Moto Guzzi V7 Sport 750/850 Repair Manual (1971-77)

Complete PDF version of the Service Manual for the Moto Guzzi V7 Sport 750/850. A MUST for every V7 Sport owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1971 to 1977

Number of pages: 135 pages

Table of contents:

Moto Guzzi V7 Sport 750:850 1971 to 1977

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

  1. it is more eco-friendly to use a digital version
  2. your manual never gets dirty or greasy
  3. you can always choose to print the specific page(s) you need to work on your bike
  4. you receive your manual immediately after payment
  5. it is searchable

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Moto Guzzi V7 Sport

The Moto Guzzi V7 Sport was, in the seventies, a model of motorcycle flagship touring-sport Mandello. Popularly known as the “Dachshund”, it was produced by Moto Guzzi in the “V7 Sport 750” , “750 S” and “750-S3”, from 1971 to 1976.

In 1967, after a period of uncertainty due to the death of the founder Carlo Guzzi (which took place in 1964 ), the management of Moto Guzzi was taken over by SEIMM (Società Esigianato Industrie Moto Meccaniche), a company established by IMI , which tried to direct the production to the moped and to institutional supplies.

In 1968, while the “maxi-motorbike” market was beginning to suffer the growing affirmation of Japanese, SEIMM entrusted Lino Tonti with the development of the V-engine, built in 1965 by Giulio Cesare Carcano and inexplicably fired on the spot at the end of the the same year, when the controlled administration took office.

The intent of the new management (the “engineers”, as they were called in Guzzi), headed by the general manager Romolo De Stefani, was to regain a sporting image, heavily tarnished by the decade of competitive inactivity following the well-known abstention pact.

The task entrusted to Tonti was to create a model derived from production, which would satisfy the parameters of “750 cm³ – 200 kg – 200 km/h”.

The Beginning

The starting point was the “V7 700” model on which Tonti, assisted by Umberto Todero, Carcano’s historic “right hand man”, set to work creating a racing prototype which, in 1969, managed to conquer 19 world speed records.

Given the conditions, Moto Guzzi decided to start the program for the production of the “750” for sport touring on a wide range, entrusting its construction to the same technicians. It had to be a job of filing, but Tonti and Todero were not satisfied with the results obtained and completely modified the chassis, to give greater stiffness, redesigned the crankcase and changed suspensions and brakes .

The prototype phase was particularly difficult and suffered due to the strong trade union unrest, which began with the hot autumn, which in 1970 led several times to the strike and the picketing of the factory which prevented access even to the managers and technicians of the experience department. With a night blitz, aided by some trusted collaborators, Todero and Tonti transferred projects, equipment and materials to the cellar of the latter’s villa, where the construction of the new chassis was completed within the established time frame.

The “V7 Sport 750” descended, a very low bike, with 70 Hp, speed gearbox and universal joint final drive. Equipped with excellent road holding, it was capable of reaching speeds well above 200 km/h and covering 400 meters from a standing start in 13 seconds.

The “telaio rosso” (1971)

During the modification work on the production lines, necessary for the industrialization of the product, a pre-series of 150 units was created in the Moto Guzzi racing department, many of which were registered in September 1971, to be sent to the main dealerships.

These specimens, intended for display, for the tests of specialized magazines or for private riders in endurance races , had the frame painted red, instead of black as expected, in order to highlight what was considered the most innovative and valuable part. They were also distinguished by the ribless gearbox. It was a box derived from that for the 4-speed “V7 Special”, waiting for the castings for the new box to be prepared. In early 1972, the “red chassis” were the subject of a recall campaign for the replacement of the gearbox.

In the summer of 1971, also in anticipation of a future sports program, Tonti asked the driver Jarno Saarinen to carry out some tests with the second prototype, obtaining an unexpected support. After many laps of the track, Saarinen exposed the impressions to the technicians and dictated some changes, such as the shift to the left of the gear lever, which would have been necessary for his driving style. The test was not followed up by the decision of the Guzzi management, unwilling to invest in a high-level sports program and, above all, strongly opposed to hiring Saarinen, for fear that the cumbersome presence of the acclaimed Finnish would obscure the merit of the car.

In September 1971 the Brambilla-Mandracci riders, after having held the head of the Bol d’Or uninterrupted for over 10 hours, took a prestigious and unfortunate 3rd place, riding a “V7 Sport” with increased engine, progenitor of the “850 Le Mans “.

The “V7 Sport 750,” (1971 – 1974)

The new bike was presented to the public during the Milan cycle and motorcycle show in November 1971, arousing a great deal of interest among industry professionals and simple enthusiasts. Finally put on sale in January 1972, the “V7 Sport” immediately became the reference model for world production, in the sector of motorcycles dedicated to sport tourism, thanks to the characteristics of stability, speed and sturdiness, decidedly superior to the models of competing manufacturers. of those years.

In 1972, Motociclismo magazine organized a comparative test for the six maxi-motorcycle models considered to be the most representative of the moment, in strictly stock configuration (Ducati 750 GT, Honda CB 750 Four, Kawasaki 750 Mach IV, Laverda 750 SF, Suzuki GT 750). During the tests, which took place under the control of Franco Marchesani, dean of the FMI sports commissioners, the Moto Guzzi V7 Sport completed the complete journey of the Monza circuit, stopping the chronometers at a time of 2 ′ 02 ″ 47 which resulted, by far, the best of the session. Particularly significant was the abysmal gap of over 11 seconds per lap inflicted on the Kawasaki 750 Mach IV which, at the time, was popularly regarded as the ultimate in performance.

Also in Monza, in 1974, Abbondio Sciaresa took the “V7 Sport” to victory, after having won some important races, including that of Misano, in the same year, where he also won the fastest lap, competing against the fierce Laverda 750 SFC, Kawasaki 750 H2R and Norton 750 Commando PR.

Nevertheless, some criticisms were leveled at the savings choices that characterized the production of the “V7 Sport”, accused of not being up to the Japanese competition. The flaws were concentrated in the external appearance, or in the poor quality of the secondary components and controls, as well as in the adoption of the front drum brake, actually very advanced and efficient, but aesthetically obsolete. Moto Guzzi ran for cover by selling a kit, created in collaboration with Brembo, for the transformation of the front brake from a drum to a double disc which, despite the cost of 120,000 lire, sold out in a few months. The same kit was equipped with most of the “V7 Sport” for the US market, starting from 1973.

The real reason that prevented the “V7 Sport” from reaching the sales numbers it deserved, depended on the low production potential of the Moto Guzzi. The new company management, in the meantime taken over by Alejandro De Tomaso, was taken by surprise by the success of the model and preferred to direct the product towards the elite motorcycle market, rather than expand the production lines.

In the autumn of 1972, in fact, the delivery times for the “V7 Sport” exceeded three months and the list price was 1,480,000 lire: partially justified by the high technical and qualitative contents, but equally exorbitant compared to the two-cylinder models of equal cubage, Italian and foreign, offered by competing houses. For example, the model most requested by the Italian market, the Laverda 750 SF, was on sale for 1,020,000 lire.

Nevertheless, in just over two years, 3,541 examples of the “V7 Sport” were built and delivered, in addition to the 150 examples of the pre-series.

The “750 S” (1974 – 1975)

In 1974, with serious delay, the “V7 Sport” was equipped with the double disc at the front. Basically it is the only significant technical change made, but the operation was commercially underlined by new colors, side panels with a more modern line and by a saddle with a raised shank. The bike was called “750 S” and 1,204 examples were built (from chassis VK1 * 11111 * to VK1 * 12315 *).

The bike was available in two versions, one with a double orange diagonal band and the other with a double green band, both on a black background.

This color will also be used on the next S3 but with slightly different color tones.

During production, chromium-molybdenum steel (Acc. 25CrMo4 UNI 5332) was replaced with normalized steel (Acc. Aq 45) for the construction of the frame. The decision had already been taken in February 1973, but was implemented two years later, due to the exhaustion of stocks of the material.

The “750-S3” (1975 – 1976)

A little more than a year after the release of the previous version, the “750-S3” was presented as part of the theorized synergy of the Benelli-Guzzi group. The bike was equipped with the instrumentation and optical groups already used for all Benelli-Guzzi models born during the De Tomaso direction and, from a technical point of view, it was equipped with the triple disc integral braking system, patented by Moto Guzzi and already mounted on the “Idroconvert” and “T3” models. Also in homage to the standardization of components, the elimination of the exclusive and original two-piece height-adjustable handlebar and of the toolboxes, replaced with simple accumulator covers, should be noted.

The modification to the braking system, excellent for touring, strongly inhibited the sporting use of the bike and was heavily criticized by customers. Production ceased in 1976, after totaling 981 copies.

Source: Wikipedia

Moto Guzzi V7 700/750 models 1965 to 1969

Moto Guzzi V7 700/750 Repair Manual (1965-69)

Complete PDF version of the Service Manual for the Moto Guzzi V7 700/750. A MUST for every V7 700 owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1965 to 1969

Number of pages: 140 pages

Table of contents:

Moto Guzzi V7 700/750 1965 to 1969Moto Guzzi V7 700/750 1965 to 1969

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

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Moto Guzzi V7 700

The Moto Guzzi V7 700 is a motorcycle touring house the Mandello from 1965 to 1969. It is the progenitor of the models with the famous longitudinal V engine, which has become the main distinctive technical emblem of Moto Guzzi .

Legend has it that during the official visit to the United States , on February 28, 1956, the President of the Italian Republic Giovanni Gronchi was able to admire the mammoth Harley Davidson of the presidential escort and, when Eisenhower visited Rome on December 4, 1959, Gronchi noticed the great difference between the American motorcycles and the old Moto Guzzi Falcone, supplied to the Corazzieri.

To remedy the image problem, Gronchi announced his intention to order about twenty Harley Davidsons for the Corazzieri, but his entourage pointed out that it would be inappropriate to buy foreign motorcycles by the representative of one of the countries with the greatest world prestige for motorcycle production, especially at a time of severe crisis in the sector.

The Italian motorcycle production of the second post-war period , however, was oriented towards small and medium-sized vehicles and the initiative fell into oblivion. Nonetheless, the state bureaucracy had by now received the input and was slowly moving towards equipping the armed forces with modern motorcycles, up to the situation and national prestige.

The context

On May 23, 1963, the public competition was announced for the supply to the armed forces of a motorcycle that is to be sturdy, fast and so reliable as to be able to travel at least 100,000 kilometers without breakages or extraordinary maintenance.

The order promised to be important and the major Italian motorcycle manufacturers, afflicted by the crisis caused by the large mass motorization of the automotive type, initiated by FIAT, took the opportunity seriously and prepared their proposals for the expected series of very severe tests. Among these, Moto Guzzi, in those years during a difficult administrative phase of transition which, following the death of Giorgio Parodi and the serious illness of Carlo Guzzi, was managed by the brother of the co-founder Enrico Parodi, waiting to be absorbed, in February 1967, by SEIMM. The task was entrusted to Giulio Cesare Carcano, assisted by Enrico Cantoni and Umberto Todero.

The origin of the engine

Although the engine of the “V7” has become one of the most famous engines in world motorcycle production, its origins are well before the “V7″ project and are not related to motorcycle use.

In fact, this engine was designed on the independent initiative of Giulio Cesare Carcano , in 1959 , in order to offer FIAT a valid alternative for equipping the sporty version of the Nuova 500. Two years earlier, the overwhelming Italian Moto Guzzi, Mondial and Gilera had signed the famous ” abstention pact ” which committed them not to officially participate in world championship competitions, considered economically too burdensome. The “racing department” of Moto Guzzi, therefore, was transformed into an “experimentation department”, with the task of studying new models that offered the company various production outlets.

As part of these intentions, the V-shaped engine was built in the first prototype version of 594 cm³ and installed on board a Fiat Nuova 500 D. After the first road tests, the car was equipped with oversized drums, to allow braking in in line with the increase in performance. The “500” with the Guzzi engine, in fact, had 34 HP, instead of the original 18 HP, and reached a top speed of 138 km/h, with respectable acceleration.

The modified model was tested by FIAT, but an effective collaboration agreement was not reached between the two companies and the project was shelved. The prototypes of that engine are kept in the Moto Guzzi company museum.

The birth

The original version, simply marked V7 was equipped with a with 700 cm³ engine a power of approximately 50 hp SAE. Street bike without any particular frills except for a chrome crash bar, still without the direction indicators protections aerodynamic. The long saddle made it possible for two people to travel comfortably, in fact it was also very popular as a touring bike, also given the good cruising speed that was achievable.

One of its distinctive features was the presence of the innovative mirror faces on the tank, present in all models except the military one.

Its birth is due to the request of the Police to have a multipurpose vehicle capable of replacing the one that represented the all-rounder model for a long time, the Falcone.

