Other_makes Moped Motorcycles For Sale Motorcycles for sale

Other Makes Motorcycles-Scooters-Jet Skis-Jet Ski Trailer- Mo Peds-ForkLift-Car-

$11,000

Burbank, California

MUST TAKE ALL Parking lot sale- Kawasaki-Sea Doo- Suzuki-Yamaha-Vespa- Honda- Mo Peds-Tomos- Moped-Moto Bravo-Lance-BMS- Motorcycles-Jet Skis- Vespas- Mo Peds- used bikes and scooters. Brand New Jet Ski Zieman Trailer J1 B with Box. Fork Lift-Jet Skis Dollies- Racks- 2001 Mitsubishi GT V6 auto leather seats you must file for some lien papers. ALL MUST GO MOVING OUT. 1329 N Hollywood Way Burbank,91505 All sold as is.

Other Makes : DiBlasi R7E Folding Scooter Mini Bike ONLY 24 miles-folds for easy transport in TruNK

$740

Lincoln Park, New Jersey

Handy folding mini bike scooter - only has 24 miles on it. Used only twice but that was over a decade ago. I'm not very mechanically inclined & I couldn't get it started (think it may need a new starter?)...it did work fine at the time but since its been in storage it will need a little attention to clean it up. With the list price being $2995.00, saving over 75% is worth it in my book:) Manufacture date is 07/99 ****BUYER ASSUMES ALL SHIPPING CHARGES FOR THIS ITEM. I WILL BRING IT TO MY LOCAL "MAILBOXES, ETC" FOR THEM TO PACK+SHIP BUT YOU MUST HANDLE ALL THE DETAILS DIRECTLY WITH THEM. IT WEIGHTS 34KG (UNBOXED BUT FOLDED) & WILL SHIP FROM ZIP CODE 07035. LOCAL NJ PICK UP ALSO AVAILABLE. BY PURCHASING THIS ITEM AT A HUGE DISCOUNT BUYER AGREES THAT ALL TRANSPORTATION FEES ARE THIER RESPONSIBILITY+MUST BE DONE WITHIN 48 HOURS OF COMPLETED SALE (WE WILL PROVIDE YOU WITH SHIPPING AGENT CONTACT INFO)************************************************************** Just put a 50:1 mix of gas and synthetic two stroke oil in the tank and crank it over!No drivers license, insurance, registration or title is required to operate this scooter on public highways in most states since it is under 50cc. Your jurisdiction may have different requirements but it is unlikely. It meets Federal DOT standards for motorcycles with lights, horn, stop lights, etc. so if you live somewhere that DOES require it to be licensed it is easy to do. Since NJ does not recognize this scooter as a *motor vehicle* there is no title for it. It says clear title on my listing due to an Ebay requirement that will not allow it to be listed unless this part of the form is filled out - it cannot be left blank or listed no title since they also require a VIN with *motor vehicles* after 1989. It comes with a Bill of Sale. >>This can be shipped to your door by UPS for about $150.00 to $225.00 anywhere in the country. I will drop it off at a UPS store for free where you will be responsible for packing and shipping payments with the manager of the store. ALL R7E's are identical models and unchanged since 1997 to present.Check out this video! http://www.youtube.com/watch?v=_cfUDzx-Cc0 Di Blasi has been making folding motorbikes, bicycles, and tricycles for almost 50 years. For an in-depth history of this dynamic company, you may visit Di Blasi's website, however here are a few highlights:Founded by Rosario Di Blasi, a former WW2 Pilot and now run by his two sons, Carlo and Carmelo, aeronautical engineers by trade. In 1979, Di Blasi introduced the R7. Since then, it has reached legendary status, as it has proved to have many uses; as a backup vehicle on a camper, on a boat, in an automobile, as a service vehicle for designated drivers and the delivery and pick-up of rental cars, etc. It has even been used as an auxiliary vehicle on board the helicopters of the Italian National Police.They also make folding bicycles and tricycles (such as mod. R32) that are especially adapted to give the elderly and people with minor handicaps mobility and autonomy.The main characteristic of all Di Blasi vehicles is the speed and ease in which they can be folded or opened: no more than 4 seconds, without the use of tools and nothing to screw or unscrew. The entire production process of their vehicles, including the manufacturing of the frames, is done at their production facility in Italy. 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. 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 (NOT INCLUDED IN THIS SALE) The 49,9 cc engine and the variomatic drive deliver a top speed of 45 km/h. (30 mph) The maintenance is simple and can be carried out in any repair shop. 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 rpm spark 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 mmfuel regular gasoline with 2% of 2 stroke oilprimary drive V-Belt variator ratios: min 1:1,577max 1: 3,736secondary drive timing belt ratio 22/102 = 1 : 4,636 starting foot kick starter

