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1. Moto Guzzi

Archive The Moto Guzzi collection of bikes are objects of desire which riders can feel proud to ride and introduce to their friends. The rider is able to show themself off as a true connoisseur as each Guzzi has been made with care using the highest specification materials, technology and finishing. List of production and discontinued MOTO GUZZI models with full specs and. The Normale model had a 500 cc engine and quickly captured the attention of the. VIN Decoder Moto Guzzi - ZGULPUS028M112605 - 2008 Moto Guzzi Breva 1200 Sport Motorcycle.

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Summary of Contents for MOTO GUZZI Griso

• Page 1 workshopmanual..
• Page 2 INTRODUCTION Griso V1100 INTRODUCTION 0 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 3 INTRODUCTION Griso V1100 SUMMARY 0.1. INTRODUCTION ............... 3 0.1.1. FOREWORD ............... 3 0.1.2. REFERENCE MANUALS ............. 4 0.1.3. ABBREVIATIONS/SYMBOLS/CONVENTIONS .........5 0 - 2 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 4: Introduction

  DEPT., they will be glad to give you any information on the matter, or supply you with any detail on updates and technical changes applied to the vehicle. Moto Guzzi s.p.a. reserves the right to make changes to its products at any time, barring any such changes as may alter the essential features of a product as specified in the relevant manual.

• Page 5: Reference Manuals

  INTRODUCTION Griso V1100 0.1.2. REFERENCE MANUALS PARTS CATALOGUES guzzi part# (description) GU078_00 OWNER'S MANUALS guzzi part# (description) 06.90.00.00 06.90.00.01 CHASSIS WORKSHOP MANUAL guzzi part# (description) 8140900 8140901 8140902 8140903 8140904 8140905 8CM0095 8CM0096 ENGINE WORKSHOP MANUAL guzzi part# (description) 8CM0093..

• Page 6: Abbreviations/symbols/conventions

  INTRODUCTION Griso V1100 0.1.3. ABBREVIATIONS/SYMBOLS/CONVENTIONS = number < = less than > = greater than ≤ = less than or equal to ≥ = greater than or equal to = approximately ∞ = infinity °C = degrees Celsius (centigrade) °F = degrees Fahrenheit ±..
• Page 7 INTRODUCTION Griso V1100 TEST = diagnostic check T.B.E.I. = crown-head Allen screw T.C.E.I. = cheese-head Allen screw T.E. = hexagonal head T.P. = flat head screw = Twin Spark Ignition UPSIDE- DOWN = inverted fork = Volt = Watt Ø..

• Page 8: General Information

  GENERAL INFORMATION Griso V1100 GENERAL INFORMATION 1 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 9: Table Of Contents

  GENERAL INFORMATION Griso V1100 SUMMARY STRUCTURE OF THE MANUAL............3 1.1.1 CONVENTIONS USED IN THE MANUAL ..........3 1.1.2 SAFETY WARNINGS .............4 GENERAL RULES..............5 1.2.1 BASIC SAFETY RULES .............5 DANGEROUS ELEMENTS.............8 1.3.1 WARNINGS ................ 8 RUNNING-IN ...............11 1.4.1..

• Page 10: Structure Of The Manual

  GENERAL INFORMATION Griso V1100 STRUCTURE OF THE MANUAL 1.1.1 CONVENTIONS USED IN THE MANUAL • This manual is divided in sections and subsections, each covering a set of the most significant components. For quick reference, see the summary of sections.

• Page 11: Safety Warnings

  GENERAL INFORMATION Griso V1100 1.1.2 SAFETY WARNINGS The symbols and warnings used throughout this manual have the following meanings: Safety warning. When you find this symbol on the vehicle or in the manual, be careful of the potential risk of personal injury. Disregarding the instructions identified by this symbol may compromise the safety of the user, the motorcycle and third parties.

• Page 12: General Rules

  GENERAL INFORMATION Griso V1100 GENERAL RULES 1.2.1 BASIC SAFETY RULES CARBON MONOXIDE When an operation must be performed with the engine running, position the motorcycle outdoors in a well-ventilated area. Never run the engine in an enclosed place. Use an exhaust emission extraction system when working indoors.
• Page 13 GENERAL INFORMATION Griso V1100 HYDROGEN GAS AND BATTERY ELECTROLYTE DANGER The battery electrolyte is a toxic, caustic substance containing sulphuric acid and thus able to cause severe burns in case of contact. Wear close-fitting gloves and protective clothing when handling this fluid.
• Page 14 NOTE All bearings must run freely with no hardness or noise. Replace any bearings that do not meet these requirements. Use ORIGINAL Moto Guzzi spare parts only. Use the specified lubricants and consumables. Where possible, lubricate a part before assembly.

• Page 15: Dangerous Elements

  GENERAL INFORMATION Griso V1100 DANGEROUS ELEMENTS 1.3.1 WARNINGS FUEL DANGER The fuel used to operate engines is highly flammable and becomes explosive under particular conditions. Refuelling and maintenance operations should be carried out in a well-ventilated area, with the engine off.
• Page 16 GENERAL INFORMATION Griso V1100 BRAKE FLUID NOTE This vehicle is fitted with front and rear disc brakes. Each brake system is operated by an independent hydraulic circuit. The information provided below applies to both brake systems. DANGER Do not drive the vehicle if the brakes are worn or not operating correctly. The brakes are the vehicle’s most important safety component and using the vehicle with the brakes in less than perfect operating condition comprises a high probability of traffic accident, which can result in serious injury or death.
• Page 17 GENERAL INFORMATION Griso V1100 TYRES WARNING An over-inflated tyre results in a hard, uncomfortable and less secure ride. Over inflation also affects grip, especially on curves and wet surfaces. An under-inflated tyre (insufficient pressure) can slip on the wheel rim, resulting in loss of control.

• Page 18: Running-in

  GENERAL INFORMATION Griso V1100 RUNNING-IN 1.4.1 RUNNING-IN Proper engine running in is essential to preserving engine life and performance over time. Twisty roads and gradients are ideal for breaking in engine, suspension and brakes effectively. Varying speed frequently is also recommended.

• Page 19: Position Of The Serial Numbers

  GENERAL INFORMATION Griso V1100 POSITION OF THE SERIAL NUMBERS 1.5.1 POSITION OF THE SERIAL NUMBERS These numbers are necessary for vehicle registration. NOTE Altering the vehicle's identification numbers is punishable by law with heavy fines and penalties. Altering the frame number voids the warranty.

• Page 20: General Technical Information

  GENERAL TECHNICAL INFORMATION Griso V1100 GENERAL TECHNICAL INFORMATION 2 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 21 GENERAL TECHNICAL INFORMATION Griso V1100 SUMMARY TECHNICAL INFORMATION.............3 2.1.1 TECHNICAL DATA.............. 3 2.1.2 SCHEDULED MAINTENANCE CHART ..........5 2.1.3 LUBRICANT TABLE .............7 2.1.4 TIGHTENING TORQUE SETTINGS ...........8 2.1.5 SPECIAL TOOLS .............. 12 2.1.6 ARRANGEMENT OF THE MAIN ELEMENTS.........14 2.1.7..

• Page 22: Technical Information

  GENERAL TECHNICAL INFORMATION Griso V1100 TECHNICAL INFORMATION 2.1.1 TECHNICAL DATA DIMENSIONS Max. length 2260 mm (88.98 in.) Max. width 880 mm (34.64 in.) Max. height 1070 mm (42.12 in.) (excluding the rear/view mirrors) Seat height 800 mm (31.49 in.) Wheelbase 1554 mm (61.18 in.)
• Page 23 GENERAL TECHNICAL INFORMATION Griso V1100 SUSPENSIONS Front Hydraulic upside-down telescopic fork Ø 43 mm (1.69 in); spring preload, compression and rebound damping are adjustable. Wheel travel 120 mm (4.72 in.) Rear single-sided with progressive linkage, monoshock with adjustable rebound and compression damping and spring preload Wheel travel 110 mm (4.33 in.)

• Page 24: Scheduled Maintenance Chart

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.2 SCHEDULED MAINTENANCE CHART OPERATIONS TO BE PERFORMED BY THE Moto Guzzi Authorised Dealer (AND CAN BE PERFORMED BY THE USER AS WELL). 1 = check and clean, adjust, lubricate or change, if necessary; 2 = clean;..
• Page 25 GENERAL TECHNICAL INFORMATION Griso V1100 OPERATIONS TO BE PERFORMED BY THE Moto Guzzi Authorised Dealer. 1 = check and clean, adjust, lubricate or change, if necessary; 2 = clean; 3 = replace; 4 = adjust. NOTE Perform maintenance operations more frequently if the vehicle is used in rainy and dusty areas, on uneven ground, or for racing.

• Page 26: Lubricant Table

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.3 LUBRICANT TABLE LUBRICANT PRODUCT Engine oil RECOMMENDED: RACING 4T 5 W 40 As an alternative to recommended oils, top brand oils meeting or exceeding CCMC G-4 A.P.I. SG specifications can be used. Transmission fluid..

