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Cb 50 1972 Motorcycles for sale
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1972 Honda Cb 750
$10,899
Greer, South Carolina
Category Trikes
Engine -
Posted Over 1 Month
This beautiful trike with classic looks and awesome coloring will blow your mind. It runs fantastically and is in like new condition. Come check out this awesome Lehman Trike today!
2017 Honda CRF50F
$2,800
Island Park, New York
1972 Honda CB350 twin Bike is all original, perfect donor for full restoration or sweet cafe racer / scrambler Original paint is very good for a 40+ year old bike Everything works correctly; Electric start, Blinkers, Horn, Headlight H/L, tail lights Matching keys for seat,tank & ignition. Bike starts right up & engine runs strong Bike is mechanically sound. New OEM honda air filters New Chain New Seat cover Carbs were taken apart and fully rebuilt
2012 Suzuki Boulevard C50 T
$2,300
Plymouth Meeting, Pennsylvania
1972 Honda CB350. Excellent condition, survivor. Starts and Runs great. Mechanically soundGood tires. Original paint, seat chrome etc. 10,944 milesReady to ride
1972 Honda Cb 750
$9,000
Anderson, South Carolina
Category Custom Motorcycles
Engine -
Posted Over 1 Month
Originally a 1992 Harley Davidson FXDC Dyna Glide Custom with 30K miles. I have original speedometer with odometer reading at time of removal. Not just a show chopper but carefully designed to be a comfortable daily driver. Over 5 years of time and energy invested. All factory VIN and serial numbers are intact so no issues registering with DMV or insurance. Titled as a 1992 Harley Davidson Dyna Glide. Frame was modified by Redneck Engineering (Liberty, SC). 43 degrees rake (40 neck & 3 trees) with 65 mm Wide Glide forks. Neck area has been reinforced and professionally TIG welded. Bike geometry was carefully calculated for the correct trail. Both high and low speed stability is excellent (no flop at low speeds or wobbles at high speeds). H-D Evolution 80 ci (rebuilt H-D factory re-manufacturing program Oct12), HD 5 speed transmission with extended main shaft (wide tire upgrade) and HD stock primary, Crane Fireball HI-4 single fire ignition with coil, Ness Big Sucker air cleaner, Samson Big Gun Slasher exhaust, & HD alternator, stator, and rotor (installed new 2012). 250 rear tire on 18 X 8.5 chrome spoke wheel 120 front tire on 21 X 3.25 chrome spoke wheel Hawg Halter front brakes with HD stock rear. BDL hand controls with 5/8 bore brake, cable operator clutch with switches (start, kill, turn L/R, horn, & Hi/Lo beam), Dakota Digital speedo/tach, Custom foot controls with JayBrake master cylinder. All wiring is run internal using high quality automotive wire (TXL). Wire is clearly labeled and all electrical components mounted for easy access. Blue LED accent lighting hidden throughout the bike for visibility and show which can be turned on/off using hidden rocker switch. Over 50 custom handmade parts: Sissy bar, custom engraved poker chip gas cap, Lucky 7 sissy bar insert, front LED turn signals, points cover, neck covers, front fender struts, swing arm light inserts, coil cover, handlebars,etc. House of Kolor custom paint with "Lady Luck" them throughout. A well built, reliable custom chopper.
1972 Honda CB450
$22,998
St. George, Utah
Category Custom Motorcycles
Engine -
Posted Over 1 Month
** IF YOU ARE SEARCHING FOR THAT ULTIMATE FLAWLESS BIKE THAT IS A ONE OF A KIND, EXCEPTIONAL IN EVERY RESPECT... THEN SEARCH NO MORE!! ** This pristine 100th Anniversary Road King that's dripping in chrome has over 50 thousand dollars and has been meticulously maintained! An award-winning, magazine featured, one-off masterpiece that will literally blow your socks off!! (the pics don't even come close to the wow factor). "Super Heroes to Real Heroes" is a 9-11 tribute theme bike, extremely detailed airbrushing by master airbrush & paint artist Dan Langston. It starts out with all Marvel super heroes and ends with our real heroes; a policeman, fireman & EMT. Not only is the bike LOADED with add-ons & accessories, it comes with the original 100th anniversary parts. H-D factory build sheet & invoice, all paperwork AND Tons & Tons & Tons of extras; 4 seats, 3 windshields, 3 handlebars, 2 sets of pipes, the list goes on and on and on (you'll need a truck just to put all the boxes of extras in)!! I am the original one owner of this prize-winning bike. Text or call me for more info or a good offer. I've got to sell, hate to do it but I've got to do it. ** JUST LOWERED PRICE!!!!! ** I'm telling you-this is the deal of a lifetime!! (I will be more than happy to give you a complete rundown on everything about the bike).
2014 Honda NC700X
$9,175
Bloomfield Hills, Michigan
1972 Honda CB750 K2, This 72 CB750 has had a professional 100% nut and bolt restoration and has less than 50 miles since complete mechanical and cosmetic restoration. Restored by Phil's Cycle "The Honda Doctor" in Waterford Michigan who just retired after 48 years of business. It had a complete engine rebuild with all new bearings, seals, gaskets, rings, etc. Powdercoated Frame, swingarm, and misc brackets. All hardware professionally zinc plated. New Rims, spokes, tires. Original HM341 Pipes in excellent shape. New Chain & sprockets, seat, brakes, etc. You must see this bike if you are looking for an awesome CB750. Out the door pricing including all taxes and fees is $9999
Honda : Other Classic 1972 Honda CT90 Trail 90 dual purpose dualpurpose not ct70 z50 cb350
$1,200
Bronxville, New York
Year -
Make -
Model -
Category -
Engine -
Posted Over 1 Month
Very nice street legal vintage Honda, runs very strong, all light work, tranny shifts perfect, engine starts at first kick. Bike is all original. Clear title.
