po18guy

Welcome, Kane, from another new guy. Although only recently becoming a Guzzi owner myself, I long ago formed the opinion that Guzzis are not so much a motorcycle as they are a project which involves a motorcycle. Maybe better stated is that they are an adventure involving a motorcycle. Not in the "Then Came Bronson" genré, but then again... Being long of tooth and having cheated death various times in recent memory, I came to the conclusion that if I was to own one, I'd better buy one, and relatively soon. Was looking at an '02 LeMans because, I posted at that time, "no one was selling a Ballabio." Never went to see it, as it was about three hours away. Well, my hesitation was well-timed, as an '04 Ballabio came up on CL. Also three hours away, but I went to see it. I was seduced by the Italian siren wearing red, as I bought it without even riding it. The sheer redness of it all, as well as the music emanating from the Staintunes weakened my resolve. I pulled the trigger. And, as docc said, I am now in the process of making it just so. Am also refreshing my memory of Italian curse words that I earned from my neighbors as a child. As you noted, forum members here most likely know more about Guzzis than Guzzi does. Bottom line: It's not so much ownership as it is a relationship.

And in a strange twist of fate, Indians are no longer imported to the US as they were in the 60s and 70s, but made in North America. Meanwhile some Harleys are made in India. And then there's the new 338cc "Charley", made in China. Corporate life, reflecting politics as it does, often makes for strange bedfelllows.

Well corporations do what they gotta do. Not exactly the same, but GM screwed Pontiac and Oldsmobile. Ford screwed Mercury and Chrysler the same to Plymouth. "Indian" has more cred than Victory. As nice a bike as the Victories are, it seems to me that their focus was too narrow and their demographic (me) is dying off. Indian has more bases covered. Back to Erik, I wonder if a V11 will fit a Buell XB frame. 90º turn on final drive and... Just daydreaming. Anyway, the Ballabio is my last bike. I don't have many laps left and would hate to breathe my last regretting not having owned a Guzzi.

Apologies to any owners here, but I would never buy an HD. What they did to Erik Buell was criminal. I would buy an Indian, all things considered.

A few pics now that the Goose is spiffed up a bit. The headlight was almost opaque when I got it. Some Midway USA "shooter's swabs", a little Windex, SprayWay cleaner and some cotton balls cleared it up nicely.

Well...

Says title status clean. Hmmm. Was he ripped off by a bad dealer who swapped out the good stuff?

Oh, you got the fever, and bad, errr.. I mean good. Was thinking about having my cowl painted, but the tailsection is the midnight/azurre/sunset-over-the-Italian-Alps blue that occurs nowhere else on earth. And I'd lose the Ballabio script.

Just looking at it, what I would like to see is intake snorkles that extend further forward from the OEM airbox and do not pick up cylinder or oil cooler heat. Maybe a bit larger, or even a 3rd snorkle. In the Kawi EX500/GPz500s world, the thing is to add a 3rd snorkle to the OEM airbox (which is 7 litres capacity as is), but the Kawis use CV carbs and some intake restriction is needed. Used pods back in the 70s and while they simplify and clean up the intake, they can certainly complicate tuning.

Same difficulty here. With me it is touch-up for the gray-blue frame side plates. Going to hit the fingernail polish rack and have a look. As to the muffler, it is rash, a crinkle or just a pushed-in dent? If the latter, any of the really good Paintless Dent Removal guys can handle that.

Well, my Ballabio is an '04, so it sounds like that may be the first year(?) Now as to concern over proper throttle cable adjustment: I noted that what i did was a "field expedient." The rubber sheath/molding covering the throttle twistgrip end of the cable is rather petrified appearing, having apparently been untouched for 15 years. It is going to need a good soak in ArmorAll before I can hope to remove it in one piece. And, as to push-pull throttles, that is exactly what the Kawi EX500s I own have, so I have been adjusting them for 20 years, as of this year.

Aprilia attorneys must have insisted on two cables as a fail-safe in case of a failed return spring. p.s. stumbled upon the adjustment procedure in the shop manual. Will have to adapt to the particular linguistics in said document.

