Posts by tag: shaft drive

BMW November 7, 2019 posted by

Featured Listing: 1992 BMW K1

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

In the annals of modern motorcycle history, the Japanese have the technological might, the Italians have the performance artwork, and the Germans… well, the Germans had a more conservative approach. Much of that has changed in recent years (witness the HP2 Sport, the S1000RR), but it was with the iconic K1 that BMW proved it had the technological chops AND an artistic feel without abandoning the company soul or ethics. You see, BMW wanted (needed) younger riders to join the brand. But their staid approach of “the gentleman’s transport” didn’t cut it with the youth. They wanted speed. But BMW was constrained by the 100 bhp limit imposed on bikes sold in Germany. So how to get maximum speed within the imposed power listing? Technology. Namely, aerodynamics. Thus the design and style of the K1 was born of function, and has gone on to become a bit of a legend.

Featured Listing: 1992 BMW K1

The life of the K1 started with a standard K bike – in this case a K100. This was the “new” architecture for BMW; the inline four cylinder motor flopped on it’s side and mounted crosswise on the bike. This allowed for a low center of gravity; the crankshaft runs parallel with the bike on the right side and made for easy power takeoff for the shaft drive. From those bones, the K1 started ingesting technology. The standard K100 engine was upgraded with 16 valve heads, higher compression and lighter connecting rods for extended high RPM running. ABS was a standard feature for US-bound bikes, but optional in other markets. Wanting to achieve speeds in the range of 150 mph, the K1 entered the wind tunnel and was shaped with a vengeance. The wheelbase was extended for greater stability. Check out the streamlines of the front fender, and the aerodynamic – yet protective – main fairing. The integrated tail section even contained saddlebags, which provided function AND airflow resolution. In all, there are seven pieces to the main fairing to harness and define the aero elements. Colors offered were Teutonic interpretations of yin and yang: either fire engine red with yellow accents, or a turquoise blue with yellow accents. Love it or hate it, either color combination stands out.

From the seller:
41,000km’s / 25k mi. This is a fantastic example of the timeless “ketchup & mustard” 1990’s BMW design icon.

Fully restored to new condition in Europe in 2014, this K1 is absolutely beautiful in every respect, and runs/operates perfectly. Heated grips, ABS, 100hp 16v, Marzocchi forks, Brembo brakes – 6,900 examples ever produced. Included with the sale is a hard bound folio detailing the ownership (U.K. and Germany) and restoration details.

Probably the best non-original K1 on earth: $15,000

Despite the techno wizardry, the end result was a 520+ pound, long wheelbase motorcycle that excelled at what BMWs always excelled at: eating up the miles. And with a price tag higher than most available motorcycles (MSRP of over $13,000), this hardly targeted the youth. Instead, BMW created a showroom magnet that pulled interested viewers in – and then sold them a different K or R bike instead. Sales of the K1 were slow, and the bike was under appreciated during it’s stay on the dealer floor. Time has been kinder to the model, and cannot erase the sensationalism built up around this pivotal motorcycle – even if it did not set the world on fire. Today these are rare machines that still represent the change of attitude in BMW management, and finding one that does not exhibit the ravages of time (think large expanses of thin bodywork and the possibility for damage) or abuse should be celebrated.

Today’s 19991 BMW K1 comes to us courtesy of the Stuart Parr Collection, and shows as beautifully as a new bike. Drool over the high resolution photography, and tell me this isn’t the cleanest K1 you have seen in the wild. I mean, it just looks *perfect*. And this is no zero mile “never gonna be ridden” garage queen either; this wonderful example has 25,000 on the clocks. We all know the legendary longevity of a BMW, and to find a rare K1 in the cosmetic condition such as this should make you sit up and take notice. Asking price is $15,000 and inquiries can be directed to Gregory Johnston on (631) 537-1486 or via email – here. Good Luck!

