750, 850 & 1000 V-Twins 748cc ~ 844cc ~ 949cc. 1974 to 1978 OWNERS WORKSHOP MANUALMoto Guzzi 750, 850 and 1000 V-twins Owners Workshop Manual by Mansur Darlington Models covered: 750 S 748 cc. UK August 1974 to December 1974 750 S3 748 cc. UK May 1975 to November 1976 850 T 844 cc. USA 1975t0 1977 850 T 844 cc. UK August 1974 to November 1976 850 T3 844 cc. UK & USA 1975 to 1978 Le-Mans 844 cc. UK June 1976 to 1978 V-1000 Convert 949 cc. UK & USA 1975 to 1978 ISBN 0 85696 339 9 © Haynes Publishing ‘llrightsreserved. No part of this book may be reproduced or transmitted in ‘any form or by any means, electronic or mechanical, chiding photocopying. recording or by any information sterage or retrieval system, without permission '9 aibng trom the copyright holder Paladin te USA (339 - 7U8) Haynes Publishing Sparkford Nr Yeovil ‘Somerset BA22 7JJ England Haynes Publications, Inc 861 Lawrence Drive Newbury Park California 91320 USA HeAcknowledgements ‘Our thanks sre due to Moto Guzzi SpA of Mandello de! Lerio, Como, Italy who encouraged the publishers to prepare this manual. Our thanks also go to Moto Guzzi Concessionaires, Luton, Bedfordshire, who supplied the B5OT3 which features in the photographs, and to Mr P.H. Slinn, Service Manager of thet Company for his assistance and advice. We ere indebted to Ted Hutchins of E.A. Taylor, Misterton, ‘Somerset, for numerous tips gleaned from his experience with the marque, and to Mervyn Bleach who allowed us to photo- ‘graph hi V-1000 I-Convert. Brien Horsfell gave necessary exslstence with the overheu! About this manual and devised ingenious methods for overcoming the lack of service tools. Las ook the photographs that sccompany the toxt, Jeff Clew edited the text. Finally, we would also like (0 acknowledge the help of the “Avon Rubber Company who kindly supplied illustrations and ‘advice about tyre fitting, NGK Spark Plugs (UK} Ltd for information about spark plug maintananee and electrode con- ditions, and Contect Devalapments of Reading who allowed us to reproduce Dell “Orto carburettor illustrations, and who ‘supplied us with the originals so swiftly, ‘The author learnt his matoreycla machanies by trial and ‘error - possibly more by error. In presenting this manual itis hoped that thete errors can be avolded by othars. Only by supervising the work himself, under conditions similar to those ln which the amatour mechsnle works, ean the author ensure ‘that the text is 2 true and concisa record of procedure. Thus in ‘the photographs, the hands shown are those of the author. ‘The machine selected had covered an average mileage, $0 that any problems encountered would he typical of thore ‘cing the average owner. Moto Guzzi sorvica tools wore not uted, ex generally an alternative mathod of removing or replacing 8 port was possible, Certain spacial tools would simplity work on thie unusual (for motorcycles) design. They may be hired by callers at some Moto Guzzi agents. A torque wrench should be begged or borrowed {or use whore torque wrench settings are given. Some car ‘accessory shops and tool hire companiee will often loan ons. Alnays have all tools and replacement parts to hand before ‘commencing work. Baking trays or similar containers are useful for putting small parts in, Replace nuts and washers on the studs they fitted where possible, this evoids loss, Unless other- wise mentioned, resssembly should be carried out in reverse order ta dismantling, Each of the seven Chapters is divided into numbered Sections. Within the Sections are numbered peragraphs. Cross reference throughout this manual is quita straightforward end logical. When reference is made, ‘See Section 6.10", t means ‘Section 8, peregranh 10 in the same Chepter. If another Chepter ‘were meant it would say, ‘See Chapter 2, Section 6.10". ‘All photographs are ceptioned with # Section/paregraoh ‘number to which they refer, and are always. ‘Chapter text adjacent, Figure numbars (usually line illustrations) appear in numer: lest order, within a given Chapter. ‘Fig. 1.1" therefore refars to the first figure in Chaptor 1. Leftchand and right-hand daseriptions of the machines and ‘their components rater to the left and right of a given machine when normally seated Whilst every care is taken to ensure thet the information in this manual is correct no lability can be accepted by the ‘authors or publishers tor loss, damage or injury caused by any errorsin, oF omissions from, the information given,Contents Chapter ‘Section Page Section Page Introductory sections Acknowledgements 2 Ordering spare pats 7 ‘About this Manual 2 Recommended lubricants 18 Capacities 15 Routine maintenance B12 Dimension and weight 6 Tools a.14 Maintenance and capacities 15 Working conditions 14 1 Engine Connecting rods 95,36 Operations - engine in frame 2 Crankshaft - removal 36 Pistons and rings 38 Cylinder heads 40. Retitting unit in frame 49 Dismantling - engine/gearbox 27 Removal of unit from treme 21 Engine/gearbox - reassembly 40 Rocker assemblies 40 Examination and renovation general 38 Timing chain 38 2. Gearbox, clutch and torque converter Clutch removet 68,71 Gearbox Gearbox ‘Removal 54 Besrings and seals 63 __ Selector mechanism 62 Dismanti $5 Torque converter, Reassambly 63 Removal n Refitting engine 74 Replacement n 3. Fuel system and lubrieetion Air filter 90 Oil pump 20 Carburation 83,90 Oil pressure relief valve 90 Checking fue! evel 87 _Oitpressure warning switch 92 {Idle speed adjustment 90 Petrol tops 83 Oil filters - cleaning 90 Petrol level switch 92 ‘Automatic advence unit 100 Ignition coils - checking 98 Condenser 96 Ignition timing 98 Testing 98 Spark plugs 103, Contact breakers - adjustment 96 Starter motor 101 5 Frame and forks (Centre stand 117. Instrument heads removal ng Duatseat 119 Prop stand ng Foot rests end floor boards 119 Rear bovel drive 17 Frame examination 112 Rear suspension unit n7 Front forks 107,109,112 Steering heed bearings Mm Final driveshaft 116 Steering heed lock 119 Instrument deive cables 119 Swinging arm nz 6 Wheels, tyres and brakes Balancing frant wheel 192 Master cylinder front brake 128, Bearings front wheel 126 Integrated brake 126 Rreor wheel 128° Parking brake 131 Bleeding the hydraulic system 128 ‘Tyres 132 Brakes dise 123 Valve cores and caps 132 drum 129° Wheels front 122 Cush drive 130 rear 129 7 Electrical systam Alternator 196,136 Instrument lighting and warning Battery 135. lamps 139 Diode pate rectifier 136 Switches ignition 139 Fuses - replecing 139 Prop stand 139 Headlamp 138 Switches starter itolating 139 Horns 141 Stop lamp 139 Indicators and rear/stop Voltage regulator 138 lamp 139 Wiring disgrams 143 - 184 Note: General description and specifications are given in each Chapter immodiately after the lift of Contents, Fault diagnosis is given at the end of each appropriate Chaptor Matric conversion tables 185, 156 Castrol grades: 187 Index 188, 159I i 3 it | a5 3 cgiIntroduction to the Moto Guzzi 750, 850 and 1000 V-twins Moto Guzzi SpA wes founded in 1921 by Carlo Guzzi and Giorgio Parodi. With Guzzi as the engineer, the first production ‘model was 2 500 ce horizontal angined single cylinder machine; ‘an engine configuration which, although unusual, was to be one ‘of the Moto Guzzi hallmarks until after the Second World War. ‘The 500 ce engine wes modified continually in the light of successful racing experience, and in common with the 250 cc lengine which soon supplemented it, was available in |OE, OHV ‘and OHC form at various times during its production run. By 1934, when 2 175 cc machine wes prdduced, all models coukt ing trim, with or without ‘The early postowar ere saw 9 completely new range of models to te built concurrently with the later models of tha single cylinder horizontal engine type. The range included machines with both two-stroke and four-stroke engines of betwoun 63 ce ‘and 235 ce eapscity. Most of these models outlived the earlier singles, the production of which ceased in the late ‘50's. Moto Guzzi, in addition to models which though successful as racing machines wore ostensibly produced as road models, hove & history of producing one-off machines designed solely for the purpose of winning races in the hands of their own riders. These include the 260 ce supercharged model, the 500 ce 1200 \Vawin, and, after the War, the inline DOHC water-cooled four Dimensions and weight and the even move magnificent 500 ce V8. The Moto Guzzi tronsverse V-twin of today, of which the \V-1000 I-Convart is the latest addition, utilizes an engine dosigned originelly for use ine light tourauhee! transporter ‘manufactured for the armed forces, The compactness of the {engine and the transverse configuration has made the engine ideally suited 36 » motorcycle power unit, Included in the range currently in production is the 850 Le Mans model, a sporting road machine which with little modification can be used as 2 Production racer. Thit mode! has supe seded the 750S and $3 ‘models, which were developments of the earlier V7 sport. The touring field is catered for by the 850T and the T3, the latter _madel incorporating an integral front and rear braking system. ‘The 85073 California is the out and out American style tourer The V-1000 |-Convert mode! is considerad by many to have the ideal specifications for a long-distance tourer, having weather ‘equipment and panniers similar to those of the 860 California, 12 1000 ce engine ond an almost unique transmission system, utilizing a torque converter and a two-speed gearbox, The ‘sucotss of the transverse V-twin is reflected in the new range Of lightweight Moto Guzzi models of 360 ec and 500 ce which ‘share purpose-built engine unit similar to the earlier larger ‘machines, and retaining the shaft final drive. 7608 ‘75083 {860 Le Mens 85073 and V-1000 Overall length 12165 cm (85.2 in) 2165 cm (86.2 in) 2190.em (86.2 2200 em (86.5 int Overall width 700 em (27.8 int (680 em (26.8 int 720 em/(28.3 int 780 em (34.0 inh ‘Overall height 1036 em (40.7 in) 1020 em (40 in} 1030 em (40.5 in) 1080 cm (46.0 in} Whee! bose 1470 em (58 int 1470 em (58 ind 1470 em (58.0 ind 1470 cm (58,0 in) Weight 225 kg (495 Ibs) 230 kg {507 tbs) 198 kg (437 Ibs) 240 kg 1560 intOrdering spare parts Every Moto Guzzi authorised dealer undertakes to stock thote genuine Moto Guzzi ports that are required frequently. Other ports which ace vequired less trequantly can be obtained the dealer from an areo stockist, oF {rom the importers. Only inuine, approved Moto Guzzi parts must be used. When ordering parts, quote the full frame and engine ‘numbers. I painted parts 8re required, include the colour. ‘The frame number is stamped on the right-hand side of the 1nd on a plate on the front of the steering head. ‘The engine number is on the left of the crankease, above the oiltevel dipstick boss. Pottorn ports may sometimes be available at lower cost, but they do not necessarily moke 9 satisfactory replacement for the ‘originals. There are cases where roduced life or sudden failure has occurred, to the overall detriment of performance, and perhaps safety. Some of the more expendable items such 8s spark plugs, bulbs, tyres, oll and grease etc, cen be obtained from accessory shops and motor factors, They have convenient opening hours, ‘charge lowar prices, and can often be found not fer from home {tis also possible to obtain parts by mail order {rom specialists who pdvertise in the motorcycle magarines. Engine number location Frame eumber locationRoutine maintenance Periodic routine maintenance is a continuous process that ‘commences immediately the machine is used end continues ‘until the machine is no longer fit for service. It must be carried ut at specified mileage recordings or on a calendar basis if the ‘machine is not used regularly, whichever isthe soonest. Main- tanance should be regarded as an insurance policy, to help ‘keep the machine in the peek of condition and to ensure long, trouble-free service. It has the ddditlonal benefit of giving early ‘warning of any faults thet may develop and will act as a safety check, to the obvious advantage of both rider and machine alk ‘The various maintenance tasks ore described under their respective mileage and calondar headings. Accompanying photos ‘or diagrams are provided, where necessary. It should be remem- bered thet the interval between the various maintenance tasks sorves only 08 8 guide. As the machine gots older, is driven hard, ‘ris used under particularly adverse conditions, it fs advieable ‘to reduce the period between each check. For ease of reference each service