Alongside the announcement of construction of an all-new factory at the existing magnificent location on the slopes above Lake Como in Northern Italy, Moto Guzzi have given us a sneak peek of the V100 Mandello, a model that ushers in some big changes for the Italian legend.
The up-spec Moto Guzzi V100 Mandello is pictured with electronic Ohlins suspenders
While water-cooling will be a welcome move to those interested in machines with a sportier bent, it’s of course driven by ever tightening regulations within the EU putting pressure on their traditionally air/oil-cooled models, from a legislative and thus future-proofing perspective.
While that may be a sad moment for the traditionalists, we’ve been treated to a first look at a very suave machine, with flowing bodywork, that to my eye, carries a hint of the styling we’ve seen on the V85 TT model, just in a roadster package.
Water-cooling is a big point of note on the new V100 Mandello, marking a break with tradition
Naturally the transverse 90° V-Twin remains, with the radiator is a dead give-away of the departure from tradition. However, there’s a lot more going on that was can see in the pictures and new teaser footage reveals a few more details.
Tall bars, a fairly comfortable looking seat, rubber-clad pegs and an electronically adjustable front windscreen. Those panels in the tank which stand out due to the orange detailing, also extend out in the footage possibly offering additional wind protection or a form of active aerodynamics that adjust for speed.
Tall bars for an upright seating position, a fairly roomy seat and rubber clad pegs suggest a touring oriented roadster
An eye-catching single-sided rear swingarm set-up is also seen with shaft final-drive and off-set monoshock.
Brembo provide the brakes, dual front discs with radial four-piston calipers, and what looks like a two-piston rear caliper.
A single-sided swingarm running a shaft drive is joined by full Brembo brakes
The ‘bars also appear to be equipped with Brembo hydraulics for both the brake and clutch.
An electronics system to match that seen on the V85 TT also seems likely, although we may see that extended or a move to include an IMU, with riding modes, traction control and ABS now all the norm there.
The difference between the two models shown in shots released also suggests two tiers of the V100 Mandello. The eye-catching green/grey bike is running full Öhlins forks and shock, electronic Öhlins no less.
We’ve got a glimpse at two variants, the standard (red – right) and the Ohlins equipped version
In comparison the red model is running traditional suspension, albeit still USD forks and monos-hock setup, with adjustability spotted atop the forks.
Full information will be disclosed on November 23, so we’re going to have to wait for the nitty gritty details, but the V100 Mandello looks interesting enough to look forward to more being revealed.
Check out some shots by Phil Aynsley of the Moto Guzzi museum:
The Moto Guzzi Museum in Mandello del Lario – Image Phil AynsleyThe Moto Guzzi Museum in Mandello del Lario – Image Phil AynsleyThe Moto Guzzi Museum in Mandello del Lario – Image Phil Aynsley
The Moto Guzzi Museum, located in an old two storied building that is part of the original factory in Mandello del Lario, is an “old school” affair – and none the worse for that!
The Moto Guzzi Museum in Mandello del Lario
Although not a part of the museum I thought it fitting to start this column with some views of the Carlo Guzzi memorial in the main square of the town.
The Moto Guzzi Museum
The new main entrance to the factory.
The Moto Guzzi Museum entrance
The far better known old entrance gates behind which is the museum building (with the yellow wall).
The old entranceThe 1919 Guzzi-Parodi or ‘G.P.’
The very first Moto Guzzi resides in a glass case. The Guzzi-Parodi (or G.P.) was named after Carlo Guzzi and Giorgio Parodi and was completed in 1920. The horizontal 500 cc single featured a SOHC, twin spark plugs and an impressive (for the time) lubrication system. Despite a low compression ratio of 3.5:1 it produced 12 hp and was capable of 100 km/h.
The Moto Guzzi Normale
The first production model was the Normale which was built from 1921-1924. While similar to the “G.P.” it had a simplified two-valve head with side inlet and overhead exhaust. Power was 8 hp at 3200 rpm. The Normale weighed in at 130 kg and had a top speed of 85 km/h, well down on the G.P.
Moto Guzzi Museum
The museum consists of a number of long rooms with bikes lining both sides.
Moto Guzzi 500 cc Corsa C4V
The bike on which Guido Mentasti won the Championship of Europe in 1924. The C4V saw the return to a 4-valve head and proved to be very successful. Power output was 22 hp at 5500 rpm, with a weight of 130 kg and top speed maxed out at 140 km/h.
