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To be honest I don't think there is an awful lot of point in trying to increase the performance of the V11 donk. It was the final iteration of the single spark pushrod motor, it used the same profile cam as the earlier 'Production Racers' which are very similar if not identical to the B10 or 'K' cam profile. It's warmed up about as much as it can be without beginning to compromise reliability and in reality a V11 never was, and certainly isn't any more, a 'Contemporary Sports Bike'. Oh there are some 'Hot' V11's out there. The 'Mighty Scura' I bought from a bloke here, then sold to Chuck and it has now passed on to another owner here, is a stupidly 'Big' engined motorbike but it has a whole raft of modifications including pistons, a lot of headwork, maybe a cam, I'm not sure? Anyway that thing is a beast, but it's the sum of its parts not the result of a simple drop-in cam. You also need to consider that if you change the breathing of the motor you will need to alter the fueling. While this is now possible a lot easier and more accurately now the mapping is an open book so you no longer have to depend on crude devices like Power Commanders it will still require considerable work, and I'd be extremely wary of any map supplied to be used in conjunction with the cam change because such things are usually a crude 'One size fits all' solution and often just involve flinging a whole load more fuel everywhere just 'Because'. Hopeless. A correctly tuned and mapped V11 is a lovely thing. Any performance gains you can achieve, even with something as radical as the aforementioned 'Mighty Scura' are really pretty much academic. Sure, if you want to pursue that rabbit hole by all means do, but a cam alone won't do a lot and it's very easy to start haemorrhaging money like there's no tomorrow if you do. Believe me. I've done it!

There are available body kits for these bikes now that fit the round headlight instead of the square one on the model bike. So if Yamaha never sells it here, there're options. This is the bodykit that I'm writing about: Is this bike mechanically the same as the MT09?

Hello all. Thank you for your various replies. By way of an update I have tracked down a Bosch LSH-24 Lamba sensor and I will try that when it arrives. In the meantime I have carried on tuning the maps with the Lamba Sensor off. In this regard I have observed Lucky Phil's comments and I am leaving the acceleration map alone and focusing on the fuel map. I have put a mark on the throttle and some masking tape on the throttle body. Using Guzzi Diag I have put lines on the masking tape corresponding with a number of throttle opening points with reference to the fuel map so I know where I am on the map when I am riding. I have been increasing the fueling particularly at the smaller throttle openings. The improvement is dramatic. The bike was running lean (probably exacerbated by the air box mods). The motor now pulls smoother and is more eager to accelerate. It is particularly noticeable when you blip the throttle for gearchanges. So will report again but thank you all again in the meantime.

Hear-Hear!

Indeed. I'm not at all interested in chook-chasers. Especially oversized and over-weight ones.

Looks good.... Bring on the LeMans or Sport version! Actually after seeing this, it gives hope that when/if they do produce one it'll be GOOD. Cheers

https://www.motoguzzi.com/us_EN/landing-page/stelvio/

Unfortunately, may never be imported in the USA! This is genius from Yamaha to appeal to the nostalgia slumber some of us still experience. Not as noble as a V11, but still fascinating. Is this Luca Cadalora?

ok ... here ya go.

Don't forget to calibrate your throttle closed position to the angle guzzidiag reads out as a closed position. It's not perfectly accurate but it's not zero either remember. Zero out the Co setting as well. Phil

There are a few more upgrades to the GP than purely cosmetics though. To be confirmed because Yamaha has not yet finalized what the production model will be. The TFT display is supposed to be larger, 5 inches, instead of XSR's 3.5 inches. However, if I really want to be picky, I like the GP fairing (a la Le Mans) more than the optics cowl as shown in the kit above. Anyway, even if I really like the concept, I doubt I would purchase one. It is probably fun to ride the first few times, but once the novelty wears out, then it becomes one more too many.

It really hits hard, isn't it? it is probably being shown at EICMA. Even if it is the pre-production model, it is really enticing. I love the 3 cylinders architecture. The XSR 900 is sold in the USA, I am hoping the GP will come too, but it is not a given. I just looked at all the features of the XSR 900, and the list is impressive. It seems they have incorporated some of the technology available in their racing bikes.