operation is described in detail under the relevant heading. However, if further general Information is required it can be found within the manual in the relevant Chopter. Although no special tools are required for routine mainten- ‘nce, 2 good selection of general workshop tools are essent Included in the tools must be a renge of metric ring or combina- tion spanners, a selection of crosshead scrovadrivers, and two pairs of cicclip pliers, one external opening and the other Internal opening. ‘cold, If the tyres are checked after the machine hes travelled & number of miles, the tyres will hve become hotter aed conce- quently the pressure will have increased, possibly as much o& 8 pal. A falan reading will therefore always result. Mode! From tre eer tye 7208,53,05073 Dod ten?) — So 23 tgen2l sor ae puttsteem2) 33s (23teem2) 1000 SOpaiz teem’) Sapa 2A bgem’) When carrying 8 pillion passenger the rear tyre pressure should be increased by 3 psi (0.2 kg-em2). When travelling ot ‘continuous high speeds an additional 3 psi (0.2 ka-em?) should bbe added to both front and rear tyces. Engine oil 2. Remove the filler plug from the left-hand side of the crank- ‘case and by meant of the integral dipstick check the oil level. ing with the oil lavel lower than the lower 2% this couses higher crankcase [pressures which may damage the oil seals. Replenish with SAE ‘1OW/50 or 20W/50 engine oil, Torque converter reservoir oil level - V-1000 models 3, Homove the left-hand trae side cover by pulling the lower tse from the ber securing bush and iting the cover of the Soper nooks, By means of the dipatik in the filer cap check the torque converter hydraulic fad lev, The level should come betwen the upper end lover marks. Replenish if rwctesery ‘vith Dexron @ Automatic Tranimision Fluid, OO NOT under any cireumatances use engine oll or hydraulic brake fluid, Sofety inspection 4 Give the whole machine a close visual inspection, checking for Joosa nuts and fittings, frayed control cables and damaged brake hoses: Legal inspection 5 Check that the lights, horn and flashing indicators function ‘Check and if necessary replenish engine oi!Routine maintenance Qreck torque converter fluid level by meens of dipstick ‘Monthly or every 500 eile Complete the tasks listed under the weekly/300 mile heading and than carry out the following checks. Tyre damage 1" Rotate each whee! and check for damage to the tyres, ‘specially spiting on the sidewalls. Remove ony stones or other ‘objects caught between the treads. This is particularly important con the front tyre, where rapid tyre deflation due to penetration of the inner tube will olmost certainly cause total loss of control ofthe machine. Spoke tension 2 Chack the spokes for tension, by gently tapping each one with a metal object. A loose spoke is identifiable by the low pitch noise emitted when struck. If any one spoke needs consid- ‘erable tightening, it will be necessary to remove the tyre and inner tube in order to file down the protruding spoke end, This will prevent it from chating through the rim bend and piercing the inner tube. ‘On machines fitted with cast alloy spoked wheels a clo visual inspection is necersary, checking for eracks end simi structural damage, Rear brake adjustment - 750S and 850T models only 3. When the rear brake is in correct adjustment the total brake Dedel travel meatured at the too tread should be within the range: 08 - 1.2 in (20 - 30 mm). Ifthe travel is greater of less than this cerry cut the necessary adjustment by means of the shouldered ‘ut at the brake arm and of the contrat rod, ‘Theo actual brake pedal travel is reatly a matter of choice, but should not be 40 tight thet the brake linings bind on the ‘drum. Conversaly, excess brake pedal travel will prevent quick ‘operation of the Brake, Battery electrolyte level 4. Release the seat catch ond lift up the duslzest. Remove the ‘tool tray end detach the battery retaining strap, Remove the fille plug or plugs and check the battery electrolyte level. The solution should just cover the battery plates. If required, replen- {ah using distilled water. Do not fll 18 level more than 5 mm, {3/16 in) over the top of the plotes. ‘Two monthly or every 2,000 miles ‘Complete the checks listed under the weekly 300 mile and ‘monthly 500 mite headings and then carry out the following Aaah: Engine oil change 11 The oil should be changed regularly at the prescribed inter- vals, more particularly in the case of 750S and most B50T ‘models, where 00 in-line oil filter cartridge it used, Drain the i into 8 container of more than 3.5 litres (7.3/6.0 US/Imp pints). The deain plug is located in the rear wall of the sump. Oil drainage willbe accelerated and improved If the engine has reached normal working temperature; the oll will be thinner ‘nd so flow more readily. Refit the drain plug and replonish he engine through the filler orifice with approximately 3 res of SAE 1OW/50 or 20W/50 engine oil. Check the level with the dipstick and then pour in a further amount of ‘ntl the level reaches the maximum mark, Gearbox oil level 2 Remove the gearbox level plug from the right-hand side of the machine. The oil level should be just below that of the ower threads in the apertura. If required, replenish with & MP SAE 90 or EP 90 gearbox oil through the filler orifice, Aosr bevel drive box level 3. Remove the bevel box level plug and check the oil level. If ‘necessary, replenish to 8 level just below the filer orifice with MP SAE 90 or EP 90 gearbox oll. Tappet adjustment 4 Remove the sperk plugs and detach each rocker cover after removing the retaining screvrs. A small amount of oil will spill out of each rocker chamber wien the covers are removed. ‘Adjustment of tho clesrance between the rocker arms and valve stems should be made with the engine COLD. Rotate the engine until one piston is st top dead centre (TDCI on the ‘compression stroke (both valves closed). Check the rocker clearances with » 0.22 mm (0.0085 in) feeler gouge. Adjustment ‘made by loosening the focknut on the rocker arm and screw ing the adjuster inwards or outwards, as necessary. Hold the edjuster fiemly, tighten the lockaut and recheck. The feeler ‘Gauge should be a light sliding fit. ‘Repost the operation on the other cylinder. (Check georbox oll levet and ..10 Routine maintenance Four monthly or every 4,000 miles ‘Complete all the checks listed in the previous schedules and, ‘then complete the followir Hydraulic brake fluid level 1) Check the level of the brake fluid in both the front and rear ‘moster cylinder reservoirs. Before removing the front brake reservoir cap place the handlebars in such a position that the reterwir is 8 upright 2s possible; this will prevent spillage. If fluid spills onto paintwork or plastic fittings, wash it off immedistely. Hydraulic fluid is good peintstripper. Replenish if the level is below the lower face of the diaph- agm, with the diaphragm positioned correctly. Never ellow the fluid to fall more than 6 mm below the maximum mark which i measured at the waist of the disphragm. Use hydraulic fluid of DOT 3 (USA) or SAE J1703 specification. Nevor use engine oll or similar fluids. Ifthe lovel of fluid in Is excessively low, check the pads for wear. If the pods are not worn, suspect 8 fluid leakage in the system, This must be rect- ified immediately. 'V-1000 and Le Mans models are fitted with 2 tloat-operated switch in the rear master cylinder, which illuminates a warning light if the fluid falls below 8 pre-et lovel. This does not, how- fever, preclude the necessity of rapular fluid level checks, Ait filter cleaning 2. This servica item does not opply to Le Mens models. Raise the dualsest and detach the battery retaining straps and the ‘petrol tank retaining strap. Disconnect the negative battery lead followed by the positive lead ond lift the bettery trom position. After detaching the petrol feed pipes at the tap unions, Tift the tank up at the rear and away from the machine. Because of the design of the air filter rubber duct, which ‘connects the sir filter to the carburetors, the corburettors must bbe detached at the cylinder heads. Untcrew the three socket ‘screws holding each inlet stub to the cylinder heed and swing ‘both corburetrors away, after pulling them from the rubber ducting. Unscrew the single nut from the rod projecting through the {front of the air filter box and withdraw the breather box. The hhose to the box may be pulled off. Lift out the sir (ter element. ‘The element is of the corrugated dry paper type. Knock the loose dust from the element and blow out the ingrained dirt from the inside of the filter, using an air jet. If the element is badly soiled, perforated or oll soaked, it should be renewed without question. Poor performance and an over-tich mixture will result from a blocked filter. ‘When refitting the filter assembly, note that the free plate ‘at the front of the breather box must be located coreectly with the projection on the box. ‘Spark plug cleaning 3. Flemove the spark plugs and clean them, uting a wire brush. ‘Clean the electrodes with fine emery paper or cloth and then. reset the gaps to 0.6 mm (0.023 in) with the correct feeler ‘g0uge. Before replacing the plugs, smear the threads with small amount of graphite grease, to aid future removal, Where high speed CW275L plugs are boing uted, the correct gop is 0.5mm (0.019 in). Cleaning and adjusting the contact breakers 4 In order to inspect and adjust the contact breakers, the housing cap, retained by two screws, mutt be removed. To aid ‘sccess for eesy removal and subsequent attention, the rear of the petrol tank should be raised a few inches atter detaching the retaining strap and the petro! pines. Support the tenk on ‘bunch of rags or a wooden block. Rotate the engine until one set of points is open and examine ‘Adjust tappet cleerance with engine COLDRoutine maintenance the contact f9¢es. Slight wregulorities in the faces may be removed using 2 fine swiss file of 2 strip of emery paper backed bby a piece of tin. If they are dirty, pitted or burnt, it will be necessary to remove them for further attention, as described in Section 3 of Chapter 4 Repeat the process on the second sat of points, ‘The correct contact breaker gup, when the points are in the fully open position, ss within the range 0.42 - 0.48 mm (0.016 « 0.018 in) for 8507 models and 0.37 - 0,43 mm (0.014 -0.017 ‘for all other models. Adjustment is effected by slackening the two screws passing through the contact breaker fixed point plate and using a screwdriver inserted in the notch provided, ‘moving the tixed contact near to or further away {rom the ‘moving contact. Ensure that the points ore in the fully open position when this adjustment is made or 8 fale setting will ‘result, Tighten the two serews and recheck the gep:; the feeler ‘gauge should be a light sliding (it betwen the faces. Repeat the process on the other set of contect points. Before cefitting the housing cap, clean the points faces using a clnan rag dipped in methylated spirits. This will ensure that the points are pertectly clean and prevent the taces picking-up prematurely. Apply a few drops of thia oil to the cam lubricator ‘wick, Do not overlubricate or the excess oil may find its way to the pomts, causing ignition failure, Ignition timing 5 Itisimportant that the ignition timing is checked regularly '& ay ean cylindrical tap filters and .. ‘and accurately. Check the timing as described in Chapter 4, Section 7. Six monthty oF every 6,000 miles Carry out the tasks described in the weekly, monthly, two monthly ond four monthly sections and then attend to the following: Fuel filter cleaning 1 Disconnect the petal pipes at the petro! tap unions. The pipes are retained either by screw clips at spring clips. Orain the petra! tank completely by fitting temporarily suitable lengths of hhose to the taps. Unscrew each tap by applying @ spanner to the hexagonal nut above the tap body. A gauze filter is fitted to each tap. Remove the screw pasting through each pipe union at the carburettors. Pull he unions away and displace the cicular filter sereens. Clean the screens and tap filters in petrol, removing stubborn ‘deposits with a soft brush. If the gauze 1s perforated, the top or screen should be renewed. Refit the components, ensuring that they are not overtightened. A little petrol resistant sealing ‘compound applied to the tap threads will help prevent leakage. the filter sereen at each carburettor union2 Routine maintenance Changing the gearbox and bevel box oil 2 Drain