Pressureangle

Thanks for that great shot, Docc. My '97 Sport-i is wide sump and has the same basic design as this photo, BUT they've corrected a flaw. Mine, where the 6mm bolt passes through the bracket has a broached flat for the head, leaving a hard machined corner right in the angle behind the bolt head. Here, they've raised the boss for the bolt and spot-faced, keeping the forging intact. If this bracket is available, I'll upgrade mine as I verified that it was cracking and welded a repair. The leg itself, though, is still short and mine has only the short nub to deploy it. The obvious answer here is just to install later V11 parts. If they're available, and not prohibitively expensive.

Sport injected is wide sump with additional 6mm bolt.

I'm not at all sure. I saw a couple different versions at the SSR.

How many different V11 models share the sidestand leg with 1100 Sport-i? One thing on the long list is the possibility of manufacturing new, sturdier and possibly relocated sidestand brackets. Recently someone stated their leg was broken off in shipping; my own stand has the foot nearly worn off, and I extended the leg a bit by drilling and tapping a bolt into the bottom of the foot. Not a pretty solution. So then, since brackets are already in my mind, what could be the demand for the leg itself? Perhaps if it was 1/4", 1/2" longer? Opinions? We have a military-grade aluminum forge nearby, with what I think is fantastic pricing- that is, on things they already have dies for- and their minimum order is 400. That's a lot of legs. What's the thought on having new ones made? Or is it better just to find a suitable replacement somewhere and make it work?

Yes, you could. We do not have a lobby, but we can receive customers. PM me for contact information.

I did my 10k on my 1100 Sporti with the factory tool kit (I assume it was actually correct to the bike) a 4" crescent wrench, the appropriate allen wrenches for the seat, rear axle, calipers, fairing and valve covers, the necessary socket for the front axle, an 11mm wrench for valve adjustment, a couple spare fuses and relays, and after my 4th tipover a spare spark plug and plug cap which should have been a no-brainer before I started out. I had ordered a tire repair kit with CO2 canister, but it didn't arrive before I left. I did in fact have a flat tire on the road up to Mt. Palomar- very lucky it was only a short walk to the ranger station and I had friends in Cupertino who drove over with a plug kit and tire pump. There was only enough cell service to get a text out, no calling a tow from there.

Maybe it's all a matter of familiarity and perspective.

I often wonder why on earth European countries allow Americans to drive there with nothing more than a valid licence from the USA. Though it may be an official law in Italy and other places, I've never been questioned upon renting a vehicle. I have, however, wished I'd had some frackin' driver training for local regs. Germany has some very weird road rules, and I got a ticket in Rome for passing through an intersection in a bus lane. I suppose it was marked, but hey...

I had a friend who had two sidecars, one on his Sportster- we went 'ice racing' on the lake one New Year's night, so cold the beer froze after we opened it... The other was a 750 GSXR flat tracker. Imagine a half mile on that one.

Not pointing at you, just remembering something I learned the hard way a long time ago.

I do not understand putting a sidecar on a sporting motorcycle, unless it's somehow physically more comfortable to ride in that position. I choose it, not because it's the *most* comfortable, but because I tolerate it very well and it's the motorcycle I want to be on when I get where I'm going to ride it. <shrug> Don't put your taste in other people's mouths.

I used high-quality high-pressure (modern EFI) fuel line, nylon fabric covered. It's gone 15k miles so far. It is larger in diameter than convenient, and stiff to route; I may when the time comes, plumb everything in metal and use only enough flexible hose to connect it all up. As far as the heat goes, once everything heat soaks to saturation, it really doesn't matter what it's made of or how you shield it. I put my pump (external, mine) in front of the frame and the filter under the tank. Has an occasional burp when red-hot in traffic, but never fails.

Don't misread me, I understand and appreciate the effort and the purpose. It's just not something I want to add to my psychological load.

Um yeah I already have way too many parasitic costs in my life I'm trying to simplify. If I needed hosting more than a couple times a year, or in some volume, or if it was profitable I'd do that. These days, I just let the internet work as organically as it does, which means there are holes and conflicts that I'm not willing to invest time to resolve, like this one. I have no idea why some people can't view the photos- that's a question for Jaap.

Can't see them using Microsoft browsers. The images are stored on Google. Follow the link; https://photos.app.goo.gl/G0SLNpS3doQyIRSx2

Squint.

