Lucky Phil

Yes air cooled bikes don't like it. Petes reference to the origins in Police work has to be tempered by the fact that the Police don't sit in traffic jams now do they and they were on older less powerful models. As long as you can keep the revs low and the bike moving even at 5 kph you generally have just enough cooling effect. It's the idling with no movement that kills them AND low speed with moderate or high rpm. I rode my V11 about 2 klms at 2500 rpm once in 2nd gear when the rear wheel bearing was about to collapse. The OAT was about 25 deg and I just needed to get it home in the one gear and avoid gear changes and there was a hill to negotiate. So minimal throttle and low speed maybe 20kph max. It was in a local suburban back streets and by the time I got it home it was rather rattily and stinking hot. Shut it down and and let it cool. Friction from the elevated rpm and minimal airflow across the fins and you have a recipe for overheating. Even caught me by surprise at how fast it occurred. I was expecting to get an increase in engine temp but it happened faster than I was expecting. Ciao

A driven shaft providing the motivation, obviously. Ciao

Meinolf walked back from these clearance numbers to .2/.15 and suggested he'd never used .3. I think it was an honest error on his part and a mix up as I also recall him suggesting .3 and I even went back to research the .3 recommendation and found he had. I remember questioning it at the time from a mechanical perspective. He also normally quotes the exhaust/inlet as well as opposed to the inlet/exhaust as we normally do. maybe that's a language thing, not sure. Maybe he'll be along and clarify although I'm almost 100% sure he already has in the not to distant past. Quite frankly to anyone out there I'd just load his map with the current settings and see how it is. It's not like it's going to cause any problems it just may not be optimal at the bottom of the mapping. You could just make sure the TPS is right as thats the most important. Load the map and see how it is and if it's a major improvement which I suspect it will be then consider the air screw and idle adjustment settings and balance. Ciao

From memory the Griso was the engine that Pete was required to rebuild after the owner had started his bike and was distracted by a phone call for 45 min or so and the bike was left idling and overheated so badly it required new pistons and rings and a Griso is partially oil cooled. Over cooling on them only happens in winter here and when they are on the move as they have no oil cooler thermostat. Wedggie here owns a Guzzi Daytona powered Magni Australia that overheats in 10min of Scottish suburban traffic at 20 deg C with oil temps of 140 deg C and the low oil pressure light stars coming on.

Ok so I looked at the Bellagio owners manual and the ambient temp indicator. If that is taking it's reading off the air intake sensor then in traffic it would be pretty useless as the engine will be idling off hot engine air. So the actual OAT would be lower if the dash indication uses the IAT sensor. Lucky your bike doesn't have a bulk oil temp indication. As for the the air cooled Guzzi's ability to happily sit in traffic idling in summer weather well yours must be the only one in the world that can happily cope. Don't know what was wrong with your BMW or what BM it was but both my K100RS's and were fine in city traffic on a hot day and yes the thermo fans operated as would be expected but no fuel boiling issues. To say that an air cooled engines in general and Guzzi's in particular cope with the hot traffic condition you describe goes against all logical comparisons and evidence. Pete Roper has experience with engines damaged by prolonged idling and not even in hot conditions. Maybe he'll give us the benefit of his practical customer experience in the matter. Ciao

So that's the feedback I was wanting on the Meinolf map. No hiccup at any time I assume. Anyone else? Anyone with the issue want to do a back to back test and see the results and report back? No other adjustments, just load the Meinolf map and see how it runs? Ciao

So what your saying is on a Sydney summers day sitting in heavy traffic lets say a 38deg C OAT day your engine oil temp was only 14 dec C higher than atmospheric temp. That doesn't even make any sense. The normal operating oil temp for your engine is around 90-100 deg C. You should get your bikes indication checked. At 54 deg C your engine is still on the warm up fuel trim. You have an indication issue. Ciao

I've never found sitting on the side of the road with an overheating engine waiting for it to cool down before you can continue riding to be particularly cool myself. Ciao

The small triangular piece hanging down mid spine. I doubt stripping a complete bike to this level is the easiest way to install one myself. Ciao

