PeterT

These were the Italian Alps just south west of Silvaplana, the day before I brought it back from Ghezzi Brian. You can get the bits and do it yourself - nice winter project, but I got them to do it for me by driving the bike down, leaving it a month and then driving it back. The conversion was to a V11 Trofeo but I added a few optional extras; the big one was the alloy swinging arm, but less expensive were the wave discs, lithium iron battery and high efficiency air filters. I also got the carbon fibre front and rear mudguards and belly pan - though these are cosmetic and it had a CF front mudguard anyway. This was virtually everything short of the tuning mods which Ghezzi Brian didn't recommend if I was going to use it, put lots of miles on it and wanted it to be reliable: I guess these are really for a track bike.

I agree with the thought that a 2nd V11 should be customised. I wanted a modern spine framed equivalent to my old red LeMans so went to Ghezzi Brian for their conversion. It transformed the bike and the handling and took 30kg off it. If you don't mind drop bars; that's what I'd do. I've had it for 4 years now and I still don't want anything else.

Since I got my V11 converted by Ghezzi Brian in Italy in April 2016 it's been running on a BC Lithium LiFePO4 BCTZ14S-FP-S 12V 54Wh lightweight battery. I keep it on an Optimate lithium battery charger when it's in the garage. The standard rectifier works ok; when running and during charging the voltage drifts up to 14V and shows the fully charged voltage of about 13.1 - 13.3V when you next switch on the ignition and the lights go on before the engine cranks. It has plenty of cranking current due to the really low internal resistance. The overall capacity is lower but how many times do you need to start it before the engine charges it up? BC recommend the next size up which would still be smaller and considerably lighter than a standard Lead acid gel battery. Mine is only 750g; it was one of the way G-B managed to take off >30kg during the conversion. Not sure how it would cope with really high temps but I've toured for a couple of weeks, on successive years in northern Spain where temps were over 30-35deg.C in the 90's Fahrenheit. If anything it is cold temperatures and thick oil that seems to make the cranking a little slower. Last time I looked, I could get a replacement for about £100 on the internet but there is no sign of deterioration and I'm into its 4th season.

I have an original carbon front mudguard for sale that was taken off a V11 Cafe Sport with the Ohlins front forks at 4300miles when I had it converted by GhezziBrian. It is in pristine condition. I'm not looking to sell it cheaply as it ought to go to someone who really wants it to keep their V11 as original since they are no longer available.

Does anyone have any knowledge or experience of changing the overall gear ratio on a 2005V11, perhaps by changing the ring and pinion gears? I am considering whether it would be desirable to gear the bike up just a small amount to reduce cruising revs and perhaps increase top speed as on the German Autobahn it seemed to be capable of more speed if the revs didn't get above 7.5k. Any thoughts?

I had leaks on my Ohlins seals which you know you've got when oil starts appearing on your boots. I took the bike in and got them changed with new fork oil which was probably due at 12kmiles. But after less than one year and about 3-4kmiles more one started leaking again. I got an inexpensive Seal Mate (www.sealmate.net), although a piece of 35mm film stock cut into the right curve may do it, and after removing the mudguard for better access, slipped it under the seal lip and slowly rotated it and withdrew it. I couldn't see any dirt. I then pumped the seals but even after 5 times it was still leaking with a film of oil on the forks. However, when I took it for a ride, the seals reseated and there was no more leak. I only mention this experience as a fairly easy option that should be tried first. I'll never know if my initial problem could have been cured by this method.

Mine was a Cafe Sport first registered in the UK in 2006, Chassis No. ZGUKTB0104M112083 I got it converted by Ghezzi Brian to a V11 Trofeo. The original looked good but I feel it's now an even better handling sports bike and 30kg lighter!

I love the pics with the bikes in the mountains; all those great sweeping bends and no one to get in the way. I'm off touring in the Pyrenees in July.