For Sale/Sold Section
Garages are busting at the seams. Time for spring cleaning....

1966 Norton Atlas 750, Dunstall-ized, $15k

This is a fully restored Norton Atlas 750, loaded with every imaginable period Dunstall bit. The bike was first imported to Berliner on June 3, 1966 as a Norton Atlas 750. To clarify, this is not a Dunstall manufactured and dispatched bike, at least not according to VMCC records. Rather, it is a 1966 Norton Atlas 750 done up as a Dunstall Dominator, including many authentic, period Dunstall catalog items, by a former Norton dealer. The cost to duplicate is high, assuming you had the time to secure all the Dunstall items presented here. The Motorcycle Mechanics magazine cover photo is just to illustrate how close this bike is to the real, period Dunstall machine. 

This bike is in excellent cosmetic and mechanical condition, with minimal use since restoration. There's some small "shelf" wear here and there (see photos of two blemishes on the fairing lower and a crack in the right ear of the fairing upper, behind the windscreen). The bike could use a professional detailing, but is still very clean, showing just under 40 miles since restoration in the mid-80s by a former Norton dealer, who I purchased the bike from four years ago. The bike was serviced last year by NYCNorton and is ready to run. For a featherbed Norton twin with a stamped steel primary chain case, it's relatively oil tight (only a few drops after running). The large gap between the top of the rear wheel and the rear fender in the photos is just a result of the rear suspension being at full extension with the bike on its center stand. Off the stand, it has a tight, road-hugging stance.

Equipment:

  • Modified 2LS front brake (cooling scoop and ventilation holes)
  • Borrani shouldered alloy wheels
  • Dunstall swept backs and silencers, originals with name on the back
  • Dunstall fiberglass tank, original period item
  • Dunstall-type fairing and seat
  • Float bowl extensions
  • Carb velocity stacks
  • Dunstall high compression pistons
  • Dunstall cam
  • Dunstall head
  • Rear sets, shift linkage
  • Alloy fenders
  • Dunstall clip-ons and headlight brackets 
  • Girling shocks
  • Smiths gauges
  • 5/16" chain adjusters (upgraded from 1/4" stock)
.  

1966 Harley-Davdison Aermacchi CRTT, $10k
This is a very original 250cc '66 CRTT. H-D made fifty of these in '66, a major revamp year for the bike. These were successful bikes out of the box, weighing 215lbs and putting out 35hp at the crank. The CRTT was very different from standard Sprints. They featured Magnesium brakes, GRP fuel tank and seat, Smiths tach, Dellorto downdraft carb, a short stroke motor, Borrani wheels, clip-ons, lightened fasterners, megaphone exhaust, and a unique frame. The bike needs some minor sorting. History is available; bike ran Daytona in period.     



1962 Seeley-Matchless G50, $30k
Front-running AHRMA 500 Premier bike, built with the best of everything. Short stroke Walmsley G50 in a replica Seeley Mk2 chassis. Two race weekends on motor refresh. Very strong runner with perfect carburation. Dick Hunt magnesium Fontana replica brakes. Six speed gearbox. Belt drive. Easily $60k or more to replace. Half off and fully sorted. Last raced at Barber in Oct 2011. 

1964 Norton Atlas  - Les Cook BEARS race bike, $15k

Here's a professionally built, fully sorted Norton Atlas race bike. The bike was built, developed and raced by Les Cook of Cook’s Norton Service as a rolling business card in AHRMA’s BEARS (British European American Racing Series) class. The frame is a modified slimline Norton featherbed, with title. 

This final version of the bike spares no expense in mechanical components. Nearly everything is top shelf (and very pricey) aftermarket, from the Steve Maney Racing engine, ignition, exhaust, and belt drive, to the TT Industries, drum selector, magnesium cased racing gearbox. The Maney engine parts and TT Industries gearbox list for approximately $14k. Add to that alloy fuel, oil and catch tanks, shouldered alloy wheels, Lockheed Racing caliper front disk, cush-drive rear hub, Works Performance shocks, electronic racing tach, two race seats (Manx-style and alloy cone type), Mikuni carbs, magnesium steering clamps, and Cosentino Engineering cartridge fork internals, and the parts total grows to ~$20k, before considering all the miscellaneous items: cables, manifolds, clip-ons, timing set, race tires, chain, petcocks, plumbing, hand and foot levers, and wiring. Figure another $1k for those items. Then there’s professional assembly of the race engine, $3-5k. So, just the parts and engine build and we’re at around $25k. But then, this bike is complete, fully sorted, fully safety-wired and with a fabricated alloy belly pan, fairing mounts (no fairing). It’s safe to say if you tried to build a Norton slimline featherbed-based race bike of similar specification, you’d be in to it for ~$25k, plus a few hundred hours more in assembly, tuning, sorting, safety wiring, etc.

