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Moto Guzzi Triporteurs

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Title: Moto Guzzi Triporteurs  
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Moto Guzzi Triporteurs

The Moto Guzzi Triporteurs were wheeled transport motorcycles (triporteurs) of the Moto Guzzi brand. In Italy, they were called "Moto Carri".

The "moto career" Moto Guzzi all had an advantage in that their cargo sat behind the driver. This allowed, unlike a motorized tricycle, cargo to be stacked high without obstructing the view. In addition, the steering was slightly heavier when the machine was loaded. During and after the Second World War, Moto Carri were also wheeled transport vehicles developed with specific military tasks in mind.

Motocarro Typo 107

In 1928 the first model appeared, the Typo 107. The entire front was a Moto Guzzi Sport, where a frame was screwed. Therefore, the machine was quickly converts to a regular motorcycle. The Style 107 took no trailer 8,150 lira, with trucks 8,600 lira.


Like the Sport the Style 107 had an engine block, with engine and gearbox a common sump and lubrication system had. It was a head / side valve engine, but Carlo Guzzi deviated from the beaten track. Normally, such an engine was used in the overhead valve as inlet valve, and the side door as an outlet. But the outlet had the greatest need for cooling wind, so he fitted his lying to OHV engine this cover. She was operated by a push rod and a rocker arm . The inlet valve was driven by a simple tappet. The cast iron cylinder had cooling ribs in the length, in relation to the horizontal placement. The piston had four rings, plus another two oil rings. Therefore, the oil could remain within bounds. Because of the direction of rotation of the motor (backwards) the pitched crankshaft via the oil splash lubrication up against the top of the cylinder rather than directly back into the oil pan. The gravity took care of the lubrication of the rest of the cylinder wall. The machine had an oil return pump that sat right on the crankcase and the oil from the crankcase carried back to the tank, which was just below the fuel tank in the wind. Therefore, was now an automatic dry-sump system formed. The fuel supply was by Amac a semi-automatic slide carburetor and on the steering wheel sat manettes for the gas and the choke .


The drivetrain did not deviate from those of the Sport. So she was a primary drive with gears, a wet multi-plate clutch, a three-speed gearbox and a chain to the rear wheel. That chain was particularly long, and was led therefore a support gear with a tensioning device. The rear brake was a brake band, which was operated by a pedal.


The engine frame was welded in one piece. Sport had no front brake, but the motocarro had a drum brake on the front wheel. The front suspension consisted of a Girdervork with a central helical spring without damping. The "frame" was a simple structure consisting of two box girders that ran from the engine to the rear axle and frame were supported by two tubes from the seatpost. Above the rear axle, two leaf spring assemblies mounted, which does not afveerden the engine, but the container does.

Motocarro Sports 14

When the Moto Guzzi Sport 14 in 1929 came on the market, the transport tricycle was fitted immediately with its parts. Probably changed the pricing and structure of the rear section nothing. The introduction of the Sport 14 happened not once, but by a gradual evolution of the "Sport". That was at the motocarro true.

Mototriciclo 32 and motocarro 109-32

The Mototriciclo 32 came from a military command triporteurs deliver to the Italian army. In order to increase the maneuverability was wheelbase slightly smaller, as is the track width . The technique came from the Sport 15, which in 1931 had been published, with the exception of the magneto (Marelli instead of Bosch ), probably because the army did not want to be dependent on foreign suppliers, and greater fuel capacity. 935 copies were delivered to the army, but 143 units were sold to citizens under the type name motocarro 109-32.

P 250 Prototype

When the P 250 came on the market in 1934, Moto Guzzi also built a Triporteur based on this model, which had the 232 cc engine. Technically, there was no difference with the other models. The front was P 250, the back had a trailer with leaf springs. The prototype P 250 could also be provided with a closed container to which a canvas roof for the driver was confirmed. In addition, that could be protected by a touring windscreen, a canvas cover and leg shields, but although there is still development work was done in 1935, it never came to production.

