docc

Gonna be interesting to see who gets theirs first . . .

Sounds like "Italy."

CIT looks to check out as a significant relay and switch manufacturer, although these CIT I have do not have a country of manufacture on them. Picker Components, I didn't find anything on. These say "China." At this point in the Micro-ISO search for a High Current relay (not the typical 20amp/10amp), it is down to evaluating the datasheet looking for things like continuous current ratings and silver alloy contacts. As well as availability and reasonable cost. I am reminded of the idea of choosing Panasonic because of their reputation, but their Micro-ISO relay is only rated 10/20. The design and materials of these CIT and Picker Components are so identical as to suggest they may be manufactured in the same place with different markings. Again, the 25 amp rated N.C. contact on the Picker does look more substantial (perhaps supporting the 25 amp rating). Sorry I do not have an oscilloscope or the other methods Ryland3210 used to evaluate the early OMRON and the GEI. @audiomick, thanks for the feedback on the Centauro rider's service interval. The longest I have run a particular relay is nine years (OMRON 10/20) and only changed then because we found the High Current G8HE.

The base configurations are all identical (Micro-ISO). In that last image of the Picker Components PC782-1C-12S-R-X (left, rated 25/30) and the CIT Relay A11CSQ12VDC1.5R (right, rated 20/30) the size and construction of the two relays are visibly identical except for the Normally Closed contacts that look visibly more robust on the Picker Components (rated 25 amps N.C.) on the left:

Relative to the OMRON G8HE, the Picker Components and the CIT relays, L->R below, have identical construction with the resistor mounted beneath the horizontal coil. The OMRON's vertical coil and resistor mounting certainly look like they would shed heat away from the resistor more effectively: The Picker Component's 25 amp rated N.C. contacts do look visibly more robust than the CIT (L and R, below): I'll be running the 25A/30A Picker Component relay in the #1 SPDT position as this is the highest rated N.C. contact I have seen to date. (Early [1999-2001] V11 Sport lean heavily on this relatively weak N.C. contact.)

The Siemens relays original to my 2000 V11 Sport measure (mm, oriented as installed in the bike): 14 L x 19 W x 21 H Compared to all of the cases of seven other relays (with very little variation): 14 L x 22 W x 25 H Original Siemens, left: A tale of many relays:

In the most insidious way, this thread has made it firmly back to fish . . .

Probably better in "How to . . . " which allows for replies, whereas FAQ does not. I've seen @footgoose's Tenni in person and that tail is tidy, indeed. Combined with the way he groomed the Titanium exhaust, the the entire back of the bike is transformed. Well, certainly compared to mySport that looks like it's carrying a tarped-down high and heavy load . . .

So very generous. Carries the original 2002 map?

No. He was hoping one of us had a spare in our pile to share. A spare ECU is one thing I do not have in my pile . . .

Are these bolts breaking from a combination of corrosion neglect and the absence of an interface (washer/spacer) beneath the nutted side?

And, then, that the 2004 parts diagram returns to the "washer + spacer" fastening . . .

In that case, random 15M ECU should be selling for $60US. To someone with the tools, knowledge, and resources to remap them. Sadly, that is not what our member is looking for. More of a "known good (V11 Le Mans/Sport mapped) ECU" to confirm his is actually not the problem.

" . . . enormous amounts of fun " to be had around the 100 km/h mark. Right at 4,000 rpm in our 6speeder's fifth gear . . .

Yes? And, yes? [edit: Yes. And, yes.] Also, consider the two "Fastening Methods", one of which places a washer under the bolt head with the "spacer" under the NyLoc nut, and the other Fastening Method that places the spacer under the bolt head with nothing under the nut. This second configuration is what I have, and what we see in LowRyter's shared image (nothing under the nut; undesirable?):

Thanks, @LowRyter! This is exactly how @kalev11 described his fail to me and suggestive of the failure @MartyNZ noted . . . "Actually we can be certain that Guzzi calculated the shear strength required correctly. If the bolt failed in shear, then we would see 2 shear planes, as the bolt is in a double shear clevis. Since the bolt usually fails under the head, or at the first thread on the shank, failure is likely caused by stress corrosion cracking or fatigue. These conditions can lead to a break at very low loads compared to simple shear. "

I am sorry to hear, but somehow must have missed . . . Dr. John Wittner has passed? R.I.P.

"Italy's Bonneville " . . . "But a Guzzi Guy . . . is quite strange. " "Guzzi People, you're in your own special camp. "

okay, here it is:

You would have to replace the entire cross (universal joint). There is a source in the Encyclopedia of Compatible Parts . . .

While I also recall that the Titanium map is "a little richer across the range", the other notable difference is that people generally want more money for them. Thanks for all the links, Al. Except that none of those are for a V11 Le Mans or Sport. While the 15M ECU is likely the same, wouldn't we have to write the correct map to it for this application?

It appears the current replacement fastener is nitrided, phosphated, or otherwise surface treated? (I realize this is not cadmium plated.) Is this coating/treatment, perhaps, the more pointed purpose of the new fastener rather than the tensile strength change or the change of thread pitch? Is this all about the corrosion vulnerability?

I suppose it worth mentioning that, on the hunt for various V11 parts and pieces, Curtis Harper told me he has "one of those special V11 computers." Titanio ECU ? I thought about getting it just to say mySport has one. Then thought better of it, thinking someone out there might really want/need it . . . So, call Harpermoto if you have been looking for a Titanium ECU.

Sounds like North American availability, then. As you say, we shall see . . .