po18guy

All good. The rectifier multi-pin connector and the transmission ground would be next in my book. Followed by a check of running voltage

A fellow on another forum bought a 2-valve Norge last year. He notices that the clutch engagement is in a very narrow lever range. Is this common, or is he looking at a tear down?

I would make certain that you have a good earth. That cable ends at the transmission housing. It can be reached with some dexterity. I would clean the cable end and the transmission surface, then use some Caig DeoxIt or similar to protect the connection. That, and the underseat relays are legendary for going on strike at the most inopportune moments. Good replacements are not that expensive and they are plug and play. Then, a check of running voltage. OH! The voltage rectifier is adjacent to the oil cooler. Trace the wires from it to the frame. There is a multi-pin connector that is susceptible to rain water and corrosion. I had a similar problem that went away when I cleaned that connector.

Ha! Well, things like transmission, battery, starter, shaft, etc. it gets complicated. I really admire the cafe builders who get the bike's curb weight down into the 400s. But their styling taste often leaves something to be desired.

To achieve some semblance of lightness, big chunks must be removed - wherever they may be found.

Well, it was a "base" model (although I think they made a few nakeds), and was not a LeMans, Tenni, Coppa or some other Ohlins suspended edition. Aside from the entrenched idiosyncrasies, I do like mine.

The unloved Ballabio was apparently named for some victory in the 'world famous' Ballabio-Resinelli hill climb (mountain road race). Somehow, it missed the headlines.

The 457 is more modern in every way, but actually makes 4-5 HP less - probably due to EU regs. Its chassis is light years ahead, but Kawi did a heck of a job way back when, with EX500s running 50-52 HP. One of mine has WebCo 245 cams, Cobra slipons, Dynojet kit, a K&N and an airbox mod. The chassis though, well, late 80s. The 660 on the other hand is up near 90HP and no doubt a serious weapon.

A 450? I have two Kwacker EX500s that will probably outrun it. AND I can work on them. However, I have to admit that the Aprilia 660 is mighty tempting, not to mention 150-some pounds lighter than the Goose.

I just bought an Earth-X LiFePo4 battery. Tiny. Powerful. Not that much more $ than the others and produced in Colorado by a company which makes FAA certified aircraft batteries. ANYTHING to lighten these beasts. And it provides flexibility in location for easier access to charging/monitoring, etc.

As to carburetors in general, they hate modern adulterated (ethanol) fuel. They also hate storage. I think it is time to pull the carbs and clean them thoroughly, perhaps with a rebuild kit. Does the bike have the Dell'Orto "pumper" carbs? Even more so, as accelerator pumps quickly gum up when left idle with even a trace of gas in them. I have a couple of Kawasaki GPz500 twins. The are absolutely notorious for carburetor issues - especially after storage.

1K cash might just stumble away with it. A hand truck is highly recommended.

I have had two back surgeries, a knee surgery, need the other knee done and am in need of a hip replacement. That does not deter me from riding a V11. It has by far the most comfortable motorcycle seat I have ever sat on. As to ergos, Motobits pegs move the pegs down and forward, and the stock bars can be pulled up into what this 72 year old calls the "old man position." I pulled them down as far as practical and swapped back to the OEM pegs. I'd consider rearsets if there were any.

Make sure the shift lever is not fouling the "porkchop" on the side of the frame. The lever does appear that it is adjusted fairly far down.

Their standard exceeds that of the manufacturer.