Lucky Phil

It will always have bar vibration, no way to avoid it. You can minimise it to some extent or change the range but it's Can never be eliminated. Ciao

Probably because that's just cross referencing the P/N. Plenty of stuff fits but naturally doesn't cross reference, that's what "tuning" and "mods" are all about. Ciao

I read from a knowledgeable source that these improve the situation. No responsibility accepted as I don't have any first hand experience with them myself. https://www.motorcyclespareparts.eu/en/piaggio-parts/ap8104572 Ciao

Ok so I must have misread your post. With your setup there is no/acceptable/better than stock bar vibration? Ciao

So have you looked at the size, weight, design and dimensions of the std bar weights? Do you think the factory spent some time and effort to tune them to the specific requirements and find the best compromise? Do you think slapping on a set of bar end mirrors and Delrin end caps will achieve the same outcomes with regards to bar vibration? These are the sort of questions you need to ask before embarking on other home brewed solutions to problems that may not exist. Ciao

So your bike doesn't have the std bar weights? Ciao

Looks really nice. I have owned 3 modern Triumphs and the last 2 were of such poor quality/design I swore off them and haven't been back. I'd be interested to know if they have improved in quality in the last 20 years. Racing success doesn't always reflect the quality of a road bike. Ciao

Inline 6's have perfect primary, secondary and rocking couple balance. The smoothest configuration along with the V12. Ciao

Because what is felt is about more than just the quantifiable amount of secondary forces but also the direction of those forces. A Guzzi V twin secondaries act laterally and the Ducati fore and aft. The chassis and suspension does a much better job of absorbing the fore and aft secondary imbalance than it does laterally. I've owned a lot of different Ducati's over the years in many different configurations and none buzzed the bar/s as badly as a V11 sport. On a Ducati handlebar vibration simple isn't an issue. So Guzzi changed their balance factor to 52% at one point I heard from the std 50% to compensate and try and reduce the vibes.. An Aermacchi single requires a very different balance factor than an equivalent upright single due simply to it's lay down cylinder and the resultant direction of the secondaries and the chassis ability to dampen them. Ciao

Ok Cool thanks scud I'm def interested when common sense returns. Ciao

Hey Scud if you have a spare top triple clamp for this model with the clipons mounted above the clamp and you would like to sell it I'm interested in buying one for my bike. Ciao

This is what happens when you do up the cover bolts and the forks aren't engaged in the shift sleeves. Ciao

Well that's because it's got 2 balance shafts. A flat plane in line 4 is not an inherently smooth engine, not by a long shot. I've got a physical problem with my right hand outer palm and little finger from many touring klms on a couple of K100 BMW's back in the day. No Guzzi will ever be as smooth as a Ducati V twin because of the crank orientation. Ciao

For these Racebolts in Australia but for the majority of Ti fasteners it's ebay in Grade5. A few years ago I source all my TI fasteners from Toronto cycles so thats another option. Ciao

The V85 is just an example of the vehicle manufacturing process these days. A pressed up crank with plain bearing big ends, cam drive sprocket machined into the crank main shaft and those are just the things I know about. Cars are the same, friction drive cams etc. The Lego world of automotive engineering. My DD Ford Escape recently at 85,000klm and 5 years of age had an about to fail tail shaft centre bearing. I troubleshot it in plenty of time and due to circumstances just took it to the Ford dealer to fix it. So the failed $60 bearing on the 2 piece tail shaft isn't replaceable, it's either remove it and take it to a tail shaft specialist for a $450 rebuild plus removal and re fitment costs or the Ford replacement of the whole assembly for, wait for it, $1700aud plus labour, so $2000aud total for a $60 bearing that's failed at less then 1/2 life. Welcome to the modern world of the mass produced automotive product. Now I see the latest small blocks have the EFI ecu along with the TPS and various sensors built into the throttle body as one unit. Got a running issue you want to sort out? Good luck with that in the future. A failed sensor in 4 or 5 years time? Yes sir that will be a gazillion dollars for a complete new ecu and throttle body assembly and we can have one for you in 3 weeks. Think it's a rare event? I've replaced a Guzzi ecu due to a failed baro sensor and I'm not alone by any stretch. How did we get here? well part of the reason is that people allow themselves to be blinded by the "bling" and aren't interested in the "engineering". Too busy being mesmerised by the latest "connectivity" or "style" or free servicing or spec sheet shenanigans. In other words it's Style over Substance and the manufacturers oblige willingly because it's more profitable for them to churn out some piece of bling that has a service life before major issues of 5 years than produce a sound piece of engineering that will fill it's intended roll for many years and miles in a trouble free manner and if the odd unfortunate thing happens is capable of being rectified in a cost effective manner with a minimum of technical fuss. It's the world of accountants and profit margins over engineering. It's sad and pathetic but the consumer only has themselves to blame. Ciao

You don't have much experience in the motorcycle industry for present and past bikes obviously. It's a bit like saying the Japanese big 4 are big companys that make quality mass produced products, they never get it wrong. Let me tell you they get it wrong enough for it to be a concern even for a second model bike or car. Even if no "official recall" is issued it's very common for there to be problems aplenty in the mass produced world and the level of dealer expertise these days is so poor you really don't want your new bike back in their hands for work believe me. I've been involved in lots of "factory issues" as an owner and an inside observer that most are better off not knowing about for a worry free ownership experience but honestly waiting till the design and manufacturing process for a brand new design matures is the smartest thing you can do unless your the type that has zero concern for the "technical stuff" and happy to leave it to the dealer in blissful ignorance of what goes on with about 95% of them. Ciao

Here's what the 2 versions of the std damper look like. There's a little more science to NVH and handlebar vibration dynamics than homespun rubber hose jammed into handlebars and other solutions. Sure you can ignore the R&D that's gone into the factory's efforts and you might just come up with "something" but at the end of the day it's going to vibrate at some point and how much time are you going to put into it. 27 is the rubber "pad" and 28 the weight. 2002 on. Early version. 99-2002. 19 weight. Ciao

Ok but as docc points out and I alluded to the Guzzi 15M ecu has no relearn or learn functionality. Later ECU's do for Idle and some car ecu's such as the one fitted to my old Monaro (Pontiac GTO) have quite sophisticated ecu learning capabilities so they can for example detect if the air filter is very dirty and make fuelling adjustments to compensate. They also have "short term" and "long term" learning capability. Sometimes I pick up on phrases and cues to determine an experts actual knowledge to determine what a situation is. Ciao

Was this a term your Guzzi guru described to you? Ciao

With respect to the piston motion the crank isn't accelerating/decelerating it's the piston that is for a constant crank speed not the other way around. At low engine speeds like idle the crank in a 90 deg V twin with have varying acceleration during the 2 cylinders full cycle but at 3000 rpm of so it will be on no consequence to the cam drive chain. Ciao

Well non of those mentioned have harmonic dampers and seem to work just fine. Probably because they don't have a massive long train of gears from the crank to the cams, not sure. Ciao

It's all geometry docc. That's why there's a practical limit to the capacity of a traditional flat plane crank 4 cylinder engine before you need balance shafts. It's generally around the 2.0 litre mark give or take. Doesn't mean you can't have a 2.5 4 cylinder engine without a pair of balance shafts turning at 2X engine speeds but the secondaries get a bit much for a DD. Some engines don't need the cam drive dampers such as VFR Hondas and MV Agustas and the Guzzi. Ciao

Yes thats what creates secondary vibrations. The piston travel in the first and last 90 deg of crank rotation is greater than the second and 3rd 90 degs. Ciao