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I was curious ... so I took the chance to make a test ride at my dealer yesterday. Man this is a great bike, I did not expect this. The engine has enough power for such kind of bike. The engine and the gear box work super smoothly and even if it is simple the chassis is extremely efficient. My dealer (https://www.clauscarstens-racing.de) told me that he was also very skeptical about it at the beginning. He feared that it was a similar lame duck as e.g. the V9 Bobber. But even if the motor looks similar it is a completely different engine. Unfortunately my dealer gave up his Guzzi dealership after decades because of the poor Guzzi portfolio. He is also the biggest Ducati dealer here in northern Germany and this was not an easy step for him because he is also is a fan of the Guzzi brand like it was in the past. The current California models and the small Guzzis models simply do not sell up here. But after testing the V85TT he decided to sell those...and it works. He already sold 11 this year which is a lot for a Guzzi model. They are selling like hot cakes and do not even reach the showroom. While I was riding the red one another one arrived - already sold.

"a drunkards dream if I ever did see one...." The Band

Ya know, someone promised to "bring a handful of Cubanos" a few years back . . . . . . then showed up with a tankbag full of cigars.

Make sure you send pics of you and all the hot Guzzi girls OK....... Ciao

No you do not have to turn the lambda probe off, this is part of the map. I think you can find info here: https://wildguzzi.com/forum/index.php?topic=96957.0

Meinolf's theorys are basically correct but it's just as much a matter of practicality and feel though. A lot of whats been explained can only be ratified on the dyno, flow bench and via logging lambda. One of the benefits of the Ducati Desmo system is that it allows faster opening of the valves because the rate of acceleration isnt dependant on the mechanical considerations with regards to valve spring although this has been largely negated by pneumatic valve springs now. All good info and if it results in a better running more economical engine then that's great. However at the end of the day what valve clearances you use depends ( within reason) as much on "feel" and whats best for mechanical considerations. I ran my bikes with .15 and .2 from early on and when I changed to this setting it surprised me that it actually did feel like it ran better ( I was sceptical) however I also noted the starting was a little worse. Not to worry a couple of thou from factory settings isn't going to worry me mechanically and I traded one thing (starting) for a greater gain in the way the engine ran. I'm not entirely sure I'd want to go to .25mm clearances though, just for mechanical reasons. That's .006" and .004" over the factory settings.I would be interested to see an engine thats used these clearances for 50,000 klms and see if there has been any mechanical considerations. It may have less wear,dont know. It also retards the effective valve timing fractionally which could be a good thing or not depending on how far away from spec it is due to assembly tolerances and cam chain wear etc and shortens the duration which probably isn't a benefit. If Guzzidiag was around at the time and I'd fiddled with the mapping I could have probably made the starting better. Play with the settings and see what the current engine setup likes. Ciao

Hey Docc. At this point I cant get across the border or pick up anything from across the line sooooo..... let me know how things go for you boys this season OK. Ciao