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Everything posted by Pressureangle
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There's the logistical problem of not actually having one.
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Is an MGS-01 a Spine Frame? 'cuz I'd like to bring one to the SSR.
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Today's progress, brought to you by FEDEX, UPS, USPS and DHL holiday workers bringing my parts on schedule.
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Yes, and the call of the void is never quiet since then. A thread and a couple videos from the trip, if you like the sound of a straight-cut transmission. https://www.youtube.com/@ericlacruze3344/videos
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My first trip longer than a couple hours on my '97 1100 Sport was 10k miles. Rode up to meet the guys at the SSN, rode the Dragon etc. Big long heavy bit of work, that. But generally nice. Then I got to Hwy 2 from Kalispell to Spokane. Man, the sweepers... 70-90mph and so, so stable... one long right hander, going *very* fast, saw too late a set of deep groves in the pavement where a semi had overturned, crossing the road at a shallow angle to my path. I didn't have time or space to make a correction. I thought 'Welp this is the end of the trip, at least' but the bike went across them as if they were simply shadows, leaving me stunned and amazed on the other side. Never rode a better bike for 50mph+ riding.
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Sew... My V11 is still wearing the OEM relays after 25 years Thought I'd put spares on the shelf, the 1100 Sport uses the same relays Ordered 10 from DigiKey , packlist says 10 ordered 10 shipped Came in a rack of 15. I'd ask WTF but I never look a gift horse in the mouth.
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Yup, nope, mine is good. Just the tip, nothing on the seal area and even then buffed off well.
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PM me. These seem to be in perfect shape.
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Yes you're right, someone above pointed out the bike in question on eBay appears to be a later Sport, not a Ballabio at all.
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Cameras. Huh. The pics really don't show what the eye sees here, but. The stock porkchops have turned a shade of purple south of red, noticeably darker than the frame. I bought a set of porkchops from TLM to get the swingarm pivot pins, and they were nicer overall so I cleaned them up and painted them to swap on. I found red caliper paint, much more durable than regular enamel, to be a pretty good match; again the camera doesn't really show the shade well, given the stock trans mount has the sheen off due to age and cleaning, the porkchops not yet dry. I think they'll end up very close, perhaps a half tone brighter and certainly shinier than the frame- though I did paint the front engine mount so most of what you can see will be the same.
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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.
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Investigation shows the bars are the same height, with the Ballabio mounts being about a handlebar width closer to the fork tube. Cleaner look, though. Probably won't want to drop the front enough to fit them.
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Before I found the stock bar mounts in a box labelled "SV Parts" I bought the Ballabio mounts from the bike with forks discussed above. Looks like the Ballabio mounts go above the top tree, rather than under it? Can anyone say if the top tree is the same, and how much difference in height between the two setups? I think I have the bars stuck in backward but it's reversible. I promise to get it right.
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Wheel bearings today. Rears were original, spacer was a bit short to make me happy with the new bearings, so tossed in a .75mm valve spring shim. Can move spacer slightly with fingers, pushing in on bearing races tightens spacer. Nice. Pic shown is an easy compare between spacer length and hub shoulder; the washer, when slid around on the spacer, just whisks the bearing shoulder. Needs a bit of clearance not to be tight when assembled. To measure, Phil's way, the spacer is about .005"-.010" short. About +.010" long with shim. The inside of the rear hub was just as nasty as the inside of the drive box, so the hub and spacer got a nice rubdown and again, cosmoline is your best friend. Front bearings, one had been replaced; buggers were TIGHT coming out so much I wondered if I misunderstood what was going on with the spacer. A little cleanup in the bores and a touch of cosmoline and the new ones went in... less tight. Much tighter than the rears.
