Fred C. Dobbs

I had the same problem with my Ballabio last year. After a lot of fussing around it turned out to be a bit of air in the master cylinder--I added a bleed fitting (like on the caliper) to the master cylinder so that I could bleed the fluid at the highest point. I also adjusted the clutch lever to the maximum throw and finally got rid of the problem.

To answer my own question--There's a speedo/tach repair outfit in Palo Alto, Ca. They do a lot of BMW airhead gauge rebuilds. I called and described my problem, asked an appropriate grease to use. "Just use any type of grease" was the reply. "Nothing special, use whatever you have on hand". So, I used some sticky red stuff I use for general purpose grease. I'll have a look at the gears after 5,000 miles or so and check for wear.

I've an '04 Ballabio and my speedometer has crapped out, again. Got a little over nine-thousand miles out of this one, the first one lasted just five-thousand. In both cases the odometer went bad, the gauge registers speed just fine. So, rememering an old post by Greg Field concerning stripped gears being the problem (from lack of grease) I dissassembled the old spedo and sure enough, the main drive for the odometer and trip meter had worn to the point where the two gears (steel) no longer mesh. The plastic gears have a small amout of grease on them and look fine. My plan is to remove the new replacement($$$)spedo from its shell and lube all the gears before installing it. Does anyone know the best type of grease to use? I might grease the gears every five-thousand miles or so as a preventitve measure. Thanks

Replacing the clutch lever is pretty straight forward, just be careful not to lose the very small cylindrical shuttle that works between the lever and the micro clutch safety switch. The dang thing will fall out when you remove the existing lever. The adjustment screw you noticed is pre-set by the factory and set in adheasive. Don't fool with it.

Thanks for the replies. The clutch problem did not begin until after I changed out the fluid. I have bled the system repeatedly, both at the bleed screw on the slave cylinder and at the banjo fitting on the master cylinder. I must have a small bit of air stuck in the master cylinder. When I adjust (in) the screw in the clutch lever to remove all free play the clutch will fully disengage, but then I am left with no free play. I just have to figure out how to get the air out the the MC. Some have suggested pushing fluid thru the system forcing the air out the clutch reservoir. I will try that next.

On my Ballabio there is a headless screw recessed into the body of the clutch lever. The screw is secured with a clip that passes through the lever. This screw adjusts the depth at which the clutch lever depresses the plunger on the master cylinder. My clutch has gotten a little bit out of adustment--it was not comletley disengaging with the lever fully pulled in. I screwed the screw in so that it depressed the plunger on the master cylinder further, and now my clutch is fully disengaging as normal. I am assuming if run the screw in too far the clutch will begin to slip, so there must be a fine line to establish. My shop manual does not mention how to adjust clutch actuation so I am guessing this screw is all I have to work with. Am I going about it the correct way? Many Thanks.

Boy! Had me goin' for a second--that guy in the saddle really does look like Billy Joel. Still, you are to be commended Greg. What a bike--utility, grace, performance and style--traditonal Guzzi virtues, but rarely seen all in the same bike. I'd give it an A plus.

I've a 2004 Ballabio--a great Guzzi for my needs and I love it. One thing you might want to keep in mind is that the spedometers/odometers on the 2004 onwards V11s are prone to failure. So examine carefully low milage bikes--especially if you are not dealing with the orginal ower--as they may be on the second spedo and milage shown not accurate. I'd also advise checking the FAQ section of this forum. Lots of useful help there as to what to look for. 2004 V11s have very few "issues" but it is smart to educate yourself. I use my Ballabio for touring and long day trips. The only real modifications I've made is to relocate the foot pegs and controls farther forward and a little bit lower to ease knee pain on high milage days. Hepco and Becker makes an exellent set of hard luggage for the bike, which I have. I added a center stand, but wouldn't bother again as it's not especially well designed and I rarely find a need for it. Aftermarket cans and a Power Commander with appropriate map brings out the sweet sound so unique to these bikes and might add a bit of go, not that most of us would notice. Good luck in your search!

Cortech makes a set of soft bags designed for sport bikes--called "sport saddlebags". They fit my V11 very well, no clearance problems with the cans. They are well made and reasonably priced. Cortech also makes a seat bag that attatches to the saddlebags with snaps. All first class stuff.