It's the first new offering to interest me since seeing the Tenni

My CubCadet, swampee (or is that "swamp-pee? ) has mySport's third PC545 from 2010. It's been in the neglected garden tractor (a 750cc Kohler twin) since 2014. Without the grunt to turn the starter, I use this NOCO booster to fire it up and just carry on . . . https://www.amazon.com/NOCO-GB40-UltraSafe-Lithium-Starter/dp/B015TKUPIC/ref=asc_df_B015TKUPIC?tag=bngsmtphsnus-20&linkCode=df0&hvadid=80882941400106&hvnetw=s&hvqmt=e&hvbmt=be&hvdev=c&hvlocint=&hvlocphy=&hvtargid=pla-4584482468493509&psc=1

To XX and many more !

Yup, they kept selling them until '17 and stated that as year of manufacture but I believe they were simply 'New old stock' from Italy. When I was at the factory in 2016 the only big block motors sitting around in crates, (I think by then all component build work was being done elsewhere, probably Noale and the finished components shipped to Mandello for the final assembly.) were Cali 1400's and Griso. They may of still been doing some smallblock building but I saw no evidence of it I can remember. Thing is this was, even then, not unprecedented. None of the 8V 1200 Sports were ever produced with the Roller Tappet top end. Now in markets they were sold in they continued to be sold and plated as a current model year bike right up until 2015 but all other models swapped from flat tappets in early to mid 2012. Late model, post 2011, Sports had all the changes to the motor that the last, pre roller, engines in other models had. Just small stuff like the rockers were re-designed and, from memory, that is the time the breather plate sealing system was changed for just two examples but they all still had flat tappets which suggests to me they were all manufactured prior to the swap to the roller top end. By then the factory knew that all flat tappet top ends would fail and as soon as they had spare production capacity after the initial sales spurt of the launch of the Cali 14 they started using the roller top end in everything else. Why not the Sport? The only logical explanation I can see is that by then the Sport was an exhausted product but rather than modifying them they decided, probably because they weren't sold in the heavily litigious United States, to just push them out the door in other markets to mug punters and let them wear the consequences.

I think I would have bought that - and might still. I had the Harbor Freight unit with the Mojo Blocks and Mojo lever. Mounted it on a pallet so could use body weight for leverage and still move it around - but it took a lot of valuable floor space in the garage. Now I have the NoMar, like GuzziArt's above, but with the hitch mount for my truck. Same complaint about the powdercoating, and I prefer the Mojo Lever over the NoMar lever. But this tire changer looks to be the best of breed. And seems portable enough to pop in a trailer with some spare tires. As for wheel weights, I've been using Ride-On tire balancer and sealant on some tires - so no weights needed, just pump some goo into the tire. And on other tires I use the Marc Parnes balancer, which is very nice.

Insightful and entertaining as usual Mr. Roper. Just a fine point, I don't know when Moto Guzzi stopped manufacturing, but my 2017 Stelvio is a CARC bike, and it was the end of the line for that iteration of Stelvio.

The Big Blocks with the history that stretches back to 1967 are no more. I'm not certain when the last 1400's were built? I'd think 2018/19 at a guess. The CARC series ceased all production in 2016 but all models other than the Griso I think stopped in 2014 as none of the other models were built using the Cali 1400 sump which the Griso adopted in 2015. The truth of the matter is that the 'Nuovo Hi Cam' in both 1200 and 1400 form was never going to be able to meet €5. I love the motor but I'll be the first one to tell you that it is inefficient, thirsty and dirty! It's side draft porting and long cam overlap mean that cylinder fill is compromised in a large part of the rev range and pipe harmonics are crucial to performance, (Some of you may be familiar with my carpet-chewing, spittle-flecked ranting about the unsuitability of 'Shorty' exhausts put on Griso's for styling purposes!). Even at the optimal point there is still a considerable loss of unused incoming charge that, due to the head design, simply gallops across the top of the piston and exits the exhaust valves rather that filling the cylinder and producing work. That means fuel economy is shit and those hydrocarbons are wasted just dirtying up the environment. Even with air injection as used on the last of the 1400's they were a dirty thing, made worse by people putting loud, unbaffled pipes without Catalytic converters on them so they sounded like a shipping container full of farting elephants! No, the Big Blocks are gone and I reckon the Smallblocks won't be far behind. Thing is neither will I so it doesn't worry me unduly and within twenty years internal combustion, at least of fossil fuels, will have been consigned to the dustbin of history anyway! And good riddance! Anybody who is an 'Enthusiast' will still be able to get fuel for their old vehicles but as a day to day option they simply won't exist. That's fine, people will have newer and different vehicles and toys. I am always amazed though by how far things have come in my lifetime as far as vehicular propulsion has gone. If you'd told me as the spotty kid on his first moped that when I retired I'd be riding a motorbike that effortlessly made twice the horsepower of my dads car from an engine only two thirds the size I would of looked at you as if you were barmy!

