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I do not see that exact phrasing in the 1993 Daytona Workshop Manual, but would venture that this is the origin of the (questionable) +/- 15 mV language that originates from the Daytona (16M) procedure: " For a more precise check. verify by means of a tester that between poles «a .. and «b" of the potentiometer :(3 and 2 on the connector)/here is a voltage of 150 mV +/- 15. with connector «A .. attached and the ignition switch in the "ON" position; loosen screws i,D·) (fig.93) and turn the body of the potentiometer (with the throttle completely 'closed) until the above value is obtained. This checking procedure is valid for all models having an lAW injection!ignition system. " No wonder so many V11 have suffered running issues with this procedure potentially indexing the 15M map so far off!

Oh, hey, @Gritman, you already have an album you can add images to! https://www.v11lemans.com/forums/gallery/album/139-the-babies33/

Very interesting bike! Nicely done, Sir! I am curious about the wheelbase and fork rake of the Centauro frame (?) BTW, you can create an Album in Member Galleries to share more pics of your bikes without the resizing issue . .

Wow, stunning! I have always loved "Gulf" racing colors and the Gulf/Guzzi logo is clever! Is this an early V11 (199-2001) short frame, or a later LongFrame ? [edit: oh, wait, the Centauro frame?] What are those wheels??

This comment regarding the previous generation (16M) ECU and TPS setting makes me wonder if the "+/- 15 mV" tacked on in the V11 Workshop Manual could have been another "cut and paste" holdover from the Daytona manual as we had seen with the driveshaft replacement phrase . . .

A big welcome, @WildRover1916! Yours is the kind of inspirational story that deserves its own thread, IMO . . . (If your up for it, I'll start it with these posts. You can ask me to edit the title to your liking later.)

One of our forum members coined the phrase, "An Italian woman will stab you for no reason at all ."

From that, @Meinolf, can the tolerance of the TPS setting at those low throttle angles be derived. +/- 15 mv, or a range of 30 mV, seems excessive. It must be tighter than +/- 9.8 mV at the low throttle angles (and for the baseline setting) . . .

Here, in The States, we call that Groundhog Day (February 2nd). There is some convoluted matter of the groundhog coming out of his hole and, if he sees his shadow, there will be six more weeks of winter. The adage typically does not address the contingency of him not seeing his shadow, but it makes for an adequate drinking holiday in places like Pennsylvania where is celebrated with some verve. I always just call it halfway to spring and celebrate either way (shadow or no). I prefer to ride that day, but will settle for whatever verve seems most applicable . . .

I have always thought the California Vintage the finest iteration of that Tonti framed "cruiser" Guzzi. I am partial to the black, but they are both very handsome, IMO. Which is yours, @Bingbong?

Regarding the gaskets, I pulled the OEM "GU" numbers in this post from the Moto Guzzi Parts Catalog for V11 1999-2001:

Did someone say "Texas?"

Thanks, Lucky_Phil. I haven't been able to get my brain around the quantitative difference in the the "closer" breakpoints in the steeper part of the TPS output. Using @Meinolf's breakpoint derivation, I can only get as far as less than about +/- 9.8 mV. But just how much narrower is the range in the lowest throttle openings . . .

Me, too. Having trouble re-finding it . . . And, to clarify, trying to discern the "steps"/break points in the original 15M V11 ECU map in millivolts sent from the TPS in the lower throttle angles . . .

I'm gonna try to interpolate the break points of our TPS from this graph . . .

Thanks for the Required Reading! Yet, this appears most applicable to the linear 18mV step TPS with preset throttle pates, not our "two-stage-linear" adjustable PF4C . . .

Nothing (NO thing) about motorcycling is boring in the winter! I have spent almost exactly what mySport cost new on tires over all this time. So, yeah, tires matter. So glad my buddy Josh put me onto the Bridgestones. I just couldn't hang with Pirelli anymore . . .

I finally did replace my clutch on the high side of 100,000 miles. It wasn't completely shot, but was getting there. Once again, though, I ride like a jackrabbit on hot lava and am hell on clutch/tires/brakes. At 50k? Clutch is likely a non-issue. Wheel bearing (rear) wear can be a function of improper spacer length. Easily addressed. Even high quality wheel bearings (KOYO C3) are not that expensive. Personally, I would be more concerned about "loving" a V11 that had been sitting up all this time. It would be telling what kind of relays are under the seat and if the regulator case has been grounded. This could reveal just who the previous owner(s) have been listening to . . . Do the Veglia instruments function and/or have been replaced?

It all depends on the color. Early Legnano Green Sports have all been thrashed to within a millimeter of their useful lives. Black RedFrame Sports have been kept in jewelry boxes with little more than an occasional dusting. Silver Sports, now, are the Queens of the Realm and command a substantial premium (Mille Lire!/ five bucks).

Short answer: No. Guzzi never sorted it out, but our community has . . . Wheel Bearings gave me nightmares for many, many years. Well documented, but, bottom line: be absolutely certain the rear wheel spacer is 113mm. Without a doubt, my best success has been with KOYO C3 wheel bearings. I will never use anything else. Shift Spring: solved by @Chuck's design and @Scud's production/distribution. PM Scud for one (last one you'll need.) When installing, perform the Lucky_Phil Shift Improvement: Relays: solved. Go to the "answered" post in the thread Audiomick posted. Order the referenced "Best Relays" (currently Pickers Components High Current 5-pin). Carry your old ones for spares to share with your V11 buddies who didn't get the memo . . .

You say that like it's a bad thing. mySport seems quite excited to bare its half-nakedness to the wind . . .

Those same "purists", here at V11Lemans.com, might tell those fellows that theirs was a pretty decent prototype . . .

This ^^^ If the "average" break points through the 157-> 4800 mV range is 18.1 Mv (+/- 9), can the closer break points for the lower throttle angles be derived?