The British biking industry fell on hard times in the 70’s and 80’s.  And, let’s be honest: in the 90’s.  But Triumph has walked a long, hard road out of hell, and their current products can stand toe-to-toe with the best the Japanese, Italian, or German industries can produce.  In fact, they seem to straddle the line between the refined Japanese offerings and the slightly more… quirky Italian bikes, offering precision, handling, and performance with just enough character to keep things interesting.

But, in spite a number of attempts to rejuvenate long lost Norton, it’s been a bumpy ride.  They appear poised for yet another comeback, but a reentry into the boutique market means they’re far from attainable to the masses in the way that Triumph currently is.

Today’s bike reminds us of exactly why it’s such a shame that Norton hasn’t hit upon that same formula for success: 1971 Norton Commando for Sale

The Norton Commando is a classic British parallel twin and, although Nortons do require careful care and feeding, they reward their riders with boatloads of feel and character.  The “Combat” version was introduced as the hot-rod version of the Commando, and the name turned out to be unfortunately accurate: the high-compression motors blew up regularly and gave the bikes a perhaps undeserved reputation, given that the standard Commandos were generally very durable.  Out of date and unreliable when compared to their rivals at the time, Norton faded into history.

From the original eBay listing:

It has a modified 750 Combat engine, lightweight front fork, dry belt with pierced cover, aluminium rims, brand new tires, lightweight front suspension, shorten and reinforced frame, floating front disc brake, oil cooler, steering damper, aluminum triple crown kit, swan neck handlebars, high output kit, electronic ignition, velocity stacks, and much, much more. It still has Amal’s on.

The engine is a 1971, while the modified frame is a 1969. The only non-matching items are my peashooters since the original ones got stolen! I am in Montreal Quebec (Canada). This bike is loud, very light compared to an original Commando and very fast for its respective age! Fantastic runner, starts on the first kick! A few paint chips missing on the gas tank and side covers. Covers and various parts were powder coated in black (looks like transparent grey). Chrome and stainless steel are in excellent condition. Mileage is definitely not accurate.

This is no garage queen for sure, but it looks like a great opportunity to buy a well-maintained, well-ridden bike to relive your “ton-up” youth on, or live the fantasy of a youth you didn’t have.

-tad

As with so many classic makers of wonderful, evocative machines, Benelli has almost been forgotten.  Which is especially ironic, since they’re still technically making bikes.  Weird, butch triples with acid-trip styling and impossible to obtain parts, sure.  But they’re still making them.

Classic Benellis were less gratuitously odd, but still very desirable machines, and it’s a shame they’ve been largely forgotten: Benelli is one of the oldest Italian motorcycle manufacturers, starting in Pesaro in 1911 the company was started by the widowed mother of six sons, who was hoping to insure stable employment for her family.  Initially Benelli was just a repair shop, but they introduced their first new motorcycle in 1919 and, with Tonino Benelli riding, the firm won a number of championships in the late 1920’s.

Racing was put on the back burner in the immediate postwar period, and the production of small-displacement, inexpensive motorcycles took precedence to get the Italian nation back on its feet.

Benelli had a great deal of success in small displacement racing with championships in the European, GP, and Tourist Trophy series in the 250 and, to a lesser extent 350 classes.  Early machines were single-cylinder, but in 1960 a 250 four with a six-speed box was created to remain competitive with Japanese machines, although it didn’t race until 1962.  Eventually, 7 and 8 [?!] speed gearboxes were introduced to increase speed, but the bikes didn’t have much real success until 1968.

The bike being offered is based on the 4-cylinder street Benelli that displaced 500cc and was rumored to be heavily based on the Honda CB motor.

From the original eBay listing: 1978 Benelli 500 Quattro for Sale

1978 Benelli 500cc, 4 cyl.,  motorcycle.  Fully restored to resemble a 1960′s road race GP bike.  Many many unique parts are on this bike.  The engine has 29mm CR carbs, pipes are hand formed along with the alloy tank and sidecovers by Evan Wilcox….metal former geniusCerianni RR foks, Grimeca 4LS brake, . Converted to kick start only, not electric. rearsets, clipons, leather saddle….all the right parts.  rides great, powerful.  Lucas Rita electronic ignition. No doubt, one of a kind.

Bike will be sold WITHOUT sidepanels and front fender.  They are personalized and autographed FOR me….again.  No front fender OR sidecovers are included.  You will need to fabricate your own!

