One of the four factory Norton monocoque-framed racers from 1973. I purchased the machine from Tom Frutiger who has owned it for the last 28 years. Tom purchased the monocoque during the liquidation of NVT West Coast in the late-seventies and has preserved it since. The machine is very much intact and as-raced into 1974 by Dave Aldana (Daytona and the Trans-Atlantic Match Races). While all four stainless monocoques are accounted for, this is by far the most complete and original. The other three monocoques have been fully restored from bare frames or as a result of fire damage.
'73 Norton Monocoque
Dave Aldana aboard at Daytona 200, 1974
1971/72 Peter Williams race helmet
This is one of the great man's original race helmets. It was given to Brian Slark by Peter during one of Norton's race excursions to North America in 1972. Brian passed the helmet on to me a few years ago, feeling it should be reunited with John Player Norton race machinery. There's a great photo (below) of Peter between Phil Read (on another '72 JPN) and Renzo Pasolini (XRTT Harley) at Ontario in 1972 wearing this very helmet. Peter was one of the first professional racers to wear a full face helmet.
PW, in the middle...
1973 / 2008 Norton Monocoque
This bike was recently completed for me by Norman White and John McLaren to near-as-practical 1973 specification JPN Monocoque. I want to race this bike in AHRMA vintage events so some slight deviations from '73 spec were made, although the machine is still built from two-ply 22 gauge stainless sheet. The motor is Norman's new Super 750 specification and utilizes titanium connecting rods, forged JE pistons, PW3 cam, Amal Mk2 carbs, Hall-effect ignition, billet crank, and strengthened crankcase.
Challenge vs Monocoque, Pukekohe '09
Croxford aboard at Pukekohe '09
The creators: Norman White and John McLaren (Photo by Mick Duckworth)
1974 John Player Norton "Spaceframe" works racer
I found this works spaceframe in Belgium at a former Norton dealer's estate auction. It appears to be the bike Peter Williams won at Spa on in 1974. The bike just finished restoration by P&M in the UK.
1974 John Player Norton 850
One of the original 200 or so made as homage to the '73 JPN works racers, this is a stunningly original, low mileage example.
1976 Norton Cosworth Challenge
The factory (well, JPN works team) only ever had two completed Challenges at any one time. Those two bikes covered four basic versions which exprimented with suspension designs (front and rear), induction, and lots of other things I'm sure. This bike was partially-completed at the time JPN disbanded, to be completed later by Ian Sunderland who bought out the race shop and continued to develop the Cosworth power unit, eventually achieving success with the Quantell. This bike's JAB power unit (the race version of the Challenge engine), has been updated with Mo-Tec fuel injection. As advanced as the monocoque was compared to the '72 mini-Commando framed JPN, so too does the Cosworth seem to be relative to what came before. There is no frame really, rather two small subframes (one for the seat, the other as the headstock) and the cast alloy swingarm pivots through the crankcase. This design was required by the heft of the Cosworth unit (94kg between the engine, integral gearbox, and cooling system). And where the Monocoque utilized 1940s Norton twin architecture, the Cosworth unit was clearly a significant advancement that (as development proved) could be made into a winner. Dave Croxford paraded this bike at Pukekohe at the NZCMRR race meet in Feb '09. For more info see www.nortonracing.co.nz.
Croxford aboard at Pukekohe '09
1969 Norton Dunstall 750 (Drainpipe)
One of the three original drainpipe Dunstalls, this bike was purchased directly from Dunstall in the early 70s by the Swiss Norton importer. It was then raced in Europe, eventually in classic events, but maintains a lot of its original character...and parts!
Dunstall Drainpipe 750 - today
Dunstall Drainpipe 750 - being purchased from Dunstall, c1970
1970 Seeley Norton Mk 3 - SOLD
This is an original Seeley G50 (Mk3) that was converted to Norton twin power back in the day, a popular conversion that ultimately lead Seeley to produce the Seeley Norton Mk4.
1972 Seeley Norton Mk 4
This is an original Seeley Norton sold new through Gus Kuhn in May 1972 to a Mr Goodson who sponsored Peter Butler on the bike. Although the current engine is a full-race Maney, a period, potentially original engine came with the bike. This bike retains substantially all of its original components including the wheelset, tanks and original exhaust (currently being used on a replica in favor of a modified Maney exhaust).
Daytona tech day, Deland, FL
AHRMA Daytona 2011
AHRMA Daytona 2011
c1976 Wood-Norton Lightweight racer
This is the Ron Wood Norton flat tracker on which Alex Jorgensen (#44) won the National at Ascot in 1978. This is the last Norton to have win a Grand National Flat Track event. Ron was and is known for his race prep and it shines through in this bike, as well as in the big-tube bike. Both machines are truly works of art. I purchased this machine from Ron Wood himself, who I can't say enough good things about.
The National winner
1974 Wood-Norton, big-tube racer
One of two big-tube framed racers built by Ron Wood. (The other big-tube's whereabouts are unknown.) This bike won the Ascot Championship three years running in the mid-seventies and is full of Ron Wood's and CR Axtell's best stuff. Last month, it won its class (Competition Nortons) at the Legend of the Motorcycle show at Half Moon Bay, CA. Norton and MV were the featured marques for this first-class event.
1972 Trackmaster Norton
This is a period Trackmaster Norton flat track racer with original full-tilt CR Axtell motor. The bike spent several years in the Dan Rouit flat track museum.
1968 Norton P11 I've always loved these but finding a good, early, hi-pipe model was difficult. The P11 (for Project 11) was a hybrid of Matchless Competition Special frame (Reynolds 541 tubing) with Norton 750 Atlas twin running gear. Created at the behest of Norton's Western US dealers for desert racing, and often called the Desert Sled, the project #11 was informally called the "Cheetah" by its development team and enjoyed some pre-two stroke desert racing success. These are really special machines and make a beautiful noise. Lots of special parts make them fairly unique beasts and the power-to-weight is among the best ever offered by Norton. I recently fitted Metzler nobbies and I'm now looking forward to some cow trailing...
1931 Norton "McCandless" International
This '31 rigid framed Norton International was converted in 1947 to a swinging arm setup by Belfast's Rex McCandless (who later designed the featherbed frame). The engine is also built to 1947 Manx Grand Prix specification. This machine, formerly owned by Norton singles guru Dr George Cohen, is built to run hard...belt drive, Dellorto carb, works tanks, etc.
1984 Norton Rotary Prototype (P51/4)
P51 was the Norton project code for the prototype water-cooled version of the Interpol2. Richard Negus, who would know, believes six engines and four bikes were made, with engine numbers P51/1 to P51/6; none surviving as complete bikes, all being dismantled and scrapped or parts used on other projects. Main engine differences to the series production Commander were sand cast rotor housings, r/h end plate in the thermostat area, and a water pump without bearings. When Shenstone Norton were in dire need of cash (early-90s), two air -cooled bikes were 'produced' from parts lying around the development shop and given the numbers and registration of two of those P51 prototypes (P51/4 and P51/6). One was white and one was royal blue (from the first RAC demonstrator) and they were sold to UK customers as ex-development prototypes. It would seem that this could be one of those two although it bears uncanny resemblance to a bike tested by Mike Nicks. This bike has 33k miles on the clock and benefits from having had the rotor housing reground and molybdenum coated at the Shenstone factory.
Norton P51 Rotary prototype
1990 Norton F-1 (P55)
Like the F-1 Sport that followed, the first generation F-1s are beautiful, rare, and were very very expensive when new. One of 130 originals, this is a 4k mile stunner. The F-1s (the P-55) were snapped up when new despite their hefty price tag of over GBP12k.
The F1 with a previous long term French owner
1990 Norton F-1 (P55)
Another of the 130 or so originals, this is a 1400 mile stunner, first owned by well-known rotary pioneer and the German Norton importer, Joe Seifert, and later owned by Kenny Dreer's Norton Motorsports in Oregon. This bike retains its original toolkit and European license plate.
1991 Norton F-1 Sports (P55B)
One of sixty-six originals, this is a 4k mile gem in optional JPS colors. The F-1 Sport (the P-55B) was the last and best of the now-famous rotary Nortons. The P55B solved one of the primary faults of the F-1 that preceded it, overheating, by doing away with the beautiful but tightly wrapped bodywork of the F-1 and instead using the tank and seat unit straight off the works racers. Performance was further improved by the switch back to SU carbs. Fit and finish on these bikes is top notch and the price when new reflected it. Components too were top spec for the era: White Power suspension units, PVM wheels, Brembo brakes, and stainless exhaust (required by the heat of the rotary engine). Depending on how you measure displacement, the twin rotors total 588cc displacement and generate 95hp at the crank.
1993 Norton "Krauser" Commander rotary
The last production rotary made and the most desireable of the Commander touring bikes owing to factory fitment of Krauser K2 hard bags. This one is a real stunner...virtually unused with just 15km on the clock.
1966 Dunstall Atlas
I fell in love with this bike, a fully-kitted Dunstall 750 Atlas, the instant I saw it. Every Dunstall item you could imagine: high-comp pistons, cam, Dunstall-ized head, alloy fenders, borrani wheels, original Dunstall exhaust, Dunstall clip-ons, headlight brackets, special front brake, etc.
'66 Dunstall Atlas 750
1971 Norton Commando
I've had this Commando for about five years and I ride it more than any of my other bikes. At this point, it's just a well sorted (after several years of teething), reliable, and fun Commando. There's nothing on the bike thatI haven't had to touch in one way or another: carbs, cables, fuel and oil lines, primary, forks, Boyer ignition, shocks, Mk3 head steady, headlight conversion, PR (Norman White) rearsets and right hand exhaust, Avon tires, isolastics, and Goodrich oil lines. I've also had to sort out endless electrical gremlins.
1971 Norton Commando - today
1969 Norton Commando Production Racer Prototype
This is the prototype bike for the famous, yellow Norton Production racers of 1970-71. Cycle World tested this bike in 1969, when it was equipped with a drum front brake and found it the fastest bike they'd tested to that point. i'm very excited to add this, the father of all proddie racer Nortons, to the collection. It is in substantially the same condition as when it was bought in 1972, with a Quaife 5-speed gearbox , SS exhaust, and original Norton Production Racer front disk brake replacing the gearbox, exhaust and front drum brake that Cycle World tested. The bike was restored in the early '80s
1970 Norton Commando Production Racer F750
I first saw this bike at the VMD swap meet at Mid-Ohio a few years back. The guy's asking price was fair then but I had way too many projects to justify yet another and no way to take it with me. (In hindsight, I can't believe the bike didn't sell for what the guy was asking.) Its parts were/are pure Norton gold: complete NVPS front end and headsteady, Smiths chronometric tach, Quaife 5-speed (box and cluster), original but modified 750 race motor (40mm Dellorto pumpers, Norris cam, Venolia pistons, etc), original but nickel-plated frame with shortened rear loop, complete sprocket set, hurst-airheart rear disk, alloy endurance petrol tank, full fairing with period decals, nearly-new period Dunlop race tires and wheels, etc.
I then contacted Norman White (original NVPS mechanic and test rider of every single NVPS Production Racer, and holder of the NVPS records) in the UK and he confirmed (based on the production number) that this was indeed the genuine Proddy Racer article. According to Norman, this bike departed NVPS' shop at Thruxton in July 1970 for US importer Berliner in NJ. From there the bike went to Michigan where Ron Pepera (aka Blackie), a Norton/Yamaha/Guzzi dealer, and recent Vietnam Vet Doug Libbey, campainged the bike in proddy racer form all over. From speaking with both Blackie and Doug, it's clear the bike had some teething problems out of the box including cracking the cylinder barrel at its first race (a 24-hr event!) at Mosport. At Daytona, the bike ran into gearbox problems which lingered until they switched to the Quaife. The bike also burned a piston in its first season and crashed late in the season at the Canadian GP at Mosport (a bad luck track for them). The crash at the end of Mosport's back straight resulted in a series of changes, morphing the bike into a full AMA F750-spec machine.
All the key NVPS mechnical bits remain today except the vented rear drum which was replaced at some point by a Hurst/Airheart disk. After Blackie, the bike was raced by Wild Bill Betts although I have not had a chance to speak with him regarding the bike during this period. Today, the bike awaits a mechanical restoration. NVPS produced 119 PRs from May 1970 through August 1971.
'70 Norton Production Racer - new and ready for Daytona 1971
'70 PR - with aftermkt endurance tank (looks like Daytona)
'70 PR - Crash at Canadian GP, Mosport 1971
'70 Norton F750 Proddie Racer - Today
1970 Norton Commando Production Racer
This is an unrestored 2k-mile bike (matching numbers with all original PR equipment intact). Norman White has authenticated this one as well: It left Thruxton on July 10, 1970 headed for Chariot Motors in Canada (one of six PRs exported to Canada). The bike went to the US Northeast early in its life but got little use and was purchased and stored by a former Norton dealer in the mid-80s, moving out West with him several years ago. When I got the bike it hadn't run in about 20 years. It runs now. Interestingly, the bike has an upper fairing decal reading "Commando 750 Racing". The decal is smaller than normal "Commando 750" sidepanel decals and appears original. In pictures I've seen, it looks as though Norton experimented with these decals on the first few PRs built. I've seen four or five and they are all somewhat unique and only found on the earliest PRs (I think).
'70 PR in front of garage
Reg Pridmore's 1970 Norton Production Racer
This was Reg Pridmore's factory 1970 Norton Production Racer. Reg raced the bike for one season (1971) but held on to the bike even after he moved on to BMWs and became the first AMA Superbike Champ (eventually claiming the title three times). I purchased the bike from Reg through an auction. Reg had the bike restored in Canada by Jim Danniels about four years ago to original race condition. I've spoken with Jim and he confirmed that the fiberglass and all major components are original to the bike as provided to him by Reg. Herb Becker handled the engine rebuild. The bike held its class record at Riverside in the seventies. The first pic is of Reg on the bike, circa 1970 at Orange County Raceway. The second is of the bike today in front of my garage in NYC. This bike too has been authenticated by Norman White. It left Thruxton in August of '70 on its way to NVT West Coast. A local customer purchased the bike for Reg to race. According to Reg he had been doing so well against Norton's factory guys that he began receiving factory support for his effort on this bike. As a result, the engine has significant internal modifications: all plain bearings have been replaced by needle roller bearings, including the valve train and gearbox. I had a chance to speak with Reg about the bike at Mid-Ohio this year and he said with the bearing mods the motor would rev comfortably to 8900 rpm. Reg fitted the S-pipes early on for ground clearance.
Reg Pridmore on '70 Norton PR (circa '70)
'70 Pridmore Norton PR - today
1970 Norton Production Racer - Big Tank
This bike, although not an original PR, was created with original period parts. Not much more to say here. Super nicely put together bike and a joy to ride. Performs just like an original.
