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Haha... I remember that exchange well, Phil. I think we both learned something new. We clarified that there were 3 configurations from the factory. Short frame with short tank (pad and external pump) - up to 2001 model year, will not accommodate later tank. Long frame with short tank (all 2002s and many 2003s) - will accommodate later tank. Long frame with long tank. (2003 LeMans, and all 2004 and later.

A Guzzi (and non Guzzi) ride out last Sunday. My silver V11 next to the Cali. The days are getting shorter, and fall is starting

I think I only saw one V11 Sport (aside from the one in the museum) this year. There was a nice LeMans in the swap meet area but I don't think it was actually for sale. And I didn't even get a picture of it. The weather was great, not as blistering hot as 2019, although the humidity was pretty stifling. Lots of people and it was a great time.

Thank you, Guzzimax. I bought a 100 year anniversary book on Guzzi, and no production numbers are listed. Unlike every Ian Falloon Ducati book I own... because I was also interested in production numbers for colors, years, etc. Black was not my first choice in color for the V11, but after finding nothing but clapped-out, high mileage, overpriced, abused examples of the breed locally...I expanded my search for the best V11 Sport I could find in the entire US. I found this one around 1200 miles away, and after a non smoking startup video...I paid over the phone and got her in 2 weeks. I would have loved a greenie V11 Sport, but I couldn't find one. That color really adds to the personality of the motorcycle. I think the Givi bikini fairing adds some balance to the front, really looks great and I'll be keeping it. Never could find production numbers anywhere...if anyone knows, I'd love to know. For the V11, with no actual sources, I hear around 5k bikes a year...but don't quote me on that, as it is hearsay. Love my burly V11. What a cracking motor!

The bump stop. It's what prevents damage to the shock internals when it bottoms out. You need to remove the spring and the eye end to replace it and removing the eye end is no joke even for a "shock expert". It involves heating the eye end to get it hot enough to to release the thread locker then a shaft holding tool, sometimes even in a shop press to hold the shock shaft to undo the eye end. I would cut a shallow groove around the perimeter of a new bumper that will accommodate an electrical tie wrap then cut it so you can spread it and slip it over the shaft and use the tie wrap to clamp it in place again. Ciao

That’s a very nice black red-framed V11. Here in the UK they’re rarer than hens teeth. I cannot remember ever seeing a black one here. A few silver ones, the odd greenie, but never black. I’d be interested to know the no’s of each color that were made. It looks terrific with that bikini fairing. Enjoy

289 Hi-Pos are K code cars Not sure but I think C code was 289 2 bbl

Well, I have given up on the 67 Convertible. Ok, more like my wife isn't happy with the progress. So it will be sold soon. But that doesn't mean there isn't a new project in the garage!

Yes, l woud be happy if an even better relay than the Omron shows up. Form A 4 pins was still available ? So 1 5pin woud do the job. I'm settled for life, meaning l have a few that coud leave the house, 1 at the time. Sorry, my relays woudn't be bargain, my order was like 250$ and 25% import dutys. Think, hoping most of the clan is all set. NOT trying to take advantage of the relay situation. D IPA TIME. ( anybody having a couple of MP Type 23 12V 40amp relays for my 1000S ? ) Cheers Tom Sent fra min SM-A525F via Tapatalk

I can almost smell the vapor of rosin core solder . . .

Those connectors aren't really suitable for a hose and clamp situation docc. The locking collar is quite high and a long way onto the projection so you've got a lot of hose to push onto the projection over the retaining collar section ( which would be hard unless you reduced it's dia a bit) and then a hose clamp at the end without a lot of room left. Too much on a delicate fitting. It seems they work ok if you know the technique for releasing them and make sure you support the fitting when removing and refitting the QR hose. People break them by using poor technique and being ham fisted. You can buy after market metal versions but they are expensive. ciao

Yep, that's him. I'll see if I can get a PM to leafman. He hasn't been active on WG for a long time. Thank, Docc..

Yes, I have fuel line and FI clamps... I didn't know if the red and white things would accept that kind of treatment!! I assume the quick release bit doesn't exert much pressure and I didn't want to crack some plastic that is: a) Italian in nature b) old.

He sent me a message one time, but I've cleaned out my PMs. Thanks for your effort Docc..

LeMans are always red. Just like red frames are always green.

I remember seeing a V11 LeMans in the museum, but not a Sport. Some legitimacy for us RedFrame Trash!

I sent Leafman on to bikeseamus a while back. Haven't hear one way or another whether he found Rosie's keeper..

The seat base has to be relieved for any changes. I have done this many times: Dremel, cut away the foam, reseal the seat base with RTV silicone or by attaching fitted plates of polyethylene or ABS sheet.

