Tagged: superbike

1975 BMW R90S

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This 1975 BMW R90S, in the iconic Daytona Orange, is one of the many bikes that claim to be the first Super Bike. But what the BMW has over other super bikes is that it actually won the first Super Bike Championship, the AMA championship in 1976. Reg Pridmore beat out bikes from Kawasaki, Suzuki who later laid claim to Super Bike status.

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From the seller

Excellent numbers matching fully restored R90s. See attached photo list for full details. Professionally serviced annually and starts, runs and rides flawlessly.  I ride it at least weekly so the mileage will increase.  Clear title in my name in hand.  Sold as is and where is.  Please ask questions and come inspect the motorcycle if you can.  I have all restoration receipts and can scan and send them to serious bidders.  Sold with all items shown….Forgot to note that I installed a Brown side stand installed along with the factory side and center stand.

 

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First offered in 1973 the type 247 engine was an evolution of the same layout BMW has used since before their first motorcycle in 1923. From the factory it generated 67hp from its 38mm Dell’orto fed, 898cc boxer engine. This power driving its shaft drive, turned the rear drive to a very respectable 120mph. This was achieved by protecting the rider behind a very distinct “bikini fairing”.

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This 1975 BMW R90S could be considered one of those bikes with a cult following. A Germanic Sport bike with racing chops, but offered with a luggage rack so you can haul ass, but also a change of underwear. And if orange is not your color, check out this one in black. BB

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1951 HRD Vincent Rapide C

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The 1951 HRD Vincent Rapide C may have been confused with another H D motorcycle manufacture a long while ago, today, it is what it is, and both seller and buyers know what it is. Maybe that is why the seller uses so few words.

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From the seller.

Approximate 55 horsepower with a top speed in excess of 100 mph. This very nice example is a numbers matching motorcycle with some personal cosmetic liberties taken such as polished front forks and other components. A very beautiful motorcycle that would be the center of attention at any show or rally. Selling with a clear title.

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The Vincent is a Vincent for a reason. Its name invokes awe, envy, praise, and much more. With a design using, ahead of its time, cantilevered rear suspension the Vincent does deserve its praise. The engine suspended from the back-bone frame. Rocker arm actuating the valves from above and below valve guides. And have you heard the one about a plumber and the Vincent. Head on over and take a look at lots of pictures of a 1951 Vincent Rapide C. Oh, and there is this 1955 Vincent D available from the same seller. BB

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1981 Ducati Darmah for Sale

1981 Ducati Darmah R Side

Ducati’s sport-touring 860GT was a relative failure.  Intended to follow the successful 750GT/Sport models and designed by a car styling icon, the bodywork was perhaps too modern, too forward thinking for buyers of the time, and Ducati scrambled to replace it with a model that would sell.

The Darmah, introduced in 1977, was the result, and its duck-tail [pun!] styling fits in well with the 1970’s in a way that the technical, modern lines of the 860 did not.  Minor mechanical updates aside, it was not a new bike, simply an evolution of the 860’s frame and motor with new bodywork.

1981 Ducati Darmah Front

The original eBay listing doesn’t contain a ton of information, but the bike looks solid and the miles are very low: 1981 Ducati Darmah 900SD

1981 original Darmah 900SD 7,534 miles. Runs beautifully, with no valve or bottom end noises. Handles just like a Darmah should. All the electrics including starter perform like new. Turn signals were removed by a previous owner and were never found.

The finish has several scrapes, and fortunately no dents(see detailed pictures). The fenders are better than average as are the Conti pipes. It comes with the very desirable Marzocchi Piggyback shocks.

Overall, it is a really nice rider, or with fresh paint it could successfully be shown and ridden. Darmah’s are still a relative bargain especially when compared to some other Ducati’s from the ’70’s and early ’80’s and will continue to rise in value.

1981 Ducati Darmah Dash

From the photos, the bike looks to be in very original condition.  Darmah production ceased in 1981, so this is one of the last built, and likely the recipient of the ongoing series of improvements made to the Darmah throughout its production run.  All-in-all, a great classic 70’s-style superbike.

-tad

1981 Ducati Darmah Rear

Impulse buy 1969 Kawasaki H1R

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Everyone does it. But how big is the question. Its one thing to pick up a candy bar at the check out counter, its another thing to head over to eBay right now and plop some money down on this 1969 Kawasaki H1R. With a buy it now of $32,000 and less then 12 hours to go, that’s a lot of candy bars.