'70 Norton PR, big-tank
1971 Norton Production Racer
After a lot of searching, two years ago I finally found a '71 PR to round out the PR collection. It was in rough but complete shape which was fine since I actually planned to race this one. This one is a documented original PR (per Norman White and the original sales documentation). Again, it was rough but all the critical, original pieces were there including the bodywork, front and rear brakes/ 19 inch wheels, exhaust, etc, and a ton of spares. It came as a package with the TZ250 below. The bike was built at and dispatched from Thruxton in August 1971 (making it one of the last PRs built), then shipped to Park Road Motorcycles in Southampton, UK. Roderic Miller ordered the bike from Blackie's Custom Motorcycles of Detroit in November 1971 and received the bike new from Blackie in March 1972 at a price of $2495 b/f tax. The bike was modified somewhat by Rod for F750 road racing but he was meticulous in keeping all the original PR-specific parts which were passed to me when I purchased the bike (from his widow). I have spoken with Blackie and he recalled only having had two PRs come through his dealership, the early '70 model which he kept and raced (seen above) and this one.
I stripped the bike down for cleaning, general inspection and updating, starting in the Winter of '05/'06. The original motor in the first photos suffered piston damage at some point and I instead used a Combat-based big-valve motor while the original awaits rebuild. I geared the bike to run at the faster tracks we visit and my goal was to keep the original parts safe and tucked away while allowing some improvements for safety and reliability and to be (relatively) competitive in Formula 750 vintage racing, even though the biek was built for BEARS. The engine cradle and swingarm received the set screw modification and o-ring update by Phil Radford at Fair Spares America. I used new Works Performance Ultralight shocks, Hemmings dual-disk Norvil front brakes, Hemmings chromoly clip-ons, Maney high-level exhaust, Maney 40mm belt drive, Boyer ignition, and a Kirby Molnar fairing. Frame is unmodified PR, as is the rear brake (but with new linings). Again the motor is a Combat-based 750 with 10.5:1 pistons, 2S cam, big-valve head, Carillo rods, lightened crank, Maney alloy throughbolt cylinder, Maney gearbox outrigger, and 34mm Amal Mk2 carbs. I have tucked the original 19 inch shouldered Borranis away in favor of improved tire selection with 18 inch units. The bike weighs 345 lbs now, about 4 pounds less than my f'bed-based F750 bike (after two years of development).
'71 Norton PR bare
new shop, new direction
Racing with AHRMA - Grattan, MI - June '08
1971 Norton Production Racer Another original PR, authenticated by Norman White. I got this oen from the original owner, Steve Thompson. Steve, who was stationed in the UK, bought the bike off Gus Kuhn's showroom floor in early '72, well after NVPS had officially closed its doors. The bike was dispatched from NVPS (to Gus Kuhn) in August of '71, NVPS' last month of operation. Steve and a partner raced the bike on UK circuits and it is in extremely good, production race-ready condition today. I'm in love.
1971 Norton Production Racer Another original PR, authenticated by Norman White. This bike was restored a few years back for Keanu Reeves. It's one of the last factory Production Racers made, only dispatched from Thruxton to NVT West (US) in September 1971.
1971 Norton Production Racer - Phil Schilling
Yet another. This NPR was specially built for Cycle World's Phil Schilling, with additional input from Cook Neilson. Letter's between Neilson/Schilling and Norton Chairman Dennis Poore document the bike's special built to AMA 750 specifications of the period (i.e. hotter motor than the already hot Production Racer spec) and additional testing/tuning by Norton's #1 rider and development engineer, Peter Williams. Dispatched from Thruxton as a "750 Racer", this is a one-off special build done to the already special Production Racer.
1974 / 1961 Norton Featherlastic 750
Original factory 750 short-stroke engine in an original Manx frame, modified to use Commando isolastics. This is a special built by Ron Fratturelli. Brakes are original Dunstall pieces, while triple clamps are magnesium Manx units. Silencers are Contis, carbs are Amal Mk2s.
1967 Dunstall-equipped Norton Atlas
I started with a bare '67 Atlas slimline featherbed frame. From there, every piece was sourced individually: lots of ebay stuff, lots of new parts from Mick Hemmings, Phil Radford (Fair Spares America), Frank Cornwall (Clubman), and Steve Maney. Former Norton dealer Ron Fraturelli was also key (Dunstall tank and high comp engine w/ Dunstall head), as was invaluable advice from garage mate Kenny Cummings (www.nycnorton.com) who was simultaneously building a Commando-powered f'bed race bike.
At first I planned to build a "mildy" cafed Atlas for the street. But, one thing led to another and I ended up with what was basically a street going vintage race bike. I used a Grimeca 4LS front brake, Mick Hemmings wide swingarm, a '65 Dunstall Atlas 750 motor with ported Dunstall head, Dunstall fiberglass tank (eventually an alloy Lyta style tank), Manx alloy fenders and seat, Maney 2-1 exhaust and 30mm race belt drive, Clubman rearsets, center mount oil tank, Pingle switchgear and fuel valves, aluminum engine plates, Akront wheels, Hemmings electronic tach, 32mm Amal Mk2 carbs, and a TGA/Kirby Molnar fairing.
