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My 2002 Moto Guzzi Tenni did not come with its suede seat, I bought a V11 black seat and want to have it recovered to match the suede version as supplied with the Tenni. My questions are as follows. -did they use a real suede leather for the Tenni? - if it was real suede was it cow hide or pig hide or other? - if it was a man made suede what is it called please? Thanking you in advance for your replies.

Thank you for all the information will now source material here in the UK. Thanks again!

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r-11cv4x{0%{transform:rotate(0deg);}100%{transform:rotate(360deg);}} @keyframes r-imtty0{0%{opacity:0;}100%{opacity:1;}} .r-47bgc{position:absolute;visibility:hidden;top:0;width:50px;pointer-events:none} .r-47bgc.loaded{visibility:visible;top:50vh;width:50px} The Coppa Italia in motorcycle racing refers to a national-level circuit racing series in Italy, primarily focused on production-derived motorcycles and serving as a stepping stone for aspiring riders. Organized under the auspices of the Federazione Motociclistica Italiana (FMI), it has evolved from its origins as a dedicated championship for near-stock bikes into an integrated component of the broader Campionato Italiano Velocità (CIV), Italy's premier national speed championship. Below is a chronological historical account, drawing on its development, key milestones, notable riders, and structural changes.Origins and Early Years (1984–2000: Campionato Italiano Sport Production)The series traces its roots to 1984, when it was established as the Campionato Italiano Sport Production (commonly abbreviated as Campionato SP or Italiano SP). This was designed as an accessible entry-level competition for motorcycles closely derived from road-legal production models, initially limited to a maximum displacement of 125 cm³. The goal was to provide a cost-effective platform for young and amateur riders to compete using bikes that required minimal modifications, fostering talent in a controlled environment. Regulations emphasized stock components, with manufacturers like Aprilia, Honda, Cagiva, and Yamaha supplying official kits for approved upgrades (e.g., exhausts, suspensions, and brakes) while mandating that elements like tires remain catalog-available and road-compliant.In its early seasons, the championship featured a single 125 cm³ class, but it quickly expanded to include multiple categories in some years, such as 350 cm³, 500 cm³, 750 cm³ (split into 2-cylinder and 4-cylinder subclasses), Battle of Twins (for twin-cylinder bikes), Stock 600 cm³, 600 cm³ Special, and Naked classes (divided into under and over 650 cm³). Races were held on Italy's iconic circuits, including Monza, Misano, Mugello, and Vallelunga, typically as multi-round series with points-based standings.This era produced several future world champions. In the late 1980s and early 1990s, the 125 cm³ class became a breeding ground for talent: Loris Capirossi debuted and honed his skills here before moving to Grand Prix racing. Max Biaggi made his mark in 1990 on a Honda, then switched to Aprilia and won the 125 cm³ title in 1991 at age 20. Valentino Rossi claimed the 125 cm³ championship in 1994 aboard a Cagiva Mito, a pivotal step before his 125cc World Championship win in 1997. Regulatory tweaks reflected technological shifts; for instance, in 1992, the carburetor diameter for 125 cm³ bikes was capped at 28 mm (using Dell'Orto PHBH models) to ensure parity and control performance.The FMI directly managed the series during this period, aligning it with broader efforts to promote motorcycle sport in Italy amid the country's rich racing heritage, which dates back to the early 20th century (e.g., the first Italian motorcycle championship in 1911).Transition and Renaming (2001–2013: FMI Coppa Italia)Around 2001, the series was rebranded as the FMI Coppa Italia, retaining its focus on production-based racing but adopting a cup format to emphasize trophy-style competitions. This name change aimed to broaden appeal and integrate more amateur-friendly elements, while maintaining the core SP ethos. The 125 cm³ class remained a constant, but the event structure continued to feature diverse categories, with champions crowned across subclasses based on historical results.Organization shifted temporarily: From 2006 to 2008, management was outsourced to the Gruppo Mototemporada Romagnola, a consortium of four Romagna-based motorcycle clubs (Paolo Tordi, Celeste Berardi, Renzo Pasolini, and Misano). This period saw efforts to enhance regional involvement and event promotion. By late 2008, control reverted to the FMI.A notable update in 2008 allowed alternative carburetors (VHST 28 alongside PHBH 28) to comply with emerging Euro III emissions standards, ensuring newer 125 cm³ models could participate. Key events during this phase included high-profile rounds at circuits like Misano and Mugello, with participation often exceeding 200 riders. The series gained reputation as a "talent factory," with alumni like Marco Melandri and Manuel Poggiali progressing to international levels after early successes in SP classes.Integration into CIV and Modern Era (2014–Present)A major evolution occurred in 2014, when the Coppa Italia was absorbed into the Campionato Italiano Velocità (CIV) framework, transforming it from an independent series into a dedicated class within the national championship. This integration aligned it with CIV's structure, which itself has a storied history dating to 1911 and includes categories like Superbike, Supersport, and Junior classes. The move aimed to streamline Italian motorcycle racing, reduce redundancy, and provide a clearer progression path from junior levels to professional.Post-2014 classes emphasized youth development and production bikes, including: 125 cm³ 2T (two-stroke) 125 cm³ PreGP 250 cm³ PreGP 250 cm³ 4T (four-stroke) Champions in these categories have included Daniele Scagnetti (125 2T, 2014), Tony Arbolino (125 PreGP, 2014), Stefano Nepa (250 PreGP, 2014), and Yari Montella (250 4T, 2014 and later years). The series now operates as part of CIV Junior for younger riders, with events often bundled into CIV weekends.In recent years, the broader Coppa Italia Velocità has expanded to include amateur and professional trophies such as the Dunlop Cup, Pirelli Cup, Trofeo Italiano Amatori (launched in 2005 for skill-based grids), and RR Cup, attracting up to 400 participants per round. Calendars typically feature 4–6 rounds at venues like Mugello (April), Misano (June and August), and Vallelunga. For 2025, the schedule includes Mugello (April 12–13), Misano (June 7–8 and August 1–3), and Vallelunga (September 20–21).Specialized offshoots have emerged, such as the FMI Aprilia Sport Production Championship (revived in 2020 for riders aged 11–14 on Aprilia RS 250 SP bikes), echoing the original SP spirit and producing talents for Moto3 and beyond. Additionally, vintage editions like the Coppa Italia Motocross d'Epoca (for historic bikes) and Coppa Italia 50 cc pay homage to 1970s-style team competitions.Legacy and ImpactThe Coppa Italia has played a crucial role in Italian motorsport, bridging grassroots enthusiasm with professional pathways. Its emphasis on affordable, production-based racing democratized access, contributing to Italy's dominance in MotoGP—over 20 world titles since the 1990s trace roots here. Despite challenges like safety concerns (e.g., the shift to permanent circuits in the 1970s) and regulatory adaptations, it remains vibrant, with 2025 events promising packed grids and fan engagement. The series embodies Italy's passion for two-wheeled speed, evolving from a niche 125cc contest into a multifaceted national institution.