Yea. Guess what look you get when you tell a club racer that before he starts drilling shift levers and foot peg brackets to save weight he may want to consider shedding the extra 20kg he's carrying. Phil

She would... she is Russian... the first time I went there, I was expecting mamushkas; instead, I thought I was at a fashion show.

But Debussy "Moon Light" is among my favorites... In this video, Lang Lang exactly pictures the feelings you have when you ride a Moto Guzzi V11....

It's a cumulative thing at the end of the day. On my bike the wheels and axles have saved 9 kg's and the clipons a bit as well as the mufflers and cross over and various Titanium bolts (In fact just about 90% the bolts on the bike) A 4-5 kg weight saving on the battery would be quite a nice reduction in one hit added to the other stuff when it comes time to buy a new battery. A good saving in dollars/KG esp if you need a battery anyway. Free weight reduction. I still use the std battery but next time I'll go to the Lithium I think. I must weigh my bike and see what the total is. Phil

For those wondering whether you have a 15M or a 15RC ECU - it’s very simple to identify. Don't bother looking at the ECU & unpeeling labels under labels & scratching your head or arse. a) Look in the mirror instead. If you’re a Yank (& don’t possess a passport) you have a 15M ECU USA imported V11. And simply move along nothing to see here same with owners of the earlier V11 sans O2 models. Don’t forget this is still an international forum fella’s… it was only the later model European V11’s (& other exported to countries) which had the upgraded 15RC ECU which had additional Closed Loop adaptability. b) If not sure you’re a Yank - get on your knees & look for a O2 sensor as I’ve circled in docc’s diagram above. If your V11 comes equipped with an O2 sensor inserted - you can be 99% confident your ECU is the 15RC closed loop adaptive version. (The 15RC was not exclusively for the V11 but was also utilised on other Guzzi O2 sensor equipped models. The base map was just tailored to suit those other models). c) There’s plenty of opinions from those that don’t own V11’s with O2 sensor closed loop adaptability - these opinions seem to veer towards disabling the O2 sensor as they are only simple narrow band sensors designed for fuel economy or emissions only &/or add unnecessary complexity etc etc. I disagree completely with these notions. The 15RC closed loop adaptability with STFT & LTFT trimming isn’t a backwards step in design. It’s a lovely plus plus on top of the base map - when the throttle is whacked open it operates just the same as the 15M base map as it’s now in open loop mode - but has the added closed loop constant throttle closed loop fine tuning. There is zero problem with the 15RC ECU it’s lightening fast in response times - the original root cause problemo was “the LSH15 probe has such a slow response time to the variation of the exhaust gases” …“the LSH24 instead has a very good sensitivity and a response time equivalent to the reading interval of the ECU.” The 15RC ECU. Don't disable in trying to cure any hiccup stumble or poor running problems. Just simply change the bloody O2 sensor to the improved LSH24 and you’ll have all the open loop 15M provides plus more with closed loop adaptability - which auto tunes out… any hiccup stumble or poor running problems! If this doesn’t make perfect sense folks then go & rip out all your O2 sensors from every other vehicle you own - even butcher the V100 Mandello with its closed loop adaptability O2 sensors. It’s clearly too complex - which is probably a bad thing.

Cui Bono

https://www.cycleworld.com/motorcycle-reviews/moto-guzzi-stelvio-first-ride-review/

I like Lithium batteries, but it is kinda silly to think the weight reduction is going to be an advantage, or even noticeable, in a V11. That said, Lithium batteries are good by now and hold their charge better then lead acid batteries. You did get great results with your last lead acid battery, I hope you have equal luck with your next. But I would not bet a donut on it. By the way, my wife's V11 had a PC545 in it. I replaced it because it was old just before we left on a trip. I didn't want it to be an issue on the trip. After a couple years of her old PC545 sitting in the garage, I needed a new battery for my lawn tractor. I grabbed the PC545 and put it in my lawn tractor. It has been there for some 7 or 8 years running my lawn tractor. It was already probably 7 or 8 years old before it got pulled from her V11. Then it sat for a couple years. It does struggle now, and should be replaced. But it keeps starting the tractor.