I put about 50 miles on the bike in street legal form before converting it to a full AHRMA F750-spec racer. The first pic shows the early stages of the dry build. The last ones are of me on the bike at Barber in 2006...minutes before the engine blew. I am currently disassembling this bike to complete other projects.
Early on in the '67 Atlas build
Dunstall-equipped '67 Atlas - Spring '04
Norton F750 Racer - Winter '04
Barber '06 - Turn 2
1959 Norton Manx 500
This particular bike was Frank Perris' mount for the 1961 500cc World Championship campaign. Perris finished third for the year behind Gary Hocking and Mike Hailwood, both on factory MVs. Perris' bike was tuned by Ray Petty. As good and faithful as the McIntosh, Summerfield, and Molnar bikes are, it's always nice to see an original with patina.
1959 Norton Manx 30M, ex-Frank Perris
1962 Norton Manx 500 (Summerfield)
This is a full-tilt GP-spec 500 racer. It started as a Molnar Manx built in '99. Prior owner switched to Summerfield motor and gearbox in '02 time frame. It was built with the best of everything: magnesium Dick Hunt fontana replica hubs, clamps, crankcase, etc, akront wheels, stainless exhaust, Spondon wideline frame, full fairing, and Mitsubishi ignition.
'62 Norton Manx 500 (Summerfield)
1951 Norton Manx/Inter 500 - SOLD
This is a mostly complete 1951 Norton Manx/Inter hybrid. I don't have much history on the bike but, save for the 18" rims, it's got a ton of original Manx gear - tanks, flyscreen, seat, swan-neck slip-ons, and early bolt-up style Manx frame.
'51 Manx 30M
1949 Velocette KTT 350 (in replica Manx frame) - SOLD
This is a beautifully built machine using a late Velocette KTT 350cc single. Other bike parts are early-50s spec Norton Manx, save for Grimeca 4LS front brake and Commando cush setup in the rear.
'49 Velocette KTT in '51 Manx frame
Dunstall Lowboy project
This is an NOS Dustall Lowboy kit, complete with tanks, swingarm, and engine plates. My plan is to build a proper 500 Premier bike around this, Norton twin-powered of course. I now have all the major pieces to complete this bike: Manx magnesium conical rear hub, magnesium 4LS Fontana up front, built 500cc Norton twin (Nourish crank, Carrillo rods, PW3 cam, big-valve head), Hemmings magnesium-cased 5-spd box, original Seeley magnesium clamps. Bike is coming together now...
1949 Vincent Series B Rapide
This is a macthing (for Vincents) numbers Rapide built in 1949 (but not titled until late 1950). After a crank failure some years ago, the engine was rebuilt to somewhat higher than standard spec, including 9:1 Venolia pistons. Front brakes are Black Lightning.
This is an ex-works, Rob North hi-boy-framed Triumph Trident. The bike was tridden to third place in the 1970 Daytona 200 by Don Castro, then became junior teamster Tom Rockwood's mount for the '71 race. Rockwood continued to campaign the bike with factory support after the formal team effort ceased. During partial restoration by the prior owner, the bike was thought to have been one of Gary Nixon's two factory hi-boys due the the number 9 being discovered under several layers of paint on what appears to be an original fairing. However, Nixon's hi-boys are accounted for, but more interestingly, Rockwood raced the bike as Nixon's traditional #9 in the Daytona 200 (Nixon raced as #10) and the lettering uncovered also otherwise matched the factory scheme on Rockwood's bike in '71, which had been Castro's in '70. When found by the prior owner, as a thinly disguised street bike, it still wore Rockwood's privateer color scheme on the bodywork.
1972 BSA Rocket 3 (Rob North)
This is an original Rob North framed Rocket 3, completed by Mike Hoskison of BeeBee Racing in '86 from their spares when they got out of racing their fleet of ex-works triples. The frame is one of the 77 Rob North built in England after completing the frames for NVT's works racing effort. The motor is to works specification, including quil-drive ignition and was built by Steve Brown. The other cycle parts are all period, including magnesium hubs and Daytona tank.
1972-spec Triumph Trident (Rob North)
Rob North replica frame (Miles Engineering) with engine built to mild race specification (Carrillos, lightened crank, forged hi-comp pistons). 3:1 exhaust, Kroeber tach, sheet steel triple clamps, short circuit tank and seat, five speed gearbox, 27mm Amals...
1972/2004-spec Rob North Triumph, Gary Nixon's AHRMA F750 Championship bike
Rob North replica frame with engine built to full race specification by Steel Breeze/TripleTecs. Gary's last Championship bike. Many race wins and fantastic duels with Jay Springsteen aboard Hourglass Racing's Harley XR750-TT.
Gary Nixon's AHRMA F750 Championship bike
1962 AJS 7R, ex-Team Obsolete
A late-production 7R from the Team Obsolete stables.
1962 AJS 7R
c1962 McIntyre Matchless G50
This is an older, replica McIntyre frame, likely built up and raced by Gordon Cooper in the 1990s. I'm rebuilding the bike utilizing a Minnovation G50 top spec engine, Hemmings drum-selector six speed gearbox, Gardner carb, Oldani brakes, etc, with plans for Barber 2011 500 Premier competition this October. Progress shots...