Mileage?  limited since restoration.  low miles, but I’m unsure how many.  Now has speedometer in addition to the scitsu tach.   Questions:?  just ask.  Inspections welcome in central NJ.  no test rides….sorry…..

The seller is looking for at least $9,100.00 for this interesting beast, with no takers and 2 days left on the auction.  That seems a bit high for a well-maintained but pretty heavily modified Benelli 500 Quattro, even if the modifications are extremely well done and in very good taste.  It’s a very cool machine, so maybe the seller will consider offers?

-tad

What do you call a sport bike before it’s a sport bike? What if it is the next incarnation of the sportiest bike in the Manufactures line up? That is the case with this 1958 BMW R69 offered up now on eBay. In 1954 the hottest BMW was the R68, with its 600cc engine, 26mm carbs and famously pictured being ridden by a Belgian Woman Journalist. For 1955, BMW made minor changes to the engine, but major changes to the suspension, giving its 500cc and two 600cc bike a swinging suspension front and rear.

From the seller.

Up for sale is a restored 1958 BMW R69 with the correct optional swing pillion seat. This seat will fit on all the 1955 to 69 models but was only correct on the R68 and R69. The R69 is much more rare than the R69S with only 2819 of the R69 made from 1955 to 1960 and 11,417 of the R69s made from 1961 to 1969. The R69 also had the advance lever along with the R68. This is a professional restoration done at Bancroft Vintage Motor Works. There are just a few miles on this to check out the functioning of everything which is just fine and will need all the fluids changed in 500 miles. This is a frame up restoration  with the motor, transmission, and rear drive totally gone through. The top end has the R69S pistons in it which brings the horsepower up to 42. The R69 and the R69S had the same heads, valves, and camshaft, the difference was in the compression ratio from 8:1 to 9.5:1. It also has the correct carbs. 1/26/9 and 1/26/10. BMW used the rounded air filter housing begining in 1957 and used the flat license plate with the small tail light until the mid to end of 1958. This BMW was manufactured Jan. 31st 1958 and delivered to the BMW importer Butler & Smith on that same day, info. from the BMW archives. This has matching frame, motor, and ID tag numbers, but the tag is new. The original tag was missing when I purchased it but the frame and motor numbers match and were not messed with. It has the correct low lip weimann alloy rims with stainless spokes installed. It has stainless fastners and all other misc. brake arms, ect. were cadnium plated. Exhaust system is new along with the handlebars and the cables. This just needs to be ridden

The seller is very good at pointing out some of the changes between the early R69 and the later R69S. The key item that really added the Sport to the S was the pistons. Other changes were cosmetic, some pointed out by the seller. The one part the seller does not point out is the manual timing advance on the clutch side perch. The rider use to have some impute into the timing of the bike, able to advance or retard the spark This is a helpful when starting the bike, or if you are caught in a place were the fuel is closer to water then gas.

The R69 is high up on the list of desirable vintage BMW. Of the post war bikes the R68 may be at the top, with the R69 being second. The first because it is the sportiest bike from a short post war period, the second because of limited numbers. This 1958 R69 was a new beginning for BMW, but just the first step in the evolution of the bike called the R69. BB

Six-cylinder bikes are not designed with practicality in mind: they’re expensive to engineer and manufacture, present significant packaging issues whether inline or vee engines, are often very thirsty, and difficult to maintain.  But as a statement, as a flagship model, as a simple finger [middle or otherwise] in the face of your competition, they can’t be beat.

The Benelli Sei first appeared in 1972 as a 750cc machine, with a 900cc version following in 1978.  The Sei was developed while Benelli was owned by Alejandro De Tomaso [of Pantera and Maserati fame] as a statement of bold intent to the Big Three Japanese manufacturers that his firm could compete with them in terms of engineering ability, although the Sei was relatively unexceptional in most regards, excepting its spectacularly smooth and exotic motor.

The 750cc version made about 71hp and was capable of 126mph, but it was heavy and expensive, with limited cornering clearance.

From the original eBay listing: 1978 Benelli 750 Sei for Sale

This is a 1978 Benelli 750 sei. 100% original, 100% complete (only missing one reflector on the front right signal housing) Showing only 4323 miles on the odometer. Bike had been sitting for many years. Got some fresh fuel to the carbs and it wants to run, though only on choke. This bike will need to be gone through. Electric start and lights/switches/signals work as they should. Gauge cluster is cracked at mounts. Brakes work, rotors have some rust but will clean up fine. Tires are original Perrelli and will need to be replaced. Most of the chrome has pitting, some rather deep. Fenders are real clean. Pipes are all very solid with some pitting, heavy on lower left pipe. Front spokes have some rust. Paint is all original and in very nice condition but not perfect, NO dents or dings. Inside of fuel tank has some rust, still very usable but will need a good cleaning. Seat is very nice. Tool tray under seat has a small piece broken from it. Overall this bike is in good original condition. It would be perfect for a full restoration as all the parts are there. Or, go through it, clean it up, and have an original rider.

Here’s a good clip of a Sei running, to give you an idea what these Benellis can sound like when set up properly.

This particular machine needs some work, but it seems like work worth doing: the bike appears to be complete and very original.  I’m sure the carbs will require some pretty serious money and/or time to put right, but this looks like it could easily become a nice rolling restoration.

There’s definitely a Benelli Sei in my fantasy garage, so I’ll be watching this auction to see where it ends up.

-tad

Moto Guzzi’s LeMans I is one of my all time favorite motorcycles: the low, lean and muscular silhouette, bulging cylinders, and period-skinny tires make a powerful impression.  Throw in stable handling and famous durability, and you have a bike that can be showcased in your living room or do double-duty as a weekend touring machine.

The LeMans was designed to be Guzzi’s sporting standard bearer in the late 1970’s big bore bike wars.  The famous Tonti frame was so effective, Guzzi used it well into the modern era: it allowed the motor to be set very low for good handling and aggressive looks, and detachable lower frame rails made major maintenance relatively straightforward for such a compact machine.

Unfortunately, the ubiquity of this frame and widespread availability of parts means that it is relatively easy to faithfully “recreate” these iconic machines.  In fact, as prices on original machines rise, it becomes even more important to do your research before shelling out big bucks on a real LeMans.

This particular machine looks great, but is a bit of a question mark.  The seller mentions it is a LeMans, but is it a Mark I or MarkII/CX1000?  1978 brought on a redesign of the bike to update styling and address some of the original bike’s shortcomings, but many of the later bikes have been retrofitted to match the earlier, more popular style.

This one’s VIN does not appear to fit into the Mark I’s VIN number range: VE11111 to VE13040 [per Mick Walker’s Illustrated Moto Guzzi Buyer’s Guide], and the black fork legs should belong to the later model, although the brakes are in front of the fork legs, not behind them as on the Mark II/CX1000.  In addition, the red frame and silver paint combo, while very attractive, was not available on the Mark I from the factory.  The Mark I came in bright red, with a very few ice blue and white models making their way to the US [all with black frames], so this bike has very likely been repainted at some point.

From the original eBay listing: 1978 Moto Guzzi LeMans for Sale.

Always garage kept. Just had the tranny spring replaced as well as the tires, battery, fluids, and brake pads. Carbs were rebuilt and was told the clutch looks good. This machine sounds like no other bike on the road. Runs good and pulls like a train. This use to be my only bike but now is 1 of a few and it deserves to be ridden not just admired. That’s where you come in. Have been asked over the years to sell her but now is the time. The Bad is that while attempting to bleed the brakes 2 of the bleeders snapped off. I do not have the tools to undertake this task. If you know a mechanic they have the correct tools for the job.

In any event, questions about originality aside, this looks to be a great looking, well-maintained machine with low mileage.  Assuming the bidding doesn’t get out of hand, this might be the perfect way to get into classic Guzzi ownership.

-tad

Paul Dunstall is one of those guys that knew how to race. But what he knew better was how to make a buck from racing. After he hung up his leathers he looked at all the changes he has made to his own race bike and decided to sell them to the next guy. From engine work, fairings, exhaust, tanks and seats he made them and offered them to the public. He was not picky on brand either. Starting with the British Triumphs and Nortons, then when Japanese bikes started to show their abilities, he produced for them as well. Here is one very nice, fully dressed 1966 Norton Atlas Dunstall. 

For sale here is a 1966 Norton Atlas with lots of goodies from Mr Dunstall

Up for auction is a fully restored Norton Atlas 750, loaded with every imaginable period Dunstall bit. The bike was first imported to Berliner on June 3, 1966 as a “Norton Atlas 750,” according to VMCC records. It was restored by a former Norton dealer in the mid-80s as a Dunstall Dominator, with many authentic, period Dunstall parts. The cost to buy and professionally restore a standard/stock-equipped Atlas is more than the Buy-It-Now. To duplicate this bike is no doubt quite a bit more, assuming you had the time and could find all the Dunstall parts presented here. And if you don’t like the Dunstall cosmetics (fairing, tank and seat) then simply remove the fairing and replace the tank and seat with readily-available Manx-inspired or stock pieces for a cafe’d or more traditional look. The two photos showing this bike with a stock Atlas tank and seat, and Gold Star silencers, are for illustration purposes only; these parts are not included in the auction, but I may be willing to sell them separately. The Motorcycle Mechanics magazine cover photo is also just to illustrate how close this bike is to the real, period Dunstall machine.

