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Been curious on Dynotech.de for years. So came back this morning after 3 days in Germany with a 99 hot rod [emoji16]. 1200ccm, at least the bench papers says 108 hp. Will find out in about 65 days. First owner spend close to 40k € on the bike [emoji85], good for me, 2 owners. Got all the reciepts. Cute little thing. Original color is Legnano green. Defnetly a good friday here [emoji482]. Cheers Tom. Sent fra min SM-A525F via Tapatalk

I have been keeping my ears to the ground in the hope to get some update on a possible V100 Mandello release and.... nothing. Moto Guzzi (Piaggio) has made public their price list for the 2022 models, the usual V7 and V85TT; Nothing about the V100 which reinforces my idea the V100 may not even come out in 2022. However, the well known Italian designer Oberdan Bezzi came up with a few ideas which could possibly be an inspiration to Piaggio; what do you think?

Motorcycles don't attract women, they screen out the unworthy ones.

They said Italian bikes are a chick magnet. My current experience is that they're all re-coiled.

I learned on, and took, my ‘big’ licence on a school’s Fazer 600. I was riding a cheapo, learner 125 single at the time and even though the 600 had the power i realised i enjoyed riding the single home after lessons more. It was the sound. That beat of the engine thudding away gave me a proper grin. After i got my licence i bought a w650 cos i knew i wouldn’t love a multi and i loved the ace styling. It was a superb bike and, in retrospect, perfect for a new rider. At the time there was an excellent forum for the model too. Eventually i crashed her by opening the throttle too soon on a wet and sharp bend that had tram tracks- awful road condition combo but a good lesson. So what to buy next? Always loved the first gen speed triple 900’s, and Aprilia Falcos looked funky…. Came very close to buying a trx850 (still want one) then i was re-reading an old 1999 issue of Ride magazine which had a tiny article on weird Italian bike. I think it only had 1 photo of the bike- oddball green colour, loved the styling, and it was a twin. I’m possibly a tad vain when it comes to bikes- styling and noise come first for me, couldn’t give 2 hoots about performance really. V11’s look damn fine. And with the right pipings sound perfect- booming at low revs and snarling more and more as you open it up. Perfect.

Hey, hello all. Thanks Chuck for the introduction. Yes, the Mighty Scura has a new pair of hands caring for her. Still keeping it local in Indiana. A bit about me. As Chuck mentioned I'm a 20+year aircraft mechanic and life long tinkerer of all things mechanical. The Mighty Scura being the fifth Guzzi I've owned. She'll be joining my current Guzzi stable of a '13 GRiSO and a '67 V700. I'll be adding a '74 Police Eldorado in a week or two. I'm going to need a bigger shop now for sure. Also a current member of the Indiana Chapter of the Moto Guzzi Owners Club. I've enjoyed meeting the my fellow enthusiast and being able to assist when I can. Really, it was my wife's idea for me to join up. She said since I had the new GRiSO I had to join the club and make friends. So I'm out there making friends. I've been to a couple of the rallies here in the Mid West and had a good time every time. I am looking forward to participating and meeting fellow riders. On parting with Chuck this afternoon I might have detected a tear in the corner of his eye. Not quite sure since it was raining. Finally, nice of Chuck to post up a cheesey photo of me. Now I don't have to.

Colt, I’ve been re-reading some of the threads; https://www.v11lemans.com/forums/index.php?/topic/20201-re-engineering-the-shift-spring/page/51/ https://www.v11lemans.com/forums/index.php?/topic/19547-v11-shift-improvement/page/4/#comment-213468 Building up my confidence to tackle some of these jobs as I’m a part-time mechanic & have many opportunities to learn from my mistakes 🙄, & going over the conversations there are a lot of experienced clever people here willing to share their knowledge & develop solutions to some of the V11 Sports imperfections. A good group of riders. 👍

The best of the last of the analog bikes. Also, Guzzis seem female to me. In the good way. They look good, they sound good, they require and respond to attention. Etc. BMWs always felt male, like, let's go drink fifty beers. English and Japanese bikes never struck me either way.

