We are saddened to learn that Rick Lance, affectionately and respectfully known as “Lance Gamma”, has passed away. He was well known in our sportbike community as the authority on restoring, tuning, and improving the mighty Suzuki RG500, and many of the machines he massaged were featured on these pages. A true loss to our sport. Our thoughts are with his family and friends today.
We invite you to share your memories in the comments. RIP Rick.
dc
Update 5.8.2019: Back on eBay and price dropped again. Good luck to buyers and seller! Links updated. -dc
Made for just a couple years between 2007 and 2009, the Ducati 1098 was a more conservative approach to their top-flight superbike after the radically-styled 999 threatened to upset Ducati’s apple cart. It’s almost like the bikes were released out of order, and that the 1098 should have been the direct successor Tamburini’s 916, as it had the same slab-sided bodywork, undertail exhaust, single-sided swingarm, and side-by-side headlights. Today’s Featured Listing 1098S is typical of many Ducatis, in that it’s been lovingly maintained, has low miles, and has had an entire catalog of aftermarket parts thrown at it.
So the 1098 was introduced to reinvigorate Ducati’s superbike fortunes and the bike indeed proved very popular and sold well, so why was the bike only made between 2007 and 2009? Well rules changes in WSBK conveniently allowed an increase in displacement to 1200cc and the 1098 was quickly succeeded by the 1198 that displaced… 1198cc. In the early days of World Superbike, v-twins got a decent displacement advantage that kept them approximately equal to the inline fours that had 25% less displacement. But with the inline fours allowed a full 1000cc for the 2007 season, Ducati had to work hard to stay competitive, and there was a noticeable jump in power between the 999 and the 1098, from 138 to 160hp, with the new bike punching out a stout 90 lb-ft of torque.
Ergonomics took a bit of a backward step from the surprisingly user-friendly 999’s adjustable seat and pegs, but you do have to suffer for art… This example, as stated earlier, has had a raft of aftermarket parts thrown at it, most notably a set of full carbon-fiber bodywork, including the tank. That’s not a wrap, it’s actual carbon fiber, thoughtfully lined to prevent damage from modern gas that seems to particularly plague Ducatis of this era. The entire, detailed list can be seen at the end of the seller’s listing.
From the Seller: 2008 Ducati 1098S for Sale
Gentlemen’s Express: DUCATI 1098S Full Carbon, Low Miles, Perfect Condition!
My Ducati 1098S Show bike is available for sale. It has been a prized part of my collection, but it’s time to move on to a new platform. This bike is exceptional in every way. Stunning full carbon body and tank, Galfer Superbike Racing Brakes, Driven Racing Quick Change Sprockets, and much, much more!
The modifications to this bike were targeted in three areas; weight reduction, aesthetics and performance.
This bike draws a crowd everywhere it goes. Extremely well cared for with full maintenance performed every winter. An impeccable machine with outstanding performance. It’s what all sports bikes should be, and given the extreme weight reduction it went through it still competes with today’s current sports bikes! There was a liberal use of titanium bolts (caliper bolts, rotor bolts, fender bolts etc., and the entire rear racing drive is all aluminum. The bike sits on two new brand new Michelin Pilot Tires and has the Ducati Racing ECU.
With less than 7800 miles, its just broken in. Everything works as it should, you will not be disappointed adding this to your collection or as a rider! This bike was over $35,000 to build (pretax), and comes complete with a Bursig Paddock Stand! All maintenance was just completed (as was done every winter) and is shown below along with the build list. No rock chips, dings dents or scratches. It also has two Tec mounts – one for radar and one for a cell phone. Currently set up for an Escort 360 Radar unit and Smart Phone Blue Tooth Interface. The radar unit is not included.
This bike has always been adult ridden, never wheelied (but it wants to), never down, has never seen rain never been raced or tracked.
Anyone that knows this generation of Ducati knows how beautifully the body flows. The exhausts sound awesome as does the open dry clutch. And the braking system is literally being used on superbikes across the country today.
The bike is available for inspection and pick up in East Texas (Tyler) or pickup at our performance shop in Dallas. We will also help prepare the bike for your shipper at your expense. We can recommend a great one we use for domestic white glove shipping, door to door.
Please note an immediate deposit of $500 is due upon purchase with full payment made within 5 business days.
Serious parties only, please. If you want to discuss the bike, or arrange a viewing, send me a note with your phone number and name and I will contact you that day or feel free to call at (214) 585-3354.
Thank you for looking, and happy eBaying!