Trim R7E

Custom Built Motorcycles : Other Harley Davidson, Tribute Replica, Board Track Racer, Motorized Bike

$3,350

Batavia, Illinois

Buds Vintage Cycles International Buyers Please Read Payment and Shipping Agreement Below Before Purchasing !!! These unique functional art pieces truly represent our passion for vintage cycles... Over the past few years quite a few builders have started building bikes of this kind. A few of them are building Really Nice examples. However, some builders simply use the SAME Frame, Fuel Tank, and parts, for each build ! In our eyes, simply painting them different colors with different logos doesn't do the job! Vintage Harley, Indian, Cyclone, Flying Merkels, and all the others from that era have drastically different designs.Though we understand their assembly line approach, (stocking and assembling all the same parts), makes the process of these builds much easier. We have chosen to approach building these Tribute Replicas, with "REPLICA" being the main focus. We do our best to build our bikes in a manner that one can distinctly pinpoint the Make, and Model we are replicating even without paint and logos. On this type of platform there are obvious restraints to how accurate we can come to an original bike, but we do everything possible to build our customers an example of their favorite vintage ride. Building our bikes in this manner truly gives each customer a ONE OFF CUSTOM ! Here for your consideration is our latest Tribute Replica. This bike was designed and built to be reminiscent of a traditional stance 1913 Harley Davidson. This build has many features of the iconic original. Done in a "barn find" finish, completing the motif, look and feel of a vintage survivor. This bike is 100% finished and ready for a new home. We road test all of our builds to ensure that they arrive tuned in, problem free and ready for the road ahead. Each bike is put to the test over a 3 day period and has roughly 30+ miles on the road before going up for sale.(This is why we list them as "USED") A Video of this bike Running is available for viewing. Simply message us and we will direct you to it. Bike is available for viewing at our shop for any local buyer to come take a look in person. If local and interested we would love for you to stop by. The Barn Find finish is something to behold in person. Though we do our very best to take as high quality photos as possible, photos just don't do it justice! We are NOT Professional Photographers, by any means. We simple do our best and upload the photos. We Absolutely Refuse to alter our photos in any way, with tool such as "Photo Shop" to make them look better !!! What you see in the photos is the Actual bike you will receive. Capturing this type of finish in photos is truly a pain ! With almost every bike, are customers always say "Your right, pictures just don't do it justice. Seeing these bikes in this finish is SO MUCH better in person". For each different model one could count the total number of originals that have survived to date and not run short of Fingers and Toes. One of the last public Sales of one of these extremely rare original Bikes, (a 1912 HD), sold at action this past March 2015 for a tremendous... $236,500 !!!!!!! <---- That is NOT a Typo ! I don't know about you, but we sure can't afford those prices ! And even if we could we surly would Never ride a bike that rare and expensive. So, to quench our thirst and love for these timeless bikes we build Tribute Replicas. This we feel is the Closest and Next Best thing to being able to enjoy the wind in your hair on the back of your favorite vintage bike. Kick your leg over and roll back the throttle on one of these bikes and your taken back to those, truly Simpler times. At a fraction of the cost of the super rare originals, anyone that shares our passion for these timeless examples of motorcycling history can own and better yet enjoy riding there very own Tribute Replica. These bikes are crafted with NEW parts,(some factory and hand made), that are only finished to look old and worn. Each bike is a one off build. With fantastic MPG's from the 2 stroke motor, the joy of riding to the corner store or all the way across town is up to you. The extremely simplistic power plant is virtually maintenance free, only needing minor adjustments such as chain tension from time to time. Which is simply done with common hand tools. The great thing about this Moped style set up is that when you don't want to use the motor, bike functions just like an ordinary bicycle, and can go anywhere you wish to peddle it. When using the motor, bike can reach speeds up to around 35 mph, and with around 80 MPG the fun seemingly goes on forever. Safety First...We HIGHLY suggest draining all fuel from the bike before displaying them in a home, office or place of business !!! If purchasing for display only... Let us know and we will drain, rinse and thoroughly clean out the fuel tank, carb float bowl, and motor before shipping. We will do this Free Of Charge to ensure that it is done correctly and that the bike will not only be safe to display in Home, Office, or business, but will also be completely free of all fumes and fuel smells. We pride ourselves in building our bikes not only to be eye catching art, but also to be completely functional and ride-able. You will find that all of our fuel tanks are hand crafted for each individual build. Building