No Reserve: 1969 Honda Trail CT90 S&K Suitcase Cycle

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This 1969 Honda Trail CT90 is an early S&K “Suitcase Cycle” conversion showing 863 miles. Approximately 1,000 Suitcase Cycle conversions were built between 1969-1974, designed to disassemble for storage in light aircraft. The bike was originally purchased at the Inglewood, California motorcycle dealership of S&K co-founder Bill Krause’s, and was discovered by the seller four months ago, with 8 miles ridden since. The bike runs a stock 90cc air-cooled single cylinder mated to a 4-speed semi-automatic gearbox with a hi/lo range, and received a fluid change, new battery, and tune-up prior to the sale. Apart from the conversion, it is said to remain unmodified and in original condition. This Honda CT90 is sold with a factory toolkit and a clean Washington title in the seller’s name. The seller describes the bike as a well-preserved example retaining hallmarks of early S&K conversions such as the bobbed rear fender and exhaust and brass frame coupling. During this era of S&K production, paint was reportedly touched up by hand and ground metal was filed but not re-plated. Metal finishes are said to remain in good shape, with some typical thinning seen on factory chrome-plated surfaces. New tubes and tires were installed by the seller. Power is supplied by a 90cc four-stroke air-cooled single piston engine, mated to a 4-speed semi-automatic transmission with a manually-switched 1.867:1 ratio reduction box. The motor is said to run well following the installation of a new spark plug and battery, fresh Motul oil and a valve adjustment. Details of the frame coupling, quick-disconnect electrical lines, and shortened engine guard can be seen here. A quick-release rear axle allows for removal of the rear wheel while leaving the sprocket and chain installed. Full disassembly is said to require about five minutes. The Suitcase Cycle conversion included quick-disconnects for the frame, electrical lines, rear wheel, and luggage rack. A wheeled storage tray used to stow the disassembled bike has gone missing. 863 miles are shown on the odometer, which is believed to be accurate. Corrosion can be seen on the face and bezel of the speedometer, as well as some pitting on the fork crown. Cable housings are cracked and dry. Stickers for S&K co-founder Bill Krause’s motorcycle dealership can be found in several places around the bike. The factory toolkit and blue vinyl tool roll have been preserved and are included in the sale, along with instructions for disassembling and reassembling the bike. A brief walk-around video can be seen below.

1956 James Colonel

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This 1956 James Colonel was imported to the US from England by the seller’s friend in the late 1990s. The seller purchased it 15 years ago and has since added approximately 2k miles. Equipped with a 225cc two-stroke engine and 3-speed gearbox, this example is said to remain largely original. Except for the fuel tank, the paint is believed to be original. This Colonel motorcycle is being offered for sale in New Jersey with its factory owner’s manual and a notarized bill of sale. James was a British cycle manufacturer from 1897 to 1966 who specialized in smaller bikes fitted with engines supplied by Villiers and AMC. The Colonel was the top of the line model and featured a single downtube frame. The seller believes the majority of the paint to be original apart from the tank, which was repainted some time ago and shows some cracking in the finish. The inside of the tank is said to be clean with some minor surface rust detailed in the gallery. Brightwork and chrome spokes are reportedly in good condition with no evidence of pitting. Limited instrumentation includes a Smiths speedometer with an inset odometer showing 8,719 miles. According to the seller, the Lucas headlight and horn function, while the three-speed gearbox reportedly shifts well. The Villiers Mk 1H 225cc two-stroke engine and three-speed gearbox are reported to run and shift well. The transfer case oil was changed several years ago, and approximately 500 miles have been added since. An original service manual is included in the sale. A running video is viewable below.