1098S Maintenance Completed Includes:
- New Timing Belts $104.64
- Changed Oil & Filter $42.00
- Changed Filter $19.95
- Changed Front Fork Seals $86.53
- Changed Front Fork Oil $32.00
- Changed Air Filter $58.99
- Changed Coolant $28.00
- New Front and Rear Tires $462.00
- Replaced Rear Axle Hub with NOS $700.00
- Changed Brake Fluid [Front and Rear] $24.00
- Check Steering Head Bearings $0.00
- Check Swingarm Bearings $0.00
- Check Wheel Bearings $0.00
- New Shift Return Springs $39.00
- New Lightweight Battery $119.00
- Fresh Dry Clutch Plates and Springs $368.00
- Valve Stems $38.00
- Shop Labor $821.00
- Total $2,943.11
Upgrades Include:
- New Galfer Superbike Rotors [Front] $812.00
- New Galfer Superbike Rotor [Rear] $119.00
- New Ferodo Carbon Ceramic Pads [Front and Rear] $211.00
- Replaced Brake Lines with New Spiegler Thin-Wall Stainless $174.95
- New Full Carbon Fiber Upper Cowl $599.00
- New Carbon Fiber Side Panels $618.00
- New Carbon Fiber Lower Cowl $299.00
- New Carbon Fiber V Panel $111.00
- Carbon Fiber Chain Guard $119.00
- Carbon Fiber Rear Fender $106.00
- New Carbon Fiber Solo Seat $439.00
- New Carbon Fiber Rear Draft Panel $132.00
- New Carbon Fiber Front Draft Panel $89.00
- Carbon/Kevlar Fuel Tank $2,600.00
- New Carbon Fiber Side Panels $185.00
- New Carbon Fiber Heat Shields $85.00
- Caswell Tank Seal to Protect Tank From Ethanol $54.99
- New Puig Smoked Windscreen $92.50
- New Puig Aluminum Screen Bolts $22.00
- Full Dzus Quick-Release Body Fasteners $105.00
- Puig 2.0 Short/Folding/Adjustable Control Levers $237.00
- Rizoma Superbike Grips $112.00
- Rizoma Frame Plugs $69.00
- Ducabike Folding/Fully Adjustable Rearsets $580.00
- Carbon Fiber Shift Rod $58.00
- CNC Racing Carbon Fiber Racing Gas Cap $218.00
- Ducati Corsa/Race ECU Flash $500.00
- Termignoni Carbon Fiber Exhaust $854.00
- Saddlemen Gel Seat $209.00
- Ducabike Hydraulic Reservoir Covers $86.00
- 520 GP Chain $189.00
- New Driven Racing Quick Change Sprocket Carrier $219.00
- New Driven Racing Rear Sprocket $89.00
- New Rental Front Sprocket $54.00
- Changed Gearing to 17/39 $0.00
- New Aluminum Flange Race Cover $119.00
- Chain Case Saver $39.00
- Carbon Sprocket Cover $86.00
- Black Billet Clutch Cover $129.00
- Sprocket and Carrier Aluminum Nuts $98.00
- Aluminum Front Axle Nut $36.00
- Rear Aluminum Axle Nuts $89.00
- Aluminum Flange Cone $64.00
- ProTi 64 Titanium Rotor Bolts [Front and Rear] $119.00
- ProTi 64 Banjo Bolts on Calipers $69.00
- ProTi 64 Caliper Bolts [Front and Rear] $99.00
- ProTi 64 Keyguard Bolts $39.00
- Tech Mount Radar Mount $189.00
- Tech Mount Cell Phone Mount $139.00
- Escort 360 Radar $599.00
- Skeletonized Fork Preload Adjusters $39.00
- Fender Eliminator/Plate Mount Kit $119.00
- Integrated Tail/Turn Light $89.00
- Battery Tender Pigtail $6.99
- Ducati Performance LED Mirrors $206.00
- Bursig Paddock Stand $599.00
- Shop Labor $3,500.00
- Shop Supplies $72.00
- Build Expenditure $16,991.43
- Base Bike $18,000.00
- Pretax Cost $34,991.43
The asking price for this very well-documented machine is a cool $25,000 $20,000. But if you’re looking for something truly one-of-a-kind, this 1098S should be almost as fast and less likely to kill you, with or without traction control.
-tad
The seller of this 1986 Suzuki GSXR750 LE claims he’s got the nicest one around, and he might be right. According to the eBay auction, his dad, a former AMA mechanic, bought it in the mid-1990s from the original owner, bought a raft of NOS factory parts during a cosmetic restoration, and then mothballed it. It hasn’t been ridden since a brief trip in 1998, and still wears a set of 1996 Michelins that still have their whiskers.
The seller says his dad decided the bike was too valuable to ride after a quick trip down the block, which for him is a shame, but is to the modern collector’s benefit. With dry clutches, lighter wheels, stouter suspension and healthier engines, the 1986 Suzuki GSXR750 LE was meant to have the plate and signals removed and ridden in anger at the track. They were a race kit and some expertise away from an AMA grid.
Suzuki built a few hundred of the LEs and stopped, so they’re scarce as hen’s teeth in any condition, let alone near perfect, as this one is.