each tank by hand allows us to more accurately replicate the style of tank for each individual motif. Depending on the style, each one of our tanks hold at least 1 US Gallon, giving the rider a riding range under motor power of around 80 miles per tank. Each tank is hand crafted from scratch using high quality 16 gauge steel. Completely TIG welded and internally seal with a fuel tank sealer that protects the tank from internal rusting for years to come. In most of the U.S.A. these types of bikes are classified by the states DMV, (department of motor vehicles), as "Mopeds". Therefore they DO NOT require title, licensing or even a motorcycle endorsement. However, check with your local DMV to be sure of the laws in your area. So many people from different walks of life all seam to have a common draw to the timeless look and feel of these bikes. Many people like to ask questions and take a few photos, never a dull moment riding one of these around town ! As much fun as they are to ride, they are just as fantastic as a functional art peace for an office, den, or as that attention grabbing conversation piece for your/his man cave. They are also fantastic for promotional events or as an eye grabber for a store front. Have had a few customers order builds to be used as "PIT" bikes on track days, and other customers have ordered a few for RVing around the country. Also great as a compliment piece to ride in the bed of your classic truck. The best part is, at the car show pull out the bike and ride around to view and enjoy the other beautiful machines and people. What more fun and unique way can you think of to get around the pits, camp grounds, car shows or just cruise around town. These fun, one of a kind bikes can truly go anywhere and everywhere, and are sure to turn heads wherever they go. Over the past few years we have built quite a few of these fun bikes in many different styles and motifs. Though we love replicating the look and feel of the rare vintage originals, we are more then happy to build to a customers design. If looking for a great marketing or promotional piece for your Business we can incorporate your logo and overall company themes on a platform that is sure to draw attention ! Whether your looking for a fun new toy, a one of a kind display piece, or an attention grabber to help your bottom line. We at Buds Vintage Cycles will do everything in our power to exceed your expectations. Buds Vintage Cycles is a family owned and operated shop located in Batavia IL. We have been doing business both locally and on line for many years and pride ourselves in giving the same customer service that we ourselves expect from all that we do business with. We take great pride in the fact that we have maintained a 100% eBay rating for all this time and promise to provide all of our future customers with that same dedication in both personal and business dealings. But Don't Just Take Our Word For It...Please take a look at our eBay feed back, and judge for your self... From all of us here at BVC we thank you for interest and look forward to working with you on your one of a kind project you'll be proud to own, display and ride for years to come. ? Shipping and Payment... We offer flat rate shipping for $250 to anywhere in the U.S. lower 48 states. Buyers outside of the lower 48 will be responsible for shipping arrangements and costs. We ship these bikes direct to your doorstep using specially designed crates. All of our Flat rate shipments are ensured for the full purchase amount. Shipping out side of the U.S. can be tricky to some locations around the globe. Though we will help with this process in any way we can. If outside of the lower U.S. 48 please contact us before buying. A deposit of $300 is due within 24 hrs of auctions end, paid via PayPal to secure your purchase,(Non-refundable). The remaining Balance less the deposit is due within 7 days. Full payment can be made via bank to bank wire transfer, cashiers/certified check or cash in person at pick up. We will also except full payment via PayPal if buyer pays the transaction fees. (reference Paypal calculator online to calculate fees). We will only except Credit card payments in Person at our shop, with proper customer Identification and including an additional transaction fee of 3%. Please note the bike will only be released for shipping and or pick up after full payment has been made and cleared. Any local interested parties feel free to come by the shop to view in person Give us a call Mon-Fri 10am-6pm with any inquiries. (630)991-1780 From All Here At Buds Vintage Cycles HAPPY HOLIDAYSAndThanks For Interest ? DISCLAIMER Should one choose to ride these bikes, they should take all the proper safety precautions for operating a motorcycle. For example... the use of a D.O.T. approved helmet, proper eye protection and clothing. Also be aware of the motorcycling laws of the state in which they are riding. Builder / Seller claims NO responsibility for any injury of persons or damage to property, as a result of any and all use or misuses of these items.These bikes are Motorcycles by definition and should ONLY be ridden by person qualified to operate such vehicles. RIDE AT YOUR OWN RISK.

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

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

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.

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.