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When I was in Italy, a colleague had the 930 Turbo. The distinctive flat 6 sound of the air cooled version is unmissable. Before the 996, I had an S2000, and the handling was superior! Alternatively....

Here's to the frost on your pumpkin!

Right? So, a guy goes back to US Indiana in January and has something to say about the crappy California weather?

To be fair, my original 15RC ECU had been tampered with by an "experienced" shop to try and remove the stutter/cough around 3k revs. I did try and have a rexxer map loaded as I have in my St4s, but this failed as the work done to tickle the map by the shop prevented any update being loaded. Something to do with a programming access code. I have no idea what that means or if I have described it correctly. So I was stuck with the stutter. I had the opportunity to buy a second hand titanium kit. The OEM mufflers were already cored so I just swapped the ECU for the 15M and immediately the stutter was gone. I then loaded the Meinolf map and completed Docc's decent tune up. Bike ran really well. I have since changed back to the TI map and it runs better. Anyone who rides it (I have two friends with 15M V11's) comment on how well it runs. So very happy now.

Mainly for the addition of Roy’s relay- please let me know if I’ve got the wrong end of the stick with that and I’ll amend it. Having the relays set bolder helped me anyway.

Thread drift noted and approved. Continue the story...

A couple more updates while my Guzzi rests for the winter. C-code is the base V-8 with the 2 barrel. This one has a rebuilt motor, 4 bl Edelbrock carb and supposedly a mildly updated cam. And a fat dual exhaust. It's moving farther and farther from stock every chance I get.

I tried to be. Spent 2 days bringing the MZ out of hibernation and cleaning the biggest part of the rust and corrosion..two years of sitting beside the ocean is not kind to a machine.. and then the rains came.

So I'm starting to get into my new to me BMW R9T ready to start doing a little service work and noticed that it has stick coils. A while back I was thinking of replacing the standard coils on my HiCam with stick coils and just looking at the BMW coils and placing them into the HiCam thought they might fit reasonably well. The main reason was/is to get rid of the conventional coils as I'd like to install a larger cooler and the coils and fuel pump are the 2 items that would need relocating (the coils especially being a PIA where they are currently sited). I had looked at this before and it's still just idle musings for now. One thing I read after doing a bit of Googling was how older bikes just left the coils to charge/saturate during the time they are not required to generate a spark, but that might burn out stick coils as they are usually a far lower primary resistance. Burning out the ECU was also mentioned if the coil resistance was too low as well, due to taking a larger currrent than it could handle. However the Marelli 850 coils installed on the HiCam/Sporti and possibly V11s have a very low resistance, around 0.6 Ohm, compare that to any of the older models which usually have coils cirica 5 Ohms. It got me to wondering if unlike the earlier bikes the charging/saturation times on the Marelli 850 coils is controlled by the ECU in so much as the ECU actually switches them on and off as opposed to just leaving them live when a spark isn't required. If that's not the case why install coils with such a low primary? As I said it's pie in the sky right now but just a thought and if it was possible and stick coils could be identified that were suitable, might help others as the Marelli coils can sometimes be hard to source. I wonder if @Meinolf knows if the ECU switches the coils on and off and what the saturation times are, pretty sure he must have some sort of clue as he's done extensive research on the workings with the ECU and built simulators to mimic its functions on a running bike. Idle musings for now John

Ok interesting. On my bike with the old/original engine it exhibited a distinct cough at the typical area but only under certain atmospheric conditions it seemed. I couldn't get it do do it at times when I was deliberately trying. The engine definitely has a failure to combust on one cylinder when it happens and I don't see any reason why it would be a random failure in the ignition system itself. Almost feels like the engine loads up on fuel and then fails to burn for a cycle and clears. You change the ECU and even with different maps it clears the problem which is interesting. My Daytona engine with an identical Efi system save for the TPS has always been fine even with the ecu that ran the 2 valve engine. Ciao

There is a little price issue, too. Looking at my navigation app, I'm seeing prices locally from $5.15 to $7.29..

I depatinized the fasteners on the Mighty Scura when I brought it back from SoCal. The Skorp? Not so much. I *did* get the worst of it off, though. It's an awesome little motorbike, just the same.

