Greetings from New Hampshire USA

If the chrome V7 tank on the Bellagio doesn't work out, I think I'll go back to matt black and some tangerine stripes

Welcome .Beautiful Bike!

Welcome and congratulations!

Can you take some close up shots of the engine sump?

It looks like a new design with fins and forward facing drain bolt

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Phang wrote:

Welcome and congratulations!

Can you take some close up shots of the engine sump?

It looks like a new design with fins and forward facing drain bolt

I didn't notice that. That's the Cali 14 sump.

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That pic is from the 2015 MY GRiSO parts list.

Pete

Ah... no more flange sandwiched between the crankcase and the sump

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Yup. It has a history though

Pete Roper wrote:

Yup. It has a history though

Reduce parts count? unlikely IMHO

Couldn't think of any reason except doing away with the potential leaking flange plugs

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You aren't going back far enough. Look at your V7 and a MkIII LeMans.

Pete

Pete Roper wrote:

You aren't going back far enough. Look at your V7 and a MkIII LeMans.

Pete

Sifu(master), I gave up!  

My V7S has a relatively primitive plumbing that connects the fore and aft galleries, an oil pressure bleed valve and no filter.

Don't know about LMIII and couldn't figure out a thing from the parts diagram.

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When the MkIII LeMans came along they finally admitted that there wasn't enough crankcase volume and if you thrashed 'em, especially if capacity was increased, they presurised the case and blew their oil out. The answer was to fit a spacer between the sump and the crankcase but not add any more oil. This not only moved the oil level in the sump away from the vortex created by the spinning crank but also meant the pressure differential between maximum crankcase volume and minimum crankcase volume was proportionally less which reduced the pumping action that tended to blow the oil out of the breather.

With the CARC bikes, (Bellagio excepted.) they did the same thing, partly because they foresaw the capacity increase and also because they knew that the 'Broad Sump' design used on the later early Hi-Cams and the V11 series bikes was already distinctly marginal when it came to oil pick-up exposure under hard acceleration.

Their sollution was to raise the engine and fit a deeper sump with the spacer retained to hang the filter, OPRV and all the rest of the munt off. The main reason for the re-design to the one piece sump is to elliminate a leak point but the lower location of the engine in relation to the road on the Cali meant they wanted to shorten the sump. This works fine with the Cali 14 which doesn't lend itself to being revved hard but it will be interesting to see how it behaves with the GRiSO. Having said that they may of reduced the oil capacity a tad, something they could easily do as if you keep the oil to the 'Max' mark on the stick it will blow some out into the airbox anyway with the 1200 motor. The 'Deep Sump' and spacer on the earlier CARC bikes holds significantly more than the recommended 3.5 litres if you fill it to the 'Max' Mark on the stick. I have my oil cooler dipstick marked in such a way that it shows 'Full' when I have 3.5L in with the bike on its sidestand. In cooler weather I run it with less due to the over-cooling issue. They have plenty of oil capacity.

Pete

ah... that explained the "spacer looking spacer" in LMIII that serves no actual purpose other than adding volume to the crankcase.

Thanks Pete, much to learn from you