jcbooghs

I love the look of that screen fitted here. More bold than the original. Where did you get that? because I need a new one!

new V7, griso's, 996, how 'classic' is this race? Although nice job by Guaro! I will ride an old V7 750 (1972) in classic races which boosts about as much (okay, to be fair, a little less) horsepower as an early V11. Not talking about torque of course.

nr4 is just a fine threaded nut on the triple stem. This nut holds the upper triple clamp. If you loosen nr2, which locks nr4, you must be able to loosen nr4. Maybe it's glued or some rust. It is fine threaded so be careful not to damage. When nr4 is removed, and the two other nuts which holds the forks are loosened, you can lift the upper triple clamp. Put a jack under the sump and raise the bike a bit for easier reassembling. When nr4 is tightened, you push the UTC on the stem, on the bearings.

from raceco UK: Tappet clearances for the Guzzi big twins should be set to 0.20mm for the inlet and 0.25mm for the exhaust. This also applies to the "modern" Guzzis such as the Sport 1100, Cali 1100i and V11. The factory settings for these bikes are 0.10mm and 0.15mm respectively, but this is to try and reduce engine noise to meet US emissions regulations. With tappets set this tight the engines have trouble ticking over and running cleanly at low revs.

Eye to eye of the WP shock is 280-281 mm. The bearings in the swingarm can, after all the years, get stuck. They won't allow to extend the shock completely. If you disconnect the shock from the swingarm you should be able to move the swingarm easily up and down. If the swingarm stays in any position that you put it in, change those (rather expensive) bearings. After all those troubles I went for an expensive change. Special ordered a 290mm Ohlins. And yes, it makes a (almost huge) difference.

Well yes, we've been thinking about that (a lot)! But not sure if we can make it. First of all, we won't have a suitable bike because of the sidecar/solobike engine swap. Riding the 4hrs race with a 750 is suicide. We could fit my 1100Sport engine in the (2012 new chromo) frame but are still embarrased with electricity, larger battery for lights, larger fueltank, more comfortable seat, etc... Beside the 4hr race there is the Belgian Championship to ride and the big 1169 LeMans must loose a lot of weight to become a 750cc V7Sport to compete with the Triumphs and BSA's (nope, we are not afraid of the Honda's ) If we want to do it right we almost need a second bike for the 4Hrs and we don't have a second ($$$) bike! Second is the inscription fee, which will be about 1500€. And thats a lot of money! We were there last year and I saw you guys doing well. Too bad at that time I didn't knew who you were. The sidecar drove in the free practices and the solobike was exhibited in the Moto Guzzi parc. We will be there next year too but yet not sure if it will be for racing the 4hrs. But I sure will come over to have a chat, you bet. Ciao

I had never before heard about Horice. It sure looks good, city of statues, sweet wafers, mmmm! This looks very inviting. Thank you for this information.

Well thanks! that feels good to hear. The sidecar is a 750 from 1972 and won the 2011 Belgian Championship. Notice that the field is very international with riders from GB, France, the Netherlands, and more, even old GP-riders do compete this championship. I rode the solo-bike this year in Post-Classics after the 'unlimited'-class was suspended because of "too fast and too dangerous". Now all the 'unlimited' bikes do ride in Post-Classics it's obvious the organisators don't like the Post-Classics either (and don't let us race all races). Because of that we're gonna swap the engines and the sidecar will ride the big 1200 roundfin and I will enter the 750cc. Though that engine is very powerful we have got to loose a lot of weight from the Tonti to be a bit competetive with other Triumphs and Nortons. To be continued.

That's great! and thanks, Tikka! this is more lile 'show us what you do with your Tontis' more pics of our raceteam HERE Complete story for those who can read dutch, but pics do say enough, don't they? MGB Racing

Lovely! This is my vision on a tonti, after the warming-up lap:

It helps when you don't pour your gastank too full. Stay a bit under the collar in the tank when you fill. All the Sports (and Daytona's) from that time, with that specific cap have it. You will notice your cap turning yellowish from fuel gasses, so I think it is vented, a little bit. I once tried another kind of rubber in the cap to stop the cap turning yellow. When I moved the cap a little there was a big 'Whoooosh' indicating there was a huge pressure inside. I don't know if there is a solution, maybe another gascap? Or add an extra venting hole with hose.

If there is an Ohlins agent nearby, they can make one to fit without extra costs. Although that's what they have done for me (all be it on the other side of the planet). Even better, you can specify your needs as correct springrate, lenghth (mine is made longer than stock), etc. Just ask the guy what he can do for you. But as mentioned before, race season is getting started so it will be rather busy. Maxton is really another good choice. There is a Maxton prepared Ceriani in my Post-Classic racing LM, and my friends V7 classic side-car is completely Maxton suspension equipped. We are both very pleased.

I don't think there is one pic with the VA10 engine in a rolling frame. First appearance of that engine was in 1998, 75° instead of 90°, developping 130hp with some injector problems (guessing, because it's too long ago, i don't remember exactly) capable of 135hp if everything worked fine. It was only half that big compared to the 4v Daytona engine of that day. Too bad it never got into production. Guzzi could have walked the Ducati way! The MAS engine is probably a spin-off if you look the way the inlet and exhaustports are positioned. The V4 engine only exists in wood. I think a Japanese tourist also noticed this wooden study model in the museum. They created a very succesful bike with it.

If you guys like those racing guzzi's, I have an addendum. Of a Guzzi who doesn't sound that great but goes very well ! This year I was asked to replace the 61 year old driver who lead this Guzzi in 2008 and 2009 to victory in Classic Bikes championship in Belgium. The class he was racing in was suspended (because of too fast and too dangerous - A British rider lost his life last year during a race) and a new class (post-classic bikes from 72 till 82) was born, allowing 4 cilinder japanese bikes (only racing frames like Harris, Bakker, Martin, Egli etc.) So, all these bikes of the previous, suspended class were here again. What do you mean, too fast and too dangerous! I didn't have much time to get used to the Le Mans but it all reminded me of my old Le Mans. Long, low and mean. The small tires, small forks and the small brakes were my biggest concern. A part of the legendary 'diabolo' of Mettet, a 5km long triangle street-track, was the first race to ride. Also called the race of the mechanics because only the fastest bikes can win here. Saturday, I managed to get the fourth place on the grid, fastest of my class, the twins and triples (the fours and the factory 2 strokes are different classes in the same race). But when it was time for the warm-up lap I had a mechanical failure. The left sparkplug was ripped out of the head. In front of my eyes I saw the bikes gathering on the grid and I was standing there, lonely, at about 200 meters from the roaring machines and I couldn't be part of it. Too bad, too bad, there was some helicoil work to do. And a beer, and a beer, and a good night rest. I couldn't wait for Race 2 on Sunday. Again, time practice lead me to the fastest lap in my class. Same practice-time like the winners race-time yesterday. I had mixed feelings because that winner of yesterday is a really fast Beemer. And last year, and the year before the biggest contender of the Guzzi. I moved one place up on the starting grid, standing in third position, a Moto Martin 4cilinder on my right, and on my left an empty second spot where a Suzuki GSX should have been and on pole a Kawa 4cilinder. The Beemer right behind me, on the sixth spot, and a Laverda twin on seventh. Two other Dutch Guzzi's on 8 and 9. I never saw them again. I lead the Guzzi in my first race to second place, behind the Kawa, 9 seconds in front of my first contender, the Beemer, 13 seconds of the Laverda and 22 and 34 seconds in front of the other Guzzis. On 0,17 you see the start of Race2 on sunday, the Guzzi in second position. And a total impression of classic racing. http://www.youtube.com/watch?v=ZAhpZPl8-BI The two other Guzzi's with the Laverda in battle for third In last round, a very fast 2stroke is approaching. Too bad, shit like this also happens But in the end, whe're all feeling like kids Next time, I'll tell you a story about these guy's

That's good news, Jihem. Been there today at Mettet. They are not that difficult on the noise. My friend with his Daytona (Termignoni with db-killers) got several (friendly) warnings. First time was 102db, second time was 106db. But they never took him off of the track. I even didn't get a warning, and I passed the db-meter at full throttle.