p6x

I lost my right hand side bar end weight, and the replacement I found (one month wild goose hunting) came rough lathed. I would like to get it painted, but the brake levers and left hand side look powder coated to me. Can anyone confirm?

This sorry looking R90/6 has been sitting outside in the rain for a while, and since it is on my street and it was not always there, I stopped by and inquired. This was a gift bike. There is no title and I was told it was indeed for sale, but they did not have a price for it yet. The guy I spoke to said he would have to get a tittle bond, which I am not familiar with. As I was picking up my Le Mans from the shop today, I asked for advice and what I got was not very encouraging. The recommendation I got was to purchase a bike in running state as these project bikes can end up costing a fortune. Especially when you do not have any kind of history. The seller said he would give me a call during the week to give me a price. I think this bike is a 1976, because of the brake levers' shape. The 1974 had a very pronounced dog leg. As you can see, many accessories are missing, and my Guzzi shop which work on old bikes too said I should pay no more than $400 for a bike in that kind of shape. I was told the tank and seat could be had for under $1000, however the bike may need a lot more than just what is obviously missing. I assume it has 105914 miles on the odometer. My main issue is that I do not have any tools to work on it. I would have to purchase everything, including a stand. I know my way around mechanical things, my main worry is to source BMW parts in the USA. I already had a little taste with my Guzzi. Replacing the handlebar weight on the right hand side took one month. And the one I got is not painted. I am aware we are in the Guzzisti V11 garden here, but maybe some of you have more experience than me in restoring old motorcycles. I am not trying to make it look like new. I just would like to make it running again, so I could use it side by side with my Le Mans. Anybody can confirm the year? NADA says a running R90/6 of 1976 in fair condition should be priced at $1795. Should a 400/500ish offer be insulting? what do you think? stick to the Le Mans only? leave this one to the flippers?

I found the full history of C.E.V. on an Italian website, and they also offer a translation in English... the company starts in 1906. The actual name is HB4 Here's the link to the website:

I have found the actual manufacturer of "C.E.V." "Fratelli Pagani" in Milan Italy. C.E.V. stands for: Costruzioni Elettromeccaniche Venegonesi. They no longer exist under that name. They manufactured a lot of accessories for motorcycles, including electrical components. As you can read in the schematics I posted below, you could purchase the wiring for your motorcycle ready to be installed. I am guessing I.T.I. may also be a brand from one of these defunct Italian companies. Although I have not yet been able to associate it with any known Italian company.

Where does it say ITI on your gauge? on my hUR/ITI, the "ITI made in Italy" was embossed on the back of the (cheap) plastic container. Before finding Joel Levine, I was in contact with an Italian shop that does the same thing as Joel, and they told me "ITI" was only manufacturing the container, the actual mechanism was from either Korea or Japan. I combed the Italian Moto-Guzzi forums, and tried to find an Italian company with an ITI brand name, did not. hUR and CEV in your case, may have been only doing the face plate's serigraph printing.

And the final B4/After.... The odometer now works, the partial resets to zero.... I have been using an App to monitor my mileage while the Odometer was not working. I will make a separate thread about it, since it is "free" and does not involve monitoring you via the GPS function of your media. So it is not as accurate as a GPS, but it is very lenient on battery consumption. You have the ability to adjust the mileage if you want to; either by entering it manually, or to retroactively pick the route you followed using google maps. I used that app to check for the accuracy of the Odometer, and it came that the mileage as read by the ITI/hUR was 0.1 mile short of the total reported by the app. Of course, it was a short distance, so I have to see what it does on longer trips.

Your business card says you are located in Los Angeles. Providing you do not see a lot of rain, and I would have thought Texas would have also qualified but it has been raining non stop last week, today too... I would instead of the Road 5 go for the Power RS; if you are in a hot environment almost all year long, look no further... it is like being glued to the road, and the feel is just incredible... The front tire will last about 6000 miles and the rear 4500 miles off track... so not much longevity, but once you try them, you will understand what I mean. Check out the presentation of the Power RS by STG; here's the link! Main issue seems to be availability. I checked a few websites, and they are all out of stock. At some point, I will install them on my Le Mans.

I received the fixed ITIhUR Speed/Odometer today @2:00 pm. The gauge has a partial trip reset knob too. I can see the mileage read 8866.4, from the previous reading at 8865; I will report back once more when the gauge is back in place. The three pics below shows the Speedo/Odometer before, and after Joel Levine's divine intervention. If I take into consideration the shipping to and from into the price, the total tag is $400. You may construe this as "expensive", but if you consider the service, it is not.

Understood! thank you for the clarification. I don't dislike the SpeedHut alternative; it is more a matter of keeping the bike the way it was then. I am eager to have a working Odometer.

