Honda Z_series_50 Motorcycles For Sale Motorcycles for sale

1976 Honda Z Series 50

$1,750

Portland, Oregon

1998 Suzuki Vz800 , I have a nice 1998 Suzuki Marauder for sale. It has a front windshield, locking forks for security and a bracket to secure your helmet, as well as a pair of saddle bags. It runs and looks great, new tune-up and oil change. I am the 2nd owner and I have owned this bike for 14 years! It is current with 2017 tags, clean title, no wrecks. If u would like to look at it.... call/text me at 503-709-9532 and lets make a deal Asking $1,750 OBO $1,750.00 5037099532

1988 Honda ZB50 1988 Honda ZB-50 For Sale

$3,500

Rancho Cucamonga, California

1988 Honda ZB50. Starts and runs perfect.FOR SALE, (RARE) This is the ZB50 you have been waiting for. Up for sale is an unmolested 1988 Honda ZB50 with low miles. I have 3 of these bikes for sale. More pix provided by request. All the ZB50's are rust free, clean, they all start and run. They all have titles. They all have 1600 miles or less Collectors dream of bikes like this. This bike is becoming more rare and hard to find complete, unrestored all original. Rare to find one in such great shape, The bike is 29 years old and looks amazing. Honda 1988 ZB50 - Nice Condition, Low MilesOnly 3,058 were produced for the US market.The US ZB50 was only available in 1988.Belongs to the Honda Z Series family of mini bikes.The ZB50 is a street legal motorcycle.Every part is original, OEM as it came from Honda, and unmolested.This bike is in great condition.It has a title.Current mileage 1600.The transmission is a 3-speed semi-automatic. Meaning you don't have to squeeze the hand lever during shifting.Starter is Kick style.Perfect and easy to ride for both children and adults alike.All electronics work on this bike. I have other bikes for sale as well. You can reach me at my number listed below. Buyer is responsible for pick-up and shipment of bike. Shipping in the continental US should be around $400-800. This is for professional insured motorcycle shippers dispatched thru USHIP. You can also ship it UPS or FedEx freight on a pallet. Ship the bike this way if you like, but don't expect good results. Please contact a reputable motorcycle shipping company. You can call or text me if you have any questions. Thanks for looking. Brian909-997-1487

Honda : Other BRAND NEW 2013 HONDA VT1300C STATELINE,WARANTY,1 MILE,RETAIL $12,500,SALE $9471

$9,471

Temple Hills, Maryland

CLINTON CYCLES HONDA presents: One of our Top Line Bikes: 2013 HONDA VT1300 CRA STATELINE[1 BLACK model for sale each at this price] BRAND NEW, FULL WARRANTY, FLAWLESS, file photos 1 ORIG. MILE! COMPLETELY STOCK, FULLY ELIGIBLE FOR ALL MAINTENANCE PROGRAMS AND EXTENDED WARRANTIES. * PRE-INSTALLED BATTERY TENDER LEADS *FULL 31 POINT INSPECTION * WE HAVE SHIPPED WELL OVER 1000 SALES BIKES AND CAN WORK WITH YOUR SHIPPER OF CHOICE OR SEE OUR SHIPPER RECOMMENDATIONS BELOW. * SHIP FEES ARE THE SOLE RESPONSIBILITY OF THE BUYER BUT WE WILL EASILY AND GLADLY ASSIST TO GET YOUR NEW HONDA MOTORCYCE SAFELY DELIVERED TO YOUR DOOR ! EVERY BIKE WE SELL IS ASSEMBLED TO PERFECTION BY A CERTIFIED HONDA TECH & FULLY INSPECTED !!! HONDA RETAIL IS $12,500 + FEES each bike !!! BUY NOW ONLY $9471* each bike !! Reserve is only $9371* each bike !!! 301-449-5900 ASK FOR TURK, VICK OR RED 10-7 TUE to FRI and 10-4 SAT OR 301-274-5089 ASK FOR BILL 8-4 MON to FRI CALL TURK OR VICK TO CLOSE AN EARLY DEAL ON THIS AWESOME BIKE. YES WE WILL MAKE A DEAL OVER THE PHONE, WITH A DEPOSIT, AND END THE AUCTION EARLY. YOU WILL LOVE THIS BIKE ! Up for sale is our (1) NEW 2013 Honda VT1300 CRA Stateline. This is part of our select top line of bikes. Each bike is kept indoors in our showroom. Clinton Cycles has been selling, servicing and handling all your motorcycle needs since 1972. Each Stateline has only 1 original miles from new !! and has the full factory Honda warranty(*). This bike comes as you see it in the photos. We also pre-install Battery Tender leads on all our bikes as well. The paint is a beautiful Deep Gloss Graphite Black and all the aluminum has NO corrosion, rust, spots, blemishes, dings, scratches, etc. There are NO light scratches, NO CRACKS!, in the bodywork. WE DO NOT STORE OUR BIKES OUTDOORS LIKE MANY DEALERS DO !!! Bike runs perfect. All fluids checked and ready to go. Fly in and drive home if you want...we'll pick you up !. All our motorcycles are 100% ready to go right from the store, no stories or excuses. Each bike sells new for well over $13,500 including all taxes, fees, etc.. Our price is ONLY $9471 + fees* each. Our reserve is ONLY $9371*, YES $9371* !!! with warranty, battery leads and Dealer Certified. Call Turk or Vick to close a deal on this awesome bike at 301-449-5900 10-7 Tues to Fri and 10-4 Saturdays. Yes, we will accept PAYPAL or CREDIT CARD for the entire amount but you will need to add those “paypal fees” to the final price if using Paypal (does not apply to credit card transactions). We have Full Honda and other financing available as well as Extended Service and Warranty Programs. Check out our selection of used bikes at Clinton Cycles and like us on Facebook. See a bike on our site you know a friend wants ?, Tweet it to them and we'll send you a $50 Gift Card if they buy it !. Here's the specs for this awesome bike below and don't wait because this bike won't last long at this price. American Honda Motor Company’s policy states the customer must come into our store to make the purchase of all new Honda motorcycles and atv’s. After the purchase has been made, the atv or motorcycle can be shipped or delivered at the buyer’s expense. All major credit cards and Paypal are accepted for payment with proper ID. If paying the entire amount of the motorcycle/atv [only] by Paypal, there will be a very small fee added as follows: [Paypal: + 2.9%]. This is NOT profit for the dealership as all ebayers know. This is the exact fee taken from the sale by Paypal. This fee does not apply to deposits, added accessories or any Maintenance Programs , Extended warranties or similar. Have a great day and Happy Bidding ! What you notice first about the Honda VT1300CRA Stateline is its dramatic styling — part Fury and part classic roadster, complete with seductively flared fenders and beefy front and rear tires. And the Stateline’s bold presence reflects its big appetite for taking you on big adventures, thanks to its roomy, stretched out seating position and its brawny 1,312 cc fuel-injected V-twin engine. Quiet, clean shaft drive, Combined Braking System with ABS, sure road-holding and compliant suspension... the Stateline has everything you need to turn the open road into your private playground. There’s a great big world of motorcycling adventure out there. What are you waiting for?Engine and Drivetrain1,312 cc liquid-cooled 52-degree V-twin delivers strong low-end and midrange torque, with ample power for passing and relaxed cruising.Powerplant design features special camshafts and a single-pin crankshaft to accentuate the engine’s character.Dual two-axis primary counterbalancers help to minimize harsh engine vibration without eliminating the powerful pulses transmitted by the traditional V-twin design.Each three-valve cylinder head features two 31 mm intake valves and a large 40 mm exhaust valve to produce optimum flow for the incoming