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From the seller

Kawasaki H1R Bike was sitting past 10years after last race. Bike has compression and sift thru all gear. I just put new paint(by two-pack urethane coating) for gas tank, front fender and seat. Seat has new cover, too. I just worked cosmetic. Bike need front brake hose and master and caliper need to be overhaul. Does not has frame no. stamp and just original “Made in Japan” stamp on stemhead. This is original Kawasaki replacement frame. Cranke case is not original H1R. I will help world wide shipping. Not real nice H1R but has many original racing parts on. I have nos fairling (original green FRP) and screen(just made up for match).

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The H1 was the first of the big 2-strokes, and it went fast, scary fast. And those were the road bikes, its hard to imagine what could happen on the track. At least most tracks have nice wide run-offs. 1969 Kawasaki H1R don’t come up often, and with less then 12 hours to bid, don’t let the impulse pass you by. BB

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1971 Honda CB750 K1 for Sale

1971 Honda CB750 R front

The term “sportbike” typically evokes a very specialized type of motorcycle with low bars, high pegs, and a fairing to make the mechanical parts slip easily through the air: going fast, we’ve learned, requires that a bike fit into a very narrow set of parameters, and a machine optimized to go fast doesn’t do much else very well.  But it wasn’t always so, and the definition of what a sportbike was less specific in days gone by.

To modern eyes, a Honda CB750 is a very un-sportbike-y machine: handlebars, no fairing, twin shock rear suspension, and that most generic of powerplants, an inline four.  But to riders in the late 60’s and early 70’s it was a revelation in speed, and spelled the demise of the moribund British and Italian motorcycle industries, formerly the standard bearers of sporting motorcycles.

1971 Honda CB750 footpeg

The new Honda boasted twice the cylinder count of most competing machines, five forward speeds when many at the time had only four, and was reliable enough to run all day without breaking a sweat.  The specs are so ordinary today, simply because everyone else had to copy the formula to compete.

Looking for bikes for this site, I’m especially drawn to ads that feature comprehensive photographs and detailed, knowledgeable descriptions.  I’m not a huge fan of Hondas, but this one caught my eye and is worth a second look.

1971 Honda CB750 dash

From the original listing: 1971 Honda CB750K1 for Sale

Very nice example of the second production “year” CB750, the K1 model. This one was restored several years ago. I have owned it a few years, and have installed the following items to make it more reliable and road worthy:

  • New Bridgestone tires.
  • New rear shocks (reproduction units from Classic Motorcycle Supplies).
  • New Dyna Ignition (including coils and wires) – no more points, weak coils, or 40 year old plug wires! Starts much easier and runs better with electronic ignition.
  • New battery.

I have put less than 200 miles on the motorcycle since instaling those parts.

It runs great, rides great, sounds great – you have to love those HM300 pipes. It does not smoke, and makes no unusual noises. The chrome is in very, very good shape with no rust. There are no dents or rust on the exhaust. There are no dents in the bodywork. The engine is original to the frame. The engine cases are not cracked or broken (common problem with these early CB750’s due to chains breaking).

I have a clear title in my name.

I did not perform the restoration. The previous owner indicated he bought the bike from a shop in Texas, and someone from the shop performed the restoration. They did a good job, all the parts are correct. They painted the bodywork and the frame and the paint is very good. It appears they put a new Honda HM300 exhaust system on it based on the condition (no rust, no holes, no dents). The seat is a nice reproduction. The chain is a nice new heavy duty one.

Is the bike perfect, museum quality? No. The rubber gaskets that hold the mirrors in place are old and have shrunk, so the rattle. There are two tiny chips in the paint near the rear of the gas tank. The left side cover ws cracked when I bought it; I repaired if from the inside. You can see the two cracks if you get very close. The rear brake shoes squeek a little. The clutch has a very narrow engagement point. The clutch plates should be take out and cleaned, but I do not have any problem riding the bike, so I have not bothered.

1971 Honda CB750 front

Bidding is up to $5,200 with the reserve not yet met.  I’m not sure what the seller is looking for here, but the bike looks like a very nice rider and, assuming the reserve is reasonable, would make a more cost-effective proposition than restoring a rat’s nest barn-find yourself.

