Posts by tag: WSBK

Honda January 13, 2020 posted by

One Way or Another – 2004 Honda RC51 / RVT1000R Nicky Hayden Edition

Honda spent mega-$ designing their own V-twin Superbike, but reaped the benefits on both the AMA and WSBK scenes.  This owner has identified the 2004 Nicky Hayden commemorative as the RC51 for the long term, and has kept it beautifully for the next owner.

2004 Honda RC51  RVT1000 Nicky Hayden Edition

for sale on eBay

Similarly to their Superbike nemesis, Honda chose a 90-degree L-twin, and added PGM-FI fuel injection with two injectors per cylinder.  Power and torque were outstanding with 136 hp and 77 ft.-lbs., but the mystery resided in the alloy chassis.  At the ends of the lighter and more rigid frame, 43mm inverted forks and Pro-link monoshock were tuned to keep the 17-inch rubber on the tarmac.  The monoposto fairing wore a facsimile of Nicky’s livery, smaller sponsorship decals and white number areas front and rear.

Clearly an RC51 superfan, the owner’ states it’s his third of the model and is selling because he has another rider.  With just second oil change miles and celebratory paint, it’s a sparkling example without so much as a scuff.  A long but informative video is posted – here –.  From the eBay auction:

2004 Honda RC51 Nicky Hayden replica in absolutely mint condition. This is a 1 owner bike with only 3047 original miles. The condition is 10 of 10 and its all original with the exception of a Yoshimura exhaust, a modification that anyone should make if they own one because nothing quite sounds like a RC51 at revs.

It was Honda’s take on the V-Twin replica racer, beating Ducati at it’s own game with multiple World Superbike Championships (Colin Edwards) and a AMA Championship under the late great Nicky Hayden whom also won the 2006 MotoGP championship with the Honda RC211V.

I’m selling this bike because its the 2nd RC51 in my collection and the other is more a rider so I might as well let someone else enjoy this beautiful bike. Add it to a collection or ride it, either way you can’t lose as you may never find a cleaner one offered for sale.

Hayden won the AMA Superbike crown in 2002, and was ushered into the factory Honda GP team making steady progress toward his 2006 championship.  After his death in a bicycle accident in 2017, the Hayden replica is now a sadder commemorative.  If not the singular superbike claimed by the owner, the RC51 is certainly in a select few, even at Honda with its multitude of winners.  Bidding is quite active and shows over $10,000 with four days left to run.

-donn

One Way or Another – 2004 Honda RC51 / RVT1000R Nicky Hayden Edition
Benelli December 26, 2019 posted by

All I Want for Christmas: 2003 Benelli Tornado TRE 900 LE for Sale

Chasing the ever-changing rules of production racing can be rough on smaller companies. They spend years developing a machine that can be sold to the public, but also meets the stringent requirements to compete in racing, and then the formula changes, leaving the new machine high and dry, unable to race competitively. Larger companies can simply roll with the changes, but ones with fewer resources often have to cut bait, or struggle through a few sad seasons as an also-ran. Such was the fate of the Benelli Tornado TRE 900 LE.

For a long time, the formula for World Superbike allowed 750cc fours, 900cc triples, and 1000cc twins with the expectation that they would compete on relatively equal footing. During this period, the class was basically dominated by Japanese four-cylinder machines and Ducati’s v-twins. Several triples were designed and introduced just before the WSBK rules changed in 2003 to allow 1000cc displacements, regardless of configuration. Benelli’s newly-developed three-cylinder Tornado, along with Petronas’ Sauber-powered FP1, were left in the lurch and down on power. Handling of both was considered excellent, but when your more powerful opponents can simply gap you on the straights…

The production Tornado was eventually punched-out from 898cc to eliminate the performance gap, but that 1130cc version wouldn’t have been race legal at and the team had folded by then. It’s a shame because, in a surprisingly homologous landscape where the formula to create a competitive performance motorcycle was seemingly carved from stone, Benelli managed to incorporate some radical innovations into their machine. In an effort to place the engine as far forward as possible in the chassis, they moved the radiator from the front of the bike to the rear, where distinctive fans pulled air through ducts from the front of the machine, past the underseat unit, and out the tail. The chassis was a hybrid component made from tubes of steel bonded by industrial-grade adhesives to cast aluminum sideplates. A quick-change cassette-style gearbox and a slipper clutch, along with top-spec braking and suspension package rounded out this very exotic machine.

