Say ‘Moto Guzzi’ and which bikes spring to mind? Big transverse V-twins? Maybe, if you are of a certain age, horizontal four-stroke singles? What about tiddler two-strokes?
Perhaps not the first model to come to mind is the Moto Guzzi Dingo GT
The company had introduced its first two-stroke design, the 65cc Motoleggera (better known as the Guzzino) in 1946 – of which over 70,000 were produced, until it was superseded by the similar Cardellino in 1954. It, in turn, was manufactured until 1963 to the tune of some 144,000 bikes.
The Dingo followed the Motoleggera
So the company certainly had impressive two-stroke experience. The two bikes seen here represent Guzzi’s efforts to embrace the swinging ’60s youth market with low cost entry level models.
Interestingly the Dingo was aimed at young entry level riders, not unlike the current LAMS segment
A three-speed gearbox, steel frame and 16 inch wheels were part of the package
In 1963 the 49cc Dingo (don’t you wish you could have been present in the factory boardroom beside Lake Como when that name was chosen?), was introduced as a twist-grip controlled three-speed, pressed steel frame moped with 16-inch wheels.
1966 Moto Guzzi Dingo GT
Like the Guzzino the motor was designed by Antonio Micucci, who was obviously the go-to man at the factory if you needed a two-stroke! The Dingo evolved over the years through several models including the 1966 GT version seen here.
The Moto Guzzi Dingo would evolve over the model’s lifetime
It was a proper motorcycle, with the pedals dispensed with, a four-speed foot operated gearbox, a tubular frame and 18-inch wheels. Output was 1.7 hp at 6000 rpm.
A 49cc two-stroke powerplant was featured
An advanced 50 cc parallel-twin two-stroke prototype was displayed at the Milan Show in 1975 which used the same chassis as the GT. Other Dingo models included the Cross dirt bike and MM automatic. In all 12 different models were built from 1963 until 1976. They were also produced under licence in Spain.
1968 Moto Guzzi Trotter Super
The Trotter moped was an even more basic machine that harked back to the Guzzino days, at least in concept. It was introduced in 1966 and was powered (if that’s the word) by a 1.2 hp 40 cc two-stroke that used a twist grip two-speed gearbox, basic pressed-steel frame and 1- inch wheels. The carburettor was fitted to the front of the motor.
1968 Moto Guzzi Trotter Super
1968 Moto Guzzi Trotter Super
The bike I photographed here is a 1968 Trotter Super version which benefited from being fitted with telescopic forks. From late 1969 the range received a major overhaul with the motor being redesigned, receiving an 8 cc capacity increase, a V-belt primary drive and horizontal cylinder.
One of the most sought after models for Moto Guzzi aficionados is this derivative of one of the company’s most common models, the Falcone.
The Moto Guzzi Falcone ‘Corpo dei Corrazzieri’ was a police/military special
This version of the Falcone proved a great success for Moto Guzzi
The 500cc Corpo dei Corrazzieri (Presidential Guard) was one of a range of special police and military models that Guzzi was so successful in producing.
Production ran for 18 years, with this a 1957 model
Moto Guzzi Falcone ‘Corpo dei Corrazzieri’
Moto Guzzi Falcone ‘Corpo dei Corrazzieri’
The Falcone was manufactured from 1950 through to 1968 and this 1957 example of the Corpo dei Corrazzieri has many changes to the standard bike.
This model features a number of modifications from the standard to suit police work
The electrics were upgraded to 12V and an electric stater fitted. The additional batteries required for it were hidden in the integral rear guard “panniers”. A siren was mounted under the headlight and unique bodywork fitted.
Additional batteries were hidden behind the bodywork
Electric start was also fitted
The modest output of 25 hp at 5000 rpm was not much of a drawback for the bike’s duties.
Today a recall was issued for the V85 TT Moto Guzzi relating to a foot-peg issue and a shaft drive seal. The second of those in particular is an item that owners will be thankful of having rectified free of charge by their Moto Guzzi dealer. The dealer will also perform a complimentary seven point function and diagnostic check.
