Author Archives: Tad Diemer

Gilera December 2, 2019 posted by Tad Diemer

Featured Listing: Pristine 1990 Gilera Saturno Bialbero with 72kms!

Update 12.2.2019: This bike is now on eBay. -dc

This is the second of four motorcycles being offered from the Stuart Parr Collection. Thank you for supporting the site and good luck to buyers and seller! -dc

Looking very 80s, the Gilera Saturno Bialbero could be mistaken for some sort of custom Ducati. But Gilera, of course, should be held in the highest regard by fans of this site, as they were the first company to slot an inline four into a frame transversely, solving in one fell swoop the difficult cooling issues that previously faced four-cylinder motorcycles. This bike has just one cylinder like the original Saturno and embodies the company’s racing ethos, stressing light-weight and handling.

In the 80s, Gilera was mostly producing a line of offroad-biased singles with a 350cc capacity that were obviously a far cry from their road-racing bikes of the 1950s. At the urging of a Japanese marketing company, they developed a retro-styled sportbike, and that updated Saturno sparked some minor interest worldwide.

In most markets, the Nuovo Saturno was motivated by a liquid-cooled, 491cc version of the company’s four-valve, dual-overhead cam single, although a smaller 350 was available in Japan. In fact, the “Bialbero” designation helps to differentiate the bike from the earlier Saturno and refers to the number of camshafts: two. That engine put out a seemingly unimpressive 44hp, but the complete trellis-framed machine weighted in at a claimed 302lbs dry. That’s 250cc two-stroke territory, with the same claimed peak output and a much broader powerband. Suspension was simple but modern, with 17” Marvic wheels front and rear and a set of Brembo brakes to slow things down. The ‘box has just five speeds, owing to the package’s off-road roots, but the torquey engine should make any gaps easy to ride around.

With just 72 kilometers on the clock, this may be the lowest-mileage Saturno on the planet, and you may be waiting a long time for an example this nice, regardless of miles: these very rarely come up for sale, as Gilera collectors aren’t flavor-of-the-week types. It helps that the Nuovo Saturno was intended for collectors in Japan, and only a few made it to other countries: in 1990, just 50 were imported to the UK.  However, in spite of their rarity, they don’t sell for huge money, making them a reasonable proposition for regular folks who want something out-of-the-ordinary.

From the seller:

Imported in 2016 from Germany. Comes with original German registration and U.S. Customs and Border Protection entry form (Form 7501). This one can be registered and ridden. It is in out of the crate perfect condition.

The Gilera Saturno Bialbero 500 is a motorcycle road made the motorcycle manufacturer Gilera and marketed between 1987 and 1991.

If you’re looking for something rare, affordable, and very fun: these are extremely nimble bikes that would make perfectly lightweight track or racing machines. Iinquiries can be directed to Gregory Johnston on (631) 537-1486 or via email – here -.

-tad

Featured Listing: Pristine 1990 Gilera Saturno Bialbero with 72kms!
Bimota November 30, 2019 posted by Tad Diemer

Underappreciated: 1997 Bimota YB11 Superleggera for Sale

This Bimota YB11 Superleggera isn’t just a sportbike, or even an exotic sportbike. It’s a high-performance boutique motorcycle, one of just 650 ever built. Of course, that’s pretty much mass production by Bimota standards. It doesn’t have quite the cachet of Honda’s limited-production homologation superbikes, but consider that Honda made almost 5,000 Honda RC30s, compared to just 650 YB11s. It’s still incredibly rare and plenty fast and, as a bonus, you can take your significant other with you on your high-performance boutique motorcycle: this was one of very few Bimotas ever built with passenger accommodations, although they’re about as comfortable as you’d expect. Still, it’s great to have that spare seat, in case of emergencies…

The “Superleggera” part of Bimota YB11 Superleggera refers to the focus on lightweight construction that allowed huge performance from an existing engine, along with the agile handling you’d expect. At the time, the bike weighed 403lbs dry, a full 80lbs less than the Yamaha YZF1000R that donated its 1002cc five-valve Genesis engine and five-speed transmission. Power was rated at 145hp, with an impressive 80lb-ft of torque that allowed the five-speed box to be fitted to the open-class superbike in the first place, a characteristic it shared with Suzuki’s rival GSX-R1100. The light weight and power were enough to push the bike to nearly 170mph. All the way back in 1997.

Somehow, because of their hand-built nature and flaws, it doesn’t seem all that criminal to modify or improve Bimota’s 1990s motorcycles if it helps sort some of their more annoying quirks: a YZF750R six-speed can replace the original five-speed found in the YB11, and I’m sure somebody can figure out how to fit a stand-alone fuel-injection system to replace the carburetors. This example luckily has the earlier gauges that should hopefully prove more reliable than the later style, while looking better to boot.

