Author: Brian

1965 Bultaco Metralla MK2

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There is a huge interest in 2-stroke sports bike, and this can be seen by the response we get here on CSBFS and our sister site RSBFS. The bikes that get the most attention are the big names Japanese bikes that have proven race heritage. But I think that many people are unaware of the Bultaco and there success in Grand Prix racing. (1967 Isle of Man 250cc production winners with an 88mph average) They may not have stood on the top step of the podium often, and were later pushed off the podium all together when the Japanese manufactures really started to dominate. But this 1965 Bultaco Metralla MK2 has a racing pedigree, and I think will soon dominate collectors want lists soon.

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From the seller

I purchased this 1965 BULTACO METRALLA MK2 32 YEARS AGO from a collector friend in Barcelona (Spain). I rode around Spain for a week and also participated in a rally in the Pyrenees organized by the Catalunya Motorcycle Club. The route chart is still stuck on the gas tank!  My friend who was riding a Montesa 175 was hit by a car and he had to ride back with 5 broken ribs nearly 100 miles on the back of my Metralla to the hospital in Barcelona!!

I imported the bike to the US in 1983 and rode it a few times before putting it in my motorcycle collection. This is harder to find European model with smaller headlight and clip on bars. (“Europa” model).

The Metralla 250 MK2 is an excellent motorcycle and fast for it’s day. A friend in a car clocked me many years ago at over 85mph sitting upright. 27 b.h.p. (same as a Triumph 500 Speed Twin!)

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I was able to find numbers that match what the seller gives: 27.6hp at 7500rpm giving a top speed of 100mph from the 244.3cc, 5-speed 2-stroke. Apparently the carburetion for the Metralla grew through the years, starting with a 27mm unit and ending with a 32mm Amal Concentrick MK1. Bultaco used a separate oil tank with a manual pump to measure the appropriate gas to oil mixture. Fill the tank with gas, pump the appropriate number of times, and oil would mix with the gas in the tank. This and the fully enclosed chain were features that added to the simplicity which Bultaco added to your 2-stroke pleasures.

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How many people have thought about flying to a foreign land, buying a motorcycle, and hitting the road? This seller tells of how they did just that, and the proof is still laminated to the tank. Would you crate this 1965 Bultaco Metralla MK2 up after you bought it and send it back to the Pyrenees for a tour? BB

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1968 Aermacchi CRTT replica

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This 1968 Aermacchi CRTT replica strikes me as having a very clean look with flowing lines. When the seller says that they had built this to go Land Speed Racing, it both surprised me and explained the slippery look. Built to emulate a road racer, but re-purposed to go as fast as possible on an expansive Salt Flat.

 

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From the seller

This is an Aermacchi CRTT replica newly built from frame up by the legendary craftsman Tom Arnone, transformed from 1968 CRS #6062 to CRTT specifications.  (Very few CRS’s were built, even fewer CRTT’s, and most of either model were reserved for factory teams or, in the US, professional racers.)

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When I saw the listed location of the motorcycle, I was wondering how does a road racing bike end up in Montana. Then I see that a trip to Bonneville was in this bikes future, it made more sense. Throughout the US, Canada and the World,  garages are filled with vehicles that will only ever race on salt, and no other track or drag strip will contain these Land Speed Racers.

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More from the seller

The engine is a fresh Ron Lancaster built 250 short stroke, which has only been started, no miles.  Carburetor is a Del’Orto SS1, 30mm.  Engine covers are factory team issue magnesium.  I do not have a “build sheet” on the engine but the purchaser (or prospective purchaser) can contact Lancaster for details, if needed.

Front and rear brakes are ex-factory team Oldanis, magnesium, with correct Borrani wheels, stainless steel spokes.  I have been told that only 44 sets of these magnesium Oldanis were ever made, with 32 sets going to the original factory race team bikes.  This front brake has been relined and set up by Vintage Brakes.  Rear brake linings are new.

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Aermacchi first offered the CRTT (Competition Road) in 1961 with a long (under square) stroke motor, with the stroke being longer then the diameter of the piston. This traditionally offered more torque, but fewer peak RPM’s. By the end of production in 1968 the engine became a short stroke, or over square. In 1965 I found that the 250cc engine produced 28hp at 9500 rpm, and at Daytona the CRTT would reach 107mph down the straight. Even though the altitude at Bonneville effects engine tune, with effort and the right gears, I wold imagine that the Daytona top speed could be beat.

