jihem

Thanx all for the input ! Rendez-vous has been taken with a Guzzi Shop specialist.

I'll give it a service soon. And let's not forget, this figure is mainly town, and we're speaking rushours and traffic jam here...

Nope. dashboard indicates no problems. Is there a way to do an electronic diagnostic even if I don't have the tools?

14 liters and the tank is full again.

I was about to despair as i have had the Griso for a week and had NO problems at all I'm getting a crazy fuel consumption on the dashboard ! I do about 100 km and the reserve lamp goes on: the computer says 12,9 km per 100 km ! My riding isn't especially fast nor inadequate but I'm amazed (and slightly worried) that the bike drinks up so much. What could it be ? The bike runs really smooth, there aren't any weak zones or burning fuel noises when cutting off...What can make a bike drinks so much ? (conditions: 20 kms on the motorway and 80 kms in town)

I took my ol' 1979 Calif T3 up to 180 kmh, two up. But it was rather shaky at that speed....

I agree: it looks perfect but I've heard from various sources it's loud as Hell and isn't a plug n' play operation on a 8v (plus needs work on the bike's setup). Will carry looking for insights. The mistral looks good too and isn't very expensive. in my case, glasses + pilot jet helmet mean troubles when going fast: I need something to attempt divert the wind...

Thanx guys Getting use to the bike and its size. Does quite well in town altho i miss the 150 kgs of the Nato I'm in the market for an exhaust (right side of the bike would be ideal) and a windshield...

Hi all, Voilà. I sold the Supertwin a year ago. Without regrets. I had a great time with that bike, did about 50.000 kms and sold it for a fair price to another Guzzisti. Then I bought a 1985 V50 III Nato. 30 PK at most. A great looking bike and an absolute blast as a town bike but a real oil leaker. Had many issues to fix on the first one, gave it away and bought another one. That one just got to the point where all the gremlins were fixed when a friend told me he wanted to sell his 2008 6500 kms black Griso (all issues and warranty cam solved when my friend bought it new) for a price that decency forbids me to reveal. So, i sold the Nato and bought the 8 valvers (i don't own a garage and actually don't like having multiple bikes that much). What a great engine ! What a noisy but precise gearbox! What a looooong bike ! What a heavy bike ! What a pain in town ! But, above all, what a great ride So, back here where I'm sure the Griso's knowledge is as good as the V11's. Next step ? getting rid of the ridiculously large exhaust and fix the wind-on-the-motorway-above-120kms problem.

Our friend Bruno is at it again, this time with a Griso. His latest baby is the MOTARD V-TWIN... here's the doc: PRESS RELEASE MOTARD V-TWIN Dynamic Damping Action TECHNICAL INNOVATION Dynamic Damping Action is a special device designed to dynamically control the shock-absorber hydraulic resistance. It is based on radically new concepts and technologies, quite different from those of present-day electronically pre-settable shock absorbers. The system is made up of a shock absorber featuring a special valve for its hydraulic adjustment. The valve is electronically controlled by a control unit and can adjusts the damping level up to 10.000 Newton in 10 milliseconds. The SPS (Smart Position Sensor) system provides the control unit with accurate measurement of the shock absorber dynamic state at the incredible rate of 25.000 samples per second. The user only has to select riding style and load on the bike through the control unit fixed to the handle-bar. When riding, the DDA system adjusts the shock-absorber response to road conditions automatically and in real-time. Each shock is processed according to oscillation speed, position and intensity. These parameters are constantly monitored by the control unit, which processes damping values in real time and adjusts the valve setting accordingly. The shock absorber is able to change its status in only few milliseconds. The rider won’t even notice, since variation in the shock-absorber rigidity occurs at a speed beyond the human perception threshold. What the rider does perceive is a feeling of great security, comfort and riding pleasure, thanks to the perfect response to shocks in all situations and road condition. The “Dynamic Damping System” has been developed together with Tractive Suspension, a Dutch company specializing in shock-absorbers. The Tractive Suspension team is made up of engineers with a wide and varied experience in the development of shock absorbers and automatic control systems. Tractive Suspension has been working for years in the racing field in categories such as MotoGP, GPMX, Enduro, Supermono and even Formula 1. Furthermore, Tractive Suspension designed the best-known device of such kind, “ESA I” and “ESA II” for BMW. Kineo spoked wheels These wheels are the ideal, technologically most refined complement to the general characteristics of the project, in terms of aesthetics, exclusivity, riding pleasure and safety. The forged aluminium Kineo spoked wheels are CNC worked. The rim is perfect for tube-less tyres: it is free of holes, spokes being fixed to it thanks to nipples parallel to the wheel axis. Tubeless tyres are the best choice for ultimate safety . Kineo wheels drastically decrease the weight of unsprung masses and consequently reduce the wheels moment of inertia. Together with the shock-absorber set-up and a new distribution of the masses, this makes the bike intuitive, agile and accurate on entering curves for extraordinary performances. DESIGN The general design is articulated on broken lines underlining clean, open surfaces, which give the bike a slender look. The facets of the surfaces which run from the tank to the fairing and end up in the “beak” univocally identify the bike volumes. The prominent belly pan too, flinging itself forwards, is marked by the unmistakable great V, as a further element of a strong personality. The belly pan, radiator and beak complex is a further source of aggressiveness as it draws an arch around the powerful front side, highlighting an adequate fork and breaking system. Colours are paired so as to create a strong contrast, but customers enjoy complete freedom to decide their own colour set. Colour contributes to emphasize the discontinuity of surfaces and can be paired to that of several components, such as the Kineo spoked wheels. The range of hues available for both rim, hub and nipples is part of Motard V-Twins’s ample customization possibilities. The handle bar is biconical and set at such a height as to always guarantee full control over the bike, as well as correct wrist posture to avoid fatigue when riding. It is equipped with effective, compact protection for the hands and mirrors with integrated LED indicators. The minimalist wind-screen protects the rider well, but customers may also opt for a larger-sized smoked version. The large, typically motard-style saddle is placed at a reasonable height (mm 830) and features a document-holder and a spacious glove compartment. The tail is slim, with carrier and good-sized passenger handles, for better solidity and safer grip. Motard V-Twin is also available as a ready-to-install kit, introducing both aesthetic and technical features. The kit is designed for Moto Guzzi Griso, with which Motard V-Twin shares its technical base. TECH DATA Engine: V-Twin 2 cylinders, 4 strokes Capacity: 1.151 cc Horse power: 85 Kw (115 HP) at 7.500 rpm Torque: 111 Nm at 6.000 rpm Cooling: air/oil system Gearbox: 6 speed Suspensions: front: hydraulic telescopic upside-down fork, 43 mm, radially mounted brake caliper, adjustable spring preload, compression and rebound damping. Rear: single sided swing-arm with progressive linkage, monoshock with Dynamic Damping Action, electronic hydraulic compression and rebound damping adjustment, preload manual adjustment. Brakes: Front brakes: double stainless steel floating disc diam 320 mm, wave type, 4 pistons radial calipers Rear brake: stainless steel disc 282 mm, 2 pistons Wheels: forged aluminium spokes rims, front 350 x 17” rear 550 x 17” Tubeless tyres: front 120/70 ZR 17” rear 180/55 x 17” Saddle height: mm 830 Weight: 220 Kg Fuel tank: 17 l Homologation: euro 3 Colours: black matt (gloss)/orange or black matt( gloss)/anthracite grey; other colours on request.

