Wildguzzi.com
General Category => General Discussion => Topic started by: bpreynolds on May 31, 2017, 06:18:47 AM
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Hello good people. Hope you are all enjoying a mighty late Spring/Early Summer. As some few of you know, I've been without a Guzzi now for going on a year and a half or so. While my KTM 950 is a bonified sweetheart in my dirt bikes for the street club, and has in fact served me well for nearly 12k miles in these last 9 months even, I miss a Guzzi and will be adding one back to the garage eventually to sit beside the KTM. My previous '15 Stone was one of the best bikes I've ever owned and vies back and forth in my mind with the KTM for all-time fav. It wasn't perfect, but no bike is. I thought the rear shocks could have been slightly better, and the brakes spooked me on several occasions - this latter due less to the bike than me riding it in a manner that was probably unsafe for the type of bike it is. Even still, ABS "may" be a preferred option for me depending unless I can trust myself to reign in my throttle hand and/or figure out some way to upgrade brakes a small bit though I'm having a tough time figuring out how that would help much if I can't tone it down. Don't take these slight qualms as real complaints - as stated, one of if not maybe the best most fav bike I've ever owned.
So anyway. I would like a V7 back in the garage but I teeter from old to new. I still love the aesthetics of the V7 Classic. Simple. Gorgeous. As stated, I love my former '15 Stone and especialy its lightweight tubeless tires. A VII would be wonderful but I dunno if I can stretch the dollar right now to get it but I might. The Classics are shamefully cheap almost but have the older motor. Newer motor worth it? Dunno.
If you had to do it all over again or for the first time, what would you buy and why? Maybe there's something I'm overlooking.
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Screw it, I'd get either the V7 I or the III (yeah, I know, not a choice).
The I knowing I'll likely replace the regulator, but also knowing I've got the higher output charging system and a front cover that conveniently comes off when setting valves.
I'd skip the II because I don't think the 6-spd and abs alone are worth it. Not to mention with my luck I'd find one with the missing crankshaft thrust washer.
III because I like the looks and hemi heads and think THAT plus the abs would be worth the hassle of the wet alternator.
But that's my unique perspective.
And that said my V7I isn't going anywhere.
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To respectfully disagree with Kev m, I sold my '13 V7 Stone and got my current '16 V7II Stone because I think the ABS, 6-sp, and roomier ergos make a significant difference. I'm not interested in going from my V7II to a V7III because I don't think the hemi heads make a significant difference. As far as I can determine, the switch from Heron to hemi heads was done mainly to satisfy the stricter Euro4 emission standards, and not to add power. In addition, the V7IIIs weigh more than the V7IIs, and the V7III Stone doesn't have a tach. Just another viewpoint.
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It's all based on your priorities so I totally see where someone would come up with different results. That's probably why I explained mine.
That said I thought I'd already read reports saying the hemi heads (I think done for power also) on the III make for a motor that feels noticeably stronger.
Either way TO ME that, with the cosmetic changes plus the ABS etc. add up to a bigger difference than just the changes from the I to the II.
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When you balance benefits/cost I think the V7 I is your best bet. The single throttle body eliminates any balance issues, dry alternator makes it super easy to rotate the crank when adjusting the valves, Heron head = dead simple valve adjustment, and the 2013 model is now 4 years old so you can get a screaming deal on a low mileage model. That also means that the previous owner has probably sprung for some mods you might want.
Shameless plug, my 2013 is for sale with HB bags, upgraded suspension, upgraded seat, Gustafsson windscreen, and about 7500 miles. $4500 and she is yours!
Peter Y.
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V7lll. Throttle balance is hardly an issue do to how infrequently it needs doing. You certainly should get abs, and why not get the new motor with more juice? And too boot it looks brilliant in blue!o
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V7lll. Throttle balance is hardly an issue do to how infrequently it needs doing. You certainly should get abs, and why not get the new motor with more juice? And too boot it looks brilliant in blue!o
Nah it's not about the infrequency so much as the lack of unnecessary linkage and components. Though NEVER having to worry about it is nice.
