Tagged: superbike

Mean, Green, and Canadian: 1984 Kawasaki KZ1100R ELR for Sale

1984 Kawasaki KZ1100R R Front

Big, brash, and charismatic, big superbike replicas like the KZ1100R put paid to the stereotype that a UJM is doomed to be some sort of boring appliance. Sure, the “Universal Japanese Motorcycle” does sound a bit familiar and unexciting, but the formula flat works. Based on the garden-variety KZ1000J, the original KZ1000R displaced less than that bike’s 105cc, down to 998cc to make it eligible for racing and it featured general updates to the already venerable air-cooled inline four aimed at increasing power and keeping the bike’s reliable reputation intact. But engine updates alone don’t a sportbike make and, although the R was heavy, revised frame geometry gave the bike the agility needed. The K1100R was an update to the original bike, with a bigger 1089cc engine.

1984 Kawasaki KZ1100R L Rear

So what about this whole “ELR” thing? Well this lurid green monster was a race replica meant to celebrate the successes for Eddie Lawson, rider for Kawasaki and successful AMA Superbike competitor. The original K1000R was the real-deal Eddie Lawson Replica and, although the K1100R certainly looks the part, purists often seem to consider it less desirable.

1984 Kawasaki KZ1100R Tank

From the original eBay listing: 1983 Kawasaki KZ1100R for Sale

Second owner, 1984 Kawasaki Eddie Lawson superbike replica KZ1100R with 20,000km (13,000 miles). Canadian model. Bike starts, runs, and drives excellent. Needs nothing except a new home. original bike color changed from Stardust Blue to Green last year. Top quality paint work with 6 coats of clear and a new decal kit from England. Inside of tank was professionally recoated and guaranteed for life. Every other part on this bike was powdercoated other than the frame and engine. Engine is completely stock and has not been worked on or modified (other than valve cover gasket). Updated brake lines front and back. These beautiful bikes are getting more rare every day. Original owners manual and tool kit included as well as spare keys. Kerker purchased last year. Clean and clear title in hand. All original parts included with sale (I have spent years collecting hard to find parts). See list below for all extras included with sale. 

Extras included:

  • New front tire
  • Set of working carbs
  • OEM front fender (new paint as well)
  • Shop manual
  • Gasket kit
  • Fuel petcock complete
  • OEM crash guards
  • OEM airbox and filter
  • OEM intake boots
  • Spare chain guard
  • OEM decals
  • Decals, cables, and hardware

1984 Kawasaki KZ1100R L Tank

The starting bid is $10,000 with no takers yet and very little time left on the auction. This second generation machine represents and evolution of the original KZ1000R Eddie Lawson Replica but was built in greater numbers and is generally considered less desirable. The price is on the high side, but I wonder if the color change is affecting the bidding as well: even a really good paint job isn’t likely to be as desirable as the original paint in good condition and, no matter how high the quality, a change of color definitely has an impact on values. I prefer the green as well but, if the seller was concerned about maintaining the bike’s long-term value, I’d have suggested he keep it original.

Also, the bike’s in Calgary, Canada so that may be turning folks off buyers here in the US as well.

-tad

1984 Kawasaki KZ1100R R Rear

Blue-and-White Bullet: 1980 Suzuki GS1000S Wes Cooley Replica for Sale

1980 Suzuki GS1000S L Side Front

Suzuki’s blue-and-white bullet, the GS1000S was, in spite of the hulking style, dual shocks, and bulbous fairing, really more of an all-rounder than its looks would suggest. It was originally intended to appeal to European riders but, while road riders here in the USA prize straight-line stability and torque over handling, racers saw the appeal, and the GS1000S became the basis for Suzuki’s AMA Superbike racing machines.

1980 Suzuki GS1000S Engine Detail

Compared to the Kawasakis and Hondas of the same era, the Suzuki wasn’t as quick, but it made up for its power deficit by being nimble, with a stiff frame and excellent brakes. None of these bikes were really featherweights, but the difference was noticeable both on and off the track.

