Survivor – 1979 Moto Guzzi SP1000

Not sure how many of you know this, but my decision to become a writer was inspired by the lack of Moto Guzzi and/or European motorcycle content in US magazines. Starting as a single dad early in my thirties, that goal became reality as I passed those quiet hours penning stories for Frank Wedge’s Moto Guzzi National Owners Club newsletter. Fortunate to have Frank as my first editor, his guidance on grammar was always mixed with encouragement and requests. Giving my words the purpose they sought, hammering out Roadworthy (most) every month for the MGNOC News proved an ideal foundation. Later published in some mainstream titles I held fast to my Guzzi agenda, warmly encouraged by the MGNOC faithful I’d go on to meet all over the world. Who was in this club? Genuine experts on popular topics; mechanical, electrical issues, travel experts and experts on life – one hospitable host at a time. Nuts-n-bolts are important and some club members truly were masters, so notes were made in case I forgot. Otherwise, the character displayed by those Moto Guzzi men and women who shaped me could never be forgotten.   

Not only was Frank the ideal person to break me in, Roadworthy was the best possible first assignment a person could have asked for. It was an easy drill – pack the Eclipse tankbag with my favorite Minolta twin lens, some basic photo attachments and maybe, something to change into. Mostly riding in on newer and not so new Le Mans 1000 models, Roadworthy traveled to MGNOC rallies and other events to fulfill the column’s main purpose of showing fast, reliable Moto Guzzi travelers. At least to start, for along that eight-year run the coverage expanded to include loop frame twins, singles, racers, and some pretty outrageous specials.

Happily, I can say that the subject matter was very good or even better than that, but I still had a lot of growing up to do, both as a writer and a person. Always coming up with a reason to talk about it, what I’ve witnessed at my age leads me to believe there’s two kinds of people; those that never stop learning, and those who know it all. Among the better decisions was the leap made into medium format photography…all done to take better photographs of my new favorite Moto Guzzi. Posed inside Phoenix at Encanto Park, I aimed a well used and scratched Rolleiflex MX-EVS at Bill Greenslade’s pristine V7 Sport. Growing into an extended family, the Greenslade’s and so many others proved time and again the value of humility.         

There’s absolutely no way I’d let this 1979 SP 1000 slip by, if by chance I’d seen it back then; backed to the curb at a rally or parked in a campsite. If I had seen it, the next step would be tracking down owner Mike Kreppel and likely, Mike’s best buddy Mick Frew. Traveling all over the world together, Frew is the long time owner of Tucson’s Star Cycle. Self described as ‘sort of’ retired, Mick was keeping the SP in his shop and was our contact point for taking it home. Being honest, I had some real curiosity and more than a little doubt about the bike – offered quite unceremoniously on Craigslist with 80-thousand + miles and an asking price of $1200. “This is no parts bike” Mick said, punching the starter as the SP willingly (if a bit unevenly) jumped to life. Please know that I realize motorcycles are inanimate objects, yet the personality built into every Guzzi twin would make you swear every damn one of them has a soul. This one wanted me to take it home, and very soon, that feeling became mutual. Looking past the rash and rust in the sanctuary of my workshop an old tale was retold. After Mike’s passing in 2015 another owner did come along, but my hunch says this old mongrel SP hadn’t been properly seen to since. Ten years is a long time to sit in the hot, dirty desert.                                      

Stamped with a build date of October 1979, this SP1000 is a US import that was first registered in New York, January 1980. By December of that same year a salvage title was signed over to Kreppel, who I assume took the bike home to Tuscon. “The first owner hit a horse,” Mick recalled, “and after stripping it down, the Suzuki GS1000S ‘Cooley’ fairing was added right away. That was still a newer Suzuki model then…I have no idea where he got it”. Since bringing the bike home in March of 2025, Mick has kindly shared infos and old photos. Finished in red, white and green Mike toured extensively, including two trips to Europe in a program that involved shipping your bike there. No matter what form this SP might take in the future, Mick’s Star Cycle license plate frame and Mike’s aluminum USA plaque will remain.        
         

(Looking at the helmets, I’d say the SP and GS450  were posed sometime in the 1980’s – the Guzzi wearing some, but not all of the special parts it has now. Not sure about the lady, who appears in several photos I have of the bike. Alloy ‘USA’ plate and Star Cycle tag holder aren’t going anywhere, but the plastic has yellowed. Son Alex visiting with Mick Frew on the day we picked up the SP. Being around it for decades, it’s not just another bike to him)  

Having the chance to journal a subject the way I thought it should be written, most Roadworthy articles were sectional; driveline, chassis and special features. Not exactly original, but effective. Using that pattern again, our feature bike’s classic 949cc roundhead twin was introduced in 1975 for Moto Guzzi’s new flagship: the V1000i Convert automatic. Sharing the same service manual, Guzzi’s following SP1000 shared that 90-degree pushrod v-twin, featuring flat 88mm pistons in a steel-liners, the T3’s camshaft profile, 41/36mm intake/exhaust valves, 30mm Dellorto carbs on angled intakes and a Marelli points ignition. This ‘touring’ twin (AKA: small-valve 949) was famously fit into several models including the V1000 G5 and US only Le Mans CX-100. Back to the SP, it might be better to write the bike’s bare aluminum driveline appears stock, save for a couple alterations. Hiding behind the BUB Standard exhaust is a solid (loop frame type) top-end pressure line, a Harper sump lower and some proper K&N filers on the standard VHB30 carburetors. On good authority we’re told the rear-mounted transmission breather spigot was part of 1981’s update schedule, so perhaps this unit was a replacement added after the crash? Who really knows, but it all looks pretty standard with a smooth shifting five-speed and quiet rear drive with OEM 7/33 ratios. Until it’s broken down we won’t know more. Frankly? I’m OK with that.  

