Greg Field

Yes, the difference in sound is due to the difference in mass of the flywhweels. That was my point. Also, the six-speed trans apparently contributes to the noise because the V11 Sport flywheel is functionally identical (both are light, 10-spring, dual-plate clutches) to that of a Centauro, but the Centauro clutch (hooked to a five-speed trans) makes less noise. Of course, having knowledge of one or two examples of one model, you could not know these things and have to try to make points by misinterpreting the writings of others with broad knowledge, such as Pete. Anybody remember the special-edition Japanese 4s (nonwierd firing order) of the 1980s with dry clutches and the rattling they made? Light flywheel + multiplate dry clutch= clutch chatter when the plates are released.

Tennis have a single-plate clutch. Opposite noises as a result. Not that it really matters, but the noise has nothing to do with the Guzzi firing order, since the earlier Guzzis with the same firing order and dual-plate clutches do not make these noises. The clutch noise started to be noticeable with the advent of really light flywheels, starting subtley with the Sport 1100 and crescendoing on the V11 Sports and continuing on with the two-plate Breva 1100/1200, Norge, etc.

We do not want to do fuel conversions. We want to be a Moto Guzzi shop. We did it for this guy because he's bought many bikes from us and is a very good customer and friend of the shop. Your other "questions" are just stupid. How the @#!#$# would I know if the guy has a patent? WTF does a patent have to do with it anyway? I told you what the guy's motivations are. Believe it or not. What is it you find unbelievable about a bike running on ethanol? Many vehicles do. This is not earth-shattering stuff. It's rather commonplace, actually. Ever been to Brazil? I have. Plenty of ehtanol-fueled cars there. Shit, they even race dragsters on it.

We are a Moto Guzzi shop, not an ethanol shop. Next question?

What I related to you is what I saw with my own eyes. If you do not believe I'm telling the truth about what I saw, you believe I am lying. That is what you're implying here, whether you have the balls to use the word or not. I offered to bring into this discussion two other eyewitnesses to back up my position. That still isn't credible, in you mind because it would prove you wrong. If you think Dave Richardson or Micha would lie just to fool you, you've proven you are a fool.

It is what it is, and it is not a lie. I watched him drive off on it, and I've seen him drive it back in. He played with a bunch of stuff and had his fun. People who actually do things get huge inner smiles when some clown tells them that what they've already done is impossible.

Well, it's very simple: The owner is quite introverted. He would not seek publicity. And he doesn't really give a shit if anyone else likes what he's done. He's excited as hell about it and will tell you if he really thinks you're interested, but he certainly wouldn't take it to the newspapers or magazines and say, "Do a story on me. I need validation for what I do." He is able to think for himself and willing to put his money where his beliefs are. I like him quite a bit. He's a hell of a locksmith, too.

I regard things I see with my own eyes as truth. I watched Micha make the mods and then I watched the guy ride away on the bike. If that's not credible, well, @#!#$# it. Why try to reason with an ass?

I'll call the Wall Street Journal and order them to do a story on this bike just for you. All credible news sources love to fly in their reporters a couple thousand miles to do a story on a one-off motorcycle that none of them have ever heard of. If they actually send someone, though, you'd just write a shrill rant calling them liars, too, rather than admit defeat. Are you in the habit of calling people liars when you meet them face-to-face, Hatchetwhacker?

There is no news source. I witnessed much of the conversion with my own eyes, as it was done in our shop by Micha, our service manager, as I've already said. I can have Micha or Dave come on here to verify that. Again, will you call them liars, too?

What sort of proof would you like? We did the conversion here in our shop. If I had Dave Richardson come on here and confirrm it, or Micha, our service manager, would that do it? Or will you call them liars, too? As for the rest, that's just politics that is outside of this discussion. The discussion here is whether ethanol harms Guzzi gas tanks, or if perhaps there's something else going on. I'm not 100 percent sure what it is, but I have a bit of experience in the matter, and that experience suggests to me that it may not be the ethanol but rather something added along with the ethanol in some areas that is the true culprit. When someone with comparable experience in this matter weighs in, I'd be happy to get back to the core of the discussion, without the political angle that causes you to froth at the mouth so and consequently to seem even more unhinged than is your norm.

Indeed, Raz.

