Posts by tag: track bike

Yamaha July 25, 2019 posted by

Purity of Purpose: 1998 Yamaha TZ250 for Sale

Laypeople often love cars and motorcycles with gratuitous stylistic frippery: air vents leading to nowhere, extraneous “engine beautification” panels to cover up the oily bits and wiring, unnecessary surface details to break up large panels. They don’t really understand the function of all those parts, or aerodynamic styling, so if it looks right, it is right. Purists also appreciate design, but often feel that good looks are a direct result of function, that that beauty is the natural result of effective engineering. Failing that, at least functional design has an aesthetic appeal all its own. Simplicity and lightness are especially important for racers, and sometimes the shapes that result look odd until you understand why they developed the way they did. In other cases, a pursuit of purity of purpose results in shape that just looks so right, like this Yamaha TZ250.

The TZ250 wasn’t simply a TZR250 with race plastics and the lights removed. It was  a pure racing machine, something privateers could buy directly from Yamaha and use to compete in Grand Prix racing. Everything on the bike is designed to help the bike make power, cheat the wind, or simplify servicing. Every component is as light as possible, and these featherweight machines are the model of elegant simplicity. Early versions were powered by a parallel-twin engine, but Yamaha switched to a v-twin in 1991, a liquid-cooled unit was basically one-half of the YZR500’s V4 and included a counterbalancer that made the engine much smoother, backed by a cassette gearbox for fast gearing changes trackside to maximize the bike’s narrow powerband.

The package was updated significantly in 1992, with subsequent changes amounting to a gradual evolution, refining and tweaking the package. The engine was updated in 1997 to allow the bike to run on unleaded fuel, as required by FIM regulations, while the 1998 version seen here introduced a sealed airbox with ram-air and oval-slide carburetors, along with revised bodywork that included the famous tapered tail.

From the original eBay listing: 1998 Yamaha TZ250 for Sale

I have a very, very nice 1998 Yamaha TZ250 4TW available. I purchased this bike in 2015 from a Southern California racer. It had been raced recently. I have done absolutely nothing to the bike, so it is still in as-raced condition. Overall its in excellent shape. The tank is flawless save for a very small dimple (about 1/8″ across). The bodywork is very good, but has a few imperfections here and there such as chips and scuffs. Normal racetrack wear. It has been stored in a heated storage facility with very low humidity here in Montana.

It has 190 miles on the top end and MCE racing crank. 2003 bodywork and airbox conversion. Includes PitBull rear stand, but no spares.

You can send your shipper here to my home in Red Lodge, Montana or I can deliver to one of several freight forwarders in Billings, Montana for attachment to a pallet.

The $14,500 Buy It Now the seller is asking for this TZ250 is a pretty good price, from what I’ve seen. It unfortunately doesn’t include any spares, which presents a headache if you’d like to use it regularly for race or trackday riding. You’ll obviously want to go through it thoroughly before using it, as it has been sitting for a couple years, but these are designed to be easily torn down and rebuilt, with crankshaft removal possible with the engine still in the frame and gearing changes to the cassette box taking only a half hour or so. Many TZs are being actively raced in AHRMA and other series, so I believe obtaining parts to keep them running isn’t prohibitively expensive, but these are a dying breed and represent the end of an era.

-tad

Kawasaki July 10, 2019 posted by

Privateer Superbike: 1995 Kawasaki ZX-7R for Sale

We don’t post too many racebikes here on RSBFS. Ex-racebikes are tricky to value. By their very nature, they evolve and change over time to remain competitive and, unless a bike is retired immediately after an historic race win, it’s not likely to be in anything like “original” condition. That very word contradicts what racing is about: if something doesn’t work, it’s discarded, if something better is introduced, it goes on the bike. They get crashed and blown up and rebuilt and raced again. But this particular Kawasaki ZX-7R had too many impressive names attached to it to pass up.

