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Hi, maybe this will clarify some of the questions. AFR/Lambda and ignition timing are closely intertwined. The flame through speed of the mixture varies with Lambda, up to -20%. The fuel values in my V11 BIN are based on a Lambda target map, which is based, amongst other considerations, on MAP at the respective breakpoints. I use a meager mixture at low MAP breakpoints and richer mixture in areas with less throttling loss. Hence the fuel values vary a lot from one breakpoint to neighboring ones if this is where the target lamba changes from 1.0 to 0.94 (as example). This variation is most pronounced when moving from the fuel shut-off area (better engine breaking) to the fuel-injected areas. The ignition values reflect the mixture. Meager mixture = earlier ignition, richer mixture = later ignition. The earliest ignition values are used in the fuel shut-off area to minimize popping in the exhaust, which is caused by a lean mixture not igniting in time. As to the thread topic - the hiccup. If no other faults, most of them were already mentioned in this thread, are present, hicc-ups in my experience are always the result of a lean mixture. The V11 engine runs reasonably well with Lambda 1, but deteriorates quickly if the mixture gets leaner. Cheers Meinolf

Yes we called it a plug chop. Not really possible on a road bike in road conditions. Not sure about the stutter staying someone needs to play with the ignition mapping and find out if thats the issue or failing that the fuel. Ciao

Hey Docc You hit the nail on the head. I pulled the relays dried with hair drier, Sprayed them for now with Ams oil metal protector. Lights came on and bike started up. The #2 relay is the 2nd from the rear of the bike. Thanks for the help.

So, at least Odyssey is off the hook for a failed battery. starter

Our time at the SSR is pretty much in these pix: The Ride to the XVII SSR and Back If you care, hover cursor over pix for captions. Of course, there are too many; that’s how you know that they are genuine and from me, not some imposter. In defense of what may seem a complete lack of discipline, I started with 500+, so it could have been worse. Ciao! Bill

My motorhome has a solar panel which outputs from 0 to 18volts depending on sunshine. The Maximum Power Point Tracker (MPPT) controller drops the voltage to a safe battery charge level, then converts the excess power to raise the amperage. As the sunshine varies it tries to keep the charge voltage constant while altering the amperage. Like most battery chargers it also senses battery voltage for the relevant bulk, absorb and float requirements. I imagine the voltage regulator fitted to our bikes does something similar however it will not raise the voltage to the commonly required 14.4volts to fully charge a battery. I assume this is because everything else on the bike is happier at a slightly lower voltage. The DC-DC converter takes in any DC voltage and converts it to the required DC voltage, lets say 13volts for arguments sake. So by using an MPPT controller we can take the raw frequency and voltage wild output from the alternator, rectify it and apply it to the MPPT controller to facilitate battery charging with a sophisticated charge routine, then apply a constant smooth voltage to the DC circuits through the DC-DC converter. I wonder if anyone else has done this, these are not that dear and can handle 20Amps or more easily.

If the V11 introduction is any indication, Moto Guzzi revealed that at EICMA 1997 and I was finally able to buy mine in August 2000. In all fairness, Piaggio "could" advance this lead time significantly relative to the owners at that transitional time (Finprogetti/TRG->Ivan Beggio/Aprilia).

Sorry, just to make sure I understood, are you referring to the V100? the model that has just been revealed by Guzzi? If this is indeed the model your friend wants to make a deposit on, it maybe wise to wait until EICMA end of November 2021, to find out more about Piaggio's intention. Given the production capacity of MG, I would not expect it to show up in the USA that quickly; and of course, that is if they intend to have it distributed here. How close are you to Marietta Ga? https://vespamarietta.com/Brands/Manufacturer-Models/Model-List/Moto-Guzzi/Motorcycles

Yep, pretty sure the 1100 Sport relay bases are more exposed to rear tire spray than the V11, but I can't be certain about that. Possibly, you just have a matter of drying those relay connections out and taking electronics cleaner to the relay bases, from above with the relay removed and below up into the wiring and connectors, then treat with something to keep the moisture out and maintain good connectivity. I have become a huge fan of Caig DeOxit Gold. It would be difficult to get Vaseline® (or an equivalent) up into those spaces, IMO. Not sure which relay is the "Headlight Relay" on your '97 Sport-i. On the V11, it is #2 (from the front). Perhaps you could dry out the area with a hair dryer until your headlight comes back on, then see which relay defeats the headlight when pulled out. Otherwise, we'll have to wait for a member with 1100 Sport-i experience to post. . . .

