callison

Looking at the schematic, there are very few things that could affect the light and I would venture to say that it is a bad crimp on a wire in one of the connectors or the connector itself. Ripping into a wire harness is non-trivial so I would suggest learning to use the tripmeter, it's far more useful then the low fuel indicator anyway once you have the mileage by riding style characteristics figured out.

If you want to swap engines, I'm certainly game. I have a very sweet running 1997 California that would do you fine. The problem is, the electronics package for the beast is about 4 times the physical volume of that of a V11 Sport. You could take it down and trade it in against either a 2003 LeMans or one of the 2003 cruisers. The exhaust crossover on those adds a lot of bottom end grunt from what I head. Even better, a similar set of head pipes is available after market in Europe. I don't remember where I saw them, but it was likely Stein Dinse or Teo Lamers or an aftermarket retailer of that magnitude. At less than $300 it is by far the most expedient path to take - providing the pipe diameters are compatible.

I just went out and measured the silencer off-set on my 2001 V11TT. Approximately 1/2 inch closer inboard for the left side. Not too surprising. The V11 spine frame inherited the engine off-set to the right that was used originally to clear the rear tire on the Sport 1100i. 1.4 centimeters or... .55 inches. Looking at the photos of Al and Paul's LeMans though, it would appear that the left side is significantly depressed inwards compared to the right. Functionally, it doesn't mean anything. I suspect that it is nothing more than a sloppy jig used at time of construction for the left footpeg/silencer bracket. Visually, that bracket appears to be far more vertical or inwards than the one one the right. My V11 doesn't have the same amount of difference, but it is there. What I don't understand is why the V11 LeMans construction should differ from that of the V11 Sport in that area, unless the 2002 V11 Sports also show this inwards positioned bracket. If the 2002 models all have this, then it is almost certainly a change in the jig used to align parts prior to welding. It is a little disturbing to have such an obvious lack of balance visually, but at least it is only esthetic.

I've dropped my Sporti on it's side a couple of times. The tabs welded to the frame for the footrest/silencers get bent in a tad with the results you have in your picture. After you've bent it back out about three times, you have to get it re-welded. You haven't by any chance, forgotten to fully deploy your sidestand at some time have you?

Al, I have a trailer, you're welcome to borrow it for a week or two if that's what it takes.

I used a real small plastic box from Radio Shack with a small switch. It also has a light and is just mounted using double sided foam carpet tape. Pretty innocuous and does no damage. The resistor is tucked out of sight somewhere else as it won't fit in the box.

He's baaacckkk!!!! Probably the only Guzzi in (sort of) easten Washington state. Hey Mike, are you going to make it to the National this year?

Yeah, and get a load of the specifications. You can see the catalytic converter where we have a crossover. You can also see carbs where the specs say FI. I think it's beautiful piece of work, so I hope some of the European contingent on this forum can ferret out some further information. English: http://www.megola.de/eng/engindex.html Deutsch: http://www.megola.de/d/dindex.html

Interesting. I wonder how much weight that rack can handle. There is a lot of torsion on the mounting set-up.

Rich, what were the bearing numbers?

Singapore eh? Is that guy with the Daytona RS still jetting around down there?

One thing is for dead certain. If the signals to the ECU are fouled up by poor connections, you will NEVER get the bike in tune. Period. From personal experience, my Sport 1100i started acting up right at 47,000 miles. 9000 miles later it had deteriorated to the point of being dangerous to ride. Cleaning all of the sensor connections put it right back to normal. Sport 1100i normal that is, arguably much worse than anything encountered on a V11 Sport. While the ECU's between the Sport 1100i and the V11 Sport are considerably different, the supporting sensor packages and connectors are very similar. I would say that somewhere around 30,000 miles or two years, the connectors should start receiving periodic attention to prevent degradation. Just for comparison purposes, a (stock) poor running V11 Sport is equal to a Sport 1100i running at it's absolute (stock) best. I emphasize the absolute. There is that much difference (or improvement on the V11 Sport product) between the ECU's and the mapping of the two bikes. I've only put 9500 miles on the V11TT in the six months I've had it, so it hasn't had a chance to exhibit any of the same deterioration as the Sport 1100i, but at this point, I am at least aware that it does eventually occur and I will be alert for it. The V11 Sport doesn't seem to need the PCIII. It wouldn't suffer from having it, it's just that it's EFI weirdness is so much less pronounced than that of the Sport 1100i that it seems inconsequential. The V11 Sport is also a whole bunch stronger in the engine department than the Sport 1100i and since I'm far more acclimated to the Sport 1100i, I don't need more power from the V11 Sport than it already has. Ride wise, the Sport 1100i has a hard seat, a compliant ride and little vibration. The V11 Sport has a harsh ride, a soft seat and lot's of vibration. For two bikes with such a common lineage they are at the same time the same and vastly different. I enjoy them both. Actually all, I enjoy the California and the itty bitty V65C too.

