BrianG

In terms of the FZ1 cross-application, my 1.10 springs were FZ-1 spec, and they fit quite well into my 2000 Marz fork. The coil diameter was identical, the wire diameter was heavier, and the free length was slightly reduced. What is the reason for the new assertion of incompatability? As for the spring rate graph, I was simply stating that I was pleased to see that Max's "straight-rate" springs are, in fact" straight rate........ on never knows exactly what they are getting in the absence of the appropriate test equipment. Also, the comment on the "usual" springing of Japanese motorcycles was just a communication of something I've heard repeatedly, amongst motorcycle suspension tuners............. along the same lines as the assertion that Japanese bikes are typically sprung for a rider of 170 lb, in his gear.

Very nice representation of the 3 springs! It's nice to see that Max's springs are, in fact, linear. I am quite surprized to find that the HyperPro spring is softer than OEM. Common wisdom is that the Japanese bikes are typically under-spung at the front and over-sprung at the back. I can say that I am very pleased with the new 1.05 kg straight rate spring in my Marz forks, now that Max has done the valves. I'm not sure what rate the OEM springs were, but I can say that they were both longer and of finer wire, so obvioulsy substantially softer.

Ratchethack: I think you have absolutely come to the proper conclusion with regard to the utilization of the airspace in the fork tube. In terms of a single-rate spring, the linear graph of the spring's increasing force will intersect the parabloic graph of the compressed air's force at some point in the fork's stroke. While the compressed air always contributes somewhat to the total-spring-force of the fork, it is at this intersection point that the air actually becomes the more-significant factor. Since the air's force-rate at that point is rapidly rising I would propose that it becomes the critical spring-factor, in fact. The suspension tuning goal in altering this air volume is to have it small enough to provide the "anti-bottoming snubber" that you related to, and at the same time large enough that this force does not substantially limit useful fork travel. With a single-rate spring, this provides for the specific fine tuning for the racer context, where work-cycle variables are minimal, and full-range suspension compliance is sought. Arguably, this is not the same contextual consideration for a street-bike where load and ride-quality (comfort) are expected variables.

I just got my Marz forks back from Traxxion Dynamics. They gave up on the Marz damper valves and installed Max's new valves, giving me rebound damping control on both sides, with preset (not variable) compression damping on both sides as well. They also resprung the forks with 1.05 kg springs. It's a very nice ride, but I can't comment about the before/after differences. I have them do the forks as a matter of course, after experiencing the before/after differences on my old VFR and CRB 900RR. Penske rear shock is next!

I got my Edge unit yesterday. It mounted easily and looks like OEM on the 2000 Sport. Thanks for the fine piece, Richard!

Has anyone found ANY source of a luggage frame for the V-11?

Must have been quite the cliff!

Just got off the DynoTune dyno at the track today. Pulled a nice (reasonably) linear graph to 82 HP @7500 RPM. Max torque = 65 ft-lbs @ 3750 RPM pretty straight through to 6500 RPM with just a tad of the classic flat spot (torque drop) of 6-7 ft. lbs. @4600 RPM. Air Fuel Ratio went off-scale lean from 5000-600RPM with the deviation confined to the range of 4500 RPM to 6500 RPM. That deviation was adequately resolved with the remapping process so we are now in the 12 - 13 range throughout tending toward rich past 4500 RPM. It was an interesting process for sure! The V-11 brought crowds to the trailer after the first 2 8000 RPM pulls through the Mistral's. One spectator was heard to say "It sounds like a RC-51 on steroids."

Sounds to me like the multi-spark units are more like throwing 10 matches into the same pile of tinder.

I have a Shoei RF800 and 2 AGV's (one open-face, one full face) all size "Large", and all fit pretty much alike.

Does anyone know that angle drive gear ratio? Is it other than 1:1?

I put 6x 1.5" diameter holes.................. 2 rows of 3

Wow.... When I did the same thing with my 2000 V-11 Sport's 41mm Marzocchi forks, adding the 400cc's of oil left 230mm of air space.

I'm 220 lb in street clothes, and I installed the 1.10kg fork springs. This produced the appropriate sag numbers for my 2000 Sport.

Who reads enough German to pick out the carapace? and the top part of the triple clamp?

Perfect!! Thanks!

Is there a North American source for the windshield (clear) portion of the Magni fairing? Is there ANY source for the Magni's windshield?

GO !!! Ben! Let us know how it turns out!

It's not complicated, really, and you don't even need a special tool to install the fork seals becasue you insatall them with the stantion tubes out, unlike a regular right-side-up fork. You just have to be careful, and I believe that having fresh fork seals would facilitate the process. Just pump the old oil out completely. a few strokes inverted and a few right side up and a few more in each direction to clear them. Then add about 200 ml and stroke the damper rod a dozen times and then another 100 ml and another dozen strokes or so, and then the last 100 ml. If you have the spring off, and the fork colapsed there will be about 320 mm of space from the oil surface to the top of the tube. Just DO IT!

I just re-did my V-11 forks.... new springs, and cleared out the old oil.. Guess how easy it is to ding the fork seals when they are 5 years old! I think REAL easy!! Now I'm waiting for new seals AND dust covers to arrive .... and nobody to be pissed at !!

Not to hijack this thread, but I'm looking for a V-11 Sport carapace. Preferably in Guzzi green. Any leads?

So, it lowers the riding position??

I see that the Magni fairing kit came complete with new clip-ons. How does this reposition the rider, from the original position of the V-11 Sport?

Did you buy the system in the USA, or direct from Italy?

Al I don't see anything in the FAQ posted in 2005......