It can be tricky to tell if we’ve posted a particular YB11 on the site previously: they all came in the same colors, have low miles, and are generally well cared-for. It’s even trickier when the seller refers to the bike as both a 1997 and a 1998 and appears to have “borrowed” some content from RSBFS in their description… Other than the occasional Termignoni system, aftermarket exhausts and accessories are virtually unheard of, and bolt-on farkles are generally considered undesirable. There appear to have been a few different exhaust hangers used, with and without passenger pegs, although it’s also possible those were fabbed up by the owners when new.

From the original eBay listing: 1998 Bimota YB11 Superleggera for Sale

One of only 650 produced

1998 Bimota 1,002cc YB11 Superleggera 

Frame no. ZESYB1100TR00047

A Rimini-based manufacturer of ducting for heating and ventilation, Bimota soon turned to their first love of motorcycles. Founders Guiseppe Morri and Massimo Tamburrini began manufacturing in the early 1970s and have since built a reputation of exclusive and limited with inimitable Italian styling machines of performance. Using the best cycle parts and an array of the best outside manufacturers’ powerplants, the Bimota was always an uncompromised and expensive foray in to exclusive motorcycling. 

Powered by Yamaha’s superb Thunderace engine, the Superleggera YB11 was Bimota’s last word in Italian exotica of the 1990s. The 131bhp ‘four’ in stock form breathed through a Bimota-designed exhaust system, which could squeeze out a little more power. It was shrouded by the firm’s trademark aluminum beam frame and complemented by some of the finest cycle parts available, including fully adjustable Paioli 51mm forks, fully adjustable Paioli shock, Brembo brakes, 17” Antera wheels and carbon fiber-abound. At 403lbs, the YB11 Superleggera weighed some 80lbs less than the donor bike and its handling and performance were in a different league altogether; as was the price, which at about $20,000, was a staggering 50% more than the Yamaha.

In the late 1990s Bimota went through one of its periodic financial convulsions and production of the YB11 ended in 1999, although a second batch of bikes was completed later using stocks of existing parts. 

The bike offered, an early 1997 example, the 46th built, is presented in excellent condition throughout. With an indicated 8,700 miles, racked up in the first decade of use, the bike has been on static display since 2007, though regularly maintained. A fresh service was performed to ready the bike for sale and no back-fees are due to a California buyer, as the last registration was due over ten years ago.

With only 650 machines produced, this represents a perfect combination of Italian exotica, Japanese reliability, ease of maintenance and power and with such qualifications, is bound to be a future classic.

For additional information, photos, etc. please visit ClassicAvenue.com

Look, the Bimota YB11 is a flawed motorcycle. And maybe the flaws would be unacceptable in a bike that originally sold for the equivalent of $47,000 in today’s money, but they don’t cost that much currently: this one is being offered at $9,900. That seems to be a little bit on the high-side for a 90s Bimota currently, although I doubt that will still be the case in the future. For that kind of money, you’re getting a hell of a lot of exclusivity and performance that will still peel your face back, even today.

-tad

Underappreciated: 1997 Bimota YB11 Superleggera for Sale
Laverda November 23, 2019 posted by Tad Diemer

Featured Listing: 1980 Laverda Jota for Sale

Update 2.4.2020: This bike has SOLD at Bonhams Las Vegas for $18,400! Congratulations to all parties! -dc

Update 12.23.2019: Joe’s bikes have been newly photographed by Bonhams in preparation for their upcoming auction at Bonhams 2020 Las Vegas Auction, and the photos are now in this listing and gallery. 

The auction is scheduled to take place on Thursday, January 23rd 2020 at Caesar’s Entertainment Studios, beginning at 12 noon. For information about the bikes and the auction itself, please visit – https://www.bonhams.com/auctions/25835/ You can also contact Michael Caimano directly at 929-666-2243 or Michael.Caimano@Bonhams.com

Check out all Joe’s bikes that are being offered at Bonhams. Good luck to bidders and seller! -dc

When it rains, it pours, and the past couple weeks have seen us feature several different Laverdas. Bikes this old are usually a bit too “classic” to feature regularly on the site, but certain models are just too important not to include at RSBFS, and the hairy-chested Lavereda Jota like today’s featured listing is one of them. As a followup to their successful parallel-twin models, Laverda introduced a three-cylinder in 1973 after teasing prototypes for several years. It wasn’t just a twin with an extra cylinder grafted on, it was an almost entirely new design, with a twin overhead-cam head.

