docc

After leveling the tank (you'll run out of fuel sooner going downhill ! ), I tipped the tank fully to the left and drained another 120 ounces/ 0.94 US gallons. In normal run mode, I doubt all of that would come out even it were on the petcock side of the tank.

Just how much fuel gets trapped in the right side of the early V11 tank?

Also not a V11, but a worthy SpineFrame with our 6speeder gearbox . . . http://www.ebay.com/itm/2004-Moto-Guzzi-MGS-01-/222592786048?hash=item33d3905e80:g:Ed4AAOSw8vdZdwpC&vxp=m

Well, nuts, so much lost image content in this great thread from Kiwi_Roy, Scud, mjptexas, and moto fugazzi courtesy of PhotoBlockit. If you gentlemen would consider rehosting some images, it would be great!

While diving into my clutch and sealing up all the oil weeps, I discovered the need for swing arm bearings. I remember gstallons' advice to fully grease the new bearings (USA-made SKF replacements, Guzzi part [ 92 21 8418 ] from MotoInternational, Seattle,WA,USA $48.13US each). For the bearing seals, what to pry the edge up with: a pick, a blade, a little screwdriver? And pry from the inside edge or the outside? I've been warming the old bearings and swingarm with a heat gun every day for a week and applying penetrating oil (first PB-Blaster and now ATF/acetone) in hopes of a happy result with the slide hammer tomorrow. Prepared for an epic struggle. We shall see . . .

Not mine either, but I've had positive dealings with this seller. All of the part numbers check out between the V11 and Breva 1100 except the friction plates (as I recall) - so worth investigating that (likely just a superseded part). MotoInternational (Seattle, WA, USA) lists the "Input Hub for 2-plate V11" 04211600 for $125.45US. I have not checked availability. http://www.motointernational.com/store//input-hub-for-2-plate-v11s Be sure to replace the "lock washer" as well: http://www.motointernational.com/store/product/GU95028025 [Links for reference only. Not a promotion.]

I've been to that turn off many times. Unfortunately, not *that* time. She seems a little reluctant to sit down on that sandy seat . . .

[bTW (off topic): beware of the rear drive mounting bolts going rogue and walking out into the wheel on the 1100!]

I like the longer, alignment bolts idea. Next to prep gaskets (to grease, oil, leave dry, use a gasket sealant, etc. . .), and correctly seat shaft seals. I still need to get the two shaft seals out of the gearbox, but I'm waiting for adult supervision for that . . .

Of which, you mean the earliest SPOrT 1100 with the carburetors? It would be simple on a V11 5-relay to eliminate the middle (Neutral/"Sidestand") relay by shorting the sidestand switch to defeat its safety function. Eliminating a second relay could be acheived by combining the functions of the front two relays (Start and Lights). On the early V11 Sports, those are somewhat combined anyway. Certainly a better solution to simply use High Current relays.

"normally" that's true. Get the wrong tolerance stack up during manufacture, though, and you'll sing a different tune. Yeah, and it's not back in yet. Send me the luck for that! I read up in Dave Richardsonn's Guzziology on the matter. He has some good advice. Which led me to this:

If someone with a Sport-i could have a look, we might be assured that the early injected wiring was four relays, and the carbs: three. It's looking more like the V11 in question has had some fairly serious wiring modifications.

So, are we going to finally see a complete and tested conversion kit?

Prepare to avert yer eyes when toofat2fly goes after that front tire pressure!

Josh said, "Get clinical." Cleaned up the gasket surfaces (green ScotchBrite is amazing!), cleaned out the two nefarious bottom through holes with Nylon round brush and CRC Electronics Cleaner, cleaned and prepped the cam bung + JB Weld. The crankcase vent gasket (upper right) was awful to get off. Sponge count = 7

Gives me a real sense of solidarity.

Replaces the nefarious "pawl spring" in the shift mechanism. You'll only need it if yours breaks and you don't trust the direct replacement.

The replacement comes with one new thrust washer and the cage provides the other. It's not enough to bath it in RedLine SP gearoil? Otherwise, "white lube" implies lithium grease?

. . . new addition . . . (always wanted one of these):

Earliest Sport 1100/ carbs have three relays (two in the 'electrical system' and one for the CDI/coil ignition). Both the Centauro and Sport-i Parts Catalogs specify four relays (two each for the two separate electrical systems.) Anyone with an injected 1100 Sport-i or Centauro to take a look under the seat?

I got it from MotoInternational. The packaging shows the MI/Guzzi part number tagged over a TLM (Teo Lamers/ Netherlands) tag with the same number. Apparently, it's the same part for almost all Guzzi transmissions 4sp/5sp/6sp. The replacement part looks a little chintzy to me.

Since the rod on the Guzzi goes from the clutch pressure plate (spinning) through the gearbox to the thrust bearing in front of the slave, it makes sense to face the rollers forward. Doesn't it?

Like fifty bucks plus tax plus shipping? Yep: I'm too cheap. Seriously, wouldn't it stick off the back of the sump in proximity with the exhaust crossover?

Right? The Alps, Stelvio Pass, Lago de Como . . . what a tease!