Moto Guzzi National Owners Club — Ask the Wrench

3 Янв 2015 | Author: | Комментарии к записи Moto Guzzi National Owners Club — Ask the Wrench отключены
Moto Guzzi 1000 Daytona Injection

Ask the Wrench. by Dave Richardson

I had any juicy questions to answer thus the lack of articles. going on? Are your bikes all perfectly?

I did have some experiences that gave me insight into the new V11 Sport. off, I got to peruse Moto parts department during April 30th Open (Actually, they put me to work inventory!) and saw many of the new bikes’ train components. Secondly, Dr. Wittner was there, and he tolerated my quasi-technical questions.

And last, a purchasing a V11 Sport requested we put the first 500 miles on his bike so it have its first service and be for a trip. This we agreed to do at no charge! So I’ve ridden it, its guts, and talked to one of its creators.

So what I’ve construed this truly exceptional

I do believe the V11 Sport to be one of the best Moto Guzzis ever. Guzzi sport bikes, as the various Daytona and Sport models, were probably a too sport for the great majority of Guzzi customers. The V11 Sport is focused at the most likely sport-bike customer, who of course performance, durability, reliability, and of maintenance, but also civil around town and comfort what we call (without to be sexist) a Gentleman’s Express.

As a I all too often saw the disappointment on the faces of customers who found the Sport and Daytonas too extreme in their position. Moto America has available aftermarket handlebars Heli-Bar that raise the as much as possible within the of the fairing, which helped a but not enough for many. The V11 Sport without a fairing and so has the possibility of higher bars.

Back in I suggested to then-Guzzi CEO Cecchinato this model deserved clip-ons for even greater as the styling motif was ’70s retro, specifically relating to own V7 Sport (Retro is big right but unlike Kawasaki, who has copied an Indian and a BSA, Guzzi it appropriate to copy its own bike!) I was than a little impressed to the head guy dial the phone, Italian into it, hang it up, and say to me, In the end, though, the engineers at limited the rise of the bars to the configuration — my limited with the compromises of design.

to that styling motif, I Guzzi wanted to get away the sport bike category, in part the lack of fairing, but want to fall into the standard or streetfighter categories. The didn’t make much of a in the streetfighter market, and standards are the third rail of the motorcycle touch it as a manufacturer and you’ll

Traditional cafe racers the last essentially unfaired bikes, so I think Guzzi’s inspiration was a very good Cafe racers were fairly closely related to standard counterparts, unlike sport bikes, and so these bikes, being less were better capable in a of applications. Why did that good go by the wayside?

For those wanting wind protection, Guzzi they’ll soon have a kit available, probably borrowed the Centauro Sport. Meanwhile, nifty A200 looks a decent option.

The gas tank certainly looks but it has its reasons. First off, complained that the Sport and Daytona RS lacked sufficient capacity. I’ve heard than a few potential customers that five gallons enough to cross the Mojave which somehow always to be on their itinerary. Maybe in minds, a vast expanse towns and gas stations doesn’t possible.

With the V11 Sport, sought to add capacity, while at the time making the tank for a more pleasing riding Add to that the huge capacity of motorcycle air boxes and the bulk of the engine management system, and easy to understand why Guzzi just stick a V7 Sport gas on the V11 Sport. Heck, all the V7 Sport had to hide was a pair each of coils and carburetors (and not an air cleaner).

The requirements in building a 2000-model-year motorcycle are all too apparent the gas tank of a modern Guzzi: of big chunks connected by wires and Taller riders often that the V11 Sport’s gas tank cutouts aren’t long I believe their existing is quite intentional, as they long legs outward, from the cylinder heads.

all, why design a tank allows long legs to in when the engine doesn’t?

new must be in charge of Guzzi designs, as this fine cannot be related to other efforts. It’s initially and remains so longer than any recent Guzzi seat that’s some stiff Passenger accommodations are still but above normal for a sport

The mufflers don’t sweep up as as on the Daytonas and Sport 1100s, so the doesn’t quite have to heels to buns, and more is available for luggage (Hepco-Becker, choice for hard luggage 1994, already has a trunk kit available.).

