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The frame should be low enough, just remove the camel tank and the big ar#e. The green was always green, but in pre-digicam-times the most dia or negative films never got this color right. In fact even today a standard picture shows a yellow bike. Hubert

I meant 'unburnt' and not 'only partially burnt'. Just remember the 'good ol' carbo days'. At least my engines, 750S LM1 and LM3, all more or less died when I completely opened the throttle at 3000. EFI works better here, but the problems with WOT and low revs are probably still the same or with bigger inlet ducts even bigger. What does (quote) "and a CR slightly raised to 9.6" mean? Hubert

Probably the HD TPS also goes from 0 to 5V, linear. You can easily check it with a Volt-meter. When the basic setting has to be different, by somewhat mechanical reason, you should be able to shift the complete map a bit. You just have to have access to the right software. No remapping. Then, if you have such software, why wouldn't you do a complete job with it and solve all the mapping problems you know about? Times have changed, the modern Guzzis and Ducs have modern ecus, they are reflashable, eprom burning and other auxiliary stuff was yesterday! Hubert

I'm really sorry about having said something wrong. I never thought that unprofessional is such a strong word, especially for a nonprofessional that I supposed you are. If this is also wrong, sorry again. Indeed you are right, you didn't write "don't bother about basic TPS setting", you wrote "...and ignore the zero-degree setting...". So if there is a special PC-zero-degree-setting-procedure then of course I understood these words wrong, what I appologize. You know, that's not my language Please answer me one last question: why does the PC not want to use the 150mV setting? What speaks against it? (ok, two questions ) Greetz, Hubert

I'm not sure wether it's really a problem of mapping. I mean WOT at 3000! Is the air fast enough to transport the gas into the cylinder? Do the valves close fast enough to keep it inside? Lambda probes can not detect wether the gas is missing or just unburnt. They just say lean. Maybe Moto's 4-gas analyzer could help here. Hubert

That's not much, maybe. I'm arguing against sentences like "don't bother about basic TPS setting". That's unprofessional. It's not only that, one could also think that some of the dealers either don't have understood how EFI works (don't hope so) or at least could have something to hide. Here you'll run into exactly the same trap. You may weigh 70 kg, an expert sends you tips how he has adjusted a V11 for a 100 kg rider. Before you start fiddling with your fork, I'd recommend lots of pasta forks to achieve the index-weight first Another possibility would be that you sit on the tank instead on the seat. This way you could get the same weight on the front wheel. Hubert

Hi Ernst from A the link is dead! Hubert

If your PC was a valid and independent working ecu, then you could probably do what you like. I can do so with my My15M of course. When I tell this unit "Zero means 300mV" then it works with 300 mV as basis. No problem. But I should very carefully engrave this value somewhere I will always be remembered to. If I forget it and then by whatever reasons adjust the TPS back to 150mV or 450 the whole map will be useless. The PC works different as you know. Beeing a piggyback solution it can work only as good as the ecu below it. Tweeking the TPS basic setting to be on the rich and safe side and then "rucksack" the PC to enrich even more to be on the even more secure side, well, I cannot see any positive logic behind this. Maybe there are other reasons. Who knows. BTW, we have winter here, so I'm not missing a good day for riding while I'm sitting here typing... Hubert

Hi Paul, those small or narrow band, also called switching probes, are absolutely useless for controlling advanced ecus like the MS. The link to the LC1 unit is very good. Thank you for this! I still have the old wbO2 controler under my seat, and this unit is just too big. The price of it, under 200,- USD is also very much competitive. I think I will order one. Hubert

If your bike runs great then this does not automatically imply that the zero degree flap reading is not important. You could only say that your TPS was properly adjusted, because you never had problems with it. We usually don't have a closed system on our bikes, so for informations about the actual engine load only rpm and flap opening can be used. Flap opening is directly linked to the TPS reading. That's so trivial that I'm afraid we both are talking the same, just don't understand each other. Ignition timing is of course dependend of engine load, not of RPM only. If Todd at Guzzitech sends you the ultimate PCIII map exactly for your special setup without ever having seen your bike, then this can only work as intended if your TPS settings are exactly the same as on the bike the map was developed for. Usually these settings are 150 mV at 0° flap opening. I have a spare ecu from a Ducati 900SS. Guess what, the V11 runs with it, a bit lean of course, but carefully used it will work for bringing me home if shit should happen. This is what I call "is working somehow", in this case on a very low level I have to admit. Hubert

Yes, that's exactly what Cliff's system is doing. Does the MS unit provide a wide-band lambda controller or do you have to buy this still separately? What I like very much on the MS unit is the beautifull tach- and speedometer it has. Taking it's advantages and the injection capabilities into account it is indeed not as pricey as it may look on first sight. Don't forget: the nice but nevertheless only mid-quality Titan cans together with a 20,- Euro standard ECU also cost already more than 1000,- Euros! Hubert