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Love the replies. All good points and the vast majority of them I had not even thought about myself. For me personally, I think the new blue striped VIII Special is one of the most gorgeous motorcycles out there period. Guzzi just nailed it with that bike, I think. But. I can't stretch for it right now as per dollars.
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Especially if cost is an issue, I'd go with the 2TB. If you can put up the air filter access. You would then have more to spend on suspension (if not done) and brakes. If you get a Racer, it's likely to have the metal tank (21L is not to be sneezed at). And if you don't like the colour, paint it or cover it. The lower idling engine MAY encourage you to tone it down (but doubtful). Unless you picked up some stone wheels, or went aftermarket (like Kineo) you wouldn't get tubeless. You don't get 6 speeds or ABS either, (I've never had them, so don't miss them) but think of the money saved that can be spent elsewhere (die-hard guzzi content). Having both the 2TB & the 2014, it seems I still prefer riding the older one.
It doesn't really matter which one you get - they're all magic - go with the best bargain, the one that strikes you most. You know what to look for. There was this new V7II Racer with the two tone grey tank going cheap not long ago that was tempting. It seems the V9s are proving harder to move, & have been heavily discounted over here.
Mal
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I'm not really sure that a 2TB (V7C or especially a Racer) would save you much money over a V7 I, especially a Stone.
But now that it's been brought up - IF you go for a 2TB, DEFINITELY wait for a 2012 model with the 5.8L METAL tank.
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When the 1TB models first came out, MG claimed that their engines have some large fraction of new "improved" components over the previous 2TB engines. Perhaps someone with more hands-on experience with the innards of these engines (like Pete R) might be able to comment on this and tell us what these "improvements" are, and whether they make a difference.
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When the 1TB models first came out, MG claimed that their engines have some large fraction of new "improved" components over the previous 2TB engines. Perhaps someone with more hands-on experience with the innards of these engines (like Pete R) might be able to comment on this and tell us what these "improvements" are, and whether they make a difference.
I do recall that, though I don't recall the numbers.
I checked the dealer new product guide PDF and this is all I could find:
Detailed description of the new engine components:
new intake system, new headers, new single throttle body and new filter box;
new ECU for electronic engine management;
introduction of double lambda probe;
new cylinders;
new high efficiency pistons and optimised combustion chamber;
new cylinder and head cover shapes with built in spark plug and cable cover;
new gearbox selector
To me maybe the biggest thing is they seemed to have licked the mystery oil consumption problems that effected some V7C models.
When riding Jay's V7C and my Stone back-to-back we both noted differences in overall feel. The Stone seemed to make more torque and be more at home at a few hundred less rpm for a given road speed.
BUT the overall feel of the stone changed some 10k+ miles later so I can't be sure what that test would feel like now.
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I so confused... when was the 1TB introduced and does it continue in the 2017 models??
Paul
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I so confused... when was the 1TB introduced and does it continue in the 2017 models??
Paul
1TB = One Throttle Body models.
The older smallblock models Nevada 750/Breva 750 and V7 variants (V7 Classic, V7 Cafe, V7 Racer) through 2011 in the EU and 2012 in the US used dual throttle bodies.
Starting with the V7 Stone/Special/Racer in 2012 for the EU and 2013 for the US Guzzi switched to a single throttle body.
That came with a slew of other changes including pistons, cylinders, valve covers, and other engine/fuel system components.
The earlier 2TB models all had a plastic fuel tank, except that final year of 2012 for the US (and possibly some other markets) that got the new larger metal tanks that the Stone/Special/Racer get.
All smallblock models since the introduction of the 1TB have remained 1TB but in various phases. V7 (first generation, now being called Mark I or V7I by some) which confusingly used a dry alternator for all years except the last.
