Wildguzzi.com
General Category => General Discussion => Topic started by: Mwether on April 28, 2024, 08:57:51 AM
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The V7 is what initially attracted me to Guzzis five plus years ago, I REALLY thought I wanted one.
However, the more I learned, the more older models replaced the V7 as objects of desire. I began to fall in love with the styling of the V700s/Ambassadors/Eldorados.
Does a more modern midsize Guzzi with that same design language even exist? (I know I should ride one to be sure, but I've written off Californias as too big and unwieldy.)
If it helps, I'm also a big fan of the look of the RE Classic 350, but its performance envelope seems to have too much overlap with my Piaggio Liberty. The Super Meteor is less aesthetically attractive IMO, but (with bags and a screen) it's sort of in the right vein, plus it has a much more capable engine than the Classic.
Essentially, I'm wondering whether there are any other options for what I'm after besides:
- get a V700/Ambassador/Eldorado and start learning/wrenching
- wait for a Classic 650 (https://youtu.be/VwNnxH8vRIA?si=eP6654VofRed4uvJ)
I realize that, in a Guzzi forum, #2 will not be an attractive option for many... :grin:
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You are asking about the bike I've been chasing in my head for a few decades. I came to it from a slightly different point of view, from an early a Harley Road King, but really I'm looking for the same.
When I first bought my Cali Jackal I thought it was it, a slightly smaller and lighter, upright, nice handling, long distance capable bike. It probably was it, for all intents and purposes, though the ergos, and wheelbase seemed a tad different. And honestly it was a bit quirky from design and service points of view.
So I wound up pursuing the smallblock chassis and it is much closer to what I was looking for, except perhaps highway comfort and prowess and the ergos are still a little different.
I bought a late model RK and kept it alongside a pair of V7's for a while before conceding that it was just too big a bike for that I wanted.
My only conclusion in the Guzzi family was the smallblock and honestly I still think the first gen V9 night be the right answer from ergos to motor feel, but I'm not in love with the tank which would be an expensive swap.
So the answer is you've been looking in the right places and there's no true fit.
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I don't think the new V7 small blocks are anything like the Loops. I own a Cal Spec and an Ambo. Definitely not the same feel. So I'd say the answer is NO.
-AJ
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...So the answer is you've been looking in the right places and there's no true fit.
...So I'd say the answer is NO.
Thanks!
Much as I secretly hoped you'd say something like, "What you want is a 2007-2010 Diplomat. (No such thing.) It's exactly what you're after," I'm glad to know that a model hasn't snuck by me! :grin:
I just need to figure out whether I want to commit to a bike that's approx. half a century old, or get something newer that, alas, isn't a Guzzi. :sad:
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Fixer upper. We were born the same year! :grin:
https://www.facebook.com/marketplace/item/696547425487816
I'd also have to get used to the rear brake and gear shift being on the "wrong" sides!
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Maybe consider the V-65C or Nevada or Florida? Those are more like downsized versions of the early Eldorado. However anything with substantial mileage is likely to need a very full restoration project first. Also, for unknown reasons, the V-65C we had got the worst fuel consumption of any Guzzi I've ever owned.
Patrick Hayes
Fremont CA
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MG just doesn't make anything along the lines of what you are looking for. I was in the same predicament a couple of years ago when my Audace got to be too much for me. I replaced it with a T120 Bonneville which I thought would fit my needs. After a few long trips I became aware that it wasn't doing the job for me and it wasn't a Guzzi. So even though it doesn't meet the type of bike you are or I was looking for I got a V100 last fall. I put some farkles on it to get it to touring levels. The main thing I did to make the ergonomics fit me better was add Rox risers to give me a more comfortable riding position. It is a lot lighter than it looks and is an extremely stable bike at walking speeds or less making it an easy bike for an old guy like me to ride with confidence. It also has more than enough power to do anything on the highway, like passing a couple of cars while going up a grade. I also have a V7lll but I wouldn't consider that a decent touring bike loaded with camping gear etc, as I am just short of 80 and it just isn't comfortable enough. I have toured the country on an R75/5 but that was quite a few decades ago so it can be done on a V7 but it depends on what you are willing to do. Don't get me wrong I really like my V7 but I wouldn't jump on it and go ride 500 miles tomorrow like I would on the Mandello. Good luck in your search.
kk
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I’d say, given a small budget, learn to wrench first, THEN get a vintage carbureted bike that you will most likely need to do at least some work on if you buy it cheap.
My first bike was a ‘78 KZ400, bought in 2011. It needed various work. I was able to fix some things. I’m not a mechanic, but I do like to learn and do things myself. Still, because my knowledge of internal combustion engines was pretty nihl, I was chasing things and getting frustrated because I simply couldn’t fix ‘em with the little amount of resources I had. So it sat while I’d try one thing, take it out on the road, become encouraged that it ran better only to have it fail on me later. Sold the bike after a year.
Second/third bikes were Honda CX500s, bought about the same time, overlapping one another. Same deal—both could ride sporadically, but ultimately I was chasing stuff I wasn’t full aware of. Finally took the one to a mechanic, and the guy just spent forever on it—over 6 months—due to personal issues. Got to a point where I no longer wanted to deal with older bikes.
Bought a cheap Suzuki TU250 on a rebuilt title (famous, too—it was the bike used in the Cyclepedia manual for that model). Smaller engine and performance than I preferred, but so thankful I could actually put miles on a bike. Kept the TU for a little over a year before having the money saved up for my V7 II, which I’ve owned since 2017.
Over the years I’ve dove into reading, watching vids, and bugging folks smarter than me to catch up on knowledge. Then I bombed the engine—spun a big end bearing due to some heavy sidecar usage, and was left with a dilemma: scrap the bike or spit on these smooth artist hands of mine, slap ‘em together and say “well, let’s do some work.” So I rebuilt the engine with the help of the service manual, the Guzzi training videos uploaded to Greg Bender’s site, my dad (rebuilt a few engines himself), and folks on this forum. If I had the money, perhaps I would’ve scrapped the motor and bought another, but low funds can often allow you to be creative—however, if I was as poor and frustrated as I was in 2011-13, I would’ve either thrown in the towel with motorcycling, or the bike would’ve been sitting in the barn for even longer. It’s fixed now (I think…I do have a rattle issue that might be in the rocker assembly), but that’s because I was able to allocate the time and enough funds to completely focus on it.
