Menus
Bilski
12th photos
Bilski
1/12
The conversion kit for 2700 euros includes new camshafts and tappets. Both make better materials and DLC coating more resistant.
Bilski
2/12
The V2 hangs fine, if not greedy on the gas.
Bilski
3/12
The cockpit of the Moto Guzzi conversion by Stuhlmuller.
Bilski
4/12
Cockpit and tank.
Bilski
5/12
The taillights of the Stuhlmuller-Moto Guzzi 1200 Sport F1.
Bilski
6/12
The exhaust of the Stuhlmuller-Moto Guzzi 1200 Sport F1.
Bilski
7/12
Under load, you can hear the slightly modified air filter on the F1, snorkeling moderately loud. He fans the 90-degree V2 more air to promote performance.
Bilski
8/12
The 1150 tuning engine.
Bilski
9/12
The conversion of the Moto Guzzi 1200 Sport reaches a top speed of 220 km / h.
Bilski
10/12
The conversion kit from Stuhlmuller / MSD really gets the elegant, but at least 260 kilograms heavy sports naked.
Bilski
11/12
A traditional air-cooled Guzzi offers right from the start-
Motor its own experience. This pounding and pulsing is only served by this special 90-degree twin with the lengthways crankshaft in such an inimitable way.
Bilski
12/12
Touchstone at the end of the village: Does this Guzzi pull or not? She pulls! From 3000 rpm it’s strong, from the 4000 mark it’s vehement.
Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
Strength cure for the 90-degree V-two
A German screwdriver and an Italian developer just wanted to make Guzzi engines more stable together. In addition, they found noticeably more torque for the 90-degree V-Zwos. As with this strengthened 1200 Sport F1.
Hans-Joachim Stuhlmuller has a preference: “I just like to make engines.” But over the years the ex-authorized dealer for Aprilia and M.oto Guzzi Engine overhauls on four-valve Guzzis almost a little too many: “Oh dear, there was a lot of damage.” In his opinion, large manufacturing tolerances and inferior material are the cause of problems, especially with the valve train. Camshafts came in “in rows”, “cams sloped by up to 1.5 millimeters due to one-sided loading.” The compression between two cylinders differs by up to 1.5 bar.
Buy complete article
Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
Strength cure for the 90-degree V-two
Conversion kit for 2700 euros
The conversion kit for 2700 euros includes new camshafts and tappets. Both make better materials and DLC coating more resistant. The titanium tappets weigh only two thirds, eight instead of twelve grams of the standard steel parts. In addition, cam profiles with changed timing (valve overlap) should “awaken the power of the engine”. Which also required new software for ignition and injection electronics. Nicely made connecting rods come extra, a fifth lighter than the original ones. The crux: durability on the one hand, more punch on the other. “And where you really need it, in the middle of the speed, not just at the top.”
Bilski
The conversion kit from Stuhlmuller / MSD really gets the elegant, but at least 260 kilograms heavy sports naked.
Successful strength cure? A modified Guzzi 1200 Sport F1 should prove that. It wears standard manifolds like exhaust. Can you feel your tuning? Well, a traditional air-cooled Guzzi engine offers an experience of its own right from the start. This pounding and pulsing is only served by this special 90-degree twin with the lengthways crankshaft in such an inimitable way. The wide, distant tubular handlebar shakes wildly. Garnished by the bassy beat from the huge standard silencer.
Striking: the constant, stable idling of the 1150 tuning engine. The spark plugs fan pretty even burns over the 95 piston. The valves and tappets tick unmistakably: “We’re driving with a little more play,” explains the man from North Baden. “0.15 and 0.20 instead of 0.10 and 0.15 millimeters.” You can hear it. The gear shift is violent when engaging first gear, the six-speed gearbox and dry clutch are unchanged.
The Signora set in motion emphatically. The V2 hangs fine, if not greedy on the gas. Touchstone at the end of the village: Does this Guzzi pull or not? She pulls! From 3000 rpm it’s strong, from the 4000 mark it’s vehement. Gone are the usual phlegm, the deep torque hitch in Guzzi’s four-valve engines between 3000 and 5000 tours. Gone, gone. The torque curve is significantly fuller, with around 15 Newton meters more at 4000 tours. And from 5000 onwards, the four-valve engine gets really wild, pushing a hefty 115 hp out of the top.
Bilski
Touchstone at the end of the village: Does this Guzzi pull or not? She pulls! From 3000 rpm it’s strong, from the 4000 mark it’s vehement.
There could be more, but then the oil cooler was no longer sufficient, says the tuner. With converted Stelvios, Mr. Stuhlmuller has already measured up to 121 hp and 118 Newton meters. The on-board computer and exhaust system of the travel enduro offer more potential. Under load, you can hear the slightly modified air filter on the F1, snorkeling moderately loud. He fans the 90-degree V2 more air to promote performance.