Yes I think it is promotional material based on the 2002 Hillclimb 2005 Moto Guzzi V11 Ballabio V11 Ballabio — Named after the Italian Hillclimb Speed Championship, Moto Guzzi introduces the V11 Ballabio. Higher handle bars for a more relaxed riding position. The latest 90º V-Twin with added crossover pipe and increased compression ratio to 9.8:1. Brembo Gold Series brakes. 180/55 17″ rear tire. Available in Red and Black. Making racing history “Ballabio-Resinelli” is one of those names that are burned into the annals of motorcycle racing. The Ballabio is a true test of a bike’s speed and its rider’s prowess, a hillclimb around tortuous bends that bring out the true character of man and machine. To have any chance of winning, a machine must have bags of power at low revs, must be flickable and compact, and must have suspensions to match. This meeting of tradition and technology, an event that after 29 years has become part of motorcycling history, is one in which the machines of Mandello del Lario excel. To celebrate its victory in the Modern Open Class of the 2002 Ballabio uphill, the third race in the Italian Hillclimb Speed Championship, Moto Guzzi is giving this legendary name to a new model, the V11 Sport Ballabio.

I just unpacked a new inventory. 2 will go out Monday. I have 9 on hand.

@SierraTango That Lemans sure looks nice!

Brings back some fond memories! I loved that Ballabio and it was tough to let it go after all the adventures we had on it. When I decided to get back in the V11 fold I searched for a Ballabio, however since I had already had one and always wanted a LeMans that's what I went for. Loving it!

Why was the Ballabio unloved? I had a new one around 2004 and it was a great bike. The only reason I sold it was to help with a down payment on a house. I'm in CA and IIRC a gentlemen in MA bought it off Cycle Trader and had it shipped back there. It was Christmas gift from my Dad RIP, so maybe I have some rose colored glasses on. I enjoyed the bars on the top yokes, bikini fairing and it was beautiful in red. My then wife RIP and I rode it to the Grand Canyon and into Southern Utah and it never missed a beat, so again I might be a bit sentimental.

