Scud

I think I see the vented clutch cover.

Anyone with a Scura AND a Greenie would be insufferable.

I left my Scura exhaust stock. It is heavy and stealthy. The carbon fiber cans make it look light, but it is not. My Greenie has the FBF crossover and the Factory Titanium exhaust. I bet it's more than a 10 pound savings compared to stock system, and it sounds glorious. The FBF crossover (which has no tab for the support bracket) is a lovely piece of work and very lightweight. I hear they are prone to cracking though, so the stock crossover is held in reserve. I enjoy having one bike tuned stock, and the other modified. I recently emptied a large mandrel (Docc's orders) so I could get 2 free mental horsepower by belling the Greenie's airbox intakes. Belling will be at next "tank-off." Air intake is another easy place to look before any mods to the cams/heads. My Ducati engine has more "soul" than a Triumph engine, but not quite as much as the Moto Guzzi engine. The Duc is not underpowered.

What a cool bike. I'm stoked that you've got her ready to run - and you tried some new things, like steering head bearings - first time is always the most difficult, then you say: "That's what I was afraid of doing? No big deal." That should be a lot fun. especially with that change in gearing. No clearance issues with smaller sprocket up front? Does that bike have rubber chain sliders on the swingarm or frame?

I think I'm not going to be feeling the love when she needs new cam drive belts (recommended new belts every 12,000 miles). There's a lot of crap in the way before you can get to those (on right side of bike, and not pictured). I like the cam chain in the V11 - or better yet, the gears in earlier Guzzi engines. The Duc is leaking some coolant - so she's gonna sit and wait for new hoses. Doc - I'm pretty sure I have some of those special pinch bolts in a spare driveshaft - or at least I could pull one out of the champagne LeMans for you. You just need one? Is that all that's keeping her down right now?

Well... it's so cold here today that my orchid tree is blooming. I made the Champagne LeMans watch while the Ducati ST3 got some love - and a probable buyer came to inspect the K75s. Seems the wee brick might have a new home at the start of February when the guy comes back with cash. I guess it's my job to wear out the tires as much as possible before then. Here are some observations about the ST3 compared to the V11: I like the steel gas tank with the rear hinge and the little prop-bar. It's like opening the hood on a car... and the air filter is right there, super-easy compared to accessing the air filter on the V11. New chain and sprockets... Gosh, over $200 for all that - but I got quality stuff, like DID gold chain and steel sprockets. It's cool to be able to change the drive ratio - which is exceptionally difficult with a shaft drive bike. Hopefully that will last for 20,000 miles. A bevel box might be heavy, but they are generally durable and inexpensive to operate. Clutch - this ST3 has a dry clutch, which I was able to inspect after removing 4 small hex bolts and a cover - compared to a whole day to look at the V11 clutch. Of course, with a vented cover, you can inspect the clutch any time you want. But then it makes weird noises... oh yeah... I'll probably have to get a vented cover. Fairing - 6 peices - a fair bit more work than removing a V11 LeMans fairing. I bought a set of new stainless bolts and well nuts for the complete fairing and dash... I think it's about a pound and a half. That ought to hold it on. Sidestand = bracket, stand, spring. That's it. What were they thinking? You need way more parts to make a decent sidestand. I'm liking the Duc. I might miss the wee brick a little, but as a the brick's likely new owner said: "that's a helluva consolation prize."

I learned the hard way on those button bolts - heat first. If you destroy one, drilling out the head introduces enough heat to soften the loctite. It's a good idea to use new bolts (and loctite) every time you install rotors. Those bolt have an important job to do and they should stay put for many miles.

No pics today. But did enjoy a lovely romp on the Scura through very narrow roads with what passes for winter here - it's sort of like a long autumn in the lower-elevation mountains. I rode through some areas that were badly burned. We're about to get some rain, and the fire-ravaged areas are going to be mess with run-off and landslides. Still... I don't miss living in Rochester, NY where I was born. I know what winter is, and y'all can have it. Greenie needs a ride...