1932 Moto Guzzi 500 cc Tre Cilindri
The only surviving example of the 500cc Tre Cilindri of 1932. Derived from the 1931 500cc four-cylinder race bike, the Tre Cilindri was a highly advanced touring bike for the time, offering 25 hp and a top speed of 130 km/h, but the high price, 169 kg weight and average performance saw it discontinued after only one year.
The Moto Guzzi Alce (Moose) was the vehicle of choice for the Italian army in WWII
Based on the earlier military GT 20, the Alce (Moose) was the main motorcycle of the Italian Army during WW II and was also produced as a three-wheeled truck – the Trialce. One variant was the Cicogna (Stork) seen here. Possibly intended for export to Finland it is fitted with skis. This example carries a copper front guard extension (in place of the normal rubber one) that lists the details of the mountains it has climbed.
250 Compressor with Guzzi Cozette supercharger
The 250 Compressor used a Guzzi built Cozette supercharger and was mainly used for record breaking over a period of many years – 1938 until 1952.
In response to the supercharged Gilera, BMW and NSU race bikes, Guzzi developed this 500cc supercharged triple during 1939. It only raced the once, at Genoa in May 1940 where it retired. The two-valve motor was inclined at 45º and used a 120º crankshaft, while power was 65 hp at 8000 rpm. The bike weighed in at 175 kg and was capable of a top speed of 230 km/h.
Test bed development motors
On the left a water-cooled version of the 120º 500 cc V-twin and on the right a supercharged and fuel-injected 500 cc single.
A recreation of Carlo Guzzi’s office
It is a little known fact that Carlo did not have any financial interest in the company that bore his name. Instead he was paid a royalty on each bike produced.
1949 250cc Gamalunghino – Power was 25 hp at 8000 rpm, weighing 122 kg and topped out at 180 km/h
The 1949 250 cc Gamalunghino (Little long-leg) was basically the pre-war Albatros fitted with the leading link front suspension and brake from the 500 cc Gambalunga. It proved to be a very successful combination, winning the first GP it was entered in – the IoM TT.
Moto Guzzi 250 cc Bicilindrica, designed for supercharging, but in normal trim made 25 hp, weighed 125 kg and did 170 km/h
Originally designed to use supercharging, the 250 cc Bicilindrica’s development coincided with the banning of forced induction in 1946, so when it appeared the following year with a normally aspirated motor it was already a compromised bike.
This 1948 machine is the second (and final) bike built. Despite showing some promise, leading the 1948 Lightweight TT at the IoM, development was abandoned after Omobono Tenni was killed while testing one later in the year.
1955 350 cc World Championship winning bike, you can see performance figures on the placard
Guzzi 350s won every round that season with Bill Lomas taking the title with four victories. Duillio Agostini, Dickie Dale and Ken Kavanagh won the others.
A Zigolo prototype
A prototype for a modernised version of the Zigolo, which was produced from 1953 until 1965.
1947 500 cc Biclindrica with Elektron heads and barrels, power was 44 hp at 7000 rpm, top speed 180 km/h
The distinctive 120º 500 cc Biclindrica first appeared in 1933 and was campaigned until 1951. This 1947 version is basically the same as the pre war model, apart from the heads and barrels being cast from Elektron, not iron.
1958 prototype 110 cc 2-strokes
A line up of 1958 prototype 110 cc two-stroke bikes.
Guzzi scooter prototypes
On the left the three-wheeled Tre Ruote of 1960. On the right a 160 cc two-stroke powered machine.
A 1957 prototype for a 350 cc military bikeAgricultural machinery
Produced from 1963-66 the 486 cc four-stroke motors made 10 hp, had three forward and three reverse gears and a top speed of 13 km/h.
Prototype twin cylinder 125 BiDingo two-stroke
The prototype twin cylinder 125 BiDingo two-stroke was shown in 1971 but was not developed. It was based on the twin cylinder 50 cc prototype (the Ghez) that was displayed at the Milan Show in 1969.
Moto Guzzi Cross 50 cc two-strokes
Two Cross 50 cc two-strokes. The silver bike is a 1977 model. Both were of Benelli origin.
Benelli motorcycles to be sold as badge engineered Guzzis
The first of the Benelli motorcycles to be sold as badge engineered Guzzis (a De Tomaso directive) was the 250TS, which was produced from 1973 to 1983. This Benelli 2C clone differed only in minor details such as the chrome cylinder bores and slightly larger carburettors. This a post 1975 model as evidenced by the Brembo disc brake (earlier models used a drum brake) and electronic ignition.
