dlaing

The dyno tuning doubles the value of the PC for most people. There are of course exceptions where the tuning does not make it better. But just putting some other bike's map on your bike is a gamble. Also, I believe there are limitations on the accuracy of the emmission sniffer, ie if the sniffer is not deep enough in the muffler, or it just reads wrong. Ideally it would read the temperature in the combustion chamber, but that is not possible. Most people will find a little more power, smoother transition of power whether accellerating or decellerating, and increased fuel consumption. I lost about one MPG, but if MPG is your concern you can always have a map done for fuel efficiency.

and I'd just like to add that if my bike was worth more than I make in a year, I'd trailer it too. Also, if I was heading for a rallye more than 2000 miles away, I might consider a trailer, too. AND, to be the devil's advocate, most of the folk trailering Guzzi's do so cause they have more bikes than they can ride or they don't feel like riding their bacon slicer 1000 miles, which is a pretty legitimate reason. I suspect Harley riders may also have legitimate reasons like, two wheels and a fifth of bourbon do''nt ride well together. In any case the PC will make any V11 run better. Of course if your bike is running 95% optimum the extra improvement will be minimal and not worth the money, but if you are getting Air to Fuel ratios ranging from 11:1 to 17:1 and your bike is 'tuned' than it will be worth every penny. attached is my before and after: (Granted my 2 into 1 Quat-D muffler was more different from stock than what you are likely to put on, but the point is that it is pretty clear that without the PC map the bike needed something more than the stock ECU could deliver)

FWIW I am one of the few who need to use the right set screw to balance the idle. There is definitely slack in the throttle linkage, so screwing in the right will reduce vacuum on the right, and screwing in the left will reduce vaccuum on the left. For some reason the right side creates more vacuum at idle on my bike. I have thought about running the valves a little looser on the right and watch the effect. Maybe I have an airleak on the left intake???? But I can't detect it. Or maybe it is the crack in the crossover??? But that should not have much effect.

Stay cool brothers Todd is maybe a little paranoid, but I am sure many would support his fears based on experience. And yah Al, you are probably over reacting, but it is good you brought it up so Todd can clarify his position. Typed words can be as hard as rocks.

Sorry, I have had no time to read the list and my email account is gone. Anyway, going from stock to QuatD I gained mid range and lost peak HP. Going to the Mistral (still with stock crossover) I gained peak HP and lost Low and Mid range. The Mistral sounds prettier but, the Quat-D made the bike feel more alive and fun to ride and was complemented by the open airbox lid. I will be getting the stucchi or fbf crossover to regain midrange and a more aggressive sound. And if I get more money I would like to do a custom 2 into 2 muffler similar to what Paul M. did.

could you imagine what a nightmare for Guzzi it will be if they have to recall the transmission cased, too?

I thought you were going to dyno your bike again????

I suspect Guzzi's shaft is well made. It has needle bearings but is not sealed for life. They could have made it heavier and it would last longer but at expense to unsprung weight. Ball joints might make more sense than U-joints. What do you think? Are they too bulky? Ball joints on front wheel drive cars are the lemon factor for many cars that were made by the legend of reliability, Honda. But they do seem to be making them better now days. The six speed has a longer shaft than the five speed, so we may see better longevity even than the numbers Carl quoted. That being said, don't push it, as shaft failure can prove fatal.

Oh no, mine does not leak. I hope the recall repair does not change things. Actually it does leak, but not enough to drip....somewhere around the gear shifter seal.

My Opinion differs from Carl's. I have little to back it up scientifically, but it seems fairly obvious to me that if the airbox were more streamlined, larger, was designed to keep water out, heat out, pressure in, and had LARGE forward facing inlets that fed the air into decreaing diameters of piping, it would be a major improvement and I'd pay over a $100 per percentage of power gained! Don't look for huge gains, but I'll bet you could get an extra 5MPH top speed and the bike would have less trouble facing headwinds. The scientific evidence is not clear. The web has posted a lot of negative suppositions from people who would know like aeronautical engineers. I presume they base their statements on failed ram air intakes of factory bikes, and knowledge of aerodynamics oftened gleaned from aiirplane experience where the true gains in air pressure do not arrive until very high speeds. I believe that they have failed to take into account that decreasing intake diameters( megaphone) and the fact that the engine is pulling air through, can actually result in air speeds greater than vehicle speed. Other evidence is a web site that showed that ram air on I believe Kawasakis high speed contender actually works and increases top speed. Another web site gave some evidence that the lidless stock airbox on V11s out performs pods. Pods however have great aethetics, allow for more power than stock, and take up much less room. Looking at the stock airbox makes me think there is nothing to do but improve it. Tracy Martin Certainly reduced the bottleneck and gave it a more forward facing inlet. I would a pair of huge forward facing pods,embedded in a megaphone, a crossover similar to the Stucci exhaust, but on the intake side, something to reduce turbulence like forcing the air through many smaller pipes. I don't think an expansion chamber is necessary. Get a Power Commander and get a customized map. Go for it!, and post before and after dyno runs from a wind tunnel dyno.

