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Well a motorcycle is a packaging problem but at the end of the day I think the designers and engineers do an absolutely amazing job in that regard these days. Look at latest hyper sports bikes technical data, incredible engineering and packaging. BTW my latest bike is a Royal Enfield 650 Interceptor. Air cooled 270 deg crank, OHC 4 valve, fuel injected, balance shaft, efi and anti lock brake equipped bike for under $10,000aud on the road. Should do me while all the "Must have the latest" crowd do the R&D on the new Guzzi over the next 2 years before I slide in like a shithouse rat and buy the refined and sorted version. Ciao Old V2 Panagale. A packaging masterpiece. Interceptor 650, classic packaging.

A driven shaft providing the motivation, obviously. Ciao

Someone please pursue this RM. They are truly spectacular V-11 Sports to ride and own. Wishing you well on the sale Shawn. Ciao

My burgundy black frame is "Cracklin' Rose" from a wonderful encounter with a beautiful woman, hearing that song, and the noises she makes ( the bike that is) when cooling down...

Because Ducati wants a piece of the ADV market, which keeps getting defined by off-road capability, even though most ADV bikes rarely see dirt. Journalists and crazy people insist on stuffing adventure motorcycles in places that are better suited to actual dirt bikes. My friends on 450s made me pose before they helped me out of this sand trap. 100HP on a heavy bike can dig into the axle in a hurry.

Old Hi-Cam and New Hi Cam are very different beasts. One of the major differences is that the newer engine has a separate cooling circuit fed by a separate pump and that circuit, (Nor the lubrication circuit.) run a thermostat. The lubrication circuit remains very similar to the older 2V motors with the filtered oil being delivered to the main bearings and big ends but from there things change a bit. After the mains the front feed splits and some oil goes to the under piston spray nozzles and the rest goes up the front inner studs to the front cam bearing and cam end rocker pivots. The rear main feed then goes up the rear outer stud and lubricates the outer rocker pivots. Cam lobes and tappets are splash fed from oil spilt into a weir by the cam bearings. The cooling circuit is completely separate. Oil is delivered, unfiltered but pressure regulated to the cooler and thence to the cooling circuits in the head by external hoses. On the 1200's the oil goes directly to the heads. On the 1400's it is delivered to a large gallery in the wall of the cylinder and then flows around large, cast in, galleries in the heads. The 1200 and 1400 cooling systems are completely dissimilar and is one of the reasons building a 1400 motor to put in a 1200 bike is not a task of simply bolting on the bigger cylinders and pistons. It is this lack of thermostat that is the main contributor to the gross over cooling the new 8V's suffer from. In anything other than 30*C+ ambient temperatures it's actually quite difficult to get the oil hot enough to sublime water out of it! At least it is unless you are stuck in traffic or thrashing the bejasus out of it! I can't remember offhand if the Bellagio has an oil cooler but if it does it, along with the other 2V bikes of the period, does have a thermostat. In reality it is unlikely that any big block Guzzi, with the exception of 'Old' Hi-Cams maybe, is going to cook itself in traffic. Let's face it the engine was originally designed to sit idling in summer traffic in Milan with a fat copper sitting on top of it. The cylinders are grotesquely over finned but that doesn't mean getting so hot is good for it and clearances for things like piston to bore and ring to piston have to be a lot sloppier than they would be with acliquid cooled motor. As for the bike Phil referenced? That was an 8V Griso that belonged to a customer who had started the bike and then left it to 'Warm up', truly an unnecessary thing, and claimed he had been 'Distracted', (I think by his missus asking for a length of the 'Veal Dagger!') and by the time he got back to it it had stopped and wouldn't re-start. The tank vent wasn't working and when he opened the tank it blew five litres of fuel over the red hot engine and garage! It was lucky his house didn't go up! When I got it to the workshop and lifted the tank I found that the pressurised tank had swollen so much it had pressed the spigot of the fuel pump against the reservoir cover for the cam chain tensioner on the right hand cylinder and melted it to a blob, it must of been seconds away from bursting when the engine stopped and it only stopped because the phase sensor expired from overheating! If it had burst the engine would of stopped but the pump would of kept running for four seconds! Quite enough to spew enough fuel out onto the superheated engine to cause a calamity! There was a shit-tonne of good luck involved there. The bike was in his garage under his roofline. It could of got very nasty! When I stripped the engine I was actually amazed by how little damage I found! Everything was still within spec! From memory it got rings and a set of valve guide oil seals. That was pretty much it! It's now living in Townsville and continues to run like a freight train. They really are very hard to kill!

Meinolf walked back from these clearance numbers to .2/.15 and suggested he'd never used .3. I think it was an honest error on his part and a mix up as I also recall him suggesting .3 and I even went back to research the .3 recommendation and found he had. I remember questioning it at the time from a mechanical perspective. He also normally quotes the exhaust/inlet as well as opposed to the inlet/exhaust as we normally do. maybe that's a language thing, not sure. Maybe he'll be along and clarify although I'm almost 100% sure he already has in the not to distant past. Quite frankly to anyone out there I'd just load his map with the current settings and see how it is. It's not like it's going to cause any problems it just may not be optimal at the bottom of the mapping. You could just make sure the TPS is right as thats the most important. Load the map and see how it is and if it's a major improvement which I suspect it will be then consider the air screw and idle adjustment settings and balance. Ciao

Yes, she feels at home. 1day today, NOT FOR SALE. NOT much for total original. Duc 900 faring? Original paint tank, sidecover. 17500m. [emoji16] [emoji482] Cheers Tom Sent fra min SM-A525F via Tapatalk

Yes I'm liking it too docc. Just want to see some technical details on the "compromises" Ciao

Yep docc, say goodbye to crabbing the frame:) Well for the clutch at least. Ciao

Damn that’s extra hot Docc! Always thot Guareschi’s definitely set the standard that the new Guzzi has to beat - otherwise what’s the point?

My Scura is "Scura." The LeMans is "LeMans." The Stelvio is "Stelvio." The TW200 is "Tee-Dub". The Husqvarna 701 is called either the "Husky," the "701," or "you fat f***ing pig" if I drop it on trail and have to lift it up.

You're right, so I went back and edited the text in that link I gave.

I have a similar configuration to that mentioned in Meinolf's except for the blended throttle body shafts. So I followed his advice given here: https://www.v11lemans.com/forums/index.php?/topic/21701-ecu-bin-maps/#elControls_233775_menu Since I loaded his BIN file to the ECU, and set up the tuning as he suggested, and also as Docc suggested here: https://www.v11lemans.com/forums/index.php?/topic/19610-decent-tune-up/ the bike runs well. I am puzzled by the frequent complaints of poor running or the "3000rpm snort" in V11s when the permanent cure has been available for years.

Some things are worth repeating. Nice, Dave!

I've always had an aversion to calling any mechanical conveyance by some cutsie personalised name. Abbreviations are fine but not some pseudo pet name. I'll save those for human beings. At the end of the day it's a machine. It can generate visceral reactions and emotions but it's still a piece of machinery and it doesn't give a flying @#!#$# about you. Ciao