V7 II - saw the introduction of ABS/TC, a 6-spd, slightly revised ergonomics
V7 III - sees the introduction of the hemi heads (instead of the heron heads used up till then) and some other engine and bodywork changes.
Even more confused now?
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I'd suggest the nearest cheapest one that makes you give up looking... :grin:
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Screw it, I'd get either the V7 I or the III (yeah, I know, not a choice).
The I knowing I'll likely replace the regulator, but also knowing I've got the higher output charging system and a front cover that conveniently comes off when setting valves.
I'd skip the II because I don't think the 6-spd and abs alone are worth it. Not to mention with my luck I'd find one with the missing crankshaft thrust washer.
III because I like the looks and hemi heads and think THAT plus the abs would be worth the hassle of the wet alternator.
But that's my unique perspective.
And that said my V7I isn't going anywhere.
Not unique.
I concur.
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1TB = One Throttle Body models.
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Even more confused now?
Thanks for the comprehensive answer Kev, it was very helpful/
I'm no more confused then usual, I seem to reside in that state!!!!
Paul
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Here is a data point. Utterly unscientific, curmudgeonly, and opinionated.
I'd get a single throttle body V7. I have a 2013 Stone--it's my all-time favorite bike. I ride it virtually every day.
The single TB eliminates need to synch. Metal tank. It's has better access to air filter. And most importantly, there was some change to the pistons, rings, or gronkulator that eliminated the nasty habit of some older small blocks to suddenly eliminate their oil supply.
I've run my '13 for 53,000 plus miles---and it works for a living. Oil consumption is not an issue.
You don't want a hemi head. Why disrespect the engineering genius of Samuel D. Heron? Everyone and their grandmother has a hemi head. Just about nobody runs a Heron head. Think of the superior swirl and squish area. The elegance of a totally flat head.
You don't need a stinking 6 speed. The old 5 speed is brilliant. Perfectly spaced and real world useable ratios.
You don't need ABS and traction control. Just more expensive, new-fangaled stuff to break later for mega $$$.
Finally, the stock Guzzi brakes are FF ratesd. You could easily get HH sinstered pads. On the other hand, there is a charm in the excellent feel of old school organic FF pads. Just develop a respectfully strong grip in your right hand, and you can make the front tire howl and chirp like the pros.
Note that I've never ridden a more "modern" V7. Just giving you my ill-founded but passionately held opinions.
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I really like my V7Classic. It has the plastic tank that hasn't caused any problem no matter what fuel I put in it and it won't rust. That being said a metal tank model would be fine with me also (especially that red and white one). I only have about 13,000 miles on my Classic now which includes several 350 to 600mile trips. All have been a joy. I only have a few additions on it, Hepco becker hard cases 30 and 40 litres, which I swap between my EV. The Guzzi tank bag for my EV also bolts in and works fine. I would definitely get another V7 of any year if this one was out of my life. I may get another one just to have a spare.
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Any STB. If it is in your ballpark a V7 III. In comparison to my V7 I Stone (which I love!) the V7 III is the significantly better bike. The engine is really powerful, the gearbox is good, and the roadholding is much improved. It even works with the appallingly bad Sport Demons. And the Special looks gorgeous!
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Wasn't it said somewhere that the V7III weighed ~50 pounds more than the V7 or V7II? Depending on your needs factor this in. For me I need/prefer a lower weight bike.
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Wasn't it said somewhere that the V7III weighed ~50 pounds more than the V7 or V7II? Depending on your needs factor this in. For me I need/prefer a lower weight bike.
Only if you are using bad numbers for comparison. Maybe there was a mistake on a website or spec sheet but when I checked there was no significant difference.
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Ah here it is, from a discussion on Guzzitech:
Actually I think that's an error. The 1TB V7 (Mki?) was around 450# wet and not near 417# (unless that's dry) so I'm guessing the Mkii spec given above is DRY weight.
