Author Archives: Marty

Full Name: Marty G Website:
Info:

owner, zanemoto
zane laverda nutter, currently owning more than I should
bit of a collector too

Honda November 5, 2017 posted by Marty

“carro Babbo Natale”: 1989 Honda VFR750 RC30 with less than 3 miles in Italy

1989 Honda RC30 with less than 3 miles in Italy

Previous RSBFS posts have waxed eloquently about the RC30, about how its perhaps THE most collectible bike available insofar as modern machinery goes.  1500 units were produced each year over its two year production run and the well healed buyer was able to purchase what was truly a race bike with lights.  The RC30  came with components such as titanium and magnesium cast components, slipper clutches, a first gear designed for track starts up to 80 mph and a single-sided swingarm, etc, items never before made available on a bike available to the general buyer.

A good review of the RC30 by visordown.com can be read here but he story of how the RC30 originated is that Mr S Honda decided to show the world what Honda could do when it went all out.  The mandate he gave the engineers was simple; win on the track....and woo boy did they deliver.  The RC30 dominated in a way that hadn't been seen since the days of Agostini on the MV Agusta, with 15 of the 25 finishers in the top F1 class being on the new Honda in 1990.  The bike quickly became a legend, significantly burnished Honda's reputation and is often referred to as the progenitor machine for much of Honda's future F1/MotoGP success.

Given the mileage on this bike there isn't really too much to add for this post regarding maintenance or servicing.  There is pretty much no info from the seller other than a standard blurb about this being basically a new bike that has never been off the rear stand (although it had to be for these pics to be taken in what appears to be a parking garage).  Hopefully fluids were removed before being parked and I would expect a thorough going through would be required before firing it up including possible the fork seals? Also new rubber in case the new buyer intended to actually ride it (I know, I know...stop laughing).

Now let's turn to the question of price.  The Buy-It-Now price of 58,000GBP seems a bit outlandish at first, especially given it is more than double of a similar 8000 mile version also currently for sale on ebay.   But  there is a segment of the collecting community who crave the zero miles/so-called "crate bikes" which this bike seems to be targeted for (either that or an early investor in Bitcoin).  But even so my personal opinion is that this one is worth no more than a max 30% over the price of the "run in" versions we typically see here at RSBFS, especially given that its unlikely to ever be more than an object d'art.

-Marty/Dallaslavowner

 

Note - this bike also seems to be listed on ebay uk from a dealer but given they have 0 feedback, I would assume the location is actually Italy.

“carro Babbo Natale”:  1989 Honda VFR750 RC30 with less than 3 miles in Italy
Triumph September 3, 2017 posted by Marty

Future Classic?: 2000 Daytona 955i

The current big news in reborn motorcycling makers is Norton, especially now that the reborn company is rolling out its new V4 superbike but back in 1991, it was John Bloors relaunch of Triumph Motorcycles that had everyone's interest.   Triumph began with a series of both 3 and 4 cylinder engines but after a few years decided it would focus on the 3-cylinder engine configuration, in part due to cost but also due to Triumph's long history of producing 3 cylinder machines.  When it came time for the company to roll out their first new 3-cylinder sportbike the result was the Daytona series powered by a 955cc 3-cylinder engine.

2000 Daytona 955i on ebay

When it was launched in 1999, the new Daytona got very positive reviews but wasn't a a huge sales success.  There were several reasons for this; the competition such as the Fireblade and R1 were more sharply focused/delivered better performance, Triumph was still a bit of an unknown brand due to its long absence, and an odd branding moniker of T595 that was confusing to many people.  A decision was quickly made to rename the bike to to the 955i and to also re-position the bike away from the lightweight competition.  The 955i would instead be positioned as an option in the so called "sportbike-for-adults" segment dominated by the Honda VFR.

Wrapped in a very attractive design, the second generation 955i came with a Lotus designed engine that produced about 128 bhp.   In other words, not slow but not an equal to the Fireblade or R1.  Riding position was upright and comfortable, handling was neutral and build quality was excellent.  And perhaps best of all, while other bikes of the era were still being clad in graphics packages that could make your eyes bleed, all the Daytona models came in mono-chromatic paint schemes with simple and subtle graphics.  Today's listing is clad in perhaps the best of the these and seems to be the most sought after by collectors, Aluminum Silver.

