GuzziMoto
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Posts posted by GuzziMoto
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Rotate it 90 degrees, so the crank runs north/south, with a counter rotating gearbox alongside and you've got my attention.
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Nope, least if it is, then Honda's v-5 isn't legit...
Actually, that's pre-800cc MotoGP [can you tell I don't really follow it? Too unrelated to real-world bikes, that's why WSB is more important than MGP results]; I don't know if they axed anything over 4 cyls when they revised the displacement limit. There was some complicated formula for displacement vs. # of cylinders under the old scheme, which gave triples & twins the full 1000cc [not doing Ducati any favors there!
], fours & fives got 900cc? and higher #s dramatically less [to discourage Guzzi & Laverda from participating... 
]Anyway, I don't think anyone is currently racing anything over 4 cyls in MotoGP, but that doesn't mean they're forbidden, just that the rules are structured in such a way as to discourage them. Kind of the reverse of what Guzzi faced in the 50s when they built the v-8: the only limit was displacement, and their old 500cc singles and twins just weren't able to compete in terms of power when the brakes & tires got good enough so that their opponents could take advantage of the power from their multis, so let's leapfrog the competition and double their four cylinders... What audacity! Such a pity those days are 50+ years behind us now, and racing is more about whose programming is better. I'd rather watch a spec league so you can really determine who's a better rider, since everyone is on identical bikes!
The displacement limit in MotoGP is absolute. They have differemt weight limits for different numbers of cylinders.
Minimum Weight - MotoGP Class 2007
2 Cylinder 137 kg
3 Cylinder 140.5 kg
4 Cylinder 148 kg
5 Cylinder 155.5 kg
6 Cylinder 163 kg
Partially because they restrict fuel capacity to 21 liters everybody uses a four cylinder engine at present.
Guzzi has no place in MotoGP at present. I could see Aprilia doing it.
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I too have considered having a BMW to chain my Guzzi to as an anti-theft device. But in the end it seemed a little over priced and I couldn't find anyone willing to ride it and follow me around so it could be there when I needed it.
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I just ordered a Penske shock for the wifes V11 (the stocker cracked at the lower mount). I gotta say, the Penske is in the same price catagory as the Elka you are trying for and they have made a few already. No groups required. Just call them and tell them how much you weigh and how you ride. Michael Himmelsbach (the motorcycle guy there) is a nice straight up guy as well.
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I find it much easier to service the forks after removing them from the bike. You will need to compress the spring to get at the nut where the damper rod attaches to the fork cap. This is easier with the forks seperate from the bike. I have a nail at the right height off the floor of my shed so that I can compress the spring and use the nail to hold it compressed while I undo the cap. Good luck.
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A kid! A veritable whippersnapper!
I remember when pump gas was 94 or 95 octane [this is U.S. (M+R)/2 [leaded premium] or 89 [leaded regular]. Then they phased in unleaded regular (86) and "mid-grade" [90], but you could still get the hi-test leaded [for all the old cars that couldn't run on the required unleaded new swill]; this was when the smart kids bought a tankful of the mid-grade and pumped the last couple gallons of the hi-test in their pre-'74 non-cat equipped cars, because of the synergy of the tetra-ethyl lead with the unleaded octane enhancers [you wound up w/ a tank of roughly 93 octane for much less than a tank of the 94-5 ethyl!]
Then the numbers generally crept down a couple points, Regular excepted since it was already lower than many older cars could handle.
But there is no "other, better things to raise the octane" than tetra-ethyl lead, barring the whole issue of the toxic lead air pollution it creates.
I make no claims to being old. In fact, amongst this group I'm happy to say I am on the young side. Sorry to hear you are on the other end. That does not change the fact that octane ratings in the US have not changed in a long time. And, while lead was/is an effective octane booster, lead tended to leave deposits in your motor, so it wasn't perfect, although the deposits did help with reading plugs and pistons. There are ways to raise the octane rating and speed up the combustion rate at the same time. I would say that is a step forwards from the old days, but that could just be me. I know how you old geezers tend to hate new fangled technology.
