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My experience is that a V11 idle below 1000 rpm is a bad idea on several levels. Better to pump oil and even out the power pulses. No Guzzi has been injured with a higher idle. Idle lower at your peril . . .

I built the motor in my '85 LeMans 1000; famous for not-city-friendly drivability stock, but pretty quick. I added a half-point of compression, stupid good ported heads and a Web 86b camshaft that took more shade-tree engineering to fit than anything I'd done by myself previously. It is absolutely glorious to ride. Perfect throttling from idle, smooth power from 2k rpm up (although you can over carburet it at low RPM if you try) and fast as F**k, boiii... At the end of the day, it's a little smoother, a little more docile, and just enough faster than my stock-with-pipes and MyECU 1100 Sport-i to say it's a certainty. Not enough difference to spend any time or money making the 'Sport any faster or more drivable- which by the way, is nearly impossible to improve both at the same time on a bike that was pretty fast and drivable to begin with. My reading says that Crane Cams designed the lobes in the 'Sport, and I've dealt with them for decades long enough to know that what's in there is the best balance between power and drivability, within the confines of durability.

@thelonewonderer Can you explain the first sentence a little better ? It will benefit the people that took time to help you .

$4k, that's what I paid for this one. And it was the bike that was photo'd for "Motorcyclist" magazine. It's got 70k on it now

This. Slow idle damages the flywheel teeth, clutch splines, and transmission input hub because of the uneven firing order.

This so reminds of getting all giddy over a V7 loop-frame. Then wanting another gear in the box. Maybe another 50cc. How about disc brakes? A Tonti frame. Maybe another 100cc, even up to a thousand ? Some bigger valves, a better cam . . . bigger carbs? Better wheel sizes . . . How about a Spine Frame? Fuel injection . . . different drive ratios with 6speeder to settle the engine/shaft angles . . . but still two valves, air cooled . . . It always just brings me back home . . .

Pete's in here infrequently but persistently. I have the pattern. PM me.

Make sure the fast idle lever is not holding the throttle slightly open and that there is sufficient slack in the throttle cable when it is closed. What most would call a "choke" is really just a fast idle lever on the V11. It simply holds the throttle open slightly when you pull on the lever to activate. It is not really a choke. Also make sure the throttle bodies are firmly and securely seated in the intake rubbers. And make sure there are no cracks in the intake rubbers. Anything that lets additional air in will raise the idle. Also, see if the rpms change at idle if you turn the handlebars all the way left and right. If they do, you don't have enough slack in the throttle cable. And see this thread / image.

This is a beautiful bike cosmetically at least. Still a V11 so it belongs here in the forum. It seems cheap too. https://www.cycletrader.com/listing/2001-Moto+Guzzi-CALIFORNIA+EV-5028126182

I made no argument here. My answer was on a joking tone which is always difficult to express through pixels on a screen. Independently to where the initial post fits in the Forum.

A pox on you and other haters. https://www.v11lemans.com/forums/forum/37-older-models/ My '98 EV, with its 107K, was "Bike of the Month" here many years ago. Mine sits just now on my lift in the Moto Grappa awaiting a major service, tho its only known "need" is to R&R injectors. Bill

Not even 6 speed transmissions to steal parts from...

I don't spend that much time at idle though....

I had the original Seca 550

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!

Throttle cable/linkage interference caused my high idle problem....

Just bumping this.... Can anyone throw some light on this? I am not sure if Mr. Roper is around or if anyone has the file for the pattern. If not then I am obviously not able to help. Just curious thats all. I will be running parts in a few weeks from now... some time mid to late November. Thanks in advance to anyone that answers.

Another interesting spin on this philosophical debate....... KaleV11's 2001 V11 sport blew the original motor because the oil pick up assembly was loose and starved the motor. The FBF high compression piston motor that the late Mike Wells had built for me (I'm the previous owner). Anyways, after many years broken in his garage, Kale bought an 04 hydraulic EV motor from a salvage company and installed. Its hooked up to the original transmission, power commander, everything. He has rode it since, although it seems to have a little less HP.....

Brother-in-law traded his Ducati Monster in on a MT09 with Akrapovic exhaust - so I recently had opportunity to test it. That triple is impressive. Ugly as only a mother could love - but the motor is a peach. if you get the chance to try - don’t pass on it

Philosophically, Docc should be allowed to express judgement when and where he sees fits. And isn't debate an essential element of philosophy? That is a rhetorical question, because rhetoric is also part of philosophy. So is belabored explanations of things... Epistemologically, how do we know what belongs on the V11LeMans site, and various subsections thereof? This conversation is in the commercial ads area, correct? And we see other non-V11 (even non Moto Guzzi) things in the ads from time to time. Elsewhere, we have a thread on adventure bikes where I often extoll the virtues of a certain Husqvarna 701 Enduro. Where is the line? What belongs here? There are a lot of spine frame V11 that do not bear the LeMans name, greenies, scuras, ballabios, et. al. (et. al. because they are persons, not things). There are other Spine Frames that don't get discussed here much. For the purist, it seems to me the most singularly defining characteristic would be the 6-speed gearbox fitted to this series of V11 Sports (some of which are also LeMans). I don't think that gearbox was used for any other model. I hope the "Show us your Tonti's" thread still belongs. And forgive me, but aren't the EVs sporting Tonti Frames?

I thought we were a philosophical group, with a very large heart and arms ready to embrace. Not a gang of Illuminati.... I will keep that California EV close to my own chest then....

All of those curves seem rather contiguous in a flowing, natural way . . .

Known issues on the later V11 with the "bent tube" speedo cables/ black face instruments (after the early, fussy "angle driven" cables to the white face Veglia) . . . Not only can the later "bent tube" cable housing foul the throttle rod, but are a common cause for a broken cable . . .

I wouldn't worry about that now. That will burn up in no time. As for the fast idle, check your linkage, and the "choke" cable. it gets hung up sometimes, mine did.

There is a certain fascination watching someone walk backward between parked motorcycles while speaking Dutch. . .

Nice looking bike but the old fogy in me won't let me take a 2nd look. I'm only good for an hour or so on my Lemanses between getting off to let blood flow back into my genitals and think the new Yammy would offer even less saddle time between personal recirculation breaks. Art PS - Watched the vid and wished I was 50 years younger.

Hey Scud, I think it was after a thread disussion here with you that I went and got the Mojolever & Mark Parnes balancer. I'm still using stick on weights on my cast wheels and wire solder on laced wheels. My '72 Eldo had balancing beads installed by the former owner, the issue I had with those was that every time I checked tire pressure, the shrader valve would stick open and I'd have to give the tire a shot of air to clear the bead debris from the valve seating area otherwise the balancing beads worked ok. When I replaced the tires & tubes on that bike I balanced with external wheel weighting. However, the Ride-On product looks interesting. I do wonder about the difference in dynamics of the wheel assembly by going from a few grams of external weight versus several onces of beads or goo. I suppose it doesn't really matter, folks are using both with no apparent issues. Art

That is a beautiful statement, especially considering the source.

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.

What is broken? If it's the wires at the base of the sensor, then it can be fixed. I pulled Cash1000's sensor apart, and dug out the resin potting compound to expose 2 terminals in the base. I crimped copper sleeves over the terminals & shortened wires (they were too long anyway) then repotted the cavity with epoxy.

Hello, I need the footpegs with associated hardware to fit the stock footpeg brackets on a V11 Lemans. The PO of my bike removed them for some reason. I still have the stock hangers on the bike so I don't need those. Thanks.

"Belongs here?" Not really. "Red and beautiful?" Certainly! "V11EV" are not V11LeMans/Sport/SpineFrames . . . So very little in common, as it turns out.