Murray

Custom made is usally the best way to go and genrally not that much more expensive. I have a set from Tiger Angel www.tigerangel.com.au excellent service there is no different in leather thickness or armour between thier bottom of the range and top of the range, its literally colours and styles. Unfortuantly they have been down the road couple of time too and they have held up very very well. Most happy the best bit is if there is any problem I can ring them up talk to them in English and they are usually very happy to help.

Search is you friend try lowering foot pegs rasing handle bars etc etc.

Providing you don't live near Hochenhiem sp? or Philip Island the best track day bike is ethier a Proddy 250 two stroke athough they are getting pretty thin on the ground. If you can't live with the seating postion or the snotty two stroke power delivery get a super motard and gear the living daylights out of it. Motards don't tend ot eat tyres and stand up to indescrsions with the bitumen a whole lot better tan most street bikes as well.

The real racing green was simply aluminium primer so it probally should look a bit metalic. That however looks well finished more a satian finish than metalic IMO.

Actually thats only on the older spine frame with the five speed gearbox sport 1100's Daytona's etc etc. The V11's are centrally mounted, It was done to get the shaft around the more modern wider rear tyres. The six speed gearbox's output shaft is offset a further 30mm when compared tot he older five speeds.

Some local law enforcement types don't like them as they use them. Dunno saw a BMW with a brake light that flasshed as it was first applied in traffic today not sure f its stardard or something someone fitted. I find these type of things seriously annoying IMO.

The griso and the breva use a proximity pickup off the rear wheel to calculate the speed so you would need to fit that type of sensor at least. Then it comes down to if the Griso's display has its own processing simlar to a push bike speedo or a digital dirt bike speedo (pretty common now) or simply has a bit of software in the ECU to drive it. You would probally need to take a good hard look at a griso wiring diagram to work out if the tacho pickup speed pickup, oil preasure switch and fuel flow all go directly to the instrument cluster its a fair bet its independant of the ECU (remeber a lot of these will go to the ECU as well). If there is simply two wires into the instrument cluster (aside from lighting) these are probally data lines which means the ECU is driving it which makes it a lot tricker. Anyone know if the instrument cluster has its own battery? this would also be a sign its independant of the ECU.

Umm anyone else see a problem with this picture. 103hp @ 8000rpm put of the dual overhead cam motor. Errmm one of the main advantages of dual overhead cam is it lightens the load on the valve train which means you can use lighter springs, pull more rpm more hp. Even Guzzi's four valve motor in Daytona RS form at least reved harder than that. Aprilias dirt bike 450 sohc V twin goes to something stupid like 13 000 rpm with 60hp out of the 450 and 70 out of the 550. Athough admittedly Guzzi is in a simlar postion to HD they can't keep punching out the same motor they have for the last 40years bung it in a frame and call it a sports bike and be taken seriously. The bore stroke is very oversquare athough why are they bothering with an 850 or does it slip in under some of the power to wieght restrictions for various liences or insurance catogries. Chain drive for a bike is signifcantly lighter and mroe efficent in trasfering the power if this motor makes it into a Guzzi maybe we are going to see a serious tilt at a performance Guzzi. Just remeber about a year maybe two ago Gilera showed a concept bike with push button / auto transmission it was a 850 V twin, probally the beastie from this project athough it looks pretty far along for a concept.

No never done it in 98 000km's seems to be a air head BM thing. If you are feeling especailly paraniod you can check them after an intial period from new (like 7500 miles). Constant retorquing will steadily compress the base gasket and head gasket until they fail. Youa re probally quiet safe in just doing the valve clearnces.

I have a set of gearsacks which have always worked well.

This one has been kicking around for a while probally close to ten years) Stein Dinse use it in thier cataloge. I'm not into these style of bikes but its based on an 1100 sport frame/motor.

I was thinking of trying to keep it striaght and bolting the shaft to the top of the pivot block (for the serious want of tha better term). It won't be as integrated but I think could be made to look industrial enough to be reasonble. The 1100 sport appears to have a little more room to move in the area athough the gearleaver V11/1100sport design looks to be identical. Dunno it will be a intresting project if I go this way. Ideally I need acess to a small milling machine.

Couple of stupid questions. Is that gearleaver all one piece? If so why? To me the obious thing to do would be make the shaft out to the toe rubber holder out of one piece and bolt it on some way to another block which contians the mountings for the pivot piont and and gear linkage. At the rate things are going I might be looking seriously at doing it myself.

