GuzziYang

Thanks for all the leads, never thought about the starter or the solenoid so that's what I have to look into next. You guys are suggesting I connect the battery + directly to the starter motor positive? Is the solenoid inside the starter motor? its been a while since I dab around that area.

Its been a while since I post anything and my V11 LeMans was running fine but past month I got intermittent no start issues, like when I go push the start bottom all I hear is the click on the relays but that's it. Nothing. It happen to me few month when after I bought the bike so replace the positive and negative battery cables with heavier gauge copper wire for better connections. I replace all the stock replay's with better replacement kinds. I connect a second ground wire from rectifier to the frame to improve grounding. The starter switch connection was rerouted to avoid any binding. At first I thought it was old battery problem its 4-5 years already so I bought a new Odyssey 545 charge it up and still just give a click, no start. The only thing I have not address soon after I got my V11 is something relating to the bank of fuse box. Something about the wiring underneath that might cause problems? I have not been on here for few years and wondering if any solution people have come up with No Start issues? as I need help now as I have a dead bike in the garage. The symptom is gradual, it was no reaction when I push the start bottom but after few tries it did connect, then the no start frequencies become more often, until few weeks ago it just won't start, leave it over night, still the same, change the battery still the same. Any help is appreciated. thanks

Hi all, Short noticed but I'm going to Italy for cruise next week and plan to visit Lake Como and hopefully Mandello Del Lario to see Guzzi's factory afterwards. I went to the Italina Guzzi site and just realized the Guzzi Museum is close during August as August is like the vacation month for Italians. I never been there so for all who been there or live on the continent, would I be able to see anything beside the front door of Guzzi factory? Do they let visitor a short tour of the factory? If appointment is required where or who should the contact person be? Worse case, I just go take photo in front of Guzzi's front gate and check off on the bucket list but hope to see more while I'm there. Any suggestions is appreciated.

Hi Jwh20, I'm new at Guzzi ownership but lusted after these soulful Italians since the 80's when I follow Dr. John Whittner's who race his LeMans against the big factory's in Battle of the Twins and it has captivated me ever since. Even in California we don't see that many Guzzi's so it must be a rare sight in mid-west. It took a good two years before I found my Guzzi and even though people warm of early models of V11 which I assume 98-2000 but 02's have their own "unique" charm as I found out later. Champaign color, half fairing with LeMans name and tank pad just sold me at the spot. Check the intake rubber on both airbox and manifold side as mine has crack and been replace since. The rubber damper that hold the instrument cluster can also fail so check that too. Guzzi ownership will always be work in progress Cheers!

Czakky, I never took a video of the exhaust sound, but I'll try to play around with my SLR and see but you won't be disappointed. I think I hear the GPR 2 into 1 setup on Youtube before but mine is lower and throatier in comparison. The Area P Canister came from a exhaust system I got my 86-87 Ninja 250r and canister was just to big 2-1/4" inlet and long 18" for a 250, later I found out instead of designing dedicated size canister for different size engines, most company built the biggest core they need and reduce it down when they fit it to 500 and below size engines. Anyway, I'm not afraid to experiment and with the volume of air our Guzzi engine produce, I think it might be okay to run 2-1/2" inlet canisters. I bet one of the senior staffers at Motorcyclist must own a Guzzi before, it seems like they know exactly what I'm going through with my bike. My LeMans is a keeper for sure and its my first Italian experience and a challenge I know well before going in but some things still gets me like every bolt is allen type (which is pretty) but in some situations it easier to fit hex type bolt as I need to remove another part just to fit a allen wrench or socket. Not complaining, just getting acclimated with Italian ways