The first one looks like a tricked out TC 125 Suzuki, the second a Hodaka trying real hard to be a Husky in much the same way I tried to be Malcom Smith back in '73. About as successful, too. I dig the boots and the Country Squire in the backround.

I'll second the endorsment for the Motratech foot peg/control relocation kit. It does move the foot pegs quite a bit farther forward, but not significantly lower than the stock rearsets so there are no ground clearance issues in the turns. The reloacated pegs are a nice match for the handlebars on my Ballabio and are a lot easier on the knees over the course of a five hundred mile day.

I have to say I'm a little dissapointed with the Travel section of this forum. Not much imput. Surely, many of you take to the road with your V11s. I've a Ballabio set up with H&B luggage, a few mods for comfort, and it is proving to be a grand travelling bike in the contenental tradition of comfort, style and elegance. Even though I have a busy schedule in summer, I manage a short trip or two. Simply, the bike demands it of me. Last week I did a three day run through eastern Oregon--about 1300 miles all told. Sad to say I left my camera at home, dolt that I am. Next time I will be better, I promise. Sorry in advance for the lack of editing and spellcheck, too. I live in eastern Washington in the foothills of the Cascades, hard up against Canada. Plenty of good riding hearabouts. But the Guzzi likes to stretch her legs, as do I, and as I've heard such glowing accounts of the country and roads of north central Oregon, the first bit of daylight that appeared in this busy summer of mine (Work, Buy, Consume, Die....alas) I lit out for the territories. Out of the barn at first light Mister Guzzi and I made quick work of the four hundred miles, give or take, to Mt. Hood. Pretty mundane stuff early on--fast two lane on hyway 97 (lots of truck traffic and dozing vacationers/citizens) to Ellensburg, a moderate sized city on the edge of the Columbia Plateau. From there we swung onto the Yakama River Road and followed its sinuous path along the river canyon. This road is posted at 45MPH. As the traffic was light and conditons perfect, the only time we saw 45 on the clock was accelerating or deaccelerating past it. Still, lots of blind corners on this one and rockfall off the road cuts to to be mindfull of. Not to mention the Wa. State Hyway Patrol, a rather unsympathetic lot in my experience. Hyway 142 out of Goldendale paces the Klicikitat River. Dusted with sand and narrow, devoid of centerline stripe, this bit of curvecous heaven delivered us up to the Columbia Gorge. Don't belive the Guzzi saw higher than third gear on this snake belly of a road. Hot as Hades in Hood River on the Oregon side where we stopped for provisions. Traffic and congestion, confused tourists and bother. We camped at a Forest Service campsite near Mt. Hood a ways up hyway 35. Rehydrated in the river buck naked and wondered why-oh-why I negelcted to pick up a couple of cold beers in Hood River to bring with. Dolt, times two! Nonetheless, I slept like the dead. Up and off at dawn and not quite awake, as I dragged the rear brake about a mile up-hill to the turn off to Maupin. The rear brake got so hot the fluid boiled and the paint on the rotor discolored. Dolt, times three! V11 Moto Guzzis are considered, by some, to be "special needs" motorcycles, but honestly I don't know how my Ballabio survives my occasional thick headiness. Maupin is an old river town on the Descuhutes. Fancy fly fisherfolk in thier cityfied SUVs rub shoulders with unshaven locals driving 30 year old pickups with rust holes the size of baby heads. We're out into the high desert now, lots of basalt outcroppings, sage, deserted homesteads, derelict windvanes clattering in the wind. Blue sky, white clouds, and serpentine black-top all the way to Shaniko. The track from Shaniko to Antelope was a left-right, left-right affair. No time to see the sights on this one, the Road demaded full attention. On the final pitch into Antelope I finally shook off the Too-Much-Goddam-Work-Blues and the big Guzzi and I fell into an un-thinking rythem, just reacting to the sweep and pull of the pavement. I pulled into town a happy man. The towns of Fossil, Condon, and Kimberly passed in succession. No traffic to speak of just winding roads to die for: rapid switchback decents into cool shaded river courses, gracefull wide open curves--easy in, watch the entry speed, light