Author Archives: Tad Diemer

Ducati February 1, 2017 posted by Tad Diemer

The Paso Perfected: 1991 Ducati 907IE for Sale

Although many motorcyclists feel that you shouldn't trust a motorcycle you can't see through, Ducati's strikingly futuristic, very-fully-faired sport-touring 907IE might be a worthy exception. The 907IE seen here was the final version of the Paso, with more modern running gear, liquid-cooling and updated fueling. Powered by the long-serving two-valve Pantah engine, the Paso and its derivatives weren't rocket ships in any form, but were light, handled well, featured quite a few trick features, and generally fulfilled their sport-touring mission pretty well. Unfortunately, Ducatisti are a hidebound bunch and, with a pretty poor performance-to-dollar ratio, sales didn't meet expectations.

Pasos have been candidates for My First Ducati for a while now, owing to their very low values. Unfortunately, early Pasos were plagued by some issues with their carburetors: Cagiva decided to use an automotive-style Weber carburetor nestled in the "V" of the cylinders instead of the later Mikuni units found on the SS and Monsters, and these original bikes were plagued by an annoying midrange flat-spot, right where the v-twin should be pumping out smooth power. Reportedly, the stock Weber can be tuned to get rid of these annoying tendencies but, at the time, the solution was to rip out the offending unit and fit a set of conventional motorcycle carburetors. The later 906 added liquid-cooling to the package and boosted displacement to 904cc while the gearbox sprouted an additional cog for a total of six to update performance, but the 907IE really solved solved the fueling issues by adding fuel injection "Iniezione Elettronica" to the otherwise charismatic engine.

Pasos were also a victim of the 80s move to 16" wheels and tires, which means that it's difficult to fit cutting-edge rubber to the early bikes, a real shame considering the advances in tire technology over the last couple decades. The 907ie came fitted with 17" wheels as standard, but it is not an easy swap to perform on the earlier bikes, and the cost means you might as well pony up for a nice 907 or just live with the 16" wheels. So if you like the futuristic style of the Paso, this 907IE is the one to have: fuel injection solves the only real flaw in the original machine, and the wheels allow you to fit modern tires. Mileage may be high by Ducati standards, but pretty low for a sport-touring motorcycle. And when properly maintained, the Ducati L-twin is a very durable engine, needing only regular belt changes and valve adjustments to rack up some pretty impressive mileages.

From the original eBay listing: 1991 Ducati 907ie for Sale

I'm putting my 1991 Ducati 907ie up for sale.I have had so much fun with this bike, and it runs so well , I hate to part with it. I have used it for Sunday rides and bike nights locally. I am a certified Ducati mechanic and have continually upgraded the bike.When I started listing all of the upgrades it really hit home how much time and money I have in it.
The best thing about the bike is that it is fun and reliable. The bike is a torque monster and blasting from light to light is good fun. It always draws a huge crowd at bike night and everyone loves to hear it. It sounds like a Ducati should - awesome! I have a folder with all receipts and paperwork on the bike that comes with it. I would also be available to any purchaser in the future to answer any questions or help with future maintenance. This is a Sport/Touring bike and is much more comfortable than a pure sport bike. I am 6'-1 and 230 and I'm very comfortable on it. In average condition these bikes sell for $3-6000.00. I am asking $8500.00 for this one. You could buy one cheaper, but not like this. You also couldn't build it for that price. Bike has 23,975 miles on it.

Here is a list of upgrades, etc.

