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I am looking into getting one of these 1/2" drive breaker bars. Insofar, I have had no issue deploying inside my garage using minimal force, following the OEM instructions.

That's easy. I will ping you when I have uploaded the pictures.

You were so close to it! it is on the 105 to Brenham from Navasota. Great ride! 250 miles... I have not done anything yet. I have something penciled for tomorrow, probably the Classic Rock Café too.

I do not either. The "for Griso" Becker-Tecknik Central Lifter is different from that of the V11; different part number. The stand has two axial cylindrical struts to fit a 1/2" square drive. I believe this is to make it more versatile. You purchase the sockets that fit your bike, whatever size as long as it fits a 1/2" drive square. You can see that in the other pics that I had initially posted and managed to post again.

Updated with a photo of the stand not deployed. For some reason, I managed to mess up my thread, no matter what, it only displays the one photo. I am not sure where the problem comes from.

My poor attempt to humor fell flat on its face.... In my narrative, I state that Becker does recommend to use a lever. I agree to set the front wheel in a choke to fully advert potential tip over. It seems to be the safest way to deploy the stand. I don't have one of these.

Sounds like a good plan! take your rain gear with you, just in case.... I found one stop the Grand Tour should absolutely put on its list, I bet there are so many; but this one is historical; I took several photos of the monument to make a panorama using my Tilt and Shift lens, but I managed to forget one set of flags, the most important ones! I need to go back.

We don't know ourselves well enough, do we?

I will add one possibly later today; if not, tomorrow. I am planning to upload a video of the rig up and rig down too. I just need to find a camera operator.

Some months ago, I searched for a solution to do basic maintenance on my V11; the forum provided help, and I also did some research. Unfortunately, I don't seem to be able to find the thread. Nevertheless, I opted for the "Central Lifter" manufactured by "Becker-Technik in Germany. If you live in the USA, you cannot purchase the stand directly from them; but you can from MG Cycle, here! Suggested by @Speedfrog you can also purchase from Stein Dinse here! the price shown (at time of writing 105.33 EUR includes 19% VAT. If selling outside of Europe, it should be tax free + shipping. If you live anywhere else in the world, you can purchase directly from the Becker-Technik website. Safety: wear thick sole shoes to be able to use your full weight on the lever; use a front brake lock; not compulsory, just a safe guard but better safe than sorry; make sure you have space on both side of the bike should something happens. Leave yourself an out; Leave the side stand out while deploying; If possible have someone assist you on the other side of the bike. At least until you got the procedure mastered Have a watchman during deployment if possible. Just in case something bad happens. You should only deploy the stand on a hard and smooth surface. I need to make a video to show how it deploys. Unlike central stand equipped motorbikes, you "wedge" the stand underneath the bike, which requires less efforts, as long as the surface where the wheels have to roll is smooth. The pictures below show my garage floor, which is adequate. I have tried to deploy it on a rougher surface, and I could not get it underneath, because the wheels caught on asperities. Becker says you can use a lever to ease up the operation. To release the stand, you stop the wheels from turning and you push the bike forward. This part is very easy. I used my foot to do it. As specified on the website, you need two 18mm by 1/2" drive sockets which are not supplied with the stand.

A group of pilots were at the Alcarrás track, minding their own business; that was the same day Marc Marquez picked to check his physical condition on a Honda 600 RR 105 hp. One of the pilots, Johann Flammann is a pro racer and instructor, using his Kawasaki Ninja ZX10RR 204 hp. As you can see in the video Marc Marquez has no problem making up for his power deficiency with his ability to pilot. This must have been a dream come true, to be able to measure yourself against one of the best of the bests....

Went there today in "reconnaissance", did see some, but not what I was really looking for, which I found later between Belleville and Brenham. Unfortunately, the field is fenced. There are no posted sign "do not trespass", but I am hesitant to go over the wire. There are no animals.