Over the years, I’ve learned so much—and that engine rebuild really elevated my confidence and comfort level—that I bought a 70s bike again to actually replace the Guzzi. Parking it next to the Guzzi, I immediately felt like I was breaking up with a girlfriend. Decided to keep both, and I’m thankful that I did, because that BMW (bought cheap) has needed quite a bit of work to be road ready, 90% of which I did. I did hand it over to a former BMW tech to figure out a couple nagging issues only because it started getting cold out (I don’t have a shed/garage to work in anymore). Thankfully no internal work yet, but I’ll be ready for it. And much more confident.
Some get cheap, old bikes, and they run well almost right out the gate. I consider those folks lucky.
Long story short—If your funds are low, you’ll either need a fair amount of knowledge AND/OR a fair amount of time.
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Maybe consider the ... Nevada or Florida? ...
Good advice. I gave the Nevada a go: https://wildguzzi.com/forum/index.php?topic=120893.0
Red didn't do it, but I think a black one (provided I could find it) with bags (to hide much of the back end) and a screen would get close.
https://youtu.be/1Z8tagSbsKo?si=wCUqL7mVCAptl2Ql
Not sure if the Classic trim/paint scheme came to the US?
https://youtu.be/6lsbEgM_m5s?si=2mhGi5B-gM-SAtpc
Either way, any Nevada would still have the teardrop tank, as opposed to a flatter/more rectangular shape. So it's really more of a mini Cali.
The V7 is the right answer on so many fronts, that I will probably be able to come back around to the more UJM styling.
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If you have the time and/or money, a hybrid "Super Eldo" is your best bet. People have been adding better brakes, bigger engines, and better charging systems and suspensions to Loop Frame Guzzis since about the beginning. The parts needed and where to get them are scattered on WG and other web pages. If you go down that path, start a new thread about building a "Super Eldo", and folks with that expertise will chime in. There is a section above on WG about building and restoring Guzzis.
Barring that, there are several Royal Enfield enthusiasts on these pages, and most of those who are not do not mind a little non Guzzi discussion. :wink: I myself am waiting for a chance to see the 650 Shotgun when it hits my area. I think Enfields are hitting a homerun with their reliability, styling and pricing, but you didn't hear it from me...
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A lot of folks make cafe racers out of California 1100s but they also lend themselves to conversion to a 'standard' bike as well. Early 2000's can be had dirt cheap (I have a 2001 EV, 2001 Stone, and 1998 EV that I recently paid $3k for the bunch). You get very reliable FI, great brakes and handling, a decent transmission, and an extremely dependable and easy to maintain engine. Swap in an Eldorado or V7 tank, standard seat, and used or repro side panels of your choice and you could potentially reach your goal with minimum cash outlay or mechanical work
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Your best bet is look for a well sorted daily rider loop frame guzzi. They do come up for sale. They are pretty easy to live with, and stone simple to wrench on. Ive ridden many different Guzzis, and the "feel" of the loop framed bike, with its heavy flywheel is a very unique experience. The brakes can be improved where its safe, within its limits, but no comparison to any modern bike with abs. The charm of the loops is not only in the looks, which is a huge part, but also the overall feel and raw "Guzziness", which is hard to describe.
Rick.
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Thanks, everyone.
More and more, it seems that a well-sorted Loop may be the way to go. Must continue to save in that case. Maybe as much for a motorcycle lift, as the bike itself! :grin:
Alternatively, this is pretty much the mini-Cali that MG doesn't build...
(https://photos.smugmug.com/Ride/ADVr-photos/i-tXhCLzn/0/ChCPkg3ST76NwKHkvLGRMCxVmHp3kJ3VXHgDpf7j/XL/SMviewone-XL.jpg)
(https://photos.smugmug.com/Ride/ADVr-photos/i-TPsZckr/0/FJX2rT58nRbSb9n7KL54CGm9f83g6JMLhRQF2R8Cd/XL/SMview2-XL.jpg)
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...I myself am waiting for a chance to see the 650 Shotgun when it hits my area. ...
Me too.
I may prefer its mid controls to the Super Meteor's. Though I have yet to test a SM...
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There are potentially also the Triumph bobbers to consider for that kind of lazy lope, but The RE 650 will be lighter, cheaper and simpler.
Kinda strange that Guzzi has opted away from the Cali look these days, since that is the look most Guzzis on our roads have, be that a V7 Special, Ambassador, Eldorado, California in any and every edition through the 1400 of more recent times. I think they could have done well if they dared to make a V7 looking more like the original V7 700, maybe even a smaller 650 version, provided it was styled just right. Currently, only Royal Enfield and Triumph do get it really right IMO.
All that said, Guzzi did make a Cali-like 650 once, the V65C. IMO, it looks less wrong than the Nevada, and outsmart also the 1100 California. YMMV.
(https://moto.zombdrive.com/images/moto-guzzi-v65-c-7.jpg)
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I think the closest thing to a modern Loop is probably the Indian Scout series. Probably where I will be headed in a few years.
-AJ
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Nothing like the original V700, Love mine, I got 3, 2- completely disassembled & I ride this one
(https://i.ibb.co/kmRdNS1/IMG00052.jpg) (https://ibb.co/kmRdNS1)
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That Shotgun is a reasonable facsimile of what a modern Eldo would look like. Interesting looking bike.
But there's nothing quite like a Loop.
(https://i.postimg.cc/5NZ0nmsS/005-2.jpg) (https://postimg.cc/Ln32sjKJ)
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The V7 is what initially attracted me to Guzzis five plus years ago, I REALLY thought I wanted one.
However, the more I learned, the more older models replaced the V7 as objects of desire. I began to fall in love with the styling of the V700s/Ambassadors/Eldorados.
Does a more modern midsize Guzzi with that same design language even exist? (I know I should ride one to be sure, but I've written off Californias as too big and unwieldy.)
If it helps, I'm also a big fan of the look of the RE Classic 350, but its performance envelope seems to have too much overlap with my Piaggio Liberty. The Super Meteor is less aesthetically attractive IMO, but (with bags and a screen) it's sort of in the right vein, plus it has a much more capable engine than the Classic.
Essentially, I'm wondering whether there are any other options for what I'm after besides:
- get a V700/Ambassador/Eldorado and start learning/wrenching
- wait for a Classic 650 (https://youtu.be/VwNnxH8vRIA?si=eP6654VofRed4uvJ)
I realize that, in a Guzzi forum, #2 will not be an attractive option for many... :grin:
Well, it does not have quite the same look as an early Loop, but the G5 is one of my favorite Guzzi’s. 1000cc Vtwin, with a comfortable seat and riding position. IIRC, they were available from about 1978-1980. Sweet machine.
(https://i.ibb.co/d5w86Br/IMG-2357.jpg) (https://ibb.co/d5w86Br)
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G5 is basically a 1000 edition of the T3, or?
