callison

I shipped the heads for my Sport 1100i to Mike Rich yesterday. I'm planning to go for dual plugging too. Eventually, we'll have more data points as a result. Whether anyone believes it or not, my main intent is to get better fuel mileage although some extra horsepower would not be unwelcome. Since I don't generally run in the higher rpm ranges, I may be able to hew to this better mileage notion to some extent.

I have a line on a whole bunch of them that came with some parts I ordered. Unfortunately, I'm at work, and the stuff is at home, but I'll get back to you with the info. They have a pretty extensive line of replacement turn signals for dang near everything as well as some other stuff.

Here's a carb Sport somewhere in Europe with the full rig.

Somebody had mentioned the kit for reducing the steering head angle, so I referred to the DAS MotoTec site and offered the Alta Vista translation. The kit is for the Daytona RS's and Sport 1100's though, bikes that are noticeably less quick steering than a V11 Sport. If the V11 Sport needs to have quicker steering, I haven't noticed it. Probably needs a quicker rider first The 91 HP is undoubtedly the result of one very good optimum run on a dyno measured at the crank, not the rear wheel. All sales departments do this. The weight is for a dry bike and probably a pre-production V11 Sport with all of the additional frame gussets and such. Failure to upgrade specs sometimes makes them look better, especially when the bike has gained weight. 5.8 gallons? Never saw that mentioned anywhere, but if it were, it would be an outright lie. And speedometers, everybody's favorite bitch. Well, from what I've read, European specs allow for a speedometer that reads as much as 7% fast but 0% slow with heavy fines for failure to comply, so it isn't surprising that speedometes read really optimistically. It would be better though, if they read optimistically realiably

http://www.daes-mototec.de/ Right side, where it says Produkt, click on Fahrwerk, where it says "DAS-Fahrwerksgeometriekit Fur MOTO GUZZI 1100 Sport, Daytona RS, V10 Centauro mehr...", click on the "mehr". Alta Vista gives the following translation (I've substituted some stuff that doesn't come across, but made no particular effort beyond that). Since it chassis geometry kit A typical characteristic of the MOTO GUZZI 1100 Sport/Daytona/Centauro family is the Untersteuern in curves. The quicker the pace is, the more strongly "pushes" the motorcycle over the front wheel and besides bends the front spar and with the strong accelerates to steering wheel striking. Responsible for this are before all a strongly hecklastige weight distribution, as well as the steering geometry of the series Guzzi`s. With the since it chassis geometry kit a practicable was found here and not to expensive solution: Eccentric bushes with 0.1 mm undersize and new taper roller bearings are fit in and bonded in the frameworks. Thus the again made guidance shank pipe is more steeply fixed around 1 degree and guaranteed at the same time that with bearing seats out of round in the framework the taper roller bearing keeps its roundness. By the new CNC milled fork bridges with alternatively 30 or 35 mm offset the wake is adapted. Besides the wheel base is shortened around nearly 30 mm and thus a clear gewichtsverlagerung is reached forward. Result: The motorcycle drives itself many more handily and all more neutrally, it "pushes" no more over the front wheel. One has thus with extreme driving conditions a very good feeling for the front wheel! Scope of supply: 2 eccentric cam bushes, 2 taper roller bearings, special adhesive, sentence CNC milled fork bridges with pressed in torque tube, drilling fixture to the do-it-yourself installation on loan, as well as a detailed assembly instruction. Operating range: 240-0001 chassis geometry kits, 1 degree/30mm offset, for MOTO GUZZI 1100 sport IE, Daytona R-S, V10 Centauro - 938.10 Euro 240-0002 chassis geometry kits, 1 degree/30mm offset, for MOTO GUZZI Daytona - 938.10 Euro

I seem to recall looking at the Acrobat specifications after failing to get the PDF files to link and finding out that weblinks is a Windows service and not available on the Macintosh. I'll have to copy the CD contents to my iBook and boot up Yello Dog Linux and see if it works in Conqueror.

The fiberglass composition of sport fairings of that type (frame mounted and sort sort of like the old Norton Production Racer) do iindeed reflect engine noise upwards. In fact, the parts manual for the Sport 1100i lists additional soundproofing for the Switzerland bound Sports. If it bothers you, I suppose you could add some of that type of baffling material to the fairing, but I'm guessing it wouldn't look too wonderful and may not do an awful lot to remedy the noise.