air/fuel charge.Simple-to-service screw-and-locknut valve-clearance adjusters.Programmed fuel injection (PGM-FI) contributes to strong engine performance and low emissions.Electronic control unit (ECU) provides 3-D ignition maps for each cylinder, creating ideal spark advance settings for superb rideability and efficiency.Two spark plugs per cylinder for efficient combustion at all engine speeds.A unique dry-sump oil system utilizes a closed-crankcase design and places the oil tank inside the gearbox case. The result is a freer-revving engine for improved power and a lower engine height.Custom chromed shotgun-style exhaust system produces a unique deep exhaust note.Shaft final drive for smooth, low-maintenance operation.Five-speed transmission with carefully selected gear ratios for exciting roll-on performance.The compact radiator is tucked neatly between the frame’s front downtubes for a clean look without hampering cooling performance.To maintain the remarkably uncluttered look between the front cylinder and the front downtube/radiator area, the top radiator hose is hidden away beneath the front valve cover.Automatic cam-chain tensioners reduce maintenance requirements.Reliable electric-starter system.Sturdy clutch utilizes a rubber clutch-centre damper to ensure smooth and quiet shifting.Chassis and SuspensionCombined Braking System with ABS provides both the operating ease of linked front and rear brakes and the control of an advanced Anti-lock Braking System.High-mount steering head gives the frame a see-through, open-air look with plenty of breathing room between the tank/upper frame and the front cylinder head.Five-spoke alloy wheels hold a fat 170-series rear tire paired with a 17-inch front tire.A long wheelbase accentuates the Stateline’s stretched look and allows an ultra-low 680 mm (26.8 in.) seat height.The Stateline’s sleek lines cloak an ingenious single-shock rear suspension system with adjustable rebound damping and five-position spring preload adjustment for superb riding comfort that’s far above the norm for a chopper-style motorcycle.Additional FeaturesWide retro-styled pullback handlebar offers all day comfort.A wide selection of Honda Genuine Accessories allow you to add your personal touch.SpecificationsEngine TypeLiquid-cooled 52-degree V-twinDisplacement1,312 ccBore & Stroke89.5 mm x 104.3 mmCompression Ratio9.2:1Valve TrainChain-driven SOHC, 3 valves per cylinderFuel DeliveryPGM-FI electronic fuel injectionHorsepower @ RPM74 @ 5000TransmissionFive-speedFinal DriveShaftFront Suspension41 mm fork; 102 mm (4 in.) travelRear SuspensionSingle shock; 100 mm (3.9 in.) travelTires140/80 - 17 front; 170/80 - 15 rearBrakesFront single 336 mm disc with triple-piston caliper; rear single 296 mm disc with dual-piston caliper. Combined Braking System with ABS (Anti-lock Braking System)Seat Height680 mm (26.8 in.)Wheelbase1,785 mm (70.3 in.)Curb weight311 kg (686 lb) including required fluids and full tank of gas - ready to rideFuel capacity16.5 litresColourGraphite BlackWarranty12 months, unlimited mileage, freely transferable warranty; extended coverage available with Honda PlusMSRP$12,499 (*)Consult your salesman for warranty, shipping and additional fee details. We recommend the following shippers: #1 rated SIMPLYMOTORCYLESHIPPING.COM (855)-865-7447 ask for Alex Any bike shipped to any destination EAST of the Mississippi River only $499 !!! http://www.alldayautotransport.com www.keyboardmotorcycleshipping.com National Motorcycle Transporters: *Simply Motorcycle Shipping (855)865-7447 *Keyboard Motorcycle Shipping- (207)737-5797 International Transporters: *A to Z Imports (Shipping and Compliance)- (617)303-668-02 Website- www.atozimports.com.au Email- [email protected] *Schmacher Cargo Logistics- (562)408-6677 *Foytt Shipping "Bikes, Boats, RV's, Etc. For overseas"- (310)683-9141 *Ship International- (310)830-4000 Condition Disclaimer: We do our best to fully describe the condition of every motorcycle we sell and will gladly answer any questions when you arrive or call. IF YOU ARE NOT SURE ABOUT SOMETHING, PLEASE ASK! Vehicles listed are pre owned and may not come with all original items. We are happy to verify anything you ask. We reserve the right to cancel bids for excessive negative feedback. We reserve the right to end the listing if the vehicle is no longer available for sale. 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 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 vehicle at the buyer's request prior to the close of sale. Defects are issues that directly affect the operation, safety and running of the vehicle. Minor nicks, scratches, dings, cracks and imperfections are NOT defects as they DO NOT affect the proper operation of the vehicle. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle. Please contact seller for more warranty details. Maryland residents will need to pay the normal taxes and fees associated with any vehicle purchase. AD ID 1HD1BTY1X5Y049196 Normal 0 false false false EN-US X-NONE X-NONE

