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Leave the silver side plates in place. To remove the swingarm, you first disconnect the shock, then remove the large chrome nuts (30mm IIRC). Then, with the swingarm supported, you can back the pins out with a hex wrench. The spacer looks like the one that goes on the rear axle, between the rear wheel bearing and the drive box. It sometimes falls out unexpectedly when you remove the rear wheel. Totally normal.

Here's the picture to go with Phil's comment.

New news? Encouraging for MV https://www.motorcycle.com/bikes/news/ktm-sells-mv-agusta-back-to-the-sardarov-family-44616613

i did carry-on there quite a bit on that last post :-> A shorter version of an answer is that yes, complacency kills, and I preach at every new hire class and every annual recurrent that “if you’re too nervous when you fly (and preparing to fly) then you’re probably in the wrong job, and if you’re not nervous at all when you fly, then you're definitely in the wrong job”.

Bear in mind, those are only lock nuts. They don't hold the wheels on. When you do them back up again, they only have to be tight enough to hold the pins in place. More relevant is how far the pins are screwed in, as that determines the alignment of the swingarm. The recommendation that I have often seen is to remove the lock nuts, and measure how long the bit of the pin is that is sticking out. Aim for that when you put them back in, and the swing-arm should end up back where it belongs.

My '02 Le Mans hasn't had as hard a time as yours, but it obviously has had a bit of a hard life. When I went into the back end about a year ago, I pulled everything off, wheel out, swing-arm off, torque rod off, shaft off and disassembled on the bench, to have a good look at it all. Turned out to be a good idea. I'd suggest you do the same. You might find some "interesting" things, like I did. While your in there, I'd strongly suggest obtaining and mounting the clutch bleeder extension that was standard on later models like the Griso. Part #12 here https://www.stein-dinse.biz/etkataloge/etkataloge.php?l=de&m=210&t=5005&c=Z This: https://www.stein-dinse.com/en/search-1-05606630-.html Get the bolt and seals as well, you need them. Part #8 and #9. It is not exactly cheap, but makes bleeding the clutch a very simple task instead of a complete pain in the arse. Given that you are in there anyway, and no doubt will be changing the clutch fluid anyway, it seems the ideal time to bolt the thing in there while you're at it.

Think it's a nice bike. I like the fork updates. Adding a quarter fairing would be a step in the right direction. Room for it, always. Need it , no. Thinking about it, yes.

Yes it's extremely important you keep the shaft in alignment on the splines. You can separate without removing the front half and you can actually see the original alignment paint mark on the front half of the shaft assy.

KTM purchased MV-Agusta from Sardarov, and now it goes back to Sardarov. At least, this guy seems commited to make it work.

@Gmc28 Again, during my training, one of the key was to avoid complacency at all costs, and to be on the look out at all times. Which we know is extremely difficult to achieve because human beings are unable to focus for long period of times. Hence, the reason why when you are on guard, there are frequent changes. This is why our specific training was always different, and never predictable, so we could never start to be cosy and keeping on our toes at all times. I believe that civil aviation has become a real snooze compared to what it used to be. There are too many aids that somehow diminish your ability to use the skills that you worked so hard to get during your training. I will only give you an example: AF447... Cruising altitude, auto-pilot, suddenly pitot tubes freeze, no more airspeed indication, auto-pilot exits, and none of the flight crew managed to recover, the FO was pulling on the stick, stalling the aircraft until they hit the water. Since then, AF has instigated scheduled training for pilots to manage situations which are very seldom encountered or never encountered. Since you seem to be an aviator, tell me; is there any specific training for TCAS warnings in flight simulators? situations where you have minimum response time?

@Pressureangle just let me know when the plate's available and i'll remit.

Most certainly. And any sort of variation on that story is exactly the adventure I hope for.

there are lots of places where the thick air traffic is crazy, though there are surprisingly few issues, despite what i would have said was common sense that "this can't end well". We have the majority of our operations in Alaska, where the skill set needed there is one that requires a real change for pilots coming up from lower 48 (for the village flying, not so much the big airport flying), and not all the folks from down south can adapt. on the other hand, when we have an alaskan pilot move south, its fun in many cases to watch those confident, skilled, experienced aviators suddenly have a look of shock when they first depart the LA basin in a jet, with so much traffic and ATC chatter... thats something they have to adapt to. I moved from Anchorage to LA in the 90's, and that first month down there i'll admit I was properly humbled. Then i got to enjoy watching my friends that I hired and moved down from Alaska all go through the same thing...."What, what are you looking at?" they'd say, as we're holding short for their first take off. "oh, you'll see, mr. tough guy...".