The earliest three-cylinder bikes used a large drum brake at the front, but that was soon updated to a twin-disc setup, although a drum was retained at the rear for a bit longer. Although it wasn’t tuned as aggressively as it could have been, the new, unimaginatively-named “3C” was one of the best-performing bikes available, with a 133mph tested top speed. But stock performance, however impressive, is never enough for some people, and UK Laverda importers Slater Laverda saw plenty of untapped potential and decided to build a bit of a hot rod.

Slater fitted factory racing cams and high-compression pistons, an updated exhaust, and SFC yokes for different front-end geometry. The resulting bike impressed Laverda’s management, and limited production began in 1976. Power for the 981cc engine was up to 90hp and the bike could clear 140mph, making it the fastest production motorcycle at the time. After success racing the bike in the UK, Laverda expanded distribution, and eventually the bike found its way to the US, although bikes originally intended for us were of lower-spec than the UK machines.

The Jota, named for a Spanish dance, is often characterized as a “man’s bike” but could more accurately be described as “a bike for tall people with strong hands.” The triples weigh in at nearly 500lbs dry, with a very tall seat 32″ high, no side stand fitted as standard, and a brutally stiff clutch-pull. Like all Laverdas of the period, they’re solid and overbuilt with power and handling to spare, but a Jota takes work to ride quickly. Or slowly.

Slight clarification of the seller’s information below: all of the early Laverda three-cylinder models, including the 3C and the original Jota used a 180° crank that basically fired “like a four with a miss.” The Jota was basically a hotted-up version of the regular production triple and used the same crank as the 3C. The “two up, one down” crank was great for power and made a pretty distinctive noise, but vibrated a bit more than than was considered acceptable. Later triples switched to a 120° crank after 1981 for increased smoothness, but purists feel like only the 180° bikes are the only “real” Jotas. Personally, I think the 120° bikes sound pretty cool too, but the 180° bikes are definitely more desirable to collectors.

From the Seller: 1980 Laverda Jota for Sale

You should know that I am a serious collector, with a large motorcycle collection. I decided to sell some of the most valuable motorcycles in the collection. These motorcycles represent some of the most iconic motorcycles of the 1970s, 1980s, and 1990s. Those motorcycles are now being offered up for sale one by one. These motorcycles were targeted by me for my collection many years ago when the best of the best were available and that is what I purchased. 

In general, I do believe super rare Italian motorcycle of the 1970s and 1980s are the future Ferrari of motorcycle collecting. We all know what has happened to Ferrari. 

When you decide, as I did, that the rare, large Italian Sports bikes of the 1970s are a great place to be for collecting. You will for sure want to have a Laverda Jota in your collection. 

Make sure that your Jota is a real Jota with 180 degree firing order, which distinguishes the Jota from other Laverda models. Again, the 180 degree firing order means that the 3-cyclindar engine fires off when two of the cylinders are up and then 180 degrees later when one cylinder is up, it again fires. In other words, the Jota fires two times per 360 degrees and not three times per 360 degree rotation, like the lesser Laverda models. This is what gives the motor its unique power and especially its unbelievable thundering exhaust note. These are big, heavy, and handsome bikes. This one was restored by a Laverda guru a little over 10 years ago and was put in our collection shortly thereafter. If you are talking about these Italian bikes that are designed to look like they have big muscles the Jota certainly exemplifies that. Of course, any of the rare Italian 1970s and 1980s iconic bikes are always great garage art and most often wonderful bikes to ride. The Jota is a man’s bike and not meant for the faint of heart unless you are going to just put it in your living room to look at it.  

There is plenty of information on the Internet about the Jota. There is a very large international club for them. This Jota was restored to perfection and is still in wonderful cosmetic condition and riding form. 

This is certainly a bike for serious collectors and for those that don’t know all the details, the internet is just loaded with information. I can only suggest that you scrutinize the pictures and decide for yourself if this is another rare Italian collector bike that will eventually become as iconic as the Ferrari automobile. I spent a decade looking for the best one and this is the best one I have ever seen.

The real Jotas seldom become available and you should always get the best. When they are available, they are almost never in highly restored condition.  All my bikes are kept on trickle chargers ready to take a day’s ride at a moment’s notice. The Jota is one of those.  

I would suggest that you check out the other rare cycles that I am offering for sale by clicking on “other items for sale” in the upper right corner to see the other bikes being offered from my collection.  

Thanks for looking at one of the best!

