Jump to content

Pressureangle

Members
  • Content Count

    222
  • Joined

  • Last visited

  • Days Won

    12

Pressureangle last won the day on November 12

Pressureangle had the most liked content!

Community Reputation

181 Excellent

About Pressureangle

  • Rank
    Guzzisti

Previous Fields

  • My bikes
    '85 LM1000 '97 1100 Sport i '89 Mille GT '71 Norton Fastback Commando '74 Aermacchi 350 Sprint
  • Location
    South Florida

social network links

  • Facebook
    https://www.facebook.com/eric.lacruze.3

Recent Profile Visitors

392 profile views
  1. OTOH mine spit out 100cc from the rear drive through my thought-through but untested rear drive vent on my 10k tour and came home none the worse for wear with ~150cc in it. If it isn't broken down enough to drain out, it isn't broken down enough to want out, I figure. I've used about every high-end gear lube over the years, and never seen anything quite like the RedLine. I have to say though that I put ~35k miles on my LM1000 with Royal Purple gear oil in the drive and it also passed every test, including 5-10 miles of 90mph+ twice a day to work and back.
  2. Yup. Mine ran well cold, but as soon as it got warm started spitting, running erratically, eventually quitting altogether. Next mornings, cold, beautiful again. I eventually ohmed the sensor on the bench with a heat gun, and it opened every time at about 230*F.
  3. Well...there is a better way to be certain you're adding it to the correct space. Owner's manual, YouTube, maybe somebody here has a relevant photo and can add an arrow?
  4. NOOOoooo... I installed a Jeffries ECU in my 1100 Sport-i and tuned it well enough to take on a `10k tour last year, refined it through the first half, trimmed it the second half, and touched it up a little this year before the South'n Spine Raid. I think I've convinced myself it's close enough to work on the other projects now lol.
  5. Those tiny pushrods are so cute! I'd make a bracelet out of them.
  6. As an tangential anecdote; I play with classic cars, and have a good friend in the restoration business. Primarily he's concerned with Chrysler products of the 60s and 70s. One of his regular customers asked if he'd return to service a pristine MG Midget that had been parked for a decade. He asked if I'd help, because I have some experience with English cars and bikes. After the typical fuel system service and fluid changes, it came to life quite easily, all under the criticism of my friend. "Go-cart" "Tiny motor" "Why would anyone bother?". Needless to say, he drove it around for a full week, taking it everywhere including a car show. When I pressed him to admit it was a good time, of course he did; What we isolated as the true source of the fun was that you could drive the car about as hard as you cared to, without risking limb and license. Banging up through third gear with your foot on the floor and the top down is different but almost as good as blowing the tires up on a '70 440 'Cuda, and a lot less likely to attract points to your license. Point being, I spent most of my life searching for performance improvements in everything I ever owned, only to discover that a great deal of it would have been better spent riding what was there instead of working on it. A 'Guzzi is what it is. Trying to make it something else may be fun and satisfying, but if the actual research and development isn't a good time in itself, it isn't worth the loss of actual riding time. I ask myself, "How often am I actually at WOT?" Rarely. I do, however, take the time to fine tune what's there and I separate projects now so I can pursue what I feel like at the moment. <shrug> Defining the ends to our means is important.
  7. Re; high compression pistons. The historic battle within hemispherical combustion chambers is always between compression and detonation. Firstly, in the U.S., the DOT mandates than anything sold for highway use operate on 87 octane fuel without destroying itself. So, if you're willing to use premium always (who doesn't, anyway?) there is a little room for increases. Here's where things get messy. Firstly, tuning an engine to take advantage in the difference between 87 and 93 octane is something only an expert with a dynomometer, or a very experienced butt and ears, can do meaningfully. Secondly, there really isn't that much difference anyway. If you're capable of such, you're also capable of tuning your intake and exhaust, fuel and timing as is to achieve 80% of the difference with such a mild compression increase. Lastly, altitude and camshaft have huge effect on cylinder pressures, particularly at the medium RPM range where detonation is most prevalent. Hemispherical combustion chambers are the most efficient design from the perspective of (2-valve) valve/flow size and efficiency. But they are the worst for detonation. The most effective counter to detonation