BMW : K-Series 2013 bmw k 1600 gtl like new super clean perfect one owner free shipping

$20,500

Cabot, Arkansas

Listing by Auction123.com copyright Auction123, Inc.Bruno's Powersports - 9514 AJ Patton Road Cabot, AR 72023 - 501-605-12102013 BMW K 1600 GTLPriced To Sell Fast!!! Click here for an XL view of the above Image PrevNext 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 DescriptionBasic InformationType: TouringMileage: 2513Title: ClearColor: silverCondition: UsedVIN: Z23214Trim: 1600 GTLModel: KMake: BMWYear: 2013DrivetrainNumber Of Speeds: 6Primary Drive (Rear Wheel): ShaftTransmission: ManualSafetyHeadlightFuel Level WarningRearview MirrorsTemperature WarningOther InformationExhaust GuardHard Side CasesHeel GuardsHelmet StorageLockable StorageLower FairingSide CoverUpper FairingWarrantyExisting Warranty: NoChassis & SuspensionFrame: AluminumFront Central Suspension StrutFront Suspension Brand Name: DuoleverFront Suspension Type: GirderFront Travel (in): 4.9Front Travel (mm): 125Number Rear Shock Absorbers: 1Rear Adjustable Rebound DampingRear Adjustable Shock / Spring Pre-LoadRear Suspension Brand Name: ParaleverRear Suspension Material: AluminumRear Suspension Type: Single Sided Swing ArmRear Travel (in): 5.3Rear Travel (mm): 135ComfortAdjustable LeversCruise ControlDigital InstrumentationTrip ComputerTrip OdometerEngineBore (in): 2.83Bore (mm): 72Carburetion Type: Fuel InjectedCompression Ratio: 12.2:1Cooling System: Liquid / OilCylinders: 6Engine Disp. to Weight (cc): 2.33Engine ImmobilizerEngine Size (cc): 1649Engine Size (ci): 100.6Engine Stroke: 4-StrokeEngine Type: Horizontal In-lineFuel Capacity (gal): 7Fuel InjectorFuel Injector Size (mm): 52Fuel Requirements: PremiumFuel Type: GasHorsepower: 160Horsepower (kW): 118Horsepower RPM: 7750Starter: ElectricStroke (in): 2.66Stroke (mm): 67.5Torque (Ft Lbs): 129Torque (Nm): 175Torque RPM: 5250US Miles Per Gallon (Hwy): 52Valve Configuration: DOHCValves: 24Valves Per Cylinder: 4BrakesABS BrakesFront Brake: Dual Hydraulic DiscFront Brake Diameter (in): 12.6Front Brake Diameter (mm): 320Linked Brake System Front to RearRear Brake: Hydraulic DiscRear Brake Diameter (in): 12.6Rear Brake Diameter (mm): 320SpecificationsBody Material: PlasticDry Weight (kg): 321Dry Weight (lbs): 708Front Tire (Full Spec): 120/70 ZR17Front Tire (Inches): 17Front Tire Aspect Ratio: 70Front Tire Speed Rating: ZFront Tire Width: 120Front Wheel Width (in): 3.5Fuel Capacity (liters): 26GVWR (kgs): 560GVWR (lbs): 1234Height (inches): 57Height (mm): 1465.6Length (inches): 97Length (mm): 2486.7Payload Capacity (kgs): 212Rear Tire (Full Spec): 190/55 ZR17Rear Tire (Inches): 17Rear Tire Aspect Ratio: 55Rear Tire Speed Rating: ZRear Tire Width: 190Rear Wheel Width (in): 6Seat Height (inches): 29Tube / Tubeless: TubelessWeight Capacity (lbs): 467Wet Weight (kg): 348Wet Weight (lbs): 768Wheelbase (in): 66.1Wheelbase (mm): 1680Wheels Composition: AluminumWidth (inches): 39Width (mm): 1000SpeedometerTachometer ContactPLEASE REMEMBER THE PRE-OWNED ITEM PICTURED IS WHAT YOU ARE BIDDING/BUYING AND ALL OTHER DETAILS AND AUCTION AGREEMENTS ARE LISTED HERE. TO THE BEST OF OUR KNOWLEDGE AND ABILITY WE TRY TO IDENTIFY ANY ISSUES OR CHANGES SO YOU KNOW EXACTLY WHAT YOU ARE BUYING SO THERE ARE NO SURPRISES. WE CANNOT GUARANTEE EXACT MODELS ON ANY ITEM SINCE PEOPLE FIX THEM UP WITH ACCESSORIES OFFERED IN THE AFTERMARKET WORLD. Bruno's Powersports 9514 AJ Patton Road Cabot, Arkansas 72023Ask for:Internet SalesMain:501-605-1210Email SellerEmail to FriendComplete and submit the form below to send a message to our dedicated sales team.* First Name:* Last Name:* Email:* Phone: Ext. Preferred Method:PhoneEmailMessage:Complete and submit the form below to send a link and your message to a friend.First Name:Last Name:* Your email:* Friend's email:We won't use this information for promotional purposes or disclose it to a third party.Message:GeneralDirectionsTerms BRUNOS POWERSPORTS LLC. 1-501-605-1210 9514 AJ PATTON RD CABOT ARKANSAS 72023 "'WHERE MOST DEALS ARE MADE WITH A SIMPLE PHONE CALL" A LICENSED, BONDED AND INSURED ARKANSAS POWERSPORTS DEALERSHIP. DESCRIPTION OF AUCTION ITEM: THIS IS A 2013 BMW K 1600 GTL. THIS BIKE IS PERFECT EVERYWHERE AND WAS TRADED IN BY A GUY FROM OUR LOCAL AIR FORCE BASE. THIS BIKE HAS NO SCRATCHES AND IS PERFECT EVERYWHERE YOU LLOK ON IT. THIS IS NO DIFFERENT THAN BUYING A BIKE OFF THE SHOWRROM FLOOR EXCPET ITS ALOT CHEAPER. THE TIRES ARE PERFECT, IT DOES HAVE ABS AND NAV AND ALL BAGS WORK PERFECT AND IT RUNS OUT LIKE A DREAM BELOW ARE SOME SPECIFICATIONS ON THIS BIKE. The BMW K1600GTL is a luxury mega-tourer. It falls into that category of bikes that has next to zero relevance to me at this point in my riding life cycle, as I've got no current plans to circumnavigate Australia or have a crack at the Saddlesore 1000. And yet I've actually been hanging out to get my hands on one of these things, because it features what I'd call the single coolest innovation I've seen on a motorcycle since I first put