po18guy

Any discernible difference in offset? It's meant to clamp 54mm tubes. Are the early V11 fork tubes that size?

Guzzis are quite idiosyncratic. It's just that they idioSYNCH perfectly with a select few humanoids.

This video is a hoot to watch. Hilarious Aussie take (oh, I'll hear about that...) on Italian engineering and craftsmanship. Was laughing out loud. Even though Jay confused the bevel drive with the Desmo system.

Friends don't let friends have Guzzi-less dreams. Guzzi-loss?

Get a better friend.

Nope. I'm in a monoGuzzimous relationship.

And how is it supposed to buzz the tower?

...

Two reason for hope: 1. I'll probably be dead by then and 2. The world may end. Does it occur to no one at Airbus that man may create that which is possibly equal to himself (but not self-repairing!) but certainly not greater? Sounds rather arrogant. I am reminded of ED209 in Robocop: I'm sure it's only a glitch"

Autopilot is a doubled-edged sword. It helps alleviate pilot fatigue, but it in some way relegates the pilot to "aircraft attendant." When it comes time to do some emergency seat of the pants flying, we see some spectacular and tragic results. Similar things happen in cars and trucks, but planes make the news.

Has it changed since the Air France flight that stalled into the Atlantic?

Rarest SBF heads(?) the "ill-fated" '68 tunnel port 302 - just before the Boss 302 hit the scene. Mighta worked for Trans-Am, but bad for the street. Lots more known about the SBF than a few years ago. What I do remember is to get a billet oil pump drive shaft. I have seen the OEM hex shafts spun like a barber pole.

At least it wasn't on an Airbus where each pilot hides his controls from the other.

I thought you flew a Stearman over and back??? They're really fun over the Rockies.

OK, cross-plane V8 raised here. Pretty decent audio of a deTomaso Pantera having some fun and excitement at Monza.

Nah. None of those features do much for me. But dude... IT'S GOT A HEMI!!!

Cast manifolds probably work without cracking because in-line 6s and V12 engine have 'perfect' balance. And Matra probably owned a foundry.

Could it be the angle of the clipons? I know that some wrists and hands are not compatible with certain angles of drop and sweep. Woodcraft clipons for fixed position Kawasakis, for instance, have a sweep adjustment. A test: Go for a low RPM ride and see if it is vibes or wrist angle.

We'll see how it plays out, but I would be tempted to buy a bar of stainless that would fill the outer half of the bar, then bore and thread it for the mirrors. Or a bar of pure lead that will slip into the handlebar, bored through with a Tee nut on the far end to retain the mirror bolt. Due to its softness, it would probably obturate (expand) sufficiently from the torque of the mirror bolt to lock inside the bar.

Thank you. I have not ridden a clipon equipped V11. There is undoubtedly a difference in felt vibration between the bar styles: shorter and solidly mounted vs. longer and rubber-mounted. It requires some pondering of the physics involved to determine which style vibrates more unacceptably, as to frequency and amplitude of vibration. Are we discussing band-aids here? A good painstaking tune-up might just render all of this moot.

I had to fabricate the internal wedge mounts for the mirrors I bought. I obtained some Delrin stock and bored, angle cut and fit them. Bar ends to a certain degree, are universal. A pair linked above are $102 USD, quite a chunk, but they are steel powdercoated black and listed for the V11. But, all of this traces directly back to the tune of the engine, since the reciprocating/rotating mass is unchanging. Valve adjustment to a degree, but throttle plate synch (at cruising RPM range) to a much greater degree will affect the smoothness of which the engine is capable. First things first they say, and these drop out of perfect tune fairly easily.

Perhaps the only place on a V11 where a few grams actually make a difference.

So, for the sake of discussion, I weighed the OEM bar ends with hardware and my current Ken Sean bar-end mirror with approximate mounting hardware. OEM bar end w/bolt and brass wedges: 421 grams Ken Sean rectangular bar end mirror w/hardware: 397 grams. The bar-end mirror is 94.5% of the weight of the OEM bar-end. A potential advantage of the weight being in the form of a mirror at bar's end is that The mirror places the weight further from the focal point of excitation (handlebar clamp), and the dampening effect of airflow on the mirror certainly has some influence on energy dispersion. Of note, the favored Napolean mirrors may very well weigh more than the Ken Sean. Someone else may be able to weigh one complete with hardware for comparison. The major caveat is that the effect I have noted is on the above the triple, rubber-mounted, tapered alloy bars as found on the Ballabio, Cafe Sport, Coppa, Scura and a few others. NOTE: This has not been tested in the Guzzi wind tunnel. Another casualty of Covid.

Did not ride it extensively in stock form. On the motorways, I had to have better mirrors - vibration or not. Thankfully, it may be the combo of rubber-mounted tubular bars and enough weight on the ends of those bars that 4K+ RPM is nice and sweet. The taper of the bars as well may have been engineered to help with vibes. Although somewhat counter-intuitive to me, that taper may just have moved the harmonics higher than the exciting forces.

Right down to the metallurgy! Seriously, 1. Factory mirrors revealed only my shoulders which I know I have. 2. No room for bar ends when more usable mirrors take their place. 3. Being the pragmatist that I am, it all works so I stopped right there. I might just weigh one of each to see the difference in mass, but it is academic at this stage.