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A little gizmo arrived today as part of my long and somewhat meandering process to build an injector cleaning rig. It was like $22US on ebay delivered and allows you to operated the injectors on various pulse settings while you run some cleaning fluid through them. So cheap to buy it wasn't worth messing around making up something less capable myself. The next mission is to organise a small pressurised container of about a quart of fuel/cleaning solution mix. The side flow injectors shown are a bit of a PITA to clean because you need them fitted to a throttle body to feed the cleaning solution into them. I have an old single Ducati T/B I can use for that. The top flow injectors on the V11 are far easier. Just connect a hose from the pressurised source to the injector top and have the other connector blanked off and stick the injector in a container and away you go. I'll update as I go along. Ciao

This is where the thread transitions into a period of "radio silence" as SpineRaiders transit, revel, and return home. I absolutely love where these threads go after that when all the enthusiasm, excitement , and experiences get shared. Vivi il centesimo!

Where in GA? I'll be in Monroe next week so I can bring it down to you, I come from NC through Dillard, Commerce, Athens, then Monroe, so if that is not too far, I would be happy to help.

Cool...but I go to Seacoast Sport Cycle in Derry. They are a Guzzi/Ducati/Aprilia dealer... They do any heavy lifting that I can't or won't do to lack of spare time or lack of skill. I'm a big believer in feeding the dealership that carries your brand if it is boutique, like Guzzi in the US. Or, to a lesser extent, Ducati. I've used them for years, and they always make things right. They aren't cheap, but you get what you pay for. Sean is the master tech there, and knows Ducati and Guzzi like an encyclopedia. I asked him a few questions about the V11, he knew it all, even obscure things like the twin vs single plate clutches, and which V11s had them. He just did a major service on a mint Rosso Mandello, so someone in NH has one of those unicorns... Thankfully they are close to me, and they are always busy, with less than 10 bikes for sale when I last went a week ago. Most of the others had "sold" signs on them. The shop is also choking on work, they are crammed with service bikes out back and in the shop. "Never go to an empty restaurant.", so the saying goes. My Triumph Daytona gets major service (tires) done at a local motorcycle garage I know that also treats me well. The closest actual Triumph dealer is 2hrs from me, and they would have no idea what to do with an ancient ('95) machine like mine, so I don't even bother.

Docc doesn't mess around.

Ha ha Mate I was just thinking same before I saw your post!! I can't believe Doc's bike has 200,000 kays on it and looks like that! Mine has about half that and don't look that clean. A credit to you Doc Cheers Guzzler

I'm an hour away, see you in the morning, trailer was slick this morning...

Some guys have all the luck. The traditional Guzzi dealer in Seattle retired and closed shop. Unless his employees are now at the two dealers who opened several years later, the new dealerships are hipster types who place the V11 in the late Pleistocene era.

Well, I'm intruiged by all of the love that this bike gets on-line (I do know that there's a lot of KoolAid out there, and I try not to drink too much), and the 1100 DS engine in the one I rode was pretty good, and that version of the bike is relatively low tech, which I like. Completely different from anything I've ridden before. And I am not a hooligan! I'm an old man! The last time I popped a wheelie was on my Schwinn Stingray when I was kid. I rode the Hyper 1100 a second time, after knowing what to expect, and it was better, but still weird. Sort of like flying, rather than being in the bike. If I had a bike like that I would use it for commuting and riding around California, day trips to the mountains and the coast. Right now my V11 is off-line at a friend's shop and we are going through and sorting the bike, but it may be a few weeks still until she's back on the road, hence me looking around at bikes to ride. I have been riding Bobby D's old 850-T3 to work everyday, but with over 180k miles on the clock I don't want to push my luck. But then again, she always starts and runs pretty good for an old-timer: You can't keep a good Guzzi down!

What's the running joke?....While buying an air freshener hanger for your auto's mirror, counter person asks, "Make & model ??"....

