5 The Early SEIMM Era: 1967–1972 110 Acknowledgments 6
6
Introduction 7
Expansion under De Tomaso: 1973–1987 134
1
7
Early Days: The 1920s 8
The New Generation: 1988–2000 178
2
8
Technical and Racing Success: The 1930s 22
The Eagle Flies Again—A New Life under Aprilia
Cont ents and Piaggio: 2001–2017 204
3 The Golden Era: 1945–1957 46
Index 255
4 Difficult Times: 1958–1966 92
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5 The Early SEIMM Era: 1967–1972 110 Acknowledgments 6
6
Introduction 7
Expansion under De Tomaso: 1973–1987 134
1
7
Early Days: The 1920s 8
The New Generation: 1988–2000 178
2
8
Technical and Racing Success: The 1930s 22
The Eagle Flies Again—A New Life under Aprilia
Cont ents and Piaggio: 2001–2017 204
3 The Golden Era: 1945–1957 46
Index 255
4 Difficult Times: 1958–1966 92
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29
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,
OPPOSITE: Although sophisticated for the day, Guzzi’s threecylinder touring motorcycle was unsuccessful.
the Tre Cilindri was discontinued.
P 175
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.
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
BELOW: In 1934, the 175 grew to become the P 250, now with a foot-operated gear change.
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
taxation class for lightweight motorcycles, motoleggere,
Power
25 hp at 5,500 rpm
Compression r atio
4.9:1
engine cases were also redesigned to make them more
the sprightly P 175 retained the hand-operated three-
Valves
T win par allel overhead, pushrod oper ated
aesthetically appealing. Designed for an advantageous
speed gearbox and was produced until 1937.
Bore x stroke
68x64mm
Carburetion
A m al
Displ acement
232cc
Gears
Hand-change 3-speed
Power
9 hp at 5,500 rpm
Ignition
Coil
Carburetion
A m al or Dell’Orto SB22mm
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 2 1/2
Tires
19x3.25
Wheelbase
1,440mm
Dry weight
160kg
Top speed
130 k m/h
magneto ignition for an automotive coil type—with a distributor driven off the right side camshaft—and a single Amal carburetor, the engine was advanced
Dry weight
135kg (P.E.)
and in 1934 the production range was expanded
Top speed
100 k m/h
Displ acement
174cc
1,886 (P); 1,568 (P.E.)
7 hp at 5,000 rpm
with the addition of the P 250 alongside the P 175.
Production
Power Compression r atio
6:1
Valves
T win inclined
valves the P 250 owed more to the P 175 than the
overhead, pushrod
racing 250s. Unlike the P 175, the P 250 had a foot-
oper ated
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operated gearbox and could be distinguished from
A m al or Dell’Orto SB20mm
the smaller model by its deeper fenders and a frame
Gears
Hand-change 3-speed
that included a sheetmetal section behind the engine.
Ignition
Bosch t ype m agneto
Fr a me
Duplex cr adle
A sprung-frame P.E. (E for elastico) soon joined the P
Front suspension
Girder fork with friction da mpers
Drum, front m anual,
Unfortunately, the Tre Cilindri didn’t meet with
Ostensibly a bored P 175, with its pushrod-operated
Carburetion
Br akes
suspension included a new design of friction damper.
Swingarm with friction da mpers (P.E.)
differences between light and regular motorcycles,
engine cases, as was the three-speed gearbox, the
frame followed the racer’s form, but the rear
Foot-change 3-speed
Rear suspension
59x63.7mm
for its time. The flywheel was incorporated inside the
Comprising two parts bolted together, the
Gears
horizontal single
Rigid
roller bearings providing a very smooth engine.
In 1933, the Fascist government abolished the tax
P 250, P.E. 250 Differing from the P 175
Bore x stroke
Rear suspension
120-degree crankshaft running entirely on needle-
P 250 and P.E . 250
1932–1937
rear pedal
250 and, while weighing considerably more, it offered superior comfort and handling.
Wheels
19x 2 1/4
G .T. 17
Tires
19x3.00
Throughout this period, some of Guzzi’s most
Wheelbase
1,320mm
successful ventures were vehicles for the military,
Dry weight
115kg
notably the G.T. 17. Based on the G.T. 16, this included
Top speed
90 k m/h
Production
1,503
the 500cc opposed-valve engine, three-speed gearbox, and sprung frame. The G.T. 17 also featured
Technical and Racing Success: The 1930s
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104
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
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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.
1963 –1965
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
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119
118
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.
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)
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
Dry weight
107kg
Top speed
118 k m/h approx.
Production
1,248 (1968)
Scrambler was released, primarily for the Italian
418 (1969)
market. Not as serious an off-road machine as
Sport and Sport USA were unchanged, a new 125
the earlier Regolarità or US Scrambler, this new
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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 7,500rpm, enough for a string of successes and several gold medals in the 1961 and 1962 ISDTs.
Gallet to 192 Electric Start Basically unchanged since 1954, the Galletto was updated as a final version in 1961. Still featuring a 192cc engine, a higher compression ratio increased the power slightly. In an endeavor to compete with the new compact cars that were becoming more
1961–1965
Gallet to 192 Electric Start Differing from the Galletto 192
Power
7.7 hp
Compression r atio
7:1
Carburetion
Dell’Orto MA19BS1
Dry weight
134kg
Top speed
85 k m/h approx.
Production
2,800 (1961) 2.428 (1962) 2,672 (1963) 1,850 (1964) 1,500 (1965)
affordable, a Marelli 12-volt 75-watt dynastart was was an unremarkable machine, the Zigolo 110 (and Cardellino) completely dominated Moto Guzzi’s sales
1960 –1965
Zigolo 110 Differing from the Zigolo Series II
Bore x stroke
52x52mm
Displ acement
110cc
Power
4.2 hp at 5,200 rpm
Compression r atio
7.5:1
Carburetion
Dell’Orto MAF18B1
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)
this year.
1961 Motorcycle production was a healthy 22,711 units in
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.
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
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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 7,500rpm, enough for a string of successes and several gold medals in the 1961 and 1962 ISDTs.
Gallet to 192 Electric Start Basically unchanged since 1954, the Galletto was updated as a final version in 1961. Still featuring a 192cc engine, a higher compression ratio increased the power slightly. In an endeavor to compete with the new compact cars that were becoming more
1961–1965
Gallet to 192 Electric Start Differing from the Galletto 192
Power
7.7 hp
Compression r atio
7:1
Carburetion
Dell’Orto MA19BS1
Dry weight
134kg
Top speed
85 k m/h approx.
Production
2,800 (1961) 2.428 (1962) 2,672 (1963) 1,850 (1964) 1,500 (1965)
affordable, a Marelli 12-volt 75-watt dynastart was was an unremarkable machine, the Zigolo 110 (and Cardellino) completely dominated Moto Guzzi’s sales
1960 –1965
Zigolo 110 Differing from the Zigolo Series II
Bore x stroke
52x52mm
Displ acement
110cc
Power
4.2 hp at 5,200 rpm
Compression r atio
7.5:1
Carburetion
Dell’Orto MAF18B1
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)
this year.
1961 Motorcycle production was a healthy 22,711 units in
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.
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
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