Technology Livecycle Management: Reliability Engineering: Maintenance programs are largely provided by the Sustaining organization and are best described as a hybrid of assembly/disassembly guidelines, used initially by Manufacturing. For some which are more reliant on 3rd party equipment, the programs are based on OEM maintenance manuals and recommendations. Over time, maintenance programs are supplemented with sporadic best practices, lessons learned and technical alerts (all usually triggered by Maintenance observations). Owners made progress in using RCM (Reliability Centered Maintenance) to improve the maintenance programs for several technologies and focus less on time-based maintenance. The selection of RCM initiatives and other Sustaining priorities is largely subjective, and a methodical data-driven set of rules does not exist. Outcomes of the failure and investigation process are reasonable with high visibility (C, M) failures when considering the links to root causes and required actions, as there is usually a suitably strong investigation team assigned for the duration needed. However, the business lacks a holistic prioritization process for reliability investigations, appropriately trained people (especially in the current DIY Maintenance mindset) , and necessary data access to drive concrete failure analysis efficiently for lower visibility (and often more frequent) failures. Finally, visibility on TCO is exceptionally poor for most technologies. Thoughts: Most of the recurrent issues that affect our motorcycles (any brand and model) are described and recorded in the forums. There is no Motorcycle manufacturer effort to drive the process. Their involvement seem to stop after they have designed the bike, industrialized it, and sold it.

The CBX 1000 was on my wish list too.

There are three for sale at the moment; 95, 75, 65K; one dealer and two private sellers, one with OBO.

In the 70's, I was going to rallies with a friend who had a Ducati. A "Gros Mono" as we called them which would roughly translate to "Fat Single". Reliability was not its forte, but it was nice to have one of those in a two strokes' pack.

The Desmosedici RR is the only one of those V4 Ducati that sounded good enough to imply a purchase for me. The Panigale 4, not so much. The Ducati Store in Austin had one when I was in the market for a Panigale V2. The owner of the store told me that I would get a lap on the RR at COTA with my purchase, as an early adopter of the V2. This was when the Panigale first came out. I told him that I would rather have the RR, and let the Panigale go to Pluto. But the RR was not for sale, and even if it had been, I did not have 60K to get it. I wonder if they still have it.

What about non Inline 4?

I would definitively get one of those if I could;

I am not certain I agree with the statement. I love to not plan for rides; I used to jump on my bike and go without any specific destination. However I have always planned my maintenance.

Well, I carry Omron with me. And you know the motto: if it ain't broken...

There is no reason why not have one. That is the point. However, only a few chosen ones understood the call to get one. We still don't know how many V11 (all models) were ever manufactured, so we don't know how many understood the importance of getting one. I know, it is a futile argument. But Guzzi were never a popular choice; rather some kind of connoisseur decision. Even in Italy, there still are apart in their own niche. Myself I wanted a Le Mans since the 850 came out. I was based in Italy from 1981 until 1991. I bought a Harley instead.

@docc remember? we had that thread: -Looking for replacement relays for the V11? The OMRON is no longer manufactured, so we looked for the best next candidate. I purchased 5 Omron from a guy on Ebay. As you can see in the picture above, the new relay is exactly that: the "Roy Relay"; my V11 now starts without any hesitation. The ignition switch no longer carries the load to the solenoid. It now actuates the "Roy" relay. This is how the circuit should have been designed from the get go. I don't know if we should call it the "Roy" relay, but if I am correct, it is in honor of the forum member who explained why the delayed cranking happened. He provided two ways of curing the problem: clean the ignition switch; install an extra relay and have it carry the load instead of the ignition switch. In my case, both were carried out. The ignition switch was taken apart, cleaned, greased and reinstalled. The extra relay was added. I have now six which is fine by me. Six is a good number.

Tom, The "unmarked" relays came with the motorbike. I took some pictures of them when the "stock relays are failure prone" topic came about; Here they are for your viewing pleasure: I have purchased the Omron from Ebay too. I carry one with me as a spare, just in case.