From the eBay listing:
Significance
The 1986 Suzuki GSXR750R was a unique, limited-production homologation sportbike which featured many race-oriented options. Among them were a Yoshimura dry clutch, GSXR1100 forks and wheels, proprietary magnesium parts, a solo-occupant seat, remote reservoir shock and quick-release DZUS fasteners. The colors and graphic scheme were unique to the model, and ~200 examples were said to be released. My example is the most accurate, stock representation of the ’86 Limited offered on the market today.
History
This motorcycle was acquired by my father in March of 1995. He purchased it locally from its first owner, who was recalled to Active Military status to participate in the Bosnia peacekeeping operations. The motorcycle had cosmetic damage associated with its first owner. This consisted of scratches in the tank and bodywork.My father, an AMA Superbike mechanic from 1980-1988 was very familiar with this generation GSXR, and its significance. He wanted a showroom-perfect example. Through our connections with a local Suzuki dealership, he ordered every piece possible for the bike: Tank, tailsection, chin fairing, turn signals, headlights, warning stickers, fairing, windscreen, fuel lines (anything that would dry-rot), etc. Anything that has been replaced on the GSXR was done so in 1996 with factory Suzuki parts. The replacement bodywork is NOS Suzuki. The sidepanels came from Suzuki unpainted, but were painted to exact replica specifications. The front fairing, lower fairing, tank and tail-section were painted from the factory as-is. Windscreen is a period-correct Lockhart Philips brand. Everything on the bike is the real deal, and it is entirely discontinued now. We were unable to secure a NOS set of original tires. Brand new (from ’96) Michelins are fitted.
We have done nothing but protect it and care for it since. It was registered in 1998 for road use, but my father drove it down our street, turned around, and rode back in. It was too valuable to ride.
Overall Condition
My bike in the enclosed pictures is arguably the best example of a US domestic market ’86 GSXR750R Limited Edition. Most examples have an aftermarket pipe, no airbox, non-standard turn signals, stickers, etc. This does not. It is OEM down to its vent hoses and grips. You’ll find all mechanical properties to be impressive, as in very low/no corrosion, and completely functioning.
Why Sell?
It’s no secret that this Limited stands to appreciate. In a decade it could easily be worth $40k. Unfortunately, our children’s education costs are increasing.
Please inquire with any questions!
At $21,500 buy-it-now, the seller has some idea what he’s got, and isn’t letting it go for a bargain. That said, it’s a beautiful example of an insanely rare and important bike, and will be a must-have for the right collector.
Update 3.25.2019: Unfortunately the buyer was unresponsive so this FZR1000 is back on eBay with a starting bid of $7k. Good luck to (actual) buyers and seller! -dc
This 1987 Yamaha FZR1000 is what we’re all about. It is, at this point, rare, it set the industry on its ear when it hit the streets, it’s the textbook diagram of a sportbike and we want it. Badly. We’d wager a fair penny that you do, too. When Yamaha unleashed these in 1987, they joined the growing ranks of bikes from the Japanese manufacturers that would come to define the segment. Suzuki had the GSXR, Honda had the Hurricanes and Yamaha had the FZR1000.
With five valves per cylinder, water cooling and an astronomical 135 horsepower, though, the Yamaha stood apart. Like the Honda CBR900RR did six years later, it combined a svelte frame with prodigious power and grip to incredible effect. They’d hit 60 in around three seconds and go on to a top end of about 160 mph. At the end of the 1980s, Cycle World dubbed them Bike of the Decade.
As you can see, this one has few flies on it. It’s a two-owner machine with under 5,000 miles on it and most of its original parts intact. The seat and windscreen are aftermarket, but the original seat is included in the sale. The paint appears to have few, if any, blemishes and the original fairings are in great shape. Tired of taking our word for it? Check out the seller’s detailed rundown in the eBay listing:
Bike comes with $1k in NOS + few used parts! Bid with confidence!!! Click for two video links to hear the bike run: https://www.youtube.com/watch?v=4Olpfe0GYss&t=23s
Click for additional photos of the bike and all parts that go with it.
https://photos.google.com/share/AF1QipO9YuIdNxiIWcSczGr44Pf9F2LzNnljEOowgr0C-B8P99l9QqPv7U-xH5w5amQi6g?key=Y3R0TWVIMnVyb0lndXhFQXJmRUluZkhNd0Q2cl93
Up for sale is this rare, iconic 1987 Yamaha FZR1000 with 4,700 original 2-owner miles. This motorcycle is incredibly period-correct, sporting all its original plastics and paint, and even exhaust system! The only aftermarket/non-original components I have found are the smoked windscreen, windscreen fasteners and Corbin seat (bike comes with original black seat). When I purchased the bike in February 2018, it had been in a private collection as one of the cleanest, lowest-mile, first-year FZR1000 in the world. And from the photos and video hearing it run, it’s easy to see why!