Honda : CB 1975 honda cb 750 f super sport 3 126 original miles 1 owner from new
$9,900
Chicago, Illinois
Year -
Make -
Model -
Category -
Engine -
Posted Over 1 Month
800x600 1975 HONDA CB750F SUPER SPORT – ALL ORIGINAL SURVIVOR! 3,126 ORIGINAL MILES, FRAME # CB750F-1007544, Manufactured 2/75 800x600 This Honda 750 Super Sport epitomizes the late 1970’s sportbike/cruiser that became a permanent part of Honda’s reputation and still represents the classic style… Please scroll past the description and terms for more photos! The condition of this machine is highly original and un-restored. It has 3,126 original miles from new. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Honda 750 Super Sport is completely original and has never been apart. It is in un-restored and in very nice condition, and is a true historical document that should be preserved and ridden. This machine has been in my collection, is started on a regular basis, and ridden occasionally to make sure everything still works. When I purchased the bike, it had been sitting for some time in completely original condition. I went through the machine top to bottom and checked all of the major engine, transmission, and braking components for functionality and safety. The gas tank was still in beautiful condition, with no wear evident, the carburetors were inspected, cleaned, and re-installed, the air filter checked, all fluids changed, and both front and rear brakes were taken apart cleaned, re-built, and re-installed, the consequence of the bike sitting idle for a long period of time. The tires on the front and rear are the original type and size for the machine and appear to be the original tires to the machine. The tires and tubes have NOT been replaced and, while not as soft and pliable as when they were new, are in amazing original condition. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very nice original condition. The seat is original and the upholstery is in perfect condition with no rips, tears, or wear of any kind, and the Honda script on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. The 4 into 1 Honda exhaust is also original to the machine, and is in beautiful condition. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the low original mileage. The aluminum parts are in excellent condition overall, but due to the originality, I did not want to go too far polishing any parts. The paint is the original Candy Sapphire Blue, and is visually stunning. The original decals and badges are still applied to the gas tank, fairing and sidecovers. All of the plastic fairings, covers, etc. are in excellent condition and not in need of any type of repair. The 750 Super Sport on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. This bike is really great to ride and very fast for the period. There is absolutely NOTHING that needs to be done to this machine to ride it occasionally and enjoy it as a showpiece. Unlike a lot of collector motorcycles for sale on the internet, this 750 is ready to ride and not in need of any expensive service once you get it home. I am always looking for new machines to add to my collection. Please contact me if you have something interesting available! TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Honda motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, you are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the Honda 750 Super Sport, read on past the photos… 800x600 CB750F Super Sport History: Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike was targeted directly at the US market after Honda officials, including founder Soichiro Honda, repeatedly met with US dealers and understood the opportunity for a larger bike. Under development for a year, the CB750 offered two unprecedented features, a front disc brake and a transverse straight-4 engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These two features, along with the introductory price of $1,495 ($9,475 in current money), gave the CB750 a considerable advantage over its competition, particularly its British rivals. Cycle magazine called the CB750 "the most sophisticated production bike ever" upon its introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph (190 km/h) top speed, the fade-free performance of the braking, the comfortable ride and excellent instrumentation. The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. The bike offered other important features that added to its compelling value: electric starter, kill switch, dual mirrors, flashing turn signals, easily maintained valves and overall smoothness and freedom from vibration both underway and at a standstill; later models (1991 on) included maintenance-free hydraulic valves. On the other hand, the bike was difficult to get on its center stand and tended to throw chain oil onto its muffler. Unable to gauge demand for the new bike accurately, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than diecasting for the engines – the factory being unsure of the bike's reception. The bike remained in the Honda lineup for ten years, with sales totaling over 400,000 in its life span. The CB750 is sometimes referred to as a Universal Japanese Motorcycle or UJM. The Discovery Channel ranked the Honda CB750 third among the top ten greatest motorbikes of all time. Specifications: Claimed power: 58hp @ 8,000rpm Top speed: 114mph (period test) Engine: 736cc air-cooled SOHC transverse-mounted inline four Weight (dry): 449lb (227kg) Fuel capacity/MPG: 4.8gal / 35-55mpg Price then: $2,152 And more insight from articles on the 750 SS… The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase. Then the 1977 Honda CB750F2 Super Sport, the CB750F2, was introduced in 1977. The F2 featured Honda’s ComStar wheels with dual disc brakes at the front while the 4-into-1 exhaust exited through a new muffler with a slightly deeper exhaust note. Changes inside the engine (larger valves and more radical cams) improved power to around 60hp at the rear wheel, but at higher rpm (now 8,500 compared with the F’s 8,000rpm) and with the redline stretched to 9,500rpm. To emphasize its sportiness, the engine was powder coated black. At over 540 pounds with a half tank of gas, the F2 was also the heaviest 750 so far (with the exception of the 750A automatic), and 10 pounds heavier than the 4-pipe touring K model. Yet in spite of the extra weight, and the fact that the 28mm Keihins now had accelerator pumps, fuel consumption improved slightly to 45mpg. Most testers considered the F2 to be the best Honda 750 so far, the result of continual refinement and improvement that had created a comfortable, fine handling motorcycle with performance that just about kept pace with the GS750. All was not perfect in paradise, however. During a 10,000-mile extended test, Cycle Guide’s F2 dropped a valve, destroying a piston and the cylinder head. The cause, they speculated, was insufficient heat treatment of the valve. Testers also emphasized some problems with the 750’s transmission, notably missed shifts, false neutrals and a tendency to drop out of gear. Also noted was a lack of steering stability. The life of a test mule includes some pretty vigorous riding, and the dropped valve occurred after a series of full throttle drag strip takeoffs attempting to verify Honda’s claim that the F2 was capable of sub-13 second standing quarters. “We didn’t abuse the CB750,” concluded Cycle