1983 Honda Big Red Motorcycles for sale

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1983 Honda Big Red

$500.00

Johnston, Rhode Island

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Posted Over 1 Month

1983 Honda Big Red , Needs piston rings oil gasket rear brake pads and neck bearings other small stuff rips when running $500.00 4012412443

1983 Honda Big Red

$1,100.00

Suffern, New York

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1983 Honda Big Red , 1983 Honda Big Red , ATC 200E Original owner bought new, Light use Runs Great Electric start and pull start , High / low gears, kept indoors, well maintained $1,100.00 $1,100.00

2016 Honda Pioneer 1000-5 Deluxe Red (SXS1000M5D)

$400.00

Ontario, California

Year 1983

Make Honda

Model Big Red 200E BIG RED

Category Trikes

Engine -

Posted Over 1 Month

1983 Honda Big Red 200E BIG RED, 1983 Honda Big red E The motor runs great turns on no hassle. It needs work cosmeticly. Great for parts or work. Has a tow hitch on back. Bridgestone hook tires in good condition. Pull start needs pull rope. Electric start works.their is No battery. Price negotiable. $400.00 9099861620

1983 Honda ATC 200E Big Red

$1,000.00

Suffern, New York

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1983 Honda Big Red , ATC 200E Original owner bought new, Light use Runs Great Electric start and pull start , High / low gears, kept indoors, well maintained $1,000.00

1983 Honda Big Red ATC 200E

$350.00

Mansfield, Ohio

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I bought this at a moving sale. Wasn't sure if I wanted to fix it up or part it out. Decided to just sell it as-is. It's a project ATC to restore or use for parts. It does run, but the carb is leaking. I rode it around my yard a couple times and that is it. Headlight glass is missing, rear bearings need replaced. Selling AS-IS.

1983 Honda XR 1983 HONDA XR200R with Shoei VFX red helmet and goggles

$2,500.00

Barnegat, New Jersey

Year 1983

Make Honda

Model XR

Category Off Road Motorcycles

Engine 200

Posted Over 1 Month

This is an incredible specimen of a bike, selling locally so first come first served. I had 5 people contact me locally. Ive always been a big fan of the XR series bikes, Ive owned 3 of the 650 L bikes and a 400 cc for a little while and they start overtime and run forever. This is a great collectors item. The only real flaw for a 34 year old dirt bike is a tear in the seat. Ill split it with you. Ebay asked me to put salvage, it is not a salvage bike, it is mint for a 34 year old bike.

Honda : Magna 1983 honday magna low miles

$3,000.00

Elmhurst, Illinois

Year 1983

Make Honda

Model Magna

Category Standard Motorcycles

Engine 750

Posted Over 1 Month

BOUGHT FROM A FRIEND THAT HAD THE BIKE IN INSIDE STORAGE FOR MANY YEARS. PLANNED TO CONVERT IT INTO A BOBBER STYLE MOTORCYCLE BUT NEVER GOT AROUND TO IT. I RODE THIS BIKE TO AND FROM THE TRAIN EVERY DAY FOR THE LAST FEW YEARS. ONLY 1.0 MILES AWAY. JUST BOUGHT A CAR AND MAKING ROOM IN THE GARAGE FOR CAR # 2.I PAINTED IT WITH BLACK MAT PLASTI DIP WHICH PEELS OFF EASILY. ALSO, I CHANGED THE HANDLE BARS. IF YOU WANT ORIGINAL PARTS I STILL HAVE THEM. STARTS RIGHT UP & RUNS GREAT! AWESOME ENGINEERING. Honda V65 Magna Claimed power: 116hp @ 9,500rpm Top speed: 137mph (period test) Engine: 1,098cc liquid-cooled DOHC 90-degree V4 Weight: 618lb (wet) Price then/now: $3,898/$2,000-$4,000Landmark. Watershed. Call it what you will, Honda’s 1983 V65 Magna marked a major departure in motorcycle design. For the first time, a Japanese motorcycle maker’s fastest, most powerful motorcycle had pull-back handlebars and its footpegs well in front of the seat. The Power Cruiser had been born.Sure, Harley-Davidson had been making foot-forward cruisers just about forever, and Yamaha had introduced the “special” stepped-seat, beach-bar look in the late Seventies, but it was Big Red that put serious power in the picture. The Honda V65 Magna was built around a 65ci double overhead cam V4 that delivered more than 100 horsepower to the back wheel, propelling the muscular missile to sub-11-second standing quarters at nearly 125mph.Not every pilot could pull off that party-piece, though. A 45/55 front-to-rear weight bias and laid-back riding position meant keeping the front wheel down was a challenge. And if the road threw you a curve, the lazy 30-degree rake, 63-inch wheelbase and light front end meant vague steering and a tendency to run wide. With the rider’s weight mainly butt-supported, road imperfections could jar the spine, while dialing back the fully adjustable twin shocks invited jacking from the shaft final drive. And although the thrust of the big V4 was seductive, it wasn’t all plain sailing: In city riding, Cycle magazine’s March 1983 test found a combination of too much driveline lash and under-damped CV carbs made for a “low-speed, jerk and lurch routine.” Even so, Cycle said it was the engine that was by far “the V65’s best feature, and motorcyclists who buy the V65 on looks will quickly find themselves enchanted by the 1100’s performance.” The source of this excitement was a 1,098cc liquid-cooled, 90-degree V4 with four overhead camshafts. Each pair of camshafts was driven from the center of the four-main-bearing crank by its own chain, opening four valves per cylinder at a narrow (for the time) 38-degree included angle via screw-adjustable rockers. Primary drive was by straight-cut gears using a split gear on the crankshaft to reduce lash and gear noise and a semi-slipper, diaphragm-spring clutch that allowed half of the plates to release during over-aggressive downshifting. A 6-speed gearbox (five plus overdrive, said Honda) drove the back wheel via two bevel gears and a shaft.The powerhouse breathed through four 36mm Keihin CV carbs drawing from an airbox set in a recess cut into the gas tank. This compromised fuel space, requiring a second tank hidden under the seat and fed by an electric pump. Not surprisingly, perhaps, all this performance and complexity came at a price: Ridden enthusiastically, the Magna’s fuel consumption could drop into the low 30s, and with just 4.5 gallons of fuel in both tanks (and no fuel gauge or reserve tap — just a low-fuel warning light) an unprepared rider could get caught short — including Cycle World’s April 1983 tester, who found out the hard way and had to push the big brute home.

