT 9,500 RPM

COMPRESSION R ATIO

10.2:1

as before, the carburetors received a paper air filter,

VALVES

T WIN INCLINED OVERHEAD, CHAIN-DRIVEN SOHC

and the rocker covers were a new four-finned type.

CARBURETION

FOUR DELL’ORTO VHB20D

GEARS

FOOT-CHANGE 5-SPEED

IGNITION

COIL

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

TELESCOPIC FORK

linked the rear disc and left side front disc through a

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

master cylinder under the right-side cover and was

BR AKES

DRUM 180MM 4LS FRONT (DISC 1975) 158MM SLS REAR

WHEELS

WM2x18 AND WM3x18

TIRES

18x3.00, 18x3.50

WHEELBASE

1,370MM

DRY WEIGHT

168KG

TOP SPEED

160 K M/H APPROX.

ABOVE: One of De Tomaso’s attempts to beat the Japanese head-on was the fourcylinder Moto Guzzi 350 GTS. The engine was a copy of a Honda design.

1975 De Tomaso was still gripped by “multi-mania” and devoted to his fours and sixes, but even in Italy the Benelli and Moto Guzzi multis were seen as expensive, lower-quality, overweight Honda copies. Benelli was now building all the cycle parts for motorcycles at

THE COMPLETE BOOK OF MOTO GUZZI

bolted to the cylinder heads rather than being screwed

Tonti designed the new braking system, enhancing safety by limiting front wheel lockup in an emergency and the rider’s reliance on the rear brake. The system

147 operated by a foot pedal. Weight transfer generally resulted in a proportion of around 70 percent to the

1975 –1982

front and 30 percent to the rear brake. A handlebar

850 T3/CALIFORNIA DIFFERING FROM THE 850 T

master cylinder operated the right side front disc

BR AKES

300MM DUAL DISC AND 242MM DISC

as before, virtually eliminating wheel lockup. This

REAR TIRE

18x4.10

DRY WEIGHT

225KG (CALIFORNIA)

TOP SPEED

190 K M/H APPROX. (CALIFORNIA)

linked braking system stood as another Moto Guzzi trademark for many years, one that was not widely copied by other manufacturers. Alongside the 850 T3 was the 850 T3 California, an amalgam of the 1974 loop-frame 850 California and the 850 T3. Like the earlier California, this

PRODUCTION

1,250 (EUROPE 1975) 2,400 (US 1975) 729 (CALIFORNIA 1975) 883 (1976) 1,089 (CALIFORNIA 1976) 1,328 (CALIFORNIA 1977) 730 (CALIFORNIA 1978)

included footboards, a screen, a thicker seat, and

1,159 (CALIFORNIA 1979)

panniers. Underneath the California was an 850 T3,

1,211 (CALIFORNIA 1980)

which would prove to be exceptionally successful,

246 (CALIFORNIA 1982)

915 (CALIFORNIA 1981)

both in civilian and police guise.

OPPOSITE BOTTOM: During 1975, the 250 TS gained a Brembo frontdisc brake and a rectangular instrument housing. By 1975, the Dingo Turismo had evolved into this Dingo 3V MM. ABOVE: The 850 T3 California had a higher, braced handlebar, black-and-white buddy seat, footboards, and hard saddlebags. The rocker covers were also new this year.

EXPANSION UNDER DE TOMASO: 1973–1987

148 V1000 I-CONVERT Although De Tomaso wasn’t particularly enamored of the Moto Guzzi big twin, he saw a future for it as a luxurious touring bike. Coming from an automotive background, he figured it was time for an automatic motorcycle, so the V1000 I-Convert became the first motorcycle with a two-speed torque-converter semi-automatic transmission. Originally conceived for the Italian “Servizio Scorta,” meant for escorting convoys by riding at walking pace, the Convert was also produced as a civilian version, but it was unpopular. Again, De Tomaso completely misread the motorcycle market, although the Convert was an interesting technological exercise. As a larger engine was required to offset the torque converter’s drivetrain power loss, the Convert was powered by a bored version of the 844cc engine, replacing chrome bores and featuring cast-iron cylinder liners; the engine’s top end was identical to the other 850s. In a move that not only astonished the motorcycling world, but also seemed totally unnecessary, a torque converter, dry multi-plate clutch, and manual two-speed gearbox replaced the regular clutch and five-speed gearbox. Neither a manual nor a full automatic, the semi-automatic was

a crankshaft-driven impeller pumped fluid through a

named the I-Convert after the Fichtel and Sachs’s

turbine fixed to the gearbox input shaft. Automatic

hydrokinetic torque converter (Idro-Convert).

transmission fluid was pumped to a tank under the

The torque converter sat behind the engine and

left side cover, and a cooling radiator was mounted on the front downtubes. Unlike automotive torque

A factory brochure for the V1000 I-Convert. While the basic chassis was shared with the 850 T3, the Convert featured air spoilers on the front crash bars and a hydraulic fluid cooler in front of the engine.

converters, the Convert also featured an additional

1975 –1979

V1000 I-CONVERT DIFFERING FROM THE 850 T3

overdrive ratio, low gear providing nearly 130 kilometers per hour (80 miles per hour). For the Convert, Moto Guzzi introduced a new final drive

BORE

88MM

DISPL ACEMENT

948.8CC

housing, a more angular casting that was slightly

POWER

71 HP AT 6,500 RPM

longer with a shorter right fork, larger bearing, and a

COMPRESSION R ATIO

9.2:1

U-joint integral with the driveshaft.

GEARS

2-SPEED AUTOM ATIC HYDR AULIC CONVERTER

TIRES

In keeping with its luxury status, the Convert

18x4.10 FRONT AND

featured a number of dubious amenities. The large

REAR

instrument panel included only a speedometer along

DRY WEIGHT

240KG

TOP SPEED

195 K M/H APPROX.

PRODUCTION

676 (EUROPE 1975)

with an array of ten warning lights, an electric fuel tap and fuel gauge, and a rear disc parking brake

926 (US 1975)

and ignition cutout operated by the side stand. Other

866 (1976)

specific Convert features included air spoilers mounted on the crash bars and an adjustable steering damper.

THE COMPLETE BOOK OF MOTO GUZZI

149 Apart from the standard screen and panniers, the rest of the Convert was 850 T3, the chassis identical to

1975

750 S3 DIFFERING FROM THE 750 S

REAR SUSPENSION

T WIN 320MM SEBAC

this model except that most Converts had footboards. It was also produced in a police version, but this was never as popular as the 850 T3 California. Although the

SHOCK ABSORBERS BR AKES

I-Convert won the 1975 Italian design award, the Premio

300MM DUAL DISC AND 242MM DISC

Varrone, the conservative motorcycling buyer treated it

DRY WEIGHT

208KG

with suspicion and it wasn’t a sales success.

PRODUCTION

950

750 S3 A final 100 V7 Sports were manufactured in 1975,

To reduce production costs, the 750 S3 engine

though these were merely the 750 S built for the

was now based on the touring 850 T3, with the milder

US market and rebadged as V7 Sports. The end of

touring 850 T3 camshaft and the exhaust header pipes

Moto Guzzi’s sporting 750cc line was the 750 S3.

attaching to the cylinder head with two studs. The

The new 850 Le Mans was already waiting in the

final drive housing was also the new V1000 Convert

wings, but delays in implementing its production

type and, while the claimed power was unchanged

saw the 750 continue for another year. The resulting

from the 750 S, most reports confirmed the 750 S3’s

750 S3 was another confusing model, incorporating

performance was inferior to that of the 750 S.

some improvements over the 750 S and V7 Sport

The 750 S and 750 S3 did look similar, but most

but generally reflecting the continual downgrading

of the 750 S3’s body components were new, including

in specification and cost-cutting that typified the De

the front and rear fenders and rear lifting handles,

Tomaso era. While the 750 S3 looked superficially

with a manual fuel tap replacing the solenoid-

similar to the 750 S, fifty-five updates were

operated type. The forward-offset handlebars were

introduced; in many respects, the 750 S3 was more

now fixed, replacing the previous adjustable type;

closely related to the 850 T3 than the earlier 750 S.

combined with more forward footpegs, they provided

The 750 S3 looked similar to the 750 S but included the triple-disc integral braking system.

150

ABOVE: One of the final Falcones, this example was built for the Netherlands importer at the end of production. BELOW: One of the five 50cc two-strokes available for 1976 was the Magnum Minibike.

an awkward riding position. The braking system

Benelli-inspired models were updated, the Cross 50

was now the triple-disc linked type of the 850 T3

receiving a facelift that included an upswept exhaust

and V1000. By 1975, the 750 S3 was outclassed in

and new tank and fenders, while the 350 GTS grew

outright performance, not only by larger capacity

into the 400 GTS, and a new 50cc Magnum Minibike

Italian machines, but also by a new generation of

was introduced. The 850 T3, 850 T3 California, and

German and Japanese Superbikes. The early 1970s

V1000 Convert continued unchanged.

era of the sporting 750 was over: buyers demanded

De Tomaso initially remained unconvinced of the

more power and torque. Fortunately for Moto Guzzi,

future for a sporting Moto Guzzi V-twin, misguidedly

they had their superb 850 Le Mans waiting and ready

promoting the Benelli 750 Sei as Italy’s premier

to go—now was the time to unleash it.

sporting motorcycle; he wanted this rebadged as a Moto Guzzi. By 1975, though, De Tomaso saw that his Benellis were not providing the revolution

1976

he’d envisioned, and he gradually lost interest in

De Tomaso’s prevailing influence saw the end of

motorcycle production. He no longer cared if Benelli

several established Moto Guzzi models this year,

or Moto Guzzi built a sports motorcycle, and this

notably the Nuovo Falcone, Dingo, and Chiü. Some

provided Tonti with another opportunity to initiate production of the sporting 850 he had planned since 1972. The resulting Le Mans would become an iconic Moto Guzzi, passing through various incarnations over the next eighteen years to become a new symbol of the marque.

850 LE M ANS Now considered one of the classic Moto Guzzis, the Le Mans also represents the archetypal late-1970s sporting Italian motorcycle. Earlier in the decade,

151 the Italian motorcycle industry was at the forefront of the Superbike revolution, with Italian 750s setting

1975 –1978

the standard for engine and chassis performance. By

850 LE M ANS DIFFERING FROM THE 750 S3

1975, though, Superbike requirements had changed,

BORE x STROKE

83x78MM

emphasizing larger-displacement motors, more

DISPL ACEMENT

844.06CC

POWER

80 HP AT 7,300 RPM

ergonomic controls, and the incorporation of stylistic features that were not necessarily functional. The move to larger-displacement engines was primarily to

COMPRESSION R ATIO

10.2:1

CARBURETION

T WO DELL’ORTO PHF36B

REAR SUSPENSION

T WIN 320MM LISPA SHOCK ABSORBERS

maintain performance in the wake of increased noise

WHEELS

WM3x18

and emissions regulations and, whereas early 1970s

TIRES

3.50H18, 4.10V18

DRY WEIGHT

198KG

TOP SPEED

210 K M/H APPROX.

Italian motorcycles emphasized form following function, style was everything by the end of the decade. Remarkably similar to the 750 S3, the Le Mans was a triumph of style and design. Many late-1970s and early-1980s motorcycle designs haven’t stood the test of time, but the first 850 Le Mans was a styling

PRODUCTION

216 (EUROPE 1975) 4 (US 1975) 2,452 (EUROPE 1976) 80 (US 1976) 2,548 (1977) 1,737 (1978)

miracle. Eschewing fashionable trends toward angular shapes and over-stylized forms, the Le Mans retained strong links with the earlier V7 Sport and was more

small fairing that included a day-glow front orange

successful as a result.

panel. US examples featured a sealed-beam headlight,

The basic Le Mans engine architecture was inherited from the 850 T3, and there were surprisingly

the headlight protruding in front of the fairing. While its performance was still more than

few special internal parts. The performance boost over

adequate, the Le Mans raison d’être was more about

the 750 S3 and 850 T3 came from the cylinder head,

style than performance. During the mid-1970s, many

higher compression ratio, increased displacement, and

European manufacturers saw the factory café racer

larger carburetors breathing through velocity stacks.

as a way to counter the threat of cheaper, faster, and

The combustion chamber was modified to incorporate

continually improving Japanese motorcycles, and the

larger valves and, to obtain the high compression ratio, the pistons had a much higher dome. The Le Mans also featured cast-iron liners, as well as a thinner and lighter flywheel to improve throttle response. Complementing the higher compression and bigger valves were larger carburetors mounted on rubber manifolds, with accelerator pumps and open bellmouths, and a matte-black upswept exhaust system. The Le Mans chassis was also derived from the 750 S3, with a similar 35mm front fork, but FPS aluminum wheels replaced the wire spoked Borrani. The braking system was the usual Brembo linked arrangement. The red or blue-grey painted steel fuel tank was the same shape as on the 750 S3, but the side covers and front and rear fenders were plastic, with a new rubbermolded angular seat covering the rear of the tank. Complementing the aggressive riding position was a

Inside the Le Mans engine were a number of higherperformance components. The air filters are not standard, as the large Dell’Orto carburetors originally breathed through open bell mouths.

152

RIGHT: Handsome and timeless from any angle; the 1976 850 Le Mans in rare blue-grey. Lafranconi mufflers are from the optional race kit. The first-series Le Mans had the taillight housing incorporated in the rear mudguard. BELOW: The 350 GTS became the 400 GTS for 1976, but it remained unpopular.

twin-cylinder machines. Mike Baldwin finished fifth in the inaugural Superbike race at Daytona in March 1976. For the next round at Loudon, New Hampshire, in June, the Moto Guzzi, in combination with Baldwin’s exceptional riding and the advantage of Brembo brakes, provided the Moto Guzzi Le Mans its first AMA Superbike victory. Baldwin ended the series in fifth place, while Kurt Liebmann was also successful on the Leoni Le Mans, winning the nonchampionship race at Pocono, Pennsylvania. Baldwin and Liebmann subsequently finished first and second in a 200-mile endurance race at Pocono. The Le Mans was the right bike at the right time, offering similar performance to other Italian Superbikes in a civilized and compact package. most successful of these stylistic creations was the Le

Tonti’s magnificent frame was still more than up to

Mans. The Le Mans may have suffered from marginal

the task, and the Le Mans remained one of the best-

execution and indifferent quality, but, more than any

handling motorcycles available. Now acknowledged

other motorcycle, it epitomizes the mid- to late-1970s

as one of the great sporting motorcycles of the mid-

factory café racer style.

to late-1970s, the Le Mans was a masterpiece.

To help promote the new model, the first Le Mans to arrive in the US was provided to Reno Leoni

400 GTS

as preparation for a new Superbike racing class.

For 1976, the four-cylinder 350 GTS grew to 400cc,

Superbike regulations required the machines to look

accompanied by an increase in power and weight.

stock, even with a taillight; with standard frames

While smooth and sophisticated, the GTS was

retained, this series particularly suited the European

always viewed as an underpowered Benelli 500

THE COMPLETE BOOK OF MOTO GUZZI

1976 –1979

400 GTS DIFFERING FROM THE 350 GTS

STROKE

50.6MM

DISPL ACEMENT

397.2CC

POWER

40 HP AT 9,000 RPM

FRONT BR AKE

300MM DISC

DRY WEIGHT

175KG

TOP SPEED

170 K M/H APPROX.

LS, and both the Benelli and Moto Guzzi were considered Honda copies. Since they were built at the Benelli plant in Pesaro, Moto Guzzi aficionados remained skeptical.

1977 While the existing Moto Guzzi big twins (850 Le Mans, 850 T3/California, V1000 Convert) and the Benelli models continued with minor updates, the longawaited smaller V-twins finally appeared. The 850 Le Mans received a reshaped seat and new rectangular taillight; in the US, the T3 was offered as the 850 T3 FB (footboard), a combination of the California and T3 with footboards and high handlebars. Another Benellibased model was also introduced, the 254, which was very similar to the Benelli 250 Quattro presented the previous year. In the AMA Superbike Championship, Baldwin

exception. While they still marketed the rebadged

was back on the Leoni-tuned Le Mans for 1977; after

Benellis, the continued success of the larger V-twins

finishing fifth again at Daytona, he won the next

finally persuaded De Tomaso to sanction a smaller

round at Charlotte, North Carolina. Liebmann finished

90-degree V-twin with shaft final drive. He was

second on another Le Mans and Baldwin ultimately

determined to increase Moto Guzzi production while

finished third in the championship. Results were

also reducing manufacturing costs. The V35 also

better in the UK: in the Avon Roadrunner Production

came in underneath the new Italian taxation limit, so

series, Manchester rider Roy Armstrong surprised the

De Tomaso anticipated strong domestic demand.

pundits by winning the 1977 championship in a hotly contested field.

TOP: With its lean and brutal looks, the 850 Le Mans continued largely unchanged. While white was another color option, most were red for this year. ABOVE: The Le Mans now included a dual seat and new rear fender and taillight.

With the V35 and V50, Tonti went to some trouble to reduce production costs, but he also managed to create a brilliantly compact motorcycle.

V35, V50

With its chain-driven central camshaft and pushrod-

During the mid-1970s, many Italian motorcycle

operated valves, the 90-degree V-twin closely

manufacturers were looking toward expanding

followed the layout of the larger bikes, while also

their middleweight range; Moto Guzzi was no

incorporating several technical advances. As the

EXPANSION UNDER DE TOMASO: 1973–1987

154 crankcases were horizontally split, the oil filter could be replaced without removing the sump. The

1977–1979

V50, V35

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

improved dry clutch included one friction plate

75x57MM (V50)

and a diaphragm spring, resulting in minimal spline

66x50.6MM (V35)

wear and a smoother action. Another innovation

BORE x STROKE DISPL ACEMENT

490CC (V50) 346CC (V35)

POWER

was the cylinder head design, utilizing Heron heads

45 HP AT 7,500 RPM (V50)

with two parallel valves, the combustion chamber

33.6 HP AT 8,100 RPM (V35)

incorporated in the piston crown. While this

COMPRESSION R ATIO

10.8:1

VALVES

T WIN PAR ALLEL OVERHEAD, PUSHRODS AND

enabled a high compression ratio, excellent fuel

ROCKERS

economy, and simplified manufacturing, the small

CARBURETION

T WO DELL’ORTO VHB24F

valve sizes and sharply curved ports ultimately

GEARS

FOOT-CHANGE 5-SPEED

limited breathing capability.

IGNITION

BOSCH ELECTRONIC

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

32MM TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN 305MM SEBAC SHOCK

was designed for a variety of engine displacements,

ABSORBERS

the helical primary gears lived in an intermediate

BR AKES

T WIN 260MM FRONT DISCS AND 235MM REAR DISC

WHEELS TIRES

There were several other changes to the overall design of the smaller engine and drivetrain. As it

housing between the engine and gearbox, enabling

WM2 AND WM3x18

the easy fitting of different primary gear ratios for

3.00S18 OR 3.25S18 (FRONT)

different capacities. In most respects, the V35/50

3.50S18 OR 100/90S18 (REAR) WHEELBASE

1,395MM

DRY WEIGHT

152KG

TOP SPEED

170 K M/H APPROX. (V50)

was a downsized version of the larger Tonti-framed twins. The frame followed a similar layout, with a detachable lower section, and the wheels were cast alloy with triple integrated disc brakes. While the V35 and V50 were all ready to go in 1977, the Mandello plant was stretched to capacity and the new twins didn’t prove to be as economical to build as Tonti had imagined. As a result, the first series was only sold in Italy.

254 One of De Tomaso’s more unusual projects was the four-cylinder 254. Having first appeared as the Benelli Quattro in 1976, the Guzzi version shared that model’s unorthodox features, such as instruments mounted on the fuel tank and plastic bodywork. The tiny four-cylinder engine was similar in design to the 350 and 400, with a chain-driven single overhead camshaft and electric start only (with kick-start on request). The front brake was a Grimeca disc, and the 254 included six-spoke, cast alloy wheels, comparable to the Benelli’s three-spoke. The tank and tail styling also differed The V50 was a more modern design than the older 850, but production of the first series was limited. It was only available in Italy during 1977.

THE COMPLETE BOOK OF MOTO GUZZI

between the two versions.

155

LEFT: Another rebadged Benelli was the fourcylinder 254. BELOW: The 1978 production V50 had side-cover badges instead of decals. The angular castings differed from the larger twins and the swingarm pivoted on the gearbox casing.

1978 With the Mandello plant working at full capacity building the Le Mans, V1000 Convert and 850 T3, De Tomaso

1977–1981

254

T YPE

FOUR-STROKE INLINE

BORE x STROKE

44x38MM

FOUR CYLINDER

purchased the old Innocenti factory in Milan with the intention of setting this up for V35 and V50 production in 1979. In the meantime, the most significant new models this year were Moto Guzzi’s answer to the BMW R100RS, the 1000 SP, and the G5, a manual version of the

DISPL ACEMENT

231.1CC

POWER

27.8 HP AT 10,500 RPM

COMPRESSION R ATIO

11.5:1

VALVES

ventilated alternator cover and plastic lockable fuel cap,

DRIVEN SOHC CARBURETION

while the 850 T3 and Le Mans were unchanged. The US 850 T3 continued as the FB, and a Police Special and Convert Police Special were also available. These were

T WIN INCLINED OVERHEAD, CHAIN-

V1000 Convert. The V1000 Convert received a plastic

FOUR DELL’ORTO PHBG18B

GEARS

FOOT-CHANGE 5-SPEED

IGNITION

COIL

FR A ME

OPEN TUBUL AR STEEL

FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN SHOCK ABSORBERS

BR AKES

260MM DISC FRONT 158MM DRUM REAR

WHEELS

WM1x18 AND WM2x18

TIRES

18x 2.75, 18x3.00

WHEELBASE

1,270MM

DRY WEIGHT

117KG

TOP SPEED

150 K M/H APPROX.

EXPANSION UNDER DE TOMASO: 1973–1987

156 essentially police versions without a siren, red light,

four-way proportioning valve, using a regulator

and radio. The V35 and V50 were also now more

instead of a simple manifold.

widely available, and the Benelli-inspired models all continued with only cosmetic updates.

The 1000 SP’s most original feature was the fairing. Recommissioning the wind tunnel that had been used only for scientific purposes since 1957, Tonti

1000 SP

created a unique design. The fairing comprised three

Along with the Convert, one of De Tomaso’s plans for the Guzzi V-twin engine was a sport touring motorcycle with a revised riding position, effective fairing, and full instrumentation. The resulting

1978 –1983

1000 SP DIFFERING FROM THE V1000 CONVERT

GEARS

FOOT-CHANGE 5-SPEED

TIRES

100/90H18 AND

1000 SP, Moto Guzzi’s first fully faired motorcycle, was an amalgam of components from existing A lineup of 1000 SPs in front of the wind tunnel at Mandello del Lario. Testing was undertaken after hours because the electric wind tunnel fan drew so much power the production lines couldn’t operate.

models, including a Le Mans frame and footpegs and Convert engine, but with an 850 T camshaft

110/90H18

and upswept Le Mans-style exhaust system. Also

WHEELBASE

1,480MM

shared with the Le Mans were its FPS cast aluminum

DRY WEIGHT

210KG

TOP SPEED

200 K M/H APPROX.

wheels, while the integrated braking system was updated with a larger 09 rear brake caliper and

THE COMPLETE BOOK OF MOTO GUZZI

157 fiberglass sections, the top section turning with the handlebars and the two side panels frame mounted. These incorporated angled airfoils to increase downthrust at speed. With this new fairing was a redesigned instrument panel (in 1970s-style pseudoalligator skin) and new CEV switches and throttle. Although it was heavy, and the large fairing hurt the top speed, the 1000 SP received a favorable reaction and was initially a popular sport touring motorcycle.

V1000 G5 Continuing with the lineup expansion through amalgamating its models, Moto Guzzi also released the V1000 G5 (G5 indicating five-speed) this year. Essentially a V1000 Convert with a five-speed gearbox, the G5 offered the performance advantages of a 1000cc engine without the power-sapping torque converter. Most of the G5’s features were shared with the Convert. The instrument panel, still with its wide array of warning lights, now included a tachometer; the wheels

1978 –1983

1000 G5 DIFFERING FROM THE V1000 CONVERT

received the 1000 SP’s updated braking system with

GEARS

FOOT-CHANGE 5-SPEED

a larger rear-brake caliper and four-way proportioning

FRONT TIRE

3.50H18

DRY WEIGHT

220KG

TOP SPEED

190 K M/H APPROX.

were still wire spoked Borranis and, while most Converts had footboards, the G5 had normal footpegs, lower and more forward than on the 1000 SP and T3. The G5 also

valve, plastic alternator cover, and new switches.

The V1000 G5 was essentially a V1000 Convert with a fivespeed transmission. The 1978 version retained Borrani wheels.

1979 The company’s mix-and-match approach to model

850 LE M ANS II, CX 100

development became more noticeable with the release

The Le Mans’ success proved there was still a ready

of the Le Mans II and US CX 100, both Le Mans and

market for a sporting Moto Guzzi V-twin. During 1978,

1000 SP hybrids. The existing V1000 Convert, G5,

the Le Mans was updated to incorporate many 1000

and 850 T3 were also updated with the 1000 SP seat,

SP components. The engine, transmission, final drive,

FPS cast-aluminum wheels, vented plastic alternator

and frame were similar to the earlier Le Mans, but its

cover, CEV headlamp, and rectangular taillight. Other

alternator cover was the new black plastic type.

updates included a locking fuel cap and fork-mounted

The Le Mans II chassis was more related to the

ignition switch; the G5 featured an instrument panel

1000 SP, the new fuel tank with the filler cap under a

with speedometer and tachometer. With the Innocenti

lockable lifting panel accompanied by a completely

factory now up and running, production of the smaller

new instrument layout, fairing, and controls. The

twins increased, and the V50 evolved into the V50 II,

rigidly fairing lowers were similar to the 1000 SP, while

V35 Imola, and another new Benelli-inspired model

the upper fairing was new and turned with the fork.

appeared, the 125 2C 4T. This year saw the end of the

The shape was very angular, typical of De Tomaso’s

400 GTS and Magnum.

automotive influence. Although the fairing was flawed

EXPANSION UNDER DE TOMASO: 1973–1987

158

in execution and didn’t complement the aesthetics of the Le Mans (as the lower wind tunnel-designed spoilers aided stability), it was extremely functional. The triple-disc Brembo-integrated braking system was as before, but the front 08 brake calipers were mounted behind the fork legs. As the high-compression, big-valve 850cc engine couldn’t satisfy new US emission standards imposed on motorcycles manufactured after January 1, 1978, a specific Le Mans was created for the US in 1979.

ABOVE: For the 1979 850 T3, cast-alloy FPS wheels replaced the Borrani wire type, accompanied by a number of styling updates. LEFT: The V1000 Convert also received the cast-alloy wheels and new taillight for 1979. OPPOSITE: The 850 Le Mans II differed notably from the earlier Le Mans. Here the larger angular fairing was now dominated by a rectangular headlight.

THE COMPLETE BOOK OF MOTO GUZZI

160

RIGHT: US buyers were denied the Le Mans II but received the CX 100. The power from the 1000 SP engine may have been less than the 850, but the CX 100 was arguably a more practical model for the street. BELOW: While the seat and side covers were similar to the Le Mans, the Le Mans II included fixed-side fairing panels.

American buyers also required larger-displacement

1978 –1981

850 LE M ANS II, CX 100 DIFFERING FROM THE LE MANS

BORE x STROKE

88x78MM (CX 100)

DISPL ACEMENT

949CC (CX 100)

POWER

81 HP AT 7,600 RPM (850 LM II)

COMPRESSION R ATIO

9.2:1 (CX 100)

CARBURETION

T WO DELL’ORTO VHB30C (CX 100)

DRY WEIGHT

196KG (850 LM II)

TOP SPEED

220 K M/H APPROX.

PRODUCTION

560 (1978)

198KG (CX 100)

2,980 (1979) 281 (CX 100 1979) 2,786 (1980)

engines, so the Berliner requested a 1000cc Le Mans. This hybrid model, the CX 100, was essentially a touring 1000cc SP engine in a Le Mans II chassis. The CX 100 didn’t provide the same performance as the Le Mans, but the power was useable and it was a surprisingly successful amalgam of the two models.

