Leaderboard

Transition period ? That's funny . M/G is a transition period .

So, my guard damage and a little comparo... My lay down produced a scraped plug cap and bent plug tip. did not crack the plug. I have read the beefier the guard the better chance of head damage. This is my only first hand experience and fortunately the outcome was 100% positive. The guard did exactly as requested. I also used stainless bolts for this area thinking, possibly mistakenly, they might sheer more easily. (and they look better). Top - stock. next - 'older' Joe Kenny. next - newer Joe Kenny. next - I forgot. and the round dosen't suit the square head as well imo. stock over my damaged JK older JK over new JK. note: the older version of JK is the nicest imo, but I don't believe they are being made now. Dr John used a similar fairly substantial guard, but he no doubt carried a spare head or two

Found the pads . EBC . Got it back together / bled with a lot of "rigging" , Phoenix bleeder and DOT 4 . I cleaned up the pins / stuff , then used cold galvanize spray on them . I forgot to use brake assembly lube …..Mmmm. I don't like aging . I used to remember EVERYTHING and knew where EVERYTHING was , so I didn't try to organize . You wanted a 3/8'' SAE nut . No problem , I would dig you one out of a pan somewhere . Now , where did I put that FUC#ING brake caliper ? Then , where did I put the FUC#ING brake pads ? And so it goes !

Owning a '17 939 Super Sport, as well as an EV and a Greenie, I'll just say that my Duc is best bike I've ever owned and have ever ridden. Nothing wrong with older bikes, nostalgia bikes, each has a place. But so far as braking, handling, power, agility, balance, comfort, and styling it beats all of them. Well OK, the Greenie is better looking and sounds better. I hope the Duc holds up but so far it's been pretty flawless (however, I am crossing my fingers if I have cooling leak, might go for extended warranty).

Ha, yes docc I lost track of the thread we were on,doh. I'd love to sit down with someone from the design team from the V11 era just to talk to them about the changes they made and the rationale behind them. I've experienced the different changes Ducati 2 valve and 4 valve belt driven twins go through over a long period and although they took one or two wrong turns those turns were always in search of improvements often based on what worked for racing. The overwhelming majority of Ducati evolution I saw was rational and easily understood and addressed known issues.Mostly it was about engineering and some was directed at broadening their customer base by making ownership and servicing easier and cheaper. With Guzzi they seemed to be stuck in a narrow furrow where they had their specific demographic and were to afraid to step outside it for fear of alienating them. Bit like BMW up till the K series bikes. A lot may well have been down to revolving door parent ownership of the company and lack of resources requiring them to stick to their little furrow. Being owned by an investment company for 5 or 6 years was the best thing that ever happened to Ducati. Ciao

No place for her to sit? Well, in a chair watching you ride by, of course!

While you wait for Pete, you could download the workshop manual and parts catalogue for your bike. They both have a section about the rear drive. http://www.thisoldtractor.com/moto_guzzi_misc.html Then you could look at some previous posts: https://www.v11lemans.com/forums/index.php?/topic/20168-rear-bevel-box/ https://www.v11lemans.com/forums/index.php?/topic/20765-rear-bearings-and-brake/&do=findComment&comment=240105 https://www.v11lemans.com/forums/index.php?/topic/19797-ring-pinion-gears/ https://www.v11lemans.com/forums/index.php?/topic/15908-rear-drive-seal/

Good call on the spares. I'll be keeping some on me, from now on. Sent from my SM-G960U using Tapatalk

I'm glad you did as well as you did . Keep us posted on any needed parts .

I have two bottles of Raybestos brake assy. fluid and didn't think about it until I turned out the lights …….. As far as torque procedures , my philosophy "it's tight enough for me". I have a 3/8'' click type , a 1/2" click type , a 1/2" dial type , a 1/2" digital type and a 3/4" click type . All Snap-On . The only time I use them is when I do something I think is critical . I would have torqued the head gasket on my air compressor when I reassembled it , but I couldn't get the torque wrench back there to reach it ! Being a bit lazy & anxious did not help my cause !

Yeah Phil - My 2002 Scura has the more substantial subframe elements as you described. Same with the 2002 LeMans I had. They are interchangeable with the 2003 and 2004 models. Definitely seems to be a transition period - and explains why the 2003 LeMans had internal fuel pumps, while the 2003 Sport models had the carryover external pumps and smaller tanks.

Further to previous reply (and docc's post above) - some great folks on here helped me out with a few things needed for left side of mine a few years ago ... some only asking for a few dollars + shipping cost - so in that same spirit I will offer a used right-side factory guard (in good condition) for whatever you would like to offer (or donate to this forum?) + shipping cost ... again PM me for picture or details. Those guards do work as intended! Gio

I learned to carry a spare spark plug and resister cap (actually a pair) in the monkey paw trap. Even shared them with an unlucky friend on a roadside out in the hilly countryside once . . .

Glad you're ok. What can you do when you get runover?

Good for you, good for the gear, and good for the head guards. Well designed ones are meant to be sacrificial. I've seen some that are *way* too sturdy and they break stuff. My biggest fear is getting hit from behind. Glad it worked out ok. Sort of.