Perhaps the key thing about the 955i was that it really did meet its goal of being an alternative to the VFR.   While not a pure hyperbike, it was sporting enough to deliver speeds that met the needs of almost all riders while also able to handle daily street duty, excel at weekend canyon corner carving and be comfortable enough for medium level touring.  Unfortunately, Triumph was unwilling to wait for the market to develop and after only a few years Triumph revised the bike again/rolled out a 3rd generation machine.  The new machine had an improved engine and was lighter and the bodywork was a more angular style.  While these changes moved the 955i closer to the compeition it was still no match and the new style made the 955i look similar to most other bikes of the day, thereby losing a large part of its appeal.  The effect on these changes was the opposite of what was intended and this misstep together with the development advantage of the larger Japanese companies led Triumph to discontinue their larger sportbike effort entirely in 2006.

Now lets turn our attention to this particular 955i.  Mileage is just below 10,000 miles and condition looks to be excellent.  However the seller (who seems to be a dealer) indicates some damage to the front rim but will include a new front wheel with the sale of the bike.  Unfortunately there is no information about service history and some of the pictures are a bit blurry.  Also I think the front windscreen might be aftermarket but this would need to be verified by the seller.

Here is what the seller has to say

  • Has a Black Widow performance exhaust system - a $1200 upgrade
  • Minor scuffs and scratches as shown in the pictures.
  • Small repair as noted in bottom fairing, see pictures. This is a typical area for damage.
  • Also a ding in the front wheel from a pothole. An extra front wheel comes with the bike. 

So now let's go to the question; what is this bike worth?  Well its not perfect, isn't the fastest machine of the period, had no significant race success and didn't really introduce any significant new technology.  Also the front wheel issue mentioned by the seller on this one is concerning, a VIN check is probably in order.  But on the plus side it is probably the best looking edition of the entire Daytona lineup and seems to be the model and color scheme most likely to appreciate in value over time.

I will admit that this one is tempting, especially since the current bid price is slighly over $2,000 USD while previous listings on RSBFS of this same model and color scheme have gone for around $4,500 USD.  But price is not the only point of appeal for this bike; the 2nd gen Aluminum silver edition seems to be akin to the 1993 Honda VFR 750 in that even though it wasn't the best bike of its time, it just looks right.  Sure the next generation bike 955i was technically a better motorcycle, but this is the one that would always put a smile on my face and really, isn't that a large part of the fun of a sportibke?

 

-Marty/Dallaslavowner

Future Classic?:  2000 Daytona 955i
Suzuki August 21, 2017 posted by Marty

Tu Meke TL: 1998 Suzuki TL 1000R in New Zealand

While the majority of RSBFS posts are tied to North American ebay listings we really do like to showcase bikes from all over the world.   You could even say we seek to span the globe to bring you a constant variety of RareSportbikes...the thrill of the Britten V1000...the agony of  the Bimota VDue (NOTE: Bonus points to you if you read that bit of text and heard the voice of the dearly departed Jim McKay).

Today's post is a very nice 1998 Suzuki TL1000R located far from the RSBFS offices in Wellington New Zealand.  This one looks to almost completely OEM and has the lovely and cleanly-styled phlolina-yellow bodywork which seems to be the most desired by collectors.

1998 Suzuki TL1000R in New Zealand

For anyone unfamiliar with the TL series, lets begin by saying there aren't many motorcycles that have been through such a roller coaster of desirability.  It all began in the late 1990's when Ducati V-twin powered machines were killing it on the track and the sales floor.  In response Suzuki announced they would deliver their own V-Twin powered sportbike, including both a WorldSuperBike/WSB capable machine to compete against the Ducati on the track and a street version for everday use.  The result was the TL-S/R series.

Anticipation for the new Suzuki V-Twin was very high and the TL-S/street version was launched in 1996 with the R version scheduled for the next year.   The quick verdict was that the new 90 degree v-twin engine was equal to or better the Ducati .  However, while the engine was good,  a significant handling issue quickly reared its head; front wheel lift (no pun intended).   The problem was quickly traced to the rear suspension, which was an offset rear shock with a separate rotary damper, a setup that had been chosen due to the reduced space caused by the new V-Twin configuration.  While this configuration worked in day to day riding,it could become overwhelmed by heat and heavy loads, which obviously happen on a sportbike quite a lot.  The result would be front end lift and when a rider rolled off/dropped the wheel, major tank slap and high side crashes could happen.   The problem was so significant that Suzuki offered steering stabilizers as standard on both the TL-R launched the next year and TL-S's but the entire TL lineup never really shook its reputation as a "widowmaker".