the contents of the gesrbox and the bevel box after the machine has been on # run of sufficient length to allow the oil to reach normal working temperature. The gearbox drain plug on the V-1000 models is fitad to the lower edge of the and cover, On all other models the drain plug i in the casing bese. Replace both drain plugs and refill the gearbox with 0.6 ltr {1.26/1.05 US/Imp pis) for V-1000 models and 0.781 Ite (1.78/ 1.38 USrimp pts) forall other rnodals The rear bevel box on all models has a capacity of 0.260 ltr (8.677.04 US/Imp 11 o2). A mixture of MP SAE 90 or EP90 ‘9s8r oil should be made up to this amount with 20 ce (% 02) ‘of Molykote type A or a molybdenum disulphide trarsmission. additive. Battery connections 3. Disconnect the negative battery lead followed by the ‘positive lead. Clean the terminals and the leads thoroughly with wire wool or emery paper. Refit and tighten the leads. ‘Apply a coating of petroleum jelly to the two terminals covering, ‘the exposed metal, to prevent further corrotion. fitter element should be renewed at this tervice Interval regerdiess of its condition. Removal is described in the ‘Section on filter clasning under the 4,000 mile service heeding. ‘Spork plugs 5 _Itis recommended that the spark plugs are renewed at ‘approximately 6,000 mile intervals, Although 2 spark plug may sive good service after this mileage peak efficiency will have ‘been lost. Refér to Chapter 4 specifications for the correct plug type, ‘Nine monthly of every 9,000 mites ‘Complete all the previously listed tasks end then carry out the following operation: it fitter cleaning 1 A.9000 miles epproximotsly. or at ever filth oil change, the oll fier screen should be removed ond cleaned and the ei filter elemant, where fitted, renewed. After draining the oi in the normal way undo the um retaining serews and lift the sump omay. W care it taken, the aimp gasket cen often be Tevsed. Unscrew the oi iter cartridge 9nd dtcard it. Remove the contre screw from te oil filter sere, after banding down the ear of the locking plate. Displace the screen and wath it thoroughly in petrol. Allow the screen to dry betore refitting, Fit anew filter cartridge and replace the sump. During this, service operation the sump itself should be cleaned thoroughly. ‘Yearly or every 12,000 miles “The yearly maintenance schedule constitutes a minor over- haul and in addition to all the preceding maintenance tasks the following should be carried out: 1. Check the condition of the rear brake linings as dorcribed in ‘Chapter 6, Section 13, 2. Remove, inspect and regrease the wheel beerings. Refer to ‘Chapter 6, Section 10, 3. Relubricate the steering heed bearings. See Chaptor 5, Section 5. Front fork oil change 4. The lubricating ol in each front fork leg should be drained and replenished, Place the machine onthe centre stand anc ‘remove the socket screw from the entre of each fork top bolt. Place blocks below the engine 10 thet the front wheel i cl of the ground and remove the two top bolts. Unscrew the dain bug at the lower resr ofeach fork lg and allow the oil 10 rain. Reploce the drain plugs and refill each fork leg with the correct quantity of Oexron @) Automatic Trominisson Fluid or equivalent. Quantity per teg: Mode! Fork leg capacity (each) 1750S and 850T 80 cc (1.7/1.4 US/Imp fl oz) 85073 @ cc {2.0/1.7 US/imp tl oz) ‘76083 and V-1000 70 ce 12.712.0 US/Imp {1 02) Le Mans 120 ce (4.0/3.4 US/Imp fl oz! Alter filling, raft the top bolts, lower the front wheel onto ‘the ground and fit the damper retaining socket bolts. ‘Additional routine maintenance 1 Brake pads: examination and replacement ‘The rate of brake pad wear is dependent on the conditions under which the machine operates, weight carried and the style of riding, consequently itis difficult to advise on specitie ingpection intervals. Whatever inspection interval is chosen, beer in mind that the rate of wear will not be constant. Prise the fluted cover off the top of each caliper and check the width of each pad. If any ped has worn to less than 6 mm 10.2362 in} both pads in that set must be renewed. ‘The pads may be removed without detaching either the wheel or caliper, 28 follows: Depress one end of the pad pin retaining spring and withdraw the freed pin. Remove the spring and the second long pin and then lift the tapared pin out of position in the pads. The pads ‘may be displaced one ata time. Slot the new set of pads into place, if necessary pushing the pistons back into the caliper ‘halves to gein the added cleerance. Rit the pins by reversing the dismantling procedure, 2 Clutch adjustment In common with brake pad wear, clutch wear and the ‘resultant necessary adjustment depends on operating conditions ‘nd the style of riding. Adjust the clutch, when necessary, 95 follows: Rotate the adjuster whoe! on the handlebar control until the free play measured between the lover 8ng.lever stock is approximately 4 mm (6/32 in). There must always be some {eee play in the cable or the clutch pushrod will bind, causing premature wear, In sddition, the clutch plates may slip due to the slight amount of lift imparted. If the required latitude of adjustment is not available at the handiebor control lever, use the adjuster at the lower end of the cable, after loosening the lockut. 3 Controt cable lubrication Use motor oil or an all-purpose oil to lubricate the control cables. A good method for lubricating the cables is shown in the sccompanying illustration, using 8 plasticine funnel. This method has a disadvantage in that the cables usually need removing from the machine. An hydraulic eable oiler which pressurises the lubricant, overcomes this problem. Do not lubricate nylon lined cables as the oil will cause the nylon to swell, thereby causing total cable seizCiling contro! cableWorking conditions and tools When # major overhaul is contemplated, it is important that 2 clean, welllit working space is available, equipped with a workbench and.vice, end with spece for laying out or storing the dismantled assemblies in an orderly manner whore they are Unlikely to be disturbed, The use of 2 good workshop will give the satisfaction of work done in comfort end without haste, whore there is litle chance of the machine being dismantled ‘and reassembled in anything other then clean surroundings. Unfortunately, these ideal working conditions are not always practicable ond under these latter circumstances when impro- Visation is called for, extea care and time will be needed. ‘The other essent ment is a comprehensive set of good quality tools. Quality is of prime importance since cheep {001s will prove expensive in the long run if they slip or break ‘ond domage the components to which they are applied. A good quality too! will last a long time, and more then justify the cost. The batis of any too! kit isa set of open-ended spanners, which con be used on almost any part of the machine to which there is reasonable access. A set of ring spanners makes a useful addition, since they can be uted on nuts that are very tight or where ‘access it restricted, Where the cost has to be kept within reason- able bounds, » compromise can be effected with a set of combin- ation spanners - open-ended at one end and having @ ring of the ‘ame size on the other end, Socket spanners may also be consid- ‘ered a good investment, » basic 3/8 oF % inch square drive kit ‘comprising s ratchet handle and a small number of socket heads, if money is limited. Additional sockets can bo purchased, as and when they are required. Provided they are slim in profile, sockets ‘will reach nuts or bolts that are deeply recessed. When purchasing spanners of any kind, make suve the correct size standard is, purchased, Almost ali machines manufactured outside the UK and USA have metric nuts and bolts, whilst those produced in Britoin have BSF or BSW sizes. The standacd used in the USA {is AF, which is 80 found on some of the later British machines, Other tools that should be included in the kit are a range of crosshead screwdrivers, 8 pair of pliers and 3 hammer. When considering the purchase of tools, it should be remam- bbered that by carrying out the work oneself, @ large proportion of the normal repeir cost, made up by labour charges, will be saved. The economy made'on aven a minor overhaul will go 2 ong way towards the improvement of 3 toolkit. In addition to the basic too! kit, certain additional tools can prove invaluable when they are close to hand, to help speed up 2 ‘multitude of repetitive jobs. For example, an impact screwdriver ‘ill ease the removal of screws that have been tightened by 9 similar tool, during essembly, without risk of damaging the screw heeds. And, of course, it can be uted again to retighton the screws, 10 ensure an oil or airtight seal results. Circlip pliers hhave their uses t00, since gear pinions, shafts ond similar com: ‘ponents are frequently retained by circlips that are not too ‘casily displaced by a screwdriver. There ore two types of ciclip pliers, one for internal and one for external circips. Thay may alto have straight or right-engled jaws. ‘One of the most useful of all tools isthe torque wrench, 3 form of spanner that can be adjusted to slip when @ messured amount of force is applied to any bolt oF nut. Torgue wrench settings are given in almost every modern workshop or service ‘manual, whera the extent to which 8 complex component, such ‘5.2 cylinder head, can be tightened without fear of distortion or leakage. The tightening of bearing caps is yet another example. Overtightening will stretch or even bresk bolts, necessitating ‘extra work to extract the broken portions. ‘As may be expected, the more sophisticated the machine, the is the number of tools likely to be required if its to be firat class condition by the home mechanic. Unfortun- ately, there are certain jobs which cannot be accomplished uecessfully without the correet equipment and slthough ther is invariably # specialist who will undertake the work for a fee, the home mechanic will have to dig more deeply in his pockets for the purchase of similar equipment if he does not wish to ‘employ the service of others. Here 2 word of caution is necessary, since some of these jobs are best left to the expert. Although an ‘electrical multimeter of the Avo type will prove helpful in ‘racing electrical faults, in inexperienced hands it may irrevoc- ably damage some of the electrical components if a test current ‘is passed through them in the wrong direction. This ean apply to the synchronisetion of twin or multiple carburettors too, ‘where a certain amount of expertise is needed when setting ‘hem up with vacuum gauges. These are, however, exceptions ‘Some instruments, such as 0 strobe lamp, are virtually essential whan checking the timing of » machine powered by @.CO! ignition system. In short, do not purchase any of these special items unless you hewe the experience to use them correctly. ‘Although this manual shows how components €on be removed and replaced without the use of special service tools (unless absolutely essential), it is worthwhile giving consideration 10 the purchase of the more commonly used tools if the machine is regarded as a long tecm purchase, Whilst the alternative mathods suggested will remove and replace parts without risk of damage, the use of the special tools recommended and sold by the manufacturer will invariably save time.Recommended lubricants Component AGIP product Anteroative rade ENGINE eam SINT 2000 SAE 1OW/SO 10W/50 or 200/50 GEARBOX .. Fil Rote MPSAE9O Hypoy SAE 90 TORQUE CONVERTER .. au Dexton @ F.1 ATE Dexron @ ATE REARBEVELORIVE .. .. ._F.1 Rotra MPSAE9O and Hypoy SAE 90 Molykote Type A TELESCOPIC FORK =. Daxron @ F.1 ATF Dexron @ ATF DISCBRAKES «= DOT SIUSA) 181703 hydraulic fia Moto Guzzi recommend the use of AGIP lubricants for all applications on their machines. AGIP, however, is not available in the UK fF the USA and es such a good quality brand of the equivalent correct grade may be substituted. Maintenance and capacities data Matric tmp us Engine oil: 1780S, 8507 ond 75053 .. 3510 60 739 Auotners ww. 2 3.0 Ite 528 ot 6.34 pt Gearbox oit: y-1000 0.600 tr 1.05 pt 1.26 pt Allothers 0.750 itr 1.33 ot 175 pt Torque converter Hult we ae ee me ST te 2.63.0 pt 373.6 pt Rear bevel drive oth amet aa 0280 Ite 704 ti oz BA flor Front fork oil: 7508 snd 850T 0c 14 floz 17 fhoz 85073 Bee 17 Hoz 20 flor 78083 and = Wee 20 loz 27 Nor Le Mons... 126 Afloz 4onor Tepper clearonces (COLO) sass eve 0.22 um (0.00085 in} oll volves. ‘Spark plug gap: Standard plug mene 0.6 mem 10.028 in) High speed plug mM 0.5 mm {0.019 in) Contact breaker gop: ‘9507 0.42-0.48 mm (0.016-0.018 in) All other modes 0.37.0.43 mm (0.014-0.017 in} Front Rear? Tyre pressures: 750S, $3, 85073 and Le Mans 29 pai (3 kg ern?) 33 psi (2.3 kg cm?) 890T ae 26 pai (1.8 kg cm?) 33 psi (2.3 kg cm2) VAOOD 90 psi (2.1 kg em?) 34 pai (2.4 kg em2) * Add 3 pai (0.2 kg em2) when carrying pilion passenger. Add 3 psi (0.2 kg cm) to both tyres when travelling at @ continuous high speed.Chapter 1 Engine Contonts General description. = 1 Oylinder barrels: examination and renovation 19 Operations with engine unit in the frame 2. Pistons end piston rings: examination and renovation 20 Method of engine/gearbox removal. 3. Valves, valve springs and valve guides: examination and Famoving the engine gsarbox unit from the frame 4 renovation er 2 Dismantling the engine/gearbox: generat SS Gylinder heeds: examination and renovation 2 Separating the engine from the gearbox “6 Rocker extembiies: examination and renovation 2 Dismantiing the engine: removing the cylinder head, cylinder Engine reesernbly: gonaral 2a barrels and pistons ‘mem 7 Engine raastombly: replacing the erankahaft and connecting Dismanting the engine: removing the alternator 8 woos Dismantling the engine: removing the timing cove, timing Engine reasiambly: replacing the camihatt, oii pump, and chain ond sprockets 9 timing the valves 26 Dismantling the engine: removing the distributor, eamshafi” Engine reassembly: replacing the pistons, cylinder barrels and engine oll pump 10 andeylinder beac ar Cismenting the engine: removing the clutch tnd flywheel Engine reestembly: replacing the flywheel and clutch tone {exempt V-1000 Convert mode!) 11 VA1000 Convert model) Fo Oismantling the engine: removing the torque converter and Engine reassembly: replacing the flywheel and torque ‘hywhoo! (V-1000 Convert model only). + 12 ganverter {V-1000 Convert model oniy) Fy Dismantling the engine: removing the connecting rods and Seining the engina tothe geerbox 20 the erankshaft ~ 13 Engine reassembly: replacing the cit Examination and renovetion: general ~ oo 4 alternator es - un ronkshat, crankshaft boarings and connecting rods: Engine’reesseby: reiting the engin inthe frome. 2 exemination and renovation. - 18 Engine reessembly: completion. Cc 3 Gamshett and pushrods: examination and renovetlon 16 Starting and running the rebuilt engine. u Timing chain, sprockets and tensioner: examination and. Fault agnosis: engine we 35 renovation Sse i (Crankcase and timing chain cover oil seals: examination ‘and renovation = ow 18 ‘Specifications ‘V-1000 model Engine Type ‘Air cooled, 90° V-twin four stroke Bore 88 mm (3.46 in) Stroke 78 mm (3.07 in) Caneciey 948.8 cc (57.9 cu in) Compressio 2:1 ‘bhp (SAE) 71. @ 6500 pm Mex rpm. = Direction of rotation Clockwise, viewed from front Valve clearances (engine cold) tater - 0.22 mm (0.008 Exhaust z (0:22 mm (0.008 in) Valve timing Inlet opens: ee 20° BTOC Inlet closes 52° ABDC Exhaust opens oe 52° BBOC Exhaust closes 20° ATOC ‘Note: Timing is sot with valve clearances adjusted to 0.5 mm (0,020 in)Chapter 1: Engine 7 Valves Seat ange eae A830" Inet heed diameter. 408 - 41,0 mm(1 606 - 1.614 ind stem diameter 7972-7987 mm (0.3138 -0.3144 int Exhoust: head diameter 358 - 36.0 me (1.409 «1.417 int stem diameter \Volve guide inside diameter 7.965 - 7880 mm (0.3136 -0.3142 in) 8.00 - 8.022 mm {0.3149 - 0.3158 in} 0.013 -0,080 mm (0.0005 - 0.0019 in) 0.020 - 0.057 mm (0.0008 - 0.0022 in} Valve guide outside diamer filet ae what Valve guide housing inside diameter, Valve spring free lengt ‘outer .064 - 14.075 mm (0.5537 -0.5541 in) % 107 - 14.118 mm (0.55541 -0.5558 in} Il $4[00- 14.018 mm (0.8512 - 0.5519 in) we $2.6 mm (2.07 in) inner 44,7 mm (1,770 ind Rocker arms Bush inside diameter o 15,032 - 15.059 mm (0.5918 - 0.5929 in) Spindle outside diameter 7 14982 . 14,994 mm (0.5899 -0.5903 in) ‘Bush/spindle clearance a 0,038 - 0.076 mm (0.0015 - 0.003 in} Camshaft Jburnal diameter: flywheel side wm 31,984 - 32,000 mm (1.2592 - 1.2596 in} timing side ae ‘46,984 « 47.00 mm (1.849 - 1.850 in! Housing diamer Miywhee side 22.025 - 32.050 mm (1.2607 - 1.2623 in) timing side 47,025 | 47,050 mm (18511 - 18529 in) tearance: Miywhee side 7 0.025 -0.066 mm (0.001 - 0.0035 in} timing side (0.025 “0.066 mm {0.001 - 0.0035 in} Tappets Guide bore diameter Sandor ao 22.021 - 22.00 mm (0.8659 - 08661 int st oversize Sl 22.071: 72.080 mm (08689 -08681 in) Indoversice TM 2a:128 22.100 mm 0.8709 - 0.8700 in} Toopet outside diameter fandard eee 21.996 -21.978 mm 10.8659 - 08652 in) Amore = 22.046 - 22.028 mm {0.8679 - 0,9672 in} 2ndovensize 30H 51 Ceatratiser spring 4. Gearshatts and pinions: examination and renovation, S-speed ‘erbox only 1. Examine the geor pinions to ensure that there are no chipped fF broken teoth and thet the dogs on the pinion faces are not ‘rounded. Inspect also the condition of the sliding dogs which ‘are operated by the selector forks. If damage to any of these ‘components is evident, the faulty part must be renewed. Renews! of pinions and further inspection of the shofts, splines and bearings require that the pinions be removed {rom the shafts, Each shaft should be dismsntied separately and the relative Dositions of the components noted very carefully, to aid refitting. 2 Of the five loyshaft geors only the Sth gear pinion is flootin ‘the remainder are an integral part of the shaft. Tho Sth gear pinion is secured on the shaft by a sping loaded pin resting in 2 iting in one of the shaft splineways. Using 2 pointed instrument, ‘depress the pin against the spring pressure. Rotate the bush either 10 the right or lett and draw the pinion, coped needle roller bearing and inner bush from potition. Care should be taken not to allow the pin and spring to fly from place as the inner bush it draw off. 3. Unscrew the shouldered nut from the end of the mainshaft. ‘Note that this nut has 2 eft-hand thread and must therefore be undone in 2 clockwise direction, The roller bearing cage and inner race is 9 tight fit on the shaft and will require pulling {rom position, using a standard two or three-legged sprocket puller, The puller feet mey be located behind the 4th geer pinion, ‘which will be drawn off with the boaring. After pulling the bearing from position, note the adjusting shims which lie between the beering and 4th geer pinion foce. Remove the reece roller bearing and inner bush, Remove the selector dog, noting that it can be fitted only one way round, with the relieved 40g facing inwards. The 3rd gear pinion and bearing can now be removed, followed by the thick washer and the 2nd gear pinion and beering.i Chapter 2: Gearbox, clutch and torque converter Working from the other end of the shaft, remove the Sth 221 pinion, the ‘O' ring and the 1st gear pinion and bearing. Finally slide off the dog clutch. 4. With the exception of the muinshaft Sth geer pinion, all pinions run on caged needle roller bearings supported on separate inner bushes or races. If up and down play can be tected on any bearing, or the roller or tracks are pitted, the matched components should be renewed. 5. The gearbox input shat, on which the primary reduction 4" is mounted, incorporates 2 cam type shock absorber unit. ‘The shock absorber unit is unlikely to give trouble until on ‘extended mileogo hes baen covered, when waar on the com {aces or weakening of the coil spring will necessitate renewal. In ‘order to dismantle the shalt assembly, the heavy square section coil spring must be compressed to allow removal of the spring seat 3nd the split retaining collets. A special compressor must be used 10 carry out this operation safely. Most motorcycle repsir agents hhave a tool of the correct type, which is used also for compres: sing rear susponsion unit springs. If the cam faces have worn through the herdened layer, or if heevy chattering marks are ‘20parent, both cam pieces should be renewed. Check the spring length ageinst that of a new component, A marked shortening i the free state wall indicate the need for renewol. 4.2¢ Pull off the layshaft pinion, caged bearing ond race 4.38 Shouldered end ut hes LEFT-HAND thread 4.3 Use puller to draw off besring together with ..4.39 Disploce 3rd gear pinion and bearing and.62 Chapter ‘Ab Displace the ‘O" ring followed by the 1. The selector forks should be examined closely to ensure that they are not bent of bedly worn. The greatest area of wear occurs ‘ther side of the fingers which engage with the sliding dogs, and {at the pins which locate with the chennels in the gear change ‘drum. Check olso that the forks are a good sliding fit on the stlector rod. Bad gear selection or jumping out of gear ean often bbe traced to the above faults. 2. Check the channels in the change drum for wear. Damage 10 this component is unlikely uniess lubrication failure has occurred. If the change pins in the end of the deum are scorod or worn, they may be renewed individually. 3. Ensure that the plunger spring thet beors on the change drum ‘has not lost its action and that the paw end is not excessively worn, Remove the selector paw! assembly from the gearbox end ‘cover and chack the condition of the paw! spring and pow! profile. ‘Wear here will be sall-evident, 9s will weekening or fracture of tho centrale spring. Gearbox, clutch and torque converter 8.19 Push the selector pawl mechanism fram end coverChapter 2: Gearbox, clutch and torque converter 6.10 Check condition of pawls and springs 6 Gearbox bosrings and oil seals: examination and renewal, Sepeed gearbox only 1. Attor wastuing the gearbox bearings thoroughly in peteol or iehte spirit, heck each bearing for roughness when rotated and for up and dowe play. The bearings should always be checked when sil snstalled in the coses. 2. The beatings may be removed after heating the case 10 150 160° 1300 - 320°F) in an oven. The input shaft boll bearing and the output shaft boll bearing are secured by retainer plates on Ie snside of the cases. Each plate is retained by three bolts, each of wich has a tab wosher. After buarings may be drifted out, The ramai into blind holes wn the cases ang may therefore bx difficult remove. A special expanding puller should be acquired wath which to draw them from placy. 1 wall be found that a locking fud wes used on many bearings, during original assembly. This vali marginally increase the difficulty of removal. When retitting the bearings, the casings should be heated again to the specitied temperature. Apply a small quantity of locking fluid to the outer rces before inserting them. Attempt to insert each bearing in ‘one operation as the hot eases wall dramatically shorten the se at which the fluid hurdens, 3 Iti recommended thot new oil seals be fitted to the georbox ‘ao matter of course, during mojor dismantling. Failure of a reed oil sea at a later date will roquire considurable additional itmantling in order to allow renewal. The oil seals may be prised oF drifted out of position. Always cefit the oil seals with the soring side facing towards the inside of the gearbox. Use 2 suitable tubular deft to enauce that the seals are not distorted. 7. Gearbox reassambly - &-speed gearbox only 1 I the gear pinion assemblies have been removed from the vorious shafts, they must be refitted prior to replacing the shalts in the casas. Where new components have been installed which may effect the overall length of the complete gear clusters ‘on each shaft, or if gear solection was difficult and has not been ‘waced to worn components, the overall lengths of the shafts rust be adjusted on reassembly by means of shuns. 2 Assemble the layshaft components by reversing the dis- ‘mantling procedure and by roferring to the relevent photographs. ‘The total distance should be measured between the points showm in Fig. 2.3. When taking this measurement a special bronze washer should be fitted in piace of the Uheust bearing ‘and the two thvust washers which lie either side, This i 10 give the correct final bearing running clearance. If the distance is incorrect, place shims batween the thrust bearing outer wather and the end washer. Both the special bronze wather and shims ae available, expecially to carry out the operation 3. A similar procedure should be adopted when retiting the {91 pinion assemblies to the mainshalt. The overall length of the complated assembly, measured betweun the two points shown in Fig. 2.3 should be 144.7 . 