Not much info on this one other than its located in Italy and is a fantastic example of a timeless classic. Available for immediate purchase and delivery worldwide!!!
$37,000
1965 BMW R69S, This beautifully restored classic has all the right stuff! Denfeld Tractor seat Albert mirrors, bar end turn-signals and the headlamp protector trim. Must see for the serious BMW collector.
In June 1962, Cycle World magazine published a review of the R69S.
”
Ask any motorcyclist what he considers to be the two-wheeled equivalent of the Rolls-Royce and you will almost certainly be told “BMW”. That answer will not be too far wrong, either, except that the products coming from the Bayerische Motoren Werke incorporate a good deal more in advanced engineering features than the famous English car. Actually, the BMW motorcycle is more like the Mercedes than a Rolls-Royce: conservative in many respects, but quite advanced nonetheless. In any case, the BMW has attributes that make it unique, and it has acquired a reputation that makes it a “prestige” motorcycle – even among people who ordinarily don’t give two wheelers a second glance.
Whatever the BMW’s merits in a contest of speed, it is still the smoothest, best finished, quietest and cleanest motorcycle it has ever been our pleasure to ride. To be honest, we think that anyone who would worry much over its performance-potential is a bit of a booby. The R69S is fast enough to handle any encounter, and it has attributes that are, in touring, infinitely more valuable than mere speed. All things considered, if we were planning a two-wheel style vacation/tour, the BMW would have to be our choice of mount.
This BMW R69S originally came from a collector in Hong Kong where it had been on display in an office for a decade. Purchased by Bob’s BMW in Jessup, MD, they reconditioned the bike about 7 and a half years ago and offered it for sale. The current owner bought it from Bob’s in November 2009 with 17,000 miles.
A couple of years ago, it was taken to Perry’s Motorcycles in Ft Worth and there restored to its current near concours condition including the new paint and hand painted pinstriping. Every BMW expert who has examined the bike agrees that the mileage shown on the odometer is probably correct, slightly less than 20,000 in 52 years.
The bike is so original that it still has the factory label on the air box, something seldom seen in these half century old classics.
Bike Restoration work done at Perry’s June 2016
• Paint work gas tank and fenders
• Inside of gas tank coated
• New hand grips
• New Battery
• New oil pan gaskets
• New oil gaskets
• New rubber gasket on transmission
• All chrome and aluminum polished
• Brand new correct German tires
• Hand painted pinstripes
• New wheel bearings
Legendary watchmaker George Daniels http://www.danielslondon.com/ wasn’t only stimulated by miniscule mechanicals –he also had a passion for cars and bikes.
We are now able to offer his 1976 MV Agusta 750S America.
Daniels’ penchant for classy motorcyles has been discussed before, but this 1976 MV Agusta 750S America is probably our favorite of his bikes to come to market so far.
George was apparently pretty keen on it too, as he kept the bike for 26 years at his home in the Isle of Man.
The 750S America model was introduced in 1975.
It featured blockier styling and a larger engine than previous MV 750s.
MV Agusta’s glorious racing background gave rise to numerous street bikes over the years, such as the 1976 MV Agusta 750S America motorcycle.
The MV Agusta 750S America motorcycle had its roots in a 500-cc racing powerplant.
Weighing 507 pounds without fluids, the 750S is no lightweight, but its handling at speed belies the mass.
The suede-covered racing saddle keeps the pilot in place during the kind of spirited cornering maneuvers the 750S is so well known for.
Like previous MVs, the 750S America was expensive and exclusive and everyone knows Italian style and performance have never been cheap.
And that goes double for motorcycles built by that most exclusive of Italy’s bike-makers, MV Agusta.
However you get something for money.
Lots of power.
Lots of styling.
Lots of attention when you roll up to a stoplight or cafe on a bike that makes everything else seem so ordinary.
This is a special Magni model.
Arturo Magni was an integral figure in the history of MV Agusta.
A long time race director of the marque, he could not bring himself to abandon it when the manufacturer closed its competition department at the end of 1975.
With his son Giovanni, he started marketing special parts, rims and engine and chain drive kits, as well as modified bikes, often on the basis of the America 750 motorcycles.