• Page 27: Tightening Torque Settings

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.4 TIGHTENING TORQUE SETTINGS DESCRIPTION Q.ty NOTE FRAME Engine to frame front fastening M12x50 Gearbox to frame fastener (M12x250 + M12x230) Gearbox rh plate fastener M8X30 Blow-by sec.plate fastener M6X16 Coil plate fastener M6x20 Electronic control unit fastener..
• Page 28 GENERAL TECHNICAL INFORMATION Griso V1100 DESCRIPTION Q.ty Note SWINGING ARM Swinging arm clamp to bush fastener Swinging arm to bevel gears fastener M10x35 Linkage to bevel gears fastener M10x50 Linkage to frame fastener M10x50 Swinging arm shaft to swinging arm fastener M12x1.25..
• Page 29 GENERAL TECHNICAL INFORMATION Griso V1100 DESCRIPTION Q.ty Note FRONT WHEEL Wheel shaft nut M25x1.5 REAR WHEEL Disc fastener M8x20 Rear wheel fastener M12x65 BRAKING SYSTEM Front brake rh and lh callipers fasteners M10x28 REAR SYSTEM Rear brake calliper fastener M10X30..
• Page 30 GENERAL TECHNICAL INFORMATION Griso V1100 DESCRIPTION Q.ty Note FUEL TANK FUEL PUMP FLANGE Tank breather fitting Pump support to tank fastener M5x16 TANK Union to tank fastener M5x16 Plug ring nut to tank fastener M5X15 Screws to plug ring nut (aesthetic)

• Page 31: Special Tools

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.5 SPECIAL TOOLS Suitable tools are required for correct disassembly and reassembly and a good set-up. The use of special tools avoids possible damage that could result from using unsuitable tools and/or improvised techniques. Following is a list of special tools designed specifically for this particular vehicle.
• Page 32 GENERAL TECHNICAL INFORMATION Griso V1100 Pos. Description Part no. Tool for swingarm shaft ring nut 05912630 Tool to tighten steering head AP8140190 Drift grip 05902732 Ball joint seal drift 05902733 Transmission box oil seal drift 05902731 Sprocket oil seal drift..

• Page 33: Arrangement Of The Main Elements

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.6 ARRANGEMENT OF THE MAIN ELEMENTS LEFT SIDE Key: Headlight Instrument panel Left rear-view mirror Fuel tank filler plug Fuel tank Left side body panel Battery Main fuse carrier (30A) Rider/passenger seat 10. Passenger grab handle 11.
• Page 34 GENERAL TECHNICAL INFORMATION Griso V1100 RIGHT SIDE Key: Rear stop switch Glove compartment Rear brake fluid reservoir Right body panel Right rear-view mirror Front brake fluid reservoir Oil cooler Engine oil filter Rear brake lever 10. Rider right footrest 11. Transmission with cardan shaft 12.

• Page 35: Location Of Instruments/controls

  GENERAL TECHNICAL INFORMATION Griso V1100 2.1.7 LOCATION OF INSTRUMENTS/CONTROLS INSTRUMENTS AND CONTROLS Key: Clutch control lever Ignition switch/steering lock ( Instruments and indicators Front brake lever Throttle grip Light dimmer switch ( Display functions selector High beam flasher button ( SET button 10.
• Page 36 GENERAL TECHNICAL INFORMATION Griso V1100 INSTRUMENTS AND INDICATORS Key: Rev counter Green neutral light ( Orange fuel reserve warning light ( ) Red engine oil pressure warning light ( Yellow side stand warning light ( ) Green turn indicator warning light (..

• Page 37: Maintenance Operations

  GENERAL TECHNICAL INFORMATION Griso V1100 MAINTENANCE OPERATIONS 2.2.1 CHANGING ENGINE OIL AND OIL FILTER CHECKING AND TOPPING UP WARNING Check the engine oil level when the engine is hot. NOTE Letting the engine idle with the vehicle at standstill is not the correct procedure to warm the engine and engine oil up to operating temperature for an oil check.
• Page 38 GENERAL TECHNICAL INFORMATION Griso V1100 • Unscrew and remove the filler plug (3). • Drain the oil into the container and let all remaining oil drip out for several minutes. • Check the sealing washers of the drain plug (2) and replace them if worn.

• Page 39: Transmission Oil

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.2 TRANSMISSION OIL CHECKING AND TOPPING UP • Keep the vehicle upright with both wheels on the ground. • Unscrew and remove the level plug (1). • The correct level is just below the hole of the level plug (1).

• Page 40: Gearbox Fluid

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.3 GEARBOX FLUID CHECKING AND TOPPING UP WARNING Check the gearbox oil level when the engine is hot. NOTE Letting the engine idle with the vehicle at standstill is not the correct procedure to warm the engine and engine oil up to operating temperature for an oil check.

• Page 41: Cleaning The Air Filter

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.4 CLEANING THE AIR FILTER • Disconnect the connector on the end of the air temperature sensor. • Slide out and move the main fuse box from its housing. • Loosen and remove the six screws.
• Page 42 GENERAL TECHNICAL INFORMATION Griso V1100 • Remove the air filter frame. • Remove the air filter. • Plug the intake duct with a clean cloth to prevent dirt from falling into the intake ducts. DANGER Do not start the engine when the air filter is not in place.

• Page 43: Adjusting Valve Clearance

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.5 ADJUSTING VALVE CLEARANCE When the timing system is noisy, check the clearance between valves and rocker arms. NOTE Adjust clearance when the engine is cold, with the piston at top dead centre (TDC) during the compression stroke (valves closed).
• Page 44 GENERAL TECHNICAL INFORMATION Griso V1100 • Loosen and remove the eight screws. • Remove the head cover. • Loosen the nut (1); • Turn the adjuster screw (2) with a screwdriver until the following clearances are set: intake valve: 0.10 mm (0.0039 in) exhaust valve: 0.15 mm (0.0059 in).

• Page 45: Front Brake

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.6 FRONT BRAKE BLEEDING Any air trapped in the hydraulic circuit will act as a cushion and take up most of the pressure applied by the master cylinder; this will impair the operation of the brake callipers and reduce braking efficiency.
• Page 46 GENERAL TECHNICAL INFORMATION Griso V1100 • Remove both pins. • Remove the vibration damper. • Remove one pad at a time. WARNING Do not operate the brake lever when the pads are not in place or the calliper pistons might come out of their housing, thus causing brake fluid leakage.

• Page 47: Rear Brake

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.7 REAR BRAKE BLEEDING Any air trapped in the hydraulic circuit will act as a cushion and take up most of the pressure applied by the master cylinder; this will impair the operation of the brake callipers and reduce braking efficiency.
• Page 48 GENERAL TECHNICAL INFORMATION Griso V1100 • Loosen and remove the two screws. • Turn the pin and slide out the split pin. • Remove the split pin. • Remove the pin. • Move the pistons apart pushing on the worn pads.
• Page 49 GENERAL TECHNICAL INFORMATION Griso V1100 • Insert the pin. • Fit the split pin. • Push the rear brake lever until the pistons are against the new pads. • Check the brake fluid level. • Fit the calliper to the disc and tighten the two screws.

• Page 50: Generator Belt Tensioning

  GENERAL TECHNICAL INFORMATION Griso V1100 2.2.8 GENERATOR BELT TENSIONING • Working on either side, loosen and remove the three screws securing the side body panels. • Working on the right side, loosen and remove the two nuts securing the exhaust manifold, collect two washers per nut.
• Page 51 GENERAL TECHNICAL INFORMATION Griso V1100 • Loosen and remove the two screws securing the control unit. • Remove the control unit. • Disconnect the two connectors. • Loosen and remove the ground cable bolt. • Loosen and remove engine oil recovery tank screw.
• Page 52 GENERAL TECHNICAL INFORMATION Griso V1100 • Loosen and remove the spacer. • Loosen and remove timing cover screw. • Loosen and remove the four screws on timing cover. • Remove the timing cover. • Loosen the lock nut. 2 - 33..
• Page 53 GENERAL TECHNICAL INFORMATION Griso V1100 • Using the belt tensioning tool (part no. 06948600), tension the belt to the specified value. • Tighten the adjuster. • Tighten the lock nut. • Follow the procedure as previously indicated, in the reverse order for refitting the removed components;..

• Page 54: Fuel System

  FUEL SYSTEM Griso V1100 FUEL SYSTEM 3 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 55 FUEL SYSTEM Griso V1100 SUMMARY FUEL SYSTEM ...............3 3.1.1 FUEL SUPPLY SYSTEM DIAGRAM ...........3 3.1.2 REMOVING THE FUEL TANK ............4 3.1.3 REMOVING THE AIR BOX............7 INJECTION ................ 9 3.2.1 INJECTION SYSTEM DIAGRAM ...........9 3 - 2..

• Page 56: Fuel Supply System Diagram

  FUEL SYSTEM Griso V1100 FUEL SYSTEM 3.1.1 FUEL SUPPLY SYSTEM DIAGRAM Key: Complete fuel pump Flanged screw M5x16 Fitting Clamp Fuel hose Three-way union Clamp 12.5x8 Hose 3 - 3 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 57: Removing The Fuel Tank

  FUEL SYSTEM Griso V1100 3.1.2 REMOVING THE FUEL TANK • Working on either side, loosen and remove the three screws and remove the side body panel. • Remove the seat. • Loosen and remove the two screws. • Loosen and remove the two screws and set aside the two T-shaped spacers.
• Page 58 FUEL SYSTEM Griso V1100 • Disconnect the battery positive (+) lead. • Loosen and remove the two screws. • Remove the battery bracket. • Remove the battery and the cover, collect the breather hose. 3 - 5 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 59 FUEL SYSTEM Griso V1100 • Raise the fuel tank from the front, then from behind, and rest it onto the brackets welded to the frame, provided with rubber blocks. • Disconnect the quick-release fitting. • Disconnect the connector. • Remove the fuel tank.

• Page 60: Removing The Air Box

  FUEL SYSTEM Griso V1100 3.1.3 REMOVING THE AIR BOX • Remove the fuel tank (see REMOVING THE FUEL TANK). • Disconnect the connector on the end of the air temperature sensor. • Slide out and move the main fuse box from its housing.
• Page 61 FUEL SYSTEM Griso V1100 • Loosen and remove the two screws. • Disconnect the vacuum tube. • Disconnect the blow-by reservoir breather hose. • Remove the hose ties. • Remove the tie from water breather hose on air box right side and remove the hose.

