Classified ads return to RSBFS! Each week a post on the homepage will summarize new listings.
Here are the latest classifieds for this week:
Classified ads return to RSBFS! Each week a post on the homepage will summarize new listings.
Here are the latest classifieds for this week:
Here is one that will appeal to riding collectors, a 1983 Yamaha RD500LC, more commonly known as the RZ500. Never brought into the states, this particular unit is listed as having been imported from Australia and appears to be excellent condition, although not 100% OEM.
Some readers may wonder why the RZ500 is prized by collectors. After all, 500cc isn’t a lot of displacement by today’s standards. But what is forgotten is that the 500cc two strokes dominated motorcycle racing for almost three decades. Due to the smaller engines, these bikes were fast. I mean really fast. Towards the end of the two stroke era companies were building two strokes that weighed about 130kgs (286lbs) and produced almost 200hp. It should perhaps not be surprising that these bikes developed nicknames such as “the Unrideables”… “Death on wheels”… “The biggest, baddest, most evil racing motorcycles ever to see a race track.”
This California RZ has had a startling amount of improvements, engine rebuilt, intake, cooling, and exhaust systems either new or rebuilt, but the whopper is the set of late-model R6 forks and swingarm tailored for it. With refreshed drivetrain and 30-odd years of suspension and braking improvements aboard, this might be the 500 two-stroke experience without the age-related foibles of a “classic” superbike. Here is the owner’s list from the eBay auction:
*Bill Wilson Faze 1 built motor ~ 7,000 miles, ~100hp
*Custom Bill Wilson throttle junction / choke / oil injection cable / junction box
*Powder Coated frame
*28 mm Mikuni flat slide carbs- all rebuilt and just tuned. Custom individual tuned length throttle cables
*2010 -Yamaha complete R6 front end. Custom triple clamp adapter. Stock forks, triple clamps, clip-ons, brakes and 17” R6 wheel
*2010 -Yamaha custom R6 swingarm- $2100/ in parts alone- striping, machining, polishing and anodizing,
*New 520 sprockets and chain. Custom brake line. Rebuilt caliper. Galfer disc and pads. 17” R6 wheel
*Jim Lomas stainless Steel expansion chambers w/ carbon fiber silencers
*Rebuilt Works Performance rear shock
*New radiator and hoses. Automatic and manual fan on switch,
*New rebuilt CDI ignition
*New rebuilt YPVS box
*Newly repainted and braced, side and bottom panels
*Custom under seat oil injection tank with indicator light
*Gas tank interior sand blasted and coated
*Current California registration
*Re-wiring extensive electrical
*Pirelli Diablo Rosso Corsa 17” tires
Obviously not meant for the display or museum, this is a rider’s RZ. The experience of accelerating a 500cc two stroke cannot be replicated, and it’s nice to know this one can brake and turn its way out of a jam. California registration is just the cherry on top. Occasionally you hear that a leading manufacturer should re-introduce their classic bike, sports or muscle car with some up-to-date technology – this might be the next best thing…
-donn and Marty
Update 10.8.2018: This bike has SOLD to an RSBFS reader! Congratulations to buyer and seller! -dc
The Ducati 851 is rare and special enough in Ducati’s classic blood red livery, but it’s worlds more special in the Italian flag tricolore paint scheme. The 851 was Ducati’s first real foray into the gem-like speedfreaks we know today. Before there were Panigales, there were these. Only there were fewer of them. Way fewer.
This example has been used as intended, which is to say: it has been ridden. It’s in show-quality condition, and wears Ferracci pipes, though the originals are included, along with a bunch of paperwork, the factory rear stand and the original windscreen.
From the seller:
I believe its a 851 Strada 1/304 from what I’ve seen online. It has 18,734 KM (11,640 miles) with Vin# ZDM851S1850158 Engine # ZDM851W4850621. I believe I am the 2nd owner of this incredible machine. 1 being the person who purchased this from Cagiva directly in Spain and who had it imported here to the states, which I have paper work from and will include the original letter from Cagiva regarding the transport to him when it was imported which can be seen in one of the pics. I got it on consignment through this gentleman out of Munroe Motorcycles in San Francisco about 8 years ago and have taken care of any bugs and gremlins it had while in my care. I mostly dealt with electrical issues from the time I bought it but thought they were all taken care of till I had swapped it over to a LiPo battery a couple years ago where the bike almost caught fire due to the battery almost blowing up. It has since had the stator and the voltage regulator replaced and I do think now everything on the bike is in great working order with no issues of any kind. I bought it with the Ferraci slip on pipes already installed, thank you Julio, and they sound amazing and are deep and throaty. Since Im a rider I had the original Marvic wheels from my SuperLight fitted to this bike from the beginning of my time with her. That way it looked stock but was on 17″ wheels and I could replace tires easily and proceed to log miles without concern. I just had the original 16” wheels put back on to sell it but am including the brake carrier/caliper set up with spacers and hardware so if the new owner wants to put 17” wheels back on it should be easy for them to do so.