Radio silence is delayed a bit in my case on account of this: I am not a mudder ... tho have been called now and then something that sounds like that. Hope to launch this morning sometime, but tomorrow will likely be a longer road day. There are worse things. Bill

On the injectors used on V11's and CARC bikes the o-rings are a standard Bosch injector seal. I just buy them from my local *Better* auto parts joint in Canberra. Just take the injector in and brandish it at the parts interpreter. If they gurn vacantly at you and ask "What's it out of!" Try to resist the temptation to bury your index finger down to the third knuckle in their eye socket, thank them, leave, and go and find a real parts shop where they pay decent enough wages that the staff don't spend half of them on clearasil and wet-wipes.

Unsprung weight?

This has been amongst my spares for years, is it the last one in existence?

Wow, your engine so so clean, docc! Very nice.

Moto Guzzi "Central Stand" (paddock stand): GU00979717

Some things are worth repeating. Nice, Dave!

Hi Kane & VTwinStorm, No longer have the Speed Trip 1050, sold it a couple of years ago, loved the bike, didn’t mind it’s bug eyed headlights, but I found it too easy to ride like a hooligan, and decided it would be a license looser sooner or later. I’d bought the Speed Trip when it was just a year old from a guy who’d just picked up a speeding ban I think my current favourite is the Griso 8V. Difficult to pick a favourite V11, I don’t feel any stronger attachment to any one particular V11, I genuinely enjoy riding the 1999 Greenie/Silver red frames as much as the Rosso Corsa. I don’t currently have any Triumphs, following many years of riding Hinckley Triumphs. I'm going to try a 1200 Scrambler to see how I find the big parallel twin. Did have a Hinckley Bonneville 865 a few years ago but couldn’t really gel with that bike, it just felt a bit too characterless, dare I say it even a little bland. I’ve yet to try the new 1200 Triumph Twins These are my 3 V11 Sports, and the MT01 tucked away behind them

I searched but didn't find much info - what spring rates are you guys running, when you upgrade your Marzocchi springs? I've seen references to 0.9 and 1.0 but no reference to rider weight. I measured my sag and have 1.5" of static (bike only) sag, and then 1 7/8" with me sitting on the bike. I want to get the front end in the right ballpark without spending much money on it because I'm honestly not sure how long I'll keep this bike - it may get replaced down the road with something more comfy for my wife to ride on back. Anyways I'm hoping to get the correct springs in there and maybe some heavier fork oil if that works to improve the damping in the Zokes? I'm about 180lbs without gear. I'll be buying an aftermarket shock rather than trying to make the stocker right. Thanks all.

Some people have no concept of the value of provenance Ciao

Not far out of the way, I can drop it, I come down 23, seems a short detour down 123 to get there, when is the package showing up? Driving down Wed and then back the following Monday.

As I remember, you didn't even give the Mighty Scura a second look. You could have had one of the best V11s in the country..

It looks like a handy gadget. I see that an injector cleaning kit is available to buy from China, but it appears that yours has better electrical control. A crude one I made for Scud is show here: https://www.v11lemans.com/forums/index.php?/topic/18805-brand-new-scura/&do=findComment&comment=215317 The Chinese kit has adapters for different injectors using spray can cleaners. https://m.aliexpress.com/item/1005001855410559.html?trace=wwwdetail2mobilesitedetail&spm=a2g0o.cart.0.0.48013c00GOr8LK&mp=1 I don't know if it allows back flushing, which I think is important.

I had a chance today to ride a 2009 Ducati Hypermotard 1100. The engine was great, very torquey! The bike was pretty fun to ride and handled really well, but the seating position made me feel like I was perched over the front wheel, like I was a masthead on a ship! It wasn’t bad or uncomfortable, but it was just weird compared to what I am used to. Maybe this becomes fine over time, but it’s different. How do people like this? Is it good once you get used to it?