Oh, if only the sport wasn’t so difficult. It weighs a whopping 260 kilograms, which you can feel when you push it. A “gentleman athlete” then. Only in sixth gear is its propulsion restrained at first: a lot of kilos, translated very long. When pulling from Tempo 60, there are hardly 2000 revolutions. And just in this gear and at that speed, the Big Twin does not take on the gas perfectly. After all, the speedometer needle rotates faster than the colleague in the tachometer. It would be nice to have a shorter overall ratio in order to top the torque even in top gear.
At 8000 rpm, the new software suddenly cuts the juice pretty hard. The test copy doesn’t even have the lighter connecting rods that are supposed to make it easier to rev up. Still, the F1 is great to drive. In third and fourth gear she hammers out of the corners with a lot of flavor. That turns on! A sensual driving machine, almost in the tradition of a blessed Le Mans. Laps of honor become a matter of honor, the V2 is so much fun. Another and another. So: thumbs up for the successful German-Italian power regimen and cooperation.
Technical specifications
BILLION
The performance diagram of the Stuhlmuller Moto Guzzi 1200 Sport F1.
Readings
Performance
Top speed *: 1220 km / h
Acceleration**
0-100 km / h: 3.9 (3.9) sec
0–140 km / h: 6.5 (6.8) sec
0-200 km / h: 14.9 (15.1) sec
Draft**
60-100 km / h: 5.0 (4.6) sec
100-140 km / h: 5.6 (6.2) sec
140-180 km / h: 5.8 (6.1) sec
Contacts, prices, information
The conversion kit includes new, DLC-coated camshafts, DLC-coated titanium tappets with matching valve plates and springs as well as new software. The price: 2700 euros plus connecting rod, for two-valve Guzzis (then without tappet and DLC coating) 1290 euros. The offer also includes conversion kits for BMW four-valve boxers and Ducatis with two- and four-valve engines, for example 996/998/999. Contact: Zweiradshop Stuhlmuller, www.zweiradshop-stuhlmueller.de, phone 0 72 62/23 12. Partner in Italy is the company Cams F1 Motorsportdesign MSD. The company owner, Luigi Prina, also speaks German. Contact: Telephone 00 39/03 63 32 64 24, www.msd.it
Related articles
-
Top test Moto Guzzi 1200 Sport 4V
fact top test, Moto Guzzi 1200 Sport Moto Guzzi 1200 Sport 4V Moto Guzzi has not only been in crisis since the crisis. In the identity crisis. Classic …
-
Comparison test two-cylinder: BMW R 1200 R, Buell Lightning XB12Ss and Moto Guzzi Griso 8V
fact comparison test two-cylinder: BMW R 1200 R, Buell Lightning XB12Ss and Moto Guzzi Griso 8V Big Twins only 1170, 1202, 1151 ?? these…
-
BMW K 1600 GT Sport and BMW R 1200 RT in comparison test
Bilski 37 pictures Bilski 1/37 The new strut of the RT could respond better, spring and dampen more finely. And there are top tourers with more …
-
Comparison test Ducati Monster 900 i.e, Moto Guzzi V11 Sport Scura, Yamaha BT 1100 Bulldog
Gargolov comparison test Ducati Monster 900 i.e, Moto Guzzi V11 Sport Scura, Yamaha BT 1100 Bulldog Tingling in the stomach Three very different twins with …
-
Jahn Top-Test BMW K 1200 R Sport Right in the middle between the K 1200 S and R, BMW is now placing the R Sport. What the new, half-clad K 1200 is better than its …
-
Test Moto Guzzi Centauro V 10 Sport
Test Moto Guzzi Centauro V 10 Sport Big booty The Moto Guzzi V 10 Centauro has not yet made the big breakthrough. But the Italians have the …
-
Moto Guzzi Sport 1100 i It depends … what you make of it. For 75 years now, M oto Guzzi has been able to rely on fans who love the brand …
-
Comparison test of two-cylinder: Ducati 750 Sport, Laverda 750 SF and Moto Guzzi 750 S
29 pictures 1/29 Twin and away: The Ducati 750 Sport, Laverda 750 SF and Moto Guzzi 750 S in a comparison test. 2/29 Your …
-
Comparison test of the BMW R 1200 C against Moto Guzzi California Special
Comparative test of the BMW R 1200 C against Moto Guzzi California Special Carpool With all the urge to present yourself: Euro cruisers like the R 1200 C and …
-
Bilski Test Moto Guzzi Norge 1200 GT Velvet instead of special With the Norge, Moto Guzzi finally says goodbye to the image of the coarse racing cars ….