Posts by tag: GSX-R1100

Bimota March 11, 2019 posted by

Featured Listing: 1998 Bimota SB6R for Sale

Today’s Featured Listing is a bit of a flashback. We posted this very clean Bimota SB6R in April of last year and, although it didn’t sell at the time, the owner has been doing what you should do with an Italian exotic: enjoying it, racking up an additional 1,300 miles. That means it’s still collector-bike low with just 4,250 miles in total, but the fact that the seller has been riding it should be a big selling point for anyone looking to buy a 90s Bimota. Too many of these bikes sit, admired and displayed instead of being used in anger, slowly succumbing to neglect. Sculptural they may be, but Italian bikes were meant to be ridden.

Bimota made its name building cutting-edge racebikes, but the SB6R is first and foremost a roadbike. Utilizing Suzuki’s powerful and bulletproof liquid-cooled GSX-R1100 engine that displaced 1074cc, the SB6R wasn’t really eligible for many racing classes. But it was used the very best, competition-worthy components available at the time, with triple Brembo brakes, a Paioli fork up front and an Öhlins shock fitted almost horizontally, and was built with Bimota’s usual attention to detail, using  Lotus-founder Colin Chapman’s philosophy: “light makes right.”

With a claimed 156hp from the eminently tunable Gixxer motor pushing a claimed dry weight of just 419lbs, the SB6R is a massively capable roadbike that can easily keep up with modern machines. Keep in mind that the SB6R weighs nearly 100lbs less than the famously fast GSX-R that was powered by the same engine. The flexible powerplant is backed by Suzuki’s five-speed gearbox that takes advantage of the bike’s huge midrange and 74 lb-ft of torque.

As always with a Bimota, the frame is the real star of the show, something casual observers might overlook at first, with all the curvy carbon fiber bodywork on display. But once you notice those massive aluminum spars, they become the bike’s defining feature. The design utilizes Bimota’s “Straight Connection Technology” concept that prioritizes as direct a link as possible between the steering head and the swingarm pivot. It’s not the most practical way to design and build a frame, but Bimota’s goal was ultimate performance, and the matching, asymmetrical swingarm even has “bimota” embossed in one side for an extra does of craftsmanship.

Make no mistake, this was one of the fastest and most exotic motorcycles of the 1990s. Just 600 were ever made, and the model’s life was cut tragically short when Suzuki discontinued the GSX-R1100, then Bimota’s first bankruptcy ended any dreams of a GSX-R1000 powered follow up. It’s a shame, because the earlier SB6 was one of their best-selling models and I much prefer the looks of the later SB6R. This example has serial number 000023 and includes a lightweight Corse exhaust, a very nice bonus. If you want a different exhaust for your SB6R at this point, pretty much your only other option would be something completely custom.

Featured Listing: 1998 Bimota SB6R for Sale

I have come once again to your fine forum to move a jewel. I know you have featured a few of these, so I wont go through the Bimota propaganda and just get to the meat of what I have done. The usual Bimota story, well heeled individual purchased and rode very little, used more as a object d’art, rather than a mode of transportation for the majority of its life. She is now ready for riding. This thing rips, even with my 6’4″, 220 pound, Yeti-like mass aboard.

  • Equipped  with the Bimota Corse Titanium exhaust
  • Kevlar brake lines
  • Michelins
  • Rebuilt carburetors, new needle valves
  • New NGK plugs
  • Oil and filter
  • New fuel pump from Bimota Classic Parts
  • New petcock from Bimota Classic Parts
  • All new Motion Pro fuel lines
  • New fuel filters
  • Cleaned fuel tank
  • The fuel system is now up to original Bimota factory spec.
  • This bike pulls like a freight train.
  • 2 small cracks in the gauge lens
  • Ridden and on the road
  • Every system functional
  • No issues
  • All paperwork in order.
  • 2 Original Bimota keys.

Price: $11,500
Contact Chris: gsxronly@aol.com or 407-492-5854

I can’t stress enough how this one’s recent mileage is critical. Many low-mileage collector bikes have spent a lot of time sitting, and will require hefty sums to get them truly road-worthy again: seals, hoses, gaskets, o-rings, gas tanks, tires… It all adds up. That’s fine if you just want to display your exotic, and Bimotas certainly look good standing still. But these really were meant to run, and if you want a collectible you can also take out on weekends to blitz the back roads, this one’s $11,500 asking price is a relative bargain, considering that the SB6R cost a whopping $35,000 in 1998!

-tad

Featured Listing: 1998 Bimota SB6R for Sale
Suzuki January 25, 2019 posted by

High-powered Slingshot: 1989 Suzuki GSX-R1100

By the late 1990s, the Suzuki GSX-R1100 was seen as a bloated sport-tourer that had lost its way as a serious sportbike. It had been eclipsed by the power and lithe chassis of a new breed of 1000s, which looked more like 600s than liter bikes. But in 1989, the Gixxer 1100 was still very much the king of the streets, and enjoyed a fearsome reputation as a focused hot rod, with a massive air-oil cooled four pot stuffed into a modified 750 frame. With Suzuki’s signature “Slingshot” carb setup getting gas and air where they needed to be, the GSX-R1100 had quite a muscle to flex.