aside my prejudices and felt just how good the Piaggio MP3 tilting 3-wheeler is to ride. It's the second coolest thing I've thrown a leg over this week. We'll get to the headlight later. To start with, the GTL is a bit of a beast when it comes to basic specs. It starts with a 1649cc, inline 6-cylinder engine block that by all rights should make the bike a barrel-chested brute of a thing like Honda's old CBX. Except that it doesn't. Despite more than a whole supersport bike's worth of extra engine capacity, the K1600 engine barely makes itself noticed poking out of the fairings. You'd easily mistake it for a K1300 4-cylinder job if it didn't have a big chrome 6 on it, and BMW tout it as the lightest and narrowest 6-cylinder engine ever mass produced for a liter-plus motorbike. Tilted forward at a slightly odd-looking 50 degrees, the motor produces a healthy 158 horsepower and a stonking 175 newton-meters of torque, while revving out to around 8500 rpm. That's more than enough to make light work of the GTL's 348 kg wet weight – pulling power simply never feels like an issue and I'd happily hook up a caravan if I couldn't already make camp in the huge luggage allotment. K1600GT vs K1600GTL The GTL is the luxury upgrade to the K1600GT. As such it features slightly altered ergonomics for a more upright riding stance, and a standard top-box with built in passenger backrest. I didn't personally get along so well with the seating position, I found it made me slump a bit – but that's very much a personal thing. For reference, I'm a shade under 6 foot and weigh around 110 kg. None of the passengers I took out on the GTL had any complaints whatsoever. They're looked after with a big wide seat, nice chunky footrests and that most effective of selling points, the sturdy, reliable backrest. The luggage is enormous and spacious. Each of the removable side panniers will fit an XL helmet with room to spare, and you can fit two more lids in the top box. The top box is also removable, although you have to rummage around underneath all your stuff to get to the latch. There's also another two small compartments in the side fairings big enough for phones, wallets and the like – one of them has a built-in USB charger with an iPhone connection. Each of the luggage compartments opens at the touch of a button, and since there's so many, BMW has endowed the K1600GTL with central locking off the key fob so you can lock and unlock them all at once. Audio system The GTL also comes with a standard audio system (pretty much every extra on the GTL bar the ergonomics are options on the GT) that's nicely integrated into the bike's multi-control menu and operable off a toggle and scroll wheel on the left handlebar that's quite nice to use once you get the hang of it. The stereo on our test bike came pre-set on our local hits and memories station – and that felt pretty much spot on, so that's where it stayed. The audio system shares is also integrated with the in-dash, touch screen GPS, and can also plug into an iPhone or other USB audio player, complete with the ability to choose tracks directly through the dashboard menu. And if that wasn't enough, the whole thing is Bluetooth enabled so that if your tunes are lost in the wind noise of freeway riding, you can pipe them straight into your Bluetooth helmet. Bodacious. I'm not usually the kind of rider that likes listening to music as I go, but I thought I'd give it a go. The stereo adjusts its volume to account for wind noise as you speed up, and it sounds great around town. But at freeways speeds it gets pretty difficult to hear through a full face lid. And it's also easy to forget you're on a motorbike – I pulled up and parked outside a university campus at one point and wondered why everyone was staring at me … it took a minute to remember that it's not normal for motorcycles to blast "Money for Nothing" at ear-splitting volumes. Whoops. Other gadgetry BMW makes a good argument for consideration as the most technology-forward motorcycle company in the world. And the K1600GTL is more or less its technology flagship. So here's a quick rundown of some other gadgets it features that you wouldn't ordinarily find on your motorcycle: Fully electronic cruise control – I can't stress enough how lovely it is to have a good cruise system on a bike. You can rest your wrists on the highway, or just use it to keep yourself under your local area's idiot-friendly speed limits. Electronically operated suspension – this makes quite a noticeable difference. Set on "comfort" you can enjoy a nice soft ride that cushions the bumps on a highway very nicely but decks out the centerstand fairly early if you try to ride it hard. Pop it on sport, and the whole thing firms itself up to let you turn much more aggressively in the twisties. Tyre pressure warning system – over the years I've developed the ability to tell when my bikes are maybe 4-5psi down on tire pressure. This system takes away the need. Electrically adjustable touring screen – honestly, this