Rules changes may have made the bike obsolete for Superbike competition, but with those looks, the roadgoing version still should have sold well. Unfortunately, a few reliability issues and a sparse dealer network meant failure there as well. Like many bikes of the period, fuel-injection mapping was a bit primitive and, with around 134hp on tap, performance obviously can’t compete with modern 1000cc machines, but Tornados handle extremely well and will certainly generate interest wherever bikers gather.

From the original eBay listing: 2003 Benelli Tornado TRE 900 LE for Sale

This is my 2003 Benelli Tornado TRE Limited Edition LE, 150 were produced from homologation into the World Superbike Championship. 40 were slated for the United States but a claimed 30 were actually imported Stateside. MSRP was a whopping $36,500. Its a DOHC 900cc 4-valve triple with 6 speeds. The engine is canted forward for better weight distribution and balance having the cooling radiator in the rear – hence the dual rear fans. That’s the idea anyway.

The LE also gave you Marchesini wheels, front and rear Ohlins suspension, carbon fiber bodywork, carbon fiber tank and clutch cover, adjustable headstock and swingarm, titanium exhaust, magnesium engine covers, sandcast cases, dry clutch and probably more. Its a very different bike than the standard Tornado TRE, even the electronics are different. The battery is mounted under the motor and not under the seat. Service manual and factory cover are also included.

I bought it from the original owner 5 years ago but I’ve ridden it maybe only twice as part of my larger collection. It was restarted and serviced this month from it’s dormancy by Distefano’s Performance in Imperial, PA. The shop owner had been a regional service representative for Benelli and knows these bikes well. Mileage is original 5994 miles.

Clear  street title in my name. It comes with the Benelli suitcase (the race kit with swing arm pivot inserts, swing arm shaft and rear sprockets). Also comes with its Benelli rear paddock stand. It has the factory optional Arrow exhaust but the stock exhaust is also included.

The seller’s asking price is $15,500 which seems to be in the ballpark for these when they come up for sale. Styling is both striking and elegant, and looks especially stunning in these silver/green colors. The dash is a bit dated, but comprehensive and very functional, with a couple of stylish touches to make it look just a bit more special. And note the very slim, carbon-fiber turn signals and the delicate license plate holder. Surprisingly, the bulky exhaust shown is actually the optional Arrow bit and the stock component especially spoils the styling a bit, looking like it’s been pulled off the back of a Suzuki from the same period.

-tad

All I Want for Christmas: 2003 Benelli Tornado TRE 900 LE for Sale
Ducati December 19, 2019 posted by

Road and Track: 2005 Ducati 749R for Sale

You’d think that, for sportbike owners, homologation specials would be the ultimate ride. And they technically are, but the whole point of homologation is to meet production requirements that allow certain parts to be used on a company’s racing machines, whether or not they result in a better finished product. So it turns out a slightly steeper steering head angle will allow a bike to transition faster? That’s great, but you have to use that same design on a certain number of machines available for sale to the public. Unfortunately, the advantages for road riders may be nonexistent in many cases. Or even a step backwards: flat-slide carburetors often found on 80s homologation bikes are generally less practical than the constant velocity units that came on the standard bikes. Luckily, the Ducati 749R manages to be a fantastic road bike, in addition to providing the foundation for a first-class racebike.

