Steve G.

You may indeed feel it. I put 10 thou larger pistons in my Norton, and the increase in vibration, while minimal, was evident. I've got 30,000 miles on them, so obviously it has not caused internal destruction. I don't think this would be the case with your engine. Ciao, Steve G.

These guys are the gods of motorsport!! No other form of activity demands so much skill and bravery. None! Ciao, Steve G.

I probably told you this before Ryan. Your Ducati, it's a fuckin' beautiful bike! Ciao, Steve G.

Gosh Greg, It kind of makes me sad to hear that Piaggio is frustrating the dealers. I'm getting the same sense of issue from the dealer in Vancouver. Words stronger than assholes were used many times!! I hope it doesn't make you guys give up and start selling Derbi instead! I'm really glad Chris's bike will be fine. He's too nice a guy to have a new bike go bad. And for some reason I feel responsible. It was me that told Chris to try my V11 out from Ainsworth Hot Springs to New Denver in the B.C. Kootenays. There was a strange smile on his face after that. Soon after he talked to you guys to get a new bike. It's all good. Ciao, Steve G.

My opinion, for what it's worth? Get one. I've ridden a buddies many times, and the machine not just makes 150 mph seem utterly casual, but it feels like your doing 85 mph. Extreme stability is the word. It is quite good in the corners, but because it's longish wheelbase, it steers slower than a V11 as an example, but very much more stable. I'm not the biggest fan of the bodywork, but I can live with it knowing it's a result of the wind tunnel. I say it looks better than the ZX14. Mechanical issues have never been a problem for the 1300 Huyabusa. It is a very overbuilt engine. Kawasaki has always had the most problems with eating cams etc. Avoid the new Kawasaki, mainly because it's a brand new model and will have all the unsorted problems Kawasaki lets joe-public bring to lite. This type of machine is the one glaring hole missing in my garage. One with truly effortless big low end power [i'm sorry but my beloved Moto Guzzi, or anyone elses Moto Guzzi does not know the kind of torque this catagory of bike delivers] and a mid-range and top end rush that literally make you grunt as you breath. While there are now superbikes which are quicker in the 1/4 mile, [GSXR1000] this 1300 would certainly be adequete for me. At the fact that they have been out now for a few years, a good used one can be had. Very few of these bikes are ever sold to 25yr and under squids, but mostly guys like us looking for that light switch of power. An unabused used one could be found without too much problem. And the only thing they have changed all these years is the paint. From the look of the last picture, you've probably done the right thing and picked up one already. Ciao, Steve G.

This is an interesting site to look at: www/bikesetup.com/ Can't wait for Ratchethack to get his teeth into this one. It will get him away from the Global Warming thread at the very least. Ciao, Steve G.

It's really good to see Capo do well. He's a happy little Italian, nice guy. I expect Rossi is seeing red in technicolor right now. It will be quite a race, next. Ciao, Steve G.

I'm with you Nogbad. It would garner a chuckle here. And I'm maxed out on P.C. Ciao, Steve G.

Shit man, that sucks Ryan. I've been there, it hurts. Wolfgang has Brembo stuff in Nakusp. Columbia Car & Cycle. Ciao, Steve G.

Tenni's need special tires, 'cause they're special bikes! Ciao, Steve G.

I was riding around Chilliwack/Ryder Lake/Cultus Lake Jim, where were you? Ciao, Steve G.

I've ridden a Tiger, and can't help but think it possible a V-Strom could be worse for offroad. The Tiger is very top heavy, in Hinckley Triumph tradition. That said, I like the Triumph more than the V-Strom. Personally I think it's a nicer looking machine, is very good on the street, a real canyon carver. The Triumph engines are tough, even the series 3 triples. If these were my only 2 choices, I'd go for the Triumph. Buying new, I would have second thoughts. Resale value of Hinckley Triumphs around here crash and burn, so good used ones are a great deal. Ciao, Steve G.

Yes, I've ridden every non cast iron Buell made. Ciao, Steve G.

Jim, Who's is PSI?

I think you should buy one. Myself, I'm still having issues with the visual part of the bike. I've ridden a Hyabusa, and can't imagine a machine with 35 more hp. There is a big hole in my garage for a machine of such power. If I can get a good deal on a modern superbike I can fit on, I'd get cheater sprockets to get the top speed down, and increase acceleration. Heck, I nearly lost a street sprint on the weekend to a turbo Civic! I can't let this happen! Ciao, Steve G.

For the record, I think Hunter S. Thompson had one too many acid trips before this, one of his last, was written. Last fall, I would imagine there was one last thing he hadn't tried yet, and that was seeing what it felt like to fire a 12 guage pump into his mouth. We won't get a chance to hear what he thought about it. Ciao, Steve G.