1980 Suzuki GS1000S R Front

Race bike building was handled by the iconic “Pops” Yoshimura and ridden to victory by Wes Cooley, both of whom transitioned from Kawaskakis. The relationship was beneficial to everyone involved, and Wes won the AMA Superbike Championship two years running. The GS1000S was never officially associated with Wes Cooley, but riders in the States dubbed them “Wes Cooley Replicas” after the fact and the name stuck.

1980 Suzuki GS1000S Dash

Specification-wise, the bike isn’t particularly exciting: a two-valve, 997cc air-cooled four putting 90hp through a five-speed box, 525lbs wet weight, and a 130mph top speed. But it’s really the package that made this work and the proof, as they say, is in the pudding.

1980 Suzuki GS1000S Rear Suspension

From the original eBay listing: 1980 Suzuki GS1000S Wes Cooley Replica for Sale

If you had the resources to rebuild a classic, limited production Superbike and fit it with every upgrade available back in the era when this bike ruled the streets, this is what you would have.

NOTE: This is a 1980 Wes Cooley Replica. It was produced for only the years 1979 and 1980 with production numbers estimated to be in the 750 range for 1980. The factory rear-set foot controls fitted only to the 1980 version makes this a one-of-a-kind frame as all of the other GS1000 standard chain drive bikes had the same frame. The 1980 version cannot be “faked” because of its unique frame, unlike the ’79 version that used an ordinary frame.

This bike was a frame-up rebuild which included the following:

ENGINE:

– New Valve Job 

– Freshly honed cylinders with brand new OEM Suzuki rings

– Valves adjusted

– New Mobil One synthetic oil and Fram oil filter

– New NGK spark plugs

PERFORMANCE EXTRAS:

– Dyna Tech electronic ignition

– Dyna 3 Ohm (green) coils

Taylor ignition wires (brand new)

– Yoshimura Replica stainless steel exhaust (cost $750 shipped here on eBay)

– Aftermarket wire wheels with stainless spokes – wider than stock

– Aftermarket Rear sets. Especially rare as these only fit this one exact year/model bike

– Braided stainless brake lines with clear covering (that won’t scratch paint)

– Adjustable Clutch Lever and dogleg front brake lever

There’s more information about the build over on eBay, so pop over for a look. The Buy-It-Now price is set at $12,000 which honestly seems like a very nice price for a bike with this much work put into it. Yeah, you can find a decent Wes Cooley for less, but they’re appreciating in value, and this one has been comprehensively restored and tastefully upgraded. These are extremely rugged motorcycles as well, and that makes them especially appealing to collectors who want to actually ride and enjoy, rather than display their pride and joys.

-tad

1980 Suzuki GS1000S R Side

The Wes Cooley-ist: 1980 Suzuki GS1000S for Sale

1980 Suzuki GS1000S Wes Cooley R Side

Today’s blue-and-white Suzuki GS1000S “Wes Cooley Replica” is a throwback to another era of racing, an arms-race by Japan’s Big Four as they built bigger, better big fours.

Twins and singles are generally limited in terms of absolute displacement, barring balance shafts and other, more modern trickery: get much bigger than 500cc’s, and a single will likely shake your motorcycle to pieces, and twins often have similar problems. But manufacturers began adding more cylinders, smoothness improved, and displacements soared. For a time, that additional power made attempts at weight savings superfluous, and pounds were added along with the horsepower. That weight helped to increase stability as manufacturers worked out how to make these bellowing behemoths handle.

1980 Suzuki GS1000S Wes Cooley L Side2

Watching jockey-sized pilots wrestle with 600lb superbikes in the 1970’s was thrilling, although Suzuki included handling in the mix as well. The 998cc GS1000S may not have had the straight-line speed of other bikes, but it could also go around corners and, with engines developed by “Pops” Yoshimura, it saw significant success in the hands of rider Wes Cooley.

1980 Suzuki GS1000S Wes Cooley Speedo

Although it was primarily designed for the European market, Wes’ success led to the GS1000S bike being referred to as the “Wes Cooley Replica.” Just about 1200 were made: 500 in 1979 and 700 in 1980. 1980 models like this one originally featured electronic ignition, a stepped seat, slotted brake rotors, and other cosmetic changes.

