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Jeez, but that was hard to find: A post by Greg Field regarding the change of triple clamps, but not just for the Rosso Mandello, but by serial number: "What is meaningful is a discussion of triple clamps. Early (to frame 113032) bikes used triple clamps with 1/2 degree steeper rake. It is these that show the greatest tendency to instability, though even the later ones sometimes do, too." With this clarification: "I'm pretty damn sure the steering angle on the frame was unchanged from beginning through the last pre-LeMans bike. All red-colored frames have the same part number. The part number was changed for the Rosso Mandello because it is coated black. The angle change was made in the triple clamps at the frame number listed earlier." And further clarification here, on post#164: " The later triple clamps include a 1/2-degree of cant compared to the steering axis. These gray "canted" triple clamps were used through the end of the red-frames. In general, if your red-frame's forks have an axle nut, they also have the early non-"canted" clamps and if your red-frame has an axle that screws directly into the fork leg, it has the "canted" clamps. There is some crossover between axle-fixing arrangements and clamps, though, and Guzzi offered a kit of the "canted" clamps for people who wanted to reduce twitchiness of their early bikes, so any combination of parts is possible. Rosso Mandellos had black "canted" triple clamps. Starting with the LeMans, Guzzi again fitted non-"canted" clamps, but they were painted black." And these part numbers under the upper triple clamp, again apparently not unique to the Rosso Mandello: "Does it read "01493100" or "01493130" (both early) or "501452" (most late)?"

It is notable that three of the major "contributors" to this thread are no longer active. With references to a fourth. You know a thread has gone rogue when the moderator is quoting Bronte by Post #103.

Sheesh! The link goes to page 1. Of 20. I think you're going to be owing me a beer. And, I, you! EDIT: No, wait! Helio-Jim posts on at Post# 13 and #293. Agent Provocateur??

Scary, man! That looks like a still from a Hitchcock film. If it's that dark out in the shed, I'd recommend you don't back out there til March!

PLEASE NOTICE: I decided to redirect "Silly Banter" to the silly banter sub-forum and make a final attempt to return this thread to sorting out some significant technical issues especially with regard to the steering damper and the changes in geometry of the early Sports. There is some really valuable information in this thread, but it's nearly impossible to find. Back on topic.

So, having spent just a little more time with the Leek/Zeyen book I can tell I will really enjoy it. The format of the presentation is unique and refreshing. However, I would not rely on it for detailed technical specification as the models changed. The spine frame section ("Step Into the Future") contains a number of vagueries and omissions. It makes me think that we, as the Spine Frame Enthusiast Community, should endeavor to archive the best information available. Chamberlin has taken an interest in amending our FAQ "Breakdown of Model Year Changes" with the more extensive knowledge and insight we collectively now have. No one knows these bikes like this forum! Please have a look at the thread Early Special V11 especially if you have a Scura, Rosso Mandello, or Tenni. Thank you for helping the rest of the world (and the rest of us!) set down some solid factual references. I love this phrase from the Moto Guzzi model brochure, "Technical specifications may change without notice." Indeed they did!

The last V11 section is "LeMans Nero Corsa/Rosso Corsa/LeMans from 2003" No mention of the Scura R in this text. Although we know they exist, I'm not sure any were imported to the US. "Current models" include ten models from the MGS01 Corsa of 2005 to Breva 1200 of 2008.

Rosso Mandello guys should be easily able to confirm they are 1471/ 4,5-170 , but different rake/trail? If so, how is that accomplished? Scura folks can say if they have 1490 braced frames. 5,5/180 rear. (?) Tenni frames are long accepted as 1490; 5,5/180, no different than the first V11LeMans. All three of these have the only single plate clutches in the V11 series unless I am mistaken.

Help me out here, if you will: We all know the early (1999-2001) V11 Sport "RedFrame" had 1471mm wheelbase and 4,5 inch rear wheel/ 170 section tire. The 2002 LeMans came in at 1490mm and 5,5inch/180 rear which remains til the end of production with the Scura/R in 2005. Both have twin plate clutches. (Even the Scura/R?) Now, it gets muddy (and "dark" ): The Rosso Mandello (a limited numbered edition of 300 and another un-numbered edition of maybe 300 more) in 2001 has the early, unbraced frame (but painted black) with 1471mm wheelbase, 4,5 inch/170 rear. The triple tree change give it a different rake/trail that was likely shared with later Sports in the 2000-2001 series. Single plate clutch with aluminum flywheel. Both the Scura and Tenni appear as only (US) 2002 models, with the same 1490mm wheelbase braced frame and 5,5 inch/180 section rear. Both have the lightweight aluminum flywheel and single plate clutch. The Scura and Tenni frames (wheelbase)/rear wheels are the same. *It is known that year models in Europe precede the rest of the world by a year and may even have lasted a year longer. (I'm not sure there are any 2005 V11 in the US, and not likely any 1999). I would say there are Three Generations of the V11, but it might not be that simple . . .

