ScuRoo

Okay... before I go further - on my bike the O2 sensor site was relocated on the left header just in front of the oil dipstick when a MassMoto X-over was installed. The existing O2 sensor was just rerouted to that location. Whilst my bike was noticeably freer-breathing from mid revs all the way to redline and my riding habits had shifted up the range by some 500-1000rpms - what should be noted was that there was no real actual change to my bikes modus operandi style in the low range. There was that occasional fart, sometimes a stumble, a miss... all the usual things that’s inherent in our V11’s character. However, after translating Ube’s 2006 posting recommendation I set to sourcing & pricing up the genuine Bosch LSH24 sensor identified as the LS3805 aka 0258003805. Removing the existing sensor it was a surprise to find it was an NTK OZA341-BB1 sensor. More research subsequently revealed this was the NTK manufactured equivalent to Bosch‘s LSH15 calibration curve. After install for the first two rides on seperate days an adaptation procedure was followed: 1. Start engine & allow to idle for 5 minutes. 2. Drive vehicle for 5 minutes between 20 & 30 MPH. Do not allow RPM’s to exceed 3000 RPM’s. 3. Drive vehicle for 15 minutes between 40 & 60 MPH. Do not allow RPM’s to exceed 3000 RPM’s. 4. Stop vehicle & allow to idle for 5 minutes. (It’s late - be back tomorrow... 💤)

A number of months ago I translated an Italian AG forum posted in 2006. For O2 equipped V11 owners I share what started as some interesting research and culminating in implementation which I’ll come to later... Let’s get into it! 👍😎 Google translated: motoube wrote: I'll tell you what I know and why in my opinion the probe used on the Guzzi can be thrown into the rock and replaced with a more modern one. the lambda probe, which some call the O2 sensor or lambda probe, is placed in the exhaust line. we are interested in the one positioned upstream of the catalyst. this probe generates an electrical signal (in our case between 0 and 1 volt nominal) whose value is related to the oxygen content in the exhaust gas this content varies with the variation of the more or less fat carburation. the control unit reads this signal and, taking into account many other factors (TPS position, air temperature, engine temperature ...) makes corrections using the maps it has loaded inside. it will increase injection times for fat and shorten for lean. in general, above a certain speed, the probe signal is ignored. the probe used by Guzzi corresponds to a BOSH probe which has certain characteristics corresponding to the BOSH specification "LSH15", in jargon called the LSh15 calibration curve this probe was used on cars starting from 1992/93, it was immediately seen that its sensitivity and response speed were INADEQUATE TO THE REAL CONDITIONS OF USE OF THE VEHICLE. BOSCH ran for cover and created the probe with the LSH24 calibration curve. much much faster and much much more sensitive. realize that the LSH15 probe has such a slow response time to the variation of the exhaust gases that the control unit takes a thousand or more readings of the lambda value .... the LSH24 instead has a very good sensitivity and a response time equivalent to the reading interval of the ECU. on the cars the lsh15 was replaced starting from 94 with the lsh24, ALSO ON THE CIRCULATING WHEEL, for example FIAT ordered the assistance network to replace the "office" probe on all the cars that for any reason showed up in the workshop but they did not make a nominal recall of the call. in this way, 95% of the current assets will be remedied within two years. it is for this reason that I recommend (and do) to replace the probe originally equipped with the most updated version. it costs something, but the bike is better, the catalyst benefits from it, consumes less, the bike is more fun, etc. among all the probes available on the market, I have indicated to you to ask the spare parts dealer for the PUNTO 55/60/75 probe from 98 with a single 4-wire connector. because'? because it has the same connector that we have, because it has the longest cable but it doesn't create problems because it is the version with the right calibration because that pointed model is the most widespread car of that period and therefore it is the car model for which the greatest number of spare parts are sold, which increases their availability and decreases their price. the same probe is in the universal version, without connector, it costs about 65 euros, you have to cut the wiring of your probe and weld the wires and seal wire by wire with heat shrink, you have to respect the correct wiring (ground, signal, two heater wires) , sometimes the color of the threads does not match. do what you like and let the guzzi do what she wants. I'm replacing the probe. Uberto End translation. It certainly pricked my interest so I went searching here @ V11lemans for more information - & found one lonesome piece of advice by SimoneV11 but it appears it may have been overlooked as no further discussion referenced it. Another excellent article source was found giving more helpful depth into what’s exactly required of the role O2 sensors play. If this interests you please take the time to read. http://www.autodiagnosticsandpublishing.com/feature/o2-sensor-testing.html So I’ll just add one more link for now about the O2 sensor upgrade (about 2/3’s down page). Ignore the heading ‘Breva’ as it pertains to our V11’s. http://www.guzzifan.com/moto-guzzi-tuning-codes-infos-tips/ Have to leave this for now but will get back with further report. 💤

Hmm... Moto Guzzi has perfect opportunity to boldly leapfrog - like it once did with the Otto Cilindri - introducing a new reconfigured Vtwin! https://electriccarsforeveryone.files.wordpress.com/2011/02/cits-two-stroke-engine.pdf 2021 will introduce a new dawn - whatever they’ve got cooking I sure hope they Seize the Day! 😏 https://www.google.com.au/amp/s/www.grandprix247.com/2020/01/15/red-mist-will-we-see-2-stroke-formula-1-engines-in-the-future/amp/ F1 is drawing bold new plans for 2025

Cat memes... Really? 🤔 ________________ (5 minutes later) You’re damn right! Well, I never...