1980 Suzuki GS1000S Wes Cooley R Side Fairing

From the original eBay listing: 1980 Suzuki GS1000S Wes Cooley Replica for Sale

Nice rare bike less than 1000 sold in the United States from what I can find out. Clear Tennessee title in hand.

Bike has been owned by a good friend of mine for over 20 years, always dry inside storage (until I got it June 6th, it is still on the trailer under a cover, haven’t had time to make a spot in the garage for it). Last was started about 2 years ago, not sure if or how far he may have rode it. I have not tried to start it, petcock is leaking, I am sure the carbs need to be cleaned, front brakes do not work and the battery is dead. The ignition switch is missing the lock cylinder but I do have a key that fits the gas cap and seat lock.

Has escaped the normal Krylon paint job, appears to be all original paint, does have a couple of dings in the tank, the fairing has some road rash on the upper left. The inside of the tank appears to be in good condition from looking in the gas cap area, no tank sealer to clean out. Chain guard is cracked. The instrument cover is damaged as shown in the photo and a gauge cover is cracked. No idea of why the seat and tail section alignment is so bad, I can’t see anything that looks badly bent or broken.

Has 2 seats, one with the optional Elvis velour insert and it has a very small surface rust area on the base. Have another seat not on the bike and that seat base has rust issues and the seat cover is torn.

Pipes are from a 1000L model and have rust on the head pipes.

I have tried to show all of the damage I can in the photos. if you have a specific area you have more questions about or need more photos just ask.

I do have a new NOS windshield, NOS upper fairing mounts and a pair of NOS mirrors.

1980 Suzuki GS1000S Wes Cooley Fairing

There are just a few hours left on this auction, with bidding up to just north of $1,600 and the reserve unsurprisingly not met. Obviously, this one needs a bit of work before you head off to relive superbike fantasies, but it looks like most of the work is cosmetic or well within a competent garage mechanic’s abilities.

-tad

1980 Suzuki GS1000S Wes Cooley R Side Panel

Signed by the Artist: 1983 Kawasaki KZ1000R ELR

1983 Kawasaki KZ1000 ELR R Side

Prior to bikes like the Suzuki GSX-R750, production-based racers from Japan were big, burly brutes. Engines were large four-cylinders and plenty powerful, fitted to stiff frames that provided stability at the cost of agility. Clip ons? What are those? Superbike racing in the early 1980’s must have been amazing to watch, with pilots wrestling huge, unfaired machines around: in photos, the riders often look like small birds clinging desperately to the backs of charging rhinos…

1983 Kawasaki KZ1000 ELR R Side Rear

This bike is one of the classic road-going race-replicas of the era, a Kawasaki KZ1000R, also known as the “ELR” or “Eddie Lawson Replica.” Eddie Lawson was spectacularly successful on his bright-green KZ in AMA Superbike championship racing during the early 1980’s and the ELR was built to celebrate that success.

1983 Kawasaki KZ1000 ELR Dash

The KZ1000R was based on the more common KZ1000J that was, in essence, and evolution of the original Z1. That engine had grown from 903cc to 1015 but was stepped down to 998cc for the KZ1000 to make it eligible for various racing classes that were limited to 1000cc.

1983 Kawasaki KZ1000 ELR Fairing

Typical hot-rod tricks were used for the KZ1000R to improve performance and the package included an oil-cooler, a slick Kerker 4-into-1 exhaust, and uprated suspension. A slight difference in frame geometry that increased the steering-head angle led to a pretty significant change in feel, and the “R” felt much sharper than its more pedestrian “J” cousin.

