docc

I watched another walk-around (with another painful audio narrative). The gearbox certainly is behind the engine. The left side of the V100 is not seen much! But the torque reaction of the shaft drive looks directed through the monoshock (to my eye). The front cover is more narrow than I had thought, much like the external alternator drive of the 1200 big block, so probably not a Tonti-style crank-nose alternator . . .

And also that the V100 drives the shaft from the left side. So, where is the gearbox? "Unit construction?" And what is the big lump at the front? Crank driven alternator, Tonti-stlye?

Seems the front lump (what is "deep etched" out of the V100 motor pic) is the clutch on the CX500, whereas the left-rear lump is the alternator on the CX, but must be the clutch on the V100? What packaging . . . Honda CX 500

Sooo, gearbox beneath the engine like Honda packaged the CX500? (I'm seeing some architectural similarities of placement and proportion . . .

Where is the image? I thought it might be in the Moto.IT walk around, but I can't find that, either . . .

Did you find that image or the rear of the engine? I'm not seeing it now . . .

I see the rear brake master cylinder (mounted at a nicely tipped-up angle, but also saw a view of the rear of the engine showing the clutch master clearly accessible (unlike the V11).

Quite honestly, I find a lot to like about this new bike. Whether it sounds and feels and rides and dances and sings like the Moto Guzzi I love remains to be discovered. I am also happy to see that this model is the V100 "Mandello." Suggestive of the concept that there will be follow-on V100 models with different "flavors", just as the CARC platform was used.

Does this mean a Guzzi that isn't built around its clutch? And that this Byzantine affair truly becomes a thing of the past?

I know this same "phone call" story of a BMW GS that idled on its stand for "45 minutes." It was a total loss.

Just to clarify, @MartyNZ map v.93, but still using the parameters of the "Decent Tune-up" ( valves set 0.006"/0.008" = 0.15mm/0.20mm I/E, and air bypass screws at ~a full turn +/- what it takes to balance at idle)?

@MartyNZ, do you also use the closed airbypass screws and very loose valve lash with that map?

I recall @MartyNZ is running a Meinolf map; not sure if it is v.93 . . .

Opening my intake tubes up a bit held some interesting outcomes. I only got them about 1/2 as opened as PhilA. Yet, again, the sound they make now is so much more harmonious with the exhaust. I also found the tracts pinched down surprisingly, and unevenly from side-to-side, a couple inches inside where they go into that water trap area. Seemed to contribute to a better balance between the cylinders.

The TPS baseline is part of a "Decent Tune-up." Personally. I would go this route before having someone alter the map:

Hmm, I don’t know about that. Seems like the map would still index to the start point?

No, Sir. The TPS is set with a quality voltmeter to 157 mV with the throttle plate completely closed (linkage released, high idle cam released, right idle stop screw backed all the way off, clean bore and plate edge, and perhaps even lightly zip tied closed). This effectively indexes the map to the throttle angle. It is a fiddly operation as the TPS is so very sensitive. You will get a feel for how much it changes with the tightening of the fasteners and take this into account until repeated attempts finally produce the desired value. Changing the fasteners from the factory Torx/star to hex drive and obtaining a Casper's Breakout Harness (or equivalent) are helpful.

Sweeeeet, buddy! It actually had occurred to me how distraught I would be with so much enthusiasm for a bike, then dropping it at a shop not to be experienced until after a looooooong winter. I was feeling for you, there. So, glad you got a good ride in! A really insightful report. The actual weight bias is 45/55, so not as extreme as you would think. Most of the weight transfer is down to getting your springs and sags set for your weight and preferences. That can be dialed in. and I paraphrase: " . . . smooth . . . eager . . . carmel-like . . . . wingless bi-plane . . ."

1929-30 Sport 14 (the second series of Moto Guzzi Sport)

To me, it still seems like the worst possible approach is to attach a couple restricted, down-turned rubber snorkels to pick up the hottest air coming off the exhaust manifolds when sitting at a stop. I still have mine. In a bag somewhere . . .

Oh, yeah! And that belled inlet in the original post look mighty familiar . . .

Two of them did. Seems like some pretty serious attrition….