belfastguzzi

You are partly right in that there are some of the letters in that word that are also in the correct name.

Good grief Antonio, look what you made me go and find! Not only have I chosen, for you, the sunniest month but also the sunniest part of Northern Ireland for the meeting. Hurry up and book this fantastic opportunity. Sunshine See Wikipedia The east of Northern Ireland, which is sheltered from Atlantic frontal systems, is sunnier than the west. The sunniest region, the Ards Peninsula, receives up to 1,500 hours of sunshine every year. Further west, the hours of sunshine decreases, and the forested mountainous north-west receives on average under 1,100 hours of sunshine. The average recording of sunshine for the whole country is 1219.7 hours. December is the dullest month with 31.8 hours sunshine, which equates to just over one hour per day. May is the sunniest month and receives 175.9 hours of sunshine—this is because of its long days and fine weather. not so much rain nor snow and the wind isn't too bad

See vid-song

Is it me who gets the stump if no-one guesses? You are after a nice shiny point, methinks. No title? What sort of idiot computer are you using anyway? The title says 'Bordeaux'. Don't take that too precisely, but I trust it helps. Bigger picture clue will appear after some more guesses.

Well, that shows that May has just about the least rainfall in the year!

not as far east clue: click on the picture and the title shows where I photographed it

What's the name of this bike? If no answers soon I'll give another picture and a big clue.

Only the South of Ireland. To look on the bright side, you will get better value for your Euros now. Next question?

I think that it is too far ahead to get an accurate forecast. In general, the weather in May has been been good: as good as or better than the summer months.

yeh, same – and a faded version has been lodged in the memory ever sense. Now YouTube brings it back. Amazing.

Thanks. Yes, it was noted at some point in the past threads that MG eventually changed the coil size of the spring, presumably to accommodate the bigger boss that somehow appeared for a while around 2002 and who knows, perhaps at other times since that.

The rooms as I allocated them, according to availability and people's preferences Booking can be done online, but I think that it would be better to phone (details above). Any problems, any help needed – please contact me. I have updated the full list of attendees in the post earlier in the thread. • Have any of you 'maybes' made a decision yet? Name Room number - type - days - (price) David/BFG & Jean/Mrs BFG 3 - double ensuite - F, S, S & poss Thurs - (£40 per night) Steve / Brushwarrior 4 - single - F, S, S, M - (£18 per night) Jaap, Euan, (possibly Bertie) (Ferg) 5 - mini dorm, 4 singles - F, S, S - (£56 room / £14 each per night) Mal & GF 6 - double ensuite - F, S - (£40 per night) Stockport Claret & GF 7 - double ensuite, lough view - F, S, S & poss Thurs - (£45 pn) Guzzirider, Mr&Mrs 8 - double ensuite, lough view - F, S, S - (£45 pn) Bertie** 10 - single - T, F, S, S - (£18 per night) Other rooms still available: 2 - family 9 - family 11 - 8 bed dorm 12 - 8 bed dorm 13 - Family 2+3 14 - Family 2+3 Rooms list was in this post. Plus other accommodation possible at Portaferry Hotel, Fiddlers Green and others... • Bertie & Stockport – will you arrive on Thursday night? If so, that's great and I will book Thursday as well. • **Bertie, do you want a single, or to share a dorm? General info at moto.belfastguzzi.com and the bigger site at www.belfastguzzi.com (log-in info in earlier posts here).

BOOKING I have a reply to my enquiry about people booking by credit card. He's happy to do that if he can take full payment at time of booking (non-refundable). Hope that's OK. Let me know what you do. I had allocated people to room numbers according to their original preferences. I'l add that info here when I get a chance later today, so perhaps you can wait to see that before contacting Barholm. Here are the contact details again: Will Brown Barholm 11 The Strand, Portaferry, Co Down, N. Ireland BT22 lPF Tel:+44 (0)28 427 29598 Fax: +44 (0)28 427 29784 Email: info@barholmportaferry.co.uk

It's a journalist's copy. I have his name at the very beginning of the piece. I considered putting it at the end too. I'll add it there now!

