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A new bearing has fixed the shaft slop. It cost $40 instead of a mega squillion for another pump. The new bearing has full length needle rollers instead of two sets of short rollers. Roller Bearing P/N NKI10/20, size 10x22x20 (same as GU92252210).

And Finnmark, short ride 2400km for flyfishing. Yes my proud son. Cheers Tom Sent fra min SM-A525F via Tapatalk

Let me run that by my wife...

Brave talk for a Volunteer.

To add, a full-ring disc (of any sort, in any device) is more prone to resonant vibration and potential failure (flywheels?) than if it's segmented. As far as the square inches of friction material, it's irrelevant except for the wear factor. The spring pressure and coefficient of friction determines the holding power, although less inches means higher coefficient which means grabbier friction zone. Particularly with modern material science, what you see is more likely to be mandated by drivability and cost than by performance and durability. I restored a '51 Pirsch fire pump, which resided on a 'truck'. (wagon attached to and powered by the pump motor). The clutch was dual disc, 3 pads per disc of some metallic sintered material with no cushion in the discs and a pressure plate sprung so hard I thought I'd screwed up something during assembly. Turns out it was my ignorance of application- in '51 they threw the water hose in a pond or ditch and pulled the pump WOT on the old 500 cubic inch Waukesha. If the source ran dry and the pump sucked air, when you threw the hose into a new spot and the water hit the pump it would instantly slip and murder the clutch on a normal over-the-road truck clutch. Drivability was not an option- the pedal was hard like rock and the action was like a light switch. But it didn't die on impact while doing it's job.

OEM part Oil pump needle roller bearing P/N GU92252210 Replacement Part Bearing P/N NKI10/20, size 10x22x20. Difference: Single row of longer needles, instead of 2 short rows. Source: Any good bearing retailer. Oh, I see there is a reference for another alternative already:

uhmm, well, yeah . . . right? [for the record: I have two bikes. One wife.]

so I sez to my girl "yeah I have kind of a lot of motorcycles, kind of an expensive hobby, but (thinking proudly) It's not like I'm spending money in strip clubs" she sez "so it's either motorcycles or strip clubs?"

Whichever one you buy it's important to remember that you are buying machines long out of production and a lot of parts are getting increasingly hard to source. Virtually anything cosmetic and you're at the mercy of the Bay of Fleas and the internet boards like this one for generosity from hoarders and sundry nut cases. All four machines you mention were comparatively low number production runs but the CARC series machines at least have a lot of interchangeability with other models in the cosmetic parts, the LeMans particularly is a nightmare to get fairing parts for and so few Balabios were made I'd think that most bits like fairing supports and the like are probably hand carved from unicorn ivory! Actual performance wise there isn't a lot in it but handling, if correctly set up, will come with the V11's and Griso sharing equal, (Although different.) top billing and the 1200 Sport lagging behind simply because it's 'Conventional' Marzocchi forks are pretty pedestrian for the era they were made in but having said that the wonderful Showas on the Griso need re-springing and re-valving to be anywhere near their best. If you go in with your eyes wide open all four can be fine steeds. The CARC bikes will by this point need their swingarm bearings and shock linkage replacing/rebuilding and it is vital that any CARC bike you look at not have had it's throttlebodies screwed about with by a shaved ape. They are incredibly simple to tune but if the tuning sequence isn't followed and someone messes about with the linkage rod or the throttle stop screw you are going to be in a world of pain! From the point of view of which is best? Don't ask me. I own three Grisos so I'm a lost cause. They are all fine machines though.

I really wasn't sure this whole fishing thing wasn't off topic from the start. But I forgot we are talking Kentucky. . .

Cherry bombs were the lures of choice when I grew up in western Kentucky. Bill

That’s great info @MartyNZ, worthy of a post in the “Encyclopedia of Compatible Parts”...

"hoarders and sundry nut cases". Guilty

Buy all 3 of ‘em. You can never have enough Guzzi’s. The Griso will outhandle the 1200 Sport. My choice would be a V11’s with Ohlins, & a Griso 1200 with the roller tappet motor. Oh, and a Greenie, & maybe a Rosso Mandello

When the 1200 Sport came out I really wanted one of these. I was over my neck surgery and able to ride again BUT... At $20K + I just couldn't justify this as it was to be my toy basically and we were just finishing a big reno on the house at the time! So had to wait a bit till funds were available for my splurge. I'm so glad I had to wait and that a Green V11 Sport found her way to me. I haven't ridden a newer Guzzi* but I can tell you that the minute I fired up the V11 at the shop when I went to look at it ... I WAS SMITTEN Thirteen years later.... I STILL AM Cheers Guzzler * I have ridden an older Mk 5 though.