Under the seat find a nice tool inconveniently filled by emissions-related canisters, necessary in places California and Switzerland. Making do, U.S. bike has its tool kit into a cloth compartment the seat hump, referred to by my man, Aaron, as a monkey paw because it’s only enough for an open hand. something in the pouch and you can’t get hand back out!

A important styling note: curvy holes in the side aren’t just for looks, as allow easy access to the damping adjustment ring on the shock. Progress!

My guess is the Sport 1100 and Sport were designed with the to compete (if nowhere else, on the with the rest of the sport-bike In this regard, a top speed of 150 per hour was probably considered a Attaining this required a low area, tall gearing, a airbox, and an engine tuned for top

To further complicate the compromise, the transmission available at the time had gears, with a choice of the wide-spread ratios of the various models (Californias, SP III, Strada 1000) or the close-ratio set of the Narrower power bands closer gear ratios to bogging during acceleration.

ratios also make for shifts, especially at higher speeds, as they produce of a change in transmission shaft with each gear All this explains why the Sport lacked midrange and had a first almost as tall as second on California III.

The V11 Sport engine is claimed to 91 horsepower, which is one more the Sport 1100 or Sport More importantly, it feels as if it has a more midrange. According to Wittner, that’s only true, as the greater range of gearing simply makes it likely that the engine is in the fat of its powerband at any given time.

it sure works!

I heard a lot of work went into revisions, rather than a carryover, as the Sport 1100i was from the Sport 1100. The V11 has new pistons and cylinder heads. I get to see the new pistons but I did have the opportunity to a new head with one from the 1100s. The part number into the head is that of the V11 indicating a total revamp (or just the need to renew the

Heads for the Sport 1100s part numbers of the LeMans IV, which they were directly derived. The V11 Sport has a less abrupt radius in the of its intake port, a revised band, and displays a lot less shift between the exhaust and the machined head pipe Many other changes more subtle, but this is as development is often the sum of small

Not to be overlooked is the exhaust system. I know what it adds to but subjectively speaking, it adds a deal to the appearance of the bike. The pipes have more of the appearance of the Terminoni or Staintune rather than sharing the of my old Convert, as was the case with the 1100s and Daytonas.

And wonder of the colostomy bag crossover section has replaced with a decent-looking collector, again reminiscent of aftermarket exhaust systems. As we with aftermarket tubular for the earlier spine frames, produced better midrange at the expense of top end. So for the V11 Sport to the Sport 1100s, as well as them in midrange, shows development.

Usually you can have one or the not both. The mufflers are decidedly than those previously probably looking forward to noise standards, or possibly so the same mufflers can be used (Usually quieter mufflers are for Guzzi’s closest neighbor, Most significant to me, the mufflers are upswept than on the Sport making a little more for passenger comfort (not more!) or luggage. And the little plates really do keep toes from frying.

the crankshaft, hardly a part over from the Sport starting with the clutch. again, the flywheel is lighter, and time the ring gear is revised. Oddly, at least to an early version of the parts the spring pressure plates back from the lightened one of the 1100s, Daytona RS, and Centauros to the meatier one of the original Daytona. All models carry ten clutch rather than the eight of all big twins.

The V11 Sport gets the new set of Guzzi clutch springs in a quarter of a century, having winds instead of five and wire about .005 which together makes significantly lighter. I would if these springs are preloaded than previous ones because of the extra windings would sooner reach bind), but I didn’t have all the and flywheel components in hand at the time for comparison.

I have heard that the new plates, introduced late in with the Jackal and Quota ES, are a bit thicker. Rounding out the new clutch is actuation, which combines the new springs to produce a very lever pull. Some like the fact that the point is so far out on the hand lever, but nothing wrong with it.

just different from we’ve all come to expect a big-twin Guzzi clutch.

Of the big news is the transmission. I’m you’ve all read the oft-repeated of this new gearbox: better and, of course, the additional Me, I never had a complaint with the five speed, and the latest (again introduced late in with the Jackal and Quota ES) have a revised shift pawl (2823 4700) makes them shift (an easy update to all previous and big-twin manual transmissions).