So along with the hardware for 17” wheels I am also including with it the original letter and paperwork from Cagiva along with its original stand, official Ducati 851 workshop manual, original tool kit, paperwork form previous owner along with all records, original exhaust pipes which do show some slight scuffing but I got it them that way so not sure of when that occurred as I have never dropped or scratched it, original used wind screen with slight scuffing which again came that way so not sure the story there, custom Geza motorcycle cover, 3 keys and a clear California title with registration good till August of 2019. I rode it to Laguna Seca the last year Moto GP was held there and had it on Ducati Island and was even approached by Ducati and they borrowed it for an official photo shoot where they parked it under the Ducati banner and got some nice shots of it. I only say this because it was a cool little moment for me having this bike and it was quite neat to see the attention it got from the Ducati higher ups.
If the bike were mine (dream on), I’d follow the seller’s advice and stick on a set of 17s and call it good. If you keep it on two wheels, the 851 is a blue-chip collector ride and should gather value even if it isn’t a garage queen.
Update: SOLD on eBay for $6,855. Congratulations to buyer and seller! -dc
This 1989 Suzuki GSX-R 750 is a rare bird in that it’s all-original and unmolested, with the exception of a recent cosmetic freshening. It was born at the dawn of the truly modern sportbike, before TFT displays and complicated electronics made street superbikes deceivingly easy to live with. It wears 17-inch wheels that will accept modern rubber, and packs three quarters of the shove you get from brand-new Gixxers.
With steady but unrefined suspension and right-wrist traction control, the featherweight bike is fast enough to still be a true test of skill to hustle along, and comes with a very healthy dose of classic bike pedigree. As special-edition Gixxers climb in value, the “normal” showroom models will inevitably be pulled up, too.
From the eBay listing:
This is a very clean and unmolested 1989 GSX-R 750. I believe I am the 4th adult owner, previous owner was an engineer here in Southern California, the bike has always been garaged and well cared for. It survived the 80’s and 90’s without having it’s frame polished, being raced or otherwise abused. Low original miles and in very nice shape. Few left like this anywhere, truly a classic.
Last year I had the original bodywork repainted at great expense. The original bodywork was un-crashed and in good shape physically but suffered from fading and the yellowing you will often seen on the decals. I left the tank and front fender original as they were nice…likewise the solo cowl is original Suzuki paint.
The bike is located in Southern California near Riverside, you are welcome to come inspect in person. Bike has a CLEAN and CLEAR California title that is NON-OP with DMV, no back fee’s no issues.
Mechanically solid with low miles, carbs just cleaned a month ago, brand new Pirelli Diablo’s mounted last month with ZERO miles, a new RK chain, fresh brake fluid flush and bleed front and rear and also has had a recent oil change. Bike is turn key and ready to ride. Everything works!
Very original with a few mods. Period correct Yoshimura Duplex header, a newer Yosh slip on exhaust, Factory Pro Jet Kit, has an 1100 rear shock as well as 1100 gauge surround. Rear wheel is from a 1990 to run a 180 rear tire.
I have a number of spares to go with the bike. An original uncut rear fender and blinkers off a Japanese model, the solo and 2 up seat setups, factory service manual, a spare 1100 rear shock, an new NOS upper triple clamp new in the box (original slightly scuffed) coils, mirrors, an OEM tool kit and probably more that I can dig up and include with the bike.
Very hard to find unmolested GSX-R’s of this vintage anymore and prices are going up every year…and I do not think you will find one this nice cosmetically, have over $1500 in paint work alone, new rubber, spare parts etc etc….selling at NO RESERVE!! Don’t sleep on this one!!!!
