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The beauty of Moto Guzzis lies in the combination of pure, highly visible style underlined by their elegance and sophistication. Items like the V 90 transverse twin engine, the single-sided rear swingarm and the “Reactive” shaft drive system are integral parts of a design that encompasses solidity and flexibility yet offers an original character that is closely tied to Moto Guzzi’s history. The key design element of the Breva 1200 4V is its ability to send the message of an engine specifically engineered for touring but nonetheless more than capable of behaving like a sports machine when asked to do so. This impression is reinforced by the streamlined side view of the bike that creates a sense of balance between the large fuel tank with its side panels and the saddle/tail unit that further adds to the overall look of this motorcycle. BREVA 1200 4V TECHNICAL SPECIFICATIONS Engine 90° V-twin with 2 valves per cylinder. Capacity 1,151cc Power 68kW (91HP) Torque 96Nm Gear Box 6 speed transmission. Front Brakes Ø 320mm stainless steel floating disc, brembo caliper, 4 opposed pistons. Rear Brakes Single Ø 282mm stainless steel fixed disc, with floating Brembo caliper with 2 parallel pistons. Front Suspension 45mm adjustable front fork. Rear Suspension SINGLE SIDE SWING ARM, MONOSHOCK WITH ADJUSTABLE SPRING PRELOAD AND REBOUND DAMPING. Wheels FRONT: 3.5” x 17” REAR: 6.0” x 17” Front Tyre 120/70/17 Rear Tyre 180/55/17 Dry Weight 248kg Seat Height 800mm Tank Capacity (include reserve) 23l (4l reserve) BLACK
Model Evaluation Judged on the drivability of their respective powertrains, we’d have to give the edge to the Moto Guzzi. Despite BMW’s improvements to its fuel injection, finally banishing the infamous “surging” problem to the history books, the new counterbalanced Hexhead engines still have significant driveline lash, which can be felt strongly with any throttle openings and closings at rpm below 4000 (most of the time). You quickly learn not to change the throttle in corners. By comparison, the Guzzi’s Marelli injection is not at all abrupt with throtby Dave Searle tle transitions, and its final drive has very effective shock dampers on both ends, which suppress lash. Except for some clashing in the driveline which can still be felt at very low rpm, the Guzzi is extraordinarily smooth running and feels completely devoid of lash. You adjust the throttle as you flow with the road, without negative effects, just as you do the steering and brakes. Building on the advantage, the Guzzi’s transmission is also exceptional, with very short shift lever travel and buttery smooth gear changes. Blipping downshifts on the Norge is so easy and intuitive partly because the engine’s throttle response is so perfectly matched to the job. And don’t underestimate how constantly satisfying such effortless shift quality can be, particularly on a winding road, where matching drive and engine braking to the road makes such a difference to performance and rider control, subtly transforming a good ride into to a great ride. The BMW uses a bore and stroke of 101mm x 73mm to make 1170cc, while the Guzzi’s bore/stroke measures 95mm x 81.2mm to displace 1151cc. Note that Guzzi’s 90° vee doesn’t put such a penalty on engine stroke as it doesn’t have to worry about cornering clearance to wide-set opposed cylinder heads like the BMW. And while the BMW’s shorter stroke and four-valve heads, vs. the Guzzi’s two-valve types, might be expected to have a rev-range advantage, the BMW has the lower redline instead, 7500 on the RT’s rev limiter vs. 7800 at the Guzzi’s indicated redline plus the ability to climb even higher—the dyno measured 8250. In addition, the Guzzi’s lower first gear pulls harder and makes it easier to launch. Both bikes also share automotive-style dry clutches which aren’t ideal for hot starts, and the BMW’s taller gearing means it has to work harder. Compared to its cousins the Breva and Griso, the Norge has shorter gearing overall, with a 1.45:1 primary drive ratio, to the Griso’s 1.38:1 or the Breva’s 1.31:1 (all other ratios being the same).
