Weegie

Having conducted various science experiments with my HiCam engine, I was going to post but been beaten to it by some great info from previous posters, @Lucky Phil has already said more than I could add (and like him I run a 10/60 in my HiCam) Anectodally, I run 15/50s in my Sporti and I've never had any issues with the 2v/v engines. Now I always check the spec sheets, I was surprised by the viscosity differences from supppliers selling, what appears to be a similar product. All full synth group 4s at a given grades can vary quite a lot in their viscosities and viscosity index. That's all I have to add

Great stuff Phil I'm guessing this is for a another HiCam build, which I'll be following avidly (stalking???) It will be interesting to see what differences result from all the modifications on the "HiCam II" over the engine that's now in your Greenie Thanks for informing us of the latest and greatest from Joe, I do need to drop him a line at some point. One more thing, where did you source the MGS jackshaft from as it would an intersting upgrade to my HiCam? John

HUGE!!!!

Agree I tried to measure crankcase pressure on the Sporti when I was having blow-by problems (which were due to the bores being outwith spec from when they left the factory, but that's another story). It fluctuates, obviously with piston movement so cycles every revolution, but I wouldn't think it was any greater than a couple of inches of water gauge overall. Might see more if you placed a high speed transducer to read the pressure peaks. That said rubber hose will (at least partially) absorb these peaks and as @audiomick pointed out the system is open to atmosphere on the frame Here's some idea of the amount of air that's being moved

I'm with Phil IMHO far too much navel gazing regarding oil level in the sump I ASS-ume it's a Broadsump, although I don't own a V11 I have 2 Broadsump bikes, a Sporti and HiCam (Daytona engine). I've got Roper plates in both and fill to just below the plate and never had any issues, that's well above the high mark on the stick. I find the dipstick a PIA I can never read it reliably, but that could be me. Volumes quoted for sump levels are as @GuzziMoto stated are based on a dry engine, which will never be the case on an oil change, so sump levels/dipstick markers are a better indicator I'm not saying "do what I do" or that it's correct, just it's perhaps not quite as critical as some folks make out

Not in my extensive archive of images of bodged attempts at spannering/wrenching and unsuitable for children and those of a nervous disposition I'll see if I can get some pictures later but kind of difficult what with all the other paraphernalia Guzzi managed to insert in there

With the Sporti I used 2 silicone elbows and an alloy tube for the main breather from the engine to the frame. Silicone isn't recommended for oil, but when I asked the supplier he stated that for a breather it would probably be Ok and so far no problems. Just saying that if obtaining the part is too difficult or expensive, it's not beyond the wit of man to fabricate something. Pretty sure compatible material elbows are available

Just to add to Pete, from my travails with the HiCam @Lucky Phil should get most if not all of the credit in helping me to at least have an understanding of the issues. The 'C' kit cams are the reason that my bike runs hot, this isn't a problem above 40mph where sump temps are stable around 100C and oil pressure doesn't drop below 60psi. However at slow speed, in traffic or extended idling will lead to high oil temps and decaying pressures as the oil thins, once above 110C it goes downhill fast (that's running a 10/60 oil). Did @Paul Minnaert not also have cooling issues? I think he went to a Vee sump and then also added a cooler, but I don't know if he had 'C' kit cams nor what other mods were completed to that engine Very few bikes have the 'C' cams, only the Daytona RS engines and due to US emission regs the RS models supplied to America didn't get the 'C' cams either. All the Centis have the standard cams. As far as deleting the cooler, I'd agree that it certainly wouldn't be something I'd consider even on a Centi or 'B' kitted Daytona (that said the Dr John's were 'B' kitted and didn't have a cooler). The Guzzi design for the oil cooler on the Daytona broadsumps, Centis and Sportis isn't particularly good IMHO. The hoses to and from the cooler use banjos both at the engine and cooler and on both inlet and return, this incurs a pressure drop penalty and lower flow through the cooler. I installed a considerably smaller cooler onto the Australia (it was all I could find that would fit) than the OEM, but used full flow fittings and when I tested it and the OEM back to back the smaller cooler performed better by 3-4 degC. I've got a slightly larger one to install this year, space is the biggest problem with installing a different cooler to the Australia. Apologies for drfting off topic, might help Centi or Daytona owners I know nothing of the V11 4v/v engines John