PLEASE EMAIL ME WITH QUESTIONS OR IF YOU NEED MORE PHOTOS AND PLEASE CHECK OUT MY OTHER BIKES HERE ON EBAY!!!
With a scant few days left in a no-reserve auction, this thing stands ready to be a great investment bike, and a fantastic mount for an old-school experience for the coming fall riding season.
Update 10.18.2018: This bike has SOLD! Congratulations to buyer and seller. -dc
On the road to the OW-01, Yamaha made steady developments to the four cylinder FZR model, and for 1987 plugged the 5-valve Genesis engine into their Deltabox aluminum spars. In time for the 1988 AMA Superbike season, the company made a few changes from the previous year, and brought the required 200 machines to their dealers. This rare Yamaha has been treated to a high level of restoration and is now for sale.
The five-valve heads on the Genesis engine have great flow and combustion dynamics, and Yamaha’s rocker-less valve actuation provides more linear response throughout the power curve. For the DeltaBox, the company developed their own welding robots to seam the thin-wall stampings into a strong frame. Steering head and frame connectors are vacuum-cast aluminum. Brakes are substantial for a mid-size at 320mm, and Kayaba forks and monoshock are adjustable. As per the fashion, wheels are staggered with a 17-inch front and 18-inch rear.
The owner commissioned a comprehensive rebuild in addition to a great cosmetic refurbishment. Most all rotating parts outside of the engine bay are new or rebuilt. Though the Genesis engine sounds complex, it was executed in a very straightforward way, and outside of a very long extension for your spark plug wrench, there’s no reason to expect extra maintenance. Here are Ethan’s comments on the FZR:
This bike starts without hesitation, idles perfectly, has extremely crisp throttle response, and rides beautifully. It is truly a joy to ride, handles incredibly well, and pulls strong.
- 26,000 miles
- Carbs rebuilt and balanced by Vicious Cycle in Portland, OR
- Factory original bodywork: all plastic was restored and all imperfections are gone, all paint is new in the original Silky White with clear-coat (tank has clear-coat over the decals), and all decals are new and factory correct. All work done by the skilled Paul Gardner of Image Concepts in Bend, OR
- New EBC clutch friction plates and clutch cover gasket
- New EBC rotors
- New clutch pushrod oil seal
- New wheel bearings
- New shock linkage bearings
- New fork seals and oil
- New OEM hardware and grommets for all bodywork
- New water pump, impeller circlip and oil seal, and coolant hose o-rings
- New Metzeler tires
- Media blast and new powder coat on wheels, exhaust midpipe, and subframe
- Factory rebuilt and polished vintage Yoshimura pipe, new baffle and packing
The focus Yamaha put on superbikes led their build quality to new heights and prices joined them there. The championships would have to wait, but the bikes are the stuff of legend. Thankfully there are thoroughly freshened examples like this and we don’t have to only read about it. The asking price is $5,500.
In the 90s, it was foolish to take the Japanese Big Four head on: they were on a roll, and if you wanted to compete, you needed to offer something else, something different. They had the high-tech theme down cold, but no one can be all things to all people, and there has always been room in the margins for players with something unusual to offer. And a reborn Triumph had just such a machine with the Daytona Super III.
Sheer economic necessity dictated the design. The bike’s spine frame meant versatility and the same basic component could be used as the foundation for a series of bikes with vastly different missions: sportbike, roadster, tourer, cruiser. But the downside was inherent compromise: that configuration carried weight high up and meant that the resulting bikes were generally heavier than more focused rivals.
Engines had the same issues: Triumph’s three and four-cylinder designs were versatile, but they could never be as light or as powerful as something designed for screaming revs and maximum aggression. But although inline fours are powerful, Honda, Kawasaki, Suzuki, and Yamaha’s reliance on them to power sports motorcycles during this period made the whole class a bit same-y, which likely explains some of Ducati’s contrarian appeal.
Freed from the need to fit into displacement restrictions imposed by racing classes, Triumph was able to create a sportbike focused for the road. The Daytona came in two flavors originally, one powered by the three cylinder and one by the four. The triple was lighter and ultimately more popular, but was very outclassed in the performance stakes compared to Japanese rivals. So Triumph introduced the Super III to at least close the gap and make the bike a viable alternative to more focused sportbikes.