MI

Featured Listing: 1992 BMW K1
Moto Guzzi November 2, 2019 posted by

Mean Green Machine: 2001 Moto Guzzi V11 Sport

The Moto Guzzi V11 Sport is one of the world’s most unique motorcycles – and we’re not just talking about the color here. Born from a more simple age, yet tastefully updated to modern specifications, the V11 offers all of the Guzzi DNA you desire yet provides for an experience more inline with current times. Still air cooled with funky across-the-bike v-twin cylinders, lots of crankcase webbing visible, a unique chassis with colored side plates and shaft drive, the V11 is a Guzzi you can live with. If you can live with the color. Do you want proof? This clean example shows 31,000 miles. It is a rider. It is a Moto Guzzi.

2001 Moto Guzzi V11 Sport for sale on eBay

From the seller:
Offering my Moto Guzzi V11 Sport for auction. The V11 marked a new direction for Moto Guzzi, using the engine from the venerable 1100 Sport which was showing its age. Guzzi enlisted Luciano Marabese to design a new bike around the 1100 engine when the company was in a state of flux. Before the Cafe Racer craze came into vogue, Marabese created a great cafe racer bike. Important here is Marabese not only dictated shape but also color: while the bike was offered in different shades, this lime green with the red accents was the color Marabese dictated as the proper color for the design. It’s the color that caught my eye when I first saw the bike in 2000.

Now 18 years later, I had an opportunity to purchase and ride one, but for me my time has passed for a bike like this. It’s a serious sport bike posture, and I’m too old to enjoy it for very long. As much as I love seeing the Mean Greenie in my garage, it’s not a great bike for me.

More from the seller:
Some bikes are their own thing, and this is one. If I were to try to describe riding it, I’d have to say it’s a Hot Rod. Meaning it’s not about handling, or braking, or precision. Hot Rodding is about the engine, pure and simple. Guzzi is sometimes considered the Italian Harley, and there are some parallels, but I’d say Harley pales in this comparison. This is a very distinctive bike, a badass, and it’s all about the engine. Something about the new chassis brings out something altogether different from the bike the original engine comes from.

My V11 comes with a complete Mistral exhaust, and an ECU flash to accommodate. Other mods are a tail tidy, (the license plate is still out at the end of the tail, not too far under the sub-frame), a Hyperpro steering damper and valve and spark plug covers done in matching red to the frame and ‘pork chops’. All OEM parts come with the bike but buyer must pay for its packaging and shipping. Recent maintenance includes a full valve service only a few hundred miles ago.

Good luck, you won’t be sorry if you win this bike. It is all that.

The very best part of this particular V11 is the price: the current bid is just over $1,500 at time of writing, and there does not appear to be a reserve set. That is a lot of Italian quality for not a lot of dosh – although we will have to watch this one to see where it goes. The bike looks more reasonably clean than the mileage would suggest, and some desirable modifications. Not too hot-rodded, not too far from stock, and still in presentable condition, this Guzzi has just been broken in. It is not perfect, but that also makes it authentic. If you are a Guzzi fan, you know that these power trains are bullet proof and good for many revolutions of the odometer. Outright performance will not be on par with a Japanese multi, but if you are in the market for a hyper-cycle then M.G. is not likely on your shopping list. Check it out here, drool over the pictures and watch the video. Green is the new black, and has never looked better. If you have the hankering for that V-twin throb but don’t want a potato, you could do far worse than a V11 Sport. Good Luck!!

MI

Mean Green Machine:  2001 Moto Guzzi V11 Sport
BMW October 28, 2019 posted by

Just Broken In – 2004 BMW R1100S

Almost a lightweight by BMW standards, the R1100S was available without all kinds of bells and whistles.  Luckily for us, the owner of this example was thinking long term, and specified ABS, heated grips, and nice option paint.  Phenomenal for nearly 68,000 miles, this might lower the bar for a transition over from cruising or touring.

2004 BMW R1100S for sale on eBay

BMW showed the R1100S in late 1997, and it met a rousing reception as a ’98 model.  Not so many changes were required over the years, and the 2004 edition makes just under 100 hp using a novel single cam method to open four valves per cylinder.  Always pushing the suspension envelope, BMW equipped the R1100S with the Telelever front end, the fork tubes more of a locator with spring and damping done with a conventional-looking shock absorber.  The shaft-drive rear is classic BMW, via the Paralever monoshock.  The package is compact if not underweight, with a generous supersport fairing protecting the rider.

Looking like it might have done all those miles around a carpeted room rather than west Texas, this R1100S shows nicely.  Though photos without the bags would’ve been nice, there’s no evidence of scuffs from keyring, tankbag, or boots.  The selling dealer invites a look at the service records in the eBay auction:

This is a rare two owner BMW that is a remarkable find… it has been meticulously maintained… we have a maintenance log from the owners that will blow your mind…great color, immensely loved and ready for the road. The miles on this bike will fool you, you won’t believe how nice it is in person.

BMW’s first /S in many years did well, and had their own BoxerCup race series mostly in Europe.  Stateside they sportily piled on the miles, stable and comfortable, and signature reliable.  Part of my pre-purchase inspection would be a listen for any bottom end noises, since even BMW rod bearings don’t last forever.  But if the dealer hasn’t set the reserve too high and the new owner is handy, this R1100S could be a nice bargain and surprise the inspectors at the next coffee stop…

-donn

Just Broken In – 2004 BMW R1100S
Moto Guzzi October 24, 2019 posted by

Before It Was Cool: 1991 Moto Guzzi 1000S for Sale

In 1991, “retros” weren’t really a thing yet. Kawasaki was dipping a toe in with their Zephyr, and Honda’s GB500 had been around for a bit. Both bombed here in the USA, where chromed, raked-out cruisers or hard-core sportbikes represented both the impractical, polar extremes and the majority of the market. But it was pretty easy for Moto Guzzi to whip up a retro of their own in the 1000S with very minimal investment or risk, since they’d basically been making variations of the same bike since the 1970s…

The bike already had handling sewn up: Lino Tonti’s brilliant V7 Sport frame still worked just fine for anything other than a full-on sportbike, pretty high praise since the bike was introduced in the early 1970s. Decent suspension helped riders take full advantage of the new Guzzi’s capabilities, and a pair of 18″ wheels helped it look every inch the classic cafe racer. The triple disc brakes were strong, and had the benefit of the company’s simple and proven linked braking system. Some purists hate it, but the system works well.

Into that twin-shock frame, Guzzi fitted the latest 949cc iteration of their two-valve, pushrod v-twin and five-speed gearbox, and their typical shaft drive transferred power to the rear wheel. It’s not going to win races, but the twin’s 82hp at 8,000 and 76 ft-lbs of torque are enough to push the 475lb 1000S to just under 130mph. Bikes made in 1993 switched to smaller valves to improve midrange torque and provide better emissions, but reduced power to 71hp at 6,800rpm.

From the original eBay listing: 1991 Moto Guzzi 1000S for Sale

This one is the Big Valve model
It has a little over 35k miles,
It runs excellent, just needs a new home.
Tires are like brand new, looks amazing.
The bike still has its original paint.
There are some scratches in the paint on the side covers.

Only 1,360 were built and fewer than 200 made it to the U.S. between 1991 and 1993.

35,000 miles?! That’s barely broken in, when you’re talking about a Guzzi! The seller’s $17,800 asking price is a bit higher than examples we’ve seen in the past, but Guzzis have continued to creep up in value, and just a few hundred were imported to the US.

-tad

Before It Was Cool: 1991 Moto Guzzi 1000S for Sale
Featured Listing September 27, 2019 posted by

Featured Listing: 1982 Honda CX500 Turbo!

Update 9.27.2019: Seller has decided to drop the price to $6,350 and mentioned he is motivated to make room in the stable. Good luck to buyers and seller! -dc

In 1982 Honda fired a technological missile, the implications which were heard and felt around the world. Overnight Honda had changed the game (again), offering the promise of liter power in a mid-sized package with the first full factory Turbo motorcycle. With futuristic styling, wild colors and TURBO emblems screaming mystical propulsion methods, the CX500 Turbo made a bold statement before the key was even turned. Once the bike fired up, there became an interesting dichotomy between the low boost tractability and comfort of the Dr. Jekyll side around town, and the wild Mr. Hyde nature of the bike on boost. In 1982 this was the most technically advanced motorcycle you could purchase, and despite the performance it was built with typical Honda quality and reliability.

Featured Listing: 1982 Honda CX500 Turbo!

Starting with the rather pedestrian CX500 standard/cruiser power plant, Honda introduce forged pistons into the the Moto-Guzzi like transverse vee. Unlike most vee configurations, this one splayed 80 degrees rather than the usual 90. This engine already had liquid cooling and four valve heads (operated by pushrods), and was already at that time known for being overbuilt. The chassis was sturdy and equipped with shaft drive and monoshock rear suspension. It was an easy – if not overly inspired – choice to be the foundation for something much, much greater. The basic engine package was beefed up, Honda bumped the compression slightly, and then bolted on an IHI turbocharger built to Honda specifications. At it’s peak, the turbocharger pumps out 19 psi before the wastegate opens to slow the party down.

Simply bolting on a Turbo is not enough to engineer a working, reliable motorcycle. So Honda introduced digital (programmed) fuel injection – a world’s first for motorcycles. This system contained redundancy to protect the engine; fail safe circuits ensured fuel delivery while a separate ignition system protected the more highly stressed engine from potential meltdown. Rarely utilized or needed, these fail safe measures show the level of planning that Honda put into the CX500 Turbo. Management of these redundant systems was completely automatic, the rider being made aware of any potential failures via a comprehensive and well-laid out instrument panel. “Cockpit” might be a better description for the gauge cluster, as in addition to the usual tach, speedo, fuel and temp gauges there also exist a number of warning lights, a fuel system failure warning light, and of course a centrally located TURBO BOOST indicator.

From the seller:
In 1977 Honda began their Turbo powered motorcycle project…which would become the world’s 1st ever, from the ground up…purposeful built, turbocharged motorcycle and Honda’s 1st fuel injected bike. When finally released in 1982 it was described as “a technological tour de force”…”a milestone in motorcycle history”…”one of the most futuristic motorcycles of it’s time”…”one of the most influential motorcycles of the decade”. Now some 37 years later all that still rings true!

The project was a combined effort of Honda’s R&D folks, IHI Turbo America and Italian automotive stylist, Giovanni Michelotti, one of the most prolific & influential designers of the 20th century. Michelotti created the innovative and curvaceous fairing and body work.

Two years pre-production, in 1980… Honda in a bold and unprecedented move…put their CX500TC/Turbo on display at the Cologne International Motorcycle Show. This was probably no more than a “finger wag” at Yamaha…as the 2 giants, from the Land of the Rising Sun, were in a fierce battle for market supremacy. “Turbo Wars” soon followed.

Honda’s platform would be their tried and true…bullet-proof V-Twin / 4-Valve / CX500 motor. Every aspect of the bike was considered. Not only designing a motor that would be capable of handling the rigors of turbocharging but a frame to work with the stresses and a suspension to complement it all. Block castings were made thicker. A stronger crankshaft, connecting rods and clutch were employed. Honda’s first specific forged pistons were used. Larger end & main bearings installed. Over 200 new patents were created to build this motorcycle.

An improved futuristic liquid-cooled / digitally fuel injected motor…pushing those (up to) 82 ponies through a modern shaft drive to the rear wheel…with TRAC Anti-Dive forks up front and a Pro-Link rear suspension handling duties at the rear…twin piston brake calipers in place to haul it down…beautiful redesigned gold Comstar wheels fore & aft…a comprehensive dashboard…all that wrapped in a wind tunnel designed Michelotti fairing & body panels. A motorcycle with superb ergonomics & smoothness. A rolling piece of art!

More from the seller:
This example has been well cared for with only 16,904 miles. A fine example of this rare, 1 year only production, motorcycle at this price point. Three known owners…with the last 2 being in their late 60’s. Private collection offering. All pictures are recent and more are available as needed. I do have quite a number of pictures showing the cleanliness of the undercarriage.

A new stator & stator connector had been installed along with cam seals & water pump seals and all associated O-rings, seals & gaskets (previous owner). All this is called a “Triple Bypass”. An excellent factory spec re-spray of the body and motor was done also at that time. This bike shows quite well! Runs and shifts as it should. Turnkey bike w/no known issues.

> Matching Dunlop D404T tires are in excellent condition
> Battery was replaced and is excellent
> Seat was recovered to factory spec
> A “Visual Instruments Inc” voltmeter has been added
> Brakes are excellent
> Coolant flushed & replaced
> Castrol 4T/Full synthetic oil & WIX filter done @ 16,830 miles
> Rear shaft spline & ring gear correctly lubricated
> Stock tool kit & owner’s manual with bike
> Factory Shop Manual with bike
> Extra set of keys

Your chance to own a rare example of “Motorcycle History”! These rarely come up for sale. Be the only person w/one of these at your local cycle rally or cruise-in! Located near Binghamton NY


Asking Price: $6,350

Contact Joe: jshuta@hotmail.com or 607-343-9019 (9am to 9pm EST)
Live calls only, please – no text messages

Nestled between some truly interesting hardware in the Honda showroom – including the CB1100R, the GL1100 GoldWing, the CBX, the VF750 and the simple FT500 Ascot – the CX500T was competing for attention and customer wallet share. And it required a bigger share of the customer’s wallet than most of the bikes on the floor (MSRP $4,898). As a result, not many of these one year only models were sold. With sportish-touring bodywork, a wide seat and higher bars, the CX500T is a comfortable place to rack up the miles. Roll on torque – the real strong suit of the Honda Turbos – fits nicely into the highway cruiser persona. At 550+ pounds these were never destined to be racers, however they are fabulous riders and far more reliable than a 37 year old technological wonder has a right to be.

This bike looks to be absolutely gorgeous. With 16,000+ miles on the clock it has been ridden, but we all know that nothing deteriorates faster than a hangar queen. Regular use is positive for the mechanicals, the seals, the electrics and the turbo system. This one has the right number of miles to be carefully used, without being beaten up or at the end of its service life. History has proven that these Honda Turbo bikes have very few weaknesses – the key being the stator. The fact that this one has been changed is a real plus, as there are another estimated 20k-25k miles to be enjoyed before this should become a concern. Otherwise all of the pieces are here, and the general handling shows the care that went into the stewardship of this rare factory Turbo; it is not often that we see such a clean first-year example. Located in New York, this one is going for a very reasonable asking price. Give Joe a call (607-343-9019 – no texts please) or drop him an email and start the conversation. It only takes one experience on boost to know that Turbo ownership is worth everything that was promised. Good Luck!!

MI

Featured Listing: 1982 Honda CX500 Turbo!
BMW September 6, 2019 posted by

Silk Purse: 2009 BMW HP2 Sport for Sale

Before the introduction of the class-breaking BMW S1000RR, the company wasn’t really associated with cutting-edge sportbikes, unless you go back a few decades to the R90S. After all, an air-cooled, 180° ” flat” twin with shaft drive is a pretty inauspicious foundation for a true performance machine. A flat-twin is obviously very wide, which presents aerodynamic issues and limits cornering clearance unless the suspension is jacked way up. Air-cooling is simple and reliable, but the high compression needed for competitive horsepower generates heat that usually requires a radiator to control, and shaft drive is inherently heavier than a chain, making the BMW HP2 Sport a very unlikely sportbike, looking at the spec sheet anyway.

But German companies seem to have a knack for working around this kind of thing, as if they view it as an entertaining challenge. “Oh ja? Heir, halte mein Bier…” It’s been said that the Porsche 911 is “a triumph of development over engineering,” as it has a similar problem: sticking the entire powertrain out behind the rear axle is only marginally better than putting it all up front. But we know Porsche managed to make their ass-heavy car work brilliantly and, even though the HP2 Sport didn’t achieve quite that level of success, it did the job for which it seems to have been intended: it showed the world that BMW was serious about updating their image and competing head-to-head with rivals in Italy and Japan.

The engine may not have been blessed with a radiator, but temperatures were kept under control using a hybrid arrangement, with the heads cooled by oil, and the barrels cooled by air. It has radial valves, and four of them per cylinder, operated by dual overhead cams, while lightweight titanium connecting rods let the 1170cc engine spin up to 9,500rpm and produce a claimed 128hp. Liberal use of carbon fiber reduced the weight to a claimed 392lbs dry, so weight was on par with class competitors, even if power wasn’t. Adjustable ergonomics and the self-supporting tail section are very trick, quality touches in keeping with the bike’s very exclusive nature: just 500 were built.

It’s interesting that the biggest complaints about BMW’s alternative Telelever front suspension is a lack of feel, but that seems to have been eliminated here with higher-spec Öhlins shock and a matching unit out back. Forkless front ends are naturally very stable under braking, an asset for a bike with a pair of stout Brembo Monoblock brakes on the front wheel.

From the original eBay listing: 2009 BMW HP2 Sport for Sale

I am the original owner of this rare 2009 BMW HP 2 Sport. I bought it brand new in spring 2010. The bike has always been stored in climate control garage, never ridden in rain, and meticulously maintained. All maintenance records from new. Last fluid service approx. 1000 mi ago. Tires replaced in 2015, due to age at 4700 mi. All factory recalls performed. Runs perfect. Showroom perfect condition. Part of multi-bike collection, selling collection because I can’t ride them anymore.

listed for sale locally, I reserve right to end auction early if sold.

reserve price set below market value of recent sales

one of approximately 118 in US, 500 worldwide

sure to be a collectors item

clear/clean MD title

The BMW HP2 Sport is quirky and at the original list price of over $25,000 couldn’t really compete directly against natural rivals like the Ducati 1098, but it handled well and was quick enough in isolation. These days, prices are much lower and it’s a very rare and exclusive machine, with plenty of exotic materials inside and out and the high quality you’d expect from BMW. Bidding is very active, but up to just $10,000 with several days left on the listing.

-tad

Silk Purse: 2009 BMW HP2 Sport for Sale
BMW August 31, 2019 posted by

About Time: 1982 Krauser-BMW MKM1000

I must admit, I’ve been sitting on the sidelines on this one. After the 3rd or 4th time around on eBay, I figured it was about time I wrote it up here (it was already on our Facebook site). After all, it is a freaking Krauser frame with seemingly pristine bodywork. That makes this a rare bird. A pretty bird. A pretty rare bird. The pinnacle of the early 1980s frame game (spearheaded by Bimota, but with Harris, Spondon, Elgi and others close behind), Krauser was one of the few tuners that offered performance products for BMW; the other was Luftmeister. And while the latter focused primarily on turbocharging for relatively cheap grunt, Krauser was an all around performance shop. They offered bolt-on bits, bodywork, engine upgrades (including custom 4-valve heads), and the crown jewel of them all, the MKM1000 kit. Meant to transform the staid “Gentleman’s Express” into a true sports bike, the Krauser kit accepted BMW running gear into a bespoke (and very trick) frame. Custom bodywork completed the transformation from sheep to wolf.

1982 Krauser-BMW MKM1000 for sale on eBay

Under the skin is where the Krauser MKM1000 really shines. Following the Bimota route of utilizing straight tubes to properly channel loads, the MKM (Michael Krause Motorcycles) frame is often referred to as a “birdcage” type. Painstakingly time-consuming and expensive to create, this complex arrangement of straight tubes results in a stiffer frame that is also lighter than conventional frame arrangements. The 1000cc BMW boxer motor appears to hang in mid-air in an unusually high manner. This is because Krauser lifted the engine to provide more cornering clearance for the vulnerable cylinder heads. Shaft drive, along with the rest of the tranny and running gear of the donor R100 was maintained.

From the seller:
Here we have a Krauser MKM1000 in stunning condition.

Ultra rare super low production numbers. An opportunity to own one of perhaps 200 built. This is number 42. The quintessential collectible Airhead, it doesn’t get any better than this. Mileage is 29,573 kms (18483 miles).