You mean this one? Of course I do. It's among the 400 or so plastic tanks run on ethanol that I care for. It melted to the ground within 10 microseconds when run on 100 percent ethanol. Actually, nearly three years later, it's in perfect shape, even though it was run on 100 percent ethanol. His tank comes off and goes back on without a hitch. How could this be possible? After all, according to the Hatchetwhackers of this whirled, the world comes to an end when corn likker goes into a V11's tank. Think for yourself. . . . does it? Again, repetitiously, y'all can perseverate on ethanol, but I'm not seeing a problem with it. If you want to be blind, continue to perseverate on ethanol. Or, get smart and start to look at the chemical stew that may be added to the ethanol in the areas where big problems are seen. You won't, though, because it's a political thing, rather than a logic thing. Life goes on, though. Back to the regularly scheduled inane blather here . . .

Repetition has convinced me of this for certain: Hatchetwhacker excells at but one thing: Making peoples's eyes bleed with his unreadable "style" of "writing."

They assume it's the ethanol. It may instead be something that's added along with the ethanol. I've got a lawnmower and a weedwhacker and a generator and a chainsaw that've been run on ethanol since the late 1990s and haven't had to rebuild the carbs on any of them. Maybe the gas companies don't add to cold Seattle's ethanol gas some chemical that's part of the additive pack added for warmer climates? In both cases, ethanol is in common but the problem is not. Why some refuse to look for any other possible cause should not surprise me.

I don't discount heat as a contributor. But neither do I just assume that it is the ethanol that is causing this problem.

I work at the busiest Guzzi dealership in the US, maybe in the world. Last year, we sold 10 percent of the Guzzis sold in the US. Typically, we sell 20 percent. Some years, we have sold 25 percent of the Guzzis sold in the US. We're talking on the order of 400 Guzzis with plastic tanks in the time I've been working there, not the one Guzzi most of you have cared for. I order all the parts for those bikes and am a trusted advisor to ur service department, so would know if there's a problem. We have had not one single tank warranteed for bubbling or stretching issues, or an older bike come in with these issues, except for one V11 that lived its life in Portland until last year, despite the fact that 10 percent ethanol has been mandated in Seattle since the late 1990s. MPH Cycles in Houston has had stacks of tanks warranteed for these issues in the same time frame, despite the facts that they've only had mandated ethanol for a few years and they sell fewer bikes. I would submit to you that Houston gas gets a different additive package than Seattle gas, along with the same ethanol load, and that you should therefore look to the add-pack to find the differences in warrantee claims for damaged plastic tanks. What do I know, though, compared to all the experts on this list?

You can if you get Carillos custom made in length to account for the deck-height difference, which will also gain you a better rod ratio.

Every time I go to the liquor store, I see rows and rows of plastic bottles full of 80-110-proof booze. Every time, I marvel that none of them seem to be swelling, and then I wonder, "With four times the concentration of ethanol present in gasoline, shouldn't these plastic tanks be melting before my very eyes?" Consider the possibility that it's not the ethanol that's the culprit. Could it be something added to the additive package that's goes along with the ethanol? Lesser men never even consider such things . . .

That's my friend Paul's V7. I put a bunch of work into it when he stopped in Seattle on his way to South America.

That part was not fantasy. Billy Joel was in the shop for about 45 minutes today.

