Kan det vara så?
Postat: 26 aug 2008, 00:39
Läste följande inlägg som skulle förklara varför det inte kommer några fler MGS01:or ur fabriken...
"Yep, that motor was in the Centauro and Daytona(and limited production Daytona RS). Depending on which model you had, and what continent, you also received "C kit" cams and forged connecting rods.
The engine is actually a "high cam" motor versus a true overhead-cam, as it uses pushrods to actuate the valves, albeit short ones. In the Guzzi community, you will hear this engine referred to the 4V or "high cam" motor interchangeably.
But in the end, it was a failure from a marketing perspective.
It was relatively complex to build, and in fact a special alloy(to which the formula has now been lost, if you can believe that!) was required for the heads to be able to handle and dissipate the heat, and in the end the engine only produced about 10hp over the latest 2V variant.
Although both the 2V and 4V engines can be "hopped up" such that the 4V regains its lead in power significantly, many still prefer the 2V for its practicality, but love the 4V for its "nifty" factor.
Although the limited production MGS-01 included the 4V engine, the heads used were NOS from the days of the Centauro/Daytona, reworked for the new bike. From all reliable sources, all spares were consumed for this 50 bike run, and now there are few if any 4V heads remaining at the factory, and no more can be built as the mold was broken and the formula/specs for the heads misplaced from 15 years ago
Because air-cooled engines are becoming more and more difficult to EPA certify and try to keep up in the HP race.... the 2V and certainly 4V air-cooled engines are probably in their last decade, at best.
The V11 series is officially dead, and although the new Breva, Griso, and Norge still use the reworked 2V lump, those days are probably numbered as well. And that's probably for the best, as that engine has fundamentally changed little since the late 1960s.
Many would like to see a model or two remain that can carry the torch for MG's signature engine, and perhaps that will happen. But if MG is to remain competitive, they will eventually have to look at new engine technologies. Time will tell.
The 4V engine is certainly neat, and has lots of potential for those that want to wring it out of it.
Here's one example, where a one-off Ghezzi SuperTwin had a 4V fitted, among other custom options:
http://supertwin.org/"
"Yep, that motor was in the Centauro and Daytona(and limited production Daytona RS). Depending on which model you had, and what continent, you also received "C kit" cams and forged connecting rods.
The engine is actually a "high cam" motor versus a true overhead-cam, as it uses pushrods to actuate the valves, albeit short ones. In the Guzzi community, you will hear this engine referred to the 4V or "high cam" motor interchangeably.
But in the end, it was a failure from a marketing perspective.
It was relatively complex to build, and in fact a special alloy(to which the formula has now been lost, if you can believe that!) was required for the heads to be able to handle and dissipate the heat, and in the end the engine only produced about 10hp over the latest 2V variant.
Although both the 2V and 4V engines can be "hopped up" such that the 4V regains its lead in power significantly, many still prefer the 2V for its practicality, but love the 4V for its "nifty" factor.
Although the limited production MGS-01 included the 4V engine, the heads used were NOS from the days of the Centauro/Daytona, reworked for the new bike. From all reliable sources, all spares were consumed for this 50 bike run, and now there are few if any 4V heads remaining at the factory, and no more can be built as the mold was broken and the formula/specs for the heads misplaced from 15 years ago
Because air-cooled engines are becoming more and more difficult to EPA certify and try to keep up in the HP race.... the 2V and certainly 4V air-cooled engines are probably in their last decade, at best.
The V11 series is officially dead, and although the new Breva, Griso, and Norge still use the reworked 2V lump, those days are probably numbered as well. And that's probably for the best, as that engine has fundamentally changed little since the late 1960s.
Many would like to see a model or two remain that can carry the torch for MG's signature engine, and perhaps that will happen. But if MG is to remain competitive, they will eventually have to look at new engine technologies. Time will tell.
The 4V engine is certainly neat, and has lots of potential for those that want to wring it out of it.
Here's one example, where a one-off Ghezzi SuperTwin had a 4V fitted, among other custom options:
http://supertwin.org/"