Wrenchin.. Welcome aboard Ratso88! 👍😎 You’re a very, very fortunate man - it’s been proselytised here over the years your new to you Mighty Scura is the absolute numero uno, most complete, powerful 2v square head ever perfected streetwise by Guzzidom’s Archangel Michael - hence attributively blessed with the eloquent moniker Mighty Scura. It is by faith we chosen few believe…

The 'Fabled' power wheelie is fucking effortless on that thing. In first or second. If I play my cards right I can do the same in first on my Griso with at least +15 hp and more torque everywhere. I can clutch the G up in second and even third with serious abuse but I don't do that shit much any more. The Mighty Scura would pop up with no clutch in either of the lower two and not much more than a stroke in third if approached in anger. It is a stupidly, stupidly fun motorbike. If I ever get back to the US I'd be willing to beg the current owner for a short ride just to get that shit-eating grin again! Blasting across the west Texas deserts with Sean on his Coppa with the tacho showing 7,000 for hours was a blast. Even though it was hotter than hades and when we stopped for fuel we'd fill our riding gear with ice to cool down. By the time we stopped again two hours later we'd be bone dry again. Fabulous times.... Fabulous bike!

If the Tach stops working check to see if the headlight's off as well, the regulator gets its reference from the headlight feed after the headlight relay. If the reference is missing the regulator never turns on.

I had a bad experience with chain drive. I had a bad experience with radiators. I found inline fours expensive to service. The BT1100 bulldog didn't have the ground clearance. The BMW boxers had moved away from oil based paint and mine was desolving beneath me. I saw a year old low mileage V11 at a good price and decided to give it a try. That was May 2004. I am still testing it.

A recurring theme with running issues of the V11 Moto Guzzi is that a decent tune-up often effects an amazing improvement. It is The First Place to start. This past weekend, we collectively tuned two V11 in the garage of the South'n Spine Raid. Both bikes sounded fabulous after and the members have given good reports on the results. While the *suggested* procedure is fresh in my mind, I figured to get the basics down. There are several ways to achieve a tune-up on a V11, some more time effective and some more elaborate. This one strikes a balance that is approachable by most owners with a little effort and a few tools. ___________________________________________________________________________________________________________________ 1) Valves/ Plugs: When cool (after the bike is off ~45 minutes), remove the plugs, adjust the valves to 0.006"/0.008" (.15mm/.20mm), then gap and install fresh plugs. 2) TPS Baseline: Using a Casper's TPS Breakout Harness (or equivalent), disconnect the right throttle linkage, release the upward facing slotted screw for the high idle cam, back out the difficult to reach 2.5mm hex-drive right-side idle stop set-screw, and clean the throttle butterfly, throttle return spring, and the underside of the throttle bodies (if necessary). It is critically important that the throttle plate is COMPLETELY closed and all of the above have been seen to! Many say to even "snap" the throttle closed a few times (within reason) to seat the plate fully closed. Others "zip-tie" the throttle plate firmly closed. Otherwise, you can simply apply a firm, constant pressure with one hand to ensure the plate is COMPLETELY closed. This indexes the throttle opening to the entire fuel-ignition mapping and cannot be over-emphasized. Loosen the TPS fasteners only enough to tap it or budge it slightly, it is VERY sensitive. Changing the TPS fasteners to standard hex drives (from the factory Torx) simplifies the process (M4-0.7 thread pitch x 17mm long). With a quality voltmeter, connect the positive to the violet/black wire and the negative to the violet (the yellow is not used for this setting). With the Run Switch on, switch on the keyed Ignition Switch. Adjust the TPS to 157 milivolts (most accurate over the factory value of 150 mv). Realize the TPS value changes when it is tightened down, so just repeat until you're in range. Reconnect the throttle linkage and set the high idle cam so it just nudges the throttle when engaged [we will recheck this after the last step, "6) Idle Speed"]. Leave the right-side idle stop backed out. (Some have found using both idle stop screws gives a more stable idle.) (EDIT/May 2019): Having had two TPS go bad after 50,000-62,000 miles/ 79.000-100.000 km, it is simple enough to check the TPS for faults when it is hooked up to the DOM (Digital-Ohm-Meter) . Switch the DVOM to resistance in the 2000 Ohm range with the key off. Slowly and smoothly open and close the throttle body and observe for a smooth transition of increasing and decreasing resistance from the potentiometer (TPS). If there are jumps and glitches or drops and variations in the resistance, the TPS should be replaced. Be certain to set the DVOM back to > DC voltage < before baselining the TPS in millivolts or you'll think something is terribly wrong! 3) CO Fuel Trim: Using guzzidiag software interface (or equivalent), connect your computer to the V11 with the two necessary diagnostic cables. Available from several sources, be certain the OBD cable is properly FTDI chipped. >> Check the Fuel Trim/ CO. If it is deep in the negative double digits, adjust it to zero. That may not be the exact AFR, but it will be immensely better than negative double digits or more (values of -27 to -128 have been reported!). Adjusting the Fuel Trim/CO with Guzzidiag requires the motor to be at operating temperature; simply follow the prompts on Guzzidiag. (The CO Fuel Trim can also be set with TunerPro at any temperature, but that's beyond this basic procedure). >> Don't worry about any other shown values at this point. >> Lambda (oxygen sensor) equipped V11 must have the Lambda sensors turned off in TunerPro. 4) Air Bypass Screws: Turn the upward facing Throttle Body air bypass screws in all the way and back them out one full turn. It is quite common that the tips of these become very sooty along with the passageways. If you have the time and inclination, remove them and clean them and the passageways with some throttle body cleaner. Watch your eyes, Eugene! (There is only a captured O-ring on them and no spring or tiny ball waiting to exit the universe!) [edit/May 2023: These O-rings should be inspected due to their age. Deformed, torn, or damaged O-rings should be replaced.] 5) Throttle Body Balance: Bring the engine to operating temperature. Connect a suitable Throttle Body balance tool like "TwinMax," manometer, alcohol/Hg sticks or the equivalent to the vacuum taps at the junction of the heads. With the white Nylon knob on the left, balance the vacuum at two or three thousand RPM or so (not idle). Make certain the white knob does not interfere with the shock's reservoir or anything else. See that the throttle linkage rod does not foul the speedometer drive on the right side. If you open and close the bell crank of the left throttle body, be certain the cable seats itself back in the groove. [Consider a lock nut against the white knob per Dave Richardson/Guzziology.] Some like to fine tune the idle balance using the air bypass screws, one in a little, one out a little to show good balance at idle. 6) Idle Speed: Let it idle and adjust the 2.5mm hex-drive left-side idle stop set-screw (easy to get to) to put the idle where you and your V11 are happy. Technically 1050+/- 50, I find mine *happier* a little higher (around 1150-1200+). Don't worry over the *degrees of opening* or the TPS idle voltage; seriously, just put the idle where the motor idles nicely for your conditions and liking. Once Steps 1-5 are set, you can put the idle anywhere you want. But you cannot start here. [Be certain the throttle cable has the appropriate freeplay to not pull on the throttle linkage in the idle position. Finally, recheck that the fast idle cam is not making contact, but just nudges the right throttle linkage when engaged.] ___________________________________________________________________________________________________________________ That's a "decent tune-up." I prefer to tune *early & often* finding that even at 5,000 miles (8.000 km), the V11 runs sweeter after setting the valves, fresh plugs, and a throttle body balance. There is a lot that could be added here, and many well informed owners and technicians do things differently, yet this fairly concise procedure has been shown to give very satisfying results with reasonable effort. As always YMMV, for informational purposes only, and no small furry animals were harmed in the testing procedures.

