docc

Good then, we will hook up guzzidiag an see where the angle sits. I suspect it is more open than 4.6º . We'll then have a look at whether the angle bumps up slightly at idle and consider some form of The Nasty Kludge. I had performed the tune as I would on a 15M. While the bike started and ran much better, the idle was low. This was the point of intervening with a dose of exuberant ignorance by turning in the "idle screw," then resetting the "learning parameters." Of course, I am fond of idling my V11 15M on the high side. Perhaps these W5AM won't tolerate that? edit: I understand, now, that even though the "stop screw" is identical to my V11, it is NOT an "idle stop", it is the baseline Throttle Angle Stop.

Ian Falloon is a reliable author, but yeah, check out those other titles. especially Field's book if you're primarily interested in the big twins.

Now that motowfo has his Stelvio on its way to resurrection, let's revisit the W5AM tuning. When the electronically set TPS appeared, I could not understand how it could know the actual throttle angle. Now I understand that the throttle plate angle is pre-set and therefor a known quantity! In the "if I knew then what I know now" category of addressing one's mistakes, I must now attempt to restore the correct throttle plate angles on the W5AM 2007 1200SPORT 2-valver. Since guzzidiag reads the throttle angle from the look-up table, my understanding is that some other (physical) method must be used to re-establish the optimum throttle plate setting? Or is it worth trying to use the guzzidiag apparent throttle angle to attempt this?

It seems this procedure will require the physical setting of the optimum throttle plate angles before indexing the TPS to the map as on the W5AM system?

Good luck on the Triumph 4sale, swooshdave! In the meantime, consider getting the book Moto Guzzi Big Twins by Greg field. It will offer you a wonderfully well researched education on the Guzzi big twins with interviews of the engineers (Carcano and Todero) as well as extensive interviews John Wittner. It is the single best source I've read on the subject. For the entire history of Moto Guzzi since 1921: Mario Colombo!

I don't know of anyone who has tried that, but they're the same engine block, yes? I suppose it's worth mentioning that the V11 came with a hydraulic clutch (cable actuated in the earlier Sport 1100), and the shaft and rear drive of the V11 differ. Apparently, the gearing of the V11 is different as well. Still, I suppose it safe to say they (the V11 and the 1100 Sport) have more in common than not. My "twitchy" comment about the short RedFrame is a bit tongue-in-cheek. Sure, they do handle differently, quicker if you will, and are perhaps more needing of the basic suspension set-up and tire selection. The very, very earliest V11 Sport was reportedly fitted with 1/2 degree steeper triple trees which would certainly contribute to some "handling challenges."

Right? Thanks for sharing your birthday with us!

And, hey, if we're dropping big names, let's make sure Tony Foale gets the credit for the Spine Frame itself:

Let's call them all Spine Frames, so that makes them more brothers than cousins! The different V11 gearbox and frame/geometry transformed the handling nature. Some like(d) it, but a lot did not. Hence the "LongFrame" V11 of 2002-2005(6?) among other changes to tame The Twitchy RedFrame Beastie. The V11 introduction and design was prompted by Aprilia magnate, Ivan Beggio, hearkening (marketing?) to the 1970s V7 Sport heritage while designer, Luciano Marabese, penned the design as an homage to the 1946-52 racing Gambalunga/Gambalunghino using the frame modifications and 6peeder gearbox from the ripened fruit of the days of (DeTomaso's) Dr. John Wittner. Wittner was quoted as saying that the 6speeder gearbox was more about rotating the "polar moment of inertia" than actually needing another cog. This is a technique he found success with in endurance racing with earlier Moto Guzzi designs. (see "Moto Guzzi Big Twins", Greg Field, 1998, MBI Publishing) Quite notable that the new V7-II has a redesigned gearbox to rotate the driveline to take advantage of this "polar moment of inertia" business. EDIT/ December 21, 2018. Upon ScooRoo questioning who asked for the V11 sport design, I re-read the Anima Guzzista interview (translation) and discovered this statement by Luciano Marabese: " . . . the V11 is a motorcycle born from evening to morning. I swear to you. It was my idea, presented [in] Guzzi without being requested."

