po18guy

Sehr gut. Sehr klar. What I did was attach two VOM terminals to the non-terminated leads on the breakout harness. Just one less fiddly thing for my old fumble-fingers to do.

Consider powder coating. Will live for a very long time if properly prepared, and lots of blokes who can do a right decent job of it. I see one from an '04 Cafe Sport on eBay for $139 US - but it's stateside. Still, I might buy it, as it is the closest I'll ever come to having a Cafe Sport...

About like the XJ650/750/900 Yamahas with the straight cut primary gears.

Well done! When you removed that huge OEM rear hugger, did you replace it with anything else? I am at that point with my '04 Ballabio right now, seeking to protect the shock.

Do you want OEM, re-pop or??? Here's a 2000> Ducati Monster flyscreen in carbon w/shield for a C-note. https://www.ebay.com/itm/362797351233?epid=1023026675&hash=item5478684141:g:ZlgAAOSwuMZZBfoK

Call CARB and see if there is an exemption, waiver or acknowledgement of the other state's DOT approval. Or a limited production vehicle. Heck email Jay Leno and see how he does it. There is a way - it is just finding it. If you were in Oregon, you could register anything. At least in the 90s, Oregon and Alabama had the most liberal of titling and registration requirements.

Having just R&Red my rear wheel, I noted that the axle bearing on the drive side was marked as made in Poland. From past misadventures, I do know that the basic number of the bearing only specs out the physical size. As gstallons correctly notes, it's all the BRLXQ on the end that tells you how soon you will have to replace it.

At least there are free returns if you have Amazon Prime! In Mandello, they look around and see only brand new bikes. Not one of them needs replacement parts, so why should anyone else?

Of all the bikes I have sat on at the motorcycle shows, two have felt jusssst right, but for vastly different reasons. The Buell XB-12R and the Victory V92SC, the only "cruiser" I can say that about. It didn't last long enough to get the upgrades and Neither Buell nor Victory lasted very long at all.

"And now at-home servicing by Amazon!!!"

I might need to fine-tune the TPS, but we'll see on that. The huge difference (and the elimination of intake popping back) was to balance the throttles. Did it at idle and it remained steady through 3500 RPM. Just runs better and is happier on throttle transition, neutral throttle putting around etc. Worth every 5 minutes it took to balance. I have no idea why Mandello located the balance screw in such an accessible location. I guess their first choice of inside the timing cover didn't work out. EDIT: Oh! Forgot to mention that I pulled the bypass needles and cleaned them, using throttle body cleaner and Q-tips in the throttle body. Reset them to 1 turn, as per the advice here of the Wizards of Guz. As mentioned elsewhere, Iridium plugs seem to take about 1 second off of cranking.

Funny, isn't it, that methylene chloride is used to decaffeinate coffee beans and tea leaves? I have a quart can, but no idea if I will be able to replace it. I do use a respirator and nitrile gloves with it nowadays. Usually, that is. The new paint strippers? I use the orange oil based stuff, as it has that lovely citrus scent as it does nothing to the paint.

Well, we'll find out! It looks like the Michelins currently on it were a 'wheels off-wheels on' event, with nary a look at the fasteners, axle, etc. Well, the next bloke who turns the bolts and pulls the axle will not need leverage or a dead blow hammer. Who knows, I might even have done myself a favor. Interesting that the bearings in the rear axle are Polish. The Italian bearing makers must have been on strike that week. As to the mercury manometer (what a name!) I see that Motion Pro has done pretty much the same thing with their current unit, albeit at a substantial price premium.

