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The Monkey

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The Monkey last won the day on March 30 2016

The Monkey had the most liked content!

About The Monkey

  • Birthday 11/13/1962

Previous Fields

  • My bikes
    2002 Lemans, FBF Pistons, Valves, PCM111 Sold. 1962 FLHF, 2000 XLHS
  • Location
    Vancouver Island, BC

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  • Interests
    Riding 2 or 1 lane roads. Any oddball mechanical shit, funky places that serve proper coffee and offer something other than the usual road hoo ha, and of course micro breweries. When I get a chance I hop to it and ride dawn to dusk as many days as I have available. Been employed on the water for 4 decades, own a canoe.

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  1. Sorry poorly worded Doesn't the alloy benefit from the expansion and contraction due to heating and cooling and the lubricant in that process play a part regards longevity or stasis of the material?
  2. We have to normalize or anneal hooks used for lifting. Ferrous material. this temperature treatment (controlled cooling) ensures the molecules are aligned for the task (proof load) does alloy not respond in like fashion? I was under the impression that the temperature fluctuation with the lubricant helped the material stay supple (relatively) am i mistaken?
  3. Glyptol was the go to for the cases on old American bikes. Now with the scarcity of correct parts from the 20s -50s this practice has revealed its shortcomings. Sealing against porosity locally makes more sense than overall as with time (30 yrs and on) the total sealing effect results in a dry aluminum or alloy that is difficult to work with being incredibly brittle. I'll throw this out here that any metal or combination of metals that can be fed (in our case oil aided with temperature change) should be fed. A parallel is ceramic material, Think of the old set of cracking ceramic dishes that were never used. Ceramics need water and temperature change regularly to resist brittleness and cracking, its the same with your motor (oil not water obviously). A local point where oil makes it through is worth rectifying but only for that point. Isn't it the rate of cooling that dictates the imperfections of alloys. it should not be a problem for the V11 as it is not a "busy" head. The 4 valve though (old and new) obviously should have had a better quality or smaller production supply to address the issue.
  4. The Monkey

    The Monkey

  5. I think you'd have to add 2 more cylinders to increase torque by 20%. Definitely remap the power commander. I lost 10% top end power and got easy 50% increase in fuel mileage when I did mine. The CDs are available, hook up a laptop and remap With my bike I suspect the original owner wanted to get as much as he could out of the machine. Also the shop had to produce a noticeable punch at the top end considering the cost of the Fast By Ferracci kit. The map I discovered on my 02 was not even designed for a V twin, it pulled hard to 220-225 km/h then rose smoothly up another 20 km/h. Fuel light would come on 150-170km I chose a far more conservative map and tuned the manual adjustments on the Power Commander until I had a favourable plug reading at 5500-6000 rpm Yes I lost the frenetic thrust at the final rpm range but gained big time on economy. As I was touring about on the V11 this made more sense. it could still dance 4th and 5th gear 150-180km/h and with patience would hit 230km/h indicated, but when ridden 120-140km/h the fuel light wouldn't show till over 280km Final tip for fuel economy- don't use top gear at highway speeds. Long legged and easy to live with means 4th gear at legal limit. Hey its Italian! I miss that bike
  6. Power There is nothing like experiencing that surge at high speed that only power can attain Economy What is that feeling when your low fuel light doesn't come on when expected or you get another 10-12% before shifting to reserve? Personality All 2 wheelers have a happy area where they shine. Are you happy in that machines moment?
  7. Great work gloves in that shot, unlined leather for less than 20$ Total respect Leave the wallet at home Save a ton
  8. How about one of those Triumph motors for a base under a glass coffee table?
  9. The Lemans fairing topped it off for me always loved Moto Guzzis approach to wind control I would only put an old SP Guzzi up to the V11 Comparison to anything but a V twin seems secondary as that is where a good bit of the appeal lies you can go a lot quicker for sure but does it tickle you the way it should These bikes were produced when everybody was into the V twin game. At 80 odd horsepower they just made more sense The Moto Guzzi is a peach, Ducati a plum. BMW compares as a fig -although I would probably grab an old toaster tank just to talk to the lesbians
  10. I do not ride behind Harleys, It mustn't happen. Certainly not on an Italian Stallion. I refuse to do it even when I ride a Harley. Its more fun to pass between them. Trail Braking is not unexpected..... the Spanish Inquisition was though
  11. Laverda parts: Columbia Car and Cycle Nakusp BC Go ride the Kootenays, you will be passed by one
  12. Riding fast is easier than explaining how to ride fast for most. Nick Ienatsch in his book Sport Riding Techniques does a very good job of transmitting the information you need. There are a few key things to understand and apply prior to practicing trail braking. This will benefit you when and if you do get out for the track day tutorial. Have fun, hopefully you have access to some corners.
  13. It influences the machine. Done right it creates a constant or settling and allows a faster entry. The point is to set the machine up for the next step (acceleration out of the corner) Practice it very gently using both brakes and then compare utilizing either brake. You will be amazed at your entry speed difference when you've acclimatized to it.
  14. That picture should be reposted with an invite to caption Docc Great shot
  15. The Monkey

    Zinc chromate

    Thats not a stainless bolt holding that cover on is it docc? Looking good though for a 100,000 mile motorcycle
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