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What a nice V11! I wish the "general public" knew to come here to bring home the best V11 available. No need to be a stranger here, Antiquar! Lurk, laugh, post! And good luck placing her well . . .

Hello All, It is with sadness that I am selling my 2000 V11 Sport. It's a good bike. It is running well. I just don't ride it much these days and want to clear out some space, and not let it simply gather dust. It's just shy of 13K miles. It has a Roper sloppage pate installed. As well as an upgraded reg/rect unit. I've adjusted the acorn transmission nut and the transmission shifts without misses. Only issues are the Veglia tach indicates wildly and will need repair or replacement (was like this when I bought the bike), there's a leak from the transmission that drips onto the x-over, and the left bar end is loose and fastened with some friction tape inside the bar. I'd like to sell it to someone who knows about these bikes and won't chop it out or otherwise destroy it. Open to offers from people from this forum. The bike is in central Los Angeles. EDIT: Also includes a TPS breakout harness and rear stand.

if you have access to rafters, I have used ratchet straps to tie off above, and suspend the bike. also, if you've not done it, removing the fairing is easier than one might think. that puts it out of the way and safe.

Thanks Docc!

There are a couple distinctions that need to be made; First, between what is theoretically possible between a valve of a certain size, and an inlet opening of a certain size. Secondly, between what Mother Goose has built, and what is theoretically possible between the existing valve and existing inlet opening. On injected Guzzis, moving the port mouth is a huge undertaking, so we are realistically left modifying what's between the inlet and the valve. So no, there is no way to make a Guzzi (or 2-valve Ducati) flow as well a modern 2-valve automotive port, simply because the ports are not as straight. Laminar flow is a function of velocity and delta of direction; if the change of direction is too severe, flow separates and becomes turbulent. So because we can't move the ends of the port, we have very limited ability to reduce the severity of change of direction. I'll have to hunt in my data and see if I have a record of the stock cfm on my LeMans heads to compare with what's there now, and if somebody can come up with a stock V11 head data that would be interesting as well. The thing about cams is that they're a lot of labor to change, relative to heads, they're not cheap, and ultimately still suffer the limitations of the stock heads.

It is, yes. But I swapped the heads at around 150.000. The guides were worn out, also the camshaft and, most of all, the tappets. I don't think it made much difference performance wise, I'm maybe not that sensitive, but it developed substantial noise above 7500. The first time it's rather frightening when you suddenly rev into a massive valve clatter. Surprisingly it didn't do any damage to the valves or the pistons, although it very much sounded so.

I can say that porting SEEMS to have made a decent improvement in how the wife's bike runs. But I have no empirical data (dyno runs) to back it up. I have seen the ports in a Guzzi, and there is easy room for improvement. Just doing a basic 5 angle and cleaning up the ports, matching the ports to the manifolds and seat, can make a good improvement. I try to avoid using my experience as solid proof of the effectiveness of porting a Guzzi, mainly because while seat of the pants experience is 100% positive, I just don't have any good back to back dyno runs to support the claim. I did do dyno runs, but they weren't back to back and they weren't even on the same dyno and / or the same dyno operator. The results were substantial, but they are not scientifically verified. And I long ago lost the dyno chart results. So I tend to avoid quoting the results as fact. But seat of the pants the improvement was clearly noticeable. I seem to recall seeing where someone had cast the inside of a port in silicone, and it showed a fat spot right before the valve, where the port turned down into the valve opening. I could be wrong, but that isn't good port design. Changes in port size like that affect velocity, and that would likely reduce velocity right before the valve. I think in this case a good port job might actually fill the port and not enlarge it. Spending some time improving that area could yield substantial improvement. But even without that, just cleaning up the port as first mentioned should give a good increase in power.

A 1987 EX500A1 (GPz500S) that I bought from my BIL for $450 in 1999. He fell down at about 20mph in a paving area and never rode again. A few things straightened out and here she is. I put Progressive springs in the forks, tapered rollers in the steering head, jet kit/K&N, additional airbox snorkel, some well-made and long-lived Cobra F1 slipons and later on, a pair of WebCam 245 hard-weld cams. Dang near the ideal commuter bike, as it is quick enough to stay well ahead of traffic and the engine has a sweet spot at about 7K or 80mph/120kph. I know it will do 120mph. If it would do 121, I'd tell you. Actually a pretty roomy bike for 500cc, as the wheelbase is only 2" shorter than my Ballabio.

There's no shimming on the 6 speed shafts apparently. I think there is on 5 speeds though. End float is controlled by the ball bearings on the aft end. Ciao

still better than butcher it.