I am not certain I understand what you meant. As far as I know, he is returning me the gauge I shipped. Although it could be possible that he has a stock of already fixed instruments, so he only swaps the internals and ship back the container? Is this what you implied in the message above? I will be able to verify, since I have pictures of the serial number of the gauge I sent.

Joel shipped the gauge back to me today Wednesday May 19th, ETA is Saturday May 22nd. Turn around was seven days total. Will report back once the Speedo/Odo gauge is back in place and running.

Check your rear end, look at that bellissima Gambalunga...

The video is self explanatory. https://streamable.com/wa8xg5

I liked the sound, however on the long run, it is tiring. I wore ear plugs on long distance trips.

They are Staintune, made in Australia. Confirmed. I could not confirm before I got the bike home. The DB killers are not in though, that's why the bike sounds loud. Staintune has been purchased unfortunately.

So, I guess I should post a little follow-up on my 2004 Guzzi Le Mans purchase; I flew to Pensacola on March 16th, to ride the bike home. Unfortunately, I made an unpleasant discovery: the odometer was stuck at 8865 miles. I chose to play it safe and returned to the dealership. It turned out they had never ridden it. They were unaware of the issue. So much for all the emails from the sales guy telling me the bike was fit to make the trip to H'town... I decided to fly back to Houston, and to get the bike shipped instead. At this point, I had lost confidence in what I was told. To be fair, the manager apologized, and based on that experience, they would never take another consignment bike from anybody. They shipped the bike to my door at no extra cost. But I only got it on April 17th... Here it is, the very day after it was delivered to me: The bike has been fully checked by MPH Cycles in Houston, and according to them, the mileage is consistent with the bike's inspection. The only consumables that had to be replaced were the battery and the rear brake pads. All the rest was fine. I am now in the process of fixing the odometer, and it is on its way to Joel Levine Inc in Georgia. There is topic about it. I am also registered for the Motorcycle Grand Tour of Texas, so I have done two of the stops. I use the "TripLog" application to keep track of my mileage. It works fairly well, does not consume your battery since you only enter the start, and the end. And because I only do the "manual start", it is free of subscription. I will keep using it even after my Odometer gets fixed. I have done about 400 miles since I got the bike. But I am not riding it until my Odometer is back. The feeling is fantastic. I am back in the 70's when I was just taking my bike and riding with no destination. Just the pleasure to ride a motorcycle.

Modified the initial subject to include Veglia Borletti too.

Disclaimer: I have no affiliation with Joel Levine Inc.; I am making a separate thread because his credentials were buried in a different post. Credit to LowRyter for sharing the address in the first place. I wanted this ITI odometer repair option to have its own thread for visibility purpose. Like many other owners of Moto Guzzi V11, my ITI/hUR odometer had stopped working at 8865 miles. As we all know, the instruments installed by Moto Guzzi on these V11 always were failure prone. Starting with the Veglia, and thereafter the ITI/hUR. By the way, after making contact with a specialist shop in Italy, they said the actual metering part of the gauge was made in Korea or Japan. Only the container that bears the name ITI was made in Italy. The guy that fixes these instruments here in the USA gets its parts from Japan. Maybe hUR is a Japanese company after all. So, here's included the message from Joel Levine Inc. from La Fayette in Georgia. This is an alternative to either purchasing a failure prone replacement Speedo/Odometer cluster, which are found on eBay (as I type this) for about USD 700, or the SpeedHut alternative which is well documented in its dedicated thread.

I also ran into the ITI/hUR top quality syndrome. My odometer was dead on arrival! stuck on the same mileage for ever. After getting the Speedo/Odo out of the bike, I opened it to check the root cause of the issue, and what could have caused it. The worm screw that drives both the Speedo and the Odometer slowly ground itself until the thread was completely stripped. My explanation, and you are welcome to challenge it, is that the cheap design and build made for no adjustment of the intersect angle between the worm screw and the driven axle as seen on the pictures. The assembly is held together by cold clamping the instrument chassis. But thanks to LowRyter's tip, it appears I have a working repair solution now... So for those of you who run into the ITI/hUR stripped worm screw, here's one option, the email below is dated stamped today, May 13th, 2021.

Since you brought it, I have noticed a significant difference with the motorcycling gear providers in the USA. When you check the popular sites, the search engines are limited to the recent bikes. Or, for those that do have a Moto Guzzi V11 configuration, the returned list is empty. One of the web site I used when I was in Europe has a search engine that can be configured to Moto Guzzi V11 Sport, including the year. Here's the returned list for Moto Guzzi V11 Sport year 2004; This is useful to check the references and find the equivalent in your local market. You could also order online; the prices shown include VAT, so if you live outside EUR, they remove the TVA which is 20% at the time I type this. Unfortunately, the EUR to USD rate is around 1.20ish. Still it is a good alternative if you are looking for something that you cannot find where you live.