No Reserve: 1970 Triumph Bonneville T120R

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This 1970 Triumph Bonneville T120R is a numbers-matching example equipped with a a 650cc twin and a 4-speed transmission. Built in the last year before an “oil-in-frame” set up eliminated the separate oil tank, the bike is said to start, shift and stop well. The seller has participated in Lincoln’s once a month Wednesday Bike Night, covering about 100 miles over three summers. The bike was last serviced in 2016, and a $411 parts receipt from The Bonneville Shop in Colorado included new BSA Lightning coils, points, condensers, petcocks/seals, and fuel lines. This Triumph is offered at no reserve with some receipts and a clean Nebraska title in the seller’s name. The bike is said to be unrestored and cosmetically original. Frame paint has a number of chips and is worn through in several locations on the fenders/tank. The seller also notes a couple of dents to the gas tank, as well as a small tear at the front of the seat. Gauges include a Lucas ammeter, along with Smiths tachometer and speedo/odometer. The 12,544 total miles registered are believed accurate. The horn button is present but the horn itself is missing. This short clip shows a kick start and the engine idling. The 4-speed is right-foot shift, and the bike is equipped with a multi-plate wet clutch. A Boyer Bransden electronic ignition is included but not installed, as the seller found the bike tunes-up and runs well on points. The chassis stamp on the frame tubing matches the motor, confirming this is the original unit. A decode provides the following build details: AD – January 1970 production 38756 – Serial number T120R – 650cc Bonneville This 650cc air-cooled OHV vertical twin delivered 46-49 hp when new. The timing cover is non-original and has been repaired, and an oil cooler has been added, although the seller reports it is not needed. There is a minor oil leak believed to be from crankcase, with no other mechanical issues known. Minor corrosion is noted where chrome has failed on the rear rim. Some chrome has also peeled on the tail pipes as shown in gallery photos. No service history or records from prior owners are available.

Nicer Than Most: 1986 BMW R80G/S

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This 1986 BMW R80G/S has racked up over 94k kilometers over the last three decades, but remains in what’s claimed to be largely original and very well preserved condition. Translation is a bit rough, but it sounds like the engine was gone through about 14k kilometers ago by a BMW specialist, and the bike is now reported to run strong. These are great looking bikes in their factory colors as seen here, and condition appears to be as good as promised. Find it here on mobile.de in Essen, Germany for 9,200 euros (-$10,800 USD today). The bike still wears its factory paint scheme, and it looks to be holding up well all over. The tank, fenders, and plastics all appear to be free of noticeable damage, including the graphics. The seat is new, and it sounds like the front brake disc was upgraded to a larger unit. Note the monolever swingarm–it’s supported by a single shock, and doubles as the driveshaft tube for lighter weight and torsional rigidity. The simple instrument cluster houses a speedo and just a few warning lamps, all of which appear to be in good shape housed within their plastic bezel. The odometer reads 94k and change kilometers, but the seller notes a BMW specialist engine rebuild around 14k km back. An 800cc air-cooled boxer sends 50 HP to the shaft-driven rear wheel through a 5-speed transmission. Photo angles aren’t the best, but cosmetics look good here as well. We can’t spot any signs of oxidation, roughed up paint, or corroded hardware. Hoses and wires appear to be newer items too, though these details are left out of the seller’s description. These were known to be pretty competent dual-sport machines in their day, and could be outfitted with a number of factory and aftermarket accessories. Nearly 22,000 were produced over a seven-year period, and though they can still be found pretty easily, few are as nice as the one appears to be.

No Reserve: 1952 Matchless G80

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This 1952 Matchless G80 is powered by a OHV 498cc single and features a swingarm rear suspension. It has been stored in a climate controlled facility as part of the seller’s collection for the past ten years and is currently in non-running condition. A partial refurbishment was performed prior to the seller’s acquisition, and recent work includes rebuilding the Smiths speedometer. The engine turns over, but the spark is weak, and the seller notes that the six-volt battery needs to be replaced. This G80 is being offered at no reserve with a clear Iowa title in the seller’s name. Associated Motorcycles (AMC) resumed production of their the 348cc and 497cc singles in June of 1945, in the line-up was the Matchless G80 and its re-badged counterpart the AJS Model 18. The frame is of traditional lugged steel construction, with a bolt-on rear subframe, Teledraulic fork, and a swingarm rear that was only introduced three years earlier. The Jampot rear shocks would become ubiquitous with AMC singles from the era. The gloss black finish has been refinished in the past, and a reproduction solo-saddle has been fitted, along with a British license plate mount on the front fender. 19″ steel rims are laced to 7″ single leading shoe drums in the front and rear. The Smiths Chronometric speedometer has been rebuilt during the seller’s ownership. The 498cc dry-sump OHV single cylinder traces its roots back to the 1930’s and is known for its low-end torque, a result of its 93mm stroke and 82.5mm bore. This example does not currently run but the seller notes that it turns over and the spark is weak. The 6-volt battery will need to be replaced, but charging is handled by a dynamo mounted behind the cylinder, while a front-mounted Lucas magneto provides ignition. A chain drive primary and wet clutch deliver power to the Burman four-speed gearbox.