The bird cage frame, which there are 52 straight tubes and four curved chromium molybdenum tubes welded together at 150 points, weighed in just 11.6 kilograms. A series of other changes were made when integrating the R100RS parts. Engine sat slightly higher, front forks were 38mm lower, rake and trail were increased, wheelbase made longer by 43mm, custom rear sets, 21 litre aluminium fuel tank hidden under the elegant one piece tank cover, seat and rear cowling. A matching aerodynamic fairing was developed for the autobahn and a wider swingarm allowed for a wider rear wheel and rubber. Weighing just 496 pounds wet, the MKM was lighter than all of its competition, including the Ducati Super Sport and the Moto Guzzi Le Mans.

Recently complied for road use in New Zealand and has a current warrant of fitness. This can be exported to any port in the world. Please ask for shipping details.

On paper – and in person – the MKM1000 really looks like a competitive threat to similar sporting hardware of the era. Light in weight, aerodynamic in form and purposeful in stance, the Krauser offering could have been a contender. But while the airhead BMW unit is revered for longevity and it’s bulletproof ability to eat up mile after mile, it is far from a powerhouse. With heavy crank and rods it doesn’t rev particularly quickly, and even BWM gave up on it when they entered WSBK racing with a more conventional inline four. The jacking effect of the shaft drive can get in the way of spirited cornering, and while its effects can be minimized with some suspension tuning it is always present. So while the paper tells a tale, the proof was not exactly the same. All in all, the Krauser MKM1000 was well reviewed and an iconic and rare unicorn for the Beemer faithful.

As mentioned above, this particular bike has been around the auction block for a few tries. It is located in beautiful Auckland, New Zealand, which is currently in the winter season. The seller appears willing to ship to all ports of call, which makes this a particularly good find. Better yet, hop over to the northern of the NZ islands and enjoy the fabulous Kiwi hospitality, take in the sights and sounds, check out the bike in person, and then bring it back home. Now that sounds like a great vacation souvenir. We have seen one or two of these amazing machines on these pages in years past, but they remain rare and pretty elusive. Check this one out here, and Good Luck!!

MI

About Time: 1982 Krauser-BMW  MKM1000
Featured Listing August 8, 2019 posted by

Featured Listing: 1977 MV Agusta 750S / 850SS America

Update 8.8.2019: This seller has decided to upgrade to a Featured Listing and is also available on eBay. Thanks for supporting the site, Jamie, and good luck to buyers! -dc

The mid-seventies saw MV Agusta floundering after the founder’s death, and about to accept an offer they couldn’t refuse from the Italian government.  U.S. importers persuaded the company to try and revive their fortunes with a special 750, a monoposto bristling with premium parts.  This rare example returned to Italy for a mid-stream model upgrade before sale.

1977 MV Agusta 750S / 850SS America for sale on eBay

Before almost every big bike was an inline four, MV Agusta had a history of air-cooled DOHC Grand Prix machines.  For the 750S, displacement was increased to 788cc’s, heads re-designed and 26mm Dell’Orto carburetors were specified.  Though the cams are driven by a gear train between cylinders two and three, the alternator is behind, resulting in a trim crankcase.  Shaft drive indicating its more GT purpose, most MV 750’s came with front discs and a drum rear brake.

Not enough to be one of 500 or so, this MV was upgraded by the factory to an 850SS, which the factory did to just a few dozen leftover machines to make them more enticing.  A little history from the eBay auction:

“The Ferrari of Motorcycles”

Up for sale is a stunning 1977 MV Agusta 850SS. This is pretty much the quintessential late-70s Italian sport bike and the last, highest spec iteration of MV’s factory-built four cylinder sport bikes. Less than 500 Americas were made from 1975-77, and this 750S-to-850SS factory conversion is one of just 19 (or 27, or 35, or 42, depending on your source) total 850SSs made. Just to be clear, all MV Agusta 850SSs were conversions from 750S machines; some were done by the factory, some were done by dealers based on instructions from the factory.