3M could have the answer for plastic repairs 3M™ Automix™ plastic repair products 3M range of simple-to-use plastic repair products Automix Superfast Plastic Adhesive: • Simple to use two-pack product. • Cures in just 20 seconds. • Can be sanded, cut or drilled in 5 minutes. • Used with Contour Sheet can be shaped and formed to build tabs. Flexible Parts Repair Material: • Ideal for minor panel damage. • Can be sanded and repainted after just 20 minutes. Flexible Plastic Repair Patch: • Perfect for holes and cracks, typically in bumpers. • It bonds immediately and ensures alignment of the crack. An Automix Brochure can be downloaded at the above linked page. On the 3M website: Karl Rigarlsford, bodyshop manager of Lotus and Porsche repairer Specialised Paintwork in Reading reports; "we had a broken mounting tag on a rare high-performance Porsche 996 RS", he says; "a new bumper costs around £2,000, but we rebuilt the tag using the new products and were able to drill and refit within an hour – brilliant!" Support for the Automix™ product range also comes from Darren Doubtfire, Bodyshop manager at Octogen Toyota; "when 3M says something’s going to work – then it always does; and these products are no exception. I would say that the Superfast Adhesive is the best of its type on the market – and I’ve used pretty much all of them", says Darren. "The Repair Patch too is a quality product and our attitude to plastic repair has changed dramatically".

Text By Kevin Ash: If the son of the greatest motorcycle racer who's ever lived (and no exception yet for Mr Rossi) had ended up as an importer of cheap Chinese scooters... well, it just wouldn't be right, would it? The legacy of the outstandingly great shouldn't impose constrictions on what younger generations should or shouldn't do, but inevitably, it does. So what would you have the son of Mike Hailwood do for living, given that, just as inevitably, he was never going to be as quick as his father on a race track? Rest easy, because David Hailwood is now the purveyor of some of the most beautiful, nostalgia-pumping and exclusive motorcycles you will struggle to drag your eyes away from. Hailwood Motorcycle Restorations sources components from the rich spares industry supplying owners of Vincent motorcycles, sufficient to produce complete yet brand new engines barely distinguishable from the 1950s originals, and from these assembles fully operative motors. These achingly lovely, air-cooled, 50-degree V-twins are then housed in replicas of the finest classic chassis of the 1950s and 1960s, the Norton Featherbed and the exotic, Swiss-made Fritz Egli aftermarket frames. The bikes I rode were stunning, faithful to the spirit of the machines that inspired them, yet subtly updated to improve their usability in modern traffic conditions. Hence the small bulge at the rear of the crankcase housing an electric starter, the 12 volt electronic ignition and electrics, and inside a Suzuki-based clutch, modern Carillo conrods and a modern five-ratio gearbox. As with Norvins of old, the Featherbed frame demands drastic modification before it allows the huge one-litre Vincent lump to be squeezed into its pipework. Indeed, much of the tubing has to be removed, specifically the lower pair of tubes that would have comfortably cradled the 500 and 650cc singles and twins it was originally designed for. The Vincent motor though, like so much of those Stevenage-built pinnacles of two-wheel engineering, was way ahead of its time in being designed as a fully stressed component of the chassis, so the handling loads are directed through it instead and the frame isn't compromised. The Norton in true café racer style has the more extreme riding position. It's not quite modern with its more forward footrests but the bars are Ducati low rather than Fireblade friendly, and a good stretch away too, but for taller riders it's not uncomfortable. Starting is the ritual you'd hope for, and remember if you can count four decades of bike riding in your history – up to a point anyway: on with the fuel tap, then depress the plunger on the front Amal carburettor until excess petrol fumes pile the pressure on your overloading