According to Les’s dyno sheets, this bike generated 72.1 rear wheel horsepower at 7400 rpm and 59.1 ft-lbs torque at 5300 rpm on the dyno. Importantly, hp was 70 or higher from 6500 to 7500 tpm an torque was 50 ft-lbs or more from 4200-7500rpm. This is a well-tuned, well-sorted race engine!

Major Components:

  • 1964 Norton Atlas (titled) slimline featherbed frame, VIN 20110249
  • Maney 2-into-1 racing exhaust
  • Maney Stage 2 cylinder head (3mm oversize intake and exhaust valves, CNC porting)
  • Maney race cam with re-ground followers
  • Maney lightweight racing crank with Cr-Ni-Mo alloy billet flywheel
  • Maney racing crankcase (newly cast, high strength with stock mounting points)
  • Maney crank-triggered ignition through Boyer box
  • Maney racing valve spring kit (race springs, titanium collars)
  • Maney racing valves, tuftrided
  • Maney race belt drive primary
  • Maney alloy cylinder barrel with iron liners
  • Maney/JE high-comp, forged racing pistons (+.020, built to 11:1 compression ratio)
  • Carrillo steel connecting rods
  • Maney custom pushrods
  • Grimeca cush drive rear hub/brake with removable sprocket
  • TT Industries 5 speed racing gearbox
  • Amal Mk2 carbs, 34mm
  • Alloy fuel tank
  • Alloy oil tank
  • Alloy catch tank
  • Works Performance race shocks
  • Race seats (alloy seat built by J&L Race Cars at a cost of $2200 and a fiberglass Manx-style seat)
  • Shouldered alloy wheelset
  • Elliot Electronics racing tachometer
  • Magnesium triple clamps
  • Clip-on bars
  • Cosentino Engineering cartridge fork internals (adjustable damping and rebound)
  • Avon racing tires

Condition:
The bike is in very good condition and was freshened by Les immediately before he sold it to me. It remains very clean and in great running order, subject to a normal recommissioning. The bike was serviced and run-in on our shop dyno last year, but it has not been raced since Les owned it. Recommissioning would require a new battery, fresh fluids, and new race tires. Alloy fuel tanks are susceptible to cracking at their welds, especially in rigid-mounted race applications, and this tank has been repaired with fiberglass, which allows some flexibility. These repairs were done by Les and proved successful.

I purchased the bike in 2009, directly from Les, shortly before his passing. I was attracted to the bike by the value of the parts and quality of Les’s race build, but have continued racing other bikes and done nothing with Les’s bike. I have set my reserve at only what I have in the bike, which is still a huge bargain compared to Les’s investment in parts, time, tuning, and sorting. I’d love to see this bike back on the track as Les would have liked. It’s a fantastic, high specification BEARS class race bike, with big power and reliable racing mechanicals. However, the bike is also titled, and so it could technically be made into a very fast street bike if desired, and registered for road use. 

In addition to the bike, the sale includes five pages of hand written notes from Les detailing bike specs and details on running it (engine bolt torque specs and clearances, carb settings, oil specs, etc) and dyno sheets from Les’s tuning sessions, plus a peg stand, fairing mounts and two seats. The bike is sold on a signed over, but blank, State of Washington title (you fill in your name as buyer).


Racing frame kits: Seeley-Norton Mk4 (priced to spec) and Dunstall Lowboy ($5k)
  • Seeley-Norton Mk4 - High quality replica frame, swing arm, oil tank, axle adjusters, Koni shocks, seat, engine/gearbox plates, Norton/Lockheed PR disk brake front wheel, Commando rear cush hub, alloy steering head. Can supply freshly rebuilt hot street Commando 750 engine with Mikuni carbs, belt drive primary, four speed gearbox. Needs fuel tank, exhaust, re-assembly.
  • Dunstall-Norton Lowboy twin - This is a NOS over the counter Dunstall Lowboy race frame kit. This is the same type kit I used to build my Lowboy 500 in the Motorcycles section, but a 750 twin works too. Kit includes frame, swing arm, engine plates, and oil tank.  

