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Just give the Siemens relays the flotation test, Art. They were known to fail in the 98 EVs when they were new. Age related failures? I gots em.. "If it don't hurt, it don't work.."

Heater hose been thrown out. Got some 12.7mm fuel hose. Will give that ago tonight. Been on a few wild goose chases with this. Found what is advertised as 12mm is actually 12.7mm (1/2 inch). Weird NZ has been metric for 30 years yet still get stuff in inches.

@igor, apologies for the thread drifts. So very happy to hear you have your gearbox shifting well! Keep us posted on your riding and enjoyment of your V11 !

There is no such thing as a 2V per cylinder Stelvio. All Stelvios use the 4VPC, 8 valves in all, motor. Like so many other places these people sell a fantasy. The 8V motor is limited by its camming and its side draught head construction. I don't know whether it was this lot or some other German mob who in a YouTube vid said that the Guzzi 8V and the Ducati 8V, both being 8V motors, should be able to make the same power! Such staggering lack of understanding of modern engine design left me quite literally gobsmacked! While you could, maybe, get a small increase in power with different cams it would come at the expense of bottom end and midrange. The only way you can get more torque is by improving cylinder fill and with the combustion chamber shape and side draught porting of the Guzzi 8V this is very, very difficult. If I wanted to I could claim that an 8V tuned by me could make 110 hp and a zillion mile/tonnes of torque and put up a dyno chart to prove it. All it would prove is that it is very, very easy to massage dyno figures or use ones extrapolated using some undisclosed formula to *Predict* output at the crank. The fact is that having ridden many 'Race Tuned' or whatever 8V's and being very familiar with the powerplant and what it is and isn't capable of I can tell you that most of them are disappointing and usually under perform because the 'Tuners' in question sling a whole load more fuel into the map because they all sing to the tired old song sheet that 'Modern bikes are mapped up lean to get them through emissions' when in fact the opposite is true. The base maps are almost universally rich. Meeting immisions targets is done by using a crude narrow band oxygen sensor to get the ecu to pull fuel out of the map when it's running in closed loop. At all other times, or if the lambda input is turned off, the maps are rich. The last thing you want to do at most places in it is ADD fuel! That's why a lot of these offerings also drink fuel at an extraordinary rate. A properly tuned and mapped 8V makes *About* 100 RWHP. I can imagine 103 in the case above being about on the money. The torque figure? Not so much, unless it is forcibly aspirated and crammed to suit.

Who knew? I learned something else today!

Nice porkchops!

hello evryone , thanks all for your help , managed to fix the problem with some adjusting of the gear shifter . Thnaks again

Hey, @Scud, I'm getting ready to order parts so I can do this remote clutch bleed installation some time; Can you please confirm the banjo bolt & washers for the Brembo Brake Calipers that you used. I checked on Harper's site https://www.harpermoto.com/parts-lookup/2000-2009-moto-guzzis/v-11-cat.-1100-2003-2004/front-brake-system/ They list the following for the front calipers 19 AP8113003 Oil pipe screw * 20 AP8113004 Washer 10x14x1,6* (x 2 required) Am I correct that I've Id'd the correct banjo bolt and washers to attach the "Float Chamber Clutch Pipe" part # 05606630 replacing my existing bleeder screw? They also list a different part # and slightly different description for the rear brake banjo bolt/gaskets,fwiw. Tia ps Docc if it makes for tidier info management and you want to somehow link this to Scud's compatible parts post,please do so. tks

I Remember........

Wasn't there a Brit car parts/accessories catalog equivalent to JC Whitney in The States? Anyone remember "MG Mitten?" I recall there were cartoon caricatures of various cars with oversize wheels and tires branded "BigWeenies" . . . (Or did my mind fabricate this . . . )

14k. I dont think mine was taken care of particularly well. Plus IDK how anybody can get to those front unis with the access it has, or really lack of. Easy to grease with it all apart though. Mine dont feel the best, both fore and aft, so they will be replaced.

Hi Docc, Ok, I goofed...my original relays were Siemens A1001-A402, not Omrons. You indicated the CIT's were ok for use in the '02-'05 so, I'm thinking I'll leave the CIT's in place because the Siemens relays are 20+ years old. While the Siemens relays have not seen alot of action, my Lemans only has 12K miles on it, I'd hate to have an age related failure. Thoughts? Also, fwiw, my headlight & starter solenoid are on dedicated relay circuits now. Thanks, Art

I meant the tapered bearing, the fulcrum of the CARC. That bearing is said to be a failure prone component since allegedly installed without lubricant during assembly. As I am considering a Stelvio in the 30,000 miles range, I am making a shopping list of what parts I need to source.

