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You download the map with the Guzzidiag "reader" and save the map to your computer. The first time you read the original map takes about 10 minutes and doesn't actually remove the map just reads and then you save the copy to your computer. You then download off the web The Tunerpro software and then take your original ecu map you copied and saved to your computer known as a .bin file and upload it onto Tunerpro. Tunerpro is a programme that makes the .bin file you downloaded with the "reader" programme human readable and also allows you to modify the maps. Once you have taken your original map copy and adjusted it you can save it to your computer using a different name and also make notes on what was changed and then use the Guzzidia "writer" programme to install the modified map. It sounds complex but in practice it's very easy. i'm a computer muppet and even I find it easy after the first time. After that you can change maps in literally under 1 minute with a laptop sitting next to the bike. Here's what a map looks like in Tunerpro. In this case the ignition map and a main fuel map. You can change anything you see here, save it and upload to the bike with the "writer" programme.

This was a particular favorite. I shared the magazine in 8th grade English class. A rotten friend took an eraser to it and erased her eyes. I was relieved a few months later when they brought the ad back.

Lordy, that was painful to read. The SSR will not be the same without you. You might note that Moto Grappa is way closer than Alaska. Seriously, come visit. Best wishes for a better 2025. Bill

Very retro and quaint. Those are the sort of pegs I used to make 30 years ago and felt they were very cool. Then CNC machining arrived and it all changed. No longer could we spend a several hours at the lathe, mill, bandsaw and linisher and come up with "cool" and special, the world moved on. Here's a set of pegs from my 1198 that are about 14 years old. This is how fast it all changed in around 8 years. These cost far less than the bespoke ones we made manually back in the late 90's and early 2000's as well. I wish someone would make this level of beauty these days for the V11. It takes CNC. I could spend the rest of my life at the mill and never be able to achieve this.

Don’t forget to make sure the trunnions are correctly aligned if you separate the shaft or if it hasn’t been removed before during your ownership.

Because you don't ride it even remotely close enough to the frames dynamic limits to tell. Thats the province of the elite riders and their massively refined sense of feel for the bike. It's not the frame is unpredictable it's that there was too much variation in the characteristics between one frame and another. So jumping from your #1 bike to your #2 bike would require too much adjustment for the rider and also meant that the settings on one wouldn't necessarily work as well or at all on the other. It's important the rider can swap from the #1 and #2 bike during practice and apply a change on one that will also work on the other by and large instead of having to adjust each bike individually to get the best out of it. There will always be a slight preference by the rider one over the other before the race but it shouldn't be too significant in his mind. You also want as close to total replication when the frame is replaced after the rider inevitively wads one from time to time. Ideally you should be able to assemble a whole bike out of spares and use the same settings as the previous bike and it will be 99% identical to the previous one in feel. For superbikes the bike is such a flexiflyer compared to a Motogp bike the rider just needs to and is used to adapting and any difference in frame flex characteristics is somewhat masked by the production nature of the whole bike and suspension anyway.

"Y'all come, now! Ya hear?"

I am going to seize upon the "may not" part of the phrase and still hold out hope . . . Otherwise, sir, you will be sorely missed!

Bring tools.

We're here to cheer ya up, buddy . . .

Thank you both for the correct contribution. Measuring the actual bolt cross references to @audiomick's link as 8mm x 1,25 thread pitch. The Workshop Manual lists this torque as 25-30 Nm. Original post corrected. My apologies and thank you, all, again for checking the posts here for correctness and accuracy!

Ah, yes the cardan shaft yokes should be clamped tightly (at both ends). The 6mm bolts are torqued 8-12 Nm. Correction: 8mm x 1,25 pitch/ torque spec is 25-30Nm. Because of the pinching action, go back and forth between the two until they are torqued the same since tightening one will loosen the other until they are finally the same.

