1927, Tourist Trophy. Carlo Guzzi writes to Angelo Parodi communicating “live” the changes to be made based on the problems that emerged during the race, such as the frame breaking. Guzzi demands two internal reinforcement tubes for the 250; he complains of a small cylindrical hole in the center of the valve flare not foreseen in the drawings: “this is done out of carelessness: please notify the plant manager of this, because it causes self-ignition”. Finally, the necessary reinforcement to the pivots of oscillation of the fork. A striking example of how important racing is; not only for prestige but above all for product development.
Sport 14
The despair of historians and collectors: a bike that was developed step-by-step over a (nearly) two year period: first the fins increased on the head and cylinder, then front drum brake, widened fenders, new saddle and new silencer, then again aluminum footrests, Bosch magnet dynamo which was then exchanged for a Miller, not to mention the transition from nickel to chrome plating … 30 improvements, a puzzle for the last ‘sottocanna’ of Mandello of which 4285 units were built from 1929 to 1930.
Naco and Norge.
The stellar history of Moto Guzzi is studded with special men, often unseen and out of the limelight. Giuseppe Guzzi, Carlo’s brother, joined the factory when the first technical department was born in 1927, and its supervision was entrusted to him as the external consultant. His role will be very important: Carlo was brilliant with his ideas and Giuseppe was as important to their implementation as he was to the development of the factory. His personality led him to make long trips alone with his Sport 500: Paris, Pyrenees, Vienna, Budapest, Carpathians, Slesia … In the Carpathians he broke the frame and fixed it with inner tubes, discovering that the bike thus arranged was an improvement. “Te set che la va mej insci?” (“Do you know that it is better this way?”) He said to his brother Carlo. The GT 500 was born from this experience, the first Gran Turismo Moto Guzzi, the first to be equipped with rear suspension. Innovation, again
60 hp / liter.
Motociclismo magazine, analyzing the new Moto Guzzi 250, can’t contain its enthusiasm: “The Guzzi engine’s power is so impressive that it makes the performance of all the major Grand Prix car manufacturers – except Bugatti – pale in comparison, and should enable the motorcycle in which it is mounted very significant speeds that would allow it – we believe – a sure victory even in the lions’ den, if – as it now seems certain – it decides to go to the Isle of Man to compete in that Tourist Trophy which is rather the Golden Fleece of our desires for European affirmation in the motorcycle field “.
And indeed.
Pietro Ghersi in Lightweight (the 250 TT race) is amazing. He stays in the lead for a long time, in front of all the home riders who know that terrible track by heart, then he has to change the spark plug and finally a refueling makes him drop to second position which he keeps at the finish line, only to lose because the changed spark plug was not regulation.
250.
1926. Carlo Guzzi imagines developing a 250, initially for competition. He designs a motorcycle utilizing many of the winning ideas of the 500 ‘in a small package’, with 60 horsepower / liter, which through continual development will lead to 3 world championships, 16 national championships, 16 victories at the Grand Prix of Nations, 9 at the Circuito del Lario, 7 at the Tourist Trophy etc., etc,… and will remain for almost 30 years the absolute reference among racing bikes, one of the most victorious ever, something today comparable to… to…. to nothing. No model today has had such a long-lasting success.
What is the secret of success?
Moto Guzzi has remained a continually growing and highly successful company worldwide. Why? Certainly thanks to innovation, intuition, technical and organizational skills, and to funding … But, at a less obvious but more fundamental level, was the ability to manage and ‘do business’, with prudence and parsimony, elements which characterized both Carlo Guzzi and Giorgio Parodi. In addition, Carlo Guzzi also knew how to assign tasks to the best: with great intuition and common sense. He didn’t hesitate to encourage employees or move them to tasks for which they were more suitable, achieving the double efficiency of the right person in the right place, all while making them happy doing what they enjoyed.
42 wins and 50 records.
1925: the C4V is still the bike to beat. Despite tragically losing Guido Mentasti, Moto Guzzi continues to win, with Primo Moretti, Guido Corti, Amedeo Ruggeri and Pietro Ghersi who, without a crash on the last lap, would have finished in overwhelming superiority at the Lario Circuit. However where they do not win they are scary, as in Monza, where Visioli, Casali and Moretti alternate in the lead stopped only by the falls of others or by technical problems, such as the loss of the fuel cap. And 50 speed records will be broken on the same circuit. A Moto Guzzi that is no longer a mere promise.
Exaggerate.
Is the name given to the engine build to explore every possible solution. Perhaps the clearest example of Carlo Guzzi’s attitude: trying new solutions, finding new ways, experimenting and testing in all conditions, both climatic and environmental: his bikes had to work well both at sea level and in the mountains. A winning attitude.
Congratulations, Moto Guzzi.
“We do not regret the defeat, especially since it is imposed by Italian men and machines for which we feel the most sincere admiration. The best bike and the strongest champion have triumphed. We must rejoice and think seriously about the upcoming competitions ”. These are the words of Mr. O ‘Donovan, managing director of Norton, after the amazing Moto Guzzi victory in Monza. Words of admiration and – above all – concern. The end of British domination in the 500 class had begun and continued the following year, 1925. Carlo Guzzi and Giorgio Parodi understood that with the new C4V they could do great things. And they would.
