Old Bike Australasia: Moto Guzzi Falcone — Italian Stallion — Shannons Club

31 Янв 2015 | Author: | Комментарии к записи Old Bike Australasia: Moto Guzzi Falcone — Italian Stallion — Shannons Club отключены
Moto Guzzi Falcone Sport
Moto Guzzi Falcone Sport

Old Bike Australasia: Moto Falcone — Italian

Story: Jim Scaysbrook Photos: Pratt, Keith Bryen and Jim

It can be a bit tricky, identifying a real because although the model was from 1950 to 1963, that survive today had their provenance somewhat by restorers who have converted, at cosmetically, the more plentiful and ex-military Turismo models the far more desirable Falcone.

But getting ahead of ourselves because any appraisal of the Falcone to start at the very beginning of Guzzi itself, 90 years The basic 500 cc design that endure as the Falcone until started out as the 500 cc Normale (‘Standard’), itself was a toneddown production of the delicious 4-valve bevel-driven overhead camshaft prototype by Carlo Guzzi and financed by Parodi.

Referred to as the GP (for the prototype was ‘productionised’ to the extent the cast iron cylinder on the horizontal single became exhaust-over-inlet design with the inlet valve controlled by a spring while the exhaust used a hairpin spring. power output of the 88 x 82 mm bore and engine was 8 hp with a weight of 278 lb kg). Instead of the pressure-fed system on the GP, the Normale used

The twin front downtube used a rigid rear end un-damped girder front The company name was also to Moto Guzzi as Parodi the GP appellation might be confused his own initials.

For the initial production only 17 examples of the dark green Normale were Quite separate from the production machines, special versions beginning with the valve C2V and later the 4-valve C4V built and were highly in record breaking and road The C2V was actually produced to special and were popular with the who could afford them.

The two decades were a time of evolution for the Normale, which became the Sport. The Sport was with lights as an extra, and a brake as standard, while tweaks pushed the power up to 13 hp at rpm. In 1928, the Sport was by the Grand Tourismo (GT) boasted a frame with arm rear suspension, the springing by rods operating springs in a box the engine unit.

The sprung frame concept however, slow to catch on the buying public, although the racing C4V began to achieve with this design, of the GT picked up.

1928 also saw the Sport 14 introduced, still the rigid frame but offered magneto ignition and a Miller A road-going production version of the C2V the 2VT, came on stream in offering the extra performance of the OHV and restyling that included a saddle-style fuel tank. became the GT 2VT in 1934, using the frame.

Meanwhile, the mainstay still using the venerable valve arrangement, became the 15 in 1931 and endured until as the biggest selling model in the

The mid 1930s saw Moto Guzzi out into the construction of a model designed for military use; the GT 17. configurations were available, those with armament The GT 17 also found favour police departments in Europe.

the production 500 was extensively redesigned for to become the 500V, using valves with hairpin a fourspeed gearbox and with up to 18 hp at 4,300 rpm. The girder forks gained friction while both rigid and framed (GTV) versions offered. Still reluctant to abandon the e-o-I design, the style engine was available as the 500S and the sprung frame

Moto Guzzi Falcone Sport

It was sound business sense, as the model easily outsold the versions.

From the rather array of 500 cc models available to Italy’s intervention in WW2 in 1940, two, the GTV and the GTW were built postwar production recommenced at del Lario. The former morphed the Astore in 1950, while the GTW became the Falcone soon By now, production of the 500s was compared to the lightweight models in the with only a few hundred produced each year.

Closely styled on the beautiful Dondalino (literally meaning but reputedly named because the had a tendency to weave at top speed in a line), the new Falcone featured own ‘upside down’ telescopic forks, while at the rear the hydraulic dampers gave way to damping for the swinging arm. Borrani rims, as fitted to the racing Condor added to the touch, but the biggest news was in the redesigned engine.

Finally, the gear was enclosed, with flywheels and con rod. Breathing a racing-type Dell’Orto SS 29A carburettor, the new made 23 hp at 4,500 rpm. of the Dondolino’s trick engine higher compression piston, cams and a larger carburettor be easily fitted to the Falcone to a very spirited mount. had been trimmed to 176 kg and top speed slightly to 135 km/h.

By 1953 the Airone had become the version of what was now called the Sport, called the Falcone and producing a leisurely 19 hp.

Detail were made for the next although production remained 1960 being the peak of with around 1,150 produced. The end of the Falcone officially in late 1963, but there still military and police to supply, and in 1967 the model was at least in name as the Nuovo using the Falcone Sport still with the 280 mm external and fitted with windshield and

Less than 1,000 produced prior to the end of 1968. But demand persisted from quarters, and the result was the Nuovo with the basic engine up and with the trademark outside enclosed, in a completely new and more chassis. This engine wet sump lubrication for the first a 12-volt coilignition electrical and an optional extra electric

All these refinements added to the bulk with the result the Nuovo Falcone tipped the at 214 kg. In this form it continued 1976 but for the Moto Guzzi the real Falcone died in the winter of 1963 after an existence dating back 42

Moto Guzzi Falcone Sport


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