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45°54′55″N 9°19′13″E / 45.9153669°N 9.32041°E / 45.9153669; 9.32041

Moto Guzzi emblem

Key Information

Moto Guzzi (Italian pronunciation: [ˈmɔːto ˈɡuttsi]) is an Italian motorcycle manufacturer and the oldest European manufacturer in continuous motorcycle production.[1][2][3][4]

Established in 1921 in Mandello del Lario, Italy, the company is noted for its historic role in Italy's motorcycling manufacture, its prominence worldwide in motorcycle racing, and industry innovations—including the first motorcycle centre stand, wind tunnel and eight-cylinder engine.[5]

Since 2004, Moto Guzzi has been an unico azionista, a wholly owned subsidiary, and one of seven brands owned by Piaggio Group,[6][7] Europe's largest motorcycle manufacturer and the world's fourth largest motorcycle manufacturer by unit sales.[7]

The company's motorcycles are noted for their air-cooled 90° V-twin engines with a longitudinal crankshaft orientation where the engines' transverse cylinder heads project prominently on either side of the motorcycle.[8][9]

History

[edit]

Similar to other storied motorcycle manufacturers that have survived for decades, Moto Guzzi has experienced a series of business cycles and a series of ownership arrangements—some complex, some brief, some that have endured.

1921–1966: Origins

[edit]

Moto Guzzi was conceived by two aircraft pilots and their mechanic serving in the Corpo Aeronautico Militare (the Italian Air Corp, CAM) during World War I: Giorgio Parodi, Giovanni Ravelli and Carlo Guzzi. Assigned to the same Miraglia Squadron based outside Venice,[10] the three became close, despite coming from different socio-economic backgrounds. They envisaged creating a motorcycle company after the war. Parodi (the son of wealthy Genovese ship-owners) would finance the venture, Ravelli (already a famous pilot and motorcycle racer) would promote the bikes with his racing prowess and Guzzi would engineer the motorcycles. Ravelli died just days after the war's end in an aircraft crash and is commemorated by the eagle's wings that form the Moto Guzzi logo.[11]

1924 Moto Guzzi Normale on display at the Barber Vintage Motorsports Museum, Birmingham, Alabama. The single-cylinder motorcycle had a displacement of 498cc, weighed 285 pounds, and had a top speed of 50 mph.
Moto Guzzi, Museum of Brescello
The GT Norge, Moto Guzzi Museum, Mandello del Lario, driven 4,000 miles (6,400 km) to the Arctic Circle in 1928

Giorgio Parodi, his brother Angelo, and Carlo Guzzi created a privately held silent partnership "Società Anonima Moto Guzzi" on 15 March 1921, for the purpose of (according to the original articles of incorporation) "the manufacture and the sale of motor cycles and any other activity in relation to or connected to metallurgical and mechanical industry".

The company was legally based in Genoa, Italy, with its headquarters in Mandello. The very earliest motorcycles bore the name G.P. (Guzzi-Parodi), though the marque quickly changed to Moto Guzzi. As the only shareholders, the Parodis wanted to shield their shipping fortunes by avoiding confusion of the name G.P. with Giorgio Parodi's initials. Carlo Guzzi initially received royalties for each motorcycle produced, holding no ownership in the company that bore his name. In 1946 Moto Guzzi formally incorporated as Moto Guzzi S.p.A. with Giorgio Parodi as chairman.

Carlo Guzzi's first engine design was a horizontal single-cylinder engine that dominated the first 45 years of the company's history in various configurations. Through 1934, each engine bore the signature of the mechanic who built it. As originally envisioned, the company used racing to promote the brand. In the 1935 Isle of Man TT, Moto Guzzi factory rider Stanley Woods scored an impressive double victory with wins in the Lightweight TT as well as the Senior TT.

Until the mid-1940s, the traditional horizontal four-stroke single-cylinder 500 cc engines were fitted with one overhead and one side valve but contrary to the usual practice of having inlet over exhaust (IOE), this employed the side valve for induction and the overhead valve for exhaust. Also unusual was the adoption of only one hairspring (type of valve spring) to close the exhaust valve. These were the highest performance engines Moto Guzzi sold to the general public. By contrast, the company supplied the official racing team and private racers with higher performance racing machines with varying overhead cam, multi-valve configurations and cylinder designs.

Moto Guzzi Airone Sport 1949

In the 1950s, Moto Guzzi, along with the Italian factories of Gilera and Mondial, led the world of Grand Prix motorcycle racing. With durable and lightweight 250 cc and 350 cc bikes designed by Giulio Carcano, the firm dominated the middleweight classes. The factory won five consecutive 350 cc world championships between 1953 and 1957. Realizing that low weight alone might not continue to win races for the company, Carcano designed the V8 500 cc GP race bike: its engine was one of the most complex of its time. Despite leading many races and frequently posting the fastest lap time, the V8 often failed to complete races because of mechanical problems. Its development ended when Moto Guzzi (together with its main competitors Gilera and Mondial) withdrew from racing after the 1957 season citing rising costs and falling motorcycle sales. By the time of its pull out from Grand Prix racing, Moto Guzzi had won 3,329 official races, 8 World Championships, 6 Constructor's Championships and 11 Isle of Man TT victories.

The period after World War II was as difficult in Mandello del Lario as it was elsewhere in post-war Europe. The solution was production of inexpensive, lighter cycles. The 1946 "Motoleggera", a 65 cc lightweight motorcycle originally—and still regularly—called the "Guzzino," became very popular in post-war Italy. It was produced until 1954.[12] One reason for its success was that, even though it had a somewhat bicycle-like appearance, it still looked and felt more like a motorcycle than other low-end motorized two wheelers in the Italian market at the time.[13] The Guzzinio was so popular that on 5 June 1949 Moto Guzzi held a rally for Guzzino owners at Mandello del Lario, attended by 14,000 people with 12,500 Guzzinos.[14][15] A four-stroke 175 cc scooter known as the "Galletto" also sold well. Though modest cycles for the company, the lighter cycles continue to feature Guzzi's innovation and commitment to quality. The step-through Galletto initially featured a manual, foot-shifted three-speed (160 cc) configuration then later a four-speed (175 cc) set-up by the end of 1952. The displacement was increased to 192 cc in 1954 and electric start was added in 1961.

Moto Guzzi was limited in its endeavors to penetrate the important scooter market as motorcycle popularity waned after WWII. Italian scooter competitors would not tolerate an incursion from Moto Guzzi. By innovating the first large-wheeled scooter, Guzzi competed less directly with manufacturers of small-wheeled scooters such as Piaggio (Vespa) and Lambretta. To illustrate the delicate balance within the Italian post-war motorcycle and scooter markets, when Guzzi developed their own prototype for a small-wheeled scooter, Lambretta retaliated with a prototype for a small V-twin motorcycle threatening to directly compete on Moto Guzzi's turf. The two companies compromised: Guzzi never produced their small-wheeled scooter and Lambretta never manufactured the motorcycle. The drive train that Lambretta made in their 1953 motorcycle prototype remarkably resembles the V-twin + drive shaft arrangement that Guzzi developed more than ten years later, ultimately to become iconic of the company.

By 1964, the company was in full financial crisis. Emanuele Parodi and his son Giorgio had died, Carlo Guzzi had retired to private life, and direction passed to Enrico Parodi, Giorgio's brother. Carlo Guzzi died on 3 November 1964, in Mandello, after a brief hospital stay in Davos.[10]

1967–1973: SEIMM years

[edit]
V7 750 Speciale (1969)
V7 Sport
Customised Nuovo Falcone Militare (1970)

In February 1967, SEIMM (Società Esercizio Industrie Moto Meccaniche), a state-controlled receiver, took ownership of Moto Guzzi. The SEIMM oversight saw Moto Guzzi adapting to a cultural shift away from motorcycles to automobiles. The company focused on popular lightweight mopeds including the Dingo and Trotter – and the 125 cc Stornello motorcycle. Also during the SEIMM years, Guzzi developed the 90° V twin engine, designed by Giulio Cesare Carcano, which would become iconic of Moto Guzzi.

Though Moto Guzzi has employed engines of myriad configurations, none has come to symbolize the company more than the air-cooled 90° V-twin with a longitudinal crankshaft orientation and the engine's transverse cylinder heads projecting prominently on either side of the bike. The original V-twin was designed in the early 1960s by engineer Giulio Cesare Carcano, designer of the DOHC V8 Grand Prix racer. The air-cooled, longitudinal crankshaft, transverse cylinder, pushrod V-twin began life with 700 cc displacement and 45 hp (34 kW) – designed to win a competition sponsored by the Italian government for a new police bike. The sturdy shaft-drive, air-cooled V-twin won, giving Moto Guzzi renewed competitiveness. This 1967 Moto Guzzi V7 with the original Carcano engine has been continuously developed into the 1,200 cc, 80 hp (60 kW) versions. Lino Tonti redesigned the motor for the 1971 Moto Guzzi V7 Sport. This engine is the basis of the 750 cc, 1,100 cc and 1,200 cc Guzzi engines. As is the case in any other vehicle with longitudinal crankshaft and orientation of the engine there is a slight gyroscope effect, with a slightly asymmetrical behavior in turns.