I've probally put a similar reply in another thread on this one. I have used reline shock proof I think the heavy wieght in the diff (red??) and the blue stuff in the gearbox. This was recommended to me by a redline rep. After 9000kms the gearshift quality went south just like it does with mineral oil after 5000kms usally a sign of shagged final drive oil. It made no differnce to the shift action over and above what I would of expected to gain with fresh oil. Pulled the stuff out and the murky black/grey colour was a pretty good indication it was indeed shagged. The gearbox oil came out a similar colour to what it went in. I'm back to changing it regularly and sticking some kinda of friction treatment for gear oil (I don't think that makes a serious difference ethier but my final drive has done 98 000kms wth need of serious attention. That was my experince anyway see how you go.

Have a look at the billet foot controls thread in the technical topics MPH cycles do a billet rear brake leaver for $115USD plus shipping. Find a specailst Aluminium welder they genrally can weld it for a modest fee it won't be pretty though. I'm still waiting for Rosso Purro to get back to me might be time to get a Stien Dinse catalogue.

In Australia try buying a bottle of Corona without a chunk of lemon wedged down the neck. If you don't like the taste of the stuff don't drink it there are plenty of others out there. BTW Corona is crap

The "moly" additive is a graphite treatment for manual transmissions. The jury its still out if its effective or not. Apprently its widely used in the heavy transport industry. Alternativly Motul (the oil company) do a litre of gear oil with the graphtie treatment already mixed in.

How about two narrower red one's to pick up on the frame colour. One large red one would probally be a bit overbearing.

Ok slightly further update the local guys got a staintune can for the Breva 1100. But before they fitted it for !@#$'s and giggles they removed the muffler completly and left the collection box under the gearbox on. Started up and apprently it sounded quiet reasnoble but the engine was a lot crisper when they took it for a ride. Apprently it looks like the current version of the motor is heavily restricted. Theorising what it would go like with a two into one cross over (without collector box) and an aftermarket can. Unfortunatly the staintune has been sold already so I won't get to ride the bike in this cofiguration. Anyone actully done this to the new twin plug motor, there might be hope for it yet.

Which is the problem witht he stock standard ones. Fixed footpegs aways concern me a little. Yes they may keep your bike from grinding on the ground but what happens if they tear out. The old porkchop would be looking pretty secound hand after than.

I have already contacted Todd and he has indicated they only do a rear brake leaver. So I ethier scource a gearleaver from somewhere else or buy an entire set. I'm not sure the V11 Guzzi set will fit my bike as I have the older five speed box they also look like they relocate the footpegs to a lower postion. I do the occasional track day the side stand and the foot peg on the right hand side tell me I don't want to reduce the ground clearance. I haven't e-mailed Rosso Purro direct I might try that I couldn't work out thier catalogue my Italian is pretty well non existant.

Re fuel consumption: It seems after Guzzi went to a a fairly lumpy cam that the consumption suffered the MKV Lemans and 1000s do around 20K per litre around 50mpg (english gallons) the carbed 1100 sport cam along and it was nowhere near that it did have a couple of HP over the MkV as well as modern brakes suspension (for the time). To give you some idea how much more radical the cam in the 1100 sporting models are the P3 cam was always sold as the hot cam for the Guzzi's. For the 1100's its sold as a detune more midrange cam. The standard Delorto's were pretty woeful athough the carbed 1100 sports also had this gaping chasim int he rev range at the ride by test and pretty well require at least an exhaust and some serious retuning and prefable a set of carbs before comming a reasonable propsition. I brought my carbed bike quiet a while ago when there was a signifcant difference between the carbed and fuel injected bike. If I was buying now I would probally lump up for a newer V11 prefably with the Ohlins suspenion, better gearboxes better brakes more flexiable motor etc etc.

I'm looking for some billet foot controls for my 1100sport. I contacted MPH cycles who seem to only do a brake leaver. Had a look at the Rosso Purro site while the open page is in engish the cataloge is not so I was unable to determine what thier kits offered other than a really large price tag. I do not wish to change the footpeg location just replace the cotrols with something a little sturdier. I thought I read someone was looking at doing a run of these but can't recall what happened. Any suggestions idea's would be appreciated.

I didn't mind the way it reved quiet useful. It was the complete lack of stomp to acompany the revs that Guzzi's the sporting ones at least have always had. Ducati got it right with thier dual spark two valve motor IMO I was hoping Guzzi would of come close. FCR's some one said are worth about 3hp at the very top end but they also improve the throttle response and seriously fatten upt he midrange.

I doubt that I live in Perth.