Guide’s review, “but we pushed it to its limits — and then just past.” Further, the F2’s ComStar wheels — light alloy rims riveted to pressed steel struts — were largely unloved. Honda claimed they embodied the advantages of both cast and spoke wheels without any of the disadvantages. Few liked the appearance of the struts or the rivets, and the latter would prove to be troublesome. Rivets can loosen over time, compromising the integrity of the wheels. If you’re considering buying any Honda with ComStar wheels, check them carefully. While used Super Sports aren’t exactly rare, good ones are. As the sportiest bike in Honda’s mid-1970s stable, they seem to have received more than their fair share of abuse, victims, perhaps, of over-enthusiastic owners. But parts are plentiful, and thanks to their simple build they’re easy to work on and generally hugely reliable, making them a great usable classic. MC Motorcycle Classics magazine, by Richard Backus, May/June 2010 It could certainly be argued, that the progenitor of the 1970s superbikes was the four-cylinder Honda CB750, a machine first introduced in 1969 and the precursor to the 1976 Honda CB750F Super Sport featured here. Honda definitely wowed the motorcycling community with the CB750, but it didn’t hold the top spot for long. By the time Honda was marketing the CB750 K4 in 1974, plenty of luster had worn off the model. For one thing, competing manufacturers were producing faster motorcycles — like the aforementioned Z1. And thanks to the 1973 Arab oil embargo, fuel economy had become an important concern in the North American market. In response, Honda detuned the CB’s 736cc power plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were only about 50 ponies at the rear wheel. By comparison, the 1974 Z1 produced a claimed 82 horsepower. The CB750, once the lightning rod for a new generation of Superbikes, had suddenly become the old man in the group. Much of the performance market Honda had created was lost to them, and in 1975 Honda wasn’t even going to offer a standard CB750. Instead, Honda planned to spice things up by replacing the four-pipe CB750 with the 1975 Honda CB750F Super Sport. The Super Sport was an improved machine, complete with a four-into-one header and muffler system, revised frame geometry featuring a lengthened rear swingarm, a rear disc brake and a longer gas tank with a new seat and rear cowl. There were yet more changes. Honda returned some of the lost horsepower to the 736cc engine through various internal improvements, including an increased compression ratio (from 9:1 to 9.2:1) and revised cam timing. In Honda’s world, the Super Sport, with 58 horsepower, would be the company road burner while the newly introduced liquid-cooled, horizontally-opposed four-cylinder Honda GL1000 Gold Wing would take over as Honda’s big touring bike. CB loyalists weren’t going to let the four-pipe CB750 disappear, however, and for 1975 Honda ended up offering all three big models. Enter the Super Sport Marcos Markoulatos, a mechanic at Baron MINI in Merriam, Kan., is a fan of 1970s Japanese motorcycles. Born one year after the Honda CB750F Super Sport was introduced, Marcos got his first motorcycle, a 1984 Yamaha Maxim 700, when he was 22. He had put an extra $1,000 down on a house he and a friend were buying, and his friend gave him the Yamaha. And while the Yamaha was his first “motorcycle,” it definitely was not his first powered two-wheeler. When he was 14, and for the two years after, he could regularly be seen riding a Honda Express moped around his hometown. Marcos didn’t like the Maxim 700’s upright, cruiser-style handlebar, so he swapped it for a flat, straight drag bar and rode the Yam for three or four years. But then he discovered offroading and started spending more time playing with a Jeep, and the Maxim saw less and less use. It wasn’t long before the motorcycle was for sale. “I’d had my fun with the Yamaha, and even though it was a great bike, I wasn’t really in love with it,” Marcos says. A couple of years later, though, and Marcos was itching to ride again. “Motorcycling was something I couldn’t kick, and I started to look around on the Internet,” he explains. Not entirely sure what he was looking for, Marcos found himself researching 1970s Japanese motorcycles. “Japanese machines of that era seem to be plentiful and dependable — economical to own and purchase,” Marcos says. Eventually, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a particularly rare machine manufactured for only two years, in 1979 and 1980. When Marcos couldn’t find one, he looked into building his own version of a Wes Cooley Replica, but learned that would be a costly proposition. And then, as fate would have it, he was talking motorcycles with a co-worker who said he had a 1972 Honda CB750K2 sitting in warehouse storage. It had been stored for 15 years, Marcos says, and he bought it for pennies on the dollar, but there was no title and the engine was stuck. None of that really worried Marcos, however, and he set about getting the Honda running, installing a used but clean set of Flame Sunrise Orange side covers and a matching gas tank. Marcos got the bike tuned up and ready to ride just in time to have to put it away for the winter late in 2008; he didn’t get to ride it until the spring of 2009. Lucking out In the interim, still searching Craigslist and other Internet sites, Marcos discovered our feature 1976 Honda CB750F Super Sport for sale in Chanute, Kan., just two hours southeast of his home in Lawrence, Kan. “Basically, I was addicted to searching Craigslist, and the (CB750F) was close and the price was right,” he says. At $1,800 the price wasn’t bottom dollar, but the seller was the second owner and the bike was obviously very well cared for. All of the factory decals are in place, the plastic lenses are crystal clear, and many of the yellow paint dots, applied at the factory during assembly, are still clearly visible on various nuts and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a little bit more than 12 pounds. Yet a few extra pounds didn’t bother Cycle magazine’s tester, and they were quite happy with how the machine handled. In its May 1975 issue, Cycle said: “The CB750F, tighter gearing not withstanding, is going to get shaded in a straight-line contest of speed with, say a Z-1. But it handles better than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles like a bike at least a hundred pounds lighter.” Press Reports “The fact remains that it will just whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorcycle.” — Cycle, May 1975 “Performance-conscious riders will enjoy the added power and acceleration which have brought the machine back to the fringes of the Superbike category, with the added benefit of improved handling.” — Cycle Guide, July 1975 “It handles better than any other standard large Japanese bike I know, which makes it more fun than Honda 750s have ever been.” — Cycle World, November 1975 “The Honda 750F aims to please on too broad a scale to be a truly great motorcycle in any single category. But to label that as bad would go against the fact that Honda has a sold a huge number of K models since 1971.” — Rider, Winter 1976 “The acceleration, handling and braking are spirited enough to keep your adrenaline pumping.” — Cycle Guide, March, 1977 Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase.
