Mr Kay

Morning all, I see that this has been covered a number of times when people have fitted K&Ns and had to mount the air temperature sensor elsewhere. I've got a slightly different question along the same lines... I'm building a '77 T3 with a 2002ish Cali EV motor. I've made my own airbox and I'm using the Cali's injection system together with a Jefferies MyECU My15M. It looks like the Cali had the air temp sensor mounted in the open under the tank. I can't help but want to mount it in the custom airbox as this seems like a more elegant solution. Wherever I mount it, I can adjust the map to suit on the My15M. Where would you put it, given free reign?

That's lucky Heads will be going to Raceco for the porting, I'll be twin plugging them myself.

My own tiny mind The EFI throttle bodies were 42mm if I remember correctly and the heads will be having a load of work done before the engine is finished. I figured that along with the better quality and consistency of the Mikunis over the usual Dellorto crap I stand half a chance of making the thing run right. Might be an expensive mistake, might not - either way, it'll be interesting to see how the 110 back tyre puts up with it I'll put some photos up when I've got a bit further with it.

Nice bike If I remember correctly, from the Sport 1100 carb onwards inlet and exhaust valves are 0.5mm smaller than earlier big valves. I believe this is to allow clearance with the more extreme standard cam in the 1100s. I'm tuning a Sport 1100i engine to stick in my old LMII and I've gone the other way - my HSR45s arrived this week

Thanks again guys! I've done a little research and discovered that apparently the HSRs do have the roller bearing slides. I think I'll give Allens Performance a bell and see what they reckon. Downdraft carbs I'm afraid.

Thanks guys, I've managed to find a price for the FCRs here in the UK - £940 the pair (approx 1100euro) which is a little beyond my budget. I can stretch to £500ish for a pair of HSRs though. Shame really, I love the idea of the roller bearing slide. One of the guys on here is running HSR42s on his bike but suggested that it'd easily run 45s, I'm tempted to try the bigger ones, especially with gas-flowed heads. The old 850 mid-valve engines could apparently happily run 40s (crude dellortos at that) so it should be ok. Ignition won't be a problem, my father is developing a programmable system that will run from the existing camshaft pickup. I'd have to do some messing about in that area anyway to get the most from twin plugged heads. Alex

Thanks Guy, As you say, Amadeo is mainly concentrating on four wheeled contraptions but he'll still carry out work on Guzzis. He hasn't been particularly forthcoming with advice with regards to carbs , hence the question here. Alex

Hi guys, I've got an 1100i motor that will go in my old Le Mans. I'm going to twin plug the heads and have Raceco port and flow them and I'll run a custom ignition system. I've done away with the injection gubbins as I want to run good old carbs. Does anyone have experience of either Mikuni HSRs or Keihin FCRs? I can get an FCR kit especially for the Sport 1100 which will have appropriate jets as a baseline for further tuning or I can buy individual HSRs and start from scratch. The advantage I can see with the Mikunis is that they do a 45mm bore which may suit the free breathing heads better. Does anyone have any personal experiences or recommendations? Thanks in advance

Thanks for the welcome, glad you like my bike Ok, here goes... I'm a luddite and don't want to endow my bike with unnecessary electronics therefore none of the original ecu/fi stuff will be used. It will have Mikuni HSR45s, and a programmable ignition that my father has been developing over the past few years. It will run pod filters (bear in mind, the LMII had no filters or airbox, just bellmouths ) and most of the space under the tank will be a huge crankcase breather box. The ignition system will allow me to dial in the twin plugs that I'll fit. Looking at the head, I should be able to do the twin plugging myself. By my calculations, a 1mm skim off the head will bring the compression up to 10.5 where it should be. I'll match each side and fine tune with base gaskets. I'll take the heads to Raceco for porting and flowing and may fit an SS3 cam. I will fabricate a stainless exhaust and do a bit of reading into where the cross over needs to go. Certainly for aesthetic reasons I'd like to bring it under the alternator like the original LM exhaust. Last night I did a little messing about and found a T3 front cover will fit nicely once the fins are trimmed off the bottom to clear the broad sump and look much nicer without the warts and lumps of the Sport item. I'm going to have adapters made so that round fin rocker covers fit as I find them much prettier than the square ones. I got the Sport clutch and box so I'll just check the selector drum shimming and use that. I want to look at machining the gearbox back cover to take a hydraulic clutch slave cylinder. With any luck, I should see 80-90 bhp at the 110 section back tyre! That convert looks lovely, is that an odyssey battery tucked under the gearbox? How does it fit and can you keep the centre stand?

Hello everybody, I'm afraid I'm a bit of an imposter - I don't own a V11 I do however own a Sport 1100i motor which will ultimately replace the tired 78,000mile motor in this, my LMII: Am I allowed in anyway?