The bike in question is a 2800-mile example in excellent overall condition. It features factory-optional cast wheels, Lafranconi exhaust, and its original suede covered seat. Frame and engine numbers match; not all do. There are a few nicks here and there, as you would expect from any 40+ year old machine, and the finish on the front edge of the instrument binnacle is separating (see photos), but the bike is whole and has obviously never seen any hard use. It has a wonderful, honest overall appearance. It starts, run, shifts, and stops, but with such low mileage and limited use in the last few years, it could probably benefit from a more fulsome recommissioning, including carb tuning/cleaning, before any serious road riding. A video of the bike in action can be sent upon request.

750S to 850SS conversion: Factory records during this period in MV history can be inconsistent, if they are available at all. 1977 was the final year of factory-produced MV Agusta motorcycles, and the factory was fast and loose with some things, including specifications from bike to bike. They were also having a hard time selling new 750S Americas in a crowded field of ever larger and more powerful Japanese machines, which could be had for a fraction of the MV’s $6500 sticker price. So, an uprated variant of the 750S, the 850SS, was cooked up as a way to move leftover or unsold 750S machines. In late 1976, MV recalled 19 unsold new 750S machines from distributor stock (including this bike) back to the factory in Italy for conversion to 850-spec. They also instructed dealers/distributors in how to convert other 750S machines to 850SS spec. Fortunately, this bike’s journey is well-described in both factory and distributor documents. The bike is first described in factory documents from 1975 and early 1976, as a “1976 model 750cc ‘S’ America”. Later documents from 1977 list it (by serial number) among 19 bikes that were recalled in late-1976 to the MV factory in Italy for conversion to “850S” specification. Additional documents from 1977 pertain to the re-importation of the bike by the US distributor, Garville, now as an “850S” with “86hp” (vs 75hp in standard 750S trim), and allocation to Champion Motorcycles in Costa Mesa, California. The bike has 750S sidecover emblems; these may have been left on the bike at the factory or re-installed later during a refinish (easily remedied by removal of the emblem and replacement with an “MV” decal, which is what the factory did on some 850SS machines). It has the factory optional and 850SS-correct EPM cast alloy wheels with triple disks and Brembo calipers. 850SSs typically used 27mm carbs unless bound for the US, like this one, which then used the standard 26mm Dellorto carbs of the 750S America.

All original documents relating to this bike are included in the sale, both when it was a “1976 750S” and after conversion to 1977 850SS (see pix), with the exception of the document listing this bike among the 19 recalled to the factory for 850SS conversion. That particular document belongs to the records of another of my MVs, but I will provide a copy/scan of that original document to the new owner as well. The sale also includes a commissioned hardcover photo-book of this particular machine, by Ian Falloon.

Values on these bikes are hard to pin down…but at much less than the price of a 1974 Ducati 750SS “Green Frame”, which was produced in significantly greater numbers than the MV 850SS and by a manufacturer of less racing pedigree than MV Agusta, values of the late-spec MV classics seem destined to close the gap to their Italian brethren. Imagine this red stunner in your garage/mancave/lair next to your 275GTB or 365 GTB/4 Daytona or 365BB! These bikes rarely come up for sale, outside of major auctions, where buyer and seller can be expected to pay as much as 12-20% in combined fees on top of the hammer price. Consider this bike instead.

42 years on, the 850SS shows no particular wear, but chips and aging paint and plating of a real classic.  Despite the outstanding components from Ceriani, Tomaselli, and Brembo, the factory thought having the LaFranconi mufflers black would be sporty.

Already playing catch-up to the new Japanese imports, Agusta didn’t have the time or resources to engineer a new lightweight model.  At over 500 lbs. dry, the 750 and 850S reviewed as a better ride for moderate speeds but did so in style.  The factory wound down shortly and was offline for ten years before being revived by Cagiva.  Seeming more appropriate for a white glove auction than online, this 850S is a history lesson in 1970’s design and manufacturing.

-donn

Featured Listing: 1977 MV Agusta 750S / 850SS America