EDIT-Yeah looking at Google a lot of reviews just parrot whatever the factory listed for weight and I think they got it wrong based on my recollection of the measured weight of the Mki and this motorcycle.com article that claims the Mkii MEASURED wet weight was 454# with specifically 35# of fuel:
http://www.motorcycle.com/manufacturer/moto-guzzi/2016-moto-guzzi-v7-ii-stone-review.html
So it looks like 454# for the Mki vs 461# for the MKiii or the extra steel on the MKiii makes it only 7# heavier.
Todd then added corrected figures for the Mkii and MKiii:
V7 II Specs:
Wet weight: 458 pounds
Seat height: 30.7 inches
Wheelbase: 57.0 inches
Rake: 27.5 degrees
Trail: 4.6 inches
V7 III Specs:
Claimed wet weight: 461 lbs (470 lbs Special and Anniversario)
Seat height: 30.3 inches
Wheelbase: 57.6 inches
Rake: 26.4 degrees
Trail: 4.2 inches
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Ahh - I�ve found it! I wondered why the V7 III rode so much better than the former models. They use a new frame (based on that of the V9) and altered the geometry. It was reported in several magazines here in Germany.
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Wow. You guys, especially Kev, have provided way more info here than I ever imagined this thread would get. Thanks a bunch. My personal biggest concerns over which model now seem mostly trivial. When I test rode an early '13 V7 Special it seemed slightly busier at highway speeds than my later '15 Stone I bought new which I thought was one of the nicest, smoothest engines/bikes I've ever had when parked at 75 or even 80 on the highway. I think, from what is present here (but I get a little confused), those two engines are the same and so much can factor into that observation to make it nil even. The Stone felt lighter than the Special and I suppose that could owe somewhat to the rims maybe, but there were times where I wouldn't have actually minded the slight bit of added weight with spoke wheels. I like tubeless tires but nearly all of my bikes prior to 2012 or so had tubes so it's no big issue for me per se. I agree, can't go wrong with any of them mostly. Shoot, as I said in my initial post, I even think the V7 Classic is just plain gorgeous. I'm 5'9" and about 150lbs with 32 inch inseam. My Stone seemed to fit me pretty well and I did several 400 mile days and a couple 1k mile tours on it with the help of an Airhawk. I will say that Peter's bike mentioned here earlier is big consideration for me as he already has a lot of fantastic accessories on it. We'll see. Still thinking. Having a contractor come out to the house this week to see about installing a long needed vent in the kitchen. If his estimate doesn't hit too hard, might be pulling the trigger in the next week or so on a V7 somewhere/somehow.
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Well, good luck and have fun with whatever you decide. Obviously I don't really think there's a bad choice.
FWIW - the 13 and 15 engines should be the same, with the exception of the slightly lower output wet alternator on the 15.
Weight of the Stone and Special are essentially the same, and I believe MG said the new spoke wheels were lightweight as well so I don't THINK that's what you felt.
Of course the differences you felt could be as simple as different preloads on the springs making for slightly different saddle heights/perceptions and the engine differences could be as simple as number of miles.
I remember my 13 felt like is was fighting through friction or being held back in some way for the first few thousand miles. Comparatively Jay's V7C, then at maybe 10k miles, felt as loose as a street walker. But now years and thousands of miles later my V7 no longer feels like something is holding it back and feels better on the highway than it did before (though I still think that's not where she shines the most).
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V7lll. Throttle balance is hardly an issue do to how infrequently it needs doing. You certainly should get abs, and why not get the new motor with more juice? And too boot it looks brilliant in blue!o
Amen...if I was buying, that would be the one!
(http://thumb.ibb.co/eguXvv/IMG_20170511_103529829_HDR.jpg) (http://ibb.co/eguXvv)
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You don't want a hemi head. Why disrespect the engineering genius of Samuel D. Heron? Everyone and their grandmother has a hemi head. Just about nobody runs a Heron head. Think of the superior swirl and squish area. The elegance of a totally flat head.
SmithSwede,
I agree 100% on the Heron head. I think the V7 was the last vehicle in the world to stick with it.