I concur. Time for some of my bad poetry... Neither rain nor sleet Dreary cold or horrific heat Stay the Guzzi owner Who'd rather ride Than put down his feet me 2003 I probably ought to stick with just working on bikes and not words

Looks like the Ghezzi Brian "cross over" (muffler?) is about $515 USD. At least I think "marmitta" (stock-pot according Alta Vista) is what dlaing is looking for. http://www.eurobiketeam.com. You'll have to go to Guzzi Special Kits, click on the steering head bearing image, click on impiante di scarico and then look at the listings. The descriptions and prices are images, not text, so you can't search in the page. This site has some neat stuff, but it is very difficult to navigate.

These are the ones that will directly affect how the engine behaves. 1.) TPS connector 2.) Injector connectors 3.) ECU connector 4.) RPM/phase sensor connector 5.) Ignition coil connections 6.) and connector #57 on the wiring diagram: http://home.pacbell.net/guzzi007/schematic.../V11_Wiring.gif - this one can cause really weird problems if it gets just partly resistive from corrosion. I have three miles of pushing a Sport 1100i (two of those in a really nasty driving rain) from that same connector as it exists on the Sport 1100i's. It may exist on all EFI models, I haven't checked. It is there on the V11 Sports. http://home.pacbell.net/guzzi007/schematic...100i_Wiring.gif *.) Air pressure sensor connector (V11 Sports don't have this one, it's internal to the ECU, but Sport 1100i's have it on the spine - with a connector) And some others: "Bullet" connectors from the alternator to the voltage regulator. Battery connections Any ground connection anywhere I wouldn't go overboard with cleaning these. They don't really need attention unless the bike is ridden frequently in bad weather, washed down with cleaners, a high pressure washer is used or the bike has a lot of miles/time on it. I am guilty of all of the above. By locating weaknesses with my own folly, I can advise others from the lofty position of having "Been there, done that and boy am I stupid..."

I use S100 too. I put the bike on a rear and front stand so both wheels can be rotated, spray it down and then hit it with a 1200psi spray rig set on "fan" rather than "stream". I stay away from bearing areas where the sprayer can penetrate and generally only concentrate on wheel rims and the bottom of the engine and places like that. I'm not sure if S100 contributed to the failure of the rear brake caliper on my Sport 1100i though, but if it did, it took four years and 53,000 miles. I let the bike air dry for the most part, but cowlings, fairings and tanks get toweled off immediately. If it's winter, I just let the bikes get dirty.

You can really wear out tires commuting a hundred miles a day on them too. Especially on the cobby roads here in California. I wouldn't have thought that anywhere in the USA would offer wide open expanses that you could run 100+ in uninterrupted though, not even in Michigan.

I'm running the Metzler Sportec M1's on my V11TT in the stock sizes. I like them but have no idea what kind of mileage they'll yield. When they're gone, I will change to the Pirelli MTR23/24's in the 160/70 size. I use those on my Sport 1100i and after seven sets of them I know that they'll give me about 7500 miles. I also like the way the Pirelli's behave.

As a follow up to the above post. I put the Sport 1100i back together and took it over to the gas station and back - about two miles (it was raining, lousy weather for a shake-down cruise). This definitely does not constitute a real test ride, but overall, the bike performed like it should have. No stalls and it idled. Believe me, before cleaning all of the sensor connectors on the engine, these are two areas that the bike could be relied upon to not do correctly - if at all. My V11TT has not exhibited the same level of recalcitrance that the Sport 1100i has, but if it should start getting to that point, the first thing I will do is clean the connectors. The V11 Sports have essentially the same connector set, so a little periodic maintenance on connectors is probably not a bad idea. Probably on about the same schedule as the fuel filter.

