BrianG

Pirelli Diablo Strada's here. Great turn in. Progressive grip-loss at the edge but very sticky 'til then. Definitely dual compound. From Pilot Road's which I hated........ sluggish and slippery.

When mounted on my 2000 V-11 Sport, in place of the bar-end weights, they fit such that the arm had to be rotated far enough forward that tthe levers would hit the arm. If I rotated the arm far enough backward for the levers to clear the arm/base, the pivot-ball on the mirror-carrier would not allow the mirror to tip upward enough to see behind....... only ground. Maybe my levers are longer than yours!! hahaha When fit so that the mirror reflected rearward, the inner 1/3 - 1/2 of the mirror reflected forearm.

Ya.... no.... the two big fastenet places here have a limityed amount of "metric" fasteners, and nothing in stainless....... never mind all the head variations I need for the V-11 Does Pacifi Fasteners pick and ship?

I hated mine... They got in the way of the brake/clutch levers, and gave me a great view of my arm....

Ratchet..... at what oil level ARE you running the donk?

I am currently in the throes of supercharging my '87 Porsche 928. I am using an Autorotor 2.2 liter twin-screw pump driven with a 6 rib belt off of the front of the crankshaft. The issues are: locating the pump (they are kinda large) determining the drive system (they need a fair amount of force to turn) routing the induction system (welding tubing is a lousy hobby) re-calibrating the fuel delivery system (injector size, fuel rail pressure, fuel pump) re-mapping the A/F map in the ECU (because of the step above) (requires sophisticated electronics and a dyno) controlling the throttle when you are done (tires and tickets are expensive)

Bwaaahaaahaaa! 19mmX20mm

Here it is......

Ratchet, note that I said I don't have a flat washer on the bevel-box side of the the axle (outside the swing arm). Parts manual Drawing 32 (Rear Wheel) shows the axle (spindle) passing first through the wheel-to-bevel box spacer (#18), and Parts manual Drawing 19 (Rear Transmission) shows a washer (#33) that I find to be in the region between the swingarm and the bevel box, not outboard of the swingarm. Are we both saying the same thing differently?? Also, Drawing 32 shows a washer (#19) under the nut at the end of the axle (spindle), which on my bike was found on the outboard of the swingarm, under the nut. Do you think the way I found this assembled is incorrect?

I don't have a flat washer on the bevel-box side of the the axle (outside the swing arm), only on the "nut" side.......

I ended up using a Permatex product called Anerobic Flange Sealant. I have filled the gear box with the magical Redline Shockproof Heavy product and it has been sitting for a week so far with no evidence of seepage. We shall see.

Not to worry..... I'll still look for the data on torque loading as promised, if for no other reason than morbid curiosity. The"wrap" was just a reference to the shade-tree engineering discussion and consensus about the theory of steering stem bearing loading. My son is about to graduate from engineering this spring as an aero-space engineer from the Canadian Forces University in Kingston. He's been busy with wrapping up his thesis on RPV control systems, but now that he's finished his defense of the thesis, I can now challenge him with something more useful, like motorcycle steering-bearing load analysis... This ought to be interesting!!

What???? We have consensus?? Sounds like this might be a wrap!!

I figure zero backlash is the critical issue. Bearing preload here isn't going to be a major concern if there is free movement of the forks. My take would be that preload torque on the steering head nut must be >0, but By the way..... the 4 lb resistance also contemplated newly grease-packed bearings. Are yours recently packed?

Alrighty then........... When I get to the front end, I'll whip out the trusty torque wrench and get a number on what it takes to resist 2 liters of water pulling on a 1' stick............. Should be interesting......... I haven't looked yet, but does MG specify a steering stem nut torque setting for the V-11's?

I would certainly seem less than 4 lb force but my bar end weight tips are at almost 16" from the steering stem center so you are cheating with a bit of extra leverage. Not much perhaps but some. I have not gotten around to this part of the winter rejuvination project just yet but it's coming, so I haven't anything to add to the Guzzi-specific situation yet. I might add that the VFR steering head did have cage-captured ball bearings, however.

There seems to be a vast difference in bearing "pre-load" depending upon which type bearing is in use. It appears to be related to the size of the "contact patch" of the elements. Rollers having larger contact patches than balls. That said, in the environment of the steering head, there is not much radial load, but mostly axial load. In this circumstance, one would suppose that zero-lash would be the goal, as opposed to significant pre-load. I have liked the practical results provided by an old Honda specification. The old VFR specified 4 lb. ft. resistance to steering head motion. That's a whole lot less than 20 lb.ft. torque on the stem bolt! I use 20 lb.ft as the initial set torque to satisfy bearing race seating. I then back off to zero-lash (by feel) and just add very small amounts of turn to the headbolt nut until I get the 4 lb.ft. turning resistance. You don't want to see my system of stick-strapped-across-the-forks / string / pulley / coke-bottle-filled-with-4 lb of water.......

Having just completed the remounting of the swingarm, investigation reveals that the swingarm simply pivots on the bearings which are located by the fine-threaded stub shafts in the pork chops. The lateral location of the swingarm is defined by the penetration of those stub shafts. So far so good......... Now that I have located the swingarm in the appropriate place, laterally, how does one finalize the postion of the stubshafts related to their contact with the swing arm? That is..... Is there some load to be left on the swingarm by the shafts, by some torque load? This seems unlikely... Is there a certain amount of "back-off" from firm contact against the swingarm? This seems reasonable, and feels like zero lash at about -1/2 turn of one stub shaft. I can find no reference to this issue here, nor on GuzziTech.

This is what I have now, and the Magni is in the box....

I find that MG assemblers don't use any anti-seize when assembling these motorcycles. Some say that they have lost the grease-pot as well. I have had much trouble disassembling my bike because of this issue of corrosion between dissimilar metals. I now use anti-seize or Lok-tite on all fasteners, most of which had to be replaced because of this issue. Anyway, past that rant.... I have had great success with good quality penetrating oil left to soak on most all of these situations (NOT WD-40). For the bar-end weight fasteners I peeled back the left hand grip rubber and drilled a 1/16 hole a couple of inches from the bar end (the right side requires removing the throttle) and shooting the oil in there.

Got it, Mike! I just wondered which "twist" was needed. I ended up routing the hose to the remote between the spine and the airbox, tight to the spine. Should be good! Thanks!

That would be great!

Well that's no good..... I have a Magni kit here but it's still in the box. I want some wind protection so I'm looking for something to graft onto the bike... Perhaps a VTR or SV 1/2 fairing??

Anyone KNOW how much lower the clipon's end up, as compared with a V-11 Sport?? While we are at it... Is the handle bar position any different between the V-11 Lemans / V-11 Sport versions?

Anywhere in North America.