The ’87 FZR1000 was truly groundbreaking motorcycle, with Cycle Guide naming it “The Fastest Streetbike in the World”, due to the bike’s legendary, bulletproof 20-value Genesis engine delivering massive amounts of power from the lowest RPMs to its 11,500 redline. Yamaha’s 998cc 20-valve inline four is one of the most reliable powerplants Yamaha ever assembled (valve adjustments every 26k!), with the engine just beginning to scream at 7,000 RPMs, force fed by factory ram-air induction plumbed through dual openings in the front of the fairing, adding to the bike’s power at speed.
One of the greatest characteristics of this particular FZR is its extreme light weight and maneuverability, making it a blast to handle around town or throttle and lean through the twistees. It’s ground-breaking Deltabox frame makes the bike an extremely rigid, solid and secure machine to ride. Unlike many modern sportbikes that require you to perch on top, this FZR is super comfortable and allow you to become one with the motorcycle with little effort.
The story:
I’m no stranger to these vintage Yamaha sportbikes, owning an ’85 FZ750 followed by an ’88 FZR1000 back in the day (30+ years ago) when these were new. And this particular ’87 FZR1000 is so much better balanced and more powerful than any FZR I’ve ever ridden.
I purchased this FZR a little more than a year ago when it had 4,300 original miles, when I signed the original title from the original owner (who purchased the bike new in 1988), transferring the FZR1000 into my name last year. At some point the original owner sold the bike to a collector, who had the bike in a private collection for several years without ever transferring the title. It was then sold to a motorcycle shop managed by a former Yamaha mechanic and FZR expert, who spent many hours and dollars on NOS parts refreshing the bike’s mechanical, braking and cooling systems prior to me purchasing the bike. And that’s when I came into the picture and snapped her up. Without a shadow of a doubt, after seeing and riding this FZR for the first time was love at first sight for me (and will, no doubt, be for you as well).
I spent the last year having a blast rounding up NOS parts, some super rare, for this motorcycle. Fast forward 12 months and 400 easy/careful miles later, and I’m now offering the bike and all the NOS parts up for sale for another person to fall in love with and ride, or better yet, to complete a collection with a highly original, beautiful low-mile bike that you’ll be set up to own and service for many years to come.
The ONLY reason I’m selling is another bike caught my eye and is now in the garage – and don’t have the room to keep three bikes. Plus, I don’t ride the FZR much as to not add too many miles to it. However, YOU sure could, as this FZR is a dream and better than you remember they were back in the day.
What you’re getting:
(Note: The RH hand grip / throttle end cap is not in place in the video; I didn’t realize it had come off and is now back on the bike. I took a few new pix the morning of 3/10 in the same spot in the driveway with the RH throttle end cap back in place.)
1987’s fastest streetbike in the world and the first of a nearly 10-year run of FZR100s; a bike with nearly the same powerplant and transmission as the ’97 YZF1000R “Thunderace” (which I also own!) and the predecessor to the infamous Yamaha R1 that debuted in 1998.
Starts flawlessly every time and reaches/maintains operating temperature as she should, pulling hard toward the 11,500 RPM redline from any RPM and in any gear. Smooth, constant/linear power delivery results in a bike that absolutely files from a dead stop and from any gear.
Idles and runs down the road like a sewing machine. And there are none of the lags, EXUP valve “chirping” or failures as with the later EXUP-valved FZR1000 models.
Fantastic bike in every way – looks, operating, riding. This machine feels like a new bike due to the low miles.
This bike is inspiring to ride, and is much better than you might expect for a 32-year-old sportbike.
Original plastics and paint (with zero evidence of the bike ever having been down)
All service is up to date; all fluids have been changed (brake, clutch, coolant); oil and filter
New front fork seals and fork oil
Front brake calipers freshened with new seals internally
Front master cylinder has been rebuilt with NOS parts
Clutch master cylinder has new NOS seals internally
New NOS Thermo Switch assembly (#3LN-82560-01) installed
New NOS temp gauge #2GH-83590-00 installed (used original gauge and packaging provided)
Clutch slave cylinder replaced with an NOS unit
New Yuasa sealed battery less than three months old
Main fuel petcock disassembled and refreshed with a new o-ring (solving a fuel drip)
Original exhaust
Bike passed Texas inspection two weeks ago (all lights, signals, horn work flawlessly)
No coolant, oil, fork, or brake fluid leaks
Needs nothing (zero issues with this bike (e.g., does not pop out of gear on hard acceleration, strong clutch lever and grip, does not use or drip oil, etc.)
New (less than 400 miles ridden) Michelin Sport Pilot 3 tires (120/70-17 front and 160/60-18 rear
Wheel bearings checked during tire install
Both cooling fans come up when bike reaches proper temperature; she does not overheat in the Texas summers
Super strong, confident brakes
Firm, sporty suspension feels as it should on uneven road surfaces, road imperfections, etc.