1989 Suzuki GSX-R1100 for sale on eBay

The bikes’ hairy reputation was solidified in ’89, when Isle of Man racer Phil Mellor lost his life aboard a Gixxer at Doran’s Bend. A second crash by Jamie Whitham, also on a Gixxer, led the organizers to ban the 1100cc machines’ use for a few years.

But in spite of their reputation, they remain the finest example of the 1980s superbike arms race. They carry all the tech you could hang wheels off of 30 years ago, and are still great every day mounts now. This 1989 Suzuki GSX-R1100 has been taken to the next level, both cosmetically and functionally. The seller has been fastidious to the point of being anal about making sure the bike is without blemishes, and the few it does have have been addressed. Added to that, he went to the trouble to fit a 180-section rear wheel, to improve handling and open up modern tire selections. He also collected nearly another bike’s worth of spares, should anything befall this beautiful beast.

From the eBay listing:

Selling because I have a 3 year old and I don’t ride much anymore.

You’re bidding on a hard to find, low mileage (14K) collectors bike, the 1989 GSXR 1100 in black and grey. Meanest looking of them all.

Looked for some time for this model in this color, found one locally but it needed a few updates. Overall, the condition of the bike is considered “mint” by some, but after 40 years it did need some upgrades.

I went ahead and started with replacing the rear shock with a new 2007 Suzuki model, with almost no miles on it to replace the worn out old one. I then replaced the skinny rear wheel with the appropriate 5.5″ wheel (front and rear painted to match) and 180 tire size (requires mounting brake arm to rear caliper on outside). The bike has upgraded kevlar brake lines and new SBS pads, and new cross drilled rotors (not the smooth original style). Front fork tubes are not leaking but could use oil and spring upgrade, just too soft for my liking.

I then upgraded the ignition with a VH ignition advancer, Dyna Coil pack, and racing plugs/plug wires. Bike got new oil filter/oil and I keep tabs on oil condition/levels. I also replaced the air filter with a drop in UNI. Carbs were removed, and totally disassemble and cleaned, new orings and float levels set to spec (does start every time without much hesitation on choke) I will probably upload a video of it starting/running.

Battery was replaced with 6lb Ballistic Battery Lithium $$
Chain was replaced when rear wheel conversion was done.

I then changed out the stock front brake unit with a brembo radial NISSAN sand ASV adjustable lever. Also changed out the clutch unit with a radial Brembo with ASV lever (adjustable) and stainless line. Just this week i noticed the stock steering dampner was weeping, so I ordered a brand new NJK adjustable damper ($200) to make sure that was ok (in 4th pic).

Tires are newer with low miles and again are larger size rear. Bike corners very well.
Rear seat cowl is hard to find with the rubber butt pad in good shape (mine is excellent). Also have rear seat. Seats are like new condition as is the tank bra (NOS). One mirror has loose play in it, might be adjusted.

Exhaust is stock and rust free, chrome is very shiny with no rust. I prefered to keep the bike stockish looking and quieter for personal reasons, and I enjoy the stock exhaust on the road.

Gas tank was removed, new petcock and filters, and it was sealed against rust. I’ve seen way too many of these bikes look good on the outside but rusting inside, and that makes big problems.

Other little things: Bar ends replaced with custom logo, and it has rear chock stand spools added.

Paint is a 9/10

No chips in front fairing.
Paint has a small touch up on the right lower where they always get scrapes (about penny size). Paint as you see in pictures is gorgeous, no sun faded graphics or paint, the black blue pearl is deep, lots of deep gloss and microfiber towels used only to polish. Just a small bit of clear coat on the tank under the tank bra has shown a bit of wear, otherwise the tank shows like new. Graphics are in amazing condition, tank graphics “R” has a bit of patina (discoloration in the letter under the clear) that doesn’t take away from its value. Rear plastic cowls are near mint and have a rare “Slingshot” logo on the right side. Rear seat cowl has a sticker on top (don’t know if its cleared over or not, i would just leave on). Insides of the fairings are clean, no grime, no gunk…kept up with the rest of the nooks and crannies on the bike. Aluminum parts are not pitted at all.

Lenses on the lights are free of damage, clear, and working, as well as horn.

Pictures speak for themselves. The engine is spotless, with no leaks or paint coming off. The frame is all original and never polished or damaged etc. Her owners took good care of this bike.

This auction will include an assortment of replacement fairings I bought JIC.

I have a complete upper cowl (super hard to find) with minor work can be used as a perfect replacement.
I have a mint condition left mid, and right rear cowl.
I have a pair of original mirrors which need paint matching (super hard to get)
I have a spare (near mint) gas tank
I have full tank decal set (OEM) with the “Hyper Sport” R logo
I have spare wheels and some original parts taken off the bike.
Stock tool set and manual in rear seat area.
Factory repair manual

Basically, I wanted to future proof the bike.

I don’t get to ride it as much as I want, so it has to go to fund other child related things now. Will be sad to see her leave, hope someone mature appreciates and will take care of it and not mod it out into just another chrome 1100. Overall a solid bike, stunning in person, and fun to ride with the newer parts added.

