jtucker

I was wondering about this. Do you think it's possible that the reason some bikes ping and others don't is because fuel pressure is not consistant from bike to bike?

So, in a nutshell, as long as the primary resistance of the replacement coils matches up with the original coil, I'm OK? That's sort of what I was thinking, but I'm just trying to confirm before I end up frying something...

Pardon my ignorance, but assuming the ignition system is inductive, does this impact what coils can be used? I've looked at info for a number of aftermarket coils, but none state whether they are CDI or inductive? If there is a difference between a CDI coil and an inductive coil, how can you tell?

Check this out: Evoluzione ignition apmpifier I don't have any firsthand experience with it, but it looks interesting...

I'm thinking along the lines of Dyna dual-output coils. They come in a few different flavors, though. My guess is that you would want one with the same primary resistance as the stock coils. I don't know what that is, offhand, but should be easy to determine with a multimeter.

That's my plan at the moment. I would imagine that you could just leave a spark plug in the 2nd spot and just don't wire it up until it comes time to install new coils and remap the ignition.

Does anybody know what the pros or cons are to adding something like this to your bike? Evoluzione Fuel Pressure Adjuster Just curious...

Yeah... adjusting the timing is the only thing I haven't figured out yet. Doug @ Manley is my top contender at the moment. Personally, I'm hoping that a PCIIIr would be available for the 15M computer by that time, but I'm certainly not holding my breath for that. I'll cross that bridge when I come to it, I guess...

Yeah... I already spoke to Mike, and he will have my heads shortly. Interestingly, I didn't get the same read on his dual-plug opinion that you did... and I still plan on going ahead with that. My understanding is that dual-plugging doesn't add much to the dyno chart, but that it does tend to quicken up the throttle response, and also provide for an increase in fuel economy. In addition to the head work that Mike does, he also has a number of other goodies... such as valve springs, and pushrods in either CroMo or Titanium flavors. My bike is in the shop now... first thing that will be done is that I'm having the right head sent out to be refinished (cleanup job required because of my crash this summer). After that, the heads are off to Mike Rich for his work.

Yeah... this is fairly common, and the issue has been hashed, hashed, and re-hashed on the Guzzi mailing list. They will not warranty them. I think the reason that they won't replace them is because often times they are not really warped, but dirt on the carrier buttons will make them *seem* warped. I've heard that a good cleaning can sometimes take care of it, but I haven't done it myself so I can't really give details on the cleaning procedure. Earlier this year, I noticed a fair amount of pulsing from my brakes. I thought it was warped and started making plans to replace it. I never did, however, and after a full season of riding, I can't really notice the pulsing anymore - the problem seems to have worked itself out in my case, which sort of supports the theory that it is just caused by dirt on the buttons.

I've never found anything significant on the screen either. I've got about 18K miles right now.

Andy, if you don't end up finding what you need, you might want to try contacting the folks at GMD Computrack: http://www.gmdcomputrack.com/ These guys can make just about anything you would need (they do alot of work for race teams). They'll make whatever you want... as long as you're willing to pay for it. No first-hand experience (yet), but they have been highly recommended to me by others who have worked with them.

Ivan, while I tend to agree with you, you have to keep in mind that on the internet forums, all we hear from are the folks with problems. I think it's safe to say that there are plenty of satisfied customers out there - we just don't hear from them because nobody bothers to write to tell us everything is normal. This can give the appearance of an abnormal amount of complaints. Personally, the problems don't bother me to much. What bothers me is that MG (Aprilia?) generally seems reluctant to deal with the problems once they are identified. Just my $0.02 only.

Just a note on the K&N pods: the ones listed above seem small - particularly the flange. I'm assuming you would mount these directly on the throttle body? If so, it's a much better idea to cut the flared end off the intakes, and mount the filters to that. Guzzis like long intakes (plus, I've spoken to folks that have had clearance issues when mounting filters directly to the V11S throttle body). The filter I used is the RU-0600, which has a 57mm mounting flange. If memory serves, the o.d. of the plastic intake is 60mm.