1986 750 cc Paris-Dakar works bike, producing 62 hp at 7100 rpm, with a top speed of 170 km/h
The 1986 750 cc Paris-Dakar works bike (no.1 of two). These used modified four-valve V75 motors in a chassis based on the earlier 650 cc Baja racers.
1979 125 2C 4T (left)
A 1979 125 2C 4T. This 125cc parallel-twin used half of the 254 four cylinder’s engine, in the same frame and with the same running gear, and produced 16 hp at 10,600 rpm. Weight was 110 kg, while top speed reached 130 km/h.
Moto Guzzi 650 cc Baja TTC
The final 650 cc Baja TTC (of 17 constructed over a two year period beginning in 1984). They were based on the V65 TT and competed in many rallies in Europe and Africa.
The final Benelli-based Guzzi
The final Benelli-based Guzzi was the 125TT that was first shown in 1983 but only produced from 1985 to 1988. It featured a mono-shock rear suspension, 35 mm Marzocchi forks, automatic oil injection, reed-valves and a six-speed gearbox.
1987 V35 Falco prototype
The 1987 V35 Falco prototype ran a 350 cc motor using DOHC four-valve heads and produced 40 hp at 8800 rpm. The project did not make production, but weighed 179 and boasted a top speed of 175 km/h.
Moto Guzzi V35 Florida
The V35 Florida was loosely based on the earlier Custom and was introduced in 1986 (along with a V65 version). Changes included longer and larger diameter front forks, different rear shocks and new instruments. The 350 cc motor had revised bore/stroke measurements so the heads from the V50 could be used and power was 39 hp at 8400 rpm. The bike weighed 170 kg and had a top speed of 148 km/h.
A 1000 cc Daytona signed by Dr John WittnerA 1957 500 cc V8 and motor742 cc racer
This 742 cc bike was used at Monza in June 1969 to brake three world records (the one hour, 100 km and 1000 km) in the 750 cc class (a second bike of 757 cc was used for the 1000 cc records).
Both bikes set further records in October with this 742 cc machine raising the 12 hour average speed to 179.55 km/h. Both bikes made around 68 hp at 6500 rpm and were significantly lightened to 158 kg. A 29 litre fuel tank was fitted. Top speed was 230 km/h.
Moto Guzzi 65 cc Guzzino
This 65 cc Guzzino based bike set 24 World Records at the Montlhery Circuit in France in September 1950.
The Moto Guzzi Museum in Mandello del Lario
The Moto Guzzi Museum in Mandello del Lario
The Moto Guzzi Museum entrance
The Moto Guzzi Museum entrance
Moto Guzzi Museum
A 1957 500cc V8 and motor
A 1957 500cc V8 and motor
A 1957 500cc V8 and motor
The 742 cc racer
Moto Guzzi 65 cc Guzzino
742 cc racer
A 1957 500cc V8 and motor
Moto Guzzi Museum
A 1000cc Daytona signed by Dr John Wittner
Moto Guzzi V35 Florida
1987 V35 Falco prototype
The final Benelli-based Guzzi
Moto Guzzi Museum
Moto Guzzi 650cc Baja TTC
1986 750cc Paris-Dakar works bike
1979 125 2C 4T (left)
1986 750cc Paris-Dakar works bike
Benelli motorcycles to be sold as badge engineered Guzzis
Moto Guzzi Cross 50 cc two-strokes
Prototype twin cylinder 125 BiDingo two-stroke
Prototype twin cylinder 125 BiDingo two-stroke
Agricultural machinery
A 1957 prototype for a 350cc military bike.
Guzzi scooter prototypes
Guzzi scooter prototypes
1958 prototype 110 cc 2-strokes
1947 500 cc Biclindrica with Elektron heads and barrels
A Zigolo prototype
The Moto Guzzi Museum in Mandello del Lario
Moto Guzzi Museum
1955 350cc World Championship winning bike
Moto Guzzi 250 cc Bicilindrica
1949 250cc Gamalunghino
A recreation of Carlo Guzzi’s office
Moto Guzzi Museum
Test bed development motors
250 Compressor with Guzzi Cozette supercharger
250 Compressor with Guzzi Cozette supercharger
250 Compressor with Guzzi Cozette supercharger
The Moto Guzzi Alce (Moose) was the main
1932 Moto Guzzi 500 cc Tre Cilindri
Moto Guzzi 500cc Corsa C4V – Image Phil Aynsley
Moto Guzzi Museum
Moto Guzzi Normale – Image Phil Aynsley
The old entrance
The Moto Guzzi Museum
The Moto Guzzi Museum in Mandello del Lario – Image Phil Aynsley
In 1922, a group of passionate motorcyclists decided to hold an amateur race, christened “8 of the Langhe”.
The route took riders from Cherasco to Narzole, past the Dolcetto di Dogliani vineyards and the typical Murazzano tomes.
The Langhe, Piedmont, Italy.
It wound through Calizzano, with the path twisting and turning beyond the Castelvecchio di Rocca Barbena, through the San Bernardino Pass and the province of Valle Tanaro, up a beautiful ascent to Garessio.
Castelvecchio di Rocca Barbena, Italy.
A quick break for well-made vittles at the popular Locanda del Mulino Val Casotto taverna, and onward by the Torre di Mondovì commune, to the Vicoforte Sanctuary of the Nativity of Mary, with an eventual finish in Cherasco at Salmour in the dome of the Parco dei Giganti where the competitors were to be awaited by the timekeepers.
The dome of the Parco dei Giganti, Italy.
A gorgeous route – and one that came to an unfortunate halt in 1949.
Where am I going with this, do you ask?
Well.
Dario Sebaste; Italian nougat/hazelnut factory owner and ardent Moto Guzzi collector.
According to a report from RideApart, an Italian nougat/hazelnut factory owner named Dario Sebaste was an ardent Moto Guzzi collector of his time and paid homage to this gorgeous piece of vintage moto history during his life.
With his passing in the 2010s, locals revived the race in his honor, calling it “The Dario Sebaste Trophy,” with the first race held in 2016.
Today, the Dario Sebaste Trophy attracts bikers from all over the country – with a special emphasis on riding vintage motorbikes.
The four-day race does wonders for the area’s local communities, as it brings in extra funds to families that would otherwise rely on typical local income.
Care to be one of the 62 riders participating for next year?
Expect to see a slew of Moto Guzzi, Gilera, MV Agusta, Aermacchi, and Ducati brand bikes from an older era, as well as an iconic bike from Sebaste’s own collection, to be fired up at the third leg of the course.
The race starts August 26 and runs through August 29, 2021 – so make sure to check back for updates on the lucky winner of the fifth annual Dario Sebaste Trophy!
Moto Guzzi’s long-running 500cc Falcone was produced from 1950 to 1968. Here is the model that replaced it – the Nuovo Falcone. As you can see the company didn’t stray too far from its successful formula!
The Moto Guzzi Nuovo Falcone
The Nuovo Falcone was introduced in 1969 as a machine for military and police use. The civilian version appeared in 1971. The major changes compared to the older Falcone were a wet sump motor, modified gearbox (still with 4 speeds), an alloy cover over the external flywheel and 12V electrics with optional electrical starter. In addition a new frame was used as well as new body work.
The Civile differed from the military/police models in having a lighter flywheel and its use of many parts from the V7 Special, such as the instruments. It was originally painted white with a red frame but in 1974 that was changed to red with a black frame with stainless steel guards.
Moto Guzzi Nuovo Falcone
This particular silver bike is a unique factory build for the Dutch importer Greenib, and is in original, unrestored condition. Production of the Nuovo Falcone ceased in 1976 with 2874 Civile and 13,400 military/police models produced. Power was 26 hp at 4,800 rpm, with a dry weight of 214 kg. Top speed was 130 km/h.
Moto Guzzi’s top-selling V7 will finally get a modified version of the 853cc engine from the new V85 TT adventure bike.
The fourth iteration of their best-selling model will still be called a V7, not V7 IV.
Unfortunately, Moto Guzzi Australia says we will have to wait until the middle of 2021 for the updated model to arrive. Meanwhile, we expect the prices of the current model may drop significantly.
V7 Special
V7 Stone
There will be two versions, the alloy-wheeled V7 Stone and the spoke-wheeled V7 Special.
While power in the V85 TT is 59kW (80hp), the new V7 will only be 48kW (62hp).
We’re not sure why it has be detuned, but it is still up 25% from the current V7 III.
Torque will be 73Nm which is up from the current output of 60Nm, but not as high as the V85 TT with 79Nm.
There are no other tech details yet, but expect a full suite of electronics.
Hopefully the bigger engine doesn’t come with more kerb weight as it is already a hefty 198kg. If it is lighter or the same weight, let’s hope it isn’t at the expense of the generous and practical 17-litre fuel tank.