Note:  For anyone interested, a really good explanation of the rotary suspension function on the TL can be found here.

The handling wasn't the only challenge the TL1000R had to deal with.  Another major issue was that the R version never really delivered on its promise to rival the Ducati as a WorldSuperBike/WSB machine.

"The real killer though was that the R never came close to being the Ducati-beating WSB-contender Suzuki intended it to be.  Despite its stumpy wheelbase, the R was confoundingly both heavier and larger than the S and too bulky all around.  Equally problematic was the motor: although producing a claimed 135 bhp in stock TL-R trim. it proved difficult to tune...After only 2 seasons Suzuki decided it'd be too expensive to develop/race successfully and re-focused its race development efforts on its proven inline 4 GSX-R750 series instead."  Practical Sportbikes 2017

Perhaps the final issue that set the TL1000R up for sales failure was that Suzuki never developed a unique identity for the bike.  The TL1000R was even offered in the Suzuki traditional blue/white color scheme which made it hard to distinguish from the its GSX-R sister bike.  Since a large part of the appeal of the TL was supposed to be that it was NOT an inline 4, making it look just like one seems to be quite an odd decision.  The result of all this is that the TL1000R developed a reputation as a big failure for Suzuki and some models were left on the sales floor for quite a while.

Now despite all the issues noted above and the bikes general reputation as a failure, the TL1000R was still a very good bike for 98% of riders.  While it didn't live up to the hype at the time it was launched, it still had a bonkers engine that was significantly easier to live with than its Italian competitor (no belts!).  It was also surprisingly comfortable and was quite attractive.  Later models came with the aforementioned steering damper which solved much of the handling problems and many of the concepts introduced on the TL1000R can be seen in the later Hayabusa.

Unlike many late 1990's Sporybikes the TL1000R has managed to maintain an active community of owners on the web and the fandom for the bike never really went away.  More importantly from a collectors standpoint, the TL was recently named as one of the top 10 collectible bikes to acquire "before prices get stupid".

OK, now lets turn our attention to this particular 1998 Suzuki TL1000R.   First, location means this one is probably only going to appeal to one of our Australian or New Zealand readers, or perhaps someone who is willing to incur some shipping costs.   The seller indicates that was previously a Japanese bike but unlike a lot of bikes we see from Japan, this one it looks to have been well cared for/not treated as a disposable item and kept in stock trim.  The only non-OEM pieces I am seeing are some rear turn signals/indicators and some stickers on the rear fairing hump.  NOTE:  The rear seat cover/"hump" is a fairly rare item so bonus points for it being in place and looking to be in good condition.

Mileage is stated as just about 14,000 miles/22,000 kilometers.  A new battery and rectifier have also been fitted and rubber looks to be in good condition but no mention is made of age and fluids would probably be due for a refresh.

So what's this V-Twin bit of Suzuki history going to cost you?   Prices for a pristine TL1000R have definitely started to climb but aren't reaching stupid money yet.  The asking price for this one is $6,900 USD which is towards the high side of recent TL1000R's listed on ebay but given the condition of this one and the fact that its in the best looking color scheme, the asking price doesn't seem to be out of wack.    Also the seller does appear to be a dealer so some negotiation wouldn't seem unreasonable.

Let me just conclude by saying this -  I have always liked this bike a lot; I think it looks like a meaner and more manageable Hayabusa.  Also I think most potential buyers will admit that a large part of the TL1000R appeal is that its different and its reputation for not suffering fools gladly.   While a TL1000R probably won't experience a dramatic appreciation in value, if it was located closer to my current location I would definitely be considering trying to acquire it for my personal collection.

-Marty/Dallaslavowner

 

Tu Meke TL:  1998 Suzuki TL 1000R in New Zealand
Bimota August 9, 2017 posted by Marty

Unobtanium alert: 2008 Bimota 3D Carbonio

Here's one that meets all the major RSBFS criteria, a 2008 Bimota Tesi 3D in the rare carbon bodywork.  Enjoy!

2008 Bimota Tesi 3D Carbino on eBay

Ah the Bimota Tesi 3d...an evolution of an idea that began in 1991 with the 1D, continued with the 2D/Vyrus in 2005 and then reached its final form in the 3D in 2007.  The original Tesi was the work of Bimota founder and legendary designer Massimo Tamburini, the same person responsible for the Ducati 916 and MV Agusta F4 and a tesi is probably on every rare sport bike collectors "bucket list".

