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Once connected, select from "View" : *measurements* and select the sensors you want to monitor. I am most concerned about CO Fuel Trim, RPM, Engine and Air Temperatures: If your CO Fuel Trim is in the negative double digits, your V11 will never run right. The engine will have to be to minimum operating temperature (60ºC) to set the CO Fuel Trim by clicking on "View" and selecting CO Fuel Trim (guzzidiag will prompt you while you monitor engine temperature (I like using a fan over the front): Use the RPM to set your final idle speed and compare to your tach reading. Make note if the tachometer is not accurate, especially when establishing your idle speed.

First, CONNECT: > Download GuzziDiag for the operating system of your computer: [edit/May 2023: current version is GuzziDiag V0.60] http://www.von-der-salierburg.de/download/GuzziDiag/ > Scroll down and download the correct FTDI Driver for a correct FTDI 232RL chipped OBDII>USB cable: > Connect the 3-pin Diagnostic connector and power the 3-pin > OBD II adaptor with 12 volts through the red (+) and black ( - ) clips. > Connect the OBD II > USB port in your computer. > Open the application "guzzidiag" on your computer and click on the upper left "GuzziDiag_VO.44" (or whatever version), select "preferences": > Select your motorcycle from the drop-down menu. > Important: select the COM port. As Beetle on Wildguzzi says, "it [the COM port] is usually the last one or highest number. if it doesn't connect at first, keep trying different ports. In my example, I only have one, COM4." >If the selection menu for COM port is blank, physically plug the USB connection into a different port on your computer. ( screen shot reference is Mac OS X/ GuzziDiag VO.44): > Click on "FILE" and select "CONNECT" You will be prompted to turn on the ignition. Make sure the "Run Switch" is on and you only use the Ignition Switch (key) to turn on and off during Guzzidiag. If it does not connect, try switching the ignition off and back on. The dialog box in Guzzidiag will read the ECU and its map version when connected:

Just a reminder to grease the shock bolts liberally with something like BelRay Waterproof Grease. A *dry shock eye* is as bad as it sounds!

I've had two cracked gearbox cases (one from a crash). I think it is notable that the center support from the bottom of the Spine Frame was eliminated in the V11 series making the rear-most mounting more vulnerable IMO. I added one back to mine, but it sure makes disassembly difficult . . .

Ok, work in process . . . . (Just to be clear(ish), I'm not the expert on this software interface business; just trying to get a single, concise reference thread together.)

Giving this some further thought, Czakky and I have talked about a dedicated guzzidiag thread as a V11 tutorial. I'll get this on my list of more-things-to-do. While it is "straight-forward," it is not exactly "intuitive." The existing guzzidiag thread is more developmental than tutorial - just too much to wade through for the basic information and use. Nothing "wrong" with going to Wildguzzi, but we should be able to pin a concise guzzidiag tutorial specific to the V11. I will need some help on the Lambda equipped V11 as mine is not . . . I'll have to get the step-by-step screenshots uploaded to my gallery and so on.

Stew, Guzzidiag is pretty straightforward once you have the correct cables. I would consider getting the TPS breakout harness to baseline the TPS and perform the "Decent Tune Up." It would be notable if Guzzidiag shows that your CO Fuel Trim in the negative double digits as are most V11. And, as Czakky has said, Guzzidiag will also tell you your engine temperature so you can decide if it is really getting too hot. I always try and keep a fan blowing over the front of the motor when running it any length of time on the stand.

Glad to hear, Goofman! On this bike, I decided to perform all the mechanical tuning first (plugs, valves, balance the throttle body linkage, balance the air bypass screws, set the idle speed), then reset the TPS and the auto learning parameters last. Seemed to work very well, yet there is no resounding confirmation that those last two actions do anything. Not like rotating a V11 TPS and watching the voltage come into range. Incidentally, the CO Fuel Trim was zero on this bike from the start.

Motor in the first post appears to be a 2-valve V11-type . . . but with a narrow sump and looks to be a 5 speed (?) . . . BTW, what makes a V11 motor as fitted to the Sports and LeMans etc differ from the same "looking" donk in the Cali EV/ Jackals and such of the same era?

I understand the Bellagio was not imported to The States. This reminds me of Calijackalbob's Bellagio: http://www.v11lemans.com/forums/index.php?showtopic=19352&p=211731

Vent and overflow under the tank push onto a pair pf nipples; kind of already a "quick disconnect." There just a little fiddly to get to reaching in from the front of the tank once it's lifted a little.

All V11 swingarms are the same, yes?

Many thanks to all who are sharing the outcomes of the learning curve on this. While I'm not likely to make any major change soon, it will be excellent to have all of this done when the time comes. Well done, gentlemen!

Yeah, there have been myriad approaches to modifying the air intake to the stock spine frame airbox. The work done (with the V10) by PhilA is mighty compelling (and inspired me): http://www.v11lemans.com/forums/index.php?showtopic=18909&p=100986 Once engaged in opening and polishing the intakes, it surprised me how restricted and uneven they were (are).