Trim V45

1983 Yamaha VENTURE ROYALE

$4,999.00

Greenville, Texas

Year 2012

Make Yamaha

Model V Star 950 - Tourer

Category -

Engine -

Posted Over 1 Month

2012 Yamaha V Star 950 - Tourer, EXCITING USED YAMAHA V Star 950 - Tourer - CALL US FIRST! - Here at Louis Powersports we carry; Can-Am, Sea-Doo, Polaris, Kawasaki, Suzuki and Arctic Cat. Want to sell or trade your Motorcycle, ATV, UTV or Watercraft call us first! With lots of financing options available for all types of credit we will do our best to get you riding. Copy the link for access to financing. :// /financeapp.asp With HUNDREDS of vehicles available at one place give us a call and let us be your new home for powersports! Financing and warranties available on most models for ease of purchase and peace of mind. Louis Powersports 6309 Interstate Hwy 30 Greenville, TX 75402 903-454-4440 Mon-Fri 9am-6pm & Saturdays 9am-4pm Keywords: Kawasaki, Suzuki, Can-Am, CanAm, Can, Am, Sea-Doo, Sea, Doo, SeaDoo, Yamaha, Honda, Kubota, Cub, Cadet, Cacadet, Toro, John, Deere, JohnDeere, Used, New, Fast, Slow, Ranch, Farm, Farmer, Farming, Ranching, BRP, Bombardier, ATV, UTV, Motorcycle, Motor, Cycle, Harley, Harley Davidson, Davidson, Harley-Davidson, Utility, Vehicle, All, Terrain, 4, Wheeler, Four, 2, Wheel, Wheels, Two, Water, PWC, Watercraft, Speakers, Offroad, Off, Road, On, onroad, Lift, Kit, Liftkit, Big, Mud, Machine, Mudder, Highlifter, superATV, Super, Rock, crawler, Sand, Dune, Salt, Flat, ktm, indian, bmw, Aprilia, victory, kymco, go, cart, chopper, stretch, Brute, Force, BF, KVF, 750, 650, 360, 300, brute force, Teryx, Trex, t-rex, 800, 1000, 250, 850, 570, Sportsman, hawkeye, concours, concour, klr, klr650, side by, side by side, sidebyside, side, by, outlander, out, lander, commander, maverick, mav, kx, rm, kxf, rmz, rm-z, kx-f, pioneer, rhino, spyder, spider, slingshot, sling, shot, trike, 3 wheel, 3wheeler, spark, sparks, zx, zx14, zx14r, 1400, 1300, busa, hayabusa, mule, pro, fxt, fx, diesel, gas, ranger, RZR, razor, trailer, jet, ski, jetski, 1100, m50, m90, m, 50, 90, twin, gsx, gsxr, gsx-r, rancher, blue, green, red, white, orange, wildcat, wild, cat, Vulcan, 900, s, le, sl, slingshot sl, slingshot sl le, bagger, bags, fun, outdoor, eiger, kingquad, king, quad, 3 seater, three, two, fox, thor, gear, RS, rsx, xmr, mr, x, rancher, Rincon, General

