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Weegie

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Weegie last won the day on September 23

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About Weegie

  • Rank
    Guzzisti
  • Birthday July 11

Previous Fields

  • My bikes
    98 Magni Australia, 92 Magni Sfida 1000, 99 Magni Sfida 1100
  • Location
    Scotland

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  • Interests
    Almost anything with an engine, beer & books; not necessarly in that order

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  1. Count me in!! Me..............all the gear and no idea. If I wasn't so dammed old and had other shit to do I'd be building a Guareschi as well and it still might happen. Of course throwing my aging corpse into the saddle might be another issue
  2. Thanks Phil Here was me labouring under the misapprehension that the temperature viscosity relationship was linear, which it clearly is not From that graph it appears that after 70C and certainly after 80, a temperature approaching normal running condition, that the viscosity changes are pretty much negligable Very interesting
  3. I did mean to comment on this Phil, as I'm seriously considering both The Griso spring will help to hold the pressure as the bike comes up to temperature and eliminate some (but not all) leakage. However when the engine's hot, 80C+ oil temp the max I obtained at 4k RPM was 75psi. The relief is closed at running temperature and only oil weight will have any effect on pressure. 75psi is sufficient and I'd be more than happy enough with that (and continue to run my 15/50) IF the engine temperature stabilizes at 80C. A shakedown run will be the only way I can establish the true hot oil t
  4. Hi @Twin AH I've got some pictures of the teardown and install of the Caruso gear and pump change. At some point I've been hoping to a do a "how to" if that's what you're referring to, but it hasn't happened yet. I don't know of a single document or place where all the mods are listed and it all depends on how far you want to go. I'm sure Lucky Phil will chime in and he's the real expert. As far as the Griso spring change out, I'm the only person to have done it as far as I'm aware and the bike hasn't even been out on a shakedown run, although the results are encouraging. The p
  5. Oh @Kevin_T to also answer your question on why Guzzi didn't do it from the get go. I can only surmise, but Guzzi were not in a good way during the 90s and could barely keep their head above water, the situation getting worse as the 90s went on and into the early turn of the century. I think they were desperate to get a new model out and increase sales. The HiCam engine was not a well developed product, it was a race bike engine to which the minimal of changes were made to make it just about suitable as a road machine. There are many flaws in the design which were probably only reall
  6. Hi Kevin We did chat briefly on PM if remember correctly. It all seems so bloody obvious doesn't it when it's laid out and if I had listened to @Chuck I could have saved myself 2 years (or more) worth of fruitless grief & pain. He initially pointed me on the right road on WG a long time back. Like you I thought the problem was pump or leak releated. I started down this road for the reasons Phil pointed out on the post above yours, convinced the temp and pressure problems were related (the jury is still out on that). As far as low pressure it just didn't click that the relief was
  7. Phil is the rating not 4 bar? The actual pressures I converted from the manual which aren't measured in bars but kg/cm^2 for the 2 valve sporti was 3.8-4.2 (56-60psi) and 5kg/cm^2 for the HiCam (70psi) I'm guessing here but I'd have tought that the V11 would be the same are the Sporti 56-60psi The problem is only related to the HiCam, with the valve set for 56-60psi the valve will choke cold oil idle and typically a 2 v/v engine will idle somewhere between 60 and 65psi The HiCam has a large oil flow to the heads so the valve has to lift less to drop the oil pressure more, s
  8. Yeah I did say something about that in the photograph notes Phil but probably not clearly enough, so thanks for pointing it out again to ensure anybody looking at this doesn't get confused. John
  9. Not a problem Pete at the moment I've got the small Setrab on it with Dash 8 lines and full flow fittings. On the video you can here me say I got a leak, need to run it again to see if I've managed to sort it. With the larger diameter lines and full flow fittings, the lines immediately started to warm up, something that isn't nearly as noticable with the standard set up. I think that could be due to the OEM banjo fittings introducing pressure losses and restricitng flow to the OEM cooler Let me know postage costs wouldn't want you out of pocket There was also a leak coming from somew
  10. Weegie

    WTB - Centauro

    One more thing I put rather clumsily was in the tale of the 28psi idle pressure and the statement "50psi and even that's is really too low" when referring to cold idle presssure. 10psi at idle is more than enough, what I was trying to get across was on cold oil idle the relief valve is partially lifting/leaking and the setpoint that should be on the valve is 70psi, however they all lift early and idle at 50psi. Revving the engine will raise the pressure, choking the valve. I reckon It rises to a bit over 60psi at 3k rpm but I don't know if the pressure rises any higher than that. From wha
  11. Damm I meant to say on the video if anybody is contemplating this as a mod, what I didn't realize at the time was that there was 3 mm spacer jammed into the top of the valve as a shim. Like the dope I am I completely missed it and only found out about it later when messing with the valve again So the valve had the 1mm crush washer installed on the outside at the top of the valve which reduces the spring tension and a 3mm shim on the inside of the top bolt which increases the spring tension. If installing without the crush washer (which IMHO isn't necessary) I'd start with a 2mm washer/spa
  12. Weegie

    WTB - Centauro

    Perhaps you're correct Phil, it's a personal thing and specific to these engines. It's a backup to the rather unreliable pressure switch, known to fail. I rarely monitor the gauge on a ride, its just something I glance at from time to time, or if something else occurs (like the pressure light illuminating) to provide me with a little more information. Maybe my poor tech skills, but over the years I've found the gauge useful from time to time. A compromise would be to install a temporary hook up to monitor pressure for the shakedown runs and then remove it. Vive La Difference
  13. Weegie

    WTB - Centauro

    That was probably me Kremmen, I've got a HiCam engine that was/is overheating. Anyway I posted about the travails on this thread https://www.v11lemans.com/forums/index.php?/topic/21884-hicam-oil-pressure-gross-stupidity-and-why-you-should-always-listen-to-chuck/ It may have been there as I made that statement on that thread Due to all the research I did, while basically going down the wrong road, I was frequently in correspondence with Joe Caruso and that was where the information came from If the gear pump output is linear with RPM and gear rotor length similarily linear t
  14. Here is what happens when the engine was run with the Griso spring in
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