The 749R was developed to compete in the World Supersport championship. Unlike World Superbike, the rules for this series are very strict and allow extremely limited modifications to keep costs for the teams competing under control. WSBK machines are based on the production bikes, but liberal changes to the bodywork, suspension, and engine are permitted. Supersport rules, on the other hand, are so strict that even the stock wheels had to be retained! In order for Ducati’s 750 v-twin to compete on equal terms with the 600cc inline fours from the Japanese manufacturers within these narrow parameters, the 749R ended up being one of the trickest machines they’d ever produced.

Available between 2003 and 2006, the 749R used larger, titanium valves, titanium rods, a lightweight crank, magnesium cam covers, and high-compression pistons with a much larger bore. The larger 94mm pistons were combined with a shorter, 56mm stroke to help it safely rev higher and gave an actual 749.5cc, unlike the 749 and 749S that had 748. Power was up from 108 to 121hp, and a slipper clutch helped keep the rear tire from locking up during hard downshifts.

The frame was modified significantly and included an adjustable steering head. Suspension was heavily revised to match, with a different rear suspension linkage, a WSBK 999-style swingarm, and top-of-the-line Öhlins components at both ends. Radial Brembos up front meant the bike shared the 999R’s stopping power, as well. The bike featured adjustable ergonomics as seen on the solo-seat 749S but actually had a smaller range of adjustment, due to the larger-diameter racing exhaust taking up some of the underseat space. Lightweight Marchesini wheels were used and the 2004 model year bikes were clad in carbon-fiber bodywork. Later years switched to a new, lightweight plastic, which works well but isn’t nearly as sexy. The lightweight bodywork was paired with a larger fuel tank with increased capacity and exclusive to the 749R.

The 749R is an excellent sports motorcycle, with pedigree and performance. It’s rare, too: supposedly just 500 originally made it to North America. But you paid a premium for that speed and rarity: in 2005, the 749S sold for $14,795 versus $21,995 for the 749R. For 99% of riders, the 749S was just as effective, for a much lower price.

From the original eBay listing: 2005 Ducati 749R for Sale

2005 Ducati 749R limited production #0172. Bike was meticulously maintained and needs nothing. It has a Termignoni racing pipe and exhaust, CRG quick adjust racing levers, Brembo front and rear brakes, adjustable titanium racing pegs, shifter and brake lever. Ohlins front and rear Suspension and steering dampener, forged Marchesini Forged rims and many carbon fiber parts. Please no low ball offers and no joy rides. I’m happy to answer any serious questions about the bike.

The Seller is asking for a $10,999 starting bid, with a Buy It Now of $16,892. In spite of all the high-spec bits and limited production, these are still usable roadbikes, as this example can attest: it’s no garage queen, with 17,000 miles on the odometer. Not bad for an homologation machine with race-bred Italian heritage. Buyers shouldn’t necessarily worry about a Ducati with that kind of mileage: if properly maintained, the basic components are pretty durable. The usage probably does damage the bike’s collectability a bit, since folks picking up R-spec bikes these days are most likely well-heeled Ducatisti, and low-mile bikes tend to command more interest and higher values. If you have to have the very best though, just in a smaller package, this could be an excellent dual purpose sportbike that’s even more at home on track than on the road.

-tad

Road and Track: 2005 Ducati 749R for Sale
Ducati December 12, 2019 posted by

Champagne Taste on a Beer Budget: 2001 Ducati 996 Biposto for Sale

Ducati’s instantly recognizable 916 series of superbikes remain surprisingly affordable, considering their pedigree and perceived rarity. But the same basic design was in production from 1994 to 2004 and Ducati made a shedload of them. Sure, the SPS and R bikes are extremely rare, but regular production bikes like this 996 Biposto aren’t too hard to find in good shape, although most have accumulated way more mileage than seen here…

The 996 debuted in 1999 as an evolution of the 916. It might look virtually identical, but featured a host of subtle upgrades to the original bike, including changes to the frame, fuel injection and, most notably, the engine. The original 916 cases started to fail under racing conditions when punched out beyond 955cc, a disadvantage when World Superbike rules allowed twins up to 1000cc. The revised engine was first seen in the 916SPS and the 996 used the same cases, although the rest of the engine was in a lower state of tune, with milder cams and injection tuning to match.

