al_roethlisberger

There is now a Forum Shop Stand FAQ Feel free to let me know via PM if it needs any additions or corrections. Hope that helps al

A FAQ has now been created: Forum Shop Stand FAQ Cheers al

A lot of folks that are interested in "high speed" accuracy also fit bicycle computers such as those by Sigma. But honestly, it's not a big deal to me. Heck, if the speedo is 10% optimistic... hey, that's "insurance" keeping me from getting a ticket al

The tachometer isn't a bastion of accuracy either While getting my bike dyno'd yesterday, the tech was concerned that the bike seemed to be idling a bit high(and it does, after the headwork). He said he saw from 1700 to 1900 RPM I thought that might be high too, but then checked out my tach, and the needle was just a hair over the first hash mark above 1k(so I guess showing about 1300 or 1400 RPM).... where it has always sat ...and it sounded "normal" Ah well, I guess as long as you know where the guage is "supposed" to read, it doesn't matter al

Moto Guzzi V11 Sport/LeMans Shop Stand FAQ ************************************* Introduction: ------------------ Due the unique design of the Moto Guzzi V11 Sport/LeMans engine, frame, and rear swingarm, typical shop or "paddock" stands often do not work well when attempting to service these motorcycles. Although some generic aftermarket stands can and do work with some modifications to the stand, or careful attention to placement, there are currently few stands recommended for use specifically with the V11 Sport. Moto Guzzi Shop Stand: -------------------------------- As sold by vendors such as MG Cycle in North America, the Moto Guzzi shop stand is designed specifically for the spine-frame Guzzi models such as the V11 Sport and LeMans. It lifts the motorcycle via the two frame bolts on the bottom of the side-plates, and also includes an accessory "spool" for lifting the front wheel via placement under the front of the oil pan. Once lifted, the bike is extremely stable. This lift, although a bit awkward for first-time users, provides unobstructed access to the entirety of the bike, excepting perhaps the exhaust crossover to some degree. This ease of access is especially valuable for engine and oil-pan access. As of 2004, the cost of this lift is approximately $140USD. Other vendors such as TLM in The Netherlands also have this stand available. Other stands that have been tested by V11 Sport/LeMans owners include stands made by PitBull(especially for a front lift), and hydraulic lifts such as those made by Craftsman. The disadvantage of hydraulic lift stands is that they lift the motorcycle via the oil pan, so access to this area is impossible for maintenance. However, these lifts are very convenient, especially for providing high and level access to other parts of the bike. Care however should be taken with any generic Motorcycle/ATV/Jet-Ski hydraulic jack that it distributes the weight over a broad lifting surface, and not concentrates it in a small lifting area centered on the oil pan, as one risks cracking the pan. V11 Forum Topics: -------------------------- Forum Paddock Stands Thread Forum Stands Thread

OK, well I had my PCIIIusb map done today, and here is the new FAQ: Forum V11 Sport/LeMans Dual Plug Head FAQ ...hey, lookee that, I'm a poet and didn't know it I've still got to get my actual map from Hare(they are emailing it tomorrow), and need to double-check with them on some info on the dyno run I posted on the FAQ, so I may update that tomorrow as well..... But basically, I think I can now officially say that I'm ALL DONE with this project! Check out the FAQ above for a summary of the why and how ...and of course, just "rewind" this thread for the plethora of "lessons learned" and the requisite photos al

heh heh .... ok, well to sorta put this thread back on track, here is the new FAQ: Forum V11 Sport/LeMans Dual Plug Head FAQ ...hey, lookee that, I'm a poet and didn't know it All done! al