1. The foot rest retaining pins may detach, which may result in the foot rest becoming become loose or detaching.
2. The rear drive oil seal may wear over time due to dust or other contamination.
What are the hazards?
1. If the foot rest loosens or detaches, the rider may lose control of the motorcycle, increasing the risk of an accident or injury to the rider and other road users.
2. If the rear drive oil seal is damaged or worn, oil may leak onto the rear tyre and potentially cause loss of traction and/or control, increasing the risk of an accident or injury to the rider and other road users.
What should consumers do?
Affected owners should contact their nearest authorised Moto Guzzi dealer to book their vehicle to have an improved pin retainer fitted to the footrest assemblies and an additional dust seal fitted to the rear drive assembly. The dealer will also perform a complimentary seven point function and diagnostic check.
Moto Guzzi Australia has recalled the V85 TT adventure model over two faults in the company’s first recall in more than 26 months.
The official notice issued through the Australian Competition and Consumer Commission says the two faults concern the shaft drive seal and the footpegs.
It says the “rear drive oil seal may wear over time due to dust or other contamination” which is not ideal for an adventure bike.
“If the rear drive oil seal is damaged or worn, oil may leak onto the rear tyre and potentially cause loss of traction and/or control, increasing the risk of an accident or injury to the rider and other road users,” the notice says.
Two faults
In the other matter, the footpeg retaining pins may fall off along with the pegs.
“If the foot rest loosens or detaches, the rider may lose control of the motorcycle, increasing the risk of an accident or injury to the rider and other road users,” the notice says.
Owners are asked to contact their nearest authorised Moto Guzzi dealer to book in for an additional dust seal and an improved pin retainer.
The dealer will also perform a free seven-point function and diagnostic check.
The list of Vehicle Identification Numbers (VINs) for the 74 affected bikes is attached to the end of this article.
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
While the pandemic is closing some motorcycle factories in Europe, MV Agusta in Lombardy, the epicentre of the Italian coronavirus contagion, continues production.
KTM, Husqvarna and GasGas will close their Austrian factories at the end of the month for two weeks and Moto Morini in Italy has already temporarily closed.
The Piaggio Group – owner of Aprilia, Moto Guzzi and Vespa – closed its factories over the weekend for a “deep clean” and plan to return to production this week.
There is no word from the Ducati factory in Bologna.
MV Agusta continues
MV Agusta has released a statement this morning (16 March 2020) to say it has reached an agreement with workers’ representatives to continue manufacture at their factory on the shores of Lake Varese, near Milan.
Despite a reduced workforce, they “guarantee production continuity”.
Production continues in “full compliance with the urgent provisions contained in the Prime Minister’s 11/03 decree and with the guidelines issued by Confindustria Lombardia”.
MV Agusta factory
A company statement says measures to reduce the presence of staff within the premises have immediately been adopted, such as the closure of non-essential departments, ‘smart working’, unused holiday allowances and Cassa Integrazione (redundancy fund) once the official decision will be announced.
“For those employees who will continue coming to work, the company has introduced a number of measures to prevent and contain the spreading of the Covid-19 epidemic, such as the supply of face masks, gloves, sanitising gel and detergents for the sanitation of work spaces and surfaces in addition to limiting access to common areas,” the statement says.
“Precise rules of conduct, by which every employee is required to abide, have been posted in every department (Covid-19 information circular on ‘rules of conduct and safety provisions’).
“Safety distances between workers are being respected in all areas of the plant, also thanks to the temporary reduction of the number of personnel on site.
“Up to the present moment, the company has no evidence of employees with symptoms connected to Covid-19.
“Normal production activity will therefore continue, yet with all due precautions, except for new Government provisions.”
Timur Sardarov
CEO Timur Sardarov says it is their “duty not to give up in this crisis situation, so that the economy of this community can recover once the emergency is over”.
“We took this decision with a great sense of responsibility, towards our employees in the first place, but also towards our local community, which cannot afford a breakdown of its production capability, and towards all the related industries on which so many workers and their families depend,” he says.
“The company has implemented all the information, prevention and containment measures required by the circumstances. We are determined to continue doing our best to support this community, fully respecting the rules and with maximum safety.”