Well , there are fish stories and there are "fish stories" . This was a fish story !

We all understand , you keep your mouth SHUT in your own county about where you go , what you're usin' , how deep you're fishin'. what time you go , ANYTHING concerning fishing .

just connected:

Ha,Ha...cans of corn and cans of dog food to supplement..

Correct, the steel flywheel of the twin plate clutch is a non-issue on all V11 models 1999-2005. It is the aluminum flywheel of the single plate clutches on the 2001 Rosso Mandello, and 2002 Scura and Tenni. The question remains unanswered if every one and all of these flywheels are suspect, or only a batch/production run of them. For instance, has a 2001 Rosso Mandello has ever suffered this failure? Or even a Tenni that we know of?

I now have 02 Lemans and had a 1200 Sport for 6 years and 40K miles. If this makes any sense I feel more "connected" to the V11.

There are a whole load of CARC bits that are going NLA. The double conrod shock linkage has just gone which is a huge pain as it means we're going to have to start rebuilding them and the parts are almost as pricey as the whole unit was! As for the reactive arm boot? I'm hoping to be getting some made soon.

Before I got onto the idea of a V11 Le Mans, I was thinking about CARC bikes, maybe. One of the things that pushed me towards the V11 Le Mans was the clip-ons, a must have during my formative years. Another was the frame mounted half fairing. One thing that put me off the CARC models a bit was part number six here: https://wendelmotorraeder.de/kardan-gummis-breva-1100-05-07-ex-30_3006_300611_30061110_3006111013.html the rubber boot around the bit that sticks up out of the final drive. Those words "nicht lieferbar" mean "not available". I gather the boot can't be had anywhere, even if you offer to sell your granny for it. Someone in another forum described how he botched up a solution, which would probably be possible and stay good for a while. Still, not being able to get a part like that, small but crucial, does make me stop and think.

I will tell you there are die hard Breva Sport fans out there, 1200 2V. One of my buddies like it better than his Griso Red Devil. But calling Pete, those Breva dashboards are harder to fix than LeMans fairings. None look better than a spiney. Not sure they handle as well either....but the Devil did have more motor, I'll admit. Never ridden a Breva, I do know a fellow that ride cross country all the time on one and goes by moniker TravelByGuzzi.

So I was all set to choose between a V11 Le Mans and Ballabio; they're quite different I guess, but the Le Mans is maybe a little sportier than I would ideally choose, and the Ballabio a little more roadster than I'd like, so I would be happy with whichever I got, and the choice was going to come down to the best deal I could get. Then along comes a 2v 1200 Sport (maybe called Breva Sport where some of you reside?) to tempt me. There's also potentially a Griso 1100 in play; but if I wanted a CARC bike, the 1200 Sport seems better value and more practical. The 1200 Sport looks like best value for money on paper, and yet, and yet... the V11 just has the air of a proper old school Guzzi roadster. It just feels like the bike I would get out the garage because the sun's out. As it's a Friday I wondered if anyone would be inclined to contribute some random opinions. Maybe there's something I haven't taken into account. But let's not be too serious about this.

To paraphrase Dirty Harry, do you feel lucky kid?

The $64m question is if flywheel is ok do I replace it anyway

The shattered bearing in gearbox told us problem was defintley there. With gearbox out it made sense to check the clutch and flywheel for any wear

Yeah, I have the same question! Also, the forks on my '03 Lemans are 2xR and starter cover bracket is held on with hose clamps. Art

At last got Clutch & Flywheel out. Clutch took some gentle persuading with a pry bay. No visible damage to either but will get flywheel crack tested

now we're getting somewhere... I have spoken to people who contend riding a motorcycle is crazy owning a motorcycle is impractical what are you going to do with two? Why and what we ride is fascinating to me and@Icenian is lucky to have narrowed it down as far as he has.

The starter cover is included but what’s with the mounting bracket, it looks like it’s held on with hose clamps.

If you look up the part number for that rubber bellow's, there are sources in the EU who have it available, one well known supplier in the Netherlands has them, and currently advertises it on Flea-bay now. In all honesty, you will run into those types of parts for which you he to spend extra efforts to find on pretty much any Italian motorcycle, especially Moto Guzzi.

Not necessarily. My Le Mans has got adjustable rebound damping in both forks, and no adjustment for compression damping. I gather the earlier models had "R" and "C", but my model only ever had 2 x "R".

same...