The shifts butter-knife smooth it still has the familiar long-throw of other Guzzis. First on the V11 Sport is lower than on any five speed, save for California III Cruiser that with essentially sidecar (6/32 rear drive of the more usual pre-1100 of 7/33). Sixth gear is not as tall as fifth on the Sport reflecting the lower top speed of the new

The six-speed’s ratio spread first to fifth is nearly to that of the Sport 1100s and The span of all six gears, not surprisingly, is than any big-twin five (but amazingly not as wide as the old speed!), even wider the widened five-speed spread with the Quota 1100ES.

Of significance is the effect of the six-speed’s on the chassis. This transmission is 3 shorter than the five making possible various of shorter wheelbase and/or swingarm. While changes in directions would have a better track bike, I Moto Guzzi knew its and chose instead to invest the length in the driveshaft, which improve its durability and lessen its effect on the rear suspension.

The output shaft is about an further outboard to easily it wider (170 mm vs. 160 mm for the Sport Centauros, and Daytonas) tire obviously designed with far tires in mind for the future). The shaft is also about an lower than before, looks strange in positioning the below, rather than in with the swingarm pivot.

Dr. says that besides with the longer driveshaft to the operating angles of the U-joints, the shaft does good for rear-suspension compliance.

I’ve of two driveshaft assemblies on early needing replacement. Luckily, the used since the Sport arrived in 1995 fits spine frames. Still however, was the maintenance requirement of replacement, although no one I know has bothered to honor it.

No such is listed in the V11 Sport Owner’s Not only should the U-joints longer because of decreased angles, they also the advantaged of a neat gearing The V11 Sport’s transmission has a lot more gear reduction and the rear proportionately less, resulting in operating speeds for the driveshaft.

You may have already heard the six speed incorporates the unusual of having two lay shafts. What the does that mean? To a motorcycle typically has three reductions between the engine and wheel: primary, the changeable of the transmissions, and final. Primary is a pair of gears between the and transmission.

Guzzis and BMWs, like automotive designs, their clutches at crankshaft and house their primary in their transmissions. Final is either the ratio of the sprockets on a bike or the gear reduction in the drive of a shaft-driven bike.

Guzzi’s new six-speed locates its reduction after the changeable so here what is usually the primary is technically the secondary. I upon examining the new gears in America’s warehouse that were a little on the narrow This finally made when I realized that not the primary reduction in its usual before the changeable gears those gears from the loads of torque multiplication.

is, as you slow the driven shaft gear reduction you increase the it has to deal with proportionately. So by moving the primary reduction to the end of the transmission, the gears could be lighter, which makes very same gears to engage and disengage. Oh!

So that’s why thing shifts so effortlessly!

that Guzzi’s big-twin was introduced on about a 50-horse of two-thirds to three-quarters, the current (and yet it handles current quite well) leads me to that this new transmission designed for only a 91-horse With the future well in Moto Guzzi specified rather large, high-quality to support the various shafts.

Moto Guzzi 1000 Daytona Injection

the fact that the shafts are far than in the big-twin five the significance of the bearings’ dimensions larger. There are other to future thinking in this For one, the back cover has machining and unused lugs and holes, indicating other have already been

From the parts book I to realize that this contains no gaskets and no shims. In words, each example is to a much higher tolerance any previous Guzzi transmission. heard that Guzzi’s buying a lot of new machine equipment

My guess is that this wasn’t possible until of these new wonder machines operational.

There is almost as new in the rear drive as in the transmission. is the first new big-twin rear-drive since the 1975 Convert, and probably been needed the floating rear drive was introduced with the Daytona in the ’90s. Prior to that, the case served well attached to the driveshaft tunnel of the thereby giving the rear extra volume. For the floating drive of the spine frames, it was to seal the rear drive.

this worked fine, but the rear drive in these would become pressurized and a seal, especially at high when a bit over full of lube. This new rear holds more lubricant and has a at the bottom so that the lube isn’t so close to the engaging This, I assume, reduces buildup.

Along that same this new rear drive the free-breathing filler cap of small a first for a Guzzi big twin.

the rear drive is more of building for the future. All previous rear drives support the shaft by two tapered bearings, the pinion gear sticking out the end to engage the ring gear. it’s better to support a on both sides of its engagement, so new rear drive has a needle supporting the back end of the pinion

The ring gear no longer eight high-strength bolts for to the hollow wheel drive here the gear and shaft are While ring-gear bolts rarely been a problem on Guzzis, this new arrangement is capable of handling more Keeping with that the needle bearing deeper the drive case and the large bearing on the wheel side are of increased dimensions for the first ever on a big-twin Guzzi.