It was followed by the 998 in 2002 that saw the introduction of the “Testastretta” or “narrow-head” engine that offered significantly improved power, making the 998 the fastest version of the bike, although a torque-rich 112 horses meant that the 996 was considered to be plenty fast. An Öhlins shock is matched to a set of quality Showa forks, and I much prefer these later five-spoke wheels to the original 916’s three-spoke design.

Right now, it seems like the 996 is the value proposition of the group. The 916 is the original and desirable for that reason, and the 998 the most powerful and well-developed. It’s not the fastest, or the rarest, but if you want a 916-style bike, this 996 Biposto offers a blend of handling and power, along with marginal passenger accommodations if your significant other is both petite and brave. And yellow bodywork

From the original eBay listing: 2001 Ducati 996 Biposto for Sale

Yes, this bike only has 1806 original miles! Collect it or ride it? You choose. Sharp looking yellow 996 that GP Motorcycles just changed all the fluids on and just replaced the timing belts. Bike still has original tires so you would want to change those if you are going to ride the bike but other than that, this thing is ready to go. Don’t miss out on this classic Ducati Superbike.

GP Motorcycles down in San Diego is offering this very clean, very low-mileage 996 for $6,999.00. Aside from the corroded paint on the brake fluid cap and the fogged headlight lenses, it’s very clean and comes with a set of Arrow slip-ons that were a popular choice when the bike was new. They aren’t my favorite in terms of exhaust note, but easy to change if you don’t like them. If you’re looking for a very sharp collectible and can’t spring for one of the more exotic Ducatis, this would be a pretty low-priced way to pick up a pretty pristine example of Tamburini’s iconic superbike. Assuming you’re okay with yellow, instead of classic Ducati red.

-tad

Champagne Taste on a Beer Budget: 2001 Ducati 996 Biposto for Sale
Ducati November 20, 2019 posted by

Truth in Advertising: 1993 Ducati 888 SPO for Sale

It’s common for manufacturers to fudge things a bit when identifying their cars and motorcycles. Often, the name specifically referred to at least the approximate size of the engine, but liberties are often taken, especially when the displacement changes, but the name stays the same. The Mustang 5.0? Actually 302ci works out to 4948cc, which you should probably round down to 4.9 liters… But it’s pretty close at least, and sounds much cooler. Can you imagine Vanilla Ice crusin’ in his four-point-nine? Bike manufacturers are even worse about rounding things off to sound good. The Norton Commando 850 was packing 828cc, and the Ducati Pantah 600 had 583cc. Fortunately, Ducati redeemed themselves with the oddly-specific 888 SPO…

Until the introduction of the the also-accurately-named 851, Ducati made do with air/oil-cooled engines, and relied on their light weight and agility to compete against more poerful machines. Unfortunately, the handling of Japanese superbikes continued to improve by leaps and bounds, and the Italians knew the only way to stay competitive in production racing would be to evolve. Ducati’s 851 superbike was powered by an extensive redesign of their 90° v-twin that added liquid cooling and four valves per cylinder, with all eight actuated by the company’s famed Desmodromic system. The system basically eliminated valve float, although high mean piston speeds were a much bigger issue for a 10,000rpm v-twin. A more important advantage probably came from the ability to use more aggressive cam profiles to both open and close the valves.

The 888 that followed naturally used a slightly larger, more developed version of that engine. A six-speed gearbox backed by an exotic dry clutch gave racing credibility, along with that characteristic Ducati rattle that is often louder than the exhaust at idle, especially on a stock bike. Two versions of the bike were available in most markets: the 888 Strada and the higher-performance 888 SP5. The SP5 wasn’t road-legal here in the USA, so we got a bike that really slotted in between the two Euro versions called the SPO or “Sport Production Omologato” that was intended to homologate the bike for AMA racing. Unlike the Strada, the SPO had a solo-seat tail, upswept exhaust for more cornering clearance, and an Öhlins shock. A heavier steel subframe was used in place of the SP5’s aluminum unit, and the engine was basically in the same state of tune as the Strada, with around 100hp and a meaty torque band.