I realized that my time with the old girl was over at the Kentucky rally this year. I had Dorcia on the back, and my steadily lessening strength was becoming an issue at low speeds. I even dabbed a time or two.. I never do that.. leaving a stop. (sigh) Time continues on, though, and I'm a realist if nothing else. I asked a couple of guys if they wanted to take over, and my first choice did. It's certainly a sad moment for me. I've had 10 years with the old girl, and she taught me to dance. My favorite bike of all time, but as some wise person once said, "A guy's gotta know his limitations." Colt..good guy, enthusiast, and aircraft mechanic, will be the Mighty Scura's new keeper. Give him a warm welcome when he shows up.

I hope in all those $40k of receipts he has a transmission brace with all that extra HP.

Pretty sure my Sporti has a similar system Before checking the Alternator I'd make sure all the Reg/Rec wires are connected............At least on the Sport there are 2 which connect with a half assed jack plug arrangment that (too) easily pulls apart I'd also check the earth on the Reg/Rec and the condtion of the yellow cables from the Alternator too You've replaced Relay #1&2 although it should be obvious but I'd check all the fuses, looks like some of them could perhaps cause issues That's if I've got the correct wiring diagram As @docc states, easy to check Alternator voltage remember AC Volts

No. 382 here. Newly acquired, she is now home in WA state. She needs attention,pictures later.

I have a more worthy one.

I was on a trip out east somewhere on the red Norge. I was filling up at a gas station when a beautiful *very* well dressed, uh..older.. lady came up to me and said, "I don't drive motorcycles, but if I did, that is the one I would have." She definitely would have been worthy..

