Lex

The potential for sheer ugliness if BMW and Aprilia get together is mind boggling... Lex

A V11 with the stock cam and 4-V heads would produce a power curve like a R1 Yamaha, very top end biased. 4-V heads normally use a shorter timing than 2-V heads. While it wouldn't be cheap to make a conversation, it would be great if Guzzi developed a 4-V head for the single cam motor. If all the major parts (crank, rods, cases, etc.) except the heads were the same as they are building now it would be a lot cheaper to produce than the hi-cam engine and still probably give the bike a nice power improvement and have much more potential than the 2-V motor. As somebody said, a great way to have something new until the truly new motor shows up. I doubt it will happen but such a motor in the Breva 1100 (mild tune) Grizo (not so mild) and an "MGS 02" (as much as you can get past the smog police) would make paying for a new bike seem like a better idea. Lex

Brian, I cut out the supporting part of your post because I think your first paragraph said it very well. There are some of the old style shops around. I can't say I always do the right thing but I do make an effort to support these kind of places and strongly advise other to do the same. This isn't just a motorcycle issue, I also have a strong attachment to old fashioned hardware stores, many of which have been put out of business by Home Depot and Lowes. I am lucky to live in an area with a great local chain of hardware stores. Just like a good bike shop they are a little scruffy but I can go to one of their stores and get good advice and what I need in less time than going through the checkout line at Home Depot. Some times it costs a few bucks more (but not always) but overall I think it is a much better deal. I also know they treat their employees MUCH better than Home Depot, that makes even a major cheapskate like me feel a little better about spending more money. Just to be sure we don't get too far down nostalgia lane, lets remember there were (and probably still are) really crummy bike shops (and hardware stores) and be happy when the higher powers give them a "get better or we'll jerk your franchise" message. I know of one BMW shop that had its franchise pulled. They were my nearest dealer and after one visit I completely support BWNA's decision to pull their franchise. My point is that most of the motorcycle importers (and Harley) are eliminating the option to run a small, low overhead dealership. To get a BMW dealership you need to put 10 or 20 grand in just lighting, more than that into display cases, blah, blah and have a location that means the rent will be astronomical. And you still don't have employees, bikes or parts! I don't know what the total start-up costs are but I would be shocked it was less than $250,000 and wouldn't be surprised if it was $500,000. Now you have to "service" that debt, pay the building rent, etc. Once you are at that point you have to move lots of product just to keep the doors open. I hope Guzzi doesn't follow Harley, BMW, Triumph Ducati and others down this path. I'll find an out of the way shop and don't need ridiculously expensive lighting and display cases if the money saved on rent is invested in a parts man who knows his stuff, good mechanics, etc. Your point about people really thinking about how they spend their money is a very good one and not just of motorcycle money. I just want to point out the problem has two sides. We can choose to spend our money wisely and still wind up in a world of over decorated "Motorcycle Super Stores" because of the action of people we can't control. Now I'm old and depressed, Lex

What is wrong? Absolutely nothing. Sadly the guys running the motorcycle industry will never understand that. Gotta' move that PRODUCT, can't have people standing around BSing, can't pay a parts guy enough to live on, get some kid who'll work for nothing, blah, blah, blah. One of the reasons I stopped buying Japanese motorcycle was I liked the BMW shops better, I got real customer service and enjoyed stopping by. The service manager could tell me how to do a job or tell me I'd be better off leaving it to the pros. The parts guy could answer questions, often knew what model I rode. Now BMW shops are pretty much like Japanese bike shops but with nicer decorating. I'd hope Moto Guzzi doesn't follow Ducati down the BMW path. Yup, he is old, Lex

I'm surprised you weren't hit with 20 options on where to get oil filters. Lots of good choices. I get the OEM filter from MG Cycle. I recommend MG Cycle for anybody without a local Guzzi shop. If you bike is under warranty running the UFI part could save you some frustration if you have a problem. Lex

Bill, Yup, you are getting old. I know that 'cause I'm old and agree with you completely. It has gotten so I can't go into a BMW shop without feeling like the "po relation". Kinda strange when you consider my BMW cost over $20K. Again, I'm on the old side but I just don't think a bike shop should look like it was decorated by the "Queer Eye For The Straight Guy" team. Lex

As long as Buell has the HD motor a few percent of power lost and a slight increase in un-sprung weight from the shaft are minor drawbacks. The first time someone tried to explain a Harley bottom end to me I thought he was kidding. If the Buells beat the Guzzis it will have much more to do with big bucks than design. Hondas, Suzukis, Kawasakis, Yamahas and even Triumphs, on the other hand, will be kicking Goose and Buell ass for the foreseeable future. FX is Formula Extreme. Formerly a class that had very few rules (hence the name) but now weird mix of 600 Japanese fours, 750 Ducati superbikes and big (up to 1350 cc) pushrod, air cooled twins. Last year Honda won every race, the best dinosaur finish was fourth by a Buell. Lex

When this was first posted I didn't have time to make a post but thought I would later. Well, the posts up to now have covered most of what I planed to say so I'll try to keep this brief. DYI? Yup, as much as I can. First because I enjoy it and second because my dealer is 500 miles (800 KM) round trip. How does this effect Guzzi? Probably negatively but, as was pointed out above many dealers, MG North America and the factory all bring it on themselves by treating their customers like crap. I am lucky to have a decent dealer (Munroe's in San Francisco) but my bike was built by drunken monkeys and the support from MGNA has been poor. I got my bike for $4500 USD below retail and feel it was a good deal. If I had paid retail I would be furious with the problems and the treatment I've gotten from MGNA. Speaking just for myself, I'd be very happy if Guzzi could build a more modern bike even at the cost of my not being able to do as much of the work. I'd keep my 2001 V11 Sport for fun and buy a new bike for touring, two up riding, etc. However, I have serious doubts that Guzzi could do it right and even more strongly doubt the MGNA and many dealers in the US could support such a bike. I fear any new Guzzi's will be like the first ten years of the Oilhead BMWs, just as screwed up as the Airheads but harder to fix and no fun to work on. Slightly off the point but I think relevant, I've been looking at the KTM 950. I am very intrigued by the bike but it is a red flag to me that an oil change is $120 USD. Why so much? You have to remove one gas tank (it has one on each side) to get to the oil tank and the bike has two screens (clean) and two filers (replace). This just strikes me as stupid. In the same amount of time I could adjust the valves, go for a short ride to warm things up, change the engine, transmission and final drive oil, change the plugs and sync the TBs on my Guzzi. Whether I am doing it myself or paying someone else to do it I want ease of maintenance to have been considered in the design of the bike. That rules out new BMWs, Ducatis, pretty much anything Japanese and leaves me with a limited set of options. If Guzzi follows BMW and KTM's direction with a new bike I'll turn into a slightly more progressive version of the round head Guzzi rider, I will not be buying any new bikes from Moto Guzzi just as I have stopped buying new BMWs after selling my third Oilhead. Between my wife and I my garage has seen more than a dozen BMWs in the last twenty years, a few used but most new and sold at or near retail price. I know how customers spending that kind of money would effect Moto Guzzi, MGNA and the dealerships. I think Guzzi needs to recognize that on one hand the "old guard" will not buy new bikes but not forget that there is a small niche for a modern bike that allows an owner to do the basic stuff (oil change, plug change, at least check the valve clearance, etc.) and will not require a home loan when the dealer does what the owner can't or doesn't want to do, a bike where the first task of changing the rear shock isn't to find the damn thing but is not a child (however wonderful we think the current engine might be) of sixties design. OK, brief is not my best area, sorry to rant so long. Lex

