al_roethlisberger

Ding Dong the witch is dead, "which old witch?" ... the damned "...which coils to use for dual-plugging a V11 LeMans... witch... that's what f#@!king witch!!" Check this out: .... I can't tell you how relieved I am. Jason, are you getting this? Looking at the stock coils, I just *KNEW* there had to be a dual-tower version... you could see the "dimple" on the stock units where the second tower goes. This is just great! I sent them a whole list of other questions about their not worrying about retarding/advancing timing, octane requirements, whatever other "lessons learned", etc... but they make it sound very plug & play, so we'll see. I'll let everyone know how it goes. MAN, I'm excited al

Excellent, now if we can just find the source for the 26 pin "weatherpak" that is used on the bottom of the 15M ECU, and the ends(male & female) of the PCIII... we can help Cliff make his MY16M ECU a plug&play alternative for folks! I wrote to the Dynojet PCIII folks to see what the part# was, and who the supplier is, but they just blew me off. I was actually a bit miffed. First they basically tell me that I(we) don't warrant enough business to make a PCIIIr version, but then respond to my question about getting this connector so I can then make something to plug in and manipulate ignition mapping myself... and they tell me that they don't want to give me that info to protect their business and the supplier?? While on the one hand I understand their position, on the other hand... I am kinda miffed, as they are leaving me hanging if they won't make the product I need, but then won't give me the info to just make my own. And this was from their main marketing/sales guy... not just some "joe tech" *sigh*

Do you think it was a bad idea to name the bike lemans, kind of to close to lemons ..I actually tried to get a custom plate here in CA to say "Lemon" when I bought my LeMans.... sort of as a ward against gremlins, and I thought it would be funny But it was already taken al

...yeah Carl, I know. My HD comment was pretty "tongue in cheek" I was waiting on someone to point that out So, you gonna help me "pressure" Cliff into making some new versions of his My16M ECU with the correct 15M connector so it'll be relatively weather-tight and plug right into our harness like a PCIII? Cliff? al

Update: The "AMP Superseal" connectors that proliferate our bikes are also known as "weatherpak" environmental connectors. I've found a dealer in the USA, called Del City that sells the kits, etc. The parts are quite pricey, but if you are looking to repair, replace, or add some weathertight connectors to your bike's harness, these are the ones to get. Del City Electrical Supply They also have quite a selection of other electrical goodies like relays and vehicle lighting. al

...ok, sorry, that was pretty corney, but I couldn't resist. So here's the deal, Dynojet currently only makes the "plain" PCIII available to the V11 Sport/LeMans community. Their position is that this is such a small volume bike, that the potential revenue just isn't there to justify the R&D for the "r" version which adds Ignition mapping, or a "USB" version which allows(on some bikes) individual mapping per cylinder. But, from what I can tell, under ideal circumstances, the "r" version of the PCIII is generally only $20-50USD more than the "plain" unit we have today. And I believe that not only would several of the current "plain" PCIII owners sell their current PCIII to upgrade to an "r" with the potential to work around some of these stumbling/idle issues... but that since the pricing is so close, most new PCIII buyers would just go ahead and opt for the "r" version if available. Ergo, whatever run-rate Dynojet is seeing today for the "plain" PCIII, would be at least equal to on-going sales for a new "r" version. And ultimately, I think they'd even see increased sales due to the opportunity the addition of ignition curve fiddling would offer, as well as the more granular mapping the "r" version offers. So, that being said... the only way we'll convince Dynojet to think about developing an "r" version is to let them know en-masse. If you are interested, drop them a line at: Link to Dynojet Powercommander Sales and Tech E-Mail Contacts I've done so, and I think Todd Eagan is also trying to get their interest piqued. ...and yes, we all know I have a personal interest since I have my dual-plug project in limbo until I can get the ignition remapped, so this is near and dear to my heart But unless I am crazy, I bet the ability to modify ignition as well as the standard fueling would be a real boon to those of us with stumble/idle/miss issues. It would add another tool to the arsenal. And the newer "r" and "USB" version also allow much finer throttle postion and RPM cell mapping(from what I hear), for a much finer and exact map. This is also a very good thing to smooth out the curve. *sigh*... I sure wish we had an "r" version. How come the HD guys get one, that's not fair! al

Now wait, let's make sure we are talking about the same thing. I am *not* talking about the 3-4k RPM *cough* that Scott and you were referring to being endemic to this EFI system The *cough* and stumble to which I am referring is only at idle, after my bike gets hot. It "coughs"(misses) out of one of the TBs(usually the left currently, but it's variable) about every minute and a half while at idle if the engine and outside temp is quite high. If the outside temp is below about 80 degrees, all is fine. This only showed up after the first service, and corresponded to the "low-idle/die at a redlight after coming off the freeway" symptom. They seem related. I don't have the common V11/1100 miss(noticeable or regular anyway) at the 3-4k RPM point you describe after I had my ECU replaced with a new one, and have had the PCIII installed. I had it when the bike was really running like a pig before the shop did all the work to try to make it better, but the 3-4k RPM miss now seems to be minimal if not gone(knocking on wood). ...just clarifying. And BTW, you and I both were bidding on that ECU on eBay Congrats on getting it, I forgot to check-in before it ended otherwise you may have gotten more of a "run for your money" I'll be very interested over time to hear about how well Cliff's ECU works on the V11 Sport, and any mods to the stock ECU with his electronics. Using his "guts" or ECU itself is getting more and more attractive as it's becoming harder for me to find a way to modify my timing. al

...that's my plan Orson... well, putting a few thousand miles on it before I really start to complain... that is al

...small world, as I just got off the phone with Mecha the other day when I was thinking about ordering one of the "old style" head-temp sensors, and describing my problem. He said he knew exactly what I was describing... actually "finishing my story" for me as I described the typical scenario He mentioned a couple customers like yourself(not by name) and said that he indeed has directed you to your local "lemon law" after basically giving up. His only thoughts were that the odd-ball ignition pickup on the V11 was the culprit after talking to MG techs. But the kicker was that in almost every case, while they clandestinely admit that it's an engineering problem, the "problem"(missing, coughing) seems to mysteriously disappear at around that magic 6-10k miles. And they don't know why, nor seem to want to publicly address it, as they can't positively nail down what it is. His only recommendation for me was to possibly get the pickup replaced under warrantee, which sometimes makes the problem a bit better for a while(but always comes back). "Put the miles on it" and see. Or if it's unacceptable, pursue my local "lemon law". For now, I think I'll just try #2, put some miles on it(thus eliminating that "variable") and adjust the valves. But what is interesting, is that my problem(and others confirmed by Mecha) arose only AFTER my first service as well. I've pointed this out several times, but no one seems to find an correlation with whatever happens during the first service, and the exhibition of this problem. My first guess is that the valves get tightened up to spec, which is actually too tight... before the engine loosens up enough for that spec?? I mean, that's the only 'mechanical' change made during the first service. But that's only a guess on my part. I think my "test" of going to RaceCo valve settings in a couple weeks will be telling. al

Sounds good Cliff, but can we get Scott to recap the condition, mileage, modifications, etc... of his bike so we have a starting point? Also, if he can provide a bit more detailed description of the problem, that would be helpful as well. al

As I've noted before, my bike now runs quite well..... *except* it won't idle when hot I've pretty much done all I can do, including a custom PCIII map, except replace the ignition pickup, and set the valves to looser specs. The latter is next on my list, so we'll see. As an aside, as long as it's relatively cool outside, the bike runs and idles very well. It's only after a good "hot" run, or if it's over about 85F that the idle starts to cough and stumble *sigh* But, bottom-line, I don't feel confident condemning the bike quite yet as I still need to put the proverbial 6-8k miles on the clock as several dealers I've called have suggested, and before getting the valves adjusted. So it's still a work in progress. al

Actually a couple of the well-known guys with very high mileage on the MGNOC list just posted a couple replies saying that this sounds like the very problem they are having.... and Mike Rich's comments seem to indicate pretty consistent evidence suggesting an endemic problem.... so who knows Perhaps some folks are lucky enough to not have the problem exhibit itself... but I didn't ride or break-in my bike in any fashion that would have overly or unusually stressed the engine. At least in my opinion. But bottom line, the hardness measured by Mike with all the valves showed a substandard valve material which in his opinion caused the wear. They were far too soft. As usual, YMMV, but it's just something to keep an eye on. BTW, although I am the first to point out many of the issues these bikes do have, it's also fair to point out that many of the "appliance like" Japanese bikes have their share of model-specific issues. Just check out any of their forums.. - '02 Honda VFR's and electrical oddities - GSXRs with bad pistons ...etc. So don't let it get you down too much al

Yikes... ...glad to hear Aprilia is taking care of you though. I bet they make a phone-call to that dealer's service manager though

Have fun Mike! ...but don't forget that LE versus Ohlins front suspension review when you get back al

I understand Rich.... and I've only had mine for a year I often get my bike and parts back from the dealer with something new that they've "fixed" for me... that I need to tear into to make right. But then again, every time... as soon as I get it back together, take it for a good long ride... it's all OK. Have fun, I'm sure you'll be fully enamoured on the ride back But yes, I agree that MGNA(and MG Italia) have been pushing their luck with owners and dealers for a while now. Many people are on the verge of losing all patience. That being said, I am starting to see incremental improvements from the Aprilia influence... even over my relatively short experience with the marque. So, I have some hope. Only time will tell though. I am on my second Tach. al

...incredible, just as Mike found with my valves. If I remember correctly, my valves were "well on their way" already being about 2 thousandths out, at only 2k miles I'm very sorry to hear that your engine is in such a state, I know that's disappointing. I can only thank the stars that for no other good reason than my "thinking it was neato" that I sent my heads into Mike for porting, and he found the same valve problem and replaced them early. I wonder how many other V11 owners will go without knowing, only to require a complete engine overhaul at 50-60k miles al

I think that's the Rosso Mandello you are referring to, not a Corsa?? "Very Rare" Rosson Mandello ...and just as an aside, not to knock this bike or the owner's best intentions... but once again I find the ad for this bike humorous on two accounts: ....is untrue. So beware and fore-warned to all buyers of the Rosso *Mandellos*... MG did indeed only *badge* 300 of these as limited editions, but to the ire of many owners, just kept right on building them after #300 because they were selling so well. Guesstimates put the number of actual units sold to be around double the original 300 unit run. This figure puts it right in the ballpark of other production runs for other V11 varieties. It is not rare. Buy the bike because you like it aesthetically, not for scarcity. ...also untrue, unless one considers another paint-scheme "totally different", but then again that's true of any of the various color options on the 00-present V11 Sports. Other than a few cosmetics, I don't believe there are any significant mechanical differences with the Rosso *Mandello* that I am aware of. Maybe it had the single-plate clutch?? But if so, that's probably about it. Again, I don't mean to disparage any owners of Rosso Mandellos, or impugne the reputation of this seller... but I continue to find the misinformation on the Rosso Mandello a little humorous, and somewhat deceptive when I've seen several ads in the past for the bikes playing to the "rarity" factor that new buyers may be susceptible to. Other than that, it's a really nice bike ...but if this is the bike to which you are referring, it's not a Rosso Corsa, which is sounds like your friend is looking for al

...indeed, they don't seem to be all that rare judging by the number I've seen at shops, and the number of folks on the forum that have picked them up recently I haven't seen any sitting on a dealer's floor in the last month or so, but Just call around al

...no problem here, and just using plain ole MS IE. BTW, I guess someone had their CAPS LOCK key on when they posted this new thread? ...funny, looks very "h4x0r" al

...interesting, as I said: "...no ryme or reason" al

...well, it's hard to describe, but I suspect it's not a lot different from any of the other exhausts from FBF, Mistral, etc. It's quite low, "burbling", and a bit louder than I expected, but not offensive. I think it sounds very good. ...although in combination with the pods, my GF asked yesterday, "I thought you didn't like loud bikes?? " I tell ya though, when it was on the dyno and the guy was revving it up, standing behind it certainly got one's attention al

Ulitimately I think the best PR for FBF would be to put their x-pipe, Stucci, and Mistral first on an all-stock bike and one with free-er flowing exhaust.... but most importantly all things being equal, then dyno them a handful of times so that everyone could see exactly where each x-over provides a benefit. Seems like it would be easy to do, and I'm sure that the community would appreciate it. BTW, although the Stucci x-over doesn't account for the wider right side on 2002+ bikes, it's generally "close enough" or in my case, can be bent a bit. But yes, I agree that all the manufacturers of aftermarket pipes and x-overs should make modified versions for 2001 and earlier bikes with the 4.5" rim, and the 2002+ bikes with the wider swingarm. Otherwise one runs into spacing and fitment "challenges" al

This is kinda funny to me because I have only about 1/4 inch of "chicken strips" on my back tire's edges.... so I'm getting fairly far over on the side and never touch anything. But I guess I'm just not going far enough al

Excellent work, and write-up! ....very "OEM looking" and professional. Good job al

BTW, here is the link to the forum discussion about installing the Leo Vince pipes, and several photos of the Ti Oval pipes installed on my LeMans: Leo Vince Bushing Question Thread Here is one quick photo... al