McIntyre Matchless G50 project
1985 Yamaha RZV500r
Here's a very original but uncorked '85 RZV500r two-stroke V4. This is one of the best and last of the street replica GP bikes from the golden age of 500 two stroke GP.
1966 Harley-Davdison (Aermacchi) Sprint
I got this one for my girlfriend to learn on. It's a solid, period cafe bike with excellent Moto-Giro potential.
Walt Siegl Motorcycles Trifecta
I first met Walt about 15 years ago in NYC through friends that recommended him for some aluminum tank repair work. At that time, he was doing custom Harley-based builds, part time. About ten years later, I started seeing these beautiful Ducati builds by "Walt Siegl" in New Hampshire. Same Walt Siegl? Yep. I am normally not a big custom bike person, but Walt had just so nailed the concept of a modern bike with classic sensibilities through his Leggeros, that I had to reach out for one. It was a two year waiting list as I recall. The bike we ended up doing is a testament to Walt's ability to take the customer's "wants" and distill them into something beautiful, and not something jumbled and incoherent. I subsequently did an Adventure bike him, which I promptly thrashed on a 1500 mile Oregon DS ride, and more recently an MV-based machine. I can't recommend Walt enough if you're looking for something beautiful that also performs!
1976 Ducati 900 SuperSport - SOLD
I bought this bike from the same guy as the Blue/Yellow '70 Norton PR. It started life as a '76 900SS Ducati but was raced very competitively (finishing top-5 in virtually every race it entered) from 1980-87 by Charlie Kirk in the AMA Championship Cup Series (CCS). The bike is beaufitul if a little rough around the edges; it's got character that's for sure. I have since spoken with both Charles Kirk and the bike's original tuners, the Frutiger brothers of Wheels Unlimited. The Frutigers remembered the bike well, mainly for the significant head work required to get full potential from the Imola cams. According to Kirk, the bike was extremely reliable during its racing career although he took five spills on the machine. When he got it, the bike was stock silver/blue with full street trim. He painted it red at first and then after significant frame modifications (shortening and steeper rake), the frame was painted Sonoco Blue and the bodywork yellow. The bike raced all over the Midwest and made it to the CCS run-offs at Daytona four times, finishing 3rd twice. I have ridden the bike sparingly but can say for sure that it is a friggin' beast!
'76 Ducati 900SS
'76 Ducati 900SS
1979 Ducati 900SS
I'd been looking for the right black and gold 900SS for years when this unrestored, 6k mile example fell in my lap. Beautiful patina, beautiful noise.
1998 Ducati 900SS Final Edition
I wanted to replace my '93 900SS/SP within hours of selling it a few years back. There's just something special about the FE version that attracted me, and then this was too nice to pass up. It's a 3k mile one-owner bike (before me). The motor carries a lightened crank and high compression pistons (all FBF), Eagle exhaust, and Keihin flat slide racing carbs. It's really a spectacularly performing SS. I've had this one a couple of years now but am only now getting around to posting a pic.
BMW GS Adventures
1984 R80GS PD: What a bike! The original really is th ebest in a lot of ways. It doesn't weigh much and has the big front wheel so it's actually decent offroad. This PD edition has the endurance tank and solo seat, and I had my friend Keino Sasaki build a custom two-into-two reverse megaphone high pipe setup to replace the stock stamped steel silencer and restrictive primaries.
2004 R1150GSA: I missed my old 1150 so much that when I saw this dual spark one in black and yellow, with nobbies, I was sold. Still the same gearing give-up as the 1200 Adventure though.
2010 R1200GSA 30-Years: To celebrate 30 years of the GS, BMW created a series of commemorative editions of each bike in the GS line (800, 1200, and 1200 Adventure). About 150 Anniversary Adventures were built. I was looking for a good excuse to upgrade from my old 1150GS and the paint scheme of the Anniversary model sealed the deal. I have to say though, that even though the 1200s are 80 some odd pounds lighter and have 25-30 more horsepower, there is something missing versus the 1150s. And although this Adventure is a fantastic bike, I also find myself sometimes longing for the more long-legged gearing of my old, standard 1150GS.
2002 Moto-Guzzi V11 LeMans Tenni - FOR SALE, $6k
This is #137 of 170 Tenni produced. 3k original miles. This is a spectacular bike for high speed, long distance riding. Thanks to Neptune exhaust, it sounds the business too. Includes aluminum luggage rack, suede single seat and black dual seat, and original exhaust. New Odyssey battery.
2002 Moto-Guzzi LeMans Tenni
1993 Moto Guzzi 1000S
A two-owner, 12k mile small port 1000S in perfect condition. Bub's exhaust but original is with the bike. The 1000S was among the first of the retro bikes, ala today's Bonnevilles. They used the then-current Lemans engine in a Tonti-style frame. When new, they were pricey (near $10k) and a hard sell...but they quickly became collectible thanks to great power, robust mechanicals, classy styling, and rarity.
