The Dry Polders of Bleiswijk and a part of Hillegersberg was a water board in South Holland.
The working area of the water board The dry-formed polders of Bleiswijk and part of Hillegersberg were located in the former municipalities of Bleiswijk, Bergschenhoek and Hillegersberg (later in the municipalities of Bleiswijk, Bergschenhoek, Rotterdam and Zoetermeer).
The polders were bounded, among other things, by the Binnenweg polder (north), the polder Berkel (west) and the polder Berg en Broek (south).
In 1960 the name of the water board was changed to polder Bleiswijk c.a. It later became part of the Hoogheemraadschap of Schieland and the Krimpenerwaard. Also see ernational circuits were opened and the Tourist Trophy on the Isle of Man became particularly important. The outdated Quattro Valvoles could no longer compete with the British single cylinders and BMW was already very successful with record machines with compressors. The first step was therefore the development of the Quattro Cilindri, a four-cylinder with compressor. This experiment did not yield anything, so Carlo Guzzi had to find another solution. Bicilindrica 500
Carlo Guzzi decided to use the successful 250 cc single cylinder by adding a second cylinder. By tilting this 120 ° backwards, the motorcycle would not or hardly increase and moreover, that cylinder would also get good wind cooling. In 1934 the Bicilindrica appeared on the Italian circuits. The machine was in terms of performance and weight between the British single-cylinder and the German two-cylinder with compressor. Although it was slightly heavier than the single cylinders, it was also stronger, while the maneuverability of the heavy compressor BMWs was less than that of the Moto Guzzi Bicilindrica. As a result, the Bicilindrica, especially in the years before the Second World War, could achieve great successes. The machine continued to appear in races until 1951, of course with the necessary adjustments. Sometimes these adjustments were made even for a certain match. A race on the 60 km long TT circuit required other adjustments and adjustments than, for example, a race on a short, maneuverable circuit or a long distance race, such as those that were still popular in Italy. The Bicilindrica was a pure factory racer. When after the Second World War the use of commercial gasoline became compulsory, the power decreased (of course also with the competition), but Moto Guzzi was able to bring the top speed back to the old level of about 200 km per hour by using aerodynamics. In 1938 the single-cylinder Condor was released for private drivers. After the war, it was succeeded by the Dondolino. At that time, the Gambalunga, a single-cylinder factory racer, was also used alternately with the Bicilindrica when the circuits required a more agile machine. Motor
The engine was a 120 ° V engine with one horizontal and one vertical cylinder. The horizontal cylinder had cooling ribs along the length, the standing one had the width. Bore and stroke were equal to those of the 250 cc racers: 68 × 68 mm, so the cylinder capacity was 493.6 cc. Both cylinders had a single overlying camshaft driven by a king shaft. The valves were at an angle (probably around 54 °), resulting in more or less domed combustion chambers. They were closed by outside hairpin feathers. The inlet flaps measured 37 mm, the outlet flaps 34 mm. Two Dell'Orto 28.5 mm carburetors were fitted. Each cylinder had its own, undamped exhaust pipe. Both connecting rods had their own crankshaft, the crank pins were 74 mm apart. The crankshaft was mounted three times: two ball bearings on the sides and a needle bearing between the crank pins. The flywheel was outside the crankcase, a proven principle of Moto Guzzi, that it is possible
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