Engines are switching to hemi heads only because emission and fuel regs are forcing their way. That, and magazine right-ups have people looking at red-line performance instead of mid-range, where real riding happens.
Joe
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SmithSwede,
I agree 100% on the Heron head. I think the V7 was the last vehicle in the world to stick with it.
Engines are switching to hemi heads only because emission and fuel regs are forcing their way. That, and magazine right-ups have people looking at red-line performance instead of mid-range, where real riding happens.
Joe
"Only" because of emissions or fuel regs?
Funny but those who have ridden the V9 or V7 III seem to say there's a not insignificant feel of a power and seemingly no loss of efficiency.
Be a heron head fan boy all you want but there's also a reason the smallblock was the last...
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Again, I have not ridden a more modern "hemi head" V7.
But my hunch is prople comparing power differences between various iterations of 750cc small blocks is, well . . .
Like various grades of privates debating who has the higher military rank.
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Well, as I have written in another thread, I have ridden both. On the same day, on the same roads, with a time difference of about 20 minutes. My V7 Stone is the 51 - hp - version, without the limit stop for the throttle in the TB. And believe me - the V7 III feels much stronger and faster. The whole engine seems to react more "modern", crisp, willing to work compared to the old mill. And we all know the older version is not exactly "lazy" or boring.
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Thanks for sharing you experience Mr. fossil. It's always good to hear an opinion from someone with first hand experience. :thumb:
Paul
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Fossil, I am intrigued by the mention of a throttle stop in the trottle body.
Can you please expand on information about that.
Cheers
Brian :bow:
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Fossil, I am intrigued by the mention of a throttle stop in the trottle body.
Can you please expand on information about that.
Cheers
Brian [emoji144]
I'm curious too, but was assuming he was referring to a limiter of some sort for tiered licensing.
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As so often Kev is right. The throttle body for all versions is the same (CM228301 = ECU). In 2013 the power of the V7 series was derated from 37 to 35 hp. The sole difference mechanically between the two versions is the "throttle body protection". That of the 37 kW - version has the spare parts No. 880260, the 35 kW - version 8063840. In the spare parts drawing the latter version has a small bolt riveted into the protection, which is a sort of cap, and an additional rubber part. Both also are available as spere parts.
By the way, the name is Thorsten.
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Screw it, I'd get either the V7 I or the III (yeah, I know, not a choice).
The I knowing I'll likely replace the regulator, but also knowing I've got the higher output charging system and a front cover that conveniently comes off when setting valves.
I'd skip the II because I don't think the 6-spd and abs alone are worth it. Not to mention with my luck I'd find one with the missing crankshaft thrust washer.
III because I like the looks and hemi heads and think THAT plus the abs would be worth the hassle of the wet alternator.
But that's my unique perspective.
And that said my V7I isn't going anywhere.
(http://thumb.ibb.co/eKRrav/Screen_Shot_2017_06_07_at_3_43_58_PM.png) (http://ibb.co/eKRrav)
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The more I see that little bike in blue, the harder my wrenches get...IMHO, MG nailed it! Can't wait to see the touring accessories... :bow:
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The more I see that little bike in blue, the harder my wrenches get...IMHO, MG nailed it! Can't wait to see the touring accessories... :bow:
it is indeed a thing of beauty. :drool:
The 2017 model accessory guide is now online. Go to the MG site, click on accessories, then download the catalog pdf file.
I'm not a fan of flat black bikes but the black Stone in the accessory catalog, with brushed aluminum fenders and side plates, looks damn nice. Hmmmmm, :decisions decisions.... :undecided:
Paul
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I've been following this thread with great interest - and tomorrow I'll be picking up a new 2016 V7II Special in blue. I would have preferred a Stone because of the cast wheels but my dealer said he couldn't get hold of one so I ended up with what they had in stock. And I'm sure I won't be disappointed.