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Well, it does not have quite the same look as an early Loop, but the G5 is one of my favorite Guzzi’s.
Very nice!
In a similar vein, I'm also Convert-curious as well! :grin:
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I think the closest thing to a modern Loop is probably the Indian Scout series.
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Very interesting. I hadn't thought of them and will take a closer look. :thumb:
At first blush, I think "expensive."
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Maybe Guzzi Steve would sell one of his v 700 s,right size and surprisingly good brakes and handling,but not cheap.
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Be patient. There will be a new California, probably with a V100 engine.
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Maybe Guzzi Steve would sell one of his v 700 s,right size and surprisingly good brakes and handling,but not cheap.
Yes, I'd sell that one. Looks like just an old bike but very reliable.
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The nice thing about older Guzzi's is that you can fit some more modern components on them. The front-mounted alternator is probably the most difficult issue (in my opinion), but even that has a pretty simple solution to retrofit a Fields type generator. This one is front and rear discs.
Not much you can do about the weight, though. They heavy.
(https://i.ibb.co/1z75z0j/IMG-1998.jpg)
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Fixer upper. We were born the same year! :grin:
https://www.facebook.com/marketplace/item/696547425487816
I'd also have to get used to the rear brake and gear shift being on the "wrong" sides!
That's not an Ambassador, but rather a V700. Most Ambassadors and all Eldorados had left foot shift and right foot brake. The shift pattern is "backwards" on footpeg bikes, but can be easily changed to "normal".
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My take
From the very first second that you sit on a loop you know that guzzi motorbikes have only become cheaper since then.
No later guzzi has a riding position as neutral and natural as a loop. They just feel like they were made for the comfort of actual humans.
They look incredible
They are bulletproof
You get two boxes for your tools that are made of steel rather than some plastic cubbyhole that is too small for a rudimentary toolkit.
The stock brakes are rubbish for anything over 60mph in modern use.
This can be fixed, but it's not a quick job.
You have access to thisoldtractor which is probably one of the most comprehensive online websites devoted to any motorcycle.
The loop gurus on this forum are extremely helpful.
Get a loop!
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I like how the thread is evolving...
Q: Is there a more modern midsize Guzzi styled like V700/Ambo/Eldo?
A: No. Buy the original.
:grin: :thumb:
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It really depends on what you want in a bike.
I grew up teaching myself about mechanics on classic cars, hated the modern stuff. Then I put myself through college as a mechanic and starting working in the industry. Nearly 3 decades later (most of which spent writing repair manuals, the last ~7 years writing motorcycle repair manuals) - I DON'T HAVE ANY TIME/INTEREST in my life for an antique bike.
I understand them, I get the appeal, I don't like most things about them especially many of the maintenance aspects.
I have a young family and I spend my time with them sneaking off for rides when I can. I don't want to be spending time in the garage a second more than I have to so oil changes and valve adjustments are fine with me, but that's it man. I want to turn the key and go.
Even my Cali Jackal which was a fantastic bike in a lot of ways was too fiddly. I'm not even looking for spoke wheels or a sump I have to drop when changing the oil.
Now some comment on the "feel" of a big block, and there's a difference. Though it almost sounded like some were not just talking about the motor but meant the perception of build quality from the "feel" of the components. I poo poo that. It's a real PERCEPTION sometimes, but that doesn't make it a reality.
Now I'm just gonna mention it one more time because I really think it's the unicorn in the discussion IF you're looking for a modern Guzzi that FEELS like a big block and has relatively neutral upright riding position - THE FIRST GENERATION V9. The motor FELT every bit like my big blocks (which coming off owning a V7 for a while at that point literally shocked me). I didn't expect to like it, never mind fall in love with it.
If I were looking for what you said you were, THAT would be MY first stop (because of the all other modern amenities). Worst case scenario I swap on a v7 tank eventually for the looks.
Other thoughts mentioned in this thread - V100 Cali - NOPE - no way it will be small enough even if they make it.
Triumph Bobber - not a bad one, considered it myself. Motor feel will be different but I'm sure it's a fine bike.
That new RE - damn that's actually a pretty fine looking bike - it's not for me though, and offers nothing that I can't get in a Guzzi V9 or V7 (not to mention doesn't offer some of the same advantages I find in the Guzzi).
But that's all about ME - my perspectives on a bike. You just gotta find yours. If you have the time for it and don't mind spending double, then yeah maybe an antique original with greatly upgraded running gear might be the answer for you - it sure as hell isn't for me.
Good luck...
I'm sticking with my modern smallblocks for the foreseeable future:
(https://lh3.googleusercontent.com/pw/AP1GczNkWrdj90b0IAtYACtxsww3KH9MHlLF3Oas6RhZBbAFNCsPkSa7ATDxvTJ029BKNEO5F9XiQwgT2SSlJJe2f1CrrCUwhrmdlq6Kfw_KIF2Yl-WuF7o8vRnlaHhS-v0vx5JCQm94IBnliqT6zfKbGYCTfQ=w1013-h879-s-no-gm?authuser=0)
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I sort of went the same route, from touting old tech to wanting fuel injection etc. Then I went to change the spark plugs and adjust the valves on my son's MT-07 and learned that am more than willing to live with carbs for easy overall service access. Fuel injection is nice when it works, but man if you have to rip into it on some bikes, like the mentioned Yamaha, the CBF1000, Ducati Multistrada and more.
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How about a V9 Roamer
Suitable for short legged people, lightweight, will get up and go if you ask it and looks as cool as heck
But I might be biased :evil: :evil:
(https://i.ibb.co/brRPt1b/20200905-122939.jpg) (https://ibb.co/brRPt1b)
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I’ve been to Billy Joel’s place on Long Island twice. You can walk in and look around at many of his bikes. He’s a huge Guzzi fan. The first time we spend the day with Alex, his curator/mechanic. All is bikes are registered and road worthy. He has a California Vintage (last of the Tonti Cali’s) with custom made Eldorado tins. Tank, fenders, side covers, etc. The tank is much larger front to back to mount on the Tonti frame. Lots of custom fabrication, but he can afford it. So it’s a “modern” 1100cc bike with classic Loopframe bodywork. If Guzzi would make that, I’d be first in line. Oh, and I’ve had two, police Eldo’s and currently have a police Ambo. Best looking Guzzi’s hands down!
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I sort of went the same route, from touting old tech to wanting fuel injection etc. Then I went to change the spark plugs and adjust the valves on my son's MT-07 and learned that am more than willing to live with carbs for easy overall service access.
Yeah, I wrote a manual on the MT/FZ-07, that's another reason I currently own two Guzzis and no Yamahas.
