Lucky Phil

Ha yes. Believe it or not I've had a few free and frank discussions with Boeing engineers about their design decisions over the years, and a few OEMs as well:) Ciao

It's not about practical it's about useable. None of my bikes are what I would call practical but this thing is virtually unusable. Dont get me wrong I think it's a great engineering exercise and look toughs but it's in the realms of a designer bike for mine or one of those specials with a car engine in it. Still rideable......but not in the real world rideable. Not even race track rideable at any sort of serious pace either. The real genius as a designer and engineer is making something that's not only engineeringly superior but fulfils the criterion of a usable package be it a cruiser, sports bike, tourer or race bike. That's where the genius lies. Anyone with a bit of engineering nouse, the money, time and equipment can come up with something like this but at the end of the day it's just a bit of engineering masturbation if it's not seriously competent at anything. Ciao

Yes docc failing relay, I always forget about the relays. Probs because I've never had an issue with them. Ciao

Not Vapour lock. Hot for the bay area doesn't really mean much for troubleshooting purposes. What was the estimated OAT. Sounds like an ignition sensor failing or maybe a blocked fuel filter or fuel tap or bad gas but not vapour lock. Ciao

Guzzis exist for engineers, or people that aspire to be engineers. Ciao

Not sure, I'm a bit of a computer Luddite I just know it's been faultless with me. I did however spend a LOT of time researching Guzzidiag on the wildguzzi forum and the Guzzi.de forum where the people that invented it live and there are quite a few connection issues resolved there. Mainly in the earlier iterations and for Apple users. Have a look at the guzzi tutorial thread on the Wildguzzi forum and start from page 1. It takes a while to read through but it's an education and will help. The only things I have to add re connections are these, not from personal experience but just what comes to mind from research. The black lead on the interface leads doesn't need to be connected to the battery. The ECU will provide the earth. Dont connect the power and earth leads around the wrong way or you'll destroy the chipset in the leads. Swapping computer ports can be the answer. make sure you have the correct model bike loaded in Guzzidiag Connecting the leads first and then launching the application can work Erasing the guzzidiag programme and re down loading and re launching can work. make sure the battery voltage is ok or connect to battery charger. Kill switch on. I mostly pull the fuel pump fuse not for connection reasons but to stop the injectors sending a shot of fuel down the intakes every time I cycle the ignition. I think thats about the extent of my knowledge on connection issues. Ciao

Love the engineering but totally irrational at just about every level. Where's the fuel supposed to go, the tank is about the size the airbox needs to be. The exhausts will burn your legs off and it's a twin with the frontal area of a barn door. All this at just a glance. As I said lovely engineering but totally flawed as a motorcycle. Ciao

There's your mistake right there imagining Guzzi had some form of rational engineering consideration here. It took them years to consider the fact that maybe people didn't want to have to remove the whole exhaust system and the sump assembly to simply replace the oil filter. Ever wondered why they decided to sink R&D money into hydraulic lifters on the worlds easiest to adjust valve clearance engine, or fitted the sports touring bikes with a sidecar lugging flywheel, or invented a shaft drive with a 15,000 klm factory recommended replacement interval, or DLC coated Griso tappets? Work out those questions and you will probably know why the made the filter internal. Ciao

I have a set of high mount ones. Ciao

I'd stow the SS. Guzzidiag has worked flawlessly for me from the first time and every time after on 2 different ECU's. Ciao

What a nightmare for a new owner, an emotional roller coaster that day. I had a friend working as warranty guy for a major Japanese brand here and they had a brand new 750 sports bike lock up and engine on a new owner and dump him on the ground fortunately at low speed without injuries.Traced to an extra free floating valve adjustment shim in the head. Ouch. How about the Ducati Monster that wouldn't extinguish its oil pressure light on pre delivery. Traced to an oil gallery not fully drilled. So the engine had done its 20min run on the electric drive at the factory and assembled at the factory and had its production line tune up all without any oil pressure. Damage was surprisingly minimal when pulled down, just a new set of big end shells and good to go! He had a million interesting mechanical stories that I wont go into because it may spoil everyone's new bike buying experience. Ciao

I've had one of these for years. I rate it. https://advrider.com/f/threads/harmonizer-vacuum-multi-tool-it-aint-your-daddys-twinmax.701625/ Ciao

