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This was posted on a another thread (thanks sign216 and footgoose!), but deserves a place here. Luciano Marabese's original monoposto V11 Sport still with 5 speed gearbox:

Docc, The issue of disappearing photos is that early in the development of V11 Lemans, they didn't host the photos themselves. They merely displayed photos that were hosted on other websites. This saved on the data V11Lemans had to carry, and made it easier for the site overall. The downside is that when a hosting website (like Flickr, photobucket, etc) has a lapse (user account is lost, site shuts down, etc) then the pic is off the web and off V11Lemans. It looks like currently V11Lemans is hosting the photos themselves, so the "disappearing photos" issue should stop for the new stuff. As an aside, I'm the webmaster for the Italian Motorcycle Owner's Club (IMOC) https://www.imoc.website/ Joe

I have a 2015 Norge 8V. It is an excellent road burner. The 8 valve engine is a marvel. Mine is bone stock except for a Beetle map, which made a huge difference in engine smoothness and throttle response, Guzzi top case, and a Throttlemeister- throttle lock. Anyone with an 8V Norge should have Beetle's map!!! It is a comfortable bike and the weather protection is very good. The early 8 valves had flat tappets which self destruct. From mid 2012 on the 1200 8v has roller tappets which many call the "rollerized" engine. This is the one to get as the valve train has proven to be bullet proof. Stay with 2013 and above and all is good. Used Norge's are a real bargain. I am glad I like mine because it would make me cry to sell it for the little they go for nowadays. A flat tappet motor with super low miles could be an option if bought cheaply as roller conversion packages are still available. I am happy to answer any questions.

Condition your new battery first before looking for other issues. Get an approved charger and cycle it a few times (search for Docc’s thread about battery conditioning).

So, coming home from a week entry level hiking in Switzerland I found the recently ordered phase sensor at my door. While I was so sure it would finally cure the heavy stumbling and missfiring which the bike had developed over the last 4 weeks - it did not. Also I have to correct what I wrote about the Hall sensor. While it's true that Hall sensors are prone to ageing and that they're sensitive to heat, it is not true that the sensor here is of this type. Instead it's just a plain cheap inductive device. Hall sensors always have three contacts, inductive ones sometimes too. On the picture you can see the coil holder with coil and core, the cable ends and the magnet. The sensor shown above most probably was still good, allthough the magnetism of the replacement is remarkably stronger (will it collect any debris even quicker now?). For the positive side: the inductive type should be rather robust, no ageing electronics inside. The negative one: at this point I still had no solution for the problems. In fact, as soon as the engine had warmed up, from 3000 upwards the tach needle again started waving, with the engine again producing the same enervating bucking as before. The ECU at 3000 clearly got kicked out of sync. Long story short: the problem were the cheap silicone connectors on the inner spark plugs which I had installed also 4 weeks ago. As the outer ones (this engine has dual plugs) have the standard 5kOhm connectors, electrically/theoretically (or v/v) this should have worked. That it obviously did not might be due to the fact that these shitty aftermarket caps are so cheaply designed that they don't securely contact the plug. The resulting firing then induces enough noise into the signal cabel to screw the ECU. Theoretically. Anyway, solid connectors now and all is fine.

Thanks docc. I wanted this book some time ago and it slipped my mind (as so many things do). I just ordered the 3rd edition, which claims to catch up on modern models. We shall see. I would like to know more of the V11 concept drama from inception to early models. As well as where is this prototype? Industry Reviews (3rd ed) This latest edition brings us bang up to date with the inclusion of the V85 concept seen in Milan in 2017. This is not a model-by-model exposition of the marque but is presented in the form of chapters representing either an era or an iconic model from the Mandello factory. Thus, the author covers the early days, racing success, the V7 and derivatives, while the Le mans and the Dr John machines get a chapter each. There is a wealth of information here for anyone interested in Moto Guzzi. The financial state of the company as it went from owner to owner and the story of the V8 racer are especially interesting. I was surprised by how many historical nuggets were to be found and there are plenty of pictures. This would make a grand gift for anyone who has recently acquired a Guzzi. Ot treat yourself. - Gambalunga. It is an excellent read and bang up to date, covering the still to be released V85 Adventure bike and with features on models and production details from 1921 to 2018. Virtually every question you could have about Guzzi's is answered. Whatever model you own you will enjoy this book. -Guzzi Parlante. As with all of their updates of older marque histories they have taken the original work first published in 1998 and modernised it, improving pictures and text where necessary without destroying the original factual tome. Just short of 300 pages it brings the story up to date and include all of this year's models. All the history is documented in the well-laid out and heavily illustrated pages, including information on their racing success during the 1930s, and then the 1950s when they dominated 250 and 350cc Grand Prix racing. Given the time span between the various updates, I would recommend any Guzzi aficionado to get a copy of this latest work in order to be ready to celebrate their centennial in a few years' time. - Ian Kerr. This book hits the coffee table with a real thud, and in it Ian Falloon successfully takes on the ominous task of telling the entire story of Moto Guzzi from its beginnings in 1921 right up to the present day. - Old Bike Mart. I yield my time back to the good gentlemen posting Guzzi girl pics