“FOR IMMEDIATE RELEASE “To our friends in America: “We’ve sensed that you were as underwhelmed with Pierre Terblanche’s EICMA fantasy bikes as we were, so we’ve kicked his South African ass to the curb and hired someone who really knows his Guzzis to usher in a return to “first principles” in a way that Roman emperor Marcus Aurelius would applaud. “Today, the Piaggio group is proud to present the first fruit of that partnership: the early-intro 2011 model Moto Guzzi Nuovo Eldorado—a real-steel resurrection of the most storied Moto Guzzi twin of all time, and one that sets the new standard for retro looks combined with modern function. Far from being merely impractical butt jewelry like a café racer, the 2011 Eldorado is a practical mount that can take you anywhere you want to go. In homage to its roots as a police bike, we like to call it a “donut racer,” but what it really is is a streetbike bike that you can use. The 2011 Nuovo Eldorado shown with celebrity spokesman Billy Joel who was at Moto International today for the launch of this historic new model. We are near conclusion of a product-placement agreement to have a pair of Nuovo Eldos onstage like lions at the gate during his current concert tour across America. “Out front, the Nuovo Eldorado features 54mm Marzocchi forks mimic the classic fat-fork look of the original Eldo while vaulting forward 35 years in suspension technology. In another first for Guzzi, these forks are correctly sprung for American-sized riders. Fully adjustable for pre-load and compression and rebound damping, you can set them Cadillac soft or racer hard. Twin rear shocks are adjustable units from YSS. “We think you’ll love the new brakes as much as you love the new suspension: genuine 320mm Brembo floaters squeezed by four-piston Brembo Goldline calipers out front and a matching single Brembo rotor and caliper at the rear. Master cylinders are both genuine Brembo. All brake lines are stainless steel. Far from being just another ho-hum entry into the “retro” category, the new Moto Guzzi Eldorado creates its own new category—the “donut racer,” a name that honors the original’s heritage as the chosen mount of police departments all over the US and the world. “The new Eldo may be molto retro in spirit but it’s not so old-fashioned that it keeps remnants of the past that truly belong in the past. Both wheels are tubeless spokers with “sensible shoes:” 110/90-18 Pirelli Sport Demons at both ends that provide quick handling, sure stick, and don’t break the bank when you it comes time to replace them. “Its steel fuel tank with chrome panels and pinstripes is straight out of the ‘70s but is impervious to the alcohol-laced fuels of today. It holds 5.5 gallons for a real-world range of over 200 miles. Perched like a lone cherry atop this tasty bowl of gelato is a gleaming polished aluminum dash that harks back to the police Eldorados of yore. Pride of place is given to an outsized speedometer, framed by a rainbow of indicator lights to let you monitor the health of your new mount. The polished dash is the control center of the Nuovo Eldo while allowing instant access to the adjustments for damping and pre-load on the 54-mm Marzocchi upside-down forks. “Making its long-overdue return on the 2011 is the classic round-fin Guzzi Big Twin engine. By classic, we mean classic. We returned to smaller valves and ports and mated them with big Dell’Orto carbs and long intake runners and a way-lumpier cam for mid-range torque that’s not just fat but morbidly obese. “You’ll never have to worry about the wind and weather or how to carry things, either. Standard is a reprise of the classic “buffalo” fairing and quickly removable leg guards. Its footboards are perfectly placed for all-day comfort and fabulous cornering clearance. Its centerstand and sidestand are the best in the business. Its slim and stylish retro saddlebags and a luggage rack behind the police-spec solo seat are big enough to bring home the groceries or carry all your essentials for a long trip. “And in another first that shows our commitment to succeeding in the world’s largest market for big-bore streetbikes, we’re introducing this important new model to the US market first. That’s right! The first shipments will be sent to America! Look for them in US dealerships starting in mid-February and everywhere else next fall.” ---------------------------------------------------------------------------------------------- Well, that’s the fantasy version, anyway. The real story is that it’s my scruffy, old Eldo with a set of upside-down forks from the Ballabio grafted on, along with Norge rotors, V11 calipers, and a front wheel off of a 2004 EV. It was a ton of work but so far seems to’ve been well worth it. I went into this with three goals: The first, of course, was to get better front suspension and brakes. I definitely have that. It rides unbelievably smoothly at the front¬¬¬--miles better than even the hot-rodded, FAC-equipped Eldo disc-type front end it replaced, let alone the all-steel, undamped drum-type forks my Eldo first came equipped with. The brakes are really good, too, although I have to say they’re really not all that superior to the hot-rodded dual discs I had on before. Those were really good brakes, too. It’s much more stable, too V11 Sport forks have MUCH less offset than the Eldo forks, which meant a great increase in trail, which made the whole thing rock-stable while still having great steering response. It always wanted to go into a death-wobble with the old forks, so much so that it scared the crap out of several friends of mine who rode it. And you’d never’ve wanted to’ve ridden it without