 

To summarize

In short, what we have here is a race-ready CRTT built from frame up without regard to cost, by an obsessive-compulsive, artistic Italian who is known for his motorcycle builds, and his custom racing bicycles….There has been, literally, no expense spared in building this motorcycle….This bike was being prepared to run at Bonneville in the BUB Trials but reality has interfered with that plan, so it’s reluctantly up for sale.

 

This 1968 Aermacchi CRTT replica was built to go really fast on the expansive Salt Flats of Bonneville. But it has the DNA of a Daytona road racing victor. Which ever way you go, you will not be shorted by this Italian single from a Milwaukee manufacture. BB

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1973 NCR Ducatti 750 SS

I have purchased items from England and Germany from eBay after searching for months in North America. The added cost of shipping was worth it because they were important parts that I needed to complete a project. When talking about this 1973 NCR Ducati 750SS getting an Italian racing machine from Roma would also be worth the cost.

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From the seller

This is a 100% original 1973 Ducati 750SS NCR race bike pre production type. For more info and details please contact Mr. Reno Leoni in Bologna (Italy)

 

I am going to say that Mr Reno Leoni is more comfortable speaking in English then writing as he has added a phone number to ring him up if you have any additional questions. But really what other questions other then “how long will it take to get here?” can you think to ask?

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In 1972 Paul Smart rolled to a victory at Imola on a new 748cc Desmo L-Twin designed by Dr Fabio Taglioni. it was 2 years later the Ducati 750SS with the Desmo heads was offered to the public. From the Ducati Factory the SS would generate 73hp at 8000rpm, and with two huge Dell’orto carbs would move you along very well. But what happens when that same bike is rolled into the NCR garage? Removing the un-needed, and “breathing” on the internals. How much more can you imagine?

 

NCR mission Statement

NCR’s mission is to prove itself to the motorcycling market as a designer and manufacturer of very exclusive motorcycles that use the highest available technology and leading design to a knowledgeable and demanding customer.

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With a starting bid of $120,000 there are not going to be a lot of bidders for this 1973 Ducati NCR 750SS. But those that are willing to invest are getting two things. A blue chip 750SS, and the additional cache of NCR. Will the new owners campaign the bike? They say it takes a large fortune to make a small fortune in racing, does that hold true for Vintage racing?

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1977 Yamaha King Kenny replica

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Many of the bikes that I bring to these pages are eye catching. Flipping through eBay, this 1977 Yamaha RD400 King Kenny replica in yellow and black, and full fairing defiantly stopped me. What I was hoping for was a story about how this bike came to be.

From the seller

This is a race bike for the track or street. CA clean titled, plated  and registered. It has new wiring, new brakes, new top end rebuild with pistons, rings and seals. All professionally done at Motorcycle Performance in L.A. It has the rare Moto Carrera fairings and rear sets.

 

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Was this a commissioned build? Was it passed on from the builder to the seller as just another sale? There would have been so much effort put into the build, I would hope the seller would add more about it.

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 More from the seller

It is modeled after the 1978 championship bike. This is a rocket ship for the street not for the faint hearted.

Its a kick start that always turns over on the first or second kick. Has electronic ignition conversion.

What else.? The reserve is low so bid happy. I can help buyer with shipping company I use and so do all my buddies.

This bike MUST GO. Baby and broken collarbone bills force the sale.

 

What I can see from the few pictures is that there is a great big vented front disk brake. Is this a RD400 unit that spent some time on a drill press, or has a bigger and better unit sources from the Yamaha bins? If it is bigger and better, was a bigger, better, stronger front end added? The rear shocks look to be 21st century, but the rear disk looks to be what you would find on a stock.

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The seller says that this 1977 Yamaha RD400 is a tribute to Kenny Roberts 1978 year, and not a bad year for the man who would become King. This was the year that Kenny became the first American Grand Prix Champion. He would race the 250cc, 500cc and Formula 750 series, entering as many races as possible to learn the unfamiliar track of Europe as quickly as possible. Beginning with a victory by lapping the field at Daytona, and ended with Kenny Roberts finishing in front of Barry Sheene at the Nürburgring. When you throw your leg over this bike, will you imagine yourself at Daytona, or the Nürburgring? BB

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1965 Norton Atlas

Norton had been making motorcycles since 1902, and the “Norton Winning Way” described how successful Norton had been. For the Model year 1962 Norton rolled out at 750cc rocket called the Atlas. This 1965 Norton Atlas has made it through the last 50 years, and is offered today modified to the sellers vision, and understands that the new buyer might have different ideas.