Couldn't see it in the manuals I referenced. The procedure laid out for the Daytona etc: in the manual starts with checking the TPS before moving to vacuum balance on the TBs. The Sporti as I recall has a different TPS but the procedure in the manual is the same

I looked in the workshop manuals for the early Daytona and a later one covering the Daytona RS/Centauro/Sporti In the injection chapter both of them quote the 150mV +/- 15mV docc. Perhaps the US manuals are different but the statement is present in the copies I have, the +/- 15mV equating to a tolerance.

Can I ask which ECU we're discussing here? I'm going to reset the TPS and then do a throttle body balance on the Australia later this year, Hi Cam engine like the Daytona & 16M ECU. Anybody care to comment if there would be any benefit in setting my TPS to 157mV per Meinolf recommendations?

Looking at these pics above, interesting that the Tacho is sitting at 1500 RPM. I've got a pair of Speedhuts on the Sporti and when I switch off the bike the tacho will drop to exactly the same position. When I cycle the ignition switch the tacho then drops to zero. I always thought it was something unique to my bike, or something stupid I'd managed when hooking them up

Surprised nobody has mentioned this guy, re understanding oil https://www.youtube.com/@LubricationExplained IMHO calm rational explanations in many areas He has had the Lake Speed guy on one of his videos (Arrrgh) I have had issues and changed lubrication grades and suppliers of liquid gold a few times with the HiCam engine. No clue if it will increase engine longevity, but from monitoring pressure and temperature I do know it makes a difference.

AFAIK the V11 is a 6 speed box, mechanical drive speedo, electrical tacho I think (the nearest bike I've got is a Sporti, but that's a 5 speeder) Most gear indicators need electrical pulse signals, so you'd need to have something that would generate a pulse signal that vairied with speed. I used a pickup registering off the rear disc bolts and got some guys at my tame machine shop to make me a carrier to mount it, that was for a replacement speedo for the sporti. You'll probably get the "you shouldn't be riding if you don't know what gear your in" or the "can't you count" or "you don't need one just go up or down depending on revs" Ignore them, with my 5 speed bikes I don't really need an indicator, but find it's easy to get confused with a 6 speed box and I'm glad I've got one on the BMW R9T

That confirms it, I know of the Griso Ghetto but never having ridden any of dem new fangled Guzzis I never bothered joining Perhaps you're right and I've got a half brother lurking somewhere, that's a scary thought (even for me)

Me? I only know how to plug in GuzziDiag to do basic checks and know even less about maps

I think I'm older than you Pete and I'm probably a great deal more wooly headed. My understanding and it could well be wrong, was the B kitted bikes were the same as the C kit but without the hotter cam. The A kit was a different air filter, exhaust cross over, end cans (unsure about that) and chip. As for a B kit being offered by Mandello I've no idea, but I do know of 2 Magni Australias that were the first of the 2 runs of these bikes being fitted with B kits. The C kit sold in the US/Singapore and Switzerland had a milder cam than the rest of the world. The milder cam installed on the US models was also used in the Centauro, so only C kitted bikes outside US/Singapore and Switzerland and the RS had that particular cam. As you know, my bike drove me round the bend trying to understand why it ran so hot with low oil pressure (partly due to the high temp). What I found out, thanks mainly to @Lucky Phil was the PRV spring was poor and partially lifted, robbing the bike of much needed pressure and that was swapped out for a Griso spring (which has its own problems). Phil also found info on a German forum, apparently common knowledge that the Non US/Singapore and Switzerland cams make the HiCam run hot, up to 140C (when mine reaches 120C I pull over and let it cool) whereas with the US/Singapore and Switzerland cam the temp never rises above 100C. I now also run either Royal Purple or Penrite full synth 10/60 and that helps quite a bit too. If I could lay my hands on a set of Centauro cams I'd install them just to make the bike a little less of red headed stepchild, but happy enough with the current setup As for the A and C cams in the same bike, doesn't surprise.............only in Italy