Keep in mind reserve price includes all the extra’s package and the scarcity of this models color/condition.

**I will post a Youtube video of bike on a January day, cold start** I may add pics or info at any time here as well.

I will accept full payment USPS money order only, and only after cashed will bike ship. Check my seller feedback, i’ve sold other vehicles and stuff with excellent feedback. No liens, or salvage on this bike, clear CA title.

Please have funds IMMEDIATELY available and ready to send within 3 days of your winning bid.

The reserve hasn’t been met yet, but we don’t expect this one to go cheap, especially given its condition and the care the most recent owner has taken with it.

High-powered Slingshot: 1989 Suzuki GSX-R1100
Featured Listing January 8, 2019 posted by

Sponsored Listing: 1994 Suzuki GSXR-1100

Mid-1990s Gixxers get something of a bad rap for being portly, underpowered and undersprung when compared to their contemporaries, but that really does the iconic nameplate a disservice. Take this 1994 Suzuki GSX-R1100, for example. It’s a 500-pound beast stuffed with a 155 horsepower water cooled four banger and a riding position that favors comfort over elbow dragging. It has all the hallmarks of a fantastic sport tourer, and with a long swingarm aiding stability and pegs high enough to stay off the deck in the canyons, it will make a killer mount for any commuter, tourer or weekend warrior.

Sure, compared to a 1994 Honda CBR900RR it’s a slow-witted porker. But lined up next to a Kawasaki ZX-1100 or a Honda ST1100, it looks like the sporting choice. The mill is known for being a time-bending gem when the road straightens out. With 310mm Tokico clamps up front and an adjustable upside down Kayaba keeping things off the deck, the big Zook is plenty capable when things turn twisty or bumpy.

This example has lived a babied life in Wisconsin, collecting just 12,000 miles under one owner. Sadly, the original buyer passed away this year, and the bike is in the hands of his daughter, who is selling it through our good friends at Iconic Motorbikes. It has a fresh going over, including carb cleaning and syncing, tires, new fork seals and fluid, and new brake fluid, coolant and oil.

From the listing:

Most of the bikes you see on our classified are bikes available at our Dealership directly however, we also host bikes from our long list of collectors, business partners and friends. The difference between the bikes you see on our site and other sites…we will ONLY list bike’s that we can 100% confirm are legit and the owners have a direct connection with Iconic Motorbikes. That said…

Here we have a exceptionally clean example of a GSXR1100 with only 12K Miles on the clock. As you can see from the photos, the bike has been babied since new, 100% stock and one of our favorite paint schemes of the time with the black and electric purple/blue streak. You’d be hard pressed to find one in better shape! Even the frame stickers are intact!!
This one is located at our friends location in Oconomowoc, WI but can be brought to CA for only $500 or so with one of our carriers.

Here is the write up from the owner:

The only owner passed away and then current owner acquired the bike last spring from his daughter. Full maintenance updates within 75 miles ago include cleaning & syncing of carbs, front fork seals replaced with OEM parts, fresh Suzuki oil, coolant, & brake fluid. Metzler Road Tec tires have 1700 miles on them. Original Suzuki windscreen included with the bike. Turn key ready to ride & enjoy this original survivor. Bike is located in Oconomowoc, WI. $5450 or reasonable offer. Clean & clear Wisconsin title.

The bike can be transported to Los Angeles or environs for around $500, and is listed at $5,450. Head over to Iconic Motorbikes to contact the sellers if you’re as excited about this thing as we are.

Sponsored Listing: 1994 Suzuki GSXR-1100
Suzuki October 20, 2018 posted by

Clean, Low-Mileage Slingshot: 1989 Suzuki GSX-R750 for Sale

Suzuki’s GSX-R750 revolutionized the sportbike game by bringing racebike handling and technology to the masses. There were obviously plenty of other sportbikes available at the time, like Honda’s VF1000F and Kawasaki’s GPz900R, but none seemed to capture the style of the era quite as well the Suzuki, with its endurance-racing bodywork and striking blue-and-white graphics. It didn’t hurt that it had the performance to back up the race-bred style.

Interestingly for a cutting-edge sportbike, the original “oil-boiler” GSX-R’s engine almost seems like it was a step backwards, as it was not water-cooled. Instead, the GSX-R’s designers took a page out of Colin Chapman’s book, and used an oil and air-cooling system to save both weight and complexity. Luckily, they left out Lotus’ factory-installed mechanical and electrical gremlins… Suzuki’s Advanced Cooling System or “SACS” used a high-capacity oil pump and a large oil-cooler to do the same job as a radiator, and the package made 112hp in the second-generation version seen here.

The second-generation of the GSX-R was introduced in 1988 and affectionately known as the “Slingshot,” owing to the unusual design of the semi-flat slide Mikuni BST36SS carburetors. The Slingshot actually had one less cc than the original bike, because of a more oversquare bore and stroke that resulted in 748cc. The updated engine could rev higher and made more power, but naturally less torque, and increased weight meant some customers weren’t especially happy about the change: the extremely rare homologation GSX-R750RK actually switched back to the original bore and stroke dimensions to restore some of the lost torque at the request of race teams.

