The Engine Manufactory

We are often asked, why we do not offer reconditioned engines. There are several reasons for this, one being that there are too many variations of Guzzi engines, the other that some engines are not rebuildable, because of availability of spare parts. Especially in the case of the round engines, useable spare parts like cylinder heads may be a problem. Who would want to have broken out cooling-fins in a rebuilt bike...Others just want to keep their original engine unopened, or do not have an exchange engine at all.
From now on, we offer optimized rebuilt engines, without the need for an old engine in exchange.
We use the reliable Guzzi concept, refined with special parts from our own production. All our manufatory engines are based on a 1100  cc square engine, which can be machined to look almost like an old round one. This has many advantages, as the square engine housings were sturdier, the fin surface of heads and cylinders are larger and we can acommodate 92mm bores without changes to the housing. Nigusil coating of the cylinders and larger fin surface keep temperarures low. Spare parts are easy to obtain, as we stick to stock parts as long as possible.
The engines are cleaned and glass blasted for a long lasting surface, then completely rebuilt to a new condition. Of course, weak points of some stock parts are eliminated by replacing them with up to date parts, or parts of our own production. For example, we make the complete valve drive train more durable by using our nitrated camshafts, DLC coated valves and correctly calculated valve-springs . Tolerances of the stock engine are equalized by combustion chamber rework, resulting in low vibrations.
20 years of exclusive Guzzi involvement are the fingerprint in these builds, making this manufactory to one of the best adresses worldwide for fine Moto Guzzi engines.More powerful, steadfast, more energy-concious, simply better...

Example: Round look, polished valve covers T3 type, intermediate ring with front oil filter

Included improvements and upgrades:

  • Combustion chambers reworked
  • Squishband optimization
  • Compatibility for  unleaded fuel
  • Camshaft plasma nitrated, with correctly calculated  valve spring forces and lubricated lobes in camshaft
  • Automatic chain tensioner
  • Crank drive assenbly balanced
  • Valve drive kit to suit engine type
  • DLC or reworked valves
  • Round or square fin look
  • Intermediate oil sump ring, either with front or rear filter
  • Twin Spark (optional
  • Carrillo Conrods (optional)

More tuning information can be found here

There are 3 basic engine builds to choose from.

They may seem different, but they share the same quality parts and the precise workmaship of the rebuild. By balancing the complete crank drive, and by equalizing differences in the combustion chambers we achieve a steadfast engine with low vibration.. Mechanical noise is kept at a minimum by a correctly calculated camshaft- valvespring combination of the valve drive kit.
The interaction of all the modifications involved, will provide a smooth running, powerful engine with low fuel consumption.
Talking of fuel consumption... We have had many "tuned" bikes in our workshop with a consumption of up to 9 litres per 100 Km. Tuned engines do not necessarily have a higher fuel comsumption, easily explaind with the higher efficiency due to the changes made.

With HMB, you will get a correct carb setup for exactly your engine. Either by obtaining a set of carbs with your engine, or by setting up your carbs. No guessing here, setups were made on our dyno, and in countless hours on the road.

1. Torque engine for touring models
This engine is ideal for touring, similar to a California 1100 engine.The modifications sum up to additional 8 PS and 10 Nm in comparison to the stock engine. Homogenous power across the rev range.
For 36mm carbs, or the smaller throttle body of the California models.
Bore: 92mm, Stroke: 80mm, Valve size: 44/37mm, Camshaft: HMB D-8.1, Compression Ratio: 9,5:1

2. Torque engine for models with a sidecar
This engine is specially suited for sidecar models. Similar to the tourqe engine for tourung models, but with a few changes due to the additional burdon of a sidecar engine. The modifications sum up to additional 6 PS and 8 Nm in comparison to the stock engine. The small reduction of compression reduces oil temperature, connections for an oil cooler are supplied in thes version.
For 36mm carbs, or the smaller throttle body of the California models.
Bore: 92mm, Stroke: 80mm, Valve size: 44/37mm, Camshaft: HMB D-8.1, Compression Ratio: 9,0:1

3. Wideband engine
Basically, this is also a tourqe engine...But on a higher power level. This engine is meant for sportive drivers, similar to V11/1100-Sport engines. The optimizations result in an additional 3 PS and 5 Nm in comparison to the stock engine, without the unfamous torque losses at low and mid revs.Twin spark conversion should be considered, as these engines have a high piston dome.
For 40mm carbs, or the  larger throttle body of the 1100-Sport i.e. oder V11 models
Bore: 92mm, Stroke: 80mm, Valve size: 47/40mm, Camshaft: HMB L-7.9, Compression Ratio: 10:1

Engine selection here