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Sweet! That paint defies photography (as many Guzzi do!) Those two bike look fabulous together!

Wait-wait-wait . . . I see the Norge in the profile and the pictures, but what's with the 1100 Sport-i? Funky, extra cousin? Neighbor's bike? Honorable mention?

wow . . . Gary Moore . . . iconic! thanks for that, brl !

I can locate Settings -> Extras -> Value Logging (CSV) by selecting "Preferences" from clicking on the GuzziDiag Version, but cannot seem to get further to create or see the TPS graph? ____________________________________________________________________________________________________________

a) Have you checked and confirmed if the TPS is defective? With GuzziDiag you can perform a fast but very reliable check if something is amiss without touching the TPS itself. Select Diagram in the View section and slowly open and close the throttle. The resulting curve should be smooth and consistent with a knee at 30°, beginning where the TPS has a different resistance curve. b&c) The PF3C used by Ducati is the same one as on Guzzis. Going by the curve shown by Cycleworks this is the one you need. d) You can use any TPS which can be fastened to the throttle body. If it has a different curve then the TPS lookup table in the BIN has to be changed so that the voltage delivered by the TPS at all openings corresponds to the values in that table. Most of what needs to be known to understand the TPS operation was already explained here: http://archive.guzzitech.com/HD-TPS-Jeff_B.html Below picture shows the TPS lookup table from a 15M. The lower table is not part of the BIN, it's just a calculated table to show the voltages corresponding to degrees with a PF3C. Adapting the TPS lookup table to TPS with a different curve is quite simple. Use the curve formula of the TPS and calculate a table with corresponding degrees and voltage breakpoints. Change the values in the TPS lookup table accordingly and it's done. Cheers Meinolf I am attempting to produce this table for my Sport with guzzidiag and my *dubious* HD TPS. While I am connected and a window opens from selecting "diagrams" from "view", I cannot seem to produce this table of values. What am I missing, please?

I see that czakky's reference to Dave Richardson's Guzziology has several sections devoted to cams including a reference section on the Megacycle cams. While the duration numbers are the same as the Mike Rich numbers, the lifts are not (over 0.400"). All the lifts in Guzziology agree with the Megacycle Cam .pdf. All are over 0.300", but not over 0.400" as Rich lists. *Difference in valve lash?* As to ScuRoo's original post, "Why not a 620-11 for a V11?" 1064cc/Sport cam: 0.298" lift / ~256º duration (exhaust is likely shorter) 620-11 Megacycle: 0.360" lift / 282º duration With my very limited knowledge of high lift/ high duration cams, isn't it all about the heavy breathing at the highest rev range? In that case, It seems the "Crane" derived 1064/Sport cam is pretty well optimized for the usual tasks of a sporting street bike. That said, I'd just love to listen to a V11 with a 620-11 at it's angry idle. Then on the howl!

Moto Guzzi, admittedly, has a really nice line of motorbikes right now, from a whole series of excellent V7, now the delightfully finished V9, Stelvio, Norge, and a whole passel of 1400 cruisers. I suppose the Griso represents the sport-oriented big block? Curious how we used to speak of ranges of Guzzi by their frames: Carcano's loop frame, Tonti's . . . uh, Tonti frame, and the SpineFrame. Since then, no one seems to be focused on the frame anymore. *Maybe* what Guzzi "needs" is the next generation sporting frame for the modern bigblock. And that 3 cylinder diesel military bike that will replace both the Stelvio and my Jeep wrangler . . .

Well done, guys! Just to restate and share what I learned here about tuning with fork oils, not all "5 wt" or "10 wt" fork oil is the same. Thinner oils do seem to flow better through the Marzocchi's tight damping. See Peter Verdone's great work on listing many common oils using centiStokes@100ºC (a much more accurate unit than "# weight" ): http://www.peterverdone.com/archive/lowspeed.htm (I have had good results with BelRay HV1 5W that I understand comes in at 19.50 cST)

Thanks, czakky! Looks like all of the Sport 1100/ 1100 Sport-i and V11 cams have the same part number, according to Dave Richardson (a solid and reliable source He states the 1064 sport cam lift is 0.298". As Richardson says, cam specs are influenced by valve lash. Is this why the Megacycle lift specs and the Mike Rich specs differ so much? Nonetheless, a 620-11 (and several aftermarket cams) look like they will require some careful head work.

Also, it is notable that Mike Rich specifies particular head work for cams beyond the 620-9, and also does not reference the 620-11. The reason I'm asking for data on the stock cam is to better get a "baseline" relative to the 620-11 (and other aftermarket cams). I *suspect/expect* that the V11 cam is already quite a bit more aggressive than the SP1000. But, if we don't know the lift and the specifications of stock cams, it's hard to compare . . .

It doesn't look like the Mike Rich lift agrees with the Megacycle numbers even though they both claim to be measuring duration at 1,0mm (if I'm reading the Guzzi manual correctly, they are measuring intake at 1,0mm and exhaust at 1,5mm.)

I guess they went almost 20 years between LeMans (1992-2002) the last time, so maybe we're not yet due . . . 100th Anniversary LeMans?

EICMA in Milan has long been a place that Moto Guzzi teases us with tempting siren songs of Moto Guzzis to come. I have a picture cut from a magazine of the black, RedFrame V11 sport they showed in 1997. It was 2000 before I could get mine! What siren song will they sing to us this year? There has been no LeMans since 2004 . . .

I recall that the original Sport 1100 cam was developed in cooperation with Crane Cams. Are the Sport 1100, 1100 Sport-i, and V11 cams all the same? (EDIT [19 Oct 2016]: they are all 1064cc Wittner/Crane Sport cams 3705 3305)

Hoarder. Takes one to know one. I'm wearing mine around my neck as a talisman. There is all kinds of spooky-badness to be kept at bay by well-made things done-up in zinc chromate . . .

Hey! I resemble that remark!

The first time encountered this "elongated tank" phenomenon was the night before a Big Ride when I exercised the heady wisdom of removing my tank to service the air and fuel filters. Everyone afflicted with *heady wiz-dumb* does this sort of thing . . . I managed to grasp the Tekno pannier racks and shove the tank forward with my boot and, somehow, get it back on. The ratchet strap method is probably more sound if you can strike the right angle to compress the tank forward without the strap slipping . . .

You may also be able to put a ratchet strap around the tank and "pull it forward" being careful of the paint and such.

http://www.v11lemans.com/forums/index.php?showtopic=19338&p=213302

Why the loop?

This reminds me of when my Sport broke the spring inside its master cylinder. Rebuild was straightforward. Does it seem to have excessive lever travel?

Goofman sent this to me today. What a delight! https://www.youtube.com/watch?v=yJ-9IBZaydQ

You mean this, Pete?: "Seemed to work very well, yet there is no resounding confirmation that those last two actions do anything." How so? It just seems to turn the dialog box off. There are no values displayed (that I saw) . . . no bells ring, the sun did not break through the clouds, no gratifying hiss of steam . . .

So, what is my Harley TPS doing to my Sport's mapping? It is as if the throttle is opening faster?