docc

At the very back of the gearbox. as shown above, or where the gearbox joins the back of the engine above the back of the engine oil sump?

Good to service our brakes, polish those pad pins! No petroleum products around the brakes! Silicone greases, only!

Thanks for the update @Nomorefours . . . Back to fours?

Glad you regained control, @MattiGuzzi ! Good advice, already (rear brake, tire condition, road hazard). It also occurs to me to suggest inspecting the lower shock eye. They are prone to breaking on the Sachs shock, and that the swingarm pivot bolt can get corroded and seize. Also, to remove the rear wheel and inspect the wheel bearings. Failed rear wheel bearings can cause unexpected/unwanted shifts in the wheel position.

We are talking about these bolts of the rear cover?

Can y'all help me understand these serial number ranges from the Service Announcement (also posted by @80CX100 from Dave Richardson's work): KR and KS V11 SPORT from frame number ZGUKR0000YM112131 to ZGUKR00001M114639from ZGUKS00001M111111 to ZGUKS00001M111147from ZGUKS00001M211111 to ZGUKS00001M211162 I understand KR----YM11xxxx (2000 Sport) and KR----1M11xxxx (2001 Sport). But what does the change to "KS"----1M11xxxx represent? A 2001, but what model(s)? And the "KS"----1M21xxxx ? Still a 2001 designation ("1M"), but what of the production number starting with "211111?"

Thanks. I didn't see it. Probably was doing five things at once, as usual . . . edit: Yep, there it is:

This recall replaced #16 (2 parts, not including the washer stack/18): And #2 in this image ( 2 parts): Cross post to the Service Announcement and specific parts involved (the washer stack was not involved):

https://tlm.nl/moto-guzzi-triumph/973260900016-terugroepaktie-kit-v11-kit-b

No worries. I could not find our discussion of this Sport and assumed the thread succumbed to the 60 day limit on "Classifieds." Hence, my encouragement to post for-sale listings here on "24/7 V11" for discussion so we can refer back to comments.

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

You have a Workshop Manual for the 1100 Sport? https://www.thisoldtractor.com/mg_manuals/workshop_manual_v10-centuaro_daytona-rs_1100-sport_en.pdf Section 12.6 looks very much like the V11 manual. The TPS is adjusted in the fully closed plate position to show 150mV +/- 15 mV. Idle speed set using the idle stop screw(s). And, #8, "Open by one turn the air bypass screws."

Does your 1100 Sport TPS have slotted mount holes?

I recall we gave this Sport some good reviews before. Other than the Rizoma bars (which necessitated drilling the top triple clamp), aftermarket horns, an auxiliary tail light, and Staintune canisters, it looks very original. Down to the fuel evap canisters still in the tool tray. There are what appears to be Bosch relays in the right places and a rather rare Stucchi rear rack. It does appear to be missing the eagle badge from the right Frame Side Plate. Just to remind us to pay attention to ours . . .

+1 on what Weegie said about the air bleeds being "insignificant . . . at any significant throttle opening." In other words, do not expect them to change the rich/lean (AFR) condition. This is the function of the "map" in the ECU.

I've seen all of these settings. The 1999-2000 V11 Workshop Manual uses 1/2 turn. Meinolf's Map uses zero. The "Decent Tune-up" has a full turn as a starting point, then turning each in or a out to get a good throttle body balance at idle. So, certainly not as critical as, say the TPS baseline. I found that if the two air bypass screws have to be set significantly different (like 1/2 turn) from one another, there is likely a vacuum leak somewhere. Since the ECU is different, I am not certain about the TPS setting, though. Perhaps @Pressureangle or others know . . .

Sadly, all of our discussion of this interesting listing was lost since our "Classifieds" topics "disappear" after 60 days. Let's begin, again. This V11 Sport is worth consideration . . .

and a half turn. and fully closed. Probably not the most critical tuning parameter, relatively speaking . . . [See the linked pdf Workshop Manual for the 1100 Sport, below, for specifics related to the 1100 Sport.]

Moved to 24/7 V11 to preserve discussion. This nice Sport is worth talking about . . .

Moved to 24/7 V11 to preserve "discussion."

This is the place to list what you, as a member here, have for sale. "PLEASE READ! 1. Registered members can post personal ads here." Links to Commercial products should be posted in " Commercial Ads " ( "Dealer's (or commercial enterprises') ads only.") If you wish to start a discussion about a V11 listed for sale online or on another website, please post it in 24/7 V11 or on this thread:

What I do is, first, service and adjust/shim the pivot assembly, then position the pedal lever where it will just clear the Frame Side Plate on the downstroke (in every gear as it seems the travel is greater in certain downshifts), then position the gearbox arm on the shaft splines (remove the pinch bolt and pull the arm off to reposition) where the arm is parallel to the shift extender when the lever is in the "relaxed"/ready position. Adjust the connector rod length accordingly.

Changing where the gearbox shifter arm indexes could be helpful, as well.

Hard to believe those are only 750cc. They look more like 750cc each . . .