Posts by tag: Sport Touring

BMW September 21, 2016 posted by

Brave New World Squared – 1990-91 BMW K1

Mid-1980’s BMW was already planning around the end of the air-cooled era, and developed the 1-liter straight four for the K100.  Marketing naturally wanted pizazz, and the response was the 16-valve K1, with bodywork achieving an unheard-of 0.34 drag coefficient.  Controversial as all ground-breaking designs are, the K1 was fast if not quick, and gave BMW an updated and sporty image.

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1990  and 1991 BMW K1 for sale on eBay

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The rather car-like longitudinal four used in the K100 and K1 at least had the advantage of keeping the heavy parts low in the frame.  With lighter crankshaft and connecting rods, the 100 hp K1  suffered less from secondary vibrations which were a nuisance for the K100.  The bike used conventional front forks and an updated monoshock shaft drive rear.  Brakes were sized for the mission, with dual 305mm front disks and single 285mm rear.  Customary for the time, a 17-inch front tire helped turn-in with the 18-inch rear.

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But of course the elephant in the showroom was the 7-piece fairing set, for once not black with white pinstripes, but RED with yellow suspension and accents, also a nice Sapphire or Prussian blue or black with yellow graphics, and you could get gray with white graphics.  For sure a love-hate affair, the fairings did have some integral storage and allowed the K1 to achieve nearly 150 mph.

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Evidently a trade-in and given a good going over by the northeast flagship dealer, the “McDonalds” K1 looks great and should be ready to double or triple its 10,545 miles.  From the eBay auction:

Exceptionally clean and rare 1990 BMW K1 in Marrakech Red! This bike has low miles and is ready to ride. We did an extensive amount of work to this bike upon taking it in on trade. Paint is in beautiful shape. There are 2 small cracks along the lower front fender, common area to see on this particular model bike. Aside from that, the bike is in excellent shape, both mechanically and cosmetically.

Below is a list of work performed, for additional details, please contact us:

(1) PERFORM SAFETY CHECK INSPECT FLUID

(2) MIKE PUT 300 MILES ON IT

(3) RENEW INPUT SHAFT SEAL

(4) RENEW PINION SHAFT SEAL

(5) INSPECTION OF FLASHERS NOT WORKING

(6) RENEW FRONT BRAKE RESV SEAL

(7) INSPECTION OF INTAKE BOOT

(8) RETORQUE PIVOT BEARINGS

(9) RENEW FRONT AND REAR BRAKE FLUID

(10) RENEW MASTER CYLINDER

(12) RENEW ABS PUMP WITH CUST SUPPLIED PUMP

(13) REBUILD BRAKE CALIPERS

(14) RENEW FORK SEALS

(15) RENEW MAIN BEARING

(16) RENEW TIRES, FRONT AND REAR W/ MICHELIN PILOT ROAD 3

(17) RESEAL FRONT COVER; LEAKING

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This grey edition was also recently refurbished by a long-time fan.  Rather a rider with 45,000 miles, it has some classic BMW mods, such as conspicuity lights and fork gaiters.  From the eBay auction:

1991 BMW K-1. I purchased this K-1 last year and planned to keep and ride after doing a considerable maintenance. However, at my age 72, I have found the aggressive riding position is not fun for me. This K1 was not ridden much by the previous owner in the past ten years and needed some maintenance when I bought the bike. 

Some of the work completed:

Front and rear brake master cylinders were rebuilt.
All brake lines were replaced with Spieglier Stainless lines.
Both tires were replaced.
All fluids and filters replaced including the engine coolant, and fuel tank filter.
Spark Plugs replaced.
All engine and drive splines cleaned and lubed.
Rubber engine breather tube replaced.
Equipped with Throttle Meister throttle lock. Also has modification that activates the rear turn signals with the brake lights. Photo blaster front lights and Hyper rear brake lights.

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BMW was reigning in the power, fearing aggressive legislation, else the K1 could have had more than 100 ponies to play with.  The competition was unconcerned with staying under 100 hp, and produced machines that were lighter, more powerful, and way less expensive.  Still, the flagship K1 accomplished its goal, getting attention and drawing folks into the showroom, where the stealth colors, ABS, factory luggage, and tasteful graphics made more sense.  Sidling over toward sportier touring, plenty of K1’s have seen lots of miles, and paved the way for racier machines with marque race series like the R1100S.  These K1’s are again ready to carry the flag, at least in a classic-sport way…

-donn

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Brave New World Squared – 1990-91 BMW K1
Laverda August 18, 2016 posted by

Throwback Thursday: 1983 Laverda RGS1000 for Sale

1983 Laverda RGS1000 R Front

While many of the 80s bikes we’ve featured recently look relentlessly forward, spending their lives on the bleeding-edge of sportbike design, other manufacturers were necessarily stuck in the past, limited by budgets and working to maximize the potential of existing, sometimes moribund designs like today’s Laverda RGS1000. Laverda had certainly earned its fair share of laurels in the 1970s with their SFC endurance-racing machines but, fueled by strong sales, the Japanese manufacturers’ experimental output exploded in the mid-to-late 1980s. We saw everything from big-bore inline fours to two-stroke, V3 race-replicas and the European manufacturers were left trying to shift some suddenly very obsolete machines.

1983 Laverda RGS1000 L Rear

Laverda’s manly 981cc three-cylinder Jota of the late 1970s was in every way a sport bike: uncompromised by comfort or practicality, obsessed with speed, power, and loud noises: it was rare, exotic, and required real commitment to ride, especially if you were under 5’10”. But keeping pace with the Japanese in terms of outright performance meant developing a new engine, something that the small company could not afford.

So Laverda wisely cashed in on their brand’s racing history and Italian sportbike credentials to recast their top-of-the-line sportbike as something more of a racy sport-tourer with a revised frame and fully-enclosed bodywork. The fuel door in the front of the fairing is an interesting detail and speaks to the bike’s new mission. Could the RGS keep up with the latest and greatest machines from the Land of the Rising Sun? Certainly not, at least on the race track, but handling was excellent and that big engine was no slouch. By pitching their revised RGS at a well-heeled clientele less likely to buy a bike based on some ever-changing performance-per-dollar ratio, Laverda targeted a premium segment and attempted to stave off the inevitable. Unfortunately, the bike was good but it was also expensive.

1983 Laverda RGS1000 Cockpit

Although the cognoscenti typically prefer the earlier Laverda triples with their raucous 180° “one up, two down” crankshaft to the later, much more refined 120° bikes, don’t think that the RGS is some shrinking violet. “Refinement” is a relative term, and an RGS with a free-flowing exhaust is one of the best sounding motorcycles I’ve ever heard, even if the sound is snarling out of the pipes of a somewhat awkward-looking machine. Today’s example isn’t perfect, but appears to have been sympathetically maintained and it certainly hasn’t been left to slowly rust away in a shed somewhere, based on the miles its covered…

1983 Laverda RGS1000 Engine Detail

From the original eBay listing: 1983 Laverda RGS 1000 for Sale

Good condition, strong runner. Has no mechanical issues. Recently gone through by noted Laverda experts Wolfgang and Chris Haerter. Many parts replaced including, but not limited to. Wheel bearings, drive chain and sprockets, tires, entire exhaust, brake lines, cam chain, engine oil, fuel lines, carburetors ultrasonic, DMC ignition, Dyna coils, Foot control linkages, all rubbers, mirrors. Has no leaks starts very well and sounds amazing. 

A very good example of a well looked after daily rider. 

1983 Laverda RGS1000 R Side

There are 86,000 miles on the bike, but these engines are very well built and, assuming the maintenance has been done as indicated, there should be plenty of life left in this beast still. Obviously, if your heart pumps premix and your riding boots all have their toes ground off, this probably isn’t the bike for you. But if a classy gentleman’s express appeals and you want something far sexier and more exotic than a BMW twin, the RGS can provide you with the traditional Jaguar values of grace, pace, and space.