While the 3D certainly looks the business, in typical Bimota fashion the result didn't quite quite live up to the promise of the design concept.   It wasn't a major failure like the V-Due, but most reviews expressed a sentiment of it not being all that it could have been in large part due to the power limit of a 95 bhp Ducati engine.  Reviewers also noted a lack of front end feel which was no doubt due to the hub-centered front fork design.  But on the plus side, the same fork system offered improved braking due to no front-end dive and it still looks amazingly cool.

The seller indicates this is one of 29 Tesi 3D units.  While experience has taught us that any official production number information from Bimota should be taken as  leap of faith (cough-VDue-cough-SB6-cough) the Tesi is certainly something you don't tend to see at bike night.  Oh, and one additional note -  from what I understand, the carbon-skinned bodywork makes this a much rarer model.

This low mileage of this particular Bimota Tesi 3D seems to indicate it was a bit of a toy for the current owner.  As for condition, the seller indicates the standard Ducati belt service has not been done, the brake fluid looks dark and no mention is made of tire age so I am thinking this one has been standing for a while.   The seller does mention oil changes in the questions section of the ebay listing but overall I would expect to spend $1000 to put it back on the road and a few more thousand if the intent is to make it a concours-level machine.

Here is a recap of the info provided in the eBay post:

  • Mileage 4,355
  • Due for a timing belt/ inspection replacement
  • Has Zard carbon fiber slip-on's with the stock exhaust included
  • Last serviced in 2010 by Rockwell Cycles (dealer bike was purchased from) at approximately 2,500 miles.
  • I have personally changed the oil and filter several times since the initial dealer servicing.
  • Excellent condition except for small cracks in -pain at fuel tank fill (see photos).  Other than the paint crack near the tank it needs no other work and is basically a new motorcycle.

So let's just to the big question - is this bit of carbon skinned Italian goodness worth the current $30,000 USD Buy-It-Now asking price?   Well lets look at the positives and the negatives

  • Positives -  the Tesi 3D is probably the ultimate iteration of the hub-centered philosophy and given its low production number, this one will likely hold its value.  Also this is the carbon edition of which suposedly very few were produced and for collectors of factory offered carbon-skinned Italian exotics of this era, this is right up there with the Aprilia Nera, Benelli Tornado Tre and Ducati MH900e.
  • Negatives - the asking price is well above what we have seen other carbon Bimota Tesi 3D's go for on RSBFS. Furthermore, if the intent is to buy it as an investment, bringing it back to concours-level condition will probably involve a few more thousand in cost.

I have to admit that I am a fan of the 3D Tesi but I prefer the non-carbon version as it seems to be a more dramatic presentation of the hub-centered technology.  This carbon skinned Tesi 3D seems like it will appeal most to either a collector focused on Bimota's, someone who is already familiar with the Tesi/Vyrus lineup, or an investment oriented collector who is willing to put it into dry storage for a bit.

One additional note - the seller indicates offers are being accepted but I wouldn't expect to see any serious reduction from the asking price simply because even though its almost 10 years old, its still a damn cool bike.

-Marty/Dallaslavowner

Unobtanium alert:  2008 Bimota 3D Carbonio
Ducati August 5, 2017 posted by Marty

Ready-to-ride redhead: 1997 Ducati 916 Strada

Here is a Ducati 916 that is in good condition but probably won't appreciate in value as a collectors item.  It fact, it seems more likely this lovely redhead would be a fun acquisition for someone who missed out on the 916/996/998 experience or perhaps a way for a prior 916 owner to relive a bit of their youth.

1997 Ducati 916 Strada on ebay

There have been numerous previous posts on RSBFS that have explored the impact the 916 had on motorcycling, both when it was launched in 1994 and the subsequent SP, SPS, 996 and 998 models.  Rather than repeat this info again, I would suggest anyone who is curious click the link above and browse these past posts, leaving the remainder of this post as an analysis of this particular 916, focusing on the model, components, conditions, service history and best guess at a price.

