ScuRoo

Ha. Probably sorted - or simply got fed up with try this try that confetti approach to a remedy. Whenever remedies appear like minestrone soup - it’s time to simply stop - first, do no harm. Just attempting any fingers crossed fix in lieu a proper diagnosis first - is like a blind man in a dark room looking for a black cat that isn’t there. Frustrating.

What you’ve done before didn’t solve your cough you say... Absolutely do this simple thing first before simply more buggerising around John’s ECU arsehole. http://www.guzzifan.com/moto-guzzi-tuning-codes-infos-tips/ Scroll 3/4 down page to: Technical upgrade: Lambda sensor Bosch LSH-24

Seems somebody might’ve had a crack! I’ve recently been getting into some YouTube pulling vids - hilarious! But am seriously flabbergasted how those V-twin Kohler puller enthusiasts are getting such high torque / horsepower outta their garden tractors... & they sure as hell don’t get a lot of cooling airflow flowing over their cylinders compared to Guzzi bikes. Even read a Peter Horvath interview claiming only 130hp on his 2 valve endurance bike. I’m really curious as to how those Kohler’s can be hotted up so phenomenally! I’d like to understand the secrets of their automotive practice... Go figure! 🤷‍♂️

Hmm... so which 90 degree v-twin air cooled engine is better - those glorious Guzzi’s 🏍 or ...er, Kohler garden tractors 🚜 ?? 😳

KHE gears

Be sure not to make it too subtle... P6x might miss it! 😏

No, I am your father.

04 Ballabio European models come with the O2 sensor 15RC ECU (I’m not sure about US version). Check if yours does - anyway O2 sensors are a consumable item & the factory installed units were flawed (slow) - so change out & upgrade to the quicker Bosch LSH24 sensor. Anyone who still has the original factory O2 sensor should change it. The 15RC will adapt & it’ll run like butter smoother than you’ve ever experienced.

Damn that’s extra hot Docc! Always thot Guareschi’s definitely set the standard that the new Guzzi has to beat - otherwise what’s the point?

Yup, I agree. But anytime that’s ever happened it’s always had a radiator! Definitely ain’t cool. 😎

🤨 Sure, maybe superior. Also a bit superfluous. But definitely ain’t cool. 😎

Is the Griso 8V the ultimate Guzzi big block ? 🤔 "You've Gotta' Ask Yourself A Question. 'Do I Feel Lucky?' Well Do Ya... PUNK?" Better than the new V100 motore liquido?? 😳

Re-reading docc’s aria! post the side view pic presents another option which if it proved too fiddly & is aborted (patience is limited!) - would be easily rectified by proceeding with said easy option elbow hack. Maybe hacksaw a dozen parallel cuts around opening then splay out the intake ‘tags’ before remoulding with duct tape, fibreglass etc. The Guareschi’s et al., favour CAI extensions - so these parallel cuts would also allow for insertion of literally any size width of tubing or pipe extension one wishes to suitably shove up there before clamping or duct moulding in - suggest diameter bigger than Italians... Interestingly (scratching head), Guareschi’s ribbed intake openings really do appear smaller in internal total area than what Phil A ‘s post discussed the throttle bodies require. Where is their RR relocated making space for ribbed hoses? Side chutes - still small.

Thanks gents. No one yelled, “Stop! Are you mad!”, so I feel this would suit me more than battling with uncooperative hardened plastics - or left with a congealed melted blowout! My primary mission was simply to find a shortcut - which I’m encouraged from the feedback is doable & probably worthwhile. Now I turn to Phil A ‘s elegantly described & qualified concept to increasing airflow which it was hypothesised the funnels were to still be a limiting factor in supplying the larger throttle bodies (50mm?) even with the additional beer bottle flaring flanges! So... in hacksawing off what is effectively the anterior portion of the Inlet Elbow and incorporating that extra volume into the existing funnel opening above - would then these two whopping forward facing Elbow Scoops supply an ample amount of airflow into the airbox enclosure proper? Or would a state of inadequate cfm airflow supply to the cylinders still be present? Ergo..., would Phil A ‘s tri-teardrop (3Drop?) lid mod be: • absolutely required • harmonically beneficial • probably superfluous • negatively impacted Should both be done - or the Elbow Scoops be adequate?? I’m conscious that enough is enough - any more is likely just adding turbulence.