I am almost certain the CRJ-700 PIC never saw it coming. Most likely focused on runway 33 ahead of them. Since they have recovered the CVR and FDR from the CRJ, we will eventually find out. I don't know if the Black Hawk was equipped with a CVR or/and a FDR, but those will most likely be falling under military jurisdiction. Interesting that in the fall out of that accident, many civil pilots have stated they always were concerned about the possibility of an air collision in this area. But as we know, it takes one catastrophic accident before anything is done.

I have not been in a real conflict situation, but during my training, I have been instructed to follow orders immediately without any hesitation, as it may sometimes mean life or death. As walking through a mine field for example, when you have several people around you scanning. I don't know what kind of training pilots get about RA, but if it was me, I would not try to second guess anything. If barking-Betty was to tell me to climb, I would climb right away.

It's feasible but you need to consider the airbox which would need to be modified (which I successfully did on my bike but the other way around) and ECU which would need to be re chipped with maybe a 1100 Sport chip that would get you close I guess. That or convert to a 15M ECU so you could map it with Guzzidiag. Phil

However, I suspect that his knuckles were whiter than any of the other rides.

Gentlemen, thank you. The old Coats 220 gave me a bit of a workout removing the rear tire. I'll get the front tire m&b then back on forks so i can get the weight off center stand and then i can proceed further dismantling on the rear end of this old gal.

For now back off the large nut one revolution , Remove the "bolt and leave the r.h. stuff on the r.h. side and the same for the left side. There is a procedure to get the rear wheel track in the center of the front. When you get it together , we will discuss it .

Thank you gentlemen for your replies. Yes, will continue this deep dive and THANK YOU for informing me what to look for. i have the rear driveshaft separated from the diff. Do i remove the side plate to remove the front half of driveshaft? Otherwise, i shall remove the swing arm and of course the front half of shaft will come out. for the moment, a couple questions. 1. Looking in the parts book at driveshaft, i don't see the thin O-ring listed. Is there a pn for this? Purchase where? We have a Guzzi dealer in town. 2. This morning when i was surveying the carnage, i noted this 12x21x27 spacer on the lift. I don't remember for the life of me removing it from anywhere... (i AM a sharp 73 year old). Where does this spacer fit? Pic attached.

Since you're in this deep, it's a good time pull the swingarm, which will make it even easier to install the above bleeder hose. Be sure to carefully inspect the shock mounts. Many of us have found cracks in the lower shock mount. Even if it's not cracked, upgrading that shock will make a big difference in handling - if that's in scope/budget for this project.

Notably absent from the array:

Bike is still for sale but it’s in the UK

A few years ago now, but Guzzibits offered me a Centauro engine when I popped my V11 crank. I ended up replacing the crank, a conrod and bearings (and fitted a Roper plate). Not sure the logistics of getting engine out of the UK to where ever you are, or if they even still have it. Good luck.

Attached are some extracts from an A320 FCOM. Depending on hardware config and software version, the CRJ is likely to be similar. As the aircraft is on final approach, TCAS RAs are inhibited/downgraded to TAs if windshear alert, stall warning, GPWS alert, are given, or aircraft is below 1000ft. Experts have determined that ignoring windshear alert, stall warning, or GPWS alert are more likely to have a bad outcome, than downgrading a Resolution Advisory to a Traffic Advisory. Also, the flight crew don't need to be annoyed by RA alerts caused by aircraft landing on a parallel runway. TAU = Time to intercept, the ratio between the distance that separates both aircraft, and the sum of their speed. AGL = Above Ground Level. GPWS = Ground Proximity Warning System.

Just put mine back together, definitely needed some attention. With one of the reaction rod bolts removed, the rear portion pulls off without removing the front from trans. You may need to replace the shaft oring, I just happened to have one laying around. Also had to replace the u-joint yoke pinch bolts as both ends were lose enough to slide on the splines.