(sorry for the drift Kane. This probably belongs in 'adv bikes' ...) I will have to agree with you. The biggest and best enduro single, and the closest thing. In the socal tapestry of on/off road availability I'm sure I'd own one by now. In my neck of the woods the "on road" percentage goes up considerably. I'm still dreaming for a twin. The Africa Twin is ridiculous huge. The orange 790 had promise but again, why so heavy? Not to mention KTM's "quirks". The closest thing to my fantasy at the moment is the Tenere 700. But, it's only a dozen pounds lighter than my FJ09 which has a three cyl "sister" motor to the 700's twin. The older I get the lighter I want. May have to settle....

Sheesh, Bill, that band of rain really lingered over your intended path of travel today. Looks like it has broken up enough now to be tolerable. Ride well! See you tomorrow!

Thank you....we've resorted to using Triumph's F/I O-rings on our Ducati's w/injector issues. Even come in two sizes....will have to check for fit.

I'd think .95s are available so it seems odd they went with a 1.0 in one leg and a .9 in the other. I'll check with Traxxion, sounds like they'll advise the 0.9s. I'll find the post regarding oil weight also. Thanks again.

Here it is, from respected member @O2 V11:

Your spring supplier should be able to spec the rate and the preload spacers for you. Traxxion Dynamics spec'd mine and nailed it perfectly. I have the earlier Sport without the LeMans faring and different (smaller) forks than yours, so my numbers probably don't contribute much. As for fork oil, these forks do not damp spectacularly and many have found lighter oil flows better through the valving. There was a very well crafted, recent post that spoke of selecting fork oil in centiStokes, rather than SAE "weight" which has tremendous variation and overlap between manufacturers.

There it is! I can't recall who made them and I seem to remember only one V11 even having one mounted. (Thanks for the kind comments on my>old<Sport. In fairness, that image was from before the 100,000/161k kays mark as I see the speedo angle drive from before the Speedhut clocks. Looking to add over 1,000 kays in the next few days. SpineRaid! )

Better.

A dry clutch, like a car

New Hampshire, you say? Cycle Gear in Manchester can get them, and mount and balance them. Or Pirellis, Dunlops, Michelin, etc.

That is an insightful consideration, J! The parts catalog only lists the "Injector Kit Complete" GU01530504, and the entire throttle body (x2) assembly complete with injectors (x2), mounting rail, with TPS: GU01112500

What about changing the O-rings ? Since the V's are air cooled, the heat flux can be a bit much for soft bits. Is there a part number for them?? J

Nice ride followed by a photo op.

I got a little last minute maintenance done today, I will load up tomorrow and stay in Lenoir City tomorrow night and be there bright and early Friday.

I don't ride a hypermotard, but I have two sets of wheels for my Husqvarna 701 Enduro. Both sets are 21 inch front and 18 inch rear, but I run TKC 80 tires for street use and aggressive knobby tires for dirt use. On the street, the bike wants a lot of weight up front, elbows up and out. I like riding this way, but I got used to it riding dirt bikes. I imagine it would feel weird if you haven't spent much time in the dirt. @footgoose I still think the 701 Enduro is as close as you can get to a "do it all" bike. Probably not the best touring bike, but they do offer a long-range version now with dual fuel tanks.

I have ridden three that I was considering for purchase. I was really hard pressed to find one about 2 years back. I only considered used because Ducati wants too much for anything new. A good friend said I should ride his 2015 FJ09 and after, I couldn't resist buying one. That ended my hypermotard pursuit. Oddly enough, I was online late last evening perusing the market once again. I was only eying the 821 11-degree Testastretta which is liquid-cooled, with wet clutch. 110hp and 400lb. Great reviews on this motor. The '09 1100 is the Multistrada engine, and air cooled and dry? clutch. Great motor as well. Riding I found them as you did, really fun and "perched" over the front wheel. I'm sure I would have got over it had I ridden it longer and fully accepted that it was a dirt bike built for the street. My interest started with a pursuit for the ideal lightweight, do it all, check all the boxes bike. "That" bike in my imagination is fighting a losing battle with physics, unfortunately. Gotta give up something, right? With the FJ I gave up the killer looks and added 60lb over the Duc. In return I got 5hp, comfort, the perch of a normal standard motorcycle, Japanese dependability, and low maintenance. If another 821 or 950 comes up for sale near me I'll be checking it out.

