JGP

Back to the topic at hand. All the clutch related info is interesting however, i am still hoping for resolution with my NOS slave cylinder. I ventured back to this project thinking I was somehow going to remove the sub-frame bolts from the pork chops, loosen the lower connection points to the motor and then somehow swing the sub-frame a little to give some clearance to the slave cylinder. The sadist that designed that sub-frame has it welded to the upper frame member so, it will not move independently from the upper frame. Now, I am thinking I may be able to remove all upper frame member connections to the motor except, the most forward attachment point. I plan to loosen that connection and try to lift the entire upper frame and subframe so that it pivots a little on that front connection point. However, there is very little clearance between the drive shaft and a cross member of the sub-frame. I am hoping that if I take the shield for the U-joint off of the drive shaft, it will provide enough room to give me an inch or 2 so I can get at the slave cylinder. If anyone has thoughts on this feel free to provide them. This is the "stretched" version of the V11 frame. So, what is applicable to the "tiny" sub-frame models, may not apply.

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

Sorry, 6 parts. 3 were individually available. The rest, including the 3 individually available, were available as a clutch package. Point remains, none relate to the push-rod assembly.

There are only 3 differences noted in the parts book between the single plate clutch and the multi-plate. None of those parts relate to the slave or the push-rod assembly.

V2 Parts in Denmark. Not sure what tariffs do to the price. I picked one up last December. I have not yet pulled the old one to compare, visually, exterior looks the same. Seems like others here have had success with it. https://www.v2parts.dk/en/gearbox-and-clutch/clutch-parts/pin-koblingsarm-gearkasse-t-sp-lm-cali-1325-detail.

You show me a picture like that on a mid-May afternoon? I am going back to pruning my blueberries.

The engine is engaged to the transmission in a meaningful, powerful relationship that cannot be separated by mechanical force, as designed. AKA "The clutch don't work"

Yes, there is resistance. Feels right, no clutch. Thank you for the education on frames. I have not gone out to reinspect, but what you are describing lines up with what I recall. Makes sense that the "tiny" sub-frame is easier to remove. All stock. I am aware that some have had issues with the flywheel and many have not. While I don't throw a lot of credit to MG these days, I also understand that some people drive their bikes much differently than others. So, if I need to go to the clutch, I will inspect the flywheel carefully and make a decision. If not, I will live with it as is. Thanks again, good info.

It's not an air problem. I am not sure what NLA parts you are referring to. If you are referring to the slave, I am ahead of you. If you are referring to the clutch itself, I will cross that bridge, when, and if, I get there.

I have an only owner, ever too. It has 10,000 miles on it. First week of ownership it had a short and went back to the dealer, shortly after the factory-installed incorrectly-sized tranny spring blew. Which I changed, to the correct-sized spring, thanks to this site. Then the rear bearing blew, and I changed the incorrectly-sized factory installed spacer, and replaced the bearing, thanks to this site. The reflector on the headlight bulb fell off into the bucket. I threw that away. The breather hose disintegrated, a microswitch for the brake light failed, fork seals failed, the gasket for the timing cover failed, now the clutch is out. If I power through the trauma I can probably come up with a few more but its late and I am not that strong anymore. I don't need an operator, how about a factory team and a trailer full of spare parts?

Ok. I need to look at this in the AM. If I recall, it attaches at the pork chops and also on the upper frame somewhere. I need to think about how I am going to brace this thing. Maybe a motorcycle jack under the motor and a cherry picker for the rear frame section. There is a special place in hell for Italian and German automotive engineers. Yes, bled more times than I want to recall.

Swing arm is out. It's the sub-frame that's the problem. If you look to the OPs posted photo, it's pretty clear. Bjorn spoke about removing the "tiny" sub-frame. Not sure what he was referring to or how it is removed. Too bad about his photos. In plain English, "the clutch don't work".

Thanks. I know what the slave looks like. I need to get at it. The sub-frame, as I guess you know, is in the way. Is there any way to swing that sub-frame up and out of the way? It does not look like it can be rotated up. I am trouble shooting clutch issues. I have already rebuilt the clutch lever plunger, reservoir and related grommets. Slave is the next stop before I pull the engine and check the clutch out.

There was a photo following this reply which is no longer active. Is there anyway to repost it? I am trying to get the clutch slave out of my Scura and I am not seeing an easy answer.

I have put my Scura up for sale. It is a "world" version and is not currently eligible for import into the U.S. 9,200Km. Asking $10,000 Cdn, Firm. Happy to work with Canadian or overseas buyers on shipping arrangements. https://www.ebay.com/itm/2002-Moto-Guzzi-V11-Sport-Scura/274142904639?hash=item3fd430c13f:g:DHUAAOSwdQhd9Ppy

I purchased S563 new in Mexico City around 2005. It now lives in Quebec, Canada with ~ 4 000 KM, all original. "World" version, not US compliant. I have changed the transmission shifter spring (~ 1000KM) and the rear wheel spacer (~ 3000 KM) due to related problems. Many thanks to the forum sponsors and members; great information and advice over the years