V50 II, V35 IMOL A The first V50 update occurred during 1979 with the V50 II. Apart from stripes on the tank and side covers and some other cosmetic updates, this

1,009 (1981)

looked similar to the V50, but it included some

72 (CX 100 1981)

technical advances. Nicasil cylinders replaced the chrome type, and a deeper sump increased oil capacity. While the early V35 and V50 were initially meant for the Italian market, the V50 II was more widely exported. Although it was extremely light and compact for a 500, the performance was disappointing. Another new model this year was the sporting V35 Imola, now with larger carburetors and deeper piston crowns, a small

161

1979–1983

V35 IMOL A DIFFERING FROM THE V35

POWER

36 HP AT 8,200 RPM

COMPRESSION R ATIO

10.5:1

CARBURETION

T WO DELL’ORTO VHB26F

IGNITION

COIL

WHEELBASE

1,420MM

DRY WEIGHT

158KG

TOP SPEED

160 K M/H

fairing, sporting integrated dual seat, upswept mufflers, and drilled disc brakes. A product of De Tomaso’s Modena automotive studio, this style was very successful and would eventually influence the Le Mans. LEFT: But for new stripes, the V50 II looked very similar to the V50. BELOW: The V35 Imola was the first sporting version of the smaller V-twin. The new styling with a small fairing and integrated seat would soon influence other models.

EXPANSION UNDER DE TOMASO: 1973–1987

162

RIGHT: Half a 254 and all flash and no go, the 125 2C 4T. BELOW: The 1000 SP evolved into the “NT” for 1980, now more tourer than sports.

1980 1979–1981

125 2C 4T DIFFERING FROM THE 254

The existing range continued as before, including the

T YPE

FOUR-STROKE INLINE T WO CYLINDER

850 Le Mans II, 850 T3 California, V1000 G5, V1000

BORE x STROKE

44.5x38MM

Convert, and V50II/V35 Imola. All engines now had

DISPL ACEMENT

123.57CC

Nigusil-plated cylinders, while the Le Mans II received

POWER

16 HP AT 10,600 RPM

COMPRESSION R ATIO

10.65:1

CARBURETION

FOUR DELL’ORTO PHBG20B

WHEELBASE

1,290MM

The 1000 SP evolved into the SP “NT” (New Type),

DRY WEIGHT

110KG

with new, more restrictive mufflers, thicker G5 seat,

TOP SPEED

130 K M/H APPROX.

and lower and more forward footpegs. The 850 T4

new, wider lower fairing mounts and air-assisted suspension, in addition to a number of other updates.

also joined the existing big twin range; this would be the final big twin with round cylinders. More

125 2C 4T Arising from the 254, the 125 2C 4T (two-cylinder, four-stroke) was another De Tomaso model intended for the heavily protected domestic market. Like the 254, the diminutive parallel twin featured a chaindriven single overhead camshaft and two valves per cylinder. As this little five-speed engine was placed in the 254 chassis, it was always considered heavy and underpowered.

THE COMPLETE BOOK OF MOTO GUZZI

163

LEFT: The 850 T3 California continued as a popular police model during 1980. BELOW: The 850 T4 was essentially an 850 T3 with the upper fairing of a 1000 SP.

development went into the smaller twin lineup, the V35 II replacing the V35 and the V50 Monza added, while the Benelli-inspired models were all unchanged.

850 T4 The 850 T4 filled the gap between the 850 T3 and 1000 SP and was sold primarily as a police model. The upper fairing, new mufflers, and rear-mounted front brake calipers were shared with the 1000 SP, while the engine was that of the 850 T3. This budget model wasn’t sold in the US.

V35 II, V50 MONZA With the Innocenti factory now in full operation, the small twin range expanded to include the V35 II and V50 Monza. The V35 II was an amalgam of the V35 Imola engine in a V50 II chassis and the V50 Monza, a 500cc version of the V35 Imola. Named after the racetrack near Milan, it looked similar to the V35 Imola, but the 500cc engine was uprated over the V50 II.

1980 –1983

850 T4 DIFFERING FROM THE 850 T3

DRY WEIGHT

215KG

TOP SPEED

190 K M/H APPROX.

Inside the engine were larger valves, a duplex-chain camshaft drive, and Nigusil cylinders. The chassis was shared with the V35 Imola, but it included air-assisted Paioli shock absorbers and forks. While the V50 Monza

EXPANSION UNDER DE TOMASO: 1973–1987

changed in 1981 with the introduction of the Le Mans III, now with a redesigned “square-head” engine and new styling. As the Le Mans II production overlapped that of the new Le Mans III, some Le Mans IIs were repainted as a Le Mans Black and Gold for the UK market by British importer Coburn and Hughes. After a one-year hiatus, the CX 100 also made a return to America, albeit in extremely small numbers. The higher-performing V50 Monza engine now made it to V50 III and, while most other models continued unchanged, the 245, 125 2C 4T, 125 Tuttoterreno, and 125 Turismo were discontinued.

LE M ANS III To the casual observer, the Le Mans III was a simple Le Mans II restyle, but there was much more to the new design than angular styling and square cylinders and heads. By 1980, the big-valve 844cc engine was having difficulty meeting tougher noise and emission controls and, to maintain existing performance levels, the large-capacity air-cooled twin required a more efficient intake and exhaust system. As a result, there were forty-four official updates between the Le Mans III and Le Mans II; it was effectively a new motorcycle.

1980 –1983

V50 MONZA DIFFERING FROM THE V50 AND V35 IMOLA

POWER

48 HP AT 7,600 RPM

COMPRESSION R ATIO

10.4:1

CARBURETION

T WO DELL’ORTO PHBH 28B

the compression ratio was lowered slightly. Guzzi’s

SWINGARM WITH T WIN 310MM PAIOLI SHOCK

engineers, headed by the legendary Umberto Todero,

REAR SUSPENSION

ABSORBERS DRY WEIGHT

160KG

TOP SPEED

175 K M/H APPROX.

provided significantly improved performance over the ABOVE: A sporting variant of the V50, the attractive V50 Monza appeared to be a miniature Le Mans but was underpowered. RIGHT: To address some of the criticism of the earlier V50, the V50 III had the more powerful Monza engine and many detail improvements.

V50 II, it was still no match for the other sporting 500s appearing at that time; although the lightest in its class, it lacked sufficient horsepower.

1981 Throughout the mid- to late-1970s, Moto Guzzi’s resources had focused on the small twins, leaving the big twins to soldier on with minimal updates. All this

THE COMPLETE BOOK OF MOTO GUZZI

While the shape of the cylinders and heads was new, there were few internal changes. The valve sizes and Nigusil-plated cylinders were unchanged, while

165

1981–1985

850 LE M ANS III DIFFERING FROM THE 850 LE MANS II

COMPRESSION R ATIO

9.8:1

REAR SUSPENSION

T WIN 330MM PAIOLI SHOCK ABSORBERS

WHEELBASE

1,505MM

DRY WEIGHT

206KG

TOP SPEED

230 K M/H APPROX.

PRODUCTION

180 (1980) 2,296 (1981) 3,288 (1982) 2,609 (1983) 1,625 (1984) 58 (1985)

Le Mans II, with a handlebar-mounted top section and frame-mounted side panels. Three colors were offered: red, white, and metallic gray. The instrument panel was updated and dominated by a large (100mm) whitefaced Veglia tachometer. In many respects, though, the Le Mans III was still a relic of the 1970s. By 1981, there were few motorcycles with battery-and-points ignition, as most large capacity sporting motorcycles were now fitted with wider rims and larger tires. But when it came to style and useable all-round managed to create an airbox and exhaust system

performance, the Le Mans III was very much at the

that was quieter than the Le Mans and Le Mans II,

forefront of contemporary motorcycle designs.

but it produced more power. The new crankcase and cylinder-head ventilation system included the frame backbone as a chamber before venting to the atmosphere through the airbox. Although official documentation didn’t claim a horsepower figure for the Le Mans III, the factory did claim the power was increased by 3 horsepower over the Le Mans and Le Mans II. A racing uprating was still available for the Le Mans III, including a camshaft, Dell’Orto PHM 40 B carburetors and manifolds, racing exhaust system, and the straight cut close ratio gearbox. A longer swingarm increased the bike’s wheelbase, but the 18-inch FPS wheels and linked Brembo brakes were unchanged. New suspension included a longer fork and shock absorbers, both still air assisted. Most updates were cosmetic, including a reshaped 25-liter fuel tank, new side covers, and a smaller wind-tunneldesigned fairing. This design was similar to that of the

ABOVE: Although the styling was angular to complement the square-finned engine, the Le Mans III was a styling success. LEFT: One of the most impressive aspects of the Le Mans III was the new instrument panel, dominated by the white-faced Veglia tachometer. The airassisted forks were linked.

166

BELOW: The final 1000 SPs were an attractive red and white. OPPOSITE TOP: The California II continued the earlier Eldorado style but also expanded into a new custom cruiser market. OPPOSITE BOTTOM: Based on the V50, the V65 was available as a Normale and an SP with a fairing, as shown here.

1982

CALIFORNIA II

This year saw the end of the 250 TS, Cross 50, and

The introduction of the Le Mans III indicated that the

Nibbio and the introduction of the Custom V50,

days of the round-finned engine were numbered, and

V35, and California II. This was also the final year

a California replacement with a new square-fin engine

for the 850 T3 California and, while the V1000

appeared in late 1981 for 1982. This new California, the

Convert and G5 continued for the US, these received

California II, harked back to the big loop-frame 850

PHF 30 Dell’Orto carburetors with accelerator

GT and Eldorado last seen in 1974. While still based

pumps. Also sporting new carburetors, the 1000

around the Tonti frame, the California II was a larger,

SP was now available in red and white, while the

more specific touring motorcycle than its 850 T3-

smaller twin range expanded to include the V65

based predecessor.

and new custom versions. As De Tomaso wanted to

The California II was more than simply a restyled

consolidate distribution in North America, Benelli

engine and new styling: apart from its finning, the

North America, a division of Maserati North America,

949cc engine was almost identical to the final SP

replaced the Premier Motor Corporation. This led

1000 NT, with Nigusil cylinders, small-valve cylinder

to stockpiles of existing models and the delayed

head, new silencers, and a proper air filtration system.

introduction of new ones, which further complicated

Carburetion was by Dell’Orto VHB 30C carburetors

model year delineation.

with the emphasis on torque rather than peak power.

THE COMPLETE BOOK OF MOTO GUZZI

167

1982–1987

CALIFORNIA II DIFFERING FROM THE 850 T3 CALIFORNIA

BORE

88MM

DISPL ACEMENT

948.813CC

POWER

65 HP AT 6,750 RPM

COMPRESSION R ATIO

9.2:1

REAR SUSPENSION

T WIN 330MM PAIOLI AIR-ASSISTED SHOCK ABSORBERS

BR AKES

300MM DUAL DISC AND 242MM DISC

TIRES

120/90H18 FRONT AND REAR

WHEELBASE

1,565MM

DRY WEIGHT

250KG

TOP SPEED

180 K M/H APPROX.

PRODUCTION

150 (1981) 2,338 (1982) 2,341 (1983) 1,714 (1984)

The frame included a longer—and heavier—

1,472 (1985)

swingarm, longer steering head, and additional

25 (P.A. 1985)

gussets, resulting in a motorcycle considerably

1,226 (1986)

larger than its predecessor; it was quite similar

518 (1987)

in size to the earlier 850 GT. The bodywork also mirrored the 1974 California, with large fenders, black-and-white seat, crash bars, screen, and panniers.

V65, V65 SP

1982–1987

V65, V65 SP DIFFERING FROM THE V50 III

BORE x STROKE

80x64MM

DISPL ACEMENT

643.4CC

While the V50 III was more successful than its

POWER

52 HP AT 7,050 RPM

predecessors, it still only offered moderate

COMPRESSION R ATIO

10:1

CARBURETION

T WO DELL’ORTO PHBH30B

performance for a 500cc twin; it grew to 650cc for 1982. Production was at the Benelli works at Pesaro, with the engines from Innocenti and

IGNITION

COIL

FRONT SUSPENSION

35MM TELESCOPIC FORK

REAR SUSPENSION

was bored and stroked, and the entire bottom end was strengthened with larger bearings. The duplex timing chain that had been introduced on the V35 II and V50 III reverted to a single chain. Although its frame was similar to the V50 to create more room for a passenger, the swingarm was lengthened. The suspension was also upgraded with a Le Mans-type front fork and longer shock absorbers. The V65 SP was identical but for the three-piece fairing with handlebar-mounted center section. While the handling was impeccable, both 650s suffered from sedate performance, something that would be addressed with a new cylinder head design in 1984.

T WIN 320MM PAIOLI AIR-ASSISTED SHOCK ABSORBERS

the frames by Maserati at Modena. The engine TIRES

100/90H18 AND 110/90H18

WHEELBASE

1,460MM

DRY WEIGHT

165KG (180KG SP)

TOP SPEED

175 K M/H APPROX.

168

The V35C was the first of a number of custom models released during the 1980s. It was the most popular.

V35/ V50 CUSTOM 1982–1987

V50C, V35C, V65C DIFFERING FROM THE V50 III, V35 III, AND V65

FRONT SUSPENSION

35MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 330MM PAIOLI SHOCK ABSORBERS

WHEELS

2.15x18 AND 2.50x16

TIRES

100/90H18 AND 130/90H16

on all the Customs were identical to those on the

WHEELBASE

1,460MM

respective touring models. The front fork, headlight,

DRY WEIGHT

165KG (164KG V35C, 166KG V65C)

and instruments were shared with the V65, while the

TOP SPEED

155 K M/H (V50C) 145 K M/H (V35C)

PRODUCTION

Custom cruisers were the rage in the early 1980s, both in America and in Italy, and Moto Guzzi responded to this phenomenon by releasing the V35 and V50 Custom. But for the exhaust systems, the engines

handlebars were the same as those of the California II.

644 (V50C 1982)

The fat 16-inch rear tire required a longer swingarm,

969 (V35C 1982)

but the V50 Custom was afflicted with handling

665 (V50C 1983) 3,991 (V35C 1983)

and stability problems, especially when fitted with a

923 (V65C 1983)

windshield or panniers. The lower-powered V35C was

88 (V50C 1984) 2,307 (V35C 1984) 1,699 (V65C 1984)

more successful, selling in relatively large numbers in Italy.

2,035 (V35C 1985) 1,176 (V65C 1985) 20 (V50C 1986) 604 (V35C 1986) 374 (V65C 1986)

1983

44 (V35C 1987)

The existing range continued unchanged for 1983.

108 (V65C 1987)

Although the round-head 1000 SP and V1000 Convert soldiered on in limited numbers, the release

THE COMPLETE BOOK OF MOTO GUZZI

169 of a new basic model, the 850 T5, saw the squarehead big twin finally predominate. The success of

1983 –1984

the smaller custom models also saw a V65C added

850 T5 DIFFERING FROM THE 850 T4

to the range. In an endeavor to reduce noise, the

POWER

67 HP AT 6,800 RPM

V65 received a new gearbox this year, and the Le

FRONT SUSPENSION

38MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 320MM PAIOLI

BR AKES

270MM DUAL DISC AND

Mans III finally arrived in the US.

850 T5 Believing automobile design should influence motorcycles, De Tomaso had Giulio Moselli

SHOCK ABSORBERS 270MM SINGLE DISC WHEELS

16x 2.50 AND 16x3.00

TIRES

110/90H16 AND 130/90H16

and the Modena styling studio rework the 850

WHEELBASE

1,505MM

T4 into the 850 T5 for 1983. But for its square

DRY WEIGHT

220KG

TOP SPEED

200 K M/H APPROX.

finning, the T5 engine was similar to that of the T4, continuing with small valves and carburetors; almost everything else was new. The frame featured a shorter steering head and a swingarm

fashion trends with automotive design, it was a little

that retained the Le Mans III length, but it was

too radical for the conservative Moto Guzzi clientele,

reinforced as with the California II and widened

and was not therefore entirely successful.

to allow for the larger rear tire. Along with the dubious fashion trend of fitting 16-inch wheels front and rear, the stronger front fork now

1984

included 38mm tubes. The styling represented

New models introduced for 1984 included the

a significant departure from the earlier T3 and

1000cc SP II—a sporting four-valve small twin in

T4. A small fairing incorporated the rectangular

various capacities—and the dual-purpose V35/65

headlight and instrument panel, with integrated

TT. The 850 T5 was updated into a Series II, with

the side covers, fuel tank, seat, and fenders.

more frame bracing and a longer steering head. The

While the 850 T5 attempted to merge motorcycle

smaller custom models were restyled, with seats now

A product of the De Tomaso Modena design studio, the 850 T5 represented a significant styling departure for Moto Guzzi.

170 incorporating a passenger backrest. The small twovalve engine also made it into a specific Japanese

1984 –1988

SP II DIFFERING FROM THE 850 T5 AND CALIFORNIA II

POWER

67 HP AT 6,700 RPM

market model, the V40 Targa. This was similar to the four-valve V40 Capri but featured 18-inch wheels. In the US, Pennsylvania dentist Dr. John Wittner persuaded Moto Guzzi North America to sponsor a Le

WHEELS

16x 2.50 AND 18x 2.50

Mans III in the new AMA endurance racing series and,

TIRES

110/90H16 AND

in the hands of Greg Smrz, it unexpectedly won the middleweight title.

120/90H18 WHEELBASE

1,505MM

DRY WEIGHT

220KG

TOP SPEED

200 K M/H APPROX.

SP II While the red-white 1000 SP NT was still available in the US, elsewhere the SP II replaced it. This was an amalgam of the 1984 850 T5 and California II, the

section was also added. Although still a competent

949cc square-finned engine shared with California II,

long-distance touring machine, the 16-inch front wheel

and most of the chassis was identical to that of the

wasn’t greeted enthusiastically by traditionalists.

T5. European specification models initially featured Dell’Orto VHB30C carburetors. Basically a 1000cc T5

V35 IMOL A II, V40 CAPRI, V50 MONZA II,

with an SP fairing, the frame was from the California

V65 L ARIO

II, with the longer steering head and extra gusset, but

A significant development for the small V-twin lineup

with a 850 T5 swingarm. Also from the T5 was the

also occurred in 1984: the introduction of a four-valve

38mm front fork and 270mm one-piece disc brakes,

cylinder head for the more sporting models, the V35

while the Koni shock absorbers were shared with the

Imola II (and corresponding Japanese-market V40

California II. The wheels were 16 and 18 inches.

Capri), V50 Monza II, and a new 650, the Lario. Apart

While the fuel tank, seat, and side covers were The SP II combined components from the 850 T5 and 1000 SP but was a shortlived model.

from the cylinder head, the engines were basically

from the T5, the fairing was the familiar SP 1000

unchanged, and a single pushrod operated a forked

NT item with two rigidly mounted side panels

rocker with the four valves arranged in a pent-roof,

incorporating a spoiler; a handlebar-mounted center

Cosworth-style combustion chamber. As expected from the improved cylinder heads, power was significantly increased over the two-valve versions, but it was still less than competitive when put up against offerings from other manufacturers. A new frame with a longer swingarm was introduced with the four-valve engine and, following the fashionable trend of the mid-1980s, 16-inch wheels were fitted front and rear. The styling (fairing and seat) and many ancillary components such as instruments and switches would influence the new Le Mans 1000, and the overall result was quite successful.

V35/ V65 T T In a further bid to expand Moto Guzzi’s lineup, two dual-purpose trail bikes were introduced for 1984. Called the TT (Tutto Terreno), these weren’t really

THE COMPLETE BOOK OF MOTO GUZZI

171

The V65 Lario was an attractive machine. Its 16-inch wheels suited the smaller bike much better than on the larger models.

effective off-road motorcycles, but they did offer the convenience of electric start and shaft drive, unusual

1984 –1989

for this type of motorcycle. Engines were shared with the V35/65 Custom. While the frame was the stronger Lario design and the swingarm the longer Custom type, a new

BORE x STROKE

74x45MM (CAPRI)

DISPL ACEMENT

386.9CC (CAPRI)

POWER

40 HP AT 8,800 RPM (IMOL A II AND CAPRI) 50 HP AT 7,800 RPM (MONZA II)

Marzocchi suspension graced the TT. The front fork was a non-cartridge-style leading-axle, with a pair of remote-reservoir shock absorbers. Nonintegrated

60 HP AT 7,800 RPM (L ARIO) COMPRESSION R ATIO

10.3:1 (L ARIO) 10.5:1 (CAPRI)

VALVES

FOUR INCLINED OVERHEAD, PUSHRODS AND

CARBURETION

T WO DELL’ORTO PHBH 28B (IMOL A II AND CAPRI)

ROCKERS

braking was by a single disc with a small Brembo 05 caliper, while the spoked wheels were shod with Akront aluminum rims mounted with dual-purpose

V35 IMOL A II, V40 CAPRI, V50 MONZA II, V65 L ARIO DIFFERING FROM THE V35, V50, AND V65

DELL’ORTO PHBH 30B (MONZA II AND L ARIO) FRONT SUSPENSION

35MM TELESCOPIC FORK

tires. It was all a little confused and not really enough

REAR SUSPENSION

T WIN 330MM PAIOLI SHOCK ABSORBERS

to create a truly functional off-road vehicle.

BR AKES

T WIN 270MM FRONT DISCS AND 235MM REAR DISC

1985

WHEELS

16x 2.15 AND 16x 2.50

TIRES

100/90V16 AND 120/90V16

As the 1000cc Moto Guzzi V-twin had existed since

WHEELBASE

1,450MM

1975, a 1000cc Le Mans was always expected. It finally

DRY WEIGHT

172KG (L ARIO) 170KG (CAPRI, MONZA II)

appeared at the end of 1984. The California II was updated with a longer seat, seat lock, and different footboards; some were fitted with the Convert automatic gearbox, the final automatic Moto Guzzi.

168KG (IMOL A II) TOP SPEED

190 K M/H APPROX. (L ARIO) 175 K M/H (CAPRI) 170 K M/H (IMOL A II)

The 850 T5 became the 850 T5 NT for 1985, now with

EXPANSION UNDER DE TOMASO: 1973–1987

172

With its low exhaust system, the V65TT was really only a halfhearted attempt at an enduro motorcycle. The frame had an additional brace for the steering head.

1000 LE M ANS By 1984, a 1000cc Le Mans was inevitable; it has

1984 –1986

V35T T, V65T T DIFFERING FROM THE V35C AND V65C

POWER

48 HP AT 7,400 RPM (V65T T)

Motorcycles were generally becoming more powerful,

33 HP AT 8,300 RPM (V35T T)

and the only way for Moto Guzzi to maintain and

become commonly known as the Le Mans IV.

FRONT SUSPENSION

38MM M ARZOCCHI TELESCOPIC FORK

REAR SUSPENSION

T WIN 360MM M ARZOCCHI SHOCK ABSORBERS

BR AKES

260MM FRONT DISC AND 260MM REAR DISC

WHEELS

21x1.60 AND 18x 2.15

more engine capacity. As a result, the 1000 Le Mans

TIRES

3.00S21 AND 4.00S18

was considerably more powerful than the earlier CX

WHEELBASE

1,490MM

100 and 850 Le Mans III. Along with a more sporting

DRY WEIGHT

165KG (V65T T) 160KG (V35T T)

TOP SPEED

165 K M/H (V65T T) 140 K M/H (V35T T)

increase existing performance levels in the wake of increased noise and emission legislation was through

camshaft, both the valves and combustion chamber were further enlarged. This required very high domed pistons and, as there was little room for an effective squish band, the new engine still had difficulty meeting

an 18-inch rear wheel and taller screen, and the last of

emission requirements in some countries. Completing

the dubious Benelli-inspired Moto Guzzis were a pair

the performance package were a pair of larger

of particularly uninspiring water-cooled two-strokes,

Dell’Orto 40mm carburetors and a black chrome-

the 125 C (Custom) and 125 TT (Trail). First introduced

plated exhaust system.

at the 1983 Milan Show, they became available in 1985,

While the black-painted frame was still Tonti’s

primarily for the Italian market. The single-cylinder

design for the first V7 Sport, it was now the updated

engine now featured automatic oiling and reed valves,

type first introduced on the second series 850 T5 of

both models with monoshock rear suspension, and the

1984. The frame included a longer steering head and

125 C included a windscreen and a 16-inch front wheel.

an additional gusset connecting the top of the steering

The 125 TT, with its 35mm offset-axle Marzocchi front

head to the top frame tube. Another improvement

fork and 21-inch front wheel, was a more effective

over the earlier Le Mans was a stronger front fork, but

motorcycle, but it still failed to offer a superior

Moto Guzzi followed fashion with a wide 16-inch front

alternative in this competitive segment.

wheel. To improve front-end rigidity and stability, the

THE COMPLETE BOOK OF MOTO GUZZI

173 fender included an integral fork brace and spoiler. The integral Brembo braking system was as before, with a four-way brake manifold. Many 1000 Le Mans updates were stylistic, strongly influenced by the smaller 650 Lario. Swoops replaced angles, and the rear panels incorporated passenger hand grips, while a rectangular headlight and a color-matched under-sump belly pan completed the style. The 1000 Le Mans wasn’t met with universal acceptance, and many traditional Guzzi owners and road testers weren’t enamored of the 16-inch front wheel, complaining of instability. Some of these complaints would be addressed for 1986. Following his success in the 1984 AMA endurance series, Moto Guzzi provided Dr. Wittner the first

1985 –1989

850 T5 DIFFERING FROM 1984

REAR SUSPENSION

T WIN 320MM KONI

support from the Moto Guzzi National Owners Club,

SHOCK ABSORBERS

he set about preparing it for the 1985 AMA/CSS

BR AKES

270MM DUAL DISC AND 270MM SINGLE DISC

1000 Le Mans to arrive in the United States. Enlisting

US Endurance Road Race Series. American hot rod

REAR WHEEL

18x3.00

techniques for pushrod V8s were adapted for the

REAR TIRE

120/90H18

pushrod twin; with a stainless-steel two-into-one exhaust and Mikuni carburetors, the engine eventually produced 95 horsepower at the rear wheel. Although not the fastest, the Guzzi was the most reliable and

1985 –1995

125 C, 125 T T AND 125 BX FD

T YPE

T WO-STROKE SINGLE LIQUID-COOLED

BORE x STROKE

56x50MM

DISPL ACEMENT

123.15CC

POWER

16.5 HP AT 7,000 RPM

COMPRESSION R ATIO

11.5:1

CARBURETION

DELL’ORTO PHBL 25BS

GEARS

6 -SPEED

IGNITION

ELECTRONIC

FR A ME

TRELLIS DUPLEX

economical, with riders Greg Smrz and Larry Shorts winning six races and taking the championship ahead of the more favored Japanese competition.

LEFT: To address criticism about stability and handling, the 850 T5 NT had Koni rear shock absorbers and an 18-inch rear wheel. BELOW: The 1000 Le Mans included some suspension updates for 1986 to improve stability and was also offered as the SE with this special color scheme.

CR ADLE FRONT SUSPENSION

TELESCOPIC FORK

REAR SUSPENSION

MONOSHOCK

BR AKES

260MM DISC FRONT, 158MM DRUM REAR

WHEELS

16 AND 18 (C), 21 AND 18 (T T)

TIRES

80/100x16; 3.50H18 (C); 2.75x 21; 4.10x18 (T T)

WHEELBASE

1,380MM

DRY WEIGHT

113KG (C) 115KG (T T)

EXPANSION UNDER DE TOMASO: 1973–1987

1984 –1988

1000 LE M ANS DIFFERING FROM THE LE MANS III

BORE

88MM

DISPL ACEMENT

948.813CC

POWER

81 HP AT 7,000 RPM

COMPRESSION R ATIO

10:1

CARBURETION

T WO DELL’ORTO PHM40N

FRONT SUSPENSION

40MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 337MM KONI

BR AKES

270MM DUAL DISC AND

SHOCK ABSORBERS 270MM SINGLE DISC WHEELS

MT2.50x16 AND MT3.00x18

TIRES

120/80V16 AND 130/80V18

WHEELBASE

1,514MM (1,485MM 1986)

The first 1000 Le Mans had black rocker covers and a 16-inch front wheel. The styling was similar to the 650 Lario.

1986

DRY WEIGHT

215KG

The evolution of the small twin range continued

TOP SPEED

230 K M/H APPROX.

with the introduction of the V75, V35 III, and an

PRODUCTION

460 (1984) 1,766 (1985) 1,179 (1986)

even more radical custom, the Florida. To improve

754 (1987)

stability, the 1000 Le Mans was updated with new

71 (1988)

aluminum front fork triple clamps and Bitubo sealed dampers and, as a commemorative model to celebrate twenty years of the V7, a Special Edition Le Mans 1000 was released during 1986; these

Setting these two models apart was the engine, the

were also available in the US for 1987 and 1988. The

V35 III still powered by the 35-horsepower two-valve

Special Edition also featured new colors, included a

346cc unit, while the V75 featured a development of

straight-cut-gear close-ratio gearbox, and some had

the 650cc Lario four-valve engine. The four-valve V75

a black engine and gearbox. The 850 G was released

cylinder head was the same as the Lario, and both the

specifically for the German market, essentially

V35 III and V75 now featured electronic ignition. As

a California II with an 850 T5 engine; it was only

both the V35 III and V75 were standard motorcycles,

available for one year.

the style, with its small handlebar fairing, was inspired

For the 1986 AMA Endurance series, Dr. Wittner

by the 850 T5. The frame and integrated braking were

again prepared the 1000 Le Mans, but this year the

shared with the Lario; while they retained a 16-inch

team struggled financially. He also found that the

front wheel, the rear was now 18 inches, in keeping

Le Mans couldn’t compete against the improved

with the larger twins this year.