But, as stated, the bike was no lightweight at 544lbs dry…

1983 Kawasaki KZ1000 ELR Rear Suspension

From the original eBay listing: 1983 Kawasaki KZ1000R ELR for Sale

I am selling for a friend a 1983 Super Bike Replica with low miles in which I have no reason to doubt. This is a new restoration due to the bike being outside for a few years. It has new tires and brake pads. The calipers and master cylinder have been rebuilt and bled with Dot 5 Synthetic brake fluid. Engine side covers have been re powder coated. Valve clearance has been checked and did not require shims. No engine oil leaks. New chain and sprockets.  I ran this on a shop I.V. bottle. The original petcock does not work and may need rebuilding. This will be shipped without fuel and battery. It has NOS hand grips and bar sliders. Complete tool kit and owners manual. The paint is high quality two stage urethane, the decal kit was NOS. Tail piece signed by the man himself. This would be a nice addition to anyone’s collection

1983 Kawasaki KZ1000 ELR Signature

With just 5,000 miles on the clock and only 750 examples built, it’s no surprise that the reserve has not been met at $7,400, especially since it’s been signed by Eddie Lawson himself! The repaint detracts from originality, but that should be balanced out nicely by that signature.

ELR’s are obviously not for shrinking-violets: the vivid green paint and all-around hooligan temperament make it an extrovert of a bike. These are very useable, so it’s a shame that this one will probably go into a collection and simply look cool, instead of being used to terrorize young punks on modern sportbikes in the canyons…

-tad

1983 Kawasaki KZ1000 ELR L Side

1939 Velocette KTT Mark VII

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When your dad owns a motorcycle company, you as the children have a very important role in the business. You are to go racing. This is what Percy and Eugene Goodman did for their father, the owner of Velocette. They built an over head cam racing bike, put Alec Bennett, an established racer, on it and went to the Isle of Man. They won in 1926 and the motorcycle they built was the bevel drive, OHC, KTT. K for camshaft, TT for Tourist Trophy, which they won. This 1939 Velocette KTT Mark 8 was the first iteration with a rear swing arm, but also the last version, production would end in 1949.

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From the seller

1939 Velocette KTT Mk VIII

Factory built racer with 350cc single cylinder overhead cam engine. Engine # KTT/1074, Frame #  SF/257 Purchased from original owner/racer approximately fifteen years ago out of South Africa. Sporting later year Velocette hydraulic front suspension and full width front brake. Later year rear shocks mounted with original rear “air shocks”  present and included in the sale. Very rare and desirable pre war British racer.  An excellent investment!

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Early in the production of the KTT, Velocette developed the positive stop foot shifter. The Velocette KTT success at Grand Prix racing was helped along by riders like Stanley Wood who gave valuable input into design and performance.  It was Stanley’s suggestion to move the engine forward and lower in the frame to improve handling. Over the 8 Mark versions, other improvements included an aluminum cylinder head, enlarged over time for better cooling and therefore more power. In 1937, Velocette designer Harold Willis borrowed air suspension developed for airplane landing gear, and grafted them onto a KTT to create one of the first rear swing arm suspension.

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Velocette made motorcycles from 1904 until 1971, but their most successful Grand Prix racer was the KTT produced from 1929-1949. This 1939 Mark 8 KTT is one of those pre-war British racing singles which has had a few alterations over the years. The original ‘oleo pneumatic’ shocks have been replaced, but are included with the bike. Also seen on this KTT is a large for its time front brake, but still with only a single brake shoe.  If you want to play L.R.Higgins and become a Private Owner of this KTT, take it to the track, preferably one on an island, and put yourself and this KTT to the test. BB

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1952 Norton Manx 40M

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The “Norton Winning Way” was a catch phrase that was used by Norton to sell on Monday after they won on Sunday. One of the most successful Nortons ever was its OHC Manx racer. It was offered in both the Senior 500cc 30M, and the Junior 350cc like this 1952 Norton Manx. The Manx name was a tribute to the Isle of Man and the annual race around it which has tested machine and man since 1907. The first Senior race was won by a motorcycle with Norton painted on the tank, albeit one with another manufactures V-twin cradled in the frame.

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From the seller

1952 Norton Manx Engine/Frame #G10M2-46939

This is a rare opportunity to own a legend. The Norton Manx, both 350cc and 500cc were the dominant racing motorcycles of their era, in fact, these motorcycles still dominate the Vintage Motorcycle Racing Circuit today.

