footgoose

The 'fits and niggles' of our era Guzzi are a result of an old world motor co being kept on life support by passionate Italian folk who simply refused to let it die. Guzzi was a normal competitive motorcycle co. and relative equal in the moto world till the CB750 emerged in '69. A day of reckoning for every other brand as well. It was up to the "driven" players and the bean counters to make necessary changes (if the money was there) or let your marque die. So think of it from the business decisions made at the time while many other brands went by the wayside, Guzzi moved ahead with what they had. An old motor they couldn't afford to replace, and the desire to build and sell bikes. They spent what they could on what they felt was a priority. Internationally, police motorcycles kept a cash flow. Dr John Wittner gave them the public performance injection needed at just the right time. Sure there were other models available but the spine frames were what kept the marque moving forward technically, at a pretty dark time. When I look at the stupid wiring or bicycle grade gauges, or sub standard castings, or obvious afterthought arrangements, I see acceptable loss when all that mattered was a price point that had to be reached. I see passion and patriotism, and love. I don't get the feeling they were cheating in any way to just make money. (C'mon, you know nylon is not what designers preferred for gas tanks) What we're left with is the answer to a math problem several decades old. The sooner you think of your bike as the Italians had to to just get her produced and to market, the sooner you can learn to have a glass of wine and just enjoy the relationship. Just change what they could not. To me 'strange and quirky'.. are, for my Guzzi, terms of endearment.... like... "my girlfriend is crazy" but you should meet her, and you'll see everything about her is not "standard."

good advice. wish I could say more. and trust your instincts.

if it had eagle valve stem caps

I got a nice set with eagles. 19 years ago. I have a feeling they are stickers of some kind, atop a normal cap. I'll have a closer look.

The 50 something year old me agrees with you. My 630lb K1200RS wasn't much concern at that age, and I did a few Colorado unpaved roads on it. White knuckle. I really considered the Stelvio a few years back and realized nope, too big, just in the nick of time. The V85 was next in view but my age-to-bike weight ratio is out pacing me. The V11's are 'grandfathered' in but future bikes must be under 400lb. The Husky/KTM singles are really all there is available new at the moment. My DR650 will supplant that for the time being and it's been a faithful hoot this last half year.

Agreed. Then of course the Long Way Round sure helped. Ewan and Charlie should get royalties. (and the chase crew that pulled those Beemers outa the mud) I'll bet they wish they had had those Duc X's for that trip.

The loose intake boots could indicate some previous backfire, so worthwhile keeping an eye and ear out. Your shop will welcome her I think.

I've always felt that the Tenni tank color and sheen was a representation of unpolished aluminum from the old racers, since the theme pays commemorative homage to them. I don't see gold in my tank but I've never seen a Champagne in real life. Would love to get a side by side view

I like the brand well enough, but love is a convergence of chemistry and timing. I was thrilled when the sport classic concept was being researched, but they took so long to come to market I got over it, and glad I did as the V11 fills that spot nicely (actually better). The only thing new to catch my eye was the Desert Sled Scrambler, the original X, but the 'trendiness' put me off at the last minute. Other than that I had, and still have a place in my heart for a '96 900SS. I guess I'm just not the droid they're looking for. They have wisely developed a target audience and I'm not in it. Regards any motorbike, I'm no longer interested in the latest greatest tech, hundreds of pounds of unnecessary weight, 150+ hp, 15 to $20k+ price tags, or (and especially) boutique showrooms. There will be plenty folks to buy their stuff and good on them all. The new X is very nice but misses the weight mark (for it's purpose) once again. If they can't see that I can only presume they don't care or know that their buyers won't care because they won't be off road anyway... which leaves a bad taste in my mouth. Recall when the Africa Twin (2015-) came out and the lead-up to it's release? It was going to be the GOAT. It wasn't,... and around here at least they stayed in showrooms past the next model year. Just another heavyweight dressed as nimble and light, and oh so rugged. Just like the next great hope, the KTM 790 Adv R-come- 890 R which started off impressive and subsequently added 50lb while riders would rather have it lose 30. Which brings me to the notion, and I could be wrong, that these giant "adventure touring" machines are built for a majority who have no intention of taking them off road, but they certainly want to appear as though they do. Credit given to those (and I know you exist) who do use as designed, cause you're in much better shape than I. But, I seriously digress... Ducati, .... give me a hypermotard (or whatever the lightest frame is), with a 700 to 800cc air cooled L twin with wire spoke wheels and almost NO silly, gimmicky gadgetry, only what it needs to stop and go and see, a 4gl tank, and Well under 400lb curb and $12,000. and I will bite. (I'm going by available info showing the new X at 490lb curb and a price of $16,795, least we not forget the Duc dealer will charge you shipping as well which 2 yrs ago was $500.)

I'm always glad to see something new and exciting from duc, and I'm always content to not be in their demographic.

the great recording also shows a nice representation of differences in tonal qualities of the Strat and LP.

nah, this would be his pick up tune

in the multi band concert heyday of the '70's, this show was almost always there. Good times!