One of the guilty pleasures of looking at what people have for sale, is what else they might have, not for sale. Is that a JPS Norton in the back?BB

More from the seller

Equipment:

• Modified 2LS front brake (cooling scoop and ventilation holes)

• Borrani shouldered alloy wheels

• Dunstall swept backs and silencers, originals with name on the back

• Dunstall fiberglass tank, original period item

• Dunstall-type fairing and seat

• Float bowl extensions

• Carb velocity stacks

• Dunstall high compression pistons

• Dunstall cam

• Dunstall head

• Rear sets, shift linkage

• Alloy fenders

• Dunstall clip-ons and headlight brackets

• Girling shocks

• Smiths gauges

• 5/16″ chain adjusters (upgraded from 1/4″ stock)

I read an article a while back in one of the major motorcycle publications about the wild and weird world of small-bore vintage racing.  These brave souls hurled themselves around the racetrack on classic Honda 160cc twins, their little 80cc pistons furiously whirring out their meager power while the pilots clung flat to the tank, left arm tucked in of the bar for streamlining, right hand wrenching the twistgrip the stop and beyond, hoping desperately to wring a last bit of power from the wildly flailing motor.

I’d mentioned this to a riding buddy recently, thinking it might be a cool way to actually go racing on a budget using machines that were less likely to kill us than the modern 600’s we’re currently using now to cut our track teeth.

Okay, watching this video, maybe it’s not so tame…  Note the Le Mans style start!

And lo and behold, what did I find on eBay?  A fully prepped race bike, all ready for the track.  Just add new owner.

From the original eBay listing: 1966 Honda CB Race Bike for Sale

This road racer for sale is based on a 1966 Honda cb-160, but as you can see from the photos, much has been done. 

The main mechanical work has included a 5 speed gearbox (from a cb-175); Dyna-S electronic ignition; overbored with liners to 56 mm pistons.

A megacycle cam operates 1mm larger valves in a flowed head.

Everything related to street use has been deleted to reduce weight. 

New sticky tires, battery and oil catch pan have recently been installed as well as a fresh oil change and new chain.

The bike has been fully safety wired and is ready to race.

Although it is a tiny bike, the combination of the relocated seat and rear-set controls makes it suitable for anyone up to 6 feet tall.

There is a useful and valuable set of spares that come with the bike, including cam and crank.

Bidding’s just north of $1,000 right now and the reserve has not been met, with just a couple days to go on the auction.

I love this trick little bike and it looks like the perfect way to get into vintage motorcycle racing if you’re on a budget or intimidated by the outright speed or complexity of the larger machines.

-tad

The early “round-case” Ducati twins are among the most usable and collectible classic bikes around and, with SS and Sport models spiraling ever upwards in value, it’s getting harder and harder to find early Ducati twins that don’t require a second mortgage to own.

The iconic 750 “L-Twin” Ducati’s were redesigned in 1974 with a much more angular style that extended to the look of the engine cases.  The restyle was not very well received by many Ducatisti at the time, and the earlier “round-case” models have become more desirable, decades later.

The slightly less valuable GT’s are still rising in value, and their more humane riding position and higher bars may make them that much more appealing to those who can afford them.  And you still get the tower-shaft and gear-driven over head cam twin for which Ducati has long been known and loved.

From the original eBay listing: 1973 Ducati 750 GT for Sale

Approx. 20200 miles; well maintained and regularly used for short pleasure trips. Amal carburetors with K&N filters.

Lockheed brake caliper with Brembo master cylinder.

Bike is not showroom perfect. It has some non-standard parts, see below. The fiberglass tank has been replaced with a steel tank which has been lined with Caswell, the side covers are original fiberglass. New professional paint to an original black layout. Chrome and stainless steel parts are in excellent condition, as are the rims. The spokes are stainless steel. Original instruments and panel, speedo reads somewhat high. The exhaust has some dings and scratches, but sounds great. New Contis are available from BevelHeaven.

Steering angle to the left is very restricted to avoid the forks touching the tank. The combination Brembo master and Lockheed caliper results in very short brake lever activation.

