GuzziMoto

A Wave disc is typically a brake disc that isn't round, it has a wavy shape to it is a basically round shape but not round. It does much the same as discs with slots or drilled holes. It is supposed to increase cooling surface and it allows for the pad contact area to vent.

Count me in for one. As I would probably paint it I am not super concerned with how it looks, only that it fits well.

And my Daytona has a 17" front and 18" rear wheel. That configuration was fairly common back in the late 80's and early 90's. Yamaha used it on a number of models ranging from the FZR400 to the FZR1000.

If one of your options is the V2 Panagale, the Triumph comparable model should be the Daytona Moto2 765. I like the middleweight triples, the 765's, more than I like the big triples. But I would consider a Tuono V4 over either of those two.

I am also not exactly a fan of Marc Marquez. I respect his talent, but I don't like the way he rides with no regard to others on the track with him. Over the years he has put more other racers on the ground by hitting them then most others have. Contact does happen, sometimes it is unavoidable. But for Marc he seems to make no effort to avoid contact with others. That said, it seems his crashes have caught up with him. He does crash a lot, and has managed to stick around longer than most others who ride like that (think Wayne Gardner). If he doesn't walk away soon he may end up in even worse shape. But since he has outright said he won't keep racing if he can't win I expect he will walk away soon. At this point he isn't even the fastest guy on a Honda. Oh, and my fastest crash was at Roebling Road in turn 9 running around 130 mph. It was brutal, destroyed the bike (ripped the forks in half) and dislocated my shoulder (among other injuries).

Abd they can easily ship to the USA. I think mine arrived in maybe a week. Yeah, I know. Old thread. But I was bored.

There are definitely different qualities of carbon fiber, as well as different styles. Way back when our raceteam actually had an offshoot that made carbon fiber parts, mainly for Ducati's. It was interesting, but I was never a huge fan of it. I get light weight is good, but I am more interested in other light weight options like titanium or magnesium. Clearly, that isn't really an option for bodywork. But I just never got that excited about carbon fiber. So while I would buy a seat cowl out of carbon fiber, that is mainly because it is hard to find a seat cowl of any sort made out of anything, and I could use one.

Even at $300 I would still be interested as long as it was nicely made out of carbon fiber.

No one is saying that Michelin can't take measures for safety. But first, there were no tire failures in testing, so there really was no evidence for needing to take measures for safety. Secondly, if Michelin did feel they needed to bring more durable tires they should have chosen more durable tires from this years tire range. Not brought out a tire they haven't used in years. And if they were bringing out a tire that wasn't in the current range of tires offered, they should have either brought that tire to the test or made running that tire optional. Instead they brought out a tire that made some guys faster and other guys slower. It also ended up putting Marc Marquez in a scary wreck. So, maybe not a decision that improved safety. At least some racers weren't safer due to the choice made. The F1 tire fiasco was in part due to the restrictive rules that F1 had in place at the time, not allowing Michelin to bring in tires that would have worked. In F1 back then each manufacturer had to pick the tires they were bringing in advance and they weren't allowed to use any other tires. It was an attempt to handicap Michelin, as Michelin were capable of bringing in tires over the course of the weekend if required. Spec tires are not 100% bad, but there are clear disadvantages to a spec tire. Spec tires have their place, in lower series where it is more an entry class and you are just trying to level the playing field and keep costs down. But at the top level of racing spec tires are stupid. They don't keep costs down and they don't level the playing field. And this past weekends race showed that.

Several aspects of the Indonesian round stand out. The biggest one being the rain, which really mixed things up. Rain always mixes things up, but here we had dry running until the race, even the morning warm up was run in the dry. So it was a learning experience for the racers to figure out how fast they could go in the rain. But also, Michelin brought an old tire construction with a stiffer carcass and that really made a difference. It put Fabio back at the front and it put the Honda's (Marc and Pol) at the back. It seems the new Honda did not like that tire at all, after being fast in the test earlier with the current tire. I really think that is messed up. Honda (who I am not really a fan of) put all that effort into building a bike that works with the new tire and they switch to an old design tire for the race, after having them test the new design tire at the track a few weeks ago. It also highlights the flaw with the spec tire. While in theory everyone using the same tire means the tire aspect is equal, but clearly it is not. The Yamaha doesn't work nearly as well on the new tire spec as it does on the old spec tire. The same with the Ducati. While the Honda doesn't work nearly as well on the old spec tire as it does on the new spec tire. But it seems there is nothing in place to prevent Michelin from bringing whatever spec tire they want to a race weekend. And what spec tire they bring plays a huge part in determining who is fast and who is slow. If they are going to make everyone use Michelin tires, the teams should at least get to choose which Michelin tires they want to use and not be at the mercy of Michelin.