Honda : CB 1975 HONDA CB 750F SUPER SPORT, 3,126 ORIGINAL MILES, 1 OWNER FROM NEW
$9,900
Chicago, Illinois
Year -
Make -
Model -
Category -
Engine -
Posted Over 1 Month
800x600 1975 HONDA CB750F SUPER SPORT – ALL ORIGINAL SURVIVOR! 3,126 ORIGINAL MILES, FRAME # CB750F-1007544, Manufactured 2/75 800x600 This Honda 750 Automatic epitomizes the late 1970’s sportbike/cruiser that became a permanent part of Honda’s reputation and still represents the classic style… Please scroll past the description and terms for more photos! The condition of this machine is highly original and un-restored. It has 3,126 original miles from new. The frame and engine numbers are factory correct and original. It is the 750 cc engine. The gearbox is also original to the machine. This Honda 750 Super Sport is completely original and has never been apart. It is in un-restored and in very nice condition, and is a true historical document that should be preserved and ridden. This machine has been in my collection, is started on a regular basis, and ridden occasionally to make sure everything still works. When I purchased the bike, it had been sitting for some time in completely original condition. I went through the machine top to bottom and checked all of the major engine, transmission, and braking components for functionality and safety. The gas tank was still in beautiful condition, with no wear evident, the carburetors were inspected, cleaned, and re-installed, the air filter checked, all fluids changed, and both front and rear brakes were taken apart cleaned, re-built, and re-installed, the consequence of the bike sitting idle for a long period of time. The tires on the front and rear are the original type and size for the machine and appear to be the original tires to the machine. The tires and tubes have NOT been replaced and, while not as soft and pliable as when they were new, are in amazing original condition. The rims are also the original Honda rims, as are the spokes, and overall, the wheels are in very nice original condition. The seat is original and the upholstery is in perfect condition with no rips, tears, or wear of any kind, and the Honda script on the rear of the seat is sharp and clear. The engine and transmission are in excellent interior condition due to the low mileage and absence of any type of harsh conditions or abuse throughout its life. The 4 into 1 Honda exhaust is also original to the machine, and is in beautiful condition. A complete cleaning and detailing was performed, and although detailing on an original machine is never completed, the overall condition of the finishes is remarkable considering the age of the machine, and is in line with the low original mileage. The aluminum parts are in excellent condition overall, but due to the originality, I did not want to go too far polishing any parts. The paint is the original Candy Sapphire Blue, and is visually stunning. The original decals and badges are still applied to the gas tank, fairing and sidecovers. All of the plastic fairings, covers, etc. are in excellent condition and not in need of any type of repair. The 750 Super Sport on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. This bike is really great to ride and very fast for the period. There is absolutely NOTHING that needs to be done to this machine to ride it occasionally and enjoy it as a showpiece. Unlike a lot of collector motorcycles for sale on the internet, this 750 is ready to ride and not in need of any expensive service once you get it home. I am always looking for new machines to add to my collection. Please contact me if you have something interesting available! TERMS: $500 DEPOSIT WITHIN 48 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage Honda motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this item and win, you are expected to pay for the item and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the Honda 750 Super Sport, read on past the photos… 800x600 CB750F Super Sport History: Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike was targeted directly at the US market after Honda officials, including founder Soichiro Honda, repeatedly met with US dealers and understood the opportunity for a larger bike. Under development for a year, the CB750 offered two unprecedented features, a front disc brake and a transverse straight-4 engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These two features, along with the introductory price of $1,495 ($9,475 in current money), gave the CB750 a considerable advantage over its competition, particularly its British rivals. Cycle magazine called the CB750 "the most sophisticated production bike ever" upon its introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph (190 km/h) top speed, the fade-free performance of the braking, the comfortable ride and excellent instrumentation. The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. The bike offered other important features that added to its compelling value: electric starter, kill switch, dual mirrors, flashing turn signals, easily maintained valves and overall smoothness and freedom from vibration both underway and at a standstill; later models (1991 on) included maintenance-free hydraulic valves. On the other hand, the bike was difficult to get on its center stand and tended to throw chain oil onto its muffler. Unable to gauge demand for the new bike accurately, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than diecasting for the engines – the factory being unsure of the bike's reception. The bike remained in the Honda lineup for ten years, with sales totaling over 400,000 in its life span. The CB750 is sometimes referred to as a Universal Japanese Motorcycle or UJM. The Discovery Channel ranked the Honda CB750 third among the top ten greatest motorbikes of all time. Specifications: Claimed power: 58hp @ 8,000rpm Top speed: 114mph (period test) Engine: 736cc air-cooled SOHC transverse-mounted inline four Weight (dry): 449lb (227kg) Fuel capacity/MPG: 4.8gal / 35-55mpg Price then: $2,152 And more insight from articles on the 750 SS… The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase. Then the 1977 Honda CB750F2 Super Sport, the CB750F2, was introduced in 1977. The F2 featured Honda’s ComStar wheels with dual disc brakes at the front while the 4-into-1 exhaust exited through a new muffler with a slightly deeper exhaust note. Changes inside the engine (larger valves and more radical cams) improved power to around 60hp at the rear wheel, but at higher rpm (now 8,500 compared with the F’s 8,000rpm) and with the redline stretched to 9,500rpm. To emphasize its sportiness, the engine was powder coated black. At over 540 pounds with a half tank of gas, the F2 was also the heaviest 750 so far (with the exception of the 750A automatic), and 10 pounds heavier than the 4-pipe touring K model. Yet in spite of the extra weight, and the fact that the 28mm Keihins now had accelerator pumps, fuel consumption improved slightly to 45mpg. Most testers considered the F2 to be the best Honda 750 so far, the result of continual refinement and improvement that had created a comfortable, fine handling motorcycle with performance that just about kept pace with the GS750. All was not perfect in paradise, however. During