148.2 mm (5.6920 « 5.7150 in). Insert additional shims between the mainshatt 41h, nar pinion and the inner face of the roller bearing. When replacing the mainahalt end nut, which secures the roller bearing, apply locking fluid to the threads. If locking fluid is not available, bend in a portion of the nut shoulder s0 that it ‘engages with the short axial channel in the threaded portion 4 Proce the gearbox casing on the workbench supported on blocks. Insert the complete input shatt through the centre bearing and gently drive st home with a rawhide mallet. Oo nat fomit the ‘O' ring and the shim from the shaft. Lubricate the bearings in the casing wath clean oil. Assemble the two gear shalts togother and insert them vnto the geerbox simultaneously, If ditticulty is encountered in holckng the layshattshirns anid thrust bearing in position, apply little heavy grease to each shim and the booring. 5. Slide the two selector forks snto position in the two main- shatt sliding dogs. Install the selector drum, together with the shims, into the casing so that the two forks engage with the channels in the dea. Fit the selector drum rod and the selector fork rod. Push the top of the selector drum over towards the gearbox wall, and replace the layshalt selector fork and sliding dog. Rotate the selcetor deum until the gears are in the ‘neutral potition. In this position the two semi-circular cut-outs {nthe drum pin plate aro in the correct position to accupt the gtorchange paws when the cover is refitted 6 The gearbox end cover and gasket should now be replaced temporarily and secured by four diagonally placed sockot screws, prior to checking correct gear selection, Insert the speedometer drive gear and the smat! drive ball, and fit and tighten the shouldered nut. Refit the goer change detent plunder, spring and the breather union cam detent housing Adjust the gear selector pow operation by means of the ‘ecantrie bolt located immediately adjacent to the splined 80" seloctor shalt, The eocentric bolt should be placed s0 that when the shaft is moved slightly to right or loft st can be felt that the two pants ore an equal distance away trom the pins fon the change drum, when the splined shaft is ot rest. This Drocedure should be carried out wath the geerbox inthe neutral position. 7 Attempt to salect each gear in turn a number of times, moving up dnd down throughout the whole range. Rotation of sither the input shaft or the output shaft wil ad selection ‘Assuming that all other areas of gearbox assembly are correct, “Aificult selection may be due to an incorrectly positioned elector druim. If problems are encountered in selecting 1st ‘ror and 3rd gear, shims should be removed inserted between the end of the selector drum and the goorbox wall. Osticulty in ‘lecting 2nd gear and 4th gear, may bo romedied by piecing shims between the selector drum and gearbox end cover. Shims a0 avilable in 0.6, 08, 1.0 and 1.2 mm (0.023, 0.031, 0.039 ‘and 0,047 in} sizes, It is important thot a small amount of selector ‘dedi likely that the eight-hand set of pads will svoar less ‘quchly, since the handlebar lever operated bake is used relat rly rarely. The pads may be removed with the wheel 1m place, Doncers ‘he pin keeper spring at one end and withdraw one pin. Remove the Second '0ng pin and the spring, The cuntal taper pin can naw be removed followed by the two pads, ome at 9 time. The packs set On the integrated front brake con wear very uckly. Where a tiding on the brakes’ sty'e of ending 8 uscd, the pad lite may Ue as little 9s 2000 mites. 5 Front brake caliper: overhaul 1 Caliper removal and replacement can take place without removing the front wheal. Where twin dise brakes are utilised, Master cyiiocer Handle bar tover ‘Rubber boot Broke hose Banjo bolt 2ott ‘Sealing washer - 6 off Hose junction Bot Woener ‘Stop tight switch Broke hose Crp Rubber sieeve Bort Washer each caliper should be removed and dismantled individually, luting an identical procedure. Again it should be remembered ‘that the left-hand caliper is operated by the rear brake hydraulic cevevit 2 Detach the brake feed pipe '1om the caliper, allowing any Nuic to drain into a suitable container. Do not ailow any flux! to comact the paintwork, Its 8 superb pointstripper. Remove the 1wo bolts which secure the caliper unit to the fork leg, and lift the complete caliper trom position on the die. 3. Prise off the inspection cover and remave the broke pads, as ‘described ia the previous Section, The caliper consists of two cylinders and pistons retained by two bolts and interconnected ‘by a postagenay that allows the brake fluid oressure to equalise. Rlemave the nvo securing bolts and seperate the Iw components Note the O ring which seals the passageway. 4 Carrlully prise off the dust excluding boot {rom one piston. The piston can be displaced most easily using an air hose or tyre ump connected to the fluid teed orifice. Using a fine pointed Instrument dislodge the sealing Q ring from the groove in the ‘ylindee. Diamantta the other caliper halt sna similar manner 5) Wash the brake caliper components in cluan hydraulic Hid, 00 NOT use petro! or other solvents to clean brake ports 3 the rubber components wil be damaged. Inspect the pistons, and Cylinder bores 10: scoring which may lead to leakage. It damage is evident, ronew the components affected. 6 Reassemble the caliper by ceversing the dismantling procus- ‘we, Owvin £0 theit low cost its recommended that all seals tind boots be renewed without auestion. When refitting the Oring seats, anply a litle hydraulic tluid as lubricant. Specie! brake component grease which has a very high melting temper- ‘ature should be used 10 lubricate the pistons. W required, the caliper may be centralised on the dise using shins placed between the caliper and the emounting iug on the fork leg. 7. Note that work on hydraulic brake systems must be carried ‘out in scrupulously clean conditions. Particles of dirt wail score the working parts and cause early faire of the system. 8 Alter reassembling and reltting the caliper units, the Iydraulie systems must be bied of all sir as deseribed in Section Tol this Chapter. 18 Star washer 17 Not 18 Brake pipe 19 Caliper 20. Inspection cover 21 Brake pads 2 ott 22 Bole 23 Wosher 20th 24 Wosner 20% 25 Wosher -2 off 26 Nor-201 27 Bort 28 Reservoie cap 29. Diaphragmbi 5.60 Check centralisation of disc between caliper halves 5.6b Fit shims as required to centralise caliperChapter 6/Wheels, brakes and tyres 125 4 Front diee brake master cylinder: exeminstion end innovation (righthand brake only) 1 The mester cylinder and hydraulic reservoir take the form of, ‘teambined unit mounted on the right-hand side of the handle: ‘ar, to which the front brake lever is attached. The master ‘yfndar bs actuated by the front brake lever, and applies hydr+ {Ali pressure through the system to operate the front brake ‘whan the handiebsr lever is manipulated. The master cylinder Drewurlees the hydraulic fluid in the brake pipe which, being Inoompressible, causes the piston to move in the caliper unit and ‘wely the friction pads 10 the brake. If the mester cylinder seals bat, hydraulic pressure wil be lost and the braking action imdered much less effective. 2 Batore the master cylinder can be removed the system must be drvined, Place a clean container below the caliper unit and mach aplastic tube from one bleed scraw on top of the caliper tsi tothe container. Open the bleed screw one complete tum and drain the system by operating the brake lever until the der reservoir is empty. Close the bleed screw and. ‘amove the pipe. 3. Place 8 rag under the banjo union connecting the brake hose ‘0 the master cylinder. Pull back the rubber boot and remove, the banjo bolt. Loosen the throttle twist grip and slide it off the handleber end, Slacken the pinch bolt securing the master cylinder/nendleber lever and remove the complete assembly. 4 Remove the reservoir cap and lift out the rubber disphragmn. Detach the operating lever from the master cylinder by unscrew- ing the nut and bolt. To remove the master cylinder piston, ‘nlact a short rod that can be inserted through the fluid outlet ‘rifice, The rod should have @ smooth rounded end, to prevent ‘damage to the master cylinder interior. Gently tap the rod and ‘ive out the piston and locking ring. 5. From the master cylinder, cemove the piston return spring tnd the spring guide, Pull the locksing off the piston, followed ‘bythe thin wosher snd scraper ring. Check the condition of the ‘to piston rings. If they are unmarked end no leakage wat ident, they may be reused. 6 The component parts of the master cylinder sasembly and the caliper estembly mey wear or deteriorate in function over ‘long period of use. It is however, generally difficult to toresae ‘how long esch component will work with proper efficiency and {rom a salety point of viow it is best to change al the expend- ble parts every two years on @ machine that hos covered & ‘normal mileage. 7 Replace the master cylinder by reversing the dismantting procedure. After reconnecting the brake hose, the system must ‘be bled at described in the next Section. Free play at the handie- ber levor should be adjusted so that there 1s 0.15 mm (0.006 in) between the lever and the piston face. Adjustment is effected by 2 grubscrew fitted to the lover, 8. When positioning the master cylinder, place it so that itis as ‘Upright 2s possible, yet in such a position that the lever opersting angle is competible with easy operation. 7. Bleeding the hydraulic brake system Righthand front disc brake 1. Ifthe hydraulic system has to be drained ond refilled, if the front brake lever travel becomes excessive of the lever operates, with # soft oF spongy feeling, the brakes must be bled to expel ‘ir from the system, The procedure for bleeding the hydraulic. ‘brake is best carried out by two persons. 2. First check the fluid level in the reservoir and too up with fresh fluid, 2. Keep the reservoir ot least half full of fluid during the bleeding procedure. ‘4 Serew the cap on to the reservoir to prevent 8 spout of fuld or the entry of dust into the system. Place a clean glass je below the caliper bleed screw and ettach o clear plastic pipe {com both caliper bleed screws to the container. Place tome cleen hy uan Fig. 6.6. Rear wheel bearing adjustment - 7605 and 850T A= Shimsos: 8 = Bearing -201 © = Bearing spacer D = Oilseal-2oftyres and brakes ‘but the 780S and 850T ‘models, to absorb snatch loads in the transmission. The assem bly consists of a floating plate with 2 splined boss which locotes with the output boss on the rear bevel drive box. Webs on the inner fo0e of the plate locate with rubber buffers placed in the rear wheel hub, which are prevented from rotation by webs cost into the hub. Alter considerable service the rubber inserts will compect, giving a noticeable bocklash betore the drive is taken we. 2. Access to the cush drive unit can be made after removal of ‘the rear wheel {com the frame. Remove the locking plate and ‘prise the large circlip from the wheel hub. A large screwdriver is ideal for this operation. It should be possible to lift the ‘cush drive plate straight off the stee! sleeve in the centre ‘of the hub. No provision is made for lubricating the hub sleeve ‘and cush drive boss working surfaces after assembly. Becouse (of this, the sleeve and boss may have rusted, making dismantling difficult. Apply a penetrating fluid to the small gap between the seeve and boss, and allow the fluid time to penetrate. 3._After removal of the drive plate lift out the twelve rubber buffer inserts, These should be discarded if they are compacted ‘rare disintegrating. Reassomble the cush drive by reversing the dismantling procedure. Ensure that the sleeve and boss re wall eased, The stepped side of the circlip must face upwards. Fig. 6.7. Rear wheel and cush 1 Ree whoo! & Whee! spindle 2 Rim 9 Nut-6 off 3 RH spoke and nipple - 20 off 10 Lock plate -3 off 4 Lit spoke and nipple - 2001 11 Bolt - Bolt 5 Nut 12 Brake dise 6 Washer 13 Bore 7 Spacer 14 Stor washer 15.2 Remove the focking bolt and plate and circtip drive - Except 750S and BSOT 15 Lock plate 22 Jouraa! ball bearing -2oft 16 Circlip 23 Journal ball baaring -20f 17 Cush drive plow 24 O'ring 18 Rubber insert -120f 25 Cup 19 Spacer 26 Hu 20 Girclip 27 Balance weight 21 Dise spacer 15.20 Lift off the cush drive plateChapter 6: Wheels, tyres and brakes 131 Pm 15.3b Grease the cush drive boss heavily before fitting the plate 16 Parking brake: adjustment and maintenance 1. Amechanical caliper is fitted to the rear brake calips bracket, to the rear of the standard hydraulic caliper, t0 act as 2 parking brake whea the machine is at rest. The caliper is ‘operated by the prop stand vie a cable. 