This Kawasaki is a bike from the glory days of World Superbike racing, when 750cc fours were pretty much the go-to configuration for everyone but Ducati. In stock form, the ZX-7R was a bit heavy at 450lbs dry, and the 748cc engine’s 105hp is decidedly underwhelming by today’s standards. But the bike made an excellent racing platform, and this version was kept in production for 7 years, a near eternity in terms of sportbike development and a testament to its sound design.

Of course, this isn’t anything like a stock motorcycle. The claimed 150+hp is impressive and the WSB-spec Öhlins forks and Brembo brakes that replace the stock Nissin six-pots are all very, very tasty, but it’s the frame that makes this particularly interesting: it was supposedly used in World Superbike racing by Anthony Gobert and obtained from famed tuner Rob Muzzy. The seller’s description goes into more detail below.

From the original eBay listing: 1995 Kawasaki ZX-7R Racebike for Sale

1995 Kawasaki ZX7R Superbike. Works frame (WSB Gobert frame, Purchased from Muzzy in ’99), 2 Superbike motors: 800cc (for ’03) and 750cc. Fully kitted, Ohlins WSB forks, brembo brakes, everything. Spare valve springs (2 sets), valves, rods, pistons. 800 has Carrillo rods. Hasn’t been run for 15 years. Gets turned over now a couple times a year.

This is probably the finest privateer 1995 Kawasaki ZX7R Superbike ever built. The works frame (purchased from Muzzy in December of ’99) was supposedly Gobert’s. It was a World Superbike frame; done in Japan by Kawasaki. It was black when we got it. A work of art, they added a oil catch tank in the frame and welded a frame around the frame. It turned the bike from a pile of crap nightmare that would wind up and launch you at any second (with the fully built 150+ hp superbike engine) to a dream that is predictable and smooth. Which is why they won. Unfortunately those weren’t available to any of us, and we were lucky to get it for the 2000 season. After we got the frame, that bike won every club race and set track records in 2000 (beating the 1000s) until we had a Brembo rotor explode and put me in the ICU… ending that season. I raced it a few times since and we built a 800cc motor that put out 170hp (on the juice, no ram air) that ran with the 1000s of ’03. Unfortunately the KLS shifter broke during that national and we DNF’d. Later, it had a “tip over” in a practice due to a leak in a front tire, and it never got repainted. I got bodywork for it and never fitted it or painted it. Unlike the “works” bike Chandler rode and got claimed in the F-USA in 1996 (was just for sale on bringatrailer.com), these engines do NOT have the “works” gear driven cams. Those are not serviceable for privateers. This bike makes a ton of power with the conventional chain driven cams, works oil pickup, etc. Further, we still have a couple sets of valve springs (and tons of spares) which are now unobtainable. These motors can be serviced and freshened up. This will be an AHRMA killer.

This is obviously a well-developed package and should be a blast to ride. It also includes extra engines and spares to keep them running, although at that $25,000 asking price, you’d hope it would. There are cheaper ways to get into vintage [?!] racing, but none quite as evocative…

-tad

Privateer Superbike: 1995 Kawasaki ZX-7R for Sale
Featured Listing July 8, 2019 posted by

Featured Listing: 2017 Suter MMX500 for Sale

Update 7.8.2019: We’d like to take this opportunity to thank Amatumoto Grand Prix Motorbikes for being a sponsor of RSBFS! From Amatumoto, “This 2017 Suter MMX500 at reduced price will not last long, so if there is someone out there that has been pining for a reliable 2-stroke GP500, they should act soon.” Contact Amatumoto today! -dc

So, I’m going to have to try not to gush uncontrollably here, because this is one of the coolest bikes we’ve featured recently. A real, live Suter MMX500, a “what if” race-replica from a parallel universe where MotoGP racing never made the switch from two-stroke to four-stroke power. A labor of love built by Eskil Suter of Suter Racing and a bunch of guys who never got over their addition to premix fumes.

