Tagged: restomod

Honda RC 172 tribute

I know I just recently posted this CR750 tribute, but this is really well executed as well. My default is to always give preference to mostly stock and original bikes for this site, but on the other hand, when they’re this well done why not?!

1974 Honda CB350 Four RC172 Tribute For Sale on eBay

Bidding is off to a slow start and hasn’t cracked $3k with 5 days remaining, reserve not met obviously.

dc

From the seller:

Wow selling with mixed emotions my RC 172 tribute bike. It has all the right pieces that are next to impossible to get now….covid and wait times! Started as a super clean 350/4.
Swarbrick hand formed exhausts, Holtzwork hand formed aluminum alloy tank, 4 shoe brake, tarrozzi rear sets, NOS switch gear and grips, proper high shoulder alloy rims, cleaned-up electrics, fresh top end, tuned-up and reliable and ready to ride. Too much to list! Buyer will get full build pics.

Additional information: Yes the bike has removable baffles. If you want that Haliwood wail at 10rpm you can have it!
Yes that is a custom aluminum alloy triple. It’s a work of art.
There is a custom spot for the shorai battery under the seat. You have easy access to the trickle charger wire.

Front vented brake is off of a (period correct) water buffalo. It stops this little bike beautifully. I love the progressive feel as you trail brake into corners.

More questions

The front brake is a 4LS from a Suzuki GT750 – depending upon condition they sell for $500-1000 USD.

Holtzwork alloy tank with Monza cap- 1050 GBP plus shipping/taxes

Front forks from a 70’s CB550- stronger and a perfect upgrade path

Yes you could go to pods instead of Velocity stacks. Carbs will need slight retune.

Yes the original front fender has been worked to be visually more similar to RC fender. You could take it a step further and remove the rolled edge.

Yes this bike would qualify as period correct for vintage road racing.

Orange Bang: 1978 Laverda 1200 America for Sale

1978 Laverda 1200 L Side

While I certainly appreciate an original or perfectly-restored motorcycle, I’m also okay with what have come to be known as “resto-mods” where the original spirit of the machine is kept intact, but electrical, suspension, braking, and sometimes wheels and tires are upgraded to more modern specification. Sometimes it works, sometimes it doesn’t. Sometimes the results look stunning, sometimes jarring. In the case of this Laverda 1200 America, I think it works really well.

At the time, a 1200cc motorcycle was considered pretty huge, and the fact that it was in a sports motorcycle that loved to rev and corner made it the Panigale of its day. Capable of 12 second quarter-miles and nearly 140mph, this was a very fast bike back when it was new and is deserving of respect even now. The 518lb wet weight sounds heavy in today’s world of 450lb literbikes, but it was comparable to the big Japanese four cylinders of the time.

1978 Laverda 1200 L Side Rear

What wasn’t comparable was the bike’s brutal, uncompromising nature: Laverdas were high-effort machines, with extremely heavy controls and very stiff suspension. But the payoff was a distinctive three-cylinder howl, excellent handling, and famously rugged construction: the 24,000 miles on this example should be no big deal, provided it’s been maintained as described. Big Laverdas aren’t all-day comfortable, they’re bikes for tearing up back roads, then collapsing in an exhausted heap when you arrive home, tingling with the aftershocks of adrenaline.

As with seemingly all Laverdas, the redline on the tach is deceiving: peak power actually occurs at the very top of the red band [7,500rpm], and the bike should obviously be safe for another 1,000rpm beyond that.

1978 Laverda 1200 Gauges

From the original eBay listing: 1978 Laverda 1200 America for Sale

Rare clean triple in very good condition. Build date 1977. Nothing major hidden, starts right away and runs strong. Clear Tennessee title, note the bike is located in NY, Long Island.

I bought the bike from a collector for my Italian collection, due to change of plans I do downsize a bit. It comes with very special upgrades, better brakes, adjustable handlebar and pedals, see pictures. The front end and brakes suggest it may be a Lance Weil prepared bike, it has also the very lightweight exhaust no baffles, likely the original exhaust from England, light as a feather. The previous owner stated cold compression is within 2 lbs of 157psi. Rare 4C stamped cams and likely but not confirmed special pistons. He said this was the fastest of all Laverdas he owned.

Very presentable rider, not a showbike but has the potential to be one. Not many more around and rarely seen for sale, great collectors bike.

1978 Laverda 1200 Front Brakes

The seller refers to this as an “Americana” but as far as I know, it was just the “America.” If this were a genuine Jota, perhaps the mechanical and cosmetic changes would be sacrilege, but the 1200 America was a bit of a compromise anyway, a bike designed to meet new American emissions laws with lower compression offset by bigger pistons to restore lost power compared to the 1000. I’d appreciate a few more photos with some better lighting, but all-in-all, this bike pushes the right buttons for me.

-tad

1978 Laverda 1200 Tank

Everything Old is New: 1975 Ducati 860GT Super Sport

1975 Ducati 860GT SS R Side Front

Prices of Ducati’s somewhat maligned 860GT have risen to a point where bikes like this vibrant-green resto-mod stuffed full of desmodromic L-twin make sense.

While it may be hard to accept, by the mid-1970’s the styling of the Ducati’s now-classic 750GT had become a bit dated. So how do you follow up such an impressive debut? Well, in an effort to modernize their style, Ducati brought in Giorgetto Giugiaro to pen some new lines for the old dog. But while Giugiaro has designed some of the most stunning cars of all time, his bikes have been somewhat more… Controversial. A bit like Pierre Terblanche, his restyled bike was not well liked when it was introduced, and until very recently, the 860GT was the only affordable way into bevel-drive Ducati ownership. Many have been fitted with 750GT tanks and side panels or fairings to create SS replicas. This bike actually goes the other way, and uses an uprated 900SS motor in a bike that features the original, classic lines and distinctive 70’s green.

1975 Ducati 860GT SS L Side

The 900SS actually had the same 864cc displacement as the 860GT, but the heads used Ducati’s signature desmodromic valve actuation, while the 860GT just used regular old valve springs…

1975 Ducati 860GT SS Engine Detail

From the original eBay listing: 1975 Ducati 860GT with 900SS Engine for Sale

From BevelTech Engineering – a completely restored and rebuilt 1975 Ducati 860 GT fitted with a 1975 900 Desmo Supersport Engine – also fully rebuilt and refreshed.

The accompanying photos will give an indication as to the quality of this build – suffice to say that with 4 decades of bevel drive experience by a professional Engineer, this is no schoolboy lash-up.

Should the bike be sold locally, a 12 month unlimited kilometer warranty on the engine and running gear will be provided.

Approximately a hundred kilometers since completion.

There are modifications too numerous to list. Be assured that the bike runs, handles and stops as you would expect. It is, in every respect, as new and this is reflected in the reserve price.

Many more photos of the engine rebuild available – eBay only allows for 24 in the listing. Just ask.

Shipping worldwide at buyers expense – $1,000 AUD deposit upon successful purchase. Balance by bank transfer prior to collection – the usual.

No doubt questions aplenty – please ask.

*** Note: rear Ohlins shown have been found to leak and as no rebuild kit is available and the dealer would not honour warranty, shocks have been replaced with rebuilt Marzocchi remote reservoir air units.

1975 Ducati 860GT SS Side Panel

It’s a shame about the Öhlins shocks, but the replacement Marzocchis should do the job nicely. While the loss of more traditional skinny wheels and tires [or is that “tyres”] is a shame in terms of looks, the performance benefits of radial rubber can’t be overstated, and should also make it much easier to find a good selection locally. Grippier rubber should also allow the rider to make use of the modern front brake set up and improve safety significantly.

Otherwise, this is a very interesting combination, and it’s nice to see someone celebrating Giugiaro’s angular style instead of simply doing another SS-style job or boring café conversion.

1975 Ducati 860GT SS L Side Front

There’s plenty of time left on the auction, and at $10,300 I’m not surprised the reserve hasn’t been met. With values of all bevel-drive Ducatis steadily rising, importing this to the US from Australia would be worth the chore. Just swap that mirror across to the other bar!

-tad

1975 Ducati 860GT SS R Side

 

 

1966 Ducati Sport 125 for Sale

1966 Ducati 125 R Front

Today’s small-displacement motorcycles are really either “learners” or “commuters”, with few aspirational qualities to encourage pride-of-ownership. There really isn’t much cool about a Honda 250 Rebel other than the fact that it is, in fact, a motorcycle. Ducati doesn’t even really make an entry-level bike anymore: a 695 Monster may be an “entry-level Ducati,” but it sure isn’t an entry-level motorcycle…

1966 Ducati 125 L Dash

Although most smaller-engined Ducatis of the 1960’s were intended more as transportation than as racing tools and were clearly built to a price, they were still imbued with some of the passion and engineering of their more race-oriented siblings. This example is clearly nicer than when it left the factory, but Ducatis of all stripes were designed to appeal to the heart as well as the pocketbook.

1966 Ducati 125 Engine Detail 2

This is the sort of thing I really love: a vintage bike rebuilt to look period, but with upgrades and improvements implemented during the rebuild, instead of slavish devotion to “from the factory” originality. Everything here is for go as much as show, and the seller does a great job of describing what went into this build.

From the original eBay listing: 1966 Ducati 125 for Sale

The bike was complete when I got it, but the engine internals were unknown. Everything was taken down to the last nut and bolt, cleaned, inspected, then polished, plated, painted or otherwise finished as required.

At this time, I decided to build up the engine to 160cc. I brand new NOS piston and cylinder were fitted, along with a 160 head. The new head got new valves, guides, seats and retainers, and the ports were massaged, all courtesy of Mike Libby, C.R. Axtell’s partner.

The engine was completely disassembled, and every bearing and bushing was replaced. The crankshaft was rebuilt, and everything was expertly assembled and correctly timed and shimmed by Ducati ace Frank Scurria, who worked at, and raced for the ZDS Motors (West Coast counterpart to Berliner) with the legendary A.J. Lewis in the ’60s. The entire clutch was replaced with new, the transmission inspected and properly shimmed.

Externally, there are no clues that this is not a 125cc, that is, until you notice the little bike is nipping at the heels of your 175 Elite. Even the casting numbers on the head are the same.

Now, for those who are aghast at all these deviations from original, remember, it was built to be ridden with confidence and vigor, day and night. Modern traffic has no tolerance for shiny little traffic obstacles.

1966 Ducati 125 R Tank 2

It’s a shame that small-displacement sportbikes are thing of the past. Perhaps KTM’s 390 will make it to these shores and give us a machine whose quality is not measured in cubic inches… Bidding on this Ducati is active and up to over $13,000 with the reserve not yet met. There’s very little time left on the auction, so move quickly and bid aggressively on this beautiful little machine.

-tad

1966 Ducati 125 R Side