senses, then repeat for the rear cylinder. Ah, but now modern imposes, or aids, as mere thumb pressure gets the lazy motor chugging off-beat through the expensively sinuous silencer to a background rustle of mechanical busy-ness beneath the Manx-style tank. If the thought of an electric-start Vincent makes you shudder you can specify a kick start when you order the bike, but really, think about it: modern heavy traffic, old design engine, carburettors... you could be cursing your pedantry. Up for first through the right-sided lever, as it should be, release the clutch and the tribute to a wild era of two-wheeled speed slopes off languidly. It is, of course, not very fast by modern standards: you might persuade the iconic Smiths Chronometric speedo to stammer its way round to 110mph, but what an irrelevance, aside from passing the important ton-up tag. What counts here are looks, feel and style, and this bike is fair dripping with all three. Its lazy lope and lethargic rate of turn are features, not impedances, while the crude suspension adds period charm and some moistness in the eyes for the right reasons, though a big pothole can achieve the same effect. The motor is the epitome of low-revving softness, reluctant to rev but compensating with plenty of urge lower down, and distinguished by the big flywheel effect that slows down gearchanges. It feels just like the Vincent it almost is, although the same applies to the brakes which have little more stopping power than the Norton originals so you need to anticipate well ahead (that's old road-test speak for "they're dreadful"). I'd resist fitting a disc (or two) at the front, but I'd be tempted to find a more effective drum, as the lack of power adds a layer of rider nervousness that intrudes on the warm glow you otherwise get from the experience. The Egli Vincent alternative offers a more powerful Fontana-style Menani twin-leading shoe hub, in magnesium, naturally, and that's better, although modern stoppers have generally spoiled riders into expecting more, even though this was race specification in its day. The Egli sets the rider a little more upright and protects better with its half fairing, although the Norton's flyscreen does a surprisingly good job, too. The Egli's suspension is also better, with Italian Ceriani forks at the front with the option of twin or monoshock suspension at the rear. But then if you want to mix and match, do so. That's exactly what they did in the 1960s, the very philosophy which inspired the seminal Triton of course, and as these Hailwood bikes are hand-built, specify whatever you want, or can afford – they can even do a 1,200cc version. Because this level of exclusivity doesn't come cheap – prices start at £35,000 and climb from there as you indulge yourself, and expect six months between first order and arrival of your fabulous new-old motorcycle. Of course, you could opt for the real thing: after all, prices for Norvins start at about £18,000. But for that you'd likely get a right old nail, and if you think six months wait for a new Hailwood version is long, see how long it takes to get an original. The cost of the new version, meanwhile, is in the same league as a Ducati Desmosedici RR, and if the bikes couldn't be more different, you'd wouldn't feel like you were getting any less value from the Hailwood machines. TECH SPEC Price/availability: from £35,000 on the road. On sale now, six months delivery. Contact: Hailwood Motorcycle Restorations (01763 271444, www.hailwoodmotorcyclerestorations.com) Engine/transmission: 1,000cc, twin-cylinder four-stroke with four valves; 66bhp at 6,750rpm, torque n/a. Five-speed gearbox, chain final drive. Performance: top speed 110mph (est), average fuel consumption n/a. We like: Style, authenticity, power delivery. New Vincent engine Engine Specification 1000cc 4 Stroke 2 Cylinder Bore & Stoke - 84 x 90 Max BHP-66 at 6200 RPM 5 Speed Gearbox Electronic or Magneto Ignition Alton Alternator Electric Start HMR Race Clutch Black/Polished Engine Compression 7.5.1 or 8-1 Carburetor Size - 32mm Amal, Mikuni or Dollorta 1200cc Bore & Stoke - 84 x 90 Max BHP - 78 at 6200 RPM telegraph.co.uk Text By Kevin Ash

