Skeeve

The crossover is necessary because of the restriction of the cans; by having the crossover, each header effectively "sees" 2x the volume, ie: 1/2 the flow restrictions. [Please note: these are simplifications: the real world isn't "perfect."] A properly designed 2->1->2 system wouldn't merely decrease the backpressure from doubling the available muffler volume/cylinder, but would help scavenging on the trailing cylinder [mmmm, free power! Not much, but every little bit helps, esp. near redline when it's "a little bit" x 8000rpm...] The current v11 series do not have this ideal design, altho' if you look at the Griso pix & Enzo's pipes, you can get an idea of what one would look like: Headers merging into one larger pipe, leading to a muffler with capacious volume [in Enzo's case, the "muffler" is the atmosphere, since he seems to be running a megaphone exhaust in the latest iteration... Oh, my bleeding ears! ] BTW, if the CF Scura cans you bought are the same as the stock steel cans internally, then how do you figure they triple the tuning length? You have a pipe that leads to the back of the can, a partition with a couple of little straws stuck thru a barrier leading to the front of the can, then a long tube allowing the exhaust gases to wander out the back of the muffler when they build up enough pressure to force their way out. It's an effective muffler, but the only length of it that allows "tuning" is the initial length of pipe leading from the front to the "soundbox" rear chamber. The only reason for this choice is pursuit of minimum noise in the bands that engine noise peaks, so that the total sound envelope of the vehicle will make it under the EPA/CE noise limits at xxxx rpm... There are *much* better performing designs to be had that are still reasonably quiet, but which may not pass the noise regs. The stock cans absolutely require a crossover to provide any hope of performance. Look at the hit to the low end they imposed until Guzzi added the front balance pipe in '03? Damnit Jim, even a simple country doctor can see that there's got to be a better way!

Heh. NO THANKS! W/ that tiny muffler volume, that puppy's gonna be LOUD. I've been deaf, and value my hearing too much to risk it on something so peurile as a pipe that's loud for loudness' sake. But the audio file will be nice to listen to, since that I have the control of the volume "knob..." Remember, "loud pipes shave hives" but that's about *all* they do. They also piss off non-motorcyclists no end, since what's music to our ears is nothing but rudeness to them. A hi-flow muffler goes a long way to preserving our riding rights... O.K., lecture over. You may resume showing off your cool exhaust system!

It's dependent upon the crankshaft, actually. As for the "counter-" vs. "anti-" clockwise thing, that's just dialectic variation: they both mean the same thing.

Enzo's such a contrarian that your statement will only encourage him!

TR's previous solutions used a software "key" that was linked to the ECU's serial# [which the ECU is unfortunately aware of, so you can't just pass the key around along with the ECU's s/n from the case that the key is tied to...]; I imagine this updated version is set the same way, since this is also how the H-D "tuning kit" works. Trust me, if it was "unlimited mods to one model of ECU" as you suggest, the unit price would be far higher. At $3k a pop it would still be worth it for a shop to buy one, since after they'd busted their nut by tuning a dozen bikes, everything after would be gravy. I think TR needs to reexamine their business model at the very least. Basically, whomever gets their fustest with the mostest is going to lock down the market. Right now, DynoJet is just an rch away from doing so, but until they can meet that magic $200 price point, they'll still be open to sniping by the greater capacity/flexibility of the competing systems. But that's just my opinion.

I don't have the url handy, but there's a nifty site out there w/ some animated graphics of engines & their balance factors/vibratory modes. Here's the deal: V-twins of any ilk vibrate in line with the cylinders [ie, 90deg from the plane of crankshaft orientation.] Harleys, being a narrow-angle twin, vibrate like crazy - over/under/sideways/down; the animation of a 90 deg twin showed almost no up&down but a lot of front to back in the same plane as the cylinders. Net result is that in transverse 90deg V-twins like Ducs & the VT1000/RC51, SV1000/650, etc., the vibration is in the direction of motion & not very noticeable. On a Guzzi, it's side-to-side and therefore much more noticeable than it's transverse brethren. You'll note I said more noticeable, not more. Anyway, that's what I made of it. So sue me if you don't like the explanation...