Speed week
The latest motorsport to be impacted is the Dry Lakes Racers Australia 30th Anniversary Speed Week and World Speed Trials Australia #2 at Lake Gairdner in South Australia.
It has been postponed to a date yet to be confirmed.
Originally the DLRA had planned for three doctors to be in place for the two events, but as of today they only have one and there is no guarantee that even he will be available by the end of the week.
The South Australian Country Fire Service is also calling on its members to reduce their extra curricular volunteer activities as they are forced to replace members who have been inflicted with the virus.
“We could no longer guarantee the appropriate medical and fire services that are required for such and event,” the DLRA says.
“Now that the coronavirus has been officially identified as a pandemic, most public liability insurance policies consider any episodes to be exempt which would leave the DLRA open to financial ruin.
“Even with the concerted efforts that the DLRA were prepared to put into place through its mitigation plan would not be enough to ensure a safe risk free environment.”
As panic buying sets in over the coronavirus, bans are placed on large gatherings and northern Italy goes into lockdown, motorcycling looks set to be one of the victims.
Despite all the doom and gloom, there is no need for riders to panic and stay at home.
After all, we wear a face mask of sorts, protective gloves and riding a bike puts us in a type of isolation.
We also usually ride out in the country where there is less chance of big group gatherings.
If you are concerned, use your credit card instead of cash when buying fuel and food and make sure to wash your hands thoroughly. And maybe pack your own toilet paper!
The first two rounds of the MotoGP in Qatar and Thailand have been abandoned and now the third round in Austin, Texas, on 3-5 April 2020 is under threat as the city moves to prevent crowds of more than 2500.
World Superbikes also cancelled their first round this weekend in Qatar and even the Isle of Man TT, from 30 May to 12 June, could be under threat.
Some of these events may still go ahead for TV only, with no on-site crowds as F1 is considering.
Meanwhile, the Daytona Bike Week festivities are going ahead in Florida as planned.
Bike production
Ducati factory
The spreading contagion in Italy — now the worst affected country outside China — also looks likely to affect production of Aprilia, Moto Guzzi and MV Agusta motorcycles and many motorcycle components.
Their factories are near Milan which is an epicentre of the virus in the Lombardi region which is in virtual shutdown.
There are also factories in the region that make automotive components.
Ducati is in Bologna which is just outside the northern contagion regions of Lombardy and Veneto.
Ducati, Moto Guzzi and Vespa have already closed their museum and factory tours.
While the affects of these shutdowns won’t be felt here for some time, we expect there could be some shortage of parts in coming months.
But that doesn’t mean you panic and start clearing the shelves of oil filters!
Ducati and Piaggio (Aprilia, Vespa, Moto Guzzi) have closed their museums due to the outbreak of the Covid-19 virus (coronavirus) in Italy, but their factories are still operating.
Chinese motorcycle factories were closed for a prolonged period over the Chinese Lunar New Year, but many, including Honda and CFMoto, have now restarted.
In the case of CFMoto, the factory is at around 80% due to workers still returning from extended new year celebrations with 100% production capacity expected over the next two weeks.
CFMoto factory
Supply chain
However, many component factories that supply automakers around the world have not reopened.
And now the virus has moved from a Chinese emergency to one that involves South Korea, Japan and Italy, three major manufacturers of motorcycles, cars and automotive parts.
The impact on motorcycle manufacture and supply of components could now be affected with Fiat-Chrysler the first to warn it could halt production at a European plant in weeks.
Data and analytics company GlobalData automotive editor David Leggett says this is an “inevitable consequence” on the automotive supply chain.
“Many factories in the Wuhan and Hubei province have been on lockdown since the start of the Chinese New Year holidays,” he says.
“The emerging problems for FCA outside of China are likely to be mirrored by other vehicle manufacturers and reflect both the long-run internationalisation of parts supply-chains and the predominance of ‘just-in-time’ lean manufacturing processes that keep inventory low.
“The next few weeks will be critical for automakers. The typical car is made up of 20,000 parts, and there is an elongated supply-chain of parts and sub-assemblies put together in complex sequence to create the finished vehicle.
“Korean manufacturers were the first to show up as impacted by China supply-chain disruption reflecting shorter shipment distances between China and Korea, but the FCA news indicates that impacts across the world are now coming over the horizon on shipment transit schedules.”
Museums close
Moto Guzzi museum’s big red doors will remain closed
As of yesterday, Italy had 374 confirmed cases of Covid-19 and 12 deaths.
The epicentres of Covid-19 contagion in Italy are in Lombardy and Veneto regions where most of the auto factories are located.
Ducati’s factory in Bologna is just outside these central regions.
Public institutions and venues in these regions have been closed and mass meetings cancelled, including Ducati and Piaggio museum and factory tours.
The companies have notified the public that they have closed their museums for several weeks, but both confirm their factories are still operating.
We have not heard from MV Agusta which is near Milan in Lombardy, but their Facebook page has no reference to any closures.
Meanwhile, the organisers of the Geneva Motor Show, one of Europe’s premier motoring events, have confirmed the event is still due to take place as scheduled next week despite the first case of coronavirus in Switzerland.
Some big news broke last week with Peter Stevens announcing the sale of its famous Elizabeth Street premises to a Chinese backed developer for $31.5 million.
While businesses regularly change premises for various reasons, few have the history behind them that the Peter Stevens motorcycle precinct situated at the top of the Melbourne CBD enjoys and thus the move signifies the end of an era for motorcycle retailing in Melbourne.
Even those of us that do not hail from Victoria, but have simply visited Melbourne over the years, have marvelled at the motorcycles on the footpath outside the Elizabeth Street string of motorcycle shops. The first of those stores came under Peter Stevens stewardship some 44-years ago and were followed in time by also bringing the neighbouring two sites into the P.S. portfolio.
Peter Stevens sell Elizabeth street premises
For me the history angle of the sale holds just as much interest as the financial reasons behind the deal. I would not be on my Pat Malone on that score.
My own first visit to window shop and ogle shiny new motorcycles on Elizabeth Street was as a fresh faced Western Australian 16-year-old navy recruit visiting Melbourne for the first time. My first ever weekend leave from recruit school had me heading into the big smoke after catching the train into the CBD from Crib Point down near HMAS Cerberus. As a motorcycle mad kid it was only natural I would gravitate towards this shiny row of motorcycles on the footpath as I trod my way around Melbourne for the first time.
The Elizabeth Street motorcycle precinct though dates back to even before Peter Stevens, as motorcycles have been retailed on Elizabeth Street for over 100 years. Motorcycle meets were staged on Elizabeth Street from the 1890s and the Milledge Brothers opened the first motorcycle shop on the street in 1903.It would not be out of order to suggest that more than a million motorcycles have hit the streets from those stores in that time.
Elizabeth Street Motorcycle sales precinct celebrated its 100th anniversary in 2003
One would imagine a fair percentage of people working across many facets of the motorcycle industry across Australia would have spent at least some of their time working in those shops.
Hundreds if not thousands of apprentices would have learned their trade as motorcycle mechanics in these stores.
A major fire in the Harley Heaven store in late 2002 caused extensive damage to the building and saw the store gutted. Major refurbishment works were required before the doors could be opened again.
The reasons for the sale are, no doubt, many, including the never ending and problematic tunnel works for new train lines and the increasing focus towards making the Melbourne CBD a much more pedestrian, tram and cyclist only space. Traffic congestion and space constraints has already seen the service departments of the Elizabeth Street stores moved out to Peter Steven’s Kensington Street complex.
Peter Stevens sell Elizabeth street premises
Peter Stevens Group Managing Director Paul Chiodo is the second generation of the Chiodo family of brothers that originally started the Peter Stevens Motorcycles operation some 50 years ago.
The 44-year history of the Elizabeth Street stores is deeply entwined with his own family history, a lineage that started in Australia when his grandfather Anthony emigrated from Italy early last century and started one of Melbourne’s first specialist Italian grocery stores.
