GuzziMoto

I have the stacks and UNI filters from them on my Daytona. They no longer list the stacks and filters, I wonder if you contact them if they will still be able to get them or know where to get them.

WTF???? We are talking about Moto Guzzi here. The same Moto Guzzi that came out with the Daytona in what, '93, after the development started before 1990. The Daytona evolved over six years to spawn Centauro and the eventually spawn the V11. The V11 then soldiered on for what, six or seven years? Then since 2006 we have had three completely new bike lines with more then six new versions as well as a few upgrades of older model lines. There have been more new Guzzi's in the last five years then they normally produce in ten or fifteen years. Do I wish they did a street legal version of the MGS01? Yeah, but if they had they probably would not have sold well enough to justify the investment as a modern sport bike from a mainstream maker would out perform it for half the money and all the "Guzzi loyalists" would complain that it is too this or not enough that. I also wish they could have kept making the V11 but I understand that like Buell they did not have the resources to support the new lines as well as the old. Guzzi is a small motorcycle maker and even with deeper pockets of a company like Piaggio growth has to be paced so that demand can keep pace with supply. If Piaggio were to invest wheelbarrows full of money in Guzzi and create a large number of all new models all at once it would kill the company as there would be no one buying them and Guzzi would go tits up sitting on all those unsold motorcycles. Is Guzzi a perfect company? No. They don't say "Going out of business since 1921" for nothing. But my wife and I own three Guzzi's, all three of them have been very reliable and even more enjoyable. Far more enjoyable and longer lasting then any other motorcycles I have owned.

It is not whether or not it works that I am questioning. It is why it was built and why is it so ugly. Porsche builds a SUV that works very well, but some people, myself included, question WHY Porsche built it to begin with. Why would you think the Diavel would not do what any other Ducati does, albeit with less cornering clearance and more weight. And reading how the shills at some glorified brochure fawn over any motorcycle means little. But I am sure it will perform beyond the expectations and abilities of those who buy it. But just when I thought Ducati had regained it design tastes they bring out this....

It may be stronger, but it is definitely more durable for bolts that are frequently removed and installed.

Helicoils are inexpensive and easy to install in my experience. There are cheaper knock-off versions if the real thing is too much money, but you pay your money and take your chances. I have installed Helicoils with and without the special tool. It makes it easier but it is doable without it. In my experience helicoils are your friend.

I think it will be an 8mm tap for a 6mm insert. I have used 6mm inserts in 8mm threads to down size to a smaller bolt. I believe it is a 2mm larger tap then the finished threads.

I personally am a fan of converting to bars. It gives you more adjust-ability in the riding position and feel of the bike. Higher and /or wider bars can make a huge difference in the comfort and feel of the bike. Obviously the Griso came with bars from the factory (I have finally bought some aftermarket bars to adjust the riding position). As mentioned, I have converted my Daytona to bars and it is great. It was a cool bike before, but I am older now and can't ride a bike that uncomfortable for very long. With the bars it is both more comfortable and easier to steer. I have also done the same conversion to the wifes V11, with the same positive results. The issues with the conversion come into play when you have a fairing and it limits how much of a change you can make. When I did the Daytona conversion I really wanted to keep the fairing but it just was not going to be possible to make the size change I wanted and keep the fairing. So the fairing sits in my spare bedroom. Sometimes it comes down to which is more important, form or function. I usually pick function.

I have heard there is an article on it in a Greek magazine, but I do not read Greek. http://www.mybike.gr/topic/40161-

The manual for my wifes V11 Sport lists a "Max allowed load" of 214 kgs, to be divided up 48 kgs on the front and 166 kgs on the rear. How you are supposed to measure that I have no idea.

If you are talking about mounting a trailer hitch like the other person has mounted a tag/tailight, then I would say that would be a lot of unsprung weight. It could be a very bad thing. I am not a motorcycle trailer guy, but I would think giving the trailer the ability to put weight/energy directly into the wheel would be bad. The few trailer hitches I have seen appeared to be mounted to the frame. But again, I have no m/c trailer experience.

Well, it looks better then those Guzzi's PT designed. Of course what do I know. I like hatchbacks.

Sport cycle Pacific used to offer stacks on their website. They are no longer listed (as far as I can tell) but you may want to contact them to see if they are still available. I have a set from them on my Daytona.

I pay a lot more for the same coverage on my '93 Daytona 1000 then I do on the wifes '01 V11. I have no idea why. The Daytona is a little faster, but come on..... I also hate the commercials that say " drivers who switched to insurance company "X" saved an average of $500..." That tells me that you have to be that much cheaper then their current company or they are not going to switch to your company. Do people switch if they are NOT going to save some money? WTF?

The ah rating also tends to reflect how many attempts to start the bike you will get before the battery can't start the bike. A battery with a higher ah rating will tend to give you more attempts at starting the bike than a battery with a lower rating. It also reflects how likely the battery is to start the bike after you have screwed up and left the ignition on while the motor is off. But in both cases, CCA and ah rating, the lightweight batteries have less capacity then the Hawkers. It is a trade off, less weight but less power. And possibly less life. But if that seems like a good idea to you then go for it. I just can't imagine I would be able to feel the difference on a 500 lb motorcycle.

