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.

Okay, today was the big testday of the Q2's. Although this is a streettire I use them for trackdays. And to be honest, I've never had such a beautiful tire at the end of a trackday. Place to be was the brandnew track at Mettet in Belgium. It's a rather small track but with all ingredients like very short turnbacks, very fast sweepers (a parabola), even a mini corkscrew. I've been riding 2 hrs (6x20min.) and they still look like brandnew. They are instantly warm, I mean after 2 minutes you can really go full throttle. They gave me a lot of feedback and never showed any sign of malfunction. No remarkable wear and you can go lean, very lean. I read somewhere they have the capability of 52,3°! Of course, we don't have to manage 150hp with our Guzzi but I dare to say, forget about the SuperCorsa's or PowerRaces. This tire has got it all. I cannot add anything to the best reviews of this tire. POSITIVE: pretty much all NEGATIVE: none!

I'll come back to this. Just mounted a pair of Q2's but no experience yet. They are supposed to be the best streettires in years. We'll see.

My fears for coating the rims was ungrounded. They are looking good. Do I see on the pics you have mounted the rear shock upsidedown? Is there a reason to? I'll bet you're having a nice WE puzzling this all together!

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Thanks Jihem, that's a pic we can do something with. I've been looking at it for about half an hour and this bike definately is an eyecatcher. I painted it green, blue, even babyblue but I think it's looking fine in yellow. With a big gold/black Guzzi logo. Just an idea.

Should have known this before!! Just bought me set of SIL silencers. But not sure if they're silent enough! The stock silencers work pretty well. A huge reduce in noise and only 3hp loss at top. Maybe I will just resell the carbon SIL's.

Thought I read something here about powdercoating the gold anodized OZ Racing rims ?? So you definately want to keep the 'aprilish' eagle? Have you considered wrapping instead of painting? In that case you don't have to use the old eagle logo. They can print anything on vinyl.

Same reply over here, Jaap. Sorry, it doesn't touch me. This is a bike that cries for attention. Give it to her. If you really like those static colors then paint something (frame for example) in a fresh sparkling tint like orangered or even babyblue. Of course a photoshopjob isn't the same as the real thing. I've seen a red framed silver (sparkling silver) / white Sport before and it was stunning. Have you painted the OZ wheels in that maroon color now?

Hi Jihem, same problems here! It's not only the exhaust that makes db on our aircooled pushrod twins. Is your GB breathing free? Try to temper that sound first. Put some Unifilter or Pipercross filters (or alternatives) over the rampipes. Try to minimize that intake sound first. You say you haven't repacked your cans in 5 years. You should do it now then. Get some rvs (inox) metalwhool. Brico has them (nr2 is better than nr0). Don't use normal steelwhool! Unless you want to put the place on fire. Secondly, go to a shop where they sell fireplaces, kitchenovens, woodburners, ... (hope u understand what I mean 'cause I don't know the exact names for these things) and ask for some thermal (ceramic) whool (the same blankets welders use) Wrap your perforated tube with the rvs whool first and then the thermal whool. Hold the stuff together with some paper (painters)tape to fix it in the outer exhaust tube. And then there is something i've seen on racing cars, even F1 exhausts. You have to stop the sound waves and want them to reflect into the silencer whool. Fix a simple metal wire or a small piece rvs in the diameter at the end of the perforated tube. I haven't got the opportunity to test this with a db meter, so I can't say for sure if this really works. But don't restrict the exhaust too much with db killers. By the way, I don't think you got the way of measuring right. They will use the new FIM method. db-meter is 2m away from motorcycle and you will have to rev it up from idle 'till red and back to idle! That is what the organisator says. If they do it the way you assume there will be a tolerance of 2,9 db. And with all those Guzzi's there I don't think you (we) will be the only ones! Do you know how silly this sounds! The classic races in Mettet (there have been held races there since 1925) are not allowed on the track because they run open exhaust and megaphones. They will still have to race in the streets of Mettet as they has done over the last 85 years!!

Very interesting stuff here! Pete, at what pipe/tube diameter you think the pipe isn't restrictive enough? And although spilling fuel instead of making HP. I have no idea but what is the diameter of the primary and secundary tube of the 8V?