pete roper

Forced aspiration? The most joyless, compromised and inefficient way of trying to get power out of a spark ignited engine you can get.

I wonder why did Guzzi stop using the "Ram-Air" air intake which they had on the previous model, Sport1100? The motor is not so much different? They could have just shaped the suction pipe end differently? Instead the suction tube was fitted with a snorkel. One suggestion I read was that maybe the V11 system is a "Helmholz resonator"... Because 'Ram Air' is about as much use as tits on a bull and only begins to start doing anything at all when you're doing over 100mph.!

I'm hoping for something interesting to be done with the smallblock platform but I'm not holding my breath. It seems that all attempts at modernity are being abandoned and Guzzi is being reduced to being a manufacturer of fairground attractions! It makes me want to heave!

We can make a stock Griso far, far better at very little cost in terms of engine behaviour, (No, we don't make ludicrous claims about HP.) apart from that spend money on suspension and fling a set of EBC HH pads at it. The CARC bikes are now dead so we are following in the steps of the V11 series. Since Guzzi are no longer building anything remotely interesting I'm very likely about to quit being an authorised service agent and go back to freelancing. As shame, but the CARC bikes have been my muse for a decade and really are the pinnacle of development. Now all we get is twin shock shitters with a 1400 motor and Smallblocks. I weep for the brand I've spent my life working on...... Pete

Errr? Yes there is.

Buy the cables, download Guzzidiag, buy a map from Mark, load it up. Do the 'Throttle self Learning' and clear the trims. Go ride. Pete

It's a single throttle body but twin injectors and lambda input. Each cylinder is treated, effectively, as a different motor so while the NB sensors are slow and stupid and try to trim to virtual incombustibility they will attempt to make both sides run equally awfully. The fact that there is a single butterfly is really a non issue. Pete

Basically this. Add in the fact the sump is wider and shallower and the pick-up is unbaffled and right at the front of the sump and you have an almost 'Perfect Storm' for boundary lubrication. Pete

Firstly the V11 plate will fit any of the 'Broad Sump' engines so a Sport-I will take one just fine. I would offer the caveat that it will be less neccessary than on a V11 due to gear ratios. On the leak issue? A thin smear of Threebond 1211 would be my choice. Pete

15M is a fairly simple 'Linear' type device so a PC-3 will work OK with it if installed by someone who knows what hey are doing. 15-RC will only behave if you turn off the Lambda. You can leave it on and try a sensor fooler but they are still an un-necessary piece of bollocks. Once you get on to the W5AM you open up a whole new can of worms as it is a far from simple 'Linear' device and combine this on the 8V with its odd cam timing and head design mix in an abject ignorance of internal combustion engine design/operation and the constant reciting of the mantra of 'But it's made by a multi million dollar company' and you're really on a hiding to nothing. Pete

Just keep on flogging the snake oil Todd.

Do it yourself using Tunerpro. Most 'Off the shelf' options offered are simply Rexxer baseline maps with little in the way of meaningfull changes apart from adding more fuel. Since the main maps are almost universally rich once the lambda is off the last thing you want to do is add more fuel but if you're a clueless shitgibbon who doesn't understand how things work it's always a good idea. Pete

Zeroing the trims, resetting them to factory standards, can be achieved by simply disconnecting the battery for a couple of minutes. This will of been done with this bike as the factory term is 'Re-set self learning parameters.' Which they say they have done. The way it works is that once the engine is warm the ECU which is incorporated in the MUIG-3 begins reacting to the inputs from the Lambda sensors. The base maps are universally rich and the lambda input tells the ECU to pull out fuel until it reaches the point that has been determined as *Right*. Thing is while this is done swiftly and crudely initially there is a further interpolative aspect that requires constant throttle for much longer to 'Fine Tune' the tables that control all aspects of the engine's management. This is still heading towards what is deemed *Ideal* for emissions and may well in fact negatively impact both performance and, perversely, fuel economy as aiming for a 'Blanket' emissions output does not take into account the vagaries of different engine designs or operations. Like all of the more recent Magnetti Marelli systems the MUIG-3 is no longer a glorified abacus delivering only simplistic 'Linear' information. Changes to one aspect of the maps, by design or simply by relying on the factory's trim interpretations, will have a cascading effect down through some or many of the other correction tables. This is the reason simple 'Plug ins' like 'Fat Duc's' and 'Booster Plug's' are a complete waste of time and money and can seriously impact on the wellbeing of one's engine. Long story short. The factory maps are crap. Their crappyness is compounded by the poor development of the *Secondary* tables like the air/temp, engine/temp and (I'm extrapolating from the W5AM here.) the torque tables that choose parameters for each gear. Getting the MUIG-3 system to work well is a work in progress but there are already very good maps that Mark has developed that seem to have addressed most of the issues of the wet and dry alternator V7's. There still seems to be a couple of minor glitches with the V7-II due to its incorporation of ABS and TC into the programming but it's getting there. Hopefully this issue will be able to be tackled more comprehensively if I purchase a V9 this year. Personally I think the V9 is a turd but you have to work with what you're given I suppose. Pete

Terge, did you zero the trims in before and between the two tests? If not its all rather irrelevant to how the bike is going to run. Pete

Problem is that while there was a map update for both dry and wet alt models it didn't seem to do a lot. Mark's map is OL and most of the changes are to the air/temp and engine/temp tables after the lambda is off. It cures all the cold start erratic idle issues. Pete

Kosta, your plate went out today.

Well, you could buy Mark's map which will cure the cold start and rough running issues. I can flick it to you if you like as long as you promise to pay him if you like it and not share it with assholes and plagiarists. You know how I feel about them. Lot of work goes into developing maps. Even more went into developing reader and writer for the MUIG-3, in earlier ECU's the encryption was all in PADS. Breaking the coding and boot system for the MUIG-3 was a lot more work. Make sure you give Paul and Christian some money too. Is this a five speed bike? What alt? Wet or dry? Pete

No worries, I'll flick another one off tomorrow direct. With that one I suggest beat the f*cker flat and use it in something else Pete

Have you got reader and writer for the MUIG-3? Pete

Mark has an OL map that works well with single TB V7's. V7-II is still a work in progress but it t's very close. Pete

Jesus wept! It's not like they're fragile! Gimme the address and I'll send one direct. I think I have a couple left. Pete

Nope. Both cylinders are effectively separate engines, that's why you have main and delta maps. What model V7? Single TB or twin? Wet or dry alternator? Pete

I think I've posted out all the ones I've been paid for and a couple I haven't. Honesty is appreciated. Pete

33V 11 plates and 3Tonti plates despatched to Tim today. Will get on with the individual ones tomorrow. Pete

Picked the plates up today. I got 40 V11 plates and five 'Tonti' plates. In fact I found three more of the 'Tonti' plates in the shed! I have to go down to Melbourne today but I'll try and organise shipping on Monday. Pete