Has only been fed non-ethanol fuel for the past year + Sta-bill additive = zero carb. issues (I don’t run ethanol-blended fuel in either of my bikes)
Comes with a period-correct Corbin seat that matches the ’87-88 red/white/blue paint scheme (in addition to original black seat)
All original fasteners used on bike with the exception of the windscreen attaching hardware
Comes with $1000+ in spare parts (see list below) to allow you to run/maintain the bike for many years to come!
Two original ignition keys come with the bike
·The flaws
Overall condition is very good for its age, but it is not absolutely perfect. The right fairing (next to the air scoop) has a crack from shipping to Dallas (as shown in the photos). Also, there is a crack in the edge of the RH cowl (next to the mirror). This the only actual damage on the machine and did not even happen while riding.
Some light scuffing and marring in the original plastic (as shown in photos). I bunched all pix of the scuffs/cracks in the google image link here: https://photos.google.com/share/AF1QipO9YuIdNxiIWcSczGr44Pf9F2LzNnljEOowgr0C-B8P99l9QqPv7U-xH5w5amQi6g?key=Y3R0TWVIMnVyb0lndXhFQXJmRUluZkhNd0Q2cl93Parts (new/NOS and used) that come with the bike:
(1) NOS emulsion tube (carburetor) #1AE-14141-90-00.
(8) emulsion tubes (Japanese made) 1AE-14141-90-00
(1) NOS FUEL COCK ASS’Y (under tank) # 2GH-24510-01
(1) used FUEL VALVE PETCOCK (main; LH side of bike)
(1) NOS Flasher (fuel pump) Relay #41R-83350-71-00
(6) NOS #36Y-13441-00 OEM oil filter elements
(5) NOS Yamaha O-RING Oil Pump, Cyl Head, Chain (oil filter bolt o-ring) #93210-16629
(4) NOS Plate Washer 90201-21608-00 (washer next to oil filter)
(2) NOS oil filter O-Ring #93210-87723-00
(1) NOS Rear Sprocket 47 tooth 2GH-25447-22-00
(1) NOS front sprocket 16 tooth #2GH-17460-00-00
(1) NOS DID Drive Chain DID532ZLV-110 X-Ring
(2) NOS sets of front brake pads 2GH-W0045-01
(1) NOS Radiator Hose [long hose under radiator to water pump] #2GH-12578-00-00 HOSE 3 + (1) used spare house
(1) NOS Radiator hose [short 90 degree hose under thermostat housing to top of radiator] #GH-12577-00 + (1) used spare house
(4) used radiator hoses (4 total radiator hose – upper (small) 2GH-12577-00-00, radiator hose out of thermostat (larger molded) 2GH-12576-00-00, lower hose 2GH-12579-00-00, lower hose 2GH-12578-00-00)
(2) used radiator hoses 2GH-12577-00 + 2GH-12576-00 [long hose out of the top of the thermostat housing to the cylinder pipe] and (1) thermostat housing, thermo switch and cap
(1) NOS Clutch lever #1AE-83912-00
(1) NOS Brake lever 36Y-83922-00
(1) NOS throttle cable 1 #2gh-26311-00-00
(1) NOS throttle cable 2 #2GH-26312-00-00 US
(2) OEM Assembly Manual FZR1000T/TC FZR750RT
(1) OEM FZR750/1000 Service Manual
(1) Owners Owner’s Manual 1987 Yamaha FZR1000T FZR1000 T
· Please review the photos and videos in the listing and hyperlinked within. Serious bidders may contact me at 214-289-sixtwo98 to answer any questions. I am offering this as a no-reserve auction, with all parts listed with the bike (over $1,000.00 worth). I’m selling this bike “as-is” with no refunds or warranty. However, in my honest opinion, this bikes needs nothing. A $250 non-refundable deposit is due via paypal within 24 hrs of the auction end. Winning bidder can pick up the bike in Dallas, Texas. If you need a transport company, I’d highly recommend www.keyboardmotorcycleshipping.com/ ($625 door to door across the U.S.- they are GREAT!) Good luck bidding and don’t let this one get away! It’s perhaps one of the nicest examples of an original, un-molested FZR1000 in the world.
The starting bid is roughly the price of a middling used Honda, so if you’re looking for a new mount for the 2019 season, look no further.
Update 3.22.2019: Now on eBay as well. Links added. Good luck to buyers and seller! -dc
The 998 Matrix Reloaded Edition appears only occasionally on RSBFS, and this Featured Listing is owned by a collector, in primo condition with some choice updates. It’s a rarity as only a couple of hundred were made, and is one of the high peaks of the classic Ducati superbike family.
