GuzziMoto

Hard to tell from the angle of the pic, but that looks more like an X pipe than a crossover. A picture of it from directly above should make the design clearer. There are different style crossovers. Some merge the two pipes together and then back apart as smoothly as possible (those are the ones I like). Other choices simply allow the two pipes to share exhaust duties. And some use the X pipe design, but the X pipe design is more common on old muscle cars (perhaps that would also work well on a Guzzi with its old fashioned design).

That seems like it would not be legal. My Chevy Bolt electric car actually uses re-gen when slowing down and it will trigger the brake lights when doing so. But triggering the brake lights without hitting the brakes seems like it would be illegal. Also, what about every time you shift? Maybe you could install a secondary "brake light" that was G-force activated, when it senses the vehicle slowing down by G force it turns on.

I suspect it will be used in all the future small block Guzzi's. That is why they made it, to comply with emissions regs. Give them time, it will become the small block motor. It is a step in the right direction, a better small block. But it is way short of where it should be. I am not very optimistic about a larger displacement performance engine from Guzzi. And that is too bad. It seems to me they could borrow some of the design work from Aprilia and create an amazing Guzzi motor. Imagine a sideways V4 in a Guzzi, or even a sideways V2 using the old 990 V2, using the cylinder and head design from the Aprilia motor but in a new crankcase that turns the engine sideways. I would have to buy one of those, in a sporty chassis. But alas, we get a warmed over small block.

I have bought two pairs of those same mirrors on ebay ages ago. Even down to the blue tint of the mirror glass. One pair was on my Griso, the other pair was on my Daytona. Currently I needed / wanted mirrors on our bicycles, so I grabbed a pair and installed one each on each of our bicycles. Sadly, the Griso is laid up with clutch issues and doesn't need them, while the Daytona needs a new battery.

I don't really come here for politics. But I gotta say; 1) Yeah, we are a democracy, and a constitutional republic. The two are not mutually exclusive. 2)This is not in any way an isolated case. 3) So often in this country justice does not prevail. Especially if you aren't white. 4) It may not be taught, but it is clearly practiced. 5) Sorry, but the media isn't to blame. Turning them off and ignoring this problem won't fix it.

Different brand shocks have different adjuster wrench needs. Do you have the Ohlins shocks? If so, I would use the Ohlins shock wrench.

To each their own, but to me that is hideous. And pretty F'ing unrideable..... Kinda a shame someone did that to a perfectly good Guzzi.

Stunning....

If there is a recall on yours, for sure do it. But at this stage in the game it would be pretty rare if it hasn't already been done. The wifes red frame V11 had the recall done ages ago. It had no issues before the recall was done, and really we saw no change in operation. But there was a good safety reason to do the recall as I understand it. Beyond that, making noise idling in neutral isn't something I would worry about. Perhaps there is more to this, but if it only makes funny noises in neutral that is normal. I agree with @po18guy

we have fit darn near 5.5 gallons in the wife's V11 tank. Where as my Griso tank would typically hold about a gallon less. Italians seem to be funny about fuel tank capacities, they typically only get close.

Yeah, my experience is different as well. The vacuum bleeders work, but the power bleeder works better. The vacuum bleed tends to suck air past the threads on the bleeder fitting. Also, an old trick after bleeding a system with a vacuum bleeder is leaving the bike overnight with the brake lever pulled in to apply pressure to the system. That pressure seems to help trapped air make its way to the top. When you release the brake lever the next day the air comes out into the reservoir and the brakes are firmer. Pressure seems to help get ride of air bubbles.

I believe mine ('93 Daytona) has a Will Creedon chip. But I am not sure. I am not the original owner and can't ask the original owner. But I seem to recall him saying it had a chip. And I seem to think it was a WC chip. I guess I should look into that some day.

Yes. Exhaust flow is a thing. But Pete hates the term "back pressure". I really don't know why, but I assume because it isn't technically correct. But if you ignore the technicality of it and focus on the intent of the term I think its fine. But Pete seems to hate it.