2. If the brake does not prevent movement of the machine when the stand is extended, adjustment may be made by means of the adjuster screw at the forward end of the cable 3 Because the brake pads are rarely subjected to wear caused by the rotating disc, they will have a very long life, probably thet of the machine ittol, Maintenance it minimal, requiring ‘only lubrication of the pivot points on the mechanical linkage at the caliper and of the pivot and push bar arrangement at the Propttend, 16.19 Adjustment of parking brake cable - V1000 models 16,1b Mechanical caliper retained by two bolts132 Chapter 6: Wheels, brakes and tyres 17 Tyres: removal and replecement 1. Atsoma time or other the need will arise to remove and replace the tyres, wither as the result of a puncture or because a renewal it required to offset wear. To the inexperienced, tyre changing represents a formidable task vet if @ few simple rules ‘are observed and the technique learned, the whole operation is surprisingly simple, 2. To remove the tyre from the wheel, frst detach the wheel {rom tha machine by following the procedure in Chapter 5, ‘Section 2.7 for the front wheel and Section 8, paragraphs § and 6 for the rear wheel, Deflate the tyre by removing the valve insert and when itis fully deflated, push the bead of the tyre ‘away {rom the wheel rim on both sides so that the bead enters the centen well of the rim, Remove the locking cap and push the tyce valve into the tyro itself. 3 Insert a tyre lover close to the valve end lever the edge of the tte over the outside of the wheel rim. Very little force should ‘be necessory; if resistance is encountered it is probebly due to the fact that the tyre beads have not entered the well of the whol rim all the way round the tyre. 4 Once the tyre hat been edged over the wheel rim, itis easy t0 ‘work around the wheel rim s0 thet the tyre is completely tree on Cone side. At this stage, the inner tube can be removed, 5. Working trom the other side of the wheel ease the other edge of the tyre over the outside of the wheel rim furthest away. ‘Continue to work around the rim until the tyre is free from the 6 Ifa puncture has necessitated the removal of the tyre, rein flate the inner tube and immerse it in a bowl of water to trace the source of the leak. Mark its position and deflate the tube. Ory the tube and clean the area around the puncture with 9 etrol-soaked rag. When the surface has dried, apply rubber solution and allow this to dry before removing the becking {rom the patch end applying the patch to the surface. 7. It is best to use a patch of the self-wulcanising type, which will form a very permenent repair. Note that it may be neces- sary 10 remove a protective covering from the top surface of the patch, after it has sesled in position. Inner tubes made from syn- thetic rubber may require a special type of patch and adhesive, if'a satistoctory bond is to be achieved. 8 Betore replacing the tyre, check the inside to make sure the is not trapped. Check also the porticulerly the tread area, to make sure nothing is trapped that may cause a further puncture. 9. I the inner tube has been patched on a number of past ‘occasions, or if there is 9 teor or large hole, itis preferable to discord it and fit 3 new one. Sudden deflarion may cause an eccident, particularty i it occurs with the front wi 10 To reploce the tyre, inflate the inner tube sufficiently for {i to assume a circular shape but only just. Then push it into the tyre 40 that itis enclosed completely. Lay the tyre on the wheel at an angle and insert the valve through the rim tape and the hole in the wheel rim, Attach the locking cap on the first few ‘threads, sufficient to hold the valve captive in its correct location, 11 Starting at the point furthest from the valve, push the tyre bbeod over the edge of the wheel rim until i is located in the central well. Continue to work around the tyre in this fashion Until the whole of one side of the tyre is on the rim. It may be ‘necessary 10 use 2 tyre lever during the final stages. 12 Make sure there is 90 pull on the tyre valve and again com- mencing with the area furthest from the valve, ease the other ‘bead of the tyre over the edge of the rim. Finish with the area close to the valve, pushing the valve up into the tyre until the locking cap touches the rim. This will ensure the inner tube is ‘not trapped when the last section of the bead is edged over the in with a tyre lever. 13 Check that the inner tube is not trapped at any point. Reinflgte the inner tube, and check thot the tyre i seat correctly around the wheel rim. There should be a thin rib ‘moulded around the wal of the tyre on both sides, which should be equidistant from the wheol rim at all points. f the {tyre is uneventy located on the rim, try bouncing the whee! when the tyre is at the recommended pressure. It is probeble ‘that one of the beads has not pulled clear of the contre well. 14 Always run the tyres at the recommended pressures and ‘ever under oF over-inflate, The correct pressures for solo use are given in the Specifications Section of this Chapter. 15 Tyre replacement is aided by dusting the side walls, particul: arly in the vicinity of tne beads, with a iberat coating of French Chalk. Washing-up liquid can also be used to good effect, but this has the disadvantage of causing the inner surfaces of the whee! im to corrode 16 Never replace the inner tube and tyre without the rim wpe in position. If this precaution is overlooked there is good chance Cf the ends of the spoke nipples chafing the inner tube and causing a crop of punctures. 17 Never fit.a tyre that has a damaged tread or side walls. Apert fcom the legal aspects, there is @ very great risk of blow-out, which can have serious consequences on any two-wheeled whic! 18 Tyce valves rarely give trouble, but itis always advisable wo check whether the valve itsel! is leaking before removing the tyre. Do not forget to fit the dust cap, which forms an effective second seal. 18 Valve cores and caps 1 Valve cores seldom give trouble, but do not last indefinitely. Dire under the seating will cause @ purzling ‘slow puncture’. ‘Check that they are not leaking by applying spittle to the end (of the valve and watching for air bubbles, 2 Avalve capita safety device, and should always be fitted, ‘Apart from keeping dirt out of the valve, it provides 9 second 128! in case of valve failure, and may prevent an accident result ing from sudden deflation, 19 Front wheel balancing 1. The front whee! should be statically bolanced, complete wite rvfe. An out of balance wheel can produce dangerous wobbling at high speed. 2. Some tyres have a balance mark on the sidewall. This must ‘be positioned adjacent to the valve, Even s0, the whet requires bolancing 3. With the {ront wheel clear of the ground, spin the wheel ‘several times, Each time, it will probebly come to rest in the _same position. Balance weights should be attached diamewicatly ‘oppotite the heavy spot, until the whee! will not come to re ‘any set position, when spun. 4 Balance weights, which clip round the spokes, aro avaiable in 5, 10 oF 20 gramme weight. If they are not available, wire ‘older wrapped round the spokes and secured with insulating ‘ape will make a substitute. 5 Itis possible to have a wheel dynamically belenced st some eaters. This requires its removal. 6 There is no need to balance the rear wheel under normal ‘oad conditions, although any tyre belance mark should be ‘aligned with the valve. 7. Machines fitted with cast aluminium wheels require special toolancing weights which are designed to clip onto the centre ‘Fim flange, much in the way that weights are aftixed 10 car wheels,Chapter 6: Wheels, brakes and tyres 133 1 Foult diagnosis: wheets, brakes and tyres Symprom Neiedorsotcillate at low speeds Ferks hammer’ at high speeds Bakes tel spongy Tyres wear more rapidly in middle of ua Tytes wear vapidly 91 outer edaes of es Cause Buckled front wheet Incorrectly fitted front tyre Front whee! out of balance ur in hydraulic Tine Fluid leak in system Over-intlotion Under-iatiation ‘Add weights until wheel will stop in any position Bleed brakes. Renew feulty por. (Check pressures and run at recommended sattings. (Check pressures and run at recommended settings.Chapter 7 Electrical system Contents General description Battery: removal Battery: maintenance Crankshaft alternator: checking the output Alternator: removal Alternator: renovation «. Diode plate rectifier: cemoval Voltage regulator: removal Headlamp: replacing the bus ana ectng the bean height zs Indicator relay: replacing Fuses: replacing Instrument Iaghting and warning lamps: replacing the bulbs Indicators and rear/stop lamp: replacing the bulbs Igninon switch ‘Stop light swntenes and Urake fluid level synteh Prop stand switch: V-1000 Coavert models only ‘Starter isolating swatch Horns Wiring: layout and examinstion Fault diagnosis: electrical system 2 3 1“ % 6 ” @ 19 Specifications Battery 7508 and 8807 75083 and 85073 \V-1000 and Le Mans Tyee u 60s 11 Make - Moret Macel Capacity. 32an 32ah Polarity Negative earth Negative earth Alternator Make Boren Bosch Type Grin av GI 14V 20021 Output taveisow yavi280Ww Cherging starts at 980 om 1000 nm Field winding resistance 6.90.0hms + 10% Voltage regulator Moke Bosch Type ADI Rreguloted voltage: ‘Under load 13.9-148v Rect Make Bosch 14V/15A, Starter motor Moke F Bosch Bosch Tyee DGILI IBF, 8807 mockld OF Output 0.4 HP 10.8 HP, 850T model! 0.6 HP Commutatar minimum diameter Minienums brush length Armature axial float Horns Make. High tone current Low tone current 31.2 mm (1.2783 int 33 mm (1,299 in} 115 rum (0.4527 1) 0.05 - 0.2 mm (0.002 - 0.008 in} Beil Beis 3a 3A 4a 4a(Chapter 7/Electrical system 135 ube Hadamp, European Yacramp, USA... Parking Witirop OF pressure Neutral ineheator Aerator charge Kein bean ng light worning Jastrument lighting Flashing indicator Under sent sllumination lamp... Fuses aorasw 40/45w 40/45W sealed beam 40/45 ‘SW (European ony) aw si21W 5/21 1.20 hw 1.2W 12w 12w 12w - aw = 1.2w aw aw aw 21w '3W (7505 modet only) Bat 15 amps) 6 at 16 amps Vat 25 amps) 7508 Gar 16amps 850T 1) Gonwral description The charging system consists of 9 12 vale three-phase alternator driven directly by the erankshalt. The alternator has {2 otor fixed to the front of the crankshaft, rotating within 2 ‘ator screwed to the crankcase. The rotor is not permanently magnetized, energising curtent being supolied by the charge warning lam circuit, via two brushes bearing on slip rings. The tape gonerated is rectified to d.c. by the diodes fon the plate attached 10 the frame below the right-hand frome side cover, and regulated by the mechanical voltage regulator mounted below the petrol tank on the top frame tubes. 2. Battery: removal 1 Lift the duatseat and secure it in the upright position. Remove the tool tray and detach the battery retaining straps. Disconnect the bottery leads by unserawing the terminal bolts; always remove the negative lead (Earth) first. 2. The battery can now be lifted out. In addition to being very heavy - the bottery is unusually large - the battery is retained in ‘2 confined space. Lift the bettery up at thi rear and slide it from ‘osition at about 45°. Spillage of tho electrolyte is untikely but it does occur, wash the acidic fluid off with plenty of cold 2.1 Bottery 1s vost and very heavy 3. Battery: maintenance 1. The bettery fitted to all the Moto Guzzi V-twins covered in this manual is rated at 32 ah. Inspection and replenishment of the fluid level may be made through the single filler orifice in the battery top, after prising out the filler plug. Inspection may ‘be Bided by the use of a small torch. DO NOT hold a naked ome near the cell filler hole; the electrolyte gives off hydrogen and oxygen {a notably inflammable mixture). 2 Topup the battery with distilled water if the level is below that of the plates. Do not {ill more than § mm 13/16 in) above the level of the plates. If 8 battery is used having seperate cell, tiller cops, check each colt individually and replenish as required. The condition of the battery may be checked using a small hydrometer. The reading should be from 1.260 - 1.280. if the specific gravity is lower than this, the battery should be’ chacged from a trickle charger. 