There are "modern" bikes that aren't the equivalent of a Rube Goldberg machine and EFI is dead simple once you get down to it. But that's a whole other conversation.
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I feel for you if you had to dismantle an MT-07 :undecided:
EFI in itself is not the problem, how it is packed in many motorcycles is. To me, at least.
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The Super Meteor is less aesthetically attractive IMO, but (with bags and a screen) it's sort of in the right vein, plus it has a much more capable engine than the Classic.
I've written off Californias as too big and unwieldy.
Royal Enfield Super Meteor 650, or Shotgun 650 are available now. Who knows when, or if we'll see the Classic 650.
The Super Meteor and Shotgun weigh 530 lbs. Not much of a weight savings from a California Jackal, which weighs 541 lbs.
The upcoming Classic 650 will be on the same platform, so expect the same 530 lbs +/- weight.
Though it's a little lighter, a vintage 750 Ambassador will weigh around 500 lbs.
Personally, I'd go with a Super Meteor and admire vintage Guzzi loop frame bikes from a distance.
If the 500 lbs + weight is an issue, do as Kev M suggested and consider a Moto Guzzi V9. Roamer, Bobber, whichever tickles your fancy. At 440 Lbs +/-, they're nearly 100 lbs lighter than the 650 Enfields.
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The V9s sit in the 460-465 bracket wet. Still fairly light, and much less than the 590 lbs of the California 1100s from 1997 onwards.
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Personally, I'd go with a Super Meteor and admire vintage Guzzi loop frame bikes from a distance.
If the 500 lbs + weight is an issue, do as Kev M suggested and consider a Moto Guzzi V9. Roamer, Bobber, whichever tickles your fancy. At 440 Lbs +/-, they're nearly 100 lbs lighter than the 650 Enfields.
Thanks! That last paragraph is an eye-opener; I didn't realize the V9s were that light.
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...I don't want to be spending time in the garage a second more than I have to so oil changes and valve adjustments are fine with me, but that's it man. I want to turn the key and go.
...
Now I'm just gonna mention it one more time because I really think it's the unicorn in the discussion IF you're looking for a modern Guzzi that FEELS like a big block and has relatively neutral upright riding position - THE FIRST GENERATION V9. The motor FELT every bit like my big blocks (which coming off owning a V7 for a while at that point literally shocked me). I didn't expect to like it, never mind fall in love with it.
If I were looking for what you said you were, THAT would be MY first stop (because of the all other modern amenities). Worst case scenario I swap on a v7 tank eventually for the looks.
Super helpful. Thanks!
Are there multiple generations of V9s? Which years are considered Gen. 1?
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Are there multiple generations of V9s? Which years are considered Gen. 1?
2015/16-2017: Very forward footpegs
2018-2020: Less forward footpegs
2021-on: Engine power increased from 55 to 65 PS.
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New executive summary...
- Buy a Loop.
- If you don't want to deal with an old bike, buy a V9.
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(https://i.ibb.co/Tr0xR1X/IMG-5632.jpg) (https://ibb.co/Tr0xR1X)
I say buy 2 loops. You'll have one to ride while you tinker with the other.
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2015/16-2017: Very forward footpegs
2018-2020: Less forward footpegs
2021-on: Engine power increased from 55 to 65 PS.
Thanks!
Having never having ridden anything but mid-control bikes, I think I'd likely prefer 2018-2020...?
Is Gen. 1 being recommended over Gen. 2 for price alone, or is there another reason?
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Gen 1 and 2 should be the same save for the footpeg position, but some early bikes made a whine from the drive train.
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Thanks!
Having never having ridden anything but mid-control bikes, I think I'd likely prefer 2018-2020...?
Is Gen. 1 being recommended over Gen. 2 for price alone, or is there another reason?
Keep in mind there may be simple conversions available to pull the controls back to mid-position.
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When I was looking for a second bike to supplement my Audace I wanted a Roamer. I looked for a few months but I couldn't find one closer than 600 miles away. I settled on a V7lll which I am more than happy with. It will be with me until I have to retire from riding which I hope will be several more years down the road. I will use my Mandello for touring and longer rides but a California styled V100 would have been more to my liking.
kk
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Keep in mind there may be simple conversions available to pull the controls back to mid-position.
I expected to do that when I picked up the bike and rode it for 10 hours to get home - at first, I sat with just the tip of my toes on the pegs, or used the rear pegs. But now, I like the position of the forward pegs, it feels natural. At least up to about 50 mph. And since I bought the bike to ride slower and enjoy the scenery more, the bike will stay like this.
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2017 Roamer for sale here:
https://www.nationalpowersports.net/itemdetails.cshtml?itemid=60567
(https://photos.smugmug.com/Ride/ADVr-photos/i-K2bXDtk/0/FMfhBRk49C6qstQZXK47TxSQ8PZhNsMGB4wC2J4n8/XL/Roamerpegs-XL.jpg)
Pegs look pretty neutral. Have they been moved? What am I missing...?
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I have a 2017 V9 Bobber and the pegs seem completely neutral to me. I was looking for a V7 when I found it and bought it because it seemed close enough to a V7 and was I felt a good deal. Since then I've fallen in love with it. It's wonderful to ride, turns in beautifully, and the issue people mention of not being able to tuck your knees in to the tank does not hold true for me. My knees hit under the tank crease, and other mechanical bits keep my knees of the tank anyway. Plus it has an analog speedometer.
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2015/16-2017: Very forward footpegs
2018-2020: Less forward footpegs
2021-on: Engine power increased from 55 to 65 PS.
Thanks!
Having never having ridden anything but mid-control bikes, I think I'd likely prefer 2018-2020...?
Is Gen. 1 being recommended over Gen. 2 for price alone, or is there another reason?
I gotta comment on this.
FIRST - NONE of the V9 bikes were in any way, shape, or form the same as the "forward" controls on say many Harleys, the Triumph Bobber, or even that RE you posted earlier.
SECOND - Guzzi made kits available on the 15-17 ones that relocated the controls back to the same point as the 18+ ones. Those kits were free by request for US models but I can't say how prevalent they were. I've seen some in both configurations on the used market.
THIRD - whatever you want to call the position of the 2018+ models it's basically the same as the position on same year V7s. I compared them back-to-back and took photos when I demo'd the BS twice - posted here about it. Maybe there's a perception that the V9 is more forward still than the V7 because of slight differences in seating positions etc. The V9s (and V7III+) all have a lower seat height than the Heron head models. And there are side cover and seat width differences that make the V9s slightly more slender than some V7s, which makes legs feel longer because they are more straight and less bowed.