1973–2000: De Tomaso years

[edit]

After experiencing financial difficulties in the late 1960s, De Tomaso Industries Inc. (D.T.I. Group or DTI), manufacturer of the De Tomaso sports and luxury cars, owned by Argentinian industrialist Alejandro de Tomaso, purchased SEIMM (and thereby Moto Guzzi) along with Benelli and Maserati in 1973. Under Tomaso's stewardship, Moto Guzzi returned to profitability,[16] though other reports suggest a period of limited investment in Moto Guzzi followed attributed to DTI using Moto Guzzi financially prioritizing their automotive ventures.[17]

Moto Guzzi Le Mans 850

In November 1975 Guzzi first showed the 850 Le Mans at the Milan Show that was much later described as a "remarkably aggressive and attractive motorcycle".[18] Today the early versions, the Series I especially, are considered one of the most iconic and collectible of all V-twin Moto Guzzis.[19] A marketing success that would compete with other Italian superbikes, it spawned four later models from Mark II to its culmination in the 1990s, the Le Mans 1000 or Mark V. The initial model is known widely but incorrectly as the Mark I. Technically, it is simply the 850 Le Mans. It was named in homage to the 24-hour endurance race and circuit in France. The Mark I had two production runs with slight modifications. The first run, known as Series 1, used the roundish CEV stop/taillight used on many Italian bikes of the decade. Although it is often stated that fewer than 2,000 of these were made, Ian Falloon claims 219 were made in 1975 and a further 2,532 in 1976 although it is possible some of these were Series 2 bikes built at the end of the year. The Series 2 run totaled some 4,000 (2,548 in 1977, 1,737 in 1978).[20] Falloon gives total Mark I production as 7,036.[18] Series 2 used a De Tomaso-designed rectangular taillight/reflector and modified rear guard. This was also used on the Mark II and SP models. The taillight and guard was the biggest change between Series 1 and 2 but other modifications included later inclusion of a tripmeter, black fork lowers, a more generous dual seat that replaced the split-prone original seat, exhaust pipe heel guards and inferior fuel taps. The extra cost compared to the "cooking" T3 model paid for performance items such as high-compression domed pistons, larger inlet and exhaust valves and Dell'Orto 36 mm pumper carbs with filterless grey plastic velocity stacks. Most Mk I bikes were brilliant red although a very small number were painted in metallic ice blue. An exceedingly small number[clarification needed] of Series 2 bikes were white.

Moto Guzzi 750 Strada

In 1979, a small-block version of the air-cooled V-twin designed by engineer Lino Tonti was introduced as the V35. Radical when introduced, the design featured horizontally split crankcases and Heron heads. The former was a common feature of contemporary Japanese motorcycle design, whilst the latter was widely used in car engines. Both features allow more efficient mass production and also the design of the engine and associated components cut the weight from 548 lb (249 kg) of the contemporary 850 T3 to the 385 lb (175 kg) of the V35. The power of the original V35 at 35 bhp (26 kW) was competitive with engines of comparable displacement of the period – later, larger versions (V50, V65, V75) were rapidly outclassed by competing water-cooled engines. The Breva and Nevada today feature a descendant of Tonti's V35 engine: the 750 cc V-twin, rated at 48 bhp (36 kW). With its ease of maintenance, durability and even, flat torque curve, the engine design remains suitable to everyday, real-world situations. Two other Guzzi roadsters were the Strada 750 and Strada 1000.

As Guzzi continued to develop the V-twin, power was increased in the mid-1980s when Guzzi created four-valve versions of the "small block" series. Of these, the 650 and the 750 were rated at 60 bhp (45 kW) and 65 bhp (48 kW) respectively. The production of the four-valve "small block" engines ended in the later 1980s.

Integrated braking system of the 850 T3 (1975–1979)

Moto Guzzis have used a hydraulic integrated brake system, where the right front disc works off the handlebar lever, while the left front and the rear disc work off the foot brake. The first models were the 1975 750 S3, 850 T3 and V1000 I Convert. From the end of the 1970s, it was standard on most "big block" models. The last one was the California 1100 built until 2012.

The cartridge front fork used in Guzzi's motorcycles of the later 1970s and 1980s is a Guzzi invention. Instead of containing the damping oil in the fork, it is in a cartridge. Oil in the fork is purely for lubrication.

Still under the De Tomaso umbrella, in 1988, Benelli and SEIMM merged to create Guzzi Benelli Moto (G.B.M. S.p.A.). During this period, Moto Guzzi existed as an entity within the De Tomaso owned G.B.M., but in 1996 celebrated its 75th birthday and the return of its name to Moto Guzzi S.p.A. In 1996, De Tomaso became Trident Rowan Group, also known as TRG.

2000–2004: Aprilia years

[edit]

Under the helm of Ivano Beggio, Aprilia acquired Moto Guzzi S.p.A. on 14 April 2000 for $65 million. According to the original press release,[21] the intention had been that Moto Guzzi would remain headquartered in Mandello del Lario and would share Aprilia's technological, R&D capabilities and financial resources as well. The arrangement would remain short-lived, as Aprilia itself stumbled financially. At the same time Aprilia attempted to diversify in other areas of manufacturing, new Italian laws required helmets for motorcyclists and raising insurance rates for teenage motorcyclists, severely affected the company's profitability. Nonetheless, Aprilia had committed large sums to renovating the Mandello Moto Guzzi factory – renovations that were ultimately completed.[22] Ducati again made an offer for Moto Guzzi during Aprilia's financial difficulties, as it had before when Aprilia had purchased Moto Guzzi in 2000. Other potential buyers included Kymco and the BRP subsidiary Rotax, Kymco reportedly making the highest offer.[23] The Moto Guzzi assembly line closed for a short period in March 2004, due to the financial difficulties.[24]

2004–present: Piaggio years

[edit]

On 30 December 2004, Piaggio Group acquired Aprilia.[7] Moto Guzzi S.p.A. officially becomes a Unico Azionista of Piaggio, part of Immsi S.p.A. Investments have allowed the introduction of a series of competitive new models in rapid succession.

In November 2007, Moto Guzzi unveiled the retro-themed 2008 V7 Classic at the Motorcycle and Bicycle Manufacturers show in Milan, Italy. It was available in Europe in mid-2008, and Moto Guzzi announced plans in late-2008 to make it available to US buyers.[25] The company has begun making limited collectors' editions of Guzzi originals.[26]

Key people

[edit]

Key people associated with Moto Guzzi since its launch include:

Founders:

  • Carlo Guzzi (1889–1964): conceived the marque with Giovani Ravelli and Giorgio Parodi – each members of the mechanics Italian Air Corp. He died in November 1964 aged 75.
  • Giorgio Parodi (1897–1955): aircraft pilot, whose father financed the original company.
  • Giovanni Ravelli (d. 1918): one of the original three friends who envisioned a company that would engineer and sell motorcycles—what was later to become Moto Guzzi—was not present at the formal birth of Moto Guzzi in 1921, having perished in a 1918 air crash. At the time he met Guzzi and Parodi, he had already established himself as an accomplished motorcycle racer, having raced in the 1913 Tourist Trophy on a Premier 500.

Engineers:

  • Giulio Cesare Carcano: engineer with Guzzi from 1936 to 1966, inventor of the DOHC V8 engine and the air-cooled V-twin that became synonymous with Moto Guzzi. He died in September 2005 after a second career as a Naval Architect but remained in service to Moto Guzzi into his retirement.
  • Umberto Todero: Joining Moto Guzzi in 1939, his career spanned from the days of the original founders, through the SEIMM, de Tomaso, and Aprilia years, into the ownership of Piaggio. He died while still in service to the company in February 2005.
  • Lino Tonti: engineer, joined the company in 1967 to replace Carcano, developed the V7 Sport, the small block V50, and the Tonti Frame.

Racers:

  • Giuseppe Guzzi (14 August 1882 – 6 June 1962): Carlo's brother, rode the famed GT Norge on the 1928 Arctic Circle raid to test the first motorcycle rear swingarm suspension.
  • Stanley Woods: esteemed motorcycle racer who captained Moto Guzzi's to numerable Isle of Man TT wins.
  • Omobono Tenni: celebrated 47 victories racing for Moto Guzzi in the period between 1933 and 1948.
  • Bill Lomas: won the 1955 and 1956 350 cc world championship for Moto Guzzi, defeating multi-cylinder machines on his and aerodynamic single-cylinder bike. The Mandello Guzzi Museum has a section devoted to Lomas' two world title wins and also his outings on the legendary Moto Guzzi Grand Prix 500 cc V8.
  • John Wittner: American dentist, highly skilled pilot and mechanic, craftsman of the 1000 Daytona, with engineer Umberto Todero.

