guido

So the logical process is to get the cable and read the codes. Then take it from there. As to whether the demand sensor can be repaired or not, this from the service manual about p. 125: "Operation / Operating principle The two throttle cables (opening and closing) actuate on a scroll mounted on a shaft which is sent back to its home position by a return spring. On the shaft covers there are 2 double track potentiometers (4 control tracks) by means of which the torque demand is read (and checked). The 4 potentiometers are tinned and magnetically controlled (contactless); they cannot be overhauled nor replaced" So that appears to be a definite NO! So, as a typical South African, I will try~!@ ;-) And most likely f. up something in the process!! ;-( LOL

I think it is an early one the VIN number is ZGULVA0260M111443. Demand sensor is the same as the throttle position censor, TPS? What goes wrong and can it be repaired or new unit.? I don't think he has had any recalls done. I remember I had to sort his key switch out. Totally burned out. They wanted about 500Dollars for a new one. I bought a metal barrel for a Toyota and modified his for a tenth of the cost. And it is far better quality!

Sir, thank you. I will get studying. Looks promising!

I have a friend with California 1400. It is showing urgent service and going into limp mode. I can see that you can connect to diagnostic programs, but I haven't got the cable. We have currently got no dealers. Would someone please let me know the connection between the three pin connector going into the bike harness, and the connection to the OBD plug. IOW which points connect where. Would be much appreciated!

I would have a look at the "bracket, welded to the frame" what is it doing there? and, should you maybe cut it off? If it is performing any function, what is it. Otherwise get it off. And repair it properly.

There is a problem on the side towards the top of the timing cover. It is most likely caused by hot oil being flung off the chain and hitting that particular spot repeatedly. Tightening does not usually help, once the process has started, and a new gasket might not last much longer than the original. The best solution is to use a silicone sealer that will withstand oils. It should be applied to dry/clean surfaces and in moderation. That has, so far, proved durable on mine. But choose a good quality product, while many might do, I have had good experiences with a product from Victor Reinz called REINSOZIL www.reinz.com/datasheet. Withstands water, oil and petrol.

I think it is clear to anyone, that these boxes are not totally reliable, on the contrary. It is a very nice working gearbox, when it works, but it often does not. If it had been that great, or that reliable, Moto Guzzi would certainly have used it for more than one model. The previous gearbox is still in use!! The V11 box has been dumped. So even Moto Guzzi themselves realize that the box is a dodo. As for a malfunctioning clutch, of course it affects the box! If the clutch plates do not separate completely, then there will still be some drive(torque)on the input shaft, and shifting will be affected, negatively. I think most of us would have experienced this ,either in a car or on a bike. This is common knowledge. You can, of course do perfect shifts without using the clutch, but that requires a sympathetic throttle and a knack for what is going on. These clutchless shifts work best with no load, but are almost impossible to perform if you don't hit the right conditions of speed, revs and load.

My Breva was fitted with Metzelers front and rear from the factory. I can just say that they have been brilliant, quite possibly the best tyres I have ever had. I would never have thought of buying them, usually thinking Michelin or Pirelli. But they are seriously good!

Thanks Jason for the input,No junk on drainplug, pulled and inspected cover Thanks, Michael I would seriously consider to take the "fearbox" to pieces and inspect it. Pay particular attention to the shift rings. I have had one break cleanly, on a box out of recall numbers. I doubt this is the problem, though. However the box is problematic in some cases and it is a problem which could cost you dearly if unlucky. And no amount of driver skills can mitigate a blocked box! I am not driving any V11 sport without leathers. I have the scars to prove it!

I have never had any problems with the handling of my Breva. however, I have never loaded it with a lot of luggage. If you bottom out on the springs/shocks, I seriously think something is wrong. Maybe spring, damper problem? Otherwise overloading, maybe a diet would be on the cards?? Seriously, the Breva is the best handling of all my Guzzis, by quite a margin. And surely not soft!

Go easy on the stuff you are smoking Pete. I said that the effect would not be great, I stand by that. If you want to argue, do so. If you think the failure is caused by the misalignment, fine. I don't.

As for the damage visible in the picture, I am not sure that it is caused by a seized bearing, it looks more like bending/impact to me. But let's see what is still hidden. Also I don't like the colour of your oil, but that may be Redline, which I don't know. If your lower secondary shaft is intact, I am still hunting for one of those. Complete shaft. As for your alignments on the shaft, that small movement will be of very little consequence, I would have thought. There can be two issues I can see, balance and angular movement. Being out one spline will not affect it seriously. Let us know what you find.

The funny thing is that the one box, the first, was under re-call. It had about 1100km on it when the accident occured. The lock up had nothing to do with the re-call though, it was a fusion of a gear to the shaft. The fault was only dectecable as I took the box apart. The last failure was indeed a broken shift ring! but on a box long out of re-call!! As for the reputation of the boxes, I am not saying that each box will necessarily break. I actually think only a few incidences of this are taking place, but how many might have taken place without being recognized as such? My experience migt be unique, but I doubt it. Whichever way we look at it, it should never happen. It has never happened to any of my other Guzzis, and I drive them more often. I think there is a problem. I think Moto Guzzi thinks the same. Of all the boxes I have tried, these are the most accurate, the most silent during shift and the most precise. If all was well, why introduce the new box as on the Breva, which is MARKEDLY inferior to the V11 in all respects mentioned above. There can only be one good reason, the V11 box is flawed. As for driving the V11, you have a very small chance of someting going wrong, but you have that whether you like it or not. And there is nothing you can do, even as the best driver in the world, if the box locks up on you, you are in the hands of the gods.