As they corresponded to individual orders, Magni MVs are all different.
Very accomplished, built by craftsmen with great care, they are extremely popular today because they bring the MV a sportier character.
With the 1976 MV Agusta 750 Sport America, you got all that and more—an intoxicating taste of la dolce vita.
It just couldn’t get much sweeter.
After all, MV Agusta’s name was synonymous with grand-prix racing.
From 1952 through 1973, MV Agusta won 37 world road-racing championships, including 16 500cc titles in 18 years.
This was a company that made helicopters for profit and gorgeous red racing bikes for fun.
So when MV turned out street bikes—and it never made many—you could count on that grand-prix experience going into each one.
The engine is a 790cc inline four with dual overhead cams.
There are twin disc brakes in front and a tachometer that redlined at 8,500 rpm.
The differences start with the engine’s sand-cast cases that telegraph its limited production run.
Inside is a power plant derived from MV’s racers.
And in case you didn’t get the message, there’s a decal with 37 blue stars, one for every campione del mondo.
Fire up the MV, and there’s no mistaking the bike’s lineage.
The styling is pure Italian and just as breathtaking as the motorcycles styling and performance, though, was the price.
At a time when Honda’s CB750 went for $2,190, the MV cost three times as much—$6,500 retail.
But, as with so many things in life, if you want it, it is worth it.
On top of the horological provenance, this MV has also been signed ‘in the paint’ by eight-time World Champion Phil Read, and is claimed to have covered just 6,220 miles from new.
The odometer now reads 6,229 miles.
What’s more, considering Daniels’ mechanical proficiency, we’d imagine it was rather well maintained during his ownership.
This very well running MV Agusta 750 Sport America has been restored to a high standard.
La dolce vita, indeed.!
This spectacular spec’d Harley is available for purchase in the Netherlands for $30,000. Shipping available!
The company introduced the side valve concept for the V-twins for the 1929 model year when the 45 ci model D was introduced.
A year later the F head big twin was replaced by the side valve 74 ci model V.
The model D was sometimes referred to as the “three cylinder Harley “, because of the remarkable vertical position of the dynamo.
The twin bullet headlights are another special feature of the early 750 cc model.
Some new features for 1930 were: new frame that lowered saddle height and increased ground clearance, drop forged I-beam front forks, double chain primary drive with automatic oiling and a cylindrical toolbox fitted across the front forks.
This last feature was unique for the 1930 model D.
About 5,700 model Ds found an enthusiastic owner in 1930; from the 1200 cc model V some 10,000 machines were sold.
This machine has been restored a number of years ago.
The Norton Inter story started as far back as 1927, when Walter Moore (formerly the Douglas chief designer) created the first Norton overhead camshaft engine with bore and stroke dimensions of 79×100 mm, giving 490 cc capacity.
Straight from the drawing board it provided Alec Bennett with a TT victory in 1927.
Known as the CS 1 (Camshaft Senior one) it was listed as a production machine for the 1928 season.
The smaller 348 cc version ( 71×85 mm) was known as the CJ (Camshaft Junior).
By 1930 Moore had left to work for NSU in Germany and for the TT that year Arthur Carroll , his successor at Bracebridge Street, redesigned the camshaft engine.
With this design Norton started its incredible run of success in road racing.
For the 1932 season a sort of road going race replica was listed as the “ International” and was equipped with TT Amal carburettor , racing magneto and close ratio four speed gearbox.
Later in the thirties the Inter got hairpin valve springs and after the war “Roadholder” telescopics and plunger rear suspension were added.
This super sports machine is in full racing trim.
She left the factory in December 1931 and was despatched to Belgian dealer A. Breslau in Elsene (Brussels).
The machine has matching numbers and is equipped with a rare type IV Sturmey Archer 4-speed gearbox and BTH racing magneto.
The Norton looks like it has been used for racing in the first decades of its life.
Some parts have been repainted and the motorcycle bears the scars of competition.
As far as we have been able to establish the machine was part of a private Dutch Norton collection from the late sixties till a number of years ago, when it moved temporarily back to a Belgian collector’s house.
Recently it moved house to The Netherlands again and the current vendor decided to part with it because he has too many projects on the go.
The machine is reported to start and run very well.
Indian’s first, 38.61ci (633cc) v-twin appeared in 1907 with an engine clearly derived from that of the single, though mechanical inlet valves – introduced for 1908 – were an early improvement.
The twin’s rear cylinder continued to form part of the frame until 1909 when a loop frame of the type favoured by rivals Harley-Davidson was adopted.
The Springfield Company’s first ‘Big Twin’ debuted that same year displacing 61 ci (988cc).
By 1913 Indian was the largest motorcycle manufacturer in the world; the 1913 production was almost 32,000 machines.
There were 2,000 dealers all over the world and Indian controlled some 42% of the domestic motorcycle market in the USA, according to a company claim.
For 1915 about 10 models were offered, among which featured a couple of lighter twins that were designated “Little Twin”. Some new features for 1915 were the use of chrome-vanadium steel tubing and the option of a three speed gearbox.
The “”Model C” was available in single speed and with 2 or 3 speed countershaft gearbox.
This graceful combination was found in a derelict condition in a farmer’s barn in Scotland in 1963 and has been restored in a long and meticulous process.
It’s fitted with a Binks carburettor that was already on the machine when it came out of the barn.
The Redditch based Royal Enfield firm entered the motorcycle business as early as 1898:
In the early days engines from De Dion powered their tricycles and quadricycles; Minerva supplied the power for the first motorized cycles.
By 1904 the firm was concentrating on car production, resuming motorcycle manufacture in 1910 with a 2¼hp v-twin Motosacoche-powered lightweight.
A 2¾hp version with two-speed gear and all-chain drive followed.
These machines were equipped with the famous Enfield two-speed gear, involving twin primary chains.
In the rear wheel hub a rubber cush drive was fitted to take the punch out of the chaindrive.
This feature was to be incorporated into all Royal Enfields until the very end.
The famous JAP v-twin-engined 6 HP sidecar outfit joined the range for 1912 and remained practically unchanged for 1913.
It is fitted with Enfield two speed gear, Bosch magneto and AMAC carburetor.
The buyer had a choice between a coach built sidecar and one with a cane body.
This sturdy and reliable combination is also practical for use in veteran rallies because the former owner replaced the ornamental front wheel brake by an internal expanding one which is sure to give rider and passenger a more secure feeling.
The original front hub and brake components have been retained.
Accessories include P&H acetylene lamp and horn and Veigel speedometer.
139 on the working odometer
Fresh paint during the motor rebuild with new stripes to freshen it up. Frame is powder coated. Wheels are the wrong color and should be repainted.
Sheet metal is original and correctly fitted.
Chrome is bright and shiny.
This motorcycle is in excellent mechanical condition with a new motor by John Eagles and a fresh tranny. The bike starts right up as it should and it idles right out.
Tires are Cheng Shin 5.10 X 16 with great tread and sidewall. Rims are painted with painted spokes.
Clean, clear, California Title with current registration
Engine # DCI 253
Frame # 439 264
This would rate as a 2+ with a suggested value of $45,500
N/A
$65,000
Asking $8500 with slip on exhaust or $8000 without. Bike fully serviced and meticulously maintained! All paper work included (good for 6k miles before next service). Comes with books, Ducati tool bag, trickle charger, rear stand. Never tracked, never down and only ridden in the spring and summers.. Haven’t ridden at all this year.. Just warm ups and drives around storage unit to keep it from sitting too long. If seriously interested please contact Mr. William Hough at 917-251-3310
The Ducati NCR 900 TT1 is a legend in endurance racing (or frankly, motorcycling in general). At the time, Ducati did not have an official factory race team, and NCR was the closest you could get. This example is from 1978, the same year Mike the Bike Hailwood won Isle of Man on a 900 NCR like this one. Unfortunately, there isn’t much information given about this specific bike.
One of these sold at Bonham’s Las Vegas in 2014 for $175,000, so you shouldn’t be shocked when I tell you that you can find this Ducati NCR 900 TT1 for sale in St. Louis, Missouri here at Michael’s Motorsfor $190,000.
Find Your Classic Motorcycle 