FuelCooler

Finally zero’ed the CO trim with GuzziDiag. Was set at -40. Runs much better now. First time using GuzziDiag. It’s really useful. Verified engine and air temp sensors were functioning.

Tonight: Tank back off, air box back off, new intake manifold boots, removed the K&N air filter and put a new stock UFI paper filter in. Valve covers off and set the clearance looser, to what was specified on the swing arm (.015mm in, .20mm ex). Or .006 and .008 inch.

Also, my bike has chrome turn signal extenders, instead of the silver/gray of my old 2000 Silver V11 Sport. And the bolt that is in the swingarm that holds the rear caliper bracket from rotating is also chrome.

They are finned in the original Motorcyclist Magazine test of a 2000 greenie. I never noticed, and I have read the test several times!

My bike is January 2000 build date. I believe they are stock, probably carryover from the 1100 sports. I have seen some V11 Sport pictures in the period brochures/tests that have the finned ones as well. Also some from Europe. It surprised be when I realized they were different than my 2000 and by friends 2000 greenie. Maybe I will swap them for later ones, or keep them for conversation starters!

To updated:

In hopes that these protect my precious spark plugs…… From stock:

I will put something together that covers the most critical aspect 1st: Where the 4 M6 holes get drilled. The contouring is defined by the hole locations. Paper overlays for the entire thing would be tough!

Removed the swing arm and driveshaft to grease the u-joints and sliding joint. All looked to have been done fairly recent! Swing arm bearings were fine. Valve clearance was checked and were left as found - .004 intake, .006 exhaust. Also put a quick disconnect on the tank vent, and re-routed the vent line.

Not the factory surface, but mine has a scratch I want to try to fix. I have the cut off pieces that I plan on experimenting on. I’ll post my results here, but it might be a week or so.

Thanks everyone for the positive comments. If anyone decides to tackle this, my advice is to draw the cuts you want to make, take your time and leave generous excess to trim down. It’s not a lot of work, but it matters to get it looking how you want!

This! Never understood why Moto Guzzi decided to cover all that cool swing arm tubing. But I still wanted a nice hugger. Turns out there is a pretty nice hugger waiting to be let out of its abs cage. It was a little scary when I did it on my Silver bike, but it came out perfect. So I checked my old photos and broke out the dremel!

The pegs really fit perfectly and don’t seem to be modified in any way, but no guarantees!

I didn’t install them, but I think they may be Ducati pegs. Early monster?

The wheel is the later 5.5 x 17 with a 180/55/17 Michelin Pilot. The powder coat was done by IPC in Rockaway NJ. Cleaning up the powder coat masking at the cushdrive interface was time consuming. It’s completely hidden, but the cushdrive sealing o-ring rides there. 83 degree valve stems were installed, new bearings were installed (and the rear spacer shimmed out to 113 mm, thanks docc!). I removed the stock fender / swingarm cover / hugger and carefully, incrementally, cut it, test fit and trimmed until I was happy. I had also done this on my Silver V11. I like the look. I have some pics of a few cuts but reducing the file size is tricky for me, I don’t know which apps I can trust with that access to my phone! Anyway, it’s held in place with standard rubber protected pipe clamps from a local hardware store. The Rivet Nuts in the swingarm that hold the stock fender hardware on were removed by inserting a ~20mm long, 5mm thread button head screw 2 turns in and carefully hammering on the button head until it allowed easy extraction with some needle nose pliers. 10mm black plastic flush furniture hole plugs press into the empty holes. The information decals on the swing arm were removed with a heat gun. Also in the photo is a 500 lbs Eibach spring on the stock Sachs shock. I need to send my Penske out for a revalve, as funds allow.

Hugger mod, swingarm captured screw delete, powder coated wheel, new wheel bearings.

Cams out. No that anyone is asking, but here is the biggest drawback for me, and probably for some other regular folks: Motorcycle down time. It’s not something that’s likely to be getting done on a Friday night, or even a Saturday, unless you know what shims are currently installed and you have access to the sizes (and special tools) you may need. So it’s a 5 or 6 part event if you have a valve clearance that’s out of spec. 1. Check the clearance. 2. Pull the cam(s) to access and measure the offending shim(s). 3. Calculate the new shim thickness needed. 4. Fetch the new shim from personal stock (hope?) 5. Check your local dealership stock (hope some more?) order them (direct any leftover hope to the delivery timeframe) 6. Collect the new shim(s) and re-install shims and cams. It’s just a longer process, and somewhat out of one’s personal control. Don’t get me wrong, I’d gladly trade convenience for this level of performance on a new bike purchase. Shoot, I’m surely adding a 748 or 749 Ducati to my stable when funds allow. Flaking rockers be damned!

Thanks for link, now I see the juicy details…..looks nice and modern to me. For mechanics, it’s not a problem. For non-mechanics it’s the cost, and fear of damaging their new bike. Most of my friends are motorcycle owners, all work on their own bikes to different ability/confidence levels. Half of them would shop this job out, including my father and my best friend since high school. They both own oil head BMWs and adjust those themselves (no tolerance on those, only one correct setting!). I myself shy away from automatic transmissions. I think there is voodoo lurking inside them.