The new version kept the oil-cooling though, and the perimeter aluminum frame, along with revised styling, suspension, and 17” wheels that make it look and perform more like a modern motorcycle. I’m not generally a huge fan of Japanese sportbikes, but the second-generation GSX-R750 and 1100 are on my short list of favorite motorcycles. Okay, it’s technically a pretty long list, but this is still a really cool bike.

I don’t especially like the heavy four-into-two exhaust system seen here, but it is original and should add to the value for collectors. “Showroom condition” is an overused term and  is often applied to bikes that are very nice, but far from the way they rolled off the dealer floor. It shouldn’t be subjective: aftermarket turn signals, exhausts, and even period-correct performance-upgrades technically disqualify a bike. But as a non-expert on Gixxers, this one looks like it might fit the description, or at least come pretty close.

From the original eBay listing: 1989 Suzuki GSX-R750 for Sale

Rare opportunity to obtain an original 89 GSX-R750 in mint condition with original exhausts and components. 

8880 miles from new, runs perfectly and needs nothing

Originally Purchased from local Suzuki Service Manager and collector, maintained in a climate-controlled garage. 

 One small scratch on the rear left tailpiece otherwise in excellent condition throughout.  

Recent tires and battery

No oil or gas leaks whatsoever, no stains, engine is smooth

Buyer responsible for shipping arrangements and costs. 

Please do not bid if you do not intend to purchase.

The curse of the “everyman sportbike” was the very reliability and affordability that made them so ubiquitous: most owners didn’t bother to cherish them as they would a more exotic, or maybe more fragile machine, and they were ridden, flogged mercilessly, and discarded when they were worn out or when a new generation was introduced, then “customized” horribly by their second or third owners as the obsolete version became more affordable. These days, clean examples of Suzuki’s oil-cooled GSX-Rs are quickly snapped up by collectors. Just a few years ago, you could get one of these for a few grand, but prices are shooting up quickly, especially for nice, low-mileage bikes like this one. Don’t scoff too loudly at the $9,500 Buy It Now price, since bidding is already up above $7,000 with plenty of time left on the auction.

-tad

Clean, Low-Mileage Slingshot: 1989 Suzuki GSX-R750 for Sale
Bimota July 17, 2018 posted by

Nice Curves: Low-Mileage 1995 Bimota SB6 for Sale

Tad first posted this one in December when it had a buy-it-now of $25k. It was relisted and eBay showed a sale at just over $10k. It’s back now from the same seller with a buy-it-now of $15k or best offer. Thanks for the heads up, Donn! Links updated. -dc

The SB6 and SB6R were some of Bimota’s best-selling bikes of all time, and featured what must be the mother of all beam frames. That distinctive, very rigid aluminum unit used Bimota’s “Straight Connection Technology,” designed to link the steering head directly to the swingarm pivot. This improved chassis rigidity at the expense of servicing: you pretty much have to unbolt the engine and swing it forward to adjust the carburetors, change the spark plugs, replace the front sprocket, or access the alternator drive that tends to fail…

Fortunately, this earlier SB6 at least features a set of Suzuki gauges, a good thing since the later Bimota units supposedly pack it in with unfortunate regularity. They may look fairly mundane, but least they work! The engine should be pretty reliable too, and powerful to boot: those gauges are matched to the inline four and five-speed gearbox from Suzuki’s GSX-R1100.

I much prefer Bimota’s follow up to this bike, the SB6R which pretty much embodies my favorite aspects of 1990s styling. Sure, the 916 might be the more iconic 90s design, but part of the reason is that it doesn’t actually look like anything else from that era. The SB6R has the bulbous curves of the donor GSX-R, but with better colors, less weight, and more all-around Italian-ness.

But the strength of the original SB6 is that it looks like pretty much nothing from any era, unless you count Crea’s weird, organic-nightmare bodywork kits from the era… Go ahead and Google that, and then promise me you’ll never complain about Pierre Terblanche’s 999 ever again. The SB6 is striking wrapper that contains all the analog performance you could ever want, along with a powerplant that should be at least easy to get parts for, even if it isn’t actually all that convenient to work on.

From the original eBay listing: 1995 Bimota SB6 for Sale

This is a one owner bike that has been stored inside a house.

Only 670 Miles!

The bike fluids have been drained and cleaned for proper storage. The bike is all original and near perfect.

It has never been on the market until now. I have had the bike in my house for over a year and just moved it to my warehouse and decided to let someone else enjoy it. I got the bike from a friend that knew the original owner and connected us.

I am open to fair offers. I listed the bike at top market price because someone might pay that. However make a fair offer and you might own this very rare, one owner Bimota.

Also, it has the Suzuki 1100 motor… Dyno specs in pics from years ago.

