This impressive device was something of a star on the Moto Guzzi scene in late 1940s/early 1950s Italy.
Photo: Mortons Archive
The caption on the reverse of this photograph reads: “The Roman Trica [sic]… Mechanised version…National meeting of motorcyclists in Lecco, 15-6-49.
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“History brought up to date as seen in this picture taken during the national meeting of motor cyclists in Lecco, North Italy. This motorcyclist won first prize with his mechanised Roman Triga powered by three motorcycles driven from the Triga.”
The man at the controls is Rino Berton, a Moto Guzzi agent and former racer. The chariot is being drawn by three 65cc Moto Guzzi Motoleggeras, the two-stroke model launched onto the transport-craving Italian market in 1946. Something of a departure for Moto Guzzi, both in terms of its small capacity and two-stroke engine, it was, however, a huge success, no doubt helped by the fine name and reputation Moto Guzzi had, meaning that the machine appealed to motorcyclists, as well as the masses.
By the time of our 1949 picture, 50,000 of the small, sturdy machines, nicknamed the ‘Guzzino’, had already been made and it had established a cult following, so much so that in that year Moto Guzzi organised an international rally – probably the one where Berton is demonstrating his machine in our picture, in fact – which brought over 12,500 of the machines together, setting a record for a one-model rally which apparently still stands. The event brought Lecce to a standstill.
Berton had decided to make something special for the celebration and his ‘chariot’ made its bow. It was based on the idea of a Roman Triga, a three-horse chariot which was apparently used more for ceremonial duties than racing. The Triga was driven by a tragarius, the role here taken by Berton. In Roman times, two and four horse carriages (Biga and Quadriga respectively) were more common, but for whatever reason the Guzzi version was powered by a trio of machines. Quite how Berton controlled it is unclear, though the fact his right hand/arm is hidden (and is in other pictures of the contraption too) might provide something of a clue.
The fact the device was probably Moto Guzzi sanctioned and assisted, too, would appear to be the case, if nothing else owing to the two outriders, who look both to be on most-likely Airones and both seem to be wearing official-looking Moto Guzzi overalls. Who knows whether it has survived, but one likes to hope so.
Starting in 1943, Moto Guzzi had been thinking of post-Second World War transport issues. Moto Guzzi chiefs Carlo Guzzi and Enrico Parodi (Enrico was the brother of founder Giorgio Parodi, with Carlo Guzzi, and it was Enrico who was day-to-day manager after his brother’s retirement) ultimately tasked engineer Antonio Micucci with the project, outlining that the prospective new machine should be over 50cc and have large wheels.
The finished motorcycle was presented in spring 1946. Weighing just 45kg, with 26in wheels, it had suspension front and rear and featured a relatively advanced, 64cc two-stroke engine with rotary valve induction. The engine was cast entirely in aluminium, cutting edge for the period, with the cylinder positioned at 30 degrees from horizontal, which gave it a visual link to Moto Guzzi’s famous, bigger capacity flat singles. The bore and stroke were 42x46mm, with a total power of 2bhp at 5000rpm, driving through a three-speed gearbox. So, with his trio of Guzzinos, Signore Berton actually has the equivalent of a Seiuga, or six-horse chariot.
The original Motoleggera 65/Guzzino proved such a hit, it was largely unchanged for its first few seasons, gaining in 1949 (by which time 50,000 had been sold) improved/reinforced suspension front and rear plus a cast-iron cylinder.
As well as commuting duties, Guzzinos were used in competition too, as well as setting various world records. The original model was replaced in 1954 by the Cardellino, which looked more like a motorcycle and was gradually further updated, enlarged in capacity first to 75cc and then 85cc, becoming more ‘motorcycle like’ until its eventual discontinuation in 1965.
Sadly, the fate of the original baby Guzzi sort of mirrored Moto Guzzi itself – by the mid-1960s, the halcyon days of the late 1940s and 1950s seemed a long time ago and although Guzzi did have a future, it wasn’t with lightweight machines anymore, or not long-term anyway, despite the efforts of the Dingo and various moped derivatives that were to come.
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