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I know turning 137,000 miles doesn't seem like much to celebrate. But I'm celebrating, anyway. ( I intended this to be my 20,000th post, but I used that to reference fixing a broken link that @mikev had pointed out. As it should be, I reckon! )

for sale is my '97 916. it is the last year of the original 90's Ducati graphics before they went to a small displacement number in the upper front corner of the fairing with a plain red fairing. i bought this bike almost a decade ago with 17k miles and have had it since. it now has around 21k on the odometer. however this bike is as clean as can be for not being brand new, it is in exceptional shape as you would expect of an icon such as this. it looks as new with the fairings on or off. i am extraordinarily picky about what i buy and religious about maintaining their mechanicals and aesthetics. i have owned dozens of Ducati's and other brands over my riding lifetime, this is of course the most special of all. it's cleaned off with a microfibre cloth after each ride, with separate cloths for fairings, windscreen, and frame/wheels. it's also hand waxed every few months. this 916 is completely 💯% OEM with the exception of a set of Termignoni carbon fibre slip-ons (with chip) and a closed carbon fibre clutch cover. there is a carbon key guard also, otherwise it's no different than when it rolled out of the Bologna factory 28 years ago. license plate holder, turn signals, levers, paint are all original. it came to me with an SPS tail but it is NOT an SPS. the white plate on the tail does look awesome so i left it, especially compared to the all red tail which looks kinda plain in contrast. when i bought it there was a tinted aftermarket windscreen. i purchased a brand new Factory Ducati OEM windscreen directly from Italy with the little Cagiva elephant in the right hand corner to bring it back to original equipment condition. i have had the rear brake master cylinder rebuilt, the chain runners replaced with new, and the air intake tubes replaced with brand new also. probably a few other general maintenance items i do not recall currently, along with the usual oil and filter, air filters, etc. it wears Bridgestone S22 tyres currently, in very near new, great condition. brakes, clutch, fluids, etc., are all in excellent shape. it has the upgraded charging system and regulator. battery is fresh and always on a tender when not in use. it will fire straight to life and run perfectly without the need of the fast idle. every turn signal, dash light, tail light and the rest function as expected. the going rate in this condition and mileage according to Classic Ducati Market sales tracking for 2020 to 2025 is between $18k to $19k on average. https://www.classic.com/m/ducati/year-1997 this bike has always resided within my personal residence in the Los Angeles South Bay area since i've owned it, and been maintained exclusively by Moto Servizio in Long Beach, as have all of my Ducati's and other brands. clean title of course, and currently registered. never dropped and never abused. spending 90% of its life in front of the fireplace. as you can see from some of the photos, this machine is ridden at least monthly, usually for Malibu car shows and Rock Store bike meet-ups. it has never left me stranded or given any trouble. it's never seen the track, i have other new machines for that purpose (ZX-4RR, Daytona 675R, GSXR 750, S1000RR M, RSV4 Factory). i originally purchased the bike from an old man's estate in NYC and had it shipped to me in L.A. it's been well cared for and had an easy life. the two videos below will show the condition and sound of my 916:

They go between the oil filter/distribution module and the intermediate ring. Phil

Thanks for the link Phil. That is exactly the issue, and although they show an older model Guzzi where the original tensioner pin attaches to that pad and the newer 2004 v11 the tensioner pin just rests against that pad, the pad needs to be relieved 4.5mm plus 2.0 mm for the end of the new tensioner pin. Looks like a lot of dremel work. I am going to check if the other aftermarket tension would avoid the need to remove material from the case. If I end up doing the surgery it will be like when getting an eye lens replaced, with complete sealed protection covering and enclosing the timing case area with only the area of work exposed to avoid any material contaminating the engine.

And that's exactly why I put this out there, because of hoarders like you! I have one already, installed it the other day. My friend saw it, and now he wants one. Figured nothing ventured, nothing gained.

Not sure of the question? Parts book for the 2002 V11 found on-line. Scura and Tenni differences are in a window on the clutch page. Otherwise, shows all parts are the same. https://motoguzzi.genuine-parts-catalogue.com/moto-guzzi-motorcycles/1100-MOTO-GUZZI-MOTORCYCLES/V11/2002/V-11-Le-Mans--Sport-Naked/ENGINE/Clutch/423/1/333000312/1001

IMOC ride last Saturday. The best bike to stand behind was chosen!

Maybe the topic has got a little side tracked which may have been my fault unintentionally. The only new single plate clutch you can fit to a BB these days is the RAM unit and the only one is for the 5 speed bikes. There has been in the past an issue with variations in the pushrod length relating to this. The broad point I was initially making here is aftermarket parts and even OEM parts listed for different models to your bike can't be automatically assumed to be a workable option. Even aftermarket manufacturers dont cross check every detail and sometimes model changes can be subtle. Remember my issues with Andreani fork carts? Andreani say they fit 2001-2006 bikes but they actually don't. I've been through all this a million times in my bike and car world career assuming things will be identical across seemingly identical version of a bike or car. Remember all the variations in V11 triple clamps that after 25 years we are only just getting a handle on? The only way to know if the Oberon unit will work in reality is to try one. I'm just pointing out that there are risks and what seems like an obvious choice isn't always workable without modifications or at all. If it works I'll buy one. Who wants to be the guinea pig? Phil

Put new correct good orings in for good oil presure. They are located in front of your intermediate plate. Cheers Tom.