Recent service (@ 23,500 mi) consists of MBP collets (more than doubles valve adjustment intervals) and precise valve adjustment, new belts, oil (Motul) and filter. New fuel filter and fuel lines, clamps. New Samco silicone hoses ($600.00) with all new stainless steel clamps (the good ones), new coolant. Radiator fins cleaned up and radiators re painted flat black. New OEM radiator fan.
Wheels powder coated white (original color) new OEM cush lugs, updated rear cush hub to larger pin diameter, added titanium cush lug pins ($220.00) with 12 point titanium nuts (see photo) new bearings, seals and decals.
New tires front and rear. Michelin Pilot Road
New o ring chain and sprockets including a SuperSprox rear sprocket.
Titanium rear axle nuts with black anodized chain sliders. ($100.00)
Front and rear rotor bolts are titanium.
Installed 1992 forks in order to use 320mm rotors. Forks were completely rebuilt with new seals, bushings, wipers, oil. Fork lowers were powder coated satin black. The rotors are from Apex and are 320mm cast iron, full floating, with new pads ($700.00). New OEM 1992 calipers also installed at this time with titanium caliper bolts. ($350.00)
New Nissan radial pump master cylinder ($300.00) to get the most from the new front brakes.
New Kevlar front brake lines in black.
SS rear braided brake line. ($60.00)
SS braided clutch line. ($60.00)
New OEM rear caliper and rotor with new pads. Titanium caliper bolts. ($200.00)
Powder coated rear caliper carrier.
Euro tail light (very expensive if you can find a good one, used value is $600.00 in good condition.) This one is perfect.
F1 polished aluminum mufflers.
Fast By Ferraci EPROM chip. ($175.00)
Powder coated front frame support.
Triple clamps powder coated satin black with new stem bearings and seals.
Clutch completely upgraded with new billet inner and outer baskets, gold anodized billet pressure plate, Barnett extra plate Kevlar clutch, new springs, spring holders, vented clutch cover ($1000.00)
Yoyodyne clutch slave ($220.00)
Upgraded headlight to Yamaha FZ-750 unit. (Direct bolt in.)
LED Dash Lights
Battery is a Yuasa maintenance free and is about a 1-1/2 old.
Black body bolt kit.
Seat looks like a Corbin but is an aftermarket kit stapled to a stock seat pan. Has held up well and is comfortable.

That's most of it. I'm sure I've missed a few things. I have replaced many small rubber pieces etc. as I have worked on it. If something looked suspect it was replaced. I have always worked on it with care and patience. The body is in excellent condition, everything works as it should. I would not hesitate to ride it anywhere as it sits. I have a ton of OEM spares for the bike as I have purchased anything I could find. Such as complete new wiring loom, new computer, fuel pump kits, gasket, etc, etc. The can be sold with the bike if someone wanted or I can sell them separate. I also have one of the F1 pipes new as a spare. All parts removed from the bike can go with it. Such as stock rotors, lower 1991 fork legs etc.

So there you have it. The most desirable of the Pasos, with a comprehensive list of upgrades and maintenance, owned by an obviously knowledgeable and conscientious enthusiast. Unless you prefer your Ducatis red, you're unlikely to find a better 907ie. The question is: can you live with that $8,500 asking price? In the greater scheme of things, that's not really a lot of money, but it is big money for a Paso variant, and it will be a long time until the market catches up with this asking price.


The Paso Perfected: 1991 Ducati 907IE for Sale
Ducati January 30, 2017 posted by Tad Diemer

Low-Mileage L-Twin: 2000 Ducati 996S for Sale

In creating the 996, it might look like Ducati simply slapped a set of fresh decals onto their 916, with an extra "9" replacing the "1." But the development of the 916 into the 996 and finally into the 998 saw a lot of gradual changes under that very pretty and iconic skin. Introduced in 1999 as an evolution of the 916, the 996 featured exactly what is says on the tin: a 996cc four-valve L-twin engine with many upgrades, including the displacement, from the earlier 916SPS, although it used different camshafts for softer power delivery and 112 peak hp. Proper fuel metering for big twins can be tricky, and the 996 used a pair of injectors per cylinder for improved power and response.

With a whole range of S, R, SPS, and even RS versions of the 916/996/998, it can be a bit tricky to navigate all the differences between different Ducati superbikes. In general, the S bikes represent a step up from the base model in terms of looks and handling, with some carbon fiber bits and suspension upgrades, although performance is largely unchanged. So the 996S seen here was basically a regular 996 with the springy bits front and rear upgraded to shiny gold Öhlins bits from the stock Showa components.

From the original eBay listing: 2000 Ducati 996S for Sale

Showroom condition Ducati 996S. This is not the regular 996, this is the S. This is number 298 made. Termignoni half system slip on pipes in carbon fiber and black. New tires fresh inspection. Block of plates for mirrors. 2,000 miles on bike. ALL RECORDS. I bought it from a collector 4 yrs ago. Comes with stand. I did take off the rear blinkers for a sleeker look.  I just use my hands to turn. NEVER TRACKED and to my knowledge never in the rain. Always stored inside in my living room. Tires are brand new. Custom black frame, triple tree, wheels  and front number plate professionally painted. I also have new air filter just put in. I think this is one of the best 996s in the country. To me it looks FLAWLESS. Firm on Price. Adult owned and ridden. No trades. Clear title.