Correct. Apparently well after the rod recall.

Inspect the condition of the 30 amp fuse and its contacts. It is always good to have best quality high current relays (OMRON G8HE). Relay #2 provides the reference voltage for charging. Check also the two yellow wires attached directly to the stator.

Agreed, same 1064 motor. The earliest '95-'96 Sport 1100 was carbureted while the 1100 Sport ('96-'97) was injected (with a different computer as fotoguzzi says) and the cast frame sideplates "porkchops" (stilettos!) as on the V11. The First Generation V11 (1999-2001) has shorter frame and steeper fork rake than the previous 1100 Sports. Seems the Guzzi "Sportbike" for '98 was the Centauro and that is a completely different animal! No 1200 until the 1200 Sport of 2007.

I do mine with the rear off and shaft separated. Apparently, some V11 are harder than others, the worst are probably the early RedFrames and Rossi Mandello.

Some have had luck grinding down the nose of the grease gun fitting and using a flexible hose coupling to get on the front U-joint. Others have used a grease "needle" of the type used to perforate seals to get into that front Zerk. Best of luck! Get ready for your vocabulary to double!

Look to the regulator first. And be certain of the grounding (earths).

Agreed, with O2 V11 . . . check the full range of voltages [1) key off after 6 hours, 2) key on with lights after two-three minutes, 3) cranking, 4) idle, 5) at some RPM]. If the tachometer showed odd behavior also, I would replace the Relays with High Current OMRON G8HE and be sure the relay bases (connections) are tight and all connections to the battery and grounds / "earths" are clean and tight.

I keep dribbling on that Spine Raids ought to pop up everywhere. Get Spineys together - have your way with them!

Well, done, brlawson! Can't wait to see all this come together (I'm still holding your two high current relays hostage/Come alone. Bring cash. No cops. ) In short, no, the 30 amp fuse circuit is about charging and will not be relieved by the alternate headlamp circuit. I'm digging my aircraft grade circuit breaker. Will it last? Who knows, but it sure is kewl.

nIce meet-up with some folks for a lot of chat and a little spin. The Veglia odometer starting rolling again just to tease me as any spurned Italian girl would. GPS says I rolled 99.9 miles . . . Sport felt great! Speedhuts in the works . . .

Well done, guys! And just in time for the inaugural Akaroa Spine Raid . . . Wait, what you guys did probably is the Akaroa Spine Raid!

The mounting racks can be "groomed" by altering the placement of the attachment points and length of the top-front spacer. I so want to build new racks to bring my Tekno further forward and down lower. (No passengers for me.)

Beauty is in the eye of the beholder..... South'n Spine Raid poster child!

On the left side at the front of the frame where the upright tube is for the steering head bearings. The build date will be inscribed (month - year).

That recall was super-early (Oct. 1999- Nov. 1999). I doubt any Rosso Mandello were made before late 2000. (?) what is the build date inscribed into your headstock plate?

Well, the wheelbase is longer 2002-2005, 1471mm -> 1490mm (3/4 of an inch is a lot!) . The presumption has always been that the frame was lengthened. The spine frame itself is certainly "different" in other ways. In addition, the front subframe is cross-braced on the GenII-V11, and the lower rear subframe (not the seat subframe) is also cross-braced in addition to the two forward braces that traverse the gearbox. The parts diagrams show totally different frame structures. I believe we have already established that the fork rake (25º) and swingarm is the same across the range ( with the exception of very early Sports that reportedly had 1/2º steeper triple clamps). [i've yet to see a confirmed "early triple" on the First-Gen Sport. Maybe LowRyter's guy can retrieve that part number off the bottom of his lower triple?]