Moto guzzi engine identification numbers

The Stornello name lives on in the new 750cc Moto Guzzi V7 scrambler. The Stornello continued in this form until Moto GuzziвЂ™s (and BenelliвЂ™s) acquisition by Alejandro de Tomaso in 1973.Дe Tomaso provided the cash injection Guzzi needed to revamp its range, and the Stornello was replaced by a new 2-stroke 125cc model with more competitive power and a 125cc 4-stroke twin, which would form the basis of the Moto Guzzi/Benelli 254 250cc 4-cylinder. The 125cc version was now good for 12 horsepower, while a new gas tank and bodywork updated the aesthetics.

Facing serious competition from domestic rivals like the sporty overhead cam Gilera Arcore 125 and more powerful Japanese competitors, the Stornello range was completely revised for 1971 with more power and a 5-speed transmission. But by this time the StornelloвЂ™s styling was dated and the 125cc and 160cc engines underpowered.

as the Stornello Scrambler America.ДЎ968 saw the introduction of a 160cc version of the Stornello, with a 58mm bore and 12.6 horsepower at 7,500rpm giving a top speed of 74mph without significantly affecting fuel consumption. A street version of the Regolarita with lights was produced from 1965 to 1967 in Europe, and sold in the U.S. And while this was the last year of factory support, Stornello Regolaritas were popular with privateer entrants for the rest of the decade. The Moto Guzzi factory entered a team of 10 Regolaritas (125cc Stornellos, and 175cc and 250cc Lodolas) in the 1963 International Six Days Trial, taking the International Silver Vase and placing second in the International Trophy class. It made 12 horsepower at 8,000rpm and wore a high-level exhaust, braced high-rise bars and a single seat. The Regolarita offroad competition model was introduced for 1962. The standard model, now called Tourismo, continued unchanged. Equipped with clip-on handlebars, a bum-stop seat and alloy rims, the Sport was good for a claimed 70mph. A Sport version followed in 1962 featuring a new cylinder head with revised valve angles in a hemispherical combustion chamber, centrifugal oil filter, higher compression (8.5:1) and a larger 20mm DellвЂ™Orto carb for 8.5 horsepower at 7,500rpm. Performance was competitive for its class with a claimed 63mph top speed while returning around 100mpg. Sparks and 6-volt lighting were provided by a flywheel magneto. With an 18mm DellвЂ™Orto carburetor, the wet-sump engine produced 7 horsepower at 7,200rpm and drove a 4-speed transmission via helical gears. The iron-cylindered 123cc (52mm x 58mm bore and stroke) 4-stroke single featured two parallel overhead valves in its light alloy head and 8:1 compression. Brakes were single-leading-shoe front and rear, and approximately 5-1/4 inches in diameter. The chassis ran on 17-inch steel-rim wheels shod with 2.75-inch rear and 2.5-inch front tires. Yet while keeping production costs in check, Carcano nevertheless penned a proper motorcycle with a dual-downtube, open-cradle steel frame, dual shocks controlling the swingarm rear suspension and a hydraulically damped telescopic front fork. This led to the increasing importance of the 125cc class: GuzziвЂ™s Stornello (вЂњStarlingвЂќ) of 1961 perfectly fit the new market reality.Д«etter known for his race bikes, it was GuzziвЂ™s Giulio Carcano who designed the modest Stornello. Those that survived the decade (Moto Guzzi, Ducati and Benelli, for example) did so by producing sturdy and sporty small bikes for those still unable or unwilling to buy a car.

Yet by the end of the next decade, famous names like Bianchi, FB Mondial, Rumi, Ceccato and Itom had either ceased motorcycle production or were absorbed into larger companies like Piaggio. With more than 500,000 motorcycles produced in 1959, the industry was coming off a record year and the future looked bright. Just as the Mini did in Britain, FiatвЂ™s 500 Cinquecento, introduced in 1957, devastated the Italian motorcycle industry in the 1960s. Engine: 123cc (52mm x 58mm) air-cooled OHV single

Moto guzzi engine identification numbers