Murray

Gyroscopic effect is 90 degrees from the piont of input In the plane of rotation this is why countersteering works. With e inline motor or probally should say a laterally mounted crank pretty much most bikes these days it will depend on the direction of engine rotation actualy engine configuration is pretty irrelevant as far as we are concerned. Some of the 500 strokers and the ill fated Vee-Due had two counter rotating cranks to counter the inputs the rotating crank would put into the chassi. It will either load up the front wheel on tip and unload it on exit or unload the front wheel on the way in etc etc. Depends on the rider bike frame and quite a few other factors weather this is of benifit. The effect is relativly small the average road rider would be hard pressed to ever notice it. So yes from this piont of view a Guzzi will maintian its front-rear balance much better on the way in and out of corners. However the torque effect changes the way the bike tends to tip into and out of the corner I was talking to a Ex Stolarski racer who use to run one of the Magni Australia prototypes quiet a few years ago now. The local track has a sweeping medium pace up hill left hander followed by a little right kink striaght after. To help the bike change directions quicker the racers used to come out of the left hander and dip the clutch as they passed thru upright to help the bike lean into the right kink. Intresting technic but can't say I have ever really tried it not sure if I want to with a pushrod motor and no rev limiter. (Magnis were four valvers).

The Guzzi four valve can't meet emissions, not a fourvalve can't meet emissions. The problem is the Guzzi four valve heads were designed as a stop gap about 15 years ago to fit in the current at the time two valve cases. The major limiting factor exasperated by the cam in head design was a serious lack of room betwwen the existing cylinder studs. The lack of room is why when the motor runs lean it tends to crack heads. The problem I have with the current wo valve is it had less performance than the V11 series. The V11 is a fun bike to ride but to make something like the MGS-01 and not have some kick to back up the look would be a serius crime especailly in the current sportsbike market. It doen't have to have class leading performance but it should have a bit more than the two valve pushes out at the moment IMO anyway otherwise they won't sell very many of them and at the end of the day thats the whole piont.

These people might wish to argue with you. Clicky here

You should probally do a search. The fourvalve motor is unable to meet Euro three emission requirements. Well actually it can however it has to run so lean and hot it tends to crack heads. Even the two valve has been neutred to meet current emissions and I don't think would work right in a MGS-01 bike simply not enough performance. Depends on what Piaggo decide to do apparently Guzzi is up for sale at the moment possibly the MGS-02 will have a water cooled modern motor. Athough Piaggio might feel it has that segment of the market coverd with the Aprilia Millie series.

Yep and without proper static sags you can get that bike to handle just as badly as any stepthru carrying two bags of cement. The steering dampener will not fix it.

Acorrding to Bridgestone there is no realese compound on the tyre nor is there a preserving agent its just rubber I'm taking a bit of a leap but I would suggest other manufacturers are the same. However striaght out of the mould they are very very smooth. Crude technique little burnout or get a brick and rub tyre. Usually they do not only need roughing up but also a heat cycle or two. The other suggesting would be bung a set of tyre warmers on for 10-20mins and maybe rung the preasure a little lower than you normally would.

After checking tyres steering head bearings etc etc. Get the static sags right steering dampeners do not affect the handling of a bike in any way contary to popular belief. The merely disguse a symptom of poor setup. The Guzzis can be go to turn reasnobly well and handle enough to give most sports bike riders a run much to thier disgust. It however takes time to set them up and learn how to ride it the wieght balance I wouldn't worry about too much other than seriously consider fitting proper clipon handle bars to the for legs, The wieght distribution means the bike will tend to shunt the front end around/understeer on the way out of a corner rather than light the rear and oversteer. But get those static sags right without them you are a blind man in a dark room looking for a black cat that isn't there.

So is this a six stroke motor project? ie the bottom end is four stroke but the combustion chamber is two stroke. Remeber a couple of guys on Adeliade had done a similar thing to a Ducati 900ss eliminated the valve train. Athough it could only go to around 9K because thats all the bottom end would take. Kinda defeated the purpose IMO but it was a intresting exercise none the less. Sorry haven't really paid to much attention to it until someone started talking about rotary valves.