is one of the most annoying features of this bike for me. I don't like screens much at the best of times, but the GTL's is a shocker. You have to drop it all the way down if you want to see the road surface in front of you clearly, but when you do, it forces a lumpy stream of buffeting wind right at your helmet. Raise it up higher and the buffeting wind disappears, but you have to look at the road through a curved bit of perspex, and it also creates a slight negative air pressure hole that draws your upper body forward at freeway speeds. There's probably an aftermarket fix out there but I spent a lot of time fiddling with the switch that I could have spent concentrating on other stuff. Switchable engine mappings, ABS and traction control – almost not worth a mention given how common these features are becoming on modern motorcycles, but all three systems work well here. Unfortunately it's a bit of a slog to go and turn off the traction control if you want to chuck a wheelie – but that's probably for the best. The ride You've doubtless read a tonne of other megatourer reviews that praise the way these behemoths handle once they're moving – and this is a fantastic example. At 348 kg (767 lbs), there's no getting around the fact that the GTL is a handful to push around. You'd better think about where you park it, and if you end up nosed into a downhill parking spot, you may well need help to get the big bugger out. Slip the clutch and get it moving though, and from walking pace upward the big K handles beautifully. At low speeds it's responsive and maneuverable enough to do figure-8s on, or dodge around blockages while you're lane-splitting in stopped traffic. Credit for the K1600GTL's superb steering has to go at least partially to Norman Hassock – BMW basically out-waited the patent life of the Hossack front end suspension system and re-branded it as "Duolever." It works superbly to deliver pinpoint-sharp steering at all speeds, to eliminate front-end dive under braking and maintain constant steering geometry under all conditions. Riding the GTL hard in the twisties, you're certainly aware you're on a weighty bike – particularly when you have to pull up hard from high speed for a corner entry. But the big ABS brakes are up for the job, and the bike's steering is light as a feather at all times, so it's actually a pleasure to play, even if its performance envelope is well down on sportier machines. Firing it out of turns is also quite a pleasure thanks to the surprisingly loud and throaty engine roar that develops when you wind the K1600 up – and there's muscle aplenty to trouble the traction control as you do. I will note that the GTL suffers a little from what I'd term overapplication of the luxury brush. I don't like it in cars either – there's a big difference between the immediacy and responsiveness and instant feedback of a sportscar, and the soft, neutered, unmechanical feel through the pedal of some luxury cars. In the K1600GTL, this manifests as a vagueness through the clutch lever that makes it difficult to find the clutch point, and a weird sense of disconnection between the throttle and the engine. It might add a touch of "class" to the feel of the ride, but I didn't appreciate stalling this giant thing more than a dozen times, often in embarrassing places. And I'm not a bloke that normally stalls bikes. The Headlights And now, with all that riding around rubbish out of the way, we get to the best bit. The K1600 series is the first in the world to feature an optional adaptive headlight that freakin' looks around the corners when you tip in. Here's the problem – headlights are designed to illuminate as much of the road in front of you as possible, but without shining directly in the eyes of other road users coming the other way. So they cut off with a horizontal line. Of course, when you lean a motorbike into a turn, that horizon line tilts with the bike, putting the side that you're turning towards downward and basically ensuring that you can't see where you're going: SHIPPING FREE SHIPPING ANYWHERE IN THE LOWER CONTIGUOUS 48 STATES. HAWAII AND ALASKA ARE EXCLUDED FROM THIS OFFER. FREE SHIPPING INCLUDES DELIVERY AND INSURANCE TO YOUR NEAREST UPS FREIGHT TERMINAL ANYWHERE IN THE COUNTRY. FOR AN ADDITIONAL $100.00 FLAT FEE, WE CAN SHIP ANY ATV DIRECTLY TO YOUR DOOR. CANADIANS, WE SHIP TO THE CLOSET FREIGHT TERMINAL TO THE BORDER FOR FREE. WE OFFER THE HIGHEST AND BEST COVERAGE ON OUR INSURANCE AND USUALLY YOUR ITEM IS DELIVERED WITHIN ONE WORK WEEK ONCE PAYMENT HAS BEEN RECEIVED. ALL ITEMS ARE CRATED AND INSURED FROM OUR SHOP TO THE TERMINAL OF YOUR CHOICE. FOR OTHER AUCTION ITEMS WE OFFER SUCH AS UTVs, SIDE-BY-SIDES, WATERCRAFTS, LARGER STYLE MOTORCYCLES AND OTHER ITEMS LARGER THAN A STANDARD ATV ARE EXCLUDED FROM THIS OFFER. DIFFERENT SHIPPING APPLIES AND ARE EXPLAINED ON THE AUCTION LISTING. http://ltl.upsfreight.com/ProductsandServices/ServiceCenterDir/default.aspx FINANCING IF YOU ARE LOOKING FOR A WAY TO GET THAT ITEM, FINANCING