FOURTH - and lastly - IF you ride a first Gen V9 and compare it to the 2021+ models with "more power" you MIGHT be unhappy with the later ones (like I was). You see the "magic motor" is that first gen. The specs don't tell the what I purposely rode hundreds of miles to verify (demo again because I couldn't get my head around the first day I rode it). The damn thing just plain felt more torquey and very similar to my Cali 1100 Jackal. I don't think the same is true for the later ones that not share the motor/tune/specs of the late-model Hemi head V7s. I have no explanation or anything else to say but to try one for yourself because THAT is the juice from the squeeze that definies these bikes as the "closest thing to a modern Ambo/Eldo whatever".
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2017 Roamer for sale here:
https://www.nationalpowersports.net/itemdetails.cshtml?itemid=60567
(https://photos.smugmug.com/Ride/ADVr-photos/i-K2bXDtk/0/FMfhBRk49C6qstQZXK47TxSQ8PZhNsMGB4wC2J4n8/XL/Roamerpegs-XL.jpg)
Pegs look pretty neutral. Have they been moved? What am I missing...?
That's the revised controls - basically same as everything else, including V7s.
And that's a looker. I still think about getting rid of our Carbon Dark and replacing it with one.
I'm just not sure I gain enough to make up for all I lose (a ton of accessories and the larger fuel tank).
But I still consider it.
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2017 Roamer for sale here:
https://www.nationalpowersports.net/itemdetails.cshtml?itemid=60567
(https://photos.smugmug.com/Ride/ADVr-photos/i-K2bXDtk/0/FMfhBRk49C6qstQZXK47TxSQ8PZhNsMGB4wC2J4n8/XL/Roamerpegs-XL.jpg)
Pegs look pretty neutral. Have they been moved? What am I missing...?
Looks like a 2018-on. Here is a picture of the first gen, look at the different length of the gear change rod and position of the peg, plus its mounting bracket
(https://www.gannetdesign.com/wp-content/uploads/002s.jpg)
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Everything Kev M said is 100% dead on.
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Had no idea that a V7 tank requires zero mods to put on a V9...
https://wildguzzi.com/forum/index.php?topic=102756.0
"V9s Have Small Tanks" argument defeated! :grin:
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I know I'm in the minority, but I like the V9 fuel tank.
It reminds me of this
(https://i.ibb.co/bKwz9cr/Triumph-X75-Hurricane.jpg) (https://ibb.co/bKwz9cr)
upload picture (https://imgbb.com/)
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I would like my V9 tank to be wider and taller in the rear for better knee grip, but most of all I would want it to be larger. Mine does not come close to hold the promised 15 liters, it is in the 13-13.5 liter range.
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Here's some more V9 perspective. (Arranged from smiley to frowny.) :grin:
I'd like to try one...
Overall, either V9 is a totally fine motorcycle worth considering if you’re looking for a friendly, reliable, comfortable, all-around fun bike. It’s in the class of retro-ish twins of maximum all-around use and fun. Against any competition, the V9s are far worthy of consideration. They excel in ease of usability, rideability, reliability (assuming that since they’re Moto Guzzis), and for just plain getting the job done with character. The Roamer is a jump on it and run-over-to-Nancy’s-house type of bike, or it’s a cross-the-whole-damn-country type bike. The Bobber is high on fun but a bit less adept for touring. Riding from Iowa to New York in 1980 on a Honda CB400F seemed an entirely reasonable thing for me to do back then (It wasn’t.), and doing it today on the V9 is more than reasonable (It is.). After riding these, one has to wonder why so few of us own a Moto Guzzi.
https://www.cycleworld.com/2016/03/21/2017-moto-guzzi-v9-roamer-and-v9-bobber-cruiser-motorcycle-review-first-ride/
Neither the Roamer nor Bobber are world-beating. Instead, they’re good old fashioned, old school motorbikes, warts and all, complete with slightly daft names. The Roamer is the pleasant, be-chromed, traditional roadster/cruiser hybrid, and a worthy successor to Moto Guzzi’s late 750 Nevada. The Bobber is the fat-tyred, attitude-laden fashion junky that’s a true rival to Harley. Neither are the ‘bigger V7’ hoped for but they’re characterful, solid and decent value as a used buy – if you can find one.
https://www.bennetts.co.uk/bikesocial/reviews/bikes/moto-guzzi/moto-guzzi-v9-roamer-bobber-2016-review-used-guide
Last, some Kiwis say the bike vibrates excessively and dislikes low revs. They rate the suspension poor and the transmission clunky, recommending the Triumph Street Twin instead.
https://www.autocar.co.nz/moto-guzzi-v9-roamer/
(https://photos.smugmug.com/Ride/ADVr-photos/i-gGnvVH7/0/D4sfW3TjdSJH9PLX3t4vVNgnx4pL5X79QvHksLp7r/S/SeñorLoaf-S.jpg)
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I'm pretty sure without even looking the last morons lugged the motor but I pay pretty much no attention to what others say about a bike, especially "professionals" these days.
It's easy enough to figure out for yourself and your's is the only option that matters anyway.
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...I pay pretty much no attention to what others say about a bike, especially "professionals" these days.
It's easy enough to figure out for yourself and your's is the only option that matters anyway.
Yep, and until I can get a test ride, I really appreciate an owners group providing a counterweight to moto-journos.
Sure, there may be some confirmation bias, but I don't think owners are willingly going to lie about their real life, long-term experiences. :thumb:
Besides, I've never ridden a motorcycle that didn't have SOME redeeming feature. IMO, almost any bike beats driving! :grin:
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Last, some Kiwis say the bike vibrates excessively and dislikes low revs. They rate the suspension poor and the transmission clunky, recommending the Triumph Street Twin instead.
The V9 is not nearly as flexible as a Virago engine; compared to my XV1100, my V9 need 50% more rpm before it will operate comfortably. Also, especially in the lower three gears, under light load, the V9 engine does not run smoothly, but it hunts a little, which I find very annoying in slow riding. Here, the Virago will operate perfectly from idle to redline, regardless of load. Finally, the Virago runs noticeably smoother than the V9 in the normal rev range, but above 5000 rpm the Virago 1100 - much more so than the 750 Virago - start to shake in earnest, whereas the V9 does not - my Guzzi has a relatively even amount of vibes throughout its range.
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The V9 is not nearly as flexible as a Virago engine...my V9 need 50% more rpm before it will operate comfortably. Also, especially in the lower three gears, under light load, the V9 engine does not run smoothly, but it hunts a little, which I find very annoying in slow riding. ...
I wonder if a remap would help?
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loving the executive summaries!
A V9 isn't fit to lick the boots of an old loop frame guzzi
Yes I've ridden both
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I wonder if a remap would help?