Sorry guys, I forgot to turn notifications on. That's pretty noob-like. I appreciate any and all wisdom. Probing into the new-to-me bike, the last thing I wanted to do was break something that would require Carlo to be bribed out of retirement in Mandello del Lario to make a replacement part. I see it's a simple setup - much like the dual cable setup on an EX500 I own. However, I came up with a field expedient: I put the dial calipers on the ferrule of the cable at the throttle body end. 4mm. Broke out two 4mm nylon washers from the stash and split one side of each with a utility knife. Slipped them over the cable itself, then pulled the housing free of the bracket and slid the two washers over the ferrule. Popped the ferrule back in place and done. They are captured in place and no fiddling needed. Virtually all slack now gone (good idle from lock to lock) and even if one or both washers come adrift (can't imagine that), it simply defaults to the prior slack. I have noticed a ton of both torque as well as engine braking. First hyd clutch, so some getting used to the whole thing. Have ridden shafties before, so that part is familiar. Very little else about the bike is familiar, accentuating that Guzzi personality, I guess. I much prefer slack-less throttles, as both upshifts and downshifts can be done more smoothly - at least by this klutz. The pic shows the washers in place. This was so easy that I fear what comes next! Actually a Roper plate at oil change is probably next, but that is relatively straightforward. I've already solved several jigsaw puzzles in removing the Hepco &* Becker mounts, swapping the Motobits controls for stock and pulling the fairing and headlight to do an LED swap.

There's a YouTube vid of a fellow in Europe doing a track day with his Corsaro. At one point he almost lost as it was wheelying mid-corner. Not that is some kinda torque.

Reasonably available where? Reason I ask is that I reside in the poor old US. None of the "really good" bikes that we watch from across the pond. Case in point: the revived Moto Morini's 1187cc Corsaro. 87º V-twin. 120HP and Torque. Sigh... .

Being a complete noob, but hating slack in the controls, I am wondering at which end slack is removed from the pull throttle cable. I know that, like carbed bikes, some slack is needed to allow for changes in cable tension when steering. Still, I would like to minimize it for smoother shifting on my part. Any and all help would be greatly appreciated.

Thanks for that. So, it seems to have a manually operated reserve supply. Now have to believe and obey the yellow light I guess. I note it is the same mileage as my Civic - but "slightly" more entertaining, and does not sound like a beehive at all.

There is also another request for them. Before I let them go, I'm going to put a few miles on the OEM pegs and shifter. Since I have remained fairly flexible, I think the OEMs will be fine, but I will soon know. Raining today and I shed some blood contorting my hand in and around the hard underbits. Oh well, I'm used to that...

Thank you much. Will have to consider those, as the adjustability is really cool.

So, to avoid that dangerous swerving and sloshing, one could simply pop a wheelie and have the gas flow across? Just kidding. Honestly, I being a fresh owner, I will have to read the manual and poke around some. It's quite a bit heavier to push than my EX500.

Clearly something the designers, decades ago, had no inkling would ever happen. Quite different in the Chevy V8 I built and raced long ago. Rear sump. Rear pump. The "tray" I attached to the extended main bolts was to keep the oil away from all that crank and rods. The oil pan itself had a "trap door" to keep the oil from sloshing away from the pickup. My GPz500s have the same wide sump, but far less accelerative force to affect the oil. Well, at (my) first oil change, in goes the plate. I'm riding it moderately until it has a few more clicks on it.

As to my thread elsewhere, an '04 Ballabio seduced me and I dropped thoughts of the LeMans. Trailered it home and am removing the various mods that suited someone else. The Staintune cans stay. Stock pegs going back on and thoughts now turn to some clipons up front.

Letterboxes are safe! I checked and it's a gennie. Blardy well heavy duty that bit. Would imagine that there is a bit of windage, what with all those gigantic parts flying about.

I have 50 years of poor-to-fair riding, but this bike is the first with real suspension and brakes. I dialed rear compression down and it actually went down. I suspect that the other adjustments will be as good. Just have to get the dirt bike bars and cruiser pegs off of it and it'll have some zoom-zoom. Now that I have the pegs pretty much figured, next comes the top triple and bars. I can either raise the tubes a bit more and use clipons above the clamp, or maybe luck into a LeMans triple and bars. Have had two back surgeries and a knee surgery, but can still do the sporting crouch - it's actually easier on my back.

So I hear. It is SS, extremely well made, and from Oz. Wouldn't be one of yours, would it?