Dunno ? Yesterday I ordered, online, a set of fairing mounting brackets for my ‘74 police bike. Couple hours later I received a tracking number for shipping and another notice of a $10.00 refund. The refund I am guessing was for the shipping as it seemed a bit high originally. Seems A-OK to me.

That is a high compliment among so many admirable Moto Guzzi. It occurred to me that this particular V11 Sport Has been present at all nineteen of the nineteen South'n SpineRaids. (Would not have been possible without this amazing community!)

Ouch, 2 yrs! I’ve been feeling bad about only getting Red out on the road this summer for a handful of rides, my “least riding miles” year I’ve ever had. Came back from Mandello last week, where I rented a V85tt from Agostini’s (Lucca… good man), and had a great time on the back roads up behind Perledo, into Esino and back in that area. Motivated me to roll Red back out when i got home, re-installed the FOBO tire pressure monitors, put some fuel stabilizer in in anticipation of winter storage, and took her out for a lovely spin on our own great backroads near home. She’s sweet. Will assemble the misc items for her winter maintenance coming up in a couple months, albeit with only about 1000 miles put on her this year. Greenie still languishes on the stand. And scheming how to unload Greenie and Goldie to make room for a V85 or V100…

Well Fri. night when I got home from work , I put the chargr on the black frame , got up Saturday morning and pushed it out of the shop , then over to the water hose . Washed off two years of dust and then cranked for about 45 seconds before it started. Cleaned it up pretty good and decided to go down the road . OMG , this bike had head shake immediately off idle . I thought the steering head had rusted in place . After about 30 nins of inspection I realized the front tire belts had broken down . The best test method is to out on a brown Jersey glove and lightly rub the tire surface . This glove amplifies the problems and you can feel any imperfections with the tire problem(s) . New tire on order and will be here Friday ! Just in time gor the weather to dtop into the 30s ! FWIW , it has been two years .

I'll add the argument that if there is no mechanical damage in your engine, your filter has little to do anyway; the narrow sump filter is upside-down, so it should drain most of the oil back into the sump to be drained at change. On my internal-filter bikes, I don't bother to change the filter every time.

Doc's observations are the most relevant. All the blocks essentially have the same oil gallery layout from the late 850T to the last of the Cali 1400's. For it to WORK you could basically bolt any old shit on there and it will do the job as far as a sump for holding the slimy stuff goes. The problem is the physical dimensions and the other parts involved. As already mentioned there is the matter of the width of the 'Broad Sump' spacer as illustrated above. Other things to consider would be the need to buy the associated oil filter and OPRV mounting scaffolding and the fact you would have to add an oil cooler and/or provision for a bypass to return the oil to the circuit if the thermostat kicks in. I don't believe the Quota's used an oil cooler? Then there is the issue of oil pick-up exposure, but being a five speed this probably isn't a huge concern but I'd be tempted to fit a sloppage sheet if I was doing this on something like a Quota. If dropping the sump is really such a chore there are alternatives. As well as the one mentioned above Harper's have made an 'Outsider' extension for years but I don't know if it would foul the Quota exhaust or, alternatively, you could simply use the sump and filter/OPRV mount off a California 1400 or post 2015 Griso. This last option will not only give you an easily replaceable filter but a lower profile sump making it more sensible if you are mad enough to actually take a Quota to anywhere it's going to use its full suspension travel! I personally never had an issue with removing the sump at filter change time in 30+ years of riding bikes with the system. I just thought it was *Normal* and the way it was. It's only 18 M6 bolts for heavens sakes. It's scarcely akin to the Labours of Hercules!

I have a V11 upper sump half if you decide to go in that direction.

The V11 Quota does not appear to have the "wide sump" of the V11 Sport/LeMans. Hard to say if a "wide sump" would clear the Quota's lower frame rails and close-fitting exhaust . . .