Funny, I was just thinking earlier on that we've not heard from DucatiGuzziIndian for a while... Hope all is well in your world ole mate! Cheers

an update with a couple pics. have removed more parts. i have decided my approach will be a combination preservation/conservation and not a restoration of which i've been down that road so many times i've grown tired of the effort it takes (and$$$$$$$$). What marks show on this project are going to be a testimony to what has happened to the bike. I plan to cut all the zip ties and remove fasteners holding parts to the frame, and apply soap and water from a bucket to wash things clean and dry things off with rags. and then i'll do as little rattle can as i can get away with. Rusted fasteners i will run through a stiff wire wheel to get to bare steel and then i will Parkerize for a durable grayish/black finish. A couple questions about the drive shaft. Is the shaft two parts, connected by male and female halves that slide back and forth with movement of the swing arm? I guess i should look at my parts book and service manual... obviously there's a telescoping tube and i imagine there's a bunch of crud hidden where i can't see. Not knowing otherwise, is it necessary to disconnect the drive shaft from the transmission case and the rear end? Again, i guess i should refer to me service manual... And, finally, is the shaft is "timed," do i need to make note of alignment of the two halves in which they separate? On to the swing arm rotational surfaces... i can't imagine i shouldn't pull the shaft, clean up whatever crud and old factory grease is in there? i'll try to make this as entertaining as i can, and thanks in advance for your help.

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Neither do I, actually, but I'm pretty sure that crossing paths like that wouldn't happen here. Another thing, that ceiling has been bothering me. Turns out I remember correctly: That is for Australia. https://aircraftnoise.airservicesaustralia.com/2020/04/30/what-are-the-rules-about-altitudes/ Another thing, during my time at Uni in the 1980's there was a move to build a helipad on top of this hospital. https://www.openstreetmap.org/way/24595717#map=17/-37.756605/145.058914 The idea had merit, as it is a major hospital in which accident victims with major injuries often end up being treated. Being able to land the helicopter on the roof would be very convenient. It wasn't allowed, because the hospital is in the middle of a built-up area. In the end, the helicopters used the helipad next to a Victoria Police forensics lab next to my Uni. Here: https://www.openstreetmap.org/way/27877532#map=17/-37.725189/145.055961 4.7 km down a straight street, so about 5 minutes for an ambulance with the disco on. What I'm getting at: given the caution used in air traffic where I grew up, and where I live now, the situation around that accident seems to me to be sheer recklessness.

agreed. and that's neat that you got the chance to do that VFR corridor flight a number of times. I always felt guilty scooting along that route while slowed down to whatever the max speed that was allowed, in a lovely old, gas-guzzling, loud, 20 series Lear. Felt like somehow I was going to get in trouble. its a reasonable assumption in my mind that in DC the rotor driver just did an "oops", and then things happened pretty quick and ended badly.

I've flown that Hudson River corridor dozens of times. A lot of those trips were at twilight...the setting sun lit up the NY skyline beautifully. I think the ceiling was 1000' in the corridor. I would loop around the lady, fly over the GW and return north to Ramapo. It was always an enjoyable trip for whoever was aboard, but it was full alert on my part because of traffic. Scan instruments and outside...my head was on a swivel. I would stay at 850' and never stray above 900 while in the corridor. Lots of traffic at times, fixed wing and rotor. It is hard to imagine a cockpit with three sets of eyes flying in a congested area wasn't able to put see and avoid as a priority. Even more, situational awareness needs to be paramount in TCA's. Maintaining required altitude is a must. It reminds me of the Eastern flight that flew into the everglades in FL. Flight crew of 3 trying to troubleshoot a gear down problem while on Miami approach. They we so engrossed on the problem that the autopilot was shut off by mistake and the plane descended into the water. NTSB found the cause of the crash was a burned out gear indicator light and nobody flying the plane. The gear was down and locked. I'm not saying there was confusion in the cockpit for this incident, but the NTSB will scour all evidence and come up with the cause with all contributing factors. They usually do.

It's not impossible that KTM has the same monkey on their back that other companies in the U.S. endure- or die from- Bane Capital in the U.S. stacks the board of directors with insiders who 'make poor decisions' while the big player shorts the stock and bleeds the company dry. Of course, nobody wants to put their head on the block by calling spades spades.

What is missing is the part of the TCAS that automatically suggests a collision avoiding manœuver; below 1000 feet, you only get the Traffic Advisory, but not the R.A. Resolution Advisory, which will give specific instructions to the pilot. Obvious that below 1000 feet, resolution can induce a collision with an obstacle rather than solving for the initial intrusion.

