Apart from the likely adoption of shim and bucket valve lash adjustment I think if anything it will be easier.
How the valves are adjusted will be interesting. The Piaggio/Aprilia systems for removing the cams have generally been pretty simple. The problems associated with them have been down to access. If you're doing them with the engine ona bench they're a breeze. In the frame it's a different matter. One thing about maintaining the transverse layout is that the heads are very easily accessible. That should make things a lot easier than say a V4 or Capponord.
Lots of nice stuff like the easily accessible wet clutch. The bodywork looks like a right frontbottom to get off and we don't yet know if it's going to use a single or twin throttlebodies?
If, as I suspect it uses a big single TB + plenum like the Cali 14 then there won't be any regular need to remove the bodywork as it is unlikely there will be any physical *Adjustments* on the TB.
Since they realised that the vast majority of the so called 'Mechanics' at their dealers are shaved apes who were incapable of dealing with twin TB's, even a system as simple and foolproof as that used on the W5AM CARC bikes, they seem to have embarked on designing and using a system that actively discourages not only mechanics but also Harry Hometune from getting in there with his Allen keys and screwdrivers and fiddling about with stuff he doesn't understand. I'm fine with that. As long as it works!
I'm looking forward to seeing more details of both the engine and its management system.
Others have speculated on the reaction arm - my bet is it's internal to the swing arm - but what the heck would I know!
I can't see how Tony? There's a dirty great shaft in there. I can't see any space for a reaction arm also the arm has to be a distance away from the axis of crownwheel to diminish the torque, (Force x distance and all that.).
I have just raised these questions on Linkedin in the comment section under the official post from MG/Piaggio:
Quote :
Maybe somebody from Piaggio/Guzzi can answer here. When can we expect technical data? Photos of the V100 show a very long swingarm but no reaction rod. Does the bike do not have a reactive drive at all?
I really like the color scheme. The silver reminds me of my shaft drive '82 Yamaha XJ650 Seca and the green is mildly reminiscent of my current Tenni GRiSO. I don't get why the shaft was moved to the left side. Has Guzzi ever put the drive shaft on the left side? I'm glad they left the rear fender on. Not a fan of the new fender eliminator trend. I'll bet those winglet thingies can be defeated.
It interests me that the shaft has changed to the left side and gained a big hole stub axle. BMW did the same in 2004 when they brought out the the R1200GS. - Up to then BMW shaft drives had always been on the right.
Could Aprilia be buying shaft and crownwheel manufacture from BMW?
IMO the transverse cylinders are what make a Guzzi a Guzzi. The water cooling does negate the need for the exposed cylinders but you can't beat the easy access for valve adjustments. If they ever tuck the cylinders inside like everyone else (except a BMW boxer) then they will look like every other bike on the road. It's a style thing. You either like it or you don't. An e-guzzi will be interesting to see. Maybe they're planning one but waiting for the next generation of compact batteries. I know I don't want to be limited to 150 mile range.
I like it. My hope is for more power than my Grisso and as good or BETTER handling. I just got back from a really fun ride on the mountain twisties and I'm pumped. The new V100 is well sculpted and beautiful. Thank You MG. Now give us some other larger/smaller engine sizes in this platform. Keep the power coming up.
Wet clutch is geared down rather than direct meaning a reversal of direction of rotation. Swapping the side of the final drive means that it will still rotate the correct way to drive the bike forward, (Assuming that the pinion is outboard of the crownwheel.)
And clutch mass rotating the opposite way to the crank dampens the bad (and good) effects of the longitudinal spinning mass of that crank on handling and feel
And clutch mass rotating the opposite way to the crank dampens the bad (and good) effects of the longitudinal spinning mass of that crank on handling and feel
My Indian Chief does the same thing. I was confused about clutch rotation until somebody on an Indian forum explained to my feeble mind.
I'm still impressed with how little vibration is felt for a 2-valve, 49° 1811 cc V-twin motor. More vibration on my Cali 1400s I reckon.
Good photo comparison. This is the time to mention two surprising things about the preview materials. Guzzi is calling the bike a "sport crossover" Motociclismo is calling it a "road crossover" ("crossover stradale," with the first word in English in the original Italian text).* Also, an "offroad mode" is displayed on the dash in one image. There could be something different about this bike in Guzzi's Italian eyes. Maybe it is indeed intended to function as a (lower?) Quota. Strange though that seems, especially given its wheels, tires, and ground clearance.
Oil level fill window won't work for Guzzi owners - 40% will fill to level on side stand; 40% will fill to level on main stand; 20% will just pour oil in until it comes out the fill hole
moto, lcjohnny, Clancy and SMTCapeCod like this post
Subject: Re: Moto Guzzi V100 
Sun Sep 12, 2021 7:20 pm