From the original eBay listing: 1993 Ducati 888 SPO for Sale

1993 Ducati 888 SPO with 4824 original miles and in excellent condition.  

Purchased new in the Seattle area and stayed a local bike all its life. Documented history throughout its 4824 miles, beginning from original purchase agreement in 1993 (pictured). Last full service (includes belts adjustment) done at 4600 miles in 2015. All major parts are original, including radiator (pictured) which shows matching usage/wear to the bike’s mileage. Pipes were upgraded to Ferraccis back when the bike was new, and coolant hoses were replaced during the last service in 2015. Also recently replaced the fairing fasteners to period correct OEM fasteners as the gold plating on the originals were faded due to age.

Title is free and clear, and comes with 2 original keys and owners manual. Stand is not included.

This bike has very low miles and includes the desirable, period-correct Fast by Ferracci exhaust is a nice option that should add a period-correct exhaust note. The seller is asking a very steep $16,500 for this one, but it’s very original, well-kept, and you’ll likely not find another in this kind of condition if you’re looking to grab an SPO for your collection.

-tad

Truth in Advertising: 1993 Ducati 888 SPO for Sale
Honda November 1, 2019 posted by

Featured Listing: Euro Spec 1994 Honda RVF750R RC45 for Sale

Certainly one of the most sought-after bikes of the 1990s, today’s Featured Listing RVF750R RC45 was the follow up to Honda’s extremely successful VFR750R or RC30. Ultimately, the RC45 didn’t have the same success in racing as their earlier RC30, but it wasn’t for lack of effort. The RC45 was every bit as polished and exotic, and used the same basic formula as the RC30: light and stiff aluminum beam frame, V4 with gear-driven cams, and a single-sided swingarm. The RC45 was powered by a 749cc, 90° V4 with gear-driven cams and the “big bang” firing order that gave the Honda V4s their characteristic sound and improved traction coming out of corners. The cam gears were moved from the center of the engine as is typically seen in motorcycles, including the RC30, to the side of the engine to improve packaging, while sophisticated PGM-FI fuel injection replaced carburetors.

Total displacement of the new V4 was almost identical to the earlier bike to squeeze under the limit for to meet World Superbike regulations, but the bore/stroke were changed significantly from 70 x 48.6mm to 72 x 46mm, making the engine more oversquare to reduce piston speed and increase revs. Titanium connecting rods helped reduce reciprocating mass and magnesium castings kept the overall weight of the engine down, while a slipper clutch helped keep the rear tire from locking up during downshifts.

Showa adjustable suspension components at both ends of the aluminum beam frame kept the odd-size 16″ front wheel and 17″ rear wheel in contact with the ground, with the rear hoop mounted to a distinctive, ELF-developed single-sided swingarm that helped ease wheel changes during endurance racing events. So why didn’t the RC45 match the RC30’s success, particularly in WSBK? Well, the RC30 was incredibly innovative when it was introduced, so perhaps the competition from the other manufacturers had just caught up to Honda. I’ve also heard rumor that the new engine was incredibly difficult for privateers to tune. Regardless, it was still an amazing piece of engineering from Honda, and one of the most desirable superbikes of the era.

From the Seller: Full-Power Euro Spec 1994 Honda RVF750RR RC45 for Sale

This is the very first RC45 model to be brought into South Africa (one of only 3), it was imported brand new. I bought it from a collector and since then have fitted new tyres, chain, battery and had all the fluids replaced. She rides beautifully and sounds eargasmic, note that this is the full power model as noted by the ED demarcation on the PGM-Fi. 34,000km (21,250 miles). All bodywork and the screen is OEM Honda, and the only aftermarket bits are the Yoshi exhaust, and the indicator deletion. (Which are readily available from Honda, and can be arranged). No rust or oxidation due to our favourable, dry climate, and careful storage by myself and the previous owner. Tool kit and paddock stand will be included in the sale.