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From the seller

I am selling my 1965 Norton Atlas. This is a very special bike and has had a lot of really great people’s time, blood, sweat and tears put into it over the past few years. The bike was re-built from the ground up and every piece on it was hand picked with specific reasons and a specific purpose. …First thing I want to mention about this bike is that it starts from cold on the first kick, EVERY TIME. It has great compression and sounds amazing and having it fire up on the first kick is always a good feeling and leaves guys with modern bikes shaking their heads.

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Norton’s Burt Hopwood had designed a vertical twin to match the parallel twins most British manufactures were offering. First appearing as the 497cc Dominator, by 1962 the Atlas motor had been bored and stroked to 745cc. Like others had done, Norton saw the buying power of North America, and more power is what was wanted, so more CC’s are what Norton gave them. Oh and did North America want those CC’s a shakin’?

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More from the seller

Front brake has been upgraded to a commando disc brake for increased stopping power and safety, maintaining the stock Atlas yokes with Commando Roadholder tubes and forks. New Avon tires were put on during rebuild and have the same mileage on them as the motor.

A few other things the bike features are:

• Dunstall clip-on bars (rare)

• Tommaselli throttle

• Magura grips

• Magura clutch lever

• Brembo master cylinder and brake lever from Colorado Norton Works

• Smiths gray face gauges

• Swept back pipes (very hard to find, rarely in stock anywhere)

• Rear sets

• Milled and upgraded gear box cover and kick start seal

• Super blend bearings all around,

• Tommaselli headlight ears

• Aluminum front and read fender from Clubman

• New custom leather seat

• New rear shocks

• Rebuilt front shocks

• New Fork Seals

• New tank rubbers

• New gas cap

• Freshly lined tank

• New rear frame loop from Clubman

• New rear tail light

• Reverse cone mufflers

• Fresh bulbs in tail light and head light

• Recently serviced transmission

• New Napoleon Bar End Side Mirrors

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The Norton Winning ways had begun with a single cylinder, OHC engine which out classed the competition. As Norton fell behind in engine development, it was able to use the Featherbed frame designed by Rex and Cromie McCandless, which gave Norton a helping hand to stay ahead of the competition. The Atlas jointed the big 750cc engine with the Featherbed frame, giving power and road holding. Growing pains were felt by the Atlas, and from first production, to final production in 1968, the Atlas lost HP, and RPM’s in an attempt to remove vibration. The seller of this 1965 Norton Atlas had a vision, and as the bike sits, it is a very well put together café racer. If you are interested in the bike, check out the sellers other requests and statements as they are ready to pass on their vision. BB

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1956 Parilla Lusso Veloce

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Tad had highlighted another Parilla race bike early, so when I saw this Parilla, I had to take a look. And it looks really nice, but something is missing. No cables? Then I see the head on the description of this 1956 Parilla Lusso Veloce:

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From the seller

***********************Please note this a PROJECT BIKE*********************************

1956 PARILLA Lusso Veloce 175cc

Most all parts are there, above average sheet metal

Engine turns over, but needs full rebuild.

Have some engine parts, spare cylinder, head and more….

These will be included if buy it now price is reached…………….

Full payment within 14 days of auction end.

BUYER responsible for pickup/shipping arrangements.

I can store the bike for 30 days if need be

Bike has clear title.

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The picture sequence of the auction is a little confusing, and any buyer might want to send a question. Is the engine pictured in the frame the same engine that is in pieces on the work bench? When the seller says the engine turns over, do they mean the crank in the case? Is that the before picture and in the frame the after picture?

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Looking around a little it appears Parilla was a manufacture that had specialized in 2-stoke engines before the Lusso Veloce. They had developed the engine to fill the gap between their offerings to the public and the engines that the company went racing with. The 175cc engine was tuned for both touring and sport models, with the Lusso Veloce offered as the sport, and the Parilla Fox as the touring model.

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Baseball card number for the 175cc engine: 18hp at 8800 rpm fed by a 25mm SS1 Dellorto giving you 77mpg (touring model?) and a top speed of 86mph. Not bad for 175cc. The Parilla high cam design gave the advantage of short push-rods, allowing you to wind the engine up. Parilla used the design in 175cc, 200cc and the big 250cc Grand Sport. They also offered the North Americans an off road capable Wildcat.

