audiomick

There have been posts about that here. I think someone (at least one) has done it, but It's too late at night for me right now to start looking for the relevant topics.

That's how I see it.

I'd take it happily.

Going by that trailer, I'm not even sure about "just okay", even for free...

Can't you just use the innards of the old switch with the casing from the new one? Or do you not want to risk trying to take it apart again? I had one damaged by a vandal whilst the bike was parked. Got a replacement and broke the casing trying to get it apart, got another replacement and successfully took it apart. The innards I'm using are the original ones from the V11. They had to be, because the second replacement had a different switch in it. From an Aprilia Scooter, S50, I think. Very cheap on E-Bay second hand. The switch had only two contacts rather than four, but the housing is identical. Getting the switch apart was not that hard on the second go, after messing it up the first time and then thinking about what I did wrong.

Yes, certainly.

I stumbled across this thread just now. Regarding this: Gawa Guzzi went out of business a couple of years ago, so don't bother looking. Hepco & Becker still has racks available for the V11 models. https://www.hepco-becker.de/meinbike/moto-guzzi/v-11-le-mans-2001

That's pretty much what it looks like to me.

I'm poring over this once again (no, still haven't addressed the issue on my V11...) to see if the problem with the V11 is in any way related to the problem causing the same symptoms on my Breva 750 (no, not really, or at least only in very general terms...) Reading this with the wiring diagramme in the other hand, I've come to the conclusion that insulating this wire is not necessary Because to carry out the following step, one has to unplug the other end of the same cable from the spade terminal on the starter solenoid So the wire is disconnected at both ends and cannot possibly be under power. Am I right or wrong? Come to think of it, assuming the wire is heavy enough, it could be used to bring the power down to the starter solenoid if the new relay can be installed close enough. Couldn't it? :scratching-head-and-thinking-smiley

A friend of mine who has been on the back with me quite a lot used to always want to do that. She picked up the method on japanese bikes in the late 90's and early 2000's when bikes often had "hump-back" tanks. After numerous long rides with me on the GTR 1000 and some rides on the V35 Imola she gave up on the idea. I don't like it much, and she found that on my bikes she can't really support herself satisfactorily that way anyway. She has been on the V11 once, but is not keen to try that again. The back seat of a V11 is not really intended for serious use as a pillion seat, I think. On the V11 she was hanging on to the belt of my jacket, as has been her habit for a while now. I can live with that. It means I know that the pillion is hanging on, and what they are doing with their body weight to an extent. But that is also not the ideal solution.

I think the only "grab rail" any of the V11 Models have is the strap across the middle of the seat. The pillion can hold on to that, or the rider. Neither is particularly satisfying; I think.

Yeah, stops bodies colliding, but puts all her weight on the rider's hands on the bars. I find that very hard to deal with. I like my pillion to hang on with the thighs, like on a horse, and brace with the hands against my hips. When I'm a pillion, that works well for me as a pillion, and when I have a pillion who does that, it also works well for me as the rider.

You're registered on 3 of the 4 German forums that I visit regularly, although the last visit on two of them was a very long time ago, and the third a couple of years. The fourth one would have surprised me, as it is the one from Martin Hageman for the small block models. So yes, I probably saw your emojis on one of the German forums.

Hmmm.... Challenge: invent a cocktail using both. I can't see it working myself, but am open to suggestions. I will try any recipes that are posted here and pass judgement.

That's interesting. I know at least three of them from other forums. Jaap, I think you must be world famous.

I haven't had my V11 all that long, so this is not expert experience, but rather stuff that I have read here and elsewhere. ECU and map: Have you read about Guzzidiag yet? Look here: https://www.von-der-salierburg.de/download/GuzziDiag/ Guzzidiag is an analysis programme that displays what the ECU is receiving from the various sensors, and can actuate the fuel pump and injectors to see if they are functioning correctly and such things. Guzzidiag can't change the map. The reader and writer programmes can respectively read out and save to a file on your computer the map currently installed on the ECU and install a map (re-install the original, install a different one...). So, with those programmes you can change the map if you have an alternative to install. Right down the bottom of the page is a link to tuner-pro. Unlike everything else on the page, Beard did not write that programme. I haven't looked at it yet, but I gather tuner-pro can be used to look at and analyse and alter a map. So yes, it is possible to change a map, but this might involve quite a lot of research and time and effort. Unless you find someone who already has a map that suits your setup. Brace on the gearbox: As far as I can tell from what I have read, the part in question must be part #15 on this diagramme https://wendelmotorraeder.de/rahmen-1100-sport-corsa-98-99-ex-30_3006_300615_30061510_3006151001.html Going by the parts lists on that site, that part was fitted to the Sport 1100 / 1100 Sport and Centauro models. Going by what I have read here, it was apparently fitted to a very small number of very early V11 Sport. For some reason, it stopped being fitted even though the mounting bracket was still on the frame. The lack of this bracket is considered to be the cause of cracking in the rear of the gearbox housing. The later, long frame V11 models have additional bracing from the frame to the gearbox and no longer have the bracket for the brace on the frame. Therefore, mounting the brace on those models is neither necessary nor possible. Here is a thread on the topic Pete Roper slosh plate: The problem that the slosh plate addresses is that, under acceleration, the intake to the oil circulation system can suck air because the oil has surged to the back of the sump, and the intake is at the front. I believe that there was a change to later V11 models that alleviates this problem, but I'm not at all sure about that. Forum member @Pressureangle is working on getting a batch of the plates made. I'm planning on getting one when they become available, even though it may not be so critical for my 2002 V11 Le Mans. The most current information I have found is here

