‘75 850T Newb Restoration Project

[shiskowd]

Shake down first ride today!  I don't receive my left/right thread adapters for the chrome mirrors I purchased so I rigged up a Ram mount for a DoubleTake mirror off my enduro bike.  The tank badge clips were past their prime and I didn't want to risk losing the badges so I left them off until I source some new barrel clips.  After I installed the fuel tank I re-sync'd the carbs to compensate for any throttle cable play that had been taken up with the tank in place.  I adjusted the idle mixture screws to achieve the highest RPM (per Guzziology) and adjusted the throttle to 1,100 RPM.



I've been anticipating this day for many months, since the first day I drug the bike home last August.  I have never driven a Guzzi before, the oldest street bike I've ridden were V4 Honda Interceptors from the mid 80's - those bikes had developed a bunch in the decade since the 850T was produced.  I really didn't know what to expect...

 

I was pleasantly surprised at how effortless the first few minutes went , somehow anticipating all sorts of calamity like stalling due to grabby clutch, brakes that were wooden & ineffective and transmission stuck in one gear.  None of which materialized!

Here's a video of the first few minutes >>>  https://youtu.be/Ux9fiz6Mwcc

So far so good.  Running a tad rich which is what I expected with the stock jetting at 3,500 ft.  Chassis is very sorted, front brake is very good, rear brake about what I imagined, tranny requires deliberate inputs.  The ergonomics is a bit cramped for my 6'2" frame but overall provides a very unique riding experience.

More to come when I get it fully registered and have more seat time.

[Dave Swanson]

An excellent outcome!! 

[Testarossa]

Perfect. I see you improved the front brake. Great job!

[s1120]

Looks great. 

You know as a aside.. Looking at that tank without the emblem, I can kinda see where MG got the inspiration from for the newer V9's tank.

[Canuck750]

Really nice! 

Glad to see a 850T saved and returned to original, its a pretty rare bike, I like the rear 2LS brake, very attractive, and the tool boxes are very stylish. I always thought the T was basically a V7 Sport with better ergonomics for those not wanting to be bent over and equipped with better brakes.

So now that you have completed your first Guzzi restoration what's next?

[shiskowd]

I have a couple hundred km's behind me now and thoroughly enjoying riding it.  The bike handles so well, so responsive to inputs, a real riders machine to those who appreciate.  The engine seems to have broke in well, starts with a few revolutions with the choke on, settles into a nice idle.  Once warm the fueling seems to be good, no stumbling just feels a bit rich to me below 3,000 RPM with 1/4 throttle.  I dropped the needle to the leanest setting, may change the pilot jet next.

There is a noticeable valve noise radiating from the valve covers which I understand is a trait of these engines but not having any previous experience I'm unsure.  I've re-torqued the heads twice, adjusted the valves each time and checked the clearances a few more times.  Maybe I'm being over cautious.

So now that you have completed your first Guzzi restoration what's next?

I'm working on that, stay tuned...

[Testarossa]

There is a noticeable valve noise radiating from the valve covers which I understand is a trait of these engines but not having any previous experience I'm unsure.

When I got my T someone had coated the inside of the valve covers with a hi-temp silicone, to dampen the valve noise. The coating is still there, 40 years on. I don't know what the clatter sounds like without that stuff, but it's never distracted me.

[Dave Swanson]

That's one elegant looking T!  Very classy! 

[berniebee]

Fabulous bike! And the red tin with gold striping is tasty.

[shiskowd]

A few more pictures now that I have the badges and mirrors on.

[shiskowd]

As this thread is drawing to conclusion I wanted to say a big THANK YOU to all WG community for all your support and encouragement along this journey, I'm in your debt   . 

Particularly:

- Canuck750 for being 'just down the road', vapor blasting my engine, donating a near new flywheel and pointing me to many helpful local businesses.
- Charlie for your willingness to share your vast experience and a couple of those hard to find speedo drive washers.
- Dave Swanson for pointing me to ebay list and other sellers for hard to find pieces.

And all the rest who pointed out my mistakes and offered advice - thank you!   

As for what's next, a bit of a departure from an Italian V-twin.  I've been searching for a bike I have wanted to own since they were introduced while I was in high school - '79 Honda CBX1000. I found this pair from a local collector who finally determined that he'd never get around to restoring so he sent them my way.  Bike on the right is almost complete with a box of accompanying parts.  The unit on the left is largely a parts bike due to some trouble in the engine that I'll attempt to resolve.  I'll post a link to a thread on cbxclub.com that will chart my progress in, hoping to attract even a fraction of the support from that community that I found here. 

[LesP]

Fantastic job Devin 

Should I mention I punted a 1978 CBX as a 23 yo from 1983 to 1990+ and it never got spared, commuter, tourer and drag racer.
I know them down to the crankshaft.

[jdgretz]

Very cool new project.  That is one of those bikes I've always wanted to throw a leg over.  Has a line on one, then the owner died.  Don't know what happened to it after that as his family didn't like the fact that he rode, worked on, and helped others with their motorcycles.

Congrats on getting the T to looks so good.  That was an amazing job.

jdg

[Canuck750]

Great choice for your next project Devin

I have always admired the early CBX, I bet you will turn out one of the best examples when you are done.

[shiskowd]

Les, I haven't quite got it to the crankshaft yet but making progress.

Follow the fun at this site > https://www.cbxclub.com/forum/viewtopic.php?f=102&t=11699&sid=c746a06bbd3864f3157a1aefd80612e0

[LesP]

That pic reminds me there was something to watch out for with the tachometer drive removal and cracking the camshaft cap, lobes on 1 and 6 were opposed to each other, (iirc) with the engine having two piece cams putting the 1 and 6 lobes the same made a double triple. (Ask me how I know  )
It will be interesting to see what the alternator coupler face looks like.

I remember back in the mid 1980's, a complete engine gasket set for my Ducati 900 SD was the same cost as  a CBX head gasket (NZ$90)
When a bike reached a certain age Honda used to send a list out (My local shop would give me a heads up) and sell parts off cheap (that were listed)
I still remember.
Bare CBX cylinder head NZ$500 (US$300)
Cylinder NZ$308 (US$180 and change)
With cylinder head work it was the first bike I owned that would run over 200 kmh easily, mid 11's no problem.
Like a Kawasaki H2 any model there is nothing else like them, the first year CBX's were the best.

[Dave Swanson]

I have owned 3 CBXs and performed complete restorations on 2 of them.  Great fun, but I wouldn't care to do it again. 

My 1980 was my favorite.

[shiskowd]

My 1980 was my favorite.

Nice looking bike, Dave. That's the end goal at this point.

It will be interesting to see what the alternator coupler face looks like.

I remember back in the mid 1980's, a complete engine gasket set for my Ducati 900 SD was the same cost as  a CBX head gasket (NZ$90)

I haven't gotten to the coupler yet - I know they are problematic.  There are some decent aftermarket alternators now that eliminate the plates if mine are bad.

There is certainly no deals like those on NOS CBX parts.  Parts are expensive, and dealing with 6 cyl's and 24 valves things add up quickly.