All I know is the IE launched and 2 seconds later my firewire disk had the header information in every single file corrupted! I don't run any Microsoft software later than Word 5.1a or Excel 3 because the later versions have hooks that the hackers use. Apple's installers put the damnable IE on every time you load a system though and it is really difficult to render IE impotent. I wasn't careful enough after a system upgrade and IE got onto my Mac. Microsoft products are by definition virus's because they engage in some pretty nasty practices including denial of service attacks disguised as Microsoft networking. Hence, I don't use their new stuff. Unfortunately, Netscape 7 on the Macintosh cannot do the PDF links. Must be a PC centric thing. If I had the money to buy some decryption software for the PDF files I would undo them and save the illustrations as something else. Not linked, but at least standard html code could access them without special system hooks. As it is, I just printed all of the illustration pages out. Now for the text pages. I don't have to boot a book and there is no computer in the garage. PC's are fine. So are HD's. Both are good at what they do although they operate at the opposite ends of the cost performance curve. Guzzi's are like Macintoshes. You love the product and hate the company (Apple) or the distributor (Moto Guzzi North America). Long live Linux!

The parts manual will not link in Netscape Navigator if that's what you're using. It's optimized for IE. I'll be damned if I'll put another Microsoft product on my computer after IE launched a virus on to my system last year and erased 18 Gb of files. I'll just stick to launching the files manually. Too bad they saw fit to do the CD as a pdf combination. I understand the technical merit, but it is awkward if coded to not be cross platform compatible. Unprofessional too.

I can empathize. Every time I see the LeMans Corsa I think about trading in a bunch of bikes. My wife is having none of that though. So, are you riding the Corsa Wednesday or the V11 Sport?

I seriously doubt that the connector is changed for this year. If a different computer were specified, than maybe, but even then the connector would probably be the same. I think Ghezzi Brian's use a different ECU, yet the connector is the same. Part of this is due to meeting emissions requirements. Change too much, and you have to get the system re-qualified again, a very expensive proposition. Why not just order your new 2003 LeMans with the TI pipe set Mike?

I'm with Rich on this one. Much as I would like to have optimized suspension, I don't ride fast enough to really need it. I certainly can't afford to have my transportation to work in someone's shop for an extended period of time either. If I've gotten slow and cautious, I'll just blame it on advancing seniority. (52 years next month). Quick performance tip: Loosing ten pounds of body weight is equivalent to $1500 worth of titanium fasteners. Let's see, If I lose 50 lbs, that ought to be enough to convince my wife I've saved enough to pay for an MGS01.

Al, find someone that will re-map the timing, go to Moreno California (right next to Riverside International Raceway) and visit the dudes. If they have the mapping software, fabulous, if not, get a PCIII. I'm sure Pierre would love to contribute. I know of some individuals that have had awful disagreements with the FIM people in Australia because of their attitude. The same may be true for FIM representatives elsewhere. I could probably list at least four firms off of the top of my head that have been doing dual plug conversions for a long time. Check this one out, it's a bike out of Moto International. http://www.motointernational.com/project.html

While I might be able to cojole "she who controls the budget" into letting me send the heads off for "improvement", obtaining Carillo rods and going full route on the innards would likely tip the odds in her favor. I'm not even certain that I would go so far as Stage II as I haven't talked to Mike Rich yet.

I wonder if Pierre is going to talk to me after I've revealed all of this stuff. There aren't 10 Sport 1100i's as modified as his in the entire U.S. so it's not like you'd run into them every trip around the block so I don't think he'll be too upset. Some of the info is in "open literature" anyway. At any rate, culling the pertinent stuff from some email exchanges I've had with Pierre, here it is: --------------------------------------------------------------------- "Pierre" I've got the Stein-Dinse graphs. Three for the sport models and 3 for the cal models (you're supposed to try each one, and stick with the one that gives smoothest transition through the mid range). Will Creedon mapped the four curves - each on a separate chip. The chips were identical but for the ignition curve variations. Ran those chips back to back on a DynoJet eddy current dyno and for my bike, the #5 curve proved the smoothest and generated the best power curve through that limited area where the 4 curves vary. I was surprised at how pronounced the differences were between the four. Of course, that result is on a pretty heavily modified motor so, as always, ymmv. Todd had installed my PC III earlier in the week so I dropped by his place at 8:30 for a trip to Dyno Dudes tuning link center in Moreno Valley. Had a nice run to Moreno Valley on another Kodak moment SoCal morning. Met the "Dudes" (Chris and Mike) at 10:00 and, with Todd's able interpretation, outlined what I wanted to accomplish. Had 5 chips to run, with the best of the 5 to be mapped. This extended the dyno time required substantially (4.5 hours), but the net result is that I'm now satisfied given the available resources and technology for that bike - my motor mods have been optimized and I'm getting full benefit from them - finally! Yee Ha! (90.3 SAE HP, 67.5 SAE torque) I won't bore you with details (full story and charts will appear on guzzitech.com), but in short I regained the HP lost after the dual-plug / decking mods and saw spectacular improvement in the low and mid rpm range. Throttle response is absolutely crisp - the way it should feel IMO. The best way I can describe it is what I told Todd after my first test ride - it felt for the first time like the throttle was connected directly to the motor. --------------------------------------------------------------------- So what Pierre has is a heavily modified Sport 1100i, dual plugged, ported, Carillo rods, balanced. The whole shooting match. The porting was not done by Mike Rich, so it is conceivably possible that there is still more oomph available. While the V11 Sports are stronger than the Sport 1100i's, at the horsepower extraction extremes of developement, they ought to be a dead heat and anything that applies to one ought to be applicable to the other. The current stuff is just better optimized than the former stuff is all. Part of that is the ECU, but once the mechanicals are done, and curves are optomized, it shouldn't make very much difference if the optimization is done via chips and PCIII like Pierre has done (the chip does the ignition curve, the PCIII the fuel mixture) or a complete unit like Cliff Jeffries ECU. My Sport 1100i is down because the heads are crudded so bad. I just talked with my wife about sending them out to be ported. She shook her head sadly at the foilbles of motorcycle enthusiasts... I know who I'm going to call this coming week. Mike Rich. Hey Al! You're going to have company!!! I have the Cliff Jeffries My16M already wired in (dual, I can swtich between either computer) so I just need to get the mechanicals squared away, set the ECU stuff and then hook up the O2 sensor so the fuel mixture can self correct. Sounds simple. I bet it's not. For what it's worth, there are a whole bunch of goodies at http://www.daes-mototec.de/ for Daytonas, Sport 1100i's and V11 Sports. Just click on the far right box for a drop down menu. Some options go nowhere and others lead to some pretty nifty tid bits.