The military model thus saw the light, with the V engine that made the history of the Aquila brand in the last fifty years, in 1963, while the civil version of the same motorcycle was presented at the Cycle and Motorcycle Show of Milan in 1965.

The original project was by the engineer Giulio Cesare Carcano who made use of the collaboration of his trusted team led by Umberto Todero. After leaving the Carcano company, the project with its subsequent evolutions was followed by his original collaborator and by the new company purchase, Lino Tonti.

Even today it is famous for the infinite possibility of modifications and lightening that also led to racing versions by private individuals. Substantial changes could be made to the guards, to the oil pump gears, to the rods, to the flywheel.

The weight of 228 kg did not particularly affect performance, even if it exposed what was its Achilles heel from the start, the low power of the braking system.

With the advent of its derivatives V7 Special and V7 Sport, equipped with an engine with a displacement increased to 750 cm³, we found ourselves in front of more competitive vehicles even with respect to the Japanese of the period. Another important version derived from the V7 was the first series in California in which aerodynamic protections for the pilot and passenger were presented as well as sets of bags for touring touring.

The name “V7” was dusted off by the Mandello del Lario company in 2007 with the presentation of the Moto Guzzi V7 Classic.

Source: Wikipedia

Moto Guzzi Stelvio 8V 1200 NTX ABS 2011

Moto Guzzi Stelvio 8V 1200 NTX Repair Manual (2011-now)

Complete PDF version of the Service Manual for the Moto Guzzi Stelvio 8V 1200 NTX. A MUST for every Stelvio owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 2011 to date

Number of pages: 359 pages

Table of contents:

Moto Guzzi Stelvio 8V 1200 NTX 2011

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

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Moto Guzzi Stelvio 8V 1200 NTX ABS

In comparison to the previous “Quota” model, which it shares at least some of its layout with, the “Stelvio” (named after the Stelvio pass, a popular destination for motorcyclists) has been designed for more road use, significantly reducing technical characteristics for off-road vehicles and favoring the tourist structure.

Moto Guzzi also employs traditional house solutions for this model, such as the V-twin, this time with four valves per cylinder, and the shaft final drive.

From the standpoint of the chassis, it offers traditional solutions such as the existence of a front fork and a rear adjustable monoshock.

The braking system consists of a pair of disc brakes at the 320 mm front and a single 282 mm disc brake at the back.

The basic version was eventually joined by the Stelvio 1200 NTX, which features a slew of Rally Dakar-inspired extras including as a sump guard, paramotor, cylinder protection, and hand guards, as well as a pair of aluminum panniers. Furthermore, the rear wheel is 150/70-17 instead of the more street-friendly 180/55-17 of the MY 2008.

In comparison to the first model, the engine torque is now provided at a lower speed in the NTX MY 2009.

In the spring of 2011, a new evolution was introduced with the MY 2011 models: the main difference is a new tank with a capacity increased to 32 liters, which was designed to compensate for the previous series’ main flaw, which was the reduced autonomy for a bike with all the comfort features for long journeys.

Minor enhancements included the injection with a double lambda probe, the rear swingarm with an Ohlins spring, and improved rider protection with new windshields and deflectors. Colors are also new (white, ocher, and glossy black for the base model, and matt black for the NTX).

Source: Wikipedia

Moto Guzzi Stelvio 4V 1200 ABS 2007

Moto Guzzi Stelvio 4V 1200 ABS Repair Manual (2007-17)

Complete PDF version of the Service Manual for the Moto Guzzi Stelvio 4V 1200 ABS. A MUST for every Stelvio owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 2007 to 2017

Number of pages: 295 pages

Table of contents:

Moto Guzzi Stelvio 4V 1200 ABS 2007

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

  1. it is more eco-friendly to use a digital version
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  3. you can always choose to print the specific page(s) you need to work on your bike
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Moto Guzzi Stelvio 4V 1200 ABS

In comparison to the previous “Quota” model, which it shares at least some of its layout with, the “Stelvio” (named after the Stelvio pass, a popular destination for motorcyclists) has been designed for more road use, significantly reducing technical characteristics for off-road vehicles and favoring the tourist structure.

Moto Guzzi also employs traditional house solutions for this model, such as the V-twin, this time with four valves per cylinder, and the shaft final drive.

From the standpoint of the chassis, it offers traditional solutions such as the existence of a front fork and a rear adjustable monoshock.

The braking system consists of a pair of disc brakes at the 320 mm front and a single 282 mm disc brake at the back.

