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I took delivery of this exceptional motorcycle from an exceptional owner yesterday. Drove North with a friend, and had the Stelvio in the trailer. Then on the way South we rode a few choice roads together. For those of you who know the area: Hwy 25 out of Hollister, and the @Chuck 's favorite, the Santa Monica mountains. Thanks again @KINDOY2 - I am completely stoked about this bike.

that Griso already knows the way to Tellico Plains

This is the second time I ran into @activpop at the Portland Cars and Coffee. Last time he was on I believe his Stelvio? Anyways this time he brought a proper Guzzi. I had the kiddo with me so no riding. We had one of those sneaky warm days (high was about 75F later in the day) in the early Spring. They are always welcome. The bike looks and sounds fantastic. The Titaniums are definitely not as loud as Mistrals but not everyone has to be a hooligan. One of these days I'll unbury the V11 and bring it out too.

Agreed with the rationale... However, this one has an o'ring. Typically, o'ring act as a lock when pressurized, since they expand into the gap to seal it.

I couldn't be happier to have sold it to anyone else ..she is a sweetheart ( the 2 timing little floozie)

its been warm enough to go for a few rides with my transformed guzzi... 50s during the day here ... salt is pretty much washed off the roads, though road crews havent fixed the pot holes yet ... stock airbox makes the v11 sounds better, even great, it sounds better ... i don't notice a power difference at all - seems like a totally appropriate and good refit .... rizoma mirrors are awesome (thanks again @Lucky Phil) no wobble, nice coatings, and as you said i have totally forgotten how much they cost and only notice the quality ... maybe my next initiative will be to remap to gain better MPG if possible. Oil change is complete (purchased the oil filter wrech suggested by @gstallons) Bike is running great. just need some better cold weather pants and a baklava for these early spring days.

My Wing has cc, it really comes in handy on long stretches of interstate when going out for 2-3 weeks. The MG v85tt has peaked my interest since I'm looking to downsize from the wing and also replace my wee Strom the was totalled last May, the v85 has cc. The v85 is also a lot less $$$ than other bikes with cc (bmw gs, honda africa twin, suzi Vstrom1050, etc.). And, my arthritic right wrist likes th ebenefits of cc too.

"Makes you earn that first kiss Takes her motorcycles serious"

I bought it from TLM about 5 or 6 years ago John when they were clearing out all their MGS parts. You can convert a standard one to the MGS ball bearing supported version as it's derived from that. You also need to provide a backstop to the ball bearing in the front bearing bore and seal off the old rear bearing oil feed as well. Phil

No, no pressure feed to the jackshaft rolling element bearings and yes no thermostat to the oil cooler because the MGS engine was never made for road use. Same as it also went back to the smaller and slower driven V11 oil pump. Last thing this engine needs is an oil pump that delivers less oil at low rpm around town. Phil

looks like it coming out of the showroom....

This is neat... price is 23k EUR. https://www.mini-freestyle.com/en/mini-freestyle-300-racing.html

What docc said. The vent goes into the frame at the top. What is vented is a mixture of air pressure (from pistons moving up and down changing the volume of the area in the crankcases, plus some blow by past the piston rings) and oil that is carried in the moving air. That oil is something of a fine mist, typically. Once in the frame at the top the air slows down and the mist of oil collects and drains down to the bottom of that section of the spine frame. There you will find drain lines that route the collected oil back into the sump at the bottom. Some spine frames have 1 drain line, others have a pair. I have no idea why they would use two lines back to the sump, one should do. Meanwhile that air pressure that carried the oil into the spine frame is then vented into the airbox. Ideally it is just air at that point, no oil. But if you overfill your sump with oil you can end up with excess oil being blown into the airbox as it can overwhelm the system that is trying to remove the oil from the air that it vents.

To take that a step further, the box section spine frame serves as a separator with the liquid fraction draining through the spine into the braided line that rejoins the oil sump at the back while the vapor fraction enters the airbox to be combusted. Or just gunk up the airbox . . .

Truth be known, I am holding a room for our Chief Whip in the event he can be our honored guest at this SSR XX. At some point in the SSR past, another member promised "a handful of Cubanos ." I suppose they could stay in the room and when the innkeeper inquires about the potential improprieties, we can say, "The Dutchman flew! and the Cubanos are nowhere to be found !" Okay, okay - the actual Cubanos:

Also, be aware this vent hose can be abraded by contact with motor parts . . .

In spite of carrying various talisman on my person, and on mySport, at all times, I am not much of a believer in luck. VooDoo, sure, but not "luck" . . . "Synthetic" oil runs the gambit of claims and allowances. Good luck finding out what the actual base oil is on your motor oil of choice. There are but a very few actual Group IV/ Group V base oils. That true, full synthetic motor oils do not suffer the heat-evaporative losses of other oils might suggest a lesser load on our crankcase ventilation and less stress on this failure-prone hose. Of course, very humid environs, storage conditions, and even tuning status (too much fuel load?) all contribute to what this crankcase ventilation hose has to suffer from . . .

Scrub the video to start at 1:34 and listen to 3:06 . . . about a minute and half. You won't be disappointed!

I also wonder about the motor oil in use affecting the longevity. "Mineral" oils have a significant heat-driven evaporative component while true synthetics (Group IV and Group V base oils) do not. I did change my hose while fighting various oil leaks, I saved my take-off as it was not faulty. That was at about 100,000 miles/ 161,000 km.

I have always liked the last gen red LeMans. While actually not "Termignoni pipes", they are nice Titanium canisters. Replacement foot brake lever could mean a wee tip-over in the history . . .

I did mine a couple of months ago. Actually changing the hose is in fact not that hard. A bit of a fiddle due to the bends near the ends, but not hard. You just can't see what you're doing all that well. The tedious part is dismantling the bike far enough to get to the hose. @cowtownchemist you have your tank off already, so the worst of it is done. Getting to that stage on a Le Mans also means having the fairing off. If I remember rightly, it is also a help to take the airbox out. So, as mentioned, actually changing the hose isn't really the problem, but rather the buggerising around to get to the point where you can access the hose.

Having replaced mine, I can say it's very easy, especially with the tank off. You should have no problem.

thanks - totally missed that - just reversed them.

Look at where the two bolts clamp the assembly to the bar and see if the clamp has been turned upside down with the mirror mount on the bottom...

Don't worry , something else will let go and make you forget all about this problem

I found the recall campaign Service Announcement No. 17-2003, dated October 22, 03, on Gregory Bender's wonderful site: https://www.thisoldtractor.com/mg_manuals/moto_guzzi_technical_bulletin_17-2003_v11_connecting_rod_flexible_coupling_moveable_hose.pdf KIT B - 97 32 60 90 00 16 (24,36 €)Description Code QuantityFlexible coupling hose 04211201 1Spacer 04212401 1Moveable hose 04214901 2

Uhhh , you have about $100 worth of picks and use caution & hope for the best ! Worst of all , make sure not to gouge the bore of the fork tube .