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« Last post by 2Nr on Today at 12:07:08 AM »
I brought it home today, a good friend flew me down to a reasonably close airport. I was on the freeway by 1pm and totally smitten with her handling by 1:01.  After a couple of ferry rides and some of the best curves and sunshine, she is parked in the drive all tucked in for the night. A few updates on electronics will be first, a new phone holder and perhaps a newer power point, no multimedia as Mark suggested. Next I can see that the corrosion needs some attention, a little tender care and perhaps a drop of acid will make her just a little foxier. Thanks for the encouragement Stephen 
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« Last post by Turin on May 12, 2026, 11:39:29 PM »
There are a lot of factors that alter handling outside of steering head height and swing arm length.
Tires can drastically affect how your bike handles. I personally prefer a tire with a V shape vs. a U shape profile.
My Centauro came with set of Shinko Ravens. very round profile. Conti sport Attack 2's made for a much more confident ride and a bike that transitioned / steered faster.
My lemans III came with the wrong tire sizes. I switched to Classic attack 90/90 up front and a 110/90 in the rear. I run this combo on my 850T as well. The bikes both feel planted and handle sharply.
Guzzi's have pretty lazy steering geometry. I like a longer shock or raising the fork tubes through the triples.
Handlebar shape makes a world of difference. It's hard to beat an old school superbike bar. I made the mistake of buying a really wide set of clip on bars for my last project. There was way too much leverage for the lack of rake at the front end. every input caused the front end to over react. Shorter bars solved the issue.
I've started experimenting with reducing triple tree offset for more trail.
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« Last post by moto on May 12, 2026, 11:32:06 PM »
So.
It takes MORE force to keep a tyre sliding than it did to begin it sliding ?
This would have to be the case if the tyre had more grip while sliding than before it began.
If that was true, then at the instant you provided enough force to break traction (limiting friction), the tyre would stop sliding because there was not enough force to keep it doing so.
Now this a good point, and I was confusing the initial increase in the longitudinal coefficient of friction as wheel slippage increases, with what we really want, which is the immediate tailing off of the transverse coefficient under the same condition. Here is a diagram showing the two relationships, very likely provided by Brembo in their joint presentation of the T3 braking system, with Pirelli and Moto Guzzi in the Motociclismo review of that bike. (You can find my translation of the review into English at thisoldtractor.com.) https://thisoldtractor.com/mg_manuals/motociclismo_1975-07_850_t3_english.pdf I'm losing track of what the argument is here, so will have to go back and re-read. I will say that I am not fitting reality to a theory as you prefer, but instead am trying to understand a real phenomenon I take advantage of when riding. I concede that a good enough rider could produce some amount of drift on both wheels under enough braking, but on acceleration with a ditch pump for an engine ?
Braking is not needed to produce drift, front and rear. Just a tight enough turn at speed. By the way, you do need a good amount of power to reduce the front wheel drift by powering up the rear. When riding that V7 850 in Sicily's hills I kept the rpm at 4000 or more so that I would always have enough punch for this and other actions. If you regard the Guzzi as a ditch pump you'll get only ditch pump performance.
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« Last post by moto on May 12, 2026, 10:56:26 PM »
Your front tyre is not so much sliding, but steering off the centreline tangentially to the curve.
No the front tire is decidedly drifting, sliding sideways. As others in this discussion have said, you can certainly feel tires sliding when you push them enough. I don't think you've ever done that in your whole life. No, Isaac did not ride motorbikes, but he knew a LOT about forces, vectors and velocity.
There's a lot he didn't know, and that you don't know. I'll show an example in my next reply. If you tell yourself what you want to hear, you can actually “see” it after a while, a classic case of coming up with a reason after the fact, for something that you perceive to be the case.
This is insulting, and should be beneath you. It is also clumsily expressed You have no knowledge of my mental processes. Also, reducing the weight on the front wheel will not reduce it’s tendancy to slide, friction is a function of force, the harder the tyre is forced onto the road, the less likely it is to skid.
You misspelled "tendency"; I know how you hate that. Your allusion to the principle that friction is a (linear) function of downward force is true, but this is not enough to understand the dynamical system of the motorcycle here. It doesn’t matter if you name drop Marc Marquez, some things are just inescapably true.
I didn't mention Marc Marquez. It may be that some things are inescapably true, but that doesn't mean the things you say are inescapably true.
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« Last post by Ncdan on May 12, 2026, 08:53:37 PM »
I had one tank slapper on my LM1 when crossing Railroad tracks in the rain in the middle of an S curve.
The stock damper is a friction damper and totally useless. I removed mine. Friction dampers have maximum resistance when motionless. Hydraulic dampers increase resistance as motion increases.
Pete
In regards to the shock damper on the CalVin I had. I figured that if MG installed it from the factory That it must serve a purpose. I spent the best part of a day testing it out when I first got the Calvin. I picked a rather curvy country road that had some bumps and ruff surfaces, a mixture of issues that I thought would influence the steering system. I started at the first setting and went all the way to the last, in separate runs for each setting. I had to be perfectly honest with myself at the end of the testing and came to this conclusion. That thing is as about as useful as tits on a bull🤔
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« Last post by mike884 on May 12, 2026, 08:49:50 PM »
Hi all. Been a while, but Im back and trying to just not lurk  Was looking at getting an out of state v9. Problem is there aren't any to check out in person, anyone happen to have a v9 in NE Ohio and want to show it off? Thanks!
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« Last post by bad Chad on May 12, 2026, 08:20:50 PM »
Frank was a great guy!
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« Last post by guzzisteve on May 12, 2026, 08:17:16 PM »
Thanks for letting us know Joe, yes I remember him. RIP
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« Last post by guzzisteve on May 12, 2026, 08:13:12 PM »
Thanks for letting us know about a non chip key usage. You only get a sign on dash but it runs.
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Cool link regarding master cylinder to wheel cylinder brake ratios...
https://www.vintagebrake.com/mastercylinder.htm
That's my "go to" chart as well.
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