When the new springs come in, I'll put one in the greenie and take a closer look. While the majority of the transmission is the same for the whole V11 series, I have personally seen 4 variations in the pre-selector: 2000 Red-Frame (my Greenie) - the preselector gears are cut-through in places and have teeth only about 270 degrees. 2002 First year of black frame (my Scura) - the preselector gears are solid and have 360-degree gears (many of which never get engaged). this one had the too-large boss, which caused spring-binding 2003 with internal fuel pump (my red LeMans) - same as the 2002, but now with smaller boss. Also has the second eccentric adjuster, where the earlier models had only fixed pins. 2004 (a spare tranny from a parted Nero Corsa that mysteriously arrived at my house one day) - this preselector was the same as the 2003, but added the "banana" reinforcement plate. I installed this one on the LeMans, which is off enjoying Arizona with her new owner. So... with all those changes, Moto Guzzi must have been trying to solve some sort of problem. Has Chuck finally solved it? Only time and aggressive shifting will tell. I'm trying to do my part. Maybe we can make that five variations Scud.My greenie has the early selector gears and small dia selector pawl boss,the late spring, the banana link and double eccentric black cover. Once I have the Chuck/Scud spring I've got it all covered:) Ciao Ha - but yours is all custom. I was trying to describe the factory variations. Yet, I think you still don't have the groovy roller bearing on the detent arm to replace the solid disc. Just got back from another lovely 100 miles of steep and twisty. I like how she's shifting.

When the new springs come in, I'll put one in the greenie and take a closer look. While the majority of the transmission is the same for the whole V11 series, I have personally seen 4 variations in the pre-selector: 2000 Red-Frame (my Greenie) - the preselector gears are cut-through in places and have teeth only about 270 degrees. 2002 First year of black frame (my Scura) - the preselector gears are solid and have 360-degree gears (many of which never get engaged). this one had the too-large boss, which caused spring-binding 2003 with internal fuel pump (my red LeMans) - same as the 2002, but now with smaller boss. Also has the second eccentric adjuster, where the earlier models had only fixed pins. 2004 (a spare tranny from a parted Nero Corsa that mysteriously arrived at my house one day) - this preselector was the same as the 2003, but added the "banana" reinforcement plate. I installed this one on the LeMans, which is off enjoying Arizona with her new owner. So... with all those changes, Moto Guzzi must have been trying to solve some sort of problem. Has Chuck finally solved it? Only time and aggressive shifting will tell. I'm trying to do my part.

I had an intermittent neutral light recently, but I rarely if ever leave it running with sidestand down - so did't notice any stalling. However, I sprayed the switch and connector with Deoxit and made sure it the wire terminal was making good, firm contact on the switch. No problems since. I have not replaced the switch, but I have a functioning used one here if you need it.

Good stuff, guys. I ordered 100 springs - should take about 2 weeks. Spring installation party at my house.

Not to Like: Potential hassle with dealer (based on some prior reports) Fuzzy paint on the driveline Probably original aluminum flywheel Oversized boss on shift pawl arm Undersprung up front if you weigh more than 165 lbs Repaint Hacked windscreen On the other hand: Ohlins shock, forks, and damper Titanium kit racing exhaust and high-hangers Low miles Looks to be complete A few nice, small mods (LED signals, bar-en mirrors, fender eliminator) It's still a Scura

Aren't the valve springs one of the main limiting factors for redline? You didn't mention any work to the heads in your post.

Don't hold your breath; that's a long-shot over a flying pig on a cold day in hell. Seriously though... does anybody know a place in US that would make a mold and produce a few of those? I was thinking that I would like a shorter version that sits close to flush with the tank and fuel door. It would be nice to replace the NLA rubber pad on any bike with external fuel pump - plus it would make a tank-bag more stable. And think of the weight savings...

I think that's right, Docc. Only the red-frames can have a "Go-Winkie" by using the electric petcock plug after installing a manual petcock. The 2002 bikes do not have a plug for the electric petcock - they came originally with manual petcocks.