No offense meant. and it was not specifically directed at anyone. I think your Scura R is just as cool as any other V11 sport. No, it does not have the better red frame (just kiddin') but it does (like many other "special" guzzis) have ohlins suspension which is definitely a good thing. Owning a bike, Guzzi or otherwise, that "speaks" to you is awesome. My wife has owned her '01 V11 since new and it is her pride and joy. I was just commenting on the irony of considering any Guzzi rarer then the rest. They are ALL hand built exotics that are rare where I live. They are ALL rare, you do not have to subdivide them based on paint scheme and or suspension types to make it rare. And as I said, where is this mysterious Guzzi that everyone says they used to own????

That is my fear as well.... I deal with laptop batteries and they do not have a long life span. And that life span is made all that much shorter when they are not drained and recharged on a regular basis. Not saying it won't work, just that I would have to see it to believe it. You could by a PC310 for $150 and save about 6 lbs and at least have a 8ah battery rated for more cca then the lightweight one. That is half the weight savings of the trick battery with out the risk. But if saving 10 lbs over a heavy duty battery and 8 lbs over a normal battery is worth the price, I say do it. It is not worth it to me on a 500 lb motorcycle but it is something I would consider on a 300 lb motorcycle. But to each his own. And the 3 grand on rims would likely make a bigger difference as it is unsprung rotating weight.

The notion that someone views their V11 special and somehow more rare because Mother Guzzi chose to give it a different paint scheme and sometimes even a plaque with a number on it is lost on me. I don't get it. Guzzi's entire production is a fraction of what Honda would settle for with one model. They are ALL rare. The newer ones are slightly more common but it is hard to say if that is because they are making more of them of if it is attrition reducing the numbers of older models. I run into people all the time who say they USED to own a Guzzi years ago, but I never see the Guzzi all these people used to own. My wife and I joke that it is one Guzzi with thousands of ex-owners. Where is that Guzzi now? Sorry for the rant.

Sorry, my bad...

Since there are almost 100 in the registry at this very site, I am guessing there are more then 18 made. They might be a little rarer then another version of the V11, but I don't think it it enough to make it collectible on that merit alone. All Guzzi's are rare, My '93 Daytona is as rare or rarer then a Scura in the US. And I have seen Scura's around, I have never seen one of the Tri-Color Coppa Italia's however.

But the carbon cans look cool, sound cool, and will last for a very long time (as long as you don't break them they should last the life of the bike). It is not a bad idea (the light weight battery) in my opinion, but it is a trade off. You get a battery that weighs less but it is only 4.6 ah. They claim a lot of starting power, but until I see it I won't believe it. And in my experience batteries like that lose more power over their life span then conventional batteries. So while it may have plenty of power when new, after a year or so it may not have as much. Think about a laptop battery.... Those batteries should be okay but I would think they trade off life span and power for lightweight. I actually went the other way with the battery in my supermoto. I had too many issues with the small stock battery so I replaced it with a larger battery. A lighter battery doesn't help much when you are pushing the bike. Okay, maybe it helps a little, but not much. But if I was to buy a battery to save weight that is the one I would buy. I think it is one of the best out there. If you buy one let me know what you think. If I get one (more likely for the supermoto) I'll let you know. I gotta admit, though. It makes me nervous when they sell special chargers for the batteries. If it really needs a special charger then what chance does it have of surviving the Guzzi's charging system? I think total loss systems may be better suited to this technology. Or atleast until motorcycles have charging systems designed for LiFePo batteries.

I have done right side up forks like that, using things like lengths of PVC pipe. But upside down forks I find are much easier to do with a seal driver. The Race Tech one should work fine.

Todd @ GuzziTech asked if anyone was interested in that. Here is a link to the thread. http://forum.guzzitech.com/forum/199/4218.html I don't see why you would do it, but if you do I would think it would require a different master cylinder to get the leverage ratio right. The lever travel with the stock master cylinder might be too long and/or not able to build enough pressure.

Race Tech lists a 40-41mm driver. Have not used it but would think it works.

What HAS been selling well? Guzzi's do not sell in large numbers to begin with. They have limited dealer networks and they do not appeal to mainstream riders. They are often plagued with detail issues that need to be sorted out after purchase but are often overly reliable once sorted. If your friend wants an appliance that just runs when he turns the key then a Guzzi may not be the best choice. If he does not mind putting in a little effort and would like something that is outside the norm a Guzzi can be a fantastic ride. My wife and I have three and we thoroughly enjoy them. But they take a little more effort to make the relationship succeed then say a typical Japanese bike. And you can find many leftovers of them too last I checked.

My wifes V11 has a PCIII, lightly ported heads, free flowing air filter, and Guzzi branded Mistral slip ons. It runs well (faster then my Griso) but the Daytona is at least a full step faster. The Daytona has a chip, indiv. filters and full Staintune sys. The Daytona has a long legged feel a builds speed deceptively fast. Suddenly you are going over 100. The V11 can keep up as long as the road is twisty, but on faster stretches the Daytona walks away. 85 rwhp vs. 100 or so for the Daytona. The Daytona feels like a hot rod tractor. The oil pump is still stock.