Scud

This has been a really useful and informative thread for me. Great writing, reading, wrenching, riding... and relationships. I like this place. I'll probably get into the oil pump, pressure valve, o-rings, etc. in the next month or so.

@ Pete and GuzziMoto - thanks for the contrasting views. What do you think of the short discussion at the link I presented earlier in this thread? (quoted below for convenience) I remember that temperature, pressure, and volume are related (from some science classes). I think those formulas mostly applied to gasses, but there's some application to liquids as well. To use Pete's concept from a different thread yesterday... Volume is how much gas you "fart through silk." Pressure is that uncomfortable feeling in your gut; pressure is how much can continue to "fart through silk." Analogously, oil volume is how much it flows, and oil pressure at the gauge is how much oil is waiting for future flows. There is a third factor - the pressure within the bearing. But this bearing pressure is not measured on the motorcycle. Bearing pressure, according to my understanding, is far higher than gauge pressure; it is generated by the rotation (I don't have a fart analogy for this one, sorry). If my understanding is correct, then any pressure at the gauge (and therefore bearing intakes) assures there is adequate volume to be taken in and then re-pressurized. This would explain why my LeMans is still running. Perhaps the motor is worn - maybe more miles than I believed, or maybe it gulped a bunch of air with previous owners (who should have put Roper Plate in to prevent that). But so long as there is some pressure, it means the flow out of the bearings is less than the amount available to flow in - so the bearings are full of oil. In my case, the low pressure indicates that I am getting close to equilibrium and should probably plan on a bottom end rebuild pretty soon. Thanks for the idea. I will look into those O-rings. FYI - I noticed on a couple occasions recently that the oil pressure would show a sudden increase, then go back down. Something related to the thermostat could explain that. The LeMans is still running strong. But I'm taking the Scura to work today.

point to note, niether of those have tubeless rims.. and the 03 might be a Hydro motor, I wouldn't touch it unless the recall was performed before any miles acumulated. There's the difference between "smart" and "shiny-object-syndrome" (aka S.O.S.). I just thought they were pretty...

Or at least on top of the Sierra Nevadas...

Here are a couple nice examples in Southern California: California Titanium: http://sandiego.craigslist.org/csd/mcy/5217109765.html EV Aluminum: http://losangeles.craigslist.org/wst/mcy/5219228694.html

On my Scura, which was bone-stock, I removed the snorkels and installed a K&N filter. It makes a little more intake noise (which I enjoy). My LeMans had too-small K&N pods from previous owners. I got the stock airbox with the bike and reinstalled it (sans snorkels). I think I've finally got it running better than when I got it. The LeMans has been caught parked in the rain a few times. I was glad to have the air filter tucked up under the tank and kept dry - not exposed and rain-soaked like the pods would have been. The BMC system Footgoose mentioned seems like a fun experiment...

I use 20w-50 synthetic. Seems to me that informed owners use different oils (search for "oil" and read diverse opinions to your heart's content). I'm not so sure that small changes in oil weight make a practical difference. Mine seem to be happy with a little over-filling too - a bit of extra oil to prevent oil starvation on a good, steep, uphill romp. Many members have installed the Roper Plate to keep the oil from sloshing back in those circumstances (or during wheelies, which I don't do). If you're going to ride aggressively in the mountains, a Roper Plate might be good insurance for your lovely new Cafe Sport. As for shifting, mine are both crisp and positive without modification - except that if I get sloppy or lazy I can find a false neutral. However, I have not tried dropping multiple gears at one go. And welcome.

Here's the original post that started this thread 10 years ago. Let the Italian Artwork continue. ...with minimal words.

Thanks. Maybe we could change the topic title to "few words." I enjoy reading a bit about where people take their bikes. The natural light was very nice there - filtered through the trees. Camera is on my iPhone6, iCropped it in iPhoto. I took it while I was waiting for my friend on his Harley... got some good pics of him going around the corner.

San Diego back-country roads this morning...

Based on the pictures, you should be teaching me - I've never done a track day, nor have I leaned my bike that far over. But I do like to work on my technique and try to improve on the street. My personal philosophy is that you're never to old to learn, nor too old to change. I am currently reading Total Control, 2nd Edition, by Lee Parks. I've been trying some of the suggestions in there and it seems to be helping me. There was an especially useful reminder about low-speed technique; I can do U-turns tighter and faster now. Anyway - the book shows pictures of knee-down antics on all sorts of bikes - even overloaded tour-barges. The body positions of the riders in the book are different than your photos. Maybe a book like that would be a good resource for you too.

I bought one from Pete less than a year ago. I used PayPal and he shipped to me from Australia. He's a member of this forum, just click the members tab, search for Pete Roper, and send him a message.

Is it safe to assume that you have already downloaded the shop manual and parts diagrams? If not, I think you'd find those to be invaluable resources.

The event sounds fun. Prostate cancer is bad. A cure would be good. I just registered at https://www.gentlemansride.com/ - because you can't see the details of the ride till you register. It says they leave at 11am and go from Pasadena to Downtown LA. I need to be at LAX by about 2:30 to catch a flight to Chicago. I am interested, but perhaps a bit logistically challenged as I will need to bring some baggage. Won't be able to stay for the after-party. I guess our Guzzis would belong in the "Modern Classics" category, since the "Cafe Racer" category description starts with "light-weight". If I can't figure out my logisitics, I'll sponsor you.