If a source was found for seat cowls, carbon fiber or otherwise, I would be interested in buying one if they weren't too dear. I fitted a V11 rear section including seat to my Daytona and it lacks the seat cowl. The wife has a seat cowl for her V11, just a plain jane one painted to match the silver. I would love to find one for the Daytona and its V11 seat.

I use a standard generic rear stand, or the fancy rear stand that came with my Daytona. But I also see an interesting paddock stand from MG Cycle https://www.mgcycle.com/index.php?main_page=product_info&cPath=73&products_id=2995 It is a Becker Technik stand that looks to use a pair of 18mm sockets on those two nuts at the bottom of the pork chops. Says in stock and under $200

I think Pecco had a valid point. His bike setup went too far into the weeds trying all these different options and that stuff should have already been worked out by the factory tester. But I suspect that won't be as big an issue going forwards. I don't think he will play that game in the future, and I think he was only in that situation because it was a brand new bike at the first race of the season. As the races go on I suspect they will have a narrower and narrower range of set up that they know works for him. They were just to early in the learning curve this time. It seems the only Ducati rider not falling into that trap at the first race was Bastiani, who was on a bike they already knew how to set up. Worked out well for him.

We just looked at the Husqvarna 401's yesterday on the way home from work. I am impressed, and both the wife and I are strongly considering getting a pair (one for each of us). They are a little tall for the wife, but with the light weight she seems to feel it is do-able. The worst thing about them is which version. I was fully thinking it would be the cafe racer version, the Vitpilen, but it seems both versions are pretty much the same except the Vitpilen comes in white and has clip ons while the Svartpilen has bars and comes in black. The Svartpilen also comes with a rack on the gas tank and a slightly different seat. After looking at both and sitting on both I am torn between the two options. The clip ons appeal to me mentally, but the higher bars appeal to me physically. And I am not a big fan of the flat white on the Vitpilen. But I could live with either, and at the price they are going for we can buy two of them for the price of one of the other motorcycles she is looking at. And they would be fun little runabouts for the area we live in. The larger 701 looks like great fun, but that isn't currently available and it is in a different league price wise.

My wife and I were just looking at the Husqvarna. But we would be more interested in the Vitpilen, the more street oriented of the two, as where we live there isn't much opportunity for off road usage (funny, being as how we live in the sticks). One day we hope to move out west, and there the Svartpilen would be better.

Well, I revalved the rear shock on the DR 350, while I assume you are referring to the front forks on the Guzzi. The shock was made to be easily opened up and revalved. Where as cartridge forks can be harder to open up as at least some of them aren't made to be revalved. In some cases the cartridge is crimped together, and that can be tricky to open up and close when done. The cartridge works much like a shock, it has a piston that moves up and down through it with valving stacks to regulate dampening. The cartridge on the wife's red frame V11 (early forks) had two bypass holes in the cartridge that allowed oil to bypass the valving in the piston. All I did to the forks on the wife's V11 was close off one of the two bypass holes so that more oil was forced to go through the valving stack. That was actually enough. Not only did it increase dampening, it made the adjuster useful as you can now feel a difference when you turn the adjuster. Before the mod the adjuster only made a difference in the last inch or so of travel, after the piston had gone past the first bypass hole. But if I could buy a replacement cartridge I would do that. Right now I am busy doing a number of things, including acquiring the required parts to set the TPS and run GuzziDiag (we have made it this far with that bike without needing either, but it seems I should finally bite the bullet). Maybe when that is done I will dig deeper into the forks, but it is hard to justify when they actually work pretty well with the bypass mod. On a side note, anyone feel like helping an old fart learn new tricks? Free Beer....

Ages ago I re-valved the shock on my DR 350 with help from a friend. I was amazed at how beautifully simply the concept of valving really was. I assume they have gotten more sophisticated but the basic premise should still be the same. In the Jeep world a high end step up is bypass shocks, where you add bypasses so some of the shock oil can bypass the piston valving. Then by controlling the flow of oil through the bypasses, and having different bypasses between different parts of the shocks travel you can change the dampening in different parts of the stroke. As I recall KTM put a lot of effort into figuring out how to have variable dampening over the length of the stroke so they could run a progressive spring and no linkage.