Cosworth tuning increased power from 98 to 115hp and gave the bike a 140mph top speed, along with six-piston brakes. Performance was at least within shouting distance of other sportbikes, but the Triumph offered that charismatic and torquey three-cylinder that had great midrange punch, stable handling, reasonable comfort, much higher build quality and paintwork, along with classic styling that was a complete 180°, compared to the wild graphics and lurid colors found on bikes like the GSX-R750.
From the original eBay listing: 1995 Triumph Daytona Super III for Sale
Between 1992 and 1997 Triumph produced the much appreciated but ultimately underpowered 3 cylinder Daytona 900. This bike was a successor to the original Daytona 750 and boasted a more acceptable riding position designed to increase its sporting ability. But the power to weight ratio was still a problem, especially when compared to other bikes at the time such as the GSX-R and the ultra-light Fireblade/CBR. So for the 1994-96 model years Triumph produced the Daytona Super III, and exported a very limited production run of ~150 bikes to the USA (numbers are approx 1000 worldwide).
Having been bitten by the Triumph triple bug, I searched for 2 years for a Super III and was ecstatic when I came across this extremely clean and well cared for example. Sadly, priorities have shifted and looking to thin the herd. This is not a divorce sale, baby sale, or other emergency sale. I’d like this to go to someone who will appreciate it as I have.
Bike details: 8779.3 miles although that may go slightly up. 1 season old Michelin Pilot Power tires with less than 1k miles. Forks serviced at the end of last season with fresh oil, seals, and .95kg springs. Everything on the bike is OEM except for e-code halogen headlights for better night vision. All bodywork and paint is original. All factory carbon fiber parts are present, original, and unbroken.
Extras: extremely rare Sprint Fox Fairing and custom made carbon fiber fill pieces. Comes with an extra fairing mount. Sudco FCR39 carbs (true triple carb setup for the 885, not a re-rack). Spare seat for re-upholstering. Can include some German basketweave vinyl (60’s Porsche restoration supply) if desired. It is very similar to the 60’s Triumph seat covers, albeit much higher quality.
Very minor cons: small scratches on each muffler, less than 2″. Right side lower fairing has a few light scratches. Some chipping on fairing V behind front wheel.
This is one of the lowest mileage original Triumph Super IIIs in existence. Extras worth $2,500 alone. Will not separate at this point.
Japanese sportbikes of this era are old enough that the splashy graphics and DayGlo colors have become cool again, but the simple lines of this bright yellow Super III still appeal. These are very rare and certainly the most valuable of the early Daytonas, but still pretty affordable compared to other exotic machines. The $6,500 asking price is pretty high for a Super III, but the bike appears to be in superlative condition and has been enthusiast-owned, with low mileage, and comes with some very desirable extras. Speaking of: the seller mentions “Sudco” carbs, but I’m assuming they’re actually Keihin flat-slides, since Sudco doesn’t actually make carburetors, they just sell them.
Update 10.18.2018: This bike has SOLD! Congratulations to buyer and seller! -dc
If you gaze upon modern motorcycles today and think that they are all starting to look alike, you’re not alone. There is a certain #metoo movement in current motorcycle design. But cast your eye back a few short – like 40 – years ago and things looked a bit different. Take one glance at this awesome late 70s literbike; there is no mistaking it for anything but a large-cubic-inch rocket. No middleweight or lightweight offering of the era looked even close to it, and even family resemblance was fleeting. One look and you knew it meant business, and 40 years on it still looks that way. Even better, perhaps, is that it did not remain on a showroom floor collecting dust and rotting out. This wonderful monster from the cusp of the liquid-cooled, mono-shocked, four valved, fuel injected, big braked, big tire era carries with it the honor and patina of time and ownership. This isn’t just a time capsule to take you back, this is a roadmap of where that was and how it came to be. The seller has provide some truly wonderful background on this bike, and I leave it to his words here:
From the seller:
I am selling my precious 1979 Suzuki GS1000, Suzuki’s original superbike—this is your chance to own a restored and properly functioning piece of motorcycling history. If this thing could talk, it would have one doozy of a story to tell. It spent all its life in the Pacific Northwest, and in its own small way has become a recognizable vintage bike…regionally at least. I met the previous two owners at the Isle of Vashon TT in 2016, and they were overjoyed to see it being ridden again. One used to take it to track days at Laguna Seca in the early 80s, another had the fairing put on it.