Docc and Footgoose, Sadly, I no have additional info on that prototype. Joe

I doubt that would result in any pleasure. No, but I did find a nasty crack in my mistral cross-over, right before the lambda. Must have stressed it due to dropping the bike on it’s silencers all those times! I guess the bike must’ve been over-fuelling? Compensating for false air readings? Anyhoo, i dug out the oe crossover and now i literally am getting 20% ish more mileage! Hooray! Also the bike sounds more ‘growly’ for some reason so it’s a win win situation. No wonder i was having such difficulty tuning the bike to run well...

I had an '08 (2vpc) and loved it. Rode it all over Florida and also up to Nova Scotia and back with an 09 Norge (also 2vpc) and 3 Harleys. Both Norges consistently got better mpg and were so much easier to handle going thru the mountains (BRP), and tight parking lots, never burned a drop of oil in 5 thousand miles. More than i can say about the Harleys. Only sold mine in a fit of depression after a shoulder surgery and doctors orders not to ride for 6-8 months. Two weeks after I sold the bike I was cleared to start riding again. Kicked myself for selling that bike! Recently bought a Breva 1200 Sport which is basically a naked Norge and really like it. But i still think another Norge is in my future. The 2vpc have plenty of power. I can't wait to try an 8v. You cant go wrong with either. Hope this helps

Seems your V11 is not charging. You can begin by making sure you have High Current Relays: Make sure the regulator case is grounded to the engine, and the main ground at the right rear of the gearbox is clean and tight. Tighten clean, "treat" battery terminals. Caig DeOxit is electrical liquid magic! If still no charge (check your voltage while running at idle at at "some rpm"), expect something like 14.2 volts, no less than 13.8v. No charging? Inspect the two yellow wires that exit the stator under the "alternator cover" or consider replacing the regulator.

You bought a vintage Yugo?

Corresponded with Fast Bike Industries, and seem like some knowledgable and nice guys. Their rear shock rebuild service is $160, which I think is a great deal.

Ooo well that was lovely. Only got sprinkled on for about 5 minutes too. Damn but the sound of those cans on the overrun.... Bike running like a watch🙂

me too, sans grumble....

Went for a romp up Mount Palomar.

Cheers fellas- i couldn’t think of an alternative bike that appealed as much as the v11! I have my dream bike, and i rode it today. x

Could be worse. Somebody (I'm not namin' names, but his initials are S-c-u-d) could be posting pictures taken today from some luscious SoCal valley. Notice how the Aussies and Kiwis are being really quiet about this sort of thing . . . lest ye provoke an ice-bound V11er with his spanners frozen to a 2-stroke Yammie . . .

My '08 Norge is the most "modern" bike I have owned or rode in many years. Prior to that I had a '95 Suzuki RF900 which I felt was very smooth and plenty enough go power. But pretty much your basic rice rocket, liquid cooled in line four with carbs. When I first purchased my '03 Haga Replica Aprilia, I discovered how much suspension and engine technology had advanced. With the Olins suspension I was riding on air and the power from the V-twin would pull like a freight train and all the way well past the 160 MPH mark which was plenty fast enough for me. Several friends with 750 crotch rockets begged to ride it so we switched rides. Sure it was impressive to see the tach needle jump past 14,000 RPM, but the fours just felt "buzzy" to me and I really missed the torque and grunt coming out of sweepers and turns. The Norge has plenty enough gadgets for me, ABS and electronic hand warmers, only used on the trip to Canada, and they certainly are not building the new bikes to be worked on by their owners. I enjoy seeing the advancements in technology but is it all really necessary. At some point in time those relays and sensors will need to be repaired or replaced. And like Chuck says, will they still be obtainable. Look at the problems we have just finding the proper relays, switches, etc. for our old tractors. I ride to get away from all the techno gadgets.

>click on image"zoom"copy imagepaste

Here's a pic of what I found in the sump of my engine in 2009. Not in the mesh, though. Looked it up: the ends of what is called "gudgeon pin retainer".