countersteer and a little weight shift, carve through the apex and roll on the throttle, then set up for the next one. Again and Again and Again. With the exception to stop for gas, hydrate, piss, and to exchange the leather pants for bluejeans (nearing 100 degrees at this point) the Guzzi and I lived the life of the blessed until we arrived in John Day. Hot and plumb wore out, tires like the nub of an over-used eraser. MPG avg. for the day: 32--best money I ever spent. Period. Rehdrated with a couple of Foster's tinnies in the cheapest motel in John Day, stood in a cold shower untill I shook, then slept like the dead. Again. Up at dawn, 500 plus miles between me and home. Cool this time of day following the gracefull sweep of the smooth (your tax dollars at work) blacktop through the Blue Mountains. Sunday morning, passing slow moving pickups with campers on thier way to the local fishing holes. Little kids in the passenger seats fingering thier rods, big smiles all around. The sun flashes on-and-of through the tall stands of trees like a strobe. I just cruise this stretch, letting the Guzzi humm smooth as silk as she talks to me through those sweet M4 cans. I never tire of that sound, a glorious obbligato. We skirt I84 near Baker City, coursing through flat agricultural land east of the freeway. Freshly mown hay lies sweet on my nose, late model Chevys full of returning church-goers, Hispanics in the fields doing the real work of the day. The heat begins to build as we follow the Wallowa River Road into Enterprise, the road packed with land barges and rubber necking tourists. The Ballabio and I idle along enjoying the ride. Gonna get much better milage today. We get gas in Enterprise and talk to a fellow on a Honda V-Twin, a Harley-clone of some sort. He's been on the road for a month and the Honda has not treated him well--several break downs in rural areas where the local Honda dealers are more adept at fixing weedeaters and fourwheelers than his bike. I pat the Guzzi's tank and give thanks. "Special needs" bike, indeed. Hyway 3 from Enterprise to Clarkston Washington follows the Grand Ronde River. And as it is an old road bed it is anything but straight. Early on we ride on fresh chip seal. I can hear the loose gravel shotgunning the paint off the Guzzi's oil pan. Easy on, and easy off the throttle is the rule of the hour. Soon, though, we reach the river proper and solid pavement. No traffic--a surprise on a Sunday--and the Guzzi and I go predatory. This is a take-no-prisoners sort of road: smooth, well cambered turns, a road where you park the bike in fourth gear and use the throttle like a reaostat, never touching the brakes, entertained by the thunderous V-Twin overrun as you dive into a turn, see the exit and roll on the gas. Repeat as necessary. We tank up in Clarkston at the Shell Station and Starbucks. South Eastern Washington lies ahead, gently rolling wheat country, and as it is harvest time the combines are in the field bringing in the goods. At this point we are smelling the barn and are in a get-home zone. I choose a pretty straight run of roads to maximize our forward progress. If there are no other concerns, I usually shift into sixth gear at about 70 mph and let the Guzzi drift up to 80. The bike just lopes along at that speed, solid and comfortable in all respects. The sun is getting low in the west now and we are burning daylight. We rip accross the high desert at a steady 80mph, slowing only for cross roads and the occasional curve, but not much else. The bugs are accumulating on my face shield but I don't even consider stopping to clean them off. My knees ache and my back is tight, on we thunder. Combines clatter in the fields, dogs bark in the distance, the sun is straight in my eyes, blinding, yet I don't back off. Gas and a snack in the farming town of Wilbur and we are nearing home, I can see it along the run of mountains to the west backlit by the setting sun. After and hour of deserted darkening black top we crest Loup Loup pass and enter the Methow Valley, my home. Running easy with two fingers on the front brake lever (lots of deer at dusk on this road) we ease up-valley, through the town of Winthrop, up four miles of tightly packed gravel, up a quarter mile of two-track driveway to the best home I have ever had. I dismount and shake off the stiffness of a six hundred mile day, not exactly ready to do it all over again, but could if it were necessary. Not tomorrow, but next week, easily.

