docc

This looks to be the correct number for the early V11 6speeder recall kit: 973260900016 https://www.parts-piaggio.com/gilera-piaggio-vespa/assignment_spare_parts/GU973260900016 Link to recall notice with serial numbers affected:

Those are they!

Does your V11 have an O2 sensor? I didn't think the US V11 did, certainly not the early ones . . .

For your V7 @LaGrasta? (I'd be surprised if your 2003 V11 carry-over has an O2 sensor . . . ?)

I've followed this thread and, upon review of the content, a simple title change is appropriate. It seems the Original Poster would approve.

Silver = "QuickSilver!" Where "S" = "Sport" . . .

Or bad voltage spikes from this all-too-common V11 Achilles' Heel fault as the stator wires degrade, undetected . . .

Apparently, the regulator is preset at 13.8vDC, so that may be just fine and correct. Altering the headlight wiring (bypassing Relay #2 with a dedicated circuit), or running an LED headlamp affects the reference voltage and may set the higher (>14v) charging voltage.

As your rpm rises, is there a point in the 2000-2500 rpm range that the voltage switches to 14.1-14.2? I could see no reason for "spikes" unless there are faults . . .

Outstanding! While we're in that neighborhood, just a reminder to all of one the V11's eight Achilles' Heels : Be certain this fastener stays tight and, just as importantly, check that the the large upper fastener is properly torqued to the surprisingly high 70 Nm . . .

If you can get to the connector, simply unplug it and check resistance through the switch with an Ω meter. Should be Normally Closed and go open when the plunger is pressed. With the switch correctly positioned, the adjustable bolt head should press the plunger to open the switch with the stand down . . . (Looking for an image to depict the whole Rube Goldberg affair, in situ . . .)

Good question, @Yam350! They are completely separate. The clutch switch prevents starter engagement when open. When functional, it is pressed "open" when the lever is not pulled in (clutch engaged), and is Normally Closed when the lever moves away from the switch (clutch disengaged). The Side Stand switch provides power to the Run Switch with the bike in gear. The switch closes with the side stand up. When the stand is down, the switch pressed "open" and bike will only run through the Neutral Switch/ Middle relay. Since the bike can run in gear through the Side Stand Switch, it is the clutch switch (or the operator!) that prevents the bike from starting in gear. If your bike runs in gear regardless of the Side Switch Position, either (yes) it is faulty, or some previous owner has defeated it along the course of the wiring.

Weekend after US Labor Day in September (6th-8th), Tellico Plains, Tennessee. Even Honda are welcomed, but may leave with a prominently featured Moto Guzzi sticker on the fairing . . .

Our V11 Sport/LeMans relays, and the vulnerable "relay bases", have derived solutions: Those who carry on with sub-standard relays or keep playing "relay roulette" just didn't get the memos . . .

Once (re)connected, a series of voltage checks to confirm charging voltages will help diagnose the regulator. Establishing the battery's state of charge could be a factor, as well.

Split posts to see that @Admin Jaap has started the Twentieth South'n Spine Raid thread:

Posts split here from:

Gonna hafta to put the luggage back on the Griso, @KINDOY2 . . .

I love this plan!

Turns out, the SpineFrame V11 Sport/LeMans is an arachnid. That is the only explanation how it could have eight "Achilles' Heels " . . .

Another hey-up on inspecting stator wires. As this failure progresses, the voltage spikes will destroy the regulator and damage the relays (even the Best Relays). . . Also, be certain to inspect the two "bullet connectors" for the yellow stator output wires. Clean, tighten, Caig DeOxit®, and seal (heat shrink). When replacing the regulator, groom the wiring and connectors so the regulator can be easily accessed and changed next time . . .

That reminds me to remind y'all to service your battery terminals and the Main Negative/Earth cable connection to the back of the gearbox behind the seat latch . . . There it is, hiding from us, between the seat latch and the gearbox vent! Neglect this at your peril . . .

Sure, while your at it, test the voltage output of the "alternator." Inspect the two yellow wires where they attach to the stator under the alternator cover for breakage and/or heat damage. Be certain your regulator has a dedicated ground strap from the case to the timing chest and the connections are cleaned and "treated." Inspect the 30 amp regulator/charging fuse for signs of heat damage. (Might benefit from more than one point of correction.)

Any hopes our Man-on-the Street , @v11_meticcio, might make EICMA this year ? ? ? Qualche speranza che il nostro Uomo della Strada , V11_metticio, possa partecipare all'EICMA quest'anno?

Sounds lovely. I've always had good food and service at the Tellicafe.