This is technically spoken nonsense! You always must make sure that your index value is correct when you want your ecu to be working correctly. The more as PCIII still is unable to deal with the ignition timing. Probably it will work anyway, but all the bikes that are on the road are working somehow. I thought that we want more. Hubert

Here are the values that I have at hand. The picture shows the values for the V11_MY_2001 and a "How To Do It", unfortunately in Italian. Maybe this helps a bit to get in the right mood The settings are 3.8° ±0.1° or 550 ±0.5mV. Idle 1100 ±50 rpm. CO 4% ±0.5 For the 2002/2003 and maybe for the newer bikes as well the settings are: 2.9° ±0.1° or 465 ±0,5 mV. Idle 1100 ±50 rpm. CO 4% ±0.5

I have the sheets, unfortunately at home, so this time no precise values, sorry. What should be interesting for you is, that they say for both versions: if you cannot reach the idle values with the given flap settings, then and only then you should: first: rearange the TPS so that it shows 150 mV with the flap closed (0 degrees) second: inform the quality manager (sic!) To me it seems that first the delivered Titanium manual is something official out of the factory (where else can you find quality managers) and second that MG takes the 150 mV value very serious. This night or at least soon I can post the exact values. Hubert

You forgot to mention what it costs, didn't you? Hubert

Hi John and Baldini, could one of you provide me this picture in high resolution, please? Thank you Hubert

They then IMHO probably have problems with carbon and fuel emissions as well, as with valves set tighter the losses at lower revs should be remarkable higher then with bigger lashes. That's why the engine does not idle as smooth as you may want it to do. I have set mine to 0.15mm inlet and 0.20mm outlet valve. This works fine in my eyes. I have made the experience that the older bikes like my LMIII or 750S don't like these values, they run better with 0.25/0.25. And I can set the lash to what I want, they never run as calmly as the V11 engine does! I'm sure that the cams definitely have seen a lot of developement since the late 80ies at least. Hubert

I don't think this TuneEdit is his fulltime job. On the other hand the Aprilia and Triumph guys hardly talk about something different but TuneBoy, so either his support is not really too bad or the product is really very good. Some days ago I ordered a cable for me and my TI-ecu, 3 days later I received an eMail that it's on it's way to me. I hope it will arrive early next week. Hubert

Just one question: if the valve is closed the oil goes where it should go, means through the engine. Now, what happens when the temp.-valve opens and the two cooler connector holes are just closed, bolted without the bridge that Paul shows above? Is the oil-cooler sitting in the main stream or would the oil circulate in this case through the engine as well? (hope this language construct is clear enough to be understood ) Hubert

MG was at least so friendly to place the words "For Racing only" on the downside of the pipes. Lafranconi used to engrave it proudly on the sides of the cans, albeit in italian. BTW, do you think that any cop will say "Great sound, really, but unfortunately there is written 'Racing Only' " Hubert

I posted some words about quality of them here: http://www.v11lemans.com/forums/index.php?...opic=5883&st=75 Hubert

Yesterday my set of Guzzi Titaniums was delivered. On the first look all is very beautiful, light, shiny, no scratches. On the second look I was a bit disapointed, especially when I thought what I would have had to pay if they were from the dealer. The quality is far beyond that what I would expect for well over 1000,- Euros. I will make photos and post them over weekend. Looking at these parts I remembered the Giannelli system that I saw last year in Holland. Does anybody know what they cost? Hubert

Assuming that the v11 and probably already the 1100S have modern camshafts built in (some say these are US origin since Dr.John), it's quite important to adjust the clearance to the value the cams were designed for. The reason is that nowadays before the lifting phase or lifting ramp of the cam there is a small ramp that first closes the gap and then more or less softly begins to accelerate the valve. If you choose the valve gap too big the cam "smashes" against or in the lifter like it was common practice in the really old days. There can be of course improvements in terms of idle or lowend performance, but in terms of noise and durability the gap has to be precisely met. Well, now to the beginning of this thread, what do the Italians think the correct value should be... Hubert

I do not like the "hard" sound, especially when you close the throttle. Could you please post the file with standard x-over also as mp3 on this page? I do not have Quicktime and no chance to install it here at work. This year I used Lameroni exhausts, round and comlpetely open, together with the standard x-over. I found this to be a real macho combo, not so hard, screaming and somewhat cheap, but nevertheless very much like a coming thunderstorm, somehow scaring and very unique! Greets, Hubert

There is a carbon set for sale in the advertisements section. That would help to keep the overall weight of your bikes Hubert