You mean the steering head bearing? Koyo 32907JR-3. Since the same size is used in all modern Aprilias there is some choice PS: I see I missed Pete's post, where do you see something on the Dynotec website about a bearing? They don't do price lists I think. They are a tuning/special builder.

docc, I think you need to get out into the fresh air a bit more often.

Yeah, that can happen when Germans who don't speak English on a daily basis try to do so. I think it has to do with thinking in German and translating the thoughts to English. Formulations that are perfectly acceptable in German sometimes seem blunt and/or arrogant when they are directly translated to English. I haven't had anything to do with the business directly, but they seem to have a fairly good reputation here.

Reminds me of . . . IDK . . . something . . .

Ok, so maybe I like it because I can't have it . . .

While 1999 V11 Sport are known in Europe, I am not sure we have verified any V11 Sport in the USA until the 2000 year model. Also, I wonder if the V11 only lingered into 2005 in Europe while US V11 ended with 2004. For instance, I don't think we have ever seen a (delicious) 2005 Scura R in The States . . .

There are two or 3 types v11 Marzocchi forks, Andreani has cartridges for one type, I think the black ones with 40mm legs. But they sell them as for all years what is wrong. Lucky Phil has put a lot of time in this. I'm sure he documented some here.

"Hey! I resemble that remark!"

Thanks footgoose. I'm there every day when home . It's 143square m, still rom for,, Cheers Tom.

In the US you can get it from Wallmart and Amazon. https://www.walmart.com/ip/Fuel-Line-Fuel-Hose-Rubber-12mm-I-D-1-8M-5-9FT-Diesel-Petrol-Hose-Engine-Pipe-Tubing-with-4-Clamps/968680103

The CIT are probably just fine, especially for later V11 wiring (2002-2005). The Picker Components relay is particularly interesting for the #1 position in the early (1999-2001) Sport and Rosso Mandello that feeds all of the power through that N.C. contact on to Relay #2 (headlight etc.). This is the only micro relay I have seen with a 25 amp N.C. contact rating. Notably, OMRON were never OEM on the V11. Pretty sure those were Siemens throughout the V11 production. If your OMRON are G8HE, I would leave that 35 amp N.O. contact in Position #5 (fuel/ignition). [For that matter, just leave the G8HE in all the positions and stow the CIT for spares.]

Fantastic ride out of around 150 miles today to a Buell & Guzzi meet at Sywell Aerodrome. I rode down with a group of 4 bikes; my V11, 1100 Sport Corsa, Cali 950 & a Triumph Tiger 800. My V11 and the 1100 Sport were the only spine frames there amongst the masses of V85’s & V7’s, even 2 new V100’s. The ride pace was “brisk” with many miles of winding B roads covered with surprisingly high velocities for old school air cooled Guzzi’s

Annual roadworthyness MOT test for the Rosso Corsa on Saturday

Yeah, I saw that typo too All very interesting, especially since it was custom Moto International piece, which makes it likely pretty rare, especially with documentation

I believe they changed to the wider tail piece in 1997. Paul B

Here is the remote clutch bleeder, successfully installed. Good thing too, as the bleeder valve was rounded off and would have been a PITA later. This is simply the line from a CARC bike, I noticed it on my 2017 Stelvio, so that's what used to place the order with Harpers. They identify it as "Float Chamber Clutch Pipe" part # 05606630. It was $70 - but next time I flush the fluid I am going to be happy I installed it. It uses the same banjo bolt as the Brembo brake calipers (and two washers). Final routing TBD, but the Stelvio has it up under the seat near the battery. Update: final routing for the clutch bleeder hose is under the frame, then along side the big positive cable from battery to starter. It terminates near the battery tray. Should make for super-simple, one-person clutch fluid flushing.

Updated the procedure in Post#1 adding links and restoring images. Trying to keep it basic and approachable while linking more information for those seeking more fine tuning, etc. Again, this is not the only way to tune a V11, and it is not "my" procedure, but a compendium of many different collaborators over the years. Thanks to everyone for contributing! Maybe it should be called the "Community Based Tune-up . . ."