New Moto Guzzi Door Mats Available Now
2023 Ducati V twin 955cc, 155hp. $17700.00
I honestly think the majority of riders these days, rate outright power a lot further down the list than they once would have.I know I do.If someone told me they could inject a 25% performance boost into either of my road Guzzi’s free of charge, I’d not be slightly tempted.I actually like the (relatively) sane power of my Norge, it tells you how it’s “feeling” when it begins to work. My mate’s Kawasaki ZX14R just heartlessly crushes everything under it’s wheels, you don’t feel “involved” as much.Just look at what a big proportion of bike buyers opt for, Enfields, V7’s and the like.Certainly in Australia, you cannot even approach the idea of exploring your bike’s capabilities, even if you are good enough.You WILL lose your licence, then you WILL lose your job, then you WON’T go to Europe. Personally if I had a Hyabusa, it would crap me off to know that I was riding around at highway speeds on 10% throttle..
Truer words have never been spoken. As much as I am in awe of my Tuono's performance capabilities, There is no way to utilize the majority of them legally on the street. It eats fuel and tires for breakfast and is about as comfortable for me as a go cart. It was an impulse purchase that I do not entirely regret but, it will soon be replaced by a more road developed option. The technological aspects of the Tuono I do enjoy and find relevant, ABS , traction control, quick shifter ect, and the handling is second to none. I think the v100 will be a perfect fusion of all the above without the unusable ,insane H.P. of the Aprilia and with much better rider comfort and ease of maintenance. I'm sure if the performance level is similar to the 8v there will be plenty on tap for ninety percent of street riders. I think this new platform will be a big hit for M.G. as was the 85tt. It will certainly lead to some interesting variants in the future . If nothing else , hats off to Piaggio for the investments they have put into the M.G. brand.
apples and oranges. the V2 is a total performance bike that doesn't come on the cam until 8k rpms and peaks at 10.5k. It's in the V2 and also Street Fighter. The more applicable engine is the Duc 937 cc engine, good for 113hp and peaks at 9k, solid torque at 3k, gets on the cam at 6k. This one is in the Multi, SS, Monster and X bike.
Ducati has extended the valve adjustment period to 15,000 miles for that engine but is it safe to say that unless you adjust them yourself the cost is in the $800 to $1,100 dollar range at the dealer? If we take $1,000 as the average, by the time you get to 60,000 miles you will have invested an additional $4,000 into the cost of a depreciating bike. Yes, I understand you can skip an adjustment period but.......
the 937 has an 18k Desmo interval. I have a mechanic that did the entire 18k service for about $600 labor (valve adj, belt replacement, fork oil, and several other checks). The labor was about the same for 4 cyl sportsbike. The parts were another issue, I should've gotten the belts & spark plugs online rather than purchasing from the local dealer, and I would've save $120 on parts- lesson learned.
So many review videos coming out. I'm glad Moto Guzzi invited respected moto-journalists instead of youtube influencers to the demo rides. https://www.youtube.com/watch?v=lqcbgFbVmXcLooks like everyone is giving the quick shifter negatives. What is the deal with quick shifters anyway? Is it because no one learns to drive a stick anymore so they also don't want to deal with a clutch on a motorcycle? The more videos I watch the more it grows on me. But then I have to consider if I am going to spend over $17k on a motorcycle, what are my choices and what do I want to do with said motorcycle.Some of the bikes I would consider, and would have to research how they stack up:Triumph Scrambler XEDucati Multistrada V2Kawasaki Verses 1000 LTBMW R1250RTriumph Tiger 900 GTOf course the BMW is the only one with shaft drive.
As I understand it, a quick shifter is just that, it allows for considerably faster shifting. Instead of depending on a daft rider to pull in the clutch, figure out how to shift, and time it correctly, the computer blips the motor as soon as input from the foot shift is received. I have never used one, and I have doubts as to its real world advantages. For racing, certainly, you won't find a real racer running without one (except for vintage stuff). I do however think in might be fun to just seamlessly snick the shifter in to gear without all the, frivolous farting around with the left hand. That said, it's far from the top of my list of must haves.
In Socal the Desmo service is over $2000 at the Ducati dealer without the fork oil service.Is there a decent motel near your mechanic's shop? I would save a bundle even after subtracting for gas and 3 motel nights.
Engine rpm is dictated by the driveline load requirement not the other way around.
I had convinced myself that my V85 is all I need.
I still maintain that asking the flywheel and rotating engine mass, to alter it’s rpm by 500 in 0.2 seconds is going to have cumulative effects over millions of changes.It cannot be at the appropriate rpm for the next gear at the moment the dogs engage.The GEARS are, because they’re constant mesh.But can someone tell me if the new gear requires say 3,500 rpm at the flywheel and 0.2 seconds before it was at 4,000 rpm, what has slowed the rotating mass to the new rpm in that interval of time.Please…..NO anecdotal evidence..NO half baked analogies..NO references to how you can shift clutchlessly and your mate used to have a Norton…(or something).In the time it takes to adopt the new rpm at the flywheel for the next gear, the engine has been forced to dump a LOT of rotational momentum.Now before you tell me about the cushioning in the drive train, I’ll ask you this..If you select say, 3rd gear on your V100 on the centrestand or workshop stand.Rotate the rear wheel hard in one direction until it’s up against compression, then rotate it in the opposite direction up against the compression, you will get what…..20 degrees of rotation ?Now at 80 kph your rear wheel will be spinning at say…400 rpm ?…(I have not done the math but you can).With numbers like that, your 20 degrees of slack time rotation where the engine has to drop 500 rpm is what…0.001 seconds..?Point is.From hard up against the shock absorbers in the gearbox in one direction to the same condition a few milliseconds later, your expensive and much anticipated (rightfully) V100, has no chance of avoiding a metal to metal collision of some mechanical unsympathetic nature inside the drivetrain.Newton knew that energy is not lost, it is converted and his law of conservation of angular momentum says that the flywheel has less energy after the change than before due to the lower rpm.The shock is delivered down the drivetrain hundreds of thousands of timesGive us all a report on your quick shift gearbox at 200,000+ kilometres. All the time you “didn’t waste worrying about having to use the clutch….” Will be handy when you’re rebuilding the innards... Just sayin….
I appreciate your detailed and analytical way of looking at things and I'd love to read an answer to this too!
The slipper clutch is only useful on clutch less downshifts,
