The Moto-Guzzi Nuovo Falcone VOC

That sounds very encouraging Rob

In my last post I described what had happened, and the decision made for the fix.

The new clutch friction plates and springs duly arrived last week.  There was a delay in shipping as in the first instance my weekly shipment was closed up before the clutch parts could be added, in the 2nd instance they forgot to put the parts in, so it was at the 3rd attempt the parts were included and duly received.

On first glance, everything looked quite normal.  The friction plates are the same thickness as the old ones.  However, the new clutch springs are 50mm long, as opposed to 45mm for the ones removed, and 35mm for the original specification.  This clutch is never going to slip again!. Ever!

Refitting is just the reverse of removing.  However, the new springs take a bit more compressing and my compression tool of 40mm plastic pipe fittings wasn't suitable.  This was mainly because in the centre of the clutch compression plate is a hole that is just under 40mm, with chamfered edges.  As I applied pressure by tightening up the nuts a bit at a time, the plastic was skewing all over the place.

As it happens, I have a special tool for compressing motorcycle suspension springs.  This has a basic cage where the bottom diameter is about 60mm.  This allows the cage to rest directly onto the flat are of the pressure plate.  The pressure applied was more controllable and eventually, with much care, I was able to get the locking circlip back into place.

Now to reassembly of the cover and clutch cable & operating mechanism.  This was quite straightforward, but I wanted to get this done to see haw the clutch felt. It was slightly heavier, but not greatly so. 

The real proof of course is in riding the bike, but first I had to fill the engine with suitable oil, a 20W50 JASO rated oil suitable for a wet clutch.  And of course the ignition needed to be reinstalled and set up.

Next stage was to ride the bike.  Due to time constraints, I have only had a couple of hours each evening to work on this, so the only ride was a brief one up and down the road.  I had put the clutch friction plates in dry as no instructions came with them.  However, having read information elsewhere, it might have been a good idea to soak them in oil overnight, as the new clutch is quite fierce.  I am sure that this will change as the plates bed in and soak up oil, but this clutch will not slip again.

Once I have a chance to really ride the bike again, I will write up my experiences.

Having been out and about a few times on the NF, unfortunately I have discovered that it suffers from clutch slip in 4th (top) gear.  It is quite disconcerting, especially when you have built up speed, to suddenly hear a sharp rise in engine revs.

Having read many posts about engine oil, clutch springs and everything else, I decided it was time to delve back into the engine to investigate.

The first problem to overcome, once the side of the engine was removed (the engine is in the frame and the exhaust is still connected) was a clutch compressor.  It is quite simple to make with a piece of 50x50mm 300mm long wood, some 40mm diameter plumbing fittings and some M6 studding and some M6 nuts and washers. Because the exhaust is still in place, you need to make the studs long enough to allow the wooden compressor bar to compress the clutch and still be clear of the exhaust.

You need to drill 2 holes in the wooden bar set at least 50mm in from the end (to allow the wood to retain its integrity) and 200mm apart.  The studs screw into crankcase holes diagonally opposite each other so that the wooden bar goes over the centre of the clutch.

I used 40mm plastic plumbing fittings as that is what I happened to have lying around (in fact the M6 studding was the only part I specifically bought) and put a screw on compression fitting on the end to press onto the clutch.  This means it sits nicely into the centre of the clutch spring plate.

When you have set up the compressor, make sure you use some penny washers under the nuts that will do the compression work onto the wood.  They spread the load and stop the nuts from digging in. Gradually do up each nut equally to compress the clutch spring plate to allow you to remove the big retaining circlip.  This is not difficult to remove once the pressure is off, and then you can carefully back off the compressor nuts.

Once you have disassembled the compressor you can examine the springs and clutch plates.

Here was my first problem.  The springs were longer than standard, by about 10mm.  My guess is that they are Morini springs.  Secondly, neither Gutsibits or Stein Dinse had clutch springs in stock.  And Norton springs do not fit (diameter too big).

Fortunately, I have a biker colleague in Germany whom I asked to contact Pirner Guzzi. At first I just wanted springs, but Uwe Pirner suggested that I should replace the friction plates as well.  The reason for this is that the original friction plates were marginal at best, and of course the ones in my bike are probably 50 years old, soaked in the wrong or old oil and they splip and the wrong springs were fitted!

Therefore I made an executive decision to change the clutch for Pirner's new improved clutch. This is where I have an advantage.  Since Brexit, Pirner like many other small business, will not deal with the UK (it has become slightly more complicated).  However, my colleague ordered the parts which he received very quickly.  Unfortunately my colleague was unable to get the parts into my weekly shipment from Germany (I work for a German company) this week as they had suddenly become super efficient and closed the weekly shipment early. So it will be at least 2 weeks before I get the new parts and can fit them! Updates in 2 weeks!

Belated welcome!
There may not be much traffic, but this is the place where things are a bit easier to find than in our Facebook group.
Hope you’re getting some enjoyment from your new bike 

Gday Walter
Always good to hear from another NF pilot.
Yes sadly there's not much traffic here but as you say there's a wealth of great info thanks to Banquo and others.
If you are able to post details of your NF exploits I'm sure people will be appreciative.
Mine is also a '71, a Carabinieri.
Cheers
James