Leaderboard

This is a new interpretation on me Scud. Piston movement is pretty much irrelevant as the pads are only a few thousands of an inch away from the disks. When you grab the brakes the actual movement of the pistons is very small. Once the pads contact the disk it's about applied pressure over area. My understanding of the original reason for differential piston size was to provide even pad wear and pad performance. The leading end of the pad experiences quite different thermal and therefore frictional conditions to the trailing end hence the differential piston size and pressure applied to the shared pad to compensate. This later calliper design uses 4 separate pads to, I suspect mitigate the original issue. It also has a central bridge over the pad slot to increase rigidity. These were the last generation of road calliper from Brembo before the Radial style calliper took over. I've never seen a Brembo design in 50 years that was a step backwards. Anyway like the majority of upgrades they usually don't stand the scrutiny of "what's absolutely necessary". I'm channelling the "American" in me with my Guzzi in that a lot of it's about "individuality" and "nobody else having one like it" However I'm also mindful of maintaining the bikes place in "its time" so upgrades such as later USD forks with radial callipers and radial master cylinders etc are not really up for consideration. Phil

My silver V11 & a friends new acquisition, a 1963 Ariel Golden Arrow, a 2 stoke 250 twin, built in Small Heath Birmingham nearly 60 years ago. By the time the Ariel Arrow stopped production in 1967, the British bike industry was almost finished with Small Heath itself closing in 1973

https://www.leccotoday.it/notizie/mandello-mostra-100-anni-raduno-guzzi-lumis-arte-.html Si avvicina il grande Motoraduno Guzzi. Quella volta che sul lago arrivò anche Ewan McGregor https://www.leccotoday.it/notizie/motoraduno-guzzi-ricordi-ewan-mcgregor-.html

They are different callipers docc. Brembo p4 34/34 with 4 individual pads as opposed to the original( pictured) 30/34 callipers with 2 pads. Phil

Says "BREMBO" instead of " Brembo ?"

Yup. Weird thing with the CARC bikes though. If you use the stock, *Paper* gaskets they will fail. No ifs or buts. Why these later models can't cope with them I have no idea. All I can assume is it has something to do with the overall shape of the rocker cover. They certainly seem *Taller* than the earlier ones up to the V11 but whether that allows more or different expansion I have no idea. Thing is though no matter how careful you are they will split and squeeze out. The Valpolini gaskets can't tear and are a 100% reliable fix.

In progress. Phil

After discovering an oil sprayed pant leg some years ago, I purchased these reusable valve cover gaskets for my V7. I've reused the same set ever since. I plan to purchase the same for my V11 once it's up and running and I adjust the valves. https://realgaskets.com/cart/ NOTE: I have no affiliation with this company.

Cool - I'll await riding impressions to see if you can tell the difference. If not, you have a unique upgrade and got new brake lines in the process. I didn't even know about those calipers that use 4 pads (one per piston). Always something to learn here.

I've been banging on about how good these things are for years after Pete recommended them. If you also don't have a spare later front timing chain cover gasket of the same style then I've been wasting my time posting about them as well. Phil

Here we go. Back to school, docc. As many times as I have cleaned and rotated my pistons, I never saw the size difference. I have always tried to get them to all move the same. Apparently, this is not the actual design! Looking carefully in at the pistons, in situ, it appears the smaller pistons are on top of the caliper (the trailing side of the pad). So, light braking moves the smaller (top) piston and engages the trailing side of the single pad first? And full braking engages to entire pad, but the trailing side still "bites" ~10% harder? Fascinating . . .

Coltrain

Made in USA. I'm in. Even if Valpolini is better, I've never put a second set of paper valve cover gaskets on any of my bikes.

I’ll trust you on that, it’s all bloody English to me...

Yes the brake lines need to be replaces as the orientation of the Banjo is 90 deg different. These as 34/34 pistons as opposed to the original 30/34 so about a 10% difference. The original M/C should be OK. I will also see if these will work. https://www.aliexpress.com/item/4000378552965.html phil

Very nice, those should work very well, quick question, are you having to change your brake lines to suit? Don't forget to give us a rundown on how they perform, are you upgrading the master cylinder as well? Rob

Try telling the spell check on this site. Both are acceptable apparently, US V British differences. Phil

Thank you Roper-san for the seal of approval.. everybody sees the light now... Actually this has been known for quite sometime now, first on WG, courtesy of Mr. Pete Roper again: https://wildguzzi.com/forum/index.php?topic=78120.0 on which thread I believe you participated. Also discussed here more recently: https://www.v11lemans.com/forums/index.php?/topic/20295-valpollini-rocker-cover-gaskets/page/2/#comment-269462

Yes. The head castings are all pretty much identical. Port and combustion chamber sizes are different obviously but the actual mating surfaces betwixt head and cover are identical.

for realgaskets parts. Used...and re-used on my V11 without incident.

Another plus for these, I've recently also installed them on my V11 Scura...very nice quality. Docc will be pleased too since they are made in Tennessee!

I thought it was obvious Phil