• Page 62: Injection

  FUEL SYSTEM Griso V1100 INJECTION 3.2.1 INJECTION SYSTEM DIAGRAM 3 - 9 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 63 FUEL SYSTEM Griso V1100 Key: Electronic control unit Ignition switch Battery Fuel pump Coils Instrument panel Air temperature sensor Throttle position sensor Injectors 10. Engine temperature sensor 11. Crankshaft position sensor 12. Side stand 13. Oxygen sensor 14. Bank angle sensor 3 - 10 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 64: Lubrication System

  LUBRICATION SYSTEM Griso V1100 LUBRICATION SYSTEM 4 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 65 LUBRICATION SYSTEM Griso V1100 SUMMARY LUBRICATION SYSTEM .............3 4.1.1 LUBRICATION SYSTEM DIAGRAM ...........3 4.1.2 REMOVING THE OIL COOLER ............ 4 4 - 2 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 66 LUBRICATION SYSTEM Griso V1100 LUBRICATION SYSTEM 4.1.1 LUBRICATION SYSTEM DIAGRAM Key: Complete oil cooler Restrictor Aluminium gasket Drilled screw Right tube Left tube Conveyor Flanged TE screw M6x30 Washer 10. Bushing 11. Spacer 12. Rubber seal 13. Cover 14. Spacer 15.
• Page 67 LUBRICATION SYSTEM Griso V1100 4.1.2 REMOVING THE OIL COOLER • Prepare a container and empty the lubrication system. • Loosen and remove the screw and set aside the washer. • Loosen and remove the two screws and set aside the washers.
• Page 68 LUBRICATION SYSTEM Griso V1100 • Remove the oil cooler. 4 - 5 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 69 ENGINE Griso V1100 ENGINE 5 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 70 MOTORE Griso V1100 SUMMARY 5.1. REMOVING AND REFITTING THE ENGINE ..........3 5.1.1. REMOVING THE ENGINE FROM THE FRAME .........3 5.1.2. FITTING THE ENGINE ON THE FRAME ..........15 5 - 2 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 71 ENGINE Griso V1100 5.1. REMOVING AND REFITTING THE ENGINE 5.1.1. REMOVING THE ENGINE FROM THE FRAME • Support the vehicle front end using the suitable stand and its rear end using slings and a hoist. • Position the engine support stand under the oil sump.
• Page 72 MOTORE Griso V1100 • Working on either side, loosen and remove the three screws and remove the side body panel. • Working on either side, loosen and remove the two outer screws and remove the spark plug protection. • Working on either side, loosen and remove the two inner screws and remove the insert.
• Page 73 ENGINE Griso V1100 • Working on either side, disconnect the injector connectors. • Disconnect the throttle cables. 5 - 5 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 74 MOTORE Griso V1100 • Disconnect the idle motor connector. • Disconnect the engine temperature sensor connector. • Disconnect the throttle position sensor connector. • Loosen and remove the two screws and collect the washer. 5 - 6 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 75 ENGINE Griso V1100 • Disconnect the rpm sensor connector and connect the gasket. • Disconnect the generator connectors. • Disconnect the neutral sensor connector. • Loosen and remove the two screws and collect the washers. • Remove the starter motor protection.
• Page 76 MOTORE Griso V1100 • Unscrew and remove the screw. • Disconnect the ground cables. • Disconnect the starter motor connectors. • Prepare a container. • Release the clutch bleed hose. • Let clutch fluid fully drain out. 5 - 8..
• Page 77 ENGINE Griso V1100 • Loosen and remove the three screws and move aside the clutch slave cylinder. • Slide out the gearbox fluid breather line. • Working on either side, disconnect the clamp and slide out the oil breather line.
• Page 78 MOTORE Griso V1100 • Disconnect the stand sensor connector and move it until clear of the ties. • Loosen and remove the two screws and remove the control unit protection. • Loosen and remove the two screws and move the control unit down.
• Page 79 ENGINE Griso V1100 • Loosen and remove the screw and move aside the oil vapour recovery tank. • Unscrew and remove the stud bolt. • Loosen and remove the engine lower nut and collect the washer. • Remove the lower shaft, collect the washer.
• Page 80 MOTORE Griso V1100 • Working on either side, loosen and remove the front screw and collect the washer. • Loosen and remove the engine upper nut and collect the washer. • Remove the upper shaft, collect the washer. • Loosen and remove the nut and set aside the screw and the cable guide.
• Page 81 ENGINE Griso V1100 • Loosen and remove the screw and remove the plate. NOTE The following operations shall be performed together with a second operator. • Partially lower the engine. • Disconnect the oil pressure sensor connector. • Completely lower the engine.
• Page 82 MOTORE Griso V1100 • Raise the vehicle rear end. • Remove the front stand. • Release the slings from the hoist supporting the vehicle rear end and remove the frame from the engine. 5 - 14 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 83 ENGINE Griso V1100 5.1.2. FITTING THE ENGINE ON THE FRAME • Secure the vehicle frame to a lift; lift the engine and set in position. • Connect the oil pressure sensor connector. • Position the plate and tighten the screw.
• Page 84 MOTORE Griso V1100 • Working on the right side, fit the washer and the upper pin. • Fit the washer and fit the engine top nut. • Working on either side, position the washer and fit the screw. • Working on the right side, fit the washer and the lower pin.
• Page 85 ENGINE Griso V1100 • Fit the washer and tighten the engine bottom nut. • Working on either side, tighten the screw to the specified torque. • Tighten the stud bolt. • Fit the oil vapour tank and tighten the screw.
• Page 86 MOTORE Griso V1100 • Fit the ECU and tighten the two screws. • Fit the ECU guard and tighten the two screws. • Connect the stand sensor connector and secure it to the frame with new ties. 5 - 18..
• Page 87 ENGINE Griso V1100 • Fit the oil vapour hose and tighten the two screws. • Fit the oil bleed hose and secure it with a new tie. • Fit the gearbox fluid breather tube. • Fit the clutch slave cylinder.
• Page 88 MOTORE Griso V1100 • Position the clutch bleed hose in the cable guide. • Fill the clutch system with fluid. • Connect the starter motor connectors. • Connect the earth cables and tighten the screw. 5 - 20 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 89 ENGINE Griso V1100 • Fit the starter motor protection. • Fit the two washers and tighten the two screws. • Connect the neutral sensor end connector. • Connect the generator connectors. • Fit the gasket and connect the rpm sensor connector.
• Page 90 MOTORE Griso V1100 • Fit the washer and tighten the two screws. • Connect the connector on the throttle position sensor end. • Connect the engine temperature sensor connector. • Connect the stepper motor connector. 5 - 22 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 91 ENGINE Griso V1100 • Connect the throttle cables. • Working either side, connect injector connectors. • Working on either side, connect both spark plug caps. 5 - 23 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 92 MOTORE Griso V1100 • Working on either side, fit the insert and tighten the two internal screws. • Working on either side, fit the spark plug protection and tighten the two external screws. • Install the fuel tank, see (REMOVING THE FUEL TANK).
• Page 93 ENGINE Griso V1100 • Fit the swingarm together with the cardan joint. • Fit the complete exhaust system, the air box, the tank and the seat. 5 - 25 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 94 CHASSIS Griso V1100 CHASSIS 6 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 95 CHASSIS Griso V1100 SUMMARY FRONT FORK...............3 6.1.1 FRONT FORK DIAGRAM............. 3 6.1.2 REMOVING THE FORK LEGS............4 6.1.3 INSTALLING THE FORK LEGS ............ 7 6.1.4 DRAINING THE FORK OIL ............10 6.1.5 FILLING THE FRONT FORK FLUID ............ 13 6.1.6..

• Page 96: Front Fork

  CHASSIS Griso V1100 FRONT FORK 6.1.1 FRONT FORK DIAGRAM Snap ring 13. Sleeve Spring preload adjuster 14. Sliding bushing Spring preload pusher 15. Guide bushing Sleeve upper plug 16. Stop ring Washer 17. Gasket Slider 18. Snap ring Complete damper rod 19.

• Page 97: Removing The Fork Legs

  CHASSIS Griso V1100 6.1.2 REMOVING THE FORK LEGS • Working on either side, loosen and remove the two front brake calliper screws and remove the calliper from its housing. • Support the front end of the vehicle. • Loosen and remove the wheel shaft fixing nut and set aside the washer.
• Page 98 CHASSIS Griso V1100 • Remove the wheel shaft using a screwdriver inside the shaft holes. • During this operation, support and remove the wheel. • Remove the front wheel spacer on the right side. • Working on either side, loosen and remove the two screws.
• Page 99 CHASSIS Griso V1100 • Remove the front mudguard. • Support the fork and loosen the top and bottom yoke screws. • Slide out the fork leg. 6 - 6 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 100: Installing The Fork Legs

  CHASSIS Griso V1100 6.1.3 INSTALLING THE FORK LEGS NOTE The operations below apply to both fork legs. • Fit the fork leg. • Support the fork leg and tighten the screws on the top and bottom yokes to the specified torque.
• Page 101 CHASSIS Griso V1100 • Working on either side, tighten the two screws. • Fit the spacer in its housing, on the right-hand side of the front wheel. • Fit the front wheel and insert the wheel shaft by lightly tapping it with a rubber mallet.
• Page 102 CHASSIS Griso V1100 • Working on either side, take fully home the wheel shaft pinch bolts. • Support the front end of the motorcycle, then fit and tighten the wheel shaft nut and sealing washer. • Tighten the wheel shaft pinch bolts to the specified torque.

