Article - SAVING 'EM, Vol. 1.2, A Cruel and Merciless Assessment by Red Herring

The Walk-Around

Still on the trailer, because I feared she'd want to hang around once on terra firma, Norma looked like the last-picked kid in sandlot baseball - forlorn, but with a glimmer of hope for another at-bat and ultimate redemption.

But was she really an Eldo?

The factory plate on the neck tube ID'ed her as a model year 1973, so she's definitely an 850 cc. The rib-reinforced cases and transmission confirmed the same. Deep sump differential, V7 Special dual-instrument cluster, heel-toe shifter, Borrani rims. All correct for a '73 Eldorado.

Not even a hint of a shadow of the original, identifying decals showing, though. The 4LS front brake was standard for the Euro market version: the 850GT. But left-side shift marked her out as an American version.

Eldorado she is.

Maybe there's some gold from the fabled lost-city hidden in the fuel tank. Nope. Just rust aplenty. The chromed side-panels on the tank were still good enough for a cola and tinfoil touch-up to remove her rust freckles. The sidecovers were a bubbly mess, but thick enough to save. That saddle will require some Arnie Madrid magic. Chipped, black paint clutched at the locked tool boxes. Forgot to ask about a key. That's probably where the gold is hidden.

The loop-frame and swingarm still sported considerable paint coverage, with light rust-stain at the brazed joints. Moto Guzzis, during IMI's management, were not known for great paint. There was a twin-footed driveoff center stand in front. Aftermarket, no doubt. Conventional center stand where it should be. Stubby sidestand that's infamous for unplanned tip-overs. Crash bars. Stainless spokes - a nice PO addition. The crackled Bridgestone Continentals still held air from the rescue, but have no future. The header pipes were in place, but missing the slashed LaFranconi silencers.

Tomaselli levers perched on factory police handlebars, Superpratic throttle, clunky aftermarket throttlelock. Almost 96,000 miles on the clock. She's been around the block a few times. Clock faces in as-new condition? Interesting. The speedo and tacho were both ponding water from the previous night's storm and missing their hands, although they still had good glass. The original CEV pillbox switches were gone too, replaced with a single, ugly switchbox. Too bad. OEMs are made of unobtainium.

This model year came with Bosch electrics: starter, alternator, and regulator. All there and looking pretty good. Earlier Guzzis came with Magneti Marelli stuff - the Italiano version of Lucas. She'll want a Greg Bender wiring harness and relay set.

It's probable that she'd need new Nikasil-lined jugs. The original chrome-plated cylinders are notorious for peeling shiny liner into the sump for later engine wreckage, but only after sitting for a long while… in the presence of moisture...

Her engine cases, transmission, and differential (shaft-drive bike) were generously spotted with oxide, but not as though she had spent time buried in an alkali mudbath. They'd clean up, but one valve cover would require some extra attention or replacement.

A Peek At Norma Under the Covers

I hope I don't throw up.

Craig's suggestion to rock her back and forth in gear showed her to be…not locked up. Maybe. She only moved back about 4 inches and stopped. Forward about the same. Could be lash in the drivetrain and still stuck. Off with the front cover and turned the cranknut with a wrench. I could hear exhaust-stroke air escaping. Pulled the right-side header off, and I could see the valve stem moving. Whew, not stuck.

I wonder if there's any oil in the old girl? The dipstick showed black oil between the marks and no emulsion.

Time to remove a head to look for peeled chrome.

I decided to pull the right (destro) side rather than the left (sinistro). Why start off on a sinister note? Off with the carb manifold and valve cover. The valve cover was pretty clean inside, and the rockers and top of the head were still oily.

The headbolt nuts broke loose without too much effort. And voila, the head easily separated from the barrel. It looked pretty good, just some carbon buildup.

I used the piston to lift off the barrel by rotating the front cranknut with a wrench. Definitely a ³⁄₈ inch strip of chrome missing at the top of the cylinder and also a few pits in the wall midway down. The replacement kits contain Nikasiled cylinders, pistons and rings, and wrist (gudgeon) pins and circlips.

The piston wristpin pushed out with some persuasion, leaving a clean looking, connecting rod aflop. A sharp push/pull on the rod showed no slop in the big-end bearing and only 0.013 inch of lateral freeplay between the rods on the crank.

A tug on the throttle cable showed the square Dellorto slide to be free. The bowl was loaded with chunks of white which weren't adhered to anything. They might clean up in the Vibro-Bath.

Decision time

I don't believe she's really been off the road for 37 years. But she has been in idle retirement for a good while, sitting in the wind and soaking up some sun. And it appears she received regular service while she ran. Definitely worth saving rather than breaking and parting out. If this was a Flight of the Phoenix situation instead of Sunset Boulevard, I'd clean the carbs, change the oil, check the wiring and valve clearances, and try to start her. I buttoned her back up as clouds gathered for another round.

So yes, she gets a chance at renewal, and consequently she was allowed off the trailer and into the queue.

Did I mention she cost all of USD $100.00?

You never know what you might find when you're looking for something else... Now, where is that 10 mm socket?

Next up

Title Issues and Calculating the Cost of Saving 'Em