More to the point: why are they still using solids instead of roller lifters? I mean, if performance figures are shown to appreciably affect sales... Wouldn't that also help alleviate the concerns about cam pitting?

You got it Tony! IIIIIIIIII [that's 10 "I", oh m' boyo!] Seriously, love the Tenni, woulda bought one N.O.S. from OC Motorsports last Sept. but somebody came by & scooped it up the day before I showed up w/ the money. Aaaarrrggghghghghhh! Still want it, even tho' I'm the proud owner of a new, leftover 2003, thanks to Dave Richardson/Moto Int'l. Ride on!

Pricing that works for the RUBbie population in the Harley crowd won't necessarily fly for Guzzisti! If TechnoResearch wants to compete, they'll either need to sell additional licenses a la' Tuneboy [at a lower price, 'natch!] or lower their price to somewhat less than a PCIII [which offers unlimited updates to unlimited ECUs, but since it's a hardware solution, can obviously only be used on one machine at a time...] Cliff's solution remains the best in terms of flexibility; the DJ PCIIIusb remains the most cost-effective. None of them strike me as necessarily cost efficient, unless you've already spent money on other mods. Que sera sera...

Since Brian's post is almost a verbatim duplicate of mine from a month back, maybe the answer is something that belongs in a FAQ? Just a thought... Thanks again for everyone's help!

Well, you can hardly blame'em: ya gotta make hay while the sun shines, right? They're savvy enough to realize that when the world wakes up & realizes just what a bunch of numbskulls they really are, then the days of wine & roses will end like that![snaps fingers]

KUUL! Now I can get my tankbag to stick! Where do I find an aluminum magnet? Whaddaya mean there ain't no such thing? How's this supposed to fix the plastic tank/no magnetic tankbags problem? Oh, I get it: it doesn't! Thank you for drawing this idiocy to my attention, so that I can conveniently ignore it in the future...

O.K., I'll save reshaping the seat til after my land speed-record attempt! [Cowls on a streetbike are dopey lookin' ennyhoo... this ain't no racer, bunkie!] Rider on!

So, is he going to take the MGS-01 to the IOM? That'd make it an '05IOMMGS01, right? Actually, it would be neat to see an MGS at IOM!

Prezackly!

Well, doing a road show in an area that has traditionally poor sales is a great way to increase your exposure, but a poor way to increase sales. Since MG has limited promotional funds due to poor sales, it makes more sense to wave the flag where there's some hope of it leading to closing a deal...

The only time *my* shocks "dampen" anything is when they're leaking! The suspension dampers are there to damp out oscillations in the springs used to spread out the instantaneous loads over time. In this case, the usage is derived from terms like fire damp, ie: a non-combustible gas that puts out a fire. At no time is liquid of any sort implicated, which if present, would dampen the proceedings. So there you have it! Now if I could just get people to start spelling "brakes" correctly...

Harmonics. The longer stalks don't resonate at the frequency that the 90deg v2 Guzzi engine does; they're designed to resonate at the frequeny of a H-D 45deg v-twin! Ride on...

Well at the risk of losing out on some cheap cans ['cause I'm cheap, & the only offer you'd get from me is $20+ shipping costs, since my only use for them is sacrificial experimentation]... Can't you just take off the end caps, slide off the CF sleeves [since they're just cosmetic covers, not "real" CF structural components] and either: A] Swap sides, so the scratches are on the inside, next to the wheel where they'll be much less visible, or B] Replace the covers w/ new ones, which would be much cheaper than the cans? If you're looking to get rid of the cans & get real CF or other, much lighter than stock, aftermarket cans, my offer above still holds...

There's GOLD[en roads] in them thar hills! Seriously, my friends in the LABikers & I take an alternate route leading in the back way to Castaic on the day of the Love Ride to avoid the horrendous traffic leading to/from the event. Those roads are good fun; everyone who makes it to this rally should have an excellent time!

