al_roethlisberger

Well, interviewing the V11 for its contribution to this question of course

Well, comparing those two parts manual images, it appears that the screen/grill/guard just simply hooks over the studs of the oil-cooler and then is clamped between the oil-cooler and rubber mounting grommet/isolators. It may be as easy as that... We'll see.

Makes one wonder why... cost savings? Someone knows, but we may never know

Yeah, my 2002 parts manual doesn't even show it.

So it looks like the screen/guard is mounted under the bracket, perhaps right against the cooler? I need to see if I can find a service manual exploded view.

Well, I didn't DO anything to my Lemans today... that will probably be a few months later after some other projects get under control, but I did spend some money on it. To offset some of those costs, I also have been selling a number of bits that aren't relevant (such as old fuel tank parts from my tank experiments all those years ago) and other extras after going through my 5 tubs of spare parts and accessories It's been discussed here before, but apparently MG only had the oil-cooler guard/cover on the V11 Sport early-on, then it disappeared. So they can be harder to find, especially new. After looking for one of these for nearly 20 years that wasn't astronomically priced, I found one that was brand new and just nearly not quiiiiite astronomically priced ...coming from Italy, of course. With that in mind, it might be nice to see some photos of how it is mounted from the factory on anyone's bikes, or via an image from a service manual exploded view. I also picked up a set of different head guards from jjkpguzzi, Joe Kenny on eBay and also posts on Wildguzzi, just to change things up after 20 years. A link to a post here about his products.

Well unfortunately these do not fit. I wonder if what they sent to you was a little different? The part number I ordered and received is XF-1081 The pins/holes are larger than the Guzzi/Ducati pins, so would need a bushing to install into the Guzzi V11 peg mounts. The Guzzi pins are 6mm and these are 8mm. They are nice pegs though, and much more squishy than the Ducati peg I bought. So I may look into a bushing like I had for the Buell drop pegs.

Probably around $1000, give or take. See the following threads for probably everything you need to know:

That almost certainly explains it Realizing that, it probably then isn't a good solution to use that California master cylinder.

I re-glued mine at some point... They probably fall under the repairable consumables category.

California has run through a number of makes, and I remember it was a big deal when they switched to BMW quite a few years (decades now?) ago. Here's my favorite (Come on, you can hear the theme music right now, can't you?)

This is a super old thread, but I was doing a little research into this while considering with what to replace my aging, and leaking, Rizoma aluminum reservoirs. So I thought I would provide an update. Although I never did obtain a brake master cylinder from a California-style bike to physically test fitment, I did find that our "Brembo gold" front brake master cylinder is a 16mm bore. 37660105 - $140.60 - Brembo hand brake master cylinder, 16mm 10505316 [37660105] : MG Cycle, Moto Guzzi Parts and Accessories available online at MGCycle.com However the brake master cylinder as used on the California-style bikes with the dual disc Brembo gold calipers is 13mm. 30660180 - $149.19 - Brembo master cylinder with lever, 13mm EV Jackal Bassa [30660180] : MG Cycle, Moto Guzzi Parts and Accessories available online at MGCycle.com I can find at least a couple of the California-style master cylinder/levers on eBay for less than $40 used to test fitment, but there is no point if the difference in bore makes it functionally incompatible. Since the brake calipers appear to be the same in type (4 piston each, Brembo gold) and quantity (2 calipers) between the V11 Sport/Lemans and the California with the dual front disks, perhaps the California master cylinder would still work given the different bore, but I wonder what the feel and brake performance would then be? Would that present a problem, especially from a safety perspective? @pete roper Any additional thoughts on compatibility and functionality given the additional information above about the front brake master cylinder?

I wasn't a big fan of that generation of California series' aesthetic either, particularly the tank, however I did like the Stone a bit more because of its simplicity. I think the California of that era was somewhat polarizing. Some loved it, some did not... Todd as GuzziTech loved his Stone... or was it a Jackal? I forget... and turned it into quite the hot-rod as I recall.

You know what else miraculously removes minor rust from chrome? ... aluminum foil I just discovered this a few months ago while researching restoring chrome on an old Schwinn bicycle. It really is amazing. You just wad up some aluminum foil, and rub. Check it out.

I know this is an old thread, but as a recipient of the warranty replacement engine cases for the bubbling 2002 finish, I can concur with Jaap that the replacement cases were the same fuzzy/textured black finish as the originals, not the later 03+ smooth semi-gloss/satin finish. The new cases were a near exact match to the transmission, although they were a bit darker since they hadn't yet been exposed to road grime, etc.

Thanks! Good reference information Of course, less mass can be better, or more mass can be better, depending on the design goals. I remember talking to Mike Rich about the potential appeal of Carillo rods and other engine lightening, and he said that for a race application that might be attractive, but for street use it may make sense to retain some mass to help smooth out the engine response, etc. It just depends on the sum of the whole and operational goals. I'm on the wait list for a set of gears later this year, which is just about right given my other projects... on the list, and yet to be on the list like the new sump pump install and garage roof patching this weekend following a torrential rain storm last weekend, both of which were definitely not "on the list"

The Stone was a nice model. Depending on the initial investment, and one's goals, it certainly could be reasonable to rehabilitate. For example, if one isn't looking to turn a big profit, but instead just have a nice running bike that could be ridden and then sold to recoup expenses, I think it could be done as long as the major components are good.

Indeed I am

I'm curious what kind of coating would be recommended and possibly "stick" to the inside of the tank reliably.

To be fair, that is 18k miles. Unless someone is commuting daily, or is a consistent long-distance tourer, it might take years to accumulate that mileage. So in that sense, in today's realities of maintenance costs, perhaps it isn't so bad. You can't hardly get your car out of a shop for less than $1000 these days for anything beyond simple maintenance. We just spent almost $1000 on a new ignition switch replacement for the Saab ...that's after I've replaced it once myself, and rebuilt it too.

Oof ...what they call the "Ducati tax" I think

Is the decal applied on top of the paint, or under clear-coat?

One can always look at it as an opportunity to customize as well if so inclined. That's what I did when I switched from the 2002 to 2003 tank. Plus if one keeps an eye out on eBay, things like NOS decals, etc do show up occasionally.

NLA = No Longer Available

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