I manuali di officina sono stati realizzati da Moto Guzzi spa e gestioni precedenti, gli stessi NON sono coperti da copyright. Alcune persone dopo aver comodamente scaricato dal nostro sito internet i manuali li rivendevano a caro prezzo ad acquirenti ignari del fatto che tale documentazione tecnica, è consultabile e scaricabile all’indirizzo internet http://www.officina.moto-guzzi.it GRATUITAMENTE A tutela dei consumatori L’associazione culturale Moto-Guzzi.it ritiene utile avvisare che: "Questo materiale è messo a disposizione di tutti GRATUITAMENTE sul sito www.moto-guzzi.it non è pertanto utilizzabile a scopi commerciali. Segnalateci eventuali abusi all'indirizzo e-mail: email@example.com e a salvaguardia del lavoro di compiuto dal curatore della sezione tecnica e delle spese di hosting sostenute dalla Associazione culturale Moto-Guzzi.it il proprio logo. GUZum_breva750my03_####.book Page 1 Monday, June 23, 2003 8:56 AM part# 32.90.00.10 USE+MAINTENANCE BOOK GUZum_breva750my03_####.book Page 2 Monday, June 23, 2003 8:56 AM uso e manutenzione GUZum_breva750my03_####.book Page 3 Monday, June 23, 2003 8:56 AM I SGP UK SLO A IL P ROK SF MAL B RCH D HR F AUS E USA GR BR NL RSA CH NZ DK CDN J uso e manutenzione GUZum_breva750my03_####.book Page 4 Monday, June 23, 2003 8:56 AM 6 7 7 uso e manutenzione
M OTO Guzzis have long held a reputation for being crude and oldfashioned, the legacy of 25 years of lurching from crisis to crisis with very little investment or new model development to help them on their way. Aficionados of the Italian bikes will tell you that lumpy engines, neutral-ridden gearboxes and bouncy shaft drives give the machines character – which is true, up to a point. But since Guzzi’s basic engine and transmission design is 26 | MOTOR CYCLE NEWS APRIL 6, 2005 MO CYC Y now over 30-years old, they’ve never been as refined as their competition. But the new Breva V1100 changes all that. It’s the first Guzzi under the reign of cash-rich scooter giant Piaggio (see page 12), and has been developed over the last three years by former owner Aprilia. Yes, believe it or not, this is a modern Moto Guzzi. the extensively modified 1064cc 90° V-twin motor (see tech, above right) is tremendously smooth. And that’s not just smooth compared to other Guzzis – it’s every bit as refined as a modern-day Ducati, for example. And it needs to be if Moto Guzzi is to go head-to-head with the seriously sorted, if rather basic, BMW R1150R. FIRST UP, IT’S SMOOOOTH BUT IT’S STILL UNMISTAKABLY GUZZI RIDING the Breva around the sundrenched Italian Tuscan hills, one thing immediately becomes clear – EVEN though that iconic transversely-mounted V-twin is now TECHNICAL CHANGES VERDICT MOTO Guzzi really has moved into the 21st century with the Breva. It’s the first Guzzi in more than 20 years to feature any significant technical innovations and the end result is the smoothest, most userfriendly bike they’ve ever built. Although the 1064cc, 90° V-twin, transversely-mounted engine shares its crankcases – and even its traditional overhead valve design – with the previous V11 motor (which lives on in the rest of the Italian firm’s big bike line-up), the rest of it has been tweaked and improved. As well as a smooth new sixspeed gearbox, it has new pistons, which are lighter and shorter than before, with twin oil jets now lubricating each ...
famous character Griso in the classic Italian tragedy, I Promessi Sposi (“The Betrothed,” published in 1824 by Alessandro Manzoni), it was explained. The story takes place in 1628-1630 in northern Italy (same region as Moto Guzzi’s Mandello del Lario operations) at the time of Spanish rule over the Duchy of Milan (Italy was still a group of feuding, independent city states, constantly changing hands until unified in 1861). The story is a classic because its characters still resonate today: An arrogant Spanish nobleman, Don Rodrigo, intends to have his way with the beautiful villager Lucia, who is engaged (betrothed) to young Renzo. Don Rodrigo’s chief henchman is Griso (“the gray one”), who, as a commoner, committed murder in broad daylight in the center of town. Griso avoids prosecution after he’s given protection, dressed in the livery of Don Rodrigo’s personal guards, a situation which demonstrates that both men are above the law. Although Griso’s kidnap attempt of Lucia fails, their escape divides the young lovers and the fictional portion of the tale (it’s partly history) covers the action during their years of separation. Think what sort of character might deserve the name Griso today. The well-groomed thug in the thousand-dollar suit? The Don’s consigliere? The celebrity’s private eye? You get the picture: Muscle with an over-the-top style. That name was an inspired choice, we’d say. Think of another bike that packs such ’tude in a look that doesn’t secretly try to imitate Milwaukee. Can’t? No, the Griso is Continental muscle, Armani style. Only an Italian could have fashioned such a coherent look that’s so outrageous in its individual details: Exhaust pipes 21⁄4" in diameter sweeping across to the left side with a gigantic conical muffler capped by a 63⁄4" grill that should guard the business end of jet turbine; a 67⁄8"gascap surround sized for an Indy car; massive 43mm forks inside 53mm stanchions; handlebars over an inch in diameter at the middle, giant brakes and bodywork with screened vents that play peekaboo like fishnet stockings, to name a few. Exquisite in the smallest detail, the effect gives people whiplash on the street. Definitely a custom. “Nice bike, what’s that?” we’d hear over and over again— coming from guys you’d guess would favor Harley-Davidsons over Japanese product—pretty much confirms that Moto Guzzi hit the demographic bull’s-eye with this one. Motorcycle companies everywhere would die for that reaction to one of their products. Okay, we’ve covered the most important part of this bike’s appeal—looks. But, like certain stylish cars that sell well in spite of...
