Moto Guzzi Triporteurs

But the outlet had the greatest need for cooling wind, so he fitted his lying to OHV engine this cover.

It used a semi-automatic slide carburetor and on the steering wheel sat throttles for the gas and the choke.

The drivetrain matched those of the Sport, using a primary drive with gears, a wet multi-plate clutch, a three-speed gearbox and a chain to the rear wheel.

The front suspension consisted of a Girdervork with a central helical spring without damping.

Above the rear axle, two leaf spring assemblies mounted, which does not afveerden the engine, but the container does.

When the Moto Guzzi Sport 14 came on the market in 1929, the transport tricycle was fitted with its parts.

In order to increase maneuverability, the wheelbase was slightly smaller, as was the track width.

The technique came from the Sport 15, which in 1931 had been launched, 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.

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.

The prototype P 250 could 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.

It received forced air cooling with a fan, but without the usual wind tunnel around the cylinder.

In addition, a reduction stage was in the final drive, allowing a high and low gearing.

This model was more heavily built than its predecessors, and because of its increasing load capacity, it was fitted with additional transmission bevel gears behind the gearbox.

Although broad shields were mounted next to the engine (up to the doors), water and mud could just penetrate.

Although Edile, which came on the market with 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 conveyed the steering head to the rear.

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's five-speed gearbox with reverse gear.

In 1956 the small motocarro Ercolino came with a 192 cc two-stroke engine of Moto Guzzi Galletto scooter.

At the end of the fifties Italian Ministry of Defence requested a vehicle for "Alpini" (mountain troops) who at that time used donkeys.

It was suggested by General Garbari as project officer and included requirements such as: load capacity of 500 kg across all kinds of terrain, especially in mountainous areas and on 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 introduced a new long mounted V-twin engine with forced air cooling.

The "Mulo Meccanico" (Mechanical Donkey) offered wheel drive and variable wheelbase and track width.

The driver sat on a motorcycle seat, but operation was through levers and pedals as in a car.

Traveling straight the machine could mount steep slopes, but sideways risked falling over, because of the three wheels.

The Dingotre had no cabin, but a few large leg shields so that it looked like the front edge of a scooter.

It used the engine of the Dingotre, with forced air cooling, but it was now mounted further back and longitudinally.