Honda : Magna Honda magna V65 color red year 1983 vin number JH2SC1207DM001333

$1,200.00

Los Angeles, California

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1983 Honda V-65.I purchased this bike from a aerospace engineer in San Diego. He took extremely good care of the bike. I have ridden this bike for quite some time and for me is a real sacrifice to let go of it (I got married and need to sell it.) This motorcycle just needs some work on the clutch (a motorcycle technician will charge you about 300 dollars or a lot less for the work) or you can do it yourself if you are able to do that kind of work) (oil have to be bled because is an hydraulic clutch. This is a very fast bike ( the motor is a 4 cylinder 1,100 cc) (that's like putting a Honda car motor in a motorcycle frame) . You will leave anyone riding a Japanese rice rocket like a telephone pole! This bike was made in the era of the Japanese super-bikes when people building them took pride in the quality control and incredibly precise tooling which the Japanese achieved in that era, stunning all of the European competition of the time, with the possible exception of some of the German bikes like the BMW) This quality control and precise tooling is responsible for the legendary reliability of this motors) (I have seen a motor like this going over 300,000 miles!) (this motor has a lot lower miles than that (it has 26,597 miles) You cannot find something like this anymore. This motor will run forever) The electrical system works(see some pictures) and motor runs perfectly, it also has a new gel battery (A gel battery is a lot better than the original battery ) For an additional 300 dollars (what it will approximately take to fix the clutch) you can ride one of the fastest bikes you could ever dream of riding.(Torque is flat and extremely high across the band of gears.)(Or, if you are a mechanic or so inclined you can fix this for next to nothing!) by the way this bike has 5 gears and is shaft drive, which reduces maintenance of the chain,etc) I have the pink slip. Please contact me at: (818) 488-4886 (please call or text me with any questions) Customer will pickup. Thanks!I have enclosed some info on this bike:Make ModelHonda VF 1100-C V-65Year1983EngineLiquid cooled, four stroke, 90°V-four cylinder, D.O.H.C., 4 valve per cylinder.Capacity1098Bore x Stroke79.5 x 55.3 mmCompression Ratio10.5:1Induction4 x 36 mm Ignition / StartingDigital transistorized / electricMax Power116 hp @ 7500 rpm (rear 100 hp 72.9 kW @ 9500 rpm)Max Torque94 N-m @ 7500 rpmTransmission / Drive6 Speed / shaftGear Ratio1st 39/17, 1.71 2nd 34/21.1.62 3rd 31/24,1.29 4th 29/27, 1.07 5th 26/29, 0.90 6th 24/32, 0.75FrameDouble-down tube, full-cradle frame; tube/box-section steel swing armFront SuspensionLeading-axle, air-assisted fork with 41 mm forks. 150-mm wheel travelRear SuspensionTwin shock adjustable for spring p reload rebound and compression damping, 105-mm wheel travel.Front Brakes2 x 270=mm disc 2 piston calipersRear BrakesSingle 282-mm disc 2-piston caliperFront Tyre110/90 -18Rear Tyre140/80 -16Seat Height31.6 in / 803-mmDry-Weight246 kg / 545 lbFuel Capacity20 LitersConsumption average15.3 km/litStanding ¼ Mile 10.75 sec / 126 mp/h Honda's 1983 V65 Magna hit the street like a 600-pound chrome sledgehammer. Americans had built a long-term relationship with horsepower and high style on four wheels, but a motorcycle with acres of both was news. This was more than a new model. The V65 made big muscle look cool. Thus the power cruiser was born. "The best part of the V65," according to Cycle magazine's March 1983 road test, " is a mid-range punch that would do justice to Larry Holmes." The liquid-cooled, 1098cc, 90-degree V-4 engine delivered a staggering flow of power from 1500 rpm to its 10,000 rpm redline. But how quick was it? On October 3, 1982, Honda brought drag-strip maestro Jay "Pee-Wee" Gleason and a standard V65 to Southern California's Orange County International Raceway to find out. Gleason's 10.92 — second 1/4-mile sprint made the V65 America's fastest production street machine, inspiring ads with one powerfully simple headline: Bad News Travels Fast.For street riders, the good news was Honda engineers made sure the bike was easy to live with as well as fast. The four-cam, 16-valve V-4 cruised through a daily commute as happily as it devoured drag strips. Around town, the V65 was surpassingly agile for its size. A durable, diaphragm-type hydraulic clutch modulated power to the shaft drive, and one-way sprag clutch kept downshifts from chirping the rear tire. Anti-dive valving in the 41mm front fork helped stabilize the chassis under braking. An overdrive top gear in the six-speed transmission kept the V-4 serene at freeway speeds. Tired of cruising your hometown? Strap on some saddlebags and the Magna was comfortable enough to cruise to some town three or four states away. Riders expected such well-mannered versatility from Honda. The V65's magnetism came from its totally radical fusion of bad boy good looks and world-class quickness. According to Cycle's March, 1983 test, "Its horsepower translates directly into an immediate gut-wrenching rush, unmatched by any other production street machine." To anyone who ever felt it, that V65 rush boils down to one word. Unforgettable.Honda builds a motorcycle mean enough for those guys who are tough enough to dip your heart out with a wooden spoon Don't be deceived. The 1100 Magna is not just another Special. Writing off the V65 as simply another boulevard parade float is like calling a 10 inch switchblade a pocket knife. It's true, but misses the point entirely.The term "Special" suggests highly styled motorcycles that go limp wristed when it's time to perform. But the V65 is a urban streetfighter through and through, a bike that can kick almost anything flat in a stoplight to stoplight brawl. What makes this Special so special? In a word, the engine. If you talk horsepower, the Magna speaks your language. Its horsepower translates directly into an immediate gut wrenching rush unmatched by any other production'. street machine.To a man, the cycle staff raved about the engine. With its wonderfully potent and flexible powerplant, this big four is a strong and willing worker that hums along happily at 1500 rpm or sings fortissimo at the 10,000 rpm redline. The best part of the V65 is a mid range punch that would do justice to Larry Holmes. Whack the throttle open at 5000 rpm in first gear and the front wheel claws for the sky while the Magna catapults forward. These antics are interesting enough when you’re mounted on an open class motocrosser but when a 589 pound motorcycle with a wheelbase of nearly 63 inches takes off like a carrier based F-14, it gets your full attention. magna side and instrument view.jpg (29395 bytes) full magna in motion side.jpg (25449 bytes)Honda built the V65 engine with technology carried over from the V45, but the big Magna has all new hardware,. it shares no parts with the 750s. Though the designs are virtually identical, everything has been scaled to 1100cc specs.The V65 benefits from Honda's extremely compact Vee engine design; at 17.4 inches, the 1100's engine is barely an inch wider than the narrow 750 V four. The Magna’s 90 degree Vee angla sets the two front cylinders low and nearly horizontal, while the rear cylinders stand almost vertical. This right angle configuration produces perfect primary balance, and a short stroke limits secondary imbalances. Finally, to ensure the 1100 Magna's smoothness Honda completely rubber mounted the engine Within the full cradle frame, following the practice of last year's 750s. End result: a monster engine that's a pussycat to live with.Except for the size increase, the 1100's top end appears identical to the V45's. The cylinders are an integral part of the upper case half, making the entire unit rigid. The liners are cast in freestanding cylinders--the cylinders and jackets are not connected to any sort of webbing. v65 engine view.jpg (48128 bytes) The highly oversquare 79.5 by 55.3mm engine displaces 1098cc. Like the 750s, the 1100 uses a high 10.5:1 compression ratio; it also incorporates similar anti-detonation features: water cooling to lower combustion chamber and exhaust valve temperatures, a swirl inducing intake tract that promotes quick burning of the fuel/air charge, and a carefully shaped combustion chamber that concentrates most of the charge near the spark plug to promote rapid flame travel. The 1100's 30mm intake and 26mm exhaust valves sit in their four valve head at a narrow 38 degree included valve angle the V45's intake and exhaust valve diameters are 26mm and 23mm respectively.Each pair of cylinders has a set of dual overhead camshafts to actuate the valves. The cams spin directly in the cylinder head material in a plain bearing setup. A single cam lobe acting through a forked follower equipped with screw type adjusters actuates each valve pair. A silent type cam chain drives each set of cams, and an automatic chain tensioner eliminates maintenance chores.Straight cut gears transfer the power from crank to clutch, the clutch gear a split, zero backlash type to damp out gear whine. The clutch itself is hydraulically operated, an enlarged version of, the VT750 V twin's rather than an upscaled version of the V45's. The, V65's diaphragm clutch spring and clutch plates are larger in diameter than the VT750's, and the 1100 holds two more plates than the Shadow. The diaphragm spring clutch is more rugged than one of conventional design fitted in the same space. Considering the abuse the V65 is likely to absorb during streetfights, the diaphragm spring setup is indeed a good idea. As an anti-lockup device during downshifting, the V65's clutch like the V twin's houses a one way sprag clutch. Vertically staggered transmission input and output shafts reduce overall engine length; the output shaft lies below and aft of the input shaft. Honda's six speed gearbox is unusual for an 1100cc bike. Because the V 65's gear box was designed as a "five speed plus overdrive sixth transmission;" top gear is really tall; calculated top speed in sixth works out to 173 mph at the 10,000 rpm redline. At 60 mph the engine loafs along at 3460 rpm. Final drive is via a maintenance free shaft.The Magna carries its engine in a full cradle frame equipped with an air adjustable, anti dive fork. Twin shocks adjustable for rebound and compression damping as well as spring preload grace the rear. The 1100's wheelbase, a whopping 62.8 inches long, is less than a half inch under a Gold Wing's. This figure, combined with the V65's rake and trail of 30.3 degrees and 4.1 inches, suggests the Magna might be cumbersome and slow steering. Not true. Around town and in 'parking lots the V65 handles