Can't know until I can start it. After the garage find, I went 4 miles to my lodge and back to the coffee shop where it died. Starter on order. The cheap scary one from MG Cycle.

This is classic Relay#2 failure ("headlight" relay) on a V11. You have four relays on your 1997 1100 Sport-i (the V11 has one more to accommodate the sidestand safety /Neutral Switch function). One of your relays is equivalent to the V11 Relay#2: headlight, brake light, tachometer, dash warning lights for battery and oil pressure, and likely also the "charging reference" (which is why your battery went dead). Score some of those High Current G8HE OMRON micro-ISO relays and inspect the bases the relays plug into (inspect, clean, treat with Caig DeOxit®).

Haha... not for lack of trying. I've been evangelizing on behalf my Husky 701 for a while. Over 100 year old motorcycle manufacturer who created some of the most iconic motorcycles in their genre, with severe financial difficulties behind them, and now using technology developed by their parent corporation. (that over-story fits Moto Guzzi and Husqvarna). At least Moto Guzzi did not have to endure being owned by BMW for a few years (as Husqvarna did). And Moto Guzzi does not have to suffer the unfortunate misperception that they manufacture lawnmowers (as the original Husqvarna parent company still does). Husqvarna 400 Cross:

This seems a plausible scenario, worth testing. I don't recall the details, but I think you can measure changes in resistance as you move the TPS. The readings should progress smoothly as you turn the TPS. If they spike or drop suddenly, you have found the problem.

I lived in Argentina from 2003 until 2008.... Tango is not something easy to master; besides you can only Tango properly with someone who knows how to dance it well not withstanding that person and you need to have danced it together... On the other hand, you can Waltz with just anybody as long as you understand 3/4.

Yes docc is right and as I pointed out earlier the V11 and every other ICE engine has areas in their operating envelope that are less than ideal to support perfect combustion. That's why modern engines have Variable inlet and exhaust cam timing, variable length intake runners, exhaust valves,knock sensors and much more sophisticated ecu's and monitoring of the combustion process. It's all driven by the need to maintain/improve output and reduce emissions. The local atmospheric conditions play their part of course but I f the engine wasn't so touchy around this area it wouldn't matter as much as it does. Years ago I was tuning my Triumph Speed Triple for a race 3 into 1 exhaust and the problem I was having was idle and carburation just off idle. In some weather conditions it was perfect and on other days it was an issue. There is a "box" mixture wise in this case that the engine will operate in happily but if the carb settings were on an average day right at the edge of that "box" then any relatively small variation in atmospheric conditions would take you out of the "box" and the engine wouldn't carburate nicely. The aim was to jet in the middle of the "box" on an average day so when you have the atmospheric variations either way the mixture stays "in the box". In the case of the V11 "maybe" the "box" around this 2700-3000 rpm area is very small due to the design of the engine and it's hard to get it in the "box" and keep it there due to all the variables. looking at the Meinolf and std ignition mapping I was just wondering whether it was the ignition map that was the critical issue as the std map seems a bit strange in that area. In the absence of Meinolf responding is anyone running his map and can contribute to the Hiccup propensity? Ciao

At this point, I can probably list at least nine different hiccup sources afflicting our V11. If I were the soundman, and this were the audio feed, I would be smoothing these corners out. Jus' sayin' . . .

And, of course, "Bring Tools." Two different SpineRaiders allowed as how they were ready to deploy guzzidiag, if desired or necessary. The Lodge guest with the needy Yamaha (not a SpineRaider) was suitably impressed when @HRC_V4 produced an air pig for his low tire. "Bring Tools."

This South'n SpineRaid exhibited the classic elements that are the formula for success and delight. Nothing can happen, in the least, unless you "Get There." Ride a Griso? Bring a LoopFrame? A Honda? Come late? Bring a friend? Okay to trailer? As long as you get there! Lots of ways to "get there." Three Sports to the wind? Check! And "Get There" was not lost on these cool cats (what a sight!!) : "Get There."