The seller clearly knows bikes, and the collectability of the Jota is undeniable. The only Laverda model more valuable is the earlier SFC, and the Jota is a bit more civilized, although that probably isn’t saying much. Many Jotas came with a half-fairing, but I much prefer my big, burly bruisers to be naked! Wait, that came out wrong… Anyway, the additional wind-blast will be perfect for bulking up your neck muscles to match your newly-muscled hands: I’ve got a couple friends with Laverda triples and the effort required to pull that clutch still blows my mind.

-tad

Featured Listing: 1980 Laverda Jota for Sale
MV Agusta November 21, 2019 posted by Tad Diemer

Femme Fatale: 2009 MV Agusta F4 1078RR 312 for Sale

A very sexy bike with a very un-sexy name, “MV Agusta F4 1078RR 312” is at least descriptive. It tells you that it’s a premier Italian superbike displacing 1078cc and capable of 312kph, or nearly 194mph. “RR” generally stands for “race replica” in the motorcycling world and frequently adorns homologation machines, but the nearly 1100cc would make the 1078RR ineligible for most production racing series, so it’s probably here just to signify the bike’s uncompromising nature. High quality components litter the bike: Sachs shock and steering damper, Brembo Monoblock brakes, a Marzocchi fork, and MV’s EBS engine-brake system that works with the slipper clutch to improve rear grip during rapid downshifts.

These bikes are not easy. They aren’t especially light by modern standards. They run hot, and vent scalding air at your inner thighs in traffic. The riding position is cripplingly uncomfortable. The mirrors are useless, unless you’re tucked in with your head behind the screen, and barely adjust at all. The throttle is wickedly crisp, especially with a properly-tuned aftermarket ECU. Have you ridden an Aprilia RSV4? The F4 is basically the complete opposite of that: where an RSV4 is friendly and confidence-inspiring, the F4 is intimidating. One bike flatters you, the other highlights your inadequacies. As a rider, and possibly as a human being. The RSV4 is your partner, an ally that helps you look like a hero. The F4 a femme fatale in a slinky black dress with a stiletto strapped to her thigh that will make you feel like you’re not worthy. Or stab you. Or both. The MV Agusta F4 does not suffer fools gladly.

That’s not to say that the 1078RR isn’t fast, or that it doesn’t handle. It’s just that it takes hard work and commitment to get the best out of an F4. There’s a reason so many of these bikes are barely broken in: everyone lusts after them, but they work much better as garage art than as bikes to actually ride, unless you’re a masochist or are willing to risk one on track. The 190 horsepower may seem to barely qualify it for a place among today’s superbikes, but the increased displacement gives it massive torque [91.5lb-ft!] to go with the high-rpm power, making it a beastly motive force.

Honestly, unless you’re chasing lap times, any F4 is plenty challenging and entertaining on road or track. Even better: nice ones are usually shockingly affordable. A GSX-R1000 is still a better bike by every quantifiable performance metric, but these days you can buy an F4 for the same price. And as a bonus the F4 is one of the best-looking motorcycles ever designed. This particular example is not shockingly affordable, although it is very, very nice and features some very choice updates that should improve both performance and reliability.

From the original, colorful eBay listing: 2009 MV Agusta F4 1078RR 312 for Sale

1 of 6: red/silver Monoposto 1078 312RR sent to USA

This auction is for the following 2009 MV Agusta F4 1078 312RR (pictured)

Only 60 of the 1078 312RR were sent to the USA. They offered them in 3 color combinations. And also offered them in Monoposto and 1+1. This bike is 1 of only 6 RED/SILVER Monoposto bikes out of the total 60.

This bike has the following UPGRADES added:

  • Magnesium oro swingarm that has been finished in a brilliant titanium color
  • Marzocchi front forks
  • Bitubo rear shock
  • Ohlins steering damper
  • Titanium rear sprocket flange with upgraded cush lugs
  • DID chain
  • Titanium rearsets/levers
  • Full titanium BODIS exhaust
  • Microtec ECU (dyno tuned)
  • OZ forged aluminum wheels
  • NEW tires
  • 320mm full floating Brembo T-drive rotors with titanium bolts
  • Titanium caliper bolts
  • Brembo Z04 pads
  • Stainless brake and clutch lines (blue)
  • Titanium Staubli Quick Disconnects on front brake line
  • High temp silicone hose kit
  • High flow water pump conversion
  • Oberon quick fuel cap
  • Various carbon parts
  • Suede seat
  • Titanium Dzus fasteners for body

Bought NEW in 2009 ($25,000)

Adult owned, never tracked, never raced, never crashed

Serviced by MV dealer at all intervals

Over $30,000 in aftermarket parts added

Selling to make room for another project… It’s been a great bike!

