Feeding my Guzzi addiction I recently bought a loop frame bike which has various 'Police' attributes such as the handlebars, foot boards, and left hand (4 speed) gear shift, but I'm not sure how many are original. I'm having fun trying to identify what it actually started out as. It was imported in 1994, but I don't know where from, my V5 says it's 1969, there's no vin plate but the numbers (some substituted with #) stamped on the headstock say VM4#BE and below that 7##7, it's been powder coated so quite hard to make out, engine number is 15##4. It's got VHB29 Dellorto's but again not sure if they're original.

I've had a quick trawl on line but it all seems rather ambiguous, any pearls of wisdom gratefully received! Sorry Ian, I just meant it had the long Police side stand, what a bonus that they don't flip up!

I had another scout round today and there's no sign of siren mounts so I'm pretty sure it's a civilian bike hats been accessorised over the years, which is fine as I love the way the Police bikes look. It' also has the Police dash and a Cycle Garden solo seat, it'll make a great cruiser, so different from the Harley norm. It needs a bit of work, but I have a pesky cafe racer to finish before it gets my complete attention.

Contents.History 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 Moto Guzzi was conceived by two aircraft pilots and their mechanic serving in the (the Italian Air Corp, CAM) during: Carlo Guzzi, Giovanni Ravelli and Giorgio Parodi. Assigned to the same Miraglia Squadron based outside Venice, the three became close, despite coming from different socio-economic backgrounds.

The trio envisioned creating a motorcycle company after the war. Guzzi would engineer the motor bikes, Parodi (the son of wealthy Genovese ship-owners) would finance the venture, and Ravelli (already a famous pilot and motorcycle racer) would promote the bikes with his racing prowess. Guzzi and Parodi (along with Parodi's brother) formed Moto Guzzi in 1921. Ravelli, ironically, had died just days after the war's end in an aircraft crash and is commemorated by the eagle's wings that form. Moto Guzzi Airone Sport 1949.In the 1950s, Moto Guzzi, along with the Italian factories of and, led the world of.

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 between 1953 and 1957. In realizing that low weight alone might not continue to win races for the company, Carcano designed the —whose engine was to become one of the most complex engines of its time. Despite the bike's having led many races and frequently posted the fastest lap time, it often failed to complete races because of mechanical problems. Ultimately, the V8 was not developed further as Moto Guzzi withdrew (together with the main competitors Gilera and Mondial) from racing after the citing escalating costs and diminishing motorcycle sales. By the time of its pull out from Grand Prix racing, Moto Guzzi had won 3,329 official races, 8, 6 and 11 victories.The period after 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 became very popular in post-war Italy. 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, Guzzi competed less directly with manufacturers of small-wheeled scooters such as Piaggio (Vespa). 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.

1967–1973 – SEIMM years. 850In 1976, Guzzi released the, a cafe racer that was a stylistic masterpiece and still today considered one of the most iconic and sought-after of all Guzzis. 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 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. Fewer than 2,000 of the round taillight bikes were made and they are the most desirable Guzzi of the era. The second production run, known as the Series 2 and totaling around 4,000 bikes, 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 of Series 2 bikes were white.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. The former was a common feature of contemporary Japanese motorcycle design, whilst the latter was. 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.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.Moto Guzzis have used an 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 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, and SEIMM merged to create Guzzi Benelli Moto (G.B.M. 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 Under the helm of, acquired Moto Guzzi S.p. A on 14 April 2000 for $65 million. According to the original press release,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.

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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. 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 and the subsidiary, Kymco reportedly making the highest offer.The Moto Guzzi assembly line closed for a short period in March 2004, due to the financial difficulties.

2004 onwards – Piaggio years On 30 December 2004, acquired Aprilia.Moto Guzzi S.p.A officially becomes a Unico Azionista of Piaggio, part of Immsi S.p.A. Investments have allowed 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. The company has begun making limited collectors' editions of Guzzi originals. Key people The following is a list of key people associated with Moto Guzzi since its launch.Founders:. Carlo Guzzi (1889–1964): conceived the marque with Giovani Ravelli and Giorgio Parodi – each members of the mechanics Italian Air Corp.

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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 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. 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 '.

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).

(1925–2015) had sold 'parallelogrammo' rear suspension kit in the early 1980s to resolve similar anti-torque issues.Moto Guzzi's current Breva 750, Nevada 750, and California Vintage fall below the threshold that requires an anti-jacking drive-shaft system.The Breva 1100, Norge, Bellagio, Stelvio and 1200 Sport feature Guzzi's recently patented system, marketed as Compact Reactive Shaft Drive – also known as Ca. 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. Rear swingarm suspension By 1928, long-distance motorcycle travel was limited by the lack of an 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 in northern.