I thought all Daytona RS's were C kitted Pete (now I'm going to get my ass kicked) I agree the A kitted bikes are nicer, I had an A kitted Daytona and now have a C kitted Magni (a Daytona RS lump), the power difference isn't large and the C kitted bikes have more top end at the expense of lower down pull. I don't know if it's just mine but the non US/Switzerland bikes had different cams AFAIK and mine runs great above 40/50 mph, but sit idling for 15 minutes or get caught in standing/slow moving traffic and it cooks both engine and rider. My subjective opinion is the Daytona sounds better than my Sporti. I do find the Sporti easier to ride with more low down pull, generally a more relaxed ride. With the Hi Cam I'm always at least 1k RPM higher for a given speed and it seems to thrive on being "shown the stick" John

You know about Carl Allison's diagrams, I thought everbody did https://www.thisoldtractor.com/guzzi007/sportissimo.html Apologies if it's not what you're looking for

Oberon sent me 2 caps in different colours after I sent my OEM one to them for the Sfida 1100 (Sporti running gear). They were fabulous told me to use what I wanted send back the parts I didn't need. After I did that they then sent me an invoice for the parts I kept and as I recall it was very reasonable. I'd recommend them to anybody I also replaced the SS cap screws with black alloy eventually.

IMHO that's a good way to go, I don't know what's in the V11 but the Sporti's Ducati Energia Regulator I'm told is a Series type (thanks @Kiwi_Roy) I've also seen reports of guys installing shunt type regualtors and have not had any problem, so I guess you pays your money and takes you choice. Ducati recorded quite a few fires and melting looms with LiFe batteries and the Reg/Recs on those bikes were known to be weak. The common fix was a Shindengen Mosfet Reg/Rec replacement and I've not heard of any problems when using them @audiomick advice also is useful, the problem with them overheating is because of the low internal resistance, meaning they can pull or push large amounts of current, so an undersized or marginal battery doesn't sound like a wise move.

Got a Shorai in the 1100 Sport bike, I used it due to space constaints and it works fine. The only problem I sometimes have is going from store to charge, I get repeated failures on the charger and I've got to reset it 10 or more, which gets tedious. It always gets there eventually. I don't ride at low temps so cannot comment on that but it's well documented. As said the batteries require balance charging to prolong life and anything longer than a few weeks off the road, I put the battery into Storage mode. LiFe give greater CCA but have reduced Ah capacity and I also balance charge it with a small hand held unit Shorai sent me. LiFe so I'm informed also prefer a slightly lower charging voltage, but my expereince so far is positive

Almost certainly what Chuck said The switches are well known failure points. If it was my bike, I'd order a new switch, but I wouldn't run the bike until I confirmed it, or put on a temp pressure gauge to confirm the engine pressure is good. Almost certainly the switch but even with the odds in my favour I wouldn't take a chance (but that's just me). Another quick and dirty (literally) check would be to remove one of the head feeds or the switch and whirl it over on the starter, you'll soon know if engine pressure is good.............hint wear coveralls and old boots Pulling the wires off the switch confirms that the wiring and connectors are fine, it doesn't tell you anything about the pressure Good luck with it

I wonder if that metal gasket Would also install onto the earlier bikes? AFAIK there's no difference to the crankcase between the earlier bikes and the V11, I've no clue about the CARC bikes and later models. Would offer any advantage if installed onto them? Personally I'm thinking about also putting one onto my LM1000 engine, as well as the 1100 and HiCam which are both broadsumps.

@Rolf Halvorsen Looking at that gasket it would be the one that sits between the oil sump internal pipework/upper spacer face and the crankcase. Are you recommending its use due to issues with the standard paper gasket deforming or blowing out resulting in loss of pressure on the oil circuit's feed to the sump? I've heard of problems with either poorly installed or badly made gaskets causing pressure drops, but never of blowouts, so I'm curious. John