On this list Pete Roper and Todd Haven are the guys to listen to regarding the potential unwanted mechanical noises of a Moto Guzzi engine. My experience with a small end [wrist pin] is with my truck engine, which along with 480,000kms worth of piston skirt slap, I can tell you that a wrist pin is very unlikely, and would be something that would either show it's face very quickly after an inferior assembly, or as a slow progressing thing of years. Piston slap is also unlikely unless it was very badly abused during break-in [and knowing Chris, it's not the case]. A stuck ring? One would think this would show itself dramatically with smoke coming out of the exhaust, if it's an oil ring, or if a compression ring, would show itself with oil vapour showing itself in and around the crankcase ventilation return system [pcv valve] around the airbox. My experience is limited to my V11, and regular "testing exposure" to some buddies with a 76' Lemans, 79' Lemans, and a couple 850 T-3's. Every one of the things is a thrashy old bugger, including my V11. Chris, could it be an exhaust leak/crack in one of the headers? Remember Brian Robson had a funny racket starting around one side, and there was a crack in the "bloody cheap" exhaust header, right underneath where you could not see it. The later V11 series with the crossover has had many issues with cracks happening. Ciao, Steve G.

Let us know what the deal is with your bike Chris, after M.I hears it. Ciao, Steve G.

Sorry to hear that sound is getting bigger Chris. Tell me what the story is when you get back from M.I.. Do you have a mechanics stethescope? These things can really isolate the sound to one particular place. Ciao, Steve G.

Oh Golly, another oil thread! Mobil 1 uses color keyed caps on their containers. If you don't know about API specifications, use Mobil 1 with the black cap, that's for bikes, has higher phosporous levels, and higher sheer viscosity for extra duty in bike engines which share lubrication with the gearbox/clutch. I know Guzzi has separate clutch/engine/gearbox, but if you want the best oil? Avoid Mobil 1 red, and blue cap. Not for air cooled bikes. Oh, and use 15w-50. In synthetic form, it is no problem using it in cooler weather. That's the thing about synthetic, is it's ability to retain it's rated viscosity while very cold, and very hot. Ciao, Steve G.

I agree with you on the Triumph TX. Horrible handling things! Ciao, Steve G.

As a previous Ducati owner, nothing pissed me off more than the fact it cost me money to do my own maintenance [shim replace kit] and farming out maintenance costs. And high maintenance it was, and still are. You will find the Ducati more surefooted in corners, but aside from that [i know cornering is important] you will find the small 15 litre fuel tank of all Monsters a pain, with many stops for fuel. The Moto Guzzi 1100 Sport is about to go through a time of value increase after a stagnant time of flat line pricing. The Monster is about to be replaced [well Ducati time anyways] as the design is long on the tooth, and when replaced, the old look will lose value noticably. The most recent Ducati Supersport series have been a sales failure, as no-one but designer Pierre Terblanche seem to like the look. And the look of a bike is very important. Ducati will be reskinning these things, which is actually a great bike [an afternoon on one told me it's on a par with a V11 powerwise, and much better handling] , leaving the current body skinned models to wallow in the background. The 620 Duck really has fluffy power, you'd be disapointed, they have to be spun up regularly. Ciao, Steve G.

Agreed, but only if engine mass does not become too much. Such is the reason Harley Davidson does not put their V-Rod engine into a Buell. Ciao, Steve G.

They don't use it because magnesium is cheaper. And there is no advantage other than weight savings to using titanium over aluminium. The key to all this is to get a jacket around the cylinder, either filled with oil [like BMW] or some other liquid. This eliminates inconsistant hot spots/cool spots around the cylinder, as well as consistant temperature operation, with the main advantage of using MUCH tighter cylinder/piston/ring end clearances. This increases combustion effiency, less ring blow by. This 'reliable,usable ' 110 hp figure could only be acheived with both liquid cooling, and overhead can technology. Much more aggressive cam profiles can be used with cam lobes operating directly on valve stems vs pushrod technology. Add 4 valve heads to this picture and you see why the Jap engines are getting 175hp out of 998cc engines, with low rev characteristics that are certainly very usable around town, yet demonic at high revs.

Sticking with the current air cooled, 2 valve pushrod configuration, it is unlikely Moto Guzzi will ever be able to meet your wishes [and mine!] of 100 rear wheel horse power, and a meaty torque curve. Oh they may be able to get 110 hp plus out of the old girl, but reduced engine life will enter into the equation. And the more the horsepower, the less street usable this engine will become. I can't speak for anyone but myself, so can comment that I was never foolish enough to get a V11 for it's power, when fully 50% more power can easily be found for the same money. That said, it is interesting to compare the performance characteristics of the V11 and Griso. The visual aspects are always personal, so conversing on which looks better is a lost cause. But purchasing a machine usually is dictated to a large part by what it looks like. I would venture to guess [the Breva/Griso family has yet to arrive in Canada] from feedback I've gotten that the Griso is a better made machine. As a motojournalist summed it up," the V11 is a frame with a Moto Guzzi engine in it, a Griso is a complete integral machine". As for hopping up a Griso engine, I know the aftermarket companies would love you, as that's perhaps the largest profit margin segment of the 'powersports' market. The 2 sparkplug change was adopted in the 1980's by alot of car manufacturers to help along antiquated combustion chamber design through increasing emmisions regulations. I should think this is the same story for Moto Guzzi's recent version engine. It has nothing to do with increased performance, although should help to speedup the flame spread across the piston for more efficent combustion, again helping emmisions, and increased life of the catalytic converter. Ciao, Steve G.