This Norton Manx model 40M is authentic in every way

This Manx has a very interesting history.  It was last ridden prior to my purchase in the 1993 Isle of Man Lap of Honor by 1948 TT winner of the 350cc junior class Ron Hazelhurst.

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The Manx name was first added to the Norton Internationals that had been specially prepared to race at the Isle of Man before WWII, but following the war the racing Nortons were called Manx.  From 1947 until the end of production in 1962, the OHC singles were the motorcycles that dominated the start lists, and the podiums of world class racing. If you wanted to go racing, you ordered a Norton Manx, and because of this, apparently lots of people ordered a Manx.

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Sometimes it’s who has owned it

With the assistance of Renowned Manx Guru Maurice Candy at the No Nonsense Raceway in 2004, the motorcycle was prepped, started and ridden around the pits. Mr. Hazelhurst had informed the previous owner from whom I purchased the Manx that this Manx had been sold new to the Prince of Singapore. Unfortunately the Royal Family had a dim view of the Prince participating in motorsports. Due to the disapproval of his family, the Prince purchased the motorcycle under the name of the English mechanic he had hired, Palmer Kyle. There is documentation supporting the fact that Palmer Kyle had ordered the motorcycle from Norton and there is no name inserted for the intended rider.

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The engine of the Norton Manx was the heart, but over the years, it was the Featherbed frame that was able to keep the heart winning. The McCandless brothers of England had developed a frame which out-classed all other frames. When it was combined with the Norton Manx from 1950 onward, the frame is what was able to carrier the 30 year old engine design onto the podium.

This 1952 Manx Norton was produced 2 years before Norton pulled out of Grand Prix racing, but over a decade before the Norton Manx was offered to the Public. The success of the Manx is still felt today even though Norton, the original one that is, no longer makes Norton Manx race bikes, there is a healthy after market for Manx engines, frames, brakes ect. You will not be hard pressed to find replacements if you were to bend or break something if you go racing, like the Prince did so many years ago. BB

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1974 Kawasaki H1R replica

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The same year that Honda introduced the CB750, Kawasaki gave the world something as special, but with a little more blue stroke. Offered from 1969 until 1975 the Kawasaki H1 gave the rider lots of power, but lacked the frame design to keep the power to the ground in the safest way; it was described as “the triple with a ripple.” In 1970, Kawasaki took the H1R racing and with rider Ginger Molloy aboard, they were able to gather enough points to come second to Giacomo “Ago” Agostini and his MV Augusta. This 1974 Kawasaki H1 is dressed up to look like the H1R.

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From the seller

From the serial numbers on the motor, it looks to be a 1975 H1 motor. The motor is brand new. I pulled off a cylinder and looked at the piston to check. It does not have the stock carbs and although I am not sure what size they are, they do look brand new. If I were to guess, I would say it has 32 or 34 Mikuni carbs. The cylinders are also ported. The right side head has a broken fin. Look at the pictures to see. I pulled the right head off of this to show the brand new piston. This motor is clean enough to eat off of. There is not a speck of grease, oil, or dirt on it anywhere. The aluminum is perfect. There is no oxidation or weathering on the aluminum cases. They look close to new. This bike does not have the dry clutch kit.

 

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The way the seller describes the bike, it seems like they had recently purchased it. They give the best, vaguest description of a bike that I have read in a while. They state that it appears no oil has seen the inside of the oil tank. The seller has not started it up, or appears to know if it would start up. Read the complete description to understand what you might be getting.

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More from the seller

This bike has custom chambers. It is safety wired as well. It has DID aluminum rims, 17 front and rear. The front is 2.5 by 17 and the rear is 3 by 17. The bike has Marzocchi rear shocks. If I were to keep it, I would probably put a better set of pipes on it as these pipes look like they are reworks factory pipe products. All bolts look new, no oxidation on any of the bolts or aluminum. There are a couple of small little scratches on the gas tank just from being moved around. The bodywork and paint are close to mint. No scrapes or scratches. This is done up in the right color of Kawi green.