Is 'nookie' used in the US and elsewhere? Might just be a UK thing. Sent from my SM-S901B using Tapatalk

I still have to collect the bimmer from Michigan, via Rte. 66. May as well pass by Virginia on the way out, since there's nothing between Michigan and St. Louis I want to see again.

Thanks for checking, how about now? Added the remaining relays for a little more clarity.

Less "to" than "with". I went out for a ride, for the second time, with a bloke I know. 120-odd km out to the south-east of Leipzig. That is the direction in which one most quickly gets to relatively good riding territory. Somewhere around here, I think. I'm pretty sure we went through Förstgen, for instance. Not sure, because he had the Sat-Nav and I was just following him. https://www.openstreetmap.org/#map=13/51.19640/12.76397 Anyway... The first time 'round, he was on his Le Mans III, so I could keep up "fairly" easily on the V11. This time, he was on a Ducati 998. About the same age as the V11 Le Mans, but a very different beast indeed. And he's had a lot of track time, and he's about 20 years younger than me, maybe more. I haven't ridden that hard in years, but I think Madame Le Mans enjoyed it.

Well, at least Bev is getting better.

. Cheers Tom.

I may not make it this year- the past couple months have been... painful... Outside of the 'Alaska trip' in which we didn't make Alaska, but was awesome, I've been buried by BS. Representative of my status, I took my Mom's unused 2004 Yukon as a tow vehicle to collect my '04 busted crank pickup from San Antonio. 1300 miles from Michigan to Florida, rock solid. 300 miles from home towards TX, the fuel pump takes a crap. No biggie, but the shop ran me around the flagpole for 5 days before simply declining the job. So me and $750 went over to Harbor Freight and did it myself in the Tallahassee Best Western parking lot. Well, at least it made me feel like I was 19 again. Somehow that isn't particularly satisfying.

If you listen to the commentators, they agree with you. Usually, the Brits seem to dislike Americans but for some reason, they like Roberts. Maybe they want to see more US market penetration too? I think we can forget about another US race.

Chuck, no complaints here. Bev has been slowly getting better with her knee replacement but it hasn't been easy. So far as recalls, Don's shop is a dealer, and he's supposed to check. So far as the bike? I was talking to top mechanic Doug (I screwed my Ducati, another story). He told me I was lucky to have killed the bike and brought it because it would've killed me. He said the gearbox could easily have come apart and locked up at speed. Gulp. Besides the bearings, the deal with the pins is another kettle of fish. Apparently Guzzi had changed out the access door on my bike and the newer door has pins machined in. Besides the broken one, the one on the bottom is leaking. They're going to make threaded pins, use some adhesive to keep them in place and silicone the other one. In regard to my Duc. I was riding it and the ABS light comes on. I see that the bolt holding the sensor had fallen out. I'm on the floor in the dark garage and find a longer bolt in my stash. I didn't realize the receiver was open ended, I bent the ABS ring tightening the bolt. Somehow, I also hurt my knee and lower leg getting up and down on the garage floor, been taking muscle relaxers about 50% better. Then the Doc office called just now from my appointment last week and wants to pile on more old guy's meds. I'm tired of that quack. New pills on top of old pills that didn't work? Heck of a last few days. OK, if you have an early red frame, watch your gearbox. Don't work in a dark garage. Don't be a dumbass like me. BLLLLEEEEEHHH

Yes, you need the xdf file as well, the one at the top v2.32 I think

In two seasons Casey Stoner had 7 wins on the carbon chassis. That is not good for Casey Stoner, he finished 4th in both seasons on the carbon bike. Again, not good for Casey Stoner. He switched from the carbon Ducati to the Honda and promptly won the title. I take all that as the carbon chassis Ducati was not as good as the aluminum chassis bikes it was racing against. That doesn't mean it couldn't be better, sure it could. But maybe they should have developed it to where it was an improvement before switching to it. They started out at a deficit to the aluminum chassis bikes in terms of speed and without any internal metric it seems they were never going to get it to where it was better then a conventional chassis bike. And in the end, that is what racing is about. And honestly, it would be a fools argument that Ducati made the wrong choice there as they switched to an aluminum chassis and now the Ducati (with an aluminum chassis) is the dominant bike in MotoGP. Could a carbon fiber chassis bike win in MotoGP? Sure. With enough development I have no doubt it can and will. But right now it looks like KTM and Aprilia are the two most likely to do so. I do think Ducati's carbon fiber chassis was handicapped because they seemed to have built a carbon fiber chassis that was an evolution of the hybrid trellis chassis, where the chassis was sharing its job with the engine cases. But it is the past, and Ducati seem to have moved on quite well. Hindsight would say they made the right choice.

Definitely step one is to make sure you have a solid backup of the map.

Thanks for the clear explanation. I took part in the Round Britain Rally in the UK a few times and then we started to organize a similar style landmark rally with the Dutch Moto Guzzi Club. It sound very much as you describe the Texas Grand Tour. Our objective was a rally that could not be finished and it was all over the European continent from Poland to Spain, the Alps and of course Italy (and the countries in between). 150 Landmarks, and still there is always someone who visited all places. However, in 2005, before Google maps and Google Earth, it was never completely finished by one of the competitors. 2025 is the next Landmark Rally of the MGCN.

Guzzidiag can not read out the map, or show you the map. It's purpose it to show you the values that the various sensors are delivering to the ECU. It does that very well, but that is all it does. I haven't delved into the map myself, but have read a lot about it, mostly in German directly from the blokes involved in developing Guzzidiag. To view the map you need the reader from Beard, the same bloke who wrote Guzzidiag. The program can be found here: https://www.von-der-salierburg.de/download/GuzziDiag/ That reads out the current map in your ECU. I gather connecting with that is pretty much the same as with Guzzidiag. To view and change the map, as far as I understand it, you need TunerPro https://www.tunerpro.net/ To write your modified map back into the ECU, you need the writer, also available from Beard's site from the first link. I can't tell you too much about using the reader and writer programs, other than that you should have your computer connected to the mains, and be really, really sure the battery in the bike is good. Better still, connected to a charger. If the process is interrupted, particularly writing the map back to the ECU, you risk turning your ECU into a quaint paper weight. You need to make sure that neither the computer nor the bike run out of volts during the process. Oh, and make sure you save the original map somewhere safe immediately after reading it out. If it all goes tits up, you might want to write the original map back in and start from scratch.

It is hard to see, but is that input shaft movement in and out of the bevel drive or the driveshaft yoke moving on the input shaft?

As I am old, simple and half blind, I wanted a simple, easy to read start circuit diagram to load into my phone to refer to if stuck somewhere with no cell service. Might be helpful to others trying to remember how the circuit is laid out w/o a schematic in front of them. assuming it is drawn correctly etc.

I'm thinking there was a direct correlation between advert sexual innuendo and how slow/fast a product was selling. but...

In the same vein . . . somehow "breeding" could be involved!

OK, slightly off topic, but just look at these Norton Commando ads from the early 1970s. Whoever wrote the copy for these ads - Rideability ? Is this referring to the Norton or something else - genius!

Finally got an update on the bike. It looks like the electrical issue is fixed. Just a few burned connectors and the affected wires. Perhaps the battery has knocked out cell. Gearbox is TBD.

Joe Roberts will not integrate MotoGP on the Trackhouse Aprilia finally. Ai Ogura was chosen instead. It would be interesting to understand what was/were the reason/reasons that motivated the decision. Joe Roberts is in competition for the Moto2 title this year. So does Ai Ogura. Given that Trackhouse should privilege an American rider to entice American audience into the sport, it was an unexpected choice to take Ogura. Joe Roberts will be 28 in 2025, which will be a factor against getting a MotoGP ride in the next recruiting round since contracts are typically lasting 2 years, and 30 years old is a soft turn around point for rider performance.