Advice on used large V-Twins from Moto Guzzi

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Advice on used large V-Twins from Moto Guzzi
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Advice on used large V-Twins from Moto Guzzi

Advice on used large V-Twins from Moto Guzzi
Survival artist

Despite torque support, injection and more modern chassis, the cardan Guzzis with their V-Twins have remained unmistakable ?? gnarled and full of character, but not without quirks. And second-hand buyers should also be able to handle them.

Gerfried Vogt

01/19/2006

One has been stretching for 40 years now Moto Guzzi their two
air-cooled cylinder in the proud Victory-V in the wind. Be-
founder of the almost unique monoculture in the two-wheeler sector
the V7, which was introduced at the end of 1965. Their longitudinally installed V-Twin ?? it was once designed for an army vehicle? advanced to after success in racing at the beginning of the 1970s
Trademark of the traditional manufacturer from Mandello.
Just as typical of a Guzzi are due to the consistent
Modular system, the dry clutch and the cardan shaft to the rear wheel. The inevitable back torque due to the lengthways crankshaft is inherent in all models, which can spoil the line for Guzzi newbies.
On the other hand, it is precisely these peculiarities that have ensured the chronically financially weak Italian manufacturer a loyal fan base over the years. A Guzzi is and remains different? til today. If you prefer bland functional goods instead of a character two-wheeler, you should better put your make-up on a used Moto Guzzi. However, if you can lend a hand from time to time and enjoy working with clear mechanics as much as driving, you can confidently access it. The fact is that some bitchy Guzzi only matured into reliable companions in the hands of an expert. And it usually stays there for many years, which makes the search for the popular classics such as the early Le Mans models, the Mille GT or the older California types a tedious undertaking.
But even the younger models are not on every street corner. The small number of units sold ensured that the manufacturer was threatened with extinction over the past few decades. Even the 1100 models with fuel injection and G-Kat that were offered from the mid-1990s found only moderate sales.
After the takeover by Aprilia in May 2000, the quality of workmanship improved, but ultimately not the financial situation. Under the umbrella of Piaggio, Moto Guzzi finally seems to survive, as the attractive new products Breva 1100, Griso and Norge 1200 prove.

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Model overview: Moto Guzzi V 11 Sport / Le Mans

Model history
In 1999 the time was ripe for an heir to the legendary V7 Sport. The technicians from Mandello not only developed a new central tube chassis made of four-
edge profiles, but also revise the 1100 twin-cylinder in numerous details. The V11 Sport’s two-plate dry clutch is operated by hydraulics, and the new four-shaft transmission, with six pairs of gearwheels, is 70 millimeters shorter than before. Thanks to the shorter wheelbase that this makes possible, the V11 surprises with a ?? by Guzzi standards ?? striking handiness. Unfortunately, this model tends to commute when driving faster. When it was first revised in mid-2001, the V11 was therefore given a modified frame that was 19 millimeters longer in the steering head area. Since then, the V11 Sport has had the addition of Naked, and the V11 Le Mans, which is now offered at the same time, was adorned with black shrink paint on the engine and cardan housing. To match the classic half-shell, the Le Mans received a tight seat roll with a cover. The four-inch rear wheel rim has been replaced by a 5.5-inch one on both models. Changed cams-
shafts, new timing and a manifold system
with interference tube made the V11 Euro 1 compatible. The motor housings have had a smooth, black paintwork since 2004, and a G-Kat takes care of compliance with the Euro 2 emissions standard.
In addition to the basic models, numerous special versions appeared: For the company’s 80th anniversary in 2001, 300 copies of the “Rosso Mandello” were built. The following year Moto Guzzi presented the
V11 Sport Scura and V11 Le Mans Tenni equipped with Ohlins chassis components. In 2003 the limited editions V11 Le Mans Nero and Rosso Corsa were called. In the case of the Scura R presented at the end of 2004, a counterpart from Ohlins was used instead of the Bitubo steering damper.
Market situation
Almost 1,700 of the V11 model variants are currently registered, including around 400 special models. The Le Mans Tenni, which has only been sold eight times, can be regarded as a pure collector’s item. According to the Schwacke list, one of the first V11 Sport (built in 1999 with around 50,000 kilometers) can be purchased from 5200 euros. In fact, much younger V11s (mileage under 20,000 kilometers) are traded for as little as 6500 euros. Which is not surprising, because new machines are currently available at special prices below 9,000 euros.
sightseeing
As mentioned, early V11 Sport tend to commute from 130 km / h with their short wheelbase. We therefore recommend models from 2001 with the wheelbase extended to 1490 millimeters. The Siemens relay installed initially often causes trouble, the matching Bosch component (Bosch 12 V micro relay 97012 A) is much more durable. Broken shift springs were common in the first and second year of sales, dealers were instructed to change shift levers and springs together because the springs were often not dimensionally accurate and were therefore installed under tension. At the end of 2003, there was a recall campaign because of wear-prone transmission sliding sleeves (V11 models with KR and KS chassis numbers), and at the same time an exchange campaign for the connecting rods was initiated from Italy. The reason: Some engine damage had occurred (only models with ZGUKR chassis numbers). All affected owners were written to. Sellers should therefore be able to prove that their motorcycle is not one of them or has already been converted.
Models proved to be less resistant
of the 2002 vintage, the black shrink varnish, which Guzzi only renewed during the warranty period. The paint quality, according to owners, is usually better on early V11s than on younger models.
Drivers of the special models Sport Scura, Coppa Italia and Rosso Mandello often complain about premature wear of the single-disc clutch and upgrade their vehicles to the twin-disc clutch of the standard models. The loud running noise of the
Sintered metal couplings, on the other hand, are normal. V11 owners and prospective buyers can find more tips on the website www.v11sport.de.

