docc

They look stunning!

Well, this made me look at the Sachs that came off my Sport after 49,000 miles/ 79.000 km/ 7 years. I believe both the images above are from V11 in the UK. What I realized is there is a substantial, grooved "bush" inside the eye that contacts the actual pivot bolt. So, the thinking that a well greased pivot bolt would be preventive seems rather circumspect. The corrosion shown would be between the alloy eye and the pressed-in steel bush. Not at all sure how to prevent corrosion in that space . . .

Thanks, MartyNZ! Here are images from the last two of those threads: wambiker, 2006: Martin Barrett, 2005:

Thanks, Al! So, definitely for early V11. Interesting idea to eliminate the angle drive. It's all about whether there is reliable clearance for the throttle rod . . .

I would think that is a replacement cable for the early V11s using angle drives and the white face Veglia. While the angle drives are nefarious for various failures, I don't recall the early cables being an issue. Replacement angle drives are available through MG cycle, IIRC. Later V11 with black face ITI instruments have "bent-tube" cable ends that eliminate the sketchy angle drives. These cables have been known to fail fairly routinely. I would be uncertain that this replacement cable would clear the throttle linkage without the angle drive or the "bent-tube."

That is a really good question. Do they fit, but otherwise is the plate necessary on the V10 motor?

Another Scura to make its dark appearance!

See there! I stand corrected already. "The Mighty Scura," even . . . I was thinking the other day that I've seen almost all of the V11 variants, even down to different color combos. (okay, red Ballabios, but not a grey one.) Not sure I'll ever see a Scura R. I reckon those may be the very rarest of them all. While I've seen several Rosso Corsa, I don't think I've seen a Nero Corsa . . .

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Correct me if I'm wrong ( I already know I can trust you guys on that ), but there are a handful of V11 I don't think I have ever seen at a South'n SpineRaid: Scura, Nero Corsa, or Scura R Maybe they were there, but all so dark I just couldn't see them . . .

Short answer: a light illuminated by the wiring harness that is everything but Fuel Injection/Ignition (that is a completely separate wiring harness through fuses 1&2 and Relays 4&5. It is common to power the "Go_Winkie" from the last fuse location (Fuse 8 on early V11/ power for the electric petcock).

I put mine away with the other cables.

More bar-ends, I know, but this Norton posted by @swooshdave in hammershaug's thread is a real stunner, IMO...

Yep. And in lots of the early published materials. Perhaps a very few of the 1999 models released in Europe could have had them leftover from the Sport 1100/1100 Sport-i ? Otherwise, seems all the US V11 got the Sachs. I went looking for images and posts about the broken eye and ran out of steam (or patience). Still, pretty sure it is the swingarm attachment that is vulnerable. That is the pivot bolt that should be regularly cleaned and greased.

So, the original Sachs used throughout the V11 range does have a white spring, but not built by White Power/WP (as was fitted to earlier Sport 1100) were fitted to V11 (as far as I know), even though early press materials said that. I am pretty sure it is the lower (rear) attachment at the swingarm that is most susceptible as that pivot resides just above the rear tire and exposed to the elements.

Kind of you, but just 'cause I've had this bike a while and rolled some miles still doesn't make me an expert. There is an improved tensioner. If ever I had to go into the "timing chest" (that is usually to address leaking, especially on the "wrinkle" black cases), I suppose I would upgrade the tensioner. I just don't recall any real issues with the chain. Lucky Phil (as I recall) did report improved running when he switched to a gear set. When I see the kinds of things done to this low mile V11 (timing chain, power commander, shrouded fuel pump, etc.), it always makes me think someone never really got it running right addressing the simplest known issues (Decent Tune-up, High Current Relays, Grounding, and Ignition/Run Switch service go a long way).

I wasn't aware they ever were?

"Kill" Switch gets power from the Sidestand Switch with stand up and from the gearbox Neutral Switch/Relay#3 in neutral. Since yours died in both neutral and in gear, worth addressing the Run/"kill" Switch. Easy to get to, inspect->clean->.Caig DeOxit . . . You have tightened your relay bases as Kiwi_Roy has helped us to understand?

Solder joints have been found failed or failing at the ignition switch. Also, later V11 run the starting current through the switch (instead of the early V11 using a relay) which stresses the switch further. It is very common to find the contact grease dirty/hardened and interfering with contact.

Died while riding along in gear? Shifting to neutral bypasses the Sidestand Switch. Inspect, clean, and service the Run (“kill”) Switch and its connections?

Nope

Correct, faulty clutch switch is only for starting. Nothing wrong with having a proper Go_Winkie. Kiwi_Roy likes to say it separates V11 electrical troubleshooting in half. Perhaps this is a good time to inspect, clean, and service the Ignition Switch. . .

What were the issues?

+1 on that...