Thanks AndyH, Yeh, the guys I met are crazy bunch and hard core to the bones and if you ever visit California, Sequoia National park is a treat. Giant Sequoia Red Wood trees is a sight to behold, you can drive a car through it. The guys I rod with have Guzzi's in their blood and one guy warn me that this is the unofficial Guzzi Olympics and I'm probably walking into a ambushed and they left me for dead in the forest. The funny thing is I made a wrong turn and end up at an Indian Casino in the middle of nowhere in National Forest. I'd almost throw in the towel and treat myself to a Buffet at the Casino when a kind soul on a California found me. We didn't make it back till close to 9pm I think and the group can't reach us (what do you know, there's no cell phone reception in the national forest). You should of see their faces when we walk in to the restaurant as if they saw ghosts, they write me off for dead

Thanks guys, My Guzzi is a keeper regardless the things I need to overcome but I'm comfortable riding my LeMans cross state line any day now. The air cool big twin rumble is one of a kind sensation you don't get to experience from other brands. Italian Harley might sounds like oxymoron but it fit Guzzi's persona in my opinion. I've done the typical stuff that applied to V11's like replacing all the relays. The previous owner replace the shift spring. I'd upgraded the positive & negative battery wires from some guy on Ebay that sells the wire for Ducati's and its the size of OX tail, and if it still won't flow enough current to the starter to address the IDS (I don't start) symptoms, don't know what will. I've added additional ground wire from voltage regulator to engine casing to cure the intermittent instrument light intensity symptoms. I'd lube the speedo cable as its dry from factory. I readjusted the valves to World Spec found in the site. Flush the brake & clutch fluid, take extra caution on clutch as if any air in the system will cause the clutch to disengage when warm up, don't ask me how I know Brake light switch failure, but later found the rear tail lamp contacts loses tension due the vibration so if your rear brake light flickers, open up the rear tail light and bend the two contact tab back into position with the bulb. The best mods I've done is the GPR 2 into 1 exhaust. I only use the GPR mid pipe and put a Area P canister as I have it already. You can put your hand 3-4 feet behind the exhaust tip and when I blip the throttle, the exhaust will blow your hand back another foot. I'd never seem another bike flow this much pressure and you can feel the difference by how lively the engine feels. No hesitation at any RPM , so I didn't feel the need for Power Commander but the lean/lack of power below 4k still there. It breath so much better that the Rev limiter cut in several times as I was having too much fun and run out of revs way too fast! I put a Aprilia bar-end from their Futura model, I think. It weight 1+ pound each bar-end and I adapted the Guzzi rubber insert/damper onto the Aprilia's bar-end and my hands have never been fatigue or go numb ever since. 300 miles a day ride is no problems. With stock bar-ends, my hand will go to sleep after 30 min. or so. I think Motorcyclist might have a soft spot for Guzzi's as the Me & My bike section has feature 4+ Guzzi's (3 LeMans) so far and each is as different as next.

When I got my 02 Lemans the trans oil was leaking onto the mid-pipe and smoking. At first I though it was the seals, then I decided to change all the fluid on the bike and drain the shaft/trans oil and refill it to the proper height and it is dry ever since. I think the previous owner or from Guzzi Factory overfill the shaft oil and I think the excess will drain from overflow valve? It was dripping onto the mid-crossovers and burning (smoking), my brother thought my bike was on fire Anyway, drain the old oil and fill with new to correct level and hope that's the problem.

Hi Guys, Its me on the June issue of Motorcyclist. I still can't believed they printed the story but I got a feeling I speak for most Guzzi owner's out there on the love hate relationship especially the transitional bikes when Aprilia took over Guzzi. The editor Aaron Frank did took out some chunk of my article, the rules are 500 words max which is what I limit myself to but its more like 400 in the end when they edited for publication. Both Aaron and me are avid bicycle enthusiast as the Cinelli decal on my bike hints so we talked about passion for two wheels in general. I joined V11 forum almost 3 years ago when I bought my LeMans but this site was pretty dead with almost no activity back then, maybe got to do with economy but its much better now the past year or so. I got many help form the members here like Kiwi Roy and others who points me in the right direction to address the common problems with V11's so thanks to all who has helped along the way.

