Posts by tag: Featured Listing

Ducati August 26, 2019 posted by

Featured Listing – 1998 Ducati 916 SPS #830

Update: Email link corrected: dan@gravitycavity.com

As much as the original 916 set the superbike world on its ear, the last year 916 SPS was worth waiting – or changing horses – for.  The new 996cc engine, enhanced suspension, and lightweight wheels made the SPS an homologation special worthy of the name.  As presented by RSBFS reader Dan, number 830 ( of a around 1,000 ) is immaculate and shows just 5,674 miles.

1998 Ducati 916 SPS with just 5,674 Miles!

Ducati jammed a lot of WSB goodness into the new 996 engine cases – the bigger bores, bigger valves and downpipes conspired with 11.5:1 compression and two fuel injectors per cylinder to report 134 hp.  Camshafts capitalized on desmoquattro experience to deliver a wide torque band.  While the trellis frame was unchanged, improved 43mm Showa forks and Öhlins monoshock were multi-adjustable.  Front brakes were fully floating Brembos for 1998.  The now-iconic good looks of the Tamburini design were rendered in Anniversary red with white number areas.

Dan picked his SPS up after it had sat for a year or so, and beside going through the fuel system, did quite a bit to return it to super-nice condition.  Recent tune-up parts, Michelins, and fairing lowers, and a mammoth amount of detailing, as the unfaired pictures show. 

Dan’s comments about the bike:

It would not start when I bought it due to the fuel pump being all gummed up. I replaced all the fuel system parts that are in the fuel tank. I also put some marvel mystery oil in each cylinder and spun it over before starting it. I have all the receipts for the parts that were replaced.

I also think the bike must have been dropped (not crashed, just dropped) at one time due to the scratches on the original body work. The bike came with a factory new replacement upper fairing and I purchased both left and right side panels new from Ducati shortly after I bought it. That is what is on the bike now. Everything else on the bike is original, except for the ECU (see below).

After getting it running, I replaced all the fluids, spark plugs, air filters, and timing belts. I also put a new set of Michelin Pilot Power 3 tires on it. The original owner claims a full service with valve adjustment was done on the bike at around 2500 miles.

The bike is wicked fast and everything works flawlessly on it. In the five years I have owned it, I have ridden it only a few hundred miles a year. Just enough to keep it rideable and it has been carefully maintained and garaged during that time.
I did have one issue with it back in 2017. It started cutting out and shutting off intermittently when riding it. After much trouble shooting I wound up replacing both ignition relays (the two that are under the seat) and the ECU and that 100% fixed the issue. I have put about 500 miles on it since then and it runs flawlessly. I still have the original ECU and the stock EPROM that came with the bike.

More from the seller:

For those that have never ridden one of these wicked machines, I must say the experience is heart pounding! When you grab a handful of throttle you better have it pointed where you want it to go because the torque and power delivery is explosive and it pulls extremely fast and hard all the way up to the 11,000 RPM redline. I rarely take it that far just because of how explosive the mid range torque is. You are doing triple digit speeds in no time just short shifting it. The sound of the Termi exhaust with the tuned EEPROM is intoxicating and the chassis and brakes are phenomenal. Riding this bike always reminds me of those glory days of seeing Anthony Gobert and Ben Bostrom racing in AMA superbike and of course Carl Fogerty, Troy Bayliss, and Troy Corser in World superbike. I loved watching them race the big twin Ducati’s and hearing how different the bikes sounded from everything else.

A game-changer for superbikes, the 916 led riders to expect complex underseat exhausts, steering dampers and single-sided swingarms on premier models.  With five Superbike World Championships in six years ( 1994-99 ), the model continues to define beauty in the superbike sense.  Dan is asking $19,900 for number 830, and can be reached by email – here –.

-donn

Featured Listing – 1998 Ducati 916 SPS #830
Featured Listing August 12, 2019 posted by

Featured Listing – 1994 Kawasaki Ninja 600R (ZX600C)

It takes something special to stand out in the middleweight sportbike segment, especially in the used market when a goodly number join the fray each year.  The seller spotted this back-of-the-garage find a few years ago and returned it to the road with several major service items.  As delivered in period black and turquoise livery, this 600R is a great survivor and affordable classic.