It seems to be a result of the single throttle body intake and very difficult to tune out. Personally, I believe it has more to do with the actual throttle body design than having just one throttle body. I ride 90% of the time in firth or top gear above 45 mph, so I am not bothered that much.
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What are we trying to "tune out" here? Vibration? A flat spot?
If we're talking vibration I've always found that's a very subjective thing and again, the answer is test ride before you decide.
A lot of people report flat spots or trouble spots places in the rpm range (often midrange) that are usually the results of unintended consequences of emissions certifications. People chase lots of solutions these "problems" - eliminating SAS system (which really shouldn't affect it), or EVAP systems (mostly ditto), or remap (this is the one that COULD work).
Personally I keep the KISS principle and I try not to fix things that aren't broken. I can't think of a bike I've ever owned where any symptom of emissions tuning was SOOOOOOO bad I couldn't figure out how to live with it. But YMMV.
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What are we trying to "tune out" here? Vibration? A flat spot?
If we're talking vibration I've always found that's a very subjective thing
As far as vibration is concerned, not only is it subjective rider to rider, but from bike to bike. Motorcycles are individuals and vibration can vary in frequency and volume from bike to bike.
For me, it was the 2010 V7 Classic being smooth and the 2014 V7 Classic having a super-annoying high frequency vibration.
My Carb'd Sport 1100 had a soothing, lower frequency vibration. My V11 LeMans was a little higher frequency, but very low volume. Thousand mile days on either of these two was almost an enjoyable endeavor.
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My V9 does not have flat spots, it just cannot keep a steady rpm under very light load. Throttle respons is also abrupt under these conditions. Engine has good power from idle up, but will protest through heavy vibrations if loaded below 2000rpm in the higher gears. Easy solution is to use lower gears.
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My v9 does't have the issues some seem to have. Why would anybody run about at 2000 or sub rpm anyway??? I don't think it has anything todo with single vs double throttle bodies. I agree there are difference between bikes, in most cases, I think it comes down to how they are set up and state of tune. And certainly it is super subjective, so it's really hard to make accurate across the board statements and we all sometimes like todo.
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My V9 cannot keep a steady rpm under very light load. Throttle responds is also abrupt under these conditions.
That's a mapping issue, common to many efi motorcycles.
Engine will protest through heavy vibrations if loaded below 2000rpm in the higher gears.
File this one under "they all do that". Every Italian V-twin will protest during heavy throttle at low RPM.
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You need to rev the snot outta Guzzis! Kev hit on it earlier, if you lug it they’re not happy. I listen to Harley guys short shift at a green light and they’re in 5th a block away. Guzzi’s are just shifting into 2nd gear.
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File this one under "they all do that". Every Italian V-twin will protest during heavy throttle at low RPM.
I am not talking heavy throttle, just enough to accelerate. The engine has the power, but does not feel happy doing it. Similar to my XT600. You just need to keep the revs a bit higher. Which I do not like; I like engines that will pull effortlessly from very low revs and cruise barely above idle. But it is not all that important, and the V9 have many other virtues.
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Perhaps you are looking for something that is not really there? Guzzi are not long throw, they aren't short throw, they are a bit in the middle. If you want a Guzzi to behave like a HD, you won't be happy. Just as if you want a Guzzi to act like a Ducati. Guzzi love to run from 3/4 thousand to red line, they don't do well around 2K. Yes, they will do it, but its not what they are designed to do.
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The V9 is right because it is more fun to ride below 55 mph than above :bike-037: It is relaxing to ride, and does not urge me to push any performance envelope.
I do not think crank throw/stroke ratio has very much to do with how the engine acts, it likely comes mostly down to other things. Air cooling, for instance, certainly limit how an engine can be tuned, and likely why the early liquid cooled Triumph 900 made tons more low and midrange torque compared to the Guzzi, despite the same 55 hp claimed top end. That was not the case with the earlier air cooled 865cc Triumph.
The V9 Bobber made 48.1 ft-lb @ 3100 rpm, the air cooled Triumph Scrambler made 44.7 @ 3100 rpm, the liquid cooled Triumph Street Twin made 57.6 @ 3200 rpm of torque.
The V9 Bobber made 50.9 rwhp @ 6500 rpm, the air cooled Triumph Scrambler made 50.7 @ 6700 rpm, the liquid cooled Triumph Street Twin made 52.6 @ 6100 rpm. All figures from the same dyno at Rider Magazine, but not taken on the same day.
I still think the low stressed V9 should be able to cruise happily in top gear below 2000 rpm, especially since it has perfect primary balance. But it does not, so I do not ask it to. On level ground I use 6th gear from an indicated 45 mph, climbing hills or facing a gale I will typically sit in 5th or 4th at that speed, and even higher speeds, whatever the engine is happy with.
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“ still think the low stressed V9 should be able to cruise happily in top gear below 2000 rpm, especially since it has perfect primary balance. But it does not, so I do not ask it to. On level ground I use 6th gear from an indicated 45 mph, climbing hills or facing a gale I will typically sit in 5th or 4th at that speed, and even higher speeds, whatever the engine is happy with.…”
Forget mph
Keep your revs about 4-6k, at least 3k and Guzzi shall heal you…
:bike-037:
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Interesting thoughts about cruise rpm. I won't even run my Harley big twins at 2,000 rpm. All that does is beat the compensator and crank bearings up. 2,500 or so only at a level cruise with maybe < 25% throttle. More load than that, downshift and run between 3-5k.
My 2010 V7 classic gets very, very smooth just past 4k. My V85 a few hundred lower.
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Faffi, you certainly do as you see fit. However, you are likely going to shorten the life span of your v9. Guzzi are not designed to be loafed around.
I do, now understand why your v9 vibrates more than I think it should. The motor thrives over 3500 rpm, train yourself to let it turn faster, I think you would both be happier doing so. It's only my opinion, but if you think I'm wrong talk to some Guzzi techs, or competent dealers, like Cadre, Hamlin Cycles, see what they say about your riding style? I'm not saying this to be some sort of Dick, I just think you're missing the boat.
If you haven't seen this, watch it, something to think about.
https://www.youtube.com/watch?v=zhUI7MWE_Fc&t=11s
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You just need to keep the revs a bit higher. Which I do not like; I like engines that will pull effortlessly from very low revs and cruise barely above idle.
No over square Italian V-twin will meet your needs. Guzzis thrive in the 4,000-6,000 rpm range. Sure, in town you can get by with 3,000 rpm, but anything lower in the upper gears will lug the engine. It's in the way they're engineered. The Italians have a different philosophy from designers of USA twins and their Japanese competitors.