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The seller says that all the parts are mostly there. But as with any vintage bike, finding those missing pieces might take time, effort and money to locate. That is the fun of owning something different. This 1956 Parilla Lusso Veloce is something different, and if you want to study Italian, nothing like searching for Italian parts to complete this project. BB

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1974 Ducati 750 Sport

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Dr. Fabio Taglioni had brought the Italian 90 degree twin to the world in 1971 with the 750 GT. The engine, combined with a trellis frame created an instant classic. I have always wondered if a designer knows when they design and icon, or if it takes years to realize. This 1974 Ducati 750 Sport has gone through a restoration and sits ready for the next owner and the next 40 years. How will the first 40yrs of use compare to the next?

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From the seller

This is a completely restored 1974 Ducati 750 Sport.  This is a one owner bike.  It was purchased on September 6th 1974, in southern California.  Unfortunately it sat since 1977.  After 36 years of sitting it was in need of a complete  restoration.  It was completely disassembled down to the frame.  All frame pieces, triple clamps and bottom fork tubes were powder coated.  The engine case and cooling fins were bead blasted and all originally polished aluminum pieces were repolished.  The cylinder sleeves were replaced do to pitting.  The piston rings, valve guides and valve seals were also replaced along with all gaskets and seals.  The rims are new (Akront Morad-made in Spain), they were drilled, laced and trued by Buchanan Spoke and Wheel.  All wheel bearings were replaces and the hubs were polished.  The Delorto carbs were cleaned and rebuilt.  I had to replace the original Brembo brake master with a newer style Brembo master as the original was rusted solid.  The Brembo brake caliper was powder coated and rebuilt with new pads.  The forks were completely cleaned and the seals replaced.  All body pieces are freshly painted and new decals applied.  All chrome pieces were rechromed.  All grips and rubber are new.  The gauges were cleaned and calibrated by Palo Alto Speedometer.  The tires are new Continental vintage motorcycle tires.  I replaced the dual point ignition and coils with a Dynatec electronic ignition system for smoother more predictable running.  This bike looks like new and runs and sounds great.  Everything works and it’s awesome to look at.  You wont find another one like this.  I also have three different like new manuals that go with it, plus some advertising posters and Ducati shop rags.  Good luck!

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The first 90 degree v-twin came out of Ducati in 1971 with the Ducati GT. The Grand Tour grew into a Sport bike over a couple years with the increase in compression ration, and the addition of 32mm Dell’ortos. The riders position also was altered by adding clip-on bars and rear set controls. The GT gave you 50bhp, the Sport upped that to 56bhp at 8200rpm giving you the power to push the wind aside and reach 125mph.

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This 1974 Ducati 750 Sport has sat most of its life un-used. The current seller lists all the right things: re-chrome, re-paint, new rubber, ect. So what the winning bidder is going to get, is an almost new bike, with apparently few miles, just lots of years. The Ducati V-twins has become an icon of the sports bike world. It earned that with not only design and looks, but with performance. The problem has become the cost to own an icon has taken some of these bikes off the road, and put them up on pedestals. I suggest you purchase this bike, ride it for the next 40 years, then plan another full restoration. BB

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1971 Triumph Tiger

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Motorcycles have a style, and with all style, they change. One year its choppers, the next its café racers, and the next its bone stock. Triumphs have always been a motorcycle which can take on all these styles. We focus on the sporting side of the spectrum, and this 1971 Triumph Tiger have all the styling cues of a classic café racer.

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From the seller

Item for bid is 1971 Triumph Tiger 650 4 Speed, set up as Cafe Racer. I am original owner of this bike, now selling to downsize collection. Solid “old school” cafe racer built before the current craze.

Bike has around 1000 miles on it since a 2003 total motor and transmission rebuild which included:

 

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.. .020″ overbore/pistons

..all new bearings/seals

..valves/guides/springs

..several transmission gears

..Morgo racing oil pump

..primary chain

..clutch center/steel plates

..Boyer ignition

..Podtronics regulator

..coils/plug wires

..Sludge Trap cleanout

..camplate leaf spring was converted to old style “plunger type”

 

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Bike also features:

..Unity Equipe fiberglass tank

..Thruxton Style fiberglass seat

..NJB racing shocks

..Tommaselli Levers

..SRM Bearing Pressure Plate

..Sammy Miller folding kick

..Clubman Bars

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..Also NEW in 2014:

..Transmission sprocket

..Rear Chain

..Speedo Drive Unit

..Barnett Clutch plates

..Caswell seal of gas tank for ethanol fuel

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The first generation of café racers were the ones build by the owners. These owners wanted to emulate the motorcycles that they saw racing on the track. They started with what ever they had, removed what they didn’t need, and used what they could get their hands on to complete their vision. Second generation café racers are those built with parts manufactured specific to a style, and marketed to motorcyclist. Paul Dunstall made parts for motorcycles which added style as well as performance. The tank and seat are inspired by endurance racing bikes, but manufactures for the road. Along with the tank and seat, the smaller parts like the rear-sets, kick starter, and bars, all give this 1971 Triumph Tiger the look. BB

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Impulse Matchless G3L

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The picture of the Flying “M” has caught my eye over the last week, but I had never checked out the listing. This morning I saw it again, saw 12hr left on the auction and wondered what kind of motorcycle could cause an impulsive investment. This 1949 Matchless G3L is very well put together, and if I did not have control of myself, I could hit the bid button.