motorcyclistonline.com Moto Guzzi Griso 8v The sudden burst of power was welcome, but unexpected. There I was, on the Griso 8v launch near Milan, cruising behind two riders on identical Guzzis. When they passed a truck in a gap too short for me to comfortably follow, I cracked the Griso's throttle for the first time-and was greeted by top-end power from the eight-valve engine that jolted me awake quicker than a triple espresso. I shouldn't have been surprised. Moto Guzzi's new 1151cc, SOHC eight-valve twin produces a claimed 110 bhp at 7500 rpm-a 22-hp advantage over the original Griso's pushrod mill. The Griso's tough-guy name has always suited the bike thanks to its muscular shape, but the pushrod-operated Vee never really lived up to the bike's burly image. The original 1064cc unit incorporated Breva-spec updates including twin-plug heads and a six-speed box. But with a peak output of just 88 bhp, it hardly inspired thoughts of a legendary warrior. Now the Griso has gained strength from a redesigned engine that retains little apart from the marque's trademark air-cooled, 90-degree transverse V-twin layout. This new powerplant represents a major step for Guzzi, and will be introduced to other models as the marque's Piaggio owners continue their blitz of updated machinery. There are 563 new components in this engine-75 percent of the total. As well as producing 25 percent more power, the motor is more compact, and contributes to a bike that, at 489 pounds, is 11 pounds lighter than before. The most important changes are in the top end, where each cylinder's four valves are operated by a single cam driven by an inverted-tooth chain. New pistons are cooled by oil jets. The lubrication system incorporates twin oil pumps, as well as a large oil cooler mounted on the right side of the redesigned crankcase. Compression is up from 9.6:1 to 11:1. Bottom-end changes include a crankshaft 55 percent stiffer than its predecessor. Guzzi has updated the chassis, too. The tube-steel frame and single-sided swingarm are retained, as are the multi-adjustable Boge shock and geometry-a lazy 26-degree steering angle and long, 61.2-inch wheelbase. The fork's sliders are now carbon nitride-coated, and the new front brake combines radial four-pot Brembo calipers and petal discs. The eight-valver also gains a racier image from its lower bars, sportbike-style pegs and stepped seat. Still, the relaxed riding position is essentially unchanged. On the road the Griso's new personality took a while to reveal itself. My initial impression was of increased sophistication rather than extra performance. The OHC motor seemed quieter than the pushrod lump, and the single-plate clutch was light. The Griso pulled away from stops smoothly, with little of the traditional low-rev lumpiness. Our test ride began with a blat through traffic, where the Griso proved easy to ride. Its injection gave sweet response, and the motor was pleasantly flexible. If we'd remained in Milan I might have concluded the new engine was simply a slightly more refined version of Guzzi's traditional Vee. But when we reached more open roads, the Griso stretched its legs and hit six grand-and suddenly developed a harder, more metallic sound as the bike leapt ahead with a force that grabbed my full attention.From there to the 8000-rpm redline the Griso was a distinctly different animal. Its extra top end changed both the bike's character and the way I rode it. Instead of short-shifting and relying on the motor's midrange, I began revving it harder to maximize the newfound acceleration. While the old model would run out of breath just over 100 mph, the new bike was still pulling eagerly. Stability at speed was excellent thanks to the bike's relaxed geometry. Where the Griso really impressed was in its agile and confidence-inspiring handling. Though the launch route didn't include many hairpins or high-speed corners, the bike's stability and wide handlebar proved useful. Suspension was exemplary, too, the fork and shock keeping the bike's heft under control even at Big Speeds, the ride being firm but not overly so. It slowed hard, too, thanks to its radial Brembos and wave rotors. The fat Metzeler Sportec tires' grip was especially welcome. The Griso seemed reasonably practical in other respects, including its informative instrument console and wide-spaced mirrors. The seat's pillion section has been redesigned for added comfort and includes hand-holds. Although fuel capacity is fractionally down at 4.4 gallons, Guzzi says this engine is more economical than its predecessor-though the extra revs may nullify this. Even if the new engine proves thirstier than before, I can't see many Griso 8v owners complaining. The new bike retains the original model's style, character and chassis performance, and adds sophistication and top-end stomp. It still requires an imagination to see the Griso being hard enough to take on all comers in a street fight. But Guzzi's new-generation eight-valver is quick, slick and well-braked enough that you could have a lot of fun trying. EVOLUTION The Griso is Moto Guzzi's Ducati Monster--a naked roadster with a rational riding position. Now with eight valves, it finally joins 21st-century engine technology. RIVALS Various Ducati Monsters, plus the KTM Super Duke 990, Aprilia Tuono and Triumph Speed Triple.TECH Engine type: Air/oil-cooled V-twin Valve train: SOHC, 8v Displacement: 1151cc Bore x stroke: 95.0 x 81.2mm Compression: 11.0:1 Clutch: Dry, single-plate Claimed horsepower: 110 bhp @ 7500 rpm Front suspension: 43mm Showa inverted fork, adjustable for spring preload, rebound and compression damping Rear suspension: Single Boge shock, adjustable for spring preload, rebound and compression damping Front brake: Dual Brembo four-piston radial calipers, 320mm discsRear brake: Single Brembo single-piston caliper, 282mm disc Front tire: 120/70-ZR17 Metzeler Sportec Rear tire: 180/55-ZR17 Metzeler Sportec Rake/trail: 26.0/4.25 in. Seat height: 31.5 in. Wheelbase: 61.2 in. Fuel capacity: 4.4 gal. Claimed dry weight: 489 lbs. VERDICT A better, faster and more exciting version of a naked sportbike that makes its own rules in a world of sameness.