Japanese fours. The team was plagued with bad luck, so Dr. Wittner retired mid-season to concentrate on

V35/65 FLORIDA

further development.

Responding to criticism about the Custom, for 1986 Moto Guzzi released the more radical V35 and

V35 III AND V75

V65 Florida. As well as offering a more extreme,

The continual evolution of the small V-twin continued

chopper-like styling, overall quality was improved,

in 1985 with the V75 and the very similar V35 III.

evident in ancillary components such as instruments

THE COMPLETE BOOK OF MOTO GUZZI

175 and footpegs. On the 350, the engine was also redesigned with a different bore and stroke so that cylinders and heads were now shared with the V50. The Florida chassis included a longer front fork and shock absorbers, and the V65 featured an optional windshield and panniers.

1987 During 1986, Dr. Wittner developed a new frame for the 1000 Le Mans and approached Moto Guzzi with plans for a “Battle of the Twins” racer. De Tomaso was impressed, and Benelli NA covered the cost of developing the new frame. Claimed to be five times stronger than the Tonti frame, the basis was a large rectangular-section backbone running between the “V” of the cylinders. This backbone connected the steering head to a round steel tube mounted transversely across the swingarm pivot and bolted

1986 –1990

V75 DIFFERING FROM THE V65 LARIO

STROKE

74MM

DISPL ACEMENT

743.9CC

POWER

65 HP AT 7,200 RPM

COMPRESSION R ATIO

10:1

IGNITION

MOTOPL AT ELECTRONIC

FRONT SUSPENSION

38MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 320MM KONI

to aluminum plates on each side, which also located

SHOCK ABSORBERS WHEELS

ABOVE: The V75 was the only 750 with a four-valve cylinder head, but was afflicted with a 16-inch front wheel and 850 T5 styling. LEFT: Dr. John Wittner with his 1000 Le Mans endurance racer. With limited sponsorship, he struggled in the 1986 Endurance series.

MT2.50x16 AND MT2.75x18

TIRES

110/90V16 AND 120/80H18

WHEELBASE

1,470MM

DRY WEIGHT

187KG

the swingarm and gearbox. The rear suspension was cantilevered with a single Koni F1 car shock absorber, and torque reaction was virtually eliminated, with a floating final drive unit pivoting on the axle. An arm running parallel to the swingarm transferred torque from the floating final drive case to a fixed part of the frame. The Le Mans motor acted as a stressed member and bolted at the front by two triangulated steel tube structures that then bolted to the backbone tube. The dry weight was only 152kg and it was finished just in

EXPANSION UNDER DE TOMASO: 1973–1987

176 time for the Daytona Superbike race in March 1987, where Doug Brauneck managed a creditable sixth in

1986 –1994

V35/V65 FLORIDA DIFFERING FROM THE V35C AND V65C

BORE x STROKE

74x40.6MM (V35)

DISPL ACEMENT

349.2CC (V35)

the shortened Pro Twins GP race. The Le Mans engine was further developed for the 1987 Battle of the Twins series. Displacing 992cc (95.25x70mm) with a set of Mikuni Pro Series power-jet flat-slide carburetors, the engine initially

COMPRESSION R ATIO

10.3:1 (V35)

CARBURETION

T WO DELL’ORTO PHBH 28 (V35)

produced around 95 horsepower, this eventually rising to 102 horsepower at 10,200 rpm. With two wins, Brauneck won the championship, one of Moto

IGNITION

MOTOPL AT ELECTRONIC

FRONT SUSPENSION

38MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 332MM SEBAC SHOCK ABSORBERS

Guzzi’s most significant series victories. FRONT TIRE

350 NTX, 650 NTX The more serious off-road NTX replaced the V35 and V65 TT for 1987. The NTX styling was inspired by Paris–Dakar, dominated by a giant 32-liter fuel

90/90H16

DRY WEIGHT

170KG

TOP SPEED

150 K M/H APPROX.

PRODUCTION

862 (V35 1986) 1,025 (V65 1986) 542 (V35 1987) 930 (V65 1987)

tank. Initially only available as a 350 and 650,

376 (V35 1988)

the 350 shared the new short-stroke V35 Florida

497 (V65 1988)

engine of the V35 Florida. The NTX chassis was

438 (V65 1989)

considerably upgraded over the TT and became

187 (V35 1990)

more suitable for off-road use. This included a

225 (V35 1991)

234 (V35 1989)

343 (V65 1990) 333 (V65 1991) 317 (V65 1992) 232 (V65 1993)

For the 1987 Battle of the Twins series, Dr. Wittner placed the air-cooled Le Mans engine in a new spine frame with cantilever rear suspension. This was extremely successful and Doug Brauneck won the championship.

19 (V65 1994)

The NTX was a better enduro effort than the TT but was still large and overweight. Apart from the engine, the 350 was identical to the 650 and was consequently underpowered.

high-rise exhaust system, a stronger front fork, and a pair of air/oil rear shock absorbers to smooth out pavement potholes and dirt-track ruts. Eschewing

1987–1990

V35/ V65 NTX DIFFERING FROM THE V35TT AND V65TT

BORE x STROKE

74x40.6MM (V35)

DISPL ACEMENT

349.2CC (V35)

COMPRESSION R ATIO

10.3:1 (V35)

CARBURETION

T WO DELL’ORTO PHBH 28 (V35)

IGNITION

MOTOPL AT ELECTRONIC

the integral braking system of other models, the

FRONT SUSPENSION

40MM M ARZOCCHI TELESCOPIC FORK

brakes and wheels were carried over from the TT.

REAR SUSPENSION

T WIN 370MM M ARZOCCHI SHOCK ABSORBERS

WHEELBASE

1,480MM

MILLE GT The ultimate development of the T series was the

DRY WEIGHT

170KG

TOP SPEED

170 K M/H (V65) 140 K M/H (V35)

Mille GT, introduced as a no-frills standard motorcycle at distributor request, particularly for Germany. The engine was a small-valve 1000cc SP II unit and the frame was also shared with the SP II,

1987–1991

MILLE GT DIFFERING FROM THE SP II AND 850 T5

FRONT SUSPENSION

35MM TELESCOPIC FORK (40MM FROM 1990)

initially with a narrow 850 Le Mans III swingarm. The skinny front fork with air-assisted damping was from

FRONT BR AKES

300MM DUAL DISC

WHEELS

MT2.50x18 AND MT3.00x18

but wire spoked wheels were an option, and the first

TIRES

100/90H18 AND 120/90H18

series of 250 featured a numbered plaque on the

WHEELBASE

1,530MM

passenger handrail.

DRY WEIGHT

215KG

PRODUCTION

250 (1987)

the California II. Mille GTs had cast-aluminum wheels,

EXPANSION UNDER DE TOMASO: 1973–1987

THE NEW GENERATION: 1988–2000

The 1000 Le Mans CI was also available in this striking color scheme.

By 1988, Moto Guzzi production had slumped to less than 6,000 per year. Looking for capital to finance the Daytona project, De Tomaso sold 70 percent of Benelli and closed the Innocenti plant. Despite rumors that Guzzi would also be sold, Moto Guzzi was merged with Benelli to create a new company, GBM S.p.A. (Guzzi Benelli Motor), replacing SEIMM Moto Guzzi S.p.A. All Moto Guzzi production returned to the factory at Mandello. Early in 1988, Dr. Wittner took his 1987 Battle of the Twins racing Le Mans to Italy, where it was analyzed by factory mechanics with the possibility of installing a four-valve engine in the new chassis. The four-valve engine was the brainchild of Umberto Todero and, after considering a tall double overhead camshaft design, the eventual version featured the camshaft in the head, not over the valves. By 1987, this was bench-tested, and while originally intended as a street machine, Dr. Wittner’s Pro Twins success saw it become a racing engine. The 90x78mm 992cc four-valve engine had a 10:1 compression ratio and initially produced 92 horsepower at 7,500 rpm. Still a traditional air-cooled, 90-degree V-twin layout with a longitudinal

180

RIGHT: Although it was more powerful than its two-valve predecessor, the four-valve racer was less reliable and couldn’t emulate the 1987 Pro Twins result. This is the first version at Daytona in March 1988, with an early chassis that is virtually identical to that of 1987. BELOW: The Mille GT continued unchanged for 1988, this example with wire-spoke wheels.

crankshaft, Todero’s design eliminated the central camshaft and pushrods, toothed belts driving single overhead camshafts positioned in the sides of the cylinder heads. Short tappets actuated the valves, and long cylindrical rocker arms were positioned perpendicular to the cams. The cylinder head design was Cosworth-inspired, with a 44-degree included valve angle. The four-valve engine arrived three days before the 1988 Pro Twins final at Daytona, and Brauneck finished third, with a trap speed of 259 kilometers per hour (161 miles per hour). More development followed during 1988. Dr. Wittner reverted to the earlier short-stroke engine dimensions and 95.25mm 11.25:1 pistons and, with Mikuni 45.5mm flat-slide carburetors, the power increased to 115 horsepower at 9,300 rpm. The factory also produced a new frame that allowed for 17-inch Marvic wheels; the weight was 158kg. Unfortunately, the new engine proved to be less reliable than the 1987 two-valve, and Dr. Wittner couldn’t repeat the victory of the previous year.

THE COMPLETE BOOK OF MOTO GUZZI

181

1988

replaced the unpopular 16-inch, and the updated

Moto Guzzi updated and introduced several existing

fairing was now rigidly mounted to the frame and

models for 1988. This included a new 1000 Le

steering head.

Mans CI, California III, SP III, Sessantacinque, and Trentacinque, and the addition of the 750 NTX.

While the new 1000 Le Mans CI was available in limited numbers, it was also offered alongside the existing 1000 Le Mans this year, now factory

1000 LE M ANS CI

fitted with the 18-inch front wheel; it retained the

Heeding complaints of the 1000 Le Mans’

earlier fairing and front fender. In the US, only

handling, an improved version was introduced

the earlier 1000 Le Mans Special Edition was

for 1988. Homologated as the 1000 Le Mans CI,

offered this year.

this was commonly referred to as the Le Mans V (although, as with the Le Mans IV, this wasn’t an

1988 –1993

1000 LE M ANS CI DIFFERING FROM THE 1000 LE MANS

FRONT SUSPENSION

40MM M ARZOCCHI TELESCOPIC FORK

FRONT WHEEL

MT2.50x18

advances over the earlier 850s. The engine

TIRES

100/90V18 AND 120/90V18

specifications were unchanged from the previous

PRODUCTION

official designation). With the new 1000 Le Mans, the sporting Moto Guzzi concept progressed, but in many respects it still didn’t offer any significant

1000 Le Mans, and this was to be the final version

724 (1988) 720 (1989) 325 (1990)

of the big-valve engine. The Le Mans was also

147 (1991)

restyled, and, like the first Le Mans, the 1000 Le

143 (1992) 54 (1993)

Mans CI styling was more aggressive. Most of the chassis was unchanged, but an 18-inch front wheel

A 1988 1000 Le Mans with the Sydney Opera House in the background. This is one of the previous type, with the earlier fairing and front fender but an 18-inch front wheel.

182 CALIFORNIA III/CALIFORNIA C.I. While the Le Mans was a sporting figurehead, the California III was more significant for Moto Guzzi. This model offered considerable improvements in many areas over the California II, and such was its success that it would be the most popular big twin until 1993. Initially, the engine was the Mille GT’s small-valve, 67-horsepower unit with 30mm carburetors; the bodywork was completely restyled to capture the custom Harley style. The seat was much lower than before and, while the frame and long swingarm carried over from the California II, the instrument panel was shared with the Mille GT. The California III wheels were either cast alloy or wire-spoked.

1987–1993

CALIFORNIA III/C.I. DIFFERING FROM THE CALIFORNIA II AND MILLE GT

FRONT SUSPENSION

40MM TELESCOPIC FORK

REAR SUSPENSION

T WIN 337MM KONI

REAR BR AKE

270MM DISC

TIRES

100/90V18 AND

SHOCK ABSORBERS

120/90V18 WHEELBASE

1,560MM

DRY WEIGHT

270KG (C.I.)

TOP SPEED

190 K M/H APPROX.

PRODUCTION

866 (1987) 1,149 (1988) 248 (1988 C.I.) 1,017 (1989) 232 (1989 C.I.) 959 (1990) 64 (1990 C.I.) 1,000 (1991) 19 (1991 C.I.) 1,092 (1992) 7 (1992 C.I.) 736 (1993)

Another version of the California III introduced in 1988 was the Carenatura Integrale (C.I.), which offered even more touring equipment than the California III. It came only with the small-valve engine and 30mm carburetors. The full fairing incorporated a rectangular headlight, and the model included a rear top box with a passenger backrest. As with the California III, both spoked or cast wheels were available, but the more expensive C.I. didn’t prove especially popular.

THE COMPLETE BOOK OF MOTO GUZZI

183 SP III The SP III replaced the SP II for 1988. Ostensibly

1988 –1992

SP III DIFFERING FROM THE SP II

a California III with full-coverage bodywork and a

POWER

71 HP AT 6,800 RPM

higher-performance engine, the SP III expanded the

COMPRESSION R ATIO

9.5:1

sport touring concept initiated a decade earlier with

CARBURETION

T WO DELL’ORTO PHF36C

the 1000 SP. Although displacing 949cc, the cylinder

IGNITION

MOTOPL AT ELECTRONIC

FRONT SUSPENSION

40MM TELESCOPIC FORK

head with medium-sized valves and Dell’Orto 36mm

FRONT BR AKES

300MM DUAL DISC

carburetors were shared with the 850 Le Mans III.

WHEELS

MT2.50x18 AND MT3.00x18

The chassis was a combination of the California III

TIRES

110/90V18 AND 120/90V18

and SP II. From the California came the front fork,

WHEELBASE

1,514MM

brakes, and 18-inch cast wheels, while the frame was

DRY WEIGHT

230KG

TOP SPEED

195 K M/H APPROX.

SP II, with a medium-length swingarm. A completely new frame-mounted fairing and integrated tank, seat, and side covers graced the SP III. Although the finest example of the SP line, the SP III suffered from uncertain styling, poor market perception, and limited performance. It offered a significant improvement over the confused SP II, though the SP III required further

OPPOSITE TOP: A fully faired California C.I. was also available during 1988. OPPOSITE BOTTOM: The California III was a more serious attempt to break into the cruiser market, spawning a myriad of variants over the next few years.

refinement and power to be a true BMW-beater; it was discontinued in 1992.

BELOW: Offering improved suspension and engine performance over the SP II, the SP III was underrated as a sport tourer.

THE NEW GENERATION: 1988–2000

184

The Trentacinque GT and its larger brother, the Sessantacinque GT, were basic nofrills motorcycles along the lines of the Mille GT. The 350 retained a 16-inch front wheel.

TRENTACINQUE GT, SESSANTACINQUE GT

retaining the long-stroke V35 III engine but

Replacing the V35 III and V65 for 1988 were the

restyled along the lines of the Mille GT. Although

Trentacinque GT and Sessantacinque GT (350 GT

the 350/650 GT was based on the V75/V35 III,

and 650 GT). Developed primarily for the Italian

its swingarm was the shorter V65 type. The 350

market, the 350 GT was effectively a V35 III,

retained the V350 III’s 16- and 18-inch wheels, while the 650 received an 18-inch front (and narrower rear). As a basic no-frills, standard motorcycle,

1988 –1995

TRENTACINQUE GT, SESSANTACINQUE GT DIFFERING FROM THE V35 III AND V65

the 350/650 GT was adequate but provided no improvement over the original V35/V65.

750 NTX

IGNITION

ELECTRONIC

For 1988, the two-valve 750 NTX joined the 350 and

FRONT SUSPENSION

38MM TELESCOPIC FORK

650 NTX. The fuel tank was incorporated within a full

WHEELS

1.85x18 AND 2.15x18

fairing, with a low front fender, hand guards, and a

(650) TIRES

100/90H18 AND

plastic front disc cover. The front brake caliper was

110/90H18 (650)

a four-piston Grimeca. Unfortunately, in the highly

WHEELBASE

1,470MM

competitive world of enduro motorcycles, the NTX

DRY WEIGHT

165KG (650)

TOP SPEED

170 K M/H APPROX. (650)

didn’t offer enough sophistication. The suspension was rudimentary and, as it was also extremely heavy, it wasn’t popular.

THE COMPLETE BOOK OF MOTO GUZZI

185

1000 LE M ANS CI AND MILLE GT 1988 –1990

750 NTX DIFFERING FROM THE V35 NTX AND V65 NTX

As it was proving quite successful, the 1000 Le Mans CI continued largely unchanged for 1989. The fairing was revised, with the top section subdivided to incorporate the crossbrace. Colors were rationalized

BORE x STROKE

80x74MM

DISPL ACEMENT

743.9CC

to include all red, a black limited edition, and the

POWER

46 HP AT 6,600 RPM

distinctive red and black. The Series II Mille GT was

COMPRESSION R ATIO

9.7:1

also introduced this year, including flat brake discs, the

DRY WEIGHT

180KG

wider 1000 Le Mans swingarm, Motoplat electronic

TOP SPEED

179 K M/H

ignition, and an exhaust crossover. A blue-green color

ABOVE: With its enclosed front disc brake and integrated fairing, fuel tank, and side panels, the 750 NTX was a more successful enduro than the 650 NTX. BELOW: Although it was a finely balanced machine with excellent handling, the two-valve 750 Targa’s performance was disappointing.

1989 Further development of Dr. Wittner’s racer continued during 1989. Weber Marelli electronic fuel injection with 52mm throttles and a single injector replaced the carburetors, leading the power to climb 128 horsepower at 8,500 rpm. But the 1989 season started poorly when Brauneck retired in the Daytona Pro Twins race, prompting Dr. Wittner to work in Italy full time on the production Daytona. The 1000 Le Mans CI and Mille GT continued with minor updates, and the 750 Targa appeared as a new offering. While the fuelinjected California was anticipated, it didn’t eventuate this year.

THE NEW GENERATION: 1988–2000

186 still dominated by the large, white-faced Veglia

1989–1993

REAR SUSPENSION

750 TARGA , SP, STR ADA DIFFERING FROM THE V75 AND 750 NTX T WIN 330MM KONI SHOCK ABSORBERS

tachometer, was carried over from the Lario. But the 750 Targa was a confused effort, with disappointing performance and a now-outdated chassis. A standard version, the 750 T, was also available for the UK, this styled like the V50.

WHEELS

MT2.50x18 AND

TIRES

100/90V18 AND 120/90V18

WHEELBASE

1,480MM

1990

DRY WEIGHT

185KG (SP)

The Daytona was finally displayed at the 1989

MT2.75x18

Milan Show and, by late 1989, the first prototype version appeared; 500 units were promised for was added and, while the Mille GT continued as a

1990. Unfortunately, this was another optimistic

moderately successful, retro-style naked motorcycle,

projection and regular production wouldn’t

the Series II would only last one year.

commence until 1992. In the meantime, Moto Guzzi released an updated 1000 Le Mans, a retro 1000,

The 750 SP included a larger fairing and panniers.

750 TARGA

and a fuel-injected California, finally produced in

The next evolution of the two-valve small twin was the

limited numbers as both the California III I.E. and

750 Targa. Powered by the 46-horsepower 750 NTX

C.I. I.E. This year, the Mille GT became a Series III,

two-valve engine and styled along the lines of the

with the California III 40mm front fork and 750

Lario with its 18-inch wheels, the 750 Targa was a

Targa joining the 750 SP. The 750 Targa was a sport

diminutive 1000 Le Mans CI. The small fairing was now

touring model in the style of the 1000 SP, but with a

frame-mounted and the attractive instrument panel,

one-piece fairing and optional Givi panniers.

TOP: An NT “New Type” 1000 Le Mans was introduced for 1990. The turn signals were on stalks. Missing here is the belly pan. ABOVE: Designed to recreate the styling of the earlier 750 S and 750 S3, the 1000 S was one of the first of a new wave of retro bikes.

THE NEW GENERATION: 1988–2000

188 1990 –1993

PRODUCTION

1000 S DIFFERING FROM THE 1000 LE MANS 524 (1990)

valve 1000cc engine, higher-performance camshaft, Dell’Orto 40mm carburetors, and a twin point distributor. Although the top speed of the 1000 S

401 (1991)

was not significantly higher than the original 750

196 (1992)

S, the 81-horsepower motor provided considerably

84 (1993)

more on-the-road performance. But for the straight rear subframe, the frame was also identical to the Le Mans, the revised rear subframe allowing for a classic straight dual seat. The

1989–1993

PRODUCTION

CALIFORNIA III/C.I. I.E. DIFFERING FROM THE CALIFORNIA III AND C.I. 1 (1989 C.I.) 110 (1990) 62 (1990 C.I.) 123 (1991) 27 (1991 C.I.) 185 (1992) 23 (1992 C.I.)

longer fork was the same as the 1990 Le Mans, as were the brakes and cast alloy wheels, but the 1000 S received new stainless-steel fenders, the front very abbreviated. A popular factory option was a set of traditional 18-inch Akront wire-spoked wheels with narrower rims, 2.15 and 2.50 inches, which required different fork legs. Completing the 750 S and 750 S3 retro look was a similar color scheme in black with

240 (1993)

either orange-red stripes or green stripes. Setting the

44 (1993 C.I.)

green version apart was a green frame and swingarm.

CALIFORNIA III I.E., CALIFORNIA C.I. I.E. 1000 LE M ANS NT (NEW T YPE)

Updates to the California III this year included a

The final incarnation of the great line of larger-

Motoplat electronic ignition and the introduction

capacity sporting Moto Guzzi V-twins, the NT included

of a fuel-injected version. This featured a Weber

some minor updates but still looked similar to the

Marelli EFI system and a P7 processor.

1989 version. The five-piece fairing was unchanged, but it included a new steering head bracket that also supported the updated instrument panel. The

1991

instrument layout featured the same tachometer and

As Maserati/Moto Guzzi moved from Baltimore

voltmeter as before, but with a new speedometer and

to Lillington, North Carolina, becoming Moto

warning light console. The front fork was also new,

America, no Moto Guzzis were distributed in the

with fork tubes that were 25mm longer.

US during 1991. Production difficulties persisted and, after an initial presentation at the Milan

1000 S/SE

Show at the end of 1989, the 750 Nevada Custom

Following the success of the Mille GT, the German

finally went into production; there was still no

importer A&G Motorrad persuaded Moto Guzzi to

sign of the new Daytona. The 1000 S received

create another specific retro model for 1989, the 1000

an updated instrument layout, with a polished

S. Its styling impetus came from the short-lived 750S

stainless-steel plate supporting the white-faced

and 750 S3 of 1974 and 1975, two of Moto Guzzi’s

Veglia instruments; European versions received the

more outstanding stylist efforts, and represented

medium-valve SP III engine with 36mm carburetors.

the end of a twenty-two-year line of Tonti-framed

This engine now also powered the Mille GT and

sporting Moto Guzzis.

California III, and, as the range of California variants

The basic engine and chassis were shared with the 1000 Le Mans, the first series featuring the big-

THE COMPLETE BOOK OF MOTO GUZZI

continued to expand, a more basic cruiser, the California Classic, was introduced.

189

Another new model for 1991 was the custom Nevada, this example fitted with optional bags and screen.

CALIFORNIA CL ASSIC A significant introduction this year, the California

1991–2002

350/750 NEVADA DIFFERING FROM THE V35 FLORIDA AND 750 TARGA

and windshield, with slightly lower handlebars and an

BORE x STROKE

66x50.6MM (350)

optional catalytic converter. The catalytic converter

DISPL ACEMENT

346.2CC (350)

Classic served as a more basic California, minus bags

was standard on the fuel-injected California I.E. Catalizzatore, and both the California III and Classic

POWER COMPRESSION R ATIO

10.6:1 (350) 9.6:1 (750)

were available with carburetors or fuel injection. The California III continued as Moto Guzzi’s most popular

30 HP AT 8,200 RPM (350) 48 HP AT 6,200 RPM (750)

REAR SUSPENSION

T WIN 375MM BITUBO SHOCK ABSORBERS

REAR BR AKE

235MM (260MM) DISC

TIRES

100/90V18 AND 130/90V16

more basic Classic. To use supplies of engines that

WHEELBASE

1,505MM (1,482MM)

had difficulty meeting emission requirements, some

DRY WEIGHT

model, this further enhanced by the appeal of the

California IIIs in 1991 and 1992 were fitted with bigvalve 1000 Le Mans engines.

170KG (350) 177KG (750)

TOP SPEED

150 K M/H APPROX. (350) 165 K M/H (750)

PRODUCTION

1 (750 1989)

V35/75 NEVADA

2 (750 1990)

As the sporting and touring smaller twins struggled

451 (750 1991)

to find their niche, Moto Guzzi persevered with the

233 (350 1992)

development of the American-style Custom: the

200 (350 1993)

Nevada was even more chopper inspired than the Florida. Unlike the V350 Florida, the 350 Nevada saw the return of the earlier V35 Imola II engine with a closer ratio gearbox. The basic chassis was shared with

88 (350 1991)

228 (750 1992) 227 (750 1993) 221 (350 1994) 345 (750 1994) 275 (350 1995) 554 (750 1995)

the Florida, but all Nevadas had wire-spoked wheels.

THE NEW GENERATION: 1988–2000

190

1992

manager). The recipe was incredibly successful,

Regular production of the Daytona finally began in

and the seventieth-anniversary California sold out

1992, as did the 1000 Quota Enduro, while the Strada

immediately.

1000 replaced the Mille GT. European versions

After a lengthy delay, the Daytona finally made it into production during 1992. Moto Guzzi

of the big twin were now powered by a medium-

DAY TONA

valve, 71-horsepower engine, but most US examples

Although the Daytona was initially displayed at the

continued with the small-valve engine. An anomaly

1989 Milan Show, with the first prototype version

was the US 1000 S, featuring the big-valve Le Mans

appearing shortly afterwards, difficulty in adapting

engine for another year. A seventy-year “Edizione

the racing design for the street resulted in delayed

Limitate” California was released during 1992, one

production until 1992. The eventual production

year after the event. These Limited Editions varied

engine was similar to Todero’s 1986 design and

for different countries, but all featured a brown seat,

was originally intended with either carburetors or

special paint, a commemorative badge on the front

electronic fuel injection, but all production engines

fender, a numbered plate on the steering head with

were fuel-injected. The Weber Marelli EFI on the

the country’s flag, and a certificate signed by De

production Daytona included a single injector per

Tomaso and Paolo Donghi (Moto Guzzi’s general

cylinder and a P7 CPU.

THE COMPLETE BOOK OF MOTO GUZZI

191 QUOTA 1000 As General Manager Donghi was particularly

1991–1995

DAY TONA

T YPE

FOUR-STROKE

interested in off-road competition, he encouraged

90-DEGREE V-T WIN

the development of the large-capacity, dual-purpose,

BORE x STROKE

90x78MM

street-trail Quota 1000 to compete with current

DISPL ACEMENT

992CC

POWER

93 HP AT 8,000 RPM

COMPRESSION R ATIO

10:1

VALVES

offerings from BMW, Cagiva, Honda, and Yamaha. This was officially launched at the end of 1989 with

FOUR INCLINED,

a Weber carburetor, but, by the time it made the

SOHC, PUSHRODS AND

production line over two years later, it featured

ROCKERS

Weber Marelli electronic fuel injection. Unlike the

CARBURETION/IGNITION

WEBER M ARELLI EFI

GEARS

FOOT-CHANGE 5-SPEED

California III I.E., the Quota’s EFI included a central

RECTANGUL AR SECTION

throttle body and a P8 CPU. All other engine and

FR A ME

SPINE FRONT SUSPENSION

41.7MM M ARZOCCHI

drivetrain parts were shared with the California III,

TELESCOPIC FORK

but the frame was completely new. Two box-section

REAR SUSPENSION

KONI MONOSHOCK

steel spars connected the swingarm with Marzocchi

BR AKES

300MM DUAL DISC AND

monoshock suspension to the steering head, the

260MM DISC

engine supported by a detachable duplex cradle, but

WHEELS

17x3.50 AND 18x4.50

TIRES

120/70ZR17 AND

there was no parallelogram arrangement as on the

160/60ZR18

Daytona or rival BMW GS. Along with the new frame, a

WHEELBASE

1,470MM

DRY WEIGHT

205KG

TOP SPEED

250 K M/H APPROX.

PRODUCTION

1 (1991)

new, nonintegrated braking setup appeared, including Grimeca four-piston front brake calipers and a Brembo rear. The wheels were tube-type spokes with alloy

486 (1992) 283 (1993) 155 (1994) 100 (1995)

The chassis closely followed the lines of the racer.