Carl, You are an optimist Lex

Where did they make these statements? No having seen what you speaking of I can't make any specific comments. Whatever the source, having owned both a Duck and a Goose I wouldn't take anything in an English version of their literature too seriously. My V11 Sport owners manual and workshop manual would have to improve to be good enough to be called a rough draft. My personal highlight is the drawing of the rear wheel in the V11 workshop manual that gives the tightening torque for the axel as (IIRC) 28 NM, that is only 92 NM less than the correct setting. It looks like some Guido confused the setting for the disc fasteners with the rear axel. Again, I don't know the source but is it possible they are talking about the cylinder orientation? A Guzzi's cylinders are, indeed, transverse but engine orientation is defined by the crankshaft and therefore Ducati's are transverse and Guzzi V-Twins are in-line. Having worked in marketing for most of the last decade I'll also throw in that most of what you read from any manufacturer was written by a marketing type, not an engineer. Look through the literature of any manufacturer carefully and you will find things that are obviously wrong. I made the mistake of buying Motorcyclist this month, not once but three times in the article on the MT-01 they state that Yamaha made the chassis more rigid by mounting the swingarm outside the frame. This has to be a quote from some marketing puke. Silly me, I thought things became stiffer if you moved the pivots further apart, the MT-01's look to be 6" to 8" (150-200 MM) apart, most other bikes are nearly twice that wide. Now that Yamaha has revealed this breakthrough I'm sure the 2005 M1 MotoGP bikes will have really narrow swingarm mounts pivoting on the outside of the frame. Finally, not speaking Italian I have now way to know proper Italian terminology. One example how language/ cultural issues can muddy simple things I found in the automotive world working on German cars. I was going nuts trying to find things on my '68 Porsche, everything the manual said was on the left was on the right, every thing on the right was on the left. The situation was finally cleared up by mechanic at the local Porsche shop. In America left and right are from the drivers POV, in Germany left and right are based on the POV of the transmission looking toward the engine. Therefore in a BMW or Mercedes everything is the same, in a rear engine car like the Porsche this flips left and right. Maybe Italian engineers base the description on the cylinders, not the crankshaft as is done by English speaking engineers. Lex

OK, so I'm the dummy who got it backwards but the inline Vs. transverse is simple. If the crankshaft is in line (parallel) to the wheelbase the engine is inline. If the crankshaft runs across (is transverse to) the wheelbase the motor is transverse. The number of cylinders, the orientation of the cylinder(s), etc. is irrelevant. BMW actually built an inline single back in the sixties. Why is this important? So we all know what we are talking about! Lex

All, Another example of why I shouldn't try to write posts on my lunch hour. My apologies to the smart folks I angered and the gullible folks I mislead. The Guzzi engine is inline, a Ducati is transverse, NOT the other way round. Lex

Enzo, One of the special features on the second disc allows you to switch back and forth between the TV view and two bike mounted cameras in (IIRC) four different races. I love watching MotoGP on TV and will be at Laguna Seca but this video is a whole different thing and even better than watching a race. I got a little tired of the crash footage but this movie is well worth the price. I hope they keep doing annual reports, sort of Motocource for the video age. Jason provided a link above, I ordered mine from the site and got it in about three weeks. This was just after Christmas, it may be Faster (sorry ) now. Lex Lex

I'll add my suspicion that the Guzzi parts are not well balanced and the transverse layout also contributes. On the first point, anybody actually weight a good number of Guzzi piston/ rings/ rods? I would not be at all surprised to find they are like air head BMWs, lots of variation. Get a well matched set and you get a smooth bike, get a bad set (I've seen BMWs off by an ounce AKA 28 grams) any you get a paint shaker. On the second point, the late, great Gordon Jennings felt that transverse engines seem to vibrate more because the chassis is more flexible from left to right (the plain of Guzzi vibrations) than front to back (the plain of a Ducati, for example) and has less mass to resist the motion we feel as vibration. Jennings wasn't wrong very often. Lex

All, A while ago someone published the phone number of a contact a Moto Guzzi North America for warranty issues. I didn't write it down as I figured I could just find it with the search function. I just searched and could not find the number, wrong again. I'm looking for the number because I've just been told by my dealer that my cracked completely though starter cover will not be covered by Moto Guzzi as "painted parts are only covered for six months". I fail to see what paint (cosmetics) have to do with a mechanical failure and would like to speak to someone at MG NA about this. Dose anyone have the number handy? Thanks in advance, Lex

Dave, I'm not getting on as much as I as I used to, sorry for the slow response. Anyway, looking at the pictures of Duchess brought a tear to my eye. We lost our female Greyhound, Foxy, about two years ago. While she and Duchess don't look alike (Foxy was small, about 49 pounds, and tan) the positions in the pictures certainly were familiar. Foxy also loved to sleep with (any carry around) plush toys and slept with her tongue hanging out. I wonder if it is inherent in the breed or escaping the horrors of life on the track that causes these dogs to be so high on life. Anyway, I am very sorry to hear of you loss. I will not help now but as I'm sure will happen at your house a new dog moved in (my dogs aren't pets, they are house guests) to provide us with love and entertainment. Sally may be genetically inferior (she is only 1/2 greyhound ) but she makes up for it with enthusiasm. Lex

I disagree... and I'll leave it at that. ToddGuzziTech.com 39891[/snapback] Todd, I'd like to point out I didn't say best, I said best known. The LA magazines (yes, including your friends at CW) constantly stroke Race Tech, I don't know why. As for the rest of your post, do you sell springs and such through Guzzi Tech? If so I'd change my first suggestion after a local Guzzi dealer (if you are lucky enough to have one) to a Guzzi specialist like Guzzi Tech. Lex PS. Sorry to be so slow to respond, the bad weather has keep my search and recovery team very busy for the last few days.

