Lucky Phil

Thanks for the info Roy. Ciao

Cant say, I hardly ever ride at night and when I do its always city/suburban stuff. Ciao

Ok so I ran a seperate fused hot wire to the headlight and a return earthed to the engine block along with the regulator earth as suggested by Kiwi-Roy. Made the reg earth to engine block heavy cable. All fitted up quite nicely so now the headlight switch is only low amperage relay control. Happy to say the headlight circuit voltage is now very stable with only 0.04V drop from battery to the reg sensing point with the headlights on or off and a maximum regulator output of 14.1 Volts with the original reg. Should be kinder to the battery. Thanks to all that helped. Ciao

If it runs well in at various tempriture and riding conditions then leave the std ECU in place. Ciao

There are some things that just require manning up and one of those is how you look when you mount the bike and pull away, especially from the pub. You need to suck it up on those occasions and look totally at ease. Again cycling nicks under the jeans/pants.....descrete and no sore ass. Ciao

Well I'll put your experiences in the "under review" file for future decisions. You may well be right and technology moves forward usually. Ciao

Manky for me just means horrible looking....probably wrong but there you go. The advantage of the cycling nicks is they give you padding and absorb sweat and dont ruin the look of the bike. I mean who wants to park up and enjoy a nice Coffee while looking at some revolting looking piece of furry skin draped across the seat totally ruining the look of the bike. Makes you look soft as well to all the non riders and will scare small children. Dont even go there. Ciao

Why dont you try a pair of Cycling "nicks" under your pants/jeans. You know those lycra tights that finish mid thigh and have a built in shamos gussett for padding and sweat absorbsion? They are the difference on a pushbike between agony and totally no issues after a 75klm ride. I've used them for a few years on the motorcycles also and they work just as well in that application, and no fugly woolly seat cover to get wet and manky. Ciao

I looked into these a few years ago and the general view was that they dont handle the vibration of a Guzzi too well, there are cold start issues in winter, they need a decent charging system and they are expensive. I have one in my Suzuki track bike and its fine but thats not exactly real world use. Ciao

So Roy, all this voltage drop is through the start and headlight relays,is that right? havent pulled the relays and bridged them (my 2000 model has both) to check,but if you say its so,I wont bother. I replaced both with new Bosch relays to make sure one or both didnt have dirty contacts but it seems the only proper solution is as you described or rewire 2 headlight relays into the system.There is an old thread about this tyhat had a neat job I recall. I have already ordered an ESR515 reg which is the same as the 510 but with standard wiring connections. I would prefer to have the reg isolated when the bike is not in use. The Guzzi wiring is such a dogs breakfast I would prefer not adding to the mess of it but I may have to bite the bullet. I note in the later bikes the start relay is only used for switching power to the headlight relay which is an improvement. Not sure how physically difficult an neat it would be to mod the older system like mine to update to this config. I guess the other advantage to the headlight relay solution is the reduced load on the headlight switch also. Ciao

So docc, just confirming the Omron Z2247-ND is the relay for the V11,is that the case? If so why do you recommend these, any particular reason? Ciao That's very courteous of you to ask. The actual OMRON (Sylvania?) part number is : G8HN-1C2T-R DC12 I don't believe this one is "sealed", but you can seal them running a bead of epoxy around the junction of the case and the base. I seem to recall that the sealed unit is no longer available. I've run the original Siemans, upgraded Siemans, Bosch, GEI, and OMRON in my Sport. I've never had relay failure, but have serviced several on the road in other V11. I've never run Tycos, and would advise anyone to change them to something else. The Bosch and GEI are good relays. Yet, I was compelled by the work Ryland3210 did on examining these relays: http://www.v11lemans.com/forums/index.php?showtopic=12326&p=133211 Let's all realize, even with the best relays, if your V11 is stored with the relay contacts open, they may corrode. Storage in damp, salty, or subfreezing environs may aggravate the contact corrosion. Sealed OMRON are just the best available application. Some of the others are *bad* and some are *ok* - but the OMRON appear to be the very best. And for so little money, why not secure this known fail point on the V11? Very courteous of you to reply...thanks. I currently seem to have overcharging issues, but the relays arent the problem. Howerver I always like to run the best when I can especially when the cost is low. Ciao

How would that look? As in, how would we measure that overcharging effect? Its leaking fluid (water) a byproduct of the charging action I believe. Its normally contained within the case and reabsorbed but due to the overcharging its been venting then leaking onto the swingarm...not pretty as it contains some acid also. Checked my charging system and its producing around 14 volts until you turn the headlights on then it jumps to almost 15 volts. The battery doesnt like this obviously. Checked the voltage drop in the circuit at the regs voltage sense point and its 0.04Volts without the lights on and around 0.75volts when you turn the lights on. Replaced the "lights" and "start" relays just to see and no difference. Is this the dreaded light system/charging sense line voltage drop issue? Is my bike typical,or do I have a high resitance problem thats pulling the voltage down on that circuit? With the lights on the voltage drop across the battery (new) is only 0.02volts. BTW as i mentioned in a previous post a "sealed" battery only means sealed from adding fluid, they can still leak. If you remove the cover from the Oddessey PC545 it just has little rubber caps sealing the cells which are held down in place by the plastic cover(easy to remove). If you have an overcharging issue as I seem to then they can still make quite a mess. Ive ordered a new Electrosports ESR515 reg as the original is 15 years old and probably past its best but I think the voltage drop issue is the real problem. Ciao