1973 Moto-Guzzi V7 Sport
Stock but nicely restored V7 Sport. I rethink my love of Commandos every time I ride this bike. At least for a little while. Really a generation beyond the Commandos of that day, this bike is as easy to ride today as my '93 Ducati was and I highly recommend Guzzis from this era for anyone wanting to get into vintage bikes without spending all of their time wrenching on them. The bikes are nearly bulletproof and in the case of the V7 Sport, quite rare.
'72 Moto Guzzi V7 Sport
1981 Husqvarna WR250
An unrestored but perfectly running 376 mile beauty.
1981 Husky WR250
1972 Husqvarna WR & CR (SOLD) 450s
Not much to say here. Wanted to get some year 'round trail riding in and have always loved old Huskys.
'72 Husky CR 450
'72 Husky WR 450
1974 Laverda SFC (Series 17000)
This is a US-spec '74 Laverda SFC built in May 1974, one of 120 produced. Basically a homologation bike for production class 750 racing in the early- and mid-seventies, the SFC was a contemporary of the Norton PR, Ducati 750SS, and Moto-Guzzi V7 Sport, its specialty being long-distance endurance events. The US-spec 17000 series has a number of special items that differentitate it from the 16000 series (including gauges and exhaust) but the basic differences with the SF (lighter frame, improved engine, bodywork, dual disc brakes, etc) are shared with the Series 16000 SFC which was also built in the Spring of '74.
1978 Laverda Jota America
There's no replacement for displacement. Laverda attempted to cure their inability to send the Jota 1000 to the US by softening the motor a bit, but compensating with more cc's in the form of the 1200 America. This one was fettled a bit further by Lance Weil. It has full Jota lightweight (loud) exhaust, uprated cams and brakes. An awesome machine to ride or look at.
1970 Honda CR750 Replica - SOLD
High quality replica of the over-the-counter Honda CR750 kit for the CB750, including the proper frame modifications, tanks, and motor tuning.
1969 Honda CB750 K0 - SOLD
Sold new to a US serviceman stationed in Japan. He brought it back with him, later selling it to a close friend. All the key original bits remain.
1959 BSA Catalina Scrambler
Beautiful restoration of an original Catalina Scrambler with DBD Gold Star engine and SC-T trasmission.
Magni MV Agusta 750 - SOLD to Australia
Early-90s Magni conversion of a 600cc MV four to '73-spec 750cc racer. Autographed by Agostini. Bike spent many years in Willi's Motorcycle Museum, where its placard read: 398 lbs, 95 hp. Bike was (supposedly) formerly raced in the Italian Championship. Carries lots of good Magni parts, including racing frame and alloy tank, clamps, Magni hand formed exhaust, Magni chain drive conversion, racing drum brakes, etc. Anyone with info on a racer named "Sisto" that could have campaigned this bike in Europe, please email. Thanks!
1974 MV Agusta 750S
Unrestored late-build 750S - bigger carbs (27mm Dellortos), higher (10:1) compression, sportier cam, bigger inlet valves. '74 was the last year MV won the 500cc World Championship and these bikes (about 230 made) were built with a cost-is-no-object mentality.
'74 MV 750S
1977/8 MV Agusta 750S/850SS
This bike started life as a 1977 MV Agusta 750S but was recalled to the factory in 1978 for conversion into what would become the 850SS. MV was having a hard time selling the 750S, given competition from bigger bore Japanese and Italian superbikes of the period, so they recalled a handful of 750S machines still unsold at dealers and uprated the engines. This is a fully documented, unrestored example.
1978 Harley-Davidson XLCR 1000
A period review described the XLCR like this: "as a motorcycle, it has no merit". They went on to talk about how you should only buy it for "the adventure", and I can support those conclusions. It is a fairly terrible motorcycle, even for the day. Hell, even for 10 years prior. In fact, in overall performance, I would place it on par in absolute terms with my Vincent Rapide of almost 30 years its senior! Still, it's so bad...it's charming!? As long as you remember that what you're really riding is a late-70s, AMF-era Sportster 1000 shovelhead, and everything will make sense. No matter how awesome the XLCR looks, don't be fooled by the triple disk brakes (single pistons on each caliper), or snarling siamesed exhaust system (about 60hp), or cafe racer looking stance (strange ergos and clunky shifting), or high-rpm tach (you're done making power by 5,500rpm), or beautiful cast wheels (they are heavy AF), this is not a sporty bike, it's a stylish bike.
Very much a cornerstone of my collection, here are three XRTTs from the Team Obsolete (TO) race program. For several years TO was backed by the Harley Davidson Racing Department, where they dealt directly with Dick O'Brien, Clyde Denzer, Bob Conway, and Peter Zylstra. From 1980-2000 TO raced throughout the US and in England and Holland. Their riders included Dave Roper, John Cronshaw, Cal Rayborn III, Yvon Duhamel, Pat Moroney and others. Tech support for the program came from H.D. Racing, Brooklyn & Nassau Harley Davdison, and from Jim Belland, Carl Patrick, Don Vesco, and Moroney's Cycle. TO's sponsors included H.D. Racing, Vanson Leathers, Avon Tires, Megacycle cams, Works Performance Suspension, Air Tech Fairings and Kosman Specialties.Most of their H.D. equipment came directly from H.D. Racing.
