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I'd change oil and filter again after 500 - 1000 km (edit: or after the dyno session :edit). Then cut open the old filter and look what's inside. This may rise your confidence a bit. Of course it's not funny how Guzzi or better it's representatives behave. Just let me remark that over here RAM clutch victims/owners got a 2 disk swap relatively easy, I think under warranty even. I'm afraid things like that have to do a lot wich dealer you've to deal with. Hubert

I say it's only a fluid dynamics thing, nothing with "don't let out too much sound". The reverse cone should create some backpressure right when the inlet valve had closed. That's all. Opening cones suck - closing cones blow I think you can see brooklands pipes typically on Velocette bikes, for instance here Todds exhaust has a really convincing and brutal look, really great so far, but from a technical point of view this solution is suboptimal. I know, all Mistral, Titan and whatever racecans are built this way, nevertheless these holes all around greatly enlarge the flow resistance. That's the main reason that such aftermarket exhausts seldom give more punch than the OEM parts. They're just lighter and provide the sound the animal inside needs. I've been searching a picture of the Laverda 1000 factory race exhaust. It was a reverse cone unit. Those who haven't heard one will die poor, believe me Hubert

Have you posted pictures already? THX, Hubert

If I was ill i'd take the airtemp sensor out off the airbox (replace it with a suitable resistor - let's say 5°C summer morning temperature) and put it into the right head. Don't say it's nonsense. Remember the seat latch - idle lever spring swap. Hubert

That's a classic Mine are 17 resp. 18+ now. This means we're now shouting it in the opposite direction, from the back to those on the front seats - and at the stoppers ^^ Hubert

Reverse cone? Lavizzari I think. Or Norton. Everything else at least I haven't seen so far. Hubert

Well, nowadays when RAM has become dirtcheap these, yeah, they don't impress me too much I've to say. This filter applied to a Griso RS would make for something different. Hubert

Hm, the years before that green was half the size from now. Could have been him But then, I've met him in Varseveld and can't remember anyone snoring that much. The dutch took care of their trees themselfes probably. Hubert

I thought more of a software solution, splitting COM1 into 2 internal COMs, maybe COM8 and COM9. Such things work for PDAs f.i., to connect 2 proggies to one GPS mouse or the like. Hubert

Hyperterminal now's working? You might think of getting a com port splitter to run EcuControl and Hypertrm in parallel. Just in case. Hubert

Antonio, you were welcome you know. Anyway, I think most of the rooms are taken already. Get in contact on V11sport.de for details. For tents there is space left for another 50 or so Hubert

Was it? And for the others: of course stripping down the whole engine and clearing and cleaning every part was absolutely the best solution from a mechanical point of view. On the other side, in this case this would mean a whole season lost and probably more lost money in the end. But not for you, only for the owner. Hubert

99% of all users would log only once, my word on this. They'll get drowned under all the numbers this file contains. Hyperterminal is not that difficult, the problems arise later. Besides that the MyEcu don't go into cars, where you can place the laptop besides you or even have your girlfriend watch it. On a bike it's always a bit risky. Headcrash - either you on the road or your laptop inside the harddisc Hubert

It's not just the written words, we even speak in different tongues Hm, I don't know if I would hold a more detailed site if I'd do things like this MyEcu. And as he writes on his site: he's not Marelli or Bosch with a customer service departement and so on. Besides that, when I got my MK1 some years ago, I plugged it in and was literally airborne. The unit worked perfectly (after a minor layout glitch based on a Guzzi glitch was corrected) and I always got all the support I needed. But I know what you mean. The relation "written words" to "received words" sometimes could have been a little better. So maybe I should write: I always got the support I really needed Now to Hypertterminal: 1. Open the explorer 2. Right click on C:\ 3. Search for "hypertrm.exe" 4. Create a shortcut of it on the desktop 5. Open the shortcut 6. Enter a name for the new connection (My15M e.g.) 7. Go to the last line and switch from Modem xy to COM1 8. Enter 38000, 8, None, 1, None - OK 9. click on File - Properties 10. goto second page 11. go down to ASCII-Configuration 12. under RECEIVE (not send) check the first line: add CR at end of received lines. This is important! (and a secret trick because it's on the 5th subpage or so) 13. ok - ok (-ok?) 14. click the 5th option: Transfer (or so) - Save Text (or maybe Copy Text, not Send Text) 15. Click on Browse and say where you want to find the log file. - Click Start 16. Click on FILE - SAVE AS - .... This will make the whole thing easier the next time 17. Under TRANSFER (the 5th command) - RECORD TEXT (or how it's called in English) you can stop, restart or cancel the logging. 18. Close Hypertrm and you have your logfile. Open ECUControl - read map from file (also very important - that's the compiler table so to say) - click on ECU Diagnostics - click on logfile (a copy preferably, shit happens) (option ALL FILES) - enter the name for the parsed file - click ok. If you think nothing has happened, then look for the parsed file: the translation goes lightning fast That's all. Not really impressive once you have done it sometimes. In fact boring a bit. Because now you have such a huge amount of information that you have to be a good excel hero or a good script, pearl or whatever programmer to get behind all these numbers. Its a bit difficult because very seldom you'll have information for exact cells, and if so then in most cases only for a short moment. I guess some statistical excel knowledge won't hurt. A short 2 minutes preview is uploaded here (picture only, sorry): Hubert