From the photos, this appears to be a nice bike and, as we know, complete maintenance records are critical for any Ducati so the fact that the seller has ALL THE RECORDS is a bonus. Unfortunately, I think plenty of collectors will balk at that "custom black frame." Even if it was done, as the seller indicates, to customize the bike and not to hide damage, it's something that would require complete disassembly to put back to stock, and that's probably going to hurt price. Luckily, the seller is asking a very reasonable $7,500 for this bike which, if the mileage is correct, could mean a very nice bike for someone who's not worried about owning a perfectly original example of this classic Bolognese superbike.


Low-Mileage L-Twin: 2000 Ducati 996S for Sale
Honda January 26, 2017 posted by Tad Diemer

The Next Big Thing? 1982 Honda CB900F Super Sport for Sale

Everybody sits around bemoaning the bikes they coulda-woulda-shoulda bought (or shouldn't have sold) before they dramatically increased in value. So here's your chance, if you missed out on dirt-cheap Slabbies or for-peanuts VF1000Rs or a price-of-a-cup-of-coffee Ducati 900SS, here's a nice clean Honda CB900F Super Sport with what is claimed to be a factory option fairing. This bike is from the very last generation of superbikes before the GSX-R and it's ilk transformed the motorcycling landscape. It's big and relatively heavy, a hot-rod UJM with an air-cooled inline four, roomy ergonomics, and a twin-shock rear end. The bike was only available for a couple years here in the USA, before being replaced in 1983 by the CB1100F.

Powered by an undersquare 901cc inline four that produced 95 claimed horses and was backed by a five-speed gearbox, the 570lb (wet) CB900F isn't a particularly fast bike by today's standards, but it was a good handler and very well-received at the time. The styling is very much of the era, with little ducktail flip a the back and very 1970s graphics. Overall, it looks a bit like a Ducati Darmah if you squint just a little. They straddle that era between classic and modern sportbikes and may be heavy and slow by today's standards, but also pretty useable real-world motorcycles.

Most examples of the CB900F are big, burly nakeds, but this one has what is claimed to be a factory option fairing that gives the bike a bit of an endurance-racer look and should make it a great mile-eater in the event your local bike gathering spot isn't so local...

From the original eBay listing: 1982 Honda CB900F Super Sport for Sale

SPECIFIC DETAILS:  This BEAUTIFUL bike is a very nice survivor.  The condition is ORIGINAL except where noted. I am the SECOND OWNER.  The original owner had Honda install the Sport Fairing and the Continental (European) kit.  This kit included the Super Bike handlebars and the rear set of foot controls.  I have the original handlebars and foot controls.  The exhaust is a 4 INTO 1 Yoshimura.  I have the original exhaust which is in good condition.  I recently invested over $3,000.00 on the KEIHIN CR31 Carbs, K&N Filters, Dyna 6000 Ignition system and coils, OHLIN rear shocks and Progressive springs.  I have not installed the Progressive springs.  The brake pads were recently replaced.  The tires are in good (fairly new) condition.  I have all of the original parts to this bike (carbs, shocks, ignition, etc.)  I have the factory Honda service manual.  I also have the factory Honda protection cover. (All of the original items that I have noted above are included in this auction).

This bike is a little cold blooded, but once it’s warmed up, it runs strong.  If the bike sits for more than three or four weeks, the battery will need a charge.  Not sure if it is something with the battery or something else.  This bike does have the Honda clock and AMP gauge.

The fairing has a small crack by the left mirror.  The right side lower fairing has a small crack.  There is a small dent on the lower left side of the gas tank.  There are a few other chips, scratches and scuffs, very normal for the age.

I would rate the condition of this bike as VERY GOOD (8.5 to 9 out of a 10) considering that it is a 35 year old survivor.

This bike is a vintage super bike that is a thrill to ride and definitely turns heads where ever I go.  Don’t miss out on this rare piece of motorcycle history.