The Norge is away getting a sidecar attached and I'm missing a Guzzi so I'm trading in my Yamaha XT250 for the V7.
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Somewhat interesting or not (?) only Bob has chimed in as a "kind of" plug for the Classic. Anyone want to throw up an argument for it? Are they the "economical" choice among this line? I see used ones in great condition for as little as $3500 but experience has taught me never to buy a bike purely on good deal only basis so I dunno how much weight the whole cheaper aspect should be given in this question. I do know I still think those bikes are lovely. Trouble is, so are all the others :thumb: :grin:
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I'm another one - if you're not buying new, go with the Classic, the Cafe Classic or the 2TB V7 Racer (see reply #8), they are going to be cheaper & (mostly) better value for money. My local Guzzi wrench (a big throughput of machines in his shop) maintains they are the better bike & less trouble than the 1TBs. As I have said before, I have both the V7C & a later Special - I prefer riding the Classic.
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I owned a 2011 Classic for two years, and put 8,000 miles on it over that time.
I've put a combined 9,000 miles on my 2013 V7 Racer and 2014 V7 Special over 3 1/2 years of ownership.
The riding experience is quite similar (discounting the different egos of the racer). The 1TB engine has a little more low end grunt than the 2TB engine.
The biggest advantages of the 1TB bikes over the 2TB bikes for me center around the fuel tank and range:
* 5.5 Gallon Steel Fuel tank vs. 4.0 Gallon Plastic -- no worries about ethanol swelling of the tank.
My classic's tank swelled to the point that it was quite difficult to line up the rear mounting holes to remount
it after having it off the bike.
* Better fuel economy. I averaged about 5 MPG better with my 1TB bikes. This combined with the larger fuel capacity results in much better range. With my classic, I needed to fill up by 160 miles (180 to empty). With my 2TB bikes, I can wait until 220 miles (250-270 to empty).
* The 1TB bikes have a slightly longer service interval, 10,000km (6,200mi) vs. 7,500km (4,800mi).
* You never need to sync throttle bodies (in truth, doesn't likely need to be done often anyway).
The original 1TB bikes (pre V7-II) are getting down into the $4,500 range in price. For me, it's worth the $500-$1,000 more that they command over the 2TB bikes.
The 2012 2TB bikes (I'm talking US market here, Europe, and possibly other parts of the world got the new 1TB engine for 2012) have the 5.5 Gallon Steel tank, making the 2012 Classic the one to get if you're getting a classic.
That said, they're all great bikes, buy the one that calls to you.
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The larger metal tank makes a significant difference - my Classic now has one of those - worth every penny.
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Oh well. I bought a Roamer. Probably start a thread on it.
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My 2014 V7 Special is still available, if anyone is interested. Just over 3000 miles and a few "right" accessories.
Sent from my SAMSUNG-SGH-I337 using Tapatalk
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. It even works with the appallingly bad Sport Demons.
Curious about this. I went to SDs from the standard Metzler and found them (the sport demons) to be outstanding. What has your experience been?
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That´s simple. They work when it is dry and warm. But I tend to ride even when it is moist, sometimes wet, and when it is not that warm. For example between October and April. Then it is not that cozy here in Northern Germany. And then the Sport Demon simply are not secure. The same applies to wet grass. I now have the Dunlop Arrowmax Streetsmart, and it is simply no comparison.
By the way a short time before our magazine "Motorrad" performed a very extensive test of tyres including e.g. the Sport Demon, the Pilot Active, BT-45, the new Continental Diagonals, and the Streetsmart. They did the test on the Contidrom, a very famous test course in Hannover. The best was a radial combination from Continental (I do not know whether the combination is available in our sizes), the most Diagonals were good, with the Michelin outstanding in the dry - and the Dunlop in the wet. The (by far!) worst were the Avon - and the Sport Demon. Especially in the wet...
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That's very interesting fossil. Is the Motorrad test on line somewhere ?