3. The normal safe charging rate for a battery is 1/20th of the battery capecity. The charge rate for a 32 amp/hour bettery is therefore approximately 1% 2 amps. Chorging the battery at a slightly higher level is permissible (up to 3 amps) but this mey shorten the life of the battery ond should therefore be avoided if av all possible 4 Ensure that the battery lead connections are clean and tight. Apply petroleum jelly to the terminals to prevent corrosion. Ensure thot the battery is earthed well 5 All models have a negative earth system. 6 If the motoreycte is not going 10 be used for a time, the battery should be put on charge every six weeks. If the battery i permitted to discharge completely the plates will sulphate, indicated by a grey colour, and render the battery usoless. A fully ‘charged battery wl have plates 8 muddy brown colour. If the ‘cate has a sediment on the bottom, the plates are breaking uD land the battery will soon require replacement. Disconnect the battery from the motorcycle electrical system if itis being charged on the machine, oF the rectifier diodes will suffer. Remove the coll filler plugs when charging. 4 Crankshaft alternator: checking the output 1. The output from the alternator mounted on the end of the crankshoft can be checked only with specialised test equipment Ol the multimeter type. It is unlikely that the average owner/ ider will have access to this equipment or instruction in its use in consequence, if the performance of the alternator is in any \way suspect, it should be checked by a Moto Guzzi agent or an autoclectrical speci136 Chapter 7/Electrical system 7 1 Fig. 7.1. Akernator 1 Rowor-1 off 5 Three pin connector 2 Stator J oft Lott 3 Spring dowel pin -20t 6 Spring washer. 1 off 4 Alternator housing 4 off — 7 Rotor contre seraw- Tort 5 Altemator: removal 1 Disconnect the battery negative (earth! lead. 2. Slacken the horn fixing screws. 3. Unscrew the three hexagon socket cep screws and remove the ‘engine front cover. 4 Pull off the three:pin output socket from the alternator plug. Pull off the two leads to the brush holder. Note the colours of the leads for replacements 5 Pull up the alternator brushes and wedge them clear of the Slip rings wath the ends of the beush springs. 6 Unscrew the three hexagon socket cop screws, and remove the alternator stator. 7. Unscrew the rotor centre fastening serew with ‘An extractor is required to release the rotor from its toper. To brovide a boaring for the extractor centre serew, replace the rotor fastening screw. The rotor is threaded and when the fastening screw reaches the end of the thread it will bo felt to be loose, until it engages with the thread on the end of the crank: shaft. Engage the fist few threads. Alternatively, mako a headed, ‘pin thot wil pass through the rotor, and contact the end of the crankshaft, It should be 3/16 in diameter and 2% in long. Tighten the extractor centre seraw and tap gently if necessary to break tho taper. Remove the rotor. Allen key, 6 Alternstor: renovation 1 Check that the brushes move freely in their holders and that ‘the springs press them firmly against the slip rings. The brushes should be renewed if they are worn badly. 2. The two nuts on the brush holder, visible from the front of {the alternator stator, retain the blade terminals only. 3° To replace the brushes, unscrew the two nuts accessible trom 10 Brush -2 off 11 Nur-2oft 12 Spring washer- 9 oft 13 Termino! -2 off 14. Socket cap screw. 3 off 8 Brush holder - 1 off 9 Brush spring - 2oft inside the stator housing, remove with spring washers and ike off the brush housing, Note the insulating washers and bush on the righthand stud (viowwed trom the front af the housing) 4. Whan soldering new brushes in position, do not allow solder torun down the brush tails towords the brushes. Note that the brush tails locate in slots behind the brushes. 5 Clean dirty slip rings wath petrol, or if necessary very fine glass paper. Do not use emery peper. Scored slips rings must be ‘skimmed in a lathe to 9 minimum diameter of 26.8 mm 11.055 6 Thestator and rotor winding have to be checked fcr short Circuits vaih 40 volts 8.c., this requires specialised equipment, ‘The resistance butwen phase outputs may also be checked. Set the multimeter to read ohms. Check the resistance between each pair of alternator output Cerminals on the three-pin plug. ‘The value should be 0.62 ohms. Check the resistance of the ‘eneraiser winding across the slip rings, the value should be 6.90 ‘ohms + 10 7 Diode plete rectitier: removal 1. The diode plate is mounted behind the right-hand side cover, ‘On the plate are fitted the diodes which roctly the three phase 2¢, output from the alternator, to de. for charging the battery. 2 Checking the diodes requires specialised equipment not ‘normally available to the amstéur mechanic. If one diode is faulty, the complete assembly must be replaced. 3. Disconnect the battery negative lead. Remove the righichand side cover and disconnect the multiple socket and two separate leads to the rectifier plate. Unscrew the four retaining screws and lift the plate away sufficiently to disconnect the final leas, 4 ILis imperative that the leads are connected correctly on cetitting the plate, To this end note the wire positions carefuly during removal138 Chapter 7/Electrical system 8 Voltage regulator: removal 1. The voltage regulator, mounted below the top frame tubes, js not adjustable, If itis suspected of being faulty, it should be ‘checked by a specialist. 2. To remove, unplug the three-pin plug, unscrew the two screws ‘and lift the unit awey. 9 Headtemp: replacing the bulbs and adjusting the beam 1 Remove the single retaining screw from the base of the beadlame rim. On Le Mans models removal of the small handle ‘bar fairing is necessary to goin access to the screw. On 750S ‘models the rim is split at the lower edge and is secured by a clamping bolt. Lift the rim up and out from the lower edge and, ‘away from the shell. 2. The headlamp bulb is retained in a holder which is secured {o the rear of the reflector unit by two coil springs. Unhook the springs and pull the holder from position. f required, pull off the lead socket from the ping at the rear of the holder. The bulby thas an offset pin beyonet fixing. Push the bulb in, twist it 0 the left and release, to remove it. The pins are offset, to prevent replacement of the bulb in the wrong position 3. The pilot bulb (where fitted) is also bayonet fixed, in a {9.22 Detach springs at rear of holder to .. holder which is a push fit in the reflector unit. Before replacing bulbs, ensure that the contacts are clean, When replacing the headlamp, hook the rim over the top of the shell and push the bottom of the rim over the retaining clips at the bottom of the shell. Ensure that itis firmly fitted, since it does not bounce! 4 On 750S models, headtamp beam height + adjusted by slackening the two headlamp fixing bolts fixing the lamp to the fork brackets and pivoting the headlamp in a vertical lane. All other modols are fitted with three screws pasting through the ‘headlamp rim at equidistant intervals around the periphery. By loosening or tightening the screws the headlamp beam may be adjusted within limits in any plane. Further vertical adjustment may be mode by means of the headlamp shell pivot bolts, When adjusting the beam tyre pressures should first be checked and {the rider should be seated normaly, UK lighting regulations stipulate that the lighting system ‘must be arrangod s0 thet the light does not dazzle 8 person standing in the same horizontal plane as the vehicle, oto distence ‘gruater than 25 feet from the lamp, whose eye level is not less than 3 feet 6 inches above that plane. It is eagy to approxims this setting by placing the machine 25 feet away ftom 2 (on @ love! 108d and setting the beam height so (Hot itis concentrated at the same height a: the distance fron) the centre of the heactamp to the ground. In addition, the headlamp must be capable of being dipped, 9.26... allow removal of headlamp bulbChapter 7/Electrical system 139 10 Indicator relay: replacing 1. The indicator relay is mounted In a rubber holder to isolate: the unit from the effects of vibration. The relay is loceted forward of the rectifier. 2 The flashing cate should be between 60 and 120 times per ‘minute in the UK. If the rate deviates, check the indicator bulb wettoges end contects, or wiring - perticularly earth returns, or ‘swdtch, 3 If the relay malfunctions, the usuat indication is one flesh before the system goes dead. The relay will require renewal if the {fault cannot be traced to a bulb or wiring, oF the indicator switch. Handle the relay with core, ax it is easily damaged by boeing dropped. 11 Fuses: replacing 1._The six fuses are contained in a bank within a plestic box below the right-hend side cover. The box lid it secured by @ knurled bole, Each of the fuses are interconnected permanentiy, none being fitted as a spere, ‘A blown fuse can be recognised by the melted metal stip. If «8 fuse blows repeetedly, the electrical system should be checked 10 eliminate the fault. Do not putin a fuse of a higher rating - ‘another item may be damaged - or a fie result. The same ‘pplies to replacing the fuse with wire. Spore fuses of the correct ‘ating should al weys be carried. 12 Inetrumant lighting and werning lamps: replacing bulbs 1. Both speedometer and rev-counter ae internally itlumineted, In addition there are a number of warning lights fitted to the lighting console integral with the instrument housing. 2 All bulbs are of the bayonet type fitted into holders which ‘re a push fit in the underside of the instruments or lighting pone! 13 Indicators and reer/stop lamp: replacing bulbe 1. The indicators and rear lamp are similor in design. Both lens ‘and reflector with integral bulb holder are retained in the housing by two screws. Unicrow the serowa, remove the lens and raflector and seperate. Chock the condition of the gasket, 2. Check the electrical connections on the raar of the Derticulerly the earths. 2 The bulbs are beyonet type, the rear/stop temp bul hat ‘double filaments, with off-set pins to ensure correct orientation. 4 The V-1000 model her in addition, a separate number plate ‘Mlurinating unit. The lene cover is retained by two screws. 5 Always replace indicator bulbs with those of the correct rating, or the flashing rate will be upset. 14 Ignition ewitch 1 The ignition switch is mounted forward of the fuel tank, {the top frame tube. If the condition of the switch is suspect, @ bottery and bulb or a multi-meter may be used to check ‘continuity with the unit removed from the mechine. 2 After removal of the petrol tenk in order to gain access, ‘remove the two bolts holding the switch to the frame. Discon- ‘ect the wiring leeds by pulling out the socket. The switeh unit Droper may be withdrawn from the mounting sleeve, By presting Jn the spring loeded pep with # pointed instrument. Repair of faulty switch is impracticable; a new unit together with the correct key should be acquired. 15 Stoplamp switches and brake fluid level switch 1. There are front end reer brake operated stoplamp switches, neither con be repeired, 2 I" faulty switch is suspected, check for continuity. 3 On drum rear brake models the switch isa mechanical unit ‘2ctuated by the brake pedal. On all hydraulic brakes the awitchet ‘ore incorporated in the hydraulic hose junction boxes. A foulty ‘switch should be renewed. 4 The brake fluid level indicator switch, fitted to V-1000 and [Le Mans models, is located in the fluid reservoir eap. Again, it ‘cannot be repaired, the cap must be replaced. The warning lamp ‘may flash under heevy braking, but this does not indicate a 1. On V-1000 models, a switch is fitted, operated by the prop- stand, which prevents functioning of the ignition system when the stand is extended. In addition, the switch operates @ warming light which indicates thot the stond hes not boon retracted. 2 The switeh is mounted on a bracket forward of the prop stand bracket. Continuity of the switch may be checked by uring a bettery and bulb, 11.1 Funes retained in bank within plastic box.12.2 Instrument illuminating bulb holders are push fit 13.1 Separate roar light and number plate light - V-1000 models me i NG “ 16.3 Stop light switches included in hose junction units 16.4a Fluid level switch on V-1000 models iChapter 7/Electrical system 41 16.40 .. operated by means of a floet 17 Staner isolating switch 1. A switeh is incorporated in the clutch cable on all but Le ‘Mans models to prevent engine starting when the clutch is not isengaged. The switch is a sealed unit and is integral with the clutch eable Consequently if failure occurs the clutch cable rust be renewed a5 9 unit 2 Ifthe switch malfunctions and does not complete the starter circuit the safety feature may be overriden temporarily, by disconnecting the two leads {0 the switch and joining them together 18 Home. 1. Two hom, of useful volume, are fitted to all models. The high tone hoen has a current rating of 3 amperes, and the fow tone unit a rating of 4 amperes. 