Ah, no; just saw something Docc posted with that logo, looked it up and poached it. I was getting some other shirts done, and asked if she could do this. So she can. So you can too! Pookie's Place! I bought a few shirts, and the 'Guzzi shirt is premium Gildan so I don't know the exact price, but they were all just a bit north of $15, all custom like this too. I told her if it came out nice a few people might call it up. She'll do big, small, colors, whatever you want.

So, I did big on the back and small on the front. Big would be cool on the front, too.

There are a couple distinctions that need to be made; First, between what is theoretically possible between a valve of a certain size, and an inlet opening of a certain size. Secondly, between what Mother Goose has built, and what is theoretically possible between the existing valve and existing inlet opening. On injected Guzzis, moving the port mouth is a huge undertaking, so we are realistically left modifying what's between the inlet and the valve. So no, there is no way to make a Guzzi (or 2-valve Ducati) flow as well a modern 2-valve automotive port, simply because the ports are not as straight. Laminar flow is a function of velocity and delta of direction; if the change of direction is too severe, flow separates and becomes turbulent. So because we can't move the ends of the port, we have very limited ability to reduce the severity of change of direction. I'll have to hunt in my data and see if I have a record of the stock cfm on my LeMans heads to compare with what's there now, and if somebody can come up with a stock V11 head data that would be interesting as well. The thing about cams is that they're a lot of labor to change, relative to heads, they're not cheap, and ultimately still suffer the limitations of the stock heads.

The major concern is velocity, because that's what rams in the most air before the intake valve closes. Velocity and port shape have a correlated relationship; air will turn a given corner smoothly only up to a certain velocity. Then things get turbulent and the velocity is lost. So you smooth the path, and do it over again. There is a point of velocity at which mixture goes supersonic, and no larger volume can be drawn in; this is the point at which the port volume must be enlarged, to control velocity. Reduced high-rpm velocity also causes reduced low-rpm velocity, which hurts drivability. 'Guzzi heads as cast cannot be brought near the theoretical maximum velocity for intake valve size, because they simply have too sharp a bend, particularly in the port floor which leads to separation at relatively lower velocity (inertia of the mixture 'leaps' from the floor, like separating from an old carnival carpet slide). So no matter how you shape the port, ultimate charge density is lower than a better port with the same intake valve size. So, if you raise the port floor and D-shape the intake port, you increase the potential velocity before separation but without raising the port roof, you reduce volume and increase velocity past the point where the charge goes supersonic at high rpm and you lose top end power. Not to say that there isn't some room for improvement this way, but no path to theoretical maximum without raising the roof. To the statement above, "hogging the bowl" only leads to a worsening of port floor shape. This is not specific flow bench and dynomometer data from Moto Guzzi testing, this is general port design theory coupled with conversations with my engine guy about my '85 LM1000 heads (and 25 years of engine development discussion). So it's my somewhat informed opinion that having a competent and experienced flow bench man port your heads is very valuable, and easy for any garage mechanic to install, and the best bang for buck simply because a different cam is still sucking through the same holes. We're not talking about turning a Honda CB into a superbike, a V11 is already closer to max potential than some pedestrian under-performing engine- the stock cam is pretty stout by most OEM measures. That is to say, a 'hot' cam isn't as much different in your Goose as it would be in your '85 Chevrolet. So the more air you can suck in through the ports, the better the cam can work as is. Is any of this clear? While Guzzi ports are not "good" compared to a lot of other engines, it's still the least expensive place to find significant gains IMO and benefits any other mods you may make besides.

Note; Please do send me a PM through the site, and I'll send an invoice. This avoids confusion and creates a solid timeline so nobody falls through the cracks.

Kluber Starbucks. Spilled his coffee on the wheel.

I actually have all my must-haves. Under the right circumstances, I could add a bevel Ducati, or a Vincent, or a Panther. Laverdas are cool. But I don't think any of these qualify as cheap or available. I'd like to have back my '68(?) Ducati 450 Jupiter. And my '72 Honda TL125.

These are, in fact, the correct part number for '97 1100 Sport.

Finally got rid of the crappy stock brake rotors. New T-drive Brembos with Braking pads. This combo should be smooth as glass and one finger braking...mostly lol Looking at the stockers, the Galfer green pads didn't love them, either. Pulsing, jerky, pull-to-one-side, inconsistent lever bastages. Can't wait to try these out, maybe tomorrow.