Yep. Maybe the naked munter tickles your fancy Pete. 😁

This effort in asphalt&rubber is more appealing than the red throwback above... If the factory could ‘add lightness’ of say 20-30kg to the coming Stradale version they’d have another winner on their hands...

Fancy a little scalding tea & hotcakes? https://riders.drivemag.com/news/best-selling-adventure-bikes-here-are-the-most-successful-models-in-2019-germany-and-italy

Phwoarrr! Carbon fibre sexy... Guareschi’s showing the way... keep an eye out for the Naked version

http://www.moongarage.it/2019/05/27/moto-guzzi-1400-8v-pikes-peak/

That’s quite an interesting snippet there RL... are you indicating some sort of ‘finesse’ beyond the standardised Decent T/Up? ‘It can be done.’ So what tune changes made the all day rider difference for you...?

You need more than simply pissing around with exercises fooling yourself LowRyter. Symptoms severe enough to disturb sleep & your feet cramping when reclining or wearing thongs combined with reduced flexibility - are indications you should be riding your bike & parking it in front of a garage for humans with a sign out front that says, BEST DAMN CHIROPRACTOR IN TOWN.

Thanks Cliff. 🍻 Nice guide elucidating each step by step up of ignition concepts & grading of inherent limitations. 🤓 Making sense of various ignition options is daunting when the blurb may be minimal or worse overblown. P.s. Just to seek clarity - is the Rec-Ignition module on or off the options table?

Touché! 🤣 I wasn’t actually meaning it had anything to do with the fuelling per se Chuck - I was rather noting they had been converted to carbs - hence the understanding ie., no longer requiring an ECU. Yep, Cliff is ridgy didge. Care to cast an opinion for further information that for those Guzzi models that are pre-ECU (or converted) is this a worthwhile item?

Ah, I see - the 2019 Indian, 2006 Harley & 2015 R9T have been converted to carbs & done away with their ECU’s. Okay thanks Cliff for your assistance.

Hope I’m not waking the dead here - but I do mosey around searching topics sometimes. It’s a pita just having lots of disparate threads on same/ similar subject so I’d thought it best just to ask my question here after reading this thread. Am wondering if anyone has any knowledgeable opinion on this product - & whether it has any benefits as an upgrade to our V11’s? http://www.altmann.haan.de/P1/

Sorry Kane - those two are really just V11 Lash-ups! At the other end of the spectrum - the V11 Titanium is probably at the apex of V11 Custom. Some other’s take the middle road..

Life is no dress rehearsal. We only get one shot at it - may as well enjoy the ride. Looking forward to your Greenie unveiling...

V11’s create a hell’uva lot of interest wherever they land - people & other bikers just love to find an excuse to sidle up & have a perve, a chat, even give a generous helping hand! Now if it was a generic like a Honda or sumsuch - meh! I wouldn’t be so sure. Better clean it though - she’s looking a bit skanky 😂

Appropriately tilted - they’d go well as proper V11 man-sized winglets. Or if brake-linked & motorised they’d make swell air flaps! Fly-swats? That’s it. As per the T&C’s I couldn’t think of anything more positive to contribute. Locked.

A very sobering update. With the elapsed timeframe and lingering symptoms clearly Paul has had a very close call... It’s bizarre how some people barely register they have any symptoms - and for others they have a tremendous battle to stay alive. This weird arbitrariness of reactions is what’s so unnerving with this virus. ScoMo’s push for an independent inquiry will unveil true colours if there’s any obfuscation!

No need to go the hassle /expense of dual plugs on the V11 Tomchri. (As an aside - physical improvement of the combustion chamber. Mike Rich’s MRM HiComp matching beveled pistons have a flatter/wider dome - lessening impedance to flame front & matched slanted squish turbulence). Returning to the main point of ignition - & more fundamentally open to the possibilities of building a better mousetrap... as you know dual plugs improve ignition by having two sources. There’s less acceptance however that a single ignition source cannot also offer vast improvements. I’ve not stopped at the Multi-Sparks (brilliant as they’ve been) - I’ve recently been further experimenting with pre-chamber TJI combustion. Do a little research on Turbulent Jet Ignition - as first introduced by Mercedes in F1 a few years ago. Mercedes was recognised as having dominated with more power & increased economy. Initially thought to be cheating - then subsequently adopted by the other teams like Ferrari & Renault you’ll find there are other easier options to increase the combustion chamber flame speed on V11’s. As a side-note, unfortunately my earlier suggestion of the Brisk LR12ZS Multi-Sparks may have aggravated some old raw nerves as gstallons indicated. However, to be even handed I’ve used the stock NGK - they work. But I’ve also tried Brisk Multisparks - and my V11 absolutely performs better. If anyone has used both - then fair enough, go ahead and agree or disagree as befits the results. I’d previously read plenty on Beemer forums with sea-dogs opining Brisk’s are snake-oil until I just paid my monies to find out the merits of the vigorous back & forth discussions. Glad I did. Not all combustion sparks are equal! ⚡️⚡️