docc

Super, Bill! Thanks for sharing the experience! As usual, I always have a few select, favorite images . . .

Sure docc's quick, but can be wrong . . . Now the matter of certain suppliers listing the kit as "PS 13" which implies 13mm, not the correct 12mm? So, I used the Brembo part number, 110436292, and see the best US price from OPP Racing ($18US): https://www.oppracing.com/product_display/202872-brembo-oe-spare-part-master-cylinder-brake-12mm-seal-set-for-front-master-110436292/

Here is the correct kit from Stein-Dinse: https://www.stein-dinse.com/en/front-brake-master-cylinder-repair-kit-brembo-ps-13/item-2-1098059-GU28659378-.html And from Wendel (but almost triple the cost!): https://wendelmotorraeder.de/pump-revision-kit_gu28659378-p-1005001.html Best Euro price at TLM: https://tlm.nl/moto-guzzi-triumph/286593780000-revisieset-rempomp-ps13-lm1000-c1100

Man, I do appreciate that! I see my error caused @audiomick's links to be in error from my mistake. Sorry, y'all!

Yes, indeed. Too hasty posting the link on my part. I'll edit in a correction..... Thanks, again, @Speedfrog'

Such good advice to freshen the clutch fluid yearly. I reviewed my service records and see that I have rebuilt the clutch master cylinder every 100.000 km. In the first 62,000 miles, I changed the fluid every year (8-14 months), six times. Except for once that I let it go three years. In the second interval (68,000 miles), the clutch fluid was changed eight times averaging every other year, twice going to the three year mark. Bad docc. Bad. Just a reminder, though, that I row my gearbox and flash my clutch like a jackrabbit on hot lava . . . YMMV!

I thought all drag racing had dropped back to the 1/8 mile. My 300hp V-8 "back in the day" was a contender on the street. Probably mid-14s/ 90-ish on the quarter mile. What was your trap time @fotoguzzi?

Yes. They are quite prone to cracking at the mounting points, much like the side covers and front fender . . .

Absolutely. The lever travel ("freeplay") increases bringing the lever close and closer to the handgrip to actuate the clutch. In simplest terms, a gap opens up between the lever and the actuating rod (the spring, otherwise, keeps these surfaces in contact). Initially, this can be addressed changing the adjustable lever position. Then, the engagement screw can be turn in closer the actuating rod of the master cylinder. Neither of these actions are the solution, but are an indication the spring has broken.

The two actual things that affected my clutch over all this time (so far) . . . And, twice, the spring internal to the clutch master cylinder has busted itself in quadrants . . .

Flattery and emulation? Where else is a modern motorcycle design from one inspired man, drawn in one night, "unasked for", that is such an inimitable delight? https://www.v11lemans.com/forums/topic/19665-luciano-marabese-v11-sport-designer/

These seals are to restore the Grimeca clutch slave cylinder? Any links to those for our archives?

@p6x's Le Mans at 9:32 . . . V1400 Eldorado at 13:11 . . . p6x, again, at 23:48 . . . I couldn't find @PJPR01 at Comanche . . . I swear I saw One (and only one) Royal Enfield. The "least represented?"

Having had the privilege of learning more about this "intake air path", I would venture that this piece is a fine looking, yet hidden, "velocity stack" . . . No wonder chicks dig these airboxes. They are always knowing things we don't know . . . . . . reminds me of something . . .

Looks like @Lucky Phil nailed this early on for @mikev's configuration:

No worries, mate. I am the poster child for bashing the per-jeepers out of a V11 Sport . . . I've broken shit that hasn't happened to any other V11. Not proud of it, more just doing my due diligence at the requisite Beta testing . . .

Well considered. When my second clutch master cylinder spring fractured into multiple pieces, I tried to conceive how many shift operations it may have sustained. I gave up on the exercise when the beer ran out . . . Perhaps it is valid to think that a particular rider in a given location would have ridden the 4-springs over the 46,000 kays in about the same fashion as the 1-spring lasting 27,000, so far. The report also makes me ponder why some mechanisms are so much harder on this spring (multiple failures). And whether a proper application of the Lucky_Phil Shift Improvement is part of the solution . . .

Welldone, @Speedfrog! Combining those two diagrams is tricky. On the airbox diagram, it does appear my 2000 Sport has the #19 "trumpet" from the airbox to the back of the throttle body with #4 sealing the trumpet to the airbox. No #21 clamp. Then, on the throttle body diagram, my Sport uses the #16 "collar" and clamp #15 to connect the airbox trumpet to the back of the throttle body. [The #14 rubber intake to the #8 intake manifold in front of the throttle body is another matter, entirely.]

Ah, yes, definitely! I had not realized there is a separate "collar" to connect to the back of the throttle body. Thanks, @GuzziMoto!

Isn't that the #4 GU37114806 "hose?"

Ah, yeah, rubber preservative/restorative:

I see two available, used, from TLM/The Netherlands eBay listings: https://www.ebay.com/itm/134663701995

That's interesting, someone with the same name as you answered that question in 2021. https://www.v11lemans.com/forums/topic/23134-v11-breather-tubes/?do=findComment&comment=267496