The 998 had first-generation testastretta cylinder heads, with revised valve angles for better reliability and reduced maintenance, not to mention 123 hp ! Shortened intakes and electronic fuel injection improved throttle response, and an additional cooling fan whispered a prayer when caught in traffic. The Matrix edition had top-of-the-line Showa forks, with an Öhlins monoshock, and steering damper to boot. Brembo brakes and dry clutch are de rigueur for a Ducati superbike and the 320mm disks on the Matrix had outstanding reviews. It’s a biposto ( after all, Trinity had to have a place for the Keymaker ) but the black seats don’t clash with the deep green paint.
Stephen in New York has taken nice care of this 998, equipping it with nicer Termignoni carbon underseat mufflers, a billet clutch and carbon covers that top the fairings. Mileage is just under 9,000 and it’s cleaned and detailed nicely enough to be in the dining room. The owner’s comments:
one of 217 supposedly ever built w 8976 miles
adult owned and dealer maintained
kept wrapped in heated garage and never down on a tender
Full Termignoni Carbon Fibre exhaust
Carbon Fibre top panels replacing plastic stock pieces
Billet Pressure Plate and open clutch cover
Ohlins rear shock
LED integrated tail lights
Mirror Integrated turn signals
never down w 3 minor scratches (didn’t want to touch so minor)
bike has been meticulously owner maintained
Ducati got a lot of – excitement – for their product placement in the sequel, way more than GM who seemingly rolled hundreds of cars. Likewise 998 Matrix owners, who stayed out of the -R or -SPS spending spree but still had a very sharp-edged tool. This 998 looks to have been carefully ridden and maintained, and Stephen asks $12,000 for his copy. He requests questions and offers by email – here –.
-donn
Suzuki developed the RG500 in the mid-1970’s as their Moto GP weapon, and the updated Gamma was offered in road trim only from 1985-87. Here is a Canadian import that is in special condition and ready to ride.
Based on the square four two-stroke first raced by British rider Barry Sheene, the RG500 Gamma has two crankshafts, with a gear driven clutch between them. Except for a shock damper to protect the cranks from transient loads, the engine is very similar to the race machine, making 95 hp at 9,000 rpm. Looking between the fairing and the engine, you’ll see four low-profile 28mm flat slide carburetors, each connecting directly to the disk valve on the cylinder. Suzuki’s SAEC automatic exhaust control tailors the header volume depending on engine speed and throttle setting, widening the 500’s torque band from 5,000 to its peak at 9,000 rpm.
The alloy chassis looks ahead with its massive triangulated steering head, though brakes seem smallish at 260mm, and the wheel sizes are the de facto -80’s standard 16 and 17 inches. Single adjustable 38mm forks work in concert with the Full Floater monoshock. The pillion is hidden under a faux-mono cover, and the rear exhausts sail out under the seat console.
Coming from a suburban Philadelphia independent, this RG has been stateside since 2000, and has just under 20,000 miles. No more history in the comments but it has been re-commissioned after some downtime and has new tires. From the eBay auction:
Cosmetic condition as you can see in the pics is excellent. There are some very minor nicks but on the whole the paint and decals are glossy and unmarred. While not quite concours ready, it is in exceptional rider condition. We’ve included a owner’s manual, service manual and set up manual – all in good shape. There are 2 original factory keys, as well.We’ve had our resident two-stroke tech go through the bike after a prolonged storage. Air cleaner was renewed, fluids freshened, tank drained, carbs cleaned, etc. Bike started easily and runs well with no clutch slippage. Slight rotor chatter was felt on braking but otherwise rides and handles fine. Tires are brand new Avons mounted on what appears to be Dymag wheels. The anti-dive valves have been blocked off.
Suzuki campaigned the RG from 1974 to ’85, and then as a more modern RGV from ’86-2001. But the short run of the road machine has honed its legend. Reviews praised the quick steering, good suspension, and of course the power, which would happily take the engine right through 10,000 rpm. This one is not an unused collector, and the starting bid reflects the very nice rider condition. Going to be watching this one !
-donn
Pure prototype racing, as seen in MotoGP, is hideously expensive, since teams with money are free to develop every component from scratch, giving them an obvious leg up on teams less financially endowed. Production-based racing, on the other hand, is intended to keep costs down and allow a variety of teams and brands to participate, helping to drive new talent into the sport. Depending on the class and sanctioning body, production-based racing requires that you, naturally, use a production machine, available to the public, as the basis for your racebike and success is dependent upon having a good foundation. And this Suzuki GSX-R750LE from Iconic Motorbikes made the perfect foundation for a racebike when it came storming onto the scene in 1986.