-tad

1971 Honda CB750 R rear

Three for One Ducati Special

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We have shown instant collection sales previously, and this three for Ducati auction will likely be one of the best highlighted here. When will you ever see a a TT, a 750F and a 996R gathered together in one place? And how many times will there be a price tag on all three of them? Well through the wonder that is internet auctions you now have the chance.

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From the seller

Hello and thank you for looking.  I’ve collected Ducati’s for sometime and have gathered some of the rarer models and examples.  Priorities and interests change and you are looking at some of my finest bikes, for a longtime I thought I would never sell.  Rather than breaking them up into individual sales, I thought this should be a package and one time sale, therefore at this time they are not available separately.

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First up is the oldest, a 1982 TT2

From the seller

The story that came with this bike is it came from Belgium and was never raced or crashed.  Its original owner changed the dash so a pin shaped key could be used and he rode it around the village he lived.  If anyone can add to this story, please do.  This motorcycle has been shown at TT events between New York and Barber / Alabama in 2011 and those knowing much more than me have confirmed this is an original factory race bike and not a privateer racer.  It is a very original (30) year old motorcycle with a wonderful patina.  I do not race motorcycles and have not ridden this motorcycle.  It has recently been started and it has the sound of a Chevy V8 race car, when warm and revved, the power and sound of the motor can be felt from your feet up.  If you plan to race this bike, it will require a full going through.  The fiberglass is in very good condition as is the fiberglass fuel tank and ethical under my watch has never touched the tank.

 

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Next up a little newer 750F1A

The seller shares

So successful was the TT2 and TT1 on the race track, Ducati made the decision to produce a street legal production replica.  The ‘750F1A‘ represents the 1985 model designed and put into production prior to Cagiva purchasing the company on May 1st, 1985.  This is the very last hand made Ducati model manufactured.  In 1986 the 750F1would be created with the Cagiva Elephant next to the Ducati sticker upon the tank alone with many other ‘for production’ changes.

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And because you are going to need something to get you from your house to the track, leading your support crew

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2001 996R

The last of the true homoligated bikes, the 996R is in effect a road-legal version of the bike that won the 2001 Superbike World Championship.  A factory racer with lights, it came with Ohlins race suspension, race version Brembo’s and lightweight Marchesini race wheels, a long with the new short-stroke Testasstretta powerplant, complete with sandcast crankcases as found on the factory race bikes.

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Now there are not going to be a lot of bidders out there, just a guess. But if you want to convert your 401k into something more tangible, this would better then getting a paper statement in the mail every once in a while. BB

1920’ish Indian Board Track racer

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Right now board track replicas are very popular with the custom motorcycle set. Long, lean, with bicycle like seats and upside down handle bars. But like the story goes, every once and a while the real thing comes out of a barn, and is offered up for sale. In this case this 1920 (‘ish) Indian Board Track racer has only been put away for 20 years, and not 80 years.

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From the seller

This Indian racer has been sitting in the back of my shop for many years. The number on the engine cases is 70R868 which would indicate it is a 1920 PowerPlus 61 cubic inch motor but I have been told the top end is from a different model Indian?  It was purchased by my father in 1993 and I believe it was raced in DavenportIowa in 1993 or 1994. at the September Antique Motorcycle meet. The motor has not been started since then. I added oil and tried to start it but have not had any luck, it does have spark but it seems pretty weak so I assume the magnets in the magneto need to be “recharged” It will hit once or twice on starting fluid but won’t run. The motor seems to turn freely and feels like it has LOTS of compression. This is a push start only bike with NO BRAKES. The frame is VERY beat up with lots of dents dings and reinforcements brazed on as shown in the pictures. The gas/ oil tanks do hold fluid but have also been used and abused through the years. There appears to be Indian Red paint under the black paint but I have no idea what or where the frame came from

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If you have read some of my previous posts, I have never been a believer of motorcycles sitting inside, as a display. But when it comes to a real, purpose build, no brakes, no transmission board track racer, I can understand. I believe that there is currently one annual Board Track race in the US, and it appear to be run at a horse track. There is also an annual gathering in Germany and they are lucky enough to have access to a concrete bicycle Velodrome. So if you were to pick this Indian Board Track racer up, unless you live way out of town, know the local police and have no stop signs to worry about, this bike will likely end up as a display in your home 363 days a year.BB