just fine. clutch cutaway.jpg (16450 bytes)clutch basket.jpg (6748 bytes) The VF1100's 700's clutch is an enlarged version of the VT750 V-twins, complete with a diaphragm spring, a one way sprag clutch and hydraulic actuation The VF1100 feels distinctly long and unmistakably big, yet it requires only average steering effort through the handlebar. The 31.6 inch high seat is not especially low, but the Honda still feels fairly agile for an 1100. Honda engineers have done much to keep the weight low in the bike-the basic engine design, of course, is instrumental. her features such as the small under saddle gas tank contribute as well. Actually, styling trimmed the main tank's volume, and the V65's under tank airbox and filter also steal space from he main tank. The under seat tank and it’s fuel pump were the answer.Following Special styling, the rider's portion of the two tiered seat is wide and well padded, although the steep step confines the pilot's space. While most riders will find it adequate for in town trolling, passengers get shortchanged; their pegs are too high, and the narrow, firm rear portion of the seat has the comfort of a bird cage bar. side by side heads.jpg (11488 bytes) head and valves cutaway.jpg (10391 bytes) The 1100 head incorporates many of the 750 V four design concepts: the 38 degree included valve angle is the same and the combustion chamber is shaped to concentrate most of the fuel charge near the centrally located spark plug holes to promote rapid flame travel. Each cam lobe actuates a pair of valves via a forked follower equipped with screw type adjusters Once the rider enthrones himself in the saddle, the pullback handlebar and the forward mounted footpegs define his position. The pegs aren't as radical as the VT750C Shadow's, and that's good for comfort and control ' Given the V65's eyeball flattening acceleration, a riding position mimicking a tipped back rocking chair would be dangerous. The forward mounted pegs are convenient if you’re paddling the V65 around a parking lot, and while the bar has two way adjustability, it has, too much pullback to please our staff. Although the riding position may be a strong selling point on the showroom floor and a viable stance for stoplight to stoplight warfare, the bike's ergonomics offer the rider very little support, at freeway speeds.Arm, back and stomach muscles must position him against the windstream. This sort of onboard isometrics is no sweat for short hops. After 30 minutes though especially if you're riding at supra legal speeds you'll feel as though you’ve been working overtime at your Nautilus club. Although long legged riders can use the passenger pegs for, a brief change in position, the reach back leaves their legs nearly folded double in the process. Shorter riders can't reach the rear pegs at all. For them, a radical forward crouch proves most effective, though it places their torsos at an awkWard angle and their faces mere inches from the handlebar. Short of changing the bar/seat/peg relationships, the best remedy is to ride in half hour spurts. In a somewhat surprising move, Honda equipped the VF1100 with suspension components biased for sport riding.The up and down torque reaction of shaft driven bikes forces manufacturers to make trade offs when selecting rear suspension components. Typically, light spring and damping rates provide a soft, cushy ride at the expense of backroad handling, while a taut, well damped rear suspension makes fast riding easier and steadier at the expense of slow cruising comfort. Adjustable shock damping and air adjustable springing usually provide an effective, albeit expensive, compromise that gives a rider latitude in setting his bike up for specific tasks.The Magna's rear shocks have state of the art adjustability: two way adjustable compression damping and four way adjustable rebound damping. The springing is not air adjustable, and Honda engineers selected spring rates that are decidedly stiff. Our heavier (185 pound) testers found the rear end firm, but acceptably soft for freeway cruising when the springs were set at minimum preload. Lighter testers found the ride stiff and harsh, and the riding position tends to exacerbate this assessment. The reclining riding position centers most of the rider's weight back toward the tailbone, and every bump and seam in the road transfers a sharp jolt directly to the rider's spine. magna foil view.jpg (19989 bytes)Honda's FOIL ant theft System uses an integrated cable alarm setup, if the cable is cut, the alarm sounds. Cable fits neatly in the tail compartment. For backroad riding, Honda's choice of sporting shocks pays off handsomely. Set up stiffly, the VF's suspension damps well over all types of road surfaces, from fast sweepers to slow, knotty corners; however, the air adjustable fork flexes perceptibly when winding through unusually bumpy sweepers. The Magna's triple disc brakes offer excellent feel and stopping power, and the anti dive valving effectively preserves ground clearance during simultaneous braking and turning. The 1100 offers a good amount of ground clearance, and the stiff rear end does a good job of controlling the shaft drive's up and down motions. The stylishly wide tires put a big patch of rubber on the road.On twisting roads as well as around town, the 1100 requires only a moderate amount of steering effort. Nice. However, when you're busting along hard on curvy roads, the Magna feels disconcertingly vague through the handlebar. Several factors may contribute to this feeling. First, the V65's seat and controls push the rider's weight more rearward than on a sporting bike. On a sport bike a frisky riding pilot naturally moves himself even more forward than normal, applies weight to the bars, and rides with the balls of his feet on the pegs. It's an active riding position. In fast going the Magna's more passive position does little for rider confidence. Our staffers didn't like the bar - we felt as if we were steering the V65 with a tiller. Second, the V65's percentage of weight distribution (dry and unladen) is 45 front/55 rear (the CB1100 F's is 49 front/51 rear), and it's reasonable to assume that the V65 rider would bias that distribution even more toward the rear - though what makes the front tire stick in corners is more complex than where the weight is.Third, the V65 engine punches so hard out of corners that the front end naturally will feel light under acceleration. And there's nothing like horsepower to quicken up the steering of any bike. In more practical terms, you'll have to go riding with your friends and their full sporting 1100s only once to decide you won't clean up on them when the roads get twisty.The Magna's brute torque and mile wide power spread make the bike a joy to ride. With a little deft clutch work, the VF will idle away from a dead stop, even carrying two riders, without so much as a blip of the throttle. That's low end torque! Still, the engine revs readily up to redline, and it's all too easy to send the tach needle deep into the red zone because the bike runs so smoothly. When you cruise the 1100 in freeway traffic, everybody else seems to be poking along, clogging the road at a snail's pace. But a quick glance at the instruments explains the situation; thanks to the tall gearing, strong engine and smooth ride you're cruising at 80 mph or more. Riders must make a conscious effort to observe the legal limit. Passing in top gear is effortless, but if you want to swoop by cars with authority, dropping down to fifth or even fourth delivers passes in an eye blink or two. last photo 2.jpg (26625 bytes)A It up tank provides access to the air filter. Working conditions are cramped. The paper filter requires changing only every 8000 miles. We paid for our right handed excesses with mediocre mileage results. Steady cruising netted figures in the Iow 40 mpg range, but our average fuel consumption rate worked out to an un-spectacular 36.1 mpg. The low fuel warning indicator, which lights up when only 0.8 gallon remains in the 4.5 gallon tank, usually winked on after about 135 miles, giving the rider about 30 miles to find a gas station; the Magna has no reserve capacity.Our Magna started easily on chilly mornings, and the handlebar mounted choke lever is conveniently located for left hand adjustment. The Honda runs happily after minimal warm up and carburets well, hot or cold, under all engine conditions.The hydraulic clutch actuating setup eliminates any need for lever adjustment, and gives good clutch engagement and feel. Clutch pull is moderately stiff, considerably stiffer than the VT750's. The six speed gearbox is a wonderful luxury though not really necessary, thanks to the broad powerband and smooth engine. The 700 rpm drop in engine speed between fifth and sixth gears at 60 mph is welcome for straight line cruising. The gearbox proved a reluctant shifter, especially when the engine was cold; slow, deliberate shifting is the best way to combat this quirk.This king size Magna exhibits some bothersome driveline snatch. Gearplay in the drive train, combined with the CV carb's tendency to snap the carb slides open and closed, accentuates the Magna's low speed jerk and lurch routine. Long stints of stop and go traffic become irksome, and in congested, slow moving traffic, riders can skirt the problem by shifting to a higher gear and idling along slowly.The Magna has a number of attractive standard features. They include an LCD gear position indicator, microprocessor controlled self cancelling turn signals, and FOIL, Honda's built in security cable/alarm system. Last year, FOIL was the exclusive feature of the V45 Sabre. We think the V65's engine and its streetfighter styling make the King Kong Magna motorcycling's prime candidate for Midnight (and sometimes Daylight) Liberation Forces. Honda's fiber optic security cable is pretty innovative and probably offers as much protection as one can reasonably expect. For sheer visceral attraction, nothing beats the 1100 engine. By far, it's the V65's best feature, and motorcyclists who buy the V65 on looks will quickly find themselves enchanted by the 1100's performance.The 65's power is irresistible. The 1100 Vee would make an ideal starting point for a full fledged, pavement ripping sport bike; and while the VF750F Interceptor is a gorgeous piece, the 750 can't have 1100 punch. You have to wonder how many ways Honda can find to use the V65. A VF1100F is an obvious possibility, and the 1100's broad powerband, six speed gearbox, driveshaft and excellent vibration control also make the V65 a wonderful platform on which to build a full dresser. But for now, Honda has taken its premier performance engine to the streets to create a stoplight to stoplight blockbuster extraordinaire.