No matter how much sense the sale undoubtedly makes from a business angle, it still must have been a major wrench for the Chiodo family, on a personal level, to sign off on a significant part of their history.
Paul Chiodo – “There are two aspects that have driven us to sell the property, they are equal to each other really. The complexities of retailing in the CBD, we are the last ones there with Yamaha City, for good reason. There are not really any motorcycle shops in the CBD of major cities. The council does everything they can to make things difficult for us, I am not sure whether that is intentional or not intentional, but the city is changing. The huge number of apartments and the changing nature of the area, we are some of the last retail stores in that precinct which has now largely been overtaken with the service industry and cafes etc. rather than a retail environment.
“Tonight at council there is going to be a vote whether to prevent motorcycles from being able to park on the pavements in the CBD. I am not sure whether that will go through but it likely will. We have always parked motorcycles out the front of the stores, used bikes, so that might no longer be an option after tonight.
“We retail hundreds of motorcycles out of there each month. Those bikes need to be dropped off by trucks, the distance from where they once were dropped off to where they now must be dropped off is now quite a distance away from the stores. Staff then must push those motorcycles through the CBD in order to get them to the store. It just adds yet more complexity to doing business in Elizabeth Street.
“Then we get to the rates and land tax on those premises. Since it has been revalued we are paying near on a million dollars a year. And next year word is that it might be in excess of a million dollars. And that is before you pay any other expenses it is truly a ridiculous amount of money. That means the viability from that perspective has become very difficult as the value of the property has gone up.”
Despite credit having never been cheaper, it seems these are very difficult times for every single area of retail in Australia. How is the current drop in motorcycle sales affecting your short and long term business planning at Peter Stevens?
Paul Chiodo – “We have been adjusting to the market in many ways over the past three years as the industry has suffered a decline. We are a dynamic business and continue to adapt and change the emphasis to different aspects of our business. Used bike sales and our workshops are growing rapidly.”
It must almost put coal-face staffing issues in an almost constant state of flux. The balance between the bottom line, and the need to retain the vital experience and knowledge of quality staff must be an almost impossible task?
Paul Chiodo – “We have got a huge number of people that are in our ten year club, and we have a ten year dinner that gets bigger and bigger every year and we have a number of people that are in our thirty-year club so there is a massive amount of retained experience in the business, and we celebrate that.”
Peter Stevens took over the distributorship of the Moto Guzzi and Aprilia brands not that long ago, what is happening in that space this year?
Paul Chiodo – “The new 660 from Aprilia has been announced and it is a significant anniversary for Moto Guzzi coming up shortly and the horizon looks bright for both of those brands.”
Aprilia RS 660
Triumph seems to be going greatand is the success story of your suite of brands?
Paul Chiodo – “We have had some good growth in January compared to the same period 12 months ago. The new Tiger 900 lands arrives this month.
2020 Triumph Tiger 900 GT arrives in Australia shortly
“The new Rocket III has had an incredible response and is sold out for the next few months at least. The Bajaj joint venture that was announced will see Triumph move into some new categories of the market and that is all really exciting and we recently re-signed a new long term contract with Triumph.”
The new Rocket III is sold out until the middle of the year
There is some encouraging growth on the scooter front with that segment of the market bouncing back well after a few years of pain. To be fair it was the bottom end of the scooter market that had fell apart predominantly, while the more premium brands you retail did not suffer such a marked drop, are Piaggio and Vespa still doing quite well?
Paul Chiodo – “The delivery market has been a strong growth area with Uber style delivery bikes and Vespa continues to be a very strong brand.
Vespa GTS Super Tech 300 HPE
“It will be interesting to the see the influence of electric bikes on the motorcycle industry in the coming years. The Harley-Davidson LiveWire arrives in September which of course we will be retailing through our Harley Heaven stores. There are also a number of new products from different suppliers that will enter the Australian market.”
Harley-Davidson’s LiveWire lands in Australia this September
Thanks for the time out of your busy schedule Paul.
In 2002 Moto Guzzi set up a new design centre, the “Style Laboratory” with noted Italian Guzzi tuners Ghezzi and Brian in charge.
