That looks like a overseas copy of the Old Pirelli , think it was called the Universal , most commonly used for flat track racers as was the Dunlop K70. The Pirelli was used on loamy or Cush tracks and the K70 for hard pack. I haven’t seen one of those in 40 years. Racers like them for the deep tread and would razor cut the tires by hand for a better bite in the corners.

Duro HF308 $55-60
They also do a copy of a Dunlop K81 about the same price the HF314
Cheap tires
Cheap tires scare me

That Gold Star has the same looking tires that Kate had when I came to her rescue .   Dry rotted , but same look .
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I do like that "LooK" , of the K-70 ish tire.  
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That Gold Star is sweet , pure unadulterated motorcycle porn. Would look good in my garage , wouldn’t change anything but maybe new shoes.

Hay !

I just noticed  -  That Gold Star has copied the seat on the W650 ?  

Hay Versey

I had a tractor with a up-draft carb for my first tractor (JD-1010) .    It was gas fueled and the up part must have been at least 6 inches or more from the carb to the intake.   Well , it would run all day working hard on 5 gallons of fuel.  

Apparently , it ran on fumes .

I don't think it has to be the same distance from the carb to all the intake ports .    Just look at some of the in-line eight cylinder motors with the single barrel carb mounted in the middle.   They worked just fine.

I'd think a single feeder tube with 4 intake rubber connectors on one side and a single carb connector in the middle on the other would be nice .   If there is room ?    I even thought of the up-draft option but it didn't help enough with the room problem.   I didn't want to turn the carb 90 deg. is what held me back.

MMRanch wrote on 03/20/21 at 22:42:53:


MM:

There isn't anything magical about updraft carbs.  They are one of the oldest style of carbs, and nearly every early inline engine on cars/trucks/tractors/stationary engines used them.  One big advantage was they could be run without a fuel pump.  Most fuel tanks in early cars were under the front seats, and the carb had to be lower than the seat for the fuel to flow.  On a Ford Model T when climbing steep hills the fuel tank would end up lower than the carb and the car would stop running - the driver would have to turn around and back up the hill.  Updraft carbs and long vertical intake manifolds were a problem when starting a car that had a crank, as the large engines could not be cranked more than one very hard upward pull of the crank handle - and that was not enough to get a dose of fuel/air into the cylinders.....and on those cars there were manual priming cups that were used to get fuel into the cylinders during a cold start (you had to put a small amount of fuel into each cylinder).  On a hot start there often was enough fuel laying in the intake manifold from when the engine was shut off that you didn't have to prime the engine again.  Most cars stopped using the updraft carb in the early 30's and began to use the downdraft carbs - and the cars had fuel pumps and the fuel tanks was at the rear of the car between the rear axle and bumper.

I looked up your John Deere 1010 and the gas version was 36 HP at 2,400 rpm from a 1.9 liter engine.  That engine makes 19 HP per 1,000 cc of engine size.  That pretty much sums up why the engine could run a long time on 5 gallons of gas - it was a very low performance engine.  If your Moto Guzzi was built with the same performance it would be 14 HP!

In the early 70's a  high performance engine did well to get 100 HP per liter.  My 2002 Ninja 250 was 30 HP in a street driven motorcycle = which is 120 HP per liter!

While it is true that many 4,6 and 8 cylinder automobile engines can use one carb and an intake manifold with multiple runners - the level of engine performance is not at the same level of motorcycle engines.  The kind of engine performance that we expect from a motorcycle generally requires that each cylinder have a dedicated carb for each cylinder.  For a number of years the British motorcycle companies made twin cylinder engines with a single carb being shared by both cylinders (Norton Atlas, Triumph Speed Twin, BSA Thunderbolt) - but for more power part of the improvements included dual carbs (Norton Commando, Triumph Bonneville, BSA Lighting).

So your quest for a single carb to work for both cylinders is possible - but you will likely lose a few HP in the process.  And there is really no need to go to an updraft carb, as that had very little to do with the John Deere 1010 being fuel efficient......the fact that it was such a low stressed engine was the key to it's durability and fuel efficiency.    

https://www.youtube.com/watch?v=PgWb2nmxfAU