docc

Those polished symmetrical guards look nice! Not sure what shipping is like to the States from The Vale of Galmorgan. Sounds like a place you would need the entire Fellowship of the Ring to get your head guards out! Although, one of the things I like about my Joe Kenney guards is the way the factory bolts recess into the guard:

I love my Joe Kenney guards. Way better protection than stock. Hey, C'zak: got any pictures of the ones you're looking at? (let's face it - the guards aren't so much for the head, but the spark plug and angled resistor cap. Even a silly little tip-over can strand you unless these are protected and/or you have spares.) EDIT: I just bought a spare set of the red 90˚ Champion spark plug resistor caps on US ebay from Green Spark Plug Company LTD in UK for 13.88 USD. They are designated: Champion Spark Plug Cap PRO5M Red I know those aren't "head guards," but figure on carrying your last spark plugs on board as well!

Updated, once again, with new links and deletion of dead links. Some of what is linked does not require tank removal, and not all of this needs to be done every time, but The Checklists are likely the only single posts that link much of the forum's archived knowledge and experience. Oktoberfest 2015 (testbed):

After monitoring this forum for these many years, I just haven't seen this as a recurring issue; kind of like the "soft valves/ bad guides" - it just has not materialized as predicted on a widespread basis. I'm sure when I do my eventual major tear-down, something should be done about cam timing, but to dive onto it without any indication that your cam timing is jumping around and causing problems?

I think we could just be getting started on your V11 stories!

I believe the bolt pattern is the same, but the valve cover itself is different. Be sure the inboard side of the headguard clears the contour around the valve cover.

Thanks for reposting that. I couldn't remember if you added a new hole or changed hole sizes - I completely forgot that you blocked a hole off!

Wait, what? I should be bracing for my fifth chain! (I don't believe I've had the timing chest open . . . I guess I should put this on my 200.000 km service list.)

That leaves you with a nice matched pair! How does one manage to land two V11?

Looks like a fun project. At least there's a hammer in the picture. That makes it OK. hahaa! I missed that! A true mark of mechanical devotion!

That's why I can't find that post... These are MUCH better times here! A credit to our current community!

Are those V11 triple clamps?

In case you haven't already: The Brembo hand levers are pinned through to a spring steel nut that is prone to going missing. Sure, you can cinch it up and check it regularly, but it is considered good method to slip a "zip-tie" around to secure the assembly. It is certainly something you don't want to find missing!

Springs are easy, but the forks probably should be mounted to the bike to get preliminary sag measurements to determine the best spring for your weight and style. Oil selection goes a long way toward tuning the damping, but is no substitute for altering the high speed damping internally. AFAIK, GuzziMoto is the only member who has ventured into altering the porting inside the Marzocchis. In fact, I'd like to invite him to re-post his method here since much of that was lost to the hyperbole of Another Time . . . 41mm 'zocchs oughta look pretty beefy on a CB!

Looks like Gregg has a Corbin FS in Australia . . .

I do hope the Powers at Piaggio are as forward-looking as you are! This is just five or six model years away and motorcycle development in Mandello has never moved at a spectacular pace. In fact, they better get right on this. Right after an espresso; some consideration; a grappa; lively conversation; chianti and manicotti; let's sleep on it; repeat.

I do not believe the recall extended past 2001 models. FileShare post

Even with a hose clamp, I would be sure to turn the filter one and one eighth turns past the point of first gasket contact.

Even without a Lambda sensor, the CO can be adjusted by interfacing the ECU.

While I wonder that , too, I think I'll just go straight to the celebratory beer as well! You don't need to ask me twice!

Oh, baby, yeah!

Docc: So, is this the correct cable for a V11Sport (15M?) ECU, without a Lambda? Ok - *disclaimer* - I'm no expert on this! But my understanding is that the cable's chip must be FTDI compatible with the guzzidiag software and the FTDI driver (for either PC or Mac) which interfaces on (by?) FTDI. I believe this is valid whether there is a lambda probe or not. My understanding it is the guzzidiag version that must be specific for your ECU. Of course, that's just what I believe - there are others who apparently understand what this all means . . . The "FIAT/Lancia adapter cable that goes from the factory harness to OBD is, apparently, not chipped and a non-issue; it's the chipped OBD to USB cable that has to be correct for the computer's downloaded driver.

After buying a couple wrong ones, we came up with this proper FTDI chipped cable from ECS Tuning: http://www.ecstuning.com/Search/SiteSearch/Ftdi_Cable/ES6928/

I think it would be both excellent and forward thinking to give us a rugged all-road machine based on Ing. Carcano's suggestion for a three cylinder diesel.

I think you're right. I figure the one I had that went to 10,000Ω had "gone bad."