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@pete roper I've had some suggestions that this ~60k motor 'probably' needs main and rod bearings. What's your thought on that? Oil pump? Chain? Though this is a basket rescue, my kid is planning to do some long tours on it so budget isn't really the priority. Docc's bike has twice the miles and isn't coughing and smoking, though I don't know the specific level of maintenance this thing had over it's life.

The unloved Ballabio was apparently named for some victory in the 'world famous' Ballabio-Resinelli hill climb (mountain road race). Somehow, it missed the headlines.

Replaced exhaust hanger that had gone AWOL (thanks @MartyNZ for the help), evened out the exhaust height/spacing. Snugged up a few bolts that were loosening (hoping that will stop the small oil seepage problem), swapped stock ECU for the Titanium Kit Racing one, replaced the rubber nuts on the belly pan, gave it a bath and checked the tire pressure, ripped around a bit and topped off the tank. Ready for a proper ride in a few days.

I had always heard the V11 Coppa Italia was intended to celebrate Italian soccer successes. Yet, I am not finding a good reference for that recollection. The web, now, is making reference to commemoration of a motorcycle race ca 2003-2004. One source states, " . . . the V 11 Coppa Italia takes its name from a famous Italian championship in which Moto-Guzzi recently excelled. It's also a "Replica" model of the machine that took part in this cup. " Yet, I cannot find any images or references to such a race much less a race bike that the Coppa Italia would be a "replica" of. What would Moo Guzzi have even taken to the races in 2003? Something @Pressureangle posted in his 2000 Redframe on Deck thread prompted me to look further into the V11 Coppa Italia, hear your recollections and bring together some references for its origins . . .

Every time I touch this thing it comes further apart and costs more lol Well, the frame's off the motor now, as it was the front engine mount that needs the paint...I do get the brother-in-law deal at the painter but I was more thinking 'automotive engine enamel fire engine red'. <sigh> I was waiting to decide on the bodywork until it was mechanically sound, but maybe I'll just pack it up and take it all tomorrow.

I had it matched perfectly at the local automotive paint supplier. The guy there did it by eye, no fancy spectrometer. Re painted pork chop against original seat and main frame. The colour match is perfect but the lovely depth and gloss of the 2K paint is way better than the original paint/powder coat. Phil

I recently saw @Lucky Phil's V10 Greenie. He pointed out a bit that he had had painted, and it really was a very good match to the rest of the frame. I think he wrote about it here, but I don't know where. Perhaps he knows which paint was used. EDIT: Phil was obviously writing the same time I was, see the next post...

Cool I’m keen then

Cheers guys I have not been out on the bike with the toons yet I think I will get them fixed judging by these replies

@SierraTango I for one love my 2004 red Ballabio. Of my current 8 bikes it is my favorite and of the nearly 30 I have owned it is my favourite. I currently have the Lemans bars and upper triple plate on it, but have been gathering the parts to reinstall the original bars which I have. I do like the Lemans clipons, but for long rides the neck arthritis doesn’t like it.

Ah, so I'm not the only one after all.

It would be very interesting to know where the operator of that site got it from. As far as I can tell, there is no "original research" done there. It is all sales brochures or articles sourced from somewhere. A very useful and interesting site, but not always accurate. I informed the operator once about an incorrect photo, and recieved a very friendly thankyou message in very short order. The photo was also swapped out within a couple of days. The address in the quote is wrong, though. It has ".za" on the end, not ".nz". https://www.motorcyclespecs.co.za/

@docc The promotional information came from motorcyclespecs.co.nz Coppa Italia specs just reference it as being a celebration of Moto Guzzi participation the Italian Naked Bike championship in 2003 The commune of Ballabio where the hill climbs were apparently held is about 6 km north west of Lecco, very handy and close to the Moto Guzzi factory.

No to both, but... I reckon the "soccer connection", whilst not impossible, is not very plausible. The "naked bike series" on the other hand seems to be, at least a bit. The reference does keep popping up, in text in ads, but also in articles here and there. That might be a case of "authors" quoting each other in circles without checking sources, but it is very persistant. Together with that, in and around 2003 Guzzi hadn't quite given up trying to keep up with "modern" sport bikes. I think it is fair to say that the V11 series was the last attempt to produce a sports bike, before the company changed tactics and went on with things like the Breva and Norge range. The Griso was "sporty", but more of a "muscle bike" than a sports bike. So therefore I consider it quite plausible that they had a go at the national cup for naked bikes with a V11 model, even though I didn't find any direct references with a quick search. It seems to me to be, all things considered, a sensible marketing action for the period.