thanx Paul, I'll PM it tomorrow !

Hi all, I'm selling my Ghezzi-Brian STW and i'd like to post an ad on a german guzzi forum (if there's something like it, i guess so...) Can a german speaking V11lemans.com member help me ? thanx

Would a regulator act like that, sending sudden bursts to the fuses now and then ? And always blow the same fuse (starter/lights/tacho) ? Wouldn't it just stop working instead of being temperamental at times ?

this has been examined already. all seems fine. the wiring seems standard. Fuse blows while riding the bike. interesting....

Hi all, I did a quick search but couldn't see if it had been described here before... My Supertwin is blowing the starter/lights fuse every day. Sometimes it will happen 5 minutes after "take off", sometimes 1 hour later. We somehow traced down a possible problematic situation and changed one of the cables, but still, the fuse blew later that day. When there seem to be no more conflictual problems with the cables, everything seems correct and within working parameters, can it be that the relays are in fact the problem ?

Well, no trail bikes enthusiasts did the new Multistrada bike coming either and that bike is a major, major success. It has eaten up sales from BMW, who could imagine that would happen one day ? Same is happening with the Diavel. That scooter is more than likely, imho of course, Ducati has a captive audience with financial means, they'll just drop a red bomb there and eat up the higher end of the niche, no sweat.

Ducati attacks every niche the way it should (they have a very well defined target and a bike to copy) and add in the Ducati flavour. It worked for the Multistrada (BMW GS), it works now for the Diavel (V-Max) and it will work like crazy when they'll unleash the Ducati scooter that will just kill the upper side of that market...

Hi all, Well, accidently hitting above 9000 rpms on the track has damaged my engine (conrods and such) and I need now to re-introduce a rev limiter point. I plan to have that done thru a dyno-test which will be a first for the guy operating it as people usually ask him to open the curve when i want it to be closed What rpm should he set that ceiling at ? I was going thru the dyno sheets on V11lemans and there are many different curves. Some read that anything above 7500 rpms is wasted, others seem to point out that 8000, 8200 rpms if not 8500 should be the above limit. So, what should it be ? (engine is a 2002 V11 donor, ECU is G&B racing, cam is a RS Scola, and I want to preserve the engine, and my wallet, above "performances".)

of course it's music but i prefer demo.

i agree !

when your multizillions car looks rather like a VW Scirocco, you should know you're in trouble...

Damn, TWO Ghezzi-Brian models under one roof

They did play an interview of a Belgian person living down under and she was saying very casually that as long as they can keep the crocodiles and the snakes away from their front door, it's all fine ! Apparently some towns are filled with wild life seeking some kind of more stable environment (the flooding make the rivers too streamy and fast for these beasts).

Yes, I'm positive i have never run into the limiter on the Supertwin. I'm running G&B racing ECU, that might be why ?

Hi all, I was taking the Ghezzi (V11 engine with 1100 Sport gearbox) to the track in the summer and I saw the revs going up above 9000 rpm a couple of times. Is it possible that the rev limiter doesn't kick in no more ? Has this got to do with how the Dyno III is branched in and tuned ? ciao, jihem