While I don't disagree with what Todd said in his post, his ideas make the best of a poor situation, I would like to suggest there is a much better approach. Rather than putting band-aids on the problem fix the source. I have made multiple posts on this subject have "sworn off" making any more. But after reading about a forum member having a full-on speed wobble and a frightening crash I'm back whining again. Your bike's fork springs were too soft the day the bike left the factory and seem to be of very poor quality as well. The same is true of the rear but I'm talking about the front today. You can reduce the effects with ride height adjustments, stiff damping and setting the steering damper but the source of the problem is the bike's chassis geometry being changed by soft springs. I have been told the stock fork spring is rated at 0.60 Kg/Cm. The replacement used by average size folks is 0.90 spring. Heavier/ more aggressive riders are using 1.05s. The most often used spring is 50% stiffer than stock, can I make this any more clear? Guzzi screwed up, you need to fix the mistake. I can't be quite as sure about this but I think there is a strong empirical case the fork springs are "sacking". Sacking means the springs are becoming shorter, making the front end collapse even more. Todd refers to the steep rake of newer bikes, the combination of too soft, sacked out springs lead to even steeper rake and less trail. Throw in the poor damping (another subject for another day), not overly stiff frame and rear end biased weight distribution and you have a recipe for disaster. All in all Guido was lucky, the next person may not get off so easily. And NO more pre-load will not make up for soft springs. It would be great if we were all rich and could throw the stock forks and shock in the nearest trash can and replace them with better equipment. Back in the real world most of us need to balance cost with results. Better fork springs will result in in a bike that is safer, rides better, doesn't dive as much on braking and not dent your wallet too badly. Your forks probably need the oil changed anyway, changing the springs will not add much to work (if you are doing the work) or labor bill (if you are paying for the work). Start with your local shop, they should be able to get you stiff, better quality springs. If they can't help find out where the local racer get their work done. Be careful you have a race oriented shop change the fork damping or set up a shock, race track set-ups will go too far in the other direction. Tracks are much faster than the street and generally smoother as well. Failing that: The best known shop in the US: Race Tech The shop I used have the suspension on my V11 re-sprung and valved: LE I hope Guido and his bike heal quickly, Lex

Everyone has said nice things about Rich's seats so I'll prove the opposite POV. I don't have one of Rich's seats and regret that situation. A while ago I was torn between one of Rich's seats and a Corbin. Between the fact that I couldn't get a chance to sit on Rich's seat before the cover was made (we are on opposite coasts) and I can ride to Corbin's place and the fact that I have been using Corbin seats for almost two decades I had Corbin make me a seat. The Corbin is better than sock but it isn't great. The shape of the Corbin seat is OK but it feels (and weighs about the same as) like a well shaped rock covered in basket-weave leather/ vinyl. The Corbin seems like it is built for a super sport bike, besides being hard it has a distinct crown and is very (too) easy to move around on. This works really well for a few times I am really pushing my bike in the twisties. Rich's seats are (from what I have seen) flat, that should work better for anything but very aggressive riding. That means about 98% of the time I'd rather be sitting on Rich's seat. I think I'd rather work a little harder 2% of the time and enjoy a more comfortable seat the other 98% of the time. If I had it to do over again I'd use Rich. On another note, I don't know much about the Guzzi seats referred to as being "like a PWC" I can tell you the seats on PWC are junk. I work on search and recovery (on and under water) team that uses PWC as tools for certain situations. These seats are horrible, spill a little gas or other "hot" chemical and the "cover" melts, leaving a rust colored mess and the foam exposed. Leave the PWC out in the sun and the "cover" cracks, exposing the foam. Not long later the foam (and therefore the seat) is junk. In both cases you are looking at a new seat. Since our PWCs are loaned by the manufacturers we just get a new seat, you'd have to pay for the new seat. If I knew a bike I was looking at had a seat like that I'd include the price a new seat in my plans, they suck. Finally: Rich, I'm glad to hear you got a load of work. That way you will be in business the next time I need a seat. Yes, I'm just another selfish clod. Best Regards, Lex