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This is what Todd response was when I inquired about getting a shock.
"Hi Michael,
All of the shocks are built in Holland, and shipped
over. Typically it's @3-4 weeks.
That too long?
Todd"
Sounds like he does not stock them but orders them as he sells them. Ohlins says (thru Stig at PPS) that they discontinued the rear shock for the V11. If that's true, that is bad news for sure.
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Well let's see. When I was pumping Sunoco 260 back in '79 at my part time job it was rated at 106 octane. I think the octane rating might just have something to do with detonation. Unleaded fuels have a lower octane rating primarily because of the absence of lead. In addition today's pump gas may contain oxygenates and/or alcohol. I suppose you could argue that good combustion chamber design, piston dome shape, valve layout, etc. can alleviate some of the effects of crappy gas, but I think most manufacturers have known for a while that high cylinder pressure and modern fuels are a recipe for disaster.
The octane rating of standard pump fuels has been reg= 87, mid= 89, and premium=91-93 for as long as I can remember. The stuff they put in fuel has changed. Lead is out. But they have other, possibly better, things to put in gas to raise the octane. And as far as alcohol goes, it can cause issues in your fuel system related to water but in the combustion chamber it is mostly a good thing. There was a time right after they banned lead that fuel quality was down, but that has passed. Modern fuel is pretty good.
And if you want high octane race fuel without lead you can buy it. But you don't need it for a Guzzi, even with high compression pistons.
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I don't know about a 3D shock but Todd at GuzziTech already sells HyperPro shocks for V11's.
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A question, my understanding is that all V11's have a 6 speed gearbox, certainly what all the tech specs i can find on the internet say, however the RM I am negotiating on is advertised as a 5 speed box, and the Carbonfibre G/box cover is no 1 N 2 3 4 5. So seems consistent. Then basically the only reason I can see for it having the 5 speed box is that it has been replaced with an earlier 1100 sport box.
Unless someone knows any different
The C/F cover could be why it is being listed as having a 5 speed box. I have never seen a V11 with a 5 speed. Not saying it can't be done, but I believe it would tack some pretty serious fab work. Enough that it would probably be cheaper to but a new bike.
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WHile it could be argued that the high compression pistons may cause detonation due to the raised compression ratio, it could also be argued that they may reduce detonation due to the increased squish area improving turbulence in the combustion chamber. I would not be suprised to find that the net result is a wash.
What is it about todays fuels that you think is worse then fuels of old when it comes to detonation?
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The rings have a top and bottom. I forget which is which, but you should be able to tell by comparing to the stock piston and rings. I want to say the rounded edge of the ring goes up.
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Hey all,
It seems from the response to this thread and from what I've read else where, I might be better off getting a Stucci or Mistral X-over, a pair of Mistral cans (or whatever else is good and works??????????) and then start looking at a new ECU (no PC for ME).
I have a few more exhaust questions and if I don't get any replys here I'll start a new thread to get the attention of the masses.
1) Has anyone tried the Ghezzi & Brian under-bike exhuast system?
2) Since I have a 2004 vintage V11 with the front cross over pipe, would it make sense to remove it once I install a Stucci or Mistral X-over? Pros and cons please, any evidence to back it up your assertions.
3) If I remember correctly I have a bung welded on each downpipe on my bike. I wonder if MG was pondering the idea of installing an O2 sensor for each cylinder??
4) Is anyone or has anyone considered using the an EGT gauge to monitor A/F ratio? I've heard some car guys go this route.
Cheers all,
Raceboy
1) I don't know about the G&B exhaust, but plenty run the Quat-D under bike exhaust.
2) Just my opinion, but I would replace the head pipes with non-crossover pipes. The front crossover is a compromise more about noise control and emissions then performance. In order to get the most benefit out of a Stucci or mistral unit you would want the front crossover gone.