Moto Guzzi V11 Sport/LeMans Dual Plug Head FAQ **************************************** Introduction: ----------------- Due to the design of the hemispherical stock Moto Guzzi V11 Sport combustion chamber, domed piston, and offset(not centered) spark-plug, the flame-front and efficiency of the combustion process is not ideal. During the compression stroke, and subsequent spark, the domed piston creates a "shadow" that delays the smooth and uniform spread of the fuel/air combustion. For this reason, over the years, many owners have added a second plug to the opposite side of the combustion chamber via various dual plug conversions to balance and increase the efficiency of the combustion process. Although many older Moto Guzzis have been converted to dual plug heads, very few current generation V11 Sport/LeMans have been done in North America, and until recently not much information was available. This lack of late model conversions is because the newer bikes are equipped with electronic fuel injection and ignition systems, and many shops do not have the expertise to fully convert these systems. However, in Europe, it is more common as dealers such as TLM in the Netherlands have a complete package available off of the showroom floor. The benefits of dual plugging the heads is increased efficiency, smoother power delivery, less detonation(pinging), and the potential for slightly more HP and torque. The primary components of the conversion are: 1) Converted machined heads that relocate the oil-supply fitting, and create a second spark plug socket 2) Dual output coils 3) Modified ignition map Head Conversion: ----------------------- Conversions can be performed by various machinists with experience, although it is highly recommended that one choose a technician or shop with specific experience converting V11 Moto Guzzi heads. The two shops that are known to perform quality work are: North America: Mike Rich Motorsports www.mikerichmotorsports.com 21 Jerusalem Hollow Road Manorville, New York 11949 (631) 874-7032 (866) 676-7767 Europe: Teo Lamers www.tlm.nl Nijverheidsweg 26 Nijmegan 6541 CM 31.24.37.11.111 Costs for the conversion can vary dramatically depending on the shop, however, as a bench-mark, Mike Rich charges(as of 2003) an extra $150 per head while performing head porting. In the case of Mike Rich's conversion, high quality work, extensive machining, and relocation of the oil supply warrant the high cost. Coils: ------ Also required for the conversion are new dual-output coils to energize the now required 4 plugs, versus 2 plugs as stock. The single output stock V11 Sport coils are OEM supplied by various manufacturers such as Champion and Marelli, but although only come as a single tower/output, have the capacity both electrically and physically to support a second output tower. Although some reported conversions have used various aftermarket coils, relays, and non-standard or non-OEM wiring solutions, dual-output versions of the OEM coils are available, and will plug directly into the stock wiring harness with no modifications required. These coils are available from TLM, and are a direct bolt-on replacement. As of 2003, these coils were available for about 103 Euro each(2 required), TLM model number 307165000010 Ignition Advance: ----------------------- Finally, although the engine will run fine with the stock ignition map as supplied on the M15 ECU, to maximize the benefits of the dual plug conversion, the ignition curve should be retarded. This modification is required, because as stock, the ignition is advanced through the ignition curve in order to fire the spark early enough in the compression stroke to allow the flame front to propagate through the combustion chamber. With two spark plugs firing on opposite sides of the piston dome, there no longer is a shadow effect, so less ignition advance is required to fully burn the charge before top dead center(TDC). However, in North America, there are few if any shops with required sofware such as FIM Ultimap and/or the experience and willing or able to remap the ignition map on the Marelli M15 ECU. Although this ECU is shared with several Ducati models, and many shops that service Ducatis do have this expertise, they have seemed reticent to perform this work on the Moto Guzzi due to lack of experience with the brand and/or dual plug conversions and ignition remapping. But, as mentioned, the stock ignition map will work fine, with no detrimental effects to the engine. This reassurance has been made by TLM's experience with dual plug conversions over time. Again though, some inefficiencies will be introduced by not changing the ignition curve, so ultimately the ideal solution would be to adjust the timing. As of 2004, the easiest way to have the ignition curve remapped is the current service provided from TLM where one exchanges the stock ECU for a remapped unit. The service is available for 250 Euro, and takes approximately 2 weeks. With all three modifications performed, results from the conversion of Al Roethlisberger's 2002 V11 LeMans seem promising so far as of Spring, 2004. Although due to other modifications it is difficult to quantify performance improvements specific to the dual plug conversion in regard to HP and torque, it does appear that the engine runs more smoothly and detonation is definitely reduced. After installing the ignition curve remapped M15 ECU, and tuning the air-fuel mixture via a custom mapped Dynojet PCIIIusb, maximum power is 84.36 rear wheel HP, and 64.9 lb-ft of torque. V11 Forum Topics: -------------------------- Forum Dual Plug Thread FAQ Administrative Contact: -------------------------------------- Please feel free to contact this FAQ's administrator via email or a Forum Private Message to submit new information or suggest corrections. Al Roethlisberger

Another angle:

That looks neat, although I wonder how well what looks like the cruiser headers and crossover work out? Enzo might like this solution...

eeeeeeeeeeenteresting, they actually called you back eh? Well, let us know what they tell you I should have my 2003 tank in a week or so, and will perform my testing on that as well, and report. al

No reason you can't Wharren, and in fact as Mike mentions.... many many people do just this, including myself Check out the Forum Intake FAQ ...and the various threads it links to al

Unless I am misreading his post, I think Scott is simply saying he has moved the head-temp sensor(that is tapped into the back side of the right cylinder) to the smaller drain plug in the pan. ...not a an oil temp gauge. Is this correct Scott? I have an oil temp gauge built into my dipstick from MG Cycle. It's not hyper-accurate, but I know about where it should be sitting under normal conditions, so it's good enough to tell if things are cooking... at a glance. al

... yikes But, although I didn't consider "theft factor" when I purchased my bike, I agree and worry a bit less about the bike for the reasons you cite I can't tell you how many times, especially from "kids" I've been asked.... "Eh, who makes a Motoooh Gooosy?"

Hiya Neronut! ....so, I see you are in Austin, TX. I was just there visiting a friend a couple months back, and couldn't find a local Guzzi dealer, just Aprilia. When we were considering moving to Austin, I was contemplating opening a dealership there. Where did you get your bike? al

Well, regarding owning future Guzzis.... so far things are looking pretty good IMHO The 2003+ Sports/LeMans have had a few incremental improvements that haven't proven problematic, and the quality control seems to have much improved And then of course, there's the new Breva 750, which by all accounts seems to be a nice and well built bike. So I think it's just taken a couple/three years for Aprilia's acquisition to finally settle, and start to have a noticeable difference. Heck, for the most part, I've even had very good luck with parts availability in the last year... where back in 2002, well... heh And in regards to faster or slower steering models, certainly there is no debating geometry.... but there several things one can do to tune either model range "either way" toward slower or faster steering... raising/lowering front or rear, adjustable steering bearings, etc.. In the case of the late model Sport/LeMans, for example, Mike Stewart says that just using different profile tires such as the Pirelli really quicken it up. I'm sure one's mileage may vary From what I know, the current range is closer to the Sport1100 line of bikes in regards to handling "quickness"... longish for sure by modern standards, but not really a "sport tourer" IMHO. In any case, I've not ridden an earlier Sport.... although I'd like to.... but I am very satisfied with how well my bike rides and handles. It's certainly more bike, than I am rider Given the EFI and relatively choppy on/off throttle transitions(as compared to good carbs), I don't know if I'd prefer a edgier clutch around town But then again, if the single-plate unit is what I had from the start, I'd probably have just gotten used to it... so who knows al

I think the single-plate unit on the V11 Sports was made by RAM, but I'm not 100% certain. Someone else may know the answer to that question. As best as I can remember at this time of the night, it was installed on: 2001 Rosso Mandello 2002 Tenni 2002 Scura .... all the other V11 Sport varieties did, and currently do, have the standard dual-disc system. However, I have no personal experience with the single-plate solution, but I like my dual-disc unit just fine... so I can't offer any opinion beyond that I don't really know what the advantage of the single-plate clutch was/is, other than reduced mass. al

Ian.... Did you check to see if the sump spacer is new too? Called my dealer, who incidentally received their first kit last Friday and was about to inspect it as I called, and they said they would check if it's included... and if not, get that part ordered. Thanks al

... aw yeah, I'm pretty sure you are out of luck with that fender eliminator!! Heh, sorry couldn't resist Anyway, no, almost everyone that I know that has pursued the warrantee claim has had as many, if not more, arguably "relevant" (engine/exhaust) mods..... It really is up to the dealer and how they present the claim to MGNA. So as long as your dealer isn't trying to be difficult, it should be fine. My dealer submitted mine sight unseen. al

Very nice solution Good job MPH Now I see what that "cutout" is for Thanks for the photos! al

...yuck Yeah, I'm not real "hip" on MC alarms for this very reason. I just don't like cutting into the harness, etc, and adding something else that will make the bike fail to run, "on purpose" Many thefts now-a-days are done with a van/truck anyway. The pull up, cut the chain(if you even have one), and 2 or 3 guys toss it into the vehicle before anyone knows what happened.... alarm screaming or not. If they want your bike, they'll get it. Sad but true. So I just try to use common sense where I park, etc... and hope that no one wants my bike Good luck with it though al

Heh, I got that SPAM too .... laughed at getting it today. Somehow I don't think ordering tires from the UK would be a good deal for me here in California It's too bad I don't need tires.... but I do want to check these out later for sure based on Mike Stewart's positive feedback al

Good luck Josh ..yep, sounds like you have the PCIIIusb model. I don't think they even make the "generic" PCIII anymore actually. All the info you ever wanted at: http://www.powercommander.com/ Agreeing with Jason though, it should be interesting to see your results, as the most restrictive part of the stock Guzzi V11 exhaust are the cans themselves. Somewhere on the forum is a set of photos where Mike Stewart cut one in half, and it's pretty obvious how restrictive they are. ...they definitely aren't "straight through". I think I remember 3 different pipes and 2 chambers Good luck and let us know how it goes al

Yep, that's what I suspected he meant by the "racing ECU" but was curious for clarification just in case My ECU has already been remapped by TLM in Holland, but the PCIIIusb will get it even "closer" since it will be done on a dyno I sure wish I could rename a thread, as this one has been effectively hijacked

I thought we already bought that bridge? ...ahh, whoops, wrong one So hey, what exhausts are those Antonio? I am curious, as I don't see any mounting strap going around the can, and that looks quite clean. al