MAY BE AN OPTION. WE DO NOT OFFER FINANCING BUT WILL GLADLY HELP OUT. THIS IS WHAT YOU NEED TO DO: CHECK WITH YOUR LOCAL BANK OR CREDIT UNION. EVEN EBAY OFFERS GREAT FINANCING OPTIONS FOR ALL OF OUR PRODUCTS. WE WILL GLADLY GET YOU ANY PAPERWORK YOU WILL NEED TO GO THROUGH THIS PROCESS. INSPECTION OF WHAT YOU ARE BUYING WE HAVE QUALIFIED FULL-TIME MECHANICS ON STAFF TO REVIEW EVERY ITEM WE SELL. IF WE FIND SOMETHING WRONG WE EITHER FIX IT OR SELL AS-IS, AND LET YOU KNOW WHAT WE FOUND THAT MAY NEED TO BE FIXED TO MAKE IT A LIKE-NEW RIG. SOME PEOPLE CAN'T AFFORD TO BUY A PERFECT MACHINE OR PREFER TO PUT IN THEIR OWN "SWEAT EQUITY" WHICH MAKES BUYING A PRE-OWNED MACHINE ATTRACTIVE. WE CHECK BEARINGS, BRAKES, OIL COMPRESSION AND CHARGING SYSTEMS ON ALL ITEMS. OUR PRE-OWNED UNITS AND PARTS ARE AVAILABLE FOR INSPECTION AT OUR SHOP MONDAY THROUGH FRIDAY 9-5, AND SATURDAY BY APPOINTMENT. ADDITIONAL NOTES PLEASE REMEMBER THE PRE-OWNED ITEM PICTURED IS WHAT YOU ARE BIDDING ON AND ALL OTHER DETAILS AND AUCTION AGREEMENTS ARE AT THE BOTTOM OF THE PAGE. TO THE BEST OF OUR KNOWLEDGE AND ABILITY WE TRY TO IDENTIFY ANY ISSUES OR CHANGES SO YOU KNOW EXACTLY WHAT YOU ARE BUYING SO THERE ARE NO SURPRISES. WE CANNOT GUARANTEE EXACT MODELS ON ANY POWERSPORT ITEM SINCE PEOPLE FIX THEM UP WITH ACCESSORIES OFFERED IN THE AFTERMARKET WORLD. WINCH OPTIONS 3500 POUND WINCH IS $350.00 4000 POUND WINCH IS $425.00 4500 POUND WINCH IS $450.00 ALL WINCHES COME WITH A LIMITED LIFETIME WARRANTY THROUGH THE MANUFACTURER. PRICES INCLUDE WINCH PLATE AND INSTALLATION, ALL HAVE METAL GEARS. WE HAVE ALL WINCHES IN STOCK AND READY TO BE MOUNTED. WINCHES ARE INSTALLED AFTER THE VEHICLE IS PAID FOR. SNOWPLOWS COST 1250.00 INSTALLED WITH A 3500-POUND WINCH. SHIPPING WILL BE DELAYED BY 2 WEEKS AS WE DO NOT STOCK PLOWS. QUESTIONS ABOUT THE AUCTION THOMAS 501-281-2618 NATHAN 501-580-4206 ALL PAYMENTS TO BE MADE TO BRUNO'S POWERSPORTS, LLC. FOR ANY QUESTIONS CONCERNING PAYMENT AND SHIPPING, CONTACT SHARON AT 501-605-1210, 9AM - 5PM MONDAY THROUGH FRIDAY CENTRAL STANDARD TIME. DISCLAIMER ALL PRE-OWNED POWERSPORTS EQUIPMENT WILL HAVE SOME SCRATCHES AND FLAWS, NONE WILL BE PERFECT. TO THE BEST OF OUR ABILITY AND KNOWLEDGE, ANY ISSUE WE MAY HAVE IDENTIFIED DURING OUR INSPECTION, COSMETICALLY OR MECHANICALLY, WILL BE IN THE DESCRIPTION. HOWEVER, SINCE THESE UNITS ARE PRE-OWNED, WE MAY NOT BE ABLE TO IDENTIFY EVERY AND ALL DEFECT THAT MAY BE ASSOCIATED WITH THE UNIT. IF THIS MAY BE AN ISSUE FOR YOU, PLEASE DO NOT BID. IF YOU HAVE ANY ADDITIONAL QUESTIONS ABOUT OUR AUCTIONS NOT ANSWERED HERE, PLEASE GIVE US A CALL. FINAL NOTE: PLEASE UNDERSTAND THAT EVERYTHING WE SELL HAS BEEN ENJOYED BY SOMEONE ELSE AND IS USED. NOT ALL PEOPLE SEE CONDITION THE SAME. WE TRY OUR BEST TO DESCRIBE EVERYTHING TO THE BEST OF OUR ABITILITY. IF AN ISSUES ARRISES AFTER THE UNIT GETS HOME GIVE US A CALL TO TRY AND ASSIST YOU. PLEASE REMEMBER THESE ARE USED AND SOLD AS-IS. WE SELL THOUSANDS OF POWERSPORT UNITS AND DO OUR BEST TO PROVIDE YOU THE PRE-OWNED UNIT YOU ARE LOOKING FOR. THANK YOU FOR YOUR BUSINESS AND ENJOY YOUR NEW RIDE!!! Bruno's Powersports 9514 AJ Patton Road Cabot, Arkansas 72023 Click for Driving Directions Ask For:Internet SalesMain:501-605-1210 Hours of Operation (CST):Monday - Friday09:00am-05:00pmSaturday09:00am-02:00pmPlacing a Bid: Your bid constitutes a legally binding contract to purchase this vehicle. Please do not bid if you're not seriously interested or financially able to purchase this vehicle. Bruno's Powersports reserves the right to, Obtain and verify the registered information of all users who bid on this auction. Cancel any and all bids at our discretion, or end the auction early if necessary.Bidders Age: You must be 18 years of age or older to Bid. Special eBay Bid Retraction Rules: If you place a bid before the last 12-hour period of the auction: You may retract that bid before that last 12-hour period but only for exceptional circumstances. You will not be allowed to retract that bid during the last 12-hour period of the auction. If you place a bid during the last 12-hour period of the auction: You will be allowed to retract the bid for exceptional circumstances but only if you do so within one hour after placing the bid.Methods of Payment: For any questions please or phone Hazelle at 501-605-1210 prior to bidding.Methods of payment include cashiers check, bank wire, money order or personal check. Any item paid with a personal check wil be held for 14 days. Buyers Inspection: Bruno's Powersports has done our best to disclose all information known about this vehicle for auction. Bruno's Powersports welcomes a buyers inspection. If you plan to have a buyers inspection, please make sure you inspect the vehicle prior to the auction ending. Inspection fees if any are Buyers responsibility. Representations and Warranties made by seller: This vehicle is being sold "as is". Manufacturer's warranties may still apply. 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Trim BMW 1600 GTL

