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I have been struggling with something similar, having to take off the tranny twice again. What had happened was that one or two of the springs behind the spring plate were not seated properly, not allowing the clutch to disengage. The leaver did feel a bit stronger/harder than normal, but not enough for me to realize this was it. Only after finding the springs and reassembling, I also noticed the difference in clutch feel.

V11 has a shorter wheelbase and skinnier tyres and will steer quicker. Also as delivered the Griso's forks are under sprung and over damped and they are run far too low in the yokes. You can't see very well in the pic of mine but the forks, which are Sachs off an RSV4 with Matris internals are lifted to six rings through the yokes, that makes a big difference and next time the Matris shock is rebuilt it will get spaced to lift the rear by an inch which improves things even further. The original Sachs shock is once again under sprung and over damped and the valving and damper screws needles are very coarse. Chances are any Griso you have ridden was poorly mapped and quite possibly incorrectly tuned. I remain gobsmacked how even now, fourteen years after the system started being used, the number of W5AM bikes I see that have been seriously messed up because the people who are working on them don't have a clue, not just owners but *Mechanics* as well! There has never been an easier system to tune but still people screw it up and in a lot of cases once screwed it is very difficult to unscrew it! If the early, 1100, Griso had a major failing it was the de-tuning by fitting smaller throttlebodies than the V11 and, oddly, the greater attention to balancing components. The 1100 is in such a high state of refinement that in stock trim it has lost some of the visceral anger of the V11 donk. That was well and truly addressed with the 1200 but it was let down by at first dreadful and eventually better but still uninspiring mapping and of course it was all for nought due to the dreaded flat tappet fiasco! Once rollerised and mapped correctly the 1200 is an awesome powerplant! A true 'Turbo-Tractor' with torque from nothing to rev limiter and a genuine 100 hp at the rear wheel readily available, (Although getting much more out of the motor is difficult due to its cylinder head design and combustion chamber and the cam timing. Best I've seen on they Dyno on mine was 104. Last time, (Years ago!) I dyno'ed it with its current map I got 102. Every stock 8V I've ever put on a dyno has made 96 on the nail. I'm sure that with some cam and head work you could get a few more hp if you're into bragging rights but in doing so you'd sacrifice the linear torque curve and pure driveability. I think Phil's weight estimate, at least for the 8V, is probably a bit optimistic but it doesn't weigh that much more than a V11. Anyway, at the end of the day both designs are now obsolete replaced by the insipid feebleness of the V85 powerplant. You pays yer money and you takes yer choice. It's not a matter of better or worse, just different.

Just installed a new set of these on my 03 Le Mans. I put them on my Scura about 8 years ago and they really make a difference. They are now discontinued, but I emailed Customer Service and they located the old V11 template and were happy to make a pair. If interested, call Customer Service at 775-783-5110. The model # is on the second photo.

How many km on your white face Veglia, cash1000? None of my three made it to, or much past 50.000 km/30,000 miles . . .

Quietly, softly, the recognizable tune of a Funeral dirge can be heard coming from somewhere, difficult to locate, in the workshop....

Have you tightened up your gearbox angle drive? That can sometimes settle the bounce down a bit . . . for a time . . .

For your convenience

No, it still uses Hookes couplings the same as they always have. The reactive system is not very different to that of the Spineys it's just that rather than the bevelbox floating on the rear wheel spindle with the reaction rod going from box to frame with the CARC set up the crownwheel and pinion are carried in a reactive bridge Which is contained within the bevelbox castings and the crownwheel support bearings perform the function of wheel bearings as well as the wheel is bolted directly to the crownwheel carrier. The bevelbox part of the system is still heavy because, at the end of the day it is still a bloody great gearbox but it is considerably more compact than a Spiney bevelbox. The reason for the seemingly massive swingarm is that the reactive, 'Up and down' movement of the pinion as it reacts to power and suspension inputs has to take place inside the swingarm. The arm itself is very light. The driveshaft is bulkier than that used on the Spineys because it incorporates the large rubber torsion bush which is the only driveline shock absorber in the 8V transmission.

Green, being envious of silver...I have that on good authority. But, in the CARC the shaft runs through the swinger, does it not? If so, that in itself is a huge leap. Does it have CV joints too?

Here you go John https://www.gumtree.com.au/s-ad/kalamunda/motorcycle-scooter-accessories/will-creedon-eprom-chip-daytona-rs/1243440643

Yes docc but the total weight is 3 kg heavier than a V11 Sport. Griso's look very long and stretched out to me. I find the look appealing and not depending on variables I not sure about. I wonder how they would look with a tasteful, not too large colour co ordinated belly pan to increase the perception of being deeper in the centre which would lessen the look of length. Like a visual trick. Petes bike looks really nice in that shot. Ciao

Yup.

It's a Formotion that I got ages ago Chuck https://www.formotionproducts.com/shop/reference-series-rsl-model-02

Oh Gawd this is turning into a Magni thread Hi Tim How are you? The clutch lever, brake master, discs calipers and discs are all ISR items. Small Swedish company the owner Acki is simply brilliant to deal with. Its not cheap kit and no self respecting Guzzi owner would ever consider buying his offerings. http://www.isrbrakes.se/ Specifically on the calipers they are 6 pots with Brembo centers so they just bolted straight onto the exisitng mounts until I went to the larger discs http://www.isrbrakes.se/products/calipers/22-032.html I originally had Magni discs on it but they weren't floaters and they warped in a couple of years, despite little use. Looked at a few options including Speiglers, but got Acki to make custom mounts. I had reservations but was very pleased with the result and they were marginally cheaper than the Speiglers. When doing this the cost of going up to 320 (I think) discs were marginal in comparison to the price of the discs so I did that too, then got my local machine shop to make the mounts for the calipers to move them back. The M-Unit, used as part of the rewire, has the option for all pushbutton swtichgear so I added the pushbutton clamps for the lever mounts. I know a lot of people hate the pushbutton gear but it works well enough for me

Pete, this is the V11 Sport crowd, it’s ok if we’re illogically biased.

Ok, I'm pretty sure the statute of limitations are up. Wayne posted about this last winter, so I'm no longer sworn to secrecy. When the Daytona/Centauro etc. engines were certified, Guzzi, in their inimitable way screwed up and used the wrong chip. It was way too expensive to go through the certification process again, so they sent correct chips to Will on the west coast, Wayne Orwig on the east coast, and Karsten (from memory) in Germany. These were well known Guzzi Guys with electronic experience. They modified the chips and sent them all over the world. Naturally the epa, et al would have blown a gasket if known. (whistling) Will had a Daytona RS that he used to improve Guzzi's baseline chip, so I would expect he would know what you need. I would imagine Wayne could still burn you one, too. Probably it is still not general knowledge, though..

Three Covered Bridges and a Goose. I gave a preview of this ride in the Overcharging thread. https://www.v11lemans.com/forums/index.php?showtopic=20562 but now you get the video: Depoe Bay, Oregon. World's smallest navigable harbor which I guess it means you can turn a boat around in it? Also great for whale watching (more on the ocean side but I think they have had a whale sneak into the harbor on occasions). And it was misty and cold. Colder and wetter than I had hoped for. At least it cleared up a little once I got north on the coast. Marys Peak, highest point on the Oregon Coast Range.

Brass mount pressed in (with a little JBWeld) and showing the epoxy over the pressed metal disc.