Moto Guzzi Motorcycles Since 1921, Jan Leek and Wolfgang Zeyen, Schiffer, 2013, arrived today in hardcover. I am certainly not disappointed. It is beautifully bound and printed with an excellent presentation . The translation to English from German is outstanding and the photographs reproduced nicely. My acid test of Moto Guzzi scholarship is the handling of the V-twin development. It is refreshing that these authors have not just repeated the nauseating *tractor* story. Yet, much is left to misinterpretation with a caption alongside the military Mulo showing it in the famous wall climb: "Everything along the wall. The V engine was once supposed to power this bizarre vehicle." The text is more correct and explicit, but this is the sort of presentation that has misled the least informed of journalists and readers for some time. The more complete story revealed by interviews with Guilio Carcano about his personal Topolino project will only be found by the most inquisitive minds. Fiat was not Carcano's reason for that engine. Ing. Carcano, himself, was the reason. At that point (of Moto Guzzi withdrawing from competition), even Moto Guzzi, itself, was not the reason for the original Carcano forced-air V-twin. That said (I had to say it), Leek u. Zeyen give us a well chronicled and personal view of modern Moto Guzzi through the acquisition by Piaggio. All of my other books wrap up right at the introduction of the V11 (Beggio/Aprilia). This book presents the spine frame variants in good detail. I think not to be too critical of authors in the extreme details that we enthusiasts may hold dear. It would be hard for me to call the 2002 Scura an "optically upgraded version of the V11 Sport" knowing that the entire frame and other kit were completely different, and therefor, the nature of the ride. I would have been remiss to picture a 2nd generation (2002) V11 Naked Sport in the section depicting the first generation V11 Sport. And, yet, how could anyone know these small differences and nuances? (Late nights on V11LeMans.com?? ) The book is really excellent and very well done. There are six sections covering ten pages on the V11 series. And nine more pages on the preceding spine frames. The level of detail does raise some questions. But isn't that what a literary work should do? (EDIT: note that there are no models newer in the book than 2008.)

The bronze bar-ends and the purple bushings kind of match. In an upbeat kind of party way. Like a tasteful bow-tie and alligator dance shoes. (Don't hurt me, Joe! I'm just kidding!) This is one of the coolest V11 we have ever seen worked up!

AFAIK, no one has tried to fit a later (US2003-2005) tank to an earlier model. Notably, the frame had already been changed before the later tank was fitted. It makes me think it would sit right on. It would be the most sano solution for Mixxedupmedia's desire to eliminate the chin pad. There are some really beautiful '03-'05 tanks. Whether only the earliest RedFrame/RM frames would allow tank touch from the forks, and how much ethanol has contributed to this known issue, there are some variables . . . My take would be an equation like: Acerbis tank + ethanol = badness. If you soak your girlfriend's nylons in the vodka and they don't fit in the morning, don't say I didn't warn you . . .

Notice how imbibing a "Scorpion Pepper Imperial Stout" evades any description.

Well, 2002. (The 2001 Rosso Mandello has a black short frame AFAIK). So, the 2002 Scura has the longer frame but with the earlier tank. (Long frames can be easily identified by the tubular brace coming forward from the bottom-back of the gearbox to the bottom-back of the engine case.) Really interesting that a later (internal pump/no chin pad) 2003-2005 tank might fit the earlier frame. Might fit. Why wouldn't it?

"We few, we lucky few! We band of brothers!"

That's amazing. I've never thought of how important that outside needle bearing/ bushing is in the axial load (side to side) as opposed to the rotation which we have long noted is minimal. One more nomination for Impressive V11LeMans.com Member: gstallons

Damn chilly here tonight in The Deep South (USA). Which translates into freezing, windy, and no riding. Rode 100 miles (160 kM) yesterday (New Year's Day) at 50˚F/10˚C. Happy motor! Like a Labrador Retriever on a trip to the lake. Which makes for a rather odd choice today: an IPA which I would ordinarily enjoy more in the sweaty summer. Good news is it has 6.5%, which is at the high end of legal to buy along with fuel or groceries here: Lagunitas IPA, Petaluma, California It has a fine amber color which would make us proud to add to a crankcase - like a proper SG synthetic. Yet, the mouthfeel is gently satisfying; more like a 5wt BelRay fork oil - ok for compression, but I would want a bone fide stout on the rebound side. The head is substantial (for an IPA), but it did not like warming up (to 51˚F/11˚C) and became too exuberant. Like a LeMans I followed into a corner too hot in the Georgia mountains - "Is that tire I smell burning?" . . . (I'm not naming any names, but his initials are: *motowfo*) Best buzz ever from a glass of grapefruit juice . . .

Looks another perfect application for Delrin . . .

Uugh! That's after the clean-up? There's a good thread going here, that will help with swingarm removal, by Keith Foster: Removing Nero Corsa "pork chops"

How does it look 180˚ around? And after the clean up? No doubt, this one a candidate for replacement!

Yo, Keith, well done, man!

The Duck-Rabbit, Farmville, North Carolina, USA ("The Dark Beer Specialists"): Milk Stout A perfect compliment to a gear oil change. Weighty, with a bold mouth feel. Dark as neglected motor oil with a firm head like your rear drive had got a good dose of rain water. All the clarity of a knock on the head. A delicious, lingering, chocolatey tiramisu finish that begs for a crisp cannoli accompaniment. Oh, for goodness sake. Really? Who has dessert with their gear oil change?

What a treat this has been! Thanks, Jim! Really something I've looked forward to every day. Just finished up a growler of Tennessee Brew Works Sweet Potato Stout. Full bodied, malty, sweet with a good foam head. The sweet potato was only notable nosing the glass after first pouring. Funky, yeah, but there is that "ain't nobody else brewing one like this" factor! Thanks, again, Helio-Jim!

Guilty . . .

You talking about the little puck that sits in the housing between the lever and the switch?