Doansci

Thank you Docc and Phil! Excellent write-up Phil. No Guzzidiag (yet), need to fix the wear first.

Re-adjusting the TPS solved the problem. Unfortunately my initial electrical connections were not good enough to determine its pre-existing setting. Establishing good connections showed that there is significant throttle shaft wear causing about 40mV variability in the TPS setting. Throttle shaft wear can be felt by letting the return spring hold the throttle shaft closed and wobbling the lower nut on the throttle shaft. Both shafts are worn (24,500 miles) but the right side is worse maybe because the idle stop screw is on the right side. I set the TPS so 150mV was the absolute minimum reading when pushing on the throttle shaft nut. This usually resulted in 160-165mV when the throttle was closed by releasing the twist grip. Snapping the throttle shut or holding it closed with fingers resulted in greater variability in the reading but never less than 150mV. BTW all TPS voltages were measured with the headlight turned off (disconnected) to minimize battery voltage drain. Resetting the TPS eliminated the surging and pinging but it was not as smooth so I rebalanced throttles at 3000rpm and re-adjusted air bypass screws for idle. The right side air bypass screw is turned in more than the left probably due to the throttle shaft being worn more on the right. We then went on a 1000 mile ride in temps up to 100F and 0-5600' elevation and the bike ran very well - smooth without surging or pinging. 40-42 mpg. The only complaint is the throttle transition from off to on or on to off is too abrupt, probably due to throttle shaft wear. Are any throttle shaft repair kits available for these throttle bodies? Thanks for your help.

Phasen sensor is timing sensor on front of engine over cam gear? What was your source?

Was thinking that if TPS was correct, but the map was in the wrong places it might point to which sensors to check.

New manifold rubber sleeves last year. Fuel filter was replaced about 8,000 miles. Now has 25,000 miles.

Thank you all. Yes, 92 non-ethanol fuel is the best we can do here. Late last summer I did the decent tune-up starting with valve adjust etc. It made a remarkable difference with the surging and stumbling off idle but didn't eliminate it completely. Biggest difference was cleaning the bypass screws, resetting the TPS, balancing the throttle bodies and lowering the idle. It's only been about 1,000 miles since the tune and the symptoms have gotten worse as the temperature has increased so thinking there is more to do.

Hello, 2002 LeMans with 15M computer. A hot engine surges at small throttle openings just off idle up to at least 4,000 rpm. Also when hot the engine will ping accelerating hard from 4500 rpm to 5500 or higher in 4th gear. I'm trying to understand how these symptoms are related but need someone to double check my thinking. The 15M computer has a preloaded fuel mixture and spark advance map so fuel delivery and timing are not adjustable independently - correct? The start or "bottom" of the fuel map is closed throttle and as the throttle opens the computer increases the fuel proportional to throttle opening - correct. While the start or "bottom" of the ignition advance curve is 0 rpm and probably reaches maximum advance by about 2,500 rpm - correct? (was not able to find a timing curve on the forum) If the above are correct, then setting the TPS too far one way would move the starting point further up the fuel map so that the computer would provide more fuel than a correct TPS setting (computer thinks the throttle is open further than it is) while setting the TPS too far the other way would provide less fuel than a correct TPS setting (computer thinks the throttle is open less than it is). Because timing is predetermined by the ignition map, pinging under hard acceleration indicates the mixture is too lean at large throttle openings - correct? So surging at low throttle openings would likewise be due to lean mixture. Does this logic make sense? (provided all the sensors and computer are working correctly) Thank you!

Thanks for the new ideas. Would still like to find the swan neck Verlicchi style just for the clean V7 Sport style.

Looked at swapping the stock clip-ons so the bars would be on the back side of the fork tubes but risers are required for the master cylinders to clear the fork tops.

Wow, thank you all for the replies and ideas! FreyZI, it looks like reversing the LeMans bar clamps will leave out a screw anchoring the clamp to the top triple clamp. Maybe not a big deal but didn't try it - I should! Also, are those the stock riser clamps on your Tenni? AudioMick - thanks for your translation. Das Moto might become the best option.

Here you go. The first picture shows stock fork-top clip-ons (dash in pieces looking for a bad charge bulb - it was OK). Second shows what I'd like to find. Thanks!

Hello, Thank you for letting me join. Bought a 2002 V11 LeMans last summer and this group has been super helpful and highly recommended by the folks over at WildGuzzi. So here I am. Hoping to use this a more of a touring bike so would like to raise the bars using some Verlicchi style swan-neck risers. A friend has them on his bike and they work great for keeping the weight off my overworked wrists. I've looked for Verlicchi bars on MG-Cycle and other places but can't find the large size clamp for the V11 - id needs to be 53 or 54mm. Anyone have a set to sell or trade? Thank you, Shawn