I remember when I rode Sportsters and how good the bike felt at 1800-2000 rpm. It took me a minute to understand Guzzis and Ducatis when I began riding them in the mid-1990s. Once I found the Italian sweet spot, it was heaven.
Now, I can fully admit that my Sport 1100 and my current V11 EVT sort of suck in town. And, I do like the idea of something with lower gearing and better low rpm performance. I also know that Guzzi will not fulfill that desire, and I'm starting to consider the possibility of picking up a Royal Enfield or Triumph to satisfy that desire.
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...
Now, I can fully admit that my Sport 1100 and my current V11 EVT sort of suck in town. And, I do like the idea of something with lower gearing and better low rpm performance. I also know that Guzzi will not fulfill that desire, and I'm starting to consider the possibility of picking up a Royal Enfield or Triumph to satisfy that desire.
Boy, howdy, this is helpful. Makes me wonder...and reemphasizes the importance of test rides.
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One word: Convert. :grin: No shifting, no worries about lugging it.
Also, Loopframes with their 13 lb. flywheels are completely happy at low revs. It's rare for me to rev one higher than 4k or so, unless I'm out on the interstate.
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I can live happily with many of you considering me laboring the engine, but I beg to differ. In my experience, laboring means lack of response when applying throttle, and/or unusual vibrations or pinging or whatever sound or behavior that suggest the engine is not happy.
During today's ride, I learned that the V9 has no problem pulling from well below 2000 rpm - it just does not want to run smoothly without load at such low engine speeds, regardless of gear. I took the bike down to 30 mph in 6th gear, just as a test, and the moment I opened the throttle it began to hunt. But when I opened the throttle enough to accelerate - still very little throttle required - it gained speed smoothly and without any additional vibrations. In fact, the engine smoothed out once under some load.
To those who fainted or yelled sacrilege by now - nope, I do not intend to ride around doing 30 mph in 6th gear. But as long as the engine is under light load - this test was on a perfectly flat road - my personal opinion is that no harm was done.
For the record, my V9 vibrate more the higher it revs. Or more uncomfortably, at least, because the thuds change into a buzz. Sitting at 6k rpm when I could be going the same speed doing 4k rpm is just a waste of fuel and added wear. Feel free to have a different opinion, that is totally fine with me. I do not pretend to have all the answers. If my Guzzi expire early in life, or show signs of premature wear, I will report back candidly and admit my mistake.
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the V9 has no problem pulling from well below 2000 rpm - it just does not want to run smoothly without load at such low engine speeds, regardless of gear. I took the bike down to 30 mph in 6th gear, just as a test, and the moment I opened the throttle it began to hunt. But when I opened the throttle enough to accelerate - still very little throttle required - it gained speed smoothly and without any additional vibrations.
Again, this sounds like a fuel metering issue. "surging" or "hunting" on light throttle is pretty common on injected motorcycles. This can usually be tuned out. Sometimes, it's as simple as getting the latest map download from the nearest dealer. Or, you can do it yourself with a Beetle Map, or similar.
I had a 2003 BMW F650GS which did this. It was annoying. Sold it before resolving the issue. My 2014 Guzzi V7 had a similar issue which was cured with an updated map download at the dealership.
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yeah, I agree with 59. The roamer I ride, doesn't exhibit the "hunting" behavior you describe. It definitely sounds like a fueling issue. And you make a workable case for your argument that no harm is taking place they way you are ridding. I'm going to take mine down to 30 in 6th, and gently apply the throttle and see if I get similar results.
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Just go put on 200 miles without ever dropping below 4000 RPM. Then you can tell us we are wrong!
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2015/16-2017: Very forward footpegs
2018-2020: Less forward footpegs
2021-on: Engine power increased from 55 to 65 PS.
My 2017 has the less forward foot pegs.
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For the record, my V9 vibrate more the higher it revs. Or more uncomfortably, at least, because the thuds change into a buzz. Sitting at 6k rpm when I could be going the same speed doing 4k rpm is just a waste of fuel and added wear. Feel free to have a different opinion, that is totally fine with me. I do not pretend to have all the answers. If my Guzzi expire early in life, or show signs of premature wear, I will report back candidly and admit my mistake.
My Roamer is VERY smooth above 55mph in 5th gear and above 65mph in 6th. Whatever rpm that is, is it’s sweet spot. I only use 6th above 60mph. It’s kinda like an overdrive gear.
Doing the canisterectomy thing made a very noticeable difference in my V9’s performance. I always had a vacuum when opening my tank. What I believe was occurring is when the vent valve goes bad (or poor design) the vacuum builds up in the tank it is somewhat counter effecting the fuel pump pressure leading to leaner fuel flow from the injectors. Now it’s a sweet running engine even with the factory map.
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Listen to Charlie, he wont guide you wrong! Thats exactly what bikes I had in mind...A Convert, or Eldo with the heavy flywheel. :thumb: I also like bikes that are comfortable just loafing along, not necessarily spinning up to higher rpms, although both Guzzis mentioned will do it when asked of them.
Rick.
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Just go put on 200 miles without ever dropping below 4000 RPM. Then you can tell us we are wrong!
I have never suggested the engines cannot take. I reckon you could sit all day at 7k rpm without issues for the engine. However, I still prefer - cars or bikes - to run the lowest rpm the engine seems happy with. If for nothing else than it is better to listen to. For me.
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Something else to consider with operating at low rpms is the hammering effect on the driveline components. Guzzi’s will do it but be prepared to spend a little more money (cough choke cough hack) if you keep the bike long term.
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I think the closest thing to a modern Loop is probably the Indian Scout series. Probably where I will be headed in a few years.
-AJ
https://ridermagazine.com/2017/12/11/indian-scout-bobber-vs-moto-guzzi-v9-bobber-vs-triumph-bonneville-bobber-comparo-review/
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Why are you hellbent on getting something modern? It’s my understanding - at least with the various Japanese and one German motorcycle that I’ve owned - that once they are dialed in and running they are incredibly reliable. You might not want to learn how to get them dialed in, but it’s also been my experience that it costs about the same doing it yourself as buying one that is already mint.
For example, I recently bought a totally dead CB750 for $900.
After new tires, new fork seals, new battery, new brakes, carburetor kit, new brake lines, pads, having tires mounted, new seat, replacement headlight and turn signals, oil, oil filter, new clutch plates, and probably some other things I’m forgetting I’m in about $3500-$4500. If I went and spent that on a CB750 I’d get one that needs nothing and is good to go. It just so happens I enjoy wrenching so it’s no big deal to me.
However now that the bike is running and riding, it doesn’t need much other than gas and oil. At some point I’m sure the valve clearances will need to be checked again, as will the timing, but that’s probably at about 10k miles.