I don't speak Dutch! Translation engines don't savvy the colloquial & idiomatic expressions well. One of these was "It beats a cut from Dirk?" & the other is "It beats a grip on a pig?" I'm guessing that you're looking for the equivalent to "it's better than a poke in the eye with a sharp stick," but I'm not certain. Since I *think* this is in reference to the Givi top-box for a Le Mans since that's the title of the thread. And yes, having one *would* be only slightly better than a poke in the eye w/ a sharp stick, since Givi seems to excel at making ugly Bike luggage: that's probably because it's too generic, in order to work with many, many different motorcycles. Should a Le Mans sport a topbox and/or hardbags? Sure, if the owner wants it! But in the best of all possible worlds, they would be bags designed from the outset to complement the Le Mans' lines and have mounts that are either quickly removable or permanently hidden. Think of the available horribly over-priced aluminum tail-rack accessory that hides the Le Mans greatest styling flaw, the "beetle carapace" back-end. Get someone with some fiberglass experience from H-D's plant in Waukesha? or wherever and a stylist who barfs at the site of Corbin Beetle Bags together to work some magic and any rider who has a modern Guzzi sport bike of any model will pay a reasonable price to have the flexibility such bags provide without the assault to the senses of the bad looks that either the Givi bags or the original "bug butt" styling provides. Of course, as Pete Roper pointed out a while back, the "reasonably priced" is the fly in the ointment, since there's just too few Guzzis out there upon which to build an operation that needs significant economies of scale to bring the prices within reason... Maybe someday I'll have the time to fiddle around with the idea. The nice thing about doing it in fiberglass is that the materials are fairly cheap, rugged, repairable, and the molds can be made up by an individual with little expense, ie: it's suited to low-volume production. In other words, it could make a nice hobby!

Why don't they use teflon buttons? I thought circlips and their hassle-prone installation had been made redundant by the invention of the teflon gudgeon-pin plug?

No. But just once will ruin the whole rest of your life! Since the upside to solid pegs is insignificant and the downside is substantial, I'd rather spend the money saved on not making the conversion on lottery tickets & snake oil, which have far more beneficial rates of return...

Lay your bike on its side. Now, the pegs are dragging! Since racers get their bikes rebuilt for free, I don't imagine that they much care if solid pegs catch on pavement and lead to further damage to the bike. Since they likewise don't have much concern for getting rear-ended at a stoplight, they don't care if solid pegs will hamstring the rider and lead to lower leg amputation as happened to my brother's best friend. Did you think I meant the pegs will catch while you were still on the bike? That's ridiculous! Your toes would be scraping pavement well before that happened... Keep your solid pegs, if they make you happy. Since I've ridden bikes with both, and having a footpeg that gets out of your way instead of tripping you while paddling the bike around to park it is a far better option, I think I'll stay w/ folders, ["Elvis"] thankyewverramuuuuuchmamabaybuh [/Elvis]

Not certain I see what you mean: the TL operator buys the hardware & software pkg., then a new key @ $150 anytime he needs to tune a new customer's ECU. As long as the key isn't lost, he can tune & retune that ECU anytime needed/the customer can foot the bill. At least, that's how I read the page. Frankly, I'm apalled at the rates being asked for running a bike thru the tuning link anyway: AFAIC, for what DynoJet is asking for the PCIII, it should come with a certificate for a gratis run on a tuning-link equipped dyno. But then I'm the sort of cheapskate who would buy the individual carb jets instead of spending 5x as much for the "kit" back when Bernoulli did all the fuel metering... So far, for the money the My15M seems like the only worthwhile investment, as it is the only solution that is more-or-less "stand alone" & doesn't require some sort of additional outlay to someone with a dyno anytime you want to make a novel change to your engine mods. Fortunately for me, I'm the sort of cheapskate who can't afford to wander far off the "as equipped" mark, so it's all rather moot for me...