She started riding through me. I was racing motorcycles when we met, but I actually did not ride on the street (too dangerous). I raced Ducati's, then a Yamaha TZ250. We did a couple two up rides on a bike we borrowed from a friend. Then Buell came out with the Blast, she read about it in RoadRacing World magazine. She decided she wanted one, no pressure at all from me on that, I still did not own a streetbike. So we bought her a Blast, and I ended up buying a Buell X1. She rode the Blast for around a year, then decided she wanted a second bike that was faster. A friend owned a Guzzi Daytona, so she knew about Guzzi's. And the V11 Sport at the time came in the awesome green with the red frame, she really liked that. She was also interested in Triumph, the Speed Triple. So we did a test ride of those two, there was a dealer not too far away that sold both Guzzi and Triumph. In back to back riding, she liked the Guzzi better. So we bought her a V11 Sport, sadly we couldn't get the greenie, by that time there weren't any still available. But we found her a nice silver red frame V11 at a dealership a few hundred miles away. We rode down there two up and rode both bikes back. We took the scenic route back, up skyline drive. In the years since then, I bought the Daytona from my friend, as well as the first Griso sold in Maryland. We also picked up a V65 Lario, and sold the two Buells. I do wish I still had the X1, that was a great motorcycle when it ran.

Have to agree with Pete Roper about the 8V’s. Elsewhere on another forum I’ve just written a comparison between my Greenie, Griso 8V and Yamaha MT01. I love V11’s - I’ve currently got five of them, everything from a Greenie to a Rosso Corsa, but IMHO the Griso 8V raises the bar. When the 4V motor has run out of puff and fells revved out, the 8V just keeps on pulling & pulling; the Griso’s frame also feels rock solid, and when riding hard on a twisting B road the red frame starts to feel “edgy”, the Griso feels more planted. I can’t disagree that aesthetically there still isn’t much to challenge the cohesion of the V11s looks, but I’d encourage anyone to try a properly mapped 8V, as an old school air cooled V twin it’s about as good as it gets

Too late now for bbolesaz but for anyone else just make your own line when the Guzzi ones fail. Cheaper, and better quality and aesthetics. No it isn't hard to do. Ciao

Basically it can fall until it's below the level of the pick-up. Oil has three functions, to clean, to cool and to lubricate. As long as there is a supply it can do all three but the lower the volume the hotter it will run so the less well it will cool. The amount of contaminants in it will proportionally increase as the volume diminishes so it's like trying to wash yourself in dirty bath water. It will keep lubricating though to the bitter end. It's only when flow to the bearings is interrupted that chaos and destruction ensue! Of course the lower the level the greater the chance on a V11 of the pick-up being exposed under acceleration and if that happens? It's all over Red Rover! In a matter of seconds!

You know docc I've been having a conversation on another forum about such matters and the folly of the " as an owner I shouldn't have to get involved in any way shape or form with any of the technical matters concerning my bike" It's the manufacturers responsibility to take care of that and warranty. Well good luck with that I say. You may be very lucky but when it hits the fan at some point you'll pay the price of not at least having some reasonable familiarity with your bike or car in the technical sense. People actually think in the car and motorcycle world that skilled competent dealership mechanics are everywhere and it's just a matter of a quick phone call and a visit and your problems will be rectified. What I like about the people here is everyone takes it as a fact of ownership that you need to be technically aware of your machine. When I was young paying someone to work on your machinery wasn't really an option, who could afford that, so you developed skills and knowledge. Like pre ICE days when you relied on a horse to earn your living or for transport, most people couldn't afford a Vet so they learned how to care and husband the animal. Times it seems have sent people down a blind alley in some respects. Ciao

Dammit that's (again) a brilliant description from Pete. He should be paid full time from Moto Guzzi just for existing.

