docc

I recall putting a "timing mark" on my flywheel and using a strobe to see if it danced around. It did not at that time, but I wonder if this is a valid indication of timing chain/ tensioner condition?

It’s super rare for the Sport to pop or hiccup anymore. If it does, it is typically in high ambient temperatures at low rpm (stuck in summer traffic.) How did your tensioner and chain look upon removal?

This one docc is at around 2800-3000 rpm under just a wiff of throttle but in 3rd gear, not lugging it at all. It will just cough and miss a beat every klm or so under those conditions. Ciao Resolved with the timing gears?

Well . . . I have chased many a Nasty Hiccup on the old Sport. Right now, I am closing in on my next 5,000 mile tune-up/oil change at 110,000 miles. She is just running so fabulously! I can get her to lug at 2,000-2,500 if I coax her into it, but I feel like I'm making my tango chick stuff herself into a waltz. Sure, she'll do it, but it kinda pisses her off.

I recall that Scura having extensive modifications. I wonder if the "updated" line might have been added . . . Chuck, are the oil cooler lines of the same type?

It is remarkable how hard the build date is to see. I did not know it was there until just a few years ago. Shirley an August 2002 build would be a “late” Scura, no?

"Planishing hammer", even!

How about just a build date on the Mighty Scura, Chuck? Seems yours has the later style after the switch from surplus Aermacchi parts . . .

Moved topic to "How to . . ." : https://www.v11lemans.com/forums/index.php?showtopic=20611&p=226435

I want to thank footgoose for helping so, so much with discovering changes from the early to later V11 that we did not know before. Not only the change to these lines, but the change to the rear brake lever. Scud has also been a terrific contributor to discovering and clarifying progressive changes in the model run (see Red (short) Frame vs. Black (long) Frame). Thanks also to Chuck, gstallons, Swooshdave, GuzziMoto and so many others for replying, observing and sharing. This is no big issue, by any means, but if what we discover and share helps the community, the effort is golden.

I have the two line types on the bench now. Other than the different fitting type (and the different "reducer" required to attach to the sump), the lines are the same length and same area of coverage by the rubber sleeve. if you are replacing or reattaching yours, just be aware of which you have. Apparently, neither can be improved if they leak by simply tightening more. This likely also applies to the oil cooler lines at the front of the sump. That said, it seems that "reseating" my early AN/JIC flare has snuggled it in and I am seeing no puddle the last several hundred miles. Perhaps just rotating the contact surface of the flare helped. I have not repeated the powder test. Otherwise, I now have replacement lines out the wazoo!

It looks to be that the later double O-rings are HSN, "Highly Saturated Nitrile", commonly used in the refrigerant industry, as gstallons noted. If your V11 has this fitting type for the crankcase vent return line, it is likely also used for the two oil cooler lines (have a look). If a leak develops at any of those fittings, replacing the O-rings is your solution. The earlier "AN"(JIC) flare fittings? We shall see how effectively I can reseat that fitting or if "She's [indeed] ded, Jim!"

Only on the (very hot, classy, and stunningly sexy ) early Sports 1999-2001 and the 2001 Rosso Mandello. Gone on the LongFrames.

OEM "Water cooler grill", black: GU01582630 (early Sport); silver: GU01582630 (Rosso Mandello). More odd translation from the Italian: "Water cooler [grill]." The same parts page calls the oil cooler it covers an "oil cooler."

Sorry for any confusion. I have been hoping we could identify the fitting type by looking at the outside of the line without taking it off. It appears there are only two types: 1) early AN/JIC flare fitting with the external shoulder visibly capturing the hex as installed on my 2000 Sport and 2) later O-ringed fitting without the external shoulder (perhaps) introduced during 2002:

I always thought the Scura were all 2002. (Not the 2005 Scura R, the very last V11 model on offer. Perhaps the most rare of all V11?) Is Chuck's Mighty Scura is a late '02 build date? Looking like an O-ringer there, Chuck, not AN/JIC . . . ? I am only making the AN versus JIC distinction (for the early flare fitting) from gstallons saying AN would be 4-5 times the cost and typically aircraft/military. I feel pretty confident that Moto Guzzi would not have payed for that when my V11 was built.

"cambio di marcia!"

Just to clarify, this is my 2000 Sport with the external "shoulder" and the internal "AN" or JIC-type "flare": Yet, Chuck's Scura is a 2002 and has the later (non-shoulder) O-ringer?

Uh . . . wait . . . that line has no "shoulder", so would have O-rings like the 2003 line shown in Post#36, no? (My understanding is that "AN" (or JIC) is the early "flare" fitting as shown in Post#44 with the external "shoulder" indicated by the arrow.)

So, the return line did not change with the move to the LongFrame in 2002, but later . . . I got the early line from the ebay seller on the way and will compare its length etc to the later O-ringer footgoose sent me . . .

Can someone confirm the fitment on the 2002 V11? Is it the "shouldered" flare fitting of the early V11, or the later "unshouldered" O-ringer?

Have you looked at Post#43 and Post#71? I can see them (Zero images in the Gallery, though.)

My beam projection is not great on hi-beam with my cheap LED head lamp installation. It does has better "reach" and the lo-beam is wide and flat (much better than stock). Pretty sure the "conspicuity" is improved, though! New "adaptive headlight" technology is amazing. The ability to aim the lights through the coming curve seems the future, to me. Our new Subaru Outback does this and it is fabulous. Having this "adaptive" cornering feature on a motorcycle would be amazing.

I am seeing that the oil cooler lines' fitting type also changed in the later V11 from the "compression/flare" fitting to the double O-rings. Along with the matching "reduction" fitting.