Scud

No apparent reason, but the spring is supposedly the same in all models - at least the replacement spring is. I'm gonna open up my low-mile Greenie, which I believe has the original spring - and will report findings. But that'll be after the new springs show up. Go open 3 beers - I think you can get through 7 pages per beer.

Chuck - find a stubby crescent wrench... maybe 12 or 13 mm... wedge it on the right of the cover where there is a cast "outcropping" to get some leverage and sort of roll it to get the first bit free. The crescent wrench (spanner) acts like a hook. Piece of piss (australian meaning).

Uhhh... Sarchasm - the large conceptual gap between the author of wit and the reader who doesn't get it.

I'm gonna lose money on each one, but I'll make it up in volume. Seriously, I plan to buy some small boxes or padded envelopes that I can just mail with standard postage. Several people have offered to take batches of springs and distribute them to clusters of V11 aficionados in exotic locales. The production cost went down to $2.15 per spring (plus shipping) when we changed to the thinner wire and increased the order to 150 units. I'm gonna stick $1.00 per spring on the cost for a forum donation (in Chuck's name) and maybe another buck for beer. All-in, it should be less than $10 for one spring shipped within the US.

Thanks guys. It's not a lot up front and I have enough "play" money to cover it.

The later tails are very light - nothing but an external shell. The rear subframe is slightly different too - it has tabs for screws to go up from the wheel well, while the early tails have studs molded into them that protrude down through plastic. Consequently, the mudguard/taillight flops around when you remove the tail on the early bikes, but it stays put when you remove the tail from the later bikes. The later one also offers a bit more storage space. You can save 5 more pounds by leaving your tools at home.

SP838 has put his Sport on a diet. He's drilled out some parts to lighten them and is even thinking about a lighter rear axle. Replacing the original exhaust is probably the easiest way to drop weight. The EBC scalloped rotors I put on the front of my red LeMans weighed less than the Brembos - they have aluminum carriers, where the Brembos use steel. This would be true for the rear as well. I think you can save a few pounds by changing to one of the Lithium batteries, such as Shorai. A red-frame bike could probably drop 5 pounds by using the lighter plastic tail section from a black-framed bike - would take only a little work to mount it.

Is that the fix that the KLR people call the "doohicky"? Our springs are in process. They liked Chuck's engineering drawing and the hand-made sample spring. I should have springs in-hand before the end of this month. Interestingly, they will deliver my ordered quantity plus or minus 10% and charge me for the actual number they deliver. I upped the order to 150, so I will get between 135 and 165 springs. I guess it's hard to predict the exact number of good springs at the end, because a few get damaged in each manufacturing step. I don't know what order they apply each feature (coils, bends, cuts) but they do 100% of each process, then change the machine set up and move all of them to the next process. It's fun to learn about how stuff is made.

Thanks Phil - I had to look up Australian slang meaning of piece of piss (something easy to do). We don't use that phrase in the US, but a "pisser" is usually something annoying or difficult.

Yeah - I'd say it was a bit more powerful than my V11s, and significantly louder than my greenie with the Titanium Kit Racing exhaust. You've dropped a lot of weight too - maybe 50 pounds - which contributes to the feeling of power.

I think I see the vented clutch cover.

Anyone with a Scura AND a Greenie would be insufferable.

I left my Scura exhaust stock. It is heavy and stealthy. The carbon fiber cans make it look light, but it is not. My Greenie has the FBF crossover and the Factory Titanium exhaust. I bet it's more than a 10 pound savings compared to stock system, and it sounds glorious. The FBF crossover (which has no tab for the support bracket) is a lovely piece of work and very lightweight. I hear they are prone to cracking though, so the stock crossover is held in reserve. I enjoy having one bike tuned stock, and the other modified. I recently emptied a large mandrel (Docc's orders) so I could get 2 free mental horsepower by belling the Greenie's airbox intakes. Belling will be at next "tank-off." Air intake is another easy place to look before any mods to the cams/heads. My Ducati engine has more "soul" than a Triumph engine, but not quite as much as the Moto Guzzi engine. The Duc is not underpowered.

What a cool bike. I'm stoked that you've got her ready to run - and you tried some new things, like steering head bearings - first time is always the most difficult, then you say: "That's what I was afraid of doing? No big deal." That should be a lot fun. especially with that change in gearing. No clearance issues with smaller sprocket up front? Does that bike have rubber chain sliders on the swingarm or frame?

I think I'm not going to be feeling the love when she needs new cam drive belts (recommended new belts every 12,000 miles). There's a lot of crap in the way before you can get to those (on right side of bike, and not pictured). I like the cam chain in the V11 - or better yet, the gears in earlier Guzzi engines. The Duc is leaking some coolant - so she's gonna sit and wait for new hoses. Doc - I'm pretty sure I have some of those special pinch bolts in a spare driveshaft - or at least I could pull one out of the champagne LeMans for you. You just need one? Is that all that's keeping her down right now?