I've seen several cases of what I call "afterthought engineering" on Guzzis. The Centauro was particularly bad about that. That's ok.. it's Guzzi. One of their endearing qualities is that you can tinker with them and make them better.

Mines the golden goose!, 02champagne v11 lemans

Unlucky fella. Glad you’re not too beaten up. Imagine the carnage if there wasn’t a jug-guard fitted... (I had a slide on the left side t’other year, so I have spare rhs silencers if applicable to your re-build needs).

Glad you're ok. Adrenalin feels so good though eh? You might consider these Joe Kenny guards https://www.ebay.com/itm/Moto-Guzzi-Square-Head-Guards-for-V11-Sport-and-more/352981220368?hash=item522f51fc10:g:-a4AAOSwUElcvGcp heavy duty, stick out a bit more. I have them on my bike and had a lay down this fall. Ground it off pretty good but rode home with 2 cylinders. I'll get to my other computer tomorrow and post a damage photo. Good luck with the prognosis.

That is amazing that the head guard worked as well as it did. I've never seen one that eaten away . . So glad to hear you, and your protective gear, got you out of this better than that head guard fared! whew!

That sucks, glad to hear you came out of it was well as you did.

Agreed. A sort of "knee-jerk" solutionism. Perhaps not actual engineering at all. Maybe just > changes to demonstrate response to the market <

The "triangular brace" (between the bottom of the SpineFrame and the top junction of the engine/gearbox) that went missing on the V11 is only fittable to the early Sports 1999-2001, but that is not the LongFrame "gearbox bracing." This is two tubes extending from the lowest tip of the frame side plates (from the lower subframe) forward to the back of the engine case. This cannot be added to the early Sports as there is no boss to attach the brace tubes to the engine. Look for the tube in this Scura image just above the exhaust:

I'm about to burst your bubble Scud and put this to bed forever and add to the data base. I have 2 second hand and one brand new (never seen fuel) later tanks and 1 brand new (never seen fuel) old style tanks and the original on my bike. I have just laid the tape measure on my original tank and brand new late tank and i can tell you they are dimensionally very different. I'll post some images with tape measures attached so we can align with your frame length images. My feeling is that you could fit an earlier tank to a later frame but not the other way around without losing steering lock. My bike now has the modified fwd mounts fitted which reduces my steering lock anyway and if I fit the later type tank I'd end up with pretty much zero lock.So comparatively you loose quite an amount of fork leg to tank clearance on full lock when you fit the later tank to the earlier frame and from my experience of my bike with std mounts I only had 5mm clearance tank to fork leg anyway on full lock. So ctr of aft mount bolt to fwd edge of tank....old style 620mm, new 660mm EDIT.....if you look at the front edge of the fwd mount you can see where the difference is. Note the extra length from the fwd tank mount forward edge to the fwd tank section where the tape is resting. It appears there is an extra 40mm here but the forward projections are about the same. I believe they have lengthened the top of the tank 40mm and moved the cap opening forward 20mm but the tank length overall is the same give or take. Note how in these images how the front forward projections seem to sweep back a lot more on the green tank than the grey later tank. This is in line with the overall length being roughly the same but the top face being extended forward to close the gap to the steering head around where the breather banjo is on the upper frame. Looks like scudd may be correct although I'd be interested to see if the later tank on the earlier frame limits the steering lock. As I said the later tank wont work with my new setup. Dont be fooled by the camera angle, centre of aft mount hole to ctr of cap, old tank 295mm, new tank style 315mm 315mm aft ctr mount hole to cap ctr. Once again camera angle. Fwd tank edge in the ctr(not the projecting sides) to cap ctr 315mm, old style tank 295mm Old style fwd ctr edge to cap ctr 295mm The dimensions from the back of the fwd mounts to the forward most edge of the tanks are virtually the same. So its like they sliced the ctr filler cap section out of the tank fwd and aft and added two 20mm plugs to lengthen it. One fwd and one aft of the filler cap. Just like when they stretch the fuselage of a heavy jet Full sized images are in my album. Ciao

And loud wives shatter lives!!

But a 937 Super Sport? Nice enough, but I'll take my V11 thank you very much. Speaking of the SS, I just looked up the 1977 900 Super Sport that a high school buddy bought brand new. I rode along with him on my TX650. Yeah, he was slumming. Lost contact and always wondered what he did with that SS. Googling up the '77 SS, I was rather shocked to see that mint examples go for $30-$50K? AYKM? Gotta look him up, and fast! https://www.motorcycleclassics.com/classic-italian-motorcycles/classic-ducati-motorcycles/1977-ducati-900ss-zmwz16mjzhur

No apparent rake changes. All V11 are 25º . . . Scud's frames: 610mm - 590mm = 20mm. Published wheelbases: 1490 - 1471 = 19mm. Looks like the change is actually all in the frame length. Scud! Well done!

Here is the SHORT red frame, measuring 59cm from shock tower to center of steering head. And here is LONG black frame, measuring 61cm at the same spots. Note how the oil breather is centered at about 53cm on both frames. The extra frame length is between the breather and the steering stem.

Sandals and socks,.. definetely not Italian :-) I suspect they were German. Sorry Luhbo ;-)