Thats why I like to check/upgrade whatever possible before road trips . Cheers Tom.

imho, MM is a once in a lifetime driver. He adapts to the machine and makes the best out of any circumstance he is confronted with. He overcame his 2021 Jerez crash which matured him. MM is on track to win at least 10 MotoGP championships. After this season, he has a minimum of at least 3 more years to win 10. Barring the unforseen, he has everything he needs within himself and around him to win more than 10. And, he is still human.

I was under the impression the clutch pushrod or something was different ? If they are all the same , the part # is 01086330

I have to say I’ve installed a ton of those Valtech ‘Blade’ type tensioners over the years and have never had a problem with them. I have heard of the broken spring problem but never a broken blade. I tend to think it might be an installation issue rather than a design problem. Yes, they do exert a higher pressure on the chain, at least initially and this can be heard as they whine quite loudly when new but they soon settle down as the blade ‘Relaxes’. The was I installed them was to take the blade off the pin/base and bolt that on and then install the chain and sprockets before slipping the blade on half way with the pin just engaging the spring and then swing the blade round and pop it into the timing chest before pushing the pin end all the way on to the pin and reinstalling the nut and washer. Make sure the spring fits inside the bolt boss for the timing cover that it passes by. If you miss this and it’s over the boss the timing chest will leak when you tighten it down. It’s easily done.

Personally I'd ditch th Millipercento unit. I've heard to many bad things about them from broken springs and blades to excessive load on the oil pump bearing. I'd go with one of these myself. https://hmb-moto.de/Timing-Chain-tensioner-CNC-made-HMB-design Have you precisely checked the timing sensor gap? May as well do it with the cover off. It was tightened up from the original spec years ago to deal with a running issue I've now forgotten but the gap is critical on the Guzzi as it is with Ducati twins. Phil

Looking for some knowledge about installing the Millepercento Cam chain tensioner I got from MG Cycle on my 2004 V11 Ballabio (about 26,000 Km) I have read all the information I could find on this site about installing the tensioner, looked at the pictures and took my bike apart (exhaust off, Tank off, front fender off, front upper sub frame 4 bolts out and pivot forward, kick stand and mount off) all to make for easier working environment. I had tested using a timing light on both cyclinders to see if the scatter of igition at steady low speed was large and it was moving irradically back and forth at steady engine speed from just off an idle to about 2000 RPM and missfiring occationally at steady speed around 1900 to 1950 RPM. It was doing this prior to all the work (listed below) and still is. (alway when warmed up). I had set valve clearance and new plugs last fall and had only a couple rides before winter and thought it was gone, but it was not, just hiding in the cold weather! Over the winter all sensors including TPS replaced, pulse sensor replaced and gap correct, full decent tune up (and verified several times), several tried times, always the same, does it with tank cap open, no spark leak at wires or plug caps, they are like new, plugs are new, valve clearanes set loose end of range, tried several brands of fuel, etc. I now have Cam Case open, Gears (Cam/Crank/Oil Pump) removed, original cam chain tensioner removed. The tensioner is worn but not badly, the spring is very weak and takes very little force to hold it off the chain, it actually barly touches the chain with no pressure on it. Tried fitting the new Millepercento/Stucchi type tensioner, and there is a problem. The case pad that the pin of the original sensor sits against is about 4.5 mm to high so cannot install new tensioner base which is flat and sits against (over) that pad. Even if I machine (grind out ) the case pad the 4.5 mm, will also need to relieve another 2mm for the end of the pin that protrudes through the base to clear the pad. The pad height relative to the height of the surface where the new tensioner lies on is 4.5 mm different as measured from the cam case joining face surface. My question is have others installing these tensioners had to machine out the pad to install them, or am I missing something here? I will attach pictures for reference. old tensioner prior to removal, case with removed (see pad on right side), old tensioner base and new tensioner. I appreciate any help or advice on how to proceed to install this. Is this possibly not the correct tensioner? Is it normal to need to machine out the pad?

That's funny, Pete. But there enough hoarders on this site (takes on to know one) that the search has a reasonable chance.

Also seeking 2Kg bag of rocking horse excrement and 12 inch length of Unicorn horn. If all three can be wrapped, along with a piece of the True Cross in the genuine Shroud of Turin so much the better……..

On a healthy bevelbox the temperature of the unit is going to vary greatly depending on both ambient temperature and how hard/fast the machine has been ridden. One with issues will generally run a lot hotter. As far as ‘Slop’ or backlash is concerned any backlash you can feel by turning the wheel fore and aft with the bike in gear and the engine off will be between the dogs in the gearbox and not the bevelbox where backlash is measured in thou.

Jens had to change the company name from Guzzi parts to V2 parts . They are the correct slave cyl with correct travel. Cheers Tom.

Thanks! Done:

Recently, a fellow explained to me that motorcycles are essential to a man's survival, even if they are sitting in the garage just to be gazed upon. His compelling argument? "Dinosaurs didn't have motorcycles. Look what happened to them !"

Been to Sweden and Denmark twice. My wife has family in Sweden. We might go again this summer, but this time it will be Sweden and Norway, specifically Oslo. A very good friend moved back home there after spending 30 years here. I'll be there with family, so riding is out, but dang, Norway has to be riding heaven.