1967 Triumph Bonneville - SOLD to California
Something of a bitsa...a Triumph unit twin motor with a 750 MoreGo kit, T140 cams, ported and flowed head, competition clutch, twin Mikunis, Flanders pull-back bars, Barnett cables, Betor clamps/forks, 1 5/8 inch TT pipes, solo seat and pillion pad, Boyer ignition, basic lighting, and a powdercoated frame.


1974 Norton Commando 850, Mk2A - SOLD to New York
Here's a beautifully restored and nicely customized '74 Mk2A Commando 850. The resto work was done about two years ago by Randy's Cycle in Virginia. Frame, engine, and gearbox numbers all match (VIN: 317143). Mileage is actual, currently 11,120. This Commando runs great and looks perfect as it's done very few miles since the work was completed. I bought the bike about a year ago from the owner who oversaw the work...and I've done nothing with the bike since. Now it's time to make some space in the garage for stuff that gets more use, so this one is in need of a new home. The detail work on this bike and the build quality are first rate, in my opinion; it would be easy to spend $15k restoring a Commando to this level. And remember, this is a highly desirable Mk2A Commando, which many consider the best all around model. The Mk2A benefits from the improved 850 crankcase and thru-bolt cylinder, but they don't have the additional weight of Commandos that followed. NOTE: Mk2A's had a single disk front brake from the factory, although this one utilizes an earlier Commando two leading shoe front brake. Wheels are shouldered alloy.

 
1940s Belly Tanker with flathead Ford V8 power - SOLD to New York
The tank is actually a wing tank off a late-40s F84e jet. 2.5' diameter, 11.5' long with full round tube skeleton framework. To be clear, this is NOT a period tanker car. The tank is real, the mechanicals are period, but the frame and assembly were done a couple of years ago. Although it runs and drives, there's really nowhere to run it except for low speed exhibition. Forget any notion of running this in any official way or at Bonneville. It would make a phenomenal piece of garage art though. That's why I got it...but my garage is full of other projects. The tanker has: Model A front axle, chrome '32 V8 steering box, '40 Ford spindles, home made bomber seat with vintage aircraft lap belt, '46 Ford truck master cylinder, electrics done except for gauges (Stewart-Warner). Motor is a "built" V8 60. Not sure what all has been done to it but it came out of a drag boat. In and out clutchless gearbox (1:1 ratio). '47 Ford 3.77 rear end with new brake internals and lines. It needs: two tubes welded in the water circulation tank, master cylinder rebuild, exhaust drop outs. Tanker runs and drives after a healthy push (from another car) to get you going until the trans can be engaged. Make (five figure) offer. 

 
 
1969 Plymouth M-Code 440 'Cuda - SOLD
This is a documented 1969 Plymouth Barracuda M code 'Cuda 440 Sports Hardtop. This was the first year that Plymouth had a separate model name ('Cuda) for its sportiest Barracuda. 334 cars were built with the M-code package which included the 440 Super Commando engine as well as a beefed 727 Torqueflite automatic and heavy duty suspension. This one has its original fender tag and window sticker that detail its options: Chrysler Super Commando 440/375 V8 Motor (replacement '69 440 HP-code block), 727 Torqueflight Automatic Transmission, 8 ¾ Sure Grip Rear End, Dual Exhaust, Molded Hood Scopes, Center Tachometer, Full Center Console, Bucket Seats W/ Head Rests, Drip Rail Moldings, Body Belt Moldings, AM Radio. This is a Y39 Special Order car and is in the M-code registry.


1974 Dunstall Commando - SOLD
Clean, well-kept, nicely-built '74 Dunstall with all the unique bits: twin Dunstall front disks and cast in calipers, 2-1-2 Blair-designed exhaust, changed-angle big-valve head, 10:1 compression, Dunstall cam, Dunstall long kickstart, Dunstall rearsets and bodywork, etc. Title lists it as a black '74 Norton Commando roadster. Could have been an in-period conversion but regardless, it's in fantastic condition with all the rare Dunstall parts. Purchased from Ron Fratturelli about four years ago and nothing done with it sense.  
1967 Corvette 427/400 - SOLD
This is a ďreal dealĒ 1967 Corvette Coupe, Ermine White with Saddle interior, 427-400hp 3x2 (L68), 4-speed (M21), tinted glass, 3.70 posi-rear, transistorized ignition, original side pipe car, original rally wheels. One repaint on a no-hit body on this 39K mile car. All original undercarriage with original factory frame stencil and markings still visible and suspension still has factory paper tags. All correct numbers and dates. Original tank was replaced and sticker was removed preserving factory build sheet. It is an early production 67 built Sept 22, 1966 and was part of Bill Mock's collection 25 years ago. Besides the original tank sticker, I have ownership history back to '74 (copies of previous registrations in OK, NE, and CO). This is an honest '67 big-block car. Excellent survivor condition. $100K or best offer.

