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GuzziMoto last won the day on April 17

GuzziMoto had the most liked content!

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About GuzziMoto

  • Rank
    "I live here"

Previous Fields

  • My bikes
    '07 Griso '01 V11 Sport '93 Daytona 4v '87 650 Lario Aprilia RXV550 Roadracer project
  • Location
    The skinny part of Maryland

Profile Information

  • Interests
    Fast bikes and Loose women (except when my wife is around, then it is just Loose women.

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230 profile views
  1. I have one of the first Griso 1100 2 valve bikes sold in the state of Maryland. It is titled as a 2007 model, but I bought it in 2006. I don't think there are any in the USA that are before that. But, you can get them fairly cheap and they are great. Originally I wished I had bought a later 8 valve Griso, but then when they started eating their valve trains I decided I was good with the "mundane" 2 valve motor. I think it was in 2009 that the 8 valve version came out, but it may have been another year before it was in the USA. But I could be wrong.
  2. As mentioned a few times, simply having the brake lever mis-adjusted so that the lever does not allow the piston in the master cylinder to fully return can cause the brakes to drag and heat up which then causes them to drag even more and the whole thing just spirals down the toilet. Make sure the master cylinder piston is fully returning. You should be able to push the pistons in the caliper in and the fluid behind them should freely return to the reservoir at the master cylinder. If not, something is wrong.
  3. I know they are steel. I do not know what alloy / grade of steel.
  4. WD-40 could be bad. But another possible issue is the brake lever is not adjusted correctly. It sounds like the lever may be not allowing the piston in the master cylinder to fully retract. That can cause the brake to drag, and as it drags the fluid heats up. The fluid heats up and expands. Without a way to bleed the pressure from the expanding fluid the brake applies more pressure on the pads to the disk. Thus continuing the cycle. If the seals swell, that is clearly bad, But for it to apply more brake pressure as it gets hot points to te master not being allowed to fully return so that fluid can freely pass back into the reservoir. Another way it can happen is if the reservoir is over-filled.
  5. That is great. Can I use that?
  6. It certainly made the forum more active, but I can't say I miss RH.
  7. Cracks in those boots are fairly common. Most of the time the cracks are on the surface and don't go all the way through. If you do have cracks that go all the way through you would want to replace the boots. Short term you could try silicone sealer or a section of rubber hose the right size. But long term replace the boots.
  8. GuzziMoto

    Riding gear

    By the way, I like those boots, Jaap. I have worn plenty of racing style boots, and they are a good thing to wear. But now I am older and I find that boots like that are more useful to me.
  9. GuzziMoto

    Riding gear

    We ride in Aerostitch Roadcrafter 2 piece suits. Sometimes we wear the pants and jacket, sometimes we wear just the jacket. The wife has a couple different pairs of motorcycle boots, I used to wear motorcycle boots but I have gotten lazy about that and now tend to wear generic work boots. We both always wear full face helmets and motorcycle gloves. Our favorite helmets are Arai, but we both own a variety of helmets. When comfort matters most, like on longer rides, the Arai helmets are the go to. My favorite gloves are RS Tachi, they are the nicest gloves I have ever worn. But we also each have at least one set of deer skin gloves. They are comfy and durable. I also have a set of elk skin gloves I like.
  10. Before you blame the insides of the transmission I would make sure the external linkage isn't binding on anything. The distance the lever moves to change gears is not the same between all the gears, it seems to have to move farther as you go to higher gears. This can cause an issue with the linkage binding that was not there when shifting between the lower gears. KISS. Check the simple stuff first.
  11. I am not the expert Meinolf is. But my two cents is.... I am not a fan of the way you are supposed to balance the Guzzi motor using the air bleeds at idle and the rod that connects the throttle bodies at 3k rpm. I would prefer to do what Meinolf says, close the air bleeds and balance the throttle bodies by adjusting the rod between them. That is basically how every other motorcycle I have balanced the throttle bodies / carbs has done it. I also prefer to use one throttle stop to set the idle. I feel that is better as it eliminates a possibility of inducing variation in opening the throttles. If you use two separate stops and the linkage develops play in it you may find that it opens the throttle body the cable is attached to slightly before it opens the other throttle body. I think it is better to use the throttle stop on the side the cable is attached to. The other side then should maintain the same relationship with respect to the first side regardless. If there is any play in the linkage it will always be held tight against the closed side of the play by the spring that is trying to close the throttle body. If anything I say on this seems to contradict Meinolf, I would suggest you listen to Meinolf.
  12. Sadly I don't have your answer. Aside from basic tuning stuff like making sure the TPS is set right I have not had to do anything to adjust the fueling of my Daytona. Why do you say it is rich?
  13. As I recall, with the emulators you weld up some of the holes in the damper rod and enlarge others so that all the oil must go through the emulator. Not to unlike the issue we have with the cartridge forks on the wife's V11.
  14. It looks to be a widget that fools the system into adding more fuel, as everyone assumes that emissions means lean and to make it run better you need more fuel. That is an incorrect assumption. Word on the street is it fudges the temp sensor to trick the ecu into adding more fuel. I would not install one on any of my motorcycles.
  15. Springs are easy to tell. Measure sag, measure how much it sags without you on board and measure how much it sags with you on board. Using those three data points (fully extended, sag under just the weight of the motorcycle, and sag under the weight of you on the motorcycle) you can figure out if the springs are the right rate. Add preload (or remove preload) until the sag with you on board is around 20% - 25% of the total suspension travel. Then see if sag under just the weight of the motorcycle is around 10% - 15% of travel. If sag under just the weight of the bike is too much when sag with you on board is right your springs are too stiff. If sag under just the weight of the motorcycle is too little when sag with you on board is right your springs are too soft. That is because it takes too much preload to get the sag with you on board right if your springs are too soft. There are at least two different versions of 'zooki's. To my knowledge both are cartridge forks. Simple cartridge forks, but cartridge none the less. On the earlier version of 'zooki's like on my wifes red frame V11 the compression dampening is non-existent as built because there is too much oil bypassing the valving stack. To get it to work better we blocked one of the two bypass holes so that oil actually had to flow through the valving stack. It worked much better after that and the dampening adjuster actually did something. Before all the adjuster did was affect the last inch of travel because that is when the piston passed the bypass holes.
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