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1976 Laverda 3C 1000 for Sale

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Laverda Triples are big and burly, like Italian Kawasaki Z900s: manly machines with stiff controls, tall saddles, and stable handling.  Bikes heavy enough to bend their own center stands if you’re not careful…

The 3C was Laverda’s follow up to the line 750 “Super Freni” twins, a multi-cylinder answer to turbine-smooth, big-bore competition from Japan.  It had the displacement, power, and physicality to be in the hunt with those machines, but lacked their smoothness: the early 180° camshafts made great power and an unholy noise, but produced vibration to suit the bike’s aggressive character…

1976 Laverda 3C 1000 for Sale. The orginal eBay listing suggests that the seller is pretty meticulous and is upfront about the fact that, while the condition of the bike is excellent, he is not 100% sure the mileage is accurate because the speedometer cable has been repaired at some point.

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When I bought the bike the tail pipes had been plugged but there was gas in the tank and what appeared to be the original battery. The tank had rust in it so I had it boiled and lined by a local radiator shop. I put new Bridgestone tires on front and rear. The front and rear calipers were rebuilt with OEM parts. The rear master cylinder was replaced with OEM rebuilt. I installed a new battery and purchased a new starter. In the last 2 weeks I had the carbs removed, rebuilt and synched and the bar which activates the rear brake repaired. The oil was just changed, new plugs, and air filter was cleaned. My mechanic also added 3 stone gas filters which are not stock. I bought two side covers and badges and had them painted by a local painter.

The bike sat in dry storage for approximately 25 years and its cosmetic condition was quite good. I believe the tank is in original paint but I’m not sure. There are some marks, nicks, and scratches on the tank. The right side Laverda emblem also has some blemishes. It can be replaced as it is a screw in emblem. The chrome, exhaust and fenders are in excellent condition. Some of the handle bar and plastic around the lights are pitted but nothing (my opinion) that takes away from the bikes beautiful lines. The seat has a tear in the seam. The black frame has chips and could use paint in places. The tail painted are has about a 2″ crack by the pin stripping. The turn signals, horn, and lights all work.

Yesterday was the first day I rode the bike and the gentleman who worked on it explained it should have the chain adjusted as it is too tight and also have the sprockets cleaned. I would also change all the brake pads which are available on Ebay or from Laverda spare specialists. I use Columbia Car and Cycle in Canada. The owner, Wolfgang is a wealth of knowledge and just first class when it comes to ordering Laverda parts. Really nice man….. I have a new pair of hand grips that will go with the bike. The bike starts up quickly and sounds great.

I do not play games and try to be very accurate with my descriptions. The bike shows 8600 miles which at first I believed to be accurate. Once I looked into the bike more I noticed that the speedo/odometer cable was repaired at some time. If it was it may have more miles then the clock says. Everyone who looked at it believes it is a low mileage example. The speedo and tach are crystal clear and have not seen much sun or weather. I only add this about the cable as I have no other paperwork with the bike to verify mileage. I do have paperwork for almost everything I have done which will be included with the bike.

I do not have a BIN and will not disclose reserve. I do not want to trade for anything. Shipping is the responsibility of the buyer. I will allow bike to be shipped overseas but please look into prices before you bid. The bike comes with what looks to be an original tool kit, a shop manual and one set of keys.

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As I’ve stated previously: if I’m buying a Laverda, I’d prefer an orange one. But this one looks to be a very nice example.  Famously overbuilt, this is a perfect choice for the vintage bike enthusiast who wants to actually ride their ride, not simply show it off or hide it away in a heated garage.

-tad

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1978 Laverda Jota 1200 America for Sale

1978 Laverda Jota 1200 America R Side

As you may know, I love the Breganze-built machines from Laverda.  They push all of my vintage bike buttons: they’re rare, anti-social, and can hold their heads up high out riding on today’s roads.  Hopefully, prices for this forgotten marque [at least in America] will stay low long enough for me to find the time, cash, and space for another bike.

For those of you not familiar with these hairy-chested, tangerine colored beasts: Laverda introduced its three-cylinder follow up to their durable twins in 1973 as a 1000cc machine.  It made about 80hp and could do a solid 130mph.  Slater Laverda in England saw potential in the new machine and introduced their “Jota” in 1976.  Basically a classic hot-rod version of the overbuilt 3C, it easily handled the newfound power: the Jota, named for a Spanish dance in triple-time, made 90hp and could top 140 with ease.