I can't make it some bastard put a dirty great pond between me and california the Pacfic or something other obscure name. Track days are good

Why don't a tuned Guzzi motors make much hp. Basically the motor design is over 40 years old it started out as a 700cc that made 35ish hp. It now makes 90 and is 1100cc basically the factory has pretty well taken the motor as far as it can go without turning it into a nailbomb. The current bikes don't even match the hp of the V11's/1100sport due to emissions. There is simply not much hp in exhausts and intake for the Guzzi's and you need to spend serious money to get modest gains out of the motor. Extra 2hp would help the roads round here tend to be open and flowing rather than tight and twisty and once you get much past 130-140kph with the old five speed box you need to be running between 5-8000rpm especailly when playing with others. A little further on and the modest hp output of the motor starts to really struggle to push the bike through the air to the piont you are running between 7-8000rpm. The best thing you can do for you riding is a couple of advanced cornering courses and get the suspension sprung and setup for you. Having the suspension sorted is worht 10-15hp at least IMO on the road and is a dam sight cheaper than trying to extract it out of the motor.

You could try the brake bleeding trick of tieing the lever back agianst the bar with a zip tie and leave overnight/for a few days. Can't remember the exact theroy but it allows the air to work its way up to the master cylinder and into the resivour. Dunno, works a treat on brakes though!

Ah yes AMA the Mat Milladin Suzuki show.

It would depend if you wanted the full system or just the can's. Termi usallyt alors thier exhuast to the bike pretty exactly so bending stuff and messing around is not usally an issue unless you want to keep uneacasy stuff like pillion pegs and rear indicators. Race bikes don't have them you see so we dona make our race systems to accomodate them . The very last of the 1100 sports ie the sport corsa's had a oval set of cans as standard fit so you might be able to find a listing that way that will mate up to the stock system. Personally for sound the carbon cans are pretty hard to go past IMO. Now I haven't heard these on a Guzzi but they are locally made and seem to be pretty reasnobly priced Roo Racing and you can even get a sparkly version to impress the 3-5year age group and all the bling guys down at the local hangout.

Umm depends on how you ride how much you wiegh what your springs are like. Best thing is to count the numer of postions and put the compression in the middle with say the rebound two steps tighter. Write down where you are at go for a ride on a known road and work out it it need to be tighter or softer then go quarter of the total adjustments on both towards where you think it should go. Important to keep track of where you are at repeat the ride and then decide which way it needs to go then go one eigth of the total adjustments. Ie if say there was 28 total adjustments you would start at around 14 then move 7 "clicks" then 3 or 4. Repaeat this process till you have it where you are happy. However if you are seriously over 75kg you will probally need to look at respringing the front end to suit. A static sag measurement will tell you if this is neascary the dampening will never really work properly if the springs are wrong.

Could be steering head bearings adjustment and or a duff wheel bearings. If the bike has been sitting for a long time, in the warehouse/on the boat the lube in the afore metioned bearings might be past it.

Best sounding well my 1100 sport has the full Termignoni race system for the Daytona sound out of this world at full throttle riding by its sounds closer to a Merlin V12 than anything else cabon fibre round cans stainless system. Power on a proper dyno and not those rolling inertial POS's put out by dyno jet I have 74hp at the rear wheel out of a stock motor athough overall hp is probally not the ultimate it has phat midrange. Talking to the local termi importer I got the impression that of you threw enough money at Termi they would dig out the jigs and knock out another one upon request (no longer in regular production). The previous owner forked out for these ones I'm not sure that I would for my particular bike mainly because the price would be close to a third the value of the bike but they are very very nice to have.

I still think the suspension on any of the V11 models can be set up in such a manner to render a steering dampener completly uneascary. Correct spring rates and static sags for a bike works wonders. I've seen adds in the local magazine that the importer offers rebuild kits for Bitubo products might be worth chasing it up. Or maybe get one off someone who has removed thiers.

