GuzziMoto

I agree with footgoose. It could be something else, but it really sounds like water in the fuel tank. I had that on my Buell. The water sits at the bottom of the tank. When I would go up hill the water would run to the back of the tank where the fuel intake for the fuel pump was. It would misfire. Then once level or downhill again it would stop it after a minute or two. One of the joys of buying a used bike this old is fixing all the stupid stuff that is wrong with it. But this could be an easy fix if it is indeed water. Drain the fuel tank into a translucent fuel can and look for water in the bottom. If there is water in the fuel it will settle to the bottom. While paying someone a bunch of money to fix a motorcycle can work, it is often better to learn how to do it yourself. And with the smart guys around here and all their experience you can learn. If I can learn from these guys you can.

I don't remember the details, but I remember reading in Roadracing World about a guy who built his own V8 racebike using a pair of 400cc cylinders and heads. He just made his own bottom end and fitted the stock cylinders and heads. I want to say it was from a Kawasaki ZXR 400, but I can't find it. I have a lot of respect for people who can do that sort of thing. Very impressive.

V4's often sound good. Not always, but usually. It depends on the crank configuration and the angle of the V. But a V4 is usually a good sounding engine while an inline 4 is usually not that good sounding. They don't really sound bad, just not really good.

In line 6's do sound cool. Inline 4's just don't typically sound that good. But I had an FZR400 with a race exhaust that sounds like it was ripping air apart at 13,000 - 14,000 rpm. Way back when I remember hearing them warm up a Honda 250cc 6 cylinder GP bike, it was an amazing sound. The older F1 engines also sounded amazing, back when they were V10's and V12's. Even the V8's sounded good.

When I was at the dealership looking at Husqvarna's I was amazed at the cool electric bikes they had. Being they were also a dealer for KTM and Gas Gas they had a few really cool electric dirt bikes. I would absolutely love to have one. I do love internal combustion, but electric power isn't without advantages. The instant torque they have is addictive. And the convenience is a huge advantage to me nowadays, I just don't have enough free time. If I live long enough to retire I have plenty of internal combustion projects lined up waiting for time. Having something that is turn key / push button simple is not always a bad thing. At Supercross races they race a kids race on KTMs. All the kids are on the same spec KTM bike. It used to be little two strokes, but now the KTMs are electric. The kids still seem to enjoy it. And it is just as much fun to watch.

We ended up buying a pair of the Husqvarna's. The wife bought a Svartpilen and I went with the Vitpilen. I came close to buying the Svartpilen, but in the end the low bars are more me. I am getting old for that sort of riding position, but I figure I won't be riding a bike that small over any vast distances. We have larger, more comfortable, bikes to ride from one state to another. The baby Husqvarna's are fun. Super easy to ride, with a quick shifter that works both on the up shift and down shift. So far the only mods we have done are bar end mirrors. The stock mirrors are fairly useless. And the bar end mirrors just look right, especially on the Vitpilen. It seems Svartpilen means Black Arrow and Vitpilen means White Arrow. Really funny to me, it seems they named them after the color of the bike, the black bike and white bike.

Wow. That would be some pretty bad wheel bearings. Way back when I hopped on the wife's V11 for a ride and it scared me. The rear wheel bearings had failed and there was considerable play in the rear wheel, making it ride like it had rear wheel steering. I said to the wife "what the hell, why didn't you say something". But it had happened slow enough over time that she had just adapted to it and thought it was normal. Amazing what some people can adapt to. Sometimes it takes a fresh take on something.

Here's a stupid question. Why does the timing rotor have two locator holes in it? It only needs one hole for the dowl, the other hole would allow the timing rotor to be one rotation of the crank out. I assume that would be bad.

Suzuki already won a championship with Mir only winning one race. And he nearly won the title without winning any races. Marquez did have the pace to run with the leaders. But I am not sure he would have won if he hadn't blown the start. He would have had a shot at it for sure, but a sure thing? No. As it turned out, it was an enjoyable race to watch. And I was happy to see Bastianini win again. I just wish Aleix Espargaro could have done a little better on the Ape. Gotta root for the underdog.

Well, I tightened down the crank nut, cam nut, and oil pump nut. I used orange loctite on the crank nut and cam nut, and tightened them down to torque, or slightly over. I am a little heavy sometimes on torque. I used red loctite on the oil pump nut, and tightened it down to 16 ft/lbs (22 nm). That seems barely tight after the other two. Sometimes I get overly paranoid about things coming loose inside an engine, way back when I was young I wrecked a motor by not properly tightening the bolts that hold the cam to the cam sprocket. On the test ride I wondered what that ticking was. It stopped ticking before I made it back. I have spun the motor over by hand a few times and nothing seemed to hit anything else. So that is good.

And it isn't always because they are cheap bastards......

The wife and I enjoy Steve playing banjo. He is actually quite good. His singing is OK, but he is a talented banjo player.

I don't know. I am more afraid of my table saw then that. But then, I am a better racer than a carpenter.

