Airbox modification for Powerchip conversions

When fitting the Raceco Powerchip to Moto Guzzi V11 and Cali 1100 the top of the airbox needs to be removed to improve flow.This should be done to leave just the flange that holds the filter down onto the top of the airbox itself. Please see below for a picture of the V11 modification.



   
     
       
 

Eprom replacement for Weber Marelli 16M ECUs

Please read these instructions carefully. If you are in any doubt about how to proceed, call Raceco on +44-(0)1394 383499.

WARNING:The ECU remains live for about 16 seconds after the ignition is turned off. A click from the relay can be heard that indicates the power to the ECU has been terminated. Removal of the eprom before the relay has clicked may result in serious and expensive damage to the ECU

Eprom removal

The eprom in the 16M ECU can be removed with the ECU in situ, however some customers may feel happier removing the ECU first.

To gain access to the eprom, remove the sticker and circular rubber cover from the ECU. In most cases the standard eprom has a plastic cover held on with silicon mastic. This should be removed. Please note that the eprom has a notch at the end nearest to the multiway connector. This corresponds to a notch on the connector attached to the printed circuit board. Carefully remove the original eprom and insert the eprom supplied with your exhaust pipes, ensuring the notch is at the end nearest the multiway connector and being careful to ensure the pins on the eprom line up correctly with the holes on the circuit board. Replace the circular rubber cover and, if removed, replace the ECU in the motorcycle. Cover the rubber cover with waterproof tape to ensure the unit is sealed.

If you feel you are unable to carry out this installation, we recommend you take your motorcycle to a qualified technician familiar with Weber Marelli fuel injection systems.

WARNING: If the eprom is fitted incorrectly damage could result to the ECU. The onus is upon the fitter to install the eprom correctly. If you are in any doubt, call us first. Parts damaged by inability to follow these instructions are not covered by warranty.

   
     
       
  Raceco Powerchip conversion fitting instructions

Remove the cover from the air filter housing and install the High Flow K&N filter. For the California and Quota models it is necessary to cut the top off the cover. For the Daytona, Daytona RS, Centauro and Sport 1100 this is not necessary as the airbox receives an adequate quantity of air. This should be done as neatly as possible so that all that remains is a flange that is retained by the original bolts. In other words, the filter should be completely visible once the flange is bolted down. Alternatively the cover can be modified with the use of a hole cutter of approximately 25mm in diameter and an electric drill. This method is probably easier to achieve for most people. The idea is to cut as many holes as possible in the cover so that the engine can receive an increased quantity of air. On certain models it is possible to fit individual K&N Filters if you wish. This is an option if you find that the increased induction noise is too noticeable.

To insert the Powerchip remove the ECU from the machine and place it on a flat work surface. Remove the bottom cover (for P7 and P8 ECUs) or circular rubber cover (16M ECU) to gain access to the EPROM chip. On the P7 and P8 ECUs, with the multiway connector closest to you, the chip is located in the top left hand corner and is the only chip that has a connector from which it can be unplugged. On the 16M ECU the chip has a plastic cover held on with silicon mastic. This should be removed. Please note that the chip has a notch towards the left which corresponds to a notch on the connector attached to the printed circuit board. Carefully remove the original chip and insert the RACECO POWERCHIP, with the notch towards the left, making sure that all the pins on the additional board are aligned before pressing firmly home. Close and replace ECU on machine making sure the tappets are corectly adjusted and injector bodies are balanced. If the engine is out of tune you will not reap the full benefits of the RACECO POWERCHIP conversion.

Please ensure that the diagnostic LED is disconnected before carrying out these instructions, and that it remains disconnected whilst using the Raceco Powerchip.

N.B. IF THE CHIP IS FITTED INCORRECTLY MEMORY MAY BE ERASED AND COULD DAMAGE ECU. DO NOT REMOVE THE CHIP FROM THE ADDITIONAL PROCESSING BOARD. THE ONUS IS UPON THE FITTER TO INSTALL THE CHIP CORRECTLY. PARTS DAMAGED BY INABILITY TO FOLLOW THESE INSTRUCTIONS ARE NOT COVERED BY WARRANTY.
IF IN DOUBT TELEPHONE RACECO ON 01394 383499 BEFORE FITTING.

   
     
       
  Raceco SS2 camshaft

Raceco’s SS2 camshaft is an improved version of the SS (also known as the P3) camshaft. It has more lift, duration and overlap than the SS but retains the low rpm torque with extra power at the top end. It is accurately ground using state of the art equipment.

The timing figures with a checking clearance of 0.5mm are as follows:Inlet opens 38 degrees BTDC Inlet closes 72 degrees ABDC Exhaust opens 72 degrees BBDC Exhaust closes 38 degrees ATDC Duration 290 degrees inlet and exhaust Cam lift 8.25mm

Valve lift is 10mm approx. dependant on rocker ratio/geometry and production tolerances. Tappet clearance 0.2mm inlet and 0.25mm exhaust. The following checks should be made before running the engine:Check valve to valve clearance which should be 1.5mm minimum Valve to piston clearance 1.5mm inlet, 2mm exhaust. Top collar to guide 1.5mm minimum

If you have any question on these instructions, please call us on 01394 383499.
   
