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https://youtube.com/shorts/EC9oNwN6rO4

The MM 3 1/2 was one of my favorite bikes ever! Not many in the US. There was a guy that had a earlier Spoke Wheel/Drum Brake around LA I wanted one for a long time. There was one place in the US called Herndon Motors, I called for any bikes for sale, the owner gave me the number for a guy in Ohio that had one, but a later disc/alloy wheel model. We struck a deal, he mentioned he had some spares he would include. When the bike arrived by transporter, the driver pulled it out and it was near mint. He also complained he wasn't a moving company and proceeded to off load big boxes, including a full factory faring and 2 into 1 exhaust system. When I went to title the bike in NC, they didn't have MM in their system. Took a while but got it titled. I rode it in the stock trim you see in the picture, then sourced a tank and side panels from North Leicester Motors in the UK. My painter painted the new tank, panels and fairing and I installed the 2into1 exhaust. That way I could bring it back to original configuration in about 2 hours. Wish I had kept photos it was beautiful!

There's the logistical problem of not actually having one.

Fran Contaldi was the "Sales Guy" I was referring to in my original post. I met Donna a couple of times, and IIRC it was her Mille that I got to demo. I never did meet Dr. John, however the image of the Daytona on the showroom floor is burned in my brain. Fun times-I wonder where they are now. I bought a CX100 from a private party and Midway serviced it, I later sold it to fund a 1979 Moto Morini 3 1/2 Sport that I had shipped from Ohio. After that I sold the Morini to fund the purchase of a new 1999 Laverda 750S full faring. I hit a deer on that bike. Enough about me. Thanks again for refreshing my memories!

Bring it!

Welldone, all around! You still have time to bring it (you've named "it", by now, I suppose . . .) to the SSR! Just maybe SSR Double-X/ Double-Eye

The absence of parts necessary to make 'visible' headway allowed, nay forced, me to attend the critical electrical system. Fuse and relay boxes examined and De-Oxit-ed. New Picker relays. No sign of any hardships anywhere, except the ignition switch which had the *very* expected mung and corrosion inside. DeOxit, brass brush, and dielectric silicone grease brings it back to new. Voltage regulator is wired to bypass the harness, so ok...I guess. With new wiring, anyway. Steering head out for bearing exam and service and removal of the... lovely hand-hewn handlebar mounts. Will need some decorative blings to cover the holes in the top tree. Strangely the steering head bearings are perfect, which leads me to believe they were replaced when the high bars were 'installed'.

3 1/2 morini 🤤🤤 would love to have one in garage, i did have its last incarnation, a 350 Dart which looked like a baby paso, and its much larger brother a 9 1/2, which was a 1200 and not a 950

Is an MGS-01 a Spine Frame? 'cuz I'd like to bring one to the SSR.

Looking at the ground on brain there, original ? Good upgrade is a separate ground instead. Learned it here . Cheers Tom.

My Italian is not so good, but doesn't that translate "Fast & Lusty ?" Reminds me of a girl I dated in college . . .

Would love to have seen images of that, sounds really interesting. Both my morinis came from North Leicester. Stuart retired a few yrs back and his son took over and rebranded as Lusso Veloce

I missed this when I rode up to Darwin back in 1990, but I did ride a camel up the riverbed! The bloke who lead the ride was a fellow Victorian who'd been in Alice Springs for about 5 or so years and told me that when he got homesick, he'd grab a beer and sit in his tin shed with the sprinkler on the roof to remind him of home..... Yep, it don't rain much up there or didn't 30 odd years ago! Cheers

Thanks docc, I'm trying to move to spherical bearings. After re-reading the OP I realized he answered my question in his first post. He couldn't find bearings with the correct ID, hence the stepped spacers.

Oh, yes, indeed! Curiously, though, the swingarm attaches directly to a machined rear gearbox plate (same 6speeder as our V11); no Frame Side Plates. And, by all means, bring it!!

MOTO.IT suggests the 2007 Guareschi racer looked like this: At least we know which came first:

posed your question. 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r-11cv4x{0%{transform:rotate(0deg);}100%{transform:rotate(360deg);}} @keyframes r-imtty0{0%{opacity:0;}100%{opacity:1;}} .r-9dwxi0{position:absolute;visibility:hidden;top:0;width:50px;pointer-events:none} .r-9dwxi0.loaded{visibility:visible;top:50vh;width:50px} The first "tricolore" themed Guareschi Moto Guzzi was the MGS-01 Corsa raced by Gianfranco Guareschi at Daytona in 2007. For this event, the bike featured a special livery with the Italian flag colors (green, white, red) on the left side and the American flag on the right side. viewed 75 web pages, cited 3 sources, one of them us. can you provide an image of this motorcycle? Not an accurate image as is typical of AI, at least Grok

SSR forecasting is coming into range: sunny, cooler with lower dewpoints. High temp at The Appalachian Divide on the Cherohala Skyway Saturday: 67ºF, lows: upper 40s-low50s. Y'all "Morning People" mind that windchill!

So i found most of what i needed, but front caliper bolts? this is for a 97 1100 sport. Also the sequence for front rim? Tighten axel the pinch bolts or visc versa Thanks again Rob Pancake

Uh, mine's 600 miles away at the moment but... Front caliper bolts, 'tight' lol Official torque spec for a 8mm coarse bolt is about 20 lbs-ft, but care is warranted since they're going into old aluminum that's had any number of repeated R&R on those bolts. Front axle, first of all put it through the forks without the wheel; it should pass through both sides easily. This will tell you that the length of the forks is equal and avoids any bind in operation. It may also show that your fork trees are not perfectly parallel. The fork tops *should* be equal in the top tree, but if they're a mm different better to have the axle straight. Then install wheel, snug axle nut a little to be sure the head is seated properly, snug pinch bolts, tighten axle nut, tighten pinch bolts.

As it goes back together, I have to review a *lot* of material on here, which didn't always sit in a space in my brain because it wasn't all relevant to my 1100 Sport.

That will certainly be a big surprise, more for me than for the rest of you!

If I had every part in-house I could have it assembled in time, but just can't get away. I got a special surprise for next year, though.

Perfect riding weather

Hi-ya, @kidboyblue! Not sure how to answer your question about the Heim joints, but here are a couple links addressing the reaction rod bushes in the original reaction rod .. . https://hmb-moto.de/Silentblock-Reaktionsstange-V11-alle-Modelle

Given the custom turned spacers are the big hurdle to following this guide... do they need to be custom? It looks like you made them to ride inside the heim joint but I can't figure out why. It seems like a heim joint with an ID that matches the bolt, plus a couple plain spacers with that same ID would locate the joint just as well. Would like to know if I'm missing something before I go that way.

Today's progress, brought to you by FEDEX, UPS, USPS and DHL holiday workers bringing my parts on schedule.

I've seen Barry Humphries live a few times, very funny, I'm a big fan. My ex wife was even called up on stage to perform with Dame Edna at one show. Dame Edna starts looking around the audience for a victim and I slide down in my seat as my ex jumps up waving her arms, Pick me, pick me! She did choose her much to my relief. First words to my ex upon meeting her on stage and looking at her hair was "bit blowy outside is it possum", Priceless. Phil

Yeah, I didn't think much of his list either! The only one worthy was the V4 Ape, I've heard one and they do sound very good. My mates MV triple with aftermarket pipe is way better than that MV four too and that should be on there! BUT.... a V11 with Mistral carbons (no db killers), Stucchi X and open airbox lid makes a beautiful noise and should head the list! I may be a little biased though....

She was only running on the right cylinder. The left cylinder pipe was getting a little warm but not firing. Checked the spark and it was good. Only left fuel as the problem. Swapping fuel injectors to see if that fixes it. This bike is a Rosso Corsa project bike I got about a year ago. Just now getting into it due to illness. It's been repainted except for the tailpiece and seat cowl. Only parts that still have Rosso scheme on them.

Of course if you're talking the quintessential Aussie it's hard to go past our Cultural ambassador to the court of St James Sir Les Patterson. This is all you guys need to know about Australian manhood.

The 'production' class H-D 883s were fine examples of CHEATING lol Nobody seemed to think twice if you got a push start, so the fast guys gutted the starters and fitted tiny batteries in the stock case. Removed half the magnets from the generator rotor, shaved the inside of the flywheels where it couldn't be seen without splitting the cases, shaved the inside of the rims where it couldn't be seen with the tires on... All stuff I learned after the class ended, of course. Starter cover weighs nothing, and...appears unmeddled.

I found it interesting this racer still has the starter cover . . .

She is nothing more than a flamboyant Café Sport!!

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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.

Today I received a big envelope with some really nice goodies and letters from the US. Thank you ‘spine raiders’ 🙏 And especially Docc! Hope you had a great weekend.

Its unfortunate that our dollar here makes a lot of those euro machines pretty pricey............. and then of course you add in transportation/taxes/duties and other BS and it kinda takes the fun out of it. But thx for that......... it was no bother at all. Thx for keeping an eye out for me. Ciao