No not really I pay for all my fasteners. Aircraft fasteners generally aren't that usable on bikes. If he's having that sort of trouble on primary structures in HM then its down to poor maintenance. I've done plenty of time in the HM environment and the galley and toilet areas and the cargo bilges are always a corrosion issue but not because of dissimilar materials. It's generally poor line maintenance, such as ignoring seafood spillages in cargo holds and carrying horses in unsealed boxes etc. As I said the aircraft designers are generally on top of dissimilar materials issues and have effective processes in place to mitigate them by and large its generally poor sketchy field maintenance that's the issue. Motorcycles live in a far friendlier environment to commercial jets and unless you are a complete zero maintenance moron corrosion shouldn't be any sort of an issue. Ciao

Wow awesome collection. On my must see list now if I get back to the States. The image of the FW190 reminded me the Brits captured a fully operational one during the war and tested it against their aircraft at the time. They blew up the engine in it when they were speed testing it against a Griffon engined Spitfire and a Mustang if I remember correctly. All 3 side by side in formation high speed run for the boffins apparently. The Griffon Spitfire was pulling a gap when the FW blew up. Now there's an engine for you the RR Griffon, 10 litres bigger than a Merlin and more reliable to boot. Such a beast in a Spitfire you couldn't use full power on takeoff for lack of roll control at low speed and would out climb any other single engined fighter at the time. Ciao

Yes I've often had to look twice to distinguish between the two. Maybe there should be a law that says all the small blocks have to be fitted with something distinguishing, like ahem, red fork gaiters. Although to be fair the bits of piston and valves shooting out the exhaust is generally a giveaway. Ciao

Thats a Mk4 Lemans docc. Later 18' front wheel version. Ciao

I love all old WW2 aircraft and have done since I was a kid. It's what got me into a lifetime career as an aircraft engineer. Having said that the Lightning was a bit of a beast from a pilots perspective with a few traits that they never fully solved that could end you days without bothering the enemy. High speed flutter in dives that they came up with ad hock solutions to but only ever fitted to half the a/c produced and Mach Tuck problems. If you lost an engine on take off at max all up you were a dead man as well. On some twins the second engine is only there to fly you to the scene of the crash, on the Lightning it would slam dunk you into the scenery by all accounts. Brutal things the Lightning, hardly forgiving to fly. Imagine, men used to fly these beastly machines and others into life threatening combat, amazing. People complain about all manner of rubbish now thats just total dross. Ciao

No, none at all. Been using them on bikes for years and no issues. It's wise to use a tiny amount anti seize on the threads though having said that I have plenty that I haven't bothered with. I see the reference to the the galvanic table quoted a bit from time to time but I've never suffered an issue with any of the supposed differential issues. If I was contemplating a structure like a suspension bridge that had to weather the elements for a hundred years and had inaccessible components then I'd be concerned, or on certain aircraft primary structure components that are difficult to inspect the same but for nuts and bolts on a motorcycle, no. Pretty much every single nut, bolt and washer on a Motogp bike and F1 car will be titanium. Ciao

I'll PM you the details. Ciao

The issue with the throttle bodies leaking fuel is that on a Guzzi the throttle shafts are vertical and any fuel that pools in the throttle bodies like when you cycle the ignition and it squirts a prime shot into the inlets or if it doesn't start, sits there and leaks down the shaft through the worn shaft bushes and onto the worn seals. Most engines dont have their throttle shafts vertical so it's not as much of an issue. The solution is to replace the shaft bushes which I have just done and replace the seals which I'm waiting to show up in the post. I managed to source the original brand and type of bush Weber used and the seal is a part from another motorcycle brand. Ciao

I've PM'd you about 4 times now. $550ua for both sets plus shipping which will be around $50au I think Ciao

You would be amazed at how moisture works its way into press fit joints over time. Thats why on aircraft bushed components are always protected by either sealant or regular applications of anti corrosion applications. It only takes a microscopic defect at the interface for the corrosion to start then it works its way in like a tiny thread that weakens the alloy and it cracks. Very common. Ciao

Plenty of shocks use an alloy eye. What you can do is remove the shock and press out the bush and check the alloy bore with a dye check kit and refit the bush if all is well. Apart from that you can apply some basic corrosion preventative measures. I might do this to my low mileage one and then I can sell it with a clear conscious Ciao

It is expensive but as you say the costs will come down. It's about time the helmet caught up with technology a little and this stuff looks real world usable. Plus you can ditch the mirrors. Ciao

Not riding on salt covered roads would help docc as would an occasional spray on the id of the eye with some protective stuff like CorrosionX to keep the water out. Maybe there isn't a fatigue issue with the original eye it's just it's not too tolerant to some maintenance and or environment stuff. Ciao Ciao