It could be worth a try, but I would rather take that money and spend it on a better solution. Trickery like that is almost always a compromise. All it can do is fudge your fueling. It isn't going to "optimize" anything. But it may run a little better. Nowadays it is fairly simple to remap you fueling. So many people around here can help you if you need it.

No price in particular. I assume he paid a decent price for the Cafe Sport, which is usually higher than a standard V11. Maybe he paid a better price than I assume, don't know. What I do know is I like the bike, nice Guzzi.

While that was a fairly high price for a V11, being a Cafe Sport it will get more money for it than a normal V11. The extra money gets you better suspension (as you know) and carbon fibre bits. I would happily pay that for a Cafe Sport if I could, and if it was in as good a shape as that one looks to be. Nice purchase.

The wife and I are also Aerostitch fans. I started wearing them when I was given a hand-me-down two piece suit from a good friend. I wore that suit for a long time, until I replaced it with a second hand-me-down suit, again from my friend. Then we bought one for the wife brand new from them (also two piece). Finally, I retired the hand-me-down suit and bought a brand spanking new one of my own. That was years ago and the suit is still working great. Every so often we wash in some more waterproofing to restore the waterproof nature of the suit. I was never a fan of the one piece version. My friend tried a one piece version, it seemed to work for him. But I prefer the two piece version. I find that even when I am wearing both jacket and pants I like to use suspenders with the pants vs having them zipped to the jacket. It improves air flow and makes moving around easier.

Yes, mainly the aluminum gear sets are bad. There may be a bad set of steel gears, but I don't know of them. The steel gears Joe does are art, and work brilliantly.

That is a cool engine.....

Just had to dig this thread up, where Docc found that valve clearances opened up slightly when hot vs common sense that says they would close up. Great resource of info.

Yeah, while I like the V twin of a Guzzi there is something special about a triple. And one that likes to rev can be amazing. The new Yamaha triple is nice, I also looked at an FJ09. I certainly would not mind owning one. The Triumph Street Triple is my favorite based on what I know of them. But I have not rode one yet as I don't want to know what I am missing. A little triple that revs over 12,000 rpm, what's not to like. Parallel twins have a nice cadence to them as well. But I think a triple is my favorite motorcycle engine configuration. A very close second is a V4. Then there was the guy who built his own V8 by siamesing two 400cc inline 4's together. That must sound fantastic. And yes on the Laverda.

I could see owning a Triumph. But I don't. I think our Guzzi's keep attracting more Guzzi's, so there isn't really room for a Triumph. Otherwise I probably would own one. But these dang Guzzi's keep showing up and hogging all the room in my garage..... I could see owning either a Triumph twin like in the OP or a Triumph triple. I am partial to the smaller triple. What a glorious sound, three cylinders and all that rpm....

It isn't nicknamed "the lump" for nothing.....

That is the right order. If your springs are too soft, you will have to crank in the preload to get the sag right with the rider on board. This excessive preload will cause the free sag, how much it sags under just the weight of the bike, to be too little. Where as if the springs are too stiff you will have a minimum of preload resulting in too much free sag under just the weight of the bike. It can seem backwards, but it is right. It is all based on you adding the required amount of preload to get the race sag, the amount of sag with the rider on the bike, correct to start with. The amount of preload required will affect the free sag, and thus show you if your springs are too soft, too stiff, or just right.

As mentioned, I have used them, only not on a V11 so I don't know about fit. I think the K&N oil filter is a quality oil filter. But the "nut" is just a stamped piece of steel that is spot welded to the rest of the filter body. I had issues with the filter body rusting at those spot welds and around the "nut". One filter rusted through and started leaking when the motor was running. That was when I stopped using them. If you want to try one, give it a go and post up the results. It is not quite yet riding season around here. At least not for me, too cold still. A younger me would ride in 50 degree weather. But not the current me.