So don’t be afraid to buy an old bike. If it’s in good condition you’ll be fine.
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Why are you hellbent on getting something modern?
Maybe cause some people are tired of replacing:
After new tires, new fork seals, new battery, new brakes, carburetor kit, new brake lines, pads, having tires mounted, new seat, replacement headlight and turn signals, oil, oil filter, new clutch plates, and probably some other things I’m forgetting
And maybe for them $10k is play money but time isn't...
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Maybe cause some people are tired of replacing:
And maybe for them $10k is play money but time isn't...
Yes but you can buy a fully restored vintage bike for less than 10k and you won’t have to do any replacing. Apart from maybe the ignition timing, which if you upgrade to electronic you’ll have at least 10k maintenance free miles.
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Yes but you can buy a fully restored vintage bike for less than 10k and you won’t have to do any replacing. Apart from maybe the ignition timing, which if you upgrade to electronic you’ll have at least 10k maintenance free miles.
I'm happily down to my last personal carburetor, in my generator. Glad I don't have any others to drain every fall (or every use).
Even of I bought a restored upgraded antique the only thing it would excel at is looks and perhaps weight.
No I'm good.
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I never drain the gas from any of my gasoline powered engines (Echo trimmer, Husqvarna blower, two Lawn-Boy mowers, two Gravely tractors, Guzzi and Morini, and run E10 in all. Never any carburetor issues. <shrug>
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I've found that the ride experience of older machines can bring a deep satisfaction.
But for some, there will always be a more "capable" appliance coming along.
It is nice to have choices in our hobbies.. :bike-037:
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I never drain the gas from any of my gasoline powered engines (Echo trimmer, Husqvarna blower, two Lawn-Boy mowers, two Gravely tractors, Guzzi and Morini, and run E10 in all. Never any carburetor issues. <shrug>
I only drained mine if the motor is going to sit for longer than a year or two. And even then I will run a hefty dose of seafoam through the final running, and fog the motor. I have two old Yamahas that I've owned since the early '80s. They had those terrible manuki CV carbs. People don't believe me but I never once opened either of them from the early '80s until I took them off the road in 2012. Always used seafoam in the fuel, never an issue. Same with my 1976 Porsche with Dellorto carburetors. That motor off and sits for 6 to 9 months at a time.
Come to think of it, I've never trained the carbs on my gas backpack blower or trimmer over the last 10 years. I just use the Stihl premix oil in the gas and go.
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It seems to be a result of the single throttle body intake and very difficult to tune out. Personally, I believe it has more to do with the actual throttle body design than having just one throttle body. I ride 90% of the time in firth or top gear above 45 mph, so I am not bothered that much.
You are free to do your own thing, but you'd be wise to heed the advice of the members on this board who have multiple decades of experience with Moto Guzzi motors and motorcycles.
Argue or reason as you like, but 2,000 RPM IS lugging the motor. A Guzzi is a VTwin, but NOT a Harley. They are designed to rev. 6th gear at 45mph?! Get a Harley already..... Sure we all may putt at below 3k around town or light cruising on occasion, but the real joy and charm of these motors is the 4-7k range, not to mention wear and damage to the drivetrain. Most don't hit top gear(s) unless they are in the 60+ MPH range.
But YMMV.... Do as you like as we all do
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On big blocks I’ve always treated 4th gear as overdrive and fifth as double over. It’s worked well for multiple hundreds of thousands of miles. About twenty years ago I changed and started to use a higher gear , letting torque pull me around and was surprised to see how quickly drive line wear became apparent. The engine didn’t care but the driveshaft , clutch , transmission and bevel box suffered. That stuff gets expensive so after I fixed it, I thought I should tape off the tachometer below 4K rpm to remind me . I don’t have enough miles on a small block to say how much it affects them but I assume it’s similar.
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I never drain the gas from any of my gasoline powered engines (Echo trimmer, Husqvarna blower, two Lawn-Boy mowers, two Gravely tractors, Guzzi and Morini, and run E10 in all. Never any carburetor issues. <shrug>
I last needed my generator ~3 years ago ... You think that would be the same result?
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Enjoying the detour into ethanol. :grin:
I put Stabil Storage in both cans (regular for the mower and mix gas for the chainsaw, blower, weedeater) and I've had zero problems. Good stuff.
https://www.goldeagle.com/product/sta-bil-fuel-stabilizer/
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I have cleaned mass amount of carbs on Guzzi's that were stored w/Stabil. It dries & leaves a white chalky residue. The product sucks if left too long. Go marine and use Startron it dries clean.
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I’ve tried auto transmission oil in small engines and V65 C. I inject it into a t on the gas line or mix some in the gas. This is the first time and so far it seems to do the trick but haven’t started the C yet this spring . The mower and generator started right up with a little smoke.
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I have cleaned mass amount of carbs on Guzzi's that were stored w/Stabil. It dries & leaves a white chalky residue. The product sucks if left too long. Go marine and use Startron it dries clean.
Agreed, the Marine stabil is much better and StarTron is also good but I've also had great luck with seafoam. By the time I get back East the Stornello and GRiSO will have been sitting (with seafoam) for 2 years. Hopefully with FI they will fire right up.
After I retire this year, I plan to bring both of those Yamahas back to life. They've been in climate controlled storage since 2012 or 2013. I do plan a full rebuild and refresh of the carburetors but it will be interesting to see what the residue in the bowls and Jets look like from the seafoam.
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Good luck, thy should fire right up. No fuel goes through the throttle bodies on those. Only ones close is Cal's and early SB & V11's. Haven't seen any bad from SeaFoam. Green goo gets cut w/fuel easy, cleans right out.
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Good to hear the positive experiences with Seafoam; I'll buy some when I next need gas treatment. :thumb:
Guess I've been lucky with Stabil. I've had no carb problems after using it for more than a decade in at least four engines. Then again, the equipment sits for six to nine months max...
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I don't know about this hi tech stuff, I almost bailed it was so frightening. Dash bulb out on lites high beam indicator.
4 screws, lift up & un screw speedo drive, flip over dash, pull out bulb & replace. I used a 4W & replaced a 2.2W, Looked all the same brightness so I must have done the rest already. Can't remember last time I done this but lites didn't work yesterday so I noticed the bulb. I spun a fuse for lites to work. Had to pull 1 rim screw and look at board in bucket. 5 minutes & 10 for bulb change.
Nice to ride old crap, 67V700 Patina Queen. Won oldest bike in WI in 92 or 3 at the rally. Came down to pulling cards out of a deck. I got a Jack & other guy a 10. Real nice milking farmer from Green Bay area.