Now that I've had a chance to look at the various Fiamm offerings, I'm convinced that some marketeer marked the low horn on my bike as 138db since Fiamm doesn't make one that loud. 130db is still pretty loud though as I had an opportunity to demonstrate to the dimwit parked on the inside of a blind curve on the narrow mountain road I was blasting down on the way to work today. If I'd been riding the California with the Givi bags, they would have been shorn off. Sheese! Parked. And not even up on the spot where all the teenagers neck. Which I'll be going through tonight, high beams on and Mistrals singing. One of the peculiar joys of my commute at midnight. Heh, heh, heh.

Here's some more for you Al. Dual plug Moto Guzzi ignition curves. The one Pierre is using on his newly dual plugged Sport 1100i is #5. How you tell which one #5 is, I'll leave up to you. I think these originated with TLM.

Actually, and I hate to admit this, I have a spare coil because I didn't do a wonderful job troubleshooting a bad connection last year. What I didn't want to do is dig around in my box of ill gained goodies to find it. But I just did. And the answer is... 1.4 ohms. All by it's little lonesome. No bike attached. These suckers aren't cheap either. $80. That's why I don't like to be reminded that I goofed and bought one for the wrong reasons. But that ought to settle the question on the coil resistance anyway. If that's a copacetic answer for everyone, I have another question. Al, did you get the heads decked to raise compression, are you changing the pistons or is all of that the same as before and you're dealing only with the ported heads and dual plugging?

As I replied to your post on the MGNOC list Al, the part numbers for the ignition coils for a California are the same as those for the Sport 1100i and I'll bet all of the other EFI Guzzi's as well. Even with different computers, the output coil driver designs are unlikely to differ. Cliff measured both of his coils in parallel giving a reading of .7 ohms. That would make the individual coil resistance 1.4 ohms (and this is the way they operate). That means the notes on the guzzitech page for the dual plugged Bassa are correct and you should be looking for a 1.5 ohm dual tower Dyna. I'm not certain the ECU could survive a .7 ohm load, especially at sustained upper rpms.

Drat! Now I'm going to have to start using gold plated speaker wire to upgrade my bike. Cliff, you fiend - how are we ever going to keep up?

An in tank fuel pump also occupies a lot less volume than the space that must be allocated underneath the tank to accomodate an external fuel pump. It would be interesting to see if the new tank has a much different bottom than the earlier tanks.

I can check the parts numbers for the Sport 1100i and California and see if the coil part numbers are the same, but I'm pretty certain they are and that MG hasn't changed coil specs since they went FI. So, if Dyna says that the 1.5 ohm dual tower coils are the appropriate coils for dual plugging, then I would go with their recommendation.

I believe that the option for a jacket or MG accessories worth $600 is an MG incentive, not the dealers. It's just the manufacturer or MGNA trying to slither out from warranty responsibilities.

Pretty weird cliff. That implies that the tach is teed off of the injector drive in the same fashion that the old Guzzis had the tach driven off of one coil. In a word - cheap, it doesn't say much for isolating the ECU from problems caused by external components.

The 5/40 spec is for the hydraulic valve models. Certainly not the V11 Sport variants.