Honda : CB 1975 honda cb 750 f super sport 3 126 original miles 1 owner from new

$9,900

Chicago, Illinois

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

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.

Suzuki : RM-Z New 2016 RM-Z 250

$6,364

Charlotte, North Carolina

2016 Suzuki RM-Z250 The RM-Z250 continues to evolve for 2016, delivering a higher level of performance with suspension and frame advancements to improve its already class-leading handling, the addition of Suzuki Holeshot Assist Control (S-HAC), and extensive engine upgrades, bringing over 80 redesigned internal engine parts to the 2016 RM-Z250.Features may include:KYB Suspension - The 2016 RM-Z250’s suspension has been completely redesigned for improved handling, reduced weight and increased overall performance. The new KYB PSF2 air fork eliminates the coil spring, the heaviest part of a spring fork, resulting in a 1kg weight savings, and adjusting the suspension is now as simple as adding or subtracting air.Suzuki Holeshot Assist Control (S-HAC) - Designed for ease of use and maximum control of power to the ground, S-HAC lets you match the engine’s power delivery to the starting conditions. A new, three-stage version of S-HAC fitted to the 2016 RM-Z250 adjusts the ignition map for the initial moment of launch, then re-adjusts timing for the time the motorcycle moves through the starting gate area, then another adjustment is applied during the longer primary acceleration period.Redesigned Frame - Designed to improve the RMZ-Z250’s already outstanding handling characteristics, the 2016 frame has been modified resulting in greater cornering and straight line performance. The overall frame weight has been lowered by 2.5%.A-Mode: For hard surfaces or slippery conditions at the starting gate. In this mode, S-HAC alters ignition timing at the moment of launch and the ride over the gate to reduce wheel slip to deliver a smooth take off. It also advances ignition timing during this sequence for stronger acceleration.B-Mode: When conditions at the starting gate have better traction, and a more aggressive launch is desired. S-HAC will advance the ignition timing to allow increased throttle response and stronger acceleration off the line. The ignition timing alternation is in a similar sequence as Mode A, but with increased overall timing.New Dunlop MX52 series tires are used featuring CTCS (Carcass Tension Control System) technology for superb rigidity and high level of grip.New light weight front brake caliper reduces mass while still providing outstanding stopping force.New clutch cover with oil level window.Reduced crankshaft inertia, increased magneto inertia to reduce engine braking losses. Team Charlotte Motorsports About Us Serving North Carolinas since 1974, Team Charlotte Motorsports is not only North Carolinas oldest franchise motorcycle dealer we are the largest! With almost 50,000 square feet and over 450 motorcycles, Side by Sides, scooters and ATV’s in stock. We have the selection you are looking for, all built and ready to ride.   Looking for a new HONDA, KAWASAKI, SUZUKI or YAMAHA? If anyone has it we do. We are not a catalog dealer, we stock them deep so you have the selection you want. So you can ride today.   Looking for that perfect pre experienced Motorcycle? We got that for you also with over 100 pre-owed motorsports products inspected and certified all ready to roll. From Aprilia and Ducati to Harley Davidson and Triumph we have the per-owned unit you are looking for.   We have a huge selection of Cruiser, Off-Road, Sport, Chopper Motorcycles and more for sale at our dealership in Charlotte NC.   Anyone can be big but it takes time and quality to build experience and we have experience! With combined management experience of over 100 years in the motorcycle business no one comes close.  We have to have that kind of experience, so we can make sure you have the experience you deserve. We have the best possible price, the largest selection and a truly professional experienced staff. More important than any of that we have a true desire to be your dealer! So call, email or just stop by to find out why people from all over the southeast have made us their dealer for over 40 years. Payment Policy Deposit of US $500.00 within 48 hours of auction close Full payment is required within 3 days of auction close Shipping Policy Only shipping to the continental United States, Alaska and Hawaii. Contact Us Shop Hours 9:30-6:00 Tuesday through Saturday. Email : [email protected] Phone: (704) 394-7301 Website : ww.teamcharlottemotorsports.co/   All prices on new units, motorcycles, ATV, UTV, and watercraft require financing in store to recieve the buy now price. For cash price please call and ask for Ryan. Team Charlotte Motorsports