- - - - - - - - - - - - - - -

MODEL:
This listing appears to be for a standard 1997 strada/"street" version and not the higher end SP, despite the white tail piece.  For anyone not familiar with the differences between the two models, the strada was the base/street version while the SP was the more track oriented edition.   All 916's offered incredibly well balanced handling compared to the competition of the day but none had great power below 5000 rpm and only really started to get "on the boil" @ around 7000 rpm.  The SP (and susequent SPS) were much more track oriented machines with more powerful engines and track componenets but were actually worse on the street than the strada due to their engine setup;  the SP/SPS didn't really exceed the performance of the strada until you got them over 8000 rpm which made them much harder to ride on the street.

Summary:  Good way to experience the 916.  Not as collectible as a SP or SPS but easier to live with if the intent is to ride it on the street. 

COMPONENTS:
While the 916 was by design one of the finest handling machines of its time, two areas that came up as points of improvement where the rear suspension and the brake lines.   This particular 916 appears to be equipped with an Ohlin's rear shock which is good because it  was a big improvement over the standard Showa unit and helped to improve the ride quite a bit.  However the seller does not make any mention of the brake lines which were upgraded to braided steel in later versions so this might a question mark for this bike.

SUMMARY:  Looks good but might need to spend a few dollars to upgrade the brake lines.  Come to think of it, a full brake refresh would be a good idea.

CONDITION:
Mileage is shown as 13626 miles which is less than 1000 a year, although I would be the majority of that came more than 10 years ago. The seller does note some scuffs and a few cracks but I don't see any evidence of the bike having been down and replacements are available via ebay.   Parts look to be mostly OEM with the exception of the exhaust, the SP style rear fairing and perhaps a tail tidy/license plate unit.

SUMMARY:
If not having perfect bodywork bothers you, prepare to spend money or look for a different bike.  Overall nothing that looks to impact performance.

SERVICE:
The seller indicates fresh rubber and belts which has is good but also mentions a new clutch which might be an indication of more serious problems. The only issue I saw as the color of the fluid in the front brake fluid reservoir, although that might just be due to the lighting in the picture.

Here is what the seller has to say.

  • 12 k service done, new cam belt and plugs
  • new clutch EVR 12 tooth housing and plates.
  • new fuel pump
  • new Michelin Pilot tires
  • new factory air filters
  • New fuel tank release valves  
  • Recall 99v-360 rear axle spindle replacement done
  • Services done at Ducati dealer (have invoices) at 11,500 miles

SUMMARY:   Sounds good but a few questions, also it would be good to see the receipts.

PRICE:
As stated at the beginning of this post, given the year, model and condition this 916 is probably going to appeal more to someone who wants to ride it than to a collector.  Recent prices for these have ranged from $4,000 USD to $6,500 USD, although an under 2000 mile first year unit went for almost $19,000.   Based on the condition of this one, I would expect a price smack in the middle and this seems to be born out by the current bidding which is just a smidge under $5,000 USD with 3 days to go.

FINAL ANALYSIS:

I think this is a good opportunity for someone who never got to experience the Ducati 916 to see what all the fuss was about.  It could also be a fun toy for a somewhat older rider to relive a bit of their youth.   While it won't appreciate in value dramatically, it will probably hold its current value at least which is a a tribute to Massimo Tamburini's design.  And yes, it still looks great so bringing it to bike night will still be fun...not many 20 year old bikes that can be said about.

-Marty/Dallaslavowner

 

Ready-to-ride redhead:  1997 Ducati 916 Strada
Ducati July 4, 2017 posted by Marty

First Year Legend Alert: 1975 Ducati 900 SS

The 1975 Ducati 900SS is something every serious collector has on their list and given that 1975 production was less than 250 units, today's post is quite an occasion.  This nice but not pristine version is located in Manhattan Beach, California USA but I wouldn't be a bit surprised to see it go to an international sale.

1975 Ducati 900SS For Sale on eBay

To understand the significance of this bike and why it is so prized, you need to look back to 1970 when the top level GP racing class was pretty much a battle between MV Agusta (with legendary rider Agostini) and Japanese two-strokes.  Ducati had left racing over 10 years earlier due to budget constraints but was now flush with new backing and had a new series of larger displacement machines under development.  In 1970 the company decided it would be going back to the track, in part to help increase visibility to their new machines but also to help in development.

Ducati hit the track in 1970 with a new 500cc L-twin engine with two-valve desmo heads but the new machines were still no match for the then dominant Agostini and MV Agusta.   In 1972 Ducati announced a new 750cc machine that incorporated the lessons learned over the last 2 seasons along with special racetrack-oriented cams, twin spark plugs, 40mm Dell’Orto carbs and billet connecting rods.  Other top shelf bits included Marzocchi forks and triple-disc brakes.