I wish I had measured the spring on the Greenie's transmission when I had it apart. Perhaps they used thinner wire (with more flexibility) - then switched to thicker wire in 2002? Just idle speculation. If memory serves me, the Scura has broken 2 springs in about 15,000 miles. I have only put 2,000 on the Greenie, which is coming up on 7,000 total. I did not replace the springs when I had it apart to reseal the transmission, so it will be interesting to see how long it lasts. But back to the Scura, our current "test platform." I believe it now shifts better than ever, having enjoyed a spirited romp today (although it was sad to see the damage caused by the recent "Lilac Fire"). But I have not isolated the variables; I made three changes at the same time: 1) the new spring 2) a used pawl arm with the smaller diameter boss, and 3) resurfaced an area to remove a groove and polished it where the short arm touches. The shifting just seems more crisp and neutral is very easy to find.

I originally thought the pull spring would be the best too - but I am now convinced that there was a design flaw in the original spring. This thread got pretty long, but the essence is that the original spring fails because of two problems: the short arm has a hook/tab bent at a sharp 90-degrees, and should have a more gentle radius (so the short arm snaps where it was bent) the whole spring is forced to travel more than its safe limit - so it breaks on the coil (this problem is even worse with the 2002 bikes that have a too-big boss for the coil, which causes it to bind on downshifts) Chuck's design addresses both of the above flaws, plus it extends the short arm a bit to further reduce the risk of over-travel. It uses a thinner wire with an extra coil - so it will bend, not break. Plus it provides more even pressure on upshifts and downshifts (compared to the original spring, which has very little pressure on upshifts). I'll go test the spring a little more today - I think the Scura knows her way to some steep and twisty roads.

Oh yeah... there's the 2-valve vs. 4-valve per cylinder issue - and the mandatory roller conversion for the early 4-valve heads.

You snowed in? Bummer. Chuck's also spent some money, and has invested the most time. I appreciate the offer, but I think the next expense will be under $500 and I can absorb it in my "PlayPal" account. I'll try to figure out a price that will allow me to send some $$ to Chuck, the forum, and have a little beer money left over. Ideally, one person in each of a few countries could buy a few and supply them to others via local post. But it's going to be at least a month till we need to worry about distribution. Meanwhile, I get to feel special - having the only V11 in the world with the new spring.

The ST3 has a cast Brembo wheel, manufactured about the same time as the cast Brembo wheels for the V11. The Ducati "adds lightness" to the unsprung weight in the rear in a few other places, compared to V11, such as a hollow rear axle. And the Ducati's simple swingarm must be half the weight of the V11. Ducati claim a dry weight of 215 kilos (472 pounds) for the whole bike. The difference to the total weight of a V11 LeMans (226 kilos / 498 pounds) is about the weight of the final drive. I assume the bags and racks are included in the Ducati's dry weight, but I don't know for sure. The S versions (ST3s, ST4s) have lighter, Marchesini, wheels. So anyway - yeah I expected that Ducati wheel to be a lot lighter. But clearing up false assumptions is part of why we measure stuff, right?

Yup - that includes a brake rotor and a new steel sprocket. The caliper and brackets on both bikes probably weigh about the same, but the bracket is a bit smaller on Ducati (and easier to install... and the bleeder is on the top.)

While installing new chain and sprockets on my Ducati ST3, I thought I'd weigh the rear wheel. With at least 50% left on a 180/55-17 tire it comes in at 33.1 pounds - which is about 2 pounds less than Docc's V11 wheel with a 160/60-17 tire. So the V11 rear wheel itself doesn't seem excessively heavy. Of course, the Duc only needs to count, as unsprung weight, 1/2 the weight of the chain and 1/2 of what appears to be a much lighter swingarm than the V11.

A few mores miles (to pick up a chain tool so I could install a new chain on the Ducati). It might be my imagination, or wishful thinking, but maybe, just maybe, the shifting has improved a bit and neutral can be found more easily and consistently.

No need to "reserve" springs. I'll probably buy at least 100 of them to get a good unit price.