Seems doable Will the seat still fit? they run close to the base. Ciao

Yes docc. I was looking at the RE wiring diagram wondering about their relay load sharing as they use identical units however they only use 4 relays one of which is for accessories. The main difference is the fuel pump relay only does the fuel pump and the main relay supplies the fuel pump power and switch and the ecu. The coils are supplied via the ignition switch and kill switch directly and a fuse. That relieves a relay of the highest load from the coils, some 16 amps. The odd RE's exhibit mystery intermittent shut down for no apparent reason and I was wondering if they suffered from a relay that was loaded to the limit and therefore no headroom but it seems not. Maybe an overloaded ignition switch contact, if the contact is less than pristine from manufacture? Ciao

Of course one solution is to add another dedicated relay for the coils or fuel pump. Should be room. Ciao

Thanks docc. I re read my old post and managed to confuse even myself. Ciao

The later in tank pump tank is a sensible mod and one I wanted to do myself but I found it won't fit a short frame bike without the forks hitting the tank. Others disagreed somehow and reckoned it was "no issue". I never found out how it was "no issue" The advantage of the in tank pump is it's a whole lot neater for the injector hosing and far more "integrated". The downside is the loss of the Chin Pad "character". it's quite a bit longer around 60mm from memory and all forward of the front mount to fill in the extra gap created by the frame extension behind the steering head. I posted images and figure a while back. Ciao

I'm a believer in an assembly of the correct parts makes the designated model. I'm not one of the "it must have matching numbers" people so assembling a bike from parts is fine by me it's just in this case being neither fish nor fowl could cause it to have a lesser value which wouldn't be fair to an unwitting buyer. BTW here's my latest "non greenie" addition thanks to KINDOY2. My bike doesn't know what the hell it is.

My "sedate" black frame burgundy has the vibey clip-on's , and I even crank up the steering damper at higher freeway speeds. I guess I'm becoming the old fart "poser" ( until I get to roads I know)...😅

This gorgeous champagne LeMans looks entirely capable of making the next (Eighteenth!) South'n SpineRaid in Tellico Plains, Tennessee, from "Southwest Ohio", @witttom . . . (Weekend After Labor Day/Get There/Bring Tools.)

That is your wake up call. I have a medical condition called "deaf as a post." Hearing loss *is* cumulative. The early onset of tinnitus is a red flag saying what you are doing is too loud for too long. It caused *some* hearing damage. If you keep it up, the tinnitus never goes away. Trust me on this.. your hearing will continue to degrade over time, too. Wear hearing protection on a bike. Always. It's not the mechanical or exhaust, it's the roar of wind that does it. Years of industrial noise, motorcycles, airplanes, loud music, shooting, have done it for me. The good news is my latest pair of hearing aides are awesome. They bluetooth to my phone, TV, etc. I can actually hear again, and don't have to nod and smile a lot.. As good a "normal" hearing? No. Make that Hell no. Ok, off the soapbox.

I wear earplugs with ATGATT.