Forget all of your shed-built Grand Prix homages with RZ500 engines stuffed into R6 chassis and painted up in Marlboro racing colors. No disrespect intended, but this is what you’re looking for, the ultimate paean to the snarling, lethal machines that carried Rainey and Schwantz and Mamola to greatness.

The looks may be stealth-fighter modern, especially in this example’s matte carbon finish, but the spirit of those older machines is still there, married to absolutely state-of-the-art racing technology. It’s powered by a compact, fuel-injected two-stroke V4 with a pair of counter-rotating cranks based on the Swissauto/MuZ500 raced by Suter in 1998 and 1999. Apparently Suter “had a few crankcases kicking around from the 500cc V4 design,” and frames are, obviously, their specialty.

I’m always fascinated by how two-strokes can be mounted in the frame: a lack of cams, cam-drives, or valve gear means they’re ludicrously compact, and often oriented in ways not at all intuitive for someone weaned on four-strokes. In this case, the engine is laid over on its side, rotated 90 degrees from what you’d expect, facing forward. So more like a >4 really, at least if you’re looking at it from the left-hand side…

The bike may be tagged as a 500, but it actually displaces 576cc, with an undersquare 56 x 58.5mm bore and stroke in an effort to deliver a bit more midrange and help the bike avoid racebike service intervals. Suter acknowledges that most of its customers are skilled enthusiasts, not win-or-crash racers, and the changes to the formula make for a more manageable ride that still captures the feeling of a two-stroke MotoGP machine, but is less likely to spit a rider off in an evil highside when they get in a bit over their head…

Modern electronics and fuel injection help there as well, while offering improved rideability and a better spread of power. Of course, the delivery is still two-stroke abrupt and, with 195hp at 13,000rpm pushing just 280lbs, power-to-weight is still fairly astonishing, so the two-stroke GP character is intact, just slightly more refined.

Head on over to the original listing for the bike, as there are plenty of additional photos for you to drool over.

From the Seller: 2017 Suter MMX500 for Sale

SUMMARY

Model: Suter MMX 500

Origin: Switzerland

Engine: Suter

Last Service: 490 km

Colour: Carbon

Suspension: Ohlins

Brakes: Brembo

OZ 17″ wheels

Availability: Immediately in our store of USA

MODEL INFORMATION
Bike in good condition and ready to race. Extra parts included with the bike: rear stand, pistons, rings, reeds gaskets, fiber+steel clutch plates, plugs + caps, filters, front stand, windscreen, seat, engine stand, service manual, owner manual, cover.

Spares list:

Pistons, rings, carbon reeds, gaskets, and o-rings; enough for 2 complete rebuilds

fiber/steel clutch plates

plugs & caps

Spare seat #5 of 99

Engine stand, front & rear service stands

Parts, service & dash manuals

bike cover

This is the very first Suter MMX500 I’ve seen for sale. With just 99 made, I’m assuming they were all snapped up before they were even finished by well-heeled track day and racing fans. If you’ve got $115,000 $95,000 lying around and decide to buy this, please let me know what track days you’ll be attending, because I need to see an MMX500 in action. The craftsmanship and passion that went into its creation are impressive, as you can see from the images. Of course, the price is shocking, but this is a very rare opportunity to purchase one at any price, so refinance your home, sell that sailboat, or sell that kidney, and pounce before someone else does.

-tad

Featured Listing: 2017 Suter MMX500 for Sale
Featured Listing July 2, 2019 posted by

Sponsored Listing: Moto3 Honda NSF250RW for Sale!

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

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

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

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

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

From the Seller: Moto3 Honda NSF250RW for Sale!