1994 Kawasaki 600R ( GPX600 ) with just 6,900 miles !

Though there isn’t much radical engineering in this profitable corner of the showroom, the Ninja 600R does boast more than 100 hp per liter at 84, thanks to 11.71-to-1 compression on the twin-cam four.  Kawasaki’s Electronic Suspension Control ( ESCS ) compensated for front end dive under braking, and their Uni-Track with adjustable monoshock tamed the rear end.  The frame-mounted fairing cut a hole in the wind for rider, and vinyl tank panels offered good grip.

Likely purchased new by a fledgling rider, this 600R was parked soon afterward, and re-commissioned by the new owner after almost 20 years on the lam.  Since the drivetrain is pretty much bulletproof, the rehab involved all liquids, new rubber, carb rebuild and a thorough cleaning of the fuel system.  The seller has these comments about the bike and its return to service:

I acquired this bike back in 2016 with approximately 2,500 original miles and it was completely original down to the tires. It still has the original owner’s manual, tool kit, factory key, and is completely stock right down to the exhaust.

I replaced all the fluids, installed new spark plugs, a new UNI air filter, a new battery, and had new Bridgestone Battleax BT tires fitted. The tank has been removed and professionally cleaned, given a new petcock valve, and I had all four carburetors professionally rebuilt at the same shop that the tank was cleaned.

The bike has since been ridden 4,500 trouble-free miles over the past three years, and at the time of writing has about 7,000 miles, however, this number will go up every weekend as I like to ride it to keep the carbs in shape. Minor cosmetic blemishes include light scratches on the tank, two small scratches on the left rear cowl, mild corrosion on the coolant drain plug, and small bits of rust starting to surface on the exhaust.

You never see these anywhere anymore and this all original example is the best I’ve seen for sale in years. Even if you’re not a collector, this Ninja 600R is a fun, reliable survivor that gets attention from onlookers that know, and is a terrific and inexpensive way to enjoy a classic sportbike.

Asking price is $3,500 and offers are requested by text message at (757) 806-9296

Having served a generation of daily riders, The seller is right that they are rarely seen in this condition these days, and the best way to maintain a fuel system is to use it occasionally.  Maybe this all original model was your brother’s favorite bike, or a friend needs a down payment-sized entrée into the sporty side, either way this 600R looks ready to please a new owner.

-donn

Featured Listing – 1994 Kawasaki Ninja 600R (ZX600C)
Bimota August 7, 2019 posted by

Featured Listing – 1991 Bimota Tesi 1D

CMG Motorcycles has two motorcycles on RSBFS right now, a 0 mile VDue and a brand new Bimota Tesi! Check them both out! -dc

1990 saw the designer who succeeded founder Massimo Tamburini depart, and a new engineer arrive. Pierluigi Marconi presented a clean sheet design with inherent anti-dive and the 904cc Ducati desmoquatro. This piece of Bimota history is offered with zero miles and ready to display.

Inside the Omega-shaped alloy frame, the water cooled L-twin pumped 113 hp via a six-speed transmission and chain drive.  Outside the frame were two similar swingarms, with hub-center steering in front, suspension and steering mechanically separate, and brakes could be applied without drastically affecting the tire loading and balance.  Typical Bimota appointments included top Marzocchi dampers and Brembo brakes.  Peculiar looking when bare, the Tesi 1D has a not-so-unusual monoposto fairing and riding position.

Coming from the client side of a New Zealand multi-line dealer, this Tesi has been on display since new.  For a fan, it seems like too many appear without even break-in miles, but an unridden creampuff is great for the buyer.  Transport from Oceana will have to be considered by the new owner, but is worth the effort in this case.

With all the CNC machined parts and pull-rod controls, the Tesi was expensive to build and many prospective buyers couldn’t accept the radical looks.  Only a few hundred were built and many had just a short ride before retirement.  And though two successive generations were introduced in the 2000’s, the 1D Tesi makes the original statement.  CMG Motorcycles asks $43,990 USD for this example, and requests inquiries be sent to Brad by email  – here –.

-donn

Featured Listing – 1991 Bimota Tesi 1D
Featured Listing July 2, 2019 posted by

Sponsored Listing: Moto3 Honda NSF250RW for Sale!

