docc

By "mostly horizontal" you don't mean lying on its side?

http://www.v11lemans.com/forums/index.php?showtopic=6415&p=206416

Looks like eight of us (four or five Guzzis, one or two Austrians, and The Fabulous Froth Freighter ) are leaving lower middle Tennessee about 9am, eastbound, on Friday morning September eleven. All (familiar) backroads including some fine little climbs up and down the Cumberland Plateau. PM me or post if you would like to join us (about 200 miles). Planning on arriving at The Lodge by three or four local time (we are leaving from Central Time).

I seem to recall the flow to the cooler is thermostatically controlled. There would not be much flow through the cooler until the motor heats to a set point.

For sure, I've always been in the "30-50 psi" camp. Low pressure at idle could simply mean the idle is too low (common).

We haven't discussed the gearbox input splines much here, but the (similar) BMW clutch discs are known to drag along the dry splines causing similar issues.

I can't speak highly enough of using a full compliment of OMRON relays (and carrying extras for your buddy's dead V11 ) I looked at Dave's description of that procedure in Guzziology, Version 8.2, and basically he's saying to try and flick the "run/kill" switch on last after the ignition is on, clutch pulled in, starter button already engaged. Not sure why it would make any difference unless there is an underlying issue (like a dirty Run Switch). Be certain you have the highest quality relays installed and their connections are tight, the battery terminals are tight, that the Ignition Switch itself has been disassembled and cleaned, and the clutch switch "bullet" connectors on the forward left side of the frame under the tank are clean, crimped and sealed.

Yeah, I just ran the Sport a few minutes and checked the oil both ways - it doesn't make much difference; still hard to read that stick either way.

Good stuff! You know, it's really telling that the manual says to check the oil "after the engine has run a few minutes" and the dipstick "should be screwed up completely." Notably, there is no procedure to stand the bike vertically! One of those collective myths like the "stone cold" valve adjustment? According to what LowRyter has seen, apparently so.

V11 H4 is two filament. I ran Sylvania Silver Stars several times and got so weary of the short/unpredictable life span. I loved the fuller pattern, but could not abide the failures.

Is anyone bringing a USB ported computer that can run guzzidiag? If so, I will bring the cabling to read "dashboards." I think it would make for a good tech session to look at various CO settings. Perhaps even zero those that would like that done. For reference, the only two ECU I have seen read were and

Success! And at least one pass (The Stelvio) left for next time!

What!? No bridges over the bay and swooping interstate ramps?

Can anyone "read" the differences in the Titanium map?

Thanks for the tips. I think we should try and support these folks. I hope you can hook up with us again this year!

I'd like to check out the Farmhouse this year. I heard they took over the accessory trade after Mike shut down his Motorcycle Outfitters. I thought the TAT started up along the Kentucky border in Jellico?

I kept hitting the rev limiter (no tach) and finally just left in sixth gear - it didn't mind a bit ( all "crank"). A few weeks later I rode the Guzzi Cali 1400 - still a cruiser, but more engaging motor, better brakes, and more inspiring handling. Not my kind of bikes, but they certainly epitomize the "torque" side of the comparison. Some time ago, I rode a Triumph Speed Triple. The howling horsepower experience haunts me yet.

Also remove and inspect the 30 amp regulator fuse looking for signs of high heat, melting, or charring. Be certain the battery terminals are well tight. Finally, remove the alternator cover and inspect the two yellow wires leading from the stator coils for broken strands.

For typical day-to-day road riding, I might say the contrast becomes a matter of proclivity, perhaps even mood, of the rider. While the V11 doesn't care to be lugged along like, say, the (new) Indian Chief twin, it has a lovely, satisfying pull from about where the Indian leaves off. Equally, the V11 will never be a screamer in the rev ranges pioneered by Honda with small, light engine parts where the motor has to be kept on the boil at all times (my old '93 VFR comes to mind). Yet, when the mood strikes, the V11 can be 'brought to song' in that 6500-redline range - 'on the cam', as it were. Best of both worlds? A fine blend, I'd say, and quite up to my day's whim or the delight of the road at hand. Not long ago, I read a journalist's description of a motor being "all cam and no crank" as describing a high-revving horsepower maker. I'm likely more in the "crank over cam club," yet it's good fun to ride the V11 along the margins of the Venn Diagram that blends those sensations. Perhaps a part of its (somewhat) mystical character, some days she is thrilled to Tango and others quite ready to skydive. Let your proclivity prevail!

What a sweet brace of Guzzis! I absolutely love the black CaliVin! Just waiting for one to appear on my doorstep like an abandoned baby . . . What is it like, the difference between riding them?

Speedhut is my go-to plan. 23,944 miles on my third Veglia. Angle drives: TNTC (Too Numerous To Count).

So, if you change anything at air-intake or exhaust and you wanna get maximum out of the engine you have to remap. Gunther Guzzidiag/Tunerpro may be a better approach than PowerCommander?

Sheesh . . . you couldn't sugar coat that even a little bit? The burning question will become: will the electronic alternatives really outlast the Italian clocks? (My series of busted Veglias have outlasted the series of Garmin Zumos)

Early effort to comply with various highway regulations (perhaps only in the US?) Apparently, the more recent solution for this issue is the removable "dB Killers" making the owner/operator responsible for the usage. It was a real bummer to pick up my Sport with its new cf (Mistral) cans and discover these tags riveted on which were not pictured in the "catalogue" images.

One of the great things about this topic is how it invites comparisons, like between two and four strokes, Guzzi and Honda, dynos and seat-of-the-pants. My little Honda GB500 is a good example compared to the "classic" British singles of the same displacement. With four valves and typical Honda engineering, the GB is best "on the cam" at some higher rpm than the lower rpm "power" of the two-valve classics. True to the Honda idiom, it is not at all about "grunt." I love it just the same, but am probably more of a "grunt" rider/driver . . . Oh, and that Honda Kool-Aid? Red indeed. " Ride Red ! "