Cabernet

Been down the big end route. From hearing it, I did around a mile at low revs back to the pits. Mine too, sounded OK at tick over, but knocked under load and over run from 2k. Mine too is an 2003 model. Sump and heads off revealed a big end shell overheated. This had scored the crank bearing too. New crank, new conrod as the bore had stretched oval. New shells and bearings. This is an engine out, splitting at the gearbox. So for re-assembly you'll need a clutch aligning tool. Considered new clutch plate at the time, but it measured up as new. Have you dropped the oil yet to see what comes out with it? Mine had done a little over 15,000 miles. Hope you're luckier than I.

£120. 13th July. Some of you will have read "My Cadwell"BMW club Trackday report of 2014. Well I have signed up for 2015. If you fancy it PM me you Email address and I'll send on the application form.

The unit retails at £450. TransLogic is part of the MAG group. The rear brake caliper hanger will need modification to mount the speed sensor. Know a friendly machine shop, so that was free. Aluminium for the mount, but for the interim it will go on the OE clock mount. All the wiring comes with it and a good auto electrican should get it on in half a day. Calibration you will need the OE speedo or a rolling road or a friend to ride with on an open road.

Some of you may recall I changed out the dash on my V11 for a TransLogic. Well with winter upon us, I have been fettling the dash mount. Anodised, in case you was wondering.

If you look at the 1st picture in my original posts at 09:32 you can see that I anchor myself with the cylinder head on the low side and the tank on the other. Manchester is a great place to ride from. Play grounds on every point of the compass. From the Brecons and N. Cotswolds to Spalding and Skegness and all the way up to the Kielder forest all do able in a day at the top of summer. That's why I agreed to be relocated here. Mrs C prefers winter when we have time for a Sunday roast just after dark with a bottle of red (as you guessed).

In the UK we have four road grades. M- Motorways A- Main and trunk roads B- Unlist local roads I am a rural B road basher. These roads tend to be twisty, bumpy, undulating and largely unpoliced. Riding these roads I find that if I ride with my arse square on the saddle and my spine straight in line with the wheels the V11 handling is not inspiring. However, get a arse cheek in the breeze and my chin over the hand grips transforms the bike. It feels like when the bike hits a bump mid corner I am a double sprung mass. As the wheels are free to buck under the suspension, so it feels like the bike can buck under me. My head is largely still as my arms and legs absorb the movement of the bike. It's like I become an integral part of the suspension rather then a sack of spuds. Am I making any sense here?

Hi Pete, The only thing on the chassis I have changed is to change the "over top yoke" clip on bracelets for "under top yoke" ones. This shifts my body weight forward and down, for a more prone and involved ride. I run the steering damper quite tight, the front compression damping light and the rebound a bit firmer. The tyre on track, between 24-28psi depending on the weather. 36psi on the road. The rear I run pretty stiff all round, with 28-30 on the track. 42 on the road. The gear box, I have changed out the rose bearing for a decent one and changed all the springs in the selector mechanism along with fettling the action. It is a slick box now. So, it's not so far from stock.

I hope I was unlucky popping a crank an 15,500 miles. New crank in now and running sweet.

I sold my Deauville with 187,000 miles on it as a going concern. The buyer assumed the Odometer was correct, which it was, just on the second lap. He was happy. The Honda before that, a CB500 with 89,000, also sold as a going concern. Saw two Suzuki VX800 at near 90,000 a piece before they packed in and a third at 65,000 when I sold it. Could sense it was going the same way as the other two. I was a motorcycle despatch rider by the way. One lad on the circuit had A Pan European St1100. He was boasting 342,000 miles. I used to reckon on "the engines cc" x 100 = terminal mileage. Now I reckon on x150 for most Japs and x75 for Germans.

I have gone with Maxton under top yoke clip-on clamps with OE tubes and Renthal 32mm dual density road grips. On the straights I can rest my elbows on my knees to save my hands.

Not read every post so may dup'. Tough. I know you say you have bleed last year, but when did you last change it? Some fluids go off and spongy. Try changing it. Worked for me.

You're not wrong, but as Baldini mentions, I have moved on somewhat since my last visit and the level of progress and resulting conflict between tarmac, stand and boot was not anticipated. Plus I only do one track day a year. Good to give the bike a proper airing thought. The new clocks are great on track. Must work out how to use the lap timer.

. . . and at the end of the day. Thanks for reading.

Tyres after the sighting lap . . . Thought I would add in pictures of my tyres and the vanishing logo as the day went on.

https://fbcdn-sphotos-a-a.akamaihd.net/hphotos-ak-xfa1/v/t1.0-9/1911913_805301392855603_3053437544635536687_n.jpg?oh=91e682ef5ea449148e1e711a85ac2081&oe=54C70442&__gda__=1421675794_8baf053f072b64b840766ee9ee154efe

Now in every group there is someone that thinks they know better than the briefing notes and on this day it was rider X on a BMW S1000. On a more powerful bike than I, I drew alongside him at various points of the track in the 1st session, only for him to open it up on the straights and waste me. Myself getting faster lap on lap, suddenly along the start finish straight the gap between us was much less than previous laps and rider X braked going into turn 1 leaving me no option but to go underneath him just prior to the apex. Half wondered if I would get my collar felt by Robert for that. Anyway I was well clear by the time I entered park and just cleared off up the track. After the session I did collared an instructor and explain that “bulking” was going on. Session two and again I found myself in the company of rider X. More patient this time not wanting to sink to his level, I followed him until going through “Coppice” two riders came cleanly barrel arsing round the outside of us going up the hill. This upset Rider X going into Charlies1 and he lost that much momentum, I rode round the outside of him and again disappeared off up the road, safely still in front going into Park. The 3rd session and again having drawn alongside Rider X out of Barn, he wasted me on the straight, and having witnessed the pass round the outside of Coppice in the previous session, I mimicked it to good effect performing a clean pass on him up the hill toward Charlie1. Session four I nailed him between marker boards 1 & 2 for another clean pass. Prior to lunch I mentioned him by number to an instructor. Post Lunch brief and Robert again mentioned bulking and letting faster less powerful bikes through. 1st session out and rider X appeared not to have been in the post lunch brief. So, by the end of the day I had scalped him cleanly on Coppice twice, Charlies 1, on the brakes into Park, under him between Chris1 & 2, on the desent into Mansfield on the brakes and round the outside of him from Mansfield to the chicane and of course the unplanned messy one in to Coppice in the 1st session. Rider X must have had a very confidence dashing time with folk riding round him every which way as he refused session after session to play nice. I am a firm believer that respect and patience should initially be given to all, but whether they keep your respect and patience is up to them. However, for me as the day progressed I learned places where clean passes could be accomplished and built confidence. Most riders were great and were a pleasure to ride with. One rider that really stood out was the guy on the R100RS. He was so smooth and quick. I could not stay with him. However in the paddock he did confess the bike was an ex-race prepared bike he’d come by and put back on the road. One rider on a K1200S I followed for a couple of laps, although he was never in my way. I would nearly catch him through the twisties and he would ease away again on the straights and then I would nearly catch him on the next set of twisties. Finally curious, he waves me through and followed me for the rest of the session. After the session we spoke and he wanted to see the lines I was using to catch him, hence waving me through. He followed me again for a bit the next session, then wasted me on a straight. Put in to practice what he had seen and disappeared off into the distance, which I actually found satisfying.

So to the lap, and out of turn 18 onto the start/finish straight, moving up through the gears to top whilst moving to the right of the track. Just dip the throttle slightly and tip the bike into turn 1 Coppice on the throttle and allow the bike to drift to half way out across the track up the hill after the apex, the gradient overcoming the drive from 6th gear. Pull the bike back to the left and throttle off changing down to 5th preparing for the blind turn 2. Glance at the marshal’s pillbox checking for a flag, and tip into Charlies 1 on the gas again allowing the bike to drift to the left after the apex find the turn in cone for turn 3, the combination of limited power due to lean and gradient further shedding speed. Spot the turn 3 turn in cone passing over the brow and throttle off and down to 4th gear. Look for the apex cone and power down through the bend in 4th allowing the bike to drift back out to the left if the track is clear dropping a mirror check, or keep it tighter if looking to pass. Along the Park straight working the box up to top, then there are three marker boards for Park bend turn 4. Riding with space, roll off the throttle at the 1st marker toward the left of the track, and use of the brakes for the first time in the lap at the 2nd board moving down to 4th gear before the turn in cone. Power through turn 4 in 4th gear, drifting wide, then nurse the throttle into turn 5 “Chris 1”, again drifting wide to prepare for “Chris 2” turn 6. Backing the throttle off a little, still in 4th gear, cling to the right side of the track, then flicking the bike to the left through the “Gooseneck” and a squirt of power down the hill toward Mansfield. One third of the way down the hill, clench the tank with the knees, press on the foot rests, and for the 2nd time in the lap, on the brakes firmly whilst keeping the elbows flexible, shifting down to 3rd gear. A squirt through and out of “Mansfield” turn 8, drifting out to the right still on the power and hauling it back toward the left on the brakes for the 3rd time. 3rd gear through the chicane turns 9&10, and powering off up into 4th gear towards turn 11. Braking again from 4th down to 3rd for the left turn 11, leaving the turn in late to keep the apex late and tight and slowing, before flicking right and squirt up the mountain in 3rd maybe feeling the front go light as the bike gives a little wheelie and into 4th passed the clubhouse. Tight to the left, nurse 4th gear through “Hall bends” and down to 3rd and hard on the brakes for turn 17 “The hairpin”. Up to 4th and carefully pitch into turn 18 “Barn” down the hill back onto the start finish/straight glancing in the mirror and around to check for other riders having caught up

This write-up was pitched at another forum which have a mix of rider abilities. However, thought you guys might like to read of and see a V11 being put through it's paces like I am sure many of you do too. My track day starts weeks prior to the day itself. I read up on my forum posts from previous visits to a track or look around for similar written by others if I am going to a new track. Having been to Cadwell twice before, I have two previous reports to refer to. From them I can refresh my memory of lessons learned and save time in the morning relearning them. Things like using your knees and feet down Mansfield and that a time consuming wheelie can accidentally be made over the mountain. Then there is prepping the bike and getting accustomed to it. The V11 is very different from the 750 Breva and a good ride round Wales with Glen, Graham, Bloke and briefly Pip allowed me to scuff in the new tyres and get in the groove with the gearbox. Thanks for your company that day fellas. So off to the track, registration, noise check and into the briefing. The BMW track days organised by Robert Bensley are quite unlike typical track days, bikes fully MOT worthy only and mirrors to be left on. The reason for this is because there is such a spread of machines from the S1000RR HP4 to classic R100RS of the 1990s. Now there are some quite tame riders on the later kit, whereas on the older kit there are some fast riders that can lap quicker. So for safety reasons out of turn 18 and turn 3 riders are briefed to check their mirrors for lower powered machines on their tail and let them through on the straights. This aims to prevent risky overtaking on other parts of the track and make the event a friendly safe gentlemanly day.

Cheers fella. Been doing that which Manchester is famed for all day. Hopefully get a chance next weekend. Donny tomorrow for the BSB.

It half does yes. It shows a silly number of revs to start, but you scroll down through the options until you find the right one. It is pretty obvious when the right one comes up.

Occurred to me since that the trip meter would probably be just as good. The M60 around Manchester is 36.1 miles. If I trip and do a lap, the error in mileage should be proportional to the error in speed. So from that I can do a correction. If the weather picks up this afternoon, I will try it out.

As some of you will know I have changed out my OE dash for a TransLogic Micro Dash. All good so far and now I have sorted the basics, I want to fine tune things in. My model is a 2003 naked sport (suspect it is actually a 2002). I am running a 180/55/17. To calibrate the speedo I have to tell the clocks when the rear wheel is doing 30mph. To do this initially, I left the OE speedo connected and used that as the standard. To me this feels like the speed is exaggerate and certainly my MPG seems rather good since the change out. The dash self calibrates the revs of the timing circuit and returns a number of different options for different engine configurations. Therefore I am pretty confident that the dash revs are accurate. If some kind person could provide me with the revs the bike would have to do to achieve 30mph in 4th gear, I am confident that this will be a more reliable method. Also the engine revs at 60mph in 6th for a second check. Yours dawdling around below the speed limits (I hope) Cabernet

Renthal do a line in Road bars and mounts. See, http://road.renthal.com/shop/road-products/road-handlebars