FIM has an interesting take on this problem. They seem to believe that most of the popping and/or stalling problems are due to slop in the timing system. This sort of backs up my own theory too. Personally, I think this could account for the pinging problem on the occasional V11 as well. They mainly refer to the 1.6M ECU, but what they say may be applicable to the 1.5M as well, I think. Remember... these bikes aren't assembled by robots, but rather by human beings - and each bike is an individual! I have a set of straight-cut timing gears on the way... we'll see if they help at all! The FIM info can be read here: http://www.fuelinmoto.com.au/fimfaq.html#q8

I'm not aware of any common tranny problems. Some EFI Guzzis tend to have a problem stalling when coming to a stop. I use the term "problem" loosely. If the TPS, balance, mixture are kept in shape, it helps alot. Also, if you ride the bike enough, you learn to avoid it (for instance, I can tell if it's about to stall and just blip the throttle - no sweat). Early bikes (2000 V11S) had a relay problem. Some folks experience an intermittent vapor lock issue when the bike is hot. I'm dealing with this one myself. My bike didn't always have the problem though... it just started suddenly. I suspect a faulty electric petcock, but not sure yet. I believe '02 bikes have a manual petcock, and I have ordered one of these for myself. Speaking of parts, the supply line has sucked as of late. Should be getting better though (most of the problems are due to MG moving to a new location in Italy, and also MGNA moving to a new location in the US - some confusion ensued). Even with the nits, I still love the bike... in fact, my Ducati is more or less flawless, but I still prefer to ride the Guzzi on a day-to-day basis. I've grown attached to it, despite it's minor annoyances, and I expect I'll have those taken care of in due time. No major mechanical issues that I can think of, though. The motors are rock solid.

I use the Agip 4T also, but I do have to add oil now and again. I never really measured the rate that loses it though. It doesn't seem to burn it. I think it has something to do with how I routed the breather hose after I removed my airbox. I just strapped it to the front left part of the frame, and I think the wind *might* be sucking oil out of the breather, as I do find some oil coating the motor in that area. Doesn't bother me... just gives me a good reason to wash the bike every so often.

And I'll vouch for Ferracci's prowess at tuning the Power Commander. I don't have one on the Guzzi (yet) but I do on the Monster. Had it tuned by Ferracci, which provided a pretty significant improvement. To get the most out of the PC,it really helps to have it set up by someone with the right tools and knowhow to do it right.

My saddle was *really* rubbing against the battery in a couple spots... so much so, that if I would have left it alone, it looked as thought it was going to wear holes through the battery! I used a dremel to carve away some of the extra seat pan material, and now it seems to clear the battery OK. Folks might want to keep an eye on theirs...

I've got a Corbin on my Monster, and I think it is quite comfortable. However, I keep hearing over and over again that Corbin's customer service can be a serious pain in the butt. Perhaps I was lucky that mine was delivered as ordered, and fit with no problems. I'm considering other alternatives for the V11S, though. For one thing, I hate the fact that the Corbin seat eliminates the ability to fit the seat cowl. So, Rich, what's your backlog looking like this winter?

Mine changed color to more or less match the rest of the exhaust after the first decent ride. Shouldn't be a problem.

Victor, be sure to keep me posted on what you find out. I'm planning on having some significant work done on my bike this winter, and I will definitely be in need of someone to remap things - especially the timing. It would be fantastic if FBF had the ability to do that for me. TIA.

Well, two things I can think of offhand are the bypass screws on the throttle body, or the trim on the ECU. To adjust the trim, they need a computer with the Marelli software. The previous (16M) ECU that was used on the Sport 1100i had a trim adjustment screw on the computer itself. With the 15M computer, you need software to do it. __Jason 00 M900Dark 00 V11 Sport

Simon, I have had my throttle bodies balanced, TPS (potentiometer) adjusted, and fuel mixture tuned by the dealer using the Marelli software and a gas analyzer, but I still get pinging which seems to come from the right cylinder. At this point, I'm sort of inclined to go with Victor's theory that it is a timing issue. I'm convinced that every single bike that rolls off Guzzi's assembly line is slightly different in one way or another. The timing probably varies quite a bit from bike to bike. Just a hunch. __Jason 00 M900Dark 00 V11 Sport

I'm not positive, but I believe the FIM software will allow you to adjust the ignition map. __Jason 00 M900Dark 00 V11 Sport