Well... it's so cold here today that my orchid tree is blooming. I made the Champagne LeMans watch while the Ducati ST3 got some love - and a probable buyer came to inspect the K75s. Seems the wee brick might have a new home at the start of February when the guy comes back with cash. I guess it's my job to wear out the tires as much as possible before then. Here are some observations about the ST3 compared to the V11: I like the steel gas tank with the rear hinge and the little prop-bar. It's like opening the hood on a car... and the air filter is right there, super-easy compared to accessing the air filter on the V11. New chain and sprockets... Gosh, over $200 for all that - but I got quality stuff, like DID gold chain and steel sprockets. It's cool to be able to change the drive ratio - which is exceptionally difficult with a shaft drive bike. Hopefully that will last for 20,000 miles. A bevel box might be heavy, but they are generally durable and inexpensive to operate. Clutch - this ST3 has a dry clutch, which I was able to inspect after removing 4 small hex bolts and a cover - compared to a whole day to look at the V11 clutch. Of course, with a vented cover, you can inspect the clutch any time you want. But then it makes weird noises... oh yeah... I'll probably have to get a vented cover. Fairing - 6 peices - a fair bit more work than removing a V11 LeMans fairing. I bought a set of new stainless bolts and well nuts for the complete fairing and dash... I think it's about a pound and a half. That ought to hold it on. Sidestand = bracket, stand, spring. That's it. What were they thinking? You need way more parts to make a decent sidestand. I'm liking the Duc. I might miss the wee brick a little, but as a the brick's likely new owner said: "that's a helluva consolation prize."

I learned the hard way on those button bolts - heat first. If you destroy one, drilling out the head introduces enough heat to soften the loctite. It's a good idea to use new bolts (and loctite) every time you install rotors. Those bolt have an important job to do and they should stay put for many miles.

No pics today. But did enjoy a lovely romp on the Scura through very narrow roads with what passes for winter here - it's sort of like a long autumn in the lower-elevation mountains. I rode through some areas that were badly burned. We're about to get some rain, and the fire-ravaged areas are going to be mess with run-off and landslides. Still... I don't miss living in Rochester, NY where I was born. I know what winter is, and y'all can have it. Greenie needs a ride...

When the new springs come in, I'll put one in the greenie and take a closer look. While the majority of the transmission is the same for the whole V11 series, I have personally seen 4 variations in the pre-selector: 2000 Red-Frame (my Greenie) - the preselector gears are cut-through in places and have teeth only about 270 degrees. 2002 First year of black frame (my Scura) - the preselector gears are solid and have 360-degree gears (many of which never get engaged). this one had the too-large boss, which caused spring-binding 2003 with internal fuel pump (my red LeMans) - same as the 2002, but now with smaller boss. Also has the second eccentric adjuster, where the earlier models had only fixed pins. 2004 (a spare tranny from a parted Nero Corsa that mysteriously arrived at my house one day) - this preselector was the same as the 2003, but added the "banana" reinforcement plate. I installed this one on the LeMans, which is off enjoying Arizona with her new owner. So... with all those changes, Moto Guzzi must have been trying to solve some sort of problem. Has Chuck finally solved it? Only time and aggressive shifting will tell. I'm trying to do my part. Maybe we can make that five variations Scud.My greenie has the early selector gears and small dia selector pawl boss,the late spring, the banana link and double eccentric black cover. Once I have the Chuck/Scud spring I've got it all covered:) Ciao Ha - but yours is all custom. I was trying to describe the factory variations. Yet, I think you still don't have the groovy roller bearing on the detent arm to replace the solid disc. Just got back from another lovely 100 miles of steep and twisty. I like how she's shifting.

When the new springs come in, I'll put one in the greenie and take a closer look. While the majority of the transmission is the same for the whole V11 series, I have personally seen 4 variations in the pre-selector: 2000 Red-Frame (my Greenie) - the preselector gears are cut-through in places and have teeth only about 270 degrees. 2002 First year of black frame (my Scura) - the preselector gears are solid and have 360-degree gears (many of which never get engaged). this one had the too-large boss, which caused spring-binding 2003 with internal fuel pump (my red LeMans) - same as the 2002, but now with smaller boss. Also has the second eccentric adjuster, where the earlier models had only fixed pins. 2004 (a spare tranny from a parted Nero Corsa that mysteriously arrived at my house one day) - this preselector was the same as the 2003, but added the "banana" reinforcement plate. I installed this one on the LeMans, which is off enjoying Arizona with her new owner. So... with all those changes, Moto Guzzi must have been trying to solve some sort of problem. Has Chuck finally solved it? Only time and aggressive shifting will tell. I'm trying to do my part.

I had an intermittent neutral light recently, but I rarely if ever leave it running with sidestand down - so did't notice any stalling. However, I sprayed the switch and connector with Deoxit and made sure it the wire terminal was making good, firm contact on the switch. No problems since. I have not replaced the switch, but I have a functioning used one here if you need it.

Good stuff, guys. I ordered 100 springs - should take about 2 weeks. Spring installation party at my house.

Not to Like: Potential hassle with dealer (based on some prior reports) Fuzzy paint on the driveline Probably original aluminum flywheel Oversized boss on shift pawl arm Undersprung up front if you weigh more than 165 lbs Repaint Hacked windscreen On the other hand: Ohlins shock, forks, and damper Titanium kit racing exhaust and high-hangers Low miles Looks to be complete A few nice, small mods (LED signals, bar-en mirrors, fender eliminator) It's still a Scura

Aren't the valve springs one of the main limiting factors for redline? You didn't mention any work to the heads in your post.

Don't hold your breath; that's a long-shot over a flying pig on a cold day in hell. Seriously though... does anybody know a place in US that would make a mold and produce a few of those? I was thinking that I would like a shorter version that sits close to flush with the tank and fuel door. It would be nice to replace the NLA rubber pad on any bike with external fuel pump - plus it would make a tank-bag more stable. And think of the weight savings...