Okay, so the $37,500 asking price is pretty eye-watering, and the seller seems to make the whole “the aftermarket parts and labor add to the value” mistake that afflicts so many people. The 1078RR is a very rare MV, but honestly all MVs are pretty rare, even the the ones that aren’t part of some limited edition. The aftermarket bits seen here appear to be of the highest quality, and the dyno-tuned Microtec ECU is a very nice bonus: it should make this F4 the bike it always should have been, at least in terms of the power and response. Combined with the Bodis exhaust, this MV really should be the quite an event to ride. Unfortunately, that same money would buy you a clean Tamburini, a bike that will probably be even more collectible. Or you could pick up a clean 1078RR for around a quarter of the price and get it properly tuned…

-tad

Femme Fatale: 2009 MV Agusta F4 1078RR 312 for Sale
Ducati November 20, 2019 posted by Tad Diemer

Truth in Advertising: 1993 Ducati 888 SPO for Sale

It’s common for manufacturers to fudge things a bit when identifying their cars and motorcycles. Often, the name specifically referred to at least the approximate size of the engine, but liberties are often taken, especially when the displacement changes, but the name stays the same. The Mustang 5.0? Actually 302ci works out to 4948cc, which you should probably round down to 4.9 liters… But it’s pretty close at least, and sounds much cooler. Can you imagine Vanilla Ice crusin’ in his four-point-nine? Bike manufacturers are even worse about rounding things off to sound good. The Norton Commando 850 was packing 828cc, and the Ducati Pantah 600 had 583cc. Fortunately, Ducati redeemed themselves with the oddly-specific 888 SPO…

Until the introduction of the the also-accurately-named 851, Ducati made do with air/oil-cooled engines, and relied on their light weight and agility to compete against more poerful machines. Unfortunately, the handling of Japanese superbikes continued to improve by leaps and bounds, and the Italians knew the only way to stay competitive in production racing would be to evolve. Ducati’s 851 superbike was powered by an extensive redesign of their 90° v-twin that added liquid cooling and four valves per cylinder, with all eight actuated by the company’s famed Desmodromic system. The system basically eliminated valve float, although high mean piston speeds were a much bigger issue for a 10,000rpm v-twin. A more important advantage probably came from the ability to use more aggressive cam profiles to both open and close the valves.

The 888 that followed naturally used a slightly larger, more developed version of that engine. A six-speed gearbox backed by an exotic dry clutch gave racing credibility, along with that characteristic Ducati rattle that is often louder than the exhaust at idle, especially on a stock bike. Two versions of the bike were available in most markets: the 888 Strada and the higher-performance 888 SP5. The SP5 wasn’t road-legal here in the USA, so we got a bike that really slotted in between the two Euro versions called the SPO or “Sport Production Omologato” that was intended to homologate the bike for AMA racing. Unlike the Strada, the SPO had a solo-seat tail, upswept exhaust for more cornering clearance, and an Öhlins shock. A heavier steel subframe was used in place of the SP5’s aluminum unit, and the engine was basically in the same state of tune as the Strada, with around 100hp and a meaty torque band.

From the original eBay listing: 1993 Ducati 888 SPO for Sale

1993 Ducati 888 SPO with 4824 original miles and in excellent condition.  

Purchased new in the Seattle area and stayed a local bike all its life. Documented history throughout its 4824 miles, beginning from original purchase agreement in 1993 (pictured). Last full service (includes belts adjustment) done at 4600 miles in 2015. All major parts are original, including radiator (pictured) which shows matching usage/wear to the bike’s mileage. Pipes were upgraded to Ferraccis back when the bike was new, and coolant hoses were replaced during the last service in 2015. Also recently replaced the fairing fasteners to period correct OEM fasteners as the gold plating on the originals were faded due to age.

Title is free and clear, and comes with 2 original keys and owners manual. Stand is not included.

This bike has very low miles and includes the desirable, period-correct Fast by Ferracci exhaust is a nice option that should add a period-correct exhaust note. The seller is asking a very steep $16,500 for this one, but it’s very original, well-kept, and you’ll likely not find another in this kind of condition if you’re looking to grab an SPO for your collection.

-tad

Truth in Advertising: 1993 Ducati 888 SPO for Sale
MV Agusta November 16, 2019 posted by Tad Diemer

A Touch Too Much? 2014 MV Agusta Brutale 1090RR for Sale

Modern supercars and superbikes have too much power. There, I said it. The only thing keeping 95% of owners from launching themselves into the scenery are the sophisticated traction control systems that do their best to interpret your inputs and give you what you think you want, instead of what you’ve actually just asked for. Purely analog superbikes with more than 160hp or so are a pretty serious handful for anyone without a racing license. That doesn’t mean they aren’t plenty of fun though, and sometimes “too much” is just enough: insane bikes like the MV Agusta Brutale 1090RR are the kind of excessively-endowed exotica that make motorcycling so enjoyable.