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I was able to find some power numbers on a racing H1R from 1972, the last year that it was campaigned. 75hp at 9000rpm, with its 5 speed gear box it was good in excess of 160mph depending on gearing. The major visual and performance difference between the replica for sale and the as-raced H1R is the front break. Because 2-strokes offer no engine braking, the biggest and best brake was needed to insure that the rider was able to slow for the first corner of the course. The original H1R used huge Four Leading Shoe drum brakes because at the time, were more advanced then disk brakes. The replica offered has the advantage of dual disk.

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Internal performance differences can only be guessed at, but numbers I was able to find for an original 1974 H1 were 59hp at 8000rpm with fuel/air duties being handled by 28mm Mikuni’s. With my eye calipers, it looks like this replica may have added a few mm to the bank of carbs, the seller guesses 32 or 34. To handle the exhaust, the money shot shows that something more then stock was used. So if you are to pick up this 1974 Kawasaki H1R replica, you might have to spend some time sorting, but the end result should be very rewarding. BB

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1968 BMW R69S and R50US

Here is a study in motorcycles and their value and desirability. Two bikes from the same manufacture, same year, same paint, one 600cc and one 500cc. One given the “Sport” designation, one developed for the US market (?)

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First, the 1968 R69S, first offered in 1960, but and evolution of the R69 (no S) from 1955. It is the pinnacle of BMW motorcycles until 1970, the largest displacement, the most powerful engine, and the most sought after of the /2 era by collectors. Even with over 11,000 produces, prices are high, and by counting how many view this auction, the demand is high

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From the seller

The paint is all original with exception of the front half of the rear fender, nicely repainted and correctly restripped many years ago. The hydraulic steering damper, tank (two badges and tank interior both perfect), seat (perfect), headlamp, wiring harness, horn, exhaust, carbs, and fenders are all original to this bike, the rims and spokes are original and in fine condition, and new tires were mounted in 2012.

In the past I’ve placed a factory original VDO labelled oil pump gear tachometer, dated to 1969 and fully functional, added an original Albert bar end mirror of the early type, replaced the carburetor float chamber covers with lever tops, and replaced the original Everbest petcock with a more practical Germa petcock.

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Included in the auction are the original tool kit, shop rag, owners manual, appropriate keys, a trophy from when the bike took first prize at a national MOA meet in 1987, the “S” crankshaft balancer, and a new, properly sized wet cell battery that has not been activated.  The original BMW labelled rubber battery strap, battery tray cushion, and a new hi-lo/horn wiring harness are included in the sale, but are not shown on the pictures.

 

Now a look at the 1968 R50US. Built in the same year, painted the same way, but with a 500cc engine, without any S for sport. As you will see, there is also a change up front. The Earles Forks of the R69S are replaces with a traditional tele-front fork.

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From the Seller

BIKE ISN’T PERFECT, BUT IT’S VERY VERY NICE.  TANK, FRONT FENDER AND FRAME ARE ALL PRETTY GLOSSY AND PAINT IS VERY GOOD.  THE REAR FENDER THOUGH IS A BIT DIFFERENT.  DAD SAID HE BOUGHT THE BIKE AS YOU SEE IT, AND THE REAR FENDER ALWAYS LOOKED ROUGH.  ALMOST LOOKS LIKE JUST A QUICK TOP COAT TO ME.  I AGAIN TRIED TO GET ANGLES THAT COULD SHOW THE DULLNESS OF THE PAINT ON THE REAR FENDER.

YOU’LL SEE SOME SCRATCHES, A SMALL DING IN THE PIPES IN A COUPLE SPOTS ETC.  IT IS WHAT IT IS.  THIS IS A NICE ONE THOUGH.