1966 Ford GT40 (CAV Replica) - SOLD 
This is an accurate (within reason) replica of the Gulf Oil, Le Mans-winning GT40 from 1968 and 1969, chassis #1075. Using a proper monocoque chassis (albeit in stainless steel), this car was factory built by CAV with the correct widebody rear unique to the Gulf team cars. The car was completed (powertrain and sorting) by Bill Andrews at HRE. Power is from a Ford 302 (~350hp) running 48mm Webers. The transaxle is a 5-spd Getrag hybrid unit. Wheels are correct BRM-style units and braking is full Wilwood with a brake bias controller (critical for this type of layout). The Gulf paint scheme was done at CAV's factory in South Africa but I had the Gulf decals and numbering done locally. Fun to drive once you get over the blindspots. The car is in excellent condition having covered only 1k miles since completion in early-'04. I have replaced the Goodyear Sport Special race tires below with BFGs and Cobra Automotive in Wallingford, CT fabricated stronger transaxle/engine mounts (a recommended CAV upgrade). This car is an absolute blast to drive. A new one from CAV, fully sorted and setup like this one, will set you back a lot more than the $75k I am looking for here. This car is authentic in design, proportion, and handling. Email for more info.   

2001 BMW R1150GS - SOLD
Pacific Blue/White
26k miles. 

For sale is my beautiful 2001 R1150GS. I've owned it since 18k miles and have had no major issues. I had the 24k mile major service done by BMW Manhattan at 22.6k miles (in Sept '07, ahead of a trip) and at a cost of $1,161. Sale prompted by recent purchase of a new 1200GSA.

The overall condition of the bike is excellent, reflecting the relatively low mileage. Itís always been garaged and well-maintained. There is some scratching and a deep scratch on the front right side area of the tank, which has been touched up but is still visible. It isn't really noticeable, but pics included. There's also a crack in the taillight, but it functions perfectly. The motor is strong and the mechanicals quiet...it's just getting broken in.

Tires are Michelins and look to have lots of tread left. 

Again, the 24k service was done at 22.6k miles (w/ receipts). This is a major recommended service including complete fluid changes, alternator belt, filters including the in-tank fuel filter, valve adjustments and FI adjustment. Because of the time since the last oil change, not the mileage, and the fact that it's being detailed this week at Cliff's BMW (a $200 value), I also had the oil and oil filter changed. The 1200 GSA purchase was a spur-of-the-moment type thing: I saw the Anniversary model and fell in love. Otherwise, I had no intention of selling my 1150, as reflected in the recent updates and extras.
This is a clean, well-equipped, low-mile 1150GS looking for a new home. The bike is ready to go anywhere and includes over $4k in new parts or service. Iím in the New York City area, and can pick you up at any area airport if you want to fly in and ride out.
$7,500 cash. Sorry, but Iím not interested in trades.

Options and Extras:
NEW Jesse Bags with new liners
NEW Givi monokey topcase top case (large, holds two full-face helmets)
NEW TBR M5 titanium muffler (low-mount) with TBR cat eliminator mid-pipe (original can available too)
Second 12V accessory power outlet on dash
Heated grips, ABS
Stock seat in place but comes with Corbin comfort seat and a factory "low" seat
Adventure nose beak
Throttlemeister
Aeroflow front windscreen (original included)
Touratech hand guards
Odyssey battery (less than one year old) 
Engine sump guard
Handlebar risers
Valve cover guards
Touratech cleated pegs
Touratech GPS mount for Garmin Quest2 (GPS unit not included)

2001 BMW R1150GS
1976 Ducati 900SS Racer - SOLD
Ex-Charles Kirk CCS racer
Complete and everything works although would need to be gone through b/f competition
Very successful period bike (wall of awards, tons of top-3 finishes early to mid-80s)
Ported heads
Imola cams
Dellorto 40mm pumper carbs
Stock Smiths gauges, dash
Stock 900SS wheels, brakes
Frame shortened slightly, rake steepened
Bike raced Daytona four times in CCS Invitational (best finish of 3rd)
Equal length exhaust
Early gear gazer