I've gone on about this in the past so I will give you the abridged version. Worth? That is up to you and your pocket book. Good Idea? That is the harder question. I have a Shoei head, I've owned one Arai and tried on many. They just don't fit me. Yes, this includes the "Shoei like" Arais. Other people have the same response to Shoeis. What ever it cost it is not a good deal if it is uncomfortable. Try (for several minutes) before you buy any helmet. Any helmet you give away a few weeks after you buy it is a bad deal. Lex

I've used that trick on my Guzzi and my "Air Head" BMWs. It works well as long as you remember to remove the obstruction when it gets hot. That might not be a problem on the IOM but where I live it can be cool at my house (lets say around 50F/ 10C and foggy) and hot (100F/ 38C with blazing sun) a few hours and miles later. Forgetting to take the block off could be bad for the motor. Lex

Cliff, I'm not too knowledgeable about such things but I was surprised to see the sensor in your picture mounted on one of the headers instead of the on the collector. Wouldn't it be better to have the sensor where it would "see" both cylinders? Is there another factor (exhaust temp?) that makes it better to be closer to the head? Pardon me if this is a dumb question or you have answered it before. Thanks for all your work on this. Lex

Baldini, The bike is at Monroe Motors in San Francisco as I write this. They did the transmission recall and checked out the brake problem and a few other things. When you live 250 miles (about 400 kilometers) one way from your dealer you save up a list of problems before you visit. Anyway, they said all the correct parts are there and they are in the correct order. They resorted the fast way to troubleshoot the problem, swapping parts. It looks like the problem is the caliper mount being made incorrectly. They came up with a better shim in the short run (steel and no doubt better made than my homemade junk) and have filed a claim with Moto Guzzi to replace the caliper mount. My factory warranty expires next week (I have four more years on the extended warranty) so it was good timing. I'm going up to the city to get the bike tomorrow, I'm really looking forward to having it back. Riding the BMW is OK. Actually the fat bike has been kinda' nice since it has been cold (Near freezing at night! How is a wimpy Californian to survive? ) and the heated seat and grips have been on and the wind blocking of the fairing appreciated. But the Goose is just more fun. I keep thinking about a 2005/ 2006 Moto Guzzi with a small windshield and a grown up sized alternator. I think I need a summer Goose and a winter Goose. Lex

Steve, I like the finish but it just doesn't seem to fit the bike. The V11 is an odd duck (or goose) not quite retro (polished megaphones would look great on a retro bike) but defiantly not modern either. For whatever reason, to my eye the polished finish doesn't quite fit. It just goes to show you that this is subjective. My bike is up at Monroe Motors getting the transmission recall done. When I get it back it will be just before the four day Thanksgiving weekend. I'm going to take another pass at polishing the crossover and headers pipes over the long weekend. Next summer I'll get a change to run the bike hard out in the dessert. If the mufflers get a little more color and the pipes are a little lighter and a little shinier it might all work for me, who knows. For now they do not flow visually, at least to my eyes. As far as appreciating the work, I have some idea of how hard it must be. I've done a little polishing but I've never gotten stainless to looks nearly as good as the finish on the Staintunes. The New Zealand thing is personal, I have a very strong attachment to New Zealand and Kiwis. I've done a fair amount of traveling, I have positve memories about just about everyplace I've been, even New Jersey (;-) but New Zealand holds a special place for me. New Zealand and New Zelanders remind a lot of what California and Californians were like before the moron contingent moved is and ruined everything. Lex

edge, Very nice. Staintune has had the market niche to itself for too long. The fact they are made by Kiwis makes it even better, as much as I like Australians and Australia you gotta' love their feisty neighbors across the Tasman Sea. However, I do wonder how those little bitty birds can run welders and metal forming equipment. If I didn't have my Staintunes already I'd defiantly be looking at this option. As I have said, I am very happy with my mufflers but the satin finish on these cans would solve just about my only objection to the Staintunes. Lex