Update 7.2.2019: We’d like to take this opportunity to thank Amatumoto Grand Prix Motorbikes for being a sponsor of RSBFS! This NSF250RW is available now for purchase as is or as a custom build. Contact Amatumoto today! -dc

Why buy a race replica when you can pick up an actual race bike? Today’s Sponsored Listing from our friends over at Amatumoto GP Motorbikes is a Honda NSF250RW, and it’s no stripped-down streetbike in race plastics, it’s an evolution of the machine that won last year’s Moto3 Constructors Championship in a very competitive field. If you’ve never watched Moto3, the racing is very close, with bikes nose-to-tail at 145mph.

For years, the “lowest” of the three tiers of Grand Prix racing used to be the domain of tiny little two-stroke 125cc machines that weighed less than an average adult American male. This of course gave the class differentiation a nice symmetry, with 125cc, 250cc, and 500cc machines. But in 2012, the smallest class shifted to a formula using 250cc four-strokes to match MotoGP’s move away from two-strokes. Bikes are limited to singles with a bore of no more than 81mm, four valves, a rev ceiling of 13,500rpm, and a minimum weight for the combined bike and rider of 326lbs.

Unlike Moto2, where the entire field uses a single engine [formerly Honda, now Triumph] to keep costs down and ensure close racing, Moto3 allows a variety of engine builders to participate. While physically much larger than a two-stroke of similar displacement, the Honda single still needed to be as light and compact, while taking advantage of every opportunity to save weight, increase power, and centralize mass. To that end, the 249cc engine has its cylinder head reversed, with the ram-air intake to the front and the exhaust exiting to the rear. Other manufacturers have experimented with this configuration with varied success, but here, the main goal appears to be mass-centralization.

The engine is canted backwards in the frame 15°, allowing the engine to be placed further forward in the chassis and maximize airbox volume, with a bore and stroke of 78 x 52.2mm, below the class maximum bore size. The engine is backed, naturally, but a six-speed cassette gearbox for quick ratio changes to maximize the small engine’s potential, and the package weighs in at a claimed 185lbs dry.

From the Seller: Moto3 Honda NSF250RW for Sale!

Do you want a Moto3 Honda NSF250RW? Our company can get the most exclusive bikes of the market. Only for VIP customers, museums or exclusive collectors! Contact with our team and inform yourself. Only 2 units available – RESERVE NOW

In our VIP club you will find the most exclusive race and road bikes, also you can offer your bike for manage the sale. We work with customers to worldwide and we want offer the best service and products.

At Amatumoto Grand Prix Motorbikes Store, we take pride to have in our stock great exclusive bikes used on the races. That said, we understand that the collector of bikes hobby is enjoyed by some of the most passionate and diverse enthusiasts on the planet. Simply put: there are just too many awesome styles to fit in to one showroom. No need to worry though, as we’re happy to search for the bike of your dreams. Just give us a bit of pertinent information and we’ll keep an eye out. Amatumoto can build a READY to RACE bike… with engine, exhaust, wiring on demand with the specs that choose our customers.

Contact us via our website: http://www.gpmotorbikes.com/

If you’re a track day junkie or a racer, this is your opportunity to buy a very serious piece of hardware. Just add sponsor decals!

-tad

Sponsored Listing: Moto3 Honda NSF250RW for Sale!
Yamaha May 14, 2019 posted by

Featured Listing -1988 Yamaha TDR250

Update: eBay shows sold at $7000. Congratulations to buyer and seller! -dc

Yamaha saw an opportunity in the late 1980’s to use their TZR250 two-stroke drivetrain and possibly show up on – ABC’s Wide World of Sports’ The Superbikers ( well, maybe just during a commercial break ).  A longtime friend of RSBFS, Moto2 Imports offers this recent import with just over 14,000 miles and U.S. title.

1988 Yamaha TDR250 for sale at Moto2 Imports

More of a supermoto than dual sport, Yamaha sought to transfer the 50 ponies and light weight of the TZR to a motard.  The parallel twin was tuned for better torque and a few less peak hp at 46, as well as painted silver.  Like on the TZR, timing is computer-controlled and uses 28mm flat-slide carbs and reed induction.  The hefty steel chassis could handle tarmac and jumps, and crossover exhaust stayed out of the way.  Air-charged front forks had 160mm travel, and the Monocross rear coped with 150mm.  Seeing far into rally bikes’ future, the Ultimate Dual had an integrated seat, tank and fairing with a high windshield.