Yeah, I got that. I'm up for schmalz and fiddling too, and yes, people like Rieu do bring pleasure to millions and perhaps even bring some people to listen so stuff they might otherwise have missed out on. I just prefer to go on and listen to what the originator of the piece actually intended. Mostly, as in the case of Beethoven's 9th., there is a heap of really interesting subtleties that get lost when someone does a "greatest hits" arrangement. Anyway, difficult to hold such a conversation via text alone. It can so quickly sound (look) like something other than what was intended to be said. I'm not a music snob, I'm a sound engineer, I studied music and currently work in an opera house. That doesn't stop me enjoying a bit of kitsch now and then, or distorted guitars.

The lady sings very well indeed. However, let's do the piece properly, shall we? Ludwig got it exactly right the first time round, and it doesn't need anyone buggerising around with it making "easily digestible" arrangements or any of that sort of rubbish. Here, the link is set at the start of the relevant last movement. Take the time to listen to all of it (about 25 minutes). It builds up so well, it is really a shame just to jump to the "hit" and leave out the rest. And this is the reason why I chose that recording...

Yes, there is something in that. But let's be generous and concentrate ourselves on "beauty is in the eye of the beholder". I'm sure the constructor meant well, and perhaps there were unforseen difficulties in aquiring an exhaust system that was not an ugly piece of shoeshine.

I shared a house in Melbourne with a couple of mates of mine for the last several years before I moved to Germany. It was something of a meeting point for motorcycling friends, and perhaps a bane for some neighbours. One of the blokes who lived there had a Moto Guzzi 850 Le Mans III, a Honda CBX 1000, a Yamaha XT 500 (awful...), and a Honda NS400 R. At the time, the Motorcycle Rider's Association https://en.wikipedia.org/wiki/Motorcycle_Riders_Association_of_Australia was really on a roll, and they organised track days at Calder Raceway a couple of years in a row. https://en.wikipedia.org/wiki/Calder_Park_Raceway (On the flat bit, not on the banked "thunderdome" bit.) So, my mate let me ride his NS 400 R whilst he had a go on my 1976 Z 900. My mate was not the fastest in the bunch, and I was reeling him in. At the end of the long straight I could see him ahead of me in the 180° turn, and thought "I'll get him on this lap". The next thought was "oh dear, I know that noise" (of fairings and such scraping across the asphalt...). The culprit was the Avon tyre that my mate had fitted to the front wheel of his (according to the standards of the time) super-sport bike. The tyre was a middle price, long-lasting touring tyre, and not up to race-track shenanigens. To give my mate credit, there was not much choice available at the time for the 16" front wheel of the NS, but the Avon was definitely not a good choice. So, I've had a bad experience too. On the positive side, I've got Avon Spirit ST on the Kawasaki 1000 GTR, and those tyres on that bike are a really good choice.

Hi docc. I'd be quite interested in the film, but all I see is this: Video not available This video contains content from Tele München Fernseh GmbH + Co Produktionsgesellschaft VOD. This partner has blocked the video in your country for copyright reasons. Can you summarise the Video in a small number of very short sentences with mono-syllabic words?

to me, it looks like a Griso 1200 motor, exhaust and drivetrain in (perhaps) a spine frame with a V11 tank and a fairing that approximates or is derived from a Sport 1100. If it is well done, potentially a very exciting motorcycle. Poorly done, a potential nightmare. In the picture it is pretty enough. Something about the proportions irritates me, but I'm not sure that the problem there is not simply an artefact of a very short focal length lens on the camera that took the picture. ( @Admin Jaap it's about time we had that "scratching his head and thinking heavily" emoticon here...)

Are they really good for anything? I ask as someone who has recently bought a low-mileage Breva 750, i.e. prime marketing target for those tyres. Reading the blurb for Roadrider, I've always had the impression that they are probably that which I and my friends in Melbourne in the late 80's would have referred to as "Taxi tyres", i.e. tyres which last well but don't offer all too much in the way of grip, handling, or whatever.

Amazon has always been my last resort. To the extent that I honestly believe that I have never bought anything from Amazon. anyway, the pertinent question of the moment seems to me to be this one: