Classic Sport Bikes For Sale

1955 Norton Manx Dominator/Atlas

Brian — Sat, 04 Feb 2012 14:41:42 +0000

This 1955 Norton offered up on eBay is a very good example of the breed. Not the Norton breed, but what can be done, has been done, for generations. It is a execution of a style, a look, something that started with form following function, but now HAS become a style. And it looks like it will go like stinks as well.

From the Seller.

1955 NORTON “Eileen”

CAFE RACER

Atlas 750cc

Wideline Featherbed frame (original, not remade)

Commando front end.

Commando front brake with racing brake cams.

Commando instruments.

The Norton Featherbed was and evolution in motorcycle frame design. Rex and Cromie McCandless designed their frame in 1949 and went to Norton and said that it would make the already world beating Norton’s better. It did. It likely extended the life of the 500cc Manx single another 10 years. The Featherbed frame made it into production Norton’s soon after, and in the hands of the young Britons of the 1960’s it also cradled Triumph engines to become Tritons. The seller lists the bike as a Triton style bike, but without the Triumph engine I see this more as a Manx Style.

More from the seller

This machine runs and rides EXCELLENT!! NOT LEAKS, NO SMOKE and ABSOLUTELY NO ISSUES. Built by Chuck Koshiol of ZAP Cycles. This bike has been babied and adored. New tires and tubes. Ready to ride or show. Clear title in my name. Bike is titled, plated and insured to me. Number plates are just for show. Bike NEVER raced. Front number plate is suction cup mounted and pops right off for riding. MUST SEE IN PERSON to APPRECIATE. No reserve

The seller also gives the laundry list of internal and external modifications, additions and subtractions that created this build. They highlight some of the “go to” manufactures when wanting to create a bike like this. It show the investment in time as well as money that went into this build. Like all projects like this, for the seller they will be losing some money, and for the buyer they will be saving money and time in buying a ready to ride bike like this. The seller tells us that the only reason for the sale is for a much larger project, its called a house. Best of luck to the builder and the buyer. BB

1975 Custom Suzuki GT550 for Sale

tad — Fri, 03 Feb 2012 16:14:40 +0000

Okay, I want this bike. I mean, really want it.

I saw this machine on bikeexif.com not that long ago and was pretty excited to see it show up here. There’s not much left of the original bike, but the distinctive ram air scoop on the top of the cylinder head makes the bike’s origins clear: hiding in there is a 1975 Suzuki GT550.

A bit of a forgotten, mid-size model, the two-stroke 550 is generally considered to be less collectable than the larger Suzuki GT750 due to the fact that its displacement of 543 cc’s left it unable to compete in the 500 cc racing classes. When new, the bike made about 48 hp and was undersquare, with the bore slightly smaller than the stroke, imbuing the motor very good torque for its size. The bike featured a ram-air scoop to channel cooling air to the cylinder head. It was intended to compete against Kawasaki’s H1 two-stroke triple, but had a very different character than “The Widowmaker.” Where the H1 was peaky and difficult to launch smoothly, the GT was smooth and torquey. Where the H1 was twitchy, the longer wheelbase GT was stable and confident, with touring aspirations.

But the H1’s wild reputation has made it a legend, and the GT550′s sophistication doomed it to relative obscurity, in spite of strong sales when new.

This particular example is a one-of-a-kind creation, with a vintage, slightly overbored heart putting power down through modern suspension: GSX-R forks and front wheel and Kawasaki ZX-6R rear suspension. Virtually everything has been replaced, modified, or upgraded. From the original eBay listing: 1975 Custom Suzuki GT550 for Sale.

Recent winner of the “Best in show” and “Trick Bits” awards at Fighter Fest 2011 Carlisle PA. Started life as a 1975 Suzuki GT550. Created to combine the old and the new, with updated suspension the bike handles like a modern sportbike with all the charm of a vintage two-stroke motorcycle. Modifications include custom subframe and tail section. Modified Kawasaki H1 expansion chambers. Elk skin leather seat and fiberglass seat pan. Custom Honda headlight. Kawasaki 636 rear suspension and Suzuki GSXR front forks. Bike completed entirely, including the paint and graphics, here at MotoHangar.

Recently featured in Streetfighter Magazine, BikeExif.com, and various international and local blogs. Soon to be in Option Moto Magazine (France).

There’s also a rather poor quality video posted, but it clearly highlights the bike’s ready-to-ride nature. Despite its wild looks, it starts easily and snarls happily down the street. I’ll be watching this one to see how high the bidding goes.

-tad

Two Ducati L-Twins for Groundhogs day 2/2/2012

Brian — Thu, 02 Feb 2012 15:14:16 +0000

By the time you read this Punxsutawney Phil will have told us whether riding season will come early, or you have another 6 weeks to finish your winter projects. To celebrate the coming spring one seller has put up for sale 2 Ducati GT on eBay, one from 1973 and one from 1974. If you have the scratch the Buy it now on both total $24,499, but if you can only chose one, it may cause a problem. (Check out each auction, as I may have mixed up one GT with the other.)

In 1971 Dr Fabio Taglioni drew two Ducati single cylinder engines, one on top of the other, and the L-Twin was born. For the new engine, a new frame and suspension was needed. Working with Marzoochi, a front end was designed and held a single Lockheed disk. This package created a good handling, powerful motorcycle, with style that caught the eye. Later, when the SS was added, history was made.

From the seller on the 1973

A 1973 (2ND production run) BUY THE BOOK BUT TI-TLED AS A 1974.

GREAT EVERTHING WORKS

STARTS & IDLES & RUNS GREAT….

FIRES 1st 2nd KICK

160 PSI ON THE FRONT CYL 160 PSI ON THE REAR CYL

The engine that Dr T designed has 748cc by way of a 80×74.4mm bore and stroke. The front leaning cylinder reminds me of the pre-war Moto Guzzi’s with there valve pointing straight down the road to help in cooling. The 30MM Dell’Orto’s feed this engine with 8.5:1 compression generating 57hp at 7700rpm. A 5 speed gearbox gets you moving and a single disk up from and a drum out back, slows you down.

From the seller on the 1974

A 1974 BUY THE BOOK BUT TI-TLED AS A 1975.

GREAT PROJECT EVERTHING WORKS GREAT FOR EASY RESTORATION OR JUST CLEAN IT UP WILL MAKE A GREAT RIDER

STARTS & IDLES GREAT….

FIRED FIST KICK THEN IN THE MOVIE NEED A BIT MORE (WAS LOW ON FUEL)

155 PSI ON THE FRONT CYL 150 PSI ON THE REAR CYL

ALSO HAD TEST 32 MM DELLORTOS CARBS IN MOVIE I WILL PUT THE BACK THE 30 MM

As you can see from the pictures, one of these looks to have been a little luckier then the other. Both do have their needs but it looks like both could be ridden as is. But I would guess that who ever buys either of these will see a starting point towards a greater end. I feel that both of these may end up with green frames, a fairing and a new seat. I think we are seeing donors for two more 750SS replicas. Say goodbye to two 750GT and hello to something else. BB

1963 Honda RC77 Replica

Brian — Tue, 31 Jan 2012 15:00:01 +0000

EDIT: This replica is back up on eBay looking for a new owner. When it was originally posted, the seller gave limited information about where the project started and the parts used to complete this replica. This time around there is some information on who they pulled it off. Check out the post for the new information and see if you can throw some money at this with a little more confidence.BB

This Honda jumped out at me mostly because of the full fairing, slim tank and bump stop seat. There is something about the paint scheme over the silver fairing that just gets me. It is a style that covers the iconic racing bikes from Honda’s history and this CR77 Replica on eBay has that look. But what this bike really is has me wondering.

From the seller

NEVER STARTED IT, DOES HAVE SPARK TO THE PLUGS–IT WAS BUILT TO RUN! THE MOTORCYCLE HAS BEEN IN MUSEUMS ON DISPLAY FOR THE PAST 2-3 YEARS, ITS TIME TO PASS IT ON! REALISTIC RESERVE, WAS SOLD AT THE DAYTONA/JERRY WOOD AUCTION MANY YEARS AGO FOR APPROX.20K+-.

ORIGINAL RC77′S BRING OVER 200K, SO THIS IS A LOT LESS, FOR MORE FUN. ACTUALLY IN THE BUILD, ORIGINAL RC77 PARTS WERE USED SO THE STORY GO’S. QUESTIONS FIRE AWAY-603-298-5799, 8AM-8PM EST. TRANSPORTATION IS THE WINNING BIDDERS CONCERN, I’LL HELP WITH THE LOGISTIC’S.

So it not a factory bike. Is it a replica of the factory bike? Or is it the closest you could come with a street bike? What I found out about the real CR77 it was a 305cc twin cylinder Dual Overhead cam racer from the early 1960’s. But unlike other racers of the time, there was no companion street bike to the CR77. So what was used as the base of this tribute?

The CR77 had a brother engine in the CR72, the only difference being in the displacement. The real CR77 appears to have generated 47bhp at 12,000rpm, which are lower then the numbers quoted by the seller.

CR77 Replica Specifications

Engine type: ……………… Four stroke twin, 180 degree firing DOHC with two valves per cylinder

Bore & Stroke: ……………. 65 x 54 mm

Power @ RPM: ……………… 52 BHP @ 12,000

Another difference with the CR77 was that it was never offered to the public. Why did Honda make a twin cylinder racer when their four’s were so successful? If never offered to the public what could have been the endgame for the development?

I am a fan of the look and styling of this Replica, and I would love to throw a leg over it and take for a spin. Those huge open megaphones would annoy the neighbors to no end. The problem I have with this Replica is the limited information that the seller gives on the starting point. It would help the buyer spend with confidence if they new more about the starting point.

Honda 125cc CR93

Brian — Mon, 30 Jan 2012 18:22:24 +0000

This is not the first CR93 we have highlighted here on CSBFS, but this one available on eBay right now is red, so that is something different. 125cc over the counter racer from 1962 are not very common here in the US, but with the resurgence of vintage racing, any displacement is going to get peoples attention.

From the seller

HONDA CR93 Racing. Bike has spark, good compression and engage all 5 speed but I never start myself. It’s sitting long time. Both step exchange to folding type, none original grip rubber, tach0meter mount rubber need to replace, out side of left megaphone has patch, kicker shaft oil seal boss edge has small crack(racing do not use), seat recovered, aluminum gas tank and seat has dent. Frame & Engine no. match, lower, upper crank case & cylinder no. match(X16). cylinder head and both cam holder no. match(168). really hard to find matching no. CR93 like this.

The CR93 was developed in conjunction with the road going CB93 Benly. Both had 43mm squared bore and stroke, both 6 speed transmission. They share dual overhead cams, moving 4 valves per cylinder, but after that they take different paths. Performance numbers were advertised at 16.5hp at 11,500rpm, but as with many racing bikes, what a good mechanic can get out of an engine is never discussed.

On the road going CB93 you were able to kick start the bike, but the CR93 lacked that convenience. Headlight and muffled exhaust were a definite on the road, but not for the track. As you can see, this CR93 has that beautiful dirty grey color for both front and rear hubs, something I would hope is an indication of super light Magnesium.

The seller points out, and the pictures confirm, that this bike has been sitting somewhere for a long time. As with any bike that has sat, care has to be taken when putting a motorcycle back on the road/track. Honda has a parts list that will help you along, and if you have the skills and experience, time is the only factor. If you do not have the experience, finding the right person to get this bike going again may take more time. These CR93 were known for their reliability, so once it is up and running you should have lots of track time to enjoy. BB

1970 Dunstall Norton Commando

Brian — Fri, 27 Jan 2012 17:44:52 +0000

With any sports bike offered by a manufacture there is someone out there who wants to improve it. This is the case with Paul Dunstall. He started as a club racer, started to produce his own race ready parts, and by the mid ‘60s was the go to guy to make your street bike much more then the bike that rolled out of the factory. This Dunstall Norton offered on eBay now is a nice looking representation of effort of Paul at the turn of the 1970’s.

From the seller

1970 Norton Commando
Dunstall Kit
750 CC
Rear Sets
Re-Sleeved Amals
Lucas Rita Electronic Ignition
Rebuilt Tachometer and Speedometer
Bike runs good, but does wet sump. I have two anti-sump valves installed, but I still get smoke from time to time, out of the left hand side, when starting. Could need valve guides, I’m not sure. Mileage is unknown. I noted 85 because that’s what the speedometer reads since it was rebuilt.

If you were to walk into your Norton dealer in 1970 you would have been able to get a couple different styled Commando’s. Performance off the showroom was near to 58hp at 6800rpm from the 745cc engine fed by 30mm Amals. Before 1973 you could order Dunstall kits which would address braking, exhaust, engine performance and styling. You could choose the full meal deal, or just add some mufflers. After 1973 Dunstall shipped complete bikes to US dealers. He had also started producing Honda and other Japanese performance parts. When you hear someone say Dunstall, you have to wonder to what extent they were able to take their bike.

From the history of Dunstall

Dunstall was closely linked to the launch of the Commando. At the launch there were brochures listing custom and conversion or tuning kits. The conversion kits provided three levels of tune and resulted from collaboration with Dunstall. The first stage raised the compression ratio to 10:1 and included a pair of long tapered megaphone shaped silencers to push the speed up to 120 MPH. Stage two brought in a new camshaft, exhaust pipes, inlet tracts and inlet valves to go to 130 MPH. Stage three added a hotter camshaft, racing exhaust system with megaphone, bigger carburettors and a further 7 MPH. All the kits included various other odds and ends, but in the end, none were ever produced.

One of the major improvements offered by Dunstall were in the front end. Twin disks were relatively new to the scene, and Dunstall offered some of the first after market upgrades. This Commando appears to have the stock twin leading shoe front brake, and this leads me to wonder how much of the catalog was used, or how little. There is really no way to know without taking the engine down, and since the seller doesn’t let us know, you can only use your eyes, and not assume things you cannot see. BB

1936 Ariel Red Hunter

Brian — Thu, 26 Jan 2012 16:55:01 +0000

I have never learned a lot about Ariel Motorcycles, but I have always liked them. This Red Hunter from 1936 offered up on eBay now is the single cylinder from the company that started making powered bicycles in 1898. The singles came in 250cc, 350cc and the big 500cc and were popular for both grass track racing and trials competitions. The Red tank and rims are obvious highlights to this big British single, an advertisement as it goes down the road.

The seller tells very little about the bike

Motor number CB2815

Frame F4674

Reserve less then the Buy it now $14k

One of only 10 Bronze Head versions

An eBay shopper corrected the seller on the year of the bike, and I would be surprised at the limited number of Bronze Cylinder head examples listed by the seller. Before aluminum found itself into cylinder head, bronze was a performance upgrade that you would see in competition bikes. Even thought bronze was not an improvement in weight, it did give better thermal conductivity, dissipating heat from exhaust valves and valve springs who’s metallurgy was not yet up to the wear and tear of competition. As you can see the valves are un-covered, allowing the rider to quickly remove and replace broken valve springs.

The Red Hunter was offered from 1932 through 1959. The engine was designed by Val Paige who had come from J.A Prestwick, and improved upon by Edward Turner who would become an icon for anyone who rides a Triumph. The girder forks up front and rigid rear end did not stop riders from taking these bike off road in trials events, and the high exhaust pipe, and bronze head lead you to believe that this bike was special ordered to compete. Number I found give the 500cc engine 17hp at 5600rpm and a top speed of 80mph. This may not seem a lot, but you have to remember that the speed limit in England was 30mph for many years.

Ariel was bough by BSA after WW II and like other names purchased by what would become AMC, the Ariel did not gets its opportunity to fight for market share. They went through a period when the badge found itself on scooters and not motorcycles. Which is too bad because with designers like Val Paige and Edward Turner the Ariel had what it takes to compete. This Red Hunter is proof of that.

1936 Velocette KSS MKII

1975 MV Agusta 750S America

Brian — Tue, 24 Jan 2012 14:27:03 +0000

When I first saw this MV Agusta, I thought that this would be a great Eye Candy post. One were you just highlight the pictures, talk a little bit about the MV Agusta history and be good. The first thing that changed that was thesellers description of this 750S America. When I read about how the America came to be, it showed again the power that the American market had on the motorcycle industry.

From the seller

For Sale a original MV Agusta 750 S. This MV Agusta was rebuilt from a 750S to aAmerica.

I owned this MV Agusta for over 30 years, but i retired and so someone else can enjoy this very nice Motor.

Building Year: 1975

Frame number: 2140536

Lock head brakes rear and front disc brakes from Fontan

EPM wheels

This MV Agusta is in a very good condition and technical 100%, see pictures and when you have more questions please mail or call. No oil leaks, gearbox 100% and drives great. The MV Agusta is registerd and all the papers are here, so no problem for export or import.

When I tried to figure out the differences between the 750S and the 750S America, the story was more about two guys and what they wanted. Chris Garville and Jim Cotherman were from Commerce Overseas Corp., the importer of MV Agustas to America, and in 1974 they took a trip over to Italy and knocked on MV Agusta’s door. What they asked for, what all Americans ask all motorcycle manufactures, is for more power.

MV Agusta appears to have had a new prototype ready for the 1975 model year, so with the two Americans showing up at the door, there was already a place to start. The first step always in getting more power is to get more displacement. With only a 2mm change in the bore of the stock engine, the displacement increase was nominal, but a starting point. Next up was the top end. A redesigned intake track, larger intake and exhaust valves, and a reshaping of the combustion chamber were the major changes to the engine to get the desired results. With these changes, and an increase from 10.1 to 10.2:1 compression ration, horse power appears to have increased from 66hp at 8000rpm to 75hp at 8500rpm for the new American.

Changes were also made in the carburetion, going from and older designed 24mm Dell’Orto to a newer, more modern 26mm unit. The front end was also improved with 38mm Cenani forks with dual disk, an improvement to the smaller forks and Four Leading Shoe drum brakes from earlier. Transmission and final drive were not changed.

So the question you have to ask when looking at this 750S to 750S America conversion offered now on eBay, is how did they do it? How far did they go to replicate the bike that the two Americans wanted? Did they just do a parts swaps? Add higher compression pistons? Different paint scheme? With the description given by the seller its hard to tell. Either way, a regular 750S or 750SAmerica, the bidding will be high for this bike. BB

1970 Kenny Dreer Norton VR880 for Sale

tad — Mon, 23 Jan 2012 04:58:13 +0000

The British biking industry has recently undergone a renaissance, with Triumph’s modern machines winning comparison tests and awards. They compete with the clinical precision of the Japanese Big Four by offering something a bit different: a potent combination of just slightly left-of-center styling and real-world performance.

But it wasn’t always that way.

By the mid 1970’s, the British biking industry was well into its decline, and wouldn’t really reemerge until Triumph’s current era: they simply existed in the 80’s and 90’s, limping along with models that couldn’t truly compete with the Japanese offerings, except in terms of the abstract qualities of “character” and “nostalgia”.

Norton wasn’t so lucky.

In a saga reminiscent of so many Italian brands of cars and bikes, the brand disappeared and resurfaced under different ownerships, with varying ideas of what a British bike should be. Some seemed to be aiming to make the bike into the “Lamborghini of British Motorcycles”, missing out on the honest, real-world appeal of the classic bikes.

But one man involved more recently had a better idea.

Kenny Dreer owned and operated a vintage bike shop in Portland Oregon, restoring and rebuilding vintage British and Italian bikes. In the Late 90′s, he began building his VR880, which was basically a “resto-mod”, a ground-up rebuild of an old bike using many modern improvements and a bored-out motor. He eventually progressed to manufacturing new machines using his upgraded design of the vintage bike and produced an number of his new, hand-built 961 SS Norton’s before financial problems caused production to cease.

The bike for sale is one of his original experiments: a massively rebuilt classic Norton Commando that, from the video, starts, literally “on the button”:

Start Up Video

Considering that the original Norton electric start was considered more of an “electric assist”, that alone seems a pretty significant achievement.

This bike should be a nearly perfect Norton: rebuilt to as-new condition and improved in every way possible while remaining absolutely true to the original style and feel of the original bikes. The “idea” of a 70’s Norton distilled.

You can find the original listing here: Kenny Dreer Norton VR880 for Sale

I’ve no idea what this bike is really worth: the seller claims only 50 were made. Bidding is up to about $14,000, with several days left. If you’re into old Nortons, it’s certainly a bike that should not disappoint.

-tad

1975 Honda CB400F

Brian — Fri, 20 Jan 2012 13:34:48 +0000

You will usually find a couple different Honda CB’s on eBay at any one time. From the small 350’s, medium 400-500’ and the largest 750’s. This 1975 CB400F currently on offer is a little bit different, in that it is not a perfect original, or a rat café racer. It falls somewhere in between. So if you are unsure which way you would like to go with a Honda Four, this one would fit right in the middle.

From the seller

This bike has always been garaged since I took possession in 1986 with 3327 miles on it. It comes with a clear Kansas title.

Original engine was removed and replaced with an engine that I hopped up from another bike in 1992.

7,336 miles on chassis before new engine

6,930 miles on new engine

I was able to find some stock original numbers for the 400 Four, but I think the modes done by the seller may outpace the factory. Back in 1975 off the showroom floor, you would get a 408cc engine by way of 51x50mm bore and stroke with 9.4:1 CR. Four 20mm Mukumi’s would power you to 37hp at 8500rpm. Now some of the upgrades that the seller points out would help to bump all these numbers up.

Highlight of the sellers upgrades

Yoshimura 455cc big bore kit with 10.5:1

WebCamDrag race camshaft

Valve train work

High pressure oil pump

Now when I saw this highlighted CB400F, I also saw right above it was this stock example. The seller of this bike was nice enough to give us some great information about the bike, and I will add it here for all our knowledge.

The CB400F was a very successful motorcycle in club or privateer racing. KazYoshima and other racers were able to take Honda’s little 408 cc engine up to 490 cc and with the addition of other racer options, this small bore was considered a ‘giant killer’.

Confusion often arises over the two models that were produced. Earlier ‘F’ models had a plain red or blue tank and side-panels running to frame number 1073399. The tanks only bore the words HONDA Super Sport, and the side-panel logo used a font wherein each character was represented by three parallel lines depicting 400FOUR. Up to frame number 1056883 ‘F’ models had swing-arm mounted pillion footrests, but from then on the ‘F’ models had the pillion footrests moved to frame-mounted brackets; it is often assumed that this feature only started with the F2 model but this is not the case. The F2 model commenced with frame number 1073400 and featured a new paint scheme: ‘candy antares red’ or ‘parakeet yellow’. The new paintwork featured stripes on the tank and had a different, angular, font for the ’400FOUR’ label on the side panels. The F1 model was not shipped to the United Kingdomor Europe. It featured typically a plain yellow tank and black side-panels with the F-type early logo..^[3] Today it is not uncommon to see examples restored with F2-type paintwork but F-type logos on the side panels, or F-type early frames with F2-type paintwork.

So if you are in the market for something to shine up this winter before you can start riding there are two nice CB400F for sale now on eBay. This one that I have shown pictures of with its upgrades, and this one from a seller who educated us all. BB