The new 750cc machine was set to debut at Imola on April 23, 1972.   Did it work?  Well, here is what happened when GP rider Paul Smart (yes, THAT Paul Smart) took the new Ducati out for qualifying:

"On the last lap I wound it up as fast as I felt comfortable.  I wasn't going completely flat out because it was basically just a safety-wired street bike..it still had the Dunlop TT100 street tires and even still had the centerstand lugs in place.   When I brought the bike back to the pits all the Ducati mechanics were jumping up and down...it turns out I had just broken Ago's track record.”

 

The new Duc actually finished 1-2 at Imola and the public immediately clamored for a 750ss for the street.  At the end of the 1972 season Ducati promised to make replicas of the Imola winning machine available to the public but  Ducati was still a small manufacturer so this didn't actually happen until 1974.  During this 2 year period the Japanese were undergoing a crash course in development and quickly catching up to its European rivals so when Ducati finally delivered the promised Imola replica 750cc machines they also introduced a new 860cc machine, the 900 SuperSport/SS.   The new "big" Duc was essentially the 750 series machine with more power and fortunately for Ducati, this wasn't a case where more power upset the balance of the bike. The new 900ss was able to continue the performance success of the 750 for several years.  Consider this - it was on a 1978 900SS that a just-out-of-retirement 38 year old Mike Hailwood would ride to a legendary victory at the Isle of Mann TT.

Okay, we have covered the history and ties to famous racers like  Paul Smart and Mike Hailwood, but you may still be wondering why this bike is so high on so many collectors lists.  The answer is that not only is it a first year bike but it also had some unique to the year components    The 1975 edition actually had many of the same components as the the 750cc Imola race replicas.  These components were offered on the 900ss for the 1975 year only.

A quick comparison of the components for the 900ss model years is below as an example:

1975 900ss  1976 900ss
 Gas Tank  Fiberglass  Steel
 Carbs  40mm  32mm
 Exhausts  Conti Lafranconi
 Turn signals  No  Yes
 Shift  Right side  Left side

 

Simply put, for many Ducati fans and collectors the 1975 900ss is considered to be the closest you can get to the race bikes ridden by people like Smart and Hailwood.

One final factor to consider regarding the why the Ducati is so highly prized by collectors is the generally acceptance that the 750/900ss Ducati along with the Laverda 750SFC and the Norton Commando were the first modern "GP-bikes-with-lights and a horn."  You could even think of the Ducati as the progenitor of bikes such as the Ducati 888SP3 and Desmosedici.

Now as for this specific example, here is a summary of what the seller has to say

  • #214 of 246 produced in 1974
  • Has only 12,000 kilometers/roughly 7,500 original miles in its 42 year lifespan.
  • Brembo disc brakes front and rear with all new brake pads, front forks were rebuilt and new seals added.
  • DMC electronic ignition installed as well as new voltage regulator.
  • It is a 42 year old survivor and it has some imperfections. At some point in the past Ethanol cause the gas tank to leak. It also caused a "bubble like" line at the base of the gas tank. It has since been treated by GTL of Los Angeles and DOES NOT LEAK anymore. The leaks caused paint to come off the swingarm, and some other areas of the frame.  There are also, "blemishes" on both side covers and gas tank.  
  • Also, the right underside of the muffler is scraped and the left has some light scratches.

So then, what's this first year bit of Italian goodness going to cost?  A quick search of Classic Sport Bikes for sale  shows 1970's 900SS going for around $32,000 USD a few years ago, but those weren't first year bikes.  Bonhams had a pristine 1974 750cc version that went for about $50,000 USD a few years ago as well but that was in better condition and wasn't a 900SS.   I am thinking  this one is going to attract attention from serious collections and wouldn't be at all surprised to see this one go for between $45,000-60,000 USD right from the listing.

One final note- there is no Buy-It-Now option on this one.  While patience is a virtue for collectors, given the rarity of this bike I think someone is going to make the owner an offer they can't refuse/the chances of this one being relisted are low.  To put in simply, if this one is on a list for your collection you might want to move quick.

-Marty/Dallaslavowner

 

Post Script:  Happy Canada Day and 4th of July ya'll!!!

First Year Legend Alert: 1975 Ducati 900 SS