These are currently not very expensive to buy for the most part, but if you're planning on jumping in here to make a killing when the market for early 80s superbikes explodes, you may want to look elsewhere: the seller is asking an eye-watering $9,500 for this one, although bidding hasn't quite caught up to that ambitious goal. Mileage is reasonable, it looks to be in excellent cosmetic condition, it's been updated with a set of Keihn carbs that should improve performance and reliability, and it's fitted with that unusual bodywork. Is all that worth the premium the seller is asking?


The Next Big Thing? 1982 Honda CB900F Super Sport for Sale
Kawasaki January 25, 2017 posted by Tad Diemer

Bantamweight Sportbike: 1990 Kawasaki ZXR400 for Sale

While we see the occasional CBR400RR here on the site, and FZR400s aren't too hard to find if you go looking, it's been quite a while since we've been able to feature one of Kawasaki's bantamweight superbikes, the ZXR400. With a liquid-cooled 398cc inline four and a six-speed gearbox to make the most of the high-strung powerband, the ZXR packs serious sportbike credentials into a very compact package. It was introduced in 1989 and produced through 1999. Claimed power for the earlier "H" bikes was slightly higher at 64hp versus the later "L" version at 61hp, and they made that peak figure further up the rev-range by a few hundred rpm. But torque was a bit lower, as you might expect, since the engine is mechanically nearly identical in both versions. The earlier model was also naturally a bit lighter, with a claimed dry weight of just 350lbs, which meant the bike was good for a top speed of over 140mph.

As has been stated in the past, there's a reason that all this sophisticated technology was included in a bike with such limited displacement. Simply: it wasn't aimed at new motorcyclists. Here in the USA, bikes under 600cc are generally cheap commuters with decades-old technology, and new riders are often steered towards 600cc sportbikes since there are no limitations for newer riders, insurance is cheap, and the market is saturated with 1000 sportbikes and 2300cc cruisers. But overseas, tiered licenses mean limited access to bigger bikes for many riders, and international racing series didn't really have a 600cc class at the time, so these 400s were really just a step down from World Superbike displacement 750s.

From the original eBay listing: 1990 Kawasaki ZXR400 for Sale

This is the full power Japanese home market version not the usual detuned US market model.
The bike has just been imported in December 2016 and registered on a Florida Title in my name.
These superb looking bikes with ram air induction are now at classic status
This beauty has only covered 35,871 miles in 27 years
Tires are brand new front and rear.
The bike does stert up and run fine and clutch gears and brakes are all good the Carb's could do with tuning and possibly rejetting for the low grade US fuel.

The bike looks good in the photos, but that's not saying much, considering their low quality...  Certainly, the price is right: the Buy It Now is listed as just $3,000 which, although the mileage is on the high side, seems to make this a pretty good deal if you're looking for something sporty, unusual, and are working with a limited budget. The seller mentions "the usual detuned US market model" although I'm not sure these were ever officially imported to the States. Either way, if you're interested in picking this up, be sure to verify that you can legally register it in your home state and request some better images to verify the bike's condition.


Bantamweight Sportbike: 1990 Kawasaki ZXR400 for Sale
Ducati January 23, 2017 posted by Tad Diemer

Diamond in the Rough: 1994 Ducati Monster M900 for Sale

The very definition of an "affordable exotic," the Ducati Monster M900 was designed from the beginning to be cost-effective: their proven air and oil-cooled two-valve v-twin and six-speed gearbox combo, the frame from the 851 with suspension, wheels and brakes from the 900SS meant everything except the minimal bodywork was off-the-shelf. Originally available in 904cc format, a 750cc version with a wet-clutch and five-speed gearbox was soon added to the lineup, followed by an anemic 600 and then a whole host of other displacements, including the liquid-cooled S4 and superbike-powered S4RS. The 916 may have been an icon of motorcycle design, but Ducati never could have sold enough of them to keep the company in the black and the Monster is the main reason they're still around today.

The original bike used fairly crude, non-adjustable Showa or Marzocchi forks and a simple shock out back, and this limits handling if you're planning to really tear up the back roads. But it's easy to swap in more sophisticated bits from the later Monster 900S, the SS/SP, or even the entire front end from a 748, and shocks are readily available at a variety of price points. Hey, the 851 shock will fit, if you can find one! Certainly, the engine won't set the world on fire, but more performance is available there as well, if you've got money to burn. But even in stock form, it moves the bike along smartly, considering its relative light weight, and there's a reason it's often mentioned as one of the most charismatic motorcycle engines of all time.