Actually, the GSX-R750 came storming onto the scene in 1985, but the bike didn’t officially make it to the US until 1986, the same year this Limited Edition was introduced. There wasn’t any one thing about the Suzuki GSX-R750 that really stood out as revolutionary, it was the synergy of the parts that helped make it so special. The twin-cradle frame was a well-established design, and bikes that came before it featured sixteen valves and dual-overhead cams, although the six-speed transmission was a modern touch, as was the monoshock rear suspension. Wheels were 18″ at both ends.
But things started to get interesting when you looked closer. That simple frame design was made from lightweight aluminum. What looked like an air-cooled engine was actually cooled by oil. Technically, that’s true of most air-cooled engines, but the GSX-R used a high-capacity oil pump and an oil-circulation system known as SACS that included jets aimed at the underside of the pistons. This was all intended to keep temperatures in check and increase horsepower-per-liter to a level where it was on-par with liquid-cooled bikes being produced by other manufacturers, while saving weight.
It worked, and, when combined with a weight of just 426lbs dry, the 100hp from the 749cc engine gave the bike competitive straight-line performance and surprising agility. Bikes like Bimota may have blazed that particular trail, but were insanely exotic, expensive, and generally impractical on every level. Suzuki took many of those same weight saving and performance concepts, engineered them for mass consumption, and introduced the world to the modern interpretation of what a sportbike could be.
Changes were minimal between 1985 and 1986, the first year the bike made it to our shores, with just revisions to the bodywork, upgraded headlights, and a 25mm longer swingarm to improve stability. To create the Limited, Suzuki added a dry clutch and close-ratio gearbox that made the bike a popular target for thieves, a steering damper, a solo-seat race tail, NEAS electronic anti-dive forks from the GSX-R1100, and some sharp blue wheels to match the graphics that set it aside from the regular machine. This was a serious piece of kit in 1986: the stock bike went for $4,499, while the Limited went for a shocking $6,499 and was aimed at collectors and racers.
And although many of today’s homologation bikes like Ducati’s 1299R get tucked away as an investment, admired as part of a collection, or ridden sparingly on weekends to show off at bike gatherings, many of these GSX-R750s were stripped of bodywork, actually raced, and likely crashed at some point, making original examples very, very hard to find. And while the Honda RC30 was always going to be a rare and valuable machine, it took a while for the Gixxer that arguably started it all to gain traction as a collectible. Now, with values of even the early water-cooled bikes jumping in value, the Limited Edition is a very hot bike among collectors.
From the Seller: 1986 Suzuki GSX-R750LE for Sale
1986 Suzuki GSXR750 Limited – DRY CLUTCH, very rare! GSXR
Originally imported to North America in limited numbers for racing, this here limited edition GSXR750 is 1 of only 299 ever brought overseas to the United States. With the exception of the exhaust, this model is completely OEM in overall fantastic condition.
On the engineering front, this limited edition GSX-R was known for several things. It was the lightest of the 750s of the era, coming in at 458lbs, features an extremely rare dry clutch, sharper steering, a stiffer suspension, electronic NEAS anti-dive components, and more powerful brakes.
Moreover on the dry clutch, it is particularly special because it can be universally mounted to GSXR1100s and other 750s. They go for almost $2000 alone. Durable, but hard to find parts for, thankfully there are some aftermarket options for clutch plates and springs. The title is clean with a CA Title.
Price: $19,750
This is arguably the most special and unique GSX-R model ever released. Come take a look at it in person! We’re located 15 minutes from LAX.
With some bikes, it’s not all that hard to track down just how many were made. If you’ve got a Honda RC30, in particular, you can find production numbers by year and market. With the Suzuki GSX-R750LE, online sources, even reputable ones, are all over the place. Between 200 and 300 were imported to the US to satisfy AMA and allow it to race here, but worldwide production seems to have been 500-1000, which would make sense for an homologation bike of the era. The question is: how many have managed to survive? The answer is: not many, and this one looks to be a very clean example of an exceedingly rare bike, excepting the non-standard exhaust. It doesn’t look like the stock part or an actual Yoshimura part, for that matter, but I don’t believe the exhausts were specific to the LE and shouldn’t be any harder to source than for any other GSX-R750 of the period.
-tad
Ducati returned to a more classic superbike look after the 999, and though some fans fault the almost cat-eyed look of the 1098, across the board improvements make it unfair to compare to a venerable 996 or even 998. This Tricolore special edition is in super-nice shape and offered by RSBFS sponsor Iconic Motorbikes in Marina Del Ray.
An in-house design can sometimes become a formation of compromises, but as sketched by Giandrea Fabbro, the 1098 makes a bold statement and recalls its origins. Likewise in the engine room, the 1098cc L-twin is a testastretta, but with EVO upgrades, it pulls 90 ft.-lbs. from 8,000 rpm on the way to 160 hp at just under 10,000. Unsprung weight is kept down by forged Marchesini alloys and Brembo monobloc calipers, which have great feel even under heavy braking.