´Technical data: Moto Guzzi V 11 Sport / Le Mans – (type V11 Le Mans, built in 2001)

Engine: air-cooled two-cylinder four-stroke 90-degree V-engine, two valves per cylinder, bumpers, rocker arms, intake manifold injection, engine management, no emission control, electric starter, six-speed gearbox, cardan.
Bore x stroke 92 x 80 mm
Cubic capacity 1064 cm3
Compression ratio 9.5: 1
Rated output 67 kW (91 hp) at 7800 rpm
Max. Torque 95 Nm at 6000 rpm
Chassis: tubular steel frame made of four-
Edge profiles, upside-down fork, triangular swing arm, central spring strut, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 282 mm, cast aluminum wheels, tires 120/70 ZR 17 at the front, 180/70 ZR 17 at the rear.
Dimensions and weights: spring travel f / h 120/64 mm, seat height 810 mm, weight with a full tank of 254 kg, tank capacity 22 liters.
Measurements (MOTORRAD 16/2001)
Top speed 225 km / h
Acceleration 0-100 km / h 3.9 sec
Pulling speed 60 ?? 140 km / h 10.9 sec
Consumption 5.3l / 100 km, premium gasoline

Tests in MOTORCYCLE *
V11 Sport: 20/1999 (T), 23/2000 (VT), 6/2001 (VT), V11 Le Mans: 16/2001 (T), 26/2002 (VT)

Plus: Moto Guzzi V 11 Sport / Le Mans

Plus: successful design, easy-revving engine, well-coordinated injection, snappy, stable brakes, very handy, smooth clutch, properly laid electrics, good value retention, no tire binding

Minus: Moto Guzzi V 11 Sport / Le Mans

Minus: upside-down fork from
Marzocchi too soft, pillion seat too short and too high (V11 Le Mans), susceptible gearbox, inclined position limited by side stands, injection throttle linkage susceptible to corrosion, poorly painted rims

Moto Guzzi 1100 Sport

The expensive Daytona with four-valve technology, which was sold from the end of 1990, was accompanied by a super-sporty two-valve engine in 1994 by Moto Guzzi. The 1100 engine from the California a supporting function. Small pilots struggle with the 1100 Sport ?? The 19 liter tank is too long for relaxed driving. Once in motion, the 1100 impresses with its accuracy. Because of the wide 160 mm rear tire, the Guzzi designers dispensed with the usual encapsulation of the cardan shaft. So it runs unprotected in the splash area of ​​the rear tire. The cardan must therefore be lubricated regularly. Sins of omission are punished with an early death of the joints. For the 75th anniversary in 1996, the facelifted 1100i appeared. The technicians did not stop at taking over the injection system from the Daytona, but instead gave the second edition an oil cooler and a revised one-
tes five-speed transmission. The somewhat annoying-
Roman Marzocchi telescopic fork must-
te give way to an upside-down version of white power. Interested parties should prefer models built after 1997. These have a more robust gear with helical teeth. The power development in the middle speed range can be controlled by a modified EPROM (with
Dynotec, see page 71; around 160 euros).

