Cabernet

So I have been looking at a handlebar conversion, moving away from my much loved under top yoke clip-ons (Getting to old. All too often I wheel my B750 out the garage for a Sunday spin. V11 seems to only come out on track days). This clearly mean my body mass will migrate rearward. Something that concerns me a little, as I have always found my 2002 Sport works best when I move forward up against the tank and get my chin down. I will be going down the Renthal route for the conversion. Now to get handlebar mounts on, the first task is to drill the top yoke. I spent yesterday manipulating the bikini fairing and clocks out the way and removing the tank (thankfully not swollen yet) to disconnect the ignition. Clearly an opportunity to change the filter. Now it has occurred to that the space under the tank could house the battery, thus moving its’ mass forward. Of course replacement K&N style throttle body mounted air filters would need to be employed. It would shift the battery mass up a little. This would improve mass transfer to the front wheel on braking. This won’t hurt as the V11 front locks before the rear lifts. However slower direction change might result, but can’t see that being more effectual then a full tank. Any one played or have any thoughts?

http://www.koflair.at/org/fz1-2006/fz1-2006-12.jpg Sent wrestling with Tapatalk.

A couple. The bolt on the risers for VX800 are long enough to just clear the fork tops without moving them. So a goodly spacer would riser it enough. Alternatively the FZ1 has some good height risers. The bar options seem limited due to the distance between the bosses under the top yoke that will need drilling. Thinking a Renthal 658 superbike bar. Sent wrestling with Tapatalk.

Thanks for confirming my deduction though. Sent wrestling with Tapatalk.

Why risk drilling into a primary control surface for the sake of a of a secondary non riding control accessory. Looking at aluminium bars and whilst the odds of causing a stress riser is low, the resulting potential is huge. Why add that kind of risk. Did you see what happened to Sam Lowes in Moto2 at the A1 Saxon ring? Sent wrestling with Tapatalk.

It's the OE Guzzi original. Looking at doing a handlebar conversion and weighing up the issues. Just making sure it does nothing else before dispensing with it. Sent wrestling with Tapatalk.

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Yeah inside at the bottom. Seen resin ones on new Japs, but this seems an expensive way of doing it. Sent wrestling with Tapatalk.

Does that brass location lug in the bottom of the housing do anything else but orientate the switch on the tube? Seems to "start and kill" fine off the bar. Sent wrestling with Tapatalk.

I run a naked sport. Some years back I added.a.Stucci (I think) carbon bikini fairing. On the way home on a stretch of motorway I found myself instantly travelling 20mph quicker. Crusing over 4,000 revs is very different naked. I too can vouch for Pazzo levers. Also, Renthal dual compound 32mm grips and.a TransLogic mini dash. Renthal 507 front brake pads are a transformation too. Sent wrestling with Tapatalk.

The Breva 750 suspension can get a bit interesting at speed, but move your assistance to the low side early with your chin by the the mirror and things stay much more stable. Had the silencer heat Shields down on mine. Sent from my D5803 using Tapatalk

I had it go once. I have changed the arm and now change the spring every 10,000 miles. It ain't huge job. Sent from my D5803 using Tapatalk

There is a big delta in my world between $350 or £200 for the brake and £120 the pair for used OEM. I work on the experience that 4 cheap improvements in different areas are more value than one large improvement. It's all well and good getting a top line master cylinder, but if we don't have the tyres, front suspension, discs, calipers and set-up, we are only likely to see a modest gain on the return and similar to that of the upgrade to OEM radials. Be please to hear if I'm hugely wrong.

Craig is correct and I have corrected my last sentence.

Been toying with up grading the master cylinders of the front brake and clutch from Axial to Radial units. The clutch side only to match really, but the front brake master cylinder to improve the finesse. Does any one know if the ratios of the Aprilia RSV twin or a Ducati 1098 are the same? I am thinking breakers units rather than new.

In Europe, it's their top seller over 300cc. It out sells Aprilia and any other Guzzi. Why not celebrate the golden goose all the time it keeps dropping the golden eggs.

The flexing just adds to the characteristic wobble on tick-over.

Stumbled on a V11 in a Motorcycle Accessories store in 2004. Week later I bought it. Still got it. No plans on changing the situation.

Side stand inter-lock switch?

Nye bother Well that's informative and encouraging. The V11 is the most prone bike I have owned. Kawa GT750, BMWR850R, VX800, Deauville & Breva750 are more my normal mounts. Many miles as a courier, head up and getting a good view is my comfort zone, so the Kevin Schwantz comment kinda rings true. Agree with the braking straight and cornering smooth too, although the V11 will suffer a little trail brake better than my aforementioned mounts. To me the body shifting allows the bike to partially pass by me when bumped, while I float alongside it, letting it sort itself out first. I am almost secondarily sprung Does this ring true? Still getting the message, that the V11 does not lend to knee down, so am not "inclined" to try.

So I am hearing that V11 does not lend itself to those antics. I have previously swapped with a workmate with an R1 who is not unaccustomed to knees down. He said it crossed his mind but didn't feel the V11 invited it.

Right my learned friends. This is more about curiosity than an actual intent to change, as I am probably too old to re-learn this. Does the V11 lend itself to knee down antics or is it just my style is way off? As you can see below from Tuesday, I shift my low side butt cheek off, but also twist round the tank and actually kneel on the low side rocker box cover to shift my body mass forward without putting load through the bars.

On a global forum, it would be good if you ads actual showed you as being in the Falklands.

If you like getting it cranked over, I understand the ground clearance is restrictive compared to the V11. Stand to be corrected.

The A252 is awful, just in case you was thinking of going that way. I would get frustrated with progress on that road with a C70, let alone an 1100.