3) I think the bungs on the stock pipes (smaller then an O2 sensor bung) are for CO testing, but I could be wrong.
4) Yes I've considered EGT monitoring. You can buy a nice unit that will measure temp in two cylinders at the same time for a couple hundred dollars. Exp aircraft supply houses are a good source. First read up on what EGT means. It is a useful tool, but it may have more use for racers then street riders.
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That, to me, is the biggest stumbling block. At this point, the local shops I'ved checked at don't do test rides on the 1125. Ihope they will change that policy. Because while I've not test rode a single bike I've ever bought before buying it I would not buy a Buell again without test riding it.
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I have not seen the sreet fighter version in person, but the sportbike version looks great in person (looks bad in photos). And red is probably a bad color for it (red usually is a bad color for any bike).
I would buy one, in fact I want one. Since Guzzi won't make a street legal MGS01 I may end upwith a Buell(again).
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I agree. I thought those scoops were ugly in photos, but when I saw it in person (on the sportbike version) I was impressed. In black, it looked great (scoops and all).
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I'm pretty sure there should be a gasket there. Sometimes the gasket is smoushed into the head so hard that it doesn't look like it's there, but if you pick at it with a dental pick you may find it.
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It used to hook up to the emissions canisters(as typically found on Cal bikes. All Guzzis are Cal bikes in the US).
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It seems to be easy to get a Garmin 350/360 in the $200 range - but how important is the motorcycle only version? Joe
A unit made for motorcycles should have a brighter screen display as well as being water proof(or near to it). It should also have controls that are easier to work with a gloved left hand. The unit my brother had before his Zumo had the controls on the right side and they were hard to work with gloves on.
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Sounds like a stuck injector. They can stick open or stick shut. Yours may be stuck open. If you swap the injectors and the problem moves with the injector, that's it.
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They have two street legal singles that they ride(rode?) and one race bike that they restored. The race bike came from Japan and needed a lot of things replaced and/or made. I am no Duacti single expert but they seemed to know enough. Iwas focused more on the Guzzi side. The wife side of the husband wife team that owns the shop learned to ride on one of the Ducati singles they have there, right side shifter and all. If your in the area at all they are worth the trip. They don't have all the things like gloves and other gear for sale that most shops would, but they are worth the trip.
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I just dropped off the wifes V11 at this shop for some work. All I can say is WOW, what a shop. If you are a gear head at all, this is a place to visit. They have a lot of old Porsches as well as a few other makes of cars, plus some fantastic Ducati singles. They are interested in old Guzzis as well, so anybody with an older Guzzi should feel welcome. If you are in the Balt./ DC area, this shop is worth the short drive to visit. And at this time, they have some leftover Guzzis they want to move.
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The tank vent may have a one way valve in it to only allow air in to the tank to replace the space the fuel, that is used up as the engine runs, occupied. Sometimes this vent is installed backwards. But in your case, if it is there, it may not be letting pressure escape as it builds up in the tanl(due to fuel evaporating and/or temp increasing). The pressure build up may force fuel out the other line. Not really sure why or how. All I know is on my Griso it did the same thing and removing the one way valve stopped it. If you have this valve in the vent line, try removing it.
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Well put.
tyre pressures
in Technical Topics
Posted
Tire pressure is a personal preference as well as a technical issue. Higher pressure will allow higher loads and speeds by preventing heat build up. It will also make the steering lighter. The down side is a smaller contact patch and less grip due to the lower running temp. I run lower pressure then most on this board, 32 psi front and 34 psi rear. I do add a pound or two in the rear when touring with the bike loaded.
I think the best thing to do is start on the high side and keep dropping a pound at a time until the bikes handling stops improving and starts getting worse again and go back that last pound. Just don't go below where I'm at or tire wear will increase dramatically.