motortouring

Typical Dutch river delta landscape. In my pictures there is usually a Guzzi somewhere.

That looks like a great project too Gmc28. [ Best make a separate topic for it. ] [docc edit: done! ]

I am actually seriously thinking of getting a V35 or a Monza. It must be a lot of fun with a lightweight machine.

FACs or Bitubo's, FACs have a lower compresion damping than the Bitubo's. FACs are imho nicer when riding a bit sportive and in tight turns. Bitubo's are more comfortable for relaxed-touring.

Often a much underestimated motorcycle, I really love the SP1000 and had quite a few friends riding it on day trips that would take us 3 days on a V11 Sport. It was one of the favorit bikes for the "Amstelario" 1300km consistency tour from Amsterdam to Mandello (from 70ties to 2002). Over here in the Netherlands we have an affordable electronic ignition that is mounted on the existing tower, it includes the advance and has no wasted spark. The link is: https://swf-ignitionsystems.nl/ . I would really advise this system. It works robustly on my California 2 for more than 110.000km. I use Electronic Sachse as well on a LM3, but the wasted spark (it is on the cranckshaft) results in occasional back-fires (and losing the carburator :-) ) . It is working all right, but in heavy rain the back-fires increase. Maybe a rubber flap at the end of the front-fender would reduce the spray on the generator cover. ES is a bit less suitable for all weather conditions. There are however different advance curves that you can choose and it has an elctronic output for a rev-counter, all of this is not needed for the SP1000. My earlier experience with the 850 LeMans II standard ignition was not bad, but later in the '00 the quality of the contactbreakers became poorer because the runners are not nicely parallel to the nock. The wear in the beginning (500-1000km) was very large. This LM2 is from the same production era as the SP1000. I would say the later square fins are made of better aluminium. I have put helicoils in practically every M6 hole of the head and sump (and yes I used a special calibrated 10Nm torque wrench ) The PHF36 carburators do not fit automatically to the SP1000. It is made for the VHB30 carbs. Are you sure it is not a PHF30 that is mounted? Otherwise, I would assume the previous owner replaced the cilinder heads as well. I thought the original SP had steel cilinder liners (or cast iron). When only 33.000 miles on the clock they could still be in. The sump extension and every other thing to improve the breathing of the engine block for volume pumping is good to do (the LM2 and 3 have a Agostini breather box that has twice the volume of the original). But still I have occasional blow-outs when riding 5500rpm at the highway for a long time. The best solution that works for me is a vent tube from the breather-house that is only going up, to prevent a siphon effect (is that correct english). I let the tube end at a 1/2 liter oil can. I did change the camchain and spanner of the Cali 2 at 180.000km, but actually only the plastic of the spanner was hardened. After cleaning it became flexible again (?). Of course I trhrew it away for I don't like these unpredictable behaviours, but the question is what the cause of this hardening would have been. No further problems, except that I heard a rattling from the cam chain that triggerd my mechanical nerve. I think you will have a lot of fun with the SP1000, an unbreakable machine

Yes, the Harland song fits to riding into the sunset. I would really spend a month or so in that area, just to snif the atmosphere and ride the backroads. Once spend a week and a bit in Oxford near Talladega (Tennesee, Alabama?), working with HD. The Griso was popular btw at the HD-staff. Just made a few tours in that area in a rental car. Is that comparable to Kentucky?

Sadly the Dutch Guzzi Club, MGCN.NL, could not make it either as the classics were at the Veteran Bike show in Woerden (https://www.nationaalveteraantreffen.com/) and the Touring committee was with 50 bikes in the Pyrenees. Just to much to do. So no stand with Guzzi.

Yes, comment te dire adieu.

Did we have this one already.

Yeah, we all have that dreams when we get older...😂

If Enzo is so stubborn, I make one myself, he thought.

I completely agree to that. There is much more charm in authenticity. We are not alone in this preference. It is becoming a bit of a problem in Europe, a writer overhere wrote a book, "Grand Hotel Europe", where he explains the controversy of tourism to authentic places. Interesting for me to read that in fact I am also part of the problem.

A nero sounds like a nice version. What is the model year? My 2002 V11 Sport was first registered in 2005 and that helps for getting better air-pollution ratings, but all that is newer than 2001 is in general not a problem in the European cities.

I am with @Pressureangle where it comes to filling the gap, "black hole", of support for older models to actually facilitate the living history of the brand. The popularity of 68-72 V7 models is quite high overhere. And the older Nuovo Falcones are also preserved as good as possible by enthousiasts. At the other hand, I still have no trouble keeping the '82 LM3 and C2 rolling (The california 2 going at least 10.000km/year).

Well, all together I would really enjoy being in mandello when this new factory opens up. Specifically, when all of you will be there as well.

The formal method is to use an axle through the support bearing in the swingarm that has a ring to centre on the outgoing axle of the gearbox. Horizontal adjustment is with the swingarm bearing bolts and vertical is by fixing the bolts of the underframe and the battery plate. In practice centering the swingarm axle bolts (on the side) is the way to go. With many thanks to JCK from NL

Hi, the battery compartmentent is indeed rather small. That said, I just put two small crodile clamps on the poles to re-charge when necessary. EDIT: + clamp being isolated

I always forget this part in the manual. The pressure plate has a dot on one of the teeth, it should be in line with the TDC mark. Then the springs fit easily. Maybe you need to wiggle with your fingers to get them in the pockets.

Something on the clutch and the splined inner unit (what is the proper terminology for this?). The older Tontis (and a 83 cali 2 is one of those) had larger splines that used to wear fast which resulted in poor function of the clutch. You might want to change this for the later fine spline model. The easiest way is to buy a kit with both clutch plates the steel plate in between and this fine splined unit. Something like this: https://www.stein-dinse.com/de/moto-guzzi-kupplungs-set-mit-sicherungsblech-neue/item-1-1078679.html But I am not sure uf the Stein Dinse quality is good, now a days. I needed a rubber hammer to get the unit on the gearbox axle a few months ago, and that should actually slide on without pressure. On the geerbox side you have a standard axle sealing, but behind this splined unit that goes on the gearbox axle there are two o-rings that will probably need to be replaced. For future good operation of the clutch you could use some very thick spline grease with MoS2. Staburag NBU 30.... is used for BMW, but I would say a similar spec works fine.

@Pressureangle I am interested in an original V11Lemans.com Roper plate with all the accesories (destination is the Netherlands). Could we get in contact about this? I have trouble sending a private message to you. Best regards, Edit: I managed to get the message out. Sorry for the pressure.

Now the million dollar question: Is this part on the path of ultimate optimisation of our beloved Mandello stallion still obtainable? If yes, could I please be on the list?

Floor Jansen the nightingale of Nightwish.