docc

Riding through the hills and along the creeks today on the Sport, I got thinking what an interesting corollary between Luciano Marabese creating the V11Sport design "without being requested" and that Guilio Carcano created the big-block V-twin, similarly, for use in his personal Fiat 500, also "without being requested." Purity combined!

This would also be a good chance to inspect and perhaps replace the crankcase breather hose that goes from that crooked tube on the backside of the motor to the front underside of the spine frame.

High of 50ºF/10ºC, and sunny skies = search the countryside for a pot of chili and some views. Success on both counts!

Yep, that is the pushrod seal, GU90400816. The only two bolts that go through to the crankcase are the bottom two. Pretty sure I used Teflon pipe thread sealing tape (that detail may be in the thread I linked "Bell Housing Leak". I replaced my clutch springs with OEM pieces that came from the no-longer-in-existance Moto International. Even with over 100,000 miles, they were not collapsed. If there have been any oil leaks inside the bell housing, inspect the friction discs and clean all the friction surfaces.

Pressureangle just did this sort of thing on his gorgeous, yellow 1100 Sport (amazing!) . . . https://www.v11lemans.com/forums/index.php?showtopic=20345

Oh, mate, you thought I said "Greenie and Ready?"

Happy Holidays to all things Reddie and Greenie!

Luciano Marabese, 1948 - 24 ottobre 2016

Purist!

As long as you have a steel, twin plate, flywheel it will be fine. Only the aluminum flywheels are suspect. But, yes, new fasteners are a good idea in that application. A tool to lock up the rotation to get full and proper torque, as well. Be certain to inspect the retention (safety) washer that locks the input hub to the gearbox. I had one come from together from the factory installation: Clutch Service/ Input Hub Inspection

Wow, bud! Lots of good questions . . . While you have access to the back of the motor and the front of the gearbox, it is a good time to address the (eight!) common leak points. You may not want to mess with them all, but a few common ones are easy: Remove the bottom two main bearing carrier bolts, clean the threads and install with a quality thread sealant. Seal the "cam bung" at the top center with a quality epoxy like JB Weld. Replace the paper gasket under the crankcase vent (top right, above). That's four! The crank main seal can be replaced, but may be best done by pulling the carried which helps to have The Special Tool (I built one). There is a paper gasket under that bearing carrier. That's six! There are two on the gearbox. One is the input shaft seal. The other is a seal for the clutch actuation rod.

From the Anima Guzzista interview with Luciano Marabese, 2002, I see this (translated) quote from the designer in his answer to the interviewers' sixth question, "And how would you define her [the] Guzzista soul?": ". . . the V11 is a motorcycle born from evening to morning. I swear to you. It was my idea, presented [in] Guzzi without being requested." Later in the interview, Marabese says that Ivan Beggio asked him to draw a new Guzzi: ". . . With the advent of Beggio, he said: 'Do you. Draw me the new Guzzi '. " Yet, the flow of the interview suggests this refers to the Griso, as far I can understand the translation (not the Breva as Marabese responded, "Yes, we did that, too."). His statement about drawing the V11, of which he was immensely proud, looks emphatic that he drew it one night of his own accord, "without being requested". "G. ... In our opinion, it is one of the most beautiful Guzzi of all time. M[arabese]. Because it was born in a moment! In one night! ... " [edit: Thanks, ScooRoo! I edited my Post#7 and #21]

dude! You already have a Suzuki!

Thanks, and this has been my experience for 15+ years of using AGM batteries and a standard Battery Tender (not even an AGM rated one) leaving it on the bike. The last AGM battery lasted over 10 years. And your regulator(s)? My third R/R is pushing 38,000 miles/ 61.000 km (first two: 37,200 and 34,600). This is the only one to benefit from the additional grounding. Please remember, y'all, one of my goals in discovering and pursuing "best practices" conditioning the AGM batteries has been to allow my charging system a gentler life. I've long had fun saying the V11 has a charging system like a G-string. One other goal has been not to use start reliability as the prime indicator of battery/charging status. I don't want to be the guy who is halfway into a ride with others, halfway up the mountainside, in the cold fog, only to discover a battery/charge failure that could have been discoverable in my own garage with some careful checks and a quality voltmeter.

No "Verde Tenni" . Yet!

" . . . this particular charger . . ."

_____________________________________I was thinking OG = “Old Git” . . .

Pretty sure LowRyter and I resemble that remark . . .

I just got a clutch lever from Harper's (early Sport, bronze color). With both Harper's and MG Cycle, it is good to give them an actual call and verify availability. Sometimes they have items in stock, or they come from MGNA, others may be coming from Italy. Or not coming at all . . . AF1 probably has the best online indication of availability.

Adding 4 amps to the headlight switch, and the headlight relay, is definitely pushing the already marginal circuit on the V11, IMO. 4 amps is going to be pretty easy to wire for. I would still use a micro relay (rated 10+ amps NO) and a 10 amp rated switch (waterproofed if it's going to out in the weather, maybe a built in indicator light so you know when they're on). If a 5 amp inline ATC fuse doesn't hold up, go to a 7.5. It's a pretty long run from the battery to the forks, so, 16 gauge wire (18 is probably enough?) [Routing and shielding the wiring and making the connections is another matter entirely . . .]

+1 on HarperMoto and MGCycle here in the USA. AF1Racing in Texas is a Moto Guzzi dealer and has a good website ordering system. There is no single online source. Pretty recent post on red plug wires here, available on ebay: https://www.v11lemans.com/forums/index.php?showtopic=5501&p=235530 Also, check out Scud's Encyclopedia of Compatible Parts in the "How to . . ." section. Here is a brief tutorial on getting the most out of this forum's search function. Be aware of post dates as some listed sources may be well out of date, Otherwise, post here you're looking for and, no doubt, someone will ferret out a source!

Should be drop in. Seems strange they needed machining?? Sent from my SM-G950F using Tapatalk The US vendor he got them from (AF1Racing, Texas) did not know about the machining requirement. They paid to ship and machine them for him, one week turnaround.

The source of the opinion that "jump starting or charging" should be performed with the regulator disconnected is a warning added to the invoice for the OEM Ducati Energia regulator sourced from EuroMotoElectrics in Colorado, USA. They also "strongly recommend" a dedicated ground to regulator case (which we know is gospel truth). I have not spoken with them directly as to the rationale or support for this rather strong warning on the disconnect. While I know of folks that have used "Battery Tenders," or the equivalent, to leave their Odyssey on indefinitely, Hawker doesn't recommend it because of the typically substandard float voltage (13.1-13.2). In fact the Odyssey manufacturer, EnerSys/Hawker states that low float voltages (below 13.2v) will damage the battery. Correct float voltage for an Odyssey AGM (once "charged!") is 13.5-13.8v. Also, realize that if the battery is below 12.65v (~85% @ 77ºF/25ºC), it will not charge without at least 6 amps bringing it up to 14.7v. Dedicated AGM chargers 'should' do this, but I have returned chargers that did not demonstrate correct AGM charge voltages during the charge cycles. Hawker has a list of approved chargers.

V7cafe put a set of these in his V7, but the forks had to be machined to install. The V11 units drop in?

The replacement swingarm on my Sport came from an HMB V11 sidecar outfit. At that time (2003), they could not accept internet payment, so Paul Minneart helped me out and facilitated the payment. Thanks, again, Paul! (Pretty sure HMB is all set to take online payment these days.) I recall that sometime after the Piaggio ownership, there was word that a sizable Moto Guzzi factory parts inventory was purchased by HMB. I am not sure if that was ever substantiated.