Motor Guzzi 500 Four

Motor Guzzi 500 Four 1953

1953 GUZZI FOUR. An interim development in the 500 c.c.
I-1 class between their 1200 twin, which had been raced since the
early thirties, and their famous Vee-eight was the four-cylinder machine, with its crankshaft in line with the frame, introduced by the Italian Guzzi factory in 1953.

It scored its first victory, in May of that year, at Hockenheim track in Germany where Enrico Lorenzetti won at a record average of 10780 m.p.h., the lap record going to Fergus Anderson on a similar machine at 113-27 m.p.h.
Notwithstanding its impressive debut, the machine turned out to be virtually a failure, suffering from a succession of retirements and "non-starter" trouble—one of the few post-war Guzzi racers that haven't been all conquering!

Technically the machine was very interesting; it was the first four-inline to be raced in modern times (F.N. had similar models in the 1908 T.T.!) and, by virtue of its crankshaft's disposition, the choice of shaft final drive was obvious. The drive shaft casing actually formed one "leg" of the rear pivoting-fork suspension. Front suspension was similar to that of the "250" racer from the same factory.

 The engine had no carburetters—fuel was injected direct into each inlet port. No megaphones were fitted to the four separate exhaust pipes, all tucked in under the rider's left foot.
For 1954 the machine had full "dustbin" style streamlining and a frame that was nearly identical with the factory's 500 c.c. single-cylinder model—which was to prove more of a success than its complicated brother.

SPECIFICATION
Engine: four-cylinder-in-line 500 c.c. d.o.h.c; water-cooled; gear drive to overhead camshafts. Ignition: magneto.
Transmission: shaft drive via gearbox in unit with engine.
Frame: multi-tubular "space-frame" with engine unit forming part of structure; swinging-fork rear suspension. Forks: leading link.

Moto Guzzi 500 Four 1954

In the field of 500-cc. racing motorcycles, Moto Guzzi always tried for something technically new, if not altogether different. In 1930 the company had built a four-cylinder transverse model with supercharger. In 1933 it came up with the fine two-cylinder 120° V, and in 1940 it produced the three-cylinder model with supercharging. Late in 1951 the company developed a 500 with four longitudinal cylinders to replace the outmoded two-cylinder version. The Guzzi four-cylinder engine was similar in design to an automobile engine, and Guzzi's technicians were not sure whether it would work properly on a two-wheeler.

The Moto Guzzi four-cylinder made its racing debut at Siracusa in 1953. It was soon withdrawn from the race because of mechanical problems, but it was in the race long enough to provoke controversy over its "mechanical carburetor" feed, which—at least theoretically—looked a lot like a supercharging system.

During the 1953 season the Guzzi 500 failed to shine, but it did win a race on the world's fastest track, Hockenheim, and also turned in a good performance at Monza. In 1954 the Guzzi 500 won an international race at the beginning of the season at Mettet, Belgium. But since the vehicle had difficulties on mixed circuits, it was gradually withdrawn.

Motorcycle: Moto Guzzi 500 Four-cylinder
Manufacturer: Moto Guzzi, Mandello del
Lario Type: Racing Year: 1953
Engine: Guzzi four-cylinder in-line, longitudinal, four-stroke, with two-shaft overhead geared distribution. Displacement 492.6 cc. (56 mm. x 50 mm.)
Cooling: Water
Transmission: Four-speed block Power: 56 h.p. at 9,800 r.p.m. Maximum speed: Over 140 m.p.h. Chassis: Open, tubular. Front and rear,
telescopic suspension Brakes: Front, central drum, four shoes;
rear, central drum

Guzzi's 2nd attempt at a 500cc 4 cylinder GP bike was first shown at the Italian GP in 1952. The design was done outside the factory by Carlo Gianini (who was responsible for the original motor that eventually became the Gilera 500/4) and featured an unusual, longitudinally mounted inline four cylinder motor which was initially fitted with a mechanical/pneumatic fuel injection system. Final drive was by a shaft. While fast the bike suffered from being overly complex, having a high centre of gravity and a difficult gear change due to the shaft drive. The riders didn't like the bike and it only achieved two victories, both in non championship races. Carburettors replaced the injection system for 1954 as well as a dustbin fairing that incorporated pannier fuel tanks. This bike is fitted with the original fairing and carburettors. 55hp at 9,000rpm. Top speed of 230kph. Weight 145kg. Photographed in Northern Italy. 2013.

Photography  by Phil Aynsley