Like this Stelvio Motard? http://www.bikeexif.com/moto-guzzi-stelvio But with knobbies, fenders, bash plate, big air-box with a foam filter, etc.

Did you stop for a refreshing date shake? I can get there in 2-3 hours, depending on route - then easy access to Joshua Tree National Park through Box Canyon Road. Let's go riding - sent you a PM.

How much does a bike weigh? Something that seems like it should be simple can get so complicated. Well, do you mean with all the fluids and a full tank of gas? How about the optional equipment? How about the extra stuff you know you're going to want to put on (crash bars, bash plate, etc)? So many different weight numbers out there for the same bike - it does make comparisons a bit tricky. They're all too heavy to be serious dirt bikes. My Husky is under 250 lbs - half the weight of the average ADV bike. Once a bike passes the point that I can easily lift it by myself, it almost doesn't matter how much it weighs. I read one review of the Stelvio that made an excellent point - the Stelvio chugs along at idle through slow, difficult terrain, whereas many of the others require a lot of clutch work in similar circumstances. The reviewer said you could walk it at idle through, up, or over things that you'd have to hit at higher speeds on the other bikes (increasing risk of dumping the bike). Being able to chug slowly through the tough spots is a lot faster than getting stuck. A low 1st gear is a big advantage in the dirt - helps with controlling downhill speed too. The counter point (in favor of the KTMs and Africa Twin) is that more suspension travel and ground clearance make it easier to hit that same terrain at higher speeds.

Wow - the Stelvio is lighter than I imagined. Wet weight goes up a lot, because of HUGE fuel tank. 31 extra pounds for ABS and a Dual Clutch Transmission on the Honda, no thanks... Quick Internet searches reveal these data: BMW F800GS: 407 lbs dry KTM 950 ADV or Super Enduro: 417 lbs dry KTM 990 ADV: 461 lbs dry Honda Africa Twin (standard) 504 lbs wet - subtract about 35 for gas/oil and that leaves 469 dry weight Stelvio: 471 lbs dry KTM 1190 ADV: 521 lbs dry BMW 1200GS: 582 lbs dry (with luggage) Yamaha Super Tenere: some huge number... even more than the Beemer. I really would not like to pick any of these up from a difficult spot by myself (was difficult with my 950). However... I think the older KTMs and Africa Twin have similar ground clearance and suspension travel, more than the rest of the above class. I'm sure there will be plenty of comparison tests available soon. I hope the Stelvio gets into the mix for these. The Guzzi stirs my soul. Soichiro said that's important.

You are a complete crazy person... and it takes one to know one. I feel the same way. The Stelvio seems too big for the terrain I would want to take it on, so a V7 NTX would get my attention. My KTM950Adv was great to ride almost everywhere - but crappy gas-mileage and a total PITA to work on. And the V11 and the Husky are staying. Full-stop. I'd go with the base Africa model too. I bet it will also weigh less than the DCT - that's dual clutch, that's TWO clutches, that has to add weight. I'm thinking about having a Big-Red sip of Honda Kool-Aid.... "The value of life can be measured by how many times your soul has been deeply stirred." -Soichiro Honda "Stir it Up" -Bob Marley

I've been having some warning signs regarding electrical issues at startup on my LeMans, so I'm keenly interested. Here are some thoughts: How about putting in one of those 15 amp MAXI fuses that Docc recommends frequently? I did it on my LeMans as a preventative measure. It's a somewhat involved wiring job - the MAXI fuse does not fit in the standard fuse block. A previous post mentioned cleaning the relay contacts - so that's inside the relay blocks. I think the way to do that is to fold up some fine sandpaper and slide it in and out a bit - or maybe you can use a tiny file. You can use the same 5-pin OMRON relays to replace all the relays (as you've done). Maybe put a little vaseline on the pins to keep the corrosion down. If the bike's been sitting a bit, you might need to condition (or replace) the battery.

I keep looking at the Stelvio - I miss having a big adventure bike. But now that Honda is entering the full-size ADV market with the 1000cc Africa Twin I'm getting distracted from the Stelvio....... will the Africa Twin be as dirt-capable as the 950/990 KTMs, but with Honda price point and ease of ownership? That would be a winner for Honda. (as would a 450 with turn signals and license plates) http://powersports.honda.com/africatwin.aspx

I saw a V7 on the road each of the last two days - been seeing more of them around. Also seems to be a lot of V7 owners over at WildGuzzi.com. It would be nice for Guzzi to have a strong-selling model - maybe give them some R&D money to develop another sport bike? Referring back to the original post - GP Motorcycles is close to me (it's where I bought my Scura). Just recently, the BMW dealer in Escondido (even closer to me in North San Diego) has added Moto Guzzi - but they're not allowed to have them on the same showroom floor as the Beemers. Probably a good thing... we don't want the Guzzis' jugs to start sagging.... Two Guzzi dealers in the same county. What's the world coming to?

That's an impressive piece of work. However, I think I still prefer the look of the Laverda fairing. The one above has the headlight sticking too far out for my taste - kind of bug-eyed. Craig - have you been able to make any progress recently?

Bit far for me too. But I think that sounds like a good excuse to go for tacos in Tecate, Mexico.