Cheeky bugger. Don't forget that you still owe me a beer. And it's spelled sensor, not sencer, dammit. Youth of today mutter mutter...

when you were young... the CB must have been brand new LOL... In NZ that's where myself and marty are... to my best of knowledge we don't have methanol in our fuels, however the additives are rather shit and its my belief a lower oct is a better fuel than a higher as it has more shit additives in it. I have used avgas or race fuel (aged avgas not allowed in aircraft) but not for performance but for a better quality and more reliability in past race bikes, beter for tuning as it is +/- 5% were as pump fuels can be up to +/- 15% re av in a V11... no I wouldent, but I dont know the issues you have it the US with methanol

I find there are usually two versions of how people mis-understand octane. Some think it means more power, it does not. Running higher octane fuel in an engine designed for lower octane fuel will not make any additional power. Some think octane is a measurement of how fast or slow the fuel burns, with higher octane meaning the fuel burns more slowly. It is not. Higher octane fuel could burn more slowly, but it might actually burn faster. Odds are, though, that it burns at the same rate as lower octane fuel. The octane rating of fuel is not a measurement of how fast or slow the fuel burns. If your engine is designed to run on 91 octane fuel there is no reason to run it on avgas with a much higher octane.

Ya Docc that's not even close to the negative temps were in........... Ugg. But cool pic.

You might touch a good point here. A car or motorcycle is a machine but it is considered by many users a consumer good. When treated like a machine it has substantial longer life. If you ride an Audi or BMW like a world touring championship competitor, you will need a sponsor for an annual drive train replacement. My Peugeot 306 Break just past the 560.000 with no drive train parts replaced so far. Not a very inspiring car by the way 😀.

I so forgot "Mudcrutch" = Tom Petty + Mike Campbell. So great!

Yeah, I tried that with some wild chick I dated in college and it didn't work, either . . .

No change. The Air France plane had an autopilot disconnect in cruise as it got extreme icing in a super cell. The crew must have been half asleep, and stalled it all the way into the sea. Loss of situational awareness. The pitot icing was gone in seconds, and just re-engaging the autopilot would have saved them. Sorry Chuck, didn't mean to hijack the posting from a Weather God.

@stewgnu has drawn up another wiring diagram with emphasis on the relays and the relay addition to address "Startus Interuptus". He'll be along to clarify and comment on the purpose.

I lived ten years in Italy, and had the opportunity to drive the 500 (not the Abarth though) and a Duetto (the Alpha Romeo convertible two seater). I would happily have a 500, however they are very expensive (I am talking about the original, not the recent models). This is my current ride; 22 years old, 50,000 miles.

Haha... chortle! You really have missed your natural vocation - you probably would’ve made a half decent stand-up!

The V85 is just an example of the vehicle manufacturing process these days. A pressed up crank with plain bearing big ends, cam drive sprocket machined into the crank main shaft and those are just the things I know about. Cars are the same, friction drive cams etc. The Lego world of automotive engineering. My DD Ford Escape recently at 85,000klm and 5 years of age had an about to fail tail shaft centre bearing. I troubleshot it in plenty of time and due to circumstances just took it to the Ford dealer to fix it. So the failed $60 bearing on the 2 piece tail shaft isn't replaceable, it's either remove it and take it to a tail shaft specialist for a $450 rebuild plus removal and re fitment costs or the Ford replacement of the whole assembly for, wait for it, $1700aud plus labour, so $2000aud total for a $60 bearing that's failed at less then 1/2 life. Welcome to the modern world of the mass produced automotive product. Now I see the latest small blocks have the EFI ecu along with the TPS and various sensors built into the throttle body as one unit. Got a running issue you want to sort out? Good luck with that in the future. A failed sensor in 4 or 5 years time? Yes sir that will be a gazillion dollars for a complete new ecu and throttle body assembly and we can have one for you in 3 weeks. Think it's a rare event? I've replaced a Guzzi ecu due to a failed baro sensor and I'm not alone by any stretch. How did we get here? well part of the reason is that people allow themselves to be blinded by the "bling" and aren't interested in the "engineering". Too busy being mesmerised by the latest "connectivity" or "style" or free servicing or spec sheet shenanigans. In other words it's Style over Substance and the manufacturers oblige willingly because it's more profitable for them to churn out some piece of bling that has a service life before major issues of 5 years than produce a sound piece of engineering that will fill it's intended roll for many years and miles in a trouble free manner and if the odd unfortunate thing happens is capable of being rectified in a cost effective manner with a minimum of technical fuss. It's the world of accountants and profit margins over engineering. It's sad and pathetic but the consumer only has themselves to blame. Ciao

289 Hi-Pos are K code cars Not sure but I think C code was 289 2 bbl

Only trouble from that trip was three hours of salty roads to get home. And the special patina that gave many of the fasteners….