docc

Just a reminder to grease the shock bolts liberally with something like BelRay Waterproof Grease. A *dry shock eye* is as bad as it sounds!

I've had two cracked gearbox cases (one from a crash). I think it is notable that the center support from the bottom of the Spine Frame was eliminated in the V11 series making the rear-most mounting more vulnerable IMO. I added one back to mine, but it sure makes disassembly difficult . . .

Ok, work in process . . . . (Just to be clear(ish), I'm not the expert on this software interface business; just trying to get a single, concise reference thread together.)

Giving this some further thought, Czakky and I have talked about a dedicated guzzidiag thread as a V11 tutorial. I'll get this on my list of more-things-to-do. While it is "straight-forward," it is not exactly "intuitive." The existing guzzidiag thread is more developmental than tutorial - just too much to wade through for the basic information and use. Nothing "wrong" with going to Wildguzzi, but we should be able to pin a concise guzzidiag tutorial specific to the V11. I will need some help on the Lambda equipped V11 as mine is not . . . I'll have to get the step-by-step screenshots uploaded to my gallery and so on.

Stew, Guzzidiag is pretty straightforward once you have the correct cables. I would consider getting the TPS breakout harness to baseline the TPS and perform the "Decent Tune Up." It would be notable if Guzzidiag shows that your CO Fuel Trim in the negative double digits as are most V11. And, as Czakky has said, Guzzidiag will also tell you your engine temperature so you can decide if it is really getting too hot. I always try and keep a fan blowing over the front of the motor when running it any length of time on the stand.

Glad to hear, Goofman! On this bike, I decided to perform all the mechanical tuning first (plugs, valves, balance the throttle body linkage, balance the air bypass screws, set the idle speed), then reset the TPS and the auto learning parameters last. Seemed to work very well, yet there is no resounding confirmation that those last two actions do anything. Not like rotating a V11 TPS and watching the voltage come into range. Incidentally, the CO Fuel Trim was zero on this bike from the start.

Motor in the first post appears to be a 2-valve V11-type . . . but with a narrow sump and looks to be a 5 speed (?) . . . BTW, what makes a V11 motor as fitted to the Sports and LeMans etc differ from the same "looking" donk in the Cali EV/ Jackals and such of the same era?

I understand the Bellagio was not imported to The States. This reminds me of Calijackalbob's Bellagio: http://www.v11lemans.com/forums/index.php?showtopic=19352&p=211731

Vent and overflow under the tank push onto a pair pf nipples; kind of already a "quick disconnect." There just a little fiddly to get to reaching in from the front of the tank once it's lifted a little.

All V11 swingarms are the same, yes?

Many thanks to all who are sharing the outcomes of the learning curve on this. While I'm not likely to make any major change soon, it will be excellent to have all of this done when the time comes. Well done, gentlemen!

Yeah, there have been myriad approaches to modifying the air intake to the stock spine frame airbox. The work done (with the V10) by PhilA is mighty compelling (and inspired me): http://www.v11lemans.com/forums/index.php?showtopic=18909&p=100986 Once engaged in opening and polishing the intakes, it surprised me how restricted and uneven they were (are).

FWIW, I'm not seeing the "donate" button on the gizzidiag page, and the gmail link doesn't get me there, either. EDIT: Alright, I see now when I open the actual guzzidiag app(lication), there is the "Donate" button. Bottom line: time to donate! Thank you, Bernd, and Paul, and Jaap!

Thank you, Nick! As valuable as this tool was at the latest South'n Spine Raid TechSessions, and as much as I encourage people to use it, I am happy to donate to Bernd. Paul Minnaert is also a fabulous part of our being able to share this experience as a community . . . . . . . . along with our Chief Whip, Jaap Veldhorst.

While I am still learning how to use *guzzidiag* for the later computers (on the V7 and 1200 Sport), I have found it amazing in the basic tuning of the V11 even without changing the map with TunerPro. Any V11 owner who has not used this to read and, perhaps, reset their CO Fuel Trim is missing a critical baseline in their V11 performance and reliability. Typical factory CO settings are often around minus 30 (at least in the USA). I would like to donate to the developer, but cannot find a link to do that?

We put guzzidiag to the 1200 Sport today while doing an "tune-up." The TPS Reset is infinitely simpler than the V11's mechanical method, but doesn't offer much satisfaction that it actually does anything. I set it before the throttlebody synch and final idle setting. Should I have "Reset" it at the end of the session? And this "Reset autolearning parameters" . . . should that be activated?

Perhaps off topic, in a way, but how would this kit be fitted to a twin-plate V11? Different input hub only?

"Porting" and polishing the inlets made a surprising difference on my Sport. Plus, is was fun and involved beer . . . http://www.v11lemans.com/forums/index.php?showtopic=19239&p=207042

But why? Make sure you've done a Decent Tune Up first. Then consider what can be done with guzzidiag and TunerPro if necessary . . .

Is there some sort of connection between the Devil's Brigade and Moto Guzzi? In other words, they might have been opposed twins instead of V twins? Something about the google translation of that phrase coming out, "The Thick End Is Yet!" makes me want to tighten all the fasteners and check all my bearings . . .