1983 Honda V65 Magna — The First Power Cruiser

$3,699.00

Fayetteville, North Carolina

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Engine -

Posted Over 1 Month

Original condition low mileage runs great, always maintained and garage kept. 1983 Honda V65 Magna — The First Power Cruiser Honda V65 Magna Claimed power: 116hp @ 9,500rpm Top speed: 137mph (period test) Engine: 1,098cc liquid-cooled DOHC 90-degree V4 Weight: 618lb (wet) Honda’s 1983 V65 Magna marked a major departure in motorcycle design. For the first time, a Japanese motorcycle maker’s fastest, most powerful motorcycle had pull-back handlebars and its footpegs well in front of the seat. The Power Cruiser had been born. Sure, Harley-Davidson had been making foot-forward cruisers just about forever, and Yamaha had introduced the “special” stepped-seat, beach-bar look in the late Seventies, but it was Big Red that put serious power in the picture. The Honda V65 Magna was built around a 65ci double overhead cam V4 that delivered more than 100 horsepower to the back wheel, propelling the muscular missile to sub-11-second standing quarters at nearly 125mph. Not every pilot could pull off that party-piece, though. A 45/55 front-to-rear weight bias and laid-back riding position meant keeping the front wheel down was a challenge. And if the road threw you a curve, the lazy 30-degree rake, 63-inch wheelbase and light front end meant vague steering and a tendency to run wide. With the rider’s weight mainly butt-supported, road imperfections could jar the spine, while dialing back the fully adjustable twin shocks invited jacking from the shaft final drive. And although the thrust of the big V4 was seductive, it wasn’t all plain sailing: In city riding, Cycle magazine’s March 1983 test found a combination of too much driveline lash and under-damped CV carbs made for a “low-speed, jerk and lurch routine.” Even so, Cycle said it was the engine that was by far “the V65’s best feature, and motorcyclists who buy the V65 on looks will quickly find themselves enchanted by the 1100’s performance.” The source of this excitement was a 1,098cc liquid-cooled, 90-degree V4 with four overhead camshafts. Each pair of camshafts was driven from the center of the four-main-bearing crank by its own chain, opening four valves per cylinder at a narrow (for the time) 38-degree included angle via screw-adjustable rockers. Primary drive was by straight-cut gears using a split gear on the crankshaft to reduce lash and gear noise and a semi-slipper, diaphragm-spring clutch that allowed half of the plates to release during over-aggressive downshifting. A 6-speed gearbox (five plus overdrive, said Honda) drove the back wheel via two bevel gears and a shaft. The powerhouse breathed through four 36mm Keihin CV carbs drawing from an airbox set in a recess cut into the gas tank. This compromised fuel space, requiring a second tank hidden under the seat and fed by an electric pump. Not surprisingly, perhaps, all this performance and complexity came at a price: Ridden enthusiastically, the Magna’s fuel consumption could drop into the low 30s, and with just 4.5 gallons of fuel in both tanks (and no fuel gauge or reserve tap — just a low-fuel warning light) an unprepared rider could get caught short — including Cycle World’s April 1983 tester, who found out the hard way and had to push the big brute home. Read more: http://www.motorcycleclassics.com/classic-japanese-motorcycles/honda-v65-magna-zmmz12sozbea.aspx#ixzz3O9IkFGmJ

Honda : Gold Wing 1975 honda goldwing gl 1000 1 st year 40 th year goldwing now out sn 1139

$1,475.00

Rockford, Illinois

Year 1975

Make Honda

Model Gold Wing

Category -

Engine 1000

Posted Over 1 Month

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. We are including Replacement SPEEDOMETER and Tachometer since the original ones are weak, no extra charge. They are perfect, keep the original since the early bikes all had a problem with the meter faces. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Trim GL1000

Honda : Gold Wing 1975 HONDA GOLDWING GL1000 1st Year 40th year Goldwing now 4 sale

$1,875.00

Rockford, Illinois

Year -

Make -

Model -

Category -

Engine -

Posted Over 1 Month

FIRST YEAR GOLDWING. The 40th ANNIVERSARY Goldwing just came out with Special Badging and Paint.Own the Inaugural bike. Low serial # 1139 bike out the door for Honda, Build date 2/75 EVERY THING WORKS. Ride it home, even to the West Coast or Key West. New rear tire and battery. Honda's Goldwing GL1000. The Honda Goldwing first saw the light of day at the Cologne Motorcycle Show in October 1974, as the flat-four cylinder, 999cc GL1000. While this first production version of the now famous Goldwing was ultimately deemed to be a success (it was after all the birth of a legend), it's place in the world of motorcycling was not entirely cast in stone at the beginning. Part of the reason for this was the fact that the GL1000 didn't really fit properly into any particular motorcycle class, even though it was officially tagged as a tourer. Weighing in at 584lbs dry, it was far too heavy to be called a sports bike and the upright sitting position also helped to kill of any such sporting pretensions. The rear coil spring suspension wasn't up to the job of handling all the weight when the rider was pushing it through heavy going, such as the winding country roads that all bikers love (at least occasionally) to tackle. The total absence of touring kit fitted as standard didn't help the official touring image either, although Honda did offer a top fairing as an accessory throughout the production life of the GL1000. Nevertheless and in spite of all the confusion about the Goldwings role in life, the GL1000 proved to be a very reliable motorcycle, quite capable of going very long distances without missing a beat and after a while the aftermarket fairing & pannier suppliers started to cater for the requests of those who wanted to use the GL1000 for more than just popping down to the shops or Sunday morning posing at the local meet. This is what finally gave the Goldwing it's place in the motorcycling world, it became a touring motorcycle more by accident than design and Honda, always keen to keep an ear to the ground, listened to what the customers wanted (just as well too or they might have killed the Goldwing off before long, not least because expected sales of the Goldwing in the first year of production were less than 10% of what Honda had predicted) and started planning the next incarnation of what has turned into a legend in the world of touring motorcycles. 40 Years of Premier Sport Touring Performance AUTHOR American HondaPOSTED Sep 04, 2014POSTED IN Street Gold Wing Timeline In the world of motorcycling, technology presses forward at such a furious pace that very few models survive a span of a couple dozen years. But for more than three-and-a-half decades, the Gold Wing® has done much more than merely survive: This remarkable machine has continued to create and define an entire segment of the motorcycling experience, raising standards and expectations time and time again. The following timeline provides a glimpse into the many milestones that have made the Gold Wing the icon it is today. 1975 GL1000 GOLD WING The original Gold Wing was much, much more than just a new motorcycle. Powered by a revolutionary 999cc liquid-cooled horizontally opposed four-cylinder engine, the Gold Wing opened new possibilities never before considered by the experts in the enthusiast press, much less the consumer public in general. What to make of this open-class machine with world-class power and cross-country capabilities? Gold Wing customers took to the open road in droves, and helped inspire an industry-wide paradigm shift toward long-distance motorcycling. 1976 GL1000 GOLD WING LTD A new model marks the Gold Wing’s second year as Honda graces the GL1000 Limited Edition with an assortment of special features, including gold striping, special LTD sidecover badges, chromed radiator shroud and screen, quilt-patterned seat, plus gold wheels and spokes. 1979 With more than 80 percent of Gold Wing production being exported to North America, a vital need arose to build a production plant in the U.S. Although Honda had been building overseas plants for more than 25 years, the move to America in the 1970s was risky. To most consumers, Honda’s quality was its strongest selling point, and building in America could jeopardize this hard-earned reputation—not just for the Gold Wing, but for all Honda products for decades to come. Nevertheless, Honda forged ahead, and on September 10, 1979, the first Honda of America Manufacturing (HAM) plant begins production as a group of 64 associates completes the first 10 Honda motorcycles built in Marysville, Ohio. Within three months, Honda’s top managers had sufficient confidence in HAM’s capabilities to proceed with building an automobile plant in 1979—the first Japanese car builder to do so in the U.S. 1980 GL1100 GOLD WING Five years of continuous consumer input culminate in the introduction of the GL1100. More than a rehashed GL1000 with 10 percent greater displacement, the new Wing incorporates deliberately planned modifications that guide it away from the superbike realm and place it squarely into the touring category. The new 1085cc engine now favors torque rather than horsepower, a longer wheelbase provides more room for both pilot and passenger, and a new air-assisted suspension system gives the Gold Wing its most supple, comfortable ride to date. GL1100 GOLD WING INTERSTATE The GL1100 also introduced another innovation that was arguably more important than its mechanical changes. Since the Gold Wing’s long-distance prowess had inspired the creation of an entire aftermarket of bolt-on touring accessories, Honda’s engineers clearly envisioned a new direction toward a turnkey, fully dressed luxury machine. In 1980, the innovative Interstate fulfilled that vision as the first Gold Wing available fully equipped with factory-installed fairing, saddlebags and trunk, plus the option of a stereo sound system. Turnkey touring, Gold Wing style, is born. 1982 GL1100 GOLD WING ASPENCADE In quick succession, Honda introduces the concept of luxury touring with the Aspencade. Amenities abound in standard trim, including LCD instrumentation, stereo, CB, on-board air-compressor and thoughtful touches such as the handy storage pouches in the passenger backrest. At the same time, through the use of Redpages in its advertising, Honda underscores its technological edge. 1984 GL1200 GOLD WING ASPENCADE The GL1200 brought the Gold Wing to the outer limits of the four-cylinder engine’s performance and sophistication. The added power and torque of the larger 1182cc engine made the Gold Wing the king of its class in 1984, with a combination of smoothness and low-rpm acceleration that couldn’t be matched. The addition of hydraulic valve adjustment now made the Wing virtually maintenance-free. At the same time, chassis improvements made the big Wing feel amazingly agile, and open-road comfort was superlative. 1985 GL1200 LIMITED EDITION Honda marks the Wing’s 10th anniversary in two significant ways. First, with the Gold Wing so firmly entrenched within the touring realm, Honda decides to drop the standard, unfaired GL1200. Second, an ultra-luxurious Limited Edition arrives, complete with computerized fuel injection, four-speaker sound system, cruise control, auto-leveling rear suspension, a comprehensive electronic travel computer and special two-tone metallic gold paint. Following the success of its Marysville Motorcycle Plant, Honda constructs an engine plant in nearby Anna, Ohio, to build Gold Wing engines. Just as Marysville’s success paved the way for Honda’s auto manufacturing in America, the Anna Engine Plant moved from manufacturing GL engines alone to building powerplants for Civics and Accords. At Anna, all the casting, forging, machining and heat-treating processes necessary to turn raw materials into finished, sophisticated engines reside under one roof. As one associate proudly observes, “We do what seven Honda plants do in Japan.” 1988 GL1500 GOLD WING In 1984 a new design team began planning the next Wing. The new machine had to be superior in every aspect: extremely quiet and silky smooth, yet extremely powerful with superior handling. The GL1500 got there—the hard way. Thousands of hours were spent in testing 15 different machines in 60 prototype stages—the most comprehensive model development project in Honda’s history. These efforts culminated in a six-cylinder luxury motorcycle of such surpassing excellence it would establish a touring benchmark that would dominate motorcycling for more than a decade. 1993 The next-generation GL begins to take shape under the guidance of Masanori Aoki, a sportbike enthusiast who has already headed up development of high-performance bikes including the CBR250RR, CBR400RR and the CBR®600F3. “We set out to keep 80 percent of the Gold Wing’s touring capability,” Aoki said. But he also added, “My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines.” After considering flat-four, flat-six and flat-eight engine configurations and displacements up to 2000cc, customer response overwhelmingly points to a flat-six of about 1800cc displacement. In 1998, a full-scale model is created. 1996 The one-millionth Honda motorcycle made in America rolls off the Marysville assembly line. Appropriately enough, the millionth model is a Gold Wing; this commemoration is altogether fitting, since the success of the Gold Wing and that of Honda in America are inextricably intertwined. 2000 In January 2000, the Marysville Motorcycle Plant is thoroughly redesigned to build the new Gold Wing. As part of this process, the engine production line is transferred from Anna to Marysville to facilitate the new Gold Wing production. The Gold Wing’s new era officially begins when the first complete GL1800 rolls off the Marysville assembly line on October 10, 2000. 2001 GL1800 GOLD WING The word “new” cannot do justice to the GL1800. Two numbers alone tell a big story: 118 bhp and 125 lb./ft. of torque. Don’t try to find other bikes that compare, because there aren’t any. In terms of power, the new Gold Wing is literally in a class of one. Likewise, the list of long-legged mounts offering a box-section aluminum frame begins with the word “Gold” and ends with “Wing.” And that’s only the beginning. Before the GL1800 was completed, Honda would patent no less than 20 technological innovations that were incorporated into this amazing high-performance luxury motorcycle. 2005 GL1800 GOLD WING The 30th anniversary Gold Wing comes in a slew of colors, including Pearl Yellow, White, Metallic Silver, Dark Gray Metallic, Bright Blue Metallic and Candy Black Cherry. Special 30th anniversary color-matched badging on the front fairing, rear trunk and dash cover also distinguish the ’05 model, as does a 30th anniversary color-matched key, 30th anniversary opening ceremony on the LCD display, and unique carbon-fiber seat pattern on pearl yellow and metallic silver colors. To date, more than 500,000 Gold Wings have been produced. 2006 GL1800 GOLD WING In 2006, the most potent Gold Wing ever produced now elevates luxury motorcycling to unprecedented highs. A six-speaker premium audio system with 80 watts per channel comes standard on every new GL1800, and riders may also opt for a satellite navigation system with color screen, a Cold-Weather Comfort Package and an industry-first fully integrated motorcycle airbag. 2012 Manufacture of the Gold Wing shifts to the ultra-modern facility in Kumamoto, Japan, where production on a gigantic scale will see as many as 1800 motorcycles produced in a single day. The new 2012 Gold Wing brings upgraded styling along with a dazzling array of sophisticated electronic amenities including a next-generation GPS navigation system with user-friendly programmability for sharing favorite ride routes, which can be accessed online via computer, plus a built-in MP3/iPod® interface for the new SRS CS Auto™ technology surround-sound system. The 2012 Gold Wing also boasts increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition to its power-laden yet refined drivetrain and delightfully sporty handling, packages for ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history.2015 To celebrate 40 years of this incredible machine, all 2015 Gold Wing models come with special badging and embossed seats. Also, our two-tone Red/Black model features special blacked-out trim and all models get a redesigned front fascia and air intake, blacked-out headlight garnish and new instrument panel fonts Manufacturer: Honda......Model: Gold Wing GL1000, GL1000LTD, GL1000 StandardYears Made: 1975-1980 (- 1983 Australia)Luxury Tourer 999cc Boxer-FourSeat: mm/"Weight: 584+lbsHP: 78-84Torque: 76Top Speed: 120mphMPG: 40New Cost: $2,470 (1975) - $3,250 (1978) - $3,499 (1980) - $3,649 (1983)Average Used Costs:Low$1,678Medium$2,350High$2,800