A rare opportunity to own, ride and enjoy the ultimate 90s superbike. A reasonable asking price of $35,000 includes free shipping and crating to any location, worldwide. Please contact Justin via email justin@redladder.co.za

Just 200 were made worldwide, making this a very rare machine. The mileage isn’t barn-find-low, but Hondas are built to last and this still appears to be a very sharp machine. Keep in mind that these are incredibly rare, finding the parts and an experienced specialist to refresh your 0-mile RC45 could be a real headache. This one looks ready to ride and enjoy!

-tad

Featured Listing: Euro Spec 1994 Honda RVF750R RC45 for Sale
Ducati August 17, 2019 posted by

Venti­quattro: 1993 Ducati 888

The follow-on evolution of the wildly successful 851, the Ducati 888 had a short, but equally productive life span. Championed by Doug Polen on the world’s SBK stage Ducati was victorious in both 1991 and 1992 campaigns. As a street bike, the 888 continued on through 1994. However by 1993 the SPO models in the lineup were already powered by the next revolution in Ducati firepower, the 916cc desmoquattro engine (as was the SBK racer). However the 888 was still a very stout street bike, and the overall update to the 851 made this an outstanding platform in its own right. Often overlooked as simply the bridge to the 916, the 888 is worth a serious look if you are a riding enthusiast.

1993 Ducati 888 for sale on eBay

Born from the punched out sports production (i.e. homologation) 851 model, the 888 featured the larger displacement engine that the nomenclature on the fairing might suggest. And the engine was not the only updates piece of the 888 puzzle. Notable designer Pierre Terblanche (yes, of the 999 infamy), reworked the styling of the 851 to lengthen the lines and produce an evolved shape. In many ways, this makes the 888 look physically bigger than the 851, yet it is equal or smaller in the most significant dimensions (wheelbase, overall length, height, etc). These longer lines are echoed in some of Terblanche’s other designs, including the Supermono. Overall, the 888 is a visually striking machine. Aurally, the fuel injected, liquid cooled, 4-valve per cylinder with desmodronic action L-twin remained a booming beast, offering low down torque and an intoxicating higher RPM rush. Formidable on the racetrack as well as the street, the 888 was the middle child that never seemed to get the accolades of the younger or older siblings. It is, on the whole, the rarest of the 851/888/916 trio.

From the seller:
This is a nice 888 with 14026 miles. It needs nothing and was just serviced. It starts and runs good with everything in good working order.

The 888 that Ducati imported into the US was an SP0 model. Note that this was during a tumultuous period in Ducati’s history, before they hit it big and really made strides in consistent manufacturing. Record keeping was marginal, and many models changed mid-year simply due to parts on hand. That being said, the 888 came to America to go racing – in AMA Superbike. Thus, all of the US imported (i.e. federalized) 888s are homologation machines. You can check the VIN number in positions 4-6: “1” for street bike (versus race only), “H” for homologation (versus super sport, super bike, monster, etc), and letters for variation on street bike (i.e. A,B,C), or numbers for the racers. A reported 200 units were imported in 1993, and about half that number in 1994. Of course by the end of 1994, nobody wanted a 888 anymore. The 916 had arrived. That makes the SP0 a rare example – and one to hold on to.

There is not much info about this particular bike, nor too many pictures. It has apparently just had a service (good), and seems to have been thoroughly enjoyed given the mileage (14026). The 851/888 models are far more comfortable than the 916 series that followed, and the engines have proven to be extremely durable provided that the usual belt/valve/oil change services have been completed regularly. Parts are still available, and performance is more than adequate for any para-legal street activities. Best of all, the bidding starts at a reasonable $7k. You get the sound and the status of Ducati ownership, along with the visceral presence of the bike and the rarity of the US homologation model. Win win win. Check it out here and Good Luck!!