a steering damper. Its instability was just something I grew so used to that I never really noticed it much, but I sure heard about it when most others rode it. The second was that I also wanted it all to fit together so seamlessly that you wouldn’t even notice that it had been done unless you looked real close. So far, no one has spotted the change until I pointed it out. That makes me think I met that goal, too. Finally, I wanted to do the mod without making any permanent alterations to either the bike or to the Ballabio front end. Unfortunately, I failed to meet that goal. In the end, the only way to get mounting points for the Eldo handlebar risers that I felt were strong enough to be safe was to drill four holes into the Ballabio top triple clamp. Also, I had to cut the center supports on the Eldo fender because they were long enough to interfere with the calipers. I cut them off at a point that will allow me to weld them back on easily if I ever want to revert to the old forks. Making all the bracketry and stuff to mount the fender and dash without cutting and welding on the parts added a tremendous amount of work, but I think it was worth it. I had to make a plate for the police dash to mate it to the Ballabio top triple clamp. I made circular spacers to go inside the big bar-mount holes that were already there and then drilled and tapped the spacers to accept the rear mounting screws for the dash. The plate is hardly noticeable and went on without need to alter any stock parts. The dash wiring was a nightmare because the steering stem is so much longer on the Ballabio triples that it raised the dash enough that I needed a longer speedo cable and had to make extenders for many of the wires to the idiot lights. This view shows how much less offset these forks have than Eldo forks. Stock forks are centered under the forward mounting screws for the dash. These are completely outside the footprint of the dash, which is a good thing because as a result I can easily get at the adjusters. Here are a few of the brackets that it was necessary to make to mate the Eldo fender braces to the upside-down forks. The axle is from the Ballabio front end. To make that work with the EV front wheel, I swapped the bearings for Ballabio bearings and had a friend turn a new inner spacer for the wheel. That was the only part in the whole conversion made by a machinist. The back bracket was a real bitch because it’s curved and really difficult to fit. Because the bracket is curved, I needed wedge spacers fitted around each screw so the screw head would be tightening onto a flat surface. I bolted them using the pinch-screw holes that were already through to the back of the lower fork boss. Try threading a screw through the hole of a precisely fitted round bracket into a non-countersinked hole coming out of a curved surface. Endless frustration there. It’s a two-bourbon job, for sure. As said earlier, I had to cut the center fender supports. I hated to have to alter a rare stock part, but there was no alternative. Then, I made brackets bolted to the caliper mounts that would mate up with the shortened fender supports. It’s not ideal, but it doesn’t suck, either. These brackets were necessary to mount my front turn signals and spotlights. I sized the thickness of the steel so they’d do double duty as the point of contact with the steering stop on the frame. Simple and effective. That copper line around the top of the lower triple is for a partial shim I had to insert because the fork necks down by 1 mm halfway through the clamp. The V11s have a taller steering head, so this wasn't necessary on that bike. Mating the long steering stem or the V11 triple clamp with the short neck of an Eldo frame was the most frustrating part of the whole thing. I had to try, fit, measure, reshim bearings, again, and again, in order to get it all to work. Do not drink bourbon during this phase. Overall, I’m very happy with it. The change in looks is pretty subtle whereas the change in performance is HUGE, which makes my Eldo even more of a sleeper than it already was.

I did this to my Ballabio. It looks goof(ier)y without the fairing, unless you also fit headlight brackets to move the light back. Then, you need a V11 Sport instrument plate and a few mounting bits. The V11 Sport brackets are still available, or you can make your own. The headlight is smaller than a V11 Sports, so you need a few spacers to make it work with the V11 brackets. It'll look better if you also cover the small headlight by moving the fairing back to swing with the bars. That's easy to do. Just bolt it on using the screw that hold the headlight to the mounts.

Some bikes experience oil starvation when the level is set by the factory method. It is wise to fill it to the full level as read by the following modification to the method oalready given: Instead of screwing the dipstick all the way in, screw it on only one turn or less (just enough to ensure that the stick is not cocked going into the case. This will prevent oil starvation in almost every case. For the few on which it does not, the best cure is a Roper sloppage plate.

They most definitely will leak juice, if you overcharge them and distort the case, or at least the one I ruined definitely leaked. I've sold hundreds of them through our shop, and only two have failed. One died on its own. I ruined the other trying to revive it after it had gotten weak. You can almost always revive them by whacking them with a high charge rate. That would almost certainly have revived this batter, but I forget to turn off the charger before I went home at night, so I had to buy the customer a new battery.