docc

Have you ridden either of these motorcycles? Seems they would be entirely different animals. Same, but different. I rode mySport about six miles before committing. Of course, I already had my heart set. Like seeing that girl across the room and still married to her all these years later . . .

Just introduced to Hawaiian slack key guitar and this artist, Makana. His guitar made me think of Willie Nelson's "Trigger" growing its own secondary sound hole . . .

Most of the American vernacular for this expression is blocked by the latest forum software. Well, I'll be . . .

What is German for "Bugger?" "Ach du liebe?"

myWife is away for the weekend. Maybe I should slip a bike into the house and see how it goes . . . Anyone have a spare room?

Feeling more Zeta, here.

Thanks, @Speedfrog! We knew it was there, somewhere! From the beginning, the tune-up procedure in the V11 Workshop Manual came in for a lot of criticism. Hence, the various alternative methods to achieve reliable tuning outcomes with the V11 Sport/LeMans variants. Take, for example, the phrase " . . . completely closed throttle on the attached rod. " It is, in fact, not possible to completely close the throttle (plate) when attached to the (throttle linkage) rod. Attempting to set the TPS in this fashion would be completely ineffective with a pathetic outcome. Further, allowing a range in the TPS setting that indexes the map a step (or two or three steps) off, would lead to the kind of stumbling, hiccups, idle instability, and other complaints commonly attributed to the V11. While there are maybe a half dozen or more contributors to this undesirable running behavior, performing the "Decent Tune-up", with particular attention to the TPS procedure (Step #2), has benefited countless numbers of V11s. I might suggest that the " +/- 15 mV" language at the very end of the section "If, after this procedure, the idling speed is not within the indicated range " is to prevent the shop technician from fussing with the parameters for another hour. That is, after all, what owners are for . . .

Interesting, I recall that range as well, but cannot find a reference to it. Early on, I recall setting my TPS to 165mV (top of the "range") thinking 1) this will give me more fuel and 2) all modern bikes are lean. Both of these assertions are, of course totally wrong. All I succeeded in was to index the mapping a step off. My experience since has borne out Meinolf's 157 mV setting, perhaps +/- 3 in order to stay within the same step on the lookup table.

Full disclosure: I did not start motorcycling until age 35. First bike: 500cc single cylinder Honda (still in the fold). My local Honda dealer said, "You'll be bored in six months ." Indeed so. I bought an 800cc Honda twin (Pacific Coast). It served me well. For a few years, until I "needed" a "liter bike." Which launched the slippery slope . . .

I have mySport because myWife said I should. One should not quibble with these sorts of directives . . .

Heh, so "racing" is a kind of Third World experience?

In the Workshop Manual, Section I/ Carburation Procedure (page 52 in my manual), the TPS setting is specified at 150mV (no range). The idle setting of the TPS is given in a range, but shown in Throttle Plate opening angle in degrees (3.2º - 3.6º). [Please note the final idle rpm, idle TPS voltage, or idle throttle plate degrees are NOT critical, as long as the idle is not too low.] What is critical: indexing the throttle plate opening to the map. This is the function of the TPS. On a V11 Sport/LeMans, this is set with an accurate voltmeter with the throttle plate completely closed. More voltage is not better! @Meinolf determined the 157mV setting from his study of the actual lookup tables. IIRC, the steps in the lookup table are 7 mV. So, if a range could be derived: 153.5-160.5 (?) Is close enough good enough? My experience has been that when the TPS indexing to the map is spot on, mySport runs magically, from idle stability to heat tolerance to the nefarious 2800 rpm *hiccup/stumble to the freight-train torque-pull into the upper reaches of the power band.

Now, yer just pissin' me off . . . How about some of those "Pics from down under?"

Being about fifteen degrees (Fahrenheit) cooler today, I cheated and took my first ride of the year yesterday when it was sunny and 55ºF/13ºC. A group of us used to get together on New Year's Day to ride regardless of the weather to kick off the year right. Before I became a slacker . . . Looking forward to hearing about all of your 'First rides!"

Congratulations, Pete! A well deserved "retirement" with a great plan to stay involved. Michael is a lucky fellow to have your trust, support, and acquaintance! Best regards from all of V11LeMans.com and, by all means, keep us on your To Do List!

I see the published seat height of the short frame V11 Sport, 1999-2001, is 800mm (31 1/2"). My Öhlins (not the OEM Guzzi part) is 5.5mm longer than the Sachs and the seat height is ~819mm (32 1/4"). So, my ride height increased about triple the change in shock length, but I went with a significantly stiffer spring and chose a more aggressive rider sag (25%) for the rear. I suspect without the stronger spring and increased preload (if only the shock length changed), the change in ride height would have been about (well, you know): "double-ish"

Congratulations, @droydx !

Student (docc): "Er, doubl-ish?" Engineering professor: "Young man, have you considered a transfer to the Business College?"

So . . . no one has volunteered to perform the assigned geometry problem, yet . . . But, we can agree that increased shock length approximately is doubled in ride height?

This sort of thing is precisely why I exited the College of Engineering at university . . . When a deflection of 6mm is applied in the x-axis to the upper mounting point, calculate the mm change in position of the rear mounting point in the y-axis:

Hmm, so if shock travel = approximately double the suspension travel (2" of shock travel = about 4" of suspension travel) [sorry for the inch measures, y'all), then an increase in shock length would be doubled at the ride height? Such that my +6mm Öhlins would have increased ride height about a half inch? (yeah, mixing inch and metric, I know ) There is a dimensioned drawing of the swingarm in the early Workshop Manual. Someone could do this geometry . . .

A great beginning, without having to already own a bike, is to take a local Motorcycle Safety Foundation (MSF) Beginner's Rider Course. A weekend course, typically, with some classroom, but a lot of "range time" performing specific skill exercises on a 250cc bike (usually various models to choose from). The course culminates with a riding evaluation and many states accept the completion certificate for a motorcycle license (varies by state). They offer a range intensive Experienced Rider's Course that is perfect to come back on the new rider's bike of choice.

I see the Öhlins shock fitted to my short frame Sport is 286mm (relative to the factory Sachs 280.5). The change is ride height was notable, yet also affected (likely more so) by the stiffer spring and more aggressive sag settings.

The low fuel sensor grounds 12 volts via an internal thermistor. The voltage comes from Fuse 5 through the Headlight Relay (#2, from the front) flowing through the 1.2 watt instrument panel bulb. The bulb has constant power to it and only lights when the sensor (thermistor) heats up and provides a ground (earth) path. I hope this explanation is helpful, @Cabernet !

Courtesy of @Randy and @KINDOY2: