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None of this concern is really an issue. If you disassemble the original electric tap you will find a 12mm outlet hose size fed by 6mm internal passages in the tap itself. The 12mm outlet dia of the tap is only there to match the inlet dia for the external pump they chose so the hose is the same size both ends and doesn't need to be a "special" with different end dia's. The original external pump is way oversize for the application anyway as later in tank pumps demonstrate. As we all know the theory demands in any pump application the inlet be of greater flow than the outlet but nobody told Guzzi this so the original electric tap set up is for all practical purposes a 6mm inlet with a 12mm delivery. It works just fine that way. Once again the practice and the theory don't align and in those circumstances I'm happy to go with the proven practice. Using a std size tap outlet would be fine with regards to fuel feed but you then need a hose reducer between the pump inlet and tap outlet which is an easy thing to machine up BUT the length of the hose between the tap outlet and the pump inlet is so short you can't afford to have any section at all of that hose with a length of even a little rigidity due to an inline reducer/step up fitting. Having an additional length of smaller diameter hose looped to accommodate a step up isn't practical in that area either. Not enough real estate. Phil

Here's the link again, set to start at 2:08. The bike that comes up three bikes later at about 2:18 is a Norge. That must be it, I think.

A few months ago - after 20 years and about 21,000 mi - I lost the clutch on my 2003 V11 Naked. No power to the rear wheel with bike in gear and the lever fully released. I wasn't particularly surprised, since clutch engagement had been uneven and grabby earlier in the season, and finding neutral with a hot engine has been difficult the past couple years. After spending more than a little quality time reading this and other clutch threads, I realized that my limited time, space, and skills weren't up to this task. Given the increasing challenges associated with maintaining this old bike, I considered selling it for parts, but then contacted the good people at Cadre Cycle, who agreed to take it on. Enzo suggested the clutch slave cylinder was at fault, and Tim found a potential seal from an auto application, so I decided to chance a repair. They swapped out the swingarm bearings while it was off, so glad to have that done. I've not had much opportunity to test it, but got out for a short ride last week, and it was well-behaved. We've got cold and snow already, so I won't know more until next season, but at least there will be hope during the cold dark winter that when hibernation ends, I'll have a V11 to ride. Doc's clutch tribulations and the rally to assist with spare slaves inspired me, so I ordered a couple of seals (Dorman D351783) to aid the cause. Doc, if you'd like a couple seals that *might* fit your spares, shoot me a PM and I'll send them along.

Very good Doc! That's my take too... Royal Enfield had a single representation, and I only saw one Ducati: the Desert X; I could not find your entry @PJPR01

I believe so - my clutch slave has never been serviced, so if you say it came with a Grimeca, then this kit includes a seal that fits the 30mm piston. It's flat and measures something like 3.5 x 3.5 mm. https://www.dormanproducts.com/p-14242-d351783.aspx

Hello, I am preparing to take a "Greenie" into my possession to keep my silver one company....but, seeing this image with the fairing reminds me of the new MV Augusta Sport Veloce, albeit with a much smaller headlamp.

Just a 6 month update note; My petcock is perfectly operational, but still harder to turn than I would like. If I had my 30 year old thumbs back it wouldn't be an issue. But it doesn't leak, and I can close it.

@PJPR01 I got it now! So we had three Moto Guzzi representatives: a California 1400, a Le Mans, a Norge. There seem to be a lot of trikes and three wheeled Harley's.

You probably know this already, but for the sake of having said it: Whilst it is apart, it would most likely be prudent to have the heads done (valve seats freshened up etc. ) It would be wise to weigh the new pistons and the old pistons. If there is any significant weight difference, perhaps an engine balance should be considered.

If you get any air in the line, like trouble with disengagement or a dragging clutch, I installed a bleeder banjo bolt on the clutch master - the highest point in the system. Then bled it from both ends. Been fine ever since.

Well that’s probably because you were looking for a V11 and on this trip I was on my Guzzi Norge and not the Scura…right around 2:10 to 2:18 I think into the video…

@p6x's Le Mans at 9:32 . . . V1400 Eldorado at 13:11 . . . p6x, again, at 23:48 . . . I couldn't find @PJPR01 at Comanche . . . I swear I saw One (and only one) Royal Enfield. The "least represented?"

Having had the privilege of learning more about this "intake air path", I would venture that this piece is a fine looking, yet hidden, "velocity stack" . . . No wonder chicks dig these airboxes. They are always knowing things we don't know . . . . . . reminds me of something . . .

Here is a pic of the intake air path on a 2003 model.

The Motorcycle Grand Tour of Texas made a kaleidoscope of the photos taken by the participants. Interesting to have a view of the people that do the tour, some of them returning each year. As you would expect, there is one brand which is majorly represented, many trikes too. Which brand is the least represented? if you have the patience to watch the video until the end, let me know;

Tesla (for everyone's understanding) should send an e-mail to every Tesla owner stating that "this is NOT a robotic self thinking vehicle and the driver is fully responsible at all times" and make sure it is acknowledged. One life is not worth the stupidity of others.

We (the wife and I) are gearheads and love old school motorcycles like our Guzzi's. We also have a pretty extreme Jeep, a true dinosaur. But on the other side of the equation we have an EV. No self driving but it does have all the standard blind spot detection and front / rear collision warning. I like EV's, and I like safety features. I like TPMS sensors. But the issue in the original story here is someone mistaking Tesla's "Auto-Pilot" feature for an actual auto-pilot, it seems. It isn't that the Tesla was "unsafe", unless you count that it allowed the driver to operate it without actually paying attention, then it was "unsafe". It was that someone thought it was fully capable of driving itself when it is not. That seems to happen on a regular basis, often injuring or killing the idiot who made that mistake. The sad thing here is it wasn't the idiot that paid the price for his stupidity, it was a motorcyclist who, as far as we can tell, was just riding down the road on his Harley minding his own business. That could have been any of us (except for the part about it being a Harley), it was just a matter of dumb luck as to who it ended up being. The core issue here was two fold, Tesla markets its driver assist as an "Auto-Pilot", which it isn't (and they tell you it isn't) and the driver of the Tesla didn't safely operate his motor vehicle, instead thinking the Tesla could safely operate itself without his input (it can't). The end result is a motorcyclist is dead and both Tesla and this idiot should be held responsible but given the way things are I worry that neither will be held accountable in a meaningful way.