guzzijack

Hi Mike, I had an exchange of emails with Todd Egan of Guzzitech noteriety about this and the clutch is apparently not an issue when swapping a 5 speed clunker for the 6 speed V11 box - Todd has done a similar job on his Jackal see Todd's Jackal. Similarly there should be no problems with changing the actuating mechanism from hydraulic to manual with the 10 spring 2 plate clutch (although there are aftermarket hydro units available for the 5 speeder setup if required). However, there are items which will need addressing - presuming of course that you are contemplating doing the same as I am and dropping the V11S lump into a Tonti - these are: 1) Timing cover will either need replacing by a post (I think) 1993 version for a Ducati alternator equipped engine - if you get one for an EFI Cali series bike you will be OK - or get the angle grinder out and remove the spine frame's upper engine mounting lugs and drill through the lower one for the Tonti mounting point, (it's there with one side already drilled through). At first I thought I could keep the original V11 timing cover and utilise the upper mounting points to hang an oil cooler from but they just foul the Tonti's down tubes so I'm investigating the possibility of locating a very small cooler inside the LM bellypan fairing. 2) Re-jig the breather returns from the Tonti's rear frame cross rail - the rubber ones that go to the heads. On the V11S engine there is one single return to the rear of the sump. What I've done is cut off the spigots on the Tonti frame and welded one shut. The other L/H one has been modified with a thicker gauge intenally threaded spigot to take a banjo bolt for the V11 style braided return line. 3) Sparks. As alluded to in my original post, if you are going with carbs then you'll need to contact Cliff Jefferies for a black box to run the coils off of the V11S TDC sensor via the cam phonic wheel. If going with FI then no problems - not an option for me as my LM is being rebuilt as a Dr John 1985 Endurance Racer replica so I'm sticking a pair of Lectron carbs on it. I think that's about it. Email me direct if there's anything else you want to discuss guzzijack@yahoo.co.uk Best of luck Graham

Hi all, Before I drop the V11 engine into the LM V Tonti frame I'm contemplating any additional modifications that may be worth considering. The engine will be mated to the LM 5 speed gearbox and although I am aware that the V11S flywheel with the twin plate clutch assembly is already a tad lighter than the 'old school' LM era assembly I wonder if there will be anything to gain from putting it on a bit of a diet? I'm sure there will be some valid opinions about this but does anyone have experience of it in the real world? The ignition 'problem' of running the V11 lump with carbs has been solved thanks to Cliff Jeffries. He has adapted one of his earlier MyECU boxes to utilise the TDC sensor and drive the coils with software advance etc. Graham

Any info on those - website, stockists etc. Graham

I'm not that confused Graham

Yes, that's right carbs on this one - now just have to make my mind up as to which pair of Lectrons to go for having decided to leave the PHM40 Dellortos on the bench. Anyone have any experience of the Lectrons? I've had the standard 40mm recommended - thats 40mm inlet bellmouth, 38mm at the slide venturi and 40mm outlet spigot. They also do a High Velocity version which are 42mm - 38mm - 40mm and to my (confused) mind might suit the V11 engine better. Any thoughts? Graham

When does the rev limiter cut in on the stock V11 Sport engine? Reason for asking is that I'll be running the V11S engine in my LM 1000 with carbs instead of the EFI system and I'm just about to order an inductive rev counter and need to know the dial range. Graham

Hi, I'm about to fit a V11 Sport engine into my LM V Tonti frame (with the 5 speed 'box) and have just had a look at the breather arrangement. I see that the V11 oil return from the frame runs to the rear of the sump in a single stainless braided line which is banjoed to the main frame spine. This is a different arrangement from the twin rubber return lines from the rear of the Tonti to the the heads on the LM V. Question is: is there any reason why I can't just join the two returns from the Tonti and run them down to the V11 sump? Also is this in any way pressurised (reason why it's run in stainless braided line instead of good ole rubber) or is it because of the wear factor being a bit more exposed? Graham