It might also be easier cutting with a hacksaw blade than the bottle remoulding process. Hoping the pic lines help indicate what I’m contemplating...

Q: Would it be possible to effectively open up the inlet opening by just hacksawing across to the widest point of the squared off elbow? Wouldn’t also incorporating the elbow volume actually offer a bigger total opening for airflow ingress than just reworking the round hole before the elbow? A whopping big scoop funnelling into airbox...?

So... besides the 15M is this BIN also for the 15RC bikes? Was this confirmed? Also, I’m under the impression that the O2 sensor needs to be disabled - only just to upload new map. But that the O2 once again be enabled after new map has been successfully installed for best results as it retains O2 sensor driven STFT & LTFT adaptability.

Future factory tour

Factory model pics indicating scale & orientation. https://www.asphaltandrubber.com/news/moto-guzzi-new-factory-museum/

...the more I see the more... hmmm, I’m actually warming to it! Good gracious! 😏

https://www.cycleworld.com/story/motorcycle-news/moto-guzzi-v100-mandello-new-model-and-engine-details/

Looks more like a Piaggio child with an Aprilia grandparent - not a lot of DNA apparent in this great grandchild of Guzzi. Not a worthy effort to celebrate a century of Guzzi! Plasticised & scooterised meh. Still, it’s a little better than those pics forming my first impression. I said, a little - as in marginal. Enough, to test the new liquid cooled platform. Hope springs eternal.

“full digital engine management (injection and ignition) was a Guzzi trademark long before being adopted by other makers.” Well, I for one didn’t take this as an absolute literal claim of being the first in “using EFI long before anyone else” - but more in making the point it was a feature, that was commonly adopted as a “trademark” feature before most other manufacturers had switched over to adopting EFI. In fact, is that “anyone else” quote actually accurate or has it been somewhat paraphrased? Anyhow, the article got far more right than wrong in capturing the V11’s qualities, in this case the Scura, and my absolute favourite line was one of the photos captions... Bravo! Give that man a cigar!

Yes true. There’s much in Guzzi’s annuals which can provide both experience & inspiration. As we know - this isn’t the first liquid-cooled Guzzi design - you even had your pick of two models last offered for sale only some 25 years ago! Maybe the latest V100 heads design & the liquid coolant chamber have taken its styling cues from the nowadays somewhat unsighted ...er, Custom! Anyhow, that’s what I reckon. What do you think? For those unfortunate few who aren’t familiar with the Custom (or 125C) here’s from Wikipedia: Moto Guzzi 125C or "125 Custom" is a motorcycle produced by the Italian company Moto Guzzi for ten years, from December 1985 to 1995.In 1983, at the motor show in Milan, a new type of 125 engine was presented by the Guzzi-Benelli group, intended to replace the old 125 used on the small cars from Mandello born 10 years earlier.The new engine featured innovations such as reed-regulated intake, separate lubrication, liquid cooling and anti-vibration countershaft crankshaft. The reason for the delay in using the engine is to be attributed to the excessive length of the tuning, which made it possible to use it only two years later on the 125C and 125TT (all terrain). In November 1985 the 125C was presented at the Milan motor show and, the following month, it was made available to the public.The Guzzi, on the aforementioned motorcycle, tried to bring the characteristics of the "Yankee" style of the California (reflectors placed on the sides of the direction indicators, two-level saddle and teardrop fuel tank) within the reach of the youngest: a feat not exactly successful given that trace of this model has been almost completely lost: even in the Moto Guzzi historical museum in Mandello del Lario it is not possible to find one.

...until I realised it was all just a fantastical dream!! Oh well, it was a rather nice breathless moment before continuing to reconcile myself with Mama Guzzi’s liquid blandness...