Moto Guzzi’s MGS-01 reached production in race trim (the Corsa) and was in the region of $50k AUD
At that year’s Intermot Show the MGS-01 was shown in prototype form (fitted with a headlight). After a favourable response it was announced that two versions would be produced – an initial batch of track only Corsas, followed by a de-tuned road version – the Serie.
The powerplant was based on the Daytona 1000
Capacity was boosted to 1225cc
However only the Corsa ended up being built, in small numbers totalling perhaps 130 to 150. The motor was the only part of the Corsa to be sourced from existing Guzzi models, in this case the Centauro.
Production was much more limited than expected with only 130-150 Corsa models ever produced
Moto Guzzi MGS-01 Corsa
Many modifications were made though, with the capacity increased from 992cc to 1225cc, high compression Cosworth pistons used, hot cams, six-speed gearbox, a beefed up clutch and improved lubrication.
A number of performance orientated components were used with 122hp claimed output
Moto Guzzi MGS-01 Corsa
It was the final use of the Dr John Wittner designed eight-valve motor that was first seen in the 1993 Daytona.
A steel spine frame was joined by box-section alloy swingarm
Moto Guzzi MGS-01 Corsa
A steel spine frame incorporated the air ducting to the throttle-bodies, and a box section alloy swingarm, together with Ohlins suspension, radial Brembo brakes and forged alloy Oz wheels completed the chassis.
Suspension was Ohlins, with Brembo brakes
Moto Guzzi MGS-01 Corsa
Output was 122 hp at 8000 rpm, with a dry weight of 190 kg.
Total weight was 190 kg dry, with the Moto Guzzi offering essentially a limited edition race machine
Production ceased in 2005, although unsold stock was available for several years after that. This bike was one of six imported into Australia and was on display at the 2007 Sydney Bike Show.
Moto Guzzi MGS-01 Corsa
It later competed in the 2009 and 2010 National BEARS series and is still occasionally raced.
1953 Moto Guzzi 250 with wind-tunnel designed fairings
Moto Guzzi won the first post-war 250cc World Championship in 1949 with rider Bruno Ruffo. He followed up again in 1951 (Benelli’s Dario Ambrosini taking the 1950 title) and Enrico Lorenzetti continued Guzzi’s success in 1952 (with fellow team riders Fergus Anderson, Maurice Cann and Bruno Ruffo finishing in second, fourth and sixth respectively).
The unique bird-beak front fairing on this racer was only seen in 1953
However the NSU was starting to show a lot of promise so Guzzi looked to the company’s newly installed wind tunnel to provide an advantage for the 1953 season. The result was the distinctive “bird beak” racers of that year’s championships.
Moto Guzzi experimented with both DOHC and SOHC heads, and two and four-valve options
The 250 was raced with both a DOHC head (as seen here) as well as SOHC at some races. A 4-valve head had been experimented with early in the season but the 2-valve design provided the best results. The twin-cam motor made 28 hp at 8000rpm which propelled the 125 kg bike to a top speed of 200 km/h. An enormous 40 mm Dell’Orto carb was fitted.
A 40mm Dell’Orto carb was also used
As can be seen from the position of the fuel cap, the fuel was carried as low as possible, requiring a pump to feed the carburettor. The attention to detail and workmanship of the alloy bodywork is evidenced by the shrouding of the clutch cable as it emerges from the “tank”.
The clutch cable shrouded into the tank
However all of this was not enough to retain the 250cc crown which went to Werner Hass on the NSU (with his team mate Reg Armstrong finishing runner up).
Despite the redesign the Moto Guzzi wasn’t able to win the championship but did take the final podium position through to sixth
Guzzi riders Lorenzetti, Anderson, Montanari and Aussie Ken Kavanagh (a late season replacement for the injured Ruffo), took third to sixth places. Interestingly the top three finishing riders all scored two wins apiece in the seven round season (Anderson winning the other).
Front on view of the bird-beak feature that’s now common on some adventure machinery
1954 saw full dustbin fairings being employed so ’53 was the only year the “bird beak” was used by the factory team.
Timur Sardarov
Moto Guzzi museum’s big red doors will remain closed
