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Meinolf

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Meinolf last won the day on March 17

Meinolf had the most liked content!

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About Meinolf

  • Rank
    Guzzisti
  • Birthday 04/30/1959

Previous Fields

  • My bikes
    Norge, V11, LM3, Mille GT, V1000G5+TR5 sidecar, 850 T5 Carabinieri, SPIII and assorted other makes
  • Location
    Uelversheim, Germany

Contact Methods

  • Website URL
    http://

Profile Information

  • Interests
    Motorcycling, my kids, reading, metal craft, sport

social network links

  • LinkedIn
    http://www.linkedin.com/pub/meinolf-althaus/6/537/495

Recent Profile Visitors

727 profile views
  1. Hi Phil, Countersunk is factory standard, so a PO probably recognized the problem. Yeah, first grandchild and me becoming a semi-grandfather. So to say. And the little loves me, I bear scratches in my face as evidence
  2. Hi, While re-reading Phil's post one more thing came to mind. The throttle bodies, when fastened to the braces, are not well seated in the rubber thingies (can't remember the correct term). In other words, the screws and threads in the braces don't align well. They can be forced in, but then the throttle bodies sit slightly twisted in the rubber boots (ha, memory came to the rescue). Enlarged screw holes and regular cylindrical inbus screws seating on top of the braces allow for installation without tension and offer the benefit of screw heads which won't self-destroy during the next
  3. Hi Phil, thanks, a very lucid and detailed explanation. I re-worked the throttle bodies of my Jackal and V11 some years ago, some additional comments based thereupon. This is important, the butterfly valves have edges ground at an angle to fit to the throttle bodies when closed. The original screws block a substantial amount of the cross section, the two pictures (before/after) show the difference. Using flat-headed screws frees up some of the cross section, especially if the screw is selected (or made to fit) to the diameter of the shaft. For those willing to go f
  4. Hi, I'm not sure if I know what you mean by “world spec”. The service manual recommends 0.15/0.1mm for exhaust/intake, I use 0.2/0.15mm respectively. But it's not critical in regards to my BIN. Cheers Meinolf
  5. Hi, I still get emails asking for the V11 BIN I made available several years ago. I can't find my post with the download links, which don't work anymore anyway, so here's the current download link. https://drive.google.com/file/d/1e7MMuO6vrUZGFfmkCtL3zsW1qeS6uDgY/view?usp=sharing The base setup, and that's quite important to follow to get the best results, is: - TPS set to 157mV with all mechanical connectors removed and throttle completely closed - Both bypass screws completely closed - CO trim set to 0 - Idle sync with both (if so required) throttle stop sc
  6. Meinolf

    Map Day

    Hi, it's 156.25mV or, if total accuracy is targeted, 8*(5/256) with as many decimals as can be successfully measured. Much success Meinolf
  7. Meinolf

    Map Day

    Hi, my valve play recommendation of 0.25mm valve play is based on the measurements done on the V11 camshaft. Less play leads to a much longer period at which the valves are already slightly opened. The effects are loss of mean pressure in the combustion chamber and less time for the valve to conduct heat to the seats. My V11 has run more than 85.000km with this setting. 0.157V as base setting for the TPS is recommended because the ADC in the ECU is a 8bit version. 5V are divided by 256 ($FF), which leads to a step of 0.01953...V. Multiplying this by 8 leads to the 156(.25mV). The 150
  8. Hi, the point is the following. The ECU uses two tables with fuel injection values, left (main) and right (delta) cylinder. The tables are indexed by throttle opening (TPS value) and rpm. The TPS is attached to the right (delta) throttle. The challenge is to synchronize both throttle valves so that they are using the same TPS breakpoints. This is essential a small throttle openings, as the TPS breakpoints differ initially only very slightly. At idle the springs are pressing the butterfly valves against the stop screws. Due to the numerous joints there's some play, which is overcom
  9. Meinolf

    Decent Tune-up

    Hi, connect Guzzidiag, select graphical display and watch if the curve is smooth when opening/closing the throttle. Beware that there's a change in the gradient at 30°, it get's flatter when opening, due to the characteristics of this TPS's curve formula. Cheers Meinolf
  10. Meinolf

    Decent Tune-up

    Hi, setting the TPS to it's proper start position (which is 157mV with all connections removed) can only be done with a physical adjustment and a voltmeter - not Guzzidiag or any other software. Cheers Meinolf
  11. Hey Meinolf any advice on the fuel mapping for the V11/Daytona before the initial start? Is there any fuel maps available that are better than the std V11 map to begine with?

    Ciao 

  12. Hi, I've spoken to Paul's daughter some minutes ago. She asked me to convey thanks to all who expressed their concern. Paul's condition is still unchanged, but not worse. Cheers Meinolf
  13. Hi, Yes, that's what it boils down to. Well, you don't need special vernier sprockets. Re-boring the index hole in the sprocket with the desired offset is the way I do it. I don't understand the question. What do you mean by effective valve clearence? Cheers Meinolf
  14. Hi, I don't want to niggle, but make sure no wrong conclusions are drawn from above. Using different valve play values should be done only if all relevant factors are known. Simply increasing valve play to garner the benefits of better VE without having a measured the camshaft and valve lift would be a dangerous game. Skipping the ramp up portion entirely is comparable to hammering the valve and all involved components instead of having them smoothly brought up to speed. And, as the total valve lift will happen during a shorter time, the acceleration would increase. Which might le
  15. Hi, sure, a ridiculuous amount would be nonsense and result, amongst other things, in little gas flow. Keep in mind my remarks "...Disregarding all other factors..." and "...Increasing it, within reason, ..". The ultimate goal is get as much air mass into the combustion chamber at the time it's needed and can be utilized. This is expressed as volumetric efficiency. If you have a pump (cylinder/piston) with 1l volume, the largest air volume which can be brought into the pump is 1l, which is a volumetric efficiency of 1. Now consider a combustion engine to be a flow machine. Befor
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