a 10,000-mile extended test, Cycle Guide’s F2 dropped a valve, destroying a piston and the cylinder head. The cause, they speculated, was insufficient heat treatment of the valve. Testers also emphasized some problems with the 750’s transmission, notably missed shifts, false neutrals and a tendency to drop out of gear. Also noted was a lack of steering stability. The life of a test mule includes some pretty vigorous riding, and the dropped valve occurred after a series of full throttle drag strip takeoffs attempting to verify Honda’s claim that the F2 was capable of sub-13 second standing quarters. “We didn’t abuse the CB750,” concluded Cycle Guide’s review, “but we pushed it to its limits — and then just past.” Further, the F2’s ComStar wheels — light alloy rims riveted to pressed steel struts — were largely unloved. Honda claimed they embodied the advantages of both cast and spoke wheels without any of the disadvantages. Few liked the appearance of the struts or the rivets, and the latter would prove to be troublesome. Rivets can loosen over time, compromising the integrity of the wheels. If you’re considering buying any Honda with ComStar wheels, check them carefully. While used Super Sports aren’t exactly rare, good ones are. As the sportiest bike in Honda’s mid-1970s stable, they seem to have received more than their fair share of abuse, victims, perhaps, of over-enthusiastic owners. But parts are plentiful, and thanks to their simple build they’re easy to work on and generally hugely reliable, making them a great usable classic. MC Motorcycle Classics magazine, by Richard Backus, May/June 2010 It could certainly be argued, that the progenitor of the 1970s superbikes was the four-cylinder Honda CB750, a machine first introduced in 1969 and the precursor to the 1976 Honda CB750F Super Sport featured here. Honda definitely wowed the motorcycling community with the CB750, but it didn’t hold the top spot for long. By the time Honda was marketing the CB750 K4 in 1974, plenty of luster had worn off the model. For one thing, competing manufacturers were producing faster motorcycles — like the aforementioned Z1. And thanks to the 1973 Arab oil embargo, fuel economy had become an important concern in the North American market. In response, Honda detuned the CB’s 736cc power plant — increasing efficiency, but decreasing horsepower. Where the 1969 CB750 produced around 67 horses, for 1974 there were only about 50 ponies at the rear wheel. By comparison, the 1974 Z1 produced a claimed 82 horsepower. The CB750, once the lightning rod for a new generation of Superbikes, had suddenly become the old man in the group. Much of the performance market Honda had created was lost to them, and in 1975 Honda wasn’t even going to offer a standard CB750. Instead, Honda planned to spice things up by replacing the four-pipe CB750 with the 1975 Honda CB750F Super Sport. The Super Sport was an improved machine, complete with a four-into-one header and muffler system, revised frame geometry featuring a lengthened rear swingarm, a rear disc brake and a longer gas tank with a new seat and rear cowl. There were yet more changes. Honda returned some of the lost horsepower to the 736cc engine through various internal improvements, including an increased compression ratio (from 9:1 to 9.2:1) and revised cam timing. In Honda’s world, the Super Sport, with 58 horsepower, would be the company road burner while the newly introduced liquid-cooled, horizontally-opposed four-cylinder Honda GL1000 Gold Wing would take over as Honda’s big touring bike. CB loyalists weren’t going to let the four-pipe CB750 disappear, however, and for 1975 Honda ended up offering all three big models. Enter the Super Sport Marcos Markoulatos, a mechanic at Baron MINI in Merriam, Kan., is a fan of 1970s Japanese motorcycles. Born one year after the Honda CB750F Super Sport was introduced, Marcos got his first motorcycle, a 1984 Yamaha Maxim 700, when he was 22. He had put an extra $1,000 down on a house he and a friend were buying, and his friend gave him the Yamaha. And while the Yamaha was his first “motorcycle,” it definitely was not his first powered two-wheeler. When he was 14, and for the two years after, he could regularly be seen riding a Honda Express moped around his hometown. Marcos didn’t like the Maxim 700’s upright, cruiser-style handlebar, so he swapped it for a flat, straight drag bar and rode the Yam for three or four years. But then he discovered offroading and started spending more time playing with a Jeep, and the Maxim saw less and less use. It wasn’t long before the motorcycle was for sale. “I’d had my fun with the Yamaha, and even though it was a great bike, I wasn’t really in love with it,” Marcos says. A couple of years later, though, and Marcos was itching to ride again. “Motorcycling was something I couldn’t kick, and I started to look around on the Internet,” he explains. Not entirely sure what he was looking for, Marcos found himself researching 1970s Japanese motorcycles. “Japanese machines of that era seem to be plentiful and dependable — economical to own and purchase,” Marcos says. Eventually, he decided what he really wanted was a Suzuki GS1000S Wes Cooley Replica, a particularly rare machine manufactured for only two years, in 1979 and 1980. When Marcos couldn’t find one, he looked into building his own version of a Wes Cooley Replica, but learned that would be a costly proposition. And then, as fate would have it, he was talking motorcycles with a co-worker who said he had a 1972 Honda CB750K2 sitting in warehouse storage. It had been stored for 15 years, Marcos says, and he bought it for pennies on the dollar, but there was no title and the engine was stuck. None of that really worried Marcos, however, and he set about getting the Honda running, installing a used but clean set of Flame Sunrise Orange side covers and a matching gas tank. Marcos got the bike tuned up and ready to ride just in time to have to put it away for the winter late in 2008; he didn’t get to ride it until the spring of 2009. Lucking out In the interim, still searching Craigslist and other Internet sites, Marcos discovered our feature 1976 Honda CB750F Super Sport for sale in Chanute, Kan., just two hours southeast of his home in Lawrence, Kan. “Basically, I was addicted to searching Craigslist, and the (CB750F) was close and the price was right,” he says. At $1,800 the price wasn’t bottom dollar, but the seller was the second owner and the bike was obviously very well cared for. All of the factory decals are in place, the plastic lenses are crystal clear, and many of the yellow paint dots, applied at the factory during assembly, are still clearly visible on various nuts and bolts. Surprisingly, the CB750F gained some weight over the standard CB750 — a little bit more than 12 pounds. Yet a few extra pounds didn’t bother Cycle magazine’s tester, and they were quite happy with how the machine handled. In its May 1975 issue, Cycle said: “The CB750F, tighter gearing not withstanding, is going to get shaded in a straight-line contest of speed with, say a Z-1. But it handles better than any of the other Japanese Superbikes. Despite the longer wheelbase and stability-oriented steering geometry, the Honda