-tad

1983 Laverda RGS1000 L Fairing

Throwback Thursday: 1983 Laverda RGS1000 for Sale
Ducati April 29, 2016 posted by

Tour-y Sport – 2004 Ducati ST4S/ABS

Note: likely a private sale, this auction was ended just before post time… 

Since the ST’s inception in 1998, the sport touring side of the Ducati line was a lot more sport than touring.  Right from the ST2 the bikes went well and looked better without the bags than with.  2001 saw the 996cc  desmoquattro applied to the trellis frame, and 2004 had a nice re-design of the fairings and seat.  Even with commemorative paint the sales slowed to a trickle, not helped by finicky electrical systems and marginal cooling, and 2007 was the last year for the performance-oriented ST range.

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2004 Ducati ST4S/ABS for sale on eBay

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50mm throttle bodies and Marelli fuel injection helps the 996 engine achieve 117 hp, a high water mark for sport-touring machines.  2004 was the last year for the traditional dry clutch, and the grey with red a fine tribute to F1 driver Ayrton Senna.  The suspension has Showa forks with nitride coating and Öhlins rear monoshock.  Gold-line Brembo brakes are ABS-controlled with big 320mm front disks.  Plastic fairings are updated for ’04, with separate high and low beams, and a new dash with some digital functions.  Carbon hugger and Marchesini 5-spoke wheels round out the modern look.

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Farkled within an inch of its 7,500-mile life, the list of upgrades to this ST4S is really too long to re-print here.  There are a lot of Ducati Designs and DesmoTimes parts, some billet and carbon – even the forks and shock have been upgraded and tuned.  Way ahead on maintenance, this Duc has been pampered.  From the eBay auction:

  • Valves adjusted at 4,140 miles and checked again at 7,030 miles (absolutely no movement from when set to LT Snyder specs at 4,140 miles
  • Greased swingarm bearings
  • Cam belts changed at 4,140 miles and tension re-checked at 7,030 miles
  • TPS set and throttle bodies synced at 4,140 miles and again at 7,030 miles
  • Fuel filter replaced at 4,140 miles
  • Internal fuel lines replaced at 4,1,40 miles with fuel injection hose specified to not degrade with use of ethanol gas
  • Fresh Mobil 1 15 – 50 synthetic oil and K&N filter 
  • Fresh Engine Ice coolant
  • Fresh brake and clutch fluid.
  • NGK Iridium spark plugs added at 4,140 miles
  • Pirelli Angel GT tires installed at 4,140 miles.  Luv these tires…

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Often ticking off a lot of highway miles, ST4S are rare in this kind of shape and only one belt change.  The fairing and lighting upgrade in 2004 was worth waiting for.  Senna colors are gorgeous in an understated way, and it only takes one ABS actuation to make you a believer.  This owner has lavished professional attention on this one, and though it might not be the sportiest bike in the stable, it’s surely the sportiest tourer…

-donn

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Tour-y Sport – 2004 Ducati ST4S/ABS
Laverda February 26, 2016 posted by

Italian BMW – 1984 Laverda RGS1000

An old joke about European heaven and hell ( in heaven the French do the cooking, the Italians romance, the British are the police, and Germans run the trains – you know what happens in hell ) came to mind when I read a review of the Laverda RGS1000, owners were so impressed by the build quality they termed it the Italian BMW.  Coming at the beginning of the end for Laverda, the RGS1000 was an inspired sport heavyweight that kept the brand alive and still has a following today.

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1984 Laverda RGS1000 for sale on eBay

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Based on the 981cc triple from the 1970’s Jota ( itself an evolution of the 750cc twin ) the RGS engine uses a 120-degree crankshaft, inherently smoother than the Jota but subject to a secondary vibration requiring rubber engine mounts.  The triple Dell’Orto carbs help the engine toward 83 hp and 57 ft.-lbs. torque.  Suspension is all Marzocchi, air assisted, and triple Brembo 280mm disc brakes.  A very low 30-inch seat height allow the upper-only fairing to protect the rider at the 137 mph top speed.  Chockablock with neat details, it has a beautiful mono seat fairing, Vitaloni mirrors and a tank ready for a magnetic bag ( fuel filler is on the fairing ).

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Coming out of Toronto, this RGS1000 looks excellent and shows only 6,600 kms.  Pictures aren’t hi-res, but once right side up ( how did that happen ? ) they show a clean un-hacked classic.  Nothing about repairs or maintenance, which is acceptable considering the low mileage.  From the eBay auction:

1984 Laverda RGS 1000.  6600 KMS.  Mint condition.  Comes with factory original mint exhaust as well as the three into one Laverda racing exhaust.  Both exhausts are mint as is this particular RGS 1000.  A true all original unmolested survivor. 6600 KMS from new!  A rare opportunity to purchase a true gem. None finer and not a restoration.

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Almost a cult at this point, Laverda owners have several clubs and stay in close touch.  Just as well since despite the hand-built craftsmanship, the RGS requires valve clearance checks every 3000 miles, requiring removal of the fairing and fuel tank.  When carefully maintained, the smooth triple can have a long lifetime.  Though the bike is a portly 550 lbs., the fairing lends excellent fuel economy, and the RGS reviewed as a stable, invigorating ride.  Rare by any definition, only 250 or so of the 2500 total production made it to the states.

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In the end, the gorgeous heavyweight sport tourer made by a small, family-owned Italian firm could only delay the inevitable, and Laverda shortly entered the throws of bankruptcy before being bought and retired by Aprilia in 2000.  But well-made bikes like the RGS1000 live on.  In Laverda’s strange alternate universe, maybe Ducati would be making dual-sports and BMW sportbikes…

-donn

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Italian BMW – 1984 Laverda RGS1000
Laverda February 8, 2016 posted by

Gentleman’s Express: 1983 Laverda RGS1000 for Sale

1983 Laverda RGS1000 R Front

Laverda’s big-bruiser RGS1000 comes from an era when the European brands were struggling in the face of the Japanese Big Four’s onslaught. To keep pace required serious levels of financial and manufacturing muscle, and most of the European brands just could not compete.

1983 Laverda RGS1000 Tank

Some, like BMW hung on to a niche market, with loyal sport-touring fans continuing to buy up their durable flat-twins, even as the company continued to innovate, building new triples and fours. But companies like Triumph struggled to update already obsolete machines and stave off their inevitable doom.

1983 Laverda RGS1000 Clocks

Laverda, a tiny company compared even to Triumph, took a different path. They started with their powerful and chest-thumpingly manly 981cc three-cylinder engine and five-speed combination, then wrapped the package in modern, fully-faired bodywork, creating something new out of something old, a bike that wasn’t really trying to compete.

1983 Laverda RGS1000 Engine

Although it was decidedly old-tech, the new sport-touring mission of the bike meant it wasn’t even trying to compete in the rapidly-escalating sportbike wars against the Japanese, and the bike, while not very light at 550lbs, offered Laverda’s famous stability, impressive midrange power, and reasonable comfort. Unfortunately, it wasn’t enough.

1983 Laverda RGS1000 L Front

From the original eBay listing: 1983 Laverda RGS1000 for Sale

I bought this beautiful Laverda RGS 1000 about five years ago from a Laverda collector in California. He was selling it and other bikes after suffering serious injuries in an accident. He had owned it for a number of years when he decided that he wanted more “oomph” so he wisely sent it to Scott Potter, Laverda engine builder and restorer par excellence for some high-compression pistons. The bike was in good condition and did not need restoration, but since the engine was coming out anyway, why not take advantage?