The driving the wheel appears to be of the old dimensions, as it serves well and it easier for Guzzi to adapt new assembly to updated versions of designs. As with the new transmission, rear drive doesn’t use just o-rings and seals.

One of the features of the spine-frame models is the floating rear drive much less driving into the rear suspension. bikes squat at the rear acceleration and traditional shaft-drive raise up. To make this spine-frame Guzzis have a sealed needle-roller bearing inboard of the axle nut, the rear drive to rotate on the to coincide with the movement of the

With the V11 Sport, a second is added inside the spline the rear wheel, giving better support to the rear

Suspension-wise, the only significance I see in the from Dutch WP to Marzocchi is that the latter carry brake calipers from While Brembo’s 5165 street caliper soldiers on in such as the EV, Bassa, and Jackal, sport bikes are changing to newer 6800 series. look nearly identical, for the 6800s using two pins to the pads where the 5165s just one.

The important is that the 6800s flex than the 5165s because the spacing (65 mm compared to the 5165s’ 40 mm) of the mounting bolts effectively the lower bolt between the of caliper pistons for greater I’ve felt the difference by otherwise similar bikes-those 6800s always have a lever.

A big change in the control of the fuel injection system surprisingly good results. The processing unit (CPU) has upgraded from Weber-Marelli’s 16M to newer 15M. At first I this move, as the 15M has no possible save for a slight idle-speed modification possible only by Guzzi’s software on a PC in conjunction a carbon monoxide/hydrocarbon testing

By comparison, the 16M had a little dash pot could be adjusted somewhat an idle mixture screw. As it out, all models (Jackal, California Special, Quota and V11 Sport) with the 15M run relatively leaving those in countries not so on emissions to run a bit better. My guess is for one, Guzzi is no longer the fuel-injection mapping leaner necessary, as they apparently did the 16M-equipped Daytona RS, Sport and Centauros.

For another, Guzzi is obviously aware of the need to properly the clearance between the ignition and its reluctor behind the cam sprocket, as has recently introduced a series of for that purpose. I also Guzzi dealers are now capable of a setup job, ever the factory service manual for 16M revealed some very and heretofore missing information.

The big in the press about the V11 Sport has engine vibration, reported as annoying in the handlebars. In truth, unmistakably there, but really strong in the right bar under RPM. Hit four grand and like the quarter ran out in your bed ….

I guess that the combination of a large displacement, compression, light-flywheeled engine and engine mounts, Guzzi this as the best compromise. heard that these get far smoother with mileage, has always been true of Guzzis, so I don’t doubt it for the V11 as well. Really, though, if you to putt around at 3-4 grand, why buy a bike?

This bike is a joy at 4-6 (The one I rode was too new at the time for engine speeds.). What’s at freeway legal speeds, the transmission into sixth the bike feel like in overdrive, almost as if the engine even running. I can see these being ridden for long

What’s it like to ride the V11 It is, as described, like a more Sport 1100 with a wider powerband. It’s funny to admit that of what makes this better than its predecessors issues of civility.

The V11 Sport well, pulls well any engine speed, doesn’t bog in the it’s comfortable, and it still on sport-bike strong at five At speed, it’s my favorite sport bike for steering. The wheel feels sufficiently to the chassis, it responds quickly, but predictable.

Some will no feel that Guzzi has them, as the V11 Sport isn’t as as the Sport 1100s and Daytonas of the But until the day that Moto and its dealers can justify a line of a or so models, the V11 Sport is certainly in my the best sport bike can make to appeal to the largest group of buyers. And I’m not that it’s just for old

I’ve heard of guys in twenties trading in late-model on V11 Sports, just as I’ve younger riders giving Guzzi serious consideration in our

Yes, I know I’m to the choir, but even if you’re ‘bags and ‘boards, I believe is great significance to see that, so than in the past, Moto is listening to riders, conceiving the bike, spending the necessary on new components, and executing the resulting brilliantly.

Moto Guzzi 1000 Daytona Injection
Moto Guzzi 1000 Daytona Injection
Moto Guzzi 1000 Daytona Injection
Moto Guzzi 1000 Daytona Injection

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