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No, regrettably not. The issue is not old enough, they want to earn money with the sale. I will see whether I can write down some essentials, the test was issued in "Motorrad" and "Motorrad Classic". They used an older Yamaha, which they brought up to a good standard (NOS Konis, good overall condition). They were astonished how good the BT-45 still is in comparison. The Radials are better, the Diagonals do not differ much. Only the Avon and the Pirelli are bordering dangerous conditions in the wet. I can substantiate this.
But please observe: when it is warm (above 17�C) the Pirelli is not that bad. And on the V7 III I was astonished how good this tyre worked. Different from the V9 Roamer.
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No, regrettably not. The issue is not old enough, they want to earn money with the sale. I will see whether I can write down some essentials, the test was issued in "Motorrad" and "Motorrad Classic". They used an older Yamaha, which they brought up to a good standard (NOS Konis, good overall condition). They were astonished how good the BT-45 still is in comparison. The Radials are better, the Diagonals do not differ much. Only the Avon and the Pirelli are bordering dangerous conditions in the wet. I can substantiate this.
But please observe: when it is warm (above 17�C) the Pirelli is not that bad. And on the V7 III I was astonished how good this tyre worked. Different from the V9 Roamer.
How about scanning it and emailing it to me fossil? (as a reasonable sized pic) I can PM my email address to you if you like. Um, wait, is it in English?
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"Um, wait, is it in English?"
No, it´s not. I try to scan the tables that give the outcome of the single disciplines, they should easily be translated. I of course can help here.
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That would be great fossil. I have sent you a PM with my email address.
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John, when we rode the Breva at the Rattley Rappet it had the Demons front and rear. I personally had found them to be pretty good, and as you know, I have ridden them through a weather bomb in the Haast. :rolleyes: When I last took it to Golden Bay (early April) just before it was due to come off the road for winter it had finished off the rear well and truly by the time I got there. The only tire of the right size in Nelson was the Metzeler MZ2, a steel belted radial that is OEM for one of the Bonnevilles.
Took it easy through to the Takaka Hill and then worked it a bit on the Hill. By Takaka there were no chicken strips on the rear :grin:. It felt very planted, and when I rode in damp conditions it felt good as well.
Pfaff fitted a Pilot Active to his Breva on the rear, as he said it gave much better mileage with very little discernible difference as to the grip. Longevity on the rear as always been a bit of a peeve, I get about 6000 miles on the rear, so I will be interested to see how this Metzeler performs in this regard. The online price between the two tires is only about $30, which is very modest seeing the difference in construction, and the garage that does my warrants will fit them at a very reasonable cost.
Bike goes back on the road on the 27th Sept, so will let you know how it pans out.
Incidentally, did you get the notification from Tony that the Tattley Rappet is in Kaiapoi this year?
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Incidentally, did you get the notification from Tony that the Tattley Rappet is in Kaiapoi this year?
No I didn't Muzz. He probably doesn't have my new email address. Can you do something about this?
I too have been happy with my SDs to date feeling confident with them in the wet and of course it is nearly always less than 17c down here. They are a whole order of magnitude better than the OEM Metzlers.
But I too wouldn't mind a bit more millage out of the rear but not at a cost in grip. I'm also a bit less than impressed with the SDs in gravel though that is secondary.
I've always had quite a lot of faith in Dunlop and their Street Smarts seem like a possible answer to this but they don't list them (or anything) for my bike for some reason though they appear to make them in the right sizes. This is on my "to investigate" list.
I remain though very interested in getting my hands on the test that fossil has access to.
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"I've always had quite a lot of faith in Dunlop and their Street Smarts seem like a possible answer to this but they don't list them (or anything) for my bike for some reason though they appear to make them in the right sizes. This is on my "to investigate" list."
This is interesting. In Europe for a lot of bikes there is a really small list of tyres that may be used. But definitively not so for the smallblock V7 - range. Here only the size and the structure (ply rating, minimum of top speed) is defined. So you can use any tyre that has the same ratings as the stock Sport Demon.