So docc, just confirming the Omron Z2247-ND is the relay for the V11,is that the case? If so why do you recommend these, any particular reason? Ciao

Believe me the clamping force of the mount bolts is way in excess of the weight of the bike. Not even worth considering. Ciao

I enquired with Electrosport about the ESR510 and they advised me the direct draw from the battery depowered was approx 0.007A. Which means it should drain a 10amp battery in about 60days, give or take. Would rather it didnt do this but if you are going to relay it you may as well stick to the original through the headlight relay deal. I'm just trying to decide which way to go myself as my 3 year old Oddessey battery looks like its suffering from overcharging. BTW, "sealed" battery means sealed from topping up, not sealed from leakage. Ciao

The later 4 valve engines that have cooling passages around the exhaust ports in the heads require a full group 4 synthetic to deal with the heat although 60 weight is a total overkill in my opinion. A 40 weight will have better flow through those cooling passages and the big ends and mains certainly dont require a 60 weight with regards to load carrying ability. Seriously, anyone not using a full synthetic oil these days has their head in the sand. Will the engine survive without it?... sure, but it so outperforms mineral/fortified oils its rediculious. Its a bit like arguing crossply tires a better than radials. Ciao

The reason this has an effect is because every time you power up the ECU it runs through the fuel pump prime cycle and also squrts a shot of fuel through the injectors. So the engine gets two shots of fuel down the intakes insted of 1. Best to pull the fuel pump relay if your working on the bike and have the ignition on and off a lot. Ciao

I use Mobil1 0W-40.Dont let the oil thread muppets tell you 0 weight is to low a viscosity as its not. Has adequate zddp for a flat tappet engine.Works well, particularly in colder climates. Added benifit is you can use it in many vehicles, buy in bulk and save considerable money. So I run it in the following Ducati St2 Guzzi V11 Ducati 1198s (track bike) Ducati 1000ss(track bike) 5.7 liter Gen111 Chev Mazda Astina 2Litre V6 Hyundai 1.6 Nissan Micra 1198( 3 cylinder) Dont use it in my GSXR1000 due to the wet clutch. It may be fine in that application as well but I havent tried it. Ciao

My 2003 Ducati 1000ss uses the same rotors as my V11 Sport. I have aftermarket Wave rotors on both. Very common fittment, suits many other model of ducati and others as well. Ciao

You are way to upright on the bike and not actually off the side far enough or have your knee out far enough to get it down. You can get your knee down on any bike really and the guzzi is no exception, just check a modern racers position on the bike and you will see just how old school your style is. My style on the track is still very old school with fairly upright position and inside shoulder turned into the corner just like a dirt track racer. I learned to ride dirt and my style is very much the " prepaired to catch the slide and wrestle it" type but my knee is always on the deck. Once you get it down and become used to it not having it down seem unnatural. Modern GP racers have such incredible feel for what the tires are doing and the amount of grip they have that they can hang way off the bike and rely on their ability to keep things under control and not be waiting to catch and wrestle the bike. Traction control helps as well. The more you hang off the bike the less lean angle you need for a given speed and corner radias as well. So start hanging off with your knee out, the first time it touches down you will probably panic a little but when you get accustomed to it not having it down will feel strange. Ciao

Oh look a V11 and its flywheel. Ciao

Thanks for the reply Phil. My leak is transmission fluid - not clutch fluid. I know the slave cylinder is good. Since changing out the o-ring did not stop the transmission fluid leak (which could only be coming along the push rod), I know there has to be another seal - and just trying to confirm it is #7 in the parts diagram, and that pulling the motor or transmission is required to get to this seal. WIth the 5 speeds, at least the 2 conical pushrod seals were very obvious and accessable by just pulling the clutch slave off and pulling out the pushrod. Oh ok sorry, re read the OP. If trans oil is leaking from the front seal then wouldnt it be dripping from the Bellhousing? My assumption is that there is no point to oil being allowed to find its way into the input shaft therefore the front seal is more for sealing dust etc from the clutch side like a ducati dry clutch. Wouldnt it be more likely to be the front gearbox input shaft seal if anything? Seal 17 page 44 of the manual ("transmission cage") Ciao

Its the clutch slipping, quite common for a worn clutch to not "bite" on an upshift and slip for a second or three. Once its clamped up it will be ok. Its the first sign of a clutch one the way out. Eventually it will just slip on the upshift until you back off the throttle and it bites and then the next phase is it will slip with moderate throttle application. Dont let it get that far. Ciao

It wont be the seal at the front. This will be mainly a dust/grease seal. Clutch fluid wont really make its way up the rod. I just pulled the slave off my spare transmission and if the slave seal is leaking it will come out of the small weep channel on the face of the transmission where the slave bolts up to. The seal you have changed isnt the slave cylinder seal its a piston and seal assembly that seals transmission fluid. The slave cylinder pushes against this piston and a quick look in the parts manual doesnt reveal a breakdown for the Grimeca slave cylinder. Ciao

Torque is force and horsepower is the RATE at which the torque or force is delivered. So 2 men pushing say an identical concrete block ( ignoring friction etc ) One can push it twice as fast as the other. Both produce the same force but one has twice the power of the other Ciao