Since the seller “got the bike from a friend that knew the original owner and connected us,” wouldn’t that technically make this a two-owner bike? Even though the second owner only had it a year? Unfortunately, 1990s Bimotas were a bit unfinished from the factory, and great concepts suffered from pretty poor execution. If you had the time or money to go through your expensive Italian exotic to correct electrical faults and set up the suspension properly, you were left with a serious weapon for road or track. Of course, most buyers wanted their money to buy an actual, functioning motorcycle, and Bimota’s kit-bike quality certainly hasn’t helped values.  The $24,900 asking price is very ambitious for an SB6 but, with those kind of miles, maybe a collector who wants a very clean, low-mileage example of a very cool machine will bite. However, I’d say the seller’s negotiation technique could be… stronger.

-tad

Nice Curves: Low-Mileage 1995 Bimota SB6 for Sale
Bimota April 16, 2018 posted by

Featured Listing: 1998 Bimota SB6R for Sale

Update 4.29.2018: Now on eBay as well for $12,500. -dc

Bimota’s SB6R followed the earlier SB6, one of their best-selling models of all time, with approximately 1,200 made. The SB6R likely would have been produced in similar numbers, but for the debacle that was the radical, two-stroke VDue. That bike’s failure pulled the whole company down into bankruptcy, and when the company was resurrected in 2003, the SB6R was not in the lineup, likely due to the discontinuation of the SB6R’s GSX-R1100 powerplant with the demise of that model in 1998.

1998 Bimota SB6R for sale on eBay

That GSX-R engine was famously powerful and bulletproof, and was backed by a five-speed gearbox that reflects the bike’s freight-train character: the Bimota’s claimed 156hp might not seem all that impressive, but the liquid-cooled inline four had a storming midrange and the SB6R was very light for the era. Paioli forks up front and an Öhlins shock round out a package that can still embarrass modern motorcycles in skilled hands, but a complete lack of electronic aids means it remains an “experts only” motorcycle.

The SB6R used the SB6’s massive, aluminum “Straight Connection Technology” beam frame, with more modern, conservative bodywork that lost the SB6’s swoopy looks and the exhaust hidden within the tail section. The styling elements of the updated SB6R may be derivative: fairing “speed holes” from a CBR900, a pair of undertail exhausts like a 916, and a trapezoidal headlight like an FZR… Okay, it actually was the headlight from an FZR. But somehow, even though the elements are familiar, the overall look was very much a Bimota. It’s almost the anti-916: bulbous and curving instead of wasp-waisted and slab-sided, built around a beam-frame instead of a trellis, powered by an inline four instead of a twin…

This Bimota certainly isn’t one of the best bikes of the era, but it is one of my personal favorites. This particular example is a rarity, a machine ready for the road that appears to have had the bugs worked out and only some very minor blemishes. It’s also a very low serial number: 000023.

From the Seller: 1998 Bimota SB6R for Sale

I have come once again to your fine forum to move a jewel. I know you have featured a few of these, so I wont go through the Bimota propaganda and just get to the meat of what I have done. The usual Bimota story, well heeled individual purchased and rode very little, used more as a object d’art, rather than a mode of transportation for the majority of its life. She is now ready for riding. This thing rips, even with my 6’4″, 220 pound, Yeti-like mass aboard.

  • Equipped  with the Bimota Corse Titanium exhaust
  • Kevlar brake lines
  • Michelins
  • Rebuilt carburetors, new needle valves
  • New NGK plugs
  • Oil and filter
  • New fuel pump from Bimota Classic Parts
  • New petcock from Bimota Classic Parts
  • All new Motion Pro fuel lines
  • New fuel filters
  • Cleaned fuel tank
  • The fuel system is now up to original Bimota factory spec.
  • This bike pulls like a freight train.
  • 2 small cracks in the gauge lens
  • Ridden and on the road
  • Every system functional
  • No issues
  • All paperwork in order.
  • 2 Original Bimota keys.

Price: $12,500
Contact Chris: gsxronly@aol.com or 407-492-5854

The seller is asking $12,500 for this SB6R, which is on the high-end, but the bike looks to be in highly functional condition, which is critical: Bimotas are often derided for their kit-bike quality when new, so set up is key. The fact that this one is claimed to be ready for the road is kind of a big deal, and mileage is pretty low as well. The Corse exhaust is a nice addition since it reduces weight from high up and at the tail end of the machine, and any Bimota with stock pipes is likely to stay that way at this point, unless you feel like having someone custom fabricate a set for you: just 600 were made so there isn’t much demand for aftermarket parts.

-tad

Featured Listing: 1998 Bimota SB6R for Sale
Suzuki December 28, 2017 posted by

Number One: Prototype 1986 Suzuki GSX-R1100 for Sale

Although displacement was technically a bit more than a liter, the first generation Suzuki GSX-R1100 really established the modern literbike formula: take a big inline four engine, and squeeze it into a 600 or 750 sized package. The philosophy that created the iconic Gixxer was initially tried out with Suzuki’s GSXR400, and the result was so good they applied the same lightweight methodology to a 750cc machine, and the GSX-R750 was born in 1985, with the 1100cc version following in 1986. Frames of the 750 and 1100cc versions aren’t identical, but are pretty similar, with the 1100 using thicker square-section aluminum tubing to increase rigidity and handle the extra power of the larger engine.