I have found a description in Guzziology that gives a description of the bottom end part of the system and have attached the accompanying pictures. I also located in an old post from 2006 from Pete Roper this description: So lets look at how oil gets to your bearings. Well, it starts off in the sump. In the case of the V11 'Broad Sump' motor the pick-up protrudes down to close to the bottom of the sump from above, through the gauze screen designed to take out the 'Big Lumps' should any suddenly appear! The pick-up goes more or less directly to the pump, this in itself is important because, and here is one of the most important things to remember when dealing with anything that is being pumped, THERE IS NO SUCH THING AS SUCK! The oil pump doesn't *SUCK* oil out of the sump, all it does is create a low pressure area within the pump body and the gas pressure within the crankcase will PUSH the oil up the pick-up and into the pump. Once the oil is through the pump it is then under pressure and being forced along mechanically but until it gets to the pump it is only being pushed by a fairly weedy sort of pressure. For this reason it is important to have as few impediments to flow as possible, that means a short, wide, gallery with as few bends as possible. While the pick-up on the V11's is quite nice and large the oil does have to turn through 90 degrees, twice, before it reaches the pump and the gallery in the block is no bigger than the earlier motors. Once the oil is through the pump and pressurised it is sent to the filter where the bits are strained out, (we hope!) the good news is that Guzzi motors are very clean and there isn't much inside them to wear or shed bits of 'emselves and load a filter up. Once filtered the oil then passes on to the oil pressure relief valve which is contained within the oil filter/thermostat housing bolted to the bottom of the block. The purpose of the relief valve is simply to prevent the oil pressure rising too high either when the oil is thick and cold and possibly at higher RPM. The oil itself has internal friction and if the pressure is too high it will both sap power and also try to spin the bearings. While the 'Ring' type main bearing inserts Guzzi uses are not prone to this and the back clearance of the shells to rods also seems to be pretty good a spun bearing is a rare thing in a Guzzi, or any other engine, nowadays but it can happen. Maintaining the correct oil pressure also means that the filter won't become over-pressurised, pop it's gasket or explode, which tends to be messy! After this the oil will pass over the thermostat which, when it gets hot enough, opens and allows the oil to pass through the cooler before going off for delivery to the bearings. From there on the oil simply has to get to the bearings and it does this through a series of galleries and pipework bolted on to the bottom of the block, essentially though it's very simple. After the thermostat the oil delivery is split. Some of it is sent to the front main bearing, some of it to the back. Both front and rear mains have a groove in the centre of the bearing face that allows some oil to circumnavigate these bearings and from there go on to the front and rear cam bearings. Also, above this groove, in the journal of the crank's front and rear main there is a hole drilled at a 45 degree angle in the crank itself that goes up to the crankpin. The crankpin itself is hollow and cross-drilled so that once the oil has filled the gallery in the pin it can flow out thrugh the big end bearings and out of the side clearance of the rods. The camshaft too has a gallery running down the centre of it and some, but not all, Guzzi cams have cross drillings to allow oil that is forced up the inside of the camshaft to spray out and feed various bits like cam followers with oil by splash, Some of the more aggressive aftermarket cams even have cross drillings in the cam lobes themelves. Finally oil travells up one further gallery to the top of the block above the front cam bearing where there are two drillings, one to take the oil pressure sender unit and the other one that takes the feed to the rocker gear in the cylinder heads.

Little update - got the deep socket yesterday. The timing gears are out and I'm going to start stripping the engine paint today. There's nothing like having a proper tool - and I'd be happy to loan it as needed. Yesterday I also received a nifty new fuel injector cleaner (also available for loan): I sent MartyNZ a pair of injector plugs from an old wiring harness and he made them into these fabulous injector cleaning kits. Nice long leads to attach to a battery (even if still on the bike), quick-connectors for the injector plug (so it can be used with other types of injectors) spray bottle adapters, clamps, etc. everything to make it super-easy on this first-timer (me). And here's the super-cool factor: a foot switch so you can hold the injector and spray bottle with two hands. And the super-super-cool factor: Marty put a light inside the wires - so it lights up when the injector is open. I probably over-cleaned the injectors just so I could watch it light up. Thanks Marty.