Suzuki : Other 1974 suzuki ts 400 lks lk streetable roger decosters 70 s race bike wlites sweet

$2,000.00

Lakewood, California

Year 1974

Make Suzuki

Model TS 400

Category Dual Purpose Motorcycles

Engine 400

Posted Over 1 Month

Just Last Month 11/20/15 This Beautiful Bike & Two Other of my Bikes were in the "WORLDS LARGEST MOTORCYCLE SHOW" ...The Los Angeles Area "Progressive Cycle Worlds MC Show" in the "VINTAGE JAPANESE Motorcycle Clubs Booth !!!!!! This year was our 3 of the 10 Bikes Were chosen to be in our Clubs Booth !! Over the past 4 years we have had We have had 14 Bikes in our VJMC Clubs Booth ! So Yes the bike you are Bidding on is the Bike Pictured Below in Our Clubs Booth !!!!!! This Fairly Rare Early 1970's TS 400cc Beauty Looks a bit like a earl;y 1970's SUZUKI 400 (Looks a little Like Roger DeCosters Race Bike with lights ) So I guess this is a Tribute Style bike. This bike was only used a couple of years and was not ridden hard at all (as her Near Perfect Engine cases & Rims fenders etc etc Show very well !!This wonderful Bike was Originally Sold here in Southern Calif Originally as a Dual Purpose" STREET BIKE the owner lived near the national Forest area & so he re-purosed the bike for more off road use & after a while sold his cabin & since that time this Wonderful Bike has sat in Dry Storage Since aprox.1979 according to the Original Owner till we started her Cosmetic Restoration that we are just now completing !!!!! I think This STUNNING , VERY SPIRITED & GOOD RUNNING Bike is a DREAM ! These TS 400 bikes are FAR MORE FORGIVING & Less Explosive to Ride as compared to a Dirt Racing only TM 400's & RM 400 as the TS 400 have a little more Torque & are Far More Controllable & FAR Easier to Start compared to the Typical 400cc Dirt Racers....* * PLEASE NOTE: this TS 400 (a TS is a lot like suzuki's Street Legal version of the TM or RM W/Lights SUZUKI Is I think this may be one of the latter more refined years of the FAR Simpler & FAR More RELIABLE & DURABLE Vintage RACE-ABLE Air Cooled TS 400 Two Stroke Engines & I believe this is also a Vintage Raceable DUAL SHOCK, REAR SWING ARM SUSPENSION SYSTEM" this makes this TS 400 a little like a TM 400 or RM 400 than earlier TS 400's & Best of all these are designed as a Street Legal ENDURO "DUAL SPORT" Use Etc etc & Not just Dirt Racing ...Please keep in mind She has all of her Charging Circuit+Lights are present..But, this bike was repurposed off road so will need all lights+gadges reconnected Again to Be 100% street legal again....I have sold several of these SUZUKI PE's and YAMAHA IT's to people that make them into a more Street " Bobber " (Cafe Racer) Bike .. (3 went to just Miami Florida ! this year alone !!!) Many People also use these for Vintage Dirt ENDURO RACING Bikes ... Again...She is a Fairly LOW HOUR Bike that was owned by an older gentleman & she sat in Covered Storage for the Majority of her Life..(Again, his was owned by an older Gentleman who owned this for many years & this has always been a "Southern California Bike" as she has been here in CALIFORNIA to the best of my knowledge the Bulk of her Life !!! & Best of all She STARTS SUPER EASY & just as she sits She RUNS Overall VERY GOOD Again.. More Importantly she appears that she was used Very Little in Her lifetime (Look at Her Original 1974 Seat Which was Rebuilt from the frame Up & looks & Feels Great !!!!) TITLE ! ! ! ! !* * * * * IMPORTANT * * * * * "UP COMING * AUCTIONS ALERT" * * * IMPORTANT ....PLEASE NOTE:>>..... But just so everyone can be ready & be looking out for them ...We are in the process of losing more of our Vintage Bike Storage Therefore..over the next few days I will also be listing several of my TWO STROKE Vintage Racer Bike Collection... several YAMAHA YZ 490's + 465s + 400's + & IT 490's + 400's 250's & 175's also 72, 73, 74 250 MX's & also AT-1s DT-1s CT 1's & HT-1s ENDURO's + HONDA "CR 500R" + CR 250 +1976 & 1979 CR 125M ELSINOREs *& also a 1973 CR 250 Engine & 2 Vintage 1970s ELSINORE CR 125Rs + also ELSINORE MT's 250 & 125's etc etc ~1982 KTM 250 + KTM ~1975 "Air Cooled" 175 & or 400 Dual Class "Twin Shock" Vintage Racers & a 1982 KTM 250 a ~HUSQVARNA 1978 175 & a 1982 250 etc etc..I have Aprox. 70 bikes Some are restored most are Ready to Restore...& are Priced Accordingly, & all are well under NADA Values & all will bepriced very fairly.... .... & also PLEASE NOTE: Her new owner just did a lot of extensive engine Rebuilding on Her a couple of Months ago...Since then We are just completing her Brand New cosmetic Restoration (as Detailed & Listed above & below etc.. (No More & No less)...& "YOU" can be the LUCKY Very First Owner of this Beautiful Bike since Her Cosmetic Restoration was completed ! * * PLEASE NOTE: the PE 400 (is a lot like an RM W/Lights SUZUKI Is I think "The VERY last year of the FAR Simpler & FAR More Vintage RACE-ABLE Air Cooled Two Stroke Engines & I believe this is the First YEAR of the DUAL SHOCK Vintage Race-able REAR "ALLOY" SWING ARM SUSPENSION SYSTEM" this makes this PE 400 FAR More like a RM 400 than Earlier PE 400s were. ...& YES ! ..I have the "Signed off" California TITLE & Also.....We Even a copy of this Wonderful bikes "ORIGINAL SUZUKI CERTIFICATE OF MANUFACTURE" !!! I have also, the DMV Current computers Print out on this Wonderful Bike and she has NO back fees & NO Back Taxes etc etc owing on this bike at this time ...Please see further Title information listed below *..Most M/C RACING Enthusiasts Agree the Vintage Racing 400 PE's and RMs are one of the Most Beautiful Most Responsive + Best Handling & Best Turning Vintage Dirt RACING Bikes of this Era...EVER MADE ! For a Large Displacement 400cc Originally Intended by SUZUKI to be a Street Legal This Wonderful Bike I think She feels very Light Weight & AMAZINGLY NIMBLE + Well Balance & She Feels Very Light, Natural & Extremely AGILE...I & Most Enthusiasts believe, These TS 400s + TM's & RM's etc Vintage Racing SUZUKI's are "WORLD CLASS" Motocross Vintage Dirt Racing Motorcycles ! Many M/C Enthusiasts feel that No Other Bike from this ERA Turned as Well as a Racing SUZUKI !!! She has Nice Alloy Leg Forks & Vintage Race-able Rear DUAL SHOCK Shock rear Suspension SWING ARM Rear Suspension* * * This AMAZING Suspension was Like "ROCKET SCIENCE" for a Dual Sport Bike back in this ERA ! & YES ! *** I invite you to please check this out....The N.A.D.A. Blue Book "Value Guide" for a Vintage SUZUKI is FAR more than what I am asking for her ... YES ! You could own this Great Running bike for Far Less ! This is a Vintage Racing SUZUKI TS 400 Vintage ENDURO Dual Purpose Bike that has just under-gone a Cosmetic restoration (as detailed above & below.. No More & No Less !) & you will be the Very First Owner since she has been brought back into Service again !!!!!!! This Beauties 1974 SUZUKI TS 400 Front & Dual Rear Rear Shock Vintage Race-able with better Suspension & More HP & More Torque than Most Other earlier TS 250 & 400 Vintage Dual Sport Bikes ! !...The Best of All Worlds in One Timelessly Beautiful & for it's time This could be a very cool Vintage Racing bike ! ! ! ..If You have always Loved these Great Handling, Powerful & Beauty TS 400 Super Rare Vintage Dual Sport Bike & have wanted one of these MAGNIFICENT VINTAGE SUZUKI TS 400 & or the race version of this bike the TM 400 Vintage Race Bike... this may be a "GOLDEN OPPORTUNITY" for You to finally get the Bike of Your DREAMS with very little use & I think in Very Nice Shape (Bikes like this are Rapidly becoming Very Hard to find !!! ("Especially wit hso little use & also in the condition of this Wonderful Bike") ..& Best of All ...At A Very Small Fraction of what Most People would have to pay for a bike that looks anywhere near as Nice as this SWEET VINTAGE RACING Beauty ! ! ( Please Note* * I have her listed for a Fraction of what Top Blue Book Would Be ...& maybe More Importantly I feel as indicated above that this is a Very Low Time Bike that has been very well cared for, & that has been used so little ...This Extensively Cosmetically Restored Beauty has been in Dry Storage Stored the majority of the time over her Lifetime up (~35 years) until very recently & you will be First New Owner since this was Just Now Completed !!! . This is a GREAT Find ...Being used very little since she was new & After several years in Dry Storage ...We had just recently got this Wonderful bike completed again since her FRESH Cosmetic restoration .. she typically always Starts RIGHT UP Again & Overall She runs Very Good !!!!...This Bike LOVES TO RUN !!!