CB750F handles like a bike at least a hundred pounds lighter.” Press Reports “The fact remains that it will just whip the tires off your typical, tricked-out café racer. Highbars, turn-indicators and all, it really is a super sporting motorcycle.” — Cycle, May 1975 “Performance-conscious riders will enjoy the added power and acceleration which have brought the machine back to the fringes of the Superbike category, with the added benefit of improved handling.” — Cycle Guide, July 1975 “It handles better than any other standard large Japanese bike I know, which makes it more fun than Honda 750s have ever been.” — Cycle World, November 1975 “The Honda 750F aims to please on too broad a scale to be a truly great motorcycle in any single category. But to label that as bad would go against the fact that Honda has a sold a huge number of K models since 1971.” — Rider, Winter 1976 “The acceleration, handling and braking are spirited enough to keep your adrenaline pumping.” — Cycle Guide, March, 1977 Normal 0 false false false EN-US X-NONE X-NONE MicrosoftInternetExplorer4 The Honda CB750F Super Sport was born out of Honda's desire to regain its position as a motorcycle pacemaker. When Henry Ford launched the Model T in 1908, there was nothing else like it, and the T established a design template that defined the automobile for more than a decade. The problem? Ford was still building the T in 1928, and the market had moved on. By continuing to manufacture the same basic car, Ford maximized the benefits of mass production, but at the cost of market leadership. After years of snapping at Henry’s heels, the Dodge Brothers, Louis Chevrolet and the rest streaked out front. Something similar happened to Honda in the 1970s. The 1969 Honda CB750 Four mapped out the future for motorcycles. And like the Model T, it stayed in production for just a little too long. By 1975, the Kawasaki Z1 with its 903cc DOHC engine had leapfrogged ahead of the CB750. And waiting in the wings were The Suzuki GS750 and the Kawasaki KZ750, both aimed squarely at the market Honda had built, and creating along the way what was to become known as the Universal Japanese Motorcycle or UJM: the air-cooled, 2-valve, DOHC across-the-frame inline four. Honda’s response to the challenge was conservative. In 1975, the 750 K5 with its distinctive stacked mufflers was joined by the Honda CB750F Super Sport with a sportier 4-into-1 exhaust. The Honda CB750F also wore a new, slimmer-looking (but 0.3-gallon larger) gas tank with a recessed filler covered by a lockable plate, and a disc brake replaced the rear wheel’s mediocre drum brake. In spite of its radical-looking (for Honda) exhaust, changes to the basic 750 Four plot were minor. Reduced trail and a longer swingarm improved straight-line stability, while a stiffer frame and suspension changes improved handling in the corners. And although the engine was claimed to be unchanged, the new exhaust system brought minor adjustments to valve timing and carburetion, which, according to Cycle magazine, also eliminated the K-bike’s off-idle flat spot. Whether it was the new exhaust (and revised air box) or some undisclosed engine modifications, the F produced considerably more power than the K-bike. Cycle magazine recorded 58hp at the rear wheel compared with 49hp for the 1973 K3. This, combined with lower gearing, meant a standing quarter in the high 12s instead of the 13s. On the road, the improvements made for a comfortable ride and precise steering: “… it handles better than any of the other Japanese superbikes,” said Cycle. Fuel consumption was slightly worse at 43mpg versus the K’s 45mpg, perhaps because of the lower gearing and a 12-pound weight increase.
Triumph : Other 1969 Triumph 650 5-speed bobber
$9,500
Dunedin, Florida
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1969 Triumph 650 bobber, professionally built by Bison River Customs with less than 50 miles on it since completion. This bike has a fresh top end rebuild and rebuilt carburetor, forks were disassembled, inspected, powder coated and reassembled with new seals. It also features a front disc brake from a newer Triumph T-140, linked to a CB-750 front master cylinder which is smaller but maintains the look and functions well! This bike was styled after the 1950s hard tail with period correct oil tank with an additional retro style external oil filter common on Harleys from the 1940s and 50s. It also features a 1950s style Exide, side mount battery box, opposite the oil tank. The engine is a 1972 T120RV with .060 0ver pistons. It is the rare 5 speed with an updated gear box. The countershaft sprocket is 21 tooth, which allows for lower rpms and less vibration at 55mph.The chain guard is a custom made black mini-skirt. The speedo on the bike was one that I put on to ride it but it looks good so it will stay with the bike, however the miles showing on it do not reflect miles on this bike. An old style choke lever is mounted on the left side of the handle bars and functions as it was intended. The indicator lights in the headlight bucket work and are set up to indicate low oil pressure, head light on and the green one indicates high-beam on. There are two chrome micro buttons on the handle bars, one is the kill switch and the other is for a horn. There is no horn on this bike but it can be added later if desired. It has a right side axel mounted license plate base with a with a S/S Model ‘T’ tail light with blue dot lens. Rear ribbed fender was custom ordered heavy gage aluminum from 7 Metal West, mounted with solid steel custom fabricated fender struts that are brushed and powder coated clear. Frame is powder coated gloss black as well as fork tubes and shrouds. Tins were professionally painted two tone, deep metal-flake black and blue by Wild Card Customs. Rims and hubs are powder coated and laced cross-3 with Buchanan stainless steel spokes and nipples, wheels are 19” rear and 21” front. A spring loaded chain tensioner was added from Monster Craftsman, which gives a lot of latitude for drive chain adjustment, helping to eliminate chain slap. This bike is a one kick starter with a Boyer electronic ignition and new 6 volt coils. Built to ride, and at around 300 lbs. total weight, this bike is designed to be fast, dependable and stop quickly in traffic. With a disc brake up front and spool hub brake in rear this bike stops very fast! Not a trailer queen but close to it, it has looks and sound that attract attention! Note: the mirror pictured does not come with the bike, it is there temporarily so I can drive the bike here legally while I run in the new piston rings. Though most of the parts on this bike are either rebuilt or new, there is no warrantee expressed or implied. Winning bidder is responsible for transport. Please look at all of the pictures before bidding. (European bidders; please check your local VAT and determine shipping costs to your country from Florida before bidding. I can assist in loading, but overland transport must be arranged by you to the closest ocean shipping port) Winning bidder must submit a $500.00 deposit via PayPal within 24 hours of auction close. Balance to be paid within 7 days via wire transfer or cash in person. Note my feedback and bid with confidence!