Bidding’s up to over $12,000 and the reserve has not been met.  There’s not much time left on this auction, so move quickly if you’re looking for a way into the vintage Ducati club that will keep your lower back from seizing up and let you take your significant other along for the fun.

-tad

This 1974 Ducati 750 GT has only a few miles since restoration, but is ready to move onto the next owner. During the restoration a few personal choices and changes were made from the original. Do they suit your style?

From the seller

Up for auction is my father’s 1974 Ducati 750S.  The bike is running with a clear title, brand new tires, and ready to go.  Fully restored in the late 90’s by a Chicago Ducati collector.   The Ducati is in great shape with some minor scratches (see detailed photos) and only ~203 miles since it was restored.  I have an enclosed van and can deliver within 250 miles of Chicago for no charge.  Please contact me with any questions or concerns before bidding.  I have the reserve set at $14,900.

The Ducati 750 will always be linked to Imola, and Paul Smart. This 750 was restored over a decade ago, but could very easily put on double the miles since restoration in a day.

Specifications:

Miles – 13,179 – 203 since Restoration

750GT Homologation # DGM9595

Engine number – 756099 right side,  DM750 left

Frame number – Steering head – DM750S  *756024*

Carburetors – New Dellorto 36mm PHF36DD/DS. Manifolds and Heads ported from 30mm to 36mm.

Electronics – Lucas RITA Ignition TypeAB.

Wheels: Front – 19″ Radaelli Aimon Sport, Barracuda 100/90-19 57H tire.  Rear – 18″ Radaelli, Barracuda 110/90-18. 61H tire.

Kickstart – 279mm shaft

Mufflers – Conti 0755.84.100 and 105

Dash – Smiths instruments. Tachometer 7000 – 8000 redline.

BMW fairing with Aprilla headlamp shell

Frame – Powdercoated Blood Red (House of powder 815-339-2648)

The seller shares some of the history of Ducati and the 750cc engine developement

While origins are often cloaked in mystery, the precise evolution of the Ducati 750 GT is still discernible. The bevel-gear twin cylinders with a 90° V configuration, long known as an “L-twin” configuration, have a precise date of birth: March 20, 1970. British historian Ian Faloon relates that Fabio Taglioni drew the first sketch of what is perhaps his most famous and best loved engine, which over the years was to acquire the affectionate name of “pompone” (“big pump”), on the last day of winter 1970.

 

750 Ducati’s will always have a market. This 1974 Ducati 750GT might not look like it did from the factory, but it does look nice. Will the next owner hang the picture over the bike as its parked in the house? Or will the picture hang in the house, and the bike be in the garage with a lot more miles on it?

One of the most stunning bikes of it’s era in my opinion, today we have this beautiful Suzuki GS1000S Wes Cooley. This one has fresh paint and recent service.

1980 Suzuki GS1000S Wes Cooley for sale on eBay

from the seller:

This is a beautiful example of a 1980 GS 1000 ST, well known as a Wes Cooley Replica.

I purchased this bike from the second owner a couple of years ago and have completed the following over the past couple of years:

- Bike was painted by Larry Pearson of Larry has painted many period bikes and his work is second to none. The lines and colors where done to original specification, with a show quality finish…..absolutely stunning.

- Brakes and calipers have all been rebuilt including brake lines.

- Handlebar controls replaced with NOS controls, as well as OEM grips.

- Seat replaced with replica cover.

- New tires.

-All new OEM cables.

- All new OEM electronics including: battery, stator, r&r and solenoid.

- NOS windscreen and trim.

-NOS stator cover w/emblem.

-NOS ingnition cover.

-NOS fuel tank cover.

- New chain and sprockets.

- New progressive springs and fork seals.

- New steering head bearings.

- NOS Yoshimura exhaust, ( I found this pipe in CA, a previous bike shop owner had tucked a few away when his shop closed in the late 80″s) I do not have the original exhaust.

I am sure I am forgetting many parts I have added, it became a hobby to seek out those hard to find parts!

Overall, this bike is in very nice condition. It is a joy to ride and I think it feels as good as it did when it was new. However, with that said, this is a 33 year old bike. Not perfect.

I had a lot of help from the guys and girls of the GSR http://www.thegsresources.com A great group of Suzuki enthusiasts willing to lend a helping hand on these aging bikes. Give them a visit!!

The bike is sold as is, where is. Shipping is the responsibility of the buyer. PayPal may be used for the $500 deposit which is due immediately following the auction. The balance is to be paid either in cash or bank check.

Please ask your questions before bidding.

I reserve the right to end this auction at any time.

Good Luck!!

dc