And well, here is Scott’s work order:

RGS 2029 Disassemble the machine down to every last nut and bolt. Send out all chrome components to be replated . Strip frame, center stand and rear fork to bare metal. Fabricate gusset plates to strengthen headstock. Powdercoat frame and rear fork gloss black. Renew headstock bearings and rear fork bearings. Disassemble engine. Clean sand cast engine components. Bead blast as necessary. Follow with hot tank wash and clear out all passages with compressed air. Polish all alloy covers. Replace wearing components as necessary. Lighten clutch basket and pressure plate. Machine true and lighten clutch drum. Send out cyl head for 3 angle Serdi seat cut. Reassemble engine to factory tolerances. Check valve timing to published specs. Disassemble, clean and inspect starter clutch. Reassemble with new springs, plungers, and rollers. Refit to engine. Refit engine to chassis. Disassemble front forks and clean. Check fork tubes for straight and true. Polish fork tubes. Fabricate adapters for cartridge emulators. Modify damping rods for cartridge emulators Reassemble with new seals and oil. Refinish yokes and instrument mount. Refit forks to chassis. Renew rear damper assemblies with custom Works Performance units. Disassemble brake hydraulics. Clean and reassemble with new kits, pads and pistons. Remove rotor surface area of iron oxide. Mount rotors to hubs with new fasteners.Install new black sheathed stainless brake and clutch hoses. Bleed all hydraulics with fresh Castrol GT LMA DOT 4 fluid Fit new sprocket and renew sprocket locking tabs. Refit wheel assemblies to chassis. Fit new drive chain. Polish footrest plates. Clean adjustment discs and assemble with antiseize compound Install new bronze bushings in shift and brake levers and hone to fit. Install new type designation plate Fabricate new mounts to fit Mikuni RS36 carbs to utilize stock airbox connectors Fit carb assembly to engine. Install new push pull throttle quadrant. Clean and repair/modify wiring harness as necessary. Install Witt/DMC ignition unit and Mitsu coil assembly Refit wiring harness and switch gear to chassis.

As you can see it is a comprehensive rebuild, but not a complete restoration as the original durable Laverda paint was in great condition still. The owner was able to put only a few miles on the restored bike before his accident. Since I bought it from him, I have put about 1200 miles on it. I treated it as a new bike and carefully broke it in. I then changed the oil (Mobil 1), re-torqued the head and adjusted the steering bearings. I have changed to the shocks to Ikons from Wolfgang as the Works Performance shocks were a little soft. The only negatives that come to mind are the tire-changing marks on the rims and the older tires that have plenty of tread but should be replaced before any serious cornering takes place. It starts and runs well with plenty of power. The clutch action and shifting are great- better than any of the Lavs I have owned. It is an imposing bike in looks and sound and it makes a decent sport-tourer with the bags attached. I am including some pics of the rebuild and one of me riding it on the Dragon. I forgot to mention that this RGS has the dealer installed Executive package which consists of the hard bags, higher handlebar, and additional wind protection for the hands.

Bidding is up to $8,500 with the Reserve Not Met and a Buy It Now price of $14,500, which seems pretty on-the-money for a nice RGS. Although this uses the later, 120° crankshaft and was pitched towards a more “civilized” audience, these are still pretty raucous if you’re used to something like a modern Speed Triple.

1983 Laverda RGS1000 Front Wheel

They’re very rare, with just 250 imported to the US and if you want a classic Laverda to ride and enjoy, these are stylish, durable and, with the fitted luggage included with this bike, make great sport-touring mounts. And, in case you’re wondering: yes, that little door in the front right fairing does in fact hide the fuel filler cap. Obviously you’d need to find a good mechanic, or be handy with a wrench, considering the age and rarity. But the Laverda community is close-knit, and many owners take great pride in wrenching on their own machines.

-tad

1983 Laverda RGS1000 Ride

Gentleman’s Express: 1983 Laverda RGS1000 for Sale
BMW January 12, 2016 posted by

Time-Capsule Space Ship: 1993 BMW K1 for Sale

1993 BMW K1 L Side Front

A flawed motorcycle that nevertheless succeeded in its intended mission, BMW’s radical K1 was tasked with changing public perception of the slightly stodgy brand and, although it didn’t actually sell particularly well, it certainly managed to send the brand off in a new direction. A bit too futuristically-styled, and possibly a bit too ambitious in terms of technology, it certainly shook things up for BMW, and it also helped them prepare for stricter emissions requirements that were in the pipeline, something their airhead flat twin wouldn’t be capable of meeting. The K100’s liquid-cooled inline four and offshoot triple found in the K75 would make that much easier, and a sportier version for the four found its way into the K1.