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

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

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

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

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

-tad

Sponsored Listing: Moto3 Honda NSF250RW for Sale!
Laverda April 18, 2019 posted by

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

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

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

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

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

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

Where to begin…

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

-tad

Featured Listing: 1974 Laverda SFC-Spec SF2 Race Bike for Sale
Yamaha February 27, 2019 posted by

Deltabox Racer: 1992 Yamaha TZ250D for Sale

Racebikes are different than other bikes we feature on RSBFS. Where the goal for many collectible roadbikes is absolute originality, or at least limited, period-correct updates, the whole point of a racebike is that it’s a rough-and-tumble artifact, a bit of living history, and battle scars are okay. If the machine in question is historically significant, that goes double. But race bikes are more like living organisms than ones trapped in amber, and some have evolved over time, especially if they’re still being used in competition, like today’s Yamaha TZ250D.

Note the missing “R” in the name: this isn’t simply a TZR250 with the lights removed. While people did use the TZR250 road bike as the basis for competition machines, the TZ250 was Yamaha’s pure competition machine, available over-the-counter to racers. Both the original TZ and TZR were powered by parallel twin engines, but Yamaha eventually began experimenting with a v-twin engine to keep pace with competitors in Grand Prix raxing, and the YZR250 used what was essentially half of the YZR500’s two-stroke V4. For a number of years, Yamaha produced the two machines in parallel: the v-twin powered YZR250 seen in Grand Prix and the parallel-twin TZ250.

1991 saw the introduction of a completely new version of the popular TZ250 racing platform, incorporating the v-twin configuration from the YZR250, along with upside-down forks, a banana-swingarm to clear the expansion chamber on the right side, a wider 5.25″ rear wheel, and a set of 38mm Mikuni carburetors. The “D” model that came along in 1992 featured a significant reworking of the rear suspension that meant the rear subframe could be made extremely light, with just one job: provide a perch for the rider. The new package worked well, taking the fight to Honda, and was popular among privateers.

Of course, this being a racebike and not a warmed-over streetbike brings its own set of problems. Racebikes generally aren’t designed with durability as a top priority, and two-strokes, although mechanically simple, are pretty maintenance-intensive. It’s also the nature of racing two-strokes, especially 125s and 250s, that they need gearing or jetting changes need to be made to suit the track, temperature, and altitude, to perform at their best. The trade off is incredible light weight and handling from the spartan machine, as well as racebike engineering to drool over. Honestly, I think Yamaha’s Deltabox designs of the era are some of the most beautiful frames ever created, and I think I’d just want to ride it around with the bodywork off, although I’d prefer the original finish in place of the polished part seen here.

From the original eBay listing: 1992 Yamaha TZ250D for Sale

1992 YAMAHA TZ250D

One of a kind with a beautiful polished frame!!

  • All new bearings (swing arm, steering head, and wheels).
  • Suspension rebuilt will new oil, bushings, and seals, set up for 185 lb. rider.
  • .8 kg/mm fork springs 8.5 kg/mm shock spring
  • Rebuilt Shindy Daytona Steering Damper
  • 120 mile Rick Schell crankshaft (crank is a work of art, lightened and polished flywheels and rods)
  • 120 mile top end (pistons, rings, bearings)
  • Roland Cushway 8.0cc heads
  • 96′ cylinders and pipes with 2.5mm pipe spacers per Roland Cushway
  • New plugs and caps
  • New reeds
  • New gaskets throughout
  • Dual EGTs
  • Daytona digital water temp gauge
  • New clutch and pressure plate
  • Every bearing in cases replaced with new (trans, case, water pump, balance shaft)
  • New EBC HH brake pads
  • GP tech thumb brake
  • Custom rear sets and foot pegs
  • Vortex Clip-ons
  • New DID x-ring chain
  • EBC Prolite rotors
  • Professional Paint
  • Airtech Aerotail w/anti Draft Shield
  • New Center front stand by Battle Factory
  • Original Rear Stand
  • New Multi-Temp Chicken Hawk Tire Warmers

Shipping to arranged and paid for by the buyer. I will assist the shipping company as needed. 

