68C

No, that's when the guy on your left falls overboard.

Check that the breather on top of the gearbox is not blocked, it can cause the gearbox to pressurize as it heats up.

So what is the other bike just in view, Laverda?

I've just sent of for a pair of radial clutch and brake master cylinders on chinese fleabay. Sold as Brembo but will probably be spelt Blembo!

So what did little brother use gas, mig or tig?

"Say no more,"

THanks, I also found one here: http://www.ebay.co.uk/itm/351024612682?_trksid=p2055119.m1438.l2649&ssPageName=STRK%3AMEBIDX%3AIT Your Ebay UK search result handy as it shows they are on small Cagivas as well. And that one is near my brother-in-law in Pinner. He has a 2.3 triumph converted to a trike with a trailer which I found very scary when I had a brief ride (drive?).

Thanks SP838, that is a great lead, the PS13 for the TZR125. 125's are popular for learners in the UK so I should be able to get one and spray it gold.

Thanks Skeeve, unfortunately doesn't match but it has shown me I need a 13mm piston for a single disc.

Hi NUEVOTOTEM, Does the Cali have the remote reservoir like the V11? I am keen to have it match the clutch master cyl. Hi ANDY H! The rear is a little long in travel but seems acceptable. I am considering adding a second rear master cylinder with a 'Y' shaped link, one for the front and one for the rear, I could even mess around with the braking proportioning then. The disc size seems Ok but worried about rear pad life. My old T3 just has a simple union joining the two pipes and the brake switch with no moving parts. I have got hold of a Cali proportioning valve which may come into play if I don't go the twin rear master cyl route. Some later Calis even have a ride height sensor like most cars, the less weight at the rear means less braking force to the rear. then of course there is ABS and radar controlled auto brakes and........I think I'll go and lie down.

Due to hand arthritis problems I have modified my V11 Rosso Corsa braking to mimic the older Guzzi linked brakes, the footpedal working one front disc and the rear disc. The only problem is the front master cylinder is not really matched to a single disc making it stiff and wooden. Does anyone know the part number of a Brembo master cylinder that looks like the original item but has a smaller piston, alternatively of any other bike that may have had such an item? I am keen to keep the original look so it matches the clutch master cylinder.

Here is an idea for the more determined person, a stepper motor to operate the tacho using an Arduino microcontroller. Bit beyond me I fear.. https://www.tindie.com/products/TheRengineer/analog-gauge-stepper-breakout-board/

I hope Piaggio/Moto Guzzi are following this thread.

I wish I had listened to my welding instructor, a thing of beauty.

I am interested in your middle stand. Any chance of some photos and dimensions, I tried to make one up without much success. Could not get the geometry right, exactly where in space to have the pivot etc.

You could start off by making a simple jig. Take your old rear crossover section and slide two pieces of pipe into the foward inserts. Weld those pipes to piece of metal to join the two. Slide the original crossover off. You now have a jig which gives the position of the original downpipes/headers. You can elaborate on this by welding up an 'H' shaped base and a couple of sturdy uprights, now weld on the jig at the same angle it would be on the bike. Playing around with bits of plywood and other welded up bits should enable you to ensure the new system wont foul the rest of the bike. Decide how it is to be secured/mounted to the bike and add the jig points. You can now go into mass production or rent out the jig. DO NOT WELD ANYTHING WHILE IT IS ATTACHED TO THE BIKE OR YOU WILL NEED A VISIT FROM KIWI-ROY.

Dr. Gordon Blair of Queens University Belfast with ace tuner Paul Dunstall did a lot of work in the early 70's on 2 into 1 into 2 systems for the Norton Commando, might be worth a Google search. Also I remember a 'Thruxton' tuning kit for the late 60' early 70's Triumph T120 had a system in which the header pipes had a larger diameter for about the first nine inches or so then thinner, I think the idea was to have a larger volume for the gasses to initially enter then as the gasses cooled to flow into the reduced diameter. Are you going to have equal length pipes before the merge? I believe some of the Harley tuners like uneven pipe length for V-Twins.

And I think 68C meant with a 360 degree crank parallel twin you get an even pulse between both cylinders and thus is easier to make any kind of exhaust extractor pipe work. A 180 degree twin does not evenly fire its cylinders. In fact, it is more offset on the firing than a 90 degree twin with a single crank pin like Ducati's or our Guzzi's. Yeah GuzziMoto, you are right in what I am saying .

With a 180 degree parallel twin four stroke engine there is one exhaust pulse per cylinder every two revolutions of the crankshaft. If the exhausts are arranged as 2 into 1 it is possible by using equal length pipes to have these pulses follow each other evenly, one pulse will create a drop in pressure which will help the next pulse. This really only works well at one throttle opening and rpm, the length of the pipes determining the rpm. However we have 90 degree V-twin engines, the exhaust pulses are not evenly spaced, it is not possible to have a true 'extracter' exhaust system. I admire your desire to build your own system, you should be able build a lighter system.

Benders & menders.

Can't believe you really censored Mr Van Dykes name!!!

Its a bit like the difference between pilots and engineers, engineers wash their hands before they have a pee. Engineers keep their @#$$#! clean in the hope someone might want to eat their dinner off it. Welcome to the aviation world.

I am not too interested in the idle, just where I am in the fuelling map - throttle position and accurate rpm. I agree idle rpm not important, depends on the ambient conditions, how old the motor is and how much you dislike your neighbours on a cold morning.

Thanks Guzzimeister, yeah I got my first Guzzi, a T3, in '79. I just like tinkering. As an aircraft maintenance engineer I get fed up with having to do things exactly as the manufacturer states, have to keep fitting original bits you know will fail, not allowed to improve the design. The bikes keep me sane, then when my wonderful ideas fail I realise perhaps the aircraft designer is not so daft after all. Thanks emry, I tend to swap around between the MyEcu and the stock item, particularly since Paul's Guzzidiag software. The Optimiser does have this data displayed and I fitted a larger illuminated screen but still too risky to watch when riding. The much larger LEDs are brighter and easy to read. I am just messing around comparing A/F ratios between the two devices whilst I move around the fueling map, can't really explain why I want to do it other than interest and to see if I can. I like the idea of counting the injector pulses, no need to differentiate between the regular 48 tooth pulses and the missing pair. I believe the ecu output to the Tacho varies the frequency, again not too sure how to handle that. Thanks Kiwi_Roy, the intention is to be able to read it while riding, perhaps I could use the street lights and a mirror! You mention removing the alternator cover, I guess you don't have the front balance pipe.