Technical data: Moto Guzzi 1100 Sport

Data: air-cooled two-cylinder V-engine, two valves per cylinder, 1064 cm3, two slide carburetors, Ø 40 mm, no exhaust gas cleaning, 66 kW (90 PS) at 7800 rpm, 97 Nm, five-speed gearbox, central tubular frame, telescopic fork, triangular swing arm. Tires: 120/70 ZR 17; 160/60 ZR 18. Tank capacity: 19 liters. Weight with a full tank: 230 kg. Vmax: 212 km / h. Acceleration 0-100 km / h: 4.6 sec. Pulling speed 60 ?? 140 km / h: 23.9 sec. Consumption: 5.8 to 10.7l / 100 super unleaded
Tests in motorcycle *
23/1994 (T), 16/1996 (T, 1100i), 10/2000 (GK)

Market situation: Moto Guzzi 1100 Sport

Market situation: With around 500 registered copies, the 1100 Sport is one of the exotic in Germany. Prices for carburettor models start at 3000 euros, a Sport 1100i with mileage significantly below 30,000 kilometers is available from 5000 euros. Anyone looking for a Sport Corsa 1100 (only built in 1998 and 1999, with a Carillo connecting rod, lighter crankshaft and other brake discs) must be very lucky and invest at least 6000 euros.

Visit: Moto Guzzi 1100 Sport

Inspection: Early carburetor versions suffer from severe shortness of breath in the lower speed range, the 1100i is also in
Series condition pretty stuffed. The 1100 Sport does not have the otherwise typical integral brake system. Slow driving works
the wrists. Warning: the side stand
cannot be unfolded while sitting. Pay attention to warped brake discs during the test drive.
Leaking oil lines are not uncommon, as is damage to the low-lying oil cooler.

Technical data: Moto Guzzi Centauro

Data: air-cooled two-cylinder V-engine, four
Valves per cylinder, 992 cm3, manifold injection, no exhaust gas cleaning, 70 kW (95 hp) at 8200 rpm, 88 Nm, five-
speed transmission, central tubular frame, upside-down fork, triangular swing arm. Tires: 120/70 ZR 17; 160/60 ZR 17. Tank capacity: 18 liters. Weight with a full tank: 243 kg. Vmax: 219 km / h.
Acceleration 0-100 km / h: 3.8 sec. Pulling speed 60 ?? 140 km / h: 12.9 sec. Consumption: 5.0 to 8.3l / 100 km super unleaded
Tests in motorcycle *
15/1996 (FB), 25/1996 (T), 10/1997 (VT)

Market situation: Moto Guzzi V10 Centauro

Market situation:
The selection of used V10s is thin because of the Centauro’s unusual exterior
did not reach the motorcycle people. Only a few hundred are allowed. A 1997 model (mileage around 64,000 kilometers) is still in the Schwacke list at just under 4000 euros, but at this price and with such high mileage it should not be possible to get going. The Centauro was
officially sold until 2001.

Visit: Moto Guzzi V10 Centauro

Viewing: As with
1100 Sport applies: The open-running two-joint cardan drive has to get its grease on a regular basis. If there is a noticeable clacking noise from the drive train, it is already
too late. As with the 1100 Sport, it sits
Oil cooler too deep; Guzzi specialist DaS (see page 71) offers a conversion kit for raising the vehicle (around 350 euros). Caution: If the bearing of the oil pump gear is worn out, the oil pressure will drop too far.

Technical data: Moto Guzzi California models

(Type KV, California EV, year of construction 1997)

Engine: air-cooled two-cylinder four-
90-degree V-engine, bumpers, tilting-
levers, two valves per cylinder, manifold injection, engine management, no emission control, electric starter, five-speed gearbox, cardan.
Bore x stroke 98 x 66 mm
Cubic capacity 1064 cm3
Compression ratio 9.5: 1
Rated output 75 kW (55 PS) at 6400 rpm
Max. Torque 97 Nm at 5000 rpm
Chassis: double-loop tubular steel frame, telescopic fork, stanchion diameter 40 mm, two-arm swing arm, two spring struts, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 282 mm, spoked wheels, tires 110/90 V 18 front, 140/80 VB 17 rear.
Dimensions and weights: spring travel f / h 140/75 mm, seat height 780 mm, weight with a full tank of 268 kg, tank capacity 19 liters.
Measurements (MOTORRAD 22/1997)
Top speed 184 km / h
Acceleration 0-100 km / h 5.5 sec
Pulling speed 60 ?? 120 km / h 9.8 sec
Consumption 3.9 to 5.7 / 100 km, premium gasoline
Tests in MOTORCYCLE *
3/1994 (T), 11/1994 (VT), 2/1996 (VT), 22/1997 (VT), 4/2004 (VT)