2 Onall models except V-1000 machines, the horns are 17.1 Storter isolator is included in clutch cable ‘mounted as a pair on the frame front down tubes, The horns on 'V-1000 models ave mounted separately under the front erashbar air doflectors Istabilisers). 3. If both horns do not sound check the continuity of the switch {and wring. If ane horn does not sound check the wiring and then check the horn from a separate power source. A foulty unit should be renewed: repair +s not possible 10 Wiring: layout end examination 1._The witing is colour coded in accordance with the ‘scoompanying wiring diagrams. 2. Serew terminals and spring clip terminals should be checked for tightness. Inspect blade type terminals for good contact, Pay special attention to earth connections. If the lights are poor, ‘or the bulbs blow frequently, the earth returns are probebly oor, and connections should be inspected, Check the wires for damaged insulation, they must not be pulled tight, nor routed var sharp edges.142 Chapter 7/Electrical system 20 Feutt diognouis: electrical system Feutt Cause Ramedy Alternator making noises Brushes squeaking Renew brushes of clean sho rings. Charge warning lamp glows at halt Poor contact in wring strangh when engine is idling Faulty regulator Worn brushes Battery overcharging Checge warning lamp remains alight o dows when engine speed is above idting Charge werning lamp will not light when Ignition is switched on ‘Complete electrical faiture ‘Dien tights, hom inoperstive Bulbs ‘blow ‘Rectifier diode shorting Rotor or stator shorting Poor contact between regulator and. alternator Faulty regulator Faulty regulator Poor contact in wiring Worn brushes Faulty rotor winding Poor contact in rotor enargys Foulty dodes Foulty butb. Poor connection Blown fuse Discharged battery Vipration, poor contact ‘Check and renew it necessary, (Check and renew, sf necessary Cheek wicing. ‘Check and renew, it necessary ‘Check and renew if necessary ‘Chock warns. Renew. (Check and renew, if necessary Gheck waning ‘Check and renew, 1! necessary Renew. Cheek wing. Flenew after tracing fault. Cheek alternator output. ‘Check condition of battery ‘Check that bulb holders are secure. (Check narth connections,0S- ¥S/SL- ANI Ge/OE- £ {PS/GL- ANI OG/OE - Z ANI 0/08 - L “0 onrsod yeas wontu BOQWwLOT-4EZOaITHRI>x upedosn3 (AZ MG AURA AZL- MSP/OY AINA) :1UEHIPEOH < opow $052 - wes6eyp Cura 'Z"2 “Os & "{awy) 20120009 Aeney (suo;}t00 ¢) yous uon}u8) 0 91) sean yum 201g UWE nein uonjsod yeninany 1noano asnssaud 110 ayyAaiy = ossou/os6 So 14h Guyysey ‘su104 “Cup ots Burddors pue Buriveis 2u1643 1y6t) 2ouoyp1 weg YB ano “A984 saiune9 wt ‘Nepow €£$ - OSL :westerp Buin “E°C “Std RARRARRSHSSSBSSBRITS & reowmonwogranseeraags7 “ (wortien uredosn3) 1opow E4 - 99g -westerp Bunny “S°6 “Sig wos, ‘246 Buraup UO, (ewe) sor29uv0> Aum (svorsod €) stint von U6} 461 Burysoyy “tw0K uns: 1 soxe>ypur weag YoHH 191un09 AY ‘ayn. wt eanemon male StS Yer 22Rk ARSRRRRRISSSSBRS BAS SS {wojtion veedosns) (pou 4 - ogg swesterp Buia “ye “id "era/Pn - Om /OmOU ong = onnz7y moUeA = one: ‘umoug = 8u0ne poy = ono ld = e084 stung - opuery 221010 = 81010 has = 01805 u2ei5 = apn, eau ~ covers Seeig = ON p00 sn0409 IS8SHESEIEZSBEBEZx>n(vorsian ueedoun3) repow £4 - OSB -Wwes6erp BuIKA“S'2,sopaute fe SE 9007 HIN Lz (usm) Lose 122n9 O\OW bLEI3hias2ass ifudal Bugtsrer! alii 2= ossoyjo16ug, Inpeg voRssod 01 we9g MOT-YEIH, lwonsed wos) 2o:09p doas yu “yates 140 (wopien gn) 1epow £1-098 :westenp Sunny '9°Z “Bdi & 2 3 i é i i i :(wojien ueedoins) jepow weM¥ed - L OOOLA :weséen Banana Bt opou sumyy 27 098 -westere Bun 2c Bs 904 ue 1421 1N0ND JOLeOIPUT 1942) ZL QIRA (2¥RB) 14H ButUIO™M {suonsod ¢) yaums MAZ Ging "Yeu wa seas ABI, mizgang 88H Suxied pus aid sqUAN, 146s) dove ae1q s08 NRSRRARRSSSSSSBSAS yong - 10N) ‘p00 snoj0D{worsen Sn} j9pow ueAyoD - 1b OOOLA :wwesbeIp BuLIM “6c “Bt (MALZ/S 410) 1464 BuDLEd say ‘ajas sorow sues sorewnayy poyrsaio, 81d 93005, 201900009 AemZ, Surysey s1y6y) sovea:pus wna seas Gunemace {29229009 ou16ue ‘yun so4sey ‘s1y6)) 0eoypus wn, RENRARRERRMetric conversion tables 164 waz 3/64 me 3/82 64 ve 9764 5/32 1164 316 13/64 Bz 16/64 Va 17164 9n2 19/64 5/16 21/64 1132 23/64 28 13/32 27164 m6 29164 15132 31/64 12 33/64 782 36/68 one 37164 19732 30/64 58 41/64 2182 43/84 1116 48/64 23/32 47/64 308 49/64 25/32 S164 13/16. 63/64 2132 78 57/64 2982 s0/64 15/16 61764 3182 63/64 Decimals 0.015625 0.03125 0.046875 0.0625: 0.078125 0.09375 0.108375 0.171875 0.1875, 0.203125 0.21875 0.234275 0.28 0.265625 0.28125, 0.296875 0.3126 0.328125 034375 0.389375 0.375) 0.390625 0.40625 0.421878 0.4375 0.459128 0.46875 0.484378 Os 0.518625 0.83125 0.546875, 0.5625 0.878125, 0.59375 0.609378 0.625) 0.640625 0.65626 0.671875 0.6876 0.703125, 0.71875 0.734375 0.75 0.765626 0.78125 0.796878 0.8128, 0.828126 0.84375 0.889376 0.875 0.890625, 0.90626 0.921875 0.9375 0.953125 0.96875 0.984375 Millimetres 0.3969 0.7937 1.1906 118875 19844 23812 2.7781 3.1750 35719 3.9687 4.3658 4.7625 5.1504 5.6562 5.9531 6.3500 6.7469 7.1437 7'5408 79378 3344 8.7312 9.1281 9.5250 9.9219 10.3187 10.7186 13.4937 13.8906 14.2876 4.6844 15.0812 15.4781 15.8750 16.2719 16.6687 17.0666 17.4625 17,8504 18.2562 18,6531 19.0500 19.4469 19.8437 20.2406 20.8375 21.0344 21.4312 21.8281 22.2250 226219 23.0187 23.4186 238125 24.2004 24,8062 28.0031 Millimetres to Inches mm Inches 0.01 0.00039 0.02 0.00079 0.03 0.00118 0.04 0.00157 0.05 0.00197, 0.06 0.00236 0.07 0.00276 0.08 0.00315 0.08 0.00354 01 0.00304 02 0.00787 03 0.1181 04 0.01875 05 0.01989, 06 0.02362 0.7 © 0.02756 08 0.3180 09 0.03643, 1 0.03937 2 0.07874 3 origi 4 0.18748 8 0.19685 é 0.23622 7 0.27659 8 0.31496 9 0.36433 10 0.38270 n 0.43307 12 0.87284 13 Ostt81 14 Os6118 15 0.69085 16 0.62092 17 0.66928 18 0.70886 19 0.74803 2 (0.78740 n 0.82877 22 © 0.6814 23 (0.90651 24 (0.9eage 25 (0.98478 26 1.02362 a 1.06298 2B 1.10236 29 4.14973 30 1.18110 3 1.22087 32 1128084 33, 1.29021 m4 1.33888 36 1.37796 36 1.41732 37 1.4567 38 1.4961 39 118364 40 1.8748 a 1.6142 a2 1.6535 “a 1.6929 “ 1.7323 INT Inchws to Millimetres Inches mm 001 0.0254 0.002 0.0508 0.003, 0.0762 0.004 0.1016 0.008 = 0.1270 0.006 = 0.1524 0.007 0.178 0.008 = 0.2032 0.009 (0.2786 001 0.284 0.02 o.508 0.03 0.762 0.04 1.016 0.05 1.270 0.06 1524 0.07 178 0.08 2032 0.08 2.288 ot 254 oz 5.08 03 7.62 oa 10.16 06 12.70 06 16.24 07 1778 08 20:32 09 236 1 24 2 508 3 782 4 101.6 6 127.0 6 162.4 7 178 a 203.2 9 2286 10 254.0 " 2794 12 3048 3 3302 “4 355.6 16 381.0 16 406.4 7 aaa 8 487.2 19 2 2 Rn 2B 24 25 28 2 28 m2 29 7366 30 762.0 a 787.4 32 8128 33, Ey 35 “156 Metric conversion tables 1 Imperial gallon & Imp pints = 1.16 US gallons = 277.42 cu in = 4.5469 titres 1 US gallon = 4 US quarts = 0.862 Imp gallon = 231 cu in = 3.785 litres 1 Litre = 0.2199 Imp gallon = 0.2642 US gallon = 61.0253 cu in = 1000 ce Mites to Kilometres Kilometres to Miles 161 3.22 483 6.43 8.05 9.66 11.27 1288 1448 16.09 3219 48.78 64.37 80.47 96.56 112.65 128.75 144.84 160.93, 0.62 1.24 186 2.49 an 3.73 ZBBSBSsERser~erseN- gBssssssyserrorsen- Wat ttt0 Ket Kat mtolbt te " Kg fem? 1 0.138 1 7.233 1 007 1 14.22 2 0.276 2 14.466 2 oa 2 28.50 3 0414 3 21699 3 021 3 4267 4 0.953 4 28932 4 0.28 4 56.89 5 0.681 5 (36.165 5 0.38 8 7.12 8 0.829 6 43.398 6 0.42 6 85.34 7 0.967 7 50.631 7 0.49 7 99.56 8 1.108. 8 57.964 8 0.56 8 193.79 9 1248 9 65.097 9 0.63 9 128.00 10 10 62.330 10 0.70 10 142.23, 20 20 144.660 20 141 20 734.47 30 30 216.990 30 an 30 426.70Index Acknowedgements -2 ‘About this manual - 2 ‘Adjustments. ‘Cluteh - 12 contact breakers - 96 aediamp beam height - 138 parking brake - 131 reer 3 Air fitter - 90 Alternator - 138 ‘Automatic advance unit - 98, 100 Bsancing- ont whee - 132 Borrts evince "38 Battery “138 ertigend 17,26 and Geeroox 63 main 17,98 Fvoring had 114 oa! rant 2128 Woe! ear 128 Steeding hyaraulic brake sytem - 125 Beater from ues 123 ear 128 Brake pedal -112 Bulbs headlamp - 138 instruments - 139 specifications - 135 stop and tail lamp - 139 c Corburertors ‘dismantling end cleaning - 88 idle spoed adjustment and synchronisation - 90 removal - 83, 86 Cables ‘dutch - 12. lubrication - 12 00e beake -131 speedometer and tachometer drive - 119 throttle - 87 ‘Camshafts and pushrods -37 Contre stand - 117 ‘Cleaning the machine - 119 ‘Gluteh removal ond examination ‘Speed box - 68 1V-1000 Convert «71 oil ignition - 98 Condenser - 96, 96 Contact breaker points adjustment - 96 removal, renovation ond replacement - 96 Crankshaft - 36 Gush deive - 130 Cylinder borrals - 38 Cylinder heeds - 40 D Decarbonising - 40 Diode plate rectifier - 136 Dimensions and weight - 6 Duel seat - removal - 119) E Electric system ‘alternator - 135, 138 battery « 135) diode plate rectitier - 136 ‘cemshatt and pushrods - 37 connecting rods 35-36 cevlinder berrels «38 cylinder heads - 40 decerbonising - 40 ciamantling - general - 27 ‘examination and renovation - general - 36 lubrication - 82, 83 reassembly - general - 40 removal - 21 rafting in frame - 49 rocker essemblies - 40, starting ond running 8 rebuilt unit - 50 ‘timing chain « 40 F Foult diagnosis carburation - 94 clutch -81 ‘electrical system - 142 ‘engine - 52, 53 frame and forks - 120 fuel system - 94 gparbox - 81 ignition system = 104 lubeication system - 94Index 168 starter motor - 105 torque converter - 81 whois and tyres - 133 Fitters ir-00 oil -90 Fingl dive shot - 116 Foot rests and floorboards - 119 Frame examination - 112 ‘dismantling - 109 examination end renovation «111 removal - 107 replacement - 112 Front wheel - 122 Fue! system ‘ir flter - 90 ‘carburetors - 83, 86, 90 ile speed adjustment - 90 patrol level switeh - 92 petrol taps - 83 Fuses -replacin Gearbox ‘bearings ond cil seals - 63 amentling - Sspeed - 55 eassembly - speed - 63 selector mechanism - 62 H Heactamp beam height adjustment - 138 Hors. 141 High tension feads - 103, Ignition system automatic advance unit - 98, 100 coll -98. ‘condenser - 96, 98, contact breaker - 96 sperk plug 103 ‘switch - 139 timing - 98 Indicators - 138 Inatrument lighting and warning lamps - 138 Insteuments - removal - 119 L Lamps - 138, 139 Legal obligations - 8, 132, 136 Lubrication system - 83 Lubricants - recommended - 15 ™ ‘Maintenance and capacities date - 18 Maintenance - routine - 812 [Master cylinder - front broke - 125 integrated brake - 126 \Metcic conversion tables - 185, 156 ° (On tors - 90 Oil pump 90 il pump - torque converter - 77 Ordering spere parts - 7 Oil seals - 63 Pe Parking broke - 131 Pedol - eer brake - 121 Petrol tap - 83 Platons ond rings - 38. Prop stand 119 ‘Rear and stop lamp - 139 Rear suspension units - 117 Rear wheal - 129 Rear wheel cush drive - 130 Recommended lubricants - 15 Rings and pistons - 38 locker assemblies - 40 Routine maintenance - 8 8 ‘Seat duel «119 ‘Selector machenism (gearbox) - 62 ‘Spark pluge - 103 ‘Specifications bbulbe - 135 brakes -121 clutch - 84 electrical system 134, 135, ‘engine - 16:20 ful system - 82 ‘gearbox -§3 ignition system - 95 lubeieation - 82, 83 torque converter - 54 vehools and tyres 121 ‘Starter motor - 101, 103 Statutory requirements ‘Steering heed lock - 119 ‘Suspension units «rear 177 ‘Seanging arm - 112 Switches bake fluid level - 139 instrument - 139 3.132, 138 ignition - 139) petrol level - 92 Prop stand - 139 T ‘Timing chain, sprockets and tensioner - 38 ming ignition « 9B Torque converter circuit pipes and seals - 77 ll cooker = 80 oll pump - 77 principle of operation » 71 ramoval -71 reservoir = 77 ‘Tyres - removal and replacement - 132 ‘Tyen pressures - 18, 121 ‘Tyew valves and cops - 132 Valve grinding -38 ‘Valves, springs end guides - 38 Voltage regulator - 196 Weights and dimensions -6 Wheels front - 122 rear - 129) Wiring layout and examination - 141 ‘Wiring diagram - 143, 154 Working conditions and tools - 14er Loe Lee oa Moto Guzzi 750 $3. 748cc. UK May 1975 to November 1976 Necktie he RR Rete he ee Oo Moto Guzzi 850 T3. 844cc. UK and US 1975 to 1978 ecko he eee SoBe eee kee ce Le RRR Re Cee eae ee Comprehensive routine maintenance and fault diagnosis sections Se Rue ued Written from hands-on experience using common tools Poni Romar rd WN al es |