Issued at 4:50am WST on Wednesday the 14th of December 2005 for today and tonight FORECAST: Fine and partly cloudy before the chance of a shower in the afternoon or evening. Light winds becoming moderate SW'ly. MAXIMUM TEMPERATURE: 22 UV INDEX: 10 [VERY HIGH] decreasing to 7 [HIGH] under cloud. FIRE DANGER: Coastal Plain: MODERATE Hills: MODERATE Hard to belive its summer oh the 22 is celcius BTW I'll be riding today

Errm remeber the V11? Murray

Aprilia's RSV out sells Ducati's 999 at a ratio of 4 to 1 it wasn't Aprilias big bike range that let it down. The big bike range only represented 20% of aprilias production the changes in the scooter market and money sunk into Moto GP its what cost it. It was a shame they didn't contiune with superbike racing IMO and let Honda grind everyone else into the ground finacially in Moto GP racing. I duno I think it would only ever sell in modest numbers but name a current Guzzi that doesn't sell in modest numbers. Dunno maybe should get off my rear and build it myself, Except we don't have the roads around here to really exploit it.

I would see these as a sideline or well as the other things guzzi build. I the idea is to build a fun bike to ride for just about everybody but aimed at the rider that is enthusiastic about corners. Thanks for replying anyway, the rest of the forum obiously think I'm barking mad and are too polite to piont it out.

Both the local rags here have said some really postive things about the Griso WTF is going on if Guzzi aren't careful, they'll actually start making money. Supposedly the Griso is avalible now but dunno if thats now now or pay now get it in Jan. Mr Roper will no doubt keep us informed.

Was musing on what Guzzi could do to produce a modern inovative bike to get away from the crusty old tractor image. Yes I have far too much time on my hands at work. I also have a VOR530 with motard wheels is great fun however the best handling bike I have ever ridden is the Aprilia RS250 can't live with the two stroke motor or the riding postion but for outright handling there is none better IMO. So it kinda struck me a Super Falcone horizontal single water cooled fuel injected or at least a Klien carb chain drive maybe with a seven speed box, tune the motor more for torque similar to the VOR the seven speed box should allow enough spread to run the occasional club track, Obioulsy tracks like Philip Island it would be a little lost. Don't go overboard on the tyres 120 front 160 rear. Basically a super mono that Ducati threatened to build several years ago. If it could retian screw and locknut adjustment that would be a bonus KTM, Husaberg and I think Husqvarna do it so can't see why not. The biggest thing is to embrace one of the philophies that kept the orginal horizontal single competive for many years after the inline fours had superceded it in power years before. If you could squeeze it in under say 130kg ok I know the Aprilia is 140 ish but the VOR is 122 or so. Stick some high end suspension on it along with brakes the motor will keep the wheel base relativly long so stable with modern steering geometry and the low wieght it should turn pretty rapidly. You have a bike for the sporting rider that dosen't need 150+hp with the tyre bills and insurance bills that goes with it. Would introduce a whole different market to the marke sp? Inovative yet traditional and it would probally be a neat little Buell hunter battle traxx anyone? Got more money to spend want to go faster? Well here we have the Super falcone Kompressor (probally not the right Italian term). Wieght penatly would probally be around 30-40kg Pegout have proved its possible to supercharge and four stroke single and have it waltz through current emissions. No doubt there will be some competion only kits that would extract all sorts of slurpy sucky nioses out of the motor. Yes I know the Yammie SZR only ever sold in finglers and toes numbers and Ducati never actually got around to making the super mono but I dunno It was a thought. So should Guzzi put me on the pay roll or tell me to stick to my day job? What do ya reckon?

Rear brake will drop the bike into the corner power will stand it up and run it wide. On the road very rarely especailly with the effective engine braking of the Guzzi. On the track on my motard lots and lots. On the roads around here you nedd a little room to manover trial braking tends to cut the amount of time you have to change things as well the attiude of the bike it give you less margin for error. It is faster but on the road I like to leave a margin for error.

Have a VOR530ene with 17inch rims and appropiatly silly front brake. I'm currently circulating with the local motard club. Still have a bit to figure out at the moment but I'm having fun.