Finally, an update. It has been about 3 hours since I got to actually ride the V11, and I haven't come down yet. Oh my word, what a machine. She's a bit unrefined, but still...dignified and graceful. I confirmed before setting off all the lights, horn, brakes, etc. all were functional. No smoke on startup again, no terrifying and expensive noises within the sump telling me to replace bottom end bearings...just the normal V11 noises I'm told to expect. Again, hold the clutch in...rattle, rattle, rattle...Love it. There were a few idle surges while things warmed up for 5 mins or so before I set off. While riding, I confirmed the speedo and odo BOTH work...simultaneously...on the same V11...and the ODO reset knob is still present and works. One less thing, right? I arrived on a 900SS, a stark contrast to the V11. I don't have to address the elephant in the room, the style of the V11. She is sexy and elegant. Enough said. The ergos on the V11 are more standard than sport, in spite of the clip-ons. Lots of vibration through the grips at nearly all RPM (hands got numb after 20 mins. I have to address this), I got zero vibration through the stock footpegs, which is exactly opposite of what I was told to expect. Strange. The saddle was very wide but firm and comfy. I expected to be punished with the stock saddle, but I was pleasantly surprised! AF1 Racing in Austin, Tx. got me a NOS black seat cowl and all the fasteners and washers (still waiting to be shipped to me when the fasteners arrive). I am waiting on the cowl "moon" pad from a gent in Italy. No rush, as I won't ride her again until Spring of 2022. The gearbox was BUTTER! Click-click-click...effortless shifting, just effortless. I was beside myself in the refinement of the gearbox. Better than even my 900SS...blasphemy! No false neutrals, no matter how many times I tried---and I tried to upset the gearbox. But, firm, deliberate shifts are what worked best as many wise members of this forum informed me. I stopped, clicked up, never popped out of gear under any scenario. Just a sweet gearbox. Great work, Guzzi! I wasn't on bad roads, but the suspension felt firm and slightly bouncy over undulating pavement. About what I expected, but it wasn't bad. Steering was pretty average, or more, of the wide turning radius type. One thing I will need to get used to, is that super forward kickstand. Wow! I know it is for clearance issues, but it is going to take me a LONG time to get used to the kickstand location when I want to park the bike or set off at first. Guzzi does everything differently. The brakes were adequate. They just did the job, but a lot of lever input was required to get the machine stopped effectively. The tires were hardly used but old Dunlop SportMaxes, and I wasn't going to dump my baby and grind the side of a cylinder head pretending I was qualifying for the Isle of Mann TT, so I kept the leans to a casual tempo. Turn in was still excellent and composed. Tracing a line and cliping apexes was so smooth and effortless, belying the weight of this bigger lady. As many told me about the torque-effect of the shaft drive, and the V11 didn't disappoint. At a stop, a few blips of the throttle leaned the bike slightly to the right repeatedly giving me a chuckle. The stock cans as I understand are a bit muted, so thankfully the previous owner had great taste and donated a set of Mistral conical upswept cans for my listening pleasure. They are boomy, baritone, but perhaps 7/10ths the sound put out by my 900SS's carbon Termis. It's not fair for me to say which I prefer, they are just both their own personality. That said, the Mistrals are NOT quiet. They just boom along as the engine hums underneath you. They fit the more laid back/standard ergos and personality of the V11. What a machine! You hit the wall of torque at 2k and it just keeps pulling and pulling. You have to rev this engine to get the most out of it, but it spins up pretty fast. The engine is eager to deliver a smooth helping of carmel-like torque. She really is industrial in her own way. Rear weight bias is evident once underway...wow. Truly, more of the weight is on that back wheel, and you feel it when you go WOT, the front suspension lets up, and you feel the front end starting to rise two or more inches. It is a very different balance than I am used to. On the plus side, the weight feels so much lower than I would have thought! You just have these two giant aluminum cylinders sticking out in front of your knees in the airstream. I feel like I am riding a wingless WWI biplane. Ha ha!!! I stopped by a gas station after legally touching an indicated 80mph on the highway, impressed. I topped the plastic/nylon acerbis tank with sta-bil to at least minimize the damage of the ethanol while it is stored until I get her back in April '22...and I was sad to end the ride. I wanted to keep on going, and the big Guzzi certainly felt obliged to please me. FINAL THOUGHT: These machines are like flying a WWI wingless biplane. The V11 is still an underappreciated jewel in the motorcycle world, and I am fortunate to have gotten (a NICE one, lots of junker V11s out there!!!) before too many people discover them and make them cost new bike money. Physically small, yet feeling big and agricultural in some ways, nevertheless, this sultry Italian lady has class, curves, style and is full of brio. Bellissima! What a damned fine motorcycle. I only regret not getting one a LOT sooner! I finally got to officially drink the kool-aid and join the cult! Now, where are the cookies?

@Kostarika posted this pic in his Gallery, but a lot of members don't pay attention or comment there. This stunning image deserves front page news, IMO . . .

The Hemingway of tech write up. Well done sir.

I Always heed docc's advice

Hmm. The datasheet is poorly written, but the G8HE relay specs are for a switching, not continuous application. 3 seconds on, 4 seconds off. The G8HN relay is rated 20A and 10A continuous in the standard power version. Digi-Key sorts the G8HE relay into the 2A category, for what that's worth. Unfortunately, 0 units available for G8HN from Digi-Key. Reading the datasheet, it you want the most honkin' relay, the G8HN-1C4T-RH fits the bill. Make sure it's RH and not RJ. Rated continuous carry at 35A and 20A. Easy to find this part number on ebay. It's apparently common on Triumph, Honda and several other makes.

Prior to replacing all with Omron, (no failures yet- low use) I used GEI. I had 1 (#5) fail with about 600 mi usage. They are sealed and I believe I got them from a forum member or link. My other failure, also #5, was a Siemens. Another forum member, bikeseamus, here in Indiana, gave much praise to Panasonic. If I ever get low (lol I have a dozen or more GEI and Omron) I will try them. I met bikeseamus a couple years ago at a vintage meet. He rode in on the only other V11 LM I've seen in Indiana. A nice Rosso Corsa. I seem to recall him saying it once belonged to another Hoosier. Maybe Chuck?