Today's example is in good condition and has extremely low mileage. It appears to be in stock form, other than the non-original side panels, chopped tail, missing rear fender, and those reverse-cone mufflers. If you don't like the pipes, you can certainly find stock parts easily enough on eBay, or just get yourself a nice set of aftermarket carbon cans for improved boom and lighter weight. Or buy some of the original cans on the cheap and "core" them for a stock look and a very not-stock sound. The oil-cooler is also mounted at a strange angle, but that should be an easy fix. Note: while I'm a big fan of the tail chop, it does require a couple bits of projecting frame be removed. It's an aesthetic improvement but once you cut them, you can't go back.

From the original eBay listing: 1994 Ducati Monster M900 for Sale

I have a 1994 Ducati M900 for sale. Motorcycle has been well maintained with one adult owner. VERY LOW MILES - 4830. This Ducati Monster was originally purchased from Burcham Cycles and serviced at Richmond Superbike. We recently performed a full service including timing belts replaced.  Bike Runs and Sounds Great!!!


  • Front Carbon Fiber Mudguard
  • Aftermarket Exhaust
  • Jetted Carbs
  • Bar End Mirrors

Obviously, Ducati sold a boatload of these: they kept the company afloat through some difficult years. But since they were cheap, many were bought and ridden more than they were cherished and displayed, so it's pretty hard to find them in good condition these days. Even nice Monsters can be had for very reasonable money: bidding on this one is up to just $3,500 with a couple days left on the auction. Obviously maintenance for a Ducati will cost you more than for other, less exotic motorcycles, but the two-valve Desmodue engine is relatively simple to work on, parts are reasonable, and the bike is surprisingly reliable, although electrics can reportedly be troublesome on some examples. Italian bikes and cars seem to suffer when they sit still, so my advice? Buy this budget exotic and ride it.


Diamond in the Rough: 1994 Ducati Monster M900 for Sale
Yamaha January 20, 2017 posted by Tad Diemer

Featured Listing: Zero-Mile 1987 Yamaha TZR250 for Sale

Update 1.30.2017: The seller has notified me that this sale is now final on this bike after receiving serious interest just a day after listing. Congratulations to buyer and seller! -dc

Are you looking for an '80s two-stroke to tear up the back roads in a cloud of blue smoke? Just move along: nothing to see here. Are you searching for a museum-quality Yamaha TZR250 2MA/1KT? Well we may just have what you're looking for with today's Featured Listing, a zero-mile example that may never have seen a tank of fuel in its life.

The very first TZR was a development of Yamaha's RD series of motorcycles, and it helped to define the rapidly-evolving class: lightweight aluminum beam frame, fully-faired bodywork, and a liquid-cooled two-stroke parallel-twin backed by a six-speed gearbox and a set of 17" wheels. Every bike in the quarter-liter class featured some sort of proprietary powervalve technology, and the TZR naturally used the Yamaha Power Valve System or "YPVS." Triple discs quickly became the class standard, although early TZRs like this one made do with just a single disc and caliper at the front. With a good set of pads, this should still pull you up quickly, considering the sub-300 lb dry weight.

First-generation TZRs and NSRs generally seem to command less money than their later counterparts and I'm not really sure exactly why. I'm assuming it's because early 250 two-strokes are nice, fun little sportbikes, while bikes like Honda's NSR250 MC28 from the end of the line pack cutting-edge tech and some trick parts... But as far as historical significance and style go, these early bikes have both in spades.

From the Seller: Zero-Mile 1987 Yamaha TZR250 for Sale

0 miles

Two stroke, not available in the United States, purchased in Canada. Extremely clean, near perfect condition. As far as I can tell, it's never had gas through the gas tank. New battery, original keys. Metric and US speedometer. A great addition to someone's collection.

The bike is located in Michigan to view and pick up. Not willing to ship but willing to assist with your shipper.

Price is $11,500.

As you can see from the photos, the seller even has the original service manual and a tool kit that obviously has seen minimal use. With zero miles on the odometer, it'd be a shame to put it on the road and wreck the pristine status, but if you're looking for an early TZR to complete your Yamaha sportbike collection, you're obviously very unlikely to find one in better cosmetic condition.



Featured Listing: Zero-Mile 1987 Yamaha TZR250 for Sale