Production figures

[edit]
  • 1929: 2,500 units
  • 1971: 46,487 units (historic high)[17]
  • 1993: 3,274 units (historical low)[17]
  • 1994: 4,300 units (approx)[17]
  • 1997: 5,600 units (approx)[17]
  • 1998: 5,647 units[27]
  • 1999: 6,275 units[17]
  • 2004: fewer than 4,000 units[28]
  • 2005: fewer than 5,000 units[29]
  • 2006: greater than 10,000 units[28]
  • 2011: 5,763[30]
  • 2012: 6,664[31]
  • 2013: 6,800[32]

Technical innovations

[edit]
The DOHC V8 Grand Prix Motorcycle: 170 mph (270 km/h) in 1957

CARC

[edit]
Griso 1100 CARC: Compact Reactive Drive Shaft

(Cardano Reattivo Compatto): Above a certain power level the competing forces of drive-shaft arrangements can severely disrupt the suspension of a motorcycle (especially at application of throttle), a phenomenon called "shaft jacking". Moto Guzzi introduced its first anti-jacking system with the Daytona in 1993 and evolved that design though the 2005 V11 Sport. Guzzi later introduced their CARC system, emulating the BMW Paralever design and serving the same function. Kawasaki introduced its Tetra-lever system for similar reasons on the Kawasaki Concours 14 (also known as the 1400 GTR). Arturo Magni (1925–2015) had sold "parallelogrammo" rear suspension kit in the early 1980s to resolve similar anti-torque issues.

Moto Guzzi's Breva 750, Nevada 750, and California Vintage fall below the threshold that requires an anti-jacking drive-shaft system.

The Breva 1100, Griso, Norge, Bellagio, Stelvio and 1200 Sport feature Guzzi's recently patented swingarm system, marketed as Compact Reactive Shaft Drive – also known as Ca. R.C. or CARC – introduced with the Breva 1100 in 2005. The system separates the shaft final drive's torque reaction from the suspension via floating torque arms and thereby eliminates the abruptness typical of shaft drive systems on acceleration or throttle-release – still providing a quiet, reliable and low maintenance drive system. Reviewers have observed excellent braking performance and drive train smoothness attributable to the CARC system.[33][34]

Rear swingarm suspension

[edit]

By 1928, long-distance motorcycle travel was limited by the lack of effective rear suspension design. Until then, alternative designs sacrificed torsional rigidity – gaining comfort but severely compromising handling. Carlo Guzzi and his brother Giuseppe designed an elastic frame using a sheet-steel box enclosing four springs, together with a swingarm in tubes and sheet metal. The first Moto Guzzi bike to employ the suspension was named the G.T. (for Gran Turismo, Grand Touring), and to prove the suspension – and gain publicity for Moto Guzzi – the brothers conceived a challenging 4,000-mile (6,400 km) journey from Mandello del Lario to Capo Nord in northern Norway. Despite the very poor condition of European roads at that time, Giuseppe Guzzi reached the Arctic Circle in four weeks. The elastic frame rear suspension was immediately introduced to production machines, transforming the usability of the motorcycle as an everyday form of transportation. In 2006, Moto Guzzi retraced the 'raid' of 1928 to introduce the Norge 1200. The word "Norge" is Norwegian for "Norway".

First DOHC V8 motorcycle engine

[edit]
The DOHC V8 at the Moto Guzzi Museum, Mandello del Lario
Main article: Moto Guzzi Grand Prix 500 cc V8

The Moto Guzzi Grand Prix V8, introduced in 1955, was a 500 cc racing motorcycle fitted with a V8 engine using dual overhead camshafts (DOHC). The engine was conceived by Giulio Carcano, Enrico Cantoni, Umberto Todero, Ken Kavanagh and Fergus Anderson just after the 1954 Monza Grand Prix and designed by Dr. Carcano.[35] The bore and stroke of the engine were 44.0 mm × 40.5 mm (1.73 in × 1.59 in): there were two valves per cylinder. Power was in the region of 80 bhp (60 kW) at 12,000 rpm, approximately 10 to 15 bhp (7.5–11.2 kW) more than the rival 4-cylinder MV Agustas and Gileras.

The engine and the bike were unprecedented. The motorcycle proved capable of achieving 172 mph (280 km/h)—thirty years before the speed was reached again in Grand Prix motorcycle racing. However, the Otto Cilindri proved difficult to ride, as well as complex and expensive to build and maintain—bikes suffered broken crankshafts, overheating and seizing—all in addition to the danger the bike posed to the racers themselves. By 1957, there were two bikes available and no one willing to race the bike without further development and the bike was withdrawn.

Motorcycle wind tunnel

[edit]
Interior view, The Moto Guzzi Wind Tunnel, Moto Guzzi Headquarters, Mandello del Lario, Italy, c. 1950s

In 1950 Moto Guzzi created the first motorcycle wind tunnel,[5] La Galleria del Vento, capable of testing 1:1 prototypes at the Mandello del Lario works, thereby allowing the company to market an integral fairing. The wind tunnel enabled racers to mimic real-life riding conditions and optimize their seating and body position at varying racing speeds – an unprecedented advantage for racing and production motorcycles. In motorcycle prototyping, Moto Guzzi could refine the air stream around the motorcycle itself, develop an envelope of still air around the rider, reduce frontal area, optimize air penetration, and maximize fuel economy.

The wind tunnel design is a modification of the open-circuit Eiffel type (after Gustave Eiffel, designer of the Eiffel Tower in Paris), consisting of three sections. Air is drawn into the "Air Duct" with an aperture of 8.2 m (26.9 ft), airspeed increases as it is passed through smaller and smaller diameters reaching max wind speed in the "Test Chamber" with a diameter of 2.6 m (8.5 ft), and finally is exhausted through the "Outlet/Discharge" duct containing the fan mechanism – a three-bladed variable speed propeller driven by a 310 hp (231 kW) electric motor.

Located outside of the testing chamber adjacent to the central section, a control room houses fan mechanism controls and the measuring instruments. Outside of the chamber is a large dial "Scala Convenzionale" or "Conventional Scale" to indicate the varying degree of resistance offered by the motorcycle (and rider) to the passing air. Around the circumference of the dial, red lights at each degree provide a visual indicator to the rider and test personnel. This large scale remains visible to the rider in the tunnel during testing and by repositioning himself on the bike he can determine the changing and optimal resistance. A second measurement tool was an alcohol-filled micro-manometer connected to a Pitot tube placed at a 90–degree angle to the airflow in the tunnel.

It is unknown[citation needed] to what extent the wind tunnel is used currently. The December 2005 press release for the Norge 1200 states that the bike was "thoroughly tested" in the Mandello wind tunnel.[6] Aprilia, a company in the same group as Moto Guzzi, maintains a relationship with the aerodynamics program at the University of Perugia, where computer simulations combined with practical tests (done in smaller tunnels using scale models) can more effectively and economically provide accurate testing and feedback.

Truck-motorcycle hybrid

[edit]

The Ercole (Hercules), produced in 1928, was capable of carrying an 800 lb (363 kg) load.[36] Guzzi built a range of "goods vehicles", from 50 cc to 500 cc, between 1928 and 1980.

Large-wheel scooter

[edit]
Moto Guzzi's Large Wheel Scooter

Though the design criteria of a scooter have grown increasingly fluid, historically a scooter featured small wheels – especially in post-war Italy (due to huge stockpiles of landing-gear tyres for fighter planes, made redundant with the ending of the war and sold off as surplus). The configuration, along with a compact engine, allowed the scooter its trademark step-through design. With the 1950 introduction of the Galletto 160, Moto Guzzi developed a large-wheel scooter. The larger and heavier wheels afforded greater gyroscopic force and thereby greater balance. Large-wheeled scooters also reduced vulnerability to pot-holes. The Galletto not only offered larger wheels, it carried its own spare.

Motorcycle models

[edit]
Moto Guzzi Stelvio
Main article: List of Moto Guzzi motorcycles

Moto Guzzi models currently in production include the V7 850, V9 bobber. In 2019, Guzzi released the V85 TT Adventure which comes in two varieties; a streetwise version for urban commutes and road trips, and a rally-style package with a more off-road focus.[37] Guzzis has announced the release of their first water cooled motorcycle; the 1050cc v100 Mandello. This will be an upscale sport tourer with 115 hp and 77ftlbs of torque.see moto guzzis website.