Moto2 gives every import a thorough going over, but favors originality, selecting better candidates for import rather than doing more restoration.  It this case the TDR looks excellent with barely even a boot scuff, and Moto2 tests everything for proper operation.  Comments from correspondence and – their website –

Yamaha’s dual-sport adventure bike features a TZR250 derived two-stroke 250 engine specially tuned for the TDR. Bike has 14,000 miles (22,667km) and is in excellent cosmetic and mechanical condition. New Dunlop tires. Will come with US title.  Asking $7,999

Excellent condition example. Engine is in good running condition with all lights, horn, blinkers working properly. Dunlop tires in nearly new condition. Weighing under 300lbs with 50hp on tap, Yamaha’s two-stroke dual sport 250 is a blast on and off road. Video available on request.

While a little off RSBFS’s beaten path, the TDR is a close relation to the racy TZR.  It pre-dates the European super motard craze, and would’ve been a hit here but for the twilight of two-stroke emissions.  A gem for a fan of the brand, or maybe just a wild pit bike, Moto2 requests offers on (844) 44-MOTO2 or via email – here –.

-donn

Featured Listing -1988 Yamaha TDR250
Laverda April 18, 2019 posted by

Featured Listing: 1974 Laverda SFC-Spec SF2 Race Bike for Sale

This is an unusual opportunity to buy a rough-and-tumble, forged-in-fire vintage racing Laverda. If you’re searching for a display piece to adorn your Manhattan loft, you should probably look elsewhere. This SFC-spec SF2 was made to run, and run hard. It’s all killer and no filler, built to race. Period. The original SFC is one of the most desirable and iconic sportbikes of the 1970s, with a stylish half-fairing, bright orange paint, and solo tail. The 744cc parallel twin was supposedly heavily influenced by Honda’s CB77 Superhawk engine, and Laverda built their bikes to last, with five main bearings in the engine, electrical components from Nippon-Denso, ignition components from Bosch, and a Verlicchi frame, and suspension from Marzocchi.

The result was the perfect basis for an endurance racer, and Laverda whipped up a hand-built factory special to capitalize on that potential. The SFC or “Super Freni Competizione,” which translates to “Super Competition Brakes.” The engine featured the usual race-oriented updates: a lighter crank, polished connecting rods, bigger valves, and high-comp pistons. 36mm carbs fed the high-performance engine and produced as much as 80hp, depending on the year, while a two-into-one exhaust made sure everyone within miles could count every one of them.

The original SFC was technically a road-legal bike, but it was stiffly-sprung, over-carbureted, and generally temperamental. Many that have come up for sale have their road-legal parts in a box that comes with the bike, since they really were a bit of an afterthought anyway. Even that solo tail is specifically shaped to include a round numberplate, as you can see. The bike was a literal “racebike for the road” in a way that you just don’t really see anymore. Or maybe it’s just that all serious sportbikes are racebikes for the road, but they’re just not really all that much of a compromise now, with 200hp, a gel touring seat, and heated grips…

This particular bike isn’t an authentic Laverda SFC, it’s a high quality replica built from the ground up using a regular production SF2 with many trick parts, and uses the powerful twin-disc front brake setup from the later bikes that should work much better on track than the earlier drum, although it doesn’t look quite as sexy. Speaking of the track: this started out as a regular road bike, but it’s been converted to race duty and campaigned for years by Larry at New York City Motorcycles [who is also selling his Harley Davidson XR750 here on our site], who is currently based, ironically, in Venice, CA.

His original eBay listing tells a great story about how the bike came to be: 1974 Laverda SFC-Spec SF2 Race Bike for Sale

Where to begin…

Gorizia, Italy (on the Northeast corner of Italy 1km from Slovenia). July 2012.

That is when this Laverda came into real life, from the pages of every conceivable magazine and poster since childhood.  In fact the first time I laid eyes on a Laverda 750SFC was at the Guggenheim Museum in New York City in 1998, at its renowned exhibition, Art of the Motorcycle. If I wasn’t already hooked, now I was obsessed.

