po18guy

I have been thinking about an accessory right sidestand. Then, it could only steam roller me when I fall.

Quite right about a tipped over V11. Last time I surprised myself by dirt riding on a street bike, I ended up with my right boot pinned under the right muffler as it leaned 45º against an embankment. Riding at night with cataracts - now gone. Was only a 400 pound bike (180 Kg or so) and only halfway over, but my collarbone, shoulder and several ribs were broken. So, I waited until a fellow noticed me and helped lift the bike. A short but memorable ride home. Wife examined me, found where I was not injured and promptly kicked me there.

After knee surgery in 1994 or thereabouts, I had to re-learn trusting my knee. After finishing PT and some time of cautious use, one day, it no longer hurt to squat down. Very fortunately, it has been fine ever since. As we age, it is both normal and healthy to ponder our abilities and to self-critique if possible. At 69, I am otherwise a train wreck. Currently nursing my right ankle, which was sprained and now has plantar fasciitis. More present in my thoughts is the osteoporosis, and the diabetic/chemo-induced neuropathy from cancer treatment and immune suppression. Being clumsy by nature, I am more graceful riding than walking. I am riding for now, but as it is with life itself, I know the end is eventually coming. The key is fighting it rather than denying it.

Lacking the designers to answer such questions, we are left to surmise. "Somewhat inspired" can mean many things. If we go back to the day, many (even most) car engines were longitudinal. Most used pushrods operating two valves through rocker arms. Most used starters which engaged a ring gear on the flywheel and separate transmissions which bolted over the flywheel. Again, most used exposed drive shafts with universal joints (cardans) on them. The "V" with the cam in the valley was a more American things, although not exclusively, obviously. What I seized on was the nearly identical nature of the combustion chamber, including valve angles, to that of the Chrysler hemi V8. For the sake of argument, there are also many features which are not directly automotive inspired - at least autos I am familiar with, and there's the rub.

The Guzzi eagle! Even pointing the correct direction.

From This Old Tractor to This New Tractor.

The Guzzi and the gen1/gen2 Chrysler hemis were similar yet opposite to a certain degree. The 90º V, the combustion chambers, valve angles and valve gear similar if not virtually identical. Yet, the Chrysler was liquid cooled - great for cooling, but iron heads allowed hotter chambers which are not so good for avoiding pre-ignition. The Guzzi is air-cooled, not so good for cooling, but has alloy heads, which conduct heat away from hot spots better. Methinks they should have gone to liquid cooling way back when and copied Honda's 4-valve pushrod head. Not so good for national pride there.

Czechmate? Sorry... As to technology, we could say that weedeaters and leaf blowers use Ducati technology - fan cooled, two-stroke, magneto spark.

Well, like adult diapers, it Depends. Here is an air-cooled Tatra hemi V8 with front exhaust (OK, it uses a manifold). Known in Europe since the 30s. And the car into which the ultimate DOHC/fuel injected version of it went in: The little-known Tatra MTX. And here is a 2.5 liter version with a rope start(!) I must note that this is an option for us Guzzi owners when the starter acts up.

I suspect that we in the west will hobble ourselves via subjection to ideology while the gross polluting nations will continue to run roughshod over us. History will record that we extincted ourselves for the most noble of motives.

It is a given that the noisier an activity, the more enjoyment is realized. No jokes, please.

At times, my keen sense of wit has a 3000 RPM hiccup. True life file: Had I known that a crankshaft roller bearing on my 305cc Yamaha was about to fuse itself at 110 clicks on the motorway, I'd have had an absolutely nervous ride. As it was, I experienced only a few brief moments of stark terror, left hand clamping clutch lever to bar whilst I weaved between faster traffic toward the roadside. To this day, I still cover the clutch lever as I ride.

And more ominous and worrying! With a volt meter, your entire ride can be tainted by worry over the electrics flaming out at any point. However, without a volt meter, you can ride in total bliss until...

Honda literally took a "straight ahead" engine package and simply turned it sideways. More easily seen if you take this as the left rear 3/4 view. Then, everything (except shaft and rad) are right where they'd be on, say, a VT700.

I note that MG dropped the right hand shaft like a hot potato. So now it's a guess as to engine rotation and how many changes of direction in the trans and final drive. 100 years and all, the big "P" musta spent a few bucks on her: fat farm, makeover and what have you.

Liquid cooling allows higher compression ratios, and dampens "ambient" engine noise - Euro 5, 6, 7 etc. We've already breached the fuel injection Hadrian's wall, so all the rest should not result in twisted undies. Not to mention emissions. For the goggles and scarf crowd, there will always be V-7s and all subsequent carbureted, air cooled models. As they become classic, we may even see Jay Leno doing a segment on one. Right after the Velocette.

Some Guzzi fans are going through the same angst that the H-D guys are over liquid cooling, V-Rods, shocking electrics and whatnot. Honestly, I think its all academic.

We have to define big block. Original architecture? Then the V11. High cams-short pushrods, then something earlier or later. All argumentation aside, is not the V100 the ultimate big block, albeit in shrink-wrap form?

It strikes me that throttle plate position/TPS setting are the one constant in the process. All other alterations to fuel flow relate to the position of the throttle plates and consequent airflow. Unless...

One could also fab up a lid out of 1/4" ABS sheet with inlets sized and placed wherever desired.

The point is to keep moving! The OEM system is actually a supplemental cylinder heads cooling vacuum. Actually, along the spine up to the steering head would be ideal - except for all those thingies in the way.

My idea, yet to be realized, is to open the snorkels about 2" in front of the box lid, then run 2.25" or 2.5" 45º bend silicone car turbo hoses down at a 45 from each, then forward as far they will go. Could top them with velocity stack screens. Dunno.

The full "decent tune-up" is an excellent place to start. The TPS and CO are important, but so is synching the throttle bodies. Can make a huge difference. Just before synching, give that white knob a full turn and watch how she runs. If you are replacing intake rubbers and cannot therm to separate from the head, try that and they should "pop" right off. The early XS650 Yamahas had totally separate CV Mikuni 38s. Synching them was an exercise in futility. I finally installed a balance tube from diaphragm to diaphragm and while that helped, the cure was linked carbs, which Yamaha came up with as part of their emissions work on the ancient air-cooled two valve engine.

As far back as I can remember, every Guzzi has been an owner involvement relationship. Not for the casual, the weekend warrior, or the urban poseur. In recent years, that has sadly been PeeAhGeeOh's aim.

Here's a vid with some close-up details and some fellow gushing over it. With slightly lower bars, it might be seen as a NewGen Cafe Sport/Coppa Italia with the standard model a Novo Ballabio perhaps.