I too have the same exact problem while riding at night the instrument light will go bright then dim for no reasons. My bike is also a 02 V11 Le Mans Champaign color so maybe its a special feature of this particular model My guess is the voltage regulator not doing its job of regulating the voltage but I like to heard from more electrical minded owners as to its cause and solutions.

Hello Frank, great name, same as my dearly missed father!! Anyways.....did you ever get this valve stem fitment issue for your 2002 V11 Lemans rims figured out?? It sounds like the above poster didn't have any problem with the 8.3 m.m. valve stems in his Scrua rims!??? I have a 2002 V-11 Lemans, not a Scura, but one would think that the Bembo rims are the same!??? Sorry forgot the post for a while, I finally figure out the problem were the angle valve stem I got is actually a 9.5/10mm size that did not fit into the Japanese 11.3mm standard or the European 8.3mm size as I should of measure first as I just eyeball compare the two and assume the smaller one is the 8.3mm size. I still don't know what bike use a valve stem size of 10mm, Harley's? as it look vary much like the Ariete Italian stems. My 02 Lemans indeed has a Brembo rim and the next tire change will get the new (correct)valve stem installed. My Lemans is as sorted as it can be for now (relays replaced, shift springs replaced, valve adjustment etc..) so I'm just enjoying riding it any chance I get, and always brings a smile to my face and draw a crowd anytime at bike nights.

Thanks all for the feedbacks. I did more search and find out that one heat range up is about 7-850 degree hotter plug. I took out the original BPR6 plug and its burning just about right with no oil deposits and touch of white residue on the electrode. I guess I could try the BPR5EVX for few miles and see how the plug is running before deciding. In colder climate a hotter plug might be more suitable and give you more complete burn? The new trend is the Irridum plugs, what benefit compare to Platinum? If we're to change plugs every 6k miles, platinum is already overkill I would think.

Hi Guys, I know that stock V11 Sport use NGK BPR6ES plugs and I got a bunch of BPR5EVX which is Platinum but the heat range is different. NGK sourch say the higher the number the cooler the plug while other says the reverse. I tend to trust the factory specs but just want to confirm with you guys. If I go with factory heat range then BPR5 is one range hotter then BPR6 and it'll run hotter but is there any concern I should worry about? Never felt my bike was overheating in any kind of weather. My bike is pretty stock 02 V11 LeMans with K&N filter in stock airbox and 2-1 mid-pipe, free flowing exhaust, stock ECU and I'm in Southern California weather. I got like 3 box of BPR5 plugs and like to use it up if it makes minimal difference to bikes running.

Thanks for all the comments guys, I'm not a electrical expert as I thought the thicker wiring would flow better and reduce resistance as I read somewere that some Guzzi bike have a sensor that won't allow the bike to start if the voltage drop below certain level, so I thought the wiring could help with that. Just an update, when I first intalled the new wires and fire it up, it did not improved starting time as it still take 3-4 cranks to fire up but after each day it gets better, the second day it only take 2-3 crank to fire it up and today it fire up first crank which never happens before. I didn't change anything and not sure why it improves starting progressively and not immediately is beyond me. Regarding dielectric grease, every mechainc, car or bike I'd talked to in the US suggest to put some coating on contacts and connectors and its to prevent corrosion which will cause resistance built up. Maybe its a cultural thing? the mechanics in US believes in using dielectric grease and Euro guys don't? The Motolectric wiring kit come with a pack of dieletric grease so its pretty standard practice here. I use to have a Yamaha XZ550 Vision and corrosion in the wiring buit up resistance/heat to a point that the plastic connectors melted fusing to each other, utter mess..... from that point on, any old bike I got I grease all the contacts I could find in the wiring loom and so far no issues yet (fingers crossed). The bypass of 15amp fuse seem like the logical solution so its my next thing to do on the bike. The previous owner did re route the wire that connects to right start control switch and I could still see the kink were it binds. Anybody try the headlight bypass wiring kit to improved light output? feedback?