What do I mean by “excessively-endowed”? The Brutale’s upright position hangs the rider’s upper torso out in the wind with nothing to hide behind unless your chin is flat on the tank, making even 80mph freeway blasts a bit exhausting, unless you’ve got steel cables for neck muscles. And the 165mph top speed is frankly ridiculous, unless you plan to use high-speed runs as some sort of core isometric workout…

Powered by an evolution of the F4’s radial-valved inline four and cassette-style gearbox, the 1090’s designation helps differentiate it from the F4, although it shares the 1078cc displacement. The 1090RR’s 158 claimed horsepower is down a bit on the previous version, although the Brutale is “tuned for more midrange” so it’s probably the torque we should be looking at, and the bike’s 83lb-ft is pretty significant for an inline four. That is at least a nod towards practicality and should make this a monster on the road, although it’s actually very suited to the track as well.

Brembo Monoblock calipers are mounted to the bottom of MV’s typically beefy 50mm Marzocchi forks and matched to a Sachs rear shock provide a good foundation, while 8-level traction control and RLM “rear-lift mitigation” and a hydraulic slipper-clutch function let you exploit those powerful brakes. If you’re lacking serious threshold-braking skills, available ABS will help you make good use of the available stoppers, and offer peace-of-mind if you live in places where it rains things other than fire and ash…

Other improvements compared to the earlier Brutale include a longer swingarm and wheelbase to help tame the bike’s brutal character, along with a larger fuel tank looks pretty much identical, but has additional capacity and offers better ergonomics for track and canyon cornering histronics. The original Brutales did suffer from somewhat primitive ECUs, but this updated version had better fueling from the start, combined with the aforementioned electronic trickery.

Personally, I prefer the earlier gauge cluster, but time marches on and the additional electronic aids available on this model more than make up for a small area of the bike you likely won’t spend much time looking at anyway when you’re desperately trying to keep this thing from flipping over backwards and laughing your head off. Yes, the F4 is prettier, but it’s hard to argue that the original Brutale isn’t one of the best-looking unfaired bikes of all time. The asking price for this one is $8,850, which is a lot of exotic motorcycle and raw performance for the money. I’m constantly surprised that they don’t command higher values, but that just means that riders of ordinary means can actually afford to buy them, although I wouldn’t recommend owning one as your daily ride if you’re not prepared.

From the original eBay listing: 2014 MV Agusta Brutale 1090RR for Sale

Here is my pristine MV Agusta Brutale 1090RR up for sale.

This bike is almost like new and had all the factory services and an oil service every 3000 miles.

This beauty gets attention everywhere and it’s a blast to ride it. The handling, power and sound are outstanding.

Upgrades are:

  1. Header from Arrow (Sound makes you addicted)
  2. Beautiful Mufflers from a 2012 Model. (I have the pristine stock ones)
  3. MV-Agusta Corse Seats. (I have the new stock seats)
  4. Heated Grips
  5. Rizoma Mirrors (I have the stock Mirrors)
  6. Rizoma Bar End Turn Signals.
  7. New Brembo Mono Block Calipers in Black. ( I have the stock calipers)
  8. R&G Fender Eliminator with beautiful LED Turn Signals. (I have all the stock parts)
  9. Garmin Zumo GPS
  10. LSL Superbike Handle Bar with Rox Risers. ( A lot more comfortable and better handling. I have the stock parts.)
  11. LED Head Light. (Very Bright)

This bike is ready to go everywhere without any issues.

I didn’t washed this beauty for the pictures, so you can see some mosquitos but there are no scratches.

Please don’t send me low ball offers because I will ignore them. This is almost a collector Bike and hard to find in this color combination and conditions..

The stock parts are not included in this price.

Questions? Text 864-607-5845

The red/white/blue “America” colors aren’t my favorite, but they look good here, owing to the careful choice of individual colors and the fact that they’re draped across an MV Agusta. Overall, the bike is very clean, with just a shade under 11,000 miles on the odometer. It might seem disappointing that the bike doesn’t include aftermarket mufflers, but the gorgeous titanium Arrow headers and link pipe that deletes the catalytic converter should liberate all the noise you’ll need, and there are very few aftermarket setups that effectively duplicate the slash-cut shotgun-style originals that look so good, excepting the tiny openings themselves. These are sexy, sexy bikes and continue to be available at rock-bottom prices and, although they can be more troublesome than your average Japanese bike, are relatively straightforward to maintain and pretty durable when properly maintained. Just don’t drop that headlight unit…