The 1100 engine actually displaced 1052cc and shared its SACS oil-cooling system with the 750cc version: in both cases, Suzuki avoided the additional weight and complexity that water-cooling would bring by using air and oil to keep the twin-cam, four-valve engine within appropriate operating temperatures. But the high-performance engine needed some additional help to keep from exploding, so the Suzuki Advanced Cooling System used a complex oil pump to circulate oil, lubricate bearings, cool the heads, and even featured oil jets directed at the bottom of the pistons. With 137hp on tap, the big Slabbie was a bit of a monster, as it had just 489lbs dry to push around. That’s obviously not hugely impressive today, but keep in mind that the bike’s 75lb-ft of torque isn’t all that far off a modern superbike and meant that the big Gixxer could pull like a freight train.

The 1100 wasn’t exactly agile, but it did handle well for the time on its 18” wheels with tires that are laughably skinny by today’s standards. The 1100 featured a set of sophisticated anti-dive forks and Suzuki’s Full-Floater linkage rear suspension kept the power in check, while providing a less punishing ride than was typical of hard-core sportbikes of the era. A modern-ish brake set up with a catchy Deca-Piston name slowed things down for the next bend: a pair of four-piston calipers up front mated to a twin piston item in the rear meant ten whole speed-retarding pistons were on hand to keep you from crashing into a hedge when the world turned twisty after you got a bit too liberal with your right hand. It all added up to a bike that was a little on the heavy side, but one that offered good stability and world-class power, a wildly fast GT with Japanese reliability. Obviously, companies like Bimota used the same elements to create their lightweight road weapons prior to the introduction of the GSX-R, but Suzuki took that basic formula, added a dash of reliability, and brought it to the masses.

From the original eBay listing: 1986 Suzuki GSX-R1100 for Sale

Obviously the posted asking price is a silly one, but we are open to all offers that respect this motorcycles exceptional condition as well as its rarety and we will not scoff at anyones idea of what its value should, would or could be in todays international bike collectors market place

Suzuki GSX-R1100 No. 1 Details

This mid 1985 build / 1986 first registered Suzuki GSXR-1100 was one of the centerpieces of our small private collection and is one of just a handfull of bikes left from said collection which we have been dissolving this past year, mostly due to age and health related reasons and because we are consolidating all our personal items and scaling back from multiple locations to just one place to live and because we are giving up our motorcycle hobby alltogether

This is not a ‘normal’ motorcycle in ‘average’ condition so the text describing it and this sale’s particulars might be somewhat different than what one would normally see in a listing here on Ebay. Please go to our Seller Feedback Rating to see what previous buyers have consistently been saying about us in the past 17 years in regards to every single item we have sold here on Ebay

The first GSXR 1100 was a groundbraking motorcycle in more ways than one, it started the era of large displacement, light weight Superbikes in the mid-80-ies

Being able to own an original, genuine, verifiable with factory documentation, unrestored Vin-1/Engine-1 vehicle of any type, make or model has got to be at the top of most collectors list of must-have‘s.

The vehicle being a top displacement model from one of the major motorcycle manufacturers should make it even more desirable

Details:

Mid-1985 build earliest prototype Suzuki GSX-R1100 in existence

Was the secret ‘Star’ in our small personal bike collection for many years

Verifiably a genuine Serial No.1 and Engine No.1 motorcycle. One of a small number of GSX-R1100-eds build by hand in the factory to set up the subsquent 1986 assembly line production run. This motorcycle was build with a handmade, prototype frame, on a prototype frame jig and it contains many one-off features and components.

Details on request in person would be best; to list just a few major ones:

This GU74 series bike has the early prototype exhaust without the toe-heatshield, it also has the early version clutch cover without any oil-amount stamped in the specific location where all other bikes have the cc amount stamped in

It has the correct, prototype-only all metal footpegs for rider and passenger since the rubber/metal type was not yet ready for use. It has all the original bodywork pieces mounted, in the original factory paintjob.

Some of the panels have some lines and colors that do not really match and line up correctly and do not match any other painted-alike original bike of the same type.

There are many more differences and details on this special bike,

too much to list them all here in this basic description

A correct and proper title exists for this motorcycle as does its original November 1985 first print Din-A5 owners manual.

Also present is the correct, original and super rare 4-language, first edition spareparts manual, printed in Dezember of 1985 in which this specific motorcycle’s exact Vin Number is listed as the starting Vin for the entire series of GSXR 1100 bikes for the next 3 year production run.

Four original sales brochures including the first edition english market version with print date of December 1985 are included in the memorabilia folder. The original keys, 4 correct A27 dark tinted turnsignals, the original toolkit with the rare Suzuki air gauge in its pouch, used for fork pressure and tires and the original GSX-R prototype factory display stand for motorcycle shows complete this offering.