The basic version was eventually joined by the Stelvio 1200 NTX, which features a slew of Rally Dakar-inspired extras including as a sump guard, paramotor, cylinder protection, and hand guards, as well as a pair of aluminum panniers. Furthermore, the rear wheel is 150/70-17 instead of the more street-friendly 180/55-17 of the MY 2008.

In comparison to the first model, the engine torque is now provided at a lower speed in the NTX MY 2009.

In the spring of 2011, a new evolution was introduced with the MY 2011 models: the main difference is a new tank with a capacity increased to 32 liters, which was designed to compensate for the previous series’ main flaw, which was the reduced autonomy for a bike with all the comfort features for long journeys.

Minor enhancements included the injection with a double lambda probe, the rear swingarm with an Ohlins spring, and improved rider protection with new windshields and deflectors. Colors are also new (white, ocher, and glossy black for the base model, and matt black for the NTX).

Source: Wikipedia

Moto Guzzi Sport 1100 Carb Repair Manual (1994-2000)

Complete PDF version of the Service Manual for the Moto Guzzi Sport 1100. A MUST for every Sport 1100 owner.

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OEM Original factory workshop manual.

Models covered by this manual: 1994 to 2000

Number of pages: 133 pages

Table of contents:

Moto Guzzi Sport 1100 Carb 1994 to 2000Moto Guzzi Sport 1100 Carb 1994 to 2000 Moto Guzzi Sport 1100 Carb 1994 to 2000

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice.

We do not offer printed manuals, for the following reasons:

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Moto Guzzi Sport 1100

Moto Guzzi 1100 Sport was a motorbike manufactured by Moto Guzzi between 1994 and 2000.

The 1100 Sport was Moto Guzzi’s second sports bike idea, with more basic characteristics than the Daytona from which it descended. The distinction between the two models, however, was not as clear, and it was not even physically possible, so the two models ended up cannibalizing one other, preventing either of them from breaking through.

Unlike the Daytona, the 1100 Sport was also equipped with the most recent iteration of the V2 engine, which was increased from 992 cm3 to 1064 cm3. The frame created and built by John Wittner (also known as Dr. John, a dentist of American nationality) for the Daytona was also taken by the 1100 Sport, a single beam with a falling rectangular section that connected the steering head directly to the rear swingarm. The initial version was powered by two Dell’Orto 40 mm Weber – Marelli carburetors with 45 mm throttle bodies. Despite variable compression ratios, both models had roughly 90 HP (a more intense 10.5: 1 for the carburetor version, a quieter 9.5: 1 for the injection version).

The performance of this model was hampered by archaic tires (with 17″ wheels at the front and 18″ rims at the back), despite a legal frame and an engine not overdone in terms of maximum power but with good torque from low speeds (typical of the Moto Guzzi V2). The fast improvement of tires during those years (particularly the drive wheel) made very broad tires accessible, capable of transmitting much more power to the ground. The swingarm arrangement with floating cardan joint, but more importantly the limited economic resources available, prevented the rear end from being altered to accommodate this type of tire, restricting the performance of the 1100 Sport.

The initial version had a Marzocchi 41.7 mm White Power upside-down shock absorber and a fully adjustable mono shock absorber, both of which were White Power. The braking system was the classic Brembo, with 4-piston calipers, a twin disc up front and a single disc down back.

There were other differences between the two versions:

  • The initial version did not have an oil radiator.
  • The wheel rims are as follows: the first has three split spokes, the second has three single spokes (Marchesini in aluminum), and the rear wheel is 18′ on the first and 17′ on the second.
  • The frame’s side plates: drilled in accordance with the frame in the first version and solid in the second, with the addition of a label with the Mandello eagle Steering plates and front fender, essentially to adapt them to the various forks already described.
  • The design of the 1100 Sport text on the tail: italics on the first version, block letters on the second, with the term 1100 contained in an oval

Source: Wikipedia

Moto Guzzi Quota 1100 ES models 1998 to 2002

Moto Guzzi Quota 1100 ES Repair Manual (1998-2002)

Complete PDF version of the Service Manual for the Moto Guzzi Quota 1100 ES. A MUST for every Quota owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1998 to 2002

Number of pages: 190 pages

Table of contents:

Moto Guzzi Quota 1100 ES Service Manual 2002Moto Guzzi Quota 1100 ES Service Manual 2002

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice.

