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Frey do not worry. People will be people and do what they have to do. I appreciate any effort in someone trying to do something cool for the community. Several good things have come together for us here from member efforts just like yours. Sometimes they work out, sometimes not. I wouldn't have the patience for your endeavor, so kudos to you for it.

The easiest way to re fit throttle bodies is to individually fit the manifolds to the throttle bodies with the new rubbers and than bolt the manifolds to the heads with the t/b's attached. Ciao

All: Sorry for the delay and for being incommunicado. April and May are always busy months for me, then my kids wrap up school, so lots of other priorities. Now on vacation (hang gliding school with kids) and next week off to Colorado for wedding (I decided instead of renting a car, I'd get a bike, so I have a used sport touring waiting for me to pick up there). Not much free time for Guzzi stuff between all this. Meanwhile, the fabricator had his big show in Vegas, lost his mold maker, and had a TKR. Between him and me, we haven't had a confluence of time to connect at great length. Last I spoke with him, he was planning to work on it last week and see if he could get quality edges with a different technique. I told him I don't need at mold that can be released a thousand times, so let's see what happens. As far as commitments go, there are none. I didn't want to take anyone's money for exactly this reason: the stars not quite aligning and people being pissed at me. It hasn't been a priority for me lately, or the fabricator. It'll be after July 4 by the time I get around to dealing with it, and then I'm at the mercy of the fabricator. I'll update when I know more, hopefully with pics of a sample. But no guarantees this will be soon.

This came from the technical section of Access Norton. Compiled by Jim Comstock of Colorado Norton Works. There are a few surprises amongst the expecteds. https://www.accessnorton.com/Oil-Tests/NortonOil.php Well worth adding to our own tech section.

There are two particular peculiarities to "American V-Twin" (H-D of course) engines not shared by any other modern motorcycle engine; one cylinder cooling in the hot air of the forward one, and roller bearings everywhere except the rocker arms. The cylinder arrangement causes the rear cylinder to run much hotter, but also receive far more oil from the crankshaft than the forward cylinder, as the windage from the crank causes the oil to climb the crankcase wall until it finds the rear cylinder with little left for the front. Roller bearings do not tolerate deposits, nor skidding; if they skid they flat-spot. So film strength is paramount here. Additionally, the rod journals oval when overspeeded to the point that the side clearance goes negative, creating an enormous pressure point. So both heat and film strength are paramount, even if it's only in these particular, localized places under unusual conditions. It makes sense. Obviously, the test is a performance test without regard to composition or price.

I guess anything is possible, time, money and energy permitting.

Nice. You could cross-post this to 'what are you listening to?'

I found a better way to get the mudguard attached to the assembly. But I am going to need different fasteners. Another trip to the nut place then.... I am going to be able to use longer 6mm screws instead of that zip tie. The difficult part will be to reconnect the wires while holding the tail light & turn indicators piece. There is not much play in the wiring. Obviously, after everything is installed and tightened up, that will be the time when I find out that the rear left and right turn indicators are inverted....

Put the stock air filter system back on and see what happens .

Firstly it turns out to be the perfect mix of mechanical beauty and, what I personally consider, a somewhat ‘functional oddness’, for a fellow like me. Also it was part of a slow attitude shift. I’d like to think I was leaning into some much needed wisdom, but realistically I was tired of the constant risk exposure of fast street riding. The worn out knee puck style of street riding. I remember seeing a 1000S in the parking lot at a racetrack in 1993 and falling in love. I still have the photo of it stashed away somewhere. Then in the pits there was a Guzzi racebike. Square barrel as well, and it was tiny, red and the motor looked huge. Dominating. I have several pics of that too. The engines just look fantastic, especially the square barrels. But, I was still too into repli racers to commit to buying one. Fast forward to 2002. At a closed dealership in North Carolina, on a Sunday, I look in the window and see a blackframe V11 Sport. I knew I’d have one. It was just way too cool looking! It took a few years, but I found a slightly tired 2000 Silver V11 Sport. I loved it. In 4 years of riding and wrenching it never disappointed me. For me, riding it at an 80% or less pace was magical, especially if I got it right, carrying some good corner speed and using that upper midrange torque coming off the turns. Dive-bombing into the turns, hard on the brakes, and flicking it in just doesn’t suit the bike (to me). Even with the correct springs for my weight, and Ohlins shock. Too be honest, when I tried to ride it over about 90% it just progressively scared the shit out of me! Plenty of warning. Could be the nature of the red frames, but I think I would like it less if it was utterly confidence inspiring at 90 mph through a slightly bumpy sweeper with my knee on the ground. For the record, I never tried to get my knee down on my Guzzi. You folks that have deserve some sort of award. Or you need to be locked up for your own safety! Thankfully I have lived long enough to finally be too old to try it. What makes me happiest to report is that my black 2000 speaks to me in the same ways. It’s already well sorted, thanks to the previous owners.

I never liked the look of Guzzi’s when I was a teenager riding Yamaha & Suzuki two stroke twins & triples in the 80’s & 90’s, I used to think the proportions were all wrong on Guzzi’s of that vintage. That was until one day I saw a Daytona parked in a car park, I had to go over & take a closer look, “wow” I thought “ that’s a Moto Guzzi,.. they can get it right.!” I loved the muscular stance of it & walked away pretty impressed. A few years later I was looking for a bike & was intent on a Ducati 1098, although after a test ride I thought, “I’ll lose my licence on this for sure”. A few days later I spied a Coppa Italia in the window of a local Guzzi dealer, I had to go & check it out. I was quite smitten but unable to afford it, the dealer did however have a 2004 Cafe Sport for sale which I could afford, I took it for a test ride & loved it, I thought then & still think now that there is no better sounding motorcycle, particularly with the cat removed & some nice pipes fitted. Mine has a mistral crossover & nice pair of Australian made Staintunes, & imho it sounds like a symphony!. I’ve owned it for the last thirteen years & the more I ride it the more I love it, dropping it deep into a bend scraping my boot off the road & opening it right up on the exit is just the best..