Hi Tim, yeah, hope I can keep from stepping on my own feet! I kinda migrated over here a bit ago on your and Chuck's advice. Seems a good place to exchange information and ideas. Just waiting on the weather now.

This is because they can see you already have a gorgeous, and willing, dancing partner.

Check the relay holder, connectors and the wiring behind it. Ciao

Yeah, you know, maybe that Verde Leganano is identical to the V11 . . . Even the 70's V7? They would have to be sitting side-by-side in the same light . . .

I'm fairly bionic my ownself.. and really glad for it.

There *is* a resemblance, isn't there? Yeah.. she's found a good home.

Something to soothe our Kentucky brother. Nothing says, "Don't take life too seriously" like a kazoo in the band . . .

We have a "Hearings Aids" thread right next to our "What do you listen to" thread . . .

Final drive is stripped and about ready for paint. Some unsightly areas where there was a lot of corrosion. I have both a semi-gloss and a crinkle paint. Will shoot a scrap of alu and see how they look.

'Guzzi released the LeMans 1 when I was 15. I fell in love with the cans, as all 15 year olds do. My family owns Dyna/Reno motorcycles, and I visited when I was 18; my Uncle's friend left the shop on his souped-up Eldorado with Continental mufflers, winding it out pretty hard. It only took me another 22 years to come up with both an opportunity and enough money to own one, the '85 LM1000. I'd been lusting after the 1100 Sport since the introduction of the Daytona, and was friends with Ron McGill who rode Dr. John's development bikes on track. It was inevitable.

My first bike was a Guzzi and I have a feeling that my last bike will be a Guzzi. I bought a second-hand ‘75 850-T when I was a senior in high school. I knew about Guzzis from seeing pictures of them in the motorcycle books that I used to drool over in the library. I had some money, I wanted a bike, and the 850-T was local and cheap. It had Dunstall mufflers and was very loud. As I was taking it away at the sellers apartment building his neighbors were on their balcony applauding to see it leave. I had the bike for about three years while I lived between Palo Alto and San Francisco. It was my first bike and I was pretty rough with it. I low-sided that bike more than once, and it spent much of its time with me parked on the streets of San Francisco, rain or shine. In spite of my terrible stewardship, that bike always started and never failed. A friend and myself pulled the heads and barrels to change the rings as the compression tested low, and we were blown away to see chrome lined barrels. They looked pristine! Eventually I got into Triumphs and sold the bike to a friend’s dad who was going to use it for a Morgan kit car. I went from various Triumphs to Japanese sport bikes to Harleys, then to a wife and kids and stopped riding for ridiculously long time. I don’t know what happened to my old 850-T, but it left such a great impression on me and I had such great times bombing around on it as a young fool that when I got the bug to start riding again I decided it would be on a Guzzi. I knew a guy who had inherited a V11 that a tenant of his had abandoned. He wanted to sell it but it was pretty rough, but I was intrigued. Seeing that bike was what led me to find THIS PLACE, where you good people educated me on the V11. I began looking and found my own Greenie not too long after. This bike has affirmed everything I knew somewhere down in my bones from long ago about how great Guzzis are. After living with this bike for a few years I can say how great the spine frame bikes are. From The Daytona and Dr. John, to the Ghezzi-Brian Folgore I have been able to look at, the spine frame shines and rules. Recently I had the opportunity to sort of go full-circle when I was able to acquire Guzzi Bob Dickman’s old 850-T3. Bob was the real deal and put close to 180k miles on that bike, plus lots more miles on his other Guzzis! The dude was always riding! Well, Bob’s 180k+ mile Guzzi runs fine and is a blast to ride. A testimony to how well these bikes are made, and how a good owner/rider can keep them going. I had the chance to ride an 8 valve Griso, and I want one of these pretty bad, it’s a very fast bike and really fun to ride. As great as an old Tonti frame is and a more modern Griso, my spine frame V11 is pure motorcycle joy to ride.

Moto Guzzi had long been on the periphery for me. Something I knew a little about, but never really thought about owning one. So one day I was thinking about getting something a little more sporty and street oriented (I had a KTM 950 Adventure and a Husqvarna TE510 at the time). This happened to coincide with the launch of the first retro-styled Ducati Scramblers. I popped into GP Motorcycles to have a look at there was this Scura with only a couple hundred miles on it. The clouds parted. A ray of golden California sun illuminated the Ohlins forks, angels starting singing and I started signing. I got bit hard... and a few V11s have passed through the garage. This site is actually a big part of why I enjoy the V11s so much. Of course I still love the bike itself, but I also value this community. Back in the 1990s, I was going way too fast on my Yamaha FJ1100. I bought a BMW R100CS to slow myself down. If I could have a "redo" I would have gotten into Moto Guzzis at that time instead of BMWs. I've talked to a few older riders who say "I wish I had gotten into Guzzis earlier."