Yes liquid cooling is far superior to air cooling on motor cycles. Arguing for air cooling over liquid cooling is like trying to make an argument for a kick starter over an electric start, it's, well, a non starter. Old military aircraft there are good arguments for air cooling. Ciao

I've answered this already. Ciao

No, and why are you getting the ECU "reflashed" when Guzzidiag is available. Ciao

Yes, more room for the fuel filter

Ok Meinolf thanks for the explanation, I understand the fuel map now. It just had some large values where I didn't expect to see them and thought I might have done something wrong with regards to the download and input into Tunerpro. docc why dont you give this map a try and see if it eliminates the hiccup. It's very different to the std map but in a safe way/direction as you would expect from Meinolf. Std maps for some reason on multiple brands are shall we say less than optimal. Probably because they are trying to cover every possible scenario in every part of the world. It's a rare event to have a std really good map I think, not impossible but over the years I've had factory updates from quite a few manufacturers multiple times trying to eliminate running issues. Ciao

Yes we called it a plug chop. Not really possible on a road bike in road conditions. Not sure about the stutter staying someone needs to play with the ignition mapping and find out if thats the issue or failing that the fuel. Ciao

Yes docc is right and as I pointed out earlier the V11 and every other ICE engine has areas in their operating envelope that are less than ideal to support perfect combustion. That's why modern engines have Variable inlet and exhaust cam timing, variable length intake runners, exhaust valves,knock sensors and much more sophisticated ecu's and monitoring of the combustion process. It's all driven by the need to maintain/improve output and reduce emissions. The local atmospheric conditions play their part of course but I f the engine wasn't so touchy around this area it wouldn't matter as much as it does. Years ago I was tuning my Triumph Speed Triple for a race 3 into 1 exhaust and the problem I was having was idle and carburation just off idle. In some weather conditions it was perfect and on other days it was an issue. There is a "box" mixture wise in this case that the engine will operate in happily but if the carb settings were on an average day right at the edge of that "box" then any relatively small variation in atmospheric conditions would take you out of the "box" and the engine wouldn't carburate nicely. The aim was to jet in the middle of the "box" on an average day so when you have the atmospheric variations either way the mixture stays "in the box". In the case of the V11 "maybe" the "box" around this 2700-3000 rpm area is very small due to the design of the engine and it's hard to get it in the "box" and keep it there due to all the variables. looking at the Meinolf and std ignition mapping I was just wondering whether it was the ignition map that was the critical issue as the std map seems a bit strange in that area. In the absence of Meinolf responding is anyone running his map and can contribute to the Hiccup propensity? Ciao

I looked at the ignition map from the .bin file Meinolf posted here about 4 years ago and the ignition numbers around the area we are talking about are nothing like the std map FWIW. Caveat to this though, when I looked at the main fuel map it looked a bit weird so I dont know what the issue is there, maybe my IT skills. The ignition map looked normal but very different to std. He also uses different throttle and rpm load points as well. Maybe he'll be along to explain at some point. Ciao

The engine obviously has issues around this rpm/Throttle angle which is probably a combination of combustion chamber shape and burn speed, intake tract length, cam timing, header size and collector design. A "problem area". I don't know whether the hiccup is the engine missing an ignition ( skipping a beat for fuelling and ignition interplay) event OR it is "loading up" and coughing back into the inlet either because of a really slow fuel burn due to the much reduced advance that has the combustion still happening when the inlet valve opens again on the overlap. From my memory of my original engine it feels like the latter, a small cough back into the inlet on 1 cylinder. Adjusting the fuel could well mitigate it to a certain extent as might changes in engine and OAT. Just random thoughts but I'd be interested to see what effect an ignition advance change has. The Daytona engine FWIW has totally different mapping in that area which is to be expected I suppose. Ciao

Yea maybe. The OP should measure the ID and OD and see what the interference is. If it's 2mm or something that's a compatibility issue but .2mm is just production tolerances. Ciao

You might need to "fettle" them or the header weld a little. It's the difference between "fitting" and "mechanicing" Ciao

I "think" you can use a 15RC in a 15M but not the other way around. The 15M and 15RC use a different XDF file although the same reader/writer. Ciao

Here you go docc