Thankfully, it’s not water-cooled and retains much of the original styling that has made the bike such a popular stalwart of the Mandello manufacturer on beautiful Lake Como in Italy’s north.
The biggest changes are the sturdier looking rear end with a 20mm wider 150mm rear tyre visible under a shorter rear guard, chunkier cordon shaft drive and a more robust pair of Kayaba shock absorbers with longer travel.
V7 Special with chunkier rear
Moto Guzzi has also beefed up the front with steel elements in the headstock and the seat now as a higher rear section.
V7 Special
They now come with LED lighting that includes a daytime running light in the headlight in the shape of the Moto Guzzi Eagle.
There are also new instrument clusters.
On the Stone it is a single dial that is slightly off-centre a bit like the popular Ducati Scrambler, although not quite as asymmetrical.
V7 Stone, with its strong and minimalistic style.
The V7 Special gets dual dial analogue instruments with a separate speedo and tacho.
V7 Stone will come in three satin-finish colour schemes: Nero Ruvido (Black), Azzurro Ghiaccio (Blue) and Arancione Rame (Orange).
V7 Special will be available in Blu Formale and Grigio Casual.
Since Guzzi brought the V7 back to market almost 15 years ago little really changed over that time but 2021 sees a major overhaul of the most affordable Moto Guzzi platform.
Moto Guzzi V7 Stone
The 52 horsepower 744 cc engine has been retired and in its place a new 850 engine based on the unit we have already sampled and praised in the V 85 TT. The manufacturer describing it as the most modern engine build from Mandello.
The new V7 powerplant is based on the V 85 architecture and design
The new donk sees torque increased from 60 to 73 Nm. More than 80 per cent of that number is delivered to the revised shaft drive system and wider 150/70 rear tyre by 3000 rpm.
A new updated 850 cc engine boosts power by 25 per cent
The V7 doesn’t get the fully 80 ponies of the V 85 TT as the V7 version of the motor, which Guzzi state is only based on the V 85 architecture and design, rather than an exact copy of that motor. The V7 engine is pegged back to 65 horsepower. Poo. On the upside it promises much smoother running with reductions in NVH, greater efficiency and reduced maintenance.
A larger rear wheel and bigger mufflers
The rear shocks are updated with a new set of longer travel Kayaba items.
Longer travel rear shocks and a new seat
Styling also tweaked with a shorter rear mudguard and new side panels.
The 2021 Moto Guzzi V7 Special will be available in two colour options
Guzzi promise better comfort due to new foot-pegs and two-tier seat.
New seat and pegs
The new V7 comes standard with Moto Guzzi’s switchable traction control system.
The steel frame has also been revised
The roman numerals are dropped from the name, with the bikes featuring 850 on the bodywork instead. Two versions will be made available at launch:the minimalistic V7 Stone while the V7 Special gets a bit more of the classic treatment.
The Special rides on classic spoked rims.
A full LED headlight including a DRL in the shape of the Moto Guzzi Eagle lights the way forward on the Stone.
LED headlight including a DRL in the shape of the Moto Guzzi Eagle
Moto Guzzi also kept the dash simple on the Stone with a new circular LCD.
The LCD dash from the V7 Stone
The Special receives a conventional set of dual clocks and rides on classic spoked rims.
Special receives a conventional set of dual clocks
The 2021 Moto Guzzi V7 Stone will be available in three satin colour options: Nero Ruvido, Azzurro Ghiaccio and Arancione Rame, while the V7 Special will be available in Blu Formale and Grigio Casual.
We’re still waiting to see full specs, and Australian pricing and availability.
Knock knock – Who’s there? It’s the second wave of the COVID-19 outbreak. The world has been seeing a steady rise in new cases across the board. My hometown didn’t have a terrible initial outbreak, but the news is showing cases skyrocketing due to cold weather and Halloween parties.
Italy had one of the first initial waves on earth, and are taking every possible opportunity to make sure that doesn’t happen this second time around. Ten days ago, the government imposed curfews and the country just divided itself into areas based on COVID cases with a colour assigned to indicate risk levels. Motorcycle dealerships and gear stores remain open, even in the highest risk areas.
If you don’t fancy braving the outside world to go pick up your new bike to help burn some free time during a second lockdown, the Piaggio Group has you covered. If you buy a new bike or scooter on their website they now offer an additional service that gives you the option to have your new vehicle delivered right to your doorstep.