1992–1997

QUOTA 1000 DIFFERING FROM THE SP III

POWER

70 HP AT 6,600 RPM

CARBURETION/IGNITION

WEBER M ARELLI EFI

FRONT SUSPENSION

41.7MM M ARZOCCHI TELESCOPIC FORK

The spine frame and long swingarm were identical,

REAR SUSPENSION

M ARZOCCHI MONOSHOCK

and the front suspension was Marzocchi M1R, with a

BR AKES

280MM DUAL DISC

Koni rear shock absorber and 17- and 18-inch wheels. Front brakes featured the newer-generation gold

WHEELS

21x1.85 AND 17x 2.75

TIRES

90/90x 21 AND 130/80x17

WHEELBASE

1,620MM

Brembo four-piston calipers with 34/30mm pistons,

DRY WEIGHT

210KG

while chief stylist Adriano Galarsi, Chief Engineer

TOP SPEED

200 K M/H APPROX.

Paulo Brutti, and Dr. Wittner designed the bodywork in

PRODUCTION

349 (1992) 86 (1993)

the wind tunnel. The headlight was a unique shape, but

65 (1994) 50 (1995)

a more typical rectangular headlight replaced it for the US, Britain, Australia, and Japan. When it came to performance and handling, the Daytona set completely new standards for a Moto Guzzi, and the parallel arm locating the final drive was exceptionally successful

1992–1993

STR ADA 1000 DIFFERING FROM THE SP III

DRY WEIGHT

210KG

at reducing shaft-drive reaction. Unfortunately, the Daytona somehow failed to win acceptance in the hearts of Moto Guzzi enthusiasts; only 1,025 were built.

THE NEW GENERATION: 1988–2000

193 rims and the suspension was Marzocchi, a leading-axle

1000 was deemed too bland, being neither a cruiser

front fork, and Monoshock at the rear.

nor a sportster, and it lacked direction in a world that

The downside of the Quota as an off-road motorcycle was its overall size, as the seat height

demanded motorcycles with more specific focus and sophistication.

was an intimidating 880mm and the wet weight over 250kg. The Quota 1000 was built in limited numbers, primarily for the Italian market, but it never managed

1993

to break into this highly competitive market segment.

This year was crucial for Moto Guzzi. Alejandro De Tomaso was not in the best of health, the company

STR ADA 1000

was operating at a loss, turnover was down, and the

Replacing the standard Mille GT for 1992, the Strada

development of new models was at a standstill. In the

1000 was ostensibly an SP III without the fairing

meantime, all twins (including the Nevada) received

and saddlebags, fitted with a final-series Mille GT

a Digiplex ignition that adjusted ignition timing for

instrument panel and headlight. Retaining the SP

engine speed and load. A Ducati Energia alternator

III fuel tank, seat, and side covers, this was a very

replaced the low-output Saprisa and injected

successful attempt at a standard motorcycle. The

versions now featured an upgraded P8 CPU. Model

engine, initially with Motoplat ignition, was the

rationalization saw the end of the California III, Strada

medium-valve SP III unit with 36mm carburetors.

1000, 1000 S, Le Mans, and Florida. The 750 SP lost

The chassis was also shared with the SP III and

the fairing and panniers and became the Strada 750,

included the adjustable 40mm front fork, frame

styled along the lines of the Strada 1000.

with medium-length swingarm, and fully floating

Following the success of the seventieth-anniversary

300mm brake discs. Shared with the Mille GT was the

California, an Ultima Edizione Le Mans was released

option of cast or spoked 18-inch wheels. Although an

in 1993. Painted either black or red (to create an

undoubted improvement over the Mille GT, the Strada

association with the new Daytona), each came with a certificate signed by De Tomaso and Donghi, and an individually numbered copper plate on the top triple

1994 –1998

SPORT 1100 DIFFERING FROM THE DAYTONA

BORE x STROKE

92x80MM

DISPL ACEMENT

1064CC

POWER

90 HP AT 7,800 RPM

COMPRESSION R ATIO

10.5:1

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND ROCKERS

CARBURETION

T WO DELL’ORTO PHM40

IGNITION

M ARELLI-DIGIPLEX

REAR SUSPENSION

WHITE POWER MONOSHOCK

FRONT BR AKES

320MM DUAL DISC

WHEELBASE

1,475MM

DRY WEIGHT

221KG

TOP SPEED

230 K M/H APPROX.

PRODUCTION

365 (1994) 1,191 (1995)

OPPOSITE: The Quota received a new monoshock frame, resulting in an exceptionally large motorcycle.

clamp. Apart from the exhaust system, the bike’s specifications were as for the final 1000cc Le Mans; a total of 99 were built, some out of existing stock. The Daytona continued as before, but, at the request of dealers, a dual seat option was now available.

BELOW: The Ultima Edizione Le Mans was released for 1993, some created out of existing stock. The exhaust system was similar to the Daytona’s.

194

1994

model than simply taking a Daytona chassis and

In an effort to revive the company, De Tomaso

installing a bored-and-stroked 949cc engine. With

Industries (DTI) provided the mandate to manage

Dr. Wittner’s help, the new 1064cc two-valve engine

Moto Guzzi to the Italian conglomerate Finprogetti,

was developed for the Sport 1100 and subsequently

a group of Italian financiers. De Tomaso was still

adapted for the California 1100. The engine was

president, but Arnolfo Sacchi came in as managing

uprated considerably over the previous 949cc unit

director for the next three years. Sacchi’s mandate

with new forged pistons, a lighter crankshaft, and a

was to relaunch the company. Immediately there were

Crane camshaft. The flywheel was even lighter than

two welcome additions to the lineup: the California

the Daytona, and the carburetors were force-fed by a

1100 and Sport 1100. Although the company was still

pressurized airbox.

running at a loss, motorcycle production increased to 5,000 units.

While the frame was similar to the Daytona, the front-frame downtubes were welded, not bolted, and the mounts under the gearbox were steel rather than

SPORT 1100

aluminum. Braking was uprated over the Daytona with

As the expensive Daytona was always conceived as a

320mm front discs, but the wheels were unchanged.

limited-production model, even before it was released

As with the Daytona, the fairing and larger rectangular

Moto Guzzi’s engineers were considering a cheaper

headlight differed for the US, Britain, Australia and

carbureted two-valve alternative. The result was the

Japan. With a restyled dual seat and fairing, the Sport

Sport 1100, but there was considerably more to this

1100 offered performance that was similar to the

The Daytona continued with minor updates for 1994. The wheels were black and US, UK, and Australian versions still had a rectangular headlamp.

THE COMPLETE BOOK OF MOTO GUZZI

195 expensive Daytona. Unfortunately, as the four-man development team struggled to implement the new frame, styling, and air intake changes, production was delayed well into 1994.

CALIFORNIA 1100, 1100I While the 1100cc two-valve big twin was initially developed for the Sport 1100, production delays saw the new engine appear in the California 1100 before the end of 1993. This new cruiser was significantly improved over the California III, and there was much more to the California 1100 than a bigger bore and longer stroke. Moto Guzzi claimed more than 200 changes for the new model. As with the final California III, two California 1100 versions were available for 1994: the 1100 with carburetors and the 1100i with Weber Marelli IAW

1993 –1997

CALIFORNIA 1100, 1100I, 1000, 1000I DIFFERING FROM THE CALIFORNIA III

BORE x STROKE

92x80MM (1100)

DISPL ACEMENT

1064CC (1100)

POWER

75 HP AT 6,400 RPM

COMPRESSION R ATIO

9.5:1 (1100)

CARBURETION

T WO DELL’ORTO PHF36

(1100)

OR WEBER M ARELLI EFI IGNITION

M ARELLI-DIGIPLEX (CARB)

REAR SUSPENSION

T WIN 342MM BITUBO SHOCK ABSORBERS

BR AKES

300MM DUAL DISC AND 260MM DISC

WHEELS

18x 2.50 AND 17x3.50

TIRES

110/90VB18 AND

WHEELBASE

1,575MM

140/80VB17

DRY WEIGHT

240KG

TOP SPEED

200 K M/H APPROX.

PRODUCTION

134 (1100 1993) 44 (1100I 1993) 956 (1100 1994) 735 (1100I 1994) 100 (1000 1994) 50 (1000I 1994) 50 (1100PA 1994) 1,045 (1100I 1995) 1,217 (1000 1995) 34 (1100PA 1995)

electronic fuel injection. This now included a P8 CPU and 40mm injector bodies; both new induction

LEFT: The Sport 1100 was a successful amalgam of the Daytona chassis with a larger two-valve engine. On 1994 versions, the fork legs were painted to match the bodywork. BELOW: Moto Guzzi placed the new 1100 engine in a revised California III chassis for 1994.

196 systems featured a larger airbox. A higher-capacity

Daytona and Quota produced this year. The only small

oil filter was introduced to increase service intervals.

twin was now the Nevada. Updates to the Daytona

Chassis updates included a wider front wheel and a

included a P8 CPU (introduced later in 1994); by this

17-inch rear wheel, while the lower frame rails now

time, all Daytonas featured an improved U-joint. Some

included a crossbrace, with an additional brace

1995 Daytonas also included the larger Sport 1100

across the top of the gearbox. But it was the general

front brake discs and exhaust, and this year the Sport

improvement in the quality of finish and fittings that

1100 fork sliders were silver.

set the 1100 apart from its predecessor. New engine

The Daytona continued its racing success in the

and transmission paint, along with more durable

British BEARS Series. After finishing second in 1993 and

plastic parts, complemented improved switches,

1994, Paul Lewis won the 1995 series on the Amedeo

fuel taps, seat latch, and anti-vibration footboards.

Castellani-tuned Raceco Daytona. Displacing 1,162cc

Produced initially only as a stripped version, the

(95x82mm), with 11.2:1 Omega pistons and a big-bore

California 1100 was available with a wide variety

Termignoni exhaust, the four-valve engine produced 125

of factory options that included leather or plastic

horsepower at 8,200 rpm; the weight was 175kg.

luggage and two sizes of windshield. Later in 1994, the 1100 was offered with a 949cc engine, also with carburetors or fuel injection.

1996 In January 1996, GBM S.p.A. became Moto Guzzi S.p.A. Following an injection of capital, Finprogetti became the

1995

major shareholder in De Tomaso Industries. De Tomaso

Motorcycle production increased to 5,314 during 1995,

stepped down as company president in August, and DTI

providing a profit for the first time since 1993. The

was subsequently listed on the US Stock Exchange as

range was also rationalized to include basically the

the Trident Rowan Group Inc. (TRGI). The new president

Sport 1100 and California, with small numbers of the

was Mario Tozzi-Condivi, and production increased to

The Raceco Daytona continued where Dr. Wittner left off, Paul Lewis winning the British BEARS Championship in 1995.

THE COMPLETE BOOK OF MOTO GUZZI

6,027 during 1996. New models included the Daytona Racing, with the introduction of the Daytona RS, 1100

1996

DAY TONA R ACING DIFFERING FROM THE DAYTONA

POWER

100 HP AT 8,400 RPM

Sport Injection, and Centauro later in the year.

DAY TONA R ACING The Daytona Racing was created for 1996 in an

FRONT BR AKES

320MM DUAL DISC

effort to use up parts before the release of the

REAR WHEEL

17x4.50

new Daytona RS. Initially available without street

REAR TIRE

160/60ZR17

equipment (no lights or turn signals) and a “C” performance kit, the production Daytona Racing included street equipment and was a limited edition of one hundred units. This also featured the “C” performance kit, but with a street exhaust system. The Daytona Racing featured the Weber Marelli P8 CPU, a new flywheel (also shared with Centauro and RS), and an updated driveshaft with an access hole in the swingarm for greasing. The rear wheel was a 17-inch Marchesini, now with a cush drive, and some had larger dual 320mm front disc brakes. Each Daytona Racing came with a numbered plaque on the top triple clamp.

WHEELBASE

1,475MM

TOP SPEED

240 K M/H APPROX.

PRODUCTION

100

ABOVE: The Sport 1100 was still available with carburetors for 1995, and now had silverpainted fork legs. BELOW: The limitededition Daytona Racing offered more performance than a standard Daytona but was overshadowed by the new Daytona RS. This publicity model has the smaller Daytona front discs, though some had 320mm front discs.

198 DAY TONA RS The Daytona RS was introduced in April 1996; as a

1996 –1997

DAY TONA RS DIFFERING FROM THE DAYTONA

POWER

102 HP AT 8,400 RPM

COMPRESSION R ATIO

10.5:1

result of the company’s restructure, Chief Engineer Angelo Ferrari was able to implement many improvements. Significant engine updates included the Daytona Racing “C” kit, higher-compression-

FRONT SUSPENSION

and Carrillo con rods. The Weber Marelli injection system featured a smaller 16M CPU with 50mm

REAR SUSPENSION

updated with a new oil pump, external oil cooler mounted in front of the sump, and, finally, a trap door

WHITE POWER MONOSHOCK

BR AKES

320MM DUAL DISC AND 282MM DISC

throttle bodies, updated intakes, and the Sport 1100 pressurized airbox. The lubrication system was

40MM WHITE POWER UPSIDE-DOWN FORK

forged (rather than cast) pistons, lighter crankshaft,

REAR WHEEL

17x4.50

REAR TIRE

160/60ZR17

WHEELBASE

1,475MM

DRY WEIGHT

223KG

incorporated in the bottom of the sump to allow

TOP SPEED

240 K M/H APPROX.

access to the oil filter.

PRODUCTION

113 (1996) 195 (1997)

While the frame looked similar to the earlier Daytona, it was narrower at the rear and stiffer in the swingarm pivot area, with more attractive pressed-

The Daytona RS was improved over earlier versions, but it came too late.

aluminum swingarm support plates. The lighter and

heavy in a world where 1000cc sporting motorcycles

stiffer swingarm now featured oval-section tubing

were becoming lighter and more compact. While a

from the pivot to the rear wheel. The suspension now

great sporting motorcycle in the tradition of the earlier

included an upside-down White Power front fork and

V7 Sport, it came too late. As a result, the Daytona RS

White Power shock absorber, while the brakes were

was only produced in very limited numbers.

larger and the lighter wheels were 17 inches front and rear. Completing the update was new styling, similar to

1100 SPORT INJECTION

the Sport 1100, but the Daytona RS was still large and

Replacing the Sport 1100 and announced alongside the Daytona RS in April 1996 was the 1100 Sport Injection. This combined features of the Sport 1100 with the Daytona RS, including the stronger crankshaft, external oil cooler, and updated oil filter arrangement. The 16M Weber Marelli injection system featured 45mm throttle bodies. But for a slightly higher-profile rear tire, the chassis was identical to the Daytona RS. Unfortunately, the 1100 Sport Injection also arrived too late and was discontinued in 1997.

V10 CENTAURO To break into a new market for naked muscle bikes and bridge the gap in the range between the California and sporting models, Moto Guzzi introduced the controversial V10 Centauro. Designed by noted Italian industrial designer Luigi Marabese, the Centauro first appeared during 1995 and was eventually released toward the end of 1996. Unusual and individual, the

THE COMPLETE BOOK OF MOTO GUZZI

199

performance and quality components. These included

1996 –1998

1100 SPORT INJECTION, CORSA DIFFERING FROM THE SPORT 1100 AND DAYTONA RS

COMPRESSION R ATIO

9.5:1

REAR TIRE

160/70ZR17

white-faced Veglia instruments, adjustable handlebars, milled aluminum footpegs, and braided steel brake and oil lines. A failure to understand the conservative motorcycle market resulted in Centauro sales not

Including most of the Daytona RS updates, the 1100 Sport Injection offered comparable performance at less cost.

meeting expectations.

1997 While quality and production levels were increasing Centauro (named for the centaur, a mythical half-man,

at Mandello, there was still uncertainty regarding

half-horse) was a brave marketing move that was

ownership and control of Moto Guzzi. Early in 1997,

ultimately seen as too radical.

TRGI announced the private placement of 20 percent

While the Centauro engine was basically shared

of the Moto Guzzi S.p.A. on the New York NASDAQ.

with the Daytona RS, regular Daytona camshafts

With Sacchi’s three-year term as managing director

resulted in less peak and more midrange power.

ending, Oscar Cecchinato took over as managing

The chassis was similar to the Daytona RS, but

director in April. A month later, Finprogetti, the major

its controversial styling set the Centauro apart.

shareholder in TRGI, sold its shares to the American

Undeniably different, the styling probably contributed

investment bank Tamarix. Production this year was

to the lukewarm reaction, despite the bike’s excellent

6,432 motorcycles, the existing range continuing

THE NEW GENERATION: 1988–2000

CALIFORNIA EV As the sporting Moto Guzzis were phased out, the California entered a new era with the release of the EV in April 1997. With 151 modifications over the California 1100, many commentators hailed the EV (V11 EV in the US) as the world’s best cruiser. Only offered with fuel injection, engine updates were few and limited to stronger con rods and new 40mm fuel-injection bodies. The rest of the EV was comprehensively revised, with Centauro instruments, a 45mm Marzocchi ABOVE: Moto Guzzi has always built motorcycles that stand out when compared with other manufacturers, none representing this quality more than the Centauro. BELOW: To commemorate seventy-five years of Moto Guzzi, 750 “Serie Anniversario” 1100 Californias were produced in 1997.

fork, White Power shock absorbers, and BBS tubeless

1996 –2000

V10 CENTAURO, SPORT, GT DIFFERING FROM THE DAYTONA RS

spoked wheels. Braking was by larger discs with

POWER

95 HP AT 8,200 RPM

a Bosch proportioning and delay valve. The general

DRY WEIGHT

224KG

finish was improved over the already high standard set

TOP SPEED

218 K M/H

PRODUCTION

207 (1996)

four-piston Brembo calipers, and an advanced loadcompensating integrated braking system incorporated

by the previous 1100.

1,265 (1997)

1998 with minor cosmetic updates. To celebrate the

Although the expansion of the company continued

success of the California as Moto Guzzi’s most

following the increase in paid-up capital, 1998 was to

significant model, 750 seventy-fifth-anniversary

be another crucial year. Managing Director Cecchinato

1100 Californias were produced. These were red and

anticipated a production increase to 20,000 units

silver with a leather seat, aluminum alternator cover,

by the year 2001, led by the new 750cc Ippogrifo,

new shock absorbers, and a limited-edition serial

liquid-cooled VA10, and a range of smaller-capacity

number and silver medallion.

Piaggio singles built as Moto Guzzis. Unfortunately,

all these projects were doomed to failure. Intended to replace the Nevada, the Ippogrifo was shelved, while the introduction of the sophisticated double overhead camshaft VA10 was unduly optimistic. Looking for larger premises, Moto Guzzi signed an agreement in May with Philips Electronics to acquire their industrial site at Monza. This caused considerable unease at Mandello, however, and in September the move to Monza was canceled and former financial director Dino Falciola replaced Cecchinato. This effectively ended the Piaggio deal, delaying the introduction of new models. Further compounding Moto Guzzi’s difficulty was the loss of their lucrative contract to BMW early in 1998 to

The successful EV continued, basically unchanged

supply motorcycles to the various Italian Police forces.

but for five color options. Updates included a smaller

In the meantime, the final two hundred 1100 Sport Corsa Limited Editions were built this year. Featuring

computer unit under the seat and Sachs-Boge adjustable shock absorbers.

Carrillo con rods and a black engine and wheels, these

Joining the EV this year was the California

also came with a Termignoni carbon-fiber exhaust kit.

Special, based on the EV and designed to emulate the American “low rider” style with a lower seat, larger rear fender, wider handlebar, larger headlight,

1997–2001

POWER FRONT SUSPENSION REAR SUSPENSION

CALIFORNIA EV DIFFERING FROM THE CALIFORNIA 1100I 73.5 HP AT 6,400 RPM

BR AKES

cruiser retained the basic California engine and chassis, but it was fitted with wider handlebars, more forward footpegs, and a lower seat. Other stylistic

45MM M ARZOCCHI

considerations included a larger rear fender, larger headlight, and more rounded rocker covers. As the

SHOCK ABSORBERS

Ippogrifo was originally intended to replace the

320MM DUAL DISC AND

Nevada, the Nevada Club was introduced as an interim

282MM DISC

model in March 1998. This included a wider handlebar

WHEELBASE

1,560MM

DRY WEIGHT

251KG

BELOW: The final 1100 Sport was the limited-edition Corsa, available only in 1998.

and no footboards. This unabashed American-style

TELESCOPIC FORK T WIN WHITE POWER

ABOVE: Representing a significant development of the California 1100, the EV was arguably the best cruiser available in 1998.

and adjustable rear shock absorbers.

V10 CENTAURO SPORT/GT Two new V10 Centauro versions were released in February 1998, the Centauro GT and Centauro Sport. The GT had adjustable handlebars, a dual seat, and a luggage rack, while the Centauro Sport featured a smaller fairing and solo seat. Optional for the GT was a Plexiglas windshield and luggage. The Sport received a lower belly pan and a Termignoni exhaust system.

QUOTA 1100 ES The V11 Sport and Quota 1100 ES were displayed at the end of 1997. While both were delayed, the Quota went into production in June 1998. With Dr. Wittner

THE NEW GENERATION: 1988–2000

California models were available in the US, the V11 EV and Special; the Special was known as the V11 Bassa.

V11 SPORT AND GT The two-valve line was further developed as demand for the four-valve range diminished. The next incarnation of the sporting two-valve, the V11 Sport, was initially displayed toward the end of 1997, with production commencing in October 1998. This again demonstrated Moto Guzzi’s capacity to expand the traditional lineup while creating a unique machine. Cleverly combining sporting and nostalgic features, ABOVE: The Centauro evolved into two versions for 1998, including the Centauro GT here with a taller screen and dual seat. BELOW: The other Centauro for 1998 was the Sport. This example, outside the factory gate at Mandello, is painted to emulate the colors of the racing Austin Mini Cooper.

the V11 Sport’s green bodywork and red frame

1998 –2001

QUOTA 1100 ES DIFFERING FROM THE QUOTA 1000

evoked the magnificent 1971 Telaio Rosso. A two-seater version was also available, in silver with a red frame. While the two-valve 1064cc fuel-injected engine was

BORE x STROKE

92x80MM

DISPL ACEMENT

1064CC

unchanged from the 1100 Sport, it was now mated to

POWER

70 HP AT 6,400 RPM

a six-speed gearbox. A GT version, with a full touring

BR AKES

296MM DUAL DISC

fairing and luggage, was introduced shortly afterwards.

WHEELBASE

1,600MM

DRY WEIGHT

245KG

TOP SPEED

190 K M/H APPROX.

CALIFORNIA JACK AL Continuing the expansion of the California range during 1999 was the California Jackal, an entry-level

as project manager, the new Quota was substantially

cruiser sold as a basis for customization. Inspired

updated over the previous 1000cc version. The 1100

by the American “bobber,” a forerunner of postwar

engine of the 1100 Sport Injection was retuned with a

American cruisers, the Jackal was a no-frills cruiser. In

new camshaft, 42mm throttles, and a more compact

the immediate postwar years, “to bob” meant “to cut

1.5 CPU. Although the frame and swingarm were

back,” and standard equipment was reduced to the

similar to the earlier Quota, the ES featured a number

minimum. This included many of black painted parts,

of improvements, notably a dramatic reduction in seat height, to 820mm. Most of the other dimensions were similar to its predecessor, and the Quota ES was still a huge motorcycle, lasting only until 2001.

1999 and 2000 Although Moto Guzzi was now committed to continuing production at Mandello, these years were marked by still more uncertainty. In March, Moto Guzzi S.p.A. merged with the Atlantic Acquisition Corp., creating the Moto Guzzi Corporation. Mario Scandellari was appointed managing director, and the V11 Sport finally made it into production. The California EV’s success saw it evolve into the Jackal. Only the two

THE COMPLETE BOOK OF MOTO GUZZI

203

simpler instruments, and a single front disc brake. Over forty designated accessories were available,

1999–2001

CALIFORNIA JACK AL DIFFERING FROM THE CALIFORNIA EV

of expanding the appeal of the California beyond its

FRONT BR AKE

320MM SINGLE DISC

more mature traditional market, targeting it at

DRY WEIGHT

246KG

including a windshield, luggage carrier, shock absorbers, second front disc, rev counter, pillion bars, and panniers. Moto Guzzi saw the Jackal as a way

the more fashion-conscious younger buyer.

ABOVE: The next evolution of the Moto Guzzi 1100 was the V11 Sport, styled to emulate the legendary V7 Sport “Telaio Rosso.” BELOW: Introduced in 1999, with its basic specification the California Jackal was the entry-level cruiser.

With rumors of potential buyouts flying, Moto Guzzi didn’t release any new models for the 2000 model year. In the US, though, the California Bassa was now the Special. On April 14, 2000, it was announced that Aprilia S.p.A. would purchase Moto Guzzi. After several years of uncertainty, Moto Guzzi was finally free of De Tomaso’s shackles and about to embark on a new era.

1999–2001

V11 SPORT DIFFERING FROM THE 1100 SPORT INJECTION

POWER

91 HP AT 7,800 RPM

GEARS

FOOT-CHANGE 6 -SPEED

FRONT BR AKES

320MM DUAL DISC

REAR TIRE

170/60ZR17

WHEELBASE

1,471MM

DRY WEIGHT

219KG

THE NEW GENERATION: 1988–2000

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

Ivano Beggio, Aprilia’s president, managed to outbid Ducati and Piaggio in a silent auction, leading Moto Guzzi to become par t of Aprilia in September 2000. Beggio immediately announced that Moto Guzzi would remain at Mandelo and their tradition maintained. Aprilia soon introduced new tooling into the aging Mandello factor y, and the first new model, the limited-edition V 11 Spor t Rosso Mandello, was displayed toward the end of 20 0 0.

The V11 Sport Ballabio was the base V11 Sport for 2004 and included a 43mm Marzocchi fork. It was available in the traditional red “Rosso Race” or minimalist grey “Grigio Resinelli.” Moto Guzzi

206

The first new Moto Guzzi to appear following the Aprilia purchase was the V11 Sport Rosso Mandello, built to celebrate eighty years of Moto Guzzi. Moto Guzzi

2001

was dropped and the lineup split into two co-existing

A new production line was in operation by March,

families: sport/sport touring and touring/custom.

but, during the transition to Aprilia ownership, the V11 Sport, California EV, California Special, California Jackal, 350 and 750 Nevada, and Quota 1100ES

Sport/Sport Touring

initially all remained largely unchanged.

V11 LE M ANS, V11 LE M ANS TENNI, V11 SPORT, V11 SPORT SCUR A

V11 SPORT ROSSO M ANDELLO

The V11 Sport was updated this year with a new frame

To celebrate Moto Guzzi’s eightieth birthday, three

to allow for a wider rear wheel and tire, resulting in a

hundred examples of the V11 Sport Rosso Mandello

slightly longer wheelbase. It also evolved into the Le

were produced for 2001. Although basically identical to

Mans, Le Mans Tenni, and higher-specification Scura.

the V11 Sport, the Rosso Mandello featured a number

Just as the original V11 Sport was styled to emulate

of carbon-fiber components, along with red-anodized

the original V7 Sport Telaio Rosso, the V11 Le Mans

frame plates and rocker covers. Many components were

was intentionally designed to create an association

accentuated in black, including the engine, fork, wheels,

with another great model of the past. A sport touring

and rear drive housing, and each Rosso Mandello had a

model, the V11 Le Mans featured an aerodynamic half

numbered plaque on the side panels.

fairing, but was otherwise identical to the V11 Sport. Following the V11 Sport Rosso Mandello’s success, a special-edition Le Mans Tenni was available this

2002

year. Intent on utilizing Moto Guzzi’s illustrious racing

The impact of Aprilia’s purchase of Moto Guzzi

history to maximum marketing effect, the Le Mans

became more evident in 2002, with the range of

Tenni was a tribute to Omobono Tenni, Moto Guzzi’s

cruisers and custom models expanding, accompanied

great rider from the 1930s and 1940s. The Le Mans

by significant technical updates. The Quota 1100ES

Tenni was painted in the traditional racing green of

THE COMPLETE BOOK OF MOTO GUZZI

207

2002–2003

V11 SPORT/ LE M ANS/ TENNI/SCUR A DIFFERING FROM 2001

FRONT SUSPENSION

43MM ÖHLINS UPSIDE-DOWN FORK (SCUR A)

REAR SUSPENSION

ÖHLINS MONOSHOCK (SCUR A) SACHS-BOGE (V11, LE M ANS)

REAR WHEEL

17x5.50

REAR TIRE

180/55ZR17

WHEELBASE

1,490MM

DRY WEIGHT

221KG (SPORT) 226KG (LE M ANS)

the 1950s racers, also including an imitation leather

with additional custom trimmings, the California

seat, milled foot levers, and smoother-acting titanium-

Special Sport replaced the California Special. While

nitride fork tubes. The limited-edition V11 Sport Scura

the Stone continued with the earlier frame, all

was also available in 2002, featuring higher-quality

California EVs were updated this year, the frame and

Öhlins suspension, an Öhlins steering damper, a

swingarm modified to allow a wider rear tire. Other

small cockpit fairing, and a number of carbon-fiber

updates included a larger-diameter handlebar and

components. Production was limited, and each

gearbox revisions to reduce shift throw and effort.

example included a numbered plaque.

