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Jim in NZ

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  • My bikes
    V11 Coppa Italia 2004, Vespa GTS 300 2016
  • Location
    Hawke's Bay, New Zealand

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  1. OK, cheers, thanks Tom. I have been lucky so far with no electrical troubles. I've had the bike since new for 98,000km (61,000miles), so can't complain! It lives in a dry garage, and I haven't ridden it in the rain very much, so I'm sure that has helped its reliability. I still love the bike (and this forum).
  2. OK, thanks for that, docc. I will have to go and digest this whole thread for a while. Looks like I might have a couple of options to choose from. Both involve access to the wire I cut from the ignition switch, which I cut off very short in order to leave a "tail" on the spade connector to the relay to extend it. I think I will be able to figure it out now. Many thanks docc and Tomchri, I appreciate your help. I know this is a well-worn subject on this forum, but most of the posts assume more knowledge/experience than what I have! Cheers, Jim.
  3. Docc, yes, Tomchri has suggested an extra relay. This must work, as far as I can see. If I do that, my problem is restoring the original wiring. Access to relay wires is almost impossible, and having cut the wire to terminal 30 of the starter relay I can't get enough wire on the loom side of the cut to reverse what I have done and join it up again. I guess I am going to have to cut into the wiring loom without cutting any wires, and try to expose some more of the wire that I cut.
  4. Docc, as I understand your modification, that is exactly what I did. Sorry, I can't test whether the light goes out when the starter is cranking because my ignition switch is still partly dismantled. But I'm pretty sure it did.
  5. Docc, I can see now on the wiring diagram (with the benefit of hindsight!) that when terminal 30 on the start relay is live all the time, it is feeding terminal 87A which goes to the solenoid of the lights relay so would turn on the headlight.
  6. Docc, I rewired the front relay. The second relay has not stuck closed. If I make and break the connection to the battery negative terminal, I can hear and feel the relay flicking closed and open as the headlight goes on and off. How did you help the member with the 1200 Sport? Cheers, Jim.
  7. Tomchri, thanks for your reply. Yes there's so much information on the forum, but it is very confusing as to what advice applies to what model - I've already made a wrong judgment on that! I'm in unfamiliar territory here. If I understand you correctly, I have to put the wiring back how it was (somehow). Then I can use the power that currently goes from relay terminal 87 down to the spade terminal of the starter motor, to operate the solenoid of a new relay. The heavy current side of the new relay would connect the battery + terminal to the spade terminal on the starter motor. Have I got that right? Could you please explain what you mean by "just take care of your kill switch,,, and the other electric connections" ? I appreciate your help, thank-you. Cheers, -Jim.
  8. Hi, I have a 2004 V11 Coppa Italia. The wiring diagram in my handbook that came with the bike looks to be the same as Carl Allison's 2004 V11 Sport Catalytic, except the wire colours are different. I took the ignition switch off, but was unable to get it apart. Sprayed Inox into it and worked it around to clean the contacts. Still wouldn't start, so I followed posts from KiwiRoy and Pete Roper (which I thought applied to my bike but with hindsight obviously didn't), and connected terminal 30 of the starter relay via a fuse directly to battery positive. The bike starts now, but with the ignition off, the headlight and oil light operate continuously. The brake light goes if I pull the brake lever. (The oil light goes out when I start the bike.) If I pull out the lighting relay, there's no problem with the ignition off, but with the ignition on, I have no headlight, oil light or brake light. I'm now stuck as to what to do next. Access to relay wires is almost impossible, and having cut the wire to terminal 30 of the starter relay I can't get enough wire on the loom side of the cut to reverse what I have done and join it up again. I'm no electrician, and would really appreciate advice specific for my model please (wiring diagram as above). If there's more than one way, that would be great too, so I can pick one with reasonable access. Many thanks -Jim.
  9. Before you put the sealant around the outside of the cover, you want to do a "dummy run" and offer up the selector plate to the gearbox and make sure that it is going to go straight on. Otherwise the sealant will skin over while you muck about with it. The gear selector mechanism must be in the same gear as the gearbox for it to fit. It is easiest to have them both in neutral, unless you know for certain what gear the box was in when it locked and you haven't moved any of the selector forks. You can set the gear selector mechanism in neutral, and put each of the selector forks in the gearbox in the middle of their travel, which corresponds to the box being in neutral. You might still have to slightly adjust selector fork positions by trial and error until they match up exactly. Then clean the mating surfaces of any oil, apply sealant sparingly, and bolt up quickly. Good luck! - Jim.
  10. Jim in NZ

    Jim in NZ

  11. Thanks Marty, but I'm fine! My post was not intended to be as "pessimistic" as czakky interpreted it. Cheers - Jim.
  12. Sorry docc, I assumed that you had shown the yellow protractor gauge in your photo because that was the angle you had measured on the spring. (And your comment "This is totally bad".) Looking again, maybe that was the spring from the first run.
  13. I've just received my spring, and the angle is the same as docc's above (28 - 29ยบ). I suppose you have to give the spring maker credit for being reproducibly wrong. It beggars belief that they can't do better than that. Sorry Chuck, your engineering skills are wasted on people like that. Hopefully, it will still work, and there will be no more lying on the side of the road at unpredictable times draining the gearbox oil while trying not to get any crap in it! Many thanks to Chuck, Scud, MartyNZ and anyone else involved in this project. Fingers crossed. Cheers. - Jim.
  14. Yep, the idea is about cushioning the drive line, and I'm sure it will reduce stresses on all components during hard acceleration, wheelies, clutchless gear changes, unintentionally jiggling the throttle as you go over a bumpy road, and so on. I suspect that stresses in alloy components can be cumulative, so maintenance (cleaning and greasing) of the cush drive will be worth it over the long term even if you decide not to drill the rubber wedges or remove some of them.
  15. "Mine are stock and after 18 years and 42,000 klms look fine also as do the drive splines on the wheel and the drive shaft. So whats the advantage?" The original design was OK, but the rubbers are very hard. I didn't drill mine, but I took out every alternate rubber wedge. I also regularly clean the whole cush drive and grease the centre bearing every 10,000km service. The advantage is that you can feel that the cush drive is a bit softer every time you change gear, with less abrupt take-up of the power. This must (by my reasoning) be kinder to the entire drive train from gearbox to tyres. Jim.
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