1993 BMW K1 R Side

While a liquid-cooled inline four sounds pretty conventional, BMW of course had to do it their own way, and the long-stroke, Bosch-injected, longitudinally-mounted engine was laid-over on its side to keep the center of gravity low. This generally has the disadvantage of a pretty long wheelbase and the de rigueur telelever shaft drive is pretty heavy, but this was intended as a sport-touring machine, not a pure sportbike: with 516lbs to pull around, that torquey motor made for a bike that was reasonably fast, but certainly no road-burner.

1993 BMW K1 Rear

From the original eBay listing: 1993 BMW K1 for Sale

This bike came from the factory as pictured – special order Silk Blue with no K1 decals. This machine was professionally stored in a collectors climate controlled warehouse for over 20 years. I purchased the bike with 976 miles on it in January 2015. I have only put about 250 miles on the bike.

This machine is nearly perfect. One small V shape crack is shown on the pictures below. The ABS sensor also needs to be reset.

This is really a one of a kind motorcycle that is just about new in every sense.

1993 BMW K1 Rear Suspension

Unable to compete in the changing landscape of Japanese supersports in the early 90s, the bike was discontinued in ’93. It’s a bit of an odd duck today: it doesn’t offer much that appeals to traditional BMW enthusiasts with its inline four and very limited cargo capacity. The fairing panels are subject to cracking and the limited airflow means those bits of plastic can get very, very hot. And it’s not really very sporty compared to Japanese or Italian bikes of the period.

1993 BMW K1 Front Brakes

These certainly aren’t display pieces and, with prices relatively low, a nice K1 could make a pretty neat alternative for riders obsessed with quirky. However, with under 1,200 miles on the clock and a starting bid of over $10,000 this example is for collectors only. Most of the bikes were painted up in some pretty lurid red/yellow paint schemes, but this particular example is a very restrained, traditional blue that will probably help it appeal to BMW enthusiasts looking to complete their collections.

-tad

1993 BMW K1 L Side

Aprilia July 21, 2015 posted by

Sensible Sibling: 2001 Aprilia Falco SL1000 for Sale

2001 Aprilia Falco L Front

Mostly overlooked, even when new, Aprilia’s Falco is an ideal “mature” sportbike for someone who wants to stand out… subtly. Fast and comfortable, the bike featured a slightly detuned version of Aprilia’s 996cc v-twin that produced 118hp along with the usual “improved midrange and low-end power” that seems to feature on naked and sport-touring versions of these bikes. Still, the bike is good for a 160mph top speed, which really is plenty fast.

2001 Aprilia Falco R Front

The unusual 60° v-twin configuration was chosen as a balance between smoothness and packaging. Ducati’s 90° twin is smooth, but notoriously difficult to package effectively: with that horizontal front cylinder, it’s a very long engine. Suzuki tried to make it work by fitting a rotary damper in place of a normal shock to save space, and that didn’t work out so well. Today, even Ducati has been forced to come up with interesting solutions at the rear to allow for an ideal swingarm length that works with their L-twin.

2001 Aprilia Falco Dash

It’s maybe not the sexiest machine ever designed, the Falco still looks sleek, with interesting details like that frame, funky three-lobed headlight, and angular bodywork. It’s a bit like an MZ 1000S, but with better parts availability: the Falco and RSV share all their important spin-y and reciprocate-y bits, so it should be easy to keep one running, and the RSV is known to be durable and reliable, so problems shouldn’t crop up very often.

2001 Aprilia Falco L Rear

From the original eBay listing: 2001 Aprilia Falco SL1000 for Sale

Great bike for the value.  I hate to part with it but I could use the cash for my business.  The suggested retail value (kbb.com) is $3210.00. Could use some new back rubber but other than that the bike is in excellent condition as you can see by the pictures.  No damage never laid down.

2001 Aprilia Falco R Fairing

Sales were disappointing during the bike’s run between 1999 and 2003, making used Falcos correspondingly rare, although the ones I’ve seen do appear to have been well taken care of. At under 14,000, mileage isn’t collector-bike-low, but seems very reasonable, considering the bike’s original sport-touring mission.