We do not offer printed manuals, for the following reasons:

  1. it is more eco-friendly to use a digital version
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Moto Guzzi Quota 1100 ES

The Quota is a Moto Guzzi motorcycle introduced in 1992 with a 1000 cm3 engine and manufactured until 2001; the most recent models, introduced in 1998, profited from an increase in displacement to 1,100 cm3.

Other improvements included a lower seat, a redesigned front end with unified headlights, Brembo brakes, and bigger diameter fork legs.

This is a large enduro bike with a great chassis and engine (twin configuration V). When compared to other Guzzi models of the time equipped with the same sort of engine, the power was significantly reduced to make off-roading easier.

Its weight of roughly 245 kg did not encourage driving on dirt roads, but it was equipped with an unexpected agility due to its size and the fairing substantially extended speeds, favoring its usage both on the road and the highway.

The “Aquila” motorbike manufacturer’s non-commercial relaunch publicity.

The acquisition by Aprilia, which had previously introduced the ETV 1000 Caponord, signaled the end of manufacturing.

Moto Guzzi replaced it with the new Stelvio at the end of 2007.

Source: Wikipedia

Moto Guzzi Nevada B Club 750 models 1999 to 2004 Service Manual original motorcycle manufacturer's PDF repair manual download

Moto Guzzi Nevada B Club 750 Repair Manual (1999-2004)

Complete PDF version of the Service Manual for the Moto Guzzi Nevada B Club 750. A MUST for every Nevada owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1999 to 2004

Number of pages: 102 pages

Table of contents:

Moto Guzzi Nevada B Club 750 1999 to 2004Moto Guzzi Nevada B Club 750 1999 to 2004

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice.

We do not offer printed manuals, for the following reasons:

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Moto Guzzi Nevada 750

The Nevada is a motorcycle Moto custom created by Moto Guzzi that dates back to 1991 (under this name) as a modification of the V35. It has only been built in the 750 cc variant since 1999. In 2016, production ceased.

A special edition dubbed “Anniversario” was introduced in 2010 to commemorate the Mandello house’s 90th anniversary, and it remained in production until 2013.

Nevada’s origins may be traced back to another well-known motorbike, the V35 Florida. Born as a low-cost variant of the 650 cm3 version, it was also a version without attachments, which could be added for a price in any case. However, even when the bigger displacement was discontinued, the 350 cc continued to sell well, and the numerous requests led Moto Guzzi to restart manufacture.

For marketing purposes, it was decided to alter its name in the wake of the names of the United States, which, furthermore, were especially appropriate to the style of motorbike; so, following California and Florida, here comes 1991 in Nevada. The new V35 received a facelift, allowing it to reach the early 2000s to become the custom best-selling Italian vehicle. Indeed, it was updated not only in terms of appearance, but also of components, for the sake of comfort and even propaganda, as the new electrical technologies that were prevalent at the time were also quite important in terms of buying considerations.

The 750

The version with higher displacement seemed unthinkable to produce at first, especially given the VAT to be paid, until the 750 Nevada of 750 cm3 became available, an engine that was already mounted on various versions (from All Terrain to Road, for touring) so that it was considered an optional (not even the Nevada, but it was an addition) that can be mounted on a standard frame.

Given the positive commercial response, even though production of the 350 cm3 ceased in 1999, it was decided to begin production of a new Nevada with only 744 cm3, and the restyling arrives in 2004 with two significant innovations; the new engine with electronic injection inductive discharge digital Magneti Marelli -Digiplex Brembo with 320 mm diameter stainless steel gold series floating front disc and fixed calliper with 4 differentiated pistons. The two-tone Anniversary was restyled in 2010. The new 51hp single-fuel twin-cylinder was introduced in 2012.

Version for the PA

As with many Moto Guzzis, a police version, known as the PA, was developed throughout time, with the customary white blue and light blue colors depending on the supply to the public body, and which is currently used by Cuban traffic cops.

Source: Wikipedia

Moto Guzzi California 1400 Classic/Touring 2014

Moto Guzzi California 1400 Classic/Touring Repair Manual (2014-19)

Complete PDF version of the Service Manual for the Moto Guzzi California 1400 Classic/Touring. A MUST for every California owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 2014-2019

Number of pages: 409 pages

Table of contents:

Moto Guzzi California 1400 Classic/Touring

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

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Moto Guzzi California 1400

The Moto Guzzi California is a cruiser motorcycle produced and sold by Moto Guzzi since 1971. It has a standard seating posture, footboards, a heel-and-toe shifting, and connected (discontinued for the new 1400 versions) Brembo brakes.