I'm far from the cesspool of corporate marketing strategy, but I do know that sometimes things are done to lose money on purpose. This bike does not look like a part of such a scheme. Quite the opposite. To me it looks like a big push to the future success of the marque, otherwise the r&d was all wasted. The first "major" upgrade to the classic MG motor. Harley Davidson's resurrection came from two (well, 3) things. The American bad-ass biker gang wana-be persona, and the 1984 Evolution motor, IE; the beginning of HD's dependable long running (yet still classic) line of engines. (the third thing was that tariff thing) Everyone knows how well it paid off. HD and Guzzi are not so different historically really to think this a poor example to look at. Guzzi, as HD, has always been "behind" the rest. So if this is truly a new beginning, why wouldn't they put all the cards on the table? This 'could' be a great motor. This 'could' be a great chassis. How it looks to Guzzi people of the past (me) plays a very small part. As I've said, they didn't build it for me. Why would they not continue with a v-twin? Ducati still relies on a v-twin. Guzzi could never compete with the Japanese multi cylinder, multi designed, multi line, hyper-engineered motorcycles. It worked for Willie Davidson... "stick with what worked for us and make it better, a lot better." It worked pretty well for John Bloor's Triumph as well. Add to that the sound of a V twin.. heartbeat, passion. Italian. When the V11 spine frames were being produced, they were the best technology MG was willing, or capable, of marketing. At the end of the spine run Ducati came out with their version of essentially the same bike, the Sport 1000 classic series, which was considered, and labeled "retro". So for Duc it was a step back and a nod to the past to grab a burgeoning market, while for MG the spine/old motor was their top of the line, the best they had to offer. Guzzi couldn't "retro" because they hadn't come far enough to go back. I had the same feeling in 2002 when I bought my V11 new. I knew it was "behind" technically. I loved it for that. It was the perfect new/old bike. I'm sure it was not their intention, but they made it for me. I don't feel any of the same for the V100 because it serves a different purpose for the company. It ushers (hopefully) a new era. If I were a 20 or 30 something Italian boy I would likely be drooling for the arrival of this this new bike. Heritage, national pride, and whatever the Italian equivalent of macho biker dude is, could be what sparks "the beginning of a beautiful friendship" for a lot of riders.

Which should be addressed near the top of the list anyway because, A. it could be the problem and B. it will be a problem someday.

Good feeling to find them. Something you might look for in any paperwork you may have received with the bike, is the key code tag. I have on a few occasions found that the previous owner was diligent enough and kept it with the extra 'pristine' key or taped it to a document to keep safe.

Wow, the best for cheap!

Is this not something a very good locksmith could make a key for? Use the helmet lock, taken off and taken in to the shop? I've not had one apart. Otherwise, buy the new stuff and you'll find your lost keys immediately

it's a good possibility this is a coincidence. I wouldn't give it much credence till the connections are cleaned up.

That's a tough question for me. I would have to see it in the flesh and, I'm no longer in the market for that size and type of motorcycle. 'In photos' it speaks "Japanese" to me and I mean that in the good way, as in - well engineered quality. Keeping in mind I haven't studied it's technical aspects other than the general description. What stands out that I don't care for is it's generic sport standard appearance while not evoking a bit more of the familiar Guzzi passion. I suppose that will come with production of different variations. I also don't care for the monocoque style bodywork. Maybe passion will reveal itself as innovation and QC, which makes me hopeful for MG. They need a resurgence, models and configurations that make the most of Guzzi's unique and gorgeous trademark motor design. A high point in the last gasp for combustion air. Maybe this bike is the basis.

my '00 has the Diablo II's as well (70's) and they're great. I don't care at all about mileage either. Stick to the road please.

yes docc my battery adapter setup is on my '02 and there is plenty of room. AND/but I had lowered my battery tray before I decided to use the adapters. I haven't installed them on my '00 Black Beauty yet so it may be different. I will use a clay-type substance to get an accurate measure of space when seated, as I always do for tight spaces involving important "stuff". Those brackets are probably the cheapest, most satisfying piece I've added to the bike. All these years fiddling with the battery and connecting wires. p.s. I'm in the camp that disconnects the battery for charging and everything else. I just don't care to remember what goes where and when and why. ,,, just which terminal comes off - goes on -- first!

these things make it easier to connect wiring to battery https://www.ebay.com/itm/401458934022?ssPageName=STRK%3AMEBIDX%3AIT&_trksid=p2060353.m1438.l2649

I have used s/s fasteners on all my bikes since forever. I learned early on to not rely on them for high torque spec applications. Also to make sure threads are de-burred and if the fit is tight into alm, I won't use it there either. Hard metal cuts soft metal, only takes once to learn that one. S/S in construction applications have shown them to be soft and easily broken when torqued a bit too far. Small or shallow allen head will round out easily and as has been said, use snug fitting wrenches. They work great for all bodywork, controls, footrests, switch-gear, number plate, etc where you normally get annoying rusty bolts.