I had a closer look at the shift linkage--found the problem and easily put it right. After reading all the hand-wringing about broken springs on this forum, I assumed the worst. Still, I carry a spare spring in my tool kit, just because. Thanks for all the input. Just returned from a three day 1200 mile romp through Eastern Oregon--some of the best twisty-road riding I've ever experenced. Light traffic, good pavement, lots of open sweeping turns and the occasional decreasing radius 25 mph Hail-Mary-Haripin to keep me honest. Great Guzzi Country!

Thanks for the reply. I had the shift linkage all apart last year when I replaced my starter. It went back together well-lubed. But you are correct: check the simple stuff first. I'll have abother look at the linkage and go from there.

During the course of my last couple of rides on the Ballabio I've been finding more than the occasional false neutral when downshifting, usually from 5th to 4th, or 4th to 3rd. This is unusual as I don't tend to miss shifts on this bike--maybe three or four over a season. I put the bike on the stand, started it, and ran thru the gears with my hand. It seems to shift up and down fine. I can't detect any weirdness in the way that the gears engage, up or down....just a nice smooth snic, snic, snic....as one would expect. I know the vast majority of spring failures occur on the earler V11s, but when reviewing in the spring falure posts on this forum I see a coulple of Ballabios have experienced broken springs. Is it possible for the shift pawl spring to break and the transmission to continue to function for a while before it locks in a particular gear? Is it possible for the spring to partially break, causing occasional shifting problems? Has anyone experienced a rash of false neutrals before thier spring gave out? Thanks for the help....

Are there any gas stations here in the states selling straight gas--without ethanol? I've not come accross any in a while. But maybe some of the smaller producers have yet to go the ethanol route. If so I'd like to know--the long term effects of ethanol in a plastic gas tank can't be good. Thanks!

Just to get this post back on track, I gotta tell ya', it's serious winter where I live: February translates into snow and cold, and more snow. A quarter mile of icy two-track from my house to the five miles of dirt/mud/snow county road seperates me from pavement. Obviously, me and the Guzzi are not going anywhere anytime soon. But she sits in the shop--fresh tires, fresh fluids, full tank--ready to go in all respects. I fire the beast up once a month. Run her up to temperature, engage the transmission and watch the rear wheel go round and round. I tell myself that I do this to charge the battery and to keep all those moving parts in the habit of moving, but in reality I run the Guzzi just to hear the SOUND, and to remind myself what is to come once the snow is gone. My other two bikes sit in the corner, poor cousins they are, gathering dust. Simply, the Guzzi speaks to me in ways the others can't. Not much longer now, winter can't last forever.

Saw our new VP on the Sunday morning news show this week. "No Good News on the Economy" he said--no surprise there. I think our new fearless leaders are just beginning to understand the depths to which our economy has plunged. And it ain't hit bottom yet! We're all feeling the pinch. Some more than others, and from a business standpoint Motorcycle dealers are being hit very hard. As most of us know, Guzzi's dealer network is pretty thin in the states. There are a lot of reasons for that, many of which have been discussed here. But I think we all agree Moto Guzzi is a very special breed of motorcycle that sadly finds itself on shakey financial ground at the best of times. If you have a good dealer who offers support when you need it, I would suggest doing all you can to help keep him afloat. If your pockets are deep, there are great deals out there. Everyone NEEDS a new 8V Grisso! If it's aftermaket stuff you're after---riding gear, hard luggage, performance parts, tires---please buy from the guy who's livelyhood depends on such purchases. We all know better prices can usually be found on the internet from huge accessory warehouses that run discouts and have free shipping, no sales tax and in most cases, no pulses. But no one other that your dealer can supply that special (rare?) MG part when you need it, or put you in touch with someone who can. And while this forum is a great source for techincal/problem solving information, nothing beats a factory mechanic--someone for whom Moto Guzzi is a profession--to sort out those occasional glitches that sometimes visit our beloved V11s. I suppose there are some Guzzi dealers that arn't worth supporting--I have heard stories. Living close to Seattle, I depend on Moto International. They are great folks and are a real asset. Now, If only I could get a Federal Bailout to pick up the tab on a new Grisso, we'd all be set!

Sounds like a great idea. I currently use soft luggage, but would prefer the more rain-proof/solid HB stuff. Can't live with the ugly frame when the bags are off though--which is most of the time for me since I only do two or three tours a year. I would be very interested in a 'quck release' bag system. Thanks!