I hate to see members that float away from the dock like so many members have. Can we incorporate a feature that "pings" them if they are not on here for 30 days or so to let them know they are missed ? We have had so many come n go. You miss them only after they are mentioned.

I’ve only ever seen one Harley doing what it was designed for with both style and aplomb. Back about twelve years ago now I did one of my ‘Big’ tours of the USA, how lucky am I? On that trip I was on my Mana GT and after buggering about in the Deep South I headed westwards. Towards the end of the trip I took one of the interstates across the deserts of either UT or AZ. Can’t remember if it was 15 or 40, it matters not. But somewhere out in the wastelands, (Which I love by the way.) a bloke on a Road King joined the highway at some god forsaken ‘West Frecklepork’ type of hamlet and we droned along for probably a couple of hundred miles or maybe more together. We both stopped to fuel up at a servo in the middle of nowhere and exchanged pleasantries while we got drinks, (No need for a piss! It was HOT and we both necked about a gallon of water and took more in reserve! Place filling our jackets with ice from the soft drink machine!) and then went on our way. I followed behind and the burble of the, not overly loud, Road King was a joy to hear. It was probably the perfect bike for just casually eating miles in the Desert West of the US. Eventually he pulled off down an exit to another bumfuck hamlet that probably the people who lived there had never heard of but he gave me a cheery salute as he did so and I returned it as I and the little Aprilia soldiered on for another couple of hours until I cried uncle and rested overnight in yet another tiny, shagnasty little town where the food was terrible, the bed uncomfy and the most memorable thing was the barmaid at the dive bar I went to had the most astonishing false tits I’ve ever observed in my life! Made even more fantastic by the fact that they were obviously several decades younger than the rest of her! No judgement from me. I’m no oil painting or glittering Adonis. But as an example of anthropoid artifice she was a stunning beacon of, well, something! She was also utterly charming and drove my slightly pissed self back to my motel and wished me happy travels. It’s memories like those that make a life worth living. And are also a reason not to totally despise Harley’s.

Yes. Lived in Atlanta then. The thread said "no words," so I followed the rules. I'll say this now ... December 2006. Near top of Richard B. Russell Scenic Highway in north Georgia, a lovely romp. https://exploregeorgia.org/things-to-do/article/helen-dahlonega-fall-road-trip I do not have to strain to hear that Ballabio's cans roar as I ascended. What joy. This, on nearby Ga 75 and Brasstown Bald ... Those were the days, my friend ... we thought they'd never end ... etc. sigh. Bill

Nah, I’m fully aware that Piaggio/Guzzi aren’t going to be making bikes for me. I pretty much lost interest, apart from a morbid technical interest, after the CARC series. That’s fine. I’m also a heretic because I think they should bulldoze the shitty, rat infested factory and move to a green-field site. Everyone hates me for that as well. Below there is a picture of the precise number of shits I have to give….

I bet this bike is a great rider. I am drawn to the lovely blue that has no pretensions toward the original, and iconic, V7 Sport of the 70s . . .

The "Sport" badge can be used in two different ways. Sometimes it is used for a faster, more performance oriented version of something. But other times it is used as a budget friendly package, designed to look more exciting but not actually be faster. This "Sport" looks to be a combination of the two. Some things like the forks and brakes appear to be an upgrade. But then, perhaps to offset the cost of the forks and brakes, they cut corners on other items and give you just a single gauge (It looks like it squeezes a speedo and tach into that single gauge, that is fine by me). On the bright side, I would assume that things like the seat with cowl and pegs / bars from other models could be interchanged with this one if desired. But only you can decide if it belongs in your garage. It does not belong in mine, but honestly Moto Guzzi does not currently sell a motorcycle that belongs in mine. The V100 is close, but I would want either a naked version of it or an MGS version of it. I know, two extremes on either side of the current V100, but the V100 needs either less or more to be one I would want. As is it is right in that middle ground that just doesn't do it for me. As for small blocks, we have one and that is enough. And ours is way cooler to me.

Heh, my lotto car is a Montreal Green Giulia Quadrifoglio with tan leather interior.

[docc merged the threads to combine the details with the photos.] Best of luck placing the Sport with an eager new owner. Let's be aware that @SLtrek has been a member here since 2005 even though he has not posted much.

The Coppa Italia has arrived

In our Registry, I see thirteen numbers reported above 600 including S699 in New Zealand. So, I reckon they actually numbered them all. (Watching for confirmation from @Danny-NL to update S224 . . .