• Page 103: Draining The Fork Oil

  CHASSIS Griso V1100 6.1.4 DRAINING THE FORK OIL • Vice the outer sleeve using the suitable tool (part no. AP8140149). • Set the spring preload to its minimum. • Unscrew the sleeve upper plug. • Clamp the fork bottom end with care to avoid damaging it.
• Page 104 CHASSIS Griso V1100 • Fit the suitable tool (part no. AP8140191) to spring joint. • Push the tool downward to compress the spring and then fit the tool spacer under the cartridge check nut. • Loosen the plug by applying a wrench to the flats and holding the check nut steady.
• Page 105 CHASSIS Griso V1100 • Remove the spacer and the washer. • Press downward against spring force and slide out the spacer. • Slide out the spring joint. • Empty the oil into a container and remove the spring. 6 - 12..

• Page 106: Filling The Front Fork Fluid

  CHASSIS Griso V1100 6.1.5 FILLING THE FRONT FORK FLUID • Fill the fork so the air bubbles trapped inside are released. • Fit the spring joint. • Fit the relevant tool (part no. AP8140147) to the spring joint so as to lock the cartridge rod.
• Page 107 CHASSIS Griso V1100 • Tighten the upper plug on the cartridge rod. • Vice the outer sleeve using the suitable tool (part no. AP8140149). 6 - 14 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 108 CHASSIS Griso V1100 • Tighten the upper plug to the indicated torque. 6 - 15 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 109: Removing The Oil/dust Seals

  CHASSIS Griso V1100 6.1.6 REMOVING THE OIL/DUST SEALS • Vice the outer sleeve using the suitable tool (part no. AP8140149). • Set the spring preload to its minimum. • Unscrew the sleeve upper plug. • Clamp the fork bottom end with care to avoid damaging it.
• Page 110 CHASSIS Griso V1100 • Fit the recommended tool (part no. AP8140147) to spring joint. • Push the tool downward to compress the spring and then fit the tool spacer under the cartridge check nut. • Loosen the plug by applying a wrench to the flats and holding the check nut steady.
• Page 111 CHASSIS Griso V1100 • Remove the spacer and the washer. • Press downward against spring force and slide out the spacer. • Slide out the spring joint. • Empty the oil into a container and remove the spring. 6 - 18..
• Page 112 CHASSIS Griso V1100 • Remove the lower spacer and the washer. • Loosen the cartridge fixing screw on the fork bottom end. • Set aside the centring bushing. 6 - 19 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 113 CHASSIS Griso V1100 • Slide out the sleeve dust seal using a screwdriver for leverage. • When doing this take care not to damage the edge of the sleeve. • Remove the snap ring. • Remove the sleeve from the slider using the sleeve as a stop.
• Page 114 CHASSIS Griso V1100 • Remove the ring and the dust seal. 6 - 21 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 115 CHASSIS Griso V1100 6 - 22 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 116: Refitting The Oil/dust Seals

  CHASSIS Griso V1100 6.1.7 REFITTING THE OIL/DUST SEALS • Clamp the leg in a vice with care to avoid damaging its surfaces. • Protect the ends of the leg with adhesive tape. • Lubricate the sliding edges with fork fluid or seal grease.
• Page 117 CHASSIS Griso V1100 • The stamped side of the sealer ring must be facing the dust seal. • Proceed to fit the ring, the movable bushing and, after having removed the tape, the fixed bushing. 6 - 24 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 118 CHASSIS Griso V1100 • Fit the sleeve on the leg and, using the specific tool, place the oil guard in position. • Insert the snap ring in its housing. • Fit the dust seal with the specific tool. • Fit the centring bushing on the cartridge and place the complete assembly in the fork.
• Page 119 CHASSIS Griso V1100 • Tighten the cartridge fixing screw on the fork bottom end to the specified torque. • Fit the lower spacer and the washer. • Fit the fork spring. 6 - 26 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 120 CHASSIS Griso V1100 • Fill the fork so the air bubbles trapped inside are released. • Fit the spring joint. • Fit the suitable tool (part no. AP8140147) to the spring joint so as to lock the cartridge leg in position.
• Page 121 CHASSIS Griso V1100 • Tighten the upper plug on the cartridge rod. • Vice the outer sleeve using the suitable tool (part no. AP8140149). 6 - 28 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 122 CHASSIS Griso V1100 • Tighten the upper plug to the indicated torque. 6 - 29 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 123: Checking The Components

  CHASSIS Griso V1100 6.1.8 CHECKING THE COMPONENTS STANCHION Inspect the sliding surface for scoring and/or scratching. Eliminate minor scoring with wet sand paper (grain size 1). Replace the stanchion if badly scored. Check for stanchion buckling using a dial gauge.
• Page 124 CHASSIS Griso V1100 – damper rod. Change any component that is badly worn or damaged. WARNING Remove any impurities from the bushing; pay attention not to damage the surface. When reassembling, replace the following components with new ones: – gasket;..

• Page 125: Adjustments

  5 projection notches (excluding plug) (*) clockwise (**) anticlockwise (***) For this type of adjustment please contact exclusively a Moto Guzzi Authorised Dealer. 6 - 32 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 126: Adjusting The Steering Bearings Play

  CHASSIS Griso V1100 ADJUSTING THE STEERING BEARINGS PLAY 6.2.1 ADJUSTING THE STEERING BEARINGS PLAY • Release and remove the two front screws. • Loosen and remove the two outer screws and move the instrument panel forward. • Loosen and remove the two screws and collect the right U-bolt.
• Page 127 CHASSIS Griso V1100 • Supporting the handlebar, loosen and remove the two screws and collect the left U-bolt. • Move the handlebar forward ensuring not to tip over the front brake and clutch fluid tanks. • Unscrew and remove the screw.
• Page 128 CHASSIS Griso V1100 • Working on either side, loosen and remove the screw securing the top plate to fork legs. • Raise the fork top plate sliding it off the fork legs. • Straighten the safety washer on steering tube.
• Page 129 CHASSIS Griso V1100 NOTE Use only the specific special tool: AP8140190 (tool to tighten steering head). • Loosen and remove the upper ring nut with the specific tool. • Remove the safety washer. • Set the steering bearing preload using the special tool.
• Page 130 CHASSIS Griso V1100 • Tighten the top ring nut finger tight and then continue tightening until ring nut notches are aligned. • Bend the safety washer. • Position the fork top plate on the fork legs. 6 - 37 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 131: Rear Suspension

  CHASSIS Griso V1100 REAR SUSPENSION 6.3.1 REAR SUSPENSION DIAGRAM Key: Shock absorber Flanged TE screw M10x80 Double-connecting rod Double-connecting rod gudgeon pin L40 Roller case Oil seal D18x24x3 Double-connecting rod gudgeon pin L47 Double-connecting rod gudgeon pin 10.1x18x25 TCEI screw M10x82 10.

• Page 132: Removing The Rear Suspension

  CHASSIS Griso V1100 6.3.2 REMOVING THE REAR SUSPENSION • Fasten the handlebar at the front using a hoist. • Support the bottom of the vehicle with suitable means. • Support the front of the vehicle with a suitable stand. •..
• Page 133 CHASSIS Griso V1100 • Remove the screw by lightly tapping it with a rubber mallet and ease the connecting rod assembly out of its housing. Loosen and remove the screw. • Loosen and remove the screw and slide out the complete suspension from the top.

• Page 134: Frame

  CHASSIS Griso V1100 FRAME 6.4.1 REMOVING THE RIGHT FOOTREST PLATE • Loosen and remove the two lower screws and set aside the nuts and the spacers. • Remove the ties and cable guide from the brake line. 6 - 41..
• Page 135 CHASSIS Griso V1100 • Loosen and remove the two screws. • Remove the rear brake calliper from the disc. • Loosen and remove the upper screw and set aside the nut. • Loosen and remove the upper screw. 6 - 42..
• Page 136 CHASSIS Griso V1100 • Remove the air box (see REMOVING THE AIR BOX). • Disconnect the rear brake lever switch connector and remove the ties. • Remove the right footrest plate, keeping the brake fluid reservoir in vertical position. 6 - 43..

• Page 137: Removing The Left Footrest Plate

  CHASSIS Griso V1100 6.4.2 REMOVING THE LEFT FOOTREST PLATE • Remove the exhaust silencer. • Loosen and remove the screw and set aside the nut and the spacer. • Loosen and remove the screw and set aside the nut. •..