Here is another for the list Very Pretty http://www.neptunemufflers.co.nz/

Great to hear! Show us the dyno charts if you ever get the chance. Do you plan on also installing the FBF crossover?

I am a little concerned that the slop will increase because of the recall work. I suspect that in order to save the transmission they made the cush drive more cushy which may mean more slop... But maybe the slop will be more pleasant.

It looks like the outer circle goes clockwise and the inner circle counter-clockwise?????? My big pet peeve is the lack of clover leafs in California. The traffic engineers know that a proper clover leaf requires NO Traffic lights and traffic problems from one direction should be less likely to cause problems for other directions Instead they design most every off or on ramp to require a light if you are turning left or going straight. 14359289427373985 gallons of gasoline and hours of wasted time are spent putting up with these lights!!!!

About all the Guzzi is misssing is water cooling and multivalves...no big loss unless you want more power. If you wait for an MGS01 you could get the multi valves and the envy of many. Probably before 2010 we will probably see a water cooled, multivalved 100+ HP goose. So yes the technology is dated, but it is not altogether inferior. We have probably all helped a crashed water cooled bike into a pick up thinking if that was my Guzzi, I'd be home by now! Adjusting twice as many valves is not twice the pleasure, nor id having twice as many things to go wrong going to cause twice the problems. Simplicity is a beautiful thing.

Crop circle from higher intelligence.

The crown of the road may also have an effect, but it is normal to have a favorite side. When I was a kid I could only do donuts to the left, and lock up the rear wheel and slide the rear out to the right. Now I can't do donuts to the left or right and eating donuts is bad for my Cholesterol level. You might check your tire wear. Some tires give me cupping on the left side of the front tire and that throws off my comfort level on left turns. Checking alignment is trickier and if you did not drop your bike it is probably fine and your riding skills are just rusty.

Funny, My V65 SP could do the same thing...never blew a fuse or relay

The truth of the myth is not that more valves will rob low end power, but that more valves open up the bottle necks to power, especially to higher rpm power, so that there is more temptation for a tuner to design for more peak power at the expense of low end power. Guzzi with hanging tits :-) chose to maximize mid-range, the Daytona RS designers took it to the extreme to get lots of peak HP at the expense of low-end. If you compare the RS to the Centauro to the Guzzi with hanging tits :-) to the V11S or to a V11 California, you get very different curves. It is the engine design engineers choice that led to the myth. I am sure you can find many examples of engine designs going to multi valves and peak power increasing much more than low end. Can you find example of the low end decreasing? Probably not too many, In the case of comparing a Daytona RS to a V11S the V11S has more low end. This is an example of the myth having some truth. True the V11 displaces more CCs and is tuned differently, but it is an example and when someone asks which is better comparing the MGS01 to the V11S, there may be less low end on the multivalve, so there is truth to the myth, but it depends on how they will chose to design and tune it. Could you mount a Guzzi with hanging tits :-) mulivalve head to a Guzzii? I guess it will not work, but a Centauro or Daytona Engine could learn from the Guzzi with hanging tits :-) design. Sorry, I think I made a mistake on the VW example. The multi valve is also turbocharged, so the comparison is not valid.

Yah, it would suck to going around some turn in the night that required flashing the high beam, only to find yourself frying the fuse and blacking out both beams. I'd go with the 10 amp, and maybe 15 amp if you go with that Sylvania Silverstar® 65/72 watt bulb. mmmm Eggnog sounds good.

I had a friend with a Yamaha that would go on and on and on to my Norton riding buddy and myself with a V65SP, that 4 valves are better than 2. We nicknamed him "four balls" Granted they do flow better and give especially more high end power, it is at the price of added complexity. Here are some dynos of a Centauro. http://www.centauro-owners.com/articles/palma/ I found it interesting to compare to our bikes. http://www.sportrider.com/bikes/dynos/ With just a few modification the bike is making more power than that of few of the high performance two valves on the list, but the bike does appear to have to be revved a little more. If one compares the Centauro power curve to the Daytona RS the RS has a much peakier curve and it does loose low end power. So there is some truth to the myth, but it all depends on tuning. You could also get 100 HP out of a well modified 2 valve V11 if you put in a cam that would destroy the low end power and driveabilty. Another interesting comparison might be a four valve VW golf or Jetta engine compared to a two valve. Again a big increase in peak HP. I think they tune it that way because either engine has sufficient driveable low end, but for exhileration they can easily get more peak power out of the four valve. Giving the four valve more low end power than the two valve was possible but would not be as marketable.

So Emry's measurements seem to indicate that the wattage ratings are way off.

Smokin'! Maybe if you ran the lighting through Nology plug wires they'd shine brighter I like your junction boxes. Are those standard radio shack issue? If you hold the high beam flash on, (so that the low and high beams are both on and you are pushing maybe 9 amps)does it blow the 5 amp fuse?

Thanks for the tip on the bar mounts.(on eBay) MPH's solution is great, but my stock bar is a little tweaked, and I wanna save some money...

Leafman, did you have to remove the rear wheel?