While I had SuperGrok open Putzen around... 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r-11cv4x{0%{transform:rotate(0deg);}100%{transform:rotate(360deg);}} @keyframes r-imtty0{0%{opacity:0;}100%{opacity:1;}} .r-47bgc{position:absolute;visibility:hidden;top:0;width:50px;pointer-events:none} .r-47bgc.loaded{visibility:visible;top:50vh;width:50px} The Moto Guzzi V11 LeMans Tenni, a limited-edition model produced in 2002 and 2003, came with a distinctive suede-covered seat as an optional feature alongside a standard black vinyl seat. Based on available information, the "suede" used for the Tenni's seat was synthetic suede, often referred to as microfiber suede or a similar man-made material, rather than genuine animal-derived suede. This aligns with trends in motorcycle seat manufacturing, where synthetic materials are favored for their durability, weather resistance, and lower maintenance compared to natural suede.Key Details: Material Characteristics: Synthetic suede, such as that used by manufacturers like Luimoto (a prominent supplier of aftermarket Moto Guzzi seat covers), is typically made from polyester or polyurethane-based microfiber. It mimics the texture and appearance of genuine suede but is engineered to withstand the harsh conditions of motorcycle use, including exposure to UV rays, rain, and abrasion. This material is described as "marine-grade" in some contexts, indicating enhanced resistance to moisture and wear. Practical Considerations: Sources note that the Tenni's suede seat, while luxurious and comfortable with a pleasant smell in the garage, was less practical for long-distance or wet-weather riding due to potential water absorption, leading some owners to prefer the vinyl seat for regular use. Manufacturer Context: Moto Guzzi, like other motorcycle brands, often sourced seat materials from specialized suppliers. The use of synthetic suede aligns with industry practices seen in other models (e.g., Luimoto's seat covers for Moto Guzzi V7 and Audace models), which emphasize synthetic suede for its longevity and ease of maintenance. Why Synthetic Suede? Durability: Unlike genuine suede, which is prone to staining and water damage, synthetic suede is more resistant to environmental factors, making it suitable for exposed motorcycle seats. Cost and Consistency: Synthetic materials are less expensive and provide uniform quality, important for limited-production models like the Tenni (only 170 units produced). Aesthetic Appeal: The suede-like texture complemented the Tenni’s premium, retro-inspired design, enhancing its exclusivity without the impracticality of natural suede. While no source explicitly confirms the exact supplier or brand of synthetic suede for the Tenni’s original seat, the consensus from related discussions and aftermarket examples points to a high-quality microfiber-based material, likely similar to Alcantara or Dinamica, which are commonly used in automotive and motorcycle applications for their suede-like feel and robustness.If you need further details or want to explore replacement options for the Tenni seat, let me know!

Crafting a separate topic for this Coppa Italia discussion. Trying to learn more about the elusive, and alluring, V11 Coppa Italia!

Add the 2005 Scura R to the Öhlins list.

ok. That looks pretty crummy

Well, I guess I shouldn't have expected perfection... whilst cleaning up the rear drive, noticed the main crown bearing feels... old. So, out with the old and in with the new. Not too happy about the apparent quality of the SKF installed at the factory- the contact pattern on the crown gear shaft shows evidence of Chinesium. Nothing $200 worth of Timken and new seal can't fix.

It actually rained just a bit 10 minutes after that photo. But she is dry in the garage.

I've ordered sealing washers in both reinforced BUNA-N and UV resistant EPDM for the rear drive. We'll see how they fit, and then how long they last. And a 10-pack of Picker relays. This thing is still wearing all 5 originals.

Scrolling down through all the images, the seller clearly shows the V11 sport they dismantled: 2003 "carryover" Sport (2002 specification like a 2002 LeMans), black 40mm Marzocchi.

I ended up putting a 15M ECU in mine so the lambda is not used. Now if someone had a titanium race map for the 15RC I would try and use the lambda again but maybe the race map turns it off anyway. FYI I found the Titanium race map better than the meinolf map for some reason. I am in the middle of comparison on the road this month to try and provide seat of the pants feedback.