In the years since that life changing show, I was always on the “lookout”.  Sorta like John Walsh chasing fugitives!  I can recall being wide awake at 3am looking in remote places, the mideast, japan and of course the US and Europe.

I couldn’t believe my eyes in the summer of 2012.  In fact, I couldn’t understand the Italian listing on eBay Italy, either.   When the sun rose the next morning I was at my neighbor’s door, an Italian.  Within hours we had the bike’s owner on a conference call.  I had a million questions.  My neighbor just wanted to go to work.

I learned that the motorcycle was built to race throughout Italy by an engineer who also owned a genuine SFC.  Too precious to race, he saw no obstacle to making an exact clone, particularly the specification of the motor:

  • 10.8:1  Compression
  • Carillo Rods
  • SFC Crank
  • SFC Cams
  • SFC Pistons, valves and porting
  • 36 mm Dell’Ortos

The rest is simply bodywork… on an SF2 frame. Other than the factory 750SFC’s VIN series and frame insignia depicting that its a factory SFC, this bike is exactly the same in specification and appearance of a 1974 (Disc brake front) 750SFC.

The last thing I thought about doing when I bought, imported and titled it in the US, was racing it. So it was cosmetically and exhaustively restored as a streetbike. Laverda’s are known to have indestructible motors. And this was no exception. When it cleared customs it set off car alarms a quarter mile away…

My good friend Kenny Cummings, the owner of NYC Norton had been taking care of another parallel twin of mine, a Norton Commando. And every few weeks Kenny would be “gone racing.” So it’s technically his fault. I caught the bug. And became just as obsessed about racing as Laverdas. 

I raced two years before I became obsessed with the Laverda for a different reason. Though it was exhilarating to ride as a streetbike (outside of New York City where I lived), I soon learned this was a motorcycle that was designed, built and wanted to race. Long story short(er), that’s what it became.

The Laverda’s trophies include AHRMA National Series 5th Place in Formula 750 in 2015, 3rd Place AHRMA Pacific Crown, and various podiums at some of the most storied racetracks in America.

Recent marriage and move to Japan has put new goals on the horizon. Its time for my beloved Laverda to go from my back burner into the hands of someone whose passion picks up where mine leaves off.

The fuel tank is a Wolfgang Haerter special edition alumnium tank. 

As mentioned, it has never crashed. It could benefit from some TLC ie, valves adjusted, carbs rebuilt. A simplified wiring harness – though what’s on the bike now is perfectly functional for its current set up as a racer.

So much to list, these are the key pluses and minuses:

*The windscreen is cracked – it was “stitched” together with zip ties and continued racing. I always thought it adds character 🙂

  • One Sidecover flew off the bike at Willow Springs during competition. It was recovered but in a mangled condition (see photo)
  • Starter and generator (included; sprag gear is worn and should be replaced) were removed for racing; running a “total loss” set up
  • Needs a new battery
  • Missing the ignition key: bypassed
  • Runs an EMC electronic ignition (excellent) from Wolfgang Haerter
  • Slight weep from gas tank rubbing the frame. New Owner should either have the seam rewelded or coat the tank with Caswell
  • YSS Shocks in rear and Works Performance Springs in Front – Original Marzochi shocks included
  • Powdercoated frame completed 2014
  • No rust anywhere
  • 2 into 1 Conti exhaust
  • New York Title in my name
  • Street faring, street seat, tachometer included
  • Set of rear sprockets included
  • Uses an SFC’s shop manual, not an SF2’s.  Reproduced copy included
  • New racing foot pegs
  • Original Laverda clubman bars
  • Other extras all included

The motorcycle is sold as is, where is, and there are no warranties expressed nor implied. Judge the photos and make your own assessment of the bike’s condition, rather than rely on my opinion and/or description. Questions and clarifications are encouraged. These are my personal opin Bidders must be certain of their commitment before bidding, as once its submitted. If you win it, you bought it. No time for nonsense please. Bidders with less than 10 or any negative feedback must contact me prior to bidding or else expect your bid to be cancelled and removed.

This motorcycle requires thorough inspection and recommissioning before running or riding. Know what you are buying before you bid. If you don’t have the expertise and/or the budget, with all due respect, this is not the bike for you. 