1966 Innocenti Lambro 450

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This 1966 Innocenti Lambro 450 was imported to California from Milan, Italy and was restored 10 years ago by the previous owner, who was the proprietor of a well-known Lambretta parts and restoration shop. The previous owner used only NOS and Italian sourced parts during the restoration, and work included modifying the 175cc Lambretta two-stroke single to 230cc with the addition of a Mikuni flat slide carburetor, reed valve, and custom expansion chambers. A stronger rear axle was also fitted, and no service records are available. The seller is an experienced scooter mechanic and has personally performed all recent maintenance, including a brake service. This Lambro is sold with a clean California title in the seller’s name. Named for a tributary of Italy’s Lombardy river, the Lambro was Innocenti’s light utility vehicle built from Lambretta scooter parts. The “450” was the last of the classic single headlight models and refers to its weight capacity. Reportedly restored over 10 years ago, the finish still presents well but is beginning to show its age with some paint chips,  dings on the bed, and corrosion on the hinges and rear leaf springs. The centrally mounted seating position leave little room for passengers, and the handlebar controls are similar to what you might find on a Lambretta scooter. The right hand controls the throttle and front brake while the left hand works the clutch and gear change. Rear brakes are hydraulic and operate with the foot pedal. A push button electric starter has also been added for convenience. The instrumentation is somewhat better, but the seller mentions that the odometer does not work, and the turn signals are inoperable although he believes it may just require a fuse. The transversely mounted 230cc engine is located under the seat and is reported to run strong. An electronic ignition, Mikuni flat slide carburetor, custom expansion chambers, and a reed valve increase  performance from 35-40 mph up to 55 mph according to the seller. The transmission is a heavy duty four-speed similar to what the scooters used but with a provision for reverse. A heavy duty rear axle was adapted from a later model to handle the increase in power. The underside shows signs of regular use with corrosion on the frame, exhaust, and brake lines. The seller states that they serviced the rear brakes in August 2017. No service records are available as the seller has performed all work personally during his brief ownership and will flush and replace all fluids prior to the sale. https://www.youtube.com/watch?v=V-uoX9inNu4&feature=em-share_video_user&app=desktop

1965 Honda CL72 Scrambler w/ Belly Tank Trailer

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This 1963 Honda CL72 Scrambler was refreshed around 50 miles ago, including complete disassembly of the 250cc engine and 4-speed transmission. New pistons, rings, bearings, and seals were added along with new brakes, and the carburetors and generator were rebuilt. The frame was powder coated, and the tank, side covers, and fenders were painted. Additionally, the seat was rebuilt and reupholstered. A custom trailer constructed from an A-7 Corsair II belly tank is also included, and the combination is being sold as a pair by Cascadia Classic. The Honda has a clean Oregon title, and the trailer is sold on a bill of sale according to Oregon state law since its GVW is less than 1,800 pounds. During the recent refurbishment, the frame was powder coated and the tank, side covers, and fenders were painted silver. The seat was also rebuilt and reupholstered. New Avon tires and brakes were installed, and the bike has been kept in stock specification per the seller. Some chrome pitting and a paint scrape on the front fender are highlighted in the photo gallery below. Approximately 50 miles ago, the the engine and transmission were disassembled along with the rest of the bike. New pistons, rings, bearings, and seals were installed, and the carburetors and generator were rebuilt. The 14,735 indicated miles are believed correct, though documentation cannot confirm this. The trailer has functional brake lights and turn signals, in addition to a mounting ball assembly shown in the photo gallery. It rides on TA1000 torsional stub axles. Rolling stock consists of 7.00-16 Firestone Deluxe Champion tires mounted on 16″ wheels. Cargo dimensions are displayed above, and the trailer comes with both pieces that were cut from the top of the belly tank. They are displayed in the photo gallery. The seller states that he has towed the trailer for around 100 miles and it tracks straight at-speed. The CL72 is said to have a late 1963 VIN, though it is currently titled as a 1965 model.