• Page 138: Electric System

  ELECTRIC SYSTEM Griso V1100 ELECTRIC SYSTEM 7 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 139 ELECTRIC SYSTEM Griso V1100 SUMMARY ELECTRIC SYSTEM ..............3 7.1.1 ELECTRICAL PARTS CHECKS TABLE..........3 7.1.2 WIRING DIAGRAM.............11 7 - 2 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 140 ELECTRIC SYSTEM Griso V1100 ELECTRIC SYSTEM 7.1.1 ELECTRICAL PARTS CHECKS TABLE 7 - 3 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 141: Instrument Panel

  ELECTRIC SYSTEM Griso V1100 1 Coil primary resistance: 0.9 – 1.1 Ω (measured across pins 1 and secondary resistance: 6.5 – 7.2 KΩ. 2 Instrument panel The pinout of the grey connector is as follows: Service IGHT INDICATOR CONTROL IGH BEAM INPUT..
• Page 142 ELECTRIC SYSTEM Griso V1100 3 FUEL PUMP Fuel pump: Power input: 3.5 A (to be measured across pins 1 and 2 with 12V) Fuel sensor Resistance: 250-300 Ω (to be measured across pins 3 and 4 with fuel level equal to 0 litres) 4 INJECTOR Resistance: 14Ω..
• Page 143 ELECTRIC SYSTEM Griso V1100 7 TAIL LIGHT 8 MAIN FUSES a - From battery to voltage regulator (30 A). b - From battery to key and auxiliary fuses c - d (30 A). NOTE There is one spare fuse. 9 OXYGEN SENSOR Oxygen sensor with heater.
• Page 144 ELECTRIC SYSTEM Griso V1100 11 STARTER MOTOR starting input: about 100 A 12 INTAKE AIR TEMPERATURE SENSOR NTC-type sensor resistance: 3.7 KΩ (at 20°C – 68°F) 13 ENGINE SPEED SENSOR Inductive-type sensor, with shielding cable. Winding resistance: 650 Ω (to be measured across pins 1 and 2).
• Page 145 ELECTRIC SYSTEM Griso V1100 15 ECU Model: Magneti Marelli IAW 5 AM2 Black connector pinout (engine) Service Not used Not used TPS signal Not used Engine temperature signal Not used Not used Not used Stepper motor (+) Right cylinder coil control..
• Page 146 ELECTRIC SYSTEM Griso V1100 Service Not used Not used CAN – H line (ECU/instrument panel) Not used Oxygen sensor signal Not used Vehicle speed signal input Not used Not used 'Engine stop' signal input Starting signal input CAN – L line (ECU/instrument panel)
• Page 147 ELECTRIC SYSTEM Griso V1100 18 GENERATOR Single-phase generator with regulated voltage Maximum charge 40A (550W) Charge voltage 14.2 - 14.8 V (5000 rpm) 19 OIL PRESSURE SENSOR NO contact 20 SPEED SENSOR Active inductive sensor 3-pin connector (Power supply - Signal-Ground) 21 AUXILIARY FUSES c –..
• Page 148 ELECTRIC SYSTEM Griso V1100 7.1.2 WIRING DIAGRAM 7 - 11 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 149 ELECTRIC SYSTEM Griso V1100 Key: Wire colour coding: Multiple connectors Orange Diode arrangement Light blue Starter relay Blue Clutch switch White Light relay Yellow Right dimmer switch Grey Designed to fit a capacitor Brown Warning horn Black Left dimmer switch 10.
• Page 150 TRANSMISSION Griso V1100 TRANSMISSION 8 - 1 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 151 TRANSMISSION Griso V1100 SUMMARY REAR TRANSMISSION.............. 3 8.1.1 DISASSEMBLING THE SWINGARM ...........3 8.1.2 CHECK ...............7 8.1.3 REASSEMBLING THE SWINGARM ...........8 TRANSMISSION BOX .............. 11 8.2.1 REMOVAL ................ 11 8.2.2 REASSEMBLY ..............13 8.2.3 DISASSEMBLY ..............14 8 - 2..

• Page 152: Rear Transmission

  TRANSMISSION Griso V1100 REAR TRANSMISSION 8.1.1 DISASSEMBLING THE SWINGARM • Support the vehicle front end using the suitable stand and its rear end using slings and a hoist. • Position the engine support stand under the oil sump. • To remove the swingarm, first remove both footrest plates and the exhaust silencer.
• Page 153 TRANSMISSION Griso V1100 • Engage the first gear. • Loosen and remove the four retaining screws; set aside the spacers. • Remove the rear wheel • Loosen and remove the reinforcement bar nut. • Remove the screw. • Secure the reinforcement bar to the frame using a clamp.
• Page 154 TRANSMISSION Griso V1100 • Loosen the two screws on the swingarm clamp. • Loosen and remove the connecting rod securing nut, set aside the screw. • Disconnect the speed sensor connector and remove the ties securing the cable to the frame.
• Page 155 TRANSMISSION Griso V1100 • With the help of a second person, slide out the shaft and remove the swingarm together with the cardan joint. 8 - 6 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 156: Check

  TRANSMISSION Griso V1100 8.1.2 CHECK • Check that the cardan joint is in good condition, that the gear teeth engaging in the union grooves and the joint grooves are not damaged or worn. If so, change the joint. • Check that the rubber bellow is not cut or pierced.

• Page 157: Reassembling The Swingarm

  TRANSMISSION Griso V1100 8.1.3 REASSEMBLING THE SWINGARM • Smear some grease all along the swingarm shaft. • Fit the ring nut on the swingarm shaft and tighten finger tight. • Working on either side, grease cardan joint grooves with the recommended product, see (LUBRICANTS TABLE).
• Page 158 TRANSMISSION Griso V1100 • Fit the dust cover onto the gearbox. • Secure the dust cover using a new clamp. • Fit the reinforcement bar in its seat. • Fit the screw. • Tighten the reinforcement bar nut. • Fit the connecting rod to the swingarm.
• Page 159 TRANSMISSION Griso V1100 • Fit the rear wheel on the swingarm. • Tighten the four screws together with the spacers. • Fit the cover. 8 - 10 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 160: Transmission Box

  TRANSMISSION Griso V1100 TRANSMISSION BOX 8.2.1 REMOVAL • Before removing the transmission box, first remove the exhaust silencer and the rear wheel. • Loosen and remove the reinforcement bar nut. • Remove the screw. • Secure the reinforcement bar to the frame using a clamp.
• Page 161 TRANSMISSION Griso V1100 • Remove the cardan joint and the transmission box. 8 - 12 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 162: Reassembly

  TRANSMISSION Griso V1100 8.2.2 REASSEMBLY NOTE Grease cardan joint grooves using the recommended product, see (LUBRICANT TABLE). • Fit the transmission box on the swingarm; ensure that the cardan joint fits correctly. • Tighten the four screws to the specified torque; follow a cross pattern.

• Page 163: 8.2.3 Disassembly

  TRANSMISSION Griso V1100 8.2.3 Disassembly SYMBOLOGY DESCRIPTION SYMBOLS WARNING/DANGER REMOVE/INSTALL seals-gaskets-filters OIL FILLING OR OIL LEVEL/OIL DRAIN LUBRICATION/GREASING ADJUSTMENTS/MEASUREMENTS tightening torques-preloads-backlash SPECIAL TOOLS SEALING/LOCKING FLUIDS APPLICATION MARKING DISASSEMBLY/ASSEMBLY OF BULKY PARTS OR SUBASSEMBLIES WARNING: respect assembly orientation CLEANING CAREFULLY APPLY PRESSURIZED FLUID 8 - 14 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 164: Tightening Torques

  TRANSMISSION Griso V1100 TIGHTENING TORQUES 30 Nm - B 30 Nm - B 20 Nm - B Sez. A-A 170 Nm - B 2 Nm - C 35 Nm - B 0.6 Nm - A 8 - 15 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 165 TRANSMISSION Griso V1100 HOUSING GROUP DISASSEMBLY Remove the plug (20). Remove the plug (3) to drain the oil. 8 - 16 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 166 TRANSMISSION Griso V1100 Lift the boot (10). Remove the clamps (9) and (11). Remove the boot (14). Remove the screws (16). Collect the ring (15). 8 - 17 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 167 TRANSMISSION Griso V1100 Remove the bolts (7). Remove the housing (4). Remove the clamp (12). Remove the boot (14). Collect the ring (13). 8 - 18 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 168 TRANSMISSION Griso V1100 Remove the support group (8). ASSEMBLY Assemble the dowel pin (21) to the housing (18) with the special tool and a hammer. Assemble the housing (18) on the special fastening tool. Clean with care the housings contact surfaces.
• Page 169 TRANSMISSION Griso V1100 Insert the support group (8) into the housing (18). Assemble the ring (13) with the boot (14). Assemble the boot (14) to the support (8). Assemble the clamp (12). Lock the clamp (12) with suitable plier. 8 - 20..
• Page 170 TRANSMISSION Griso V1100 Apply the prescribed sealant to the housing (18). Assemble a new seal ring (1) using the special tool. Lubricate the seal ring (1). Assemble two stud bolts with thread in the threaded holes on the housing (18), as shown in figure.
• Page 171 TRANSMISSION Griso V1100 Assemble the fastening screws (7). Tighten the screws (7) to the prescribed torque. Remove the exceeding sealant. Assemble the ring (15) to the housing. Assemble the fastening screws (16) to the prescribed torque. Assemble the plug (3) and the washer (2).
• Page 172 TRANSMISSION Griso V1100 Assemble the breather (6) and the washer (5). Tighten the breather (6) to the prescribed torque. Fill the transmission with the prescribed oil. Assemble the plug (3) and the washer (2). Tighten the plug to the prescribed torque.
• Page 173 TRANSMISSION Griso V1100 WHEEL SHAFT GROUP DISASSEMBLY Remove the bearing (1) from the wheel shaft (3) with suitable extractor. Overturn the group. Remove the bearing (10) from the wheel shaft (3) with suitable extractor. ASSEMBLY Heat the bearings (1) and (10) at 100°C.
• Page 174 TRANSMISSION Griso V1100 Overturn the group. Assemble the bearing (10) to the wheel shaft (3). 8 - 25 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 175 TRANSMISSION Griso V1100 PINION GROUP DISASSEMBLY Remove the lock ring (1) from the ring nut (2). Unscrew the ring nut (2) with the special wrench (s4). Remove the ring nut (2), then remove the seal ring from the ring nut.
• Page 176 TRANSMISSION Griso V1100 Grease the seal ring (3). Assemble the ring nut (2). Tighten the ring nut (2) with the special wrench (s4) to the prescribed torque. Insert the locking ring (1) into the ring nut (2) in the shown position.
• Page 177 TRANSMISSION Griso V1100 Assembly position of the locking ring (1). Warning: the locking ring (1) must be pushed in its seat. 8 - 28 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 178 TRANSMISSION Griso V1100 SUPPORT GROUP DISASSEMBLY Remove the bush (1) with a punch. Overturn the support (5) and remove the other bush (8). 8 - 29 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..
• Page 179 TRANSMISSION Griso V1100 Remove the seal ring (2) and (7) with a screwdriver. Nota: destructive operation for the seal ring. Remove from the support (5) the lock rings (3) and (6) with a suitable pliers. Remove the spherical joint (4) with a suitable pad and a hammer.
• Page 180 TRANSMISSION Griso V1100 Insert into the support (5) the lock ring (3) with a suitable pliers. Assemble the new seal rings (2) and (7) by hand. Assemble the bush (1). Drive in the bush (1) with a plastic hammer. Overturn the support (5) and assemble the other bush (8) 8 - 31 www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

• Page 181: Troubleshooting

  TRANSMISSION Griso V1100 TROUBLESHOOTING This chapter is a descriptive and explanatory guide to common transmission problems. This guide suggests the correct repair procedures to be followed. Problem Cause Action Oil leakage from the wheel shaft 1. Radial shaft seal incorrectly mounted 1.
• Page 182 Moto Guzzi S.p.a. Via E.V. Parodi, 57 23826 Mandello del Lario (LECCO) Italy Tel. +39 0341 709111 Fax +39 0341 709220 www.motoguzzi.it www.servicemotoguzzi.com www.guzzitek.org + www.guzzitech.com - Revente Interdite - Revendita Vietata - Resaling Forbiden - Wiederverkauf Verboten..