New York City Motorcycles (nycmc dot com) is reasonably well known in the vintage motorcycle community and this is not the only platform for offering the bike. Therefore please consider not waiting until the final seconds of the auction to bid. Because while you’re waiting to pull the trigger, if a fair offer arrives from elsewhere and there is not a comparable bid here, the auction will instantly disappear from your watched items.

Multiples of the start price has been invested in this motorcycle. It was a privilege to lose money on this fabulous machine. Boyhood dreams fulfilled and then some 🙂

Motorcycle is located in Venice, CA. I will work with your shipper but its your responsibility.

On a personal note, I’ve come across this bike and owner before: I bumped into him at a 2014 AHRMA event in South Jersey, where I took the picture above. He was wrenching on this bike under a popup tent and, when I came over to babble excitedly about the Laverda, he stopped what he was doing to fire it up for me, a gleeful grin on his face. To me, that says about all you need to know about his passion and enthusiasm. The bike obviously isn’t a “real” SFC, but it is a real Laverda, and the engine specifications are, as he describes, SFC-spec. With real SFC prices headed into six-figures, they’re less and less likely to be raced as intended. Real or not, this Laverda won’t be cheap to buy or run, but is your best bet if you want to actually ride one of these fire-breathing Italian twins in anger.

-tad

Featured Listing: 1974 Laverda SFC-Spec SF2 Race Bike for Sale
Ducati March 22, 2019 posted by

Featured Listing – 2004 Ducati 998 Matrix Reloaded Edition

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.

2004 Ducati 998 Matrix for sale on eBay

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

Featured Listing – 2004 Ducati 998 Matrix Reloaded Edition
Ducati February 15, 2019 posted by

Featured Listing – 2006 SportClassic 1000 with Paul Smart Fairing

Update 2.15.2019: Curtis has relisted his SportClassic on eBay and is no reserve. Good luck to buyers and seller! -dc

Ducati was comfortably ahead of the game when they introduced the SportClassic series, which had great vintage appeal but modern mechanicals.  This owner has updated his first-year monoposto with suspension and fairings from the Paul Smart limited edition, and continued the look with the front fairing in burnt yellow as well.

2006 SportClassic 1000 with Paul Smart Fairing for sale on eBay

Using the air-cooled dual-spark 992 across the range, the SportClassics had a healthy 92 hp available, fuel injected for better rideability and more modern emissions.  Around the fully visible powerplant, the black trellis frame makes its way from triple tree to asymmetrical swingarm, which was used for 2006 only.  Inside the vintage-looking spoked alloys are up-to-date 320mm Brembo brakes.  The plastic four gallon ( plus one in reserve ) fuel tank is rust proof and the owner had this one lined for ethanol resistance.

The Paul Smart was only offered in commemorative silver, and though the later 1000S was available in the much faster yellow, the biposto lacked the Öhlins suspension and banana monoshock rear.  The overdone factory exhaust has given way to a purposeful Zard stainless, and the list of nice touches continues around the bike.  Maintenance is spot-on, with just over 11,000 miles, it’s halfway to its second valve adjustment, as the owner states in the eBay listing:

Zard Stainless Exhaust
Lithium lightweight Battery
Watson LED Front Turn Signals
Motobox LED Rear Turn Signals
Near New Michelin Pilot Sport Tires w/ 1,200 miles
New OEM Ducati Tank Replacement that has been professionally Caswell lined
PS1000LE Paul Smart Ohlins Forks
PS1000LE Paul Smart Rear Shock
LED headlight
Autoclave Carbon front tire fairing
NCR Titanium dry clutch cover
Strata fab fairing conversion hardware
7,500 Mile Valve service completed
Regular Oil Changes with Motul Racing Oil
Regular Chain lube and cleaning
Ceramic coated paint
Rear shock was recently serviced w/ new seals and oil

The SportClassics continue to appreciate, especially the limited editions and single year models.  This 2006 is hard to distinguish from a factory effort, except for the premium details added.  Though the SC’s didn’t break new technical ground, they have a look any Ducatisti will enjoy, with the excellent DS1000 reliability.  Curtis requests questions and offers via eBay – here – or contact by email: howdycurtis@gmail.com

-donn

Featured Listing – 2006 SportClassic 1000 with Paul Smart Fairing