We have owned this motorcycle for many years and have done a lot of research into the history of these early prototype GSX-R 1100-eds (the GSX-R750 also had some early prototypes build in the factory in Japan, none of which we have ever seen come up for sale in the past 15 years)

We have never seen any prototype GSXR-1100 for sale, they were not supposed to be sold to the public, being used mostly for press events, cycle shows and as photo models for the many different manuals and brochures. They were also being returned to the factory after they had been used for all these events and most of them were destroyed

Rumors of an early prototype 1100 existing in the UK in a private collection have so far not been confirmed. In any case, the bike offered here for sale is one of a kind, completely original, never repainted, never restored, exceptionally well kept up mechanically as well as cosmetically and should deserve a place in a serious motorcycle collection or possibly a private museum of some sort. It was ridden extensively in its 33 years, but always cared for and babied to keep it in this exceptional condition

We have prepared an online photo album showing this motorcycle in detail in more than 100 high quality images that might be of interest to a serious collector.

The seller mentions the “silly asking price” and $250,000 [yes, you read that correctly] is certainly silly for anything short of TE Lawrence’s Brough Superior or a MotoGP bike in rideable condition with a truckload of spares. But they’re just putting that out there, and are open to offers. Which is a good thing because, as cool as this is, I doubt it’s worth anything near $250,000. Obviously, a rare bike is worth whatever someone is willing to pay for it, but I get the feeling that only a very particular sort of collector will want to pony up, since although it’s rarer, it’s also a little bit cruder, from the seller’s description. The question is: what is it worth? Well, nice original “slabbie” GSX-Rs sell for around $7,000 or so, with only the GSX-R750 LEs really getting much higher. This one could obviously worth much more, being a prototype machine and the very first registered example of a bike that pretty much defined the modern superbike. I’ll be curious to see where it ends up.

-tad

Number One: Prototype 1986 Suzuki GSX-R1100 for Sale
Bimota May 26, 2017 posted by

Gone Too Soon: 1997 Bimota SB6R for Sale

The SB6R could have been Bimota’s biggest seller of all time. Certainly the earlier SB6 sold in quantities that nearly qualify as mass production, with nearly 1,200 built. Unfortunately, the utter failure of the overreaching two-stroke V-Due low-sided the company into a crash barrier and the GSX-R1100-powered SB6R was not part of the brand’s renewal, killing it after just 600 were made. Sharp styling aside, the SB6’s party piece is that absolutely massive-looking aluminum frame that uses Bimota’s “Straight Connection Technology” concept to link the steering head stock and the swingarm pivot as directly as possible for optimized handling.

Great idea, but those big slabs of aluminum limit access to a number of important components, including the front sprocket and the alternator drive. This is a problem because the front sprocket will likely need regular replacement, considering the power and torque available, and the alternator drive needs cooling air to keep it from failing. So just what do I mean when I say that the frame “limits access”? Well both components require the engine to be at the very least unbolted from the frame and lowered, something that might deter owners just a bit…

Built during the same era as Ducati’s original 916, the Bimota SB6R goes about being a fast motorcycle in almost the opposite way as its Bolognese rival: bulging and stout-looking where the 916 is impossibly slim at the waist, beam frame versus a trellis, and powered by an inline four versus a v-twin. But both featured stump-pulling torque over high horsepower: the GSX-R mill in the SB6R is backed by a five-speed gearbox and I’ve yet to hear anyone complain that it needs a sixth…

That engine is a bit like the small-block Chevy of the motorcycling world, and plenty of folks out there have tuned them to make fairly outrageous horsepower. Today’s SB6R looks like it’s gone that route: it isn’t exactly stock, although the modifications are all under the skin and committed to the pursuit of absolute speed. A wise move, as the bike’s aesthetics represent one of the bike’s strong points. But is the seller’s asking price just one toke over the line?

From the original eBay listing: 1997 Bimota SB6R for Sale

Exotic Italian red handmade superbike.

Bimota SpA (www.bimota.it) was started in 1973 in Rimini, Italy, by Valerio Bianchi, Giuseppe Morri, and Massimo Tamburini (Bi-Mo-Ta). They design and build their own line of exotics, and the company and its people have also been involved with designing/developing Ducati, MV Agusta, and Lamborghini motorcycles. Bimota would study the market to see which drive trains they believed to be best of breed, purchase their components directly from those manufacturers, remanufacture and enhance them to Bimota standards, and then design and build an exotic motorcycle based on the new drive train. Bimota model numbers indicate which drive trains they were based on – SB (Suzuki), DB (Ducati), YB (Yamaha), KB (Kawasaki). Bimota also collaborated with other major brands on special models, and both SB and YB models have won world superbike and other class championships. True to the exotic business model, the company would only build a limited number each year, with very few making it to the U.S. market.

This SB6R was originally purchased new from Bimota by owners of a professional U.S.-based race team in the late 1990’s, intending it as one of their anchor bikes.

Prior to race homologation, the principal team owner suffered major injury and the team was closed. Approximately $70,000 had been invested in this SB6R up to that time, but it hadn’t yet raced and still remains in street legal configuration. If memory serves correctly, the original owner’s dynomometer certificate listed 182 horsepower. This SB6R still has its original Bimota uprated (150+ HP) GSXR 1100 drive train, which was further blueprinted/uprated (to 1200 CC)/race-configured by a professional Suzuki team in the US. This Bimota can essentially be serviced and tuned by a competent professional Suzuki technician.