Moto Guzzi is an Italian motorcycle manufacturer and the oldest European manufacturer in continuous motorcycle production.^[1][2][3]

Moto Guzzi

Established in 1921 in Mandello del Lario, Italy, the company is noted for its historic role in Italy's motorcycling manufacture, its prominence worldwide in motorcycle racing, and industry innovations—including the first motorcycle centre stand, wind tunnel and eight-cylinder engine.^[4]

Since 2004, Moto Guzzi has been an unico azionista, a wholly owned subsidiary, and one of seven brands owned by Piaggio & C. SpA,^[5][6]Europe's largest motorcycle manufacturer and the world's fourth largest motorcycle manufacturer by unit sales.^[6]

The company's motorcycles are noted for their air-cooled 90° V-twin engines with a longitudinal crankshaft orientation where the engines' transverse cylinder heads project prominently on either side of the motorcycle.^[7][8]

• 1History
• 3Technical innovations

History[edit]

Similar to other storied motorcycle manufacturers that have survived for decades, Moto Guzzi has experienced a series of business cycles and a series of ownership arrangements—some complex, some brief, some that have endured.

1921–1966 – Origins[edit]

Moto Guzzi was conceived by two aircraft pilots and their mechanic serving in the Corpo Aeronautico Militare (the Italian Air Corp, CAM) during World War I: Carlo Guzzi, Giovanni Ravelli and Giorgio Parodi. Assigned to the same Miraglia Squadron based outside Venice,^[9] the three became close, despite coming from different socio-economic backgrounds. The trio envisioned creating a motorcycle company after the war. Guzzi would engineer the motor bikes, Parodi (the son of wealthy Genovese ship-owners) would finance the venture, and Ravelli (already a famous pilot and motorcycle racer) would promote the bikes with his racing prowess. Guzzi and Parodi (along with Parodi's brother) formed Moto Guzzi in 1921. Ravelli, ironically, had 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.^[10]

Carlo Guzzi and Giorgio Parodi, along with Giorgio's brother Angelo, 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'.

The company was legally based in Genoa, Italy, with its headquarters in Mandello. The very earliest motorcycles bore the name G.P. (Guzzi-Parodi), though the marque quickly changed to Moto Guzzi. As the only actual shareholders, the Parodi's wanted to shield their shipping fortunes by avoiding confusion of name G.P. with Giorgio Parodi's initials. Carlo Guzzi initially received royalties for each motorcycle produced, holding no ownership in the company that bore his name. In 1946 Moto Guzzi formally incorporated as Moto Guzzi S.p.A. with Giorgio Parodi as chairman.

Carlo Guzzi's first engine design was a horizontal single-cylinder engine that dominated the first 45 years of the company's history in various configurations. Through 1934, each engine bore the signature of the mechanic who built it. As originally envisioned, the company used racing to promote the brand. In the 1935 Isle of Man TT, Moto Guzzi factory rider Stanley Woods performed an impressive double victory with wins in the Lightweight TT as well as the Senior TT.

Until the mid-1940s, the traditional horizontal four-stroke single-cylinder 500 cc engines were fitted with one overhead and one side valve but contrary to the usual practice of having inlet over exhaust (IOE), this employed the side valve for induction and the overhead valve for exhaust. Also unusual was the adoption of only one hairspring (type of valve spring) to close the exhaust valve. These were the highest performance engines Moto Guzzi sold to the general public. By contrast, the company supplied the official racing team and private racers with higher performance racing machines with varying overhead cam, multi-valve configurations and cylinder designs.

In the 1950s, Moto Guzzi, along with the Italian factories of Gilera and Mondial, led the world of Grand Prix motorcycle racing. With durable and lightweight 250 cc and 350 cc bikes designed by Giulio Carcano, the firm dominated the middleweight classes. The factory won five consecutive 350 cc world championships between 1953 and 1957. In realizing that low weight alone might not continue to win races for the company, Carcano designed the V8 500 cc GP race bike—whose engine was to become one of the most complex engines of its time. Despite the bike's having led many races and frequently posted the fastest lap time, it often failed to complete races because of mechanical problems. Ultimately, the V8 was not developed further as Moto Guzzi withdrew (together with the main competitors Gilera and Mondial) from racing after the 1957 season citing escalating costs and diminishing motorcycle sales. By the time of its pull out from Grand Prix racing, Moto Guzzi had won 3,329 official races, 8 World Championships, 6 Constructor's Championships and 11 Isle of Man TT victories.

The period after World War II was as difficult in Mandello del Lario as it was elsewhere in post-war Europe. The solution was production of inexpensive, lighter cycles. The 1946 'Motoleggera', a 65 cc lightweight motorcycle became very popular in post-war Italy. A four-stroke 175 cc scooter known as the 'Galletto' also sold well. Though modest cycles for the company, the lighter cycles continue to feature Guzzi's innovation and commitment to quality. The step-through Galletto initially featured a manual, foot-shifted three-speed (160 cc) configuration then later a four-speed (175 cc) set-up by the end of 1952. The displacement was increased to 192 cc in 1954 and electric start was added in 1961.

Moto Guzzi was limited in its endeavors to penetrate the important scooter market as motorcycle popularity waned after WWII. Italian scooter competitors would not tolerate an incursion from Moto Guzzi. By innovating the first large-wheeled scooter, Guzzi competed less directly with manufacturers of small-wheeled scooters such as Piaggio (Vespa) and Lambretta. To illustrate the delicate balance within the Italian post-war motorcycle and scooter markets, when Guzzi developed their own prototype for a small-wheeled scooter, Lambretta retaliated with a prototype for a small V-twin motorcycle threatening to directly compete on Moto Guzzi's turf. The two companies compromised: Guzzi never produced their small-wheeled scooter and Lambretta never manufactured the motorcycle. The drive train that Lambretta made in their 1953 motorcycle prototype remarkably resembles the V-twin + drive shaft arrangement that Guzzi developed more than ten years later, ultimately to become iconic of the company.

By 1964, the company was in full financial crisis. Emanuele Parodi and his son Giorgio had died, Carlo Guzzi had retired to private life, and direction passed to Enrico Parodi, Giorgio's brother. Carlo Guzzi died on 3 November 1964, in Mandello, after a brief hospital stay in Davos.^[9]

1967–1973 – SEIMM years[edit]

In February 1967, SEIMM (Società Esercizio Industrie Moto Meccaniche), a state controlled receiver, took ownership of Moto Guzzi. The SEIMM oversight saw Moto Guzzi adapting to a cultural shift away from motorcycles to automobiles. The company focused on popular lightweight mopeds including the Dingo and Trotter – and the 125 cc Stornello motorcycle. Also during the SEIMM years Guzzi developed the 90° V twin engine, designed by Giulio Cesare Carcano, which would become iconic of Moto Guzzi.

Though Moto Guzzi has employed engines of myriad configurations, none has come to symbolize the company more than the air-cooled 90° V-twin with a longitudinal crankshaft orientation and the engine's transverse cylinder heads projecting prominently on either side of the bike. The original V-twin was designed in the early 1960s by engineer Giulio Cesare Carcano, designer of the DOHC V8 Grand Prix racer. 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 sturdy shaft-drive, air-cooled V-twin won, giving Moto Guzzi renewed competitiveness. This 1967 Moto Guzzi V7 with the original Carcano engine has been continuously developed into the 1,200 cc, 80 hp (60 kW) versions offered today (2006). Lino Tonti redesigned the motor for the 1971 Moto Guzzi V7 Sport. This engine is the basis of the currently used 750 cc, 1,100 cc and 1,200 cc Guzzi engines. The longitudinal crankshaft and orientation of the engine creates a slight gyroscope effect, with a slightly asymmetrical behavior in turns.