Plainly, it’s the SP’s marriage of select Japanese/Italian components and one-off bits that set it apart, and that’s exactly why this vintage survivor would have been a memorable feature. “Mike had an idea of what he wanted,” said Mick when pressed for more details. “At the start he just wanted a functioning bike, so everything he purchased and installed was done for that reason – including the Cooley GS1000S fairing. In time, other parts were fit as opportunity allowed.” Sweeping from front to back along the bottom those Yamaha 4p calipers jump out, pinching drilled, 1-piece 300mm Brembo rotors. Scan up and a Telefix brace for the 35mm fork appears, then the V7 Sport engine bars, plated Agostini rearsets, the custom breather box, mid-frame sidestand, Yamaha passenger pegs…and I’m likely forgetting something. “It takes a village, right?” laughs Mick, remembering it. “Mike grafted on the vented Yamaha flush fill cap, Jim Nichols made the catch tank and Brian Arnold machined the brackets for the R1 brakes. Mike also engineered the side stand after I came up with the parts from my stuff.” Once serviced, Mike’s old Spada takes on the role of a old hooligan – delivering a nice punch at 4500-rpm while feeling absolutely glued to the pavement. “No light flywheel, nothing special,” says Mick, alluding to the fact the Mike spun the wheels off it. “All the locals we rode with had zippy bikes, and eventually I had a 900SS,” Mick smiled. “No matter. Mike was always right there.”   
        

(Photo captions: Amazed to have a running motorcycle, our plan was to make the SP road worthy again. Inspecting as we went, the old blue/white SW shocks were swapped for some English-made Hagons, followed by a fresh set of Shinko 712s -my favorite shock/tire combo. Mechanical work included new points, condensers and advance check. Flushing the fluids it was discovered the Harper’s ‘Outsider’ takes the factory filter, and we cleaned/serviced the carburetors with a Dell’Orto rebuild kit. Smiling at the gently rounded nuts from past valve adjustments, it runs remarkably clean and smooth after some new gaskets and balance with the vacuum dials. Somehow defying its obvious mileage the SP happily bops on, it’s crusty BUB Standard exhaust resealed with refinished using some of our spares, plenty of cussing and VHT’s ceramic black exhaust paint. For the record, these pics show the bike in ‘before’ condition. Since then, the custom alloy catch tank polished off nicely, as did the aluminum/steel sandwich that makes up the custom side stand)  

At this point I’ve probably overthought it, and the opinions of riders/owners I respect overwhelming agree – leave it be. Agreeing to do that for now, putting some time and miles under the wheels will no doubt direct the SP’s ultimate course and layout. Patience, I keep learning, really is a virtue and a dandy tool for the classic rider. Thinking back, I’m not exactly sure how my brain came up with the idea to dust off Roadworthy for another go, but the thought sounded like fun and it has been. As it often happens, I had intended to focus more on another (frankly, rare) example of what twelve-hundred bucks can buy in 2025, but soon came the realization that misses the point. Not all cheap bikes are created equal, and knowing the difference can make the difference in avoiding a passion killing mistake. As it so often is regarding Germany’s Airhead twins, the Guzzi survives and functions because its understressed, overbuilt components were designed to do just that. That theme rang early and often in Roadworthy and is even more profound now, twenty-five years later. Added as a bonus, Guzzi brother Billy Ross has just recently finished a Le Mans 1000 SE based custom that appeared in a multi-part Roadworthy series back in the 90’s, so look for more of this soon. Like the V1000 SP, Bill’s ‘Black Flash’ has a long and explosive history that concludes with the bike on the road. Survivors rule. Nolan Woodbury            

Alex Woodbury: Trashbin Treasure

It’s difficult to not have something of an ego, to not have a touch of that “know-it-all” when you routinely climb on, off and regularly maintain a rolling monument to the glory of House Guzzi. So when a $1200, seemingly sacked-out SP1000 was crammed up my nose, I was naturally resistant.

Do we really need yet another project lying around in pieces? How’s that going to improve the mood? Is it a worthwhile parts bike? Maybe, these old T’s do seem to be worth more apart than they are all buttoned together. Worthy of the coin it would take to make it right/original or even into the V1000 road sofa dad’s always wanted? Absolutely not. But making it Roadworthy? In your dreams!

Yet Dad still saw something, something I failed to! He’s good at that sort of stuff. As are his best buds in the Faith Guzzisti.

After brief introductions, my haughty eyes for the SP turned resistant. At first crank, my critiques turned again, this time seeing its issues as easily resolved. It wasn’t on NW’s bench long before its keys were in my pocket and ready for me to take out. That’s when it decided to seriously cast its spell on me.

Out in the open field, it loved filling its lungs again. It loved stashing away the inertia built up by that honkin’ flywheel and cashing it while overtaking a semi hauling hay for one of our local and hard working farmers. That much I expected, but its happy-go-lucky nature out and about in the “too big to be a village, too small to be a town” place I call home was something I did not anticipate.

The SP turned heads at every corner I flung the side stand down at. It started, shifted, and sped off all without missing a bluesy beat. Refused to use and leak more than one singular drop of oil — what a relief. It even sweet talked me into going out barefoot once on account of its comfort and confidence. The odd mix of Agostini rear-set, low bar (/2…/5?) and its acclaimed 70’s Guzzi Tourismo saddle mix in a way that nothing should.

It’s not a glorious, from new Le Mans 1000 big valve and it isn’t trying to be. Doesn’t have to be. This SP1000 is more than content being just another old set-in-its-ways roundhead Moto Guzzi: Tough, responsive and glued to the road. ADW