Piaggio, Vespa, Aprilia and Moto Guzzi’s websites will all have the option to have your new purchase delivered. Although you might initially think that keeping dealerships open in the ‘red zones’ is a bad idea, keep in mind much of Italy’s residents fully commute by motorcycle or moped, so it is important for the brands to keep their servicing centers open in the event a customer needs a tune-up or major repair to keep them mobile during the pandemic.
Moto Guzzi has a long history of being a prime supplier of police and military motorcycles, with one of their first being the 1936 G.T. 17.
Moto Guzzi has a long history of supplying military and police motorcycles, including the Superalce 500
That model evolved into the G.T. 20 then the far more numerous Alce (Elk) that was used by the military during WW II. All these bikes used the proven 13 hp 500 cc (OH exhaust/side inlet valves) motor.
This is an unrestored Super Alce which featured the 500 V powerplant
The Superalcee was introduced in 1946 and remained in production until 1958, and the major change ushered in by this model was the use of the 500cc ‘v’ motor, which had been introduced in 1934.
The dual exhausts were a feature seen until 1955
This was a fully OHV design and had an output of 18 hp. The Superalce remained largely unchanged during its production life although automatic advance magneto ignition was introduced in 1952, while the distinctive dual muffler was a feature up until 1955.
automatic advance magneto ignition was introduced in 1952, with the secondary bars for a pillion
This unrestored 1954 example is fitted with the pillion handlebars that were fitted to most military bikes.
While it has not committed to the entire amount of the loan, it is committed to draw at least $US150m (about $A215m).
The company believes the loan is consistent with its intentions regarding liquidity.
Piaggio Group loans
Now the Italian Piaggio Group which produces Aprilia, Moto Guzzi and Vespa has secured a loan for €60 million (about $A97m, $US67m).
That’s 20% more than their annual net income.
The money will be put towards restarting after the COVID lockdown, as well as research and development.
Piaggio says they will focus their R&D efforts on reducing fuel consumption and emissions and increasing the number of new models.
Comment on loans
The world seems to be going into debt over the pandemic crisis and motorcycle companies are not immune.
It’s good news when they direct loans into R&D.
However, it’s a concern when businesses go into debt to help them survive a crisis.
In the wake of the COVID lockdown, many motorcycle companies are now reporting a huge bounce in sales in June.
In fact, the KTM Group, which includes Husqvarna and Gas Gas, has reports its biggest June in history.
KTM Group Australia/New Zealand MD Brad Hagi says there is “still a long way to go before this crisis is over”.
“This recent sales spike has not only seen existing and former riders return to riding, it has also seen new riders enter our sport, to experience the unique freedom it offers, and that is a real positive for the industry long term,” he says.
The Federal Chamber of Automotive Industries has reported that the dive in car sales has now slowed thanks to the easing of restrictions.
FCAI chief executive Tony Weber attributes the slight recovery to the easing of COVID-19 restrictions, end-of-financial-year sales and government incentives.
In fact, some dealers tell us buyers have been accessing their superannuation to buy their dream bike!
Similar incentives exist in other countries around the world which are reporting similar strong sales results.
This neat little machine was the first (more or less), fully enclosed motorcycle design to actually sell in large numbers, Moto Guzzi shifted just under 130,000 Zigolo scooters over its 13 year production span.
The Moto Guzzi Zigolo scooter offered a low cost alternative to the Guzzino Over 130,000 Zigolo models were produced
Introduced in 1953 the Zigolo was designed to be a low cost step up from the company’s original two-stroke, the 65 cc Guzzino. Again the motor was a Antonio Micucci creation – initially of 98 cc then enlarged to 110 cc in 1960.
The Zigolo offered an ideal entry point and the Vespa theme was obvious The lack of chrome helped keep pricing down on early models
When first produced the cost-cutting methods included completely grey paintwork with no chrome plating to be found. Friction damper rear suspension was also fitted – the last Guzzi to feature them. They were replaced by conventional telescopic shock absorbers for the 1960 models.
A central tube frame was still used under the bodywork
The influence of the Vespa scooter can be seen in the use of the pressed steel body-work which was only partly structural, a central tube frame was hidden underneath.
This was the last model before the Zigolo received shocks
The motor featured a horizontal cylinder with distinctive alloy head finning, a three-speed gearbox and made four horsepower at 5200 rpm. Top speed was 76 km/h.
The finned head was a distinctive feature
This is a 1958/59 second series model was the last to use the friction damper rear suspension.
The Zigolo offers an interesting glance into Moto Guzzi’s history Source: MCNews.com.au
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