1978 Laverda Jota 1200 America Cockpit

These were very demanding machines to ride, with high-effort controls and handling, but rewarded with stability and a howling engine noise that resulted from the odd, 180-degree crankshaft.

The 1200 America was basically designed to meet EPA regulations with lower-compression and bigger slugs to keep performance on par with European version of the 1000.

1978 Laverda Jota 1200 America Dash

It’s not easy to find shops that work on these, so owners tend to be a pretty knowledgeable, do-it-yourself kind of crowd.  From the original eBay listing:

1978 Laverda 1200 America for Sale

This particular Laverda, a 1200 Jota America with a build date of November 1977, is a fine rider and attracts attention wherever it goes. I have owned it since 2009, and I enjoy it on club rides and quick trips over the “Dragon”. It runs very strongly and has been very reliable for me. After I bought it I went over it, checking the valve clearances (OK) , cleaning/tuning the carbs, and fixing a slippy clutch. I replaced the plates and springs and the triplex primary chain for good measure. I checked the compression when the engine was dead cold and found all cylinders within two lbs. of 157psi. I confirmed that the cams were the coveted 4C, but I did not pull the heads to see what pistons were in it. I suspect they are higher than the stock compression. I have changed the oil and cleaned the screen several times. I am now running Mobil 1 20w50 motorcycle oil. It is fresh. It has several desirable mods: rear-sets, Jota handlebar, Jota exhaust (I suspect they may be the original ones from England- they are light as a feather with no baffles), modern four-piston Brembo calipers, drilled rotors, braided SS brake lines, SFC fairing, Progressive shocks, the 4C Jota cams, and Moto-Witt ignition. It also has the bum-stop Jota seat, but it has a small tear in it. I have owned five Laverda triples and this one is the fastest. I hate to see this rorty beast go, but my old body finds the riding position too sporty and I just don’t ride it enough to justify keeping it. It is a fine-looking beast with tons of charisma. I had the exhaust pipes and mufflers re-chromed recently and the oldish paint is still thick and shiny but there are nicks in several places that have been touched up. She makes a very presentable rider – not a show bike. The engine and frame numbers match- it is no. 1697 and is titled as a 1979 model. I just went out to the garage and started her up for the first time since October, when I drained the carbs. She started right away with the distinctive, spine-tingling roar that is unique to these 180-degree triples.

1978 Laverda Jota 1200 America L Engine Detail

The seller also mentions a number of YouTube videos of his bike running.  They’re very short, and the road doesn’t allow him to really use the bike in anger, but it’s always nice to hear the bike you’re bidding on run…

So far, bidding seems pretty tame for this one, but there are still five days to go.  These are great, manly hunks of metal, and I want one very badly.

-tad

1978 Laverda Jota 1200 America L Side

1953 Vincent Rapide

What can be said about the 1953 Vincent Rapide that hasn’t been said? To many people, not only is this the ultimate vintage motorcycle, but the ultimate motorcycle. Yes, it’s not the mythical Black Shadow, and defiantly not the Lightning, but the Rapide is the base line for those two, and not a bad baseline at that.

 

Pictures sell, not words

1953 Vincent Rapide

Item comes from an estate sale and has been in long term indoor storage for several years.  Show quality restoration completed in 1971. 

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The seller used very few word because its assumed that everyone knows whats up for sale. As any vintage motorcyclest know there are hundreds of questions to ask before buying. But in the case of the Vincent Rapide, no mater what the seller’s answers, if you have the means you will buy the bike.

When Vincent’s come up for sale, you know a few things. Lots of people with look, few will buy and the price paid will be high. Like the previous owner, there is a good chance that the next owner will not ride, let alone start this bike. The Vincent use to be the ultimate tool to get down the road, and make fools of anyone who tried to keep up. Now a 1953 Vincent Rapide like this is a work of art, to be displayed safely in-side with neither oil nor gas to ruin the bike. There are people out there that ride their Vincents, and ride them for many miles. But like many expensive things, it is getting hard to rationalized taking the beautiful bikes out on the road were they could get damaged. The Vincent has become and investment, and not a motorcycle. BB