2004-2006 Moto Guzzi Breva 750 Installation Instructions Parts List Button Adjustment Display Power Commander USB Cable CD-ROM Installation Guide Power Adapter Power Commander Decals Dynojet Decals Velcro® Strip Alcohol Swab Faceplate Buttons O2 Optimizer 1 1 1 1 1 2 2 2 1 1 Expansion Port USB Port The ignition MUST be turned OFF before installation! You can also download the Power Commander software and latest maps from our web site at: www.powercommander.com PLEASE READ ALL DIRECTIONS BEFORE STARTING INSTALLATION Dynojet Research 2191 Mendenhall Drive North Las Vegas, NV 89081 (800) 992-4993 www.powercommander.com i722-411 2004-2005 Breva 750 - PCIII USB - 1 1 Remove the seat and right hand side cover. 2 Route the harness from the PCIII under the right hand frame tube (Fig. A). 3 Remove the 3 accessible screws that hold the ECU in place (Fig. B). 4 Pull out gently on the ECU to access the stock connector. Unplug this connector from the ECU (Fig. C). Fig. B Fig. A PCIII harness Remove these screws Fig.C Stock Connector i722-411 www.powercommander.com 04-06 Breva 750 - PCIII USB - 2 5 Plug the connectors from the PCIII in-line of the stock wiring harness and ECU (Fig. D). 6 Install the PCIII behind the battery. Use the supplied velcro to keep the unit in place. 7 Locate the stock O2 sensor in the crossover of the stock header. Follow the wires from the O2 sensor to the main wiring harness. 8 Unplug the O2 sensor from the wiring harness and plug the Dynojet O2 Optimizer in-line of the stock wiring harness and O2 sensor (Fig. F). Fig.D PCIII Connectors Stock Connector Fig.E Attach the PCIII with the velcro in this area Fig.F Disconnect O2 sensor i722-411 www.powercommander.com 04-06 Breva 750 - PCIII USB - 3 Install the O2 Optimizer under the left hand side cover (Fig. G). 10 Reinstall the seat and side cover Fig. G 9 www.powercommander.com It is not necessary to alter the values in the highlighted area. i722-411 The O2 optimizer for this model controls the stock closed loop area. This area is represented by the highlighted cells shown. The optimizer is designed to achieve a target AFR of 13.6:1. To use this optimizer you must retain your stock O2 sensor. The Optimizer will blink while the sensors are being heated up. The unit is not functioning properly until the light is solid. 04-06 Breva 750 - PCIII USB - 4
MOTO GUZZI BREVA 1200 Four‐stroke V 90 twin Air cooled 1,151 cc 95 x 81.2 mm 9.8 : 1 2 valves per cylinder commanded by light alloy cam acting on rocker arm and mechanical tappets Intake valve opening 24 ° before upper TDC. Intake valve closing 52 ° after lower TDC. Exhaust valve opening 54 ° before lower TDC. Exhaust valve closing 22 ° after upper TDC. Over 66 kW (95 CV) at 7,500 rpm Over 100 Nm at 5,800 rpm Multipoint sequential electronic injection, Magneti Marelli IAW 5A phased, alfa‐n system; 2 Ø 45 mm throttle bodies with Weber IWP 162 injectors, Lambda probe and twin spark plugs. Electric Inner NGK PMR8B (Long Life) Outer NGK BPR6ES Stainless steel two‐into‐one 3 way catalysed with Lambda probe and height adjustable silencer. Euro 3 6 speed – constantly engaged cogs with integrated flexible couplings 1st 17/38 = 1 : 2.235 2nd 20/34 = 1 : 1.7 3rd 23/31 = 1 : 1.348 4th 26/29 = 1 : 1.115 5th 31/30 = 1 : 0.968 6th 29/25 = 1 : 0.862 Forced lubrication with lobe pump and pressure regulator Helicoidal gears, ratio 24/35 = 1 : 1.458 Shaft drive, ratio 12/44 = 1 : 3.667 Dry mechanically operated twin plate FRAME Frame Wheelbase Rake Steering angle Front suspension Front wheel travel Rear suspension Steel tubing 1,495 mm 120 mm 25.50° Marzocchi Ø 45 mm adjustable front forks 120 mm Single swingarm with progressive action – single rebound adjustable shock absorber with easy to operate pre‐load setting knob Rear wheel travel 140 mm Front brakes Twin floating 320 mm stainless steel discs, floating Brembo calipers with 4 opposed pistons. Rear brakes Single 282 mm fixed stainless steel disc, floating Brembo caliper with 2 parallel pistons. ABS Two channel ant‐block system WHEELS Wheels Three‐spoked aluminium alloy Front wheel 3.50” x 17” Rear wheel 5.50” x 17” Front tyre 120/70 ZR 17 M/C (59W) TL Roadtec Z6 Rear tyre 180/55 ZR 17 M/C (73W) TL Roadtec Z6 DIMENSIONS Length 2,195 mm Width 870 mm Height 1,125 mm Saddle height 800 mm Minimum ground clearance 185 mm Dry weight 236 kg Fuel tank capacity 23 litres Reserve 4 litres
Questo manuale fornisce le informazioni principali per le procedure di normale intervento sul veicolo. Questa pubblicazione è indirizzata ai Concessionari Moto Guzzi e ai loro meccanici qualificati; molte nozioni sono state volutamente omesse, perché giudicate superflue. Non essendo possibile includere nozioni meccaniche complete in questa pubblicazione, le persone che utilizzano questo manuale devono essere in possesso sia di una preparazione meccanica di base, che di una conoscenza minima sulle procedure inerenti ai sistemi di riparazione dei motoveicoli. Senza queste conoscenze, la riparazione o il controllo del veicolo potrebbe essere inefficiente o pericolosa. Non essendo descritte dettagliatamente tutte le procedure per la riparazione, e il controllo del veicolo, bisogna adottare particolare attenzione al fine di evitare danni ai componenti e alle persone. Per offrire al cliente maggiore soddisfazione dall’ uso del veicolo, Moto Guzzi s.p.a. si impegna a migliorare continuamente i propri prodotti e la relativa documentazione. Le principali modifiche tecniche e modifiche alle procedure per le riparazioni del veicolo vengono comunicate a tutti i Punti Vendita Moto Guzzi e alle Filiali nel Mondo. Tali modifiche verranno apportate, nelle edizioni successive di questo manuale. Nel caso di necessità o dubbi sulle procedure di riparazione e di controllo, interpellare il REPARTO ASSISTENZA Moto Guzzi, il quale sarà in grado di fornirvi qualsiasi informazione al riguardo, oltre a fornire eventuali comunicazioni su aggiornamenti e modifiche tecniche applicate al veicolo. La ditta Moto Guzzi s.p.a. si riserva il diritto di apportare modifiche in qualsiasi momento ai propri modelli, fermo restando le caratteristiche essenziali qui descritte e illustrate. I diritti di memorizzazione elettronica, di riproduzione e di adattamento totale o parziale, con qualsiasi mezzo sono riservati per tutti i Paesi. La citazione di prodotti o servizi di terze parti è solo a scopo informativo e non costituisce nessun impegno. Moto Guzzi s.p.a. non si assume la responsabilità riguardo le prestazioni o l’uso di questi prodotti. Per ulteriori informazioni, vedi (MANUALISTICA DI RIFERIMENTO) Prima edizione: Aprile 2003 Prodotto e stampato da: DECA s.r.l. via Risorgimento, 23/1 - 48022 Lugo (RA) - Italia Tel. +39 - 0545 35235 Fax +39 - 0545 32844 E-mail: firstname.lastname@example.org www.decaweb.it per conto di: Moto Guzzi s.p.a. via E.V. Parodi, 57- 23826 Mandello del Lario (Lecco) - Italia Tel. +39 – 0341 - 709111 Fax +39 – 0341 - 709220 www.motoguzzi.it www.servicemotoguzzi.com
Può anche leggere le raccomandazioni fatte nel manuale d’uso, nel manuale tecnico o nella guida di installazione di MOTO GUZZI BREVA V750IE. Troverà le risposte a tutte sue domande sul manuale d'uso MOTO GUZZI BREVA V750IE (informazioni, specifiche, consigli di sicurezza, dimensione, accessori…). Istruzioni dettagliate per l'uso sono nel manuale Istruzioni per l'uso MOTO GUZZI BREVA V750IE Manuale d'uso MOTO GUZZI BREVA V750IE Istruzioni d'uso MOTO GUZZI BREVA V750IE Libretto d'istruzioni MOTO GUZZI BREVA V750IE Manuale dell'utente MOTO GUZZI BREVA V750IE Il tuo manuale d'uso. MOTO GUZZI BREVA V750IE http://istruzioni-pdf.com/dref/2883744 Estratto del manuale: 2 INDICE GENERALE. 4 REGOLE FONDAMENTALI DI SICUREZZA . 6 ABBIGLIAMENTO 9 ACCESSORI 10 CARICO . 10 UBICAZIONE ELEMENTI PRINCIPALI LEGENDA 12 UBICAZIONE COMANDI / STRUMENTI. 14 STRUMENTI E INDICATORI 14 TABELLA STRUMENTI E INDICATORI 15 DISPLAY DIGITALE MULTIFUNZIONE. 16 PRINCIPALI COMANDI SINGOLI 18 COMANDI SUL LATO SINISTRO DEL MANUBRIO 18 COMANDI SUL LATO DESTRO DEL MANUBRIO 19 COMMUTATORE DI ACCENSIONE . 20 BLOCCASTERZO 20 DOTAZIONI AUSILIARIE. 21 SBLOCCAGGIO/BLOCCAGGIO SELLA . 21 VANI PORTADOCUMENTI/KIT ATTREZZI . 21 AGGANCIO PER FISSAGGIO BAGAGLIO . 22 OVE PREVISTO (O COME ACCESSORIO) 23 ALTRI ACCESSORI . 23 ISTRUZIONI PER IL MONTAGGIO VALIGIE E BAULETTO SOFT 24 BORSA SELLA 26 COMPONENTI PRINCIPALI. 27 CARBURANTE. 27 LIQUIDO FRENI - RACCOMANDAZIONI 28 FRENI A DISCO . 29 FRENO ANTERIORE . 30 FRENO POSTERIORE 31 RABBOCCO . 31 PNEUMATICI . 32 OLIO MOTORE 33 REGOLAZIONE GIOCO LEVA COMANDO FRENO POSTERIORE 34 MARMITTA/SILENZIATORE DI SCARICO 34 NORME PER L'USO. 35 SALITA E DISCESA DAL VEICOLO 35 CONTROLLI PRELIMINARI . 37 TABELLA CONTROLLI PRELIMINARI 38 AVVIAMENTO 39 PARTENZA E GUIDA. 41 RODAGGIO 44 ARRESTO 45 PARCHEGGIO . 45 POSIZIONAMENTO DEL VEICOLO SUL CAVALLETTO 46 MANUTENZIONE 48 SUGGERIMENTI CONTRO I FURTI 48 SCHEDA DI MANUTENZIONE PERIODICA . 49 DATI DI IDENTIFICAZIONE . 52 GIUNTI CON FASCETTE STRINGITUBO A...
PRODUCT INFORMATION OVERVIEW Apex after apex the new Daytona 675 inspires complete confidence. More power, lighter weight, and easier to ride, our engineers ambition was simple: to create the most perfectly balanced motorcycle. An equal blend of torque, responsiveness, agility, poise and purpose. The result is a bike with class-defining power, performance and handling. A bike that will inspire total confidence. And looks every bit as good. The engine is brand new featuring twin injectors per cylinder, titanium valves, a 14,400 red line, and a spine tingling induction roar. It's faster on the track, better on the road and even more satisfying to own. ENGINE Internals (injectors, valves) With twin injectors per cylinder the new Daytona can draw more fuel quicker when you open the throttle fully and demand more from the engine. A first for a production Triumph, we have now fitted substantially lighter titanium valves to cope better with the higher revs. This also means lighter valve springs can be used, reducing valve train wear and friction. We also knew that the weight reduction was enough to give us the space to add some metal to the valves without compromising the valve train, so the top of the valve 'mushroom' heads were reshaped to improve gas flow around the valve and into the combustion chamber. This means better efficiency and a boost in torque at low and medium revs.