Guzzi has made a number of historic racing and military motorcycles. The historic racing heritage is best epitomized in the Le Mans model range, still held today to be a styling masterpiece and motorcycle design as an art form.[38]

Through various periods of its history, Moto Guzzi has produced models specifically for military and police forces. The Italian police and military and various US police departments (e.g. LAPD) have used Moto Guzzi bikes in their fleets. Guzzi currently markets police versions of model range – the Breva (all three models) most commonly, as well as the Norge, adopted by Berlin police.[39]

Factory, company headquarters and museum

[edit]

Since 1921, Moto Guzzi headquarters have been located in Mandello del Lario on the Lecco branch of Lake Como. The facility began at a size of 300 m2 (3,200 sq ft), and by the early 1950s Moto Guzzi covered 24,000 m2 (260,000 sq ft) with a workforce of over 1,500. As of 1999, the complex included one, two and three story buildings of over 54,000 m2 (580,000 sq ft), operating at approximately 50% of production capacity.[17]

During its ownership tenure, Aprilia considered moving the entire operation to Monza, under protest from the Guzzisti and Mandello factory workers. Instead, Aprilia renovated the factory in 2004 at a cost of $45 million.[36]

The original Mandello site remains home to the company's headquarters, the production facility, the historic wind tunnel, the company library, and the museum. The Moto Guzzi Museum displays models from the company's history, engines that retrace Guzzi's engineering history, and a series of important prototypes. The museum is open to the public and includes a gift shop featuring books, clothing and accessories. Moto Guzzi currently employs roughly 250 to 300 employees, making over 10,000 bikes per year.

For decades, the Moto Guzzi factory carried a set of internally lit block letters along the rooftop (and also over the entry gate) spelling "Moto Guzzi". In May 2007, the original roof sign, old and worn, was replaced with a new brighter sign carrying the current official logo and script. At the same time, the factory entrance gate received a new rectangular version of the sign.

Customer engagement

[edit]

Since 2001, Moto Guzzi has annually hosted Giornate Mondiali Guzzi, also known as GMG or World Guzzi Days, inviting fans to Mandello. In 2006 over 15,000 Guzzi fans from over 20 countries traveled to Mandello for the event.[6]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Moto Guzzi

View on Grokipedia
from Grokipedia
Moto Guzzi is an Italian motorcycle manufacturer founded on 15 March 1921 in on the shores of , by Carlo Guzzi and Giorgio Parodi in memory of their friend the aviator Giovanni Ravelli, and is recognized as the oldest continuously producing European motorcycle brand. Renowned for its distinctive longitudinal 90° V-twin engines mounted with cylinders protruding sideways from the frame, the company has produced iconic models emphasizing classic styling, engineering innovation, and performance since its inception. As a of the Group since 2004, Moto Guzzi maintains its headquarters in , where all its motorcycles continue to be hand-built, blending heritage with modern adventure, touring, and sport models like the V7 series, V85 TT, and the V100 Mandello (introduced in 2022 with 2025 updates). The brand's early success stemmed from the vision of its founders—two aviators (Parodi and the late Ravelli) and a (Guzzi)—who aimed to create reliable motorcycles for civilian use post-war, beginning with the GP 500 single-cylinder model in 1921 that featured an advanced four-valve engine. By 1925, production had scaled to 1,200 units annually with 300 employees, and in 1934, Moto Guzzi became Italy's largest motorcycle manufacturer. The company achieved significant commercial milestones, such as the 1939 launch of the Airone 250, which sold 29,926 units, and post-World War II models like the Motoleggera 65, which exceeded 50,000 sales to aid Italian mobility. Moto Guzzi's racing legacy is unparalleled, with 3,329 victories, 14 world championships, and 11 Tourist Trophy wins since 1921, highlighting models like the 500 Bicilindrica and C 2V 500 that dominated competitions in the and . In 1965, engineer Giulio Cesare Carcano introduced the revolutionary in the V7, which debuted in 1967 and became a for subsequent icons such as the touring bike in 1971 and the sport model in 1976. This engine design, known for its balance and torque, remains a hallmark of Moto Guzzi's identity today. Celebrating its centenary in , Moto Guzzi upholds its through events like the annual World Moto Guzzi Days gathering, a in showcasing over 150 historic pieces, and ongoing innovation within the Piaggio Group, focusing on sustainable and versatile motorcycles that appeal to enthusiasts worldwide.

Overview

Founding principles

Moto Guzzi was founded on March 15, 1921, in Mandello del Lario, Italy, by Carlo Guzzi and Giorgio Parodi, with financial support from the Parodi family. The idea originated during their service in the aviation arm of the Italian Royal Navy during World War I, where Guzzi served as a mechanic and Parodi as a pilot, and they shared a vision for creating reliable motorcycles as a means of personal transport post-war. This founding ethos emphasized engineering innovation to produce durable machines suited for everyday use and long-distance reliability, rather than prioritizing raw speed. The company's first prototype, the GP (Guzzi-Parodi) 500, was developed in 1921 and featured a single-cylinder, 500 cc with a distinctive horizontal layout. This placement positioned the parallel to the bike's direction of travel, enhancing efficiency by maximizing exposure to oncoming during motion. At the same time, Moto Guzzi adopted its iconic eagle logo, depicting a in flight as a tribute to their late comrade Giovanni Ravelli, an aviator who perished in a 1919 plane crash, reflecting the founders' heritage. From inception, Moto Guzzi's core principles centered on robust construction and Italian craftsmanship, designing motorcycles for endurance and versatility in travel. The horizontal engine configuration became a hallmark, promoting balanced weight distribution and superior cooling for sustained performance over extended journeys, underscoring a philosophy that valued mechanical integrity and rider connection over fleeting performance gains. This approach laid the groundwork for Moto Guzzi's reputation as a builder of resilient, characterful machines.

Current ownership and status

Moto Guzzi was acquired by the Group on December 30, 2004, integrating it into a portfolio that includes iconic brands such as and , while maintaining full operational independence at its historic facility in , . As of 2025, Moto Guzzi continues to operate as a wholly owned of , with annual production estimated at approximately 6,000 units, focusing predominantly on premium heritage motorcycles that emphasize the brand's transverse legacy. The majority of these motorcycles are exported outside , supporting 's global strategy. Key performance metrics include a revenue contribution of roughly 6% to the Piaggio Group's total net sales of €1.707 billion in 2024, a workforce of around 300 employees at the Mandello plant, and adherence to ISO 9001 quality standards certified by . In 2025, the V7 range received updates including more power and new models like the V7 Sport, while the Stelvio lineup expanded with the limited-edition Duecento Tributo. Since 2020, Moto Guzzi has intensified its emphasis on adventure and touring segments through models like the V85 TT and the relaunched Stelvio, reinforcing its niche in high-end, character-driven without venturing into full electric offerings as of late 2025.

History

Early years (1921–1945)

Moto Guzzi began motorcycle production in 1921 with the Normale, a 500cc single-cylinder model featuring a horizontal engine layout that became a hallmark of the . This produced around 8 horsepower, enabling a top speed of approximately 80 km/h, and the bike weighed about 130 kg, emphasizing reliability and simplicity for civilian use. By 1926, the company had begun series manufacturing at its facility. Expansion followed rapidly, with Moto Guzzi diversifying into commercial vehicles in 1928 by introducing the Tipo 107, a three-wheeled van powered by a 500cc engine designed for cargo transport and light commercial duties. This model catered to Italy's growing need for affordable utility vehicles, featuring a robust frame and the brand's signature horizontal cylinder for balance and low center of gravity. By 1934, the company had acquired necessary competition licenses from governing bodies, enabling formal entries into international motorcycle racing events and solidifying its engineering prowess beyond civilian markets. During , Moto Guzzi shifted nearly all output to military contracts, producing over 50,000 units for the , including models like the Alce adapted for use with enhanced durability for and roles. The Mandello endured multiple bombings between 1940 and 1944, disrupting operations but not halting production entirely, as the company relocated key assembly lines to mitigate damage. Following Italy's liberation in 1943–1945, Allied forces provided logistical support to restart manufacturing, aiding Moto Guzzi's survival amid wartime devastation. Key milestones in the early years included rapid growth from to 1930, when annual production scaled to around 2,500 units by 1929, driven by demand for reliable singles and the expansion of the workforce to over 300 employees by the mid-1920s. In , Moto Guzzi introduced overhead-valve engines, enhancing performance in models like the GT 500, which featured improved power delivery and efficiency for both touring and emerging competitive applications. These innovations, inspired partly by the founders' backgrounds, positioned the company as Italy's leading motorcycle producer by 1934.