That's no problem, because in the meantime the engine was cleaned, the tappet changed and the filter renewed. Why should the filter go into bypass? What bad things should go elsewhere in the engine now? You're (not you, it's just your post ) mixing up everything you've ever heard off in order to get this engine torn apart. The early V-engines had no filter for years, most of them still today are running without filters, just with a sief, even without the proper old "sump building" oils, without any problems.

Stay easy, Richard, nobody felt offended It's just that I once came over the same map (isn't it a PC like device?) and later found it less helpfull as I did then when I was a beginner just as you're now. The problem is, that in the meantime I found things to be a bit different as they're discribed by Sigma. Under static conditions this might be helpfull, but then it's no problem to autotune a nice map to given O2 targets. It's exactly as Cliff once said: go to a certain, easy running point, hit autotune, and then roll out the map as you do it with pizza duff. The problem is, and this is not covered by Sigma, that you don't float through the map, instead you jump up and down through the cells, opening/closing the throttle. It's a bit tricky to describe the effects here, face to face it would be easier To smooth out the transition, that's the challenge. Enter a bend under load, close the throttle a bit for rolling, close it more for corrections, then tear it up for pulling out - this is where you'll see whether your map is usable or not. Not to fall down into lean or overly rich. BTW, I do not run the lowest cells overly rich, I run them near zero. Tonight I'll make a logfile and post the HowTo step for step. I can't describe it now. I needed email support those days cu, Hubert

Kickbacks basically are a good thing: it means good ignition, just at the wrong time. What do you think of TDC=1 and inj advance at 300? Hubert

Pity. The more as the GMG are actually pending. Hubert

19 to 21 of June here (at "B"): 1250 miles total, 21 h Meeting V11Sport.de. Pictures here Interested? I think Martin's been here once, and Jaap, too. Hubert

Thank you, allthough the photographic picture was a bit brighter Hubert

"Sir, can you give us new information about the Mandello "Restructure - Renovate - Close Down" rumour? THX" Hubert

Yes. It works fine. The trick is to load the map first and then the logfile if you want to translate it with ECUControl. The rest, parameters and so, is described on Cliff's site. Once you have a good long logfile for your typical route then evaluate (Excel) in which map areas you're typically running your bike. You'll then find this sigma thingens not very useful I'm afraid. Do you have a good terminal emulation for PocketPC by the way? Hubert

Starting the engine is managed here: -------------------- # Prime gives the fuel injection time in ms while cranking #Temp C -30 -20 -10 0 10 20 25 30 40 50 60 70 80 90 100 110 125 Prime 32 30 28 26 20 17 15 13 8 5 5 5 --------------------- Row 0 (500) is for transition only. Cranking pulswidth are the 2 lines above (IAEF-STTFM ) TDC = 0 does not work well for me. Why should it? The engine is turning so slowly that spark at TDC is basically a must! You'll notice the difference at lower temperatures and lower voltages. Mine always strikes back then. HTH, Hubert

It's not looking fresh, indeed. The problem with pics is that things which appear to be scratches, dents or the like, especially on spherical surfaces, in fact might be very hard to measure. A real big fat scratch might in fact just be a few microns deep (compare it with turning marks on valve shafts e.g.). The question of course is not how deep a scratch is, it's more what is the reason for it, was it already there before the shit happened or not. To me this camshaft, the journals - not the cam itself, seems to be in perfect condition. I can see nothing that would worry me (again, I'm far away with a nicely running bike, so that's easily said, I know). Perhaps this topic could be run a bit less emotional if you or Pete could mark on one or more of these photos the damage you see or think to see. As far as I know you will never get parts that were replaced under warranty. The dealer has to send them back to proof that he has really done the work and to enable the factory to further examine the problem. It has nothing to do with "split party theories" or the like. Probably the dealer likes you more than he likes Guzzi. Regarding the mounting mark on the plungers: the kinematics at each end are completely different. The bottom end goes mostly only up and down with nearly no relative movement between the surfaces, the upper end sees heavy friction compared to the one mentioned first. At least theoretically they must be different, if not in shape (well, some have sharp eyes Hubert

How? Or why? That's the question on which's given answer all your writing and "breeding mechanical hypochondria" as "this bloke" - as you prefer to call him - has written. Man, such statements based on pixelized digital photos shared via internet - man, this tops even the OTS-thread. Hubert