Other Makes : Italian Di Blasi Gas R7E folding motor scooter Italian 49cc Minty DiBlasi Folding Scooter - only 11 MILES on it - LIKE NEW!!!
$1,750
Tucson, Arizona
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Sells new for $2995.00 Plus $250.00 shipping. Go to foldingmotorbikes dot com for full information. They are the ONLY US Distributor if you want to buy it brand new. This can be folded and shipped ground UPS anywhere in the US - it weighs 65 pounds and the dimensions are listed below. I will securely box/pad it for you for $25.00 extra. For additional high resolution pictures contact me at RonKMiller@cs dot com where I will direct you to an online photo album full of high large high resolution pictures. The folding moped DI BLASI is the sole one which combines the comfort and the safety of the traditional mopeds to the possibility to be carried in other means of transportations (boats, campers, light aircrafts, cars). There are several small scooters available in the market. However often they are quite unsafe and uncomfortable just due to these small dimensions. On the contrary, the moped DI BLASI, when unfolded, has a wheelbase (93,5 cm) which allows a comfortable and safe riding position. When folded, its size is smaller than that of the mini scooters. There are some dismountable scooters in the market. The mopeds DI BLASI is the sole folding: it can be folded to the dimensions of a bag (79,5 x 35,5 x 61,5 cm), in 4 seconds and three simple steps, without using tools and without screwing or unscrewing any device; in the same easy and quick way it returns to be a normal moped. There are some light mini scooters available in the market but only the moped DI BLASI combines light weight (only 30 Kg) to safety and sturdiness. Several of the mini scooters available in the market have no type approvals. The moped DI BLASI, in the variant equipped with catalytic muffler (R7E.2 and R7ES.2), got the type approval according to Euro2 European regulations and DOT US approval. Therefore the moped DI BLASI is ideal for use in conjunction with campers, cars, boats, light aircrafts and in general for leisure activities. Furthermore it is the sole one suitable for drink & drive services, for services to rent-a-car companies or to garages for the collection of their cars, etc. It can be proposed also as business gift. The standard version R7E fits a frame made of high tensile carbon steel and painted with polyester powders. The version R7ES fits frame and hardware made of stainless steel (AISI 304) and therefore is ideal for use in conjunction with boats. On demand, the moped can be equipped with useful accessories: carrying bag, rear luggage rack. The 49,9 cc engine and the variomatic drive deliver a top speed of 45 km/h. The maintenance is simple and can be carried out in any repair shop. Owner's Manual SPECIFICATIONS: Dimensions Open: Overall length 128 cm (50,3")Wheel base 93,5 cm (36,8")Width 57,5 cm (22,6") Folded: Length 78 cm (30,7")Width 37 cm (14,5")Height 61 cm (24") Unladen mass 29,8 kg (64,9 Lbs)Rim size (front & rear) 5"Tyre size (front & rear) 4.00 - 5"Brakes drum diameter 70 mm (front & rear)Electrical equipment 12V - 65WTank capacity 3 litres (3 quarts)Fuel consumption 35 km/lt (approx)Maximum speed 45 km/h (30 mph)Seating capacity 1Engine manufacturer & model DI BLASI M1single cylinder, two strokebore 39 mmstroke 41,8 mmcylinder capacity 49.9 cccompression ratio 8,65 : 1maximum power 0,86 KW at 4000 rpmmaximum torque 2,56 Nm at 3000 rpmspark plug: NGK BR6HS or AC R42CF or BOSCH WR7A or CHAMPION QL7J5 or DENSO W20FSR-U or MARELLI CW7NR carburetor: DELL'ORTO SHA 14-12 main jet size: 53 choke tube: 12 mm fuel regular gasoline with 2% of 2 stroke oilprimary drive V-Belt variator ratios: min 1:1,577max 1: 3,736 secondary drive timing belt ratio 22/102 = 1 : 4,636starting foot kick starter This will be the 5th motorcycle I've sold on E-bay. Here's what buyers have said about their purchases from me: "Superb transaction to the UK, excellent goods, my pleasureA1++++++++++++++++++++++ " Sep-14-06 (1973 Honda CB 350F sold to a buyer from England) "Exceptional motorcycle--this seller has the goods" Sep-19-06 (1972 Kawasaki H1B 500 triple) "Great seller. Excellent product. Very accommodating with Buyer requests." Oct-09-06 (1990 Honda GB500) "Thank You...I looked at the bike yesterday and I love it . Best original Ct-90 I have ever seen." Oct-29-12 (1972 Honda Trail 90 with 240 miles) Amazing Ebayer!! Great to do business with! Extremely honest & very helpful.A++ May-05-2014 (1979 Honda Trail 90 with 135 miles)NOTE: Since this is 49cc it is not classified as a motor vehicle, hence there is no title available. It is sold with a bill of sale only. Ebay will not allow a listing under motorcycles unless you specify it has a title - a quirk in their listing system. I did not want to list it under "scooters" since this might give the impression is a toy or even worse made in China. The DiBlasi is made in Italy to full motorcycle standards with lights, horn, turn signals, etc.
Other Makes : Italian Di Blasi Gas R7E folding motor scooter Minty Italian 49cc DiBlasi Folding Scooter - only 11 MILES on it - LIKE NEW!!!