1973–2000 – De Tomaso years[edit]

After experiencing financial difficulties in the late 1960s, De Tomaso Industries Inc. (D.T.I. Group or DTI), manufacturer of the De Tomaso sports and luxury cars, owned by Argentinian industrialist Alejandro de Tomaso, purchased SEIMM (and thereby Moto Guzzi) along with Benelli and Maserati in 1973. Under Tomaso's stewardship, Moto Guzzi returned to profitability,^[11]though other reports suggest a period of limited investment in Moto Guzzi followed attributed to DTI using Moto Guzzi financially prioritizing their automotive ventures.^[12]

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In 1976, Guzzi released the 850 Le Mans, a cafe racer that was a stylistic masterpiece and still today considered one of the most iconic and sought-after of all Guzzis.^{[according to whom?]} A marketing success that would compete with other Italian superbikes, it spawned four later models from Mark II to its culmination in the 1990s, the Mark V. The initial model is known widely but incorrectly as the Mark I. Technically, it is simply the 850 Le Mans. It was named in homage to the 24-hour endurance race and circuit in France. The Mark I had two production runs with slight modifications. The first run, known as Series 1, used the roundish CEV stop/taillight used on many Italian bikes of the decade. Fewer than 2,000 of the round taillight bikes were made and they are the most desirable Guzzi of the era.^{[citation needed]} The second production run, known as the Series 2 and totaling around 4,000 bikes, used a De Tomaso-designed rectangular taillight/reflector and modified rear guard. This was also used on the Mark II and SP models. The taillight and guard was the biggest change between Series 1 and 2 but other modifications included later inclusion of a tripmeter, black fork lowers, a more generous dual seat that replaced the split-prone original seat, exhaust pipe heel guards and inferior fuel taps. 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. Most Mk I bikes were brilliant red although a very small number were painted in metallic ice blue. An exceedingly small number^{[clarification needed]} of Series 2 bikes were white.

In 1979, a small-block version of the air-cooled V-twin designed by engineer Lino Tonti was introduced as the V35. Radical when introduced, the design featured horizontally split crankcases and Heron heads. The former was a common feature of contemporary Japanese motorcycle design, whilst the latter was widely used in car engines. Both features allow more efficient mass production and also the design of the engine and associated components cut the weight from 548 lb (249 kg) of the contemporary 850 T3 to the 385 lb (175 kg) of the V35. The power of the original V35 at 35 bhp (26 kW) was competitive with engines of comparable displacement of the period – later, larger versions (V50, V65, V75) were rapidly outclassed by competing water-cooled engines. The Breva and Nevada today feature a descendent 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.

As Guzzi continued to develop the V-twin, power was increased in the mid-1980s when Guzzi created four-valve versions of the 'small block' series. Of these, the 650 and the 750 were rated at 60 bhp (45 kW) and 65 bhp (48 kW) respectively. The production of the four-valve 'small block' engines ended in the later 1980s.

Moto Guzzis have used an hydraulic integrated brake system, where the right front disc works off the handlebar lever, while the left front and the rear disc work off the foot brake.

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The cartridge front fork used in Guzzi's motorcycles of the later 1970s and 1980s is a Guzzi invention. Instead of containing the damping oil in the fork, it is in a cartridge. Oil in the fork is purely for lubrication.

Still under the De Tomaso umbrella, in 1988, Benelli and SEIMM merged to create Guzzi Benelli Moto (G.B.M. S.p.A. ). During this period, Moto Guzzi existed as an entity within the De Tomaso owned G.B.M., but in 1996 celebrated its 75th birthday and the return of its name to Moto Guzzi S.p.A. In 1996, De Tomaso became Trident Rowan Group, also known as TRG.

2000–2004 – Aprilia years[edit]

Under the helm of Ivano Beggio, Aprilia S.p.A acquired Moto Guzzi S.p. A on 14 April 2000 for $65 million. According to the original press release,^[13]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. The arrangement would remain short-lived, as Aprilia itself stumbled financially. At the same time Aprilia attempted to diversify in other areas of manufacturing, new Italian laws required helmets for motorcyclists and raising insurance rates for teenage motorcyclists, severely affected the company's profitability. Nonetheless, Aprilia had committed large sums to renovating the Mandello Moto Guzzi factory – renovations that were ultimately completed.^[14]Ducati Motor Holding again made an offer for Moto Guzzi during Aprilia's financial difficulties, as it had before, when Aprilia had purchased Moto Guzzi in 2000. Other potential buyers included Kymco and the BRP subsidiary Rotax, Kymco reportedly making the highest offer.^[15]The Moto Guzzi assembly line closed for a short period in March 2004, due to the financial difficulties.^[16]

2004 onwards – Piaggio years[edit]

On 30 December 2004, Piaggio & C. S.p.A acquired Aprilia.^[6]Moto Guzzi S.p. A officially becomes a Unico Azionista of Piaggio, part of Immsi S.p.A. Investments have allowed 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. It was available in Europe in mid-2008, and Moto Guzzi announced plans in late-2008 to make it available to US buyers.^[17] The company has begun making limited collectors' editions of Guzzi originals.^[18]

Key people[edit]

The following is a list of key people associated with Moto Guzzi since its launch.

Founders:

• Carlo Guzzi (1889–1964): conceived the marque with Giovani Ravelli and Giorgio Parodi – each members of the mechanics Italian Air Corp. He died in November 1964 aged 75.
• Giorgio Parodi (1897–1955): aircraft pilot, whose father financed the original company.
• Giovanni Ravelli (d. 1918): one of the original three friends who envisioned a company that would engineer and sell motorcycles—what was later to become Moto Guzzi—was not present at the formal birth of Moto Guzzi in 1921, having perished in a 1918 air crash. At the time he met Guzzi and Parodi, he had already established himself as an accomplished motorcycle racer, having raced in the 1913 Tourist Trophy on a Premier 500.

Engineers:

• Giulio Cesare Carcano: engineer with Guzzi from 1936 to 1966, inventor of the DOHC V8 engine and the air-cooled V-twin that became synonymous with Moto Guzzi. He died in September 2005 after a second career as a Naval Architect, but remained in service to Moto Guzzi into his retirement.
• Umberto Todero: Joining Moto Guzzi in 1939, his career spanned from the days of the original founders, through the SEIMM, de Tomaso, and Aprilia years, into the ownership of Piaggio. He died while still in service to the company in February 2005.
• Lino Tonti: engineer, joined the company in 1967 to replace Carcano, developed the V7 Sport, the small block V50, and the Tonti Frame.

Racers:

• Giuseppe Guzzi (14 August 1882 – 6 June 1962): Carlo's brother, rode the famed GT Norge on the 1928 Arctic Circle raid to test the first motorcycle rear swingarm suspension.
• Stanley Woods: esteemed motorcycle racer who captained Moto Guzzi's to numerable Isle of Man TT wins.
• Omobono Tenni: celebrated 47 victories racing for Moto Guzzi in the period between 1933 and 1948.
• Bill Lomas: won the 1955 and 1956 350 cc world championship for Moto Guzzi, defeating multi-cylinder machines on his and aerodynamic single-cylinder bike. The Mandello Guzzi Museum has a section devoted to Lomas' two world title wins and also his outings on the legendary Moto Guzzi Grand Prix 500 cc V8.
• John Wittner: American dentist, highly skilled pilot and mechanic, craftsman of the 1000 Daytona, with engineer Umberto Todero.

Production figures[edit]

• 1929: 2,500 units
• 1971: 46,487 units (historic high)^[12]
• 1993: 3,274 units (historical low)^[12]
• 1994: 4,300 units (approx)^[12]
• 1997: 5,600 units (approx)^[12]
• 1998: 5,647 units^[19]
• 1999: 6,275 units^[12]
• 2004: fewer than 4,000 units^[20]
• 2005: fewer than 5,000 units^[21]
• 2006: greater than 10,000 units^[20]
• 2011: 5,763^[22]
• 2012: 6,664^[23]
• 2013: 6,800^[24]

Technical innovations[edit]

CARC[edit]

(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'. Moto Guzzi introduced its first anti-jacking system with the Daytona in 1993 and evolved that design though the 2005 V11 Sport. Guzzi later introduced their CARC system, emulating the BMW Paralever design and serving the same function. Kawasaki introduced its Tetra-lever system for similar reasons on the Kawasaki Concours 14 (also known as the 1400 GTR). Arturo Magni (1925–2005) had sold 'parallelogrammo' rear suspension kit in the early 1980s to resolve similar anti-torque issues.

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

The Breva 1100, Norge, Bellagio, Stelvio and 1200 Sport feature Guzzi's recently patented swingarm system, marketed as Compact Reactive Shaft Drive – also known as Ca. R.C. or CARC – introduced with the Breva 1100 in 2005. The system separates the shaft final drive’s torque reaction from the suspension via floating torque arms and thereby eliminates the abruptness typical of shaft drive systems on acceleration or throttle-release – still providing a quiet, reliable and low maintenance drive system. Reviewers have observed excellent braking performance and drive train smoothness attributable to the CARC system.^[25][26]

Rear swingarm suspension[edit]

By 1928, long-distance motorcycle travel was limited by the lack of an effective rear suspension design. Until then, alternative designs sacrificed torsional rigidity – gaining comfort but severely compromising handling. 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. The first Moto Guzzi bike to employ the suspension was named the G.T. (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. Despite the very poor condition of European roads at that time, Giuseppe Guzzi reached the Arctic Circle in four weeks. The elastic frame rear suspension was immediately introduced to production machines, transforming the usability of the motorcycle as an everyday form of transportation. In 2006, Moto Guzzi retraced the 'raid' of 1928 to introduce the Norge 1200. The word 'Norge' is Norwegian for 'Norway'.

First DOHC V8 motorcycle engine[edit]

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. Carcano.^[27] The bore and stroke of the engine were 44.0 mm × 40.5 mm (1.73 in × 1.59 in): there were two valves per cylinder. Power was in the region of 80 bhp (60 kW) at 12,000 rpm, approximately 10 to 15 bhp (7.5–11.2 kW) more than the rival 4-cylinder MV Agustas and Gileras.

The engine and the bike were unprecedented. The motorcycle proved capable of achieving 172 mph (280 km/h)—thirty years before the speed was reached again in Grand Prix motorcycle racing. 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. By 1957 there were two bikes available and no one willing to race the bike without further development and the bike was withdrawn.