MI

Ducati August 9, 2019 posted by

Featured Listing: 1990 Ducati 851 Strada for Sale

Update 8.24.2019: This bike has SOLD to an RSBFS reader! Congratulations to buyer and seller! -dc

Ducatis tend to evolve gradually, rather than in sudden leaps, and the 916 was no exception. Sure, the wasp-waisted styling was a shocking change but, underneath, much of it had been seen before, in one form or another. Significantly, the four-valve, liquid-cooled Desmoquattro engine had been increasing in size and improving since it was introduced in today’s Featured Listing Ducati 851, and the trellis frame was a development of the 888 that followed.

Introduced in 1987, the 851 was the first production four-valve Ducati sportbike, their first bike in years able to compete on relatively level terms against the Japanese manufacturers in top-level classes, and Ducati had their eye on the new World Superbike series where the new bike would go head-to-head against a host of inline fours. It weighed in at around 405lbs dry, and the new v-twin was good for 105hp and a top speed of 155mph. And while the switch from carburetors to fuel injection was a tricky one for many manufacturers, Ducati’s Weber-Marelli set up was very refined and responsive.

Early 851s came with a 16″ front wheel that pretty much ruined the handling, but that was quickly rectified and subsequent versions were considered some of the best handling bikes of the period. The aluminum tank replaced by steel in 1992, a curved radiator replaced the standard unit, and the styling was revised slightly. But visually, differences are pretty subtle, even between the 851 and 888, so it helps that they have “851” or “888” emblazoned proudly on the sides of the bike to help differentiate them.

Today’s Featured Listing is a very nice example of what appears to be an 851 Strada. As always, the Italian lack of imagination is visible here, as the 851 obviously describes exactly the engine’s displacement and this “Strada” version simply means it’s in roadgoing or “street” specification, as opposed to the “Kit” or “Corsa” models intended for racing. or conversion into race bikes. The bike is also listed on Craigslist and the seller is asking $10,000 for this very clean example of one of Ducati’s most significant sportbikes, with just over 5,500 miles on the odometer.

From the Seller: 1990 Ducati 851 Strada for Sale

This is a highly collectible, modern classic, show-winning super bike. I purchased this bike 14 years ago with 1,800 original miles. Upon purchasing the bike I took it to Ted’s BMW in Scotts Valley and the bike was given a complete maintenance service under the supervision of Adam Cecchini. All maintenance recommendations by Ducati were completed at that time. Cecchini MotorSports also did the most recent safety/maintenance check. The price reflects the care and maintenance lavished upon this bike as well as its collectibility. According to Ducati expert Michael Cecchini, the 1990 white frame and white wheels with the contrasting Anniversary Russo red paint give the 1990 the freshest look of any Ducati. Michael has also stated that he feels that the 1990 is the most appealing. You may find a cheaper 851 but you will not find a better 851.

This bike is original with the exception of after market Staintune High Rise exhaust, Penske rear shock and mirrors. I have all original parts to revert back to stock. I also have detailed maintenance logs. Included in the sale are 4 numbered limited addition Ducati prints.

The Staintune exhaust is a quality, period-correct upgrade with a bit more bling than traditional Termignoni carbon tubes. The frame sliders should be good for protecting the bodywork in tipovers, and appear to use existing mounting points to avoid needing holes cut. It also looks like there is a headlight modulator installed, as you can see the light sensor mounted in the cockpit. If one is installed, removal should be very easy if you want to return the bike to a more stock configuration. Certainly, white frames and wheels are a total pain to keep clean, but they do look very classy and I doubt any new owner will be riding it often enough to make dust and grime a problem. With all the evolution going on, there’s a good bit of parts-interchangeability between Ducati models, so it should be relatively simple to maintain your superbike in the years to come, in some cases with updated or improved parts! Or as long as gasoline is still available, in any case… It’s not one of the rarer SP or Tricolore bikes, but is in very nice, collectible condition, the perfect thing to complete your Ducati superbike portfolio!

-tad

Featured Listing: 1990 Ducati 851 Strada for Sale