TO rebuilt three of their XRTT machines for me over the last two years.These bikes represent three successive eras of development of the XRTT’s by the factory team.The first has a Fontana drum front brake and narrow rims.The second has wider rims and an early front disc brake of H.D. Team design.The third has the latest H.D. Team disc brake design, Morris Mags, a new motor built by Carl Patrick, and some updated small components.All bikes have original body work, most with original tri-color gel coat finish.TO's huge collection of genuine XRTT parts, acquired over 30 years, was critical to accomplishing the rebuilds with correct details. The results speak for themselves...
2nd Gen XR-750 TT
1st Gen XR-750 TT
3rd Gen XR-750 TT
1971 MZ RE250
This was originally 1 of 3 MZ works twin cylinders built for 1971 and is strongly believed to be Peter Williams' Ulster GP (350cc) winning bike as the other two team bikes (of Grassetti and Bartusch) are known to still exist. The rolling chassis was sold out of the MZ works by race manager and ex-racer, Horst Fugner, to Bernd Rohleder. Rohleder commissioned Hartmut Bischoff to build him two engines, one air-cooled, one water-cooled (which currently powers the bike). The bike was last raced at the Saxonring GP in 1975 where it carried the #1 plate. I recently secured an original RE250 engine from Europe that will be installed in the bike, returning it to '71 works specification.
1979 Yamaha TZ750F
There's been a lot written about the monstrous nature of these bikes. This is a period example of the last TZ model made, the mono-shock, 120hp, 335lb F-model. This particular bike was raced competitively by Doug Libby under Wild Bill Betz' ownership until 1984, when Betz retired it to a display in his living room! Betz, a noted sign painter and pinstriper (he did all 900 original Hurst/Olds cars over a nine week period), adorned this one with lovely pinstriping and gold leaf work. The bikes was continually updated to Lectron carbs, mag wheels and revised bodywork. Betz kept the original wheels, bodywork, manuals, racing notes, etc, and they remain with the bike today.
1979 Yamaha TZ-750F
1973 Yamaha TZ350A
This is the bike on which Jim Evans finished third in the 1973 Daytona 200 behind Jarno Saarinen and Kel Carruthers on their factory TZ350s. Evans, a privateer, was riding the bike under the Mel Denisen banner. This bike was restored by Stephen Wright.
1974 Yamaha TZ250
This bike came as a package with the '71 Norton PR. While I was originally interested in just the Norton, the more research I did on the TZ, the more enthusiastic I became for this bike. These bikes, and their larger TZ350 brothers, were the choice of privateer racers in the mid-seventies. With a dry weight of 240 lbs and 51 peak hp (TZ250) at 10,500 rpm, they were effective. This is a very complete and original "B" model of which about 1000 were produced during '74/'75. Since the C model that followed included the improvement of disk brakes, many B owners "upgraded" making the drum brakes themselves quite valuable and hard to come by today. This bike came with a full spares package including bodywork, gearing, pipes, etc. Yukio Hamasaki recently went through the bike and brought it back to race-ready condition. Dave Roper has since won on the machine (WERA Summit Point) and Todd Puckett has raced the bike at Loudon with USCRA.
At Summit Point with WERA, '09
'74 Yamaha TZ250
1941 Indian Four outfit
Original paint, Indian 441 outfit. Three owners from new, matching numbers.
1947 Indian Chief
This is a solid, unmolested, beautifully running, matching numbers Bonneville Chief.
1947 Indian Bonneville Chief
1970 Triumph TR6C Trophy This is the father of all those new Triumph Scramblers you see on the road. 1970 is regarded as the best year for vintage Triumph twins (lowest warranty claims), and Triumph offered several flavors of their 650cc bike: Bonneville, Tiger, and Trophy. The Tiger and Trophy were slightly more specialized versions of the more sporting Bonneville, with single carbs and slightly less power. Still, the styling of the high pipe TR6C "Desert Sled" is tough to beat in my opinion. The TR6Cs had a number of special bits that many are missing today, but that this one is fortunate to retain, including slightly raised front mud guard (for nobbies), a thick spacer between the tail light face and mount, single gauge mount, smaller fuel tank, slightly shorter gearing, smaller headlight, folding footpegs, and high pipe exhaust with wire heat guard. It was sold new in Iowa through Bill's Triumph and Hodaka Shop in Fort Madison, Iowa on 5/29/70. The first owner kept it for 32 years; I purchased it from the second owner. Mileage is 4500 from new and the original owner's manual is still with the bike.
1970 Triumph TR6C Trophy
2019 Triumph Scrambler 1200XE
I've only ever bought two new motorcycles in my life. I generally find them devoid of soul and too expensive. But, when Triumph launched the 1200 Scrambler, I was smitten from the get go and put my deposit down. Two months later, February 2019, and mine had arrived. The retro styling really belies the invcredible capabilities of this machine. I've kept it stock, save for a cat eliminator. Awesome machine; pricey, but it's clear Triumph built something of high quality.