No knock sensor on any V11 I am aware of. So that functionality, retarding timing when running lower octane fuels, isn't possible. For cars or bikes that support that functionality, they have no idea what the octane of the fuel you just filled it up with. As I understand, it simply starts out with the timing where it was (100%) and pulls timing when it senses knock. It is purely reactionary. After pulling timing it will eventually try to put it back, pulling it again if knock is detected. It wants timing to be at 100%, the most advance it is programmed to use. But it will pull timing when knock is detected. Then it will try to put the timing back. The piggy-back ECUs used to be state of the art. That was a long time ago. Nowadays it is better to just use the right ECU with the right program. That said, we still have a Power Commander on the wife's V11. It has been there for near two decades. But even I am finally planning on removing it and simply loading the right map into the ECU and setting it up correctly. It ran well enough with the Power Commander, but as mentioned it is another failure point and it can always be better.

With the level the Honda is at this year (it is one of the better bikes, finally) it seems that if he can't go well at COTA he can't go well anywhere. He should do well. But Pol has been as fast or faster on this new Honda. Marc may find his biggest competition is from his teammate.

I do like flatslides, but I don't get going backwards. They are a great step forwards on most carbed bikes. But from fuel injection they are a step backwards. Good luck.

For riding I like these. https://www.aerostich.com/clothing/bottoms/jeans-pants/aerostich-protekt-jeans.html Or I wear the pants that are part of the Aerostitch suit I have. They pull over the regular pants I am wearing.

Fixed it for you.....

I am really happy that Aleix Espargaro won on the Aprilia. He has worked so hard on that program. That it is both their first win in MotoGP and his first win an a world championship race makes it even better. Add to that he is now leading the points, wow. The Marquez story was a poor idea of an April fools day joke. It was not a legit story, just an April fools day joke that was in really bad taste. I would not be surprised to see Marquez retire, but that the joke is actually a believable story makes it even worse, not better. As to MotoGP without Marquez, I don't think it has been better racing since they switched to fourstrokes than it is right now. When a tiny little team like Aprilia can win a race and lead the points, anything can happen in MotoGP right now. I am enjoying it, with or without Marquez.

Thank you both. I see extra deep sockets on the internet, but unable to source locally. So it looks like I will have to buy off the internet and wait for it. Thanks again.

Phil, I only quoted you to catch your attention because you have done this and know what you are doing. I am still hoping someone has the torque specs for the cam shaft nut and the crank shaft nut. But after taking it apart I am realizing I don't have a tool that can reach the crank shaft nut. What did you, or anyone else, use to remove that nut and reinstall it on the gear? That is a long reach for a 32mm / inch and a quarter nut. My normal deep sockets won't reach that far. I will look to see what I can find for sale, but I wonder if there is a special tool required for that nut. I could possibly make a special tool if required, but looking for input from you and others. Thanks in advance. Michael

I have not studied Marquez's big crash like Phil and others have. I saw video of it, but based on past personal history I don't pay too much attention to crashes like that. But it seemed clear he lost the rear end going into the corner. If that is true, the traction control electronics really had nothing to do with the crash. The only electronics that might have been involved are the electronics that control the clutch and throttle under deceleration. More likely a crash like that is rider error and bike setup. But whatever caused the crash, it was clear that some teams were severely disadvantaged by Michelins decision to bring a different tire than they tested with, while other teams benefited from that decision. That is the nature of a spec tire series, and changes to the spec tire provided will advantage some teams and disadvantage others. A spec tire series (while I believe is a mistake) needs to have consistency in the tire spec. Teams spend massive amounts of money to get the bike to work with the spec tire. Riders spend a lot of time and take a fair amount of risk honing the skills to work with the spec tire. And all that money, all that effort, can be thrown away if the tire supplier brings a different tire to a race. The teams spent time at a test, they spent money, and the riders risked their health and safety. And all that was thrown out the window because Michelin decided to bring a different tire. Whether they told the teams they were going to do this or not doesn't change the fact that this decision wasted all the effort and money spent leading up to the race and turned the race into a lottery. Some won in that lottery and others lost. It is supposed to be racing, not a lottery.

The stock upper triple clamp for a 2000 V11 Sport has bosses in it where the handle bar clamps would be if it was a version that used a handle bar instead of clip ons, as I recall. My wife also has a 2000 V11 Sport that originally came with clip ons. I actually bought the Billy-Bob (Billabio) stock handle bars and handle bar clamps, drilled out the bosses in the stock top triple clamp, and installed the Billy-Bob handle bars on her V11. If you are afraid of drilling out the stock triple clamp you could likely buy a set of triple clamps from a handle bar equipped version of V11. But be careful, as recent discussions indicate that there may be two different versions of triple clamp with two different offsets. It seems the early V11 may have a set of triple clamps with more offset, which results in less trail. While having less offset and more trail may be a good thing, it would mean that a top triple clamp with less offset would have to be matched with a bottom triple clamp with less offset. Or if you just drill out the stock triple clamp you already have you don't have to open that can of worms. As long as the bars aren't too high you should be able to make the cables and brake lines work. But if it is an issue you can always buy cables or brake lines for a version of V11 that had higher bars, like the aforementioned Billy-Bob or a Lemans.

Sounds like a plan. Good on you for taking the lead with this and putting your own money on the line. Not everyone would do that. Thanks.

Any chance someone on here has the torque specs for the other bolts/nuts? I am finally getting round to installing a set of Joe's gears, and want to make sure I properly torque it putting it back together. I assume everything gets loctite as well. I don't have any Green loctite, just the standard Blue or Red. Does it need Green? Green sounds similar to Red.