The Nevada 750 custom also continued, now virtually unchanged for ten years but still popular in Italy.

ABOVE: The Le Mans Tenni was a limited-edition model celebrating the great Moto Guzzi racer Omobono Tenni. Moto Guzzi BELOW: With Öhlins suspension front and rear, the V11 Sport Scura promised superior sporting performance. Moto Guzzi

Touring/Custom CALIFORNIA EV80, EV TOURING, SPECIAL SPORT, EV, STONE, STONE METAL, NEVADA 750 Another model built to celebrate Moto Guzzi’s eighty years was the California EV80. This featured a leather seat, saddlebags, and handgrips from Poltrona Frau, one of the most prestigious Italian leather design houses. Also setting the EV80 apart was a new windshield and footboards, a larger and more powerful headlight, and chrome-plated valve covers. Alongside the EV80 was the California EV Touring, recreating the US-style 1970s sport touring motorcycle with a standard windshield and a wide range of accessories. Updates to the touring and custom lineup saw the discontinuation of the Jackal, the basic American cruiser style continuing as the California Stone and Stone Metal (with a chrome-plated fuel tank). Now

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

ABOVE: Also built to celebrate Moto Guzzi’s eightieth anniversary was the California EV80. BELOW: With its color-matched fairing and standard luggage, the California EV Touring was a luxury factory sport tourer. Moto Guzzi

2002

CALIFORNIA EV, 80, SPECIAL , STONE DIFFERING FROM 2001

REAR WHEEL

4.00x17 (EV )

BELOW RIGHT: For 2002, the California Stone replaced the Jackal as the basic cruiser, and the Stone Metal was a special version with a chrome-plated fuel tank. Moto Guzzi TIRES

150/80VB17 (EV )

DRY WEIGHT

268KG (EV80) 260KG (EV TOURING) 246KG (STONE)

THE COMPLETE BOOK OF MOTO GUZZI

209

2003 Toward the end of 2002, Moto Guzzi announced

2003 –2011

BREVA V750 I.E. DIFFERING FROM THE 750 NEVADA

POWER

48.28 HP AT 6,800 RPM

two new concept motorcycles, the Griso and MGS01. While adhering to the traditional air-cooled, 90-degree V-twin engine with shaft drive, these

REAR SUSPENSION

new models included significant technical advances;

T WIN PAIOLI SHOCK ABSORBERS

it would be several years before they materialized,

WHEELS

3.00x17 AND 3.50x17

however. The only new model for 2003 was the Breva

TIRES

110/70 17 54H

WHEELBASE

1,449MM

DRY WEIGHT

182KG

750 I.E., while the existing range expanded to include the Le Mans Rosso Corsa and the California Stone

130/80 17 65H

Touring, Titanium, and Aluminum. Moto Guzzi sales increased 29 percent in Italy, 50 percent in the US, and 32 percent in the UK this year. While Guzzi was

Retaining a classic minimalist look, the engine was the

performing well, though, its parent group was

familiar smaller Nevada V-twin, with parallel valves

in trouble.

and Heron cylinder heads, but it now featured Weber Marelli electronic fuel injection with 36mm throttle

BREVA 750 I.E.

bodies. Apart from its 17-inch wheels, the chassis was

Named after the light southerly breeze that brings

very similar to the Nevada; while the Breva may have

fine weather to Lake Como, the Breva also signified

been a revamp of a familiar theme, this was cleverly

a breath of fresh air blowing through Mandello.

disguised by Luciano Marabese’s styling. The low,

Designed as an entry-level model to compete with

deeply scalloped seat, alloy-footpeg support plates

motorcycles like the Ducati Monster 620 I.E., the Breva

enveloping the swingarm pivot, and small fairing

V750 I.E. emphasized balance and maneuverability.

accentuated the bike’s sporting character.

The 2003 Breva 750 I.E. was an impressive entry-level motorcycle. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

210

The Le Mans Rosso Corsa featured Öhlins suspension and red valve covers. Moto Guzzi

Sport/Touring Sport

The instrument layout was also new, with revised

V11 LE M ANS ROSSO CORSA ,

instruments and warning lights. The limited-edition Le

LE M ANS, SCUR A , V11

Mans this year was the Rosso Corsa, but, apart from

To meet the new Euro 2 emission standards, the

its red valve covers, the engine and drivetrain were

Le Mans now featured a higher compression ratio,

shared with the Le Mans. New for the Rosso Corsa

new Marelli IAW 15RC injection control unit, exhaust

were an Öhlins front fork and rear shock absorber,

Lambda sensor, and a catalytic converter. A balance

and a Bitubo steering damper. The V11 Scura and V11

pipe linked the exhaust manifolds, oil jets cooled the

remained unchanged for 2003, retaining the previous

pistons, and the forged con rods were redesigned.

non-catalyzed, lower-compression engine.

The suspension now included a larger-diameter Marzocchi upside-down fork, with a 25mm-diameter axle (up from 20mm) to improve front-end rigidity.

Touring/Custom CALIFORNIA EV TOURING, EV, STONE TOURING, TITANIUM, ALUMINUM,

2003 –2005

V11 LE M ANS ROSSO CORSA , NERO CORSA , LE M ANS, V11, SCUR A DIFFERING FROM 2002

STONE, NEVADA 750 (CLUB)

COMPRESSION R ATIO

9.8:1 (LE M ANS)

tube connecting the two exhaust manifolds. Oil jets

FRONT SUSPENSION

43MM ÖHLINS UPSIDE-

through new forged con rods cooled the piston crowns

DOWN FORK (LE M ANS RC, NC)

REAR SUSPENSION

For 2003, the California received a number of engine updates. The compression ratio was increased slightly and low-rpm power improved through a new balance

and the crankcase ventilation system in the timing

43MM M ARZOCCHI (LE

case was modified. Also included was a Lambda

M ANS)

sensor and two three-way catalytic converters in the

ÖHLINS MONOSHOCK (LE M ANS RC, NC)

exhaust. Other updates saw quieter hydraulic valve lifters replace the mechanical valve tappets, valve

THE COMPLETE BOOK OF MOTO GUZZI

211

2003 –2004

750 NEVADA (CLUB) DIFFERING FROM 2002

POWER

46 HP AT 6,600 RPM

FRONT SUSPENSION

40MM M ARZOCCHI FORK

FRONT BR AKE

320MM DISC

REAR BR AKE

260MM DISC

TIRES

100/90V18 AND 130/90V16

DRY WEIGHT

176KG (BASE) 182KG (CLUB)

lash now set hydraulically by oil pressure. In the US, these engines carried the designation P.I. (Punterie Idrauliche) for hydraulic lifters. Joining the California EV and EV Touring in

2003 –2005

CALIFORNIA EV, TOURING, ALUMINUM, TITANIUM, STONE DIFFERING FROM 2002

the touring lineup for 2003 was the more basic Stone Touring. This retained the Stone’s single front disc brake and included a Plexiglas windshield and Hepco-Becker panniers. The California Custom range also grew, with

COMPRESSION R ATIO

9.8:1

the California Titanium and Aluminum joining the

POWER

75 HP AT 7,000 RPM

Stone. Marketed as a performance cruiser, the Titanium

(FROM 2004)

LEFT: The Stone Touring was a more basic touring machine than the EV Touring and featured a singledisc front brake and plain windshield. Moto Guzzi

included lower handlebars, forward-mounted footpegs, twin front disc brakes, and a small cockpit fairing.

BELOW: An addition to the 2003 custom range was the California Titanium performance cruiser. Moto Guzzi

212

Sport Touring/Naked Sport V11 LE M ANS NERO CORSA , LE M ANS ROSSO CORSA , LE M ANS, V11 COPPA ITALIA , CAFÉ SPORT, SPORT BALL ABIO, BREVA V750 I.E. The Le Mans was little changed for 2004, but joining the Le Mans Rosso Corsa was the similar black Le Mans Nero Corsa. The V11 Sport was now offered in three variants, all with the higher-compression Le Mans engine featuring a catalytic converter. All included a small cockpit fairing, similar to that of the Scura but positioned slightly further forward, and raised handlebars instead of the previous clip-on style. The base model was the V11 Sport Ballabio, named after the famous Ballabio-Resinelli hill climb near Mandello. Replacing the Scura was the V11 Café Sport, with bronze wheels, valve covers, and various carbon-fiber parts. It retained the Öhlins suspension and steering damper. To celebrate participation in the 2003 Italian Naked Bike Championship, the V11 Coppia Italia was also produced this year. This was virtually identical to ABOVE: An addition to the Nevada range for 2003 was the Club, still with carburetors. The front brake was now a single disc. Moto Guzzi RIGHT: The black 2004 Le Mans was an attractive and imposing machine. Moto Guzzi

With a bright aluminum finish on the fuel tank, side

the Café Sport, but the wheels were lightweight forged

covers, and engine cases (but no fairing), the California

OZ. The Breva V750 I.E. was unchanged.

Aluminum was similar. All three custom models (and the Stone Touring) retained the narrower rear wheel and tire. The long-running Nevada was updated to include

Touring/Custom

two versions, the “Base” and the “Club.” As the Nevada

CALIFORNIA EV TOURING, EV, STONE TOURING,

was now seen as a city bike suited for female riders, the

TITANIUM, ALUMINUM, STONE, NEVADA 750

style was less custom, with the ergonomics designed

As the Touring and Custom were considerably

for comfort. The front brake was now also a single disc,

updated for 2003, there was little change to this

with a four-piston Brembo caliper.

series. The claimed peak power and rpm were slightly higher and there were new colors.

2004 By 2004, Aprilia was in deep financial trouble. Having misread the demand for larger-capacity scooters, Aprilia saw no alternative but to seek a prospective purchaser. Piaggio ultimately acquired the Aprilia Group in December of this year. While Moto Guzzi introduced the Breva 1100, production was delayed until 2005 when Moto Guzzi came under new management. Also delayed was the MGS-01 Corsa, but this was further developed during the year. The managerial insecurity resulted in only 3,700 motorcycles being produced this year at Mandello.

THE COMPLETE BOOK OF MOTO GUZZI

213

LEFT: Now with higher handlebars, the V11 Café Sport replaced the V11 Scura for 2004. Moto Guzzi BELOW: The V11 Coppia Italia was produced to celebrate participation in the Italian Naked Bike Championship. Moto Guzzi

2005 In March 2005, Daniele Bandiera was appointed

2004 –2005

V11 SPORT BALL ABIO, CAFÉ SPORT, COPPIA ITALIA DIFFERING FROM THE V11 SPORT 2003

COMPRESSION R ATIO

9.8:1

FRONT SUSPENSION

43MM ÖHLINS UPSIDE-DOWN FORK (CAFÉ SPORT,

chief executive officer of Moto Guzzi S.p.A., and soon afterward the Breva V1100 went into production. Both the Griso and MGS-01 Corsa were further developed,

COPPIA ITALIA)

but in this time of transition it would be another year before they made the production line. Motorcycle production gradually increased at Mandello to over 7,000 in 2005.

BREVA V1100 The Breva V1100 was ostensibly a larger-capacity version of the successful Breva V750. While the Breva V750 continued the style of the earlier small twins, though, the Breva V1100 was an all-round large-capacity touring bike, absent since the Mille GT’s demise in 1993. Unlike the 750, the Breva V1100 engine and drivetrain were considerably updated over the other 1100s. While the bore and stroke was unchanged, the engine included a new sump and an automotive-type 650-watt alternator; this was now located between the cylinders rather than on the crankshaft, allowing a 20mm-shorter engine. The cylinder-head design was still the two-valve type, and

43MM M ARZOCCHI (BALL ABIO) REAR SUSPENSION

ÖHLINS MONOSHOCK (CAFÉ SPORT, COPPIA ITALIA)

DRY WEIGHT

226KG

ignition was by twin spark plugs per cylinder. The

2005 –2009

BREVA V1100

chassis was considerably updated, with the driveshaft

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

incorporated inside a new aluminum single-sided

BORE x STROKE

92x80MM

swingarm, similar to that displayed on the prototype

DISPL ACEMENT

1,064CC

Griso in 2002 and patented by Moto Guzzi as “CARC”

POWER

84 HP AT 7,800 RPM

COMPRESSION R ATIO

9.8:1

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND

Drive). The swingarm also connected to the single

ROCKERS

shock absorber through a rising rate linkage.

CARBURETION/IGNITION

WEBER M ARELLI EFI

GEARS

FOOT-CHANGE 6 -SPEED

FR A ME

DETACHABLE TUBUL AR CR ADLE

FRONT SUSPENSION

43MM M ARZOCCHI TELESCOPIC FORK

REAR SUSPENSION

SINGLE SIDED SWINGARM, PROGRESSIVE LINK AGE

V11 LE M ANS NERO CORSA , LE M ANS ROSSO

BR AKES

320MM DUAL DISC AND 282MM DISC

CORSA , LE M ANS, SCUR A R, COPPA ITALIA ,

WHEELS

17x3.50 AND 17x5.50

TIRES

120/70 17 AND 180/55 17

CAFÉ SPORT, SPORT BALL ABIO, BREVA V750 I.E.

WHEELBASE

1,500MM (1,495MM FROM 2006)

DRY WEIGHT

233KG (231KG FROM 2006)

(Cardano Reattivo Compatto, Compact Reactive Shaft

Sport Touring/Naked

The three-model Le Mans range—V11 Le Mans Nero Corsa, V11 Le Mans Rosso Corsa, and V11 Le Mans— continued unchanged, as did the naked sport models, the V11 Coppa Italia, V11 Café Sport, V11 Sport Ballabio, and Breva V750. After a year’s absence, the V11 Scura

ABOVE: After nearly two years of intensive development, the Breva 1100 went into production during 2005. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

returned as the V11 Scura R, now with the higher

215 finally became available in limited numbers this year. Motorcycle production hit 10,200 in 2006, the first time it had exceeded 10,000 since 1983.

MGS-01 CORSA Back in 2002, Moto Guzzi racing specialists Ghezzi and Brian were engaged to create the MGS-01 as a pure, no-frills, Superbike racer. Giuseppe Ghezzi took the Daytona four-valve twin, mated it to a V11 six-speed gearbox, and installed it in a new boxsection, single-spar, steel-backbone frame with a box-section aluminum swingarm and rising rate suspension. The suspension was Öhlins, the wheels OZ, and Alberto Cappella’s elemental and minimalist

handlebar arrangement of the other V11 naked models.

2005 –2012

The Scura R was to be the final sporting Moto Guzzi built on the existing V11 platform.

Touring/Custom

LEFT: The V11 Scura R was the only new naked sports model for 2005. Moto Guzzi BELOW: For 2005, the fuel-injected Nevada Classic 750 I.E. replaced the aging Nevada 750. Moto Guzzi

NEVADA CL ASSIC 750 I.E. DIFFERING FROM THE NEVADA 750

POWER

48.28 HP AT 6,800 RPM

CARBURETION/IGNITION

WEBER M ARELLI EFI

WHEELS

18x 2.50 AND 16x3.50

WHEELBASE

1,467MM

DRY WEIGHT

184KG

CALIFORNIA EV TOURING, EV, STONE TOURING, NEVADA CL ASSIC 750 I.E., CALIFORNIA TITANIUM, ALUMINUM, STONE The lineup of touring and custom models was also largely unchanged for 2005, and the only new model was the Nevada Classic 750 I.E. The Nevada 750 had been in Moto Guzzi’s lineup since 1990, and the Nevada Classic 750 I.E. was 87 percent new, with 383 parts of 441 redesigned or replaced. The fuel-injected engine was shared with the Breva V750 I.E. and, while the suspension and brakes were similar to the previous Nevada, the Classic 750 I.E. had wider wheel rims.

2006 This year marked Moto Guzzi’s eighty-fifth, and Piaggio commemorated it by celebrating Moto Guzzi’s touring tradition. This emphasis on touring saw the demise of the entire V11 lineup and a rationalization of the custom range. New models this year included the Griso 1100 and 850, touring Norge 1200, and the Breva 850. The 850s marked a return to a traditional Moto Guzzi engine capacity, and the MGS-01 Corsa

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

216

THE COMPLETE BOOK OF MOTO GUZZI

217

2006 –2012

MGS-01 CORSA

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

BORE x STROKE

100x80MM

DISPL ACEMENT

1,225CC

POWER

128 HP AT 8,000 RPM

COMPRESSION R ATIO

11.6:1

VALVES

FOUR INCLINED, SOHC

CARBURETION/IGNITION

M ARELLI EFI 50MM THROT TLES

GEARS FR A ME

FOOT-CHANGE 6 -SPEED RECTANGUL AR SECTION BEA M ALS450

FRONT SUSPENSION

43MM ÖHLINS UPSIDEDOWN FORK

REAR SUSPENSION

ÖHLINS MONOSHOCK

BR AKES

320MM DUAL DISC AND 220MM DISC

WHEELS

17x3.50 AND 17x5.50

TIRES

120/60 17 AND 180/55 17

WHEELBASE

1,450MM

DRY WEIGHT

192KG

styling was accentuated by a single exhaust pipe exiting underneath the Monoposto seat. Development between 2003 and 2005 saw the power gradually increase, with a longer swingarm introduced to improve weight distribution. The MGS-01 Corsa was launched in a blaze of glory at Daytona in March 2006, with Gianfranco Guareschi winning two Battle of the Twins races as part of the AHRMA/Modern Roadrace series. With three wins and two seconds, Guareschi also won the 2006 Italian Supertwins title this year, and the MGS-01 subsequently became available in limited numbers to special order.

NORGE 1200 T, TL , GT, GTL After an absence of nearly twenty years, Moto Guzzi returned to the long-distance touring market with the Norge 1200. Available in four versions, this was named the Norge in commemoration of Moto Guzzi’s first G.T., the 1928 Norge. Powering the new Norge 1200 was an evolution of the Breva V1100 two-valve engine; it retained the dual spark plugs, but included a new Magneti Marelli IAW5A engine management

Although it was first displayed in 2002, the spectacular MGS-01 Corsa wasn’t built until 2006. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

218

Integral to the Norge 1200’s design was After nearly twenty years without a fulldress tourer, the Norge 1200 was introduced for 2006. Moto Guzzi

2006 –2010

NORGE 1200 T, TL , GT, GTL DIFFERING FROM THE BREVA V1100

comprehensive rider protection, including a fairing, front legshields, and a rear splashguard. The four versions were designed to fulfill the needs of urban riding, short-range travel, and luxury long-distance

BORE x STROKE

95x81.2MM

DISPL ACEMENT

1,151CC

POWER

95 HP AT 7,500 RPM

more basic fairing, and minus standard luggage,

FR A ME

TUBUL AR STEEL CR ADLE

the Norge 1200 T catered to city riding, while the

FRONT SUSPENSION

45MM M ARZOCCHI

similar Norge 1200 TL included an electrically

TELESCOPIC FORK REAR SUSPENSION

SINGLE SIDED SWINGARM, PROGRESSIVE LINK AGE

WHEELBASE

1,495MM

DRY WEIGHT

246KG

touring. With a manually adjustable windshield,

adjustable windshield. For heavier touring duties, the Norge 1200 GT fairing incorporated legshields at the front and splashguards at the rear. The windshield was manually adjustable, the handgrips heated, and dedicated panniers came standard. The top-of-the-line touring model was the Norge 1200 GTL, with an electrically operated windshield,

system with 45mm throttle bodies. As on the Breva

rear top box, and a standard satellite navigation

V1100, power was transmitted to the rear wheel

system. In July 2006, fourteen international

through a six-speed gearbox, and this model included

journalists on new Norge 1200s retraced Giuseppe

a single-sided aluminum swingarm with the CARC

“Naco” Guzzi’s epic 1928 4,429km journey to the

compact reactive shaft drive system.

Arctic Circle in Norway on his G.T. 500 Norge.

THE COMPLETE BOOK OF MOTO GUZZI

219

Touring/Custom NEVADA 750 TOURING, BREVA 750 TOURING, CALIFORNIA TOURING, NEVADA CL ASSIC 750,

2006

CALIFORNIA CL ASSIC, CALIFORNIA VINTAGE Alongside the Norge 1200 was an expanded range of touring models for 2006. Based on the fuel-injected Nevada 750 Classic, the Nevada 750 Touring included

DRY WEIGHT

NEVADA /BREVA 750 TOURING DIFFERING FROM THE 750 NEVADA AND BREVA V750 I.E. 196KG (NEVADA 750 T) 190KG (BREVA 750 T)

panniers and a windshield. The Breva 750 Touring was similarly specified, while the California Touring engine was updated to Breva V1100 specification, including Breva cylinder heads, cylinders, pistons, and longer con rods. Ignition was by twin spark plugs per cylinder,

2006 –2012

CALIFORNIA CL ASSIC, VINTAGE, TOURING, 90 DIFFERING FROM THE CALIFORNIA EV 2005

POWER

73.5 HP AT 6,400 RPM

DRY WEIGHT

259KG (TOURING)

and mechanical tappets returned, replacing the hydraulic type after only three years. Touring features included an integrated front fairing and rear colorcoordinated top box. The custom range was reduced for 2006, with all the California-based customs (Stone, Titanium,

263KG (VINTAGE)

and Aluminum) discontinued; only the California Classic remained. Apart from a new catalytic converter, the Nevada Classic 750 was unchanged,

In response to the increased demand for retro

while the California Classic also included the Breva

models, Moto Guzzi released the California Vintage as

V1100 engine updates. Although it no longer

a tribute to the classic 757cc V7 Special. Based on the

included hydraulic valve lifters, the California Classic

California and also featuring the updated V1100-style

continued an extremely successful custom cruiser

engine, the California Vintage included wire-spoke

style that had formed the backbone of Moto Guzzi’s

wheels, redesigned steel fenders, and police-style

sales for several decades.

supplementary lights.

The California Vintage was styled to replicate the earlier V7 Special. Moto Guzzi

220

When it finally went into production, the Breva’s two-valve engine powered the Griso, but the style was unchanged from the prototype. Moto Guzzi

Naked BREVA 750, 850, 1100, GRISO 850, 1100

2006 –2009

GRISO 1100 DIFFERING FROM THE BREVA V1100

POWER

88.1 HP AT 7,600 RPM

The naked model lineup was significantly rationalized for 2006, now including only two types, the Breva and Griso. Apart from new colors

FR A ME

V750 was as before, as was the Breva V1100 (now available with an ABS option). The most significant new model was the Griso 1100. Originally shown

DOUBLE CR ADLE TUBUL AR STEEL

and graphics and an optional lower seat, the Breva FRONT SUSPENSION

43MM UPSIDE-DOWN TELESCOPIC FORK

WHEELBASE

1,554MM

DRY WEIGHT

227KG

2006 –2009

GRISO/BREVA / NORGE 850 DIFFERING FROM THE GRISO/BREVA V1100 AND NORGE 1200

STROKE

66MM

as a concept model four years earlier, the Griso continued the earlier Centauro’s radical style. The name Griso came from a novel by Alessandro Manzoni, Promessi Sposione, set on the Lecco branch of Lake Como near Mandello del Lario. Griso was a naked character, a bodyguard of the past, and the bike presented a muscular, aggressive naked design. Powering the Griso concept was the earlier four-valve-per-cylinder engine; for the production version, though, the engine was the new two-valve V1100 Evolution unit with the Breva V1100 reactive shaft drive system. Its driveshaft was incorporated in the aluminum swingarm with a rising rate linkage. With a large oil cooler on the right side of the engine

THE COMPLETE BOOK OF MOTO GUZZI

DISPL ACEMENT

877CC

POWER

71 HP AT 7,600 RPM (BREVA) 75 HP AT 7,800 RPM (GRISO)

221 and the distinctive exhaust system on the left, the

“power-cruiser” style, detail touches were European

Griso 1100 portrayed a radical image; it was unlike any

and the name Bellagio chosen to symbolize the

other motorcycle.

relationship between Moto Guzzi and the Lake

Two 850s also joined the naked lineup, both

Como district. While a stylistic exercise, the Bellagio

downsized 1100s. Powering the Breva 850 and Griso

was considerably more sporting in its orientation

850 was a short-stroke version of the V1100; new valve

than the California. The wheelbase was shorter,

covers, a grey engine, swingarm, and engine support

with the weight redistributed to the rear to create a

plates set it apart from the larger version. The right-

lighter look.

side oil cooler was absent, but in other respects the

Powering the Bellagio was a new engine, a

six-speed 850 was identical to the 1100, the Griso

short-stroke version of the new-generation 1200

again slightly more powerful than the Breva.

two-valve unit. This also included twin spark plugs per cylinder and an alternator positioned between the cylinders. Power was transmitted to the rear

2007

wheel via a six-speed gearbox and the now-familiar

Several new models were announced for 2007, notably

CARC, with a single-sided aluminum swingarm.

the 1200 Sport, Bellagio Custom, and 850 Norge. The

Retro styling details extended to spoked wheels,

MGS-01 was still available on request, unchanged from

drag-style handlebar, forward-mounted footpegs,

2006, and this year Guareschi repeated his victory in

and older-style instrumentation.

the Daytona Battle of the Twins race, providing Moto Guzzi victory number 3,332. A managerial shakeup in October saw Tommaso Giocoladelli named chief executive officer and general manager of Moto Guzzi S.p.A., while Daniele Bandiera remained Moto Guzzi chairman.

1200 SPORT After a one-year hiatus, the large-displacement sporting Moto Guzzi made a return with the 1200 Sport. This model was more multipurpose than the previous V11 Sport, available with an optional racing kit or touring equipment. Powering the 1200 Sport was the Norge 1200’s two-valve, twin-spark engine, but with newly designed rocker covers and a left side racing-style exhaust system. The power was transmitted by the Norge’s six-speed gearbox and CARC shaft drive system. Also available was a racing kit to boost the power beyond 100 horsepower, and optional touring accessories included panniers, top box, tank bag, and a lower seat.

2007–2008

BELL AGIO 940 CUSTOM The Bellagio 940 Custom was designed to fill a new niche market, custom segment alongside the

1200 SPORT DIFFERING FROM THE NORGE 1200

WHEELBASE

1,485MM

DRY WEIGHT

229KG

The sporting Moto Guzzi made a welcome return for 2007 with the new 1200 Sport. This has the optional racing kit with dual mufflers. Moto Guzzi

California. Although drawing from the American

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

222 was new for 2007. The engine was the same 877cc unit of the 850 Griso and Breva, and the equipment (including manually operated screen) shared with the 1200 T. ABS was standard. After only one year, the Nevada 750 Touring and Breva 750 Touring were discontinued.

2008 While Piaggio already owned 100 percent of Moto Guzzi S.p.A. shares, Moto Guzzi until this time still operated as a separate company. In December 2008, Moto Guzzi S.p.A was merged with Piaggio & C. S.p.A. to create a single, global, two-wheeled product, sharing industrial, commercial, and financial resources while maintaining Moto Guzzi’s unique brand features. The Griso 8V finally went into production, and the two-valve range expanded to include the 1200 Breva, Stelvio Enduro, and V7 Classic. The existing lineup continued largely unchanged, including the MGS-01 Corsa, which was still available by special order. After losing recent police contracts, Moto Guzzi agreed in this year to supply thirty-five Norge GTs to the Berlin police and twenty California Vintage to the Corazzieri Italian Presidential guard.

2007–2012

BELL AGIO 940 DIFFERING FROM THE NORGE 1200

STROKE

66MM

DISPL ACEMENT

935.6CC

POWER

75 HP AT 7,200 RPM

COMPRESSION R ATIO

10:1

with the Griso 8V. An evolution of the 1200 Norge

FRONT WHEEL

18x3.50

and 1200 Sport overhead valve unit, this model was

FRONT TIRE

120/70ZR18

75 percent new with 563 new components. Noiseless

WHEELBASE

1,570MM

DRY WEIGHT

224KG

GRISO 8V After an eight-year hiatus, the eight-valve V-twin returned to Moto Guzzi’s regular production lineup

Morse timing chains drove a single overhead camshaft per cylinder head and operated four hydraulic valves per cylinder. The valves were set at a shallow, 32-degree included angle. Also setting the Griso 8V

Naked/Custom/Touring

apart was a distinctive twin-pipe exhaust system,

BREVA V750, V850 (ABS), V1100 (ABS),

new seat, streamlined side panels, and Brembo P4/34

GRISO 850, 1100, NEVADA CL ASSIC 750,

radial caliper brakes acting on wave floating discs.

CALIFORNA CL ASSIC, CALIFORNIA VINTAGE, NORGE 1200, 850

STELVIO 1200 4V

Apart from new colors, the Breva, Griso, Nevada and

Sharing the Griso’s new 8V engine was the dual-

California were ostensibly unchanged this year. While

purpose Stelvio, Moto Guzzi’s answer to the BMW

the Norge 1200 was also unchanged, the 850cc Norge

R1200GS. The “Quattrovalvole” engine received a

THE COMPLETE BOOK OF MOTO GUZZI

223

modified exhaust, intake, and injection setup, and was housed in a tubular-steel twin-cradle frame. Like the

2008 –2018

GRISO 8V, SE DIFFERING FROM THE GRISO 1100

BORE x STROKE

95x81.2MM

DISPL ACEMENT

1,151CC

Griso 8V, the front brake calipers were radial Brembo, but the Stelvio included a larger-diameter front fork and aluminum-anodized wire-spoke wheels. The

POWER

110 HP AT 7,500 RPM

windscreen and seat were adjustable, saddle bags

COMPRESSION R ATIO

11:1

standard, and a small lockable storage compartment

VALVES

FOUR INCLINED, SOHC

fitted between the screen and fuel tank.

CARBURETION/IGNITION

WEBER M ARELLI EFI 50MM THROT TLES

FRONT SUSPENSION

43MM SHOWA UPSIDE-DOWN FORK

TIRES

120/60 17 AND 180/55 17

V7 CL ASSIC Celebrating the fortieth anniversary of the V7 (albeit one year late, as was quite typical for Moto Guzzi), the

WHEELBASE

1,554MM

DRY WEIGHT

222KG

TOP SPEED

OVER 230 K M/H

V7 Classic was an entry-level motorcycle designed for less-experienced riders who appreciated the retro classic image. The venerable two-valve 750cc engine was shared with the Breva 750, as was the

ABOVE: Although the style of the Griso 8V was similar to the earlier version, the exhaust system was unique. Its front brakes included Brembo radial calipers. Moto Guzzi

tubular-steel cradle frame, conventional front fork, and twin rear shock absorbers. The wheels were the

OPPOSITE: The Bellagio 940 Custom created a niche market for the more sporting cruiser. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

ABOVE: Designed to capitalize on the expanding market for large-displacement dual-purpose motorcycles, the Stelvio was also powered by the new eight-valve engine. Moto Guzzi RIGHT: Based on the Breva V750, the V7 Classic was an entrylevel retro model. Moto Guzzi OPPOSITE TOP: The Breva V1200 combined the 1200cc twovalve engine in the Breva V1100 chassis but included many updates. Moto Guzzi

2008 –2010

STELVIO 1200 4V DIFFERING FROM THE GRISO 8V

POWER

105 HP AT 7,500 RPM (7,250 RPM FROM 2010)

FR A ME

RECTANGUL AR SECTION BEA M ALS450

FRONT SUSPENSION

50MM UPSIDE-DOWN FORK

FRONT WHEEL

19x 2.50

FRONT TIRE

110/80R19

WHEELBASE

1,535MM

DRY WEIGHT

214KG

classic wire-spoke type with chrome-plated rims and tube tires. Combining the style of the original V7, the V7 Sport fuel tank, and the V7 Special’s chrome

2008 –2011

V7 CL ASSIC, CAFÉ CL ASSIC DIFFERING FROM THE 750 NEVADA

FRONT WHEEL

18x 2.50

FRONT TIRE

100/90 18 56H

components, the V7 Classic also symbolized an early era with its cigar-shaped silencers, flat quilted seat, and side covers reminiscent of the original V7. While the classic style was successfully executed, the engine retained the Heron cylinder heads of the 1977 original, which meant that its power output was very modest.

THE COMPLETE BOOK OF MOTO GUZZI

Naked/Touring/Custom GRISO 1100, 850, BREVA V1200, V1100 (ABS), V850, 1200 SPORT, NORGE 1200, 850, NEVADA CL ASSIC 750, BELL AGIO, CALIFORNIA CL ASSIC, VINTAGE Alongside the new Griso 8V, the two-valve Griso 1100 and 850 continued unchanged, as did the Breva 1100, 850, and 1200 Sport; new for this year was the Breva V1200. Ostensibly combining the Breva 1100 chassis with the two-valve 1200 Norge engine, more than sixty updates over the 1064cc model were included; these addressed the lubrication and exhaust system primarily. The Norge was now Moto Guzzi’s bestselling model. It continued with minor updates and, apart from colors, the Custom lineup continued unchanged.

2008 –2011

BREVA V1200 V DIFFERING FROM THE BREVA V1100 AND NORGE 1200

DRY WEIGHT

236KG

2009 The general economic downturn and motorcycle sales slump resulted in only five new models, all variations

BELOW: Moto Guzzi’s big cruiser, the California Classic, continued unchanged for 2008. Moto Guzzi

on existing themes. A Griso 8V Special Edition joined

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

226 the Griso 8V, the 1200 Sport received the four-valve engine, the V7 Classic evolved into the V7 Café Classic, and the Stelvio 1200 TT joined the Stelvio 1200. A revamped Nevada 750 was also introduced this year, and the MGS-01 was still available to order.

GRISO 8V SPECIAL EDITION, 1200 SPORT 4V, STELVIO 1200 T T Designed as a collector model, the Griso 8V SE was basically a Griso 8V with special colors—“Tenni” green or “Rosso Mandello”—a stitched leather seat, and BER wire-spoke wheels. During 2009, the 1200 Sport also gained the Griso’s four-valve engine, new graphics, and a different intake and over-and-under exhaust system, all of which set it apart from the twovalve version. The weight also went up considerably,

2009–2015

1200 SPORT 4V DIFFERING FROM THE 1200 SPORT AND GRISO 8V

WHEELBASE

1,495MM

DRY WEIGHT

240KG

2009–2017

STELVIO 1200 T T/ NTX DIFFERING FROM THE STELVIO 1200 4V

REAR WHEEL

17x4.25

REAR TIRE

150/70R17

compromising the 1200 Sport 4V’s sporting ability. The Stelvio 1200 TT featured a range of long-distance touring options, including a sump shield, engine protectors, aluminum panniers, cylinder protection bars, CARC transmission protectors, integral hand guards, additional headlights, and a larger rear knobby tire. The Stelvio was also available with Brembo ABS brakes.

RIGHT: The 1200 Sport gained the Griso 8V engine during 2009, but this was a shortlived model. Moto Guzzi ABOVE: A Special Edition Griso 8V was available from 2009, special features including black anodized wire-spoke wheels. Moto Guzzi

V7 CAFÉ CL ASSIC A cosmetic variant of the V7 Classic, the Café Classic shared the V7 Classic’s engine and chassis, but it included white-faced Veglia instruments, clip-on handlebars, a race-style seat, and upswept exhaust.

Naked/Touring/Custom GRISO 8V, 1100, BREVA V1200, V1100, V850, V750, NORGE 1200, 850, BELL AGIO, CALIFORNIA VINTAGE, NEVADA 750, V7 CL ASSIC The existing lineup continued unchanged. In North America, the 1100cc two-valve versions of the Griso and Breva were still available. Advertised as 87 percent

THE COMPLETE BOOK OF MOTO GUZZI

227

new, the Nevada 750 was restyled to resemble the California, with the instrumentation and exhaust system derived from the V7 Classic.

2010 Three 1200cc concept models were displayed at the 2009 EICMA show in Milan, the V12 LM, V12 Strada, and V12 X. All were products of former Ducati designers Miguel Galluzzi and Pierre Terblanche, both now working with the Piaggio Group. Continued model expansion and evolution saw the introduction of the Aquilia Nera (Black Eagle) California, Bellagio, and Nevada, and the V7 range expanded with a prototype V7 Clubman Racer. As the motorcycle industry remained in a slump, Moto Guzzi’s sales only totaled 4,500 in 2010.

CALIFORNIA , BELL AGIO, NEVADA AQUIL A NER A The custom range, which included the California 1100, the Nevada 750 and Bellagio 940, was now available as the Aquila Nera variant. All shared matte black colors for the tank,

TOP: In 2009, the V7 range expanded to include the Café Classic, harking back to the 1971 V7 Sport. Moto Guzzi

side covers, fenders, and engine block, contrasting with the aluminum cylinders and chrome wheels and exhaust.

ABOVE: The Bellagio Aquila Nera was the sportiest of the three new “Black Eagle” cruisers. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

228 STELVIO 1200 ABS, 1200 NTX

models were discontinued. This included the three

The 1200 four-valve Stelvio engine was revised to

850s (Griso, Breva, and Norge), Griso and Breva V1100,

improve torque, with new camshafts, revised injection

and California Classic. The rest of the existing range

mapping, and a larger-capacity airbox. The power was

was unchanged.

unchanged, but the maximum torque was now 113 Nm at 5,800 rpm, compared with the 108 Nm at 6,400 rpm of the previous version, and the previous 1200 TT

2011

became the NTX.

Celebrating ninety years, Moto Guzzi released the Norge 1200 8-Valve and an updated Stelvio 1200 and NTX. After appearing as a prototype V7 Clubman

Naked/Touring/Custom

Racer in 2010, the V7 Racer was also available this

GRISO 8V, 8V SE, BREVA V1200, 1200 SPORT

year and, to celebrate the twentieth anniversary of

4V, NORGE 1200, CALIFORNIA VINTAGE, V7

the 750 Nevada, Moto Guzzi introduced the Nevada

CL ASSIC, CAFÉ CL ASSIC, NEVADA 750 CL ASSIC

Anniversario. The V7 was now one of Moto Guzzi’s

Piaggio was involved in overhauling the Mandello

best-selling models, contributing to over 5,800 sales

plant, which meant that some model rationalization

worldwide during 2011, a 30 percent increase over

occurred this year and a few of the less popular

2010. Also unveiled during the year were a 1,400cc

The V7 Clubman Racer was a stunning retro racer, but the engine still only produced 48 horsepower. Moto Guzzi

229

cruiser and V7 Scrambler prototypes. The existing Griso 8V, 8V SE, Breva 1200 2V, 1200 Sport 4V, California Aquila Nera, V7 Classic, and Nevada 750

2011–2017

NORGE GT 8V DIFFERING FROM THE NORGE 1200

POWER

102 HP AT 5,500 RPM

Classic continued unchanged.

V7 R ACER

VALVES

FOUR INCLINED, SOHC

DRY WEIGHT

257KG

Along with the eight-valve engine, the 2011 Norge featured new bodywork. Moto Guzzi

Evolving from the V7 Clubman Racer, the V7 Racer was styled to be evocative of 1970s café racers. Fitted with an 850 Le Mans-style small fairing, a single-seat saddle with number plate, and an optional pair of Arrow

now the four-valve unit already powering the Griso,

silencers, detailing included a chrome-plated fuel tank,

Stelvio, and 1200 Sport, but now it incorporated

a racing fuel tank cap, and red frame (reminiscent

electronic improvements and cam timing, cooling, and

of the legendary V7 Sport Telaio Rosso). The basic

exhaust system updates. An oil radiator fitted on the

specification was shared with the V7 Café Classic,

lower fairing lug included a thermostatically controlled

including adjustable Bitubo shock absorbers and a

electric fan, with the more compact crankcase and

40mm Marzocchi front fork, but each V7 Racer carried a

forward-tapering cylinder fins requiring an updated

numbered plaque. While the execution was impressive,

chassis and new fairing. The only component carried

the V7’s anemic Heron-head V-twin still powered the V7

over was the headlight, the fairing now including an

Racer, so it was really more show than go.

electrically operated windscreen and side panels integrating with the fuel tank. The seat was wider and

NORGE GT 8V

the lower handlebar more pulled back, while standard

Although still a popular and successful bike, the Norge

equipment extended to ABS, satellite navigation, and

was significantly updated this year. The engine was

an onboard computer.

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

230 STELVIO, STELVIO NTX

2012

Also updated for 2011 were the Stelvio and Stelvio

As a replacement California was in the pipeline, a

NTX. While the engine and chassis were unchanged

final special-edition California 1100 was available

from 2010, the new bodywork included a larger,

this year, and a 70-percent-new V7 engine now

32-liter fuel tank and a more aerodynamic fairing with

powered the Nevada and V7 range. The eight-

a new windshield. The tank and turn signals were now

valve Norge, Griso SE, and Stelvio continued

integrated with the fairing, but the double headlight

unchanged, and the 1200 Sport four-valve was

was carried over from the previous version. Standard

also still available in some markets. Motorcycle

on the new Stelvio were the NTX wider rear wheel,

sales totaled 6,600 in 2012 and the Piaggio

larger tire (but with cast-aluminum wheels), and

Group allocated forty-two million Euros for the

Continental ABS anti-lock braking system.

investment of new models, over and above the investment allocated for refurbishing the

NEVADA ANNIVERSARIO

Mandello plant.

(ANNIVERSARY EDITION) Celebrating twenty years of the 750 Custom, a sports

CALIFORNIA 90

custom “Anniversario” joined the Nevada Classic. One

Commemorating Moto Guzzi’s ninetieth

of Moto Guzzi’s more successful models, particularly in

anniversary and forty years of the California, the

Italy, the Nevada Anniversary was sportier in style than

limited-edition California 90 was the final 1100cc

the Classic, with a new dual seat, wheel-hugging rear

California; it included a full range of accessories.

fender, chrome grab handles, and chrome taillight.

Between 1994 and 2012, more than fifty thousand

The Stelvio 1200 NTX received a new fairing and fuel tank for 2011. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

231 California 1100s rolled off the Mandello production line, and the California 90 celebrated this with a unique two-tone color scheme and a tank logo reminiscent of the 1930s. The seat was hand-stitched leather, and each California 90 carried a numbered plate on the top triple clamp. The basic engine and chassis were shared with the California Vintage.

V7 STONE, V7 SPECIAL , V7 R ACER, NEVADA , NEVADA ANNIVERSARIO An updated V7 engine was introduced for 2012, this powering the basic classic V7 Stone, V7 Special, V7 Racer, Nevada custom, and Nevada Anniversario sport custom. Although continuously updated over the years, the V7 engine was still very similar to Lino Tonti’s original 1977 design, and the search for more performance resulted in two hundred new or redesigned components. This new engine was immediately recognizable by its rounded engine fins

ABOVE: With its low handlebar and new seat and rear fender, the Nevada Anniversary was much sportier than the Classic. Moto Guzzi

and new aluminum valve covers. A single rubber Y-manifold linked to a single Magneti Marelli 38mm diameter throttle body, and the redesigned

LEFT: The highly specified limited edition California 90 represented the end of the line for the 1100cc California. Moto Guzzi

cylinder head included larger diameter intakes and a smaller (10mm), more centrally located spark plug. While retaining the Heron cylinder-head design, the squish area and compression ratio were increased. Also retained was a five-speed gearbox.

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

232

The frame, brakes, and suspension were The V7 Special was the classic model in the 2012 V7 range. Moto Guzzi

2013

unchanged, with Sachs shock absorbers for the V7 and

After seven generations, four engine capacities,

the V7 Special and Bitubo WMT gas shocks on the V7

and more than one hundred thousand bikes

Racer. The entry-level V7 was initially called the V7,

manufactured, Moto Guzzi’s iconic California

but by March 2012 it was renamed the Stone, with plain

evolved into the new 1400 for 2013. Undoubtedly

colors and new, lightweight, minimalist alloy wheels.

the most significant new Moto Guzzi since the

These were lighter by 1,440 grams on the front and

Aprilia/Piaggio takeover, the 1400 was a product

860 grams on the rear, reducing gyroscopic inertia by

of the new Piaggio Group Advanced Design Center

about 30 percent. The Special and Racer wheels both

in Pasadena, California, headed by Argentinian

featured wire spokes with aluminum rims, the Racer

designer Miguel Galluzzi. It was the largest-ever

continuing as a limited edition with chrome-plated

twin-cylinder motorcycle engine to arrive from

fuel tank, red frame and hubs, leather tank strap, and

Europe. The Griso, Stelvio, and Norge continued

suede solo seat.

unchanged, and the V7 Stone, V7 Special, and V7 Racer were offered with a wide range of

2012–2014

V7, SPECIAL , R ACER, NEVADA , STONE DIFFERING FROM 2011

accessories. One accessory kit was the V7 Record

POWER

51 HP AT 6,200 RPM

For the third consecutive year, Moto Guzzi bucked

COMPRESSION R ATIO

10.2:1

DRY WEIGHT

179KG (184KG NEVADA)

THE COMPLETE BOOK OF MOTO GUZZI

Kit with a fiberglass fairing and seat styled to replicate the record-breaking V7 models of 1969.

the downward trend in motorcycle sales, growing 2.4 percent with 6,800 bikes sold.

233 CALIFORNIA 1400 TOURING/CUSTOM

(fast), and Bagnato (wet). Dynamics were enhanced by

Initially produced in two versions, the Touring and

three-level traction control, the Moto Guzzi Controllo

Custom, the new 1400cc engine set a new cruiser

Trazione (MGCT).

standard and, in addition, the 1400 introduced several

The gearbox was now six-speed, a single plate

groundbreaking features. The new engine was the

clutch replaced the twin-plate, and the shaft final drive

largest twin ever made in Europe, and it was the first

was redesigned. Chassis updates included a longer

custom motorcycle to be equipped with electronic

wheelbase, beefier front fork with retro-style covers,

traction control and a multimap, ride-by-wire throttle

wider cast-aluminum wheels and tires, an LED taillight

with the option of three different power curves. The

assembly, and polyelliptical headlight with daytime

new frame also included rubber engine mounts.

running lights (DRL). The steering geometry spoke

An evolution of the existing four-valve 1,151cc, sharing

strongly of an American cruiser, with a stretched-out

the same stroke but with a larger bore, the new

32-degree fork rake and 144mm of trail.

engine was redesigned externally with new finning

The engine was now mounted in the frame,

and graphics. Including roller rockers to reduce

with front rocker, two-side rocker elastic-kinematic

friction, the overhead-camshaft four-valve engine also

supports, and a series of rubber dampeners, allowing

featured dual ignition. A larger oil radiator, equipped

the engine to vibrate around its own center of gravity.

with a thermostat controlled electric fan, reduced the

After thirty years, Guzzi’s trademark integral braking

average operating temperature, and the fuel economy

system was now discarded in favor of a modern

improved 15–20 percent over the smaller four-valve.

ABS system with radial-mounted, four-piston Brembo

The Magneti Marelli injection also included a single

front brake calipers.

throttle with Y-shaped manifold, as on the V7, while

The 1400 Touring included a two-tone saddle,

the electronic management provided three engine

“Patrol” windshield, chromium supplementary lights,

management mappings: Turismo (touring), Veloce

five-way adjustable shocks absorbers, 35-liter side

The California grew to 1400cc for 2013. This is the California 1400 Touring with a windshield and standard luggage. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

234

THE COMPLETE BOOK OF MOTO GUZZI

panniers, and engine and pannier guard kits. While the new California 1400 was significantly larger and heavier than its predecessor, it also represented a leap forward technologically, winning several awards. These included Cycle World’s “10 Best Bikes” of the year award in the Cruiser category and Motorcyclist’s “Motorcycle of the Year,” also in the Cruiser category. Already enjoying a long association with Moto Guzzi and owning ten

LEFT: The Griso 8V SE was updated with new cosmetics for 2013. Moto Guzzi ABOVE: The California 1400 Custom combined features of the cruiser and power cruiser and presented a unique style. Moto Guzzi

examples, including a 1972 V7 Sport and 2001 V11 Tenni, actor Ewan McGregor continued his involvement with the California 1400 advertising campaign “My Bike, My Pride.” Ostensibly unchanged since 2009, the Griso 8V SE received a cosmetic update this year, with new silver graphics and red wheel logos.

2013 –2017

CALIFORNIA 1400 TOURING/CUSTOM DIFFERING FROM THE CALIFORNIA 90

BORE x STROKE

104x81.2MM

DISPL ACEMENT

1,380CC

POWER

96 HP AT 6,500 RPM

COMPRESSION R ATIO

10.5:1

CARBURETION/IGNITION

M ARELLI EFI 52MM THROT TLE

GEARS

6 -SPEED

FR A ME

DOUBLE CR ADLE STEEL

FRONT SUSPENSION

46MM TELESCOPIC FORK

WHEELS

18x3.50 AND 16x6.00

TIRES

130/70R18 AND 200/60R16

WHEELBASE

1,685MM

CURB WEIGHT

322KG (300KG CUSTOM)

236

2014

2015

V7 STONE, V7 SPECIAL , V7 R ACER

More new models and updates appeared

The only developments this year were to the V7 range: the

for 2015: the V7 became the V7 II, while the

three 750s featured cosmetic updates, with the engine

California range grew to include the Eldorado,

now including a flywheel in an oil bath, replacing the

Audace, and 1400 Touring SE. The Stelvio,

previous dry alternator. The front of the shaft final drive

Griso, and Norge continued unchanged; in some

unit received a new, more compact cover. The Stone now

markets, the 1200 Sport 8V (ABS) was still

emphasized black, with previous chrome components

available, along with a Corsa Special Edition. A

such as mirrors and shock absorbers now black. The V7

significant development was the introduction of

Special also received black wheels and historic embossed

a range of custom accessory kits for the V7 II,

tank decals, while the third version of the V7 Racer

and 7,880 motorcycles left the Mandello factory

emphasized black on the side panels, mirrors, muffler

during 2015, a 24-percent increase over 2014.

support bracket, and footpeg protectors.

All V7s were updated with more black components for 2014. This is the V7 Stone. Underneath the sleeker new cover at the front of engine was a dry alternator. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

237 V7 II STONE, SPECIAL , R ACER, R ACER LIMITED EDITION, LEGEND KIT, DARK RIDER KIT, SCR A MBLER KIT, DAPPER KIT Continual evolution of the V7 series resulted in the updated V7 II this year. While still offered in three versions as before (Stone, Special, and Racer), the gearbox was now six-speed, with lower first, fifth, and sixth ratios, decreasing the drop in rpm between one gear and the next. The primary drive ratio was also lowered, and the clutch action improved with modifications to the lever, linkage, and cable. The chassis and dynamics were also improved, the engine lowered 10mm and rotated 4 degrees forward. This lowered the center of gravity, allowing for lower footpegs and more legroom for riders. A byproduct of these changes was improved side-on aesthetics with a look that was less nose up. The rear axle and shock absorber mounts were also relocated, lowering the Cardan final drive by 50mm. ABS and MGCT systems were also introduced on the V7 II. A simpler system than on the California 1400, the ABS was two-channel, while the MGCT was a sophisticated electronic setup that prevented the rear wheel from sliding during acceleration. In response to the growing demand for individualization, a wide range of accessories was

guard ring. As on the standard V7 II Racer, the rear

available for the V7 II, these ranging from fairings

shock absorbers were adjustable WMY01 Bitubo.

and seats to an exhaust and center stand. The V7 II Stone featured new colors and a satin

A significant option for the V7 II range this year was a series of factory customs. These came as a

finish, with black extending to the taillight and clutch

bolt-on kit in four varieties: Legend Kit, Dark Rider Kit,

and brake levers, while the V7 II Special continued

Dapper Kit, and Scrambler Kit.

with “Essetre” (S3) graphics inspired by the 1975

The Legend interpreted another era of Moto Guzzi

750 S3. As with the Stone, the Special included

history, this time the military Alce of the 1940s with

redesigned black brake and clutch levers and a new

a dark satin finish, high “two-in-one” silencer, and

rear light cluster.

knobby tires; olive-green fuel tank, side fairings, and

The V7 II Racer continued with a chrome-plated tank and graphics that were similar to the previous

The V7 II Special maintained its nostalgic links with earlier models and was still the only V7 without fork gaiters. Moto Guzzi

fender; a high handlebar, and leather bags. The Dark Rider accessories kit was designed to

model, but this year a V7 II Racer Limited Edition

create a “Gothic” look, the inspiration coming from

joined it. Exclusive to the North American market,

Omobono Tenni, whose nickname was “the Black

only fifty examples were produced in classic “Verde

Devil.” The dedicated accessories included a black

Legnano” colors, paying homage to the legendary

aluminum top and side fairings, aluminum fenders, and

1971 Telaio Rosso V7 Sport. Quality components

a black fuel tank with the traditional red Moto Guzzi

included footpegs machined from solid billets, a

eagle. The Scrambler kit included eighteen accessories

lightened steering stem, and chromed triple-clamp

to transform the V7 II with an off-road look: a satin

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

238

finish replacing the chrome, while the Dapper was

2015 –2016

V7 II STONE, SPECIAL , R ACER DIFFERING FROM 2014

offered to transform the Racer into a more individual 1970s-style Café Racer. This included polished aluminum fenders, injector covers, and number plates, along with a low handlebar and solo seat. The earlier

POWER

48 HP AT 6,200 RPM

GEARS

6 -SPEED

Record Kit celebrating the 1969 world records was still

CURB WEIGHT

189KG (STONE)

available.

190KG (R ACER, SPECIAL)

ELDOR ADO, AUDACE AND 1400 TOURING S.E. Another product of Miguel Galluzzi’s group in It took a sharp eye to detect the V7 II changes for 2015 but, along with a six-speed gearbox, the engine was repositioned, as were the shock absorber mounts. The Stone now had a black taillight and levers. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

Pasadena, California—the Piaggio Advanced Design Center (PADC)—the Eldorado celebrated Moto Guzzi’s American heritage with 1972 850 Eldorado styling

239 cues. Although based on the California 1400 platform, features that set the Eldorado apart included wirespoke wheels, a larger seat, wraparound rear fender, gem-shaped taillight, and cow-horn handlebar. The twin exhausts were styled to match the taillight, while the earlier Eldorado inspired the two-tone colors, pinstripes, and chrome tank panels. Classic whitewall tires were mounted on polished-aluminum, 16-inch wheels, with retro features also extending to full-cover shock absorbers and rounded turn signals, while a low seat height and footboards emphasized cruising comfort. Modern electronics allowed the wireless connection of an innovative multimedia platform via smartphone, and, as with other models in the Moto Guzzi lineup, a wide range of dedicated accessories was also available. Complementing the retro Eldorado was the more brutal all-black Audace. This bike represented a modern, urban take on the design, and was also more muscular and aggressive than the standard California 1400 Custom. A low drag handlebar, more forward footpegs, and an abbreviated seat created a more stretched riding position. The narrower 45mm

LEFT: The V7 II Racer looked similar to the previous version, but it shared engine and frame updates with the other V7 IIs. Moto Guzzi ABOVE: Produced specifically for North America, the V7 II Racer Limited Edition paid homage to the renowned 1971 V7 Sport Telaio Rosso. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

front fork with exposed stanchions, carbon-fiber front Another model celebrating Moto Guzzi’s heritage was the Eldorado, this including 16-inch spoked wheels and styling cues taken from the 1972 850 Eldorado. Moto Guzzi

fender, and round headlight also provided a cleaner front-end look. Other unique styling cues included

2015 –

a front engine spoiler, aluminum radiator grille, and short megaphone exhausts. A pair of remote-reservoir rear shock absorbers handled the rear end and the cast aluminum wheels gained personalized Moto Guzzi

FRONT SUSPENSION

logos. The engine and electronic specification was shared with the California 1400 Custom. The California 1400 Touring was also available as an S.E. this year. This featured new two-tone colors, built-in passenger backrest with grab handle, and

but the specification was generally one shared with

45MM TELESCOPIC FORK (AUDACE)

WHEELS

16x3.50 AND 16x5.50 (ELDOR ADO)

TIRES

130/90R16 AND 180/65R16 (ELDOR ADO)

WHEELBASE

1,695MM (ELDOR ADO AND AUDACE)

seat and side panels reminiscent of the earlier T3. The 46mm telescopic fork included chrome-plated tubes,

ELDOR ADO, AUDACE, CALIFORNIA TOURING SE DIFFERING FROM THE CALIFORNIA 1400

CURB WEIGHT

314KG (ELDOR ADO) 289KG (AUDACE) 337KG (TOURING SE)

the California 1400 Touring.

during 2015, the eventual production version was

2016

presented in the heartland of the American cruiser

As Moto Guzzi celebrated their ninety-fifth

at Sturgis, South Dakota, in August 2016. Other new

anniversary, Piaggio’s significant investment in plant

models included the V9 Bobber and Roamer, and

and development began to pay dividends. After

the V7 II Stornello. A soft off-roader, the Stornello

announcing the concept MGX-21 Flying Fortress

was another retro-themed model, initially available

THE COMPLETE BOOK OF MOTO GUZZI

241

LEFT: A more aggressive California 1400 was the all-black Audace. Moto Guzzi BELOW: The highly specified California 1400 Touring S.E. Moto Guzzi

as a limited edition. The existing eight-valve Griso SE, Norge, and Stelvio continued unchanged, as did the California 1400. This year, twenty special California Touring 1400s were provided to the Corazzieri, the regiment that serves as the Guard of Honor for the President of the Italian Republic.

