1963 Moto Guzzi Falcone Sport
(Page 4 of 5)
July/August 2009
By Robert Smith
The history of Guzzi
Aircraft mechanic Carlo Guzzi, and aviators Giorgio Parodi and Giovanni Ravelli were all serving in the Italian Air Corp during World War I when they conceived the idea of a motorcycle company. Guzzi would design the bikes, the wealthy Parodi would contribute startup capital, and Ravelli would promote the machines by racing them.
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Sadly, Ravelli was killed in the last days of the war, but his spirit is commemorated in the Guzzi eagle wings logo. Bereaved but undaunted, Guzzi and Parodi set up shop in Mandello del Lario on the eastern shore of Lake Como.
Not surprisingly, the first Guzzi-Parodi borrowed much from aircraft-engine technology, with a horizontal engine for optimum cooling, a 4-valve OHC cylinder head, automatic pressure lubrication and an external flywheel. The production 1921 500cc Normale retained many features of the prototype, but substituted an inlet-over-exhaust (F-head) system.
The 1928 GT introduced rear suspension, employing a pivoted fork with coil springs hidden in a box under the frame — an idea that would be revived in the 1980s by Harley-Davidson.
The basic road-going 500cc single continued into the 1930s as the GTW, joined by the less expensive, lower compression GTV. Sportier was the 26hp GTC of 1937 with distinctive high-level, two-pipe exhaust and overhead valves. The sportiest of the pre-World War II Guzzi 500 singles was the 28hp Condor with alloy barrel and cylinder head, and a new alloy rear subframe that contributed to a weight savings of 44 pounds.
The GTW and GTV continued after World War II, but with Guzzi’s interpretation of the telescopic fork, an upside-down unit presaging the much later trend to inverted types. Both machines retained their cast-iron cylinders and heads with exposed valve springs, but gained hydraulic rear dampers.
In 1946, the 33hp Dondolino replaced the Condor as Guzzi’s highest performance street racer. It’s said the name (“rocking horse”) derived from the effect the extra power had on the always-elastic frame during enthusiastic cornering!
In 1949, the GTV finally acquired an alloy cylinder and head, and enclosed valves, to become the Astore. The Falcone joined the existing road models in 1950. Essentially a detuned Dondolino, the Falcone featured alloy wheel rims and a sporty riding position. Although the engine produced just 23hp at 4,500rpm, the Falcone was pretty sporting for its day, with a top speed of around 85mph.
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