Post-war challenges and growth (1946–1966)

Following , Moto Guzzi confronted severe challenges from the destruction of its factory due to Allied bombing, which halted production and required extensive rebuilding efforts. In 1946, the company restructured as Moto Guzzi S.p.A. and introduced the Motoleggera 65, a compact two-stroke single-cylinder with hand-shifting three-speed transmission, producing 2 hp from its 65cc . This model, affectionately known as the Guzzino, symbolized Italy's post-war economic revival and achieved total sales exceeding 50,000 units, helping to restore the company's viability through affordable mobility for everyday use. To support recovery and broaden its appeal, Moto Guzzi emphasized reliable, durable models like the Falcone 500, launched in 1950 as a 498cc overhead-valve single-cylinder touring bike delivering 23 hp. The Falcone, with its characteristic external and robust frame, became a cornerstone of the lineup, remaining in production through 1976 and totaling over 12,000 units across variants including Turismo, Sport, and Militare editions. Its design prioritized long-distance reliability, contributing to Moto Guzzi's reputation for engineering excellence amid reconstruction. Product diversification marked the as Moto Guzzi adapted to shifting consumer needs by venturing into smaller-displacement vehicles and utility options. The Cardellino, an evolution of the Guzzino with a refined 65cc , debuted in 1954 and continued until 1962, offering simple, economical transport with features like a girder front fork and solo seating for urban riders. Complementing this, the company expanded into three-wheelers with the Ercole in , a 500cc single-cylinder delivery vehicle capable of hauling up to 1,000 kg, widely adopted for commercial tasks including postal and freight services in Italy's recovering . These offerings helped Moto Guzzi capture niche markets beyond traditional motorcycles, with the Ercole's hydraulic tipping bed enhancing its practicality for small businesses. Economic pressures intensified in the as Italy's "" spurred mass production of inexpensive automobiles and scooters, eroding demand for mid-sized motorcycles and saddling Moto Guzzi with mounting debt that necessitated rigorous cost-cutting and operational efficiencies. Despite these hurdles, the company experienced growth through racing triumphs and model refinements. Exports to the gained traction in the late 1950s, particularly with durable singles like the Falcone and Lodola 175/235 series, establishing an early foothold in the American market via specialized distributors. The period culminated in leadership transitions following founder Carlo Guzzi's death in 1964 at age 75, prompting internal restructuring to navigate ongoing financial strains while sustaining output of core models. By 1966, Moto Guzzi had solidified its post-war resurgence, blending heritage engineering with adaptive production to weather the era's turbulence.

Ownership transitions (1967–2004)

In 1967, following years of financial strain and state intervention, Moto Guzzi came under the management of SEIMM (Società Esercizio Industrie Moto Meccaniche), a state-controlled entity affiliated with FIAT's industrial arm. This transition marked a pivotal shift toward stabilization, coinciding with the launch of the V7, a 703 cc longitudinal 90° V-twin engine motorcycle designed for both police applications—such as for the Italian Carabinieri—and civilian touring use. The V7's robust longitudinal engine layout and shaft drive emphasized reliability, helping to reposition Moto Guzzi in the market during a period of post-war recovery. By 1973, SEIMM sold Moto Guzzi to , the Argentine-Italian industrialist who integrated it into his Industries conglomerate, which already included Benelli. , serving as managing director, steered the company toward expanded production of touring models like the series and sport bikes such as the , leveraging designs from engineers like Lino Tonti to emphasize performance and export potential. However, his , characterized by cost-cutting and controversial decisions, led to persistent financial difficulties through the 1980s and 1990s, including operational inefficiencies and market challenges. In 1988, Moto Guzzi merged with Benelli under to form Guzzi-Benelli Moto (G.B.M. S.p.A.), aiming to consolidate resources amid declining sales. The era concluded in the late 1990s with further ownership shifts; in 1996, the company reverted to the Moto Guzzi S.p.A. name after investor Finprogetti acquired a controlling stake in Industries, rebranding it as the TRG (Trident Rowan Group). Despite these changes, financial woes culminated in proceedings by 2000, when S.p.A., led by Ivano Beggio, acquired Moto Guzzi for approximately $65 million (equivalent to about €63 million at the time). 's ownership brought initial optimism, including factory renovations in and the 2000 debut of the V11 Sport—a naked roadster with an updated 1,064 cc V-twin—to revitalize the brand. However, 's own mounting debts led to its insolvency in 2004, paving the way for Moto Guzzi's next transition. During this turbulent period from 1967 to 2004, the company navigated multiple owners while producing around 150,000 units cumulatively, though exact figures varied with economic pressures.

Piaggio integration (2004–present)

In 2004, Group acquired Moto Guzzi as part of its purchase of the bankrupt company, providing the brand with financial stability and integration into a larger European motorcycle manufacturer. This move followed Moto Guzzi's turbulent years under ownership and marked the beginning of a revival strategy focused on heritage models and modern engineering. committed significant resources to the brand, including over €40 million in investments for product development announced in subsequent years, enabling updates to production facilities and model lineups. The factory underwent restorations to modernize operations while preserving its historic role in Moto Guzzi production, with initial upgrades supporting the relaunch of iconic models. In 2007, oversaw the reintroduction of the V7 at , featuring a revised 850cc longitudinal 90° and classic styling that revitalized the brand's appeal to enthusiasts. This relaunch signified Moto Guzzi's shift toward blending tradition with contemporary reliability under 's guidance. During the 2010s, Piaggio's integration drove key model milestones that expanded Moto Guzzi's portfolio. The Griso 8V, introduced in 2005 and produced until 2017, showcased a bold naked design with an air-cooled 1,200cc eight-valve engine, emphasizing performance and Italian aesthetics. In 2009, the Stelvio 1200 debuted as an adventure-tourer with the same engine platform, offering shaft drive and touring capabilities for long-distance riding. The decade closed with the 2017 announcement of the V85 TT at , an all-terrain adventure bike entering production in 2019, which introduced liquid-cooled elements and off-road versatility to attract a broader market. The 2020s brought further evolution amid global challenges, with prioritizing regulatory compliance and innovation. In 2021, the V100 Mandello launched as a flagship sports-tourer, incorporating adaptive via speed-activated winglets, standard , and a new 1,042cc longitudinal 90° V-twin meeting Euro 5 standards, enhancing rider comfort on highways. Post-COVID recovery saw production rebound, with Moto Guzzi achieving increased output and sales growth, including a 15% rise in 2022 and record European figures for the brand in the first half of 2024. By 2023, annual production approached 6,000 units, supported by stabilization. Emphasis on Euro 5+ emissions continued, as seen in updated models like the 2024 V7 Stone Special Edition, which featured enhanced styling, bar-end mirrors, and an exhaust for improved performance while complying with stricter environmental norms. At 2025, Moto Guzzi unveiled the 2026 lineup, including an updated V7 series with enhanced power and the return of the V7 Sport model. Challenges persisted, including 2022 supply chain disruptions that delayed V100 Mandello deliveries from initial 2022 targets to 2023. Looking ahead to 2025, 's e-mobility division has hinted at electrification possibilities for Moto Guzzi, aligning with group-wide initiatives like the 1 electric scooter, though no specific models have been confirmed. This integration underscores Moto Guzzi's ongoing repositioning as a premium heritage brand within 's diverse lineup.

Key personnel

Carlo Guzzi (1889–1964) was the co-founder and of Moto Guzzi, instrumental in shaping the company's technical foundation from its inception in 1921. Born in , he developed the brand's signature longitudinally mounted with horizontal cylinders for the first in 1919, emphasizing reliability and in design. Guzzi served as the primary technical leader, overseeing engine development and production until his retirement in 1957, after which he contributed as a consultant until his death. Giorgio Parodi (1897–1957) co-founded Moto Guzzi alongside Carlo Guzzi, leveraging his family's shipbuilding wealth to provide initial funding and manage business operations. As an aviator and son of industrialist Emanuele Vittorio Parodi, he focused on the commercial and strategic aspects, enabling the company's establishment in and its early growth. Parodi remained actively involved until his death in 1957, during which time Moto Guzzi achieved significant racing successes. Alejandro de Tomaso (1928–2003) acquired in 1973 through his Industries, serving as managing director and owner until 2004. The Argentine-Italian entrepreneur shifted focus toward sport-oriented models, including the iconic series, which revitalized the brand's performance image in the 1970s and 1980s. However, his aggressive expansion and diversification strategies contributed to mounting financial debts, culminating in proceedings by the late 1990s and early 2000s. Lino Tonti (1920–2002), a prominent engineer at Moto Guzzi from 1959 onward, played a key role in post-war technical advancements, including the development of innovative frame designs and the V7 series engines. Renowned for his expertise in racing motorcycles, Tonti contributed to models like the V7 Sport, enhancing the company's reputation for durable, high-performance engineering during a period of recovery and innovation. Michele Colaninno has served as CEO of the Piaggio Group, Moto Guzzi's parent company, since 2023, overseeing strategic direction including the brand's modern lineup and global expansion. Under his leadership, Moto Guzzi has emphasized heritage-inspired models like the V85 adventure bike while integrating and initiatives to drive sales growth.