Fully adjustable Öhlins are found in the front 43mm forks, center with the TTXR monoshock, and at the steering damper, their trademark yellow complementing the Tricolore’s gold frame and accents. Special edition red, white and green is accented by gold highlights and a carbon mudguard and mufflers. All 1098’s were equipped with a full-function digital dash, with an optional data recording interface.
This Tricolore is owned by an Iconic Motorbikes customer, who has put under 5,000 miles on his 1098S. Except for a few millimeter-sized paint chips, there is no apparent damage or wear. A lightweight exhaust and tuned ECU have been added, increasing power and decreasing weight. Asking price is $14,300. Comments from Iconic’s website:
Our particular model has a mere 4989 miles, fresh fluid change, and brand new Dunlop rubber. Both keys, the code card, and passenger footpegs and seat are included. Has a couple very tiny chips in the lower belly on the right side as you can see pointed out in the photo and the tank has some ever so slight expansion which has it rubbing against the mount of the steering damper from the Ethanol but with proper care, it will not expand any more. Other then that, the bike is in excellent shape and stunning in person.
The 1098 took many leaps forward in the cooling and electrical systems, and addressed criticisms of the styling and canister exhaust. Handling and power were over the top for road use, testament being WSBK championships in 2008 and 2011. Though it quickly gave way to the 1198, those changes were minor and the 1098 model remains a significant milepost for the brand. Please address questions and offers to Adam at Iconic Motorbikes via – email – or phone (424) 228-4148.
One of the things I love about Italian bikes and cars is that, no matter what, they look like the vision of one person, not a committee. Sure, there may be the occasional stylistic misstep, but oddballs like the Alfa Romeo Milano and Bimota Mantra make a statement, and you can feel the passion in their creation, even if it’s sometimes misguided… Fortunately, the Bimota YB10 Dieci is one of the more timeless Bimota designs, and they obviously knew they had a good thing going, since the bodywork and frame seems to have changed very little between the YB4, YB6, YB7, YB8, and YB10.
The sleek envelope of the bodywork is the first thing you notice, but Bimotas are uncompromising sportbikes and have always been about the frame. Earlier bikes used trellis-style frames, but by the late 80s, they’d moved to lightweight aluminum beam-style designs as seen here, complete with beautiful machined details. This was the 10th Bimota that used a Yamaha engine, hence the name YB10, which has nothing to do with displacement. In this case, it was Yamaha’s smooth and powerful 1002cc five-valve Genesis engine and five-speed gearbox. The package was good for 145hp and 172mph, not world-beating in today’s terms, but still very, very fast. In 1991, this thing was the epitome of speed, and the embodiment of exotic.
Some readers have misunderstood my previous posts featuring Bimotas, thinking that my criticisms indicate a dislike of the brand. I’m a huge fan of Bimota, and Italian vehicles in general, but experience means I’m very familiar with their… peculiarities, their qualities both superlative and frustrating. Bikes like the YB10 embody everything I love and everything frustrating about Italian machines: they’re gorgeous, fast, and full of personality, with a few hand-built details that speak to their low-volume production and some elements of their construction that indicate the clear focus on performance above all else. If you’re looking for authentic race-bike details, they’re easy to find here, from the exquisitely machined frame and top yoke to lightweight bodywork made up of just a few pieces, all connected with quarter-turn fasteners… But it’s a fine line between “race bike” and “kit bike” and these can be frustrating for owners used to more refined machines.
These days, this limited-production, Italian dream machine can be had for relative peanuts, although this particular example calls for a few more of those peanuts, since it’s never actually been registered, or turned a wheel. Personally, I like my bikes to be usable as bikes, but collectors are strange creatures, and unused examples like this usually command premium dollars.
From the original eBay listing: 1991 Bimota YB10 Dieci for Sale
Up for bid is a 1991 Bimota YB10 Dieci – Rare 1 of only 224 made– Never registered, zero miles! This gorgeous super-bike is part of a collection of fine motorcycles at Formula One Motor Sports in Oakdale New York.
Bimotas are well known for their Italian style, class and over the top engineering. It has a one piece billet machined frame paired with a Yamaha FZR1000 motor, and seamless upper fairing it also comes with billet triple, classic style wheels!
The Bimota Dieci not only offers Italian Style but you get the reliability of a Japanese Motorbike. Don’t miss out on a chance to bid on this museum quality bike it is a must have for any collector.
This may be a museum-quality bike, but the $21,000 the seller is asking is a museum-quality price. There are plenty of lovingly cared-for, low mileage Bimotas out there at literally half the price, so you’d really have to be one of those zero-mile obsessives to want to splash out for this one. “Plenty of” being relative, of course since, as the seller points out, just a little over 200 were made. But they do show up occasionally for sale and, to give you an idea of what they normally go for, the last one we featured had 12,000 miles and an $11,000 asking price.
-tad