This Yamaha TZ250 has no racing history of note, so interested buyers will likely focus on race preparation and spares, since I’d assume they’re planning to use it in anger, and sourcing some parts for these now obsolete two-strokes is only going to get harder. No mention is made of any spares package, so a quick email to the seller might be in order to see if there are any available. That aside, this looks like a killer track bike or race bike for someone with the skills or friends or money to keep it running, and the Buy It Now price is set at $12,500 which seems reasonable, considering the preparation that’s gone into it.

-tad

Deltabox Racer: 1992 Yamaha TZ250D for Sale
Kawasaki January 31, 2019 posted by

Featured Listing: Street-Titled 2018 Kawasaki H2R for Sale

Update 3.8.2019: This bike has SOLD! Congratulations to buyer and seller! -dc

There is obviously no practical reason to own a 300hp, track-only motorcycle that isn’t eligible for any racing series of which I’m aware. Maybe something involving quarter miles and ETs? Reviewers of the Kawasaki H2R generally don’t even seem to regard the bike as a particularly good track-day weapon: it’s just too heavy, and that fat rear tire needed to keep the power on tap from going up in smoke slows steering significantly. So you can’t race it, it’s almost too fast for track-day antics, likely eats tires like they’re free donuts at a sales meeting, and you can’t ride it on the street… or can you? Apparently, you can, with a bit of DMV chicanery, since this Featured Listing Kawasaki H2R comes with a street title!

The original H2 from the 1970s seemingly has nothing in common with this iteration, other than the name: it was an unfaired, upright machine with handlebars and a long, Schwinn-style “banana” seat that was powered by a two-stroke triple, while the new bike has room for just one and is powered by a supercharged 998cc inline four. But the spirit is there in spades, since both bikes were about speed, speed, and more speed, and all other considerations be damned.

People often forget that there were two different versions of the H2 when the name was resurrected by Kawasaki: the regular road bike and the H2R seen here. The regular bike is a… regular bike: it has the usual turn signals, mirrors, and a really cool projector-beam headlamp in the center of the fairing that looks like it shoots some sort of death-ray. It also made a claimed 200hp, which is impressive, until you consider that Ducati’s V4 Panigale makes well north of that, and even several of the v-twin Panigales got shockingly close. BMW’s S1000RR, Aprilia’s RSV4, and most of the other liter bikes hover around 200hp as well.

And all that power is dulled a bit by the bike’s 475lb wet weight, which is significantly higher than those bikes. Of course, the Kawasaki still has a massive midrange hit of supercharged torque, but on paper, the literbike brigade makes the regular H2 look… a bit regular, although I’m reliably informed it’s anything but in practice. But it doesn’t matter anyway, because this isn’t the regular H2.

The H2R upped the game by saving weight by deleting the lighting and mirrors, replacing them with some extremely expensive carbon-fiber winglets to increase downforce, a set of slicks, and 35psi of boost. The increased positive pressure results in 300 claimed horses that announce their arrival through a stunningly gorgeous and deafeningly loud titanium exhaust that will require earplugs for your unborn descendants: the H2R is so loud that Performance Bikes Magazine wasn’t even able to test one in the UK, as it wouldn’t meet the dB limits at any track in the country.

It’s also worth noting this H2R benefits from the most recent electronic revisions from Kawasaki in 2017 including an Inertial Measurement Unit (IMU) and autoblipper. Cosmetically it has updated upper wings and the “matte mirror” paint.

From the Seller: 2018 Kawasaki H2R for Sale

For sale is a 2018 Kawasaki Ninja H2R, complete with a clean street title in hand. The H2R only has 60 miles on the clock, and hasn’t been rode enough to register even one hour on the service interval tracker (it tracks based on time spent above 8000 rpm). Bike was broken in per Kawasaki’s specs on a dyno, at which point it was immediately serviced at the dealer. I took it out for a few minutes on the track and otherwise it has sat on front and rear stands plugged into a battery tender.