MGX-21 FLYING FORTRESS Another product of Galluzzi and the PADC in Pasadena, the MGX-21 Flying Fortress gave Moto Guzzi an entry into the world of the factory “Bagger”; it would become the flagship of the California-based lineup. Characterized by a largediameter 21-inch front wheel, this unique design also featured built-in rigid 58-liter side panniers, numerous carbon-fiber components, luxurious instrumentation, and an entertainment system; it was capped off by the usual electronic aids: ABS, traction control, and ride-by-wire throttle and cruise control. MGX signified “Moto Guzzi eXperimental,”

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

243 with 21 referring either to the year of Moto Guzzi’s first motorcycle or the size of the front wheel.

2016 –

Designed for the American market as a stylish Italian take on the long-distance cruiser, the MGX21 bagger emphasized design and build quality

FRONT SUSPENSION

cylinder covers. Inspired by Bertone’s Alfa Romeo

45MM UPSIDE-DOWN FORK

with attention to detail. This included black billetaluminum-machined levers, mirrors, and master

MGX-21 DIFFERING FROM THE CALIFORNIA 1400

WHEELS

21x3.50 AND 16x5.50

TIRES

120/70R21 AND 180/60R16

BAT concept car designs of the 1950s, the futuristic

WHEELBASE

1,700MM

look was augmented by the large “batwing” fairing.

CURB WEIGHT

341KG

Computational fluid dynamics (CFD) simulations combined with wind tunnel testing resulted in a design that achieved optimum air protection. The front wheel included carbon-fiber covers with

the piston crowns, and a low-flow oil pump with revised crankcase ventilation system. Whereas all

small openings where the spokes intersect

previous small-block engines retained the Heron

with the channel. As this design improved airflow

cylinder-head design initiated in 1977, the V9 moved

across the hub, it increased stability and ease of

to a conventional hemispherical combustion chamber

handling. Other carbon-fiber parts included the front

with a pair of opposed valves and a central spark

fender, tank panels, and engine covers, these last

plug. A single camshaft was still located at the

contrasting with the bright red four-piston brake

cylinder base, with rocker arms operating the splayed

calipers and valve covers. The California frame was

valves via threaded adjusters. The new clutch was a

modified to accommodate the 21-inch front wheel,

larger-diameter (170mm) single-plate type matched

retaining the elastic-kinematic engine supports.

to a wider ratio six-speed transmission, the shaft drive now including a second universal joint to allow

V9 ROA MER, V9 BOBBER

for a wider rear wheel. With a new Marelli electronic

Marking ninety-five years—now Italy’s oldest

injection system, the V9 complied with Euro 4

motorcycle manufacturer—Moto Guzzi introduced a

emission standards.

pair of new models this year under the V9 designation.

The V9 chassis included a new steel twin-tube

As an intermediate step between the four-strong,

cradle frame, with additional steering-head gussets,

entry-level V7 II and 1200cc Stelvio and Griso, this new

a cast aluminum double-sided swingarm, traditional

duo of cruiser-inspired twins sat in the middle of the

telescopic fork, and a new pair of spring-preload

range and targeted different customers. Developed

adjustable shock absorbers. The braking system

by the Centro Stile Piaggio Group with input from

consisted of a Brembo opposed four-piston caliper

PADC, the V9 Roamer served as an everyday roadster

with a single front disc and a twin-piston floating

rider while the V9 Bobber was a custom lifestyle

caliper on the rear.

model, coming with a complete array of aftermarket accessories. Powering the two new V9 variants was a new

While the V9 Roamer and Bobber shared the same basic engine and chassis, as well as electronic aids such as switchable traction control, where they

small-block, 90-degree V-twin engine; it retained

differed was in the front wheel and tire size. To

air-oil cooling and a pair of pushrod-operated

emphasize the classic cruiser style, the Roamer was

overhead valves, but with new cylinders and heads

fitted with a 19-inch front wheel, low seat, and raised

and strengthened crankcases. Inside the engine went

chrome handlebar. The V9 Bobber was a styling effort

a lighter single-pin crankshaft, an updated wet sump

designed to recall the early cut-down bob-job customs

lubrication that included cooling oil jets underneath

that returning GIs created out of excess military

OPPOSITE: After its appearance as a concept model at the end of 2014, the eventual production MGX-21 appeared in 2016. The front wheel had airflow-inducing carbon-fiber covers and the fairing was an aerodynamic “batwing” style. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

motorcycles after World War II. To run on fast

2016 –

V9 ROA MER AND BOBBER

dirt tracks, these bobbers were invariably fitted

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

with oversized tires, providing a wide footprint.

BORE x STROKE

84x77MM

DISPL ACEMENT

853CC

POWER

55 HP AT 6,250 RPM

COMPRESSION R ATIO

10.5:1

lowered seat also provided a more crouched and

T WIN INCLINED OVERHEAD, PUSHRODS AND

sporting riding position. Both accentuated a non-

VALVES

ROCKERS CARBURETION

M ARELLI MIU SINGLE BODY EFI

GEARS

6 -SPEED

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

40MM K AYABA TELESCOPIC FORK

REAR SUSPENSION

SWINGARM WITH T WIN K AYABA SHOCK ABSORBERS

BR AKES WHEELS

SINGLE 320MM FRONT DISC AND 260MM REAR

chrome and a gloss finish. A low drag bar and

plastic custom style with metal fenders, aluminum side panels, gas cap, levers, switch blocks, and forged footrests. As with other recent Moto Guzzis, the V9 offered a set of advanced electronic systems, including two-channel ABS and two-level MGCT.

DISC

The electronic instrumentation consisted of a single

19x 2.50 AND 16x4.00 (ROA MER)

analog speedometer, with accessories including

16x3.50 (BOBBER FRONT) TIRES

Following this style, the V9 Bobber eschewed

100/90R19 (ROA MER) AND 150/80B16

the MG-MP, a Moto Guzzi multimedia platform

130/80R16 (BOBBER FRONT)

connecting to a smartphone to serve information

WHEELBASE

1,465MM

such as revolutions, instant power, instant torque,

CURB WEIGHT

199KG

instant and average fuel consumption, and average speed. While a wide range of accessories was

THE COMPLETE BOOK OF MOTO GUZZI

245 available for both versions, a specific range for the

A product of Marco Lambri and the Piaggio

V9 Bobber included a new seat, fairing, polished-

Group Style Center, the V7 II Stornello was initially

aluminum fenders, and a sportier exhaust system.

offered as a factory custom Scrambler in a limited edition of one thousand units, each receiving an

V7 II STORNELLO

individually numbered plaque. The basic architecture

With a history of building successful off-road

was a V7 II, with the same six-speed 750cc V-twin,

models, it wasn’t surprising to see Moto Guzzi

but with a unique two-in-one Arrow high-rise

enter the world of the factory retro Scrambler in

exhaust system on the right. The frame, brakes, and

2016. Moto Guzzi’s off-road history began with

suspension were also basically the same as the V7 II,

the Lodola Regolarità in 1960, continuing in 1965 with the Stornello Fuori Strada and Regolarità, and the Stornello Scrambler USA in 1966. These were serious off-road machines, but, when an updated

2016

V7 II STORNELLO DIFFERING FROM THE V7 II

POWER

48 HP AT 6,700 RPM

Stornello Scrambler became available in 1968, it morphed into a soft off-road model. This became the 125 Scrambler in 1971, and the inspiration for the V7 II Stornello, both sharing a high exhaust system, knobby tires, white fuel tank, and red frame.

WHEELBASE

1,450MM

CURB WEIGHT

186KG

OPPOSITE: New for 2016 was the V9. Produced in two custom versions, this is the Roamer, a replacement for the long-running Nevada. Moto Guzzi BELOW: The other V9 was the Bobber, featuring a black finish and wide front tire. Moto Guzzi NEXT PAGE: The restyled 2016 V7 II Racer and Stornello. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

248

New V7 II custom versions included the café racer Project Clubber. Moto Guzzi

but with a pair of Spanish Ollés complementing the

matte finish replacing the previous glossy. The fuel

Guzzi-made 40mm front fork. The extended seat

tank was no longer chrome-plated but finished in

included special foam and electro-welded upholstery,

satin black and gray. The three number plate holders

and many components were aluminum. This included

were also gray, and the solo seat made a return with

the side panels, injector covers, footpeg extensions,

a rear-seat unit and Plexiglas top fairing reminiscent

and number plates. The fenders were also hand-

of the earlier racing Gambalunga. Other new features

beaten, brushed aluminum. While the V7 II Stornello

included redesigned clutch and brake levers and a

was already highly optioned, a wide range of

black taillight assembly.

accessories was available for further customization.

A wider range of accessories was available for the V7 II for 2016, with the addition of three more factory

V7 II STONE, SPECIAL , R ACER, PROJECT

projects under the nomenclature Moto Guzzi Garage.

CLUBBER, PROJECT ALCE, PROJECT L ADY

Project Guzzi Clubber presented a full-on café racer

GUZZI, DARK RIDER ST YLE, SCR A MBLER ST YLE,

style with a satin aluminum fairing, smoked Plexiglas

LEGEND ST YLE, DAPPER ST YLE

screen, sporting handlebars, and rear-set footpegs.

The V7 II Stone and Special were unchanged this

Project Guzzi Alce continued the off-road heritage

year, but the Racer received new graphics, with a

style of the earlier Legend Alce, while Project Lady

THE COMPLETE BOOK OF MOTO GUZZI

249 Guzzi, with its elegant colors and a lower seat, was

leather seat lowered. New handlebar switches allowed

designed for the female rider. The earlier four heritage

for the inclusion of cruise control, and the electronic

styles (Dark Rider, Scrambler, Legend and Dapper)

throttle was an updated ride-by-wire system. The

continued as before.

Audace Carbon was also offered with a wide range of dedicated accessories. The California Touring was offered with increased

2017

luxury and refinement for 2017, also now with cruise

Two new models were introduced at Intermot in

control and the new ride-by-wire throttle. Along with

Cologne toward the end of 2016: the Audace Carbon

new two-tone colors, Nero Gentleman and Rosso

and the more luxurious California Touring, with the

Charme, the specification was much the same as

release of the V7 III and updated V9 at EICMA in Milan

the previous S.E. version, with a built-in passenger

shortly afterwards.

backrest and grab handle, its style inspired by the earlier T3 and V7.

AUDACE CARBON AND CALIFORNIA TOURING Designated Moto Guzzi’s muscle bike, the Audace

V7 III STONE, SPECIAL , R ACER, ANNIVERSARIO,

Carbon featured improved ergonomics and a more

V9 BOBBER AND ROA MER

comfortable riding position, with matte red valve

To celebrate the V7’s fiftieth anniversary, Moto Guzzi

covers and Brembo front brake calipers contrasting

introduced the V7 III. The Anniversario joined the

with the general black finish. The footboards were

existing three-model range, replacing the V7 II. This

removed to provide for more rearward foot controls,

third-generation 750 was slightly more powerful than

the drag handlebar lowered and extended, and the

before, receiving new cylinder heads with opposed

Another accessorized model was the V7 II Scrambler. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

The Audace Carbon was a variation on the all-black Audace, now with a more comfortable riding position and red engine covers and brake calipers. Moto Guzzi

alternator cover. The six-speed transmission featured

2017–

CALIFORNIA TOURING DIFFERING FROM 2015

FRONT SUSPENSION

45MM TELESCOPIC FORK

CURB WEIGHT

346KG

new first- and sixth-gear ratios, and standard equipment included two-level, switchable traction control, and dual-channel ABS. As before, the V7 III had a steel double-cradle frame, but the front section was redesigned and reinforced, with new steering geometry (steeper rake and less trail) and a slightly shorter wheelbase. Along with new dual preload-adjustable shock absorbers,

valves (previous V7s had Heron heads with parallel

the seat height was lowered (to 770mm) with new

valves and the combustion chamber in the piston),

aluminum footpegs that were lower and further

new pistons, piston-cooling oil jets and cylinders,

forward. Also included were a new locking, screw-on

and a stiffer crankcase. Other updates included a

gas cap, new injector covers, sleeker side panels, new

new oil sump, crankcase ventilation system, and

seat, and updated instrumentation.

THE COMPLETE BOOK OF MOTO GUZZI

251 Continuing the previous style, the base-model

a hump seat with removable passenger seat cowl,

V7 III Stone featured matte black bodywork and

removable passenger footpegs (for the first time),

blacked-out components, cast wheels, a single

a brushed aluminum front number plate/flyscreen,

instrument gauge, dedicated seat graphics,

billet-aluminum rear-set footpegs, black anodized

a passenger grab strap, fork gaiters, and a

components, Öhlins shocks, fork gaiters, and spoked

shorter front fender. As on the earlier Special,

wheels with black rims.

the V7 III Special had chrome exhausts, mirrors,

The fourth version, the V7 III Anniversario, was

and passenger grab rail, blue bodywork with

based on the Special but included a chrome gas

special stripes on the side panels and tank,

tank with historic eagle emblem, a leather seat,

dual instruments, vintage seat stitching, fork

billet-aluminum locking fuel cap, brushed aluminum

protectors, and spoked wheels with polished

fenders, and spoked wheels with polished rims and

rims and black hubs. The numbered-edition V7 III

gray hubs. Production was limited to 750 worldwide. A

Racer was also much as before, with a red frame,

smartphone app was an option on all V7 IIIs, the media

satin-finish chrome fuel tank, lower handlebars,

platform allowing a smartphone to display speed,

The 2017 California Touring was more luxurious than before. Moto Guzzi

252

rpm, horsepower output, torque output, instant and average fuel consumption, average speed, battery

2017–

V7 III STONE, SPECIAL , R ACER, ANNIVERSARIO, CARBON, ROUGH, MIL ANO, LIMITED DIFFERING FROM 2016

POWER

52 HP AT 6,200 RPM

voltage, and longitudinal acceleration, including a comprehensive trip computer. Both the V9 Bobber and Roamer received a new riding position, with footpegs higher and further rearward, a longer and thicker seat, and matte black wheels.

REAR SUSPENSION

K AYABA, ÖHLINS (R ACER)

BELOW: The basic V7 III was still the Stone, the only version with cast-alloy wheels. Moto Guzzi OPPOSITE TOP: The V7 III Special received new graphics. Moto Guzzi OPPOSITE BOTTOM: Moto Guzzi celebrated fifty years of the V7 with the 2017 limited edition V7 III Anniversario. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

FRONT TIRE

110/80x18 (OPTIONAL)

WHEELBASE

1,445MM

CURB WEIGHT

193KG (SPECIAL, ANNIVERSARIO, MIL ANO)

254

The V7 III Carbon was a numbered limited edition celebrating 1921, the year Moto Guzzi was established. Moto Guzzi

2018

Rough were custom style variations on the existing

First introduced three years earlier, Piaggio’s

V7 III platform. Each had a dedicated saddle with

distribution was now consolidated through the

new graphics and coverings, while the Carbon and

Motoplex network of multibrand flagship stores.

Rough shared the Stone’s minimalist single-dial

This saw Moto Guzzi sold alongside Vespa, Piaggio,

instrumentation. The Milano included the classic

and Aprilia and now included three hundred stores

dual-instrument layout of the Special and Racer.

worldwide. For 2018, the V7 III family grew to include

The Carbon was the only version of the six-model

the Carbon, Rough, Milano, and Limited, while the V9

V7 III family built as a numbered limited edition.

Roamer and Bobber were slightly revised. At the end

The Carbon celebrated the concept of customization

of 2017, Moto Guzzi displayed the V85, planned as the

with a matte-black style contrasted by a red Brembo

foundation technical platform for a new family

front brake caliper and red cylinder-head covers. The

of motorcycles.

shortened fenders and side covers were carbon fiber, and the seat was covered in Alcantara. Bespoke

V7 III CARBON (CARBON DARK), ROUGH,

components comprised a black anodized billet-

MIL ANO, LIMITED (CARBON SHINE)

aluminum locking tank cap. Only 1,921 examples of

Introduced to complement the existing Stone, Special,

the V7 III Carbon were available, these celebrating

and Racer, the V7 III Carbon, V7 III Milano, and V7 III

the year Moto Guzzi was established. For the US,

THE COMPLETE BOOK OF MOTO GUZZI

255

With knobby tires mounted on spoked rims, the V7 III Rough suggested an urban/country style. Moto Guzzi BELOW: While based on the V7 III Special, the Milano featured cast alloy wheels and was designed for urban use. Moto Guzzi

the V7 III was sold as the Carbon Dark and listed into 2020. The V7 III Rough featured knobby tires mounted on black spoked rims and evoked an urban/country style. The equipment included a dedicated stitched saddle, aluminum fenders and side covers, and a black headlight shell. Classic rubber gaiters protected the fork stanchions, and a wide range of accessories was available for further customization. The V7 III Milano was based on the V7 III Special, continuing the classical style of dual circular instruments, a chrome exhaust system, and gloss paint. To provide a more modern appearance, cast alloy wheels replaced the wire spoke type. Standard equipment included aluminum fenders and side covers.

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

256

At the Biarritz Wheels and Waves event in The V7 III Limited was another numbered limited edition. Moto Guzzi

aluminum and the cylinder heads included milled

June 2018, Moto Guzzi released another limited-

cooling fins. Instrumentation centered on a single

edition version of the V7 III, the V7 III Limited. This

analog circular speedometer with a digital display,

combined classic elegant chrome with carbon fiber

and each of the five hundred numbered units

and aluminum, with a vintage-style black leather

included a laser-inscribed serial number on the

strap wrapping the top of the chrome-plated fuel

handlebar riser. While the V7 III Limited was finished

tank. The traditional Moto Guzzi eagle logos featured

by 2019, for North America, the V7 III Limited was

a burnished finish. Completing the bespoke features

designated the V7 III Carbon Shine and available

were a stitched seat and carbon-fiber fenders and

through 2020. All V7 III versions were offered with

side covers. The fuel cap was billet aluminum, while

a range of custom options through the Moto Guzzi

the throttle-body covers were black anodized

Garage product line.

THE COMPLETE BOOK OF MOTO GUZZI

257

Moto Guzzi Garage provides a wide range of custom accessories for the V7 III. This factory-customized example includes an Arrow exhaust, aluminum side covers, red shock-absorber springs, and a premium leather seat. Moto Guzzi

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

258 V9 ROA MER, V9 BOBBER

solo seat with an additional passenger section and

The V9 Roamer and Bobber were both mildly

removable passenger footpegs. Both were offered

updated and continued to exhibit two distinct styles.

with a wide range of touring accessories and Moto

Inheriting the legacy of the earlier Nevada, the

Guzzi’s optional media platform. New colors for

custom touring V9 Roamer now included a small

2018 saw the V9 Roamer in gloss Verde Nobile

fairing and new shock absorbers more suited to

(green) or Grigio Eleganze (gray) and the V9 Bobber

two-up riding. The V9 Bobber retained the all-black

in matte Blue Impeto, Nero Notte (black), and Grigio

look and (as for 2017) included a more comfortable

Tempesta (gray).

The 2018 V9 Bobber continued the earlier sportier style with a solo seat and additional passenger pad. Moto Guzzi

259

For 2018, the V9 Roamer gained a small screen and new shock absorbers more suited to twoup use. Moto Guzzi

2019

built by the Mandello Test Department for the 1985

After its tantalizing release at EICMA in 2017, the V85

and 1986 Paris-Dakar rallies, the V85 TT emphasized

TT went into production in 2019. Ewan McGregor

Guzzi’s philosophy of simplicity, practicality, and

returned to Moto Guzzi as the V85 TT’s ambassador,

lightness. Powering the V85 TT was a significantly

and this resulted in more than eight thousand test

updated version of the traditional air-cooled two-

rides booked even before the bike was available.

valve pushrod transverse 90-degree V-twin. While

Also new this year was the flat-track-racing-inspired

sharing the dimensions and displacement with the V9,

V9 Bobber Sport and the V7 III Stone “Night Pack.”

the new crankcase was designed as a stress-bearing

A limited series of V7 III accessory kits was also

element in the frame. The lubrication system featured

offered this year through Moto Guzzi Garage. The kit

a semi-dry sump, with two coaxial pumps—one for oil

comprised a fuel tank, top fairing, and tail and side

delivery and the other for recovery. With the oil still

panels and was available in three configurations. The

contained in the sump, the semi-dry sump provided

sporting Stripes package celebrated Moto Guzzi’s

the advantages of a dry sump—notably reduced

racing history with the number 29 of Omobono Tenni’s

internal friction—without the encumbrance of an

250, on which he won the 1937 Isle of Man Lightweight

external oil reservoir. The new crankshaft and con-

TT. The vintage Black & Red package drew inspiration

rods were 30 percent lighter than on other small block

from the racing Dondolino, while the Classic Green

engines, while the cylinders were shorter and included

commemorated the 1938 G.T.20 with gold pinstriping

revised lubrication and a new fastening system to

and black band graphics.

the reinforced crankcase. Weight-saving measures extended to aluminum roller cams and pushrods,

V85 T T

42.5mm titanium intake valves, and lighter pistons with

With the market for adventure motorcycles expanding,

20mm wristpins. The cylinder head and plug covers

the V85 TT offered Moto Guzzi’s first new technical

were new, the former featuring reshaped ports; and the

platform since 2013. Inspired by Claudio Torri’s V65 TT,

generator was boosted to 430 watts. The Ride-by-Wire

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

New features for the V85 TT included revised cylinderhead covers and a single shock absorber. Moto Guzzi OPPOSITE ABOVE: Balancing tradition with elegance and practicality, the V85 TT heralded a range of models to be built around Moto Guzzi’s new technical platform. Moto Guzzi OPPOSITE BELOW: Ewan McGregor was Moto Guzzi’s ambassador for the V85 TT. Moto Guzzi

multi-map electronic engine control included a single

calipers. Continental ABS was standard; this offering

52mm throttle body, and the power was significantly

dedicated front-wheel calibration and rear-wheel

increased over other small-block twins to 80 horsepower.

disabling for off-road use. The spoked wheels were 19

The maximum torque value was 80 Nm at 5,000 rpm,

and 17 inches.

with 90 percent available at only 3,750 rpm. The V85

The V85 TT eschewed full bodywork, evoking the

was the first Moto Guzzi small-block engine able to

1980s era when all-round enduro bikes concentrated

spin easily to 8,000 rpm.

on simplicity and practicality. Protection extended

Accompanying these extensive engine updates

to a small Plexiglas fairing and hand guards. A large

were a revised clutch and a gearbox with new ratios.

23-liter fuel tank allowed a 400-kilometer (250-mile)

The dry clutch included a reinforcing disc under

range. Historical references to the 1996 NTX 650 and

the higher-performance clutch plate, while a triple-

1989 Quota 1000 included a double front headlight

ring synchronization system minimized gear noise

and high front fender with classic off-road fork

and gearbox play. A flexible coupling provided a

protectors, a high exhaust, and an aluminum sump

smoother final drive, and the stiffer swingarm housing

guard. Cutting-edge technological components

incorporated stronger bearings.

included a TFT instrument cluster and a series of LED

The tubular steel frame no longer included a

lights on the headlight that traced the shape of the

lower cradle, and the asymmetric box-type aluminum

Moto Guzzi eagle. The V85 TT was also available as a

double-sided swingarm featured a curved left arm

Travel version, this with a touring windshield and side

to provide clearance for the exhaust. The right

panniers. Three different accessory packs—Touring,

arm housed the shaft drive and supported a single

Sport Adventure, and Urban—were also available.

adjustable shock absorber. Other new features

While continuing to focus on traditional characteristics,

included a 41mm upside-down front fork and dual

the V85 TT, with more power and versatility, was set to

320mm front discs with four-piston radial Brembo

convey Moto Guzzi into a new era.

THE COMPLETE BOOK OF MOTO GUZZI

261

2019–

V85 T T

T YPE

FOUR-STROKE 90-DEGREE V-T WIN

BORE x STROKE

84x77MM

DISPL ACEMENT

853CC

POWER

80 HP AT 7,750 RPM

COMPRESSION R ATIO

10.5:1

VALVES

T WIN INCLINED OVERHEAD, PUSHRODS AND ROCKERS

CARBURETION

52MM SINGLE BODY EFI

GEARS

6 -SPEED

FR A ME

TUBUL AR DUPLEX CR ADLE

FRONT SUSPENSION

41MM UPSIDE DOWN FORK

REAR SUSPENSION

ALUMINUM SWINGARM WITH SINGLE SHOCK ABSORBER

BR AKES

T WIN 320MM FRONT DISCS AND 260MM REAR DISC

WHEELS

19x 2.50 AND 17x4.25

TIRES

110/80R19 AND 150/70R17

WHEELBASE

1,530MM

CURB WEIGHT

229KG

262 V9 BOBBER SPORT

V7 III STONE “NIGHT PACK,” V7 III SPECIAL

The sport custom Bobber evolved into the more

Another variation on the V7 III platform, the V7 III

aggressively styled and sportier Bobber Sport for

Stone “Night Pack,” became available in 2019. Based

2019. Inspired by American flat-track racers, the

on the V7 III Stone, this version was characterized by

Bobber Sport was ostensibly a Bobber with a lower

brighter LED lights for the headlight, indicators, and

solo seat accompanied by a low drag-style handlebar.

taillight, plus some stylistic alterations. These included

A pair of adjustable Öhlins shock absorbers improved

a shorter, more slender rear fender with a new

the handling, while a pair of matte black and aluminum

integrated license plate holder to provide a sleeker

oblique-shaped slip-on mufflers provided a throatier

profile. The bespoke seat included a gray embroidered

exhaust note. The side covers were aluminum,

Moto Guzzi logo. Available colors were Nero Ruvido,

and an orange color scheme contrasted with the

Honed Bronze, and Pungent Blue. The V7 III Special

predominately black Bobber components. Also setting

was also offered in two new colors this year: Onyx

apart the Bobber Sport was a shortened front fender,

Black and Crystal Grey.

lowered headlight with a small black aluminum top fairing, and classic fork gaiters.

BELOW: The V9 Bobber Sport was a variation on the V9 Bobber. New features included orange colors, a solo seat, and Öhlins shock absorbers. Moto Guzzi OPPOSITE TOP: The V7 III Stone “Night Pack” featured LED lighting. Moto Guzzi OPPOSITE BOTTOM: New colors for the 2019 V7 III Special included the earlier 750 S3–inspired Onyx Black with green stripes. Moto Guzzi

264

2020 Following the success of the previous V7 III Accessory

competitive spirit. The metallic yellow and green of the

kits, Moto Guzzi Garage offered three new Sketchbike

Classic Sport kit conjured memories of the legendary

customization kits for 2020. Again these were

V7 Sport, while Jack Findlay’s 1972 green number

comprised of four elements (aluminum side panels,

35 V7 Sport Imola F750 racer inspired the Sport

tank, top fairing, and tail fairing) and were offered in

Vintage. The Trofeo kit honored the Trofeo Moto Guzzi

three configurations: Classic Sport, Sport Vintage,

Fast Endurance series that was introduced in 2019.

and Trofeo. Derived from the verb “to sketch,” the

Celebrating Moto Guzzi’s official return to racing, this

Sketchbike kit allowed the customer to tailor the style

was a one-make, five-round series held in collaboration

with a view to maximum personalization. The three

with the Federazione Motociclistica Italiana for two-

variations strongly recalled Moto Guzzi’s sporting

rider teams mounted on V7 IIIs. Ultimately the title

roots, albeit in an individual manner. The Classic Sport

went to Team Biker’s Island riders Samuele Saedi and

kit was traditional, the Sport Vintage celebrated

Oreste Zaccarelli.

the past, and the Trofeo paid tribute to racing’s

THE COMPLETE BOOK OF MOTO GUZZI

265

ABOVE: The Trofeo kit celebrated Moto Guzzi’s official racing return in the Trofeo Moto Guzzi Fast Endurance series. This is the Fab Four Racing entry that finished eighth overall in the 2019 series. Moto Guzzi Three Sketchbike Kits were available for 2020. These were the Classic Sport, Sport Vintage, and Trofeo, and each kit was comprised of four unique components. Moto Guzzi OPPOSITE: Jack Findlay’s 1973 V7 Sport Imola racer inspired the Sport Vintage Sketchbike kit.