Did you ever went for the Oxford tank bag? I am looking at purchasing a tank bag too. Problem is that I don't have the bike with me to try it on. So I need to make sure it is going to fit. I have found a tank bag from Givi on Amazon.it; said to be purposed for the Moto Guzzi V11 Le Mans; obviously the model is no longer available, but I found their newest model which has the exact same dimensions. https://www.revzilla.com/assets/0002/6504/givi_grt715_gravel_t_waterproof20_l_tank_bag.pdf

You would need to take it up with the owner. I only translated it...

I was browsing the classified adds in Italy, and I found this beauty. This is definitively a stunning example, and the narrative was not the usual copy paste... I thought that you guys may be interested! It all started with the V7 Sport: Fast! it was the first commercial motorcycle that really was capable to go over the 200 km/h (124 mph) mark. Powerful with a handling that immediately became legendary; the "formidable V7", as it was described in the adds of the time, only had one great handicap with respect to the competition: the brakes! Not that Moto Guzzi designers had neglected such an important component. On the contrary, the front was a double cam, four 220mm caliper drum which would have been judged among the best just a few years before. But the technical evolution clearly demonstrated that disc brakes were superior to drum ones in all braking compartments. The 1969 CB750, just to give an example, was commercialized with a front disc brake. From then on, all the other manufacturers followed suit. Moto Guzzi was well aware of their lacking in that domain, and in 1973 they released a kit; -a double disc with Brembo single piston calipers, modified fork bottom legs/outer tubes, and all the accessories required for the installation. The kit was simple enough to be installed by the owners themselves. It was an obvious "stop gap" measure in order to wait for a new V7 Sport in line with the contemporary times. Here's the story: The arrival of the 750 S. The double disc is not the sole change of Moto Guzzi's lead motorcycle; renamed 750 S and sold from November 1973. The new bike got a restyling with a sports' seat ending in a "tail stop" which provided a slimier look to the rear of the bike, combined with its new sides. The seat was almost only suited for a single pilot, but not quite; allowing for the transport of one passenger in relatively good conditions. The back stop helping to keep it together with the incredibly strapping 70 hp V 90 bi-cylinder. The "sporty" line was emphasized by the aggressive colors of the bike; Black, brought out with red, orange or green. More refined and slender looking than the V7 Sport which metallic green-gold color never seduced the fans, the 750 S looked like a panther ready to pounce. New engine: To increase the performance, the chromed exhausts of the V7 Sport were replaced with two blackened "Lafranconi" mufflers sporting a "competition" look and sound, and in tune with the engine. For the rest, you do not change a winning horse. The 750 S possesses all the technical characteristics of the Sport, from the 750 cc engine derived from the V7 Special with a slightly reduced cubing, and with an alternator in place of the dynamo, a dry clutch, and a drive shaft. The only novelty is the ability to swap the gear change selector to the left, to follow the increasingly complied to standard to have the rear brake command to the right and the gear change to the left of the motorcycle. 1300 bikes were produced until 1975. New Chassis: The same thinking was followed with the chassis; the V7 Sport one was conserved, using the same half handle bars, that could be adjusted in height and angle. Something almost unique at the time, because directly clamped on the fork's top tubes. It allowed the user to modify quickly and easily to a "sports" handling from a "cruising" one. It stayed in production for two years, unchanged but for the turn indicators repeater on the dash board in 1974. Production stopped in the fall of 1975 after 1300 bikes were produced. Enters the 750 S-3 with rear disc and integral braking: At the Milan exhibition event of November 1975 the 750 S-3 is presented. Labelled as such because equipped with a rear disc added to the two at the front. But it was not all. Also introduced was "Integral braking", named such because the rear brake pedal would also activate one of the front disc. The concept of an "Integral" braking came from an idea of Lino Tonti (design engineer) that Moto Guzzi was very proud to implement. "The bike becomes safer" was one of the catch line used in commercial documentation. The experimental certification was carried out by the house race and test pilots, such as Vittorio Brambilla and Antonio Piazzalunga. It appeared for the first time on a competition prototype during the Varrone Grand-Prix in 1971. The prototype was equipped with a 850 cc engine that would later served as a base for the future "Le Mans. In normal riding, action on the