-tad

A Touch Too Much? 2014 MV Agusta Brutale 1090RR for Sale
Ducati November 12, 2019 posted by Tad Diemer

Appreciating Icon: 2001 Ducati 996 for Sale

Values of Ducati’s wasp-waisted superbike have been shockingly low, considering their status as one of the most important, and most beautiful superbikes of the modern era. Sure, an SPS or 998R might pull decent money, but examples of the garden-variety 916 and especially the more refined Ducati 996 were available for as low as $4,500 pretty recently. And that wasn’t necessarily for clapped-out ex-race bikes either: solid, well-maintained bikes could be had for that sum. No, a 996 won’t keep up with new machines in a straight line, the braking ability of the current crop of superbikes is superior, and they lack modern electronic rider aids, but this iconic superbike still has impressive handling, even by modern standards. And the low prices won’t last forever…

Clean, low-mile 916s have already started to climb in value, and 998s that represent the final evolution of Tamburini’s superbike never really dipped that much. But the middle-child 996 still represents great value, especially if you’re looking for a bike to ride, as it featured more power and many subtle updates to the 916. It was introduced in 1999, after the 916 engine had hit its developmental limits.

World Superbike displacement for v-twins increased to allow 1000cc twins, but the original 916 cases started to experience failure when the displacement was enlarged to anything beyond 955cc. It might look like a 916 with some stylistic tweaks, but the 996 featured a heavily-revised 996 version of the engine that was introduced in the 916SPS, along with tweaks to the frame and fuel injection to improve handling and drivability.

This example features an updated Öhlins shock matched to a set of Showa forks, suggesting that it could be a 996S, although it lacks the numbered plaque generally seen on the triple. Some questionable stylistic flourishes have been added, but the seller claims the the original bits are all there, if you’re not a fan, and the other upgrades are very functional and intended to improve the usability and reliability of this classic Italian superbike, along with a set of aluminum Termignoni cans to liberate some classic Italian thunder.

From the original eBay listing: 2001 Ducati 996 for Sale

For your consideration is a 2001 Ducati 996 with 4,982 original miles on the clock. This bike is all original. It’s been ridden and well cared for. It’s in excellent condition, not just for the year, but for any year. I’m selling it because it’s impractical for long distances, and because I’m more interested in two-up riding these days. Bike has:

  • A Scotts reusable oil filter to improve cooling and filtering capacity
  • A Pipercross race filter. Chosen for lack of side effects on throttle response, noise, and engine longevity.
  • A Power Commander III. Currently, the bike is running and older version of the PCIII.  A newer USB PCIII is included with the bike.  I’ve just procrastinated on installing it.
  • An Afam quick change sprocket carrier and JT sprocket swap. The Afam carrier prevents cush drives from backing out and makes sprocket changes a lot easier. The current sprockets have less than 100 miles on them.  circlip is not in photos, but has been installed and safety wired.
  • I replaced the fuel quick disconnects and fuel sending unit nut with metal pieces. The OEM units are nylon/plastic and prone to breaking. Not anymore.
  • I installed a Cox Racing Case Saver. This item protects the precious engine case in case of an accidental chain break If you take care of your chain like I do, it’s not an issue, but stuff happens.
  • Replaced the US light switch with a European one, which allows you to turn off the headlight on startup. Less drain on the battery at startup means easier starting. Works like a charm.
  • I replaced the OEM fan with an aluminum unit that runs off a switch that allows you to run the fan anytime the temp gets too high for your liking. This bike has never overheated, but the stock temps are too high for my taste, so I installed a fan kit.
  • Swiftech, made in Germany, carbon hugger. Keeps debris off your suspension and tailpiece. Buyer also gets a Ducati performance lower hugger which is not installed.
  • Cox racing radiator and oil cooler guards to keep debris from damaging those two crucial components.  The radiator and oil cooler are in excellent condition (pictured) and I plan on them staying that way. Last, I’m including a carbon tank shield. It’s not installed because I wanted to show the excellent condition of the tank.
  • I have replaced all the seals on clutch master cylinder and on the clutch shaft within the last 100 miles. Buyer gets a Yoyodyne slave cylinder with the bike and has the option to install it or keep it as a spare.

This bike is in excellent condition. It is not a restoration. All parts are original to the bike, save for the mufflers. I also installed a billet clutch plate and housing. All body panels are original to the bike and undamaged/unrepaired. It’s all Ducati, no aftermarket. There are no cracks, repairs, or damage anywhere on the body, apart from light scratches here and there.  the paint is original everywhere, including on the underside of the seat. There is no rust whatsoever in the tank and only minor surface corrosion on some fasteners around the bike. There are no dents anywhere. This bike has never seen rain under my ownership.