I had a similar incident a couple of years ago. Brand new bike and the rear wheel locked up. Turned out that one of the gears on the secondary lower shaft had locked itself to the shaft momentarily, and as I changed down from 6 to 5th it locked up. Only found out a while later as the gearbox was taken to pieces to replace the recall shift ring. There is a post somewhere on this. Initially I thought it was a tank slapper. Luckily I survived and apart from the wounds my ego suffered most! Recently I had a broken shift ring on my other V11, one third simply parted company and fell to the bottom of the box. This time it didn't lock up, because the piece could fall safely to the bottom. These fearboxes (!) are dangerous, no doubt about it. And the help from Moto Guzi. Nada! Nix. Nothing. I still drive Guzzis, and I have for many years. And I like the V11, however you take your life in your hands when driving this particular model from a potential failure you can do NOTHING about. No warning, no remedy, pure luck! I don't think it is worth it.

I can't tell you for sure, but the bike has 18000 km on it. I have done about 6000 of these, but it is propable that it could have done a bit more, most likely less than 20000km. The gearbox oil I can't recall having changed, and it was full. It smells like a diff oil and looks tat way too. I would assume it is the required grade, as the bike was a unit from the local dealer, and was never sold before I acquired it. The question is now how can I make sure that I will not have a third gearbox problem? Short of stopping using the bike?

No it was not! My original accident was with one of the recall items, but the box blocked because one of the gears fused (welded) to another, briefly selecting two gears at a downshift, blocking the wheel. This unit is off no 015331 which is long after the re-call. There is thus a good reason to be circumspect of the whole series, in my view. Luckily this is the bottom left shift ring, which means that the loose quarter ring just fell to the bottom of the case. Had it been one of the top ones, things might have turned out differently.

I have just pulled the gearbox for failing to hold selected gears. Having hoped it would be just a spring problem, it turned out that a segment of a shifting ring fell out!! These gearboxes seem to be very nice when they work, they shift better than the previous units (tonti framed), and they are considerably less noisy (clonky) than on the later units (Breva). However they are fragile and dangerous. Not one of Moto Guzzis better designs!!!

Gearbox for V11 wanted. I need a complete lower secondary shaft, or complete box, in bits if needed, as long as the secondary shaft is intact.

I think it does. I have a long standing issue with parts for my gearbox, and I phoned them a couple of days ago. They have everything I need, except one gear! and, as the guy said: we used to make them in-house, but not any more. This imo means that outside suppliers are now used, and that again (could well) mean that there will be more problems associated with small runs for spares etc. I would guess, but don't know, that we will face supply constraints on certain items for the V11. There were relatively few made, they have some unique items (i.e. gearbox) and that is the main problem. Now is the time to invest in a lathe, milling machine, generator etc etc, the world is falling apart!

Lucky you!!

Just to fill you in. I took the whole lower secondary shaft to the Guzzi importer here, for them to take it to the factory. He promptly lost it! I have since been in contact with Moto Guzzi in Italy, (what a nightmare, they responded only when I started phoning, ignoring my repeated e-mails and faxes) They seem to be quite understanding so far. Maybe it helped when they realised that I am quite devoted to the make. The local importer in the meanwhile has given up on Aprillia and Guzzi. Aprillia has been taken up by Thriumph/Kawasaki, but Guzzi is, unfortunately, dead here !!sigh!!. We have come to the arrangement that the box goes to an Aprillia dealer here, and they will then interact with Moto Guzzi in Italy. The box is now with them, and they must take it further. If you prompt me later, I shall give you all the info as it becomes available.

I have not followed the discussion here in detail, but I would suggest that you could be looking at fuel starvation. If so, then I would check the pet cock filter and clean it out, and also the fuel filter either in, or under, the tank. As for valve clearance discussion, a noisy tappet is a happy tappet seems to be a good saying, and very apt for Moto Guzzis I think.

I have a Breva 1100 and I can only say that the suspension is miles ahead of my other Guzzis, the engine revs nicely and pulls through the range (not with the same urgency as the V11), the handling is markedly better than any other bike I have ever tried and the brakes are powerful. Altogether it is a very comfortable bike with a nice seat. Very easy to live with. Neutral observations, quiet, refined, relaxed. Small complaints would be a back brake pads, lasted 10000km, gear changes clonky (from shaft and box). I have no windscreen on this bike, so it is really only for doing up to about 130km/h.

Moto Guzzi seem unable to source decent rubber for any of their bikes. It is quite amazing that the Italians after years of using 2nd or 3rd grade rubber haven't been able or willing to use good quality. That said, it usually looks worse than it is. I have just purchased a 25 year old Suzuki Katana 1100GSX with 6700km on the clock. The bike has been standing for 15 years. I cleaned the carbs ad fired her up right away. Still a bit of tuning needed, but runs sweet. All rubbers are perfect with the exception of a cover for the exposed end of the clutch cable. Perfect as in as good as it was when it came out of the factory! My 1 year old Breva is not any better. My 6 year old Sport is far worse. Moto Guzzi should hang their heads in shame.

My Calidfornia EV is detonating at high speed. It has taken a while to convince myself that this is actually what happens, but it is prominent on hot days, up hill and two up, above 140km/h. It seems to start after sustained speed of 5 to 10 minutes. you hear a mechanical noise, not like the normal ping, but something more like a hammering sound. After it starts, more power just give more noise, not much more speed. We can get only 93 and 95 perol. Strangely, 93 or 95, it does not seem to make a difference. We are 1600m above sea level, and it is rather hot about 30 Celcius. I am after the easiest changes first, like spark plugs, ignition etc, but I am not sure what can be adjusted on the EV. Any ideas?