2005, up and running again
The fuel injection map seems to
be now quite well sorted and the new chain & tightener after the
engine rebuild make the engine mechanically quieter than before. I
manage to visit the Nordic Guzzi Meeting in Denmark without any
problems just a couple
of days after the rebuild.
At Kemora Raceway, for the first time in my life, I managed to lean my
knee down when taking some of the track's fast turns. Here is my left knee pad
that I am so very proud of. A
taken by Mika at Kemora.
Kemora track has new surface with very good friction.
June 2005, assembling the engine
Had to make a few new tools to properly assemble the engine. Here is
the cheap but practical DIY tool
tighten the crank main bolt. A holder
to prevent the camshaft
rotating when tightening the cam bolt need also to be prepared.
Learning by experience I decided to secure the oil filter in place with
medium strong Loctite and a hose clamp
Where applicable, all bolts in the engine where also glued to be
sure that nothing falls off in the future :)
I used this opportunity to add a
mechanical oil pressure meter
to the cockpit. The pressure sensors
are prone to fail in Guzzis every now and then so the oil pressure
meter provides some added safety in this sense. I manufactured a simple bronze adapter
to provide an
outlet for the capillary tube going to the meter and to house the
original pressure sensor switch.
When I was inside the engine, the following new components where used :
- connection rod big end shells
- front and rear crank bearings (just to be sure)
- clutch friction plates (Surflex items to replace the original riveted
- front end chain and tightener (newer type curved blade for quieter
- all gaskets
2005, bike runs great until ...
The bike runs well. In order to ease up cold starting I added
a relay to automatically cut off lambda probe heating during starting.
It proved that a cold lambda probe draws a significant amount of
current for a few seconds if the bike has been left out below + 10 C
temperatures over the night. The simple relay makes the life of the
battery a little bit easier.
First track session took place at Virtasalmi Motopark Raceway. The
second one was then at Botniaring, Jurva. During this session then the
unexpected happened : At full speed the oil pressure warning light came
up ! What the hell ...
After getting the bike back home in a van with Ari's kind help, further
inspections revealed the the oil filter had came loose inside the pan.
The oil pump was pumping oil from the pan back to the pan without
properly pressurized circulation via the vital engine components.
Ok,so it is time to drop the engine. Luckily, this proved to be very
simple and fast procedure
spine-framed Sport because the gearbox can be left in place. The connecting rod big end shells
not look too good after operating in oil starved conditions in a race
track :) The softer bearing material had practically melted and sticked
to the the crank
the nitrated Guzzi crank is a real heavy duty item and polishing the
crank bearing surfaces in a machine shop revealed perfect connecting rod
main bearing surfaces. No harm was done to any other engine components
either. The pistons, camshaft, lifters heads etc. did not have
any signs of damage.
To throughoutly clean the block, I used my garage
. It is so nice to handle clean engine components.
2005, time to start driving &
The bike is now on the road with everything more or less ready. The
long waited Tech Edge lambda system finally arrived and instead of a
pre-production version I actually got a production version 2CO :) See
latest pics below, click to enlarge :
Both the Optimiser display and the Tech Edge wideband-lambda display
a single box, which became electronically quite crowded inside. The
K&N pods with those red PreChargers sit quite nicely in place and
seat cowl gives the bike a little more Italian look.
According to my subjective seat-of-the-pants feelings, the performance
of the bike
is clearly more aggressive than prior to the hardware modifications. I
still need to do some fine tuning of the fuel injection. I am running
with the latest firmware from Cliff, which among other things
facilitates multi-targeting for lambda values. In other words different
parts of the map can be provided with different lambda target values.
Some more road & track testing and then I suppose it is time to go
for a dyno ride ...
2005, engine running
A small video
. Best enjoyed turning
the volume knob to the max :) The engine seems to be mechanically very
quiet and wonderfully eager to rev. The sound is now different. This
must be because of the slightly increased compression ratio.
2005, cosmetic stuff
The engine is now mechanically ready. Just some final attention to the
throttle bodies and sync and I am ready to fire her up.
Still waiting for my new lambda system from Tech
: 0 258 007 057 LSU
+ 2C0 unit
+ LD02 display
also ordered K&N pods in order to get rid of the rather ugly airbox
give the bike a little cleaner (and meaner) look. The pods are RU-1780
"PreChargers". A fuel pressure meter added to the cockpit
Here is some new paint job in the back of the bike, click to enlarge :
2005, heads attached &
on the squish
band height. Without tightening the head bolts to the final torque I
got an average value of 1.10 mm using new gaskets. The modelling clay
method did not permit measurements with higher accuracy than that :)
However, that is close enough because I was aiming to 1.00 mm
final height. A finished head
to be bolted down to the engine.
Before assembling the valve gear I decided to resurface the valve
rockers that showed some "pitting" on those contact surfaces hitting
the ends of the valve stems. This
is the setup I used to ensure that the gliding surface of a rocker will
remain accurately lined up with the axis of the rocker. Those surfaces
are by the way amazingly soft material. There seems not to be any
hardening at all. Here is a resurfaced
Then with the heads torqued down I adjusted the valve clearances to the
spec values (0.15 mm exhaust, 0.10 inlet) with adding 0.05 mm extra
safety to take care of the possible compression of the new gaskets.
from Denso give final finishing touch for these
traditional, almost agricultural like engine components.
2005, head porting done
I decided that I try to make this job myself in order to learn
something new about this subject. I hope that it does not mean learning
from my own mistakes this time ...
The tool I have used is a Dremel
equipped with a Proxxon Flexishaft. The figure shows the different
grinding bits that I had available and the fact that the Proxxon
Flexishaft head is much smaller and handier than the Dremel equivalent.
Here is a comparison figure showing the
before and after my porting exercises. An the same for
the exhaust port
. The before and
after figures are not identical in scale and als do not show correctly
the surface finish inside the channels. In reality, the channel
surfaces are now pretty smooth even if in the figs the light scattering
and shadows created by the flash give an impression of rather
non-homogenous surface quality. I did not remove too much material. The
intention was merely to smooth down the channels to ease the flow. Here
is a figure taken from the combustion
In the inlet channels the most significant change was that now the
valve seats sit smoothly in the channel without any step between the
seats and the channel walls. Another issue was accomodating the inlet
ducts smoothly and symmetrically into the heads. Originally, there was
a significant difference between the L.H. and R.H. heads in this
respect. I am quite confident that now the heads have flow
characteristics much more closer to each other than before.
In the exhaust channels I smoothed down the step between the head and
the Termignoni exhaust adapter even if not removing it completely. I
also mildly shaped the end of those massive valve guides. It seems that
both in the exhaust and inlet channels the least aerodynamic parts are
those protruding valve guides. However, in order to not
jeopardize the long term durability, I decided not to shorten the
According to Mike Rich, the new inlet
valves alone should
provide some flow increase. Hopefully, together with the ported heads
the net change will be even more positive.
2005, new pistons finally in place