The timing belts are brand new, properly installed (new Fuji nuts) and tensioned. The proof of the pudding is in the tasting, and this bike runs very smoothly and strong. The valves are not due for another 1000 miles. I inspected them and they look good. All rubber and soft parts are in good to excellent condition, down to the little bleed screw rubber caps. Only a couple of electrical plug sleeves have shown cracking despite my best efforts. Those (and I think it is literally a couple) have been mitigated and have no effect on function or reliability.

I replaced all coolant hoses with new Ducati parts in the last year. No leaks. Not coolant, not oil, not brake fluid. Gold DID chain has less than 100 miles. NGK Iridium plugs. Battery is less than a year old and wired for battery tender, which also comes with the bike. New Continental tires.

I kept all the OEM parts I replaced. Buyer also gets the excellent Baxley chock pictured. I always keep bike on chock at home. Sale includes a few special tools required for routine maintenance. 4 excellent manuals including Ducati shop manual.

I will be happy to send more pictures on request. Thank you for looking.

Considering the thoughtful upgrades and the 4,986 miles on it, I have a feeling it won’t be long before the $8,100 asking price will seem like a bargain. I’d expect this is one of the lowest-mile non-display bikes around, and with much less mileage I’d be concerned it would need significant maintenance before being ready to ride! Low-mileage bikes can seem more desirable, but mothballed Ducatis can cost a fortune in servicing to make roadworthy if they’ve been sitting for extended periods, and the attention lavished on this example make it worth a premium: as they say, “There’s nothing more expensive than a cheap Ducati…”

-tad

Appreciating Icon: 2001 Ducati 996 for Sale
Aprilia November 8, 2019 posted by Tad Diemer

For Offroad Use Only: 2001 Aprilia RS250 Cup for Sale

By 2001, the entire quarter-liter sportbike class was basically dead, leaving the Aprilia RS250 Cup a bit of an orphan. Yamaha TZR250 production ended in 1995, Honda’s NSR250R in 1996, and the Suzuki RGV250Γ held out until 1998. But I guess Aprilia still had some of the older 90° RGV250 engines lying around, so they kept churning out bikes for a few more years. The bigger issue was their viability as road bikes: one of the biggest reasons for the classes’ demise was the increasingly stringent emissions regulations that favored cleaner-burning four-stroke engines, instead of the light weight, but very dirty two-strokes that powered these bikes. They don’t call them “smokers” for nothing…

So the 249cc powerplant was from Suzuki, with a few Aprilia-branded bits to make the claim that they’d tuned it extensively somewhat believable. The frame was an aluminum twin-spar unit like the donor bike, but what a frame: unlike the industrial units seen on the Gamma and NSR, Aprilia’s was gorgeously sculptural, as was the swingarm. Brakes were more than up to the task, since the very same triple-Brembo setup was used on much heavier bikes like the Ducati 916 and Moto Guzzi Sport 1100…

By 2001, new two-strokes weren’t legal for road use in many markets, including the US. The RS250 Cup got around this by not bothering to be a road bike. It was intended for a single-make racing series, although an awful lot of them turn up here on eBay with very few miles, suggesting folks bought them to collect and not to race. It’s not too difficult to source bits from the road-legal version if you’re looking to convert one, although that doesn’t appear to have been done in this case.

From the original eBay listing: 2001 Aprilia RS250 Cup for Sale

This is an Aprilia RS250 imported into the US for the Aprilia Cup club road racing series. It was sold as a race bike only so bill of sale only. This example was never raced and spent most of its life in a private motorcycle collection. The original owner added lighting, turn signals, horn, and other equipment typically found on a street bike. I have only ridden it 6 or 8 times in the years I have owned it but I recently went over it from nose to tail and made sure everything is in good working order. Other than the added street equipment the bike is as originally delivered by Aprilia. Having owned and road raced one of these for many years I am very familiar with them and this motor is quiet and tight. Factory shop manual is included with the bike.  Also includes a new Shorai lithium/iron battery.

The Aprilia RS250 Cup was originally a track-only machine, although the seller indicates that it’s been made nominally road-legal and that it has managed to accumulate 3,000k miles so far, and bidding is up to just $5,250 with a few days left on the auction. The projector-beam headlight isn’t stock, but actually works pretty well, although I’d replace those red-anodized fasteners with black as soon as I got the bike home. Obviously, any potential buyers should be wary if they intend to register this machine for road use, unless they just plan on converting it back to track-only configuration.

-tad

For Offroad Use Only: 2001 Aprilia RS250 Cup for Sale