Motorcycle wind tunnel[edit]

In 1950 Moto Guzzi created the first motorcycle wind tunnel,^[4]La Galleria del Vento, capable of testing 1:1 prototypes at the Mandello del Lario works, thereby allowing the company to market an integral fairing. The wind tunnel enabled racers to mimic real-life riding conditions and optimize their seating and body position at varying racing speeds – an unprecedented advantage for racing and production motorcycles. In motorcycle prototyping, Moto Guzzi could refine the air stream around the motorcycle itself, develop an envelope of still air around the rider, reduce frontal area, optimize air penetration, and maximize fuel economy.

The wind tunnel design is a modification of the open-circuit Eiffel type (after Gustave Eiffel, designer of the Eiffel tower in Paris), consisting of three sections. Air is drawn into the 'Air Duct' with an aperture of 8.2 m (26.9 ft), air speed 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.

Located outside of the testing chamber adjacent to the central section, a control room houses fan mechanism controls and the measuring instruments. 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. Around the circumference of the dial, red lights at each degree provide a visual indicator to the rider and test personnel. 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. A second measurement tool was an alcohol-filled micro-manometer connected to a Pitot tube placed at a 90–degree angle to the airflow in the tunnel.

It is unknown to what extent the wind tunnel is used currently. The December 2005 press release for the Norge 1200 states that the bike was 'thoroughly tested' in the Mandello wind tunnel.^[5]Aprilia, a company in the same group as Moto Guzzi, maintains a relationship with the aerodynamics program at the University of Perugia, where computer simulations combined with practical tests (done in smaller tunnels using scale models) can more effectively and economically provide accurate testing and feedback.

Truck-motorcycle hybrid[edit]

The Ercole (Hercules), produced in 1928, was capable of carrying an 800 lb (363 kg) load.^[28]Guzzi built a range of 'goods vehicles', from 50 cc to 500 cc, between 1928 and 1980.

Large-wheel scooter[edit]

Though the design criteria of a scooter have grown increasingly fluid, historically a scooter featured small wheels – especially in post-war Italy. The configuration, along with a compact engine, allowed the scooter its trademark step-through design. With the 1950 introduction of the Galletto 160, Moto Guzzi developed a large-wheel scooter. The larger and heavier wheels afforded greater gyroscopic force and thereby greater balance. Large-wheeled scooters also reduced vulnerability to pot-holes. The Galletto not only offered larger wheels, it carried its own spare.

Motorcycle models[edit]

Moto Guzzi models currently in production include the MGX-21, V7 III, V9, California 1400 cruiser, Griso 1200 sport/standard hybrid, Eldorado, and Audace. Recent models have included the Norge 1200 sport tourer/GT, Stelvio dualsport, 1200 Sport and MGS-01 Corsa sportbikes, Breva 750, Breva 1100 and Breva 1200, as well as the Nevada and Bellagio.

Guzzi has made a number of historic racing and military motorcycles. 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.^[29]

Through various periods of its history, Moto Guzzi has produced models specifically for military and police forces. The Italian police and military and various US police departments (e.g. LAPD) have used Moto Guzzi bikes in their fleets. Guzzi currently markets police versions of model range – the Breva (all three models) most commonly, as well as the Norge, adopted by Berlin police.^[30]

Factory, company headquarters and museum[edit]

Since 1921, Moto Guzzi headquarters have been located in Mandello del Lario on the Lecco branch of Lake Como. The facility began at a size of 300 m² (3,200 sq ft), and by the early 1950s Moto Guzzi covered 24,000 m² (260,000 sq ft) with a workforce of over 1,500. As of 1999, the complex included one, two and three story buildings of over 54,000 m² (580,000 sq ft), operating at approximately 50% of production capacity.^[12]

During its ownership tenure, Aprilia considered moving the entire operation to Monza, under protest from the Guzzisti and Mandello factory workers. Instead, Aprilia renovated the factory in 2004 at a cost of $45 million.^[28]

The original Mandello site remains home to the company's headquarters, the production facility, the historic wind tunnel, the company library, and the museum. The Moto Guzzi Museum displays models from the company's history, engines that retrace Guzzi's engineering history, and a series of important prototypes. The museum is open to the public, and includes a gift shop featuring books, clothing and accessories. Moto Guzzi currently employs roughly 250 to 300 employees, making over 10,000 bikes per year.

For decades, the Moto Guzzi factory carried a set of internally lit block letters along the rooftop (and also over the entry gate) spelling 'Moto Guzzi'. In May 2007, the original roof sign, old and worn, was replaced with a new brighter sign carrying the current official logo and script. At the same time, the factory entrance gate received a new rectangular version of the sign.

Customer engagement[edit]

Since 2001, Moto Guzzi has annually hosted Giornate Mondiali Guzzi, also known as GMG or World Guzzi Days, inviting fans to Mandello. In 2006 over 15,000 Guzzi fans from over 20 countries traveled to Mandello for the event.^[5]

See also[edit]

References[edit]

1. ^de Burton, Simon (4 April 2014). 'Legend of Lombardy: The Moto Guzzi story'. Classic Driver. Retrieved 19 February 2018.
2. ^Closen, Uli (March 2013). Italian Custom Motorcycles. Veloce Publishing Ltd. p. 70. ISBN978-1-845843-94-6. Retrieved 19 February 2018.
3. ^Ian, Ian (11 July 2017). The Complete Book of Moto Guzzi. Motorbooks. p. 257. ISBN978-0-7603-5221-2. Retrieved 19 February 2018.
4. ^ ^ab'Moto Guzzi Celebrates 90th Anniversary'. Motorcycle.com. Vertical Scope. 15 March 2011. Archived from the original on 7 August 2013. Retrieved 6 August 2013.
5. ^ ^abc'Moto Guzzi Norge 1200 Cruises Into U.S. Market'. prnewswire.com. Retrieved 7 September 2007.
6. ^ ^abc'Piaggio Group Launches Market Expansion Plans'. Rider Magazine. Archived from the original on 30 September 2007. Retrieved 3 September 2007.
7. ^'Moto Guzzi California: Ponch, Your Ride Is Here'. The Wall Street Journal, Dan Neil. As engineering products, Moto Guzzis are handcuffed to the brand's distinctive—and distinctly questionable—transverse 90-degree V-twin engine, a configuration that reaches back to the 1960s. The V of the cylinder heads sticks out the sides of the motorcycle, and the crankshaft runs lengthwise, longitudinal to the bike.
8. ^'A Family of Italian Twins That Took a Different Approach'. The New York Times, NORMAN MAYERSOHN and DANIEL McDERMON, 28 October 2011. What ties the models together is a common architecture of 90-degree V-twin engines with a literal twist: the cylinders jut left and right, with the crankshaft in line with the bike’s frame rather than across it. This makes it logical and simple to engineer a shaft-drive system, a brand hallmark that Guzzi’s current models use.
9. ^ ^ab'Carlo Guzzi' (in Italian). Archived from the original on 4 January 2008. Retrieved 5 November 2007.
10. ^'Moto Guzzi website – Tradizione – The Origins'. Moto Guzzi.
11. ^'Obituary: Alejandro de Tomaso'. The Independent. 24 May 2003. Archived from the original on 4 January 2008. Retrieved 5 September 2007.
12. ^ ^abcdefg'Aprilia SECFiling 1999'. Dow Jones MarketWatch. Retrieved 4 September 2007.
13. ^'Aprilia Press Release'. 14 April 2000. Retrieved 4 September 2007.
14. ^'Italian Buying Orgy'. Archived from the original on 4 January 2008.
15. ^'Aprilia rejects Ducati, Piaggio steps up'. Archived from the original on 18 February 2009.
16. ^'Aprilia USA addresses rumors'. AMA.
17. ^'Moto Guzzi V7 Classic'Motorcycle Classics Jan/Feb 2009
18. ^Moto Guzzi's Retro Ride 2013-04-15, Forbes page 106
19. ^'Moto Guzzi 1999 Q2 Sales Up 20%'. Powersports Network. 8 September 1998. Retrieved 6 September 2007.
20. ^ ^ab'Moto Guzzi crosses the 10,000 line in 2006'. Moto Guzzi. 11 December 2006. Archived from the original on 28 September 2007. Retrieved 6 September 2007.
21. ^'Guzzi aims for 20,000 units'. Powersports Business. 13 November 2006. Retrieved 6 September 2007.
22. ^'Piaggio Reports 2012 Sales Results'. Motorcycle.com, Dennis Chung, 27 February 2013.
23. ^'Moto Guzzi California: Ponch, Your Ride Is Here'. The Wall Street Journal.
24. ^'Piaggio Group: 2013 draft financial statements'. Piaggio Press Release.
25. ^'Review, Motorcycle News, Moto Guzzi Griso 1100'(PDF). Motorcycle Consumer News. December 2006. Retrieved 4 September 2007.
26. ^'Model Evaluation, Motorcycle News, Moto Guzzi's Norge 1200'(PDF). Motorcycle Consumer News. June 2007. Retrieved 4 September 2007.
27. ^'Guzzi V8 (1955–1957)'. www.motopaedia.com. Retrieved 5 November 2007.
28. ^ ^ab'Moto Guzzi: The Rebirth of a Legend by Alex di Bagno, GM Moto Guzzi North America, 2001'(PDF). iacctexas.com. Archived from the original(PDF) on 29 September 2007. Retrieved 7 September 2007.
29. ^Moto Guzzi Le Mans
30. ^'MOTO GUZZI TO SUPPLY BERLIN POLICE WITH 'NORGE' TOURING MOTORCYCLES'. piaggiogroup.com/news. 2008. Archived from the original on 4 July 2009. Retrieved 26 June 2010.

External links[edit]

• Moto Guzzi at Curlie