When I first got it, it was in fairly decent condition. It needed what old bikes usually need: o-rings, seals, gaskets here and there, carb work. After fixing one area, I’d move on to the next. After a few years, I started running out of things to fix. There were some original upgrades that were desirable back in the day and still look and function well today, like the Koni shocks, the Raask rearsets, and the oil cooler and associated plumbing. The fairing is from a Ducati 900SS, and the bike wears it beautifully. Also, this year of GS came stock with twin front discs. I upgraded those with modern calipers and rotors, which made a night and day difference in stopping power.
The extent of the work I’ve done is pretty exhaustive, and the common thread through all work was that it needed to be period-correct if possible and if safe, excluding suspension and brakes and tires, which have improved so much over the decades it would be silly and arguably unsafe to install original bits.
The seller has performed a significant amount of maintenance, upgrades and improvements to this bike, and the list is a long one. Again, back to his words:
More from the seller:
Nearly every box has been ticked on this bike. Here’s what I’ve done:
-A full top end rebuild was done by Baisley Hi-Performance (Portland), and I’ve put about 2,000 miles on it since.
-New Kibblewhite black diamond exhaust and intake valves
-New OEM pistons
-New valve guides, springs, and oil seals, oil passage o-rings, and cylinder o-rings
-Cylinder head machined and lapped, cylinders honed
-New base and head gaskets, new cam cover gasket
-New manual cam chain tensioner
-New oil cooler/pressure sensor adapter plate
-New braided oil hoses and AN fittings
-Head, cylinders, and cam cover all bead blasted
More from the seller:
-Original Mikuni VM26 carbs
-New Pingel petcock
-Full carb rebuild including all rubber, all gaskets, pilot and main jets, by 2Wheel Dyno Works (Seattle)
-Full carb setup, tune, and balance by 2Wheel Dyno Works
-Two K&N oval air filters, one for the left two carbs, one for the right two. These are infinitely better than the single pods in terms of getting a reliable carb tune, not to mention how much easier it makes the carbs to remove.
More from the seller:
-New Dyna S electronic ignition, dyna s ignition coils, and dyna cables
-Full wire harness by SparckMoto (Albany), including getting rid of the infamous turn signal cancel box. New regulator/rectifier, signal relay
-New left and right control switches by SparckMoto
-Interstate AGM gel battery, reliably holds full charge and has been kept on a trickle charger
-New (super bright) led headlamp
-New OEM headlamp housing
-New tach cable and speedo cable
-New bulbs in the instrument cluster—the whole thing lights up!! Devil’s in the details, folks.
More from the seller:
-Front and rear sprockets by Sprocket Specialists
-DID x-ring 520 chain
-New clutch friction plates and springs
-New OEM clutch cable
-Racetech springs and gold valve emulators in the front fork, and new seals (this made a huge difference)
-Brembo master cylinder
-Upgrade to two (fairly ubiquitous) Tokico twin piston calipers, same calipers that have gone on many different ninjas and other bike makes and models for years
-Upgrade to two rotors from a Ducati 900SS, much larger. The result is a front brake that actually stops the bike, which is nice!
Stainless brake lines
More from the seller:
-Original mag wheels
-Pirelli Sport Demon tires (one year old, plenty of wear left)
-New wheel bearings
-Full MotoGPwerks (California) stainless 4-1 exhaust system—a very sought-after system that you can only get when motogpwerks actually makes a run of them. (Satisfying throaty warble at idle, baleful howl when under load)
-New exhaust gaskets
More from the seller:
The tachometer says 60,000 miles, but only 2,000 since the top end was rebuilt. It starts immediately, reliably, rides beautifully, and pulls shockingly well.
The only cosmetic flaws are a few small paint scratches on the tank and various rock chips on the fairing. I have the original airbox and air filter assemblies, the exhaust it came with when I bought it, lots of redundant hardware, and even the old cylinder head and valves and shims if you want those for some reason.
Asking Price: $4,500
This bike really looks the business. The four-into-header gives it a mean look, and I’m sure an even meaner growl. Nobody will confuse with with a more modern platic-cycle ride when you rumble by on this baby, and yet it still looks like it could yank your arms out of their sockets should you twist the throttle too far. This era of motorcycling is gone for good – and in many measurable categories that could be a good thing. But it is more than nostalgia that brings you back to this monster. It does everything a motorcycle should do, but with an intimidating presence missing from motorcycles today. This is not just a survivor of the era, but rather a good strong look at all that was great about the time, and all that is great about motorcycling. If you want a basket-case project bike, there is nothing to see here. But if you want a well-kept, well maintained beast from the apex of another time, you might want to give Ethan a shout – this big Suzuki won’t hang out long. Good Luck!!