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From the Seller

Matchless G3l. Very nice older restoration, not perfect but it has held up pretty well. Very presentable. All painted and chromed surfaces shine nicely. Although there are a few minor blemishes. .. Recently I have gotten it back to running condition. A new battery (housed in an old looking Lucas battery) and a new voltage regulator. The electrics work well and the battery charges…..The bike starts easily runs great and stops when asked. Chronometric speedometer works too and shows 786 miles since the restoration…..One thing that makes this bike great is that it has low maintenance drum brakes and magneto ignition on a 6volt system makes this bike very easy to take care of. No worries about brake fluid or really even a battery because it will run just fine with a dead battery. I could see this bike being used as a pit bike at historic or vintage events. Just imagine rolling this beauty out of the trailer and cruising the event.

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Originally developed by Matchless as a war machine, the G3L had the advantage over the G3 as that it had Teledraulic front forks. With its 350cc engine, dispatch riders all over the world used the Matchless to get from point A to point B, weather it in the desert, the jungle, or the forests. It did such a good job that the British Army continues to us these singles into the 1960’s. After the war, like other surplus items, the G3L ended up in the hands of civilians, and became the preferred weapon in off-road trials competitions. 

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This 1949 Matchless G3L was produced before updated rear suspension was added the same year. The black finish was the color these post war bikes were painted, replacing army green. You only have 12hrs at the time of this writing to see if this war horse turned work horse will end up in your stable. How much control over your impulse do you have?BB

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1975 Kawasaki H1

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In the early 1990’s when the music scene in the North West started to hit the rest of the country, one of the factors in the sound was the weather. Everyone outside of the NW thought that it rained 365 days a year and all the musicians in the area had nothing to do but write and perform music inside. I think that misconception could transfer to the builder of this 1975 Kawasaki H1, as it is being offered about as North and West as you can get in Washington State without being in the Sound. They have spend a lot of time in the garage putting this rider together.

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Stream of conscience from the seller

hello.for auction today is a fabulous running kawaski H1 500 2 stroke racer….cafe custom that i built about 5 years ago…….if you know anything about h1’s you will know that they were one of the most adrenaline pumping bikes ever made……..ok engine top rebuilt less than 3500 miles ago………burns super clean .nice brown color on all plugs…..the frame has a clear wa state title and it is from the year 1975……….the engine is a 1971 H1 motor…………if you are looking for a garage queen this may not be the bike for you although it does look very very nice………….this bike is a rider………..totally reliable and from stone cold a 1 to 2 kick start bike………some features…….jim lomas hand made expansion chambers(the right outside pipe as you can see has a small dent this was from the kick starter hitting it when  i first built the bike and i did not include enuf clearance………….bronze swingarm bushings and taper head bearings make this bike handle beautifully even at HIGH speeds……..dont believe the old stories that h1 were bad handlers…with the bronze bearings and head taper bearings this bike track true as an arrow………power dynamo electronic ignition..the absolute best in my opinion…….aluminum clip ons………custom pvc oil tank……hand made seat.(made by me)….all paint done by myself………..ok the tank is an old fiberglass unit that i sealed with caswell expoxy….i sealed it 3 times so as to insure no leakage and vapor damage to the paint……this tank had a flat bottom with no tunnel consequently i remove the section of the frame to accomodate fitting it…..i will include the piece i removed in case the new owner wishes to change the tank…it is an easy reweld……..evrything works as it should a bonafide 110 plus mile an hour bike………clear w state title in my name and collector tabbed…….as it is a used bike no warranties………..will assist where possible with shipping..thks good luck …………

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The builder of this 1975 Kawasaki H1 has told us a lot about the bike, really quickly. It looks like they were aware of the reputation of poor handling and addressed that. They spent energy to make sure that there is a good spark as well. The styling of the bike is something that stands out, and the seller hits some high points in their description. But because it is a unique build, the buyer will have to spend time looking, to see if it is something that satisfies their taste. BB

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