Motocarro S

In 1934 appeared the Moto Guzzi S series, with the head / side valve engine of the Sport 15 and the four- speed gearbox from the Moto Guzzi V-Series . Therefore, it was logical to provide the new conveyor of that combination. Since the drive now appeared to be that of the S-series was named "motocarro S". However, the machine has been modernized, there was a rear axle with a differential, the gearbox had to choose three or four gears with one reverse. The payload increased to 800 kg. The rear axle was disc wheels .


In 1938, the motocarro was provided with the overhead valve of the Moto Guzzi V-Series . He had three forward gears and one reverse and three drum brakes . The payload was increased significantly: 1,000 kg. The loose chassis cost 9,800 lire, the complete Triporteur with building cost 10,400 lire.

Typo You

The Typo You 1942 was an improved version of the ER, built to the very strict requirements of the regime of Benito Mussolini . He received forced air cooling with a fan, but without the usual wind tunnel around the cylinder. In addition, there was also a reduction in the final drive, allowing a high and low gearing arose. In combination with the three-speed gearbox were the two shipments in the final reduction 3 x 2 = 6 forward gears and 1 x 2 = 2 reverse gears on. The fork was reinforced and the chassis too. Therefore, the payload was increased to more than 1,000 kg.


Ercole appeared in 1946 and remained in production until 1980. This model was again heavily built than its predecessors, and because of the increasing load capacity was now fitted with an additional transmission bevel gears behind the gearbox to the shaft drive possible. The V-Series engine now had five forward gears and one reverse. The engine had forced air cooling. Payload meanwhile amounted to 1,500 kg. Ercole was improved obviously. The latest versions had the engine of Moto Guzzi Falcone and an electric starter . As of 1960, one could also make a cab mount, but unlike the "Edile" there was no chair. The cabin was just placed on the motorcycle. This should have been a cabin that despite fairly uncomfortable vehicle, because the engine noise was now reinforced by the cabin. Although there were broad shields next to the engine mounted (up to the doors), water and mud could just penetrate. The hydraulic brake system was in the course of the years, and a kipinstallatie that by hand or - at extra cost - could be operated hydraulically.


Although Edile, which came on the market with the same time Ercole in 1946, resembled a normal motocarro with a built cabin, the structure was completely different. The chassis consisted of a large central box beam that the steering head to the rear covenant. Of a motorcycle frame was no question. The driver sat on the right side of the cabin, the engine (the usual 500 cc single cylinder) was in the center, combined with Ercole five-speed gearbox with reverse gear. The control was carried out by a steering wheel via a steering very strong and simple fork clerk. Also, the front wheel had now become a car wheel. Left in the cabin was a spare tire. The Edile had no front or rear suspension. The cabin had no doors. The gear ratios were very close together, because the speed was about 25 km / h. It is also evident that the Edile was meant to stretch the cars to replace. The payload was particularly high: 3600 kg. The Edile however was not a success and production was discontinued again in 1947.

Motocarro Ercolino

In 1956 the small motocarro Ercolino came with the 192 cc two-stroke engine of Moto Guzzi Galletto scooter on the market. The engine was well adapted, for he was at length placed because of the shaft drive of Ercolino. Moreover, he was given a forced air cooling . The first model had 15 -inch drive wheels behind and a 14 "front wheel drive. In 1959, 10 were smaller" wheels fitted. The Ercolino had a kickstarter, but could request with an electric starter to be delivered. The loading capacity was 350 kg, but that could be increased to 590 kg. The base price was late fifties 389,000 lire, but vij expensive variants with a cabin could increase the price up to 489,000 lire.