It's worth reading about other Moto Guzzi EFI problems before performing modifications on your own. So... here (at the bottom) are some links that (barely) pertain to the V11 Sport models. I say that because I own both a Sport 1100i and a V11TT and the fuel injection on the V11 is several orders of magnitude better than that of the Sport 1100i. But - they are both designed by the same firm and share certain design philosophies that may be compromising the entire scheme. All of the injected Sports seem to have "stumbling" problems at around 3500 rpm and occasional idle stalls or stalls that occur when rapidly closing the throttle after extended runs. It does not look like these are related to exhaust system configurations (cross-overs of any make) nor the fuel maps associated with that rpm. After market items such as cross-overs or the Power Commanders may alleviate the symptoms somewhat or a lot, but the basic problem may be a design flaw in the programming of the ECU microprocessor. I say may be, because we don't have access to sort of information. Still, Cliff Jeffries, a Sport 1100 Corsa owner in Australia was so disgusted with the replacement cost of a failed ECU and the miserable performance of same that he opted to build his own ECU. It makes for fascinating reading. One thing does stand out, he was not able to get his own ECU to replicate the stumbling behavior of the Magneti Marelli unit, so it may be that the Marelli stuff just has a bad program to begin with. I haven't heard of any V11 Sports frying an ECU yet, something that has happened with appalling regularity on the Sport 1100i's, but there may come a time when someone does have a problem and shies away from the incredibly high cost of replacement. Cliff has an alternative, but it has not been tested on a V11 Sport, only his own bike and one other. It failed to make the second bike run better though, so nothing is perfect, but I suspect the other bike that ran miserably poor was to a point where nothing will make it run correctly until the other problems on it are resolved. It is not a unique situation either. My Sport 1100i has been running so badly that a PCIII had no effect. You have to fix everything else correctly first, then do modifications. One thing is becoming apparent to me and only time will tell if this holds true for V11 Sports as well as for Sport 1100i's and that is that the electrical connectors degrade in performance, especially if the bike is ridden in inclement weather. My Sport 1100i that would not idle, ran dangerously bad at rpms below 4000 and stalled every 30 seconds or so in traffic (and now gets mileage in the low 20 mpg's where it used to get in the mid to high 40's) and is sitting in my garage torn apart while I clean every engine related connector. Having done that, it now idles, and throttle doesn't hand anymore when being shut. Just cleaning the connectors has had a major influence on that vehicle. At some point I will get it all back together and road test it. I expect that it will return to normal, which is to say that it will occasionally stall while idling, stumble at 3500 rpm and behave in that peculiar Magnetti Marelli fashion. After this lengthy posting of which I claim no level of expertise in the subject, I provide the following URL's to view. The FIM view of it all: http://www.fuelinmoto.com.au/>http://ww...linmoto.com.au/ The trials and travails of Cliff Jeffries as he builds his own: http://www.jefferies-au.org/ECU/progress.html#Latest http://www.jefferies-au.org/My16M/index.htm And a thread on the Australian Guzzi forum about the success - and lack of it, while trying to fix yet another Sport 1100i. The thread is # FI jollies - pete roper 12/24/2002 22:49:41 (18) on http://www.guzzi.com.au/forum/guzzi/.

Did it say just 3 bar or did it say 3 +/- 0.2 bar. 1 bar is 14.5038 psi.

What? 80 mph in heavy rain isn't enough?

Daytona's, Centauros, and Daytona RS's use a different TB injector than the Sport 1100i's/V11 Sport models. I'm going to guess that they offer more fuel flow for pressure than ours do, and the TB's can use the higher pressure. 4 bar on a V11 Sport would probably be somewhere near the limit that the fuel orifice can pass and may even be too much. Does anyone have a chart for the various models of Marelli TB's?

I can't imagine the pressure is too much different than that specified in my Sport 1100i shop manual. 43.5 psi +/- 3 psi while running and 36.2 at rest after the pump has stopped. 3 +/- 0.2 bar and 2.5 bar for the metric specs.

There's been enough discussion about the milky oil on the V11 transmission so I changed mine the other day. I have been riding in the rain and the oil was milky, so I changed it. I followed the specifications of the owner manual and put in 850cc. The site glass was completely full so I posted back to this site and Rich Maund specified that the oil should be just in the glass as it will vent on the rear tire if there is more. I hadn't ridden the bike, so I opted to siphon off the excess and measure it to see how much the difference is. I had to remove 180cc of oil!!! That means the transmission has 670cc in it and I suspect that that is sufficient, but I would like to know if anyone else has measured the amount of fluid in there. Moto Guzzi typically specs about 10% high on the engine, tranmission and rear box fluid according to a post on the now defunct German Moto Guzzi Pinwand bulletin board. Even so, 670cc vs 850cc is a bit more than 10%, more like 20%. Feedback anyone?