Lucky Phil

I ended up buying this battery tester. Does pretty much everything including a load CCA test to give an idea of the battery health. Not a great image, sorry. Ciao

Was the TPS set? Ciao

Yes. Ciao

Certainly for the cam drive, that's how the Griso works. The problem for the main drive is a 2:1 reduction doesn't work mechanically for a load like the main drive on a twin because of gear tooth wear, unless it's chain. That's why Ducati always use of late 1.87:1 or some other similar ratio which doesn't work for the cam drive. Ciao

We're all guessing to some extent. Ciao

Drive to the cams is at the rear of the cylinders but at the front will probably be a gear drive to a jackshaft for the cam chain drive like a Griso engine.. Ciao

Not unit construction. Alternator at the front and clutch at the back towards the left of centreline along with the gearbox. See the gearbox bulk on the left rear side of engine.

Looks that way docc. Ciao

Some things but it ends at the cylinders and heads. Ciao

Thanks for that. I see the jagged line on the image manipulation. Looking at the shrouds on the header pipes I think they are to deflect hot air from the headers off the riders feet. I wonder why they manipulated the image of the front engine cover anyway, they also did it in one of the "whole bike" images as well. Ciao

Yep. See my edit to my earlier post. Ciao

Really, can you link me that image? Of course the master may be at the back operating the clutch through the jackshaft like a V11 does through the gearbox mainshaft. EDIT.....Ok got it. So that's interesting. Maybe a re think is in order on the clutch. It looks like the clutch master is in line with the crankcase split line so in line with the crank and it's bolted to a large removeable cover so maybe a multi plate clutch behind the engine then. Ciao

Yes I'm liking it too docc. Just want to see some technical details on the "compromises" Ciao

What do you mean by this? Just out of interest. Ciao

Thats the rear brake master cylinder. Ciao

Yep docc, say goodbye to crabbing the frame:) Well for the clutch at least. Ciao

Here's some Guzzi/Piaggio marketing trickery. I assumed the new engine would use the BMW R1250 style clutch at the front of the engine and a jackshaft to drive the gearbox and Pete Roper mentioned it did also, not sure his sources or he assumed like I did. I was looking at this Guzzi PR image looking for the tell tale evidence on the front engine cover and noticed the image manipulation. Notice in the first image how the front engine cover has been digitally trimmed away compared to the second image to disguise the forward clutch design. look how the fwd engine cover in the second image is aligned transversely with the front edge of the header pipe, then look at the first image.

Well a motorcycle is a packaging problem but at the end of the day I think the designers and engineers do an absolutely amazing job in that regard these days. Look at latest hyper sports bikes technical data, incredible engineering and packaging. BTW my latest bike is a Royal Enfield 650 Interceptor. Air cooled 270 deg crank, OHC 4 valve, fuel injected, balance shaft, efi and anti lock brake equipped bike for under $10,000aud on the road. Should do me while all the "Must have the latest" crowd do the R&D on the new Guzzi over the next 2 years before I slide in like a shithouse rat and buy the refined and sorted version. Ciao Old V2 Panagale. A packaging masterpiece. Interceptor 650, classic packaging.

I've always had an aversion to calling any mechanical conveyance by some cutsie personalised name. Abbreviations are fine but not some pseudo pet name. I'll save those for human beings. At the end of the day it's a machine. It can generate visceral reactions and emotions but it's still a piece of machinery and it doesn't give a flying @#!#$# about you. Ciao

That wouldn't be an issue. There would be enough oil circulation at that rpm and remember the loads were low. A V11 obviously uses oil as a cooling medium but not like a Griso or oil head BMW. Riding at 2500rpm at 60-70 kph is no issue but at 20kph it's a problem at least at 25deg C. The issue with air cooling is the system has no elasticity, the capacity to cool is completely governed by the OAT and the airflow available to shed the heat. A liquid cooled system has the ability to absorb transient running condition due to the fact that it requires exponentially more and more energy to raise the temperature of water per degree of increase. That's one of it's big advantages. In addition to that you can control engine temp much more accurately and when you do need the airflow at a standstill the method of providing it is compact and simple unlike an aircooled engine with large fans and ducting etc. I've owned plenty of water cooled bikes that have had cooling issues, like the first GPZ900 Kawasaki. The coolant temp used to increase quickly in traffic which scared the riders so Kawasaki modified the system with a resistor in the gauge wiring to change the indication. All 3 of my MV Agustas ran really hot in city traffic because they were fully faired and exhausting the cooling air from the radiators was an issue. The naked bikes were fine. I guess the discussion has expanded but the reality is liquid cooling is far superior in virtually every way on a motorcycle bar simplicity but you pay for it. It's a bit like the EFI V Carb argument, it's a pointless discussion because it's overwhelmingly obvious from a technical point of view where the advantage is. Ciao