Cool Custom Scrambler w/ Ural Sidecar: 2014 Yamaha Bolt

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This 2014 Yamaha Bolt has been heavily modified with a Scrambler treatment and now comes mated to a Ural-sourced sidecar. The build looks very well put together, and should offer massively improved performance, reliability, parts availability and comfort when compared to the ancient Russian-built Ural, while also maintaining similar off-road capability. We think it’s a great looking package, and the 3,400-mile-old bike can easily be disconnected from the sidecar thanks to plug wiring. Find it here on Craigslist in Gresham, Oregon for $12,900. Ural still builds and exports bikes to the US today, and though the design has seen a few updates since first put into production in 1941 (using already decade-old BMW designs and tooling taken as war reparations), they’re still very crude if interesting machines. This one’s style takes inspiration from its sidecar donor, but doesn’t try to disguise itself as something it’s not either. We really dig the scrambler vibe, as well as color and finish choices. From the ad: “This project is one-of-a-kind and mates an excellent motorcycle with a cool sidecar. Yamaha has only 3,400 miles and is clean title in perfect shape. Why would you want a crappy Ural motorcycle when you can get the performance and dependability of a Yamaha? Fuel-injected 950cc with Cobra exhaust, Bridgestone Trail Wing tires all around, Baja Designs headlight, all wiring is custom and if wanted you can easily detach sidecar from motorcycle, as wiring is on a plug. There are many hours put into this project and it shows.”

No Reserve: 1966 Honda CB450 Black Bomber

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This 1966 Honda CB450 is a largely stock example of the “Black Bomber,” the company’s first DOHC “big twin” produced from 1965-1968. Equipped with a 444cc twin and 4-speed gearbox, this example is said to remain clean and largely original aside from its mirrors and front fender. Located in the selling dealer’s Indiana collection, the bike is sold with period literature and a clean California title. Black and silver paint shows no major wear according to the seller, though a few of small chips are described on the forward edge of the chrome-sided fuel tank. The chrome, seat, and tires are said to be in similarly clean condition. Mirrors are Honda items but reportedly not original. Both tank badges show crazing. Instrumentation is limited to a tach, speedo, and odometer showing 142 miles, only a handful of which have been added by the seller. The bike has been stored indoors and maintained as a part of a large collection for the past eight years, and its prior history is unknown. The 444cc air-cooled parallel twin produced 43 horsepower at 8,500 rpm when new and was paired with a 4-speed transmission. This example runs well and sounds good according to the seller. The Black Bomber weighed 412 pounds dry and achieved a 102 mph top speed in period testing. Period magazines are included along with an owner’s book and Clymer shop manual. The seller’s collection is operated under a dealer license and a clean California title will be supplied for reassignment to the new owner.

One of 750 Eddie Lawson Replicas: 1983 Kawasaki Z1000R

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This 1983 Kawasaki Z1000R (VIN KZT00R002813) has reportedly been fully restored and looks very fresh in its hard-to-find white finish. Modeled after factory rider Eddie Lawson’s race machine, these street variants were known to be very capable handlers, and even featured flat-track style handlebars and piggy-backed Showa shocks that resembled Lawson’s race bike. Apart from modern rubber, this one looks about as close to a factory floor example as we’ve seen, and should be plenty of fun around a set of curves. Find it here on eBay in Victoria Point, Queensland, Australia for $16k USD OBO. Most of these bikes were delivered in factory racing bright green, and we haven’t seen many wearing white. It fits the bike well, and finish shows no real signs of age. The bikini nose fairing, square headlamp and high-mount mirrors are all typical design touches of the decade, and this one’s also equipped with an extended rear mudguard that gives it a neat ducktail. Chunky seven-spoke wheels wear correct gold paint, and utilize a twin-disc brake configuration up front. The cockpit features clean-looking instruments and switchgear, and no sign of weathering or corrosion on any visible hardware. The windscreen also looks to be in good shape, and the seat looks nearly new. The air-cooled twin-cam four-cylinder displaces 998cc, and was rated at 80 HP. Dry weight was nearly 550 lbs., so there’s a lot of mass to push around, but these bikes were quick and competent around curves for their day. Cosmetics down here look very good, with shiny black crankcase covers, exhaust pipes, frame bosses and hardware. We tried looking for dirt or fluid accumulation, but were unsuccessful. Given the low production run, values will likely climb in the coming years as nostalgia continues to increase in the sports bike market. There are still original examples to be found, but they’re becoming difficult to find in the kind of condition this one has been brought back to.