Are we really brave to travel distances on our V11s? Well.....maybe, though as a new Guzzi owner it is too soon to tell. I bought a showroom condition, low milage Ballabio last winter, specifically with long trips in mind. Had a few minor problems this summer, all solved on warrenty, no big deal. Two weeks ago, on the night before a long awaited 2,500 mile trip, the bike refused to cooperate. I was on a tight schedule--riding with others who I did not want to delay--and after checking "all the usual suspects" with no success, I hopped on my Kawasaki at first light and did the trip. Am I pissed? Not really. Although if the Guzzi had crapped out on some lonely Utah two-laner, I might have been. Prior to buying my Moto Guzzi, I reserched the Sport V11 series bikes carefully, and chose the '04 model, as by then most of the few niggling problems of the early examples had been sorted out. And while I am no mechanic, I educated myself on those few issues that sometimes cause problems, and how to rectify them when on the road. The truth of the matter is, I don't expect my Guzzi to be as trouble free as the typical Japanese motorcycle. Many of the reasons "why" have been discussed on this forum. Still, I think my Ballabio is fundamentally a very solid bike, and there was not one moment during the eight days on the road that I would not have rather been aboard my Guzzi. My Kawasaki is get-the-job-done-two-wheel-transportation, covering ground on the Guzzi, however, is sheer bliss. I've owned a variety of bikes--from a trail 90 to a bevel drive Ducati--and hands down, my Ballabio is the most satisfying motorcycle I have ever owned. Honda could not build a bike like my Guzzi, no matter how hard they tried. I've narrowed the problem with the bike down to erratic fuel delivery--something amiss in the fuel injection system. Fortunately I am close to Moto International, and if I can't sort out the problem with Micha's help over the phone, I can always haul the bike to him to put right. I can't say enough good about these folks. But back to the question: is the V11 a serious traveling rig? I'd say yes--with reservations. Purchase wisely, learn to do your own basic maintenance, carry a complete tool kit and shop manual with appropriate spares, and establish a working relationship with a Guzzi dealer who is knowledgeable, enthusiastic and eager to please. Should the worst happen, remember that many of the problems that stop these bikes are pretty straightforward in nature, and can be solved (or worked around) with a little patience and professional guidence. And it doesn't hurt to have a ready-to-go Rice Burner in the garage as back up. I hesitate to speak for God (take your pick), but I suspect that even He has a Plan "B".

Thanks Greg! What a delightful story and refreshing riding philosophy. It is so easy in our "work, buy, consume, die" modern society to become slaves to fashon, unconsciously conforming to the trend of the moment. The other day in town I saw three GS Beemers, identical right down to matching gagetry, and symmetry of product stickers on their aluminum box luggage. The riders had matching BMW riding gear. Same helmets too. Nothing wrong with that, for some folks. But I suspect most Guzzi riders (non-conformists by virtue of their choice of motorcycles) are a pretty eclectic group, tending to focus more on the quality of the JOURNEY, rather than procuring the latest electrical and mechanical "me too" around-the-world ballast. For me, the elemental nature of my Ballabio is its greatest virtue. Currently it sits at rest in the cool dark of my shop, front wheel pointed south, loaded and prepped for the road. Tomorrow at six, we will head for Miller Motorsports Park in Tooele Utah for the AHMA races there, by way of Bonneville. Assuming that the God of the Road cooperates. If not, I just might have me an Adventure!

I don't have any experience with Staintunes--I have M4s on my Ballabio--but assume they are less restrictive than the stock cans. My bike ran fine after the change, but I noticed that the plugs looked as if the engine was running pretty rich. I talked with the mechanics at Moto International. They explained that (typically) aftermarket cans installed with stock mapping cause the engine to run rich on the low end and lean on the high end--perhaps dangerously so. Micha set me up with a Power Commander and now the plug color is perfect. Seems to pull a little harder throughout the rpm range, too. Might be worth taking a look at your plugs after running with the Staintunes, or call M. I.'s tech line--these guys are great. Good Luck

Interesting post. I just mounted one of John's kits to by Ballabio last week, and have had no problems whatsoever with gear changing, up or down. In fact, the gear changes seem crisper and more positive, perhaps due to the longer shift lever. I too started out with the shift lever mounted as low as it possibly could be, and found that the lever came in contact with the pork chop before completly engaging first gear. I adusted the lever up about one quarter inch and that solved that little problem. Due to the forward nature of the modified controls the foot is more horizonal on the peg, rather than toe-down as on the stock rearsets. I wear a size 10 lug soled Sidi boot, and have had no problems with unexpected gear changes, even when riding with my insteps directly on the pegs. Although I mostly ride more on the balls of my feet. That's one of the real advantages of the relocated controls--there's plenty of room to move about without cramping the knees. John has designed, and produces, an excellent product and in my dealings with him, proved first rate. I'd guess most of his customers are pretty happy with his service and product. Though from your experience, it is obvious the peg relocation kit won't fit all riders, under all circumstaces. I am sure John will work hard to help your sort it all out. Good Luck!