Plus: Moto Guzzi California models

Plus: comfortable seating position, engine designed for pulling power. Integral braking system user-friendly. The California EV
(from 1997) consumes significantly less than earlier injection versions, which tend to be swallowed at low speeds

Minus: Moto Guzzi California models

Minus: The lot of chrome
California is in danger of rusting, rocker switch
and running boards take getting used to, the idle hard to find. High
Empty weight, almost all California variants weigh over 250 kilograms

Technical data: Moto Guzzi Mille GT

Data: air-cooled two-cylinder V-engine, two valves per cylinder, 949 cm3, two slide carburetors, Ø 30 mm, no exhaust gas cleaning (type VH 49 KW), 49 kW (67 PS) at 6700 rpm, 76 Nm, five-speed gearbox, double loop frame , Telescopic fork, two-arm swing arm. Tires: 110/90 H 18; 120/90 H 18. tank-
content: 22.5 liters. Weight with a full tank: 246 kg. Vmax: 171 km / h. Acceleration 0-100 km / h: 5.6 sec. Pulling speed 60 ?? 120 km / h: 11.2 sec. Consumption: 5.5 l / 100 km, super with lead replacement
Tests in motorcycle *
1/1988 (T), 20/1990 (LT), 19/1997 (GK)

Market situation: Moto Guzzi Mille GT

MARKET SITUATION: Nowadays the Mille GT counts like California II-
Models almost a rarity. Not least because a large number with sidecars
was equipped. Models of the first
Series without a catalytic converter but with classic spoked wheels are more in demand than the later versions with cast wheels. The offer
is manageable, from 4000 euros can be found
usually mostly well-kept specimens;
Construction sites are extremely rare.

Visit: Moto Guzzi Mille GT

Inspection: Until 1990 the Mille had a contact-controlled ignition, copies before this model year do not tolerate unleaded petrol. Defective universal joints are announced by cracking during load changes, often also by increasing vibrations of the left footrest. If the fork has too little spring travel, damper oil has probably been sucked into the compensation chamber of the cartridges below. Remedy: Cartridges from Moto Spezial with the reservoir on top.

Technical data: Moto Guzzi Quota 1000/1100 ES

Data: air-cooled two-cylinder V-engine, two ven-
tile per cylinder, 1064 cm3, intake manifold injection, no exhaust gas cleaning, 51 kW (69 HP) at 6400 rpm, 85 Nm, five-speed gearbox, square tube frame, telescopic fork, two-arm swing arm, central spring strut. Tires: 90/90 H 21; 130/80 HR 17. Tank capacity: 20 liters. Weight with a full tank: 265 kg. Vmax: 188 km / h. Acceleration 0-100 km / h: 4.5 sec. Pulling speed 60-100 km / h: 6.0 sec. Consumption: 6.1 to 8.5 l / 100 km, regular gasoline
Tests in motorcycle *
15/1998 (FB), 23/1998 (T)

Market situation: Moto Guzzi Quota 1000/1100 ES

MARKET SITUATION:
Whether quota 1000 or 1100? the mandello stollen animal is the greatest rarity among today
the modern Guzzi. Only 125 of the 1100s were sold in Germany, of the first series it was at least around
600 copies. According to Schwacke list costs
a quota 1000, built in 1996, still 3150 euros, a 1100 ES, built in 2001, 5675 euros. In practice, if you drive one, you will hardly sell it anymore.

Visit: Moto Guzzi Quota 1000/1100 ES

VISIT: Pay attention to sheared spokes, also check the exhaust manifold for vibration cracks. The Sachs shock absorber on the Quota 1100 ES is too soft and the brake discs tend to crack with age. The quota motor tends to ring at high operating temperatures. Annoying constant jerking makes a complex throttle valve-
Synchronization necessary. Recommended: a click in the quota forum (www.quotaforum.de).

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