is turbulence during compression, which achieves 2 specific things; improves homogenization of the mixture which removes 'dead' or 'late' spots in the burn; and speeds completion of burn which removes unburned mixture from corners which overpressure and detonate. Without enormous and expensive changes, there's little we can do with stock Guzzi castings to improve squish, which creates turbulence. What I did on my LM1000 though, was to carefully measure quench-the actual distance between the piston and head- to be certain it was optimized. The term 'quench' is used, because it's known that the fuel/air mix *cannot* ignite within a narrow margin of distance. That distance is somewhere between .050" and .025". It's typically recognized that the worst contained distance for detonation with gasoline is about .080". You can measure your quench with a piece of soft solder through the spark plug hole, to discover to some degree where you are and if taking a little off your cylinders may have some benefit. IIRC I took about .015" off the LM, which raised the compression by about half a point. That said, it has a Web 86b camshaft, which although has far more lift than the stock cam, also creates much more cylinder pressure in the low RPMs. The combination requires that I retard the timing a couple degrees from stock to kill any apparent detonation. Tuning is ongoing, currently. I always read these back before posting, and I'm never sure they convey sufficiently the information. :/
  8. If you haven't run the engine it's fine. Just flush the clutch compartment out with mineral spirits. You can plug the drain hole with a little piece of wood or plastic, then add a quart of spirits, wobble around as much as you can for a minute and drain it. What little lube stays stuck will be absorbed in the dust and be covered by new dust. Worst possible case is you find it's invaded the friction surfaces (shouldn't have, really, unless you pulled the clutch lever while the compartment was full) and you have to change the clutch, which is your only other option now anyway. Give it a shot. BTW, the hole you're looking into is for timing the engine. There are flywheel marks to use with a timing light.
  9. Thanks for that great shot, Docc. My '97 Sport-i is wide sump and has the same basic design as this photo, BUT they've corrected a flaw. Mine, where the 6mm bolt passes through the bracket has a broached flat for the head, leaving a hard machined corner right in the angle behind the bolt head. Here, they've raised the boss for the bolt and spot-faced, keeping the forging intact. If this bracket is available, I'll upgrade mine as I verified that it was cracking and welded a repair. The leg itself, though, is still short and mine has only the short nub to deploy it. The obvious answer here is just to install later V11 parts. If they're available, and not prohibitively expensive.
  10. Sport injected is wide sump with additional 6mm bolt.
  11. I'm not at all sure. I saw a couple different versions at the SSR.
  12. How many different V11 models share the sidestand leg with 1100 Sport-i? One thing on the long list is the possibility of manufacturing new, sturdier and possibly relocated sidestand brackets. Recently someone stated their leg was broken off in shipping; my own stand has the foot nearly worn off, and I extended the leg a bit by drilling and tapping a bolt into the bottom of the foot. Not a pretty solution. So then, since brackets are already in my mind, what could be the demand for the leg itself? Perhaps if it was 1/4", 1/2" longer? Opinions? We have a military-grade aluminum forge nearby, with what I think is fantastic pricing- that is, on things they already have dies for- and their minimum order is 400. That's a lot of legs. What's the thought on having new ones made? Or is it better just to find a suitable replacement somewhere and make it work?
  13. Yes, you could. We do not have a lobby, but we can receive customers. PM me for contact information.
  14. I did my 10k on my 1100 Sporti with the factory tool kit (I assume it was actually correct to the bike) a 4" crescent wrench, the appropriate allen wrenches for the seat, rear axle, calipers, fairing and valve covers, the necessary socket for the front axle, an 11mm wrench for valve adjustment, a couple spare fuses and relays, and after my 4th tipover a spare spark plug and plug cap which should have been a no-brainer before I started out. I had ordered a tire repair kit with CO2 canister, but it didn't arrive before I left. I did in fact have a flat tire on the road up to Mt. Palomar- very lucky it was only a short walk to the ranger station and I had friends in Cupertino who drove over with a plug kit and tire pump. There was only enough cell service to get a text out, no calling a tow from there.
  15. Maybe it's all a matter of familiarity and perspective.
×
×
  • Create New...