Ravelli died just days after the war's end in an aircraft crash and is commemorated by the eagle's wings that form the Moto Guzzi logo.

[11] Giorgio Parodi, his brother Angelo, and Carlo Guzzi created a privately held silent partnership "Società Anonima Moto Guzzi" on 15 March 1921, for the purpose of (according to the original articles of incorporation) "the manufacture and the sale of motor cycles and any other activity in relation to or connected to metallurgical and mechanical industry".

Carlo Guzzi initially received royalties for each motorcycle produced, holding no ownership in the company that bore his name.

In the 1950s, Moto Guzzi, along with the Italian factories of Gilera and Mondial, led the world of Grand Prix motorcycle racing.

Its development ended when Moto Guzzi (together with its main competitors Gilera and Mondial) withdrew from racing after the 1957 season citing rising costs and falling motorcycle sales.

[12] One reason for its success was that, even though it had a somewhat bicycle-like appearance, it still looked and felt more like a motorcycle than other low-end motorized two wheelers in the Italian market at the time.

Moto Guzzi was limited in its endeavors to penetrate the important scooter market as motorcycle popularity waned after WWII.

The air-cooled, longitudinal crankshaft, transverse cylinder, pushrod V-twin began life with 700 cc displacement and 45 hp (34 kW) – designed to win a competition sponsored by the Italian government for a new police bike.

The extra cost compared to the "cooking" T3 model paid for performance items such as high-compression domed pistons, larger inlet and exhaust valves and Dell'Orto 36 mm pumper carbs with filterless grey plastic velocity stacks.

The Breva and Nevada today feature a descendant of Tonti's V35 engine: the 750 cc V-twin, rated at 48 bhp (36 kW).

With its ease of maintenance, durability and even, flat torque curve, the engine design remains suitable to everyday, real-world situations.

According to the original press release,[21] the intention had been that Moto Guzzi would remain headquartered in Mandello del Lario and would share Aprilia's technological, R&D capabilities and financial resources as well.

[7] Moto Guzzi S.p.A. officially becomes a Unico Azionista of Piaggio, part of Immsi S.p.A. Investments have allowed the introduction of a series of competitive new models in rapid succession.

In November 2007, Moto Guzzi unveiled the retro-themed 2008 V7 Classic at the Motorcycle and Bicycle Manufacturers show in Milan, Italy.

[26] Key people associated with Moto Guzzi since its launch include: Founders: Engineers: Racers: (Cardano Reattivo Compatto): Above a certain power level the competing forces of drive-shaft arrangements can severely disrupt the suspension of a motorcycle (especially at application of throttle), a phenomenon called "shaft jacking".

Arturo Magni (1925–2015) had sold "parallelogrammo" rear suspension kit in the early 1980s to resolve similar anti-torque issues.

Moto Guzzi's Breva 750, Nevada 750, and California Vintage fall below the threshold that requires an anti-jacking drive-shaft system.

The Breva 1100, Griso, Norge, Bellagio, Stelvio and 1200 Sport feature Guzzi's recently patented swingarm system, marketed as Compact Reactive Shaft Drive – also known as Ca.

Carlo Guzzi and his brother Giuseppe designed an elastic frame using a sheet-steel box enclosing four springs, together with a swingarm in tubes and sheet metal.

(for Gran Turismo, Grand Touring), and to prove the suspension – and gain publicity for Moto Guzzi – the brothers conceived a challenging 4,000-mile (6,400 km) journey from Mandello del Lario to Capo Nord in northern Norway.

The elastic frame rear suspension was immediately introduced to production machines, transforming the usability of the motorcycle as an everyday form of transportation.

The Moto Guzzi Grand Prix V8, introduced in 1955, was a 500 cc racing motorcycle fitted with a V8 engine using dual overhead camshafts (DOHC).

The engine was conceived by Giulio Carcano, Enrico Cantoni, Umberto Todero, Ken Kavanagh and Fergus Anderson just after the 1954 Monza Grand Prix and designed by Dr.

However, the Otto Cilindri proved difficult to ride, as well as complex and expensive to build and maintain—bikes suffered broken crankshafts, overheating and seizing—all in addition to the danger the bike posed to the racers themselves.

Air is drawn into the "Air Duct" with an aperture of 8.2 m (26.9 ft), airspeed increases as it is passed through smaller and smaller diameters reaching max wind speed in the "Test Chamber" with a diameter of 2.6 m (8.5 ft), and finally is exhausted through the "Outlet/Discharge" duct containing the fan mechanism – a three-bladed variable speed propeller driven by a 310 hp (231 kW) electric motor.

Outside of the chamber is a large dial "Scala Convenzionale" or "Conventional Scale" to indicate the varying degree of resistance offered by the motorcycle (and rider) to the passing air.

This large scale remains visible to the rider in the tunnel during testing and by repositioning himself on the bike he can determine the changing and optimal resistance.

In 2019, Guzzi released the V85 TT Adventure which comes in two varieties; a streetwise version for urban commutes and road trips, and a rally-style package with a more off-road focus.

The historic racing heritage is best epitomized in the Le Mans model range, still held today to be a styling masterpiece and motorcycle design as an art form.

[17] During its ownership tenure, Aprilia considered moving the entire operation to Monza, under protest from the Guzzisti and Mandello factory workers.