Being somewhat of a bush mechanic, I've had to improvise many of my tools. Upon awakening Big Red from slumber with a new battery, I know that I had to set the TPS, bleed the clutch and other small (i.e. BIG) tasks. So, I bought a bleeder banjo bolt a few years ago for my Kaw. But they sent the M10X1.0 for Euro bikes. They replaced it with the M10X1.25 for the 500, but let me keep the other (which fit a Guzzi that I did not yet have, wink wink). So, time to break that out and place it at the high point in the clutch hydraulic system. Topped with a vinyl cap and we're (almost) ready to roll. I had already posted the TPS breakout harness/VOM adapter. But I had a Motion Pro mercury carb balancer that was still in the box. They are nice tools, but rather fragile things - I broke one of the glass tubes years ago on another unit. What to do? I glancing around, I spied the package that a 20" wiper blade had arrived in. Hmmm...clear plastic, and seems to be the right size and shape. Well, whattaya know? Perfect fit and the hangtag on top of the package is ready-made to hang overhead or drape off the side of the bike. The cushioning aspect works, as fumblefingers me already dropped it. So, after pulling the mufflers and rear wheel so that I could hope to access the clutch slave bleeder nipple, That bit is now officially done. TPS set, a throttle body balance is next up. Oh, as it turns out, a lot of dry or even rusty bits associated with the rear axle, spacers and caliper mount are now well greased with high-temp synthetic grease. Since all of that did not kill me, I am apparently now stronger(?) and potentially ready for some so-far unannounced warm weather sojourn.

Thank you. If anything, the Guzzi has maxed out valve sizes, as proportionately they are a larger percentage of the chamber than the vaunted hemi of lore.

The V11 combustion chamber and piston are very similar to the 1964 Chrysler 426 Hemi. Advantage to the car engine for liquid cooling. Disadvantage for iron which tends to hold hot spots more than aluminum. At Guzzi's claim of 91 BHP, size-for-size, it would make 600 BHP in 7.0 litres, whereas Chrylser's 426 made a 'claimed' 425 gross HP. Some sources claimed that it made more like 550 BHP, but those were claims only.

I would shoot him an email and see what he thinks - since he does not repair them for free. Say, do we have pics of your Coppa?

My 1966 305cc YM1 has a crossover hose connecting the tank "halves." Oh, those inscrutable Japanese!

Well that makes two Ballabios in King County and another in Vancouver. Got confused as Phillarsen has a Ballabio up in B.C.

Oh, B.C.'s weather is not that nice... Wait! I thought Bbennett was in Vancouver...???

There was a class action law suit against Honda for the filter orientation on Elements and CRVs. You can barely see the filter boss from undeerneath and some filter gaskets were sticking during changes. Oil squirted around the double gaskets and onto the adjacent exhaust header and many vehicles burnt to the ground. All because the quick lube dude (or SAE-certified Honda tech) did not check to see if the gasket came out with the filter.

Fair enough. 122 rear wheel is not likely at all - or the motor was tuned to the edge thus making it a grenade. And, since the term bragadoccio is Italian, one can figure that it was at the crank, on a cool day, with avgas, on a slightly out of certification dyno and with refreshments from nearby Peroni. Never seen a dyno run of an MGS. For comparison (the same caveats apply) the 1187 liquid cooled Morini is rated at 140HP in street form. Can either figure be true? Or just true conjecture.

Oh, probably the way my brain is (mis)wired, among other things. Bear in mind that in high school I drew an engine with solenoid valves and another solenoid-valve engine with no crankshaft. - never mind that one. Too many ideas, too little time and money. Were I born Malcolm Forbes, I might have acted on some of those ideas, but the down side is that I would also be dead now. I'm close enough as is. Primarily, I was musing, which seems to be my occupation of late. As to the HP, anything is possible and many figures have been claimed. Air cooling was limiting on compression, but 100HP/Liter is not an outrageous claim. The valve train is curious to my eyes. I know that it works and it is all academic now, but I wonder if they considered stealing Honda's CX idea which was more compact and allowed revs to nearly 10K. Or a raised gear-drive cam in the V or side-by-side raised cams with shorter pushrods. Without rotating the heads as Honda did, or going 90º with intakes up as some others have done, it was probably the best they could do with rather few Lira. Primarily, I'm miffed that Morinis are not sold stateside. Now there's one that needs very little work at all.

1. 122HP is certainly possible in race form. 2. 110 HP maybe in street guise. 3. Still no idea why an 8000 RPM engine needs such an incredibly complex and clearly added-on valve train. All of that monkey motion and they could have stuck with pushrods (which they still have!) operating those 8 valves. The 8V small block was a disaster, but that seems not to be the case with the long rockers on the MGS-01.

No go in Washington State. 30 years minimum. They want that additional 15 years' licensing income. And you thought the BC government was money-hungry! Kinda nice to know I have one of 223. Wonder how many made it to the US.