Technical innovations

Engine and cooling systems

Moto Guzzi's engine designs have long emphasized robust, air-cooled configurations that prioritize durability and performance, with the longitudinal V-twin becoming the marque's hallmark since its debut in the 1967 V7 model. This 90-degree V-twin employs a orientation, positioning the cylinders transversely to protrude sideways from the frame, which enhances primary balance by minimizing vibration and lowers the center of gravity for improved handling stability. Early cooling innovations focused on optimizing natural air flow for the dominant throughout the company's history. In the , Moto Guzzi developed distinctive finned cylinder designs to maximize , maintaining as the standard until experimental liquid-cooled prototypes emerged in the late 1990s, such as the 1000cc VA10 unveiled in 1999. The 1958 introduction of the world's first chromed cylinder barrel further advanced thermal management by reducing friction and improving in air-cooled setups. Among milestone engines, the 500cc V8 stands out as the first motorcycle V8, developed for Grand Prix racing in 1955 by engineer Giulio Cesare Carcano. This compact, liquid-cooled, 90-degree DOHC unit delivered 72 rear-wheel horsepower with strong low-end pull from 7,000 rpm, showcasing advanced multi-cylinder engineering despite its short racing career from 1955 to 1957. The V8's innovative design, including eight individual Dell'Orto carburetors and high-revving capability up to 12,000 rpm, influenced subsequent Moto Guzzi powerplants, though it saw limited production beyond racing applications. Modern engine evolutions continue this legacy with the 2021 V100, a 1,042cc transverse 90-degree V-twin marking Moto Guzzi's first production liquid-cooled engine. Producing 115 hp at 8,700 rpm and 105 Nm of torque at 6,750 rpm, it incorporates for optimized performance across rev ranges and achieves around 5.3 L/100 km in mixed riding. This compact-block design balances the brand's traditional V-twin character with Euro 5+ compliance and enhanced .

Drivetrain and suspension advancements

Moto Guzzi pioneered the use of Cardan shaft drive in motorcycles, introducing it in 1928 on the GT 500 model, which featured a final drive system for efficient to the rear wheel. This design, utilizing a longitudinal shaft connected to a at the wheel, significantly reduced maintenance requirements compared to traditional chain drives by eliminating the need for frequent lubrication, tension adjustments, and replacements due to wear from road debris. The Cardan system became a hallmark of Moto Guzzi engineering, standardized across all V-twin models starting from the 1960s V7 series and continuing in modern iterations like the V7 Special. In the realm of suspension, Moto Guzzi advanced rear designs in the 1970s with a concentric Cardan integration, where the driveshaft runs coaxially within the to minimize unsprung weight and improve ride dynamics over rough terrain. A major leap came in 2005 with the introduction of the CARC (Compact Reactive Cardan) system on the Griso model, which integrates the driveshaft and suspension into a single-sided using floating arms and a double homokinetic with a torsion bar for progressive damping. This setup decouples reaction from the suspension, providing smoother power delivery and enhanced stability during and braking. Key innovations include Moto Guzzi's 1934 for an early swingarm suspension, which improved off-road stability through triangulated geometry and friction dampers, setting the stage for durable designs. In the 2000s, the Touring model incorporated adjustable preload rear shocks, allowing riders to fine-tune suspension for varying loads and conditions. The longevity of Moto Guzzi's shaft drive systems is renowned, with well-maintained examples routinely exceeding 200,000 km without major overhauls, thanks to the sealed gear's resistance to environmental factors. The CARC system's reaction control further enhances handling by reducing the lifting or squatting typical of traditional shafts, resulting in more predictable and composed ride characteristics.

Aerodynamic and experimental designs

Moto Guzzi demonstrated early leadership in aerodynamic research by constructing the world's first dedicated for motorcycles in at its headquarters. This pioneering facility, an Eiffel-type design powered by a 900-horsepower V12 , measured 28.5 meters in length and enabled precise testing of airflow over bikes at speeds matching their mechanical capabilities. Conceived by founder Carlo Guzzi and engineered with input from his brother, the tunnel marked a significant advancement in development, allowing the company to optimize fairings and rider positioning for reduced drag. The first tests involved Scottish racer Fergus Anderson, who evaluated postures on a rigged to minimize wind resistance during high-speed runs. The wind tunnel's data directly influenced production and racing designs, including aerodynamic enhancements for touring models like the Falcone in the and , where streamlined bodywork improved efficiency for long-distance travel. In the realm of experimental vehicles, Moto Guzzi explored hybrid concepts blending agility with utility, such as the Ercole motocarro—a three-wheeled production introduced in 1949, capable of hauling up to 1,500 kg (3,300 pounds) while maintaining off-road versatility. Though not commercialized on a large scale, these prototypes investigated modular transport solutions for , leveraging the company's V-twin engines for robust performance in non-traditional formats. Building on this legacy, Moto Guzzi integrated 1930s-era aerodynamic principles—seen in early fairings on racing singles for speed records—with modern techniques. In the , the V100 Mandello's aero kit was refined through over 200 hours of (CFD) simulations complemented by physical validation, resulting in deployable side deflectors that activate at highway speeds to enhance stability and reduce . This hybrid approach to underscores Moto Guzzi's ongoing commitment to experimental innovation, with the 2025 V100 Mandello edition—as of November 2025—honoring the facility's 70th anniversary through its optimized profile and red evoking historic testing, including updated for enhanced rider aids.

Products

Classic and heritage models

Moto Guzzi's classic and heritage models, primarily from the pre-2000 era, established the brand's enduring legacy of robust engineering and distinctive , influencing generations of riders through their emphasis on reliability, versatility, and characterful performance. Among the early single-cylinder motorcycles, the GT 17 stood out as a pioneering produced from 1932 to 1939, featuring a 498cc single-cylinder overhead-valve engine that prioritized functionality and reliability in an era of mechanical innovation. This model introduced advanced features like a sprung frame, marking a revolutionary step in and contributing to Moto Guzzi's reputation for durable, roadworthy machines suitable for long-distance travel. The Falcone (1950–1969) and its successor, the Nuovo Falcone (1969–1976), exemplified practicality with a 498cc air-cooled delivering 23 horsepower at 4,500 rpm, achieving a top speed of around 85 mph. Renowned as a and police staple, a significant portion of the approximately 20,000 units produced were for institutional use, valued for its low maintenance, horizontal engine layout that lowered the center of gravity, and robust construction that endured harsh conditions. Its simple design and external made it a among enthusiasts, symbolizing Moto Guzzi's shift toward utilitarian excellence. The introduction of V-twin engines in the late heralded a new era, with the V7 serving as the foundational model from 1967 to 1978, powered by a 703cc air-cooled 90-degree transverse V-twin producing 40 horsepower. This engine's innovative longitudinal and shaft-drive became the blueprint for the majority of subsequent Moto Guzzi motorcycles, influencing over 80% of the lineup through its balance of , longevity, and distinctive exhaust note. The V7's clean lines and upright captured the spirit of grand touring, earning acclaim for blending sporty handling with everyday usability. Building on this heritage, the series debuted in 1976 as a sport-oriented variant and continued production until 1994, evolving from the initial 850cc model to the 949cc version in the that generated approximately 72 horsepower at 7,000 rpm. With its aerodynamic fairing, triple disc brakes, and high-revving V-twin, the Le Mans embodied Moto Guzzi's racing pedigree adapted for street use, achieving top speeds over 130 mph while maintaining the brand's signature shaft drive for smooth power delivery. Its cultural significance lies in bridging grand touring comfort with performance, inspiring a dedicated following among sportbike aficionados. Touring icons like the , produced from 1970 to 2017, highlighted Moto Guzzi's prowess in long-haul comfort, particularly through its 1100cc V-twin variants that offered around 74 horsepower and a reliable shaft drive system ideal for extended journeys. The model's cruiser-style , footboards, and ample wind protection made it a favorite for cross-country adventures, with its air-cooled engine's low-end enabling effortless cruising at highway speeds. In the , the SP 1000 variant, a 948cc evolution, was adapted for police duties, featuring reinforced framing and lighting for institutional reliability in urban and applications. These heritage machines continue to inspire revivals, such as the 2012 V7 Classic, which faithfully recaptured the 1960s aesthetics with retro styling, spoked wheels, and a modernized version of the original V-twin while honoring the original's timeless design ethos.