The second owner of the SB6R was a friend of the original owners and purchased it when the team was closed. He was also a colleague in my area of business (telecom), and I purchased it from him as he was retiring and moving away. The SB6R has always remained in climate controlled indoor storage and is only ridden briefly at the beginning and end of each season to keep it in good operating condition. Both the second owner and I bought the SB6R as collectors, not racers.

The purchaser should appreciate that it is essentially a race vehicle that remains street legal. Response can be startlingly quick and strong across even low RPM ranges due to Bimota’s proprietary pressurized air box system. No tricks or gadgets, just simple, beautiful Italian race design on top of bulletproof horsepower.

Though not fully race homologated as intended, it will not ride and handle like a milder/more-comfortable/easier-to-ride street bike. It is designed for one rider of average racer size/weight and has no pillion or pegs for a second passenger. Riding posture and controls are designed for racing. Steering is designed to be more stable at high speeds, rather than more flexible at low speeds, and so is dampened and has less range of motion than normal street bikes. It is jetted for ~5000 feet altitude, and when cold will need to be warmed up patiently with graduated choke adjustments before being initially ridden (~15 minutes). Throttle control should be gentle and moderate, as response is fast and strong. Experienced riders (including me) have been caught by surprise when rolling in too much throttle in ordinary street riding conditions (especially from stops). The transmission is race configured (1-up, 4-down), which is the reverse of what is normal for street bikes (1-down, 4-up), and has a harsher sound and feel because it is heavier duty.

The buyer will arrange and pay for pickup. We’ve used a few different bike haulers over the years and they’ve always worked out fine. If the buyer happens to be in the Inland NW United States, I occasionally drive to Spokane or Bozeman for business and may be willing to deliver there or points between if serendipitous.

10% of sale proceeds go to the MARSOC Foundation.

Like many Bimotas of the era, the SB6R handles with aplomb, goes like stink, and looks the business, but the details let the side down: maintenance issues, including a gauge cluster prone to failure, and generally indifferent construction. It is one of my very favorite 1990s exotics, but that doesn’t change the fact that the seller’s asking price of $25,000 is extremely optimistic. It’s very nice, but most SB6Rs are pretty well-preserved, and previous examples haven’t gotten higher than around $15,000 before either selling outside eBay or going to the highest bidder. Is the extra attention lavished on the engine worth $10,000, or is it just gilding the lily? If you’re a wealthy collector looking for a very nicely prepared, but decidedly non-stock SB6R, this might be just what you’re looking for.

-tad

Gone Too Soon: 1997 Bimota SB6R for Sale
Bimota June 21, 2016 posted by

Affordable Exotic: 1995 Bimota SB6 for Sale

1995 Bimota SB6 R Side

Aside from the disastrous VDue, Bimota’s stock-in-trade was wrapping lightweight frames and fantastically exotic bodywork around reliable powertrains from established manufacturers. The magical formula that led to bikes like the Bimota SB6 seems so simple, it’s a wonder it took so long for other manufacturers to catch on: wrap too much engine in too little motorcycle, fit quality suspension, profit. But it’s obviously more difficult than it looks to make that formula work, and the Japanese tendency to overbuild was clearly blunting the otherwise very butch GSX-R1100’s performance: the SB6 made virtually the same power, but weighed a stunning 90lbs less than the donor Suzuki.

1995 Bimota SB6 Cockpit

With 1,700 built, the SB6 was one of Bimota’s most successful models, and that means that prices are relatively low for this Suzuki-powered blaster. It’s not a cutting-edge performer anymore but, with almost 150hp from the 1074cc inline four, huge midrange, and light weight, a well-ridden SB6 will certainly keep up with modern machines.

1995 Bimota SB6 Front

There are some very minor blemishes on this example, just some small chips around fairing fasteners. But aside from that awful touring seat pad that’d be in the garbage before I even got the bike home, the bike is pretty much immaculate and looks great in the very Italian tri-colore paintwork on the swoopy body panels. I personally prefer the look of the later SB6R, but there’s no doubt this is a very striking motorcycle.

1995 Bimota SB6 Tank

From the original eBay listing: 1995 Bimota SB6 for Sale

9809 miles
excellent condition
72 year old owner can no longer ride
Well, that’s not all that much to go on, but considering the low mileage and the condition evident from the photos, maybe it’s all we need. This is a new listing, and there are no takers yet at the $4,800 starting bid. From what I’ve seen in the past couple years, an SB6 could be a very nice way to get a fast, relatively reliable motorcycle with exotic credentials, distinctive looks, and big, four-cylinder power. Keep in mind that, although the Suzuki powertrain should be easy to service, at least once you get access to it, some other parts like bodywork, electricals, and suspension parts could be hard to come by. It’s a real bummer when your beautiful Italian exotic is sidelined by unobtainable seals for those snazzy Paioli forks… So you’d never want one as your only ride but, considering what these Bimotas are going for, they’re looking very, very tempting at the moment.
-tad
1995 Bimota SB6 L Side
Affordable Exotic: 1995 Bimota SB6 for Sale