Speedfrog

Hey Al, with diligent research throughout the 20 years of information contained in this forum, you could write the definitive “Best How-to of V11S maintenance” book for sure! That would be cool!

GUZZIMOTO -— one word! If the Piaggio lawyers knock on your door, tell ’em it’s a Japanese name...

I wonder if the city of Le Mans, France or its namesake race track ever got any royalties from Moto Guzzi...

For more details on these new gaskets and more in-depth information, you can check Rolf’s thread on the Ghetto. https://www.grisoghetto.com/t6888-new-oil-pressure-gaskets-for-the-8v-engine

The general consensus on the oil level with a Roper plate installed is to keep it right below the plate. It’s a good idea to mark your dipstick at that level during install. A small drilled hole works well.

And no reason not to use the thicker paper gaskets as they have been proven reliable, Pete? Your choice, they both improve on the original gasket! The metal core gaskets are actually a bit thinner than the better paper ones - 0.5mm to 0.9mm respectively according to Rolf’s measurements - and since you need two with the roper plate, they will reduce the stack height some but not by any significant amount.

The problem with the sump spacer to crankcase oem gasket blowing out around the oil delivery galleries has been well documented with the CARC 8V engines and it’s been one of Pete Roper’s crusade to have them replaced with available aftermarket thicker gasket as routine maintenance, to prevent it from happening and the consequent loss of oil pressure. These oem metal core gasket recommended by Rolf are new to the 1400 engines and are now spec’d by MG on 1200’s as well. Aftermarket thicker gasket: https://www.mgcycle.com/index.php?main_page=product_info&products_id=34 Oem metal core gasket: https://www.mgcycle.com/index.php?main_page=product_info&products_id=5495

This is a very interesting piece of kit for those later model V11S running the front exhaust crossover. Great job @al_roethlisberger for sourcing these from MPH. They look to be dimensionally identical to the ones developed by Turtle(?) and posted here almost 20 years ago . I wonder how MPH got to manufacture and sell them?!

Sounds like a fun little bike, very exciting.

Congratulations Joe! Can’t wait to hear the first rides report.

Great article by the great Kevin Cameron

Sorry I could not help you Ketil, I guess my comment was more in response to motortouring post.

I don’t know how attractive a feature the down-sweep gauges is, I find it weird and confusing to look at. I guess you’d get used to it. Like someone famous here said not too long ago, as with music or women, it’s a good thing we don’t all have the same taste. As for the power these engines put out, although these bikes aren’t at all about absolute power output, the RE 650 twin is notoriously under-stressed and can easily be brought up to breathe a bit more with proven simple mods. And with its Harris Performance designed chassis the RE 650s have been reported as excellent handling machines. It’s common knowledge that Royal Enfield also has a history of firearms manufacturing in the UK, closely related to BSA in fact, but please spare me the guns logo on my motorcycle, I don’t want my fun and joyful passion to be associated with a death tool.

That big radiator though...

It’s hard to criticize the younger generation for doing things differently than we did. Every generation does things differently than the previous one, I know I certainly had a different upbringing than my parents did. Better technology with more accessibility, different times. I grew up in the 60’s and 70’s, we didn’t even have a telephone in the house until I was 14, same year I graduated from a bicycle to a moped... guess where I spent most of my free time (hint: it wasn’t on the phone). At 16 I was able to buy myself a brand new 125cc with the proceeds of a couple of summers jobs. And so we went from 49cc at 14yo to 125cc at 16yo to 500cc and beyond a couple of years later. Young formative years to learn the subtleties of riding at speed on two wheels. Despite all that, there would always be some amongst our peers that faced a steeper learning curve, overestimating their abilities and crashing way too often. Most of them didn’t make lifelong riders... natural selection I guess. But it’s also possible it could have been a different experience had they had access to today’s electronic aids.

The V7 Classic with it’s light and nimble chassis and predictable power would be a terrific bike to learn on. The Royal Enfield line-up would also be a good place to look for a more affordable first bike.

Probably in part, but most certainly also because as you get to grow into your classic age, your physical and cognitive abilities are not quite the same as your younger self and that sense of invincibility you used to carry as a shield as eroded to where your heightened awareness of the breaking point might come a little sooner...

I prefer “Classic” as a defining moniker rather than “Historic”. It implies a sense of (well..) class and high style opposed to the later that conjures visions of a forlorn ancient past and cobwebs. As for modern amenities on motorbikes, my V11S stablemate, 10 years younger sibling Griso(the Mutant), still has no ABS, no TC, no ride-by-wire and algorithmic riding modes.. Those are Classic bikes built for real classic men(read old) and as we all know, real men don’t need no stinking “riders aid”. And before you jump on a 160+hp crotch rocket and rely on electronics to keep you on the road, go learn how to ride a motorcycle... Isn’t that how we all did it?!

A fairly new offering from Dunlop which popped up on my radar recently as well. No personal experience, but I've read mostly raving reviews from testers. Definitely interesting construction and looks. I'm highly considering trying them next, they could be effective around here as the tarmac on secondary roads is often in bad shape. Albeit not on the V11S but on the Griso. I think in terms of looks it would suit the Griso nicely and even maybe in name, as I think of the Griso as a bit of a - dare I say it - MUTANT.

With that kind of dexterity, I'd be inclined to look past the hair color...

Curious! How are the Centauro foot controls different from the V11s original? Are they a direct swap/install?

This video was lambasted on WG a while back... an eye opener and quite entertaining. https://wildguzzi.com/forum/index.php?topic=116045.0 And on the Ghetto as well... https://www.grisoghetto.com/t5597p800-things-that-make-you-go-hmm

Playing cards attached to the seat-stays of our bicycles with clothespins =>=> "Braap-Braap"... that's how it all starded!!

"Realistic Motor Sound" it sez on the tin...

Lots of info on the subject over the years, tank swelling and paint bubbling caused by the propensity of ethanol hygroscopic nature to absorb moisture which in turn is being absorbed by the plastic. This affected the tanks made of PA6 Nylon by Acerbis for Ducati, Aprilia, KTM and Moto Guzzi(V11, Norge, Griso, etc.). It affected Ducati’s owners so badly that a class-action lawsuit was filed against Ducati North America, which they lost, having to replace the tanks of thousands of bikes albeit with the same ones, only with a longer warranty time, thus kicking the can down the road... One of the solution to the problem for people unable to avoid filling their tanks with ethanol laced gasoline has been to coat the tanks with Caswell epoxy. Reports of successfully eliminating the swelling abound but also failure for some as the coating would not adhere properly to the inside of the tank. Most likely due to inadequate application process?! As gstallons said, use your best judgment... https://www.v11lemans.com/forums/topic/22148-fuel-tank-expansion-due-to-ethanol/ https://www.v11lemans.com/forums/topic/16928-caswell-tank-sealer-failer/#comment-181275 https://www.v11lemans.com/forums/topic/20071-install-deformed-fuel-tank/ https://caswellplating.com/epoxy-gas-tank-sealer.html