I am the proud new owner of the Rosso Mandello, thank you Shaun for getting this bike back on the rode. Hope to see you & your son racing in AHRMA this season.

No @docc It's is fixed onto the Layshaft. The worm has a small cutout and a steel ball, like a ball bearing fits into the cutout. The lower section of the ball fits inside the deepest spline on the layshaft so the collar containing the worm drive can't go anywhere and is forced to turn with the layshaft. If you think about it, it would really have to be that way as the worm drive will have a load exerted onto it by the vertical helical gear, if it wasn't positively located it would slip and not rotate at the same RPM as the worm. Dunno if this helps to show the collar located onto the layshaft. Behind the collar, the slotted section between the gear and the collar is where the layshaft bearing installs onto. This is a 5 speed drive but I think the 6 speed is similar The ball, in turn, is held in place by the Layshaft nut which butts up against it (not shown in the picture but you can see the threads it screws onto) EDIT Just to add the worm drive has to stay whether you like it or not. The smooth surface on the collar behind the worm drive is the surface that the layshaft oil seal runs on

And the paint code formula. My boys used Spies Hecker, but it can be easily translated to Dupont or others.

Did you notice the swirling on the tank? pfff.... terrible. Please answer the quiz with the previous photo, page 23.

MG Cycle . thumbs up . The other place , not so good .

Il mio ideale di presepe! My ideal nativity scene!

I think it's a good idea to spacer up the rear tank mount to stop the tank rubbing the paint off the side covers. The covers are very prone to cracking around the mount holes and it's a material thats very hard to repair even with plastic welding. The solution is to elongate the holes nicely esp the top one which allows the cover to fit without stressing the thing. I can supply an image if you want to do it. Ciao

So first. I LOVE that this is happening in the laundry room. Answers and observations: Side panels usually fit well, but some can be a bit fiddly. They do tuck under the tank, so even if all the screws rattle out, they will not blow away while riding. The back of the tranny and subframe are quite a mess... have fun with that. And while you're at it, check that lower shock mount carefully. It looks like the original Sachs, which is prone to crack the lower mount. That hugger damage is common. My Nero Corsa came with a rear rack that used extra-long bolts and mangled the rear wheel hugger. This would be a good time to install one of those remote clutch bleeder hoses if you feel like spending $70. Otherwise, this is a good time to flush the clutch fluid while you can easily reach the bleeder.

Hi guys, am back after a break while my V11 was spending time at Sean’s moto spa and rehab center. I was pretty much off-line a lot for the time, which was nice to take a break from the screen. Anyhoo, the badass V11 green goddess is back on the road with a new Mistral crossover, Ohlins shock, Racetech fork springs, and a bunch of little leaks and other stuff sorted out. Also now running a Roper windage plate and the Chuck & Scud shift spring and bracket, as well as Knight Design lower pegs. All of this compliments the Michelin Road 5’s I put on her recently. She’s running great, fun as hell, the suspension upgrades really brought her to life. I have a few more things to sort out like a dead speedo and a few more leaks to chase, and I have just received from Ghezzi-Brian a carbon rear hugger and pretty nice looking red pod filters, so am planing on cleaning up the rear wheel and air box areas. In the meantime I’ve been using the Hypermotard as my daily driver, and managed to get a 1,000 mile camping trip on her up and down the coast which was a blast. Also been borrowing an Energica electric for a bit which is a hoot. But since getting the V11 back on the road, and with the upgrades and improvements, I still love this bike the best. It’s good to be back on the Guzzi. I hope all has been going great for you all. Cheers!

+1, the Chuck-Engineered, Scud-made Shift Super-Spring is valid for the early gearboxes from my experience .

Ah, yes, an aware owner and a "talisman spring." The Real-Deal SuperSpring (accept no substitutes):

2014 is pretty old post/thread to ask after. Yet, our good man chamberlin checked in less than a year ago. Let's see if he gets a notification this way: How 'bout it, @chamberlin ?

I have found Shin-Etsu is to rubber what Caig DeOxit is to electrical connections.