Starting with Kevin Ash's write-up in The Telegraph 12 Oct 2007 Referred to before, elsewhere on the Forum, but this is the appropriate place now. The Moto Guzzi Griso 8v is perfectly potent The best-looking bike of the past couple of years for me has not been some high-performance superbike, exotic race replica, upmarket cruiser or hand-built special, but it was at least Italian. Moto Guzzi's Griso started life as an improbable concept that turned to reality following enormous pressure from potential customers, and the old but turbulent factory found enough time to attend to a host of pleasing details while remaining faithful to the concept's basic theme. This year's Euro emissions regulations have done for the Griso's 1,100cc engine, however, so for the coming season the slickly styled bike is fitted with a new motor, and despite following the inevitable transverse-cylinder, 90-degree V-twin, air-cooled format, it's considerably more sophisticated than before. Importantly, the bike has gained 21 horsepower in the process, up to 108bhp. Would this mean a concomitant loss of low-rev torque to achieve it, so important to the Griso's character and easy-riding nature? A switch from two to four valves per cylinder - hence the Griso's 8v suffix - so often leads to a peakier power delivery anyway, but there's no need to worry because the replacement engine also gains capacity, up from 1,064cc to 1,151cc, achieved by lengthening the stroke and leaving the bore alone. As soon as you pull away, it's clear the low- and mid-range torque are unaffected, and the engine feels much the same as before in terms of how hard it drives, only there's a crisper, livelier edge to it that improves the bike around town and lends it a sportier feel on open roads. But it's not until you're revving the motor hard - 6,000rpm is hard for a big twin of this nature - that the power hike comes into effect, and at this point the Guzzi kicks you up to and beyond its 7,500rpm peak. It's fast enough to be exhilarating here, although the vibration levels rise to intrude at times, and essentially it gives you an extra dimension to the bike's performance, with no obvious consequential loss. There are other changes aside from the 563 new components in the engine, which amounts to 75 per cent of the total, apparently. The exceptionally wide bars of the first Griso are narrower but still wide enough to take a little getting used to, while the footrests are slightly higher and farther back and the seat is reshaped to be more comfortable, which seems to work. There's a new pearlescent-white colour in addition to the black, the front discs are trendy wave-edged items - no real technical value but they look interesting - and the silencer has an odd Siamese appearance, allegedly to achieve a figure-eight end cross section. Oh, and you also get some tacky "8v" stickers. The rest is as it was, which means outstanding steering at low and high speeds, not fast but precisely neutral and obedient, so the bike sweeps and flows along twisty roads and around mountain hairpins effortlessly, until you try to hustle it when those bars ask for some muscular input. You could certainly go places on the Griso as well as use it locally, although the 3.7-gallon tank capacity is rather mean. The bike is well finished, though, and Guzzi reliability is good these days, but the spares back-up is still patchy. It looks great too, with the powerful curves of that exhaust defining the left side, the mechanical muscle of oil cooler, motor and transmission exposed on the right and the slender tank draped atop the fat twin frame rails. Engine/transmission: 1,151cc, V-twin four-stroke with eight valves; 121bhp at 7,500rpm, 58lb ft of torque at 6,000rpm. Six-speed gearbox, shaft final drive. Performance: top speed 145mph. We like: Engine, style, easy to ride. We don't like: Spares back-up, high-rev vibes. This is Guzzi - and bike design generally - at its best.

Blue sky Brown Grass Yellow House Yellow Car Ancient and sort of Modern Lines and Curves Always Expressive

As it's difficult to get both me and the Barholm owner in the same place at once (and I'm going to be away again for 5 days over next weekend) I've just emailed him to ask if it would be possible for individuals to pay directly by credit card, over the phone. While that would work much better for me, I guess he normally has organisations making a single deposit & payment for club or group booking. Phone booking with a credit card would be easier than me gathering deposits by post. If there is a problem with that, I'll ask you to send me a deposit.

I've just seen The Onion's headline from a while ago: Black Man Given Nation's Worst Job

Yorkshire should be made illegal because it's dirty and children might try to put it in their mouths. It's a good thing for Yorkshire that it isn't in America.

Money should be made illegal because it's dirty

I believe... folks do say... that if you venture further north than Yorkshire (can you imagine?) there are things more terrible yet and still more fearful.

'Cos Mr Guzzirider posts loads of them on the kniternet. You're famous.