$1,500
Tucson, Arizona
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Sells new for $2995.00 Plus $250.00 shipping! Go to foldingmotorbikes dot com for full information. They are the ONLY US Distributor if you want to buy it brand new. This is the exact same model selling currently, there have been no changes in the design since this was manufactured. The Italian State Police run a fleet of these rugged, highly engineered folding scooters for urban patrol and helicopter ground support. If it meets their demands you know it is high quality. This scooter would be right at home in large (or small) American cities and a perfect commuter. When at your destination, fold it, pick it up and carry it up stairs, then stash it in your office or front closet. It does not smell nasty or LEAK ANY GAS even when stored on it's side. No battery needed to start it and it will run for weeks on a tank of gas. The only maintenance is airing up the tires every now and then - that's IT! I would estimate fuel mileage is 100 mpg. Simply mix a couple of ounces of synthetic two stroke oil with gas right in the tank for clean running. No insurance or license plate, registration, taxes, fees, helmet or even a driver's license is needed since it is not a "motor vehicle" at 49ccs. If it was 50cc it would be! This scooter has been in ARIZONA and that means NO corrosion due to our exceptionally dry air. Take a good look at the front wheel in the pictures to see how clean and UN-oxidized the metal components are. It starts first kick and runs like a Swiss - errr - Italian watch: slow. Top speed is 25 mph on a flat road. It WILL climb surprisingly steep hills at 5 mph (a brisk walk) since it has a variable ratio drive. Collectors from all over the world know the value of vehicles that have been stored in Arizona. That's exactly why the US Air Force stores thousands of planes here in Tucson. I used it with my plane for two trips then stashed it in my garage where it has resided for the past 13 years - untouched and unused. It needs a new home now that I've retired from aviation. This can be folded and shipped ground UPS anywhere in the US - it weighs 65 pounds and the dimensions are listed below. I will securely box/pad it for you and drop it off at UPS for $25.00 extra. The folding moped DI BLASI is the sole one which combines the comfort and the safety of the traditional mopeds to the possibility to be carried in other means of transportations (boats, campers, light aircrafts, cars). There are several small scooters available in the market. However often they are quite unsafe and uncomfortable just due to these small dimensions. On the contrary, the moped DI BLASI, when unfolded, has a wheelbase (93,5 cm) which allows a comfortable and safe riding position. When folded, its size is smaller than that of the mini scooters. There are some dismountable scooters in the market. The mopeds DI BLASI is the sole folding: it can be folded to the dimensions of a bag (79,5 x 35,5 x 61,5 cm), in 4 seconds and three simple steps, without using tools and without screwing or unscrewing any device; in the same easy and quick way it returns to be a normal moped. There are some light mini scooters available in the market but only the moped DI BLASI combines light weight (only 30 Kg) to safety and sturdiness. Several of the mini scooters available in the market have no type approvals. The moped DI BLASI, in the variant equipped with catalytic muffler (R7E.2 and R7ES.2), got the type approval according to Euro2 European regulations and DOT US approval. Therefore the moped DI BLASI is ideal for use in conjunction with campers, cars, boats, light aircrafts and in general for leisure activities. Furthermore it is the sole one suitable for drink & drive services, for services to rent-a-car companies or to garages for the collection of their cars, etc. It can be proposed also as business gift. The standard version R7E fits a frame made of high tensile carbon steel and painted with polyester powders. The version R7ES fits frame and hardware made of stainless steel (AISI 304) and therefore is ideal for use in conjunction with boats. On demand, the moped can be equipped with useful accessories: carrying bag, rear luggage rack. The 49,9 cc engine and the variomatic drive deliver a top speed of 45 km/h. The maintenance is simple and can be carried out in any repair shop. Owner's Manual SPECIFICATIONS: Dimensions Open: Overall length 128 cm (50,3")Wheel base 93,5 cm (36,8")Width 57,5 cm (22,6") Folded: Length 78 cm (30,7")Width 37 cm (14,5")Height 61 cm (24") Unladen mass 29,8 kg (64,9 Lbs)Rim size (front & rear) 5"Tyre size (front & rear) 4.00 - 5"Brakes drum diameter 70 mm (front & rear)Electrical equipment 12V - 65WTank capacity 3 litres (3 quarts)Fuel consumption 35 km/lt (approx)Maximum speed 45 km/h (30 mph)Seating capacity 1Engine manufacturer & model DI BLASI M1single cylinder, two strokebore 39 mmstroke 41,8 mmcylinder capacity 49.9 cccompression ratio 8,65 : 1maximum power 0,86 KW at 4000 rpmmaximum torque 2,56 Nm at 3000 rpmspark plug: NGK BR6HS or AC R42CF or BOSCH WR7A or CHAMPION QL7J5 or DENSO W20FSR-U or MARELLI CW7NR carburetor: DELL'ORTO SHA 14-12 main jet size: 53 choke tube: 12 mm fuel regular gasoline with 2% of 2 stroke oilprimary drive V-Belt variator ratios: min 1:1,577max 1: 3,736 secondary drive timing belt ratio 22/102 = 1 : 4,636starting foot kick starter This will be the 5th motorcycle I've sold on E-bay. Here's what buyers have said about their purchases from me: "Superb transaction to the UK, excellent goods, my pleasureA1++++++++++++++++++++++ " Sep-14-06 (1973 Honda CB 350F sold to a buyer from England) "Exceptional motorcycle--this seller has the goods" Sep-19-06 (1972 Kawasaki H1B 500 triple) "Great seller. Excellent product. Very accommodating with Buyer requests." Oct-09-06 (1990 Honda GB500) "Thank You...I looked at the bike yesterday and I love it . Best original Ct-90 I have ever seen." Oct-29-12 (1972 Honda Trail 90 with 240 miles) Amazing Ebayer!! Great to do business with! Extremely honest & very helpful.A++ May-05-2014 (1979 Honda Trail 90 with 135 miles)NOTE: Since this is 49cc it is not classified as a motor vehicle, hence there is no title available. It is sold with a bill of sale only. Ebay will not allow a listing under motorcycles unless you specify it has a title - a quirk in their listing system. I did not want to list it under "scooters" since this might give the impression is a toy or even worse made in China. The DiBlasi is made in Italy to full European Union motorcycle safety standards with lights, horn, turn signals, etc. These safety standard are equivalent and often surpass the US DOT standards.
