Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

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Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
Bilski

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

12th photos

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The conversion kit for 2700 euros includes new camshafts and tappets. Both make better materials and DLC coating more resistant.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The V2 hangs fine, if not greedy on the gas.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The cockpit of the Moto Guzzi conversion by Stuhlmuller.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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Cockpit and tank.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The taillights of the Stuhlmuller-Moto Guzzi 1200 Sport F1.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The exhaust of the Stuhlmuller-Moto Guzzi 1200 Sport F1.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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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.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The 1150 tuning engine.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The conversion of the Moto Guzzi 1200 Sport reaches a top speed of 220 km / h.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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The conversion kit from Stuhlmuller / MSD really gets the elegant, but at least 260 kilograms heavy sports naked.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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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.

Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test
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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.

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Stuhlmuller-Moto Guzzi 1200 Sport F1 in the test

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.


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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

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