Modern motorcycle lineup

Moto Guzzi's modern motorcycle lineup, evolving since the Piaggio acquisition in 2004, emphasizes a blend of the brand's transverse V-twin engine heritage with contemporary features tailored for diverse riding styles, including cruising, touring, adventure, and sport. The current offerings prioritize air- and liquid-cooled engines, advanced electronics, and ergonomic designs, appealing to riders seeking both classic aesthetics and modern performance. As of 2025, the portfolio centers on the V7, V85, V9, V100, and Stelvio series, with approximately ten models available, priced between €10,000 and €20,000, incorporating standard ABS, traction control, and connectivity through the Piaggio MIA app for navigation, telemetry, and vehicle diagnostics. The V7 series, introduced in 2007 and continuing to the present, remains a cornerstone with its 853cc air-cooled transverse , now delivering 67.3 hp at 6,900 rpm and 79 Nm of at 4,400 rpm following 5+ compliance updates. Variants cater to and tourer preferences: the V7 Stone offers a rugged, minimalist setup with blacked-out styling and a low 31.1-inch seat height, ideal for urban and light touring; the V7 Special provides a more refined tourer experience with chrome accents, a 19-inch front , and enhanced wind protection. The 2023 refresh introduced ride modes ( and ), which adjust traction control and engine mapping, while the 2025 lineup adds the V7 variant with sportier , including clip-on handlebars and a slightly higher output curve for dynamic road performance. All models feature a six-speed shaft-drive transmission and weigh around 445-465 lbs dry, ensuring accessible handling. In the adventure and touring segment, the V85 TT, launched in 2018, utilizes an 853cc air/oil-cooled V-twin producing 80 hp at 7,750 rpm and 83 Nm at 5,100 rpm, with for strong low-end torque (90% available by 3,500 rpm). Designed for all-terrain versatility, it includes tubeless spoked wheels (19-inch front, 17-inch rear), 230mm ground clearance, and a 23-liter for extended range, paired with fully adjustable suspension and off-road capable tires. Variants like the V85 TT Travel add touring amenities such as heated grips, a taller , and 48-liter panniers, while the V85 Strada focuses on road-oriented comfort with cast wheels. Standard electronics encompass cornering ABS, multi-level traction control, and four ride modes (, , , Off-Road). Complementing this is the 2025 Stelvio series, featuring a 1,042cc liquid-cooled V-twin generating 115 hp at 8,700 rpm and 105 Nm at 6,750 rpm, positioned as a premium adventure tourer with advanced radar-assisted safety features including collision warning, blind-spot detection, and . Variants include the Stelvio 1000 for standard adventure use, the Duecento Tributo limited edition celebrating the Stelvio Pass's 200th anniversary with exclusive livery, and the PFF Rider Assistance package for enhanced touring. It offers semi-active suspension, a 21-liter tank, and five ride modes. The V100 Mandello, introduced in 2021 with a 1,042cc liquid-cooled V-twin generating 115 hp at 8,700 rpm and 105 Nm at 6,750 rpm, marks Moto Guzzi's entry into premium touring. It features innovative adaptive via winglets that deploy at speed, semi-active suspension for real-time damping adjustments, and a 21-liter , with variants like the Wind Tunnel edition emphasizing wind protection and the S model adding premium finishes. For sport and cruiser enthusiasts, earlier models included the 1200 Sport. In 2011, Moto Guzzi offered the 1200 Sport Corsa Special Edition, a limited-edition variant based on the 1200 Sport. It featured a 1,151 cc air-cooled 8-valve V-twin engine producing 102 hp (75 kW) at 7,000 rpm and 108 Nm of torque, multi-adjustable Marzocchi forks, Marchesini three-spoke wheels, and special cosmetics including red/white/gold paint, gold detailing, and a two-tone saddle. The price remained the same as the standard model at £9,378. The V9 Bobber, debuted in 2016 and ongoing, employs an 853cc air-cooled V-twin tuned to 65 hp at 6,200 rpm and 73 Nm at 5,000 rpm, prioritizing torque-rich cruising. Its low-slung bobber styling includes a solo seat at 30.7 inches, aluminum wheels, and a compact 15-liter , with brakes and traction control for confident handling. The model received power and emissions updates in , enhancing mid-range usability without altering its laid-back character. Previously, the MGX-21 (2016–2019) represented a high-performance pinnacle with a 1,380cc air-cooled V-twin outputting 160 hp at 6,500 rpm and 112 Nm at 4,500 rpm, but as a limited-edition run of 1,500 units, it focused on luxury with a stretched and drag-bar controls before discontinuation. Across the 2025 lineup, safety and rider aids are unified with two-channel ABS (cornering-enabled on higher models), adjustable traction control, and the MIA app for integration, allowing customizable dashboards, route planning, and maintenance alerts via smartphone. This connectivity, combined with LED lighting and optional cruise control on touring variants, positions Moto Guzzi's modern offerings as technologically refined yet true to their Italian heritage.

Non-motorcycle offerings

Moto Guzzi offers a range of official accessories designed to enhance the functionality and customization of its motorcycles, including luggage systems tailored for models like the V85 TT. These include practical tank bags with a capacity of 5 liters, suitable for storing small items such as wallets and phones, often equipped with rain covers for weather protection. Rear racks and side bag supports are also available, providing secure mounting options for panniers and top cases to support adventure touring needs. In addition to standard parts, Moto Guzzi enthusiasts can access custom exhaust systems through specialized brands like Mistral, which produces stainless steel conical exhausts compatible with models such as the V7 850 and V85 TT. These aftermarket options, available in polished, satin, or matte black finishes, allow for while maintaining standards where applicable. The company's apparel line, integrated under the Group since 2004, features rider-focused gear and lifestyle items emblazoned with the iconic eagle emblem. Offerings include full-face and open-face helmets, protective jackets, trousers, and gloves designed for comfort and safety during rides, alongside casual collections such as t-shirts and sweatshirts that celebrate the brand's heritage. Annual updates tie these items to current models, emphasizing durability and style for both on- and off-road use. Beyond two-wheeled vehicles, Moto Guzzi has a history of producing three-wheeled utility vehicles, notably the Ercole series introduced in 1946. Powered by a 500 cc , the Ercole served as a robust delivery trike for commercial and agricultural tasks, featuring a five-speed transmission with reverse and exceptional even under full load; production continued until 1980. Commercially, Moto Guzzi engages in licensing agreements for branded merchandise, enabling the production of items like metal license plate frames and vintage-style accessories that extend the eagle logo's presence beyond vehicles. While the brand maintains compatibility for certain spare parts within the ecosystem, its focus remains on motorcycle-centric enhancements rather than broader vehicle categories like ATVs.

Facilities and heritage

Manufacturing and headquarters

Moto Guzzi's headquarters and primary manufacturing facility are situated at Via Parodi 57 in , on the shores of in , where the company was established in 1921. The site encompasses approximately 50,000 square meters, including dedicated assembly lines for motorcycles and engines, serving as the exclusive production hub for all Moto Guzzi vehicles. As part of the Group since 2004, the facility maintains operational independence while benefiting from group-wide resources. In 2025, the plant is undergoing a major modernization and expansion project, announced in 2021 and expected to complete in mid-2026, to enhance production capacity, incorporate advanced , and create public spaces while preserving historic elements. Manufacturing emphasizes artisanal craftsmanship combined with modern , with engines hand-assembled on lines such as the one dedicated to the V7 series, producing around 20 units per day. Frames undergo CNC in-house, and key components like cardan shafts are produced internally, accounting for about 80% of the motorcycle's parts to ensure and preserve traditional engineering techniques. The process prioritizes precision and durability, reflecting Moto Guzzi's heritage of longitudinally mounted V-twin engines and shaft-drive systems. The facility operates with an annual production of over 10,000 units as of , supporting a global distribution network while focusing on limited-volume, high-quality output. The workforce consists of approximately 250-300 skilled employees, many participating in training programs to uphold hand-built standards. The draws from local Italian sources for and components, supplemented by Asian suppliers for , ensuring a balance of heritage and innovation. Sustainability efforts align with broader environmental goals under Group oversight, including planned photovoltaic systems.

Museum and archives

The , situated in on the shores of , was established in 2000 within repurposed former factory buildings to safeguard and showcase the brand's storied legacy. This dedicated space serves as a vital repository for the evolution of Moto Guzzi motorcycles, highlighting their engineering ingenuity and cultural significance since the company's founding in 1921. By 2025, the collection has grown to encompass more than 150 motorcycles, ranging from the pioneering 1921 GP racer to the contemporary 2021 V100 Mandello, offering visitors a chronological journey through a century of innovation. Central to the museum's exhibits are standout artifacts that illustrate Moto Guzzi's technical prowess and historical milestones, including a prominent display of the rare 500cc V8 racing engine from the , renowned for its revolutionary transverse V-configuration. The wartime Falcone motorcycle, adapted for military use during , exemplifies the brand's resilience and adaptability under duress, while a collection of racing trophies underscores Moto Guzzi's dominance in Grand Prix and endurance events. To enhance educational engagement, interactive cutaway models of engines reveal the intricate cardan shaft drive system, a hallmark of Guzzi that eliminates chain maintenance issues. These elements not only preserve physical artifacts but also convey the mechanical philosophy that has defined the brand. Complementing the museum is an extensive archives section housing original blueprints and technical drawings from the Carlo Guzzi era, which document the development of iconic models and prototypes. The archives provide certification services, such as certificates of origin and technical spec sheets, upon request for owners and researchers. The museum draws significant visitor interest, with over 22,000 visits during the 2024 event alone. Guided tours, priced at €10 and lasting one hour, provide in-depth insights and occasionally include a glimpse into the adjacent assembly processes. The 2025 featured exhibits highlighting the brand's history and the ongoing factory transformation. Many classic and heritage models, such as early V-twins, are prominently displayed to evoke the timeless appeal of these machines.