Despite the very poor condition of European roads at that time, Giuseppe Guzzi reached the 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. Main article:The Moto Guzzi Grand Prix V8, introduced in 1955, was a 500 cc racing motorcycle fitted with a using (DOHC). The engine was conceived by Giulio Carcano, Enrico Cantoni, Umberto Todero, and Fergus Anderson just after the 1954 Monza Grand Prix and designed by Dr.

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. Exterior View, The Moto Guzzi Wind Tunnel, Moto Guzzi Headquarters, Mandello del Lario, ItalyIn 1950 Moto Guzzi created the first motorcycle, 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, designer of the in Paris), consisting of three sections. Air is drawn into the 'Air Duct' with an aperture of 8.2 m (26.9 ft), air speed 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 placed at a 90–degree angle to the airflow in the tunnel.It is unknown to what extent the wind tunnel is used currently. Moto Guzzi's Large Wheel ScooterThough the design criteria of a 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. Main article:Moto Guzzi models currently in production include the MGX-21, V7 III, V9, 1400 cruiser, Griso 1200 sport/standard hybrid, Eldorado, and Audace. Recent models have included the Norge 1200 /GT, Stelvio, 1200 Sport and MGS-01 Corsa, Breva 750, Breva 1100 and Breva 1200, as well as the Nevada and Bellagio.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.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.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. ) 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 police. Factory, company headquarters and museum Since 1921, Moto Guzzi headquarters have been located in on the Lecco branch of.

The facility began at a size of 300 m 2 (3,200 sq ft), and by the early 1950s Moto Guzzi covered 24,000 m 2 (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 m 2 (580,000 sq ft), operating at approximately 50% of production capacity.During its ownership tenure, considered moving the entire operation to, under protest from the Guzzisti and Mandello factory workers. Instead, Aprilia renovated the factory in 2004 at a cost of $45 million.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 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'.

The actual dimensions of the Palma de Mallorca map are 5100 X 4956 pixels, file size (in bytes) - 5049716. You can open this downloadable and printable map Register Free To Download Files File Name: Mapa Mallorca Ale Kompass PDF. Jacques barzun the modern researcher pdf converter. Stature, a small platform should be placed on the floor to achieve the.

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 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. See also. de Burton, Simon (4 April 2014).

Classic Driver. Retrieved 19 February 2018. Closen, Uli (March 2013). Veloce Publishing Ltd. Retrieved 19 February 2018. Ian, Ian (11 July 2017).

Retrieved 19 February 2018. ^. Vertical Scope.

15 March 2011. From the original on 12 October 2012. Retrieved 6 August 2013. ^. Retrieved 7 September 2007. ^. Rider Magazine.

Archived from on 30 September 2007. Retrieved 3 September 2007. The Wall Street Journal,. As engineering products, Moto Guzzis are handcuffed to the brand's distinctive—and distinctly questionable—transverse 90-degree V-twin engine, a configuration that reaches back to the 1960s. The V of the cylinder heads sticks out the sides of the motorcycle, and the crankshaft runs lengthwise, longitudinal to the bike. The New York Times, NORMAN MAYERSOHN and DANIEL McDERMON, 28 October 2011.

What ties the models together is a common architecture of 90-degree V-twin engines with a literal twist: the cylinders jut left and right, with the crankshaft in line with the bike’s frame rather than across it. This makes it logical and simple to engineer a shaft-drive system, a brand hallmark that Guzzi’s current models use. ^ (in Italian). Archived from on 4 January 2008. Retrieved 5 November 2007.

Moto Guzzi. The Independent. Archived from on 4 January 2008.

Retrieved 5 September 2007. ^. Dow Jones MarketWatch. Retrieved 4 September 2007. 14 April 2000. Retrieved 4 September 2007. Archived from on 4 January 2008.

Archived from on 18 February 2009. AMA. Motorcycle Classics Jan/Feb 2009. Moto Guzzi's Retro Ride 2013-04-15, Forbes page 106. Powersports Network. 8 September 1998. Retrieved 6 September 2007.

^. 11 December 2006. Archived from on 28 September 2007. Retrieved 6 September 2007. Powersports Business. 13 November 2006.

Moto Guzzi Engine Serial Numbers

Retrieved 6 September 2007. Motorcycle.com, Dennis Chung, 27 February 2013. The Wall Street Journal.

Moto Guzzi Production Numbers

Piaggio Press Release. (PDF).

Motorcycle Consumer News. December 2006. Retrieved 4 September 2007. (PDF).

Motorcycle Consumer News. Retrieved 4 September 2007. Retrieved 5 November 2007.

^ (PDF). Archived from (PDF) on 29 September 2007. Retrieved 7 September 2007. Retrieved 30 August 2019.

Archived from on 4 July 2009. Retrieved 26 June 2010.External links Wikimedia Commons has media related to. at.

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