Main Bearing rear, standard size.
All big V2 Models, from V7 up to Griso.
850 T3, T4, LM-1, LM-2, 1000-SP, V 1000-G5, Convert, 850 T5, LM-3, Cali-2, Cali-3, Mille GT, SP-2, SP-3, LM-1000, 1000S, Quota 1000, Quota ES, Cali-1100, Cali-1100 i, Cali-Spezial, Cali-EV, Stone, Jackal, 1100-Sport, 1100 Sport ie, V11, Daytona, Centauro, V7, 850 GT, V7-Sport, 750-S, 750-S3, 850-T. Cali Classic, Vintage, Bellagio, Griso, Breva, Norge, 1200 Sport
These bearings are HMB made, using a sturdy, CNC precision made flange. Very much stronger then the cast original part. Only one reason beeing the used material itself, but also the shaft bushing is custom made, using quality bearing suited aluminium material.
Tolerances from bearing to housing is also an important, often underrated issue. Many bearings were too small in the past, resulting in "strange" vibrations and in the end, a damaged engine housing. The bearing must have a firm seat in the housing ! As our bearings have correct tolerances, we recommend to heat up the housing before mounting this bearing.
Production tolerances for the shaft bushing have been halved, in comparison to what the factory would allow for an original bearing. This is an important contribution to a stable oil pressure in the engine. This also applies to engines with partly worn crankshafts, as pressure losses are caused by the "gaps" whereever they may occur.
Our bearings supply 4 threads as a removal aid, rather than the 2 of the original.
Due to our new design approach, seal ring can now be placed approx. 2mm further inward without blocking internal ventilation. This is especially important, if seal ring surface on crankshaft is worn.
- Correct tolerance from bearing to housing
- Correct angle between gasket surface and shaft bushing
- Oil pressure benefits from low tolerance for shaft bushing
- 4 removal aid threads
- Possibility of mounting seal ring further inward.