     
       
  Raceco SS3 camshaft

The timing figures with a checking clearance of 0.5mm are as follows: Inlet opens 52 degrees BTDC Inlet closes 88 degrees ABDC Exhaust opens 87 degrees BBDC Exhaust closes 51 degrees ATDC Duration 320 degrees inlet Duration 318 degrees exhaust

Valve lift is 11.32mm inlet and 10.97mm exhaust dependant on rocker ratio/geometry and production tolerances. Tappet clearance 0.2mm inlet and 0.25mm exhaust. The following checks should be made before running the engine: Check valve to valve clearance which should be 1.5mm minimum Valve to piston clearance 1.5mm inlet, 2mm exhaust. Top collar to guide 1.5mm minimum

If you have any question on these instructions, please call us on 01394 383499.
   
     
       
  Raceco SS4 camshaft
The timing figures with a checking clearance of 1.0mm are as follows: Inlet opens 26 degrees BTDC Inlet closes 62 degrees ABDC Exhaust opens 51 degrees BBDC Exhaust closes 17 degrees ATDC Duration 268 degrees inlet Duration 248 degrees exhaust

Valve lift is 9.6mm inlet and 9.54mm exhaust approx. dependant on rocker ratio/geometry and production tolerances. Tappet clearance 0.2mm inlet and 0.25mm exhaust. The following checks should be made before running the engine: Valve to piston clearance 1.5mm inlet, 2mm exhaust.

If you have any question on these instructions, please call us on 01394 383499.
   
     
       
  Chrome Moly pushrods for Moto Guzzi twins 1976 onwards

Raceco Chrome Moly pushrods are designed to be used with high performance, high lift cams and heavy duty valve springs. They stop all flexing and mushrooming problems associated with aluminium factory type pushrods.

Tappet clearances should be set to 0.05mm (0.002") on both inlet and exhaust valves regardless of what engine or cam is being run.

These pushrods are available in standard length or 2mm (0.80") shorter length for engines with skimmed heads and race cams.

If you have any questions concerning this information, please call us on 01394 383499.
   
     
       
  Raceco competition valve springs

For the successful fitting of your Raceco valve springs you will need the following information:-

For 190 lbs at full lift, stack to 37mm without inner spring bottom collar. For race cams use bottom collar and stack to 36mm. This gives 240 lbs.

If you have any question on these instructions, please call us on 01394 383499.
   
     
       
  Raceco twin plug conversion

First of all the rear short cylinder stud originally fitted, the one that is adjacent to the second plug location, must be removed. This can be done either with a stud removing tool or with two nuts locked together.

If the base gasket has been disrupted and shows signs of leakage it is always a good idea to change it at this stage. Do not bother fitting the 'O' rings at the base of the two short studs as these are not necessary. We haven't fitted any of these for several years and have had no problems whatsoever. You must, however, retain the four 'O' rings underneath the rocker carrier.

When fitting the replacement cap head bolts which are supplied with the conversion, it is important that these should not be torqued down to more than 26 ft/lbs. All other nuts should be torqued as usual to 32 ft/lbs. Also do not overtighten the 10mm spark plug, around 10 ft/lbs is about right.

At the same time as having your heads converted you will probably have had your distributor recurved. The new approximate timing figures are as follows: 12 degrees initial advance, 28 degrees full advance. Final full advance ignition figure will have to be determined either by seat of the pants testing (i.e. advancing the ignition timing until the engine pinks at high rpm and then backing off 2 degrees) or dyno testing. If re-marking your flywheel, remember that each tooth on the ring gear is 3.75 degrees, so your initial timing mark will be in the region of 3 teeth before tdc and your full advance figure will be in the region of 7 1/2 teeth before tdc. When setting your igntion timing it is important that you strobe it at full advance as this is the most important figure.

Regarding carburation, you may have to come down as much as 10 points on the main jets and possibly 5 or more points on the idle jets. Sometimes it is also necessary to disconnect the accelerator pumps, but this varies from case to case. It is important to persevere with ignition timing and carburation if you want to reap the full benefits of your twin plug conversion. We recommend Dyna ignition and Dyna twin lead coils for use with the twin plug conversion, but Newtronics Piranha ignition is an acceptable alternative.

If you have any question on these instructions, please call us on 01394 383499.
   
     
       
  Tappet clearances for two and four valve engines

Two valve engines

Tappet clearances for the Guzzi big twins should be set to 0.20mm for the inlet and 0.25mm for the exhaust. This also applies to the "modern" Guzzis such as the Sport 1100, Cali 1100i and V11. The factory settings for these bikes are 0.10mm and 0.15mm respectively, but this is to try and reduce engine noise to meet US emissions regulations. With tappets set this tight the engines have trouble ticking over and running cleanly at low revs.

Four valve engines

These should be set as per the factory settings of 0.10mm for the inlet and 0.15mm for the exhaust. For highly stressed engines in racing applications with borderline cooling to the heads wider settings may be necessary.

Please call Raceco on 01394 383499 for more details on this.
   
     
       
  Raceco aluminium flywheel and lightened ring gear

Raceco's aluminium flywheel weighs 1.3 kg compared to the standard steel item that weighs 4.3 kg (T3) or 3.5 kg (Le Mans). Wear and tear is not a issue, these flywheels have been fitted to motorcycles covering high mileage with no problems reported.

Raceco's lightened ring gear weighs 1.2 kg compared to the standard item that weighs 2.2 kg. This results in a potential total saving of 4 kg resulting is less engine inertia and quicker throttle response.

If you have any questions concerning this information, please call Raceco on 01394 383499.