Racing and motorsport

Pre-war and immediate post-war successes

Moto Guzzi's racing endeavors in the 1920s marked the beginning of its dominance in European motorcycle competition, with the company's first major victory coming at the 1921 , where Gino Finzi piloted the 500cc C4V to success in the demanding Sicilian road race. This triumph was followed by further achievements, including the 1924 win in the 500cc class, secured by Guido Mentasti on the C4V, which finished first, second, and fifth overall. By the end of the decade, Moto Guzzi had amassed numerous victories in Italian road races and hill climbs, leveraging innovative overhead-camshaft (OHC) engines that propelled models like the 250cc SS to top speeds around 125 km/h, establishing the brand as a formidable contender. The 1930s represented a golden era for Moto Guzzi in international racing, highlighted by multiple successes in the motorcycle category of the , including wins in 1929 and 1930 by riders such as Mario Colombo. The pinnacle came in 1935 at the Isle of Man Tourist Trophy, where Irish rider Stanley Woods achieved a rare double victory, winning both the 250cc Lightweight TT on a single-cylinder Guzzi and the 500cc on a twin-cylinder model, averaging speeds that underscored the engineering prowess of Moto Guzzi's OHC designs. These accomplishments contributed to dozens of national and international wins during the decade, solidifying Moto Guzzi's reputation for reliability and performance in grueling road events. Following , Moto Guzzi swiftly resumed competitive activities, capturing the 1946 Italian Cadets Championship in the second category with rider Bruno Ruffo, who secured nine victories in eleven starts aboard a factory-prepared machine. In the , the company expanded its success into trials competition, where 250cc single-cylinder models excelled in off-road challenges. By 1957, prior to withdrawing from Grand Prix racing, Moto Guzzi had accumulated over 3,000 official victories in national and international races, a testament to its pre-1960 legacy in and trials.

Endurance racing and modern events

In the 1970s, Moto Guzzi expanded its involvement in endurance racing with the V7 Sport, a model derived from the V7 roadster and featuring a longitudinally mounted 748 cc . This bike served as the basis for competition entries in long-distance events, including precursors to the Paris-Dakar Rally such as transcontinental raids that tested reliability over rough terrain. The V7 Sport's robust design proved suitable for such challenges, emphasizing durability in extended rallies across and . A highlight came in 1971 at the 24-hour race at , where an 850 cc version of the V7 Sport, ridden by factory team members, secured third place overall after leading for the first 10 hours before a mechanical issue with a rocker arm slowed the effort. In 1973, another entry, piloted by Guido Mandracci and Raimondo Riva, dominated for 18 of the 24 hours but retired due to gearbox failure, underscoring Moto Guzzi's competitive edge in the event despite close calls. These performances highlighted the V-twin's and shaft-drive reliability in high-stakes formats. During the and 1990s, under ownership, Moto Guzzi maintained a factory endurance program focused on 1000 cc V-twins like the series, which evolved from the V7 lineage with updated carburetion and suspension for sustained high-speed racing. These machines competed in international events, including the in , where Moto Guzzi entries raced through the night in the 1980s, showcasing the brand's commitment to global endurance circuits. The era supported privateer and semi-factory efforts, building on the model's reputation for longevity in 24-hour battles. The marked a revival following Aprilia's acquisition of Moto Guzzi in , which injected resources for renewed competition, including demonstrations at shows highlighting updated V-twin prototypes. This period saw Moto Guzzi's involvement in the Italian Superbike Championship with the 1000 RR homologation special based on the production bike. In the , Moto Guzzi shifted toward adventure-oriented endurance with the V85 TT, introduced in 2018 and styled after classic machines, participating in events like Italy's Motorally to demonstrate off-road capability. Customer and semi-supported teams used the V85 in long-distance adventure rallies, leveraging its 853 cc air-cooled V-twin for reliability in multi-day challenges blending tarmac and gravel. From 2020 onward, factory racing has been limited, with Moto Guzzi emphasizing customer-led endurance through programs like the Fast Endurance European Cup, launched in 2019 and continuing into the 2025 season as a one-make series for V7 and V9 models on club-level tracks, featuring events on circuits such as Vallelunga and Misano. These events foster participation without full factory backing, while models like the V7 see use in ultra-long-distance customer rides such as challenges, testing the bikes' touring endurance over thousands of miles. No return to WorldSBK has occurred since the early , reflecting a focus on heritage-inspired, accessible .

Community and legacy

Rider clubs and events

Moto Guzzi enthusiasts form a global community through various rider clubs that foster camaraderie, technical knowledge sharing, and organized rides. The Moto Guzzi National Owners Club (MGNOC), founded in 1970 in the United States by Dennis Sterlace and Frank Wedge as a correspondence club, has grown into an international organization with approximately 3,200 members across all 50 U.S. states, several Canadian provinces, and 16 other countries. In , numerous official Moto Guzzi clubs operate, including the Moto Guzzi Club GB, established in 1976 and boasting more than 3,100 members in the , , and overseas, along with over 40 local branches. Collectively, these clubs represent a global community of Moto Guzzi enthusiasts, emphasizing the brand's enduring appeal among riders. Annual events serve as key gatherings for club members to celebrate the brand and enjoy group activities. The International Motoraduno Città della Moto Guzzi in , , has been held annually since 1922, reaching its 103rd edition in 2024 and its 104th edition in 2025, drawing around 30,000 attendees for factory tours, exhibitions, and rides along . In the United States, the MGNOC hosts its annual , such as the 50th edition in June 2024 at the Grant County Fairgrounds in John Day, , where participants engage in trail rides, technical seminars, and social events. These rallies often feature heritage models, highlighting the bikes' classic designs during scenic group outings. Moto Guzzi supports rider engagement through structured programs and digital platforms. The Moto Guzzi Academy, launched in recent years as part of the brand's riding programs, offers advanced handling courses at select locations to improve skills for owners and enthusiasts. Club members benefit from perks like options beyond the standard 24 months, available through official dealers to cover additional years of and repairs. Digitally, forums such as GuzziTech provide a hub for technical discussions, with dedicated sections for models like the V7 and V100 Mandello accumulating thousands of user posts on maintenance and modifications. The official Moto Guzzi app, integrated with the MIA connectivity system, enables riders to access trip data and notifications, while the Proud Owners portal delivers event alerts and exclusive member updates.

Cultural impact and sustainability efforts

Moto Guzzi motorcycles have left a significant mark on , appearing in over 50 films since the , often symbolizing Italian ingenuity and adventure. Early examples include neo-realist Italian cinema such as An American in Rome (1954), where rode a Moto Guzzi, and The Traffic Policeman (1960), featuring on a Falcone Sport model. The brand gained international recognition in Hollywood productions like the film Diamonds Are Forever (1971), with piloting a V7, and (1983), where Roger Moore's police escorts used California bikes. These appearances, alongside roles in Oscar-winning films like (1997), have cemented Moto Guzzi's image as an icon of stylish, reliable Italian engineering. The brand's cultural resonance extends to advertising and custom culture, embodying the essence of Italian lifestyle since the mid-20th century. Advertisements from the , such as those showcased at the Fiera Campionaria in , highlighted models like the Airone 250 for and the Motoleggera 65 scooter, portraying Moto Guzzi as accessible symbols of post-war mobility and elegance. This heritage has inspired generations of custom builders, particularly in the cafe racer scene, where workshops transform V7 and models into sleek, performance-oriented machines, as seen in builds documented by enthusiast outlets. To commemorate its centennial in 2021, Moto Guzzi released Moto Guzzi: 100 Years of a Legend, a comprehensive volume chronicling the brand's history, innovations, and cultural influence through stories, photography, and contributions from international personalities. The book underscores Moto Guzzi's enduring legacy as a beloved Italian icon. In recent years, Moto Guzzi has prioritized as part of the Group's broader environmental strategy. The 2023 Decarbonisation Plan commits to reducing Scope 1 and 2 production emissions by 42% by 2030, aligned with Science-Based Targets initiative methodology, and achieving net-zero emissions across operations by 2040. This includes investments in , process efficiency, and low-emission technologies applicable to Moto Guzzi's facility on . The V100 Mandello's development emphasizes and environmental considerations in manufacturing, supporting the group's goals for sustainable mobility.

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