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Man, not much out there, but Success! As one might expect, the actual racebikes aren't as... finished... as a new Coppa Italia. http://archivio.animaguzzista.com/page_builder.php?fileindex=saloni_eventi/C_I_Naked_2002/C_I_Naked_2002_index.txt&filebody=saloni_eventi/C_I_Naked_2002/naked_gara3/gara_3/gara_3_body.htm
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I put your question to Grok as you asked it, got unexpectedly more information than previous. 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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} Can you find the (possibly 2003?) Moto Guzzi racer that the V11 Coppa Italia has been said to be a replica of? Thought for 1m 49s The Moto Guzzi V11 Coppa Italia, produced in limited numbers from 2004 to 2005, has been described in various sources as a replica of the racing machines that Moto Guzzi fielded in the 2003 Campionato Italiano Naked (Italian Naked Bike Championship). This championship was a series for naked (unfaired) motorcycles, held as part of the broader Coppa Italia events, with races at circuits like Misano, Mugello, Varano, Binetto, and Vallelunga. Moto Guzzi participated actively, with multiple teams and riders competing on modified V11 models, and the company provided support through paddock access, test rides, and sponsorships (e.g., via Agip).Key details on the 2003 racer(s): Championship Context: The series kicked off at Misano on March 23, 2003. Moto Guzzi had at least nine V11-based entries, emphasizing the brand's push into naked bike racing. Teams included Progettomoto, Maffezzini, Mandello Racing Team (named after Moto Guzzi's hometown), Hobby Moto, and Guareschi Moto (run by notable Guzzi tuner and rider Gianfranco Guareschi). Specific Bikes and Riders: The racers were tuned versions of production V11 models, including the V11 Scura, V11 Naked, V11 Le Mans Rosso Corsa, V11 Sport, and V11 Le Mans. A standout was the Ghezzi & Brian Furia (a highly modified V11 variant). Notable entries from the Misano round (the season opener) include: Gianfranco Guareschi on a V11 Scura (featuring a striking red livery; qualified 11th, finished 8th). Fabio Sotgiu on a Ghezzi & Brian Furia (lighter and high-performing; qualified 6th, finished 6th—the best Guzzi result in the race). Roberto Basso on a V11 Naked (qualified 18th, DNF due to mechanical issue). Ercole Maffezzini on a V11 Le Mans Rosso Corsa (qualified 21st, finished 22nd overall but 3rd in class). Oscar Bacco on a V11 Naked (qualified 22nd, finished 24th). Other riders like Celso Papini (V11 Sport) and Luca Bodini (V11 Le Mans) participated but didn't qualify for the main race. Bike Descriptions: These were air-cooled, 1,064cc V-twin V11s with modifications for racing, such as enhanced suspension (e.g., Öhlins on some), lighter components, and performance tuning. The Furia stood out for its reduced weight and strong engine performance. Liveries often featured bold colors, with Guareschi's Scura noted for its red scheme—elements that influenced the tri-color (red, white, green) paint on the later Coppa Italia road model. Results and Success: Guzzi didn't dominate overall (the Misano race was won by an Aprilia Tuono), but they achieved solid mid-pack finishes and class podiums, marking a notable "challenge" or "participation" in the series. This involvement is what the Coppa Italia commemorates, with its premium specs (Öhlins suspension, Brembo brakes, titanium exhaust option) echoing the racing upgrades. While some discussions (e.g., on enthusiast forums) question the exact "success" or availability of race images, multiple contemporary reports and manufacturer references confirm the 2003 Campionato Italiano Naked V11 as the inspirational racer. The Coppa Italia's name directly nods to the Coppa Italia framework hosting the Naked series, and its design replicates the racing aesthetics and performance ethos of those V11 machines.
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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.
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Seems I recently read that someone had a good match for red frame paint. Bueller?
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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!
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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.
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.r-s67bdx{font-size:48px;} .r-sb58tz{max-width:1000px;} .r-tjvw6i{text-decoration-thickness:1px;} .r-u6sd8q{background-repeat:no-repeat;} .r-u8s1d{position:absolute;} .r-ueyrd6{line-height:36px;} .r-uho16t{font-size:34px;} .r-vkv6oe{min-width:40px;} .r-vlxjld{color:rgba(247,249,249,1.00);} .r-vqxq0j{border:0 solid black;} .r-vrz42v{line-height:28px;} .r-vvn4in{background-position:center;} .r-wy61xf{height:72px;} .r-x3cy2q{background-size:100% 100%;} .r-x572qd{background-color:rgba(247,249,249,1.00);} .r-xigjrr{-webkit-filter:blur(4px);filter:blur(4px);} .r-yc9v9c{width:22px;} .r-yfoy6g{background-color:rgba(21,32,43,1.00);} .r-yn5ncy{animation-fill-mode:both;} .r-yy2aun{font-size:26px;} .r-yyyyoo{fill:currentcolor;} .r-z7pwl0{max-width:700px;} .r-z80fyv{height:20px;} .r-zchlnj{right:0px;} @-webkit-keyframes r-11cv4x{0%{transform:rotate(0deg);}100%{transform:rotate(360deg);}} @-webkit-keyframes r-imtty0{0%{opacity:0;}100%{opacity:1;}} @keyframes 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.
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I just unpacked a new inventory. 2 will go out Monday. I have 9 on hand.