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

266

ABOVE: The 2020 V7 III Racer Limited Edition was built specifically for the United States and Canada. Moto Guzzi OPPOSITE: Another limited-edition model for 2020 was the V7 III Racer 10th Anniversary. This featured a new front fairing and a chrome-plated fuel tank as seen on the first version. Moto Guzzi

V7 III R ACER LIMITED EDITION (US AND

Also joining the V7 III line-up for 2020 was a 10th

CANADA), V7 III R ACER 10TH ANNIVERSARY

Anniversary version. This shared a similar specification

Two new versions of the V7 III Racer were offered for

to the V7 III Racer Limited Edition but didn’t include

2020: the V7 III Racer 10th Anniversary and a V7 III

Öhlins shock absorbers. Special features included a

Racer Limited Edition specifically for the United States

new front fairing with dedicated graphics and full LED

and Canada. Both featured a red frame, reminiscent

lighting. Along with a rear seat cover, the rear fender

of the iconic V7 Sport “Telaio Rosso,” but the V7 III

was thinner and sleeker and the rearview mirrors a

Racer Limited Edition included a gloss white and

special bar-end type. Numerous stylistic features

red color scheme. While still approved for two-up

paid tribute to the café racer’s ten-year heritage.

riding, the humped seat added a seat cover. While

The chrome-plated fuel tank was reminiscent of the

technically unchanged from the standard V7 III Racer,

original 2010 version, while the side racing plates

the V7 III Racer Limited Edition featured solid billet-

carried the number 7 of the V7 Racer and V7 II Racer.

machined aluminum footpegs, adjustable Öhlins shock

Also setting apart the V7 III Racer 10th Anniversary

absorbers, and a lightened steering stem with top

was the widespread use of anodized black aluminum,

triple-clamp guard.

notably for the side covers and throttle-body guards. Both the V7 III Racer Limited Edition and V7 III Racer 10th Anniversary were produced as numbered editions, with a plate on the upper triple clamp.

THE COMPLETE BOOK OF MOTO GUZZI

267

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

268 V7 III STONE S

V85 T T TR AVEL

The proliferation of V7 III models continued for

In the wake of the V85 TT’s sales success, Moto Guzzi

2020 with the V7 III Stone S. This was another

offered a Travel version for 2020. This was ostensibly a

limited-edition model, with 750 numbered units

V85 TT with a range of touring accessories as standard

manufactured. Special features included a satin

equipment. A higher touring windshield provided

chrome fuel tank wrapped in a black leather strap and

a 60 percent greater surface area for improved

LED headlight, taillight, and turn signals. The headlight

rider protection, and the standard plastic panniers

and instruments were lowered, and the rear fender

included aluminum inserts. These provided 37 liters

was shorter and sleeker. Completing the dynamic

of capacity in the right side case and 27.5 liters in the

sporting character were bespoke bar-end mirrors. Red

left. Designed as a coordinated component during the

detailing extended to the eagle on the fuel tank, shock

V85 TT’s initial development, the total width with the

absorber springs, and red stitching on the Alcantara

panniers installed was 928mm (slightly narrower than

seat. Other custom features included a billet-aluminum

the handlebar width of 950mm). Also included with

black-anodized fuel cap, aluminum side covers, and

the V85 TT Travel were heated handgrips and a pair of

milled cylinder-head cooling fins.

additional LED lights. The range of special equipment

Many custom components characterized the limited-edition V7 III Stone S. Moto Guzzi

THE COMPLETE BOOK OF MOTO GUZZI

269 The V85 TT Travel included standard panniers and a larger screen. Moto Guzzi

also included Moto Guzzi MIA, the multimedia platform

led to a near collapse a decade later. Moto Guzzi

that allowed the rider to connect a smartphone and

managed to survive and even prosper, but by the end

extend the instrument cluster functions. The V85 TT

of the 1990s, Moto Guzzi was again struggling, and its

Travel was available in a specific Sabbia Namib color

future was uncertain. More recently, Moto Guzzi has

scheme (Namib sand), with dedicated graphics and a

been rejuvenated under Piaggio. Still committed to

gray frame.

the trademark 90-degree V-twin with shaft drive, this

In 2021, Moto Guzzi became the first European

classic engine layout has been further refined to meet

motorcycle manufacturer to achieve one hundred

modern requirements and customer expectations. The

years of continuous motorcycle production. This

V85 TT has initiated a new era and will spawn the next

was a remarkable achievement, but it wasn’t an easy

generation of Moto Guzzi twins. Although Moto Guzzi

one hundred years. Over that time, Moto Guzzi has

will never be a large-volume mainstream motorcycle

experienced many highs and lows. After surviving

manufacturer, it continues to produce quality

the depression of the 1930s and the difficulties of

individualistic motorcycles for a demanding clientele.

the Second World War, Moto Guzzi rose to dominate

As it embarks on its second centenary, Moto Guzzi has

Grand Prix racing during the 1950s. Although

successfully managed to meld traditional concepts

Moto Guzzi was one of Italy’s leading motorcycle

with modern technology. The future looks bright for

manufacturers, a severe market downturn after 1958

the motorcycles from Mandello.

THE EAGLE FLIES AGAIN—A NEW LIFE UNDER APRILIA AND PIAGGIO: 2001–2021

270

INDEX 2C 4T, 125, 157, 162, 164

Beggio, Ivano, 205

1400, 241

Coppa Albano, 24

2VT, 23, 24

Belgian Grand Prix, 80, 82, 83, 86, 88, 90

1400 Custom, 233–235

Corsa Special Edition, 236

4VSS, 18–19

Bellagio, 225, 226–227

1400 Touring, 233–235

Cross 50, 145, 150, 166

11001, 195–196

CX 100, 157–160, 164

940 Custom, 221

4VTT, 17–18 245, 164

Benelli, 56, 66, 106, 133, 135, 138, 142–145, 146, 166, 175, 179

254, 154

Aluminum, 209, 210–212, 215 Bassa, 202, 203

Dale, Dickie, 81, 82, 83, 84, 86, 88, 89–90, 91

350, 74–75, 78–80, 81–82, 84, 86–88, 89

250 Quattro, 153

C.I., 182

750-S, 139–140

500 LS, 152–153

C.I. I.E., 188

Dapper Kit, 237–238

750 Sei, 150

Classic, 188, 189, 219, 222, 225

Dapper Style, 248–249

Quattro, 154

EV, 200, 206, 207, 210–212, 215

Dark Rider Kit, 237–238

A&G Motorrad, 188 Agostini, Carlo, 33, 37

Berliner, 116, 117, 140, 160

EV Touring, 207, 208, 210–212, 215

Dark Rider Style, 248–249

Agostini, Duilio, 76, 81, 82, 83, 84, 86, 89

Bertacchini, Bruno, 67

EV80, 207, 208

Daytona, 190–191

AHRMA/Modern Roadrace series, 217

Bertarelli, Silvano, 120

II, 166–167, 170, 171

Daytona 200, 122

Aiace, 100, 102

Bettega, Felice, 37

III, 181, 182, 188, 189, 193

Daytona Pro Twins race, 185

Airone, 43–44, 48, 57, 60, 69, 70, 95, 101

Bialbero

III C.I. I.E., 186

Daytona Racing, 197

Militaire, 70

250, 68, 73, 77, 78, 80–81, 83

III I.E., 186, 188

Daytona RS, 197, 198

Sport, 57, 60, 70, 75–76

350, 67, 84, 91

Jackal, 202–203, 206

Daytona Superbike, 176

Special, 201, 206, 208

De Stefani, Romolo, 111, 125 De Tomaso, Alejandro, 133, 135, 138, 139,

Turismo, 70

Bicilindrica

Albatros, 42, 51, 56, 58

250, 75

Special Sport, 207

Alberti, Raffaele, 42, 50, 69

250 (Parallel Twin), 56–57

Stone, 208, 210–212, 215

Alce, 43–44, 48

500, 30–34, 55, 59, 67, 68–69

Stone Metal, 207

142, 145, 146, 148, 150, 153, 154, 157, 162, 166, 169, 175, 179, 190, 193, 194, 196

Aldrighetti, Giordano, 33, 36

Blair, Bob, 122

Stone Touring, 209, 210–212, 215

De Tomaso Industries (DTI), 194, 196

Alquati, Gino, 67

BMW, 201

Titanium, 209, 210–212, 215

Dingo, 111, 115, 120, 121, 130, 136, 138, 146, 150

AMA Superbike Championship, 152, 153

1000 SP, 155

Touring, 219, 249

AMA/CSS US Endurance Road Race

G5, 155

Touring 1400, 241

50 MM, 124

R100RS, 155

V7, 122, 127

Cross, 103, 108, 109, 124

Vintage, 219, 222, 225, 226–227, 228

Gran Turismo, 124

Series, 173, 174 Ambassador, 117

Bonelli, Dott. Rag., 90–91, 106 Brambilla, Vittoria, 120, 126, 130

Campbell, Keith, 84, 88–89, 90, 91

Sport, 105

Ambrosini, Dario, 66, 68

Brauneck, Doug, 176, 180, 185

Cann, Maurice, 42, 56, 59, 66, 67, 68,

Super, 108, 109

American Motorcycling Association

Breva

V7, 120–121, 122, 127

(AMA), 122 Anderson, Fergus, 66, 67, 68, 69, 70–71,

71, 75

Super Sport, 124 Turismo, 105, 116

750, 220–221

Cantoni, Enrico, 85, 108

750 I.E., 209, 212, 214–215

Cappella, Alberto, 215

Donald, Cameron, 69

750 Touring, 219

Caproni-Fuscaldo, 41, 42

Dondolino, 34, 41, 51–53, 63, 65, 66, 69

Aprilia, 205, 206, 212, 232, 254

850, 215, 220–221

Carcano, Giulio Cesare, 36, 37, 42, 50, 53,

Donghi, Paolo, 190, 191, 193

Archangeli, Luigi, 17

1100, 212, 220–221

59, 74, 77–78, 81, 82, 84, 85, 86, 88, 89,

Ardetta, 38–39

1200, 222

99, 100, 103, 108

Argentinian Grand Prix, 102

V750, 222, 226–227

Armstrong, Roy, 153

V850, 226–227

Artesiani, Arciso, 59

V850 (ABS), 222, 225

Casali, Siro, 15

Assen TT, 88

V1100, 213–214, 226–227

Cavalli, 126

Easter Imola Gold Cup, 83, 88, 89

Astore, 48, 63, 68, 69, 70

V1100 (ABS), 222, 225

Cavanna, Luigi, 42, 43

Egretta, 38–39

Atlantic Acquisition Corp., 202

V1200, 225, 226–227, 228

Cavedini, Mario, 11, 13

Eldorado, 236, 238–240

73–74, 75, 76, 77, 79, 80, 81, 82

Audace, 236, 238–240 Carbon, 249 Autoveicolo da Montagna, 100

Cardellino, 75, 78, 83, 87, 89, 95, 101, 102 83, 102–103

Ducati, 130, 205 160 Monza, 118 Cucciolo, 50 Dutch Grand Prix, 42

850, 128, 131–133, 137, 140–141

British BEARS Series, 196

Cecchinato, Oscar, 199, 200, 201

Brusi, Riccardo, 27, 33

Centro Stile Piaggio Group, 243

Elsa, Armando, 37

Brutti, Paulo, 191

Cerato, Guio, 41

Ercole, 21, 100, 102, 105–106, 108, 111, 116,

Chiü, 138, 142, 146, 150

Avon Roadrunner Production series, 153

120, 125, 129, 135

C2V, 12–13

Circuito del Lario, 12, 13, 17, 18, 27, 40, 41

Ercolino, 100, 102, 106, 108, 116, 120, 125

Baldwin, Mike, 152, 153

C4V, 14–15

Circuito del Piave, 11

European Championships, 75

Balzarotti, Ferdinando, 51, 53

California, 227

Circuito di Cremona, 13

European Grand Prix, 30, 35, 42, 54

Bandiera, Daniele, 213, 221

90, 230–231

Colibri (Humming Bird), 50

Bandini, Terzo, 27, 31, 32, 33

850, 131–133, 137, 140–141, 146–147

Colnago, Giuseppe, 84, 89

Falciola, Dino, 201

Barrington, Manliff, 56, 59

850 T3, 150, 162, 166

Colombo, Roberto, 81

Falcone, 48, 63–65, 68, 69, 70, 87, 95,

Battle of the Twins races, 217, 221

1100, 194, 195–196, 230

Condor, 34, 40–42, 51, 54, 63, 65

THE COMPLETE BOOK OF MOTO GUZZI

101, 102, 111, 114–115

271 Nuovo Turismo, 115

17, 29–30

1000 NT (New Type), 188

Sahara, 138, 142

20, 43–44, 259

III, 164–165

Sport, 76, 84, 103

GT, 850, 128, 131–133, 137, 140–141

V11, 206–207, 210, 212, 214–215

Turismo, 81, 82, 84, 103

G.T.C., 500, 37

V11 Nero Corsa, 212, 214–215

Ferrari, Angelo, 198

G.T.S., 34–35

V11 Rosso Corsa, 209, 210, 212,

Fiat, 100, 112

GTS

Fieschi, Virginio, 30

350, 145, 150

Findlay, Jack, 130, 264

400, 150, 152–153, 157

214–215 V11 Tenni, 206–207

Nations Grand Prix, 17, 18, 19, 24, 27, 38, 40, 75, 81, 86 Nevada Annivesario (Anniversary Edition), 228, 230, 231–232 Aquila Nera, 227 Classic, 219, 222, 225, 228

Legend Kit, 237–238

Classic I.E., 215

Finprogetti, 194, 196, 199

G.T.V., 34–35, 48–50

Legend Style, 248–249

Club, 201, 210–212

Finzi, Aldo, 11

G.T.W., 48–50

Leoni, Gianni, 67, 68, 69

Custom, 188

Foster, Bob, 59, 67

G.T.W. S, 34–35

Leoni, Guido, 66, 67, 69

Touring, 219

Four, 500, 72–74, 76–78

Guareschi, Gianfranco, 217, 221

Leoni, Reno, 152

V35 350, 189, 206

Franchisi, Bruno, 69

Guthrie, Jimmy, 33

Lewis, Paul, 196

V75 750, 189, 206, 207, 212,

Francolini, Luciano, 111

Guzzi, Carlo, 7, 9, 10, 12, 13, 15, 16, 19, 26,

Lido di Albaro circuit, 44

French Grand Prix, 68 Fumagalli, Carlo, 27, 30, 31 Fuori Strada, 106

41, 42, 44, 50, 62, 83, 106 Guzzi, Giuseppe “Naco,” 10, 11, 19–20, 27, 32, 218 Guzzino, 50

226–227, 228, 231–232

Liemann, Kurt, 152, 153

Nibbio, 145, 166

Lightweight Tourist Trophy, 36, 38, 68,

Norge, 236, 241

70, 75, 77 Lodola, 83, 84, 88, 101, 102, 103

G, 850, 174

850, 222, 225, 226–227 1200, 215, 222, 225, 226–227, 228

Gran Turismo, 95–96

1200 GT, 217–218

G5, 166

Haas, Werner, 75

Regolarità, 98, 101, 103, 245

1200 GTL, 217–218

Galarsi, Adriano, 191

Hailwood, Mike, 126

Sport, 93–94, 106

1200 T, 217–218

Galletto, 60–62, 68, 69, 84, 95, 102, 103,

Handley, Walter, 31

Lomas, Bill, 82, 83, 84, 86, 88, 89

1200 TL, 217–218

Harley-Davidson, 122

Lorenzetti, Enrico, 42, 54, 56, 58, 67, 68,

GT, 222

106 175, 71–72

Hollaus, Rupert, 81

192, 75, 79

Honda, 146

192 Electric Start, 101

CB350/500, 145

Electric Start, 100 Galluzzi, Miguel, 227, 232, 238, 241 Gambalunga, 34, 41, 50, 51, 53–55, 58, 68–69 Gambalungha, 66 Gambalunghino, 56, 57–59, 66, 67, 68, 70–71, 77

IMI (Istituto Mobiliare Italiano), 108, 129, 133 International Motorcycling Federation (FIM), 50, 126 International Six Days Trial (ISDT), 96, 98, 101

69, 70–71, 73, 75, 76 Maggi, Pierino, 13

NSU Rennmax, 75

Magnum Minibike, 150, 157

NTX

Mandracci, Guido, 120, 130

350, 176–177

Manzoni, Alessandro, 220

650, 176–177

Marabese, Luigi, 198

750, 181, 184

Marazzani, Carlo, 11

1200, 228

Martelli, Nino, 56

Nuovo Cardellino, 95–96

Maserati, 146, 166, 167

Nuovo Falcone, 121, 129–130, 135–136, 142,

Gambigliani, Alberto, 40

Ippogrifo, 750, 200–201

McGregor, Ewan, 235, 259

Gatti, Valentino, 11–12, 13, 15

Isle of Man Tourist Trophy (TT), 16–17, 18,

Mellors, Ted, 24

Gazzola, Luciano, 111, 120

27, 32, 36, 37, 40, 42, 55, 56, 59, 67, 68,

Mentasti, Guido, 13, 15

GBM S.p.A. (Guzzi Benelli Motor), 179,

70, 74, 77, 80, 84, 89, 91, 259

MGS-01, 209

196

GT 8V, 229 Normale, 8–9, 10–12

146, 150 Nuvolari, Tazio, 15 Ospidaletti, 73, 75

Corsa, 212, 213, 215–217, 222

Italian Championship

Geminiani, Sante, 68, 69

250, 40, 56, 58

MGX-21 Flying Fortress, 240, 241–243

P 175, 23, 28–29

German Grand Prix, 15, 89

500cc, 33, 51, 55, 59, 89

Micucci, Antonio, 50, 55, 56, 59, 71, 100,

P 250, 29

Ghersi, Mario, 15, 18, 31

Italian Grand Prix, 32, 35–36, 53, 54

Ghersi, Pietro, 13, 15, 16–17, 18, 27

Italian Naked Bike Championship, 212

Ghezzi, Giuseppe, 215

Italian Supertwins title, 217

Gianini, Carlo, 26, 72, 73

Italian Tourist Trophy, 12

Gilera, 36, 66, 72, 74, 78, 81, 88, 91, 106

Italian Trials Championship, 101

Saturno, 51, 59 Giocoladelli, Tommaso, 221

Italian Valli Bergamache Trials Championship, 98

Giro d’Italia, 12–13

103 Milan Show, 70, 76, 106, 128, 186, 188, 190, 227, 249, 259 Milano-Napoli road race, 30, 31, 32, 33, 35 Milano-Taranto, 36–37, 38, 40, 41, 42, 51, 53, 66, 69, 73, 76

Pagani, Alberto, 120 Pagani, Nello, 37, 40, 41, 42 Panella, Alfredo, 27 Parodi, Emanuele, 7, 11, 50 Parodi, Enrico, 47, 76, 83, 103, 106 Parodi, Giorgio, 7, 10, 13, 19, 37, 47, 72 Pasolini, Oreste, 26

Mille GT, 177, 185–186, 188, 190, 193

Patrignani, Roberto, 120

G.P. (prototype), 9

Johnston, C. W. “Paddy,” 17

Mondial, 91

P.E. 250, 29

Gran Premio del Reale, 33

Junior TT, 67, 74, 82

Montanari, Alano, 76

P.E.S., 38–39

Monza, 15, 17, 19, 27

Philips Electronics, 201

Moretti, Amilcare, 27, 32, 33

Piaggio, 200, 201, 205, 212, 222, 227, 228,

Grand Prix, 500cc, 74, 77 Grand Prix of Tripoli, 33 Griso, 209, 213, 214, 236 8V, 222, 226–227, 228

Kavanagh, Ken, 75, 76, 77, 80, 81, 82, 83, 84 Kerker, George, 122

Moselli, Giulio, 169 Moto America, 188 Moto Guzzi Corporation, 202

8V SE, 228, 235

230, 232, 254 Piaggio Advanced Design Center (PADC), 232, 238, 241

8V Special Edition, 226

Lambri, Marco, 245

Moto Guzzi National Owners Club, 173

Piaggio Group Style Center, 245

850, 215, 220–221, 222, 225

Lario, 650, 173

Moto Guzzi S.p.A., 196, 222

Piazzalunga, Pierantonio, 126

1100, 215, 220–221, 222, 225,

Laverda, 106

Motogiro d’Italia, 83

Pigorini, Aldo, 33, 35

Le Mans

Motoleggera 65, 50, 57, 68, 69

P.L. 250, 38–39

MV

P.L.S. 250, 38–39

226–227 SE, 241

850, 149, 150–152, 153, 155 850 II, 157–160, 162

Agusta, 72

Premier Motor Corporation, 108–109, 166

2VT, 24

1000, 172–173, 174, 186–187, 193

four, 74, 78, 81

Priamo, 66

16, 24–25, 27

1000 C.I., 178–179, 181–182, 185–186

G.T., 19–20

Prini, Ugo, 15, 17, 24, 27, 40

INDEX

272 1200 8V (ABS), 236

Project Alce, 248–249

TS, 250, 142–143, 166

V12

Project Clubber, 248–249

Sport Corsa Limited Edition, 1100, 201

TT250, 16–17

LM, 227

Project Lady Guzzi, 248–249

Sport Injection, 1100, 197, 198

Turismo, 75–76, 108–109

Strada, 227

SS250, 18–19 Quattro Cilindri 500, 26–27

Stelvio, 230, 236, 241

Quota 1000, 191–193

1200 4V, 222–223

Quota 1100 ES, 201–202, 206

1200 ABS, 228

Quota Enduro, 1000, 190

1200 TT, 226

125, 143–144, 164 Tuttoterreno, 125, 143–144, 164 Type 107, 21

NTX, 230

1932 to 1935, 30–33

Stornello, 99, 101, 103, 106, 116, 118–120,

Custom, 166, 168 Florida, 174–175

Ulster Grand Prix, 71, 80, 82, 88

II, 163–164 III, 163, 174

Enduro, 222 racing

X, 227 V35, 153–154, 155, 157

V, 34–35

Imola, 157, 160–161, 162

V 1000 I-Convert, 148–149

Imola II, 170

V7, 112–113, 116–117, 119

1936 to 1937, 35–37

121, 129–130, 136, 138, 146

1945 to 1948, 50–57

125, 111, 120, 124, 138

Café Classic, 226, 228

Grand Prix, 76–81, 83–91

TT, 169, 170–171 V40 Capri, 170

125 Scrambler, 129

Classic, 222, 223–224, 226–227, 228

Raid Nord-Sud, 11, 36

160, 120, 124, 138

Clubman Racer, 227, 228

Ravelli, Giovanni, 7

Fuori Strada, 245

II, 236

Ravelli Cup, 11

Regolarità, 245

II Stone, 237–238, 248–249

Custom, 166, 168

Remor, Piero, 26, 72

Scrambler, 125, 138

II Stornello, 240, 245–248

II, 157, 160–161, 162

Ripamonti, Giorgio, 7

Scrambler USA, 108–109, 245

III, 249

III, 164

Riva, Raimondo, 122, 126

Sport, 102, 108, 111

III Anniversario, 249–252

Monza, 163–164

Rondine, 36

Sport USA, 107, 108–109

III Carbon (Carbon Dark), 254–256

Rossi, Luciano, 122

Turismo, 111

III Limited (Carbon Shine), 254–256

Ruffo, Bruno, 59, 66, 67, 68, 69, 70–71, Ruggeri, Luigi, 51 S, 34–35

III Milano, 254–256

Florida, 174–175

III Racer, 249–252

Lario, 170

1000, 190, 193

III Racer 10th Anniversary, 266

SP, 167 TT, 169, 170–171, 259

Superalce, 48–50

III Racer Limited Edition, 266

Superbikes, 150, 151, 152

III Rough, 254–256

V75, 174 V85

Supercharged 50, 39–40

III Special, 249–252, 262

S3, 750, 149–150

Susini, Federico, 31

III Stone, 249–252

Sacchi, Arnolfo, 194, 199

Swiss Grand Prix, 27, 30, 31, 35, 57, 59, 69

III Stone “Night Pack,” 262

1000, 187, 188, 190, 193

Monza II, 170 V65, 166, 167

750, 193

Strada

75, 76, 77

Targa, 170 V50, 153–154, 155, 157

Sandford, Cecil, 81

V700, 146

Racer, 228, 229, 231–232, 236,

V1000

T (Interceptor), 850, 138–139

Saxon-Charrat, 50

T3, 850, 146–147, 149–150, 153, 155, 157

Scandellari, Mario, 202

T4, 850, 162, 163

Racer Limited Edition, 237–238

Scrambler Kit, 237–238

T5

Special, 120–121, 122, 127, 231–232, 850, 169, 170

SE, 1000, 188

850 NT, 171–172

Senior TT, 42

850 Series II, 169

TT Travel, 268–269

III Stone S, 268

Sandri, Guglielmo, 32, 36–37, 40, 42

Scrambler Style, 248–249

TT, 259–261

237–238, 248–249

236, 237–238, 248–249 Sport, 110–111, 130–131, 135, 136, 138, 264

Convert, 148–149, 150, 155, 162, 166, 168 G5, 157, 162 VA10, 200–201 Venturi, Remo, 119, 120 Vespa, 254

Serafini, 41

Tamarix, 199

Sport, 125–127, 206

Visioli, Erminio, 15

Sessantacinque GT, 181, 184

Targa, 750, 185, 186

Stone, 231–232, 236

Vittorio, Emanuele, 47

Shorts, Larry, 173

Targa Florio Motociclista, 11, 18, 24

Single, 500, 76–78, 80, 86–88

Taruffi, Piero, 27

Siracusa, 73

Tenconi, Angelo, 120

Sketchbike Kit, 264

Tenni, Omobono, 32, 33, 35–36, 37, 38, 40, 42, 55, 56, 57, 259

Smith, Tyrell, 33

V8, 81, 83, 89–91 500, 85 V9, 249 Bobber, 240, 243–245, 249–252, 258

W, 34–35 Wheeler, Arthur, 102 Wittner, John, 170, 173, 174, 175, 179–180, 185, 191, 194, 201–202

Smrz, Greg, 170, 173

Terblanche, Pierre, 227

Bobber Sport, 262

Wood, Tommy, 59, 68

Società Esercizio Industrie Moto

Teruzzi, General, 33

Roamer, 240, 243–245, 249–252,

Woods, Stanley, 32, 33, 37, 38, 42

Meccaniche (SEIMM), 111, 135, 179

Todero, Umberto, 85, 103, 164–165, 179–180, 190

Soldavini, 103

Tonti, Lino, 111, 117, 120, 125, 146, 150, 152,

SP

153, 231

750, 186

258 V10 Centauro, 197, 198–199

World Championship, 57, 69 250cc, 59, 66, 75, 102

GT, 201

350cc, 74, 78, 80, 82, 84, 86, 88

Sport, 201

500cc, 78

V11, 210

1000, 156–157, 162, 168, 186

Touring S. E., 1400, 236, 238–240

1000 II, 169

Tozzi-Condivi, Mario, 196

Café Sport, 212, 214–215

1000 NT, 170

Trabalzini, Franco, 120

Coppa Italia, 212, 214–215

II, 170

Tre Cilindri, 27–28

GT, 202

110, 99–100

Scura, 210

Series II, 95

500, 44–45, 56

III, 181, 183 Spanish Grand Prix, 32, 51, 75

Trentacinque GT, 181, 184

Scura R, 214–215

Sport, 13–14

Trial, 125, 143–144

Sport, 202, 206–207

Trident Rowan Group Inc. (TRGI), 196,

Sport Ballabio, 204–205, 212,

14, 20–21

199

15, 24–25, 27 1100, 194–195, 196

Trotter, 108, 109, 111, 116, 120, 121, 124, 129–130, 136, 138

1200, 221, 225 1200 4V, 226, 228

Truzi, Egidio, 18–19, 24

THE COMPLETE BOOK OF MOTO GUZZI

214–215 Sport Rosso Mandello, 205, 206 Sport Scura, 206–207

Zigolo, 71–72, 75, 79, 84, 92–93, 102, 103, 106