Besides the obvious premise of "let's ask the other inmates on the ward if we are really and actually crazy and just which, and how many, Moto Guzzi to buy" . . . . . . I resemble all of those remarks in that eloquent P.Roper post.

Icenian, while I love the V11 Sport variants, have owned two. I have been told that the Breva 1100 2v is one of the best all round bikes Guzzi has ever made. (From multiple Guzzi folks around the Rally scenes). The answer is all 2v Guzzi's are good bikes, plus you can own more than one model at the same time.

Oh yes. A shittonne lighter. The flywheels and on later models the ring gears have got a lot lighter over the years. The early loops had a flywheel that actually had its own gravitational pull and light would bend going past it! It was vast, as was the ring gear. With the advent of the V7 Sport and 850T it was lightened considerably but it was still huge. That flywheel was what was used in all the T series bikes, the SP, Mille GT, Californias etc. The ring gear was also thinner. Then came the LeMans series and this was lighter again but was still a 'Full Circle' flywheel and used the same ring gear as the 'T' models. After this, with the advent of camshaft triggered ignition there was no longer the need for a full circle flywheel with timing marks so the Daytona and then the Sport 'C' and Centauro got the relieved steel flywheel, (As shown above while I was writing this.). The ring gear was also lightened once again and this assembly remained pretty much identical throughout the entire V11 series and the 2 valve per cylinder CARC bikes that superseded them. The one real oddball was the Sport 'C'. This has its own *Special* flywheel with triggering knobs on its perimeter as they use a weird twin trigger system for their ignition.

So is Crocodile Dundee...

I see that HMB and Stein-Dinse both offer their own alternatives to the MG design, and I believe that the bearings are included. They also both sell the woodruff key GU13148300 that was missing from my pump shaft. The bike shows 53,326 miles (85,819 km) on the speedo.

Thanks, AudioMick. What do the German speaking people think of the Stein-Dinse pump? It is a lot cheaper than the HMB pump. Moto Guzzi Oil pump ŽspezialŽ - big models - Stein-Dinse Online-Shop

I decided that I had a loose timing chain after a timing light showed erratic movement on the flywheel as rpm increased. I tried to get video of this, but it was beyond the combined abilities of borescope, old workshop laptop, & me. The obvious fix was a new chain & tensioner. I chose the more expensive gear replacement because, um... Now I find that the oil pump is worn. The needle roller inner race is grooved, and the shaft has 1.5mm slop. As the direction of side loads on the pump shaft are opposite when changing from chain to gear, a new one is on order. A Valpolini gasket is waiting to go on after the timing chest cover is powder coated. I tried to remind myself of a lesson from my father: "If it's not broken, don't try to fix it", but I'm a slow learner.

I've got the same rack on my Greenie. The HB JR bags alternate between the Sport and the EV whenever needed.

Art, thanks for the link. That does indeed look very similar to what I am intending to buy. That is this: https://www.hepco-becker.de/kompletttraegerset-seitenkoffertraeger-und-rohrgepaeckbruecke-topcasetraeger-schwarz-fuer-moto-guzzi-le-mans-v-11-sport-naked-1999.html And it is considerably cheaper than that. However, since I live in Germany, I am a little hesitant to buy something from the U.S. that would no doubt attract some sort of import duty, and "probably" would fit. Hepco Becker is a German company, and I already have a rack from them for the V35 Imola and one for the GTR 1000 Kawasaki, and a top box and a pair of panniers from Hepco and Becker to put on the racks. Unless someone can assure me with 100% certainty that Tusk is something like "re-badged" Hepco and Becker, and that the rack in the ad will definitely fit, I'd prefer to stick with the brand I already have.

Intake air fitting, M6 , .60¢ AliExpress https://www.aliexpress.us/item/2251832863973442.html?spm=a2g0o.order_list.order_list_main.59.6af31802c205tR&gatewayAdapt=glo2usa&_randl_shipto=US I currently am using these on my 2003

This is what I'm using, makes for much comfort over 400 mile days, and around town. https://photos.app.goo.gl/jCyt3TMWrLcZNQ517

Those will probably Morph from 90 degree Barrels to 60 Degree Barrels in a couple years

I just edited the year model of this schematic to 2002, specifically, after noticing the "Battery Warning Light" that is not present on later V11 with left and right turn indicators. Yet, the 2002 wiring differs from the earlier Sports (1999-2001) as to how the start circuit is diverted from Relay#1 to the Ignition Switch.