Autoveicolo da Montagna 3 X 3 [ edit ] At the end of the fifties was Moto Guzzi of the Italian Ministry of Defence's request to develop a special vehicle for the "Alpini" (mountain troops). Who transported at that time their material yet with donkeys . It was suggested General Garbari as project officer and formulated a number of requirements which the vehicle had to meet: it needed to move a load of 500 kg through all kinds of terrain, especially in mountainous areas and on very narrow paths. The development was first placed in the hands of Antonio Micucci and later worked on by Soldavini and Giulio Cesare Carcano . Carcano had just a new long mounted V-twin engine with forced air cooling developed, where the directors of Moto Guzzi bread saw. There was a 500 and a 650 cc version that was intended for the Fiat 500, but Fiat withdrew from the project. Carcano saw his chance to still find a use for his new engine. The "Mulo Meccanico" (Mechanical Donkey) was a very special machine with wheel drive and variable wheelbase and track width . The 754 cc engine produced just 20 hp, due to the low compression ratio that, taking into account fuel of low quality, was necessary. The couple, however, of 47 Nm was achieved at 2,400 rpm. There was only one 26mm Weber carburettor used and the machine had a waterproof coil - ignition . There was a chassis system which consisted of tubes and pressed steel box sections. The rear suspension consisted of two box girder arms that were cushioned by rubber suspension. At the front was a one-sided telescopic fork with coil springs . The control was done with a steering wheel through bevel gears. The driver sat on a motorcycle seat, but the operation was done through levers and pedals as in a car . The engine was sitting behind the driver. Behind it was a manual gearbox with six forward gears and one reverse. There was a central differential with a teruglooppal to prevent roll back. 20% of the drive went to the front wheel, 80% to the rear wheels. The rear-wheel drive was done with two drive shafts that went diagonally from the differential to the two wheels, the front-wheel drive through a propeller shaft leading from the differential between the cylinders through to the steering head went. Using three bevel gears, the drive was at the steering led to another drive shaft, which powered the front wheel. In one cabinet aluminum were located both the gearbox, the differential and the device to adjust the track width. That could happen driving: a distance of about 25 with the gauge could be changed from 1300 mm to 850 mm or vice versa, but in an emergency that could still happen. The drum brakes were behind hydraulic operated, the drum brake at the front with the aid of a Bowden cable . Behind the rear wheels were tensioning rollers, leaving a short caterpillar could be mounted. The front fender left enough space for a snow chain . However Autoveicolo da Montagna did not meet expectations. As long as there was straight drove the machine could take the most improbable slopes, but sideways was always the danger of falling over, because there were only three wheels. On the mountain trails were very short turns or rocks enough to stop the mechanical donkey while a real donkey did not experience any problems here. Therefore, the Autoveicolo da Montagna was already taken out of production in 1963.


In 1962 the motocarro AIACE appeared as a cheap means of transport for urban distribution. He was equipped with the engine of Moto Guzzi Zigolo 110, a small tweetaktje . He had a cabin with no doors where the engine was mounted behind. Therefore, the drive could be made directly from the three- speed gearbox with integrated differential . Of course, there was also a reverse gear on board. The driver had a motorcycle handlebars and there was a swing fork used. Were behind hydraulic shock absorbers . Without cab and superstructure AIACE cost 164,000 lire, built completely was the price 243,000 lira. It was not a success: in 1963, production was again stopped, but there were still two 50cc successors: the Dingotre and Furghino.


The Dingotre appeared in 1965 and was like AIACE intended for light transport. However, he had a big advantage: the 50 cc engine had no driver license required. The engine of the Moto Guzzi Dingo was built under the driver's seat. That engine to be equipped with forced air cooling . The Dingotre had no cabin, but a few large leg shields so that the front edge of a scooter seemed. There was a thick tube and chassis used. There was a large foot pedal, but the three gears were manual. At the front was a telescopic fork, the rear wheels were small leaf springs suspension. As the product was light, had the chain drive to the rear wheels. A reverse gear was not there. The Dingotre remained in production until 1968 and was succeeded by the Furghino. The Dingotre cost 151,000 lire without building and 210 500 complete.

Ciclocarro Furghino

The Furghino was produced from 1968 to 1971. Also this was the engine of the Dingo, with forced air cooling, but who was now mounted slightly further back and longitudinally. This allowed shaft drive are used and furthermore the block was outside the cab. As with the AIACE which had no cab doors, which makes the Furghino luxury was less than, for example, a Piaggio Ape . The Furghino cost without building 293,000 lira and complete 339,000 lira


  • Mario Colombo: "Moto Guzzi", 1990 Giorgio Nada Editore, Vimodrome (Milan), ISBN 88-7911-039-X
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