While I hope Guzzi does come out with a modern Lemans / V11, neither of those two would do it for me. Too angular, to busy. I would rather something more Italian looking, something with fewer lines but the lines it has are right. But happy if Guzzi comes out with a new big block, as the current small block doesn't do it for me (never mind that we own one).

I have an '07 Griso 1100. It has basically an evolution of the V11 motor. It is stone axe simple and stone axe reliable. The newer Griso 1200 is more powerful. But it does have one potential reliability flaw. Up to around 2012 they had issues with tappet failure. The solution, it seems, was to replace the simple flat tappet set up with a roller tappet setup. It seems flat tappets stopped working..... As long as it is a later year Griso 1200, or it is an earlier year Griso 1200 that has been converted to roller tappets you should be fine. Or you can just go with a Griso 1100 (which seems to be fine with flat tappets). I personally don't mind the lower power of the 1100, but I would not turn down the extra power of the 1200 as long as it was a roller tappet example. More power is generally a good thing to me. I at first wished I had waited and got a 1200 Griso. And then they started failing. Now I don't feel as bad about getting the 1100. But I am really disappointed in the whole flat tappet fiasco. It was an engineering CF that should not have happened.

If Fubo TV shows NBC based channels like CNBC you should be fine. But, as mentioned, MotoGP is no longer on BEiN. Hasn't been for a little while. But the BEiN coverage was great.

That is good to know. It never made sense to me that the factory would have done that. I don't doubt that the later bikes have less rake angle (or more, depending on how you look at it) and more wheelbase, but likely they did that in the frame and not the triples.

I find there are usually two versions of how people mis-understand octane. Some think it means more power, it does not. Running higher octane fuel in an engine designed for lower octane fuel will not make any additional power. Some think octane is a measurement of how fast or slow the fuel burns, with higher octane meaning the fuel burns more slowly. It is not. Higher octane fuel could burn more slowly, but it might actually burn faster. Odds are, though, that it burns at the same rate as lower octane fuel. The octane rating of fuel is not a measurement of how fast or slow the fuel burns. If your engine is designed to run on 91 octane fuel there is no reason to run it on avgas with a much higher octane.

I would not run avgas in a V11. But if you want to, it is your bike. If your V11 has a cat and you don't want to ruin it you would have to remove the cat. If your V11 has an O2 sensor and you don't want to ruin it you would have to remove the O2 sensor. You will not get more power out of avgas. There was an excellent test in the US on a show called Engine Masters where they ran a pushrod V8 on different octane fuels to show how octane, timing, and power, were inter related. Without adding compression, there is no power in octane. To "tune" your V11 the standard method nowadays is GuzziDiag. Not sure avgas would actually make enough of a difference that any "tuning" is required.

I am happy Guzzi has a new big twin. It isn't my cup of tea, I am in that group that has no use for a two wheeled SUV. "Adventure" bikes make no sense to me. That said, I also don't understand why water cooling means you shouldn't mount the engine sideways anymore. It still has all the other advantages beyond cooling, like the way the engine doesn't impart gyroscopic forces on the bike when you rev it up, making the bike harder to turn at higher revs. And the sideways orientation of the V twin also imparts better balance to the bike, making it easier to handle. Or the simplicity of shaft drive when your engine is already rotating that way, if you are going to have shaft drive, and I like shaft drive on a streetbike, it makes sense to mount the engine sideways so it doesn't require addition gears to turn the output rotation 90 degrees as is often the case on other shaft drive bikes. I am not married to the 90 degree sideways V twin premise, That was not the original Guzzi design, not even close. Guzzi has had many other layouts. So if Guzzi comes out with another layout that won't in and of itself offend me. I just don't want Guzzi to end up badge engineering bikes that were originally designed by Aprilia, just swapping a Guzzi badge on it. As long as they are designed by Guzzi they are Guzzi's. I hope this new Guzzi is a step in the right direction. It just isn't one I would buy. But I already have too many Guzzi's. I need to start getting rid of a couple.

I would expect anything that speeds up burn rate would require the ignition timing to be retarded. Dual plugs speed up how long it takes to burn the air/fuel mixture, so you run less ignition advance. This should fall into the same category, a faster burn means less ignition advance. Some of the harshness may simply be from the fuel burning faster and developing pressure before the piston is past TDC. That would be more likely at lower rpms. It reminds me of Honda using an exhaust valve and free radicals that it traps in the combustion chamber to self ignite a two stroke engine. Kinda halfway between a gasoline engine and a diesel engine. https://www.motorcycle.com/manufacturer/quick-take-honda-exp2-15170.html