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In the "breakdown of model years" in FAQ, see the fourth bike from the top (Rosso Mandello), but also scroll down to the 2003-2005 Rosso Corsa. The brochure showing the Rosso Corsa is here (scroll to the end of that brochure) and is shown in at least a couple others as a variant of theLeMans. Rosso Mandello is in the this brochure (scroll to the end). From a price standpoint, the RM is likely to be more affordable.

Hey, Ross, also look through the archive of sales brochures posted by chamberlin in FileShare. Some cool stuff there!

Hi, Ross! Welcome to The Forum for V11 Moto Guzzi! Model breakdown is an interesting question since there were quite a few variations on this theme. There is a model year breakdown in Frequently Asked Questions, but I'm gonna move your thread to the "24/7 V11" sub-forum where it will get better viewing and more discussion. Looking forward to hearing more from you! In short, there are (generally) three generations of V11: the early "RedFrame" 1999-2001 which includes the Rosso Mandello (even though its short frame is painted black), the Second Gen of 2002 which introduced the long frame LeMans, and the Third Generation 2003-2004 (maaaybe 2005) which introduced black face ITI gauges and minor changes to the engine. There were myriad other small changes throughout the production run of V11, but we can talk that all up and have some fun with it!

I'm (of course) partial to color matched body work . . . Le Tenebre sul Fuoco

I got my lap-splice method from one of the other forum members years ago who referenced this NASA document (.pdf).

Especially with a naked, this is easy to do. No ball bearings to do up! Certainly, one of the most neglected choke-points on a V11.

Martin, do you mean as you add fluid to the empty reservoir for the air to escape (vent)? If so, simply attach all the lines and fill the reservoir. Much of the air will bubble out as the fluid settles and with a few squeezes of the lever. Then bleed the clutch at the slave as usual. On one occasion, I had the misfortune to break the internal master cylinder spring from the over travel caused by the extreme lever movement in the bleeding operation. Excessive free-play in the lever movement appeared immediately. Resolved with Brembo rebuild kit!

Obviously, heat sinks are an issue for this circuit with its potentially high amperage. Some connections, even soldered, can create a heat sink as can zip-tying the harness hard together or to the frame. Lap solder, tie "softly."

The early, low, factory tire pressures are a formula for weave, squirm, and short tire life. But indeed, there are compromises as I found 37/ 42 on a hard compound tire *less than helpful* in a low-side traction loss. I settled on 35/40 with the early narrow rim and 160 Pirelli Angel GT( for now). Make your tires happy: set your sag/preload/spring selection . . .

Rossi, is your V11 an early white face Veglia, or later black face ITI? (consider adding a year-model to your profile for all to see. ) Either way, the internal gear drive has likely played up and can only be repaired by a full disassembly and the correct spare part(s).

That or simply re-time the cam. I've never done that on a Guzzi, so not sure if it requires a degreeing wheel or what?

I added a chain fall (ratchet strap) to the rear tank mount for extra measure.

Measure, first, how much the threaded portion of the pivots stand proud of the pork chops. They are probably not symmetrical. Otherwise, you'll have to center the rear tire to the front on re-assembly. Plan on servicing the swingarm bearings while it is out.

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I'm not the last word on this, but I learned from this site: Lap solder/heat shrink. And, for sure, service your ignition switch!

Not that the 'talians have just kept changing things on the fly!

Compared to the V11 Sport RedFrame (1471mm), the previous Sport 1100 and 1100Sport-i showed 1175mm wheelbase. It's rake was a full degree easier (26˚) which, I suppose could be the 4mm difference. I've never heard that the frame or rake changed between the Spot1100 (carbs) and the 1100 Sport (injected). I remember getting off my Y2K RedFrame onto a '04 Café Sport with the 1490mm braced frame and handlebars - like a totally different motorcycle!

I suppose if the leak from the slave was rather small, and leaking only while under way, the exhaust would be burning it off with little to no sign of wetness.

The LeMans frames and forks didn't change, AFIK, from the Gen I 2002 to the last version. Early Sport frames (RedFrames and Rosso Mandello) were shorter (1471mm) while braced frames from 2002 on are 1490 mm. Apparently the steering angle remained 25˚ throughout V11 production, although there is some indication the very earliest RedFrames had different triple clamps increasing the rake 1/2˚ (I cannot find any official documents on that). All V11 LeMans There could be confusion in this thread about generations since the question in post#5 is specifically about the V11 LeMans which, in itself, started with the "Second Generation V11", the "First Gen V11" being the RedFrames and RM.

Outside of all the pictures of big smiles, this may sum up the meet the best:

Nice pieces, these V7 rear-sets! I wonder who makes them for Guzzi. Stucchi Luigi, perhaps?

Ya'll boys are funny! I like you already! Turns out, we found more hills and twisty roads than I expected on the Left Coast. It ain't the Appalachian Highland Rim, but it was excellent to ride there. The rear-set story is, as yet, untold. While the "main event" did not deploy biaffi (keys aka wrenches), we could not avoid attempting to install the V7Racer rear-sets on Nic's V7 while we were exploring the coast. So, sometime between Cedar Key and Fort Island, we deployed The Keys. Baffi e chiavi: Brake rear-set went on flawlessly, but the gear change had an incorrect lever! Nic rode the rest of the ride rear-set brake, but left side: "normale." Amazing, though, that he contacted the selling dealer in San Antonio, Texas (AF1Racing) at closing time on Friday and they had the correct part at his home Monday morning before we got home!

I was surprised by the reported cumulative elevation change, but we did seek out every high clearance bridge we could find. Sailing over this bad boy is a scream:

One more cog in my growing list for the 100,000 mile refresh!

You know you are riding with true gentleman when they let you show up in their home town and they make you believe you are leading the ride! Here is a screen shot of the more "northerly' route exploring river mouths along the "Smuggler's" Coast up to Cedar Key: (Sunset photo above from Yankeetown Beach), and below: the end of the Ozello Trail west of Crystal River (Road Ends Here!):