The first California was created in collaboration with the Los Angeles Police Department Traffic Division to replace the department’s Moto Guzzi V7s. It possessed a left-foot shifting, a bulletproof Lexan windshield, and a spring sidestand, as well as the obligatory siren, radio, additional police lights, and a standing quarter mile time of less than 16 seconds. Later, they were utilized by other police forces, notably the California Highway Patrol.

Moto Guzzi has practically continually produced a version of the California from 1971 to the present day, with the newest iteration being a 1400 cc variant. Moto Guzzi produced an 80th anniversary special edition California model designed by Italian furniture manufacturer Poltrona Frau in 2002.

Moto Guzzi introduced a new bagger model, the Moto Guzzi MGX21 Flying Fortress, in 2017. This model is essentially based on the California 1400 (1,380 cc) model, which has a motor with 95 horsepower and 89 lb-ft of torque. The frame and accompanying elements have been significantly modified to fit the bigger 21-inch front wheel and projected weight; also, all bodywork is made of actual carbon fiber.

Source: Wikipedia

Moto Guzzi California EV Special/Jackal/Sport/Stone models 1997 to 2012 original motorcycle manufacturer's PDF repair manual download

Moto Guzzi California EV Special/Jackal/Sport/Stone Repair Manual (1997-2012)

Complete PDF version of the Service Manual for the Moto Guzzi California EV Special/Jackal/Sport/Stone. A MUST for every California owner.

Download: Immediately after payment!

OEM Original factory workshop manual.

Models covered by this manual: 1997 to 2012

Number of pages: 511 pages

Table of contents:

Moto Guzzi California EV Special/Jackal/Sport/Stone models 1997 to 2012 original motorcycle manufacturer's PDF repair manual downloadMoto Guzzi California EV Special/Jackal/Sport/Stone models 1997 to 2012 original motorcycle manufacturer's PDF repair manual downloadMoto Guzzi California EV Special/Jackal/Sport/Stone models 1997 to 2012 original motorcycle manufacturer's PDF repair manual download

This PDF repair manual can be downloaded right after the payment process in complete, on the device of your choice. You will also receive the download link by email along with your receipt.

We do not offer printed manuals, for the following reasons:

  1. it is more eco-friendly to use a digital version
  2. your manual never gets dirty or greasy
  3. you can always choose to print the specific page(s) you need to work on your bike
  4. you receive your manual immediately after payment
  5. it is searchable

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Moto Guzzi California EV V1100

The Moto Guzzi California is a cruiser motorcycle produced and sold by Moto Guzzi since 1971. It has a standard seating posture, footboards, a heel-and-toe shifting, and connected (discontinued for the new 1400 versions) Brembo brakes.

The first California was created in collaboration with the Los Angeles Police Department Traffic Division to replace the department’s Moto Guzzi V7s. It possessed a left-foot shifting, a bulletproof Lexan windshield, and a spring sidestand, as well as the obligatory siren, radio, additional police lights, and a standing quarter mile time of less than 16 seconds. Later, they were utilized by other police forces, notably the California Highway Patrol.

Moto Guzzi has practically continually produced a version of the California from 1971 to the present day, with the newest iteration being a 1400 cc variant. Moto Guzzi produced an 80th anniversary special edition California model designed by Italian furniture manufacturer Poltrona Frau in 2002.

In the 1990s, the motorcycle industry’s trend toward increasing generalized displacement led to the evolution of the engine from 948 cm3 to 1064 cm3 (cubic capacity that has reached today). The California 1100 and California 1100 ie (injection) were introduced in 1994, with upgrades and modifications to over 200 components in addition to the engine, while staying cosmetically very identical to the previous model. The 1064 engine was initially designed for the 1100 Sport, and it complemented the California chassis and characteristics admirably. Despite its modest power and torque at low rpm, this became and stayed the world’s fastest cruiser for a long period. The California I’s exceptional handling and road holding were enhanced on the III.

In 1997, the Tourer specialized to lengthy excursions was renamed California EV, and the entire range was equipped with electronic fuel injection. The California Special debuted in 1999, and was quickly followed by the California Special Sport.

Source: Wikipedia