Includes all original accessories: front and rear OEM stands, Chicken Hawk tire warmers, and Dr. Beasley’s wax kit. Also includes one unused front tire and three rears (OEM-spec Bridgestone slicks), complete with spare rear wheel (you’ll need it for a track weekend!). The bodywork has been completely ceramic coated and the edges of the lower wings have a clear film on them for protection.

This is a tremendous bike and is virtually new, with the added benefit of a street title so you can easily turn around and take it on the street rather than wait for the next track day.

Regarding pricing, because H2Rs are so fantastically rare and streetable H2Rs even moreso, I find it difficult to put a price on it. I am not desperate to sell, but I’ve had a few opportunities come up, so I’d like to see if anyone is interested in one of the most incredible bikes out there that is only some tires and a mirror away from being street-legal.

For perspective on rarity, the VIN number on this bike ends in 10. I was told by a Kawasaki rep that Kawasaki skips VIN number 1, and this was the last 2018 H2R built worldwide. Unfortunately this is purely anecdotal but if you look for photos of H2Rs, there are so few images of them with the 2017+ revised wing design that it is not hard to believe.

Located in Indiana, USA but am happy to cooperate to find shipping within the US.

This isn’t the first H2R we’ve seen with a street title, so it can’t be all that difficult to manage, assuming you don’t live in California or New York. I’m assuming it has a normal VIN to help things along, and this has been done in the past with the Ducati SPS, which apparently wasn’t road-legal either, but came with lights and signals and a VIN, making it more of a, “Of course you’re not going to ride this very fast, very loud exotic racing motorcycle on the road, even though it has headlights and turn signals and treaded tires…” [wink, wink] Obviously, do your homework if you intend to buy it and actually use it on the street, as your local DMV may have some problems with this one, depending on where you live. But other than that, I love the idea of an over-the-top track-day weapon you can use to commute to work on Fridays.

-tad

Featured Listing: Street-Titled 2018 Kawasaki H2R for Sale
Ducati December 12, 2018 posted by

#becauseracebike: 2006 Ducati Paul Smart Race Bike for Sale

Ducati’s two-valve engine variants have long been seen as the affordable, low-performance option for novice or “mature” riders and bikes far from the leading edge of performance. Which makes the choice of an air and oil-cooled Ducati Sport Classic as the foundation for a high-performance racing machine like this highly-developed example pretty surprising.

When the liquid-cooled, four-valve Desmoquattro engine was introduced, it instantly relegated the original Pantah engine and its descendants to second-tier status. But in the early 1980s, the oil and air-cooled two-valve v-twin, newly updated with toothed rubber belts to drive the single overhead cams instead of the classic tower shafts and bevel gears, it was their only engine and, as such, it was developed with competition in mind. The main point here being that you shouldn’t dismiss it as a racing powerplant simply because its been surpassed in terms of outright performance.

The Ducati’s Sport Classic line might not have offered up Superbike power-to-weight ratios, but the engine’s durability and the frame’s inherent rightness mean that you can build a pretty competitive machine out of one, assuming you find the right class in which to participate.

The 992cc original engine might be torque-rich and involving, but in order to be competitive, this one has been punched out to a little over 1200cc with a raft of NCR components. The result is a claimed 140hp at the rear wheel, up from 92 in the original.

If you’re not interested in competing on the bleeding edge, either because of the exorbitant costs involved, or simply lack the talent possessed by only a handful of riders worldwide able to to compete at the highest levels and win , this might provide you with a more budget-friendly option, although it’s still pretty far from cheap, at $54,000.

