New 20 ounce tumblers available now! Forum donation credit with purchase. https://www.wildguzzi.com/Products/products.htm#Tumbler
I just noticed that the "ignore" feature seems to be gone. I've never used it before, at least not intentionally. Did it disappear with the upgrade to the current version, or am I just missing it?Thanks -- sorry for the OT comment.Shaun
Profile - account settings - modify profile - ignore/buddy list.
So if this is explained in another thread, sorry. But with SO many conversations regarding the non-roller 8V engines, I'm curious as to WHY the Diamond-Like-Coating was used, if what was working before was....working?The Britbikes used stellite, whatever that is. What does/did Guzzi use as a tappet surface on the pushrod bikes? The Centauro/Daytona engines?And for that matter, why does Guzzi seem to have SO MUCH TROUBLE with new valve train designs? It seem like that kind of stuff should be old-school engineering by now.But I'm not that great a mechanic, and certainly not an engineer, so explain somebody...Joe
Should have read a little deeper first. So the DLC came with the 1st recall of the flat tappet 8Vs? It was a 'fix' for the first bad setups of '08/'09?
Newcomers to the subject are entitled at ask questions because it has been a long tale of woe that unless you were in on from the beginning is very difficult to grasp.Basically Guzzi designed a new 8 valve motor to replace their traditional 2 valve big block engine and for some undeclared reason made a design error that resulted in excessive valve train wear. Different sticking plaster solutions including lastly DLC were attempted with no success until the roller version was released. You probably need to google DLC coatings on engine components to get a better picture but here is a starter. https://www.researchgate.net/publication/223598544_Impact_wear_testing_of_diamond-like_carbon_films_for_engine_valve-tappet_surfacesNote the relevance to valve train impact loading on the durability of DLC. Which could suggest the 8 valve design suffered from excessive impact loading.There has been no factory communique on the subject so it has been left to individuals to try and explain the cause which at present it still unclear as any theory cannot be verified by the factory.Why Guzzi got the design so wrong is anybodies guess, they are not the first company to make such errors and probably won't be the last. Would they mismanage the all important remedial solutions so badly again only time will tell.These are just my musings please don't get on my back, I know it is an emotive subject.
Suzuki does the right thing. Recall on valve and tappet,cam wear.http://blog.motorcycle.com/2015/12/24/manufacturers/suzuki/multiple-suzuki-models-recalled-for-valve-tappet-and-cam-wear/
First a little background on the area, this part of Northern Italy has been inhabited for 10's of thousands of years, many of the local people can lay legitimate claim to being truly native, an ancient and noble people , one of the first cultures in the world to use the written word. They were and still are not happy to be ruled by Rome, under the facade of a Roman Catholic society lies some deep rooted beliefs and superstitions.Carlo Guzzi and Alberto Camero were both of such history and one of the pacts they made as tribal cousins was that certain pieces of Carlo's creations would be designed and manufactured by Camero, including but not limited to all valve train components, breather systems and final drives. Camero's genius in this field led to his company growing to be the only camshaft producing industry in Italy, designing and supplying all motorcycle, car and truck manufacturers, winning a number of world championships no-one can best, not even Michelin. But that was in the future.Jump to December 1921, the war was nearly forgotten, Alberto was working feverishly for Guzzi, he'd completed and test run his DOHC 4 valve per cyl 70deg twin, this was going to blow the world into the weeds.T'was the night before Xmas, Alberto returned home from the factory late as usual , only to see shadows in the firelight. His jaw dropped as he peered through his own window. His beautiful new young wife covorting naked not with one but with two of the Guzzi clan.He took his own life that night but not before returning to his factory to destroy all evidence of the DOHC rocketship, the plans and tooling all gone. Finally he painted in the ancient script in blood on the factory wall"A curse on Guzzi and all that will work there, never can they build a mutlivalve engine that will work"Of course, such things were taken a bit more seriously then and Guzzi , by way of honour, used only 2vpc. Camero's design for their pushrod driven OHV 500 single lasting 50 odd years, race winning and bulletproof. The 67 V twin used essentially the same design and proved itself, although mysterious batches of flawed cam followers showed up periodically. These were not sourced elsewhere as is often thought but were a direct action against De Tomasso's engineers who made but never actually sold a pushrod/forked rocker set up for 4vpc in big block engine. The ju-ju workedThe 80's and 90's saw the ju-ju spill. The Lario and it's brother the V75 incurred Alberto's wrath, the models sent to an early grave, taking Guzzi reputation down a peg or twoWhy they didn't listen to the townsfolk of Mandello, we'll never know but the Daytona/Centauro followed the Lario, both to the workshop and the early grave.Quietly reverting to the 2vpc engines that they were allowed by Alberto to build, nearly 20 years of calm and total reliability ensued. The memory of the 4vpc attempts enough to convince anyone that Alberto's curse was and is real.Enter Piaggio, their engineers, as devout Catholics, dismissed the fairy story, built a new 8V V twin around the old cases and sold itJu -ju spilling everywhere, these things defied belief, cams and followers turning to dust all over the world. A little ju-ju fell on the new CARC system, various other stuff tooThe engineers scratched their nuts and looked for answers, unbelievably trying to test Alberto by going outside Italy for camshafts and followers. They found a supplier in China (These people had similar ancient history and could put Alberto's curse to rest, so they said) to confuse the punter the new cam follower would be of the "roller' type, neatly explaining how all made before it were of faulty design not product, and most definitely not because of ju-ju.This is when Alberto's curse goes right offIn designated areas, certain market and weather conditions perhaps, he let loose the ju-ju big timeJust some (so far) of the original bikes that have had the Chinese cams and followers fitted, he let the ju-ju run right through the engine, attacking big end shells and crankshafts, sending complete engines to the eternal scrapheap.More as it happensHappy Xmas, one and all
Somewhere in the story Alberto declared "And let there be mayonnaise!"
I seem to remember, in Phil Irving's 'Tuning For Speed' that the tappets should be designed so that they rotate at every cam contact, that is , the cam would be slightly offset to the centre on the tappet. Is this not the case with these tappets?CheersBrian