docc

New plugs= good. Different plugs? Not likely an issue. I change plugs and perform the Decent Tune-up every 5,000 miles. With the probable wear in my valve guides and hardness of the seals, the plugs really could change at 4,000. Still, performing all of the full 6 step Decent Tune-up at regular intervals makes a significant difference. Until it's ready to do again . . .

Not at all pointless! I love hearing what you all have to say! Is this really is the most quantum leap Guzzi has made since leaving the 1921-1975 horizontal single for the 1967-2020 "BigBlock V-Twin?"

I have to thank the SpineRaider with the Rosso Mandello. What an awesome cat. He so promoted the TechSession, and took it all in. So glad to meet up with him again and admire his Rosso Mandello! After traversing the Cherohala, he said something so very encouraging to me. I've long thought my AeroStich aboard the V11 looks akin to a "high and heavy canvas covered load" (Johnny Cash). Adam said I look like a "Diesel Bulldog." Thanks for the encouragement, bud!

I was, of course, a younger man, then. That dark beauty with all that red blood coursing through her Red Frame . . . nothing but a big motor with enough stuff bolted on to (hopefully) hang on to . . . the hook was set (quite obviously, as we now know). This new creation. We are so much more, erm , mature and circumspect now. Once more, exactly why they are not building this for us. And shouldn't. It is a fascinating effort in an amazing time. I cannot wait to see and hear one! Are demo rides too much to ask for?

That we are all guessing, and even dreaming a bit, may be part of the Italian way, yes? I recall the V11 Sport reveal at EICMA, 1997. What a surprise! No internet spoilers or advance, veiled images. No suggestive press releases. Just put it on the podium, let the "magazines" print tiny images and let the faithful lust and pine over it for two or three years . . .

Yeah, we'll see what the "fat farm" gives us. Somehow, BMW shed some 70 pounds from their venerable GS at some point? A liter-class Moto Guzzi under 500 pounds (wet) with even 20 more horsepower than my V11? "Pinch me, Guido !"

I watched another walk-around (with another painful audio narrative). The gearbox certainly is behind the engine. The left side of the V100 is not seen much! But the torque reaction of the shaft drive looks directed through the monoshock (to my eye). The front cover is more narrow than I had thought, much like the external alternator drive of the 1200 big block, so probably not a Tonti-style crank-nose alternator . . .

And also that the V100 drives the shaft from the left side. So, where is the gearbox? "Unit construction?" And what is the big lump at the front? Crank driven alternator, Tonti-stlye?

Seems the front lump (what is "deep etched" out of the V100 motor pic) is the clutch on the CX500, whereas the left-rear lump is the alternator on the CX, but must be the clutch on the V100? What packaging . . . Honda CX 500

Sooo, gearbox beneath the engine like Honda packaged the CX500? (I'm seeing some architectural similarities of placement and proportion . . .

Where is the image? I thought it might be in the Moto.IT walk around, but I can't find that, either . . .

Did you find that image or the rear of the engine? I'm not seeing it now . . .

I see the rear brake master cylinder (mounted at a nicely tipped-up angle, but also saw a view of the rear of the engine showing the clutch master clearly accessible (unlike the V11).

Quite honestly, I find a lot to like about this new bike. Whether it sounds and feels and rides and dances and sings like the Moto Guzzi I love remains to be discovered. I am also happy to see that this model is the V100 "Mandello." Suggestive of the concept that there will be follow-on V100 models with different "flavors", just as the CARC platform was used.

Does this mean a Guzzi that isn't built around its clutch? And that this Byzantine affair truly becomes a thing of the past?

I know this same "phone call" story of a BMW GS that idled on its stand for "45 minutes." It was a total loss.

Just to clarify, @MartyNZ map v.93, but still using the parameters of the "Decent Tune-up" ( valves set 0.006"/0.008" = 0.15mm/0.20mm I/E, and air bypass screws at ~a full turn +/- what it takes to balance at idle)?

@MartyNZ, do you also use the closed airbypass screws and very loose valve lash with that map?

I recall @MartyNZ is running a Meinolf map; not sure if it is v.93 . . .

Opening my intake tubes up a bit held some interesting outcomes. I only got them about 1/2 as opened as PhilA. Yet, again, the sound they make now is so much more harmonious with the exhaust. I also found the tracts pinched down surprisingly, and unevenly from side-to-side, a couple inches inside where they go into that water trap area. Seemed to contribute to a better balance between the cylinders.

The TPS baseline is part of a "Decent Tune-up." Personally. I would go this route before having someone alter the map:

Hmm, I don’t know about that. Seems like the map would still index to the start point?

No, Sir. The TPS is set with a quality voltmeter to 157 mV with the throttle plate completely closed (linkage released, high idle cam released, right idle stop screw backed all the way off, clean bore and plate edge, and perhaps even lightly zip tied closed). This effectively indexes the map to the throttle angle. It is a fiddly operation as the TPS is so very sensitive. You will get a feel for how much it changes with the tightening of the fasteners and take this into account until repeated attempts finally produce the desired value. Changing the fasteners from the factory Torx/star to hex drive and obtaining a Casper's Breakout Harness (or equivalent) are helpful.