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its just a motorcycle... nothing exotic about this bikes charging system at all. Regular charging system, just like thousands of other bikes out there. Stator output, regulator output, condition of wiring and connectors, relays etc... its a 22 year old bike with a 6 year old battery... this is more preventive maintenance than anything. I have 9 other bikes in the garage that i get 4-5 years out of each battery using the nefarious (LOL) Deltran Battery Tender and will NOT be using a PC545 battery because of its "unique" charging needs. New relays and Motobatt MBTX12U on the way....

We all need to come up w/a procedure to troubleshoot these charging issues . This is not this hard. The biggest problem(s) are skill level and misunderstanding. You hate to work on this a week to find a ring terminal off when you are messing w/the battery. The only problem you will have in ownership of these bikes : you will become a master electrician of 12v DC , theory , wiring diagrams be able to explain resistance , capacitance , inductance RD time constant and a bunch of other stuff your wife will NEVER want mentioned in her presence .

I dragged my feet too long and it sold to someone else.

2004 v11 Cafe Sport Oil pressure light ON with key ON, engine OFF GEI 20A/25A relays just ordered picker PC782-1C-12S-R-X replacement relays

No, soldered/shrink tubing. No room for wondering. On the Sport I can remove the stator and regulator as one piece.

I assume you used butt connectors to "hard wire" this connection ?

Mine had marginal charge voltage for a long time, eventually started coming home discharged and eventually quit while riding. Long story short is my stator-to-regulator wires had poor connections under the gas tank, evidenced by heat browning. I secured the connection and charge voltage went from ~13.2 to 14.5 immediately.

Perhaps @pete roper will chime in here. Don't Centauros have the same potential cam issues as Grisos? Would Griso ghetto be a more knowledgeable forum? There's a wrecked Griso nearby for -$1k.... if the price goes down I may have another project

Never have worked on a Centauro, but the symptoms would have me suspicious of the crankshaft position sensor.

Good work, so far, @orangem2! A few questions at this point: What year is your V11? Oil pressure light illuminates KOEO? What are you using for relays?

A little information..... I have owned a number of V 11 MG in my time, but never have I had this much trouble tuning one like I am with this Centauro. I have completed the usual tuning sequence, and replaced the TPS with a known good unit from another bike. With weather cooperating today, I went out on a road test and discovered the followin: 1. Idle is good once warm. The "choke" function works properly while cold. 2. Cruising under light throttle AND below 2000 rpm, the engine runs smoothly at any speed. 3. Accellerating from a stop or from any rolling speed or throttle opening is smooth and as powerful as expected. 4. Steady state cruising above 2000-2500 rpm through 4500 (that's as far as I dared go) precipitates extremely rough runnin, and I mean birdering on violent, at any speed in any gear. To me, the common issue is engine load/throttle position. This critically includes engine rpm (over 2000 rpm). I thought this pointed to the TPS but a new one had no effect on any of this. Conversation with Will Creedon suggested enrichening the ECU potentiometer setting. I found that ¼ turn increments, all the way to full rich did not positively affect the issue. (The last 90* of the available 180*, negatively affected idle and low speed running.) Does this information stimulate anyone's diagnostic ideas?

So just to follow up... I reconditioned my PC545 twice. Standing voltage was within spec, BUT it only put out 80CCA... battery is toast. Full admission: i keep ALL my bikes on a Deltran Battery Tender, I got 6 years out of this battery. I checked my main ground on the transmission, and it definitely needed some cleaning and deoxit. Cleaned the yellow wires plug to the regulator with deoxit also. My regulator has a case ground wire that uses a ground on the frame. And my charging light does not come on with engine running or not. Plan is to replace the battery and see what the voltages are at idle and higher, then figure out the charging light... stay tuned!! Could the knackered PC545 battery be the reason for my lower-than-expected reading at the battery for regulator ou put? like loading it down? Deciding if a Motobatt is the way to go other than the higher cost PC545 if its more "needy" to keep charged when not riding.

OT at the time nobody liked it but it always makes me a bit sad that this wasn’t made! The path not taken… and the 4cylinder engine.

Yes it was a big load of BS decades ago. Now light vehicles need a WOF 3 years from new, then annually. There was a 6 month inspection for things first licensed before 2000, but that was changed to annually last month.

Didn't get to work on it, but compared the first TB screws to the second- obviously, the first set was a production error where someone didn't go deep enough with the peen and went back for a second bite, but still not very strongly. The second TB screws are definitely going to have to be ground off as they're very well smashed over.

Surely thats not still a requirement? Edit....AI tells me it's every year for vehicles <5YO and every 6 months for vehicles >5YO. Bureaucratic madness and just gouging vehicle owners. Phil

Warrant of fitness every six months in NZ is the biggest load of b/s I've come across..... I know we had a lot of old pommie cars back then ( I had a 52 Morris Oxford ) but it was still bloody stupid! Even more so when you consider the size of the place and the population! Cheers Ps I bet that old Morrie is still going....

Uh.... can you look at one nearest to it ? Remove it and measure the length & diameter of the screw and get one . I am not sure if I am looking at the correct fastener in my parts catalog , so go the route of remove and check the bolt dimensions.

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Interesting content. He basically explains Private Equity until 4:50, then starts talking about it in the motorcycle industry after that. I didn't know Dianese and Revzilla are PE owned. The damage to companies caused by short-term profit seeking is not limited to PE-back organizations, but IMO there is perhaps a higher concentration there. While I don't think it's fair to call out PE as a category as bad, it is fair to speculate on whether the new PE owner will make good or bad decisions with the brand. And then he says Indian is a "heritage" brand. This may be an unpopular opinion, but I don't think today's Indian has much of heritage. Maybe they have some respect for the original company, but Indian has gone out of business several times. Today's Indian motorcycle company has nothing to do with the original company with the exception of having bought the intellectual property rights (name, etc.) after string of prior IP owners failed. That's not a legacy. Same with Triumph and other brands that have been rebooted by investors who acquired the brand name. And another thing, I found this guys's video making style disturbing. Talking with his hands while controlling the motorcycle with one hand on the bars. Man, talk about distracted driving... Good on him if he can do it, but I would have a hard time paying attention to traffic and the road while narrating a video.

There going to need it

Anyone got a part number for the bolt used to secure the main ground on the back of the transmission case?

Maybe Indian can get a bail out from Argentina?

From someone who owns an Indian, the brand that just got sold to private equity

Docc…look at the torque number 🫣