2001 Aprilia Falco R Rear Exhaust

The only thing that concerns me is the complete lack of badging. The seller maintains that the bike was never crashed, but was it repainted? Did he simply have any decals removed? Regardless, the paint does look nice in the photos, and you can certainly add the original decals if you like. In contrast to the sometimes garish RSV graphics, the Falco had pretty discreet badges and logos.

With a starting bid of $2,800 and no takers as yet, riders on a limited budget looking for something classy, reliable, and fun should take note.

-tad

2001 Aprilia Falco R Side

Sensible Sibling: 2001 Aprilia Falco SL1000 for Sale
MZ February 16, 2015 posted by

V-Twin Alternative: 2005 MZ 1000 Sport for Sale

2006 MZ1000 Sport L Side

If you’re in the market for a practical exotic that will turn heads and won’t break the bank to buy or to run, this virtually new MZ 1000S deserves a closer look. As much as we’d all probably love a garage full of weird exotica, for budgetary and space reasons, many riders are forced to buy a do-it-all machine.

2006 MZ1000 Sport Dash

So what do you buy if you want a bike that’s sporty and practical for daily use, but one that’s also good for riding to the twisties and not just in the twisties, something with a bit of “get out of town-iness”. And what if you want something a bit out of the ordinary? Well, the Ducati ST2, 3, and 4 represent a pretty great bang for your buck, but were introduced before Ducati adopted much longer service intervals, and the four-valve L-twin can be pricey to maintain. The BMW R1100S and the Triumph Sprint are also pretty good choices, but not really all that exotic…

2006 MZ1000 Sport Front

Introduced in 2005 and powered by a big parallel twin that provided packaging advantages and midrange punch at the expense of top-end performance, the 1000S engine was an ideal powerplant for the road. Unfortunately, the lack of a truly prestigious brand name worked against the 1000S and was at odds with MZ’s quirky, grassroots image and the bike was discontinued after just three years. These are extremely rare in the US, although the ones that do come up for sale tend to be in excellent condition, and this one has just 16 miles on the odometer from new.

2006 MZ1000 Sport R Side Fairing Detail

From the original eBay listing: 2005 MZ 1000S for Sale

The MZ 1000 Sport Touring bike is a museum quality motorcycle. Owned and sold by a former MZ Motorcycle dealer, this bike is one of a kind. It has only been ridden around the dealership to park it. It has been kept in a climate controlled environment on display in the owner’s various stores, from Michigan to Tennessee. This is truly a wonderful bike for the European motorcycle collector or for someone who is just looking to buy a piece of German history. 

Everything on it is original, everything is perfect like it would have been 20 years ago. Never titled, never tagged.

The bike listed for $11,000 in 2005.There were only 40 of these bikes imported into the USA. This bike is like new. Owned by the original dealer and sold by the original dealer. Fantastic bike.

Who ever is fortunate enough to become the new owner of this bike will become the proud owner of the last brand new MZ 1000 in the world.

It truly should be in a museum. 

2006 MZ1000 Sport Cockpit

In spite of the racy looks, the 1000S was really never intended as a pure sportbike, with handling biased towards the “comfort” end of the spectrum. But don’t let that fool you into thinking this bike can’t get a wiggle on when asked. It will function as a sporty, stylish everyday motorcycle that can munch miles and looks far less dated than many other bikes from the “straight edge” school of design.

2006 MZ1000 Sport Tank

If you really want a classy, competent machine that will leave onlookers scratching their heads or or nodding in sagely respect, something like the MZ 1000 Sport should do the job nicely, assuming you’re willing to take a bit of a chance on servicing and parts. These are reportedly very reliable, and easy to get serviced by non-MZ mechanics, but it’s still a bit of a leap of faith, buying an out-of-production sportbike that was never made in great numbers.

-tad

2006 MZ1000 Sport R Side Fairing

V-Twin Alternative: 2005 MZ 1000 Sport for Sale