From the original eBay listing: 2006 Ducati Paul Smart Race Bike for Sale

Ducati NCR Paul Smart Road Race Bike

Used in Excellent Condition

Perfect for CCS/ASRA, WERA, AHRMA Racing

140 RWHP

This is a well known national championship winning Ducati NCR Road Race bike created by Chris Boy of Motocorse Performance, Ft. Lauderdale, Florida. It was a no expense spared build with all the best internals from NCR; fresh rebuild of the motor in 2017 with 80 km on the clock since; Engine with top performance parts, fully revised and ready to race; Ducati 1100 evo built to 1215cc ; 140 RWHP ; NCR engine, custom MCP throttle bodies, NCR custom heads, NCR lightweight gears, NCR carbon valve covers, NCR oil cooler, Nemesis traction control, fairings in carbon and many other special parts; This is a rare occasion to purchase fresh well sorted championship winning bike; 

auction includes pit bull front and rear track stands & battery charger

Goodies List:  Carbon Fiber Front Fairing, Seat, Belly Pan, Front/Rear Fenders, Fuel Cell Carbon/Kevlar; NCR Front Fairing Bracket,  NCR Adjustable Triple Clamps , Ohlins Steering Damper, Brembo GP Master, Quick Turn Throttle Kit Electric Brake Fade Lever Adjuster, Woodcraft Rear Sets w/ MCP Lowering kit, Ohlins Road and Track Forks with 30mm Kit; Brembo HP Rotors, Brembo Radial Monoblock Calipers, Aluminum Front Axe Kit, BST Carbon Fiber Wheels, NCR Titanium Bolt Kit, MCP Titanium Rear brake Rotor, Ohlins Rear Shock, Quick Change Rear Axle, Titanium front sprocket, EVR3 Chain, PitBull Front/Rear Stand, AIM MXL Dash with GPS, Full Telemetry, LCU, and Smarty  Cam (mounted through front fairing), Nemesis Traction Control, SP Quick Shifter, Hard Wired MyLaps X2 Transponder; 24 volt starter, 2 Lithium batteries, billet Kill Switch, Custom Engine Build by MCP with NCR 1215 Kit, Custom MCP Throttle Bodies Velocity Stack  KN Filters, MCP Stage 7 Heads, Lightweight Gears, NCR Carbon Valve Covers, Zullo Racing Custom Lightweight Wire Harness, Nichols Motor Mount Bolts, NCR Oil Cooler – Oversized, Oversized crank Case Breather Box, Custom Titanium exhaust; MRX-02 Fuel Mapping 140+RWHP SuperFlo Dyno

Extensive spares package is available for addition charge.

VIN number listed is arbitrary; VIN number area has been painted over; sale is without title; eBay requires listing title information otherwise unable to post sale; there is no title offered with this race bike, just bill of sale.

Should you be also interested in the sister bike listed in my other auction, a “race team” deal with spares package can be arranged.

I can arrange free pickup to regional CCS/ASRA, WERA and AHRMA events on the East Coast; I will assist with shipping domestic and foreign.

Please don’t hesitate to contact me with any questions, adjustments in the auction, etc. I pride myself in telling it like it is. If for any reason my description of this item isn’t correct, I will gladly refund your money. Having a perfect feedback rating is very important to me and I plan on keeping it, so I don’t play games.

Looking at that list of go-fast goodies, it’s pretty clear that no expense was spared in building this thundering v-twin racebike. 140 rwhp is nothing to scoff at, especially given the bike’s probable weight: a new Paul Smart weighed in at around 414lbs dry so this one should be a good chunk less without all the lighting and other road gear. And that’s before you even get into lightweight parts that decorate this machine. It’s all top-shelf, and a ridiculous amount of money to throw at an obsolete v-twin sportbike, but if I were a rich guy, it’s exactly the kind of track day toy I’d want in my garage. Liquid-cooled Ducatis might be faster, but I still think that the air-cooled two-valve engines sound much better, and the punchy midrange, here amplified to epic levels, should provide plenty of entertainment for experienced track day riders and racers alike.

-tad

#becauseracebike: 2006 Ducati Paul Smart Race Bike for Sale