rear brake pedal actuated both the rear and one of the front discs. Using the front lever would actuate the second disc. The system was criticized as taking away some piloting perks and skills, such as using the rear brake to help throw the bike into the curve. However, statistics proved the system was better for typical use by a vast majority of owners. Braking distances were greatly improved and thus was safety. Moto Guzzi stood behind "Integral" braking and in 1975 all the major motorbikes were equipped with it, I-Convert and 850 Le Mans included. What changed on the outside: The 750 S-3 shown below is equipped with an optional fairing wrapped around the headlight. An option privileged by a lot of the Mandello fans, which had also been proposed on the 750 S. The engine has that identical look of the bigger cubed sisters. The head cylinders covers have a different shape than those of the S, and are similar to that found on the 850 T/T3 and the I-Convert 1000. The same "big sisters" look was applied to the front fork, drive shaft and final transmission casing. The gas tank and paint options of the 750 S remained unchanged. The side covers got changed with an fake "air intake" grid. The 750 S-3 was only produced to 951 motorcycles. It was the last "Sport" 750 from Moto Guzzi. Hand-Over: During that same Milan 1975 exhibition (EICMA nowadays), a new model was introduced. That model would become the favorite of all the Moto Guzzi lovers with a sweet spot for sport looking bikes: the 850 Le Mans. On its first outing, the 850 Le Mans made the 750 S-3 seemed irrelevant. Although the 750 S-3 had reached an enjoyable performance/reliability, the Le Mans just completely outclassed it because of its bigger engine which enticed the "sport" look even more. Technical characteristics 750 S: Engine: four stroke, bi-cylinder transverse V at 90 degrees air cooled. crank case, cylinder heads and cylinders in light alloy with chromed inserts and valve seats. Bore and displacement: 82.5 x 70 mmA, Engine capacity 748,388 cc. Distribution: Duplex chain with push-rods and rockers, two valves per cylinder cam shaft in the crank case. Compression ratio: 9,8:1 Max Power: 72 CV SAE at 7.000 rpm. (71 hp) Ignition: distributor with dual contact breakers and dual condensers. Two High Tension external coils Starter: electrical Lubrication: wet sump with gear pump. Comb Oil filter inside the sump case. Induction: Two carburetors Dell’Orto VHB 30 CD/CS (D=right S=left). Tank capacity: 22.5 liters including 3l reserve. Primary transmission: helical gear drive Final transmission: drive shaft and conical coupling. Clutch: dry dual disc on engine fly wheel. Gear box: 5 gears with shifter on the right hand side (left on request). Frame: tubed double cradle Cr-Mo steel. Suspensions: Hydraulic Front fork Moto Guzzi; Rear swing arm with two adjustable shock absorbers. Brakes: Front hydraulic dual disc diameter 300 mm with single piston Brembo calipers; rear single drum, single cam 220mm diameter. Wheels: spoke, alloy rims, front WM2/1.85 x 18" rear WM3/2.15 x 18"; tires: 3.25H-18" 3.50H-18" Electrical: 12V, battery 12V/32Ah. Dimensions: (in mm) weight: axle to axle 1.470, length max 2.165, seat height 770, height max. 1.035, width at handlebars 700, min ground clearance 150. dry wet 206 kg, wet weight 225 kg. Performance: speed max per single gear in km/h: 76, 110, 145, 179, 208. Gas consumption: as per CUNA: 8,58 litri/100 km. Variation for the 750 S-3: Lubrication: removable cartridge oil filter in the sump. Frame: standard steel. Brakes: rear hydraulic single disc 242 mm diameter; actuation combined with one of the front disc a.k.a. Integral braking. Wet weight: 220 kg.

@Lucky Phil I believe that it was you, yesterday, who answered about an opinion that Guzzi was going to bring back the Le Mans using the 850 cc engine. The media I follow for Italian news are based in Italy. Those media are often lead by former motorcycle racers. My main source of information for anything Italian is Moto.it. There guys are my age, and they are just as passionate as we are about anything and everything motorcycle. They don't usually make click bait articles, and I came to respect their insider's views. Nico Cereghini, who was 17, that 55 years ago, and on a Gilera 68. This is one of the main guy behind Moto.it. I don't pretend to convince anybody, but there are still some good guys that write about the stuff we like. Sure, they still need to make money, but I don't think this is their only concern in this case. So back to a Le Mans with the V85TT engine, why wouldn't Moto Guzzi expend the line? wasn't the very first Le Mans a 850 cc powered one?

I wanted to delete text in a reply and I deleted the whole thread.... sorry for that.... I will put back the pictures tomorrow. I was answering Docc's question about the differences between the V85TT engine and the V7 III engine for 2021. It is "derived" from the V85TT, as it will comply with the EURO 5 pollution European protocol. Here is my source from Moto.it