Lucky Phil

Years later guys that rode it are a little more forthcoming about it's handling. I remember seeing it at PI years ago and looked at its lap times and recall it was about as fast around there as a good 600 Supersport bike at the time. A mate of mine worked as a race mechanic for one of the factory ASBK teams back in the Britten days and raced his own bikes as well. At Bathurst one year the Britten came over and all he could say was the whole Kiwi operation that weekend was a shambles. It never ran right and they didn't even have enough tools to work on it. I recall him saying a Ducati 900ss passed it on the straight, albeit it was running poorly. JB was a brilliant engineer but I think it's fair to say the hard tedious slog of refinement and development wasn't his forte. The main reason the Raceco Guzzi could give it some competition in the BOTT from time to time was Paul Lewis was jockey sized gun rider and much under rated and the Guzzi was far more manageable in the handling department. The heads on the latest iteration with the red cam covers look a lot wider than the earlier black heads. Ciao

Its a combination of many things but its mainly the difference between air and liquid cooling. Liquid cooling is a far superior and more stable way to cool an IC engine and that translates to less engine temp variability and lower oil temps. An air cooled engine relies to a much greater degree on the oil to assist with the cooling. Liquid cooling also has a greater reserve capacity than air cooling which has none as it takes exponentially more energy to heat water the hotter it gets so the system copes with changing conditions better. It has elasticity to an extent. 100-110 is well within the capabilities of a modern oil esp a full group 4 synthetic which you should be using these days. Ciao

Is this the old hickup at 3000 rpm issue or something different? If indeed the issue at this spot is a fuel related one then upping the fuel pressure is not a smart way to address it. Why would you mess about with regulated pressure and in turn mess up the fuel map everywhere else when literally 10 minutes on a computer via guzzi diag and tunerpro you can fine tune the fuel and or the ignition map in the exact spot you want? You haven't mentioned if you have replaced the fuel filter and checked the in tank hoses if an internal pump bike which should be at the top of the hit list for running issues I've been involves in adjustable fuel regs for Harleys back in the 90's when they used the exact same reg as we have but that was before the days of Guzzidiag and it was just Harley's Upping the fuel pressure which richens it up everywhere made them run better but it was a crude solution, but it made Harley owners happy when nothing much else was available. Ciao

Maybe it s so you can run a governor Ciao

Thats an impressive piece of individual engineering if thats what it is. As I mentioned previously though it's totally unworkable as any sort of serious motorcycle from a dynamic point of view. Pitty if thats what the aim was but I doubt it is. The frame is a case in point nicely done of course but I cant imagine any considerations with regard to the important controlled flex has been a consideration which is important for track handling. I'm always torn with these things. The creative engineer in me loves it but the pragmatic side always requires me to rationalise it. Guess thats why I'm not a "creative" or artist. The Britten was the same, loved the bike and the man behind it but it was a pig of a race bike and anyone that's been involved in racing can see that. Horribly high C of G which made it a truck in the tight stuff unstable in the fast corners, rear off the ground on the brakes and wheelie everywhere out of the corners. I always come away with more respect for the professional designers and engineers when I see these individual constructors and am amazed by the talent and creative flair of the individual builders. Happy all around I guess. Ciao

Yep, your paying Lexus freight there, like Ducati owner have been paying Ducati "freight" for years. Belts are Passe now chains are back. Hopefully gears are next:) Ciao

Yep agree with all of that, the last car I owned for 12 years before the RS was a 5.6L 6 speed Monaro ( Pontiac GTO) to you guys and I am a big fan of the Chevs. My dream is to build a Cobra replica or GT40 replica (RSR) and for that the sensible and easy choice would be a Chev crate engine but I think I'd end up using a Ford twin cam of one version or another. If you think the ST a hoot to drive the RS is in another league. AWD and 375HP with a simple hand held tune in it and old school "bugger the ride quality we're here to go around corners suspension. I need to watch myself after scaring some other motorists at roundabouts in attack mode.The wife loves the fast corners which is a bonus as well. Ciao

Yep thats it Chuck Ciao

Have you seen the modern engine valve adjustment requirements? My Focus RS, 2.3 litre twin cam DOHC Turbo 350HP stock, no valve adjustment intervals at all. No routine adjustment ever required. Modern 4 cylinder Superbike engines are out to 40,000 klm plus adjustment intervals from memory, probably more. Pushrod engines are more complicated. A basic modern twin cam engine has a cam chain and runner and a tensioner and 2 cams over adjustable buckets. A basic modern pushrod engine these days has a camchain (sometimes a tensioner) pushrods, cam, lifters, rocker arms, rocker arm pins or studs, valve clearance adjustment screws and locknuts, and we won't even go into the interior of the hydraulic lifters themselves with the closest tolerance components in the whole engine and highly sensitive to oil contamination. I read the development history of the Gen111 series of Chevrolet engines and wondered why when they were starting with a brand new design they retained pushrods. The 2 principle reasons were, they wanted an engine for all applications from delivery trucks to a Corvette and so being compact dimensionally was a factor esp for delivery van type applications and the designers at Chev were to scared to go down the OHC route because they had no OHC experience to speak of and knew pushrod engines inside out. Lucky the Gen 111 family turned out to be a great engine albeit pretty poor in the hp to capacity stakes. Ciao

There's a reason the Daytona engine is a High cam and not an OHC engine. It by and large keeps the cam drive out of the way of the cooling air flow and still allows it to be protected by covers. Pushrod engines have their place but OHC is more efficient with less complexity and wearing parts. Pushrod engines are generally more compact. There's a hundred years worth of discussion on this but there's also a reason the for the most part pushrod engines are gradually dyeing out in the motorcycle/automotive world. Ciao

Same here but window didn't delete just a warning pop up and when you selected "further info" you then clicked "run anyway" and away it went. maybe thats something for the OP to consider. But the original point? What is shown in my image are the cable drivers and not the reader/writer. Unless I accidentally stumbled my way through it you can use guzzidiag without downloading the reader writers. I'm sure I correct on that. Some people will never want to download their map/.bin file and just want GD for general tune up purposes. Happy to be proven wrong because I'm no computer wiz, but. Ciao

Yes understood, but aren't these the cable drivers require? not the reader/writer programs. If you buy the approved KKL Guzzi adaptor then it loads its own driver for the cable and if you use the non approved for want of a better phrase USB-KKL Adaptor then you should use the one indicated here, 2.08.14 or it will automatically load a net based version which can be problematical? Ciao

Correct me if I'm wrong with the OP's original issue but the Guzzidiag "reader" file has nothing to do with Guzzidia connecting. The "reader" file or software is for reading and downloading the ECU map file in a .bin format so that it can be read and manipulated in human format in Tunerpro as required. You then use the Guzzidiag writer to re write the modified maps. The Guzzidiag software is a separate stand alone software and allows you to see what parameters the ECU is seeing in real time and make adjustments to the CO for example on the 15m and on later ECU reset the throttle base setting and turn the closed and open loop on and off and also read and clear faults on all ecu's. Ciao

Fits Guzzi's apparently according to a poster on WildGuzzi https://www.amazon.com/gp/product/B01A7VLTFQ/ref=ppx_yo_dt_b_asin_title_o02_s00?ie=UTF8&psc=1 Ciao

You need to pre-load the lever on the Guzzi for up and down shifts to be clean. I dont even use the clutch for up shifts from 2nd upwards. Ciao

You have to laugh I guess. Look at that frontal area/width. I can tell you from years of Ducati track bikes open belts aren't the best idea in the world and Ducati belts are relatively protected compared to these, however if you made nice carbon covers for them then you you'd protect the belts and lose virtually all your cooling. I'd like it in my lounge room on display though. It's a tool room engine looking for a sensible home. Ciao

How much fuel was in the tank at the time? I've run out of fuel twice in exactly the same location slowing down for a give way sign on a long downhill section( not steep) as soon as I roll through the give way sign and the road goes a little up hill it fires up again. Both times to get me to the servo about 300 metres away. Ciao

Ha that's funny. Biggest issue is some tend to suffer from the "wasn't thought of by us so I'm not going to take it seriously" mentality. Airbus wasn't much better but you had the :"French factor" to deal with as well. Ciao

Ha yes. Believe it or not I've had a few free and frank discussions with Boeing engineers about their design decisions over the years, and a few OEMs as well:) Ciao

It's not about practical it's about useable. None of my bikes are what I would call practical but this thing is virtually unusable. Dont get me wrong I think it's a great engineering exercise and look toughs but it's in the realms of a designer bike for mine or one of those specials with a car engine in it. Still rideable......but not in the real world rideable. Not even race track rideable at any sort of serious pace either. The real genius as a designer and engineer is making something that's not only engineeringly superior but fulfils the criterion of a usable package be it a cruiser, sports bike, tourer or race bike. That's where the genius lies. Anyone with a bit of engineering nouse, the money, time and equipment can come up with something like this but at the end of the day it's just a bit of engineering masturbation if it's not seriously competent at anything. Ciao

Yes docc failing relay, I always forget about the relays. Probs because I've never had an issue with them. Ciao

Not Vapour lock. Hot for the bay area doesn't really mean much for troubleshooting purposes. What was the estimated OAT. Sounds like an ignition sensor failing or maybe a blocked fuel filter or fuel tap or bad gas but not vapour lock. Ciao

Guzzis exist for engineers, or people that aspire to be engineers. Ciao

Not sure, I'm a bit of a computer Luddite I just know it's been faultless with me. I did however spend a LOT of time researching Guzzidiag on the wildguzzi forum and the Guzzi.de forum where the people that invented it live and there are quite a few connection issues resolved there. Mainly in the earlier iterations and for Apple users. Have a look at the guzzi tutorial thread on the Wildguzzi forum and start from page 1. It takes a while to read through but it's an education and will help. The only things I have to add re connections are these, not from personal experience but just what comes to mind from research. The black lead on the interface leads doesn't need to be connected to the battery. The ECU will provide the earth. Dont connect the power and earth leads around the wrong way or you'll destroy the chipset in the leads. Swapping computer ports can be the answer. make sure you have the correct model bike loaded in Guzzidiag Connecting the leads first and then launching the application can work Erasing the guzzidiag programme and re down loading and re launching can work. make sure the battery voltage is ok or connect to battery charger. Kill switch on. I mostly pull the fuel pump fuse not for connection reasons but to stop the injectors sending a shot of fuel down the intakes every time I cycle the ignition. I think thats about the extent of my knowledge on connection issues. Ciao

Love the engineering but totally irrational at just about every level. Where's the fuel supposed to go, the tank is about the size the airbox needs to be. The exhausts will burn your legs off and it's a twin with the frontal area of a barn door. All this at just a glance. As I said lovely engineering but totally flawed as a motorcycle. Ciao