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One of the major difference in a collect-ability factor, is that the total numbers produced. For the R50US numbers have been quoted as low as 400 bikes. It was only offered for 1968 and 1969, and the front fork change from the /2 bikes leads BMW to the /5 bikes of 1970. So is the R50US a transitional bike? Was it really something designed for the US market? That is a question for BMW and BMW enthusiast to debate. But you now can spend a lot more to get a Sporty 1968 R69S, or a lot less for a 1968 R50US. Do you want more power, or exclusivity in your collection? You know power can be created, can uniqueness? BB

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1979 Suzuki Wes Cooley GS1000

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Some times you run up against an auction that doesn’t seem to be the seller choice. Something the seller has to sell something dear to their heart, something they have spent time, money, and emotional currency in, and have to let it go. This 1979 Suzuki GS1000 does not seem to be one of those cases

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Sellers note

USED ITEM SOLD AS FOUND, I DON’T KNOW ANYTHING ABOUT IT, NO TILE, NOT STOLEN, BUT I’M SELLING IT FOR PARTS ONLY. STORAGE AUCTION FOUND, WHAT YOU SEE IS WHAT YOU GET, ITEM LOOKS CLEAN BUT UNTESTED

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I think the seller is hedging their bets here. Is it a real Wes Cooley bike? I would not expect a Wes Cooley to come with a luggage rack, but who’s to say it wasn’t added by the previous owner.

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More from the seller

UP FOR BID A 1979 GS1000S WES COOLEY REPLICA, MADE IN JAPAN  WITH 62242 MILES, IN GOOD COSMETIC CONDITION. ONLY 500 OF THIS MODEL WAS MADE. COLLECTABLE FOR SURE.
PLEASE LOOK AT THE PRICE OF A SIMILAR BIKE LIKE THIS ONE WAS SOLD FOR?
NO TILE FOR THE MOTORCYCLE, MEANS FOR  PARTS ONLY, THE ITEM WAS FOUND AT STORAGE UNIT AUCTION,  IS AN UNKNOWN CONDITIONS, I GOT THE KEY BUT IS UNTESTED,  FEW DENTS ON THE TANK AND SCRATCHES ON THE ITEM, THE SEAT IS NICE WITH NO TEARS, IT COMES WITH A NICE RACK

I DON’T THINK YOU OR ME GET A GOOD DEAL LIKE IT!

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The GS100 S Wes Cooley replica was based on the standard GS1000E, and was the first Suzuki to offer a fairing. Only offered in 1979 and 1980, the Wes Cooley came with the option of both coil over rear shocks, and a pneumatic shock, similar to front forks. The tell tail feature was a larger rear wheel on the Wes Cooley to allow a little more rubber for the road. 90 hp at 8500 rpm would drive the bike and rider to a top speed of 135mph, with twin disk and single in the rear to slow you down.

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It looks like some of the bidders are trying to find out what it is as well. The vin is listed so if anyone is in the know, and they can tell us if this came from the factory as a Wes Cooley replica, it would help us all understand what this 1979 Suzuki GS1000 really is. BB

1967 Yamaha YL-1 TwinJet

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I have not been able to glean a lot of information on this 1967 Yamaha YL-1 from the world wide web. But with a full fairing, and a racing background I wanted to share this little 100cc 2-stroke with everyone.

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From the seller

This YL-1 was bought in 1970 and converted to a racing bike for the 1971 AFM season.  It was raced in 1971 – 1973   The Yamaha GYT Kit barrels, carbs, heads, and pistons were added in 1973.  The bike was restored in 2010, and shown at the July 2010 Classic Japanese Motorcycle Club’s show in Auburn, CA.  The engine starts easily and it has abundant power.  Includes the “Yamaha Service Manual”, the “Genuine Parts Catalog”, and “Official YL1 GYT Modification Information”

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Yamaha has sold this bike in the US as the TwinJet. 100cc twin cylinder 2-stroke. Can’t see why it didn’t take off like the CB750. I did find that these did race, and race with some impressive numbers. 18bhp would take these twins to 93mph top speed. With 2-strokes as with any engine the power is really gained getting the fuel/air in and out of the cylinder. I would wager that the GYT kit does that well.

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I think nation wide the small displacement vintage bikes are getting more attention at the track. Locally the 175cc group have plenty of entrance, running small Honda’s with great success. I would guess that this 1967 Yamaha YL-1 TwinJet would mix it up pretty well with larger four strokes. Are you going to have a go? BB

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