7.25.2018: Josh has decided to upgrade this post to a Featured Listing. New asking price is $15k and interested parties can contact him here: firstname.lastname@example.org
As much as I love the MV Agusta F4 750 in the classic red-and-silver colors, it’s nice to know that it also looks pretty good in basic black-and-grey. Or flat-black. Or silver-and-blue, or… Reportedly, the design for the MV Agusta F4 was originally intended by Massimo Tamburini as the replacement for the venerable Ducati 916. And I’m sure in retrospect, Ducati very much wishes it had worked out that way, considering the reactions to their Pierre Terblanche-penned 999…
When it was introduced, I was a little disappointed that the new MV was powered by an inline four, instead of a v-twin. But the F4’s radial-valved engine has a much more exotic quality than other four-cylinder engines: they sound sort of generically inline-y as they go by, but the pilot is treated to a much more complex noise. Or maybe I’m just infatuated.
In any event, this particular F4 is powered by the earlier, 749cc version of the engine. A claimed 126hp meant the MV was making the right power to compete in the 750cc class, but there were really two problems. One, it was also a bit heavier than other bikes in the class. And two, interest in the 750 class basically evaporated right as the F4 was introduced. Sure, Suzuki still made a GSX-R750, but it lived in the shadow of the new superbike king, the GSX-R1000. And the F4 750 couldn’t hope to compete against performance like that.
F4s show up regularly for sale with incredibly low miles, which reinforces the bike’s reputation for a punishing riding position. It also points out that they get bought as display items more than actual bikes. Which is sad, because they’re pretty great, rewarding sportbikes. If you’re expecting this to flatten your eyeballs, you will be very disappointed, and the F4 is hard, and uncomfortable, and very serious. Handling is more stable than agile, but the potential is there for a seriously rapid bike, if you’re willing to deal with the uncompromising ergos and bit of extra weight.
From the original eBay listing: 2002 MV Agusta F4 750 Senna #172/300
The MV Agusta F4 was the motorcycle that launched the resurrection of MV Agusta in 1998. The F4 model was created by motorcycle designer Massimo Tamburini at CRC (Cagiva Research Center), following his work on the Ducati 916.
The F4 series bikes have a four pipe undertail exhaust, single-sided swingarm, large front forks (50 mm diameter) and traditional MV Agusta red and silver livery on the F4 Series Oro. The F4 model is also one of the few production superbikes to have hemispherical chamber 4 valves per cylinder engine.
After meeting and becoming friends, Formula One Racing Legend, Ayrton Senna and MV Agusta President, Claudio Castiglioni began a close collaboration. Borne of a mutual passion for speed, performance, and the painstaking quest for excellence, their friendship continued to grow.
Today this spirit continues, embodied in the form of a very special motorcycle, the MV Agusta SPR SENNA. Based upon the SPR’s increased performance and capability, the SENNA edition is further distinguished by its limited production (only 50 imported into the USA) and exclusive black color, distinctive red accents, and SENNA graphics.
The SENNA was produced in a limited worldwide quantity of 300 units worldwide, with proceeds benefiting the SENNA Foundation.
The SENNA Foundation was created to assist in improving the lives of over 300,000 Brazilian children and contributes 100% of its proceeds to the development and implementation of social programs.
The F4 750 Senna was released in 2002 and is rated at 0-60 2.9 quarter mile 10.7 @ 135. The Senna was a limited production run of 300 bikes like the orginal F4 Series Oro. The Senna shared the 136 hp (101 kW) engine of the Evo 02 but with a higher redline of13900 rpm, and top speed estimated at 175 mph (282 km/h) @ 12750 rpm . The Senna also had some suspension upgrades and some carbon fiber bodywork compared to other MVs.
MSRP was $24,995 in 2002. Only 50 units of 300 produced worldwide arrived in the USA and this one with only 188 miles is arguably the finest Senna available anywhere!
7.25.2018: Additional note from the seller:
A little background why I’m selling these bikes is that I am raising capital to start a business for the first time in my life so I need to trim the fat sort to speak. The Senna F4 is by far the cleanest most beautiful bike I’ve ever owned.