VALUE
Regarding
price, it's always difficult to judge because like anything, there
has to be someone willing to pay a certain price. I have seen
supposedly completely original/restored S3s advertised for sale
in the UK for between £3,000 to £3,850, but these were generally
dealer prices and a little over the top. It would seem that interest
in the S3/S has risen a little in the last few years - everyone
knew about the V7 Sport but the other 750s had such a small production
run they became a little 'lost' in the Guzzi scheme of things,
as they didn't have the magical 'Le Mans' or 'V7 Sport' name.
They are pretty rare bikes though and will continue to rise slowly
in value. There are a quite a few around in Europe, and less so
in the USA and Australia as they were never officially imported
to these countries. but people tend to hang onto them as they're
so nice to ride. I've never seen one at any bike show either in
the UK or here in Italy. If it's really complete, low mileage
and original, I'd say start offering at around the equivalent
of £2500 UK sterling and see what happens..
THINGS
TO LOOK OUT FOR WHEN BUYING:
BARRELS
AND PISTONS
I'd say the most important/potentially expensive problem is the
barrels, as they were chrome lined from new - the problem is,
it's very hard of course to check out the barrels while they're
on the bike! - warm up motor, check for smoke from exhausts, especially
white smoke. Blue might just mean rings need replacing. If the
bike has been sitting around for a good while and not used, especially
if kept in a damp environment, the chrome will start peeling off
the barrels.
I'm
sure there exists the technology to have them relined, but I ended
up having to buy Gilardoni barrels and pistons (nickasil coated)
for a V7 Sport, and had to file the push rod tunnels down to accept
the T3-type rocker gear/pushrod setup of the S3 - that of the
V7 Sport sits at a different angle. You can't get barrels and
pistons for the S3 (as far as I know). I've had no problems since,
and it was like having a new motor once I replaced the barrels
(and shells, timing chain etc etc) - it goes better now after
20,000k than ever before.
SWITCHGEAR
If
you want an original original bike, the hardest bit to find in
my experience is actually the switchgear. I've never had it on
my bike, and have looked out for it , but never seen any in 12
years of looking, because not much of it has survived because
it was rubbish! (I have actually found a set but won't put it
on the bike!!). It was badly made and difficult to use (it's the
same on the Le Mans 1). If the bike has the original switchgear
make sure it works perfectly, otherwise its likely to fall apart
and cause electrical problems. I've replaced it with Ducati CEV
switchgear which works superbly. I have a wiring diagram for this
conversion, let me know if you want a copy.
WIRING
LOOM/ELECTRICS
Also
check the condition of the main wiring loom that passes along
the frame from the fusebox to under the right-hand side of the
fuel tank and leads up to the back of the headlamp, where it is
attached by a big multiplug. This wiring is subject to stress
by rubbing and stretching around the headstock area and the plug
never stays in well - I've had to drill 2 holes in the back of
the headlamp and attach the plug securely with cable ties. I ended
up rewiring the main loom as so many wires in this area were broken
or almost broken. I'd
be riding along at 150kmh, turn the bars slightly, and the power
would go, motor dead - not very enjoyable!! - Check that the red
charging light on the dash goes out when you rev the bike to 3,000
rpm or above - if not, it needs a new rectifier. -
WHEELS
Check
the wheels are original Borrani rims with 'Made in Italy' stamped
on them, and not Akronts or some other aftermarket rim. Look for
cracks - they can be repaired but it's always better to have a
decent set in the first place. Borranis are getting harder to
find, in fact I people over here in Italy are actually beginning
to hoard them!!
SILENCERS
Check the silencers (if original) are made by Silentium, are black
and have the 'shark gill' slashes on the end. If they've had the
internals taken out, ask what jets are being used (should be around
150 with K&N filters). Downpipes should be curvy, not angular
like T3. If you buy the bike, junk them and buy Lafranconi Competizione
pipes, what a difference!
FUEL
TAPS
Original
fuel taps were square with long skinny lever, not the fatter T3/V50
type.
ENGINE
NUMBER
Check it's a genuine S3 750cc motor, rather than a T3/Spada etc
motor. Engine number must start VK2, followed by number eg 15133
PARTS
AVAILABILITY - HARD TO FIND STUFF
Most
parts can be found without much problem due to its similarity
to the T3 model. The most difficult parts to find are the S3-750
badges on the side panels, the switchgear (see above) and the
front mudguard that is specific to the 750s - the mudguard from
the T3 will not fit, it is too wide. Seats are remade and easily
available, as are the original shark gill silencers. Rear mudguard
and thumbwheels to lower/raide mudguard can be bought from suppliers
such as Agostini/Valassi in Mandello. As far as I know, you can't
buy fuel tanks new anymore - mines been smashed up and patched
up a few times so at leat they are strong!
GENERAL
GUZZI STUFF TO CHECK
And
then other general things to check on Guzzis, ie is there oil
leaking from behind the sump. where the gearbox meets the crankcase,
if there is, the crank seal has dried out or needs replacing.
Check for clutch wear, is there plenty of adjustment left? Listen
for tell tale signs of timing chain rattle - it should give a
smooth whining sound when you rev the motor, if it rattles, it's
worn out. It should have been replaced after all this time, nice
if it has been replaced with gears! Check for over noisy tappets
too, maybe they need checking. Check bolts/leaks that keep the
oil in the cardan box, the threads can strip. If you ride the
bike, feel for UJ vibration through foot begs - if you feel a
lot of vibration, it'll probably need replacing soon. Try and
ride the bike and get the motor properly warm - it should rev
cleanly all the way especially in 4th gear to yellow/redline ie
7,500 rpm, that's where all the power is. It's a short stroke
motor that has to be revved lots, not like a T3/Le Mans etc. Check
that the gearbox functions well, if not (ie you can't engage smoothly)
parts are expensive - it's probably the most complex part of the
S3, any 70s Guzzi.
ADDITIONS:
From another S3 owner, Damian in Australia.
Just
a quick couple of notes on the new S3 buying tips page. The S3 was
officially imported to Australia. 76 came in. Also about 10 S's.
Australia has never been a big market for Guzzi. Here people always
bought Ducati's and about 10% of their production came here. On
the other hand the USA got a much larger proportion of Guzzis (esp
touring) to Ducatis, compared to the size of their market. Even
today Guzzi importers only bring in a couple of hundred bikes of
all types each year. I believe tanks are available aftermarket.
Moto International list the left hand switch in their catalogue.
Whether this is correct is unknown. Wessons (Brighton, UK) list
several parts I thought unobtainable. I can't't get certain answers
from either via email. -Oh and the 70 hp is SAE gross. This test
is done without air filters, mufflers alternator etc. It's more
a measure of potential horsepowere than real. It was used in the
60 and early 70's to make cars and bikes look more powerful. The
S3 has about 53 hp at the rear wheel. A diff can absorb up to 18%
of power and gearboxes typically absorb about 3 - 5%. The rest is
power lost when the air cleaner, alternator exhaust etc is installed.
The early V7 sport was good for a GENUINE 200 kph (125 mph) out
of the box. It was among the fastest 750's of it's day. Motorrad
magazine put all teh production 750's through a speed trap in about
72. The Guzzi was not only fastest but had by far the most accurate
speedo!! The S3 is a little slower, probably good for about 185
km/h stock. This is mainly due to the milder T cam, but also less
precise assembly at the factory. Setting the squish bands to 1 mm
(40 thou) will improve power a lot apparently. damian.carvolth@optusnet.com.au |