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Throttle bodies finished, new linkage rod made, drawing of thumbwheel adjuster sent to shop for future production, Slave cylinder disassembled/cleaned/flushed/mounted. Now to fit the engine/trans into the frame and begin the countless trips to the hardware store for the milieu of fasteners unaccounted for or too ugly to use. I've decided to leave the heads in place for now, I'll run it for a tank of gas before doing a leakdown test and spark plug check. I noticed the transmission serial number does not match the engine, though quite obviously this is the transmission the original owner took out of the bike. Can anyone confirm these numbers don't necessarily match? Don't care just curious.

The numbers for the Stark Future motorcycles look good. Pity they're all bloody chook-chasers....

I'm still waiting for my backordered '00 V11 slave. Seems there would be a larger market for these than the newer models?

@Sempervee1 Thank you for your service. I was stationed at Travis AFB, in NorCal. I actually grew up in Youngstown, Ohio, met a girl from Huntington Beach, thus my SoCal living the past 30 years or so.

nothing exotic.......other than it works when it wants.....

I saw the write-up on that Varge SM. It sounds wild. The only short straw in that is the range. Not enough range for me to be a practical street bike. Distances around here are too much for that amount of range, when we do go for a ride it is almost always at least 100 miles. But it would be crazy fun on a track. It would put a hard-core SM like a KTM to shame.

Push this topic up. I noticed the same play as @neuvototem mentioned. I will try to make some pics. Will be not before next weekend.

Indian brand has been owned by many different companies, I own an Italian made Indian labeled dirt bike from the 1970’s bought for me in the 80’s when I was a child. Pertaining to Polaris ownership of Indian, I don’t think they wanted to “sell out” to the Chinese, so selling a majority stake to a PE with real estate and media portfolio seemed to make sense. With tariffs and other worldly pressures, HD & Indian’s bread and butter high end bagger global & domestic sales are down, making PE a good option for a soft landing (before default?) I am just glad that Moto Guzzi is building bikes in a new factory in Mandello del Lario….

Thx to all for commenting. Ciao for now

I’d be very surprised if it was the TPS. I’ve only ever replaced one and that Thad been submerged at some point! You can check it fairly easily using Guzzidiag. Just look at the value as you open and close the throttle. Any sudden jumps or drops will be immediately obvious.

OK then............ tomorrow I will tear into it and replace plug caps with new as well as plugs. Others have stated its probably a failed TPS. Your thoughts on that?

Pulling the plugs and looking at them might give a hint as to what cylinder is misfiring.

I’m all ready for my next Guzzi

Ah, found the info on WG. First thing to check, as suggested, would be the plug caps. Get it in a darkened garage and take the plug lead covers off. Start the bike and look and listen for the spark *Snapping* to earth at the rocker cover. Even if you can’t see it you should be able to hear it. When you last serviced it, how did you remove the plug caps? If yo pried, pulled or levered them from above you will almost certainly of damaged them. They tend to tear at the right angle where the cap turns to meet the lead. Once that has happened it doesn’t take long for the spark to start earthing out. It may not happen immediately though so don’t be surprised if it started mid ride. The way to remove the caps on the 1200-8V’s is to get a long, thin, flat bladed screwdriver and insert it through the cooling tunnel in the head just above the exhaust manifold. Poke around and you’ll feel the rubber of the cap. Hook the tip of the screwdriver under the bottom of the cap and lever it up, off the plug. Once it has unclipped from the top of the plug, then, and only then, do you pull it up from above. The excessive fuel use and unburnt fuel smell will be from the uncombusted fuel passing through the non-firing cylinder. If you are running the original pipe, or an aftermarket one with a catalytic converter, the cat may well of been damaged by the unburnt fuel combusting in the cat. Look for discolouration at the front of the exhaust can. It is very unlikely it is an ecu or mapping problem. The W5AM is pretty much unbreakable and the files can’t corrupt themselves. It will have a physical cause and plug caps are the most likely one.

Hey Pete thx for chiming in......... tried to get ahold of Mark with no avail. I have a bit of response from others over on Wild Goose Chase. At this point its starting ok but when you try and hold a steady rpm from 2k all the way through to about 5K it surges and wanders all over the place.... cant hold steady throttle when at load(moving) either?? Burning fuel like a bugger and smells the part?and is not making much power as I found out having a 100kph roll on with my Brothers stock same year Stelvio... he left me for dead?? Was hoping someone might have had something like happen abruptly to their lump in the past.......... also hoping NOT to randomly starting plowing new parts in it at random in hopes of getting lucky. PS None of the dealers or shops that I have spoke over the years know anything about these machines unfortunately........... for me.

The early Hi-Cams were a morass of frictional losses. That, along with the twin, and too heavy, valve springs, (2 per valve.) and aggressive camming is what made them not only prone to lifter wear but also not nearly as powerful as they were expected to be. Hence the return to the tried and tested 2V Pushrod format. The early engines had belt cam drives at the front of the motor with camshafts that overhung the front bearings by a huge amount, stressing the oil wedge which was already being provided by a barely adequate oil pump. The second generation Hi-Cam has cams driven by chains up the back of cylinders, single beehive valve springs and the lubrication pump is a larger and much more efficient trochoidal Gerotor pump. There is no doubt that the Gen 2 motor is streets ahead of the earlier one. It is a far, far simpler design and considerably more efficient. It should have been the engine that opened a new chapter for Guzzi but the flat tappet fiasco put paid to that. By the time it was sorted out, five years on, the world was already moving on. It took the ‘Full House’ Piaggio V100 engine design to finally deliver what the Hi-Cams couldn’t. It’s just a pity they are just such a boring and unexceptional engine in technical terms. Oh and ugly! F*ck me drunk the V100 is an ugly powerplant! It gives me a headache just looking at it!

High mile Guzzis are suspicious animals. Probably has things like non-factory relays and wires running in funny directions to surprising places.

The 1000S there had over 200,000 miles. Original owner

Also checked the 30A fuse... It was perfect with no degrading whatsoever. I will share results when new battery, and relays are installed

Well it’s actually an EV11 with different skin so not a Lemans anyway. I kinda like the bare nose look. It sure sounded nice with the Staintune exhaust. And the HB hard bags were worth $.

Meh. There's a better one out there. Half of it, the better half, was missing, anyway. One of those needs to have the fairing still on it, and the clip-ons. Otherwise, it's not a Le Mans anymore.

Totally different head and cams than a Griso engine BUT the whole valve system on a Dayton/Centauro engine is still a high wear and marginal system prone to flaking lifters and wearing valve guides at a high rate. A 2 valve reliable engine they are not. Phil