*..Most M/C Enthusiasts Agree the Vintage Racing SUZUKI 400 TM's & RMs & 400 PE's are one of the Most Beautiful Most Responsive & FASTEST Vintage Dirt RACING Bikes EVER MADE from this ERA ! * *IMPORTANT * * Recently (December 2013 & 2014) This auction bikes cousins a Wonderful 1978 RM SUZUKI 250 & also our ELSINORE CR 250 we Displayed at the "WORLDS LARGEST" MOTORCYCLE SHOW" (the Cycle World / Progressive Motorcycle Show, (Los Angeles, California Area)..in Our "Vintage Japanese Motorcycle Clubs" Booth earlier (December 6,7 & 8th 2013 & 1014). Look to the right of the 3rd pictures which shows a Local Los Angeles TV News Crew interviewing Out VGMC Clubs President (in the Red & White Shirt) on the Shows Opening day ! ! ! PLEASE NOTE: The above are Pictures of this auctions Vintage Racing 1983 SUZUKI PE 400 (Dec. 2013 & November 2014) we Displayed at the "WORLDS LARGEST" MOTORCYCLE SHOW" ("The Cycle World / Progressive Motorcycle Show", (Los Angeles, California area)..in Our "Vintage Japanese Motorcycle Clubs" Booth earlier (December 7-8-9th 2013 & 2014). Also, The White & Black Suzuki Road Racer at the end of he row next to our VJMC clubs sign (3 bikes to the right of our 250 RM Suzuki) was one of two bikes of it's Exact type in Existence and I was told by most everyone there that it was Pretty much "Priceless" ! * * "PLEASE READ * BEFORE BIDDING" * * & Please Bid Responsibly ..In fairness of everyone involved in this auction..."As Ebay Recommends" .. Please, "Do Not Bid" Until ALL of your Questions have been answered Any and any & ALL Inspections have been preformed etc. are made to your Satisfaction and any & ALL information has been Gained from your Research ...so that YOU are Totally Comfortable & ALL of this Needs to be Done "LONG BEFORE YOU BID" on this Wonderful 1983 Vintage PE 400 SUZUKI VINTAGE MX & or ENDURO Dirt Racing SUZUKI RM Like PE 400... If You live fairly Locally & are a Serious buyer (Please No "Lookie, Lou's" ...Please)..I invite You to.. "Please come by & see this AMAZING Bike "BEFORE YOU BID" ...Again, If you live fairly Close & you are a serious Buyer ..I Invite you to Please Come By & Check her Out "BEFORE YOU BID" ...As this item requires a 500 dollar NON refundable Good Faith Deposit...& As Ebay will tell you "Your Bid is a Legal & Biding Contract & should be taken Seriously" ..as every Responsible person knows ...Irresponsible Bidding Only Ruins EVERYTHING for EVERYONE else involved in the auction. ..If .. You have always Loved the Looks , Power & handling + Very Use-able POWER of one of these Vintage PE 400s & RM SUZUKI's & have Dreamed of Owing one of these ... this may be a "GOLDEN Opportunity" for You to finally get the Bike of Your DREAMS ..& Best of All ...At A Very Small Fraction of what Most People would have to pay for a bike that looks anywhere near as Nice as this SWEET VINTAGE MX / ENDURO etc VINTAGE RACING RIDE ! ! ( I have her listed at a fraction of what Top Blue Book Would Be (Please see details below):. * * * The N.A.D.A. Blue Book "Value Guide" for a Vintage 1974 SUZUKI TS 400 or RM ..Also, Keep in mind.This is a "California" Motorcycle which for Most any Classic Vehicle etc etc typically Brings considerably More money than bikes from other parts of the country & makes Her More Collectible...Also,This is the Very Last Year that SUZUKI Provided these AMAZING Air Cooled TS 400 SUZUKI's !!! & I believe these TS 400 RM 400's & RM 400s to be ..a Very Spirited & I think should be a "A Potentially, Truly Competitive Vintage Racing bike" & I am offering this for a Fraction of that amount with a "Buy it Now" (Believe it or Not)...of well under 2K US dollars which may sound like a fair amount of money but consider this...." Everyone I have talked to as (Well as N.A.D.A. Value Guide) states that a Really Nice TS 400 would sell for ..Also, Recently, I have seen several of these bikes that were Very Beat & Very Faded Not much left of them & (totally UN restored & without their engines being rebuilt like with this AMAZING Beauty has just had done to her) selling for MORE $$$$ than my Ridiculously Low Buy It Now Price" & Again, This Bike has had Her Engine Extensively Rebuilt & the other bikes again they were ALL UN (NOT) Beautifully Cosmetically Restored, & NOT having their engines Rebuilt & looked to be fairly (VERY) Beat, Raw, UN-Cosmetically restored or Rebuilt etc..& More importantly all were UN-(NOT) Beautifully transformed to look like as Nice & did not Run As GREAT as this Beauty! & don't forget this Wonderful bike was in covered Storage for the better part (the Bulk) of it's life (Approx. 35+ years !!!!!!) & you will be the First New Owner since her Wonderful cosmetic restoration as detailed in this auction. Again..These Beautiful 1974 SUZUKI TS 400s Should Prove to be a very Nice & Very Competitive Vintage Racer ! Compared to many Earlier Vintage Race Bikes the Front & Rear Suspension Travel (with Easily Tune-able Vastly Superior Air/Oil tune-able Front Forks + Longer Travel Dual Rear upgraded Shock Struts) & I have been told these had Better Alluminum Legged Front Forks even slightly MORE Use-able Horsepower than earlier year TS 400's & TS 250s ! ! ! I believe her Vintage Race-able Super Simple & relatively Easy to Work On "Air Cooled" + "Two Stroke" Racing engine & Dual Rear Shock SWING ARM rear suspension With Nice Rear Shocks etc etc *Again, This AMAZING Great Running Bike is a Dream with her AMAZING Balance & She Feels Very Nimble , Dirt Racing SUZUKI's Are Famous for their GREAT TURNING ability & are Light weight , & Handle very Natural & feel Extremely AGILE ..I feel ..Most Enthusiasts agree these SUZUKI TS 400's are GREAt Super Fun Dual Purpose Bikes. This Vintage Racing 1974 SUZUKI TS 400 has her Original SUZUKI Tuned Exhaust with a New . & She Looks to have Her Original Factory SUZUKI TS 400 seat REBUILT From The FRAM UP !!!. We also Cleaned the Entire Fuel system & added a Quality Inline Fuel Filter & her Original Owner added a Brand New "UNI" High Performance Tube Style Air Cleaner Element, & "We Installed The VERY BEST "MODAL" Trans Mission Oil". The Front and rear suspension visually looked good & it's Suspension seals did not appear to be leaking at this time so other than to clean them & refinished the lower Alloy fork legs etc etc (IE) as far as fluid levels etc. they are just as we received them and we have not tested the suspension as we are just now getting the Bike Running again & completing the cosmetic restoration on this Beautiful Bike, Over and Beyond this...In Her Cosmetic Restoration process..We removed most Every Main Component on the bike...nearly all the way down to her "Bare Frame" + Cleaned & refinished most every main component then hand reassembled ~every main item back onto her frame again "Piece by Piece".. She has I believe a Original Vintage 400 SUZUKI Fuel tank that was extremely clean inside (as You should be able to see in the included pictures) we repainted her & added Brand New SUZUKI Graphic were just installed. We also cleaned, painted & refinished the; Frame, Hubs, Spokes, Exhaust Pipe (Tuned Exhaust system) & Her Original SUZUKI Exhaust System. She has Headlight & Taillight etc & we repainted her Nice Front fender & her rear fender etc.& we painted everything to match to a look very close to what I think a street able Tribute to ROGER DeCOSTERs Early 1970's MX race bike looked like a lot like a TM 400's & RM's would have looked NEW like back in the day ! . We installed Brand New High Quality Vintage style rubber handlebar Hand Grips. Her Transmission Gears Shift GREAT Her Clutch Releases & Grips GREAT !!! She is just coming out of Dry Storage Important thing is the Clutch does Grip GREAT & the more she runs the better it should work. She has BRAND NEW Gear Box OIL "MODOL" which is said to be the Very Best Gear oil you can get) She has her Original Fork Tube Rubbers which I think look & Feel almost like Brand New looking Rubber Fork Tube Boots, She has almost "BRAND NEW" looking Vintage style MX Racing handlebars. Unlike many dirt bikes this Beauty also has a side stand. if you would like to..Also, you can lift the bike on a Race Bike Stand & also I believe, she has updated clutch & front brake levers have also been updated as were her AMAZING "BRAND NEW Front & Rear Tires along the way. Like Her Original TS 400 seat cover etc ...The Shifter , Clutch, Brakes, kick Starter Levers All seems to work GREAT & do not appear to have any real noticeable wear & or damage to them : PLEASE NOTE: We are just completing her Brand New cosmetic Restoration (as detailed above etc)...& "YOU" can be the Very First Owner of this Beautiful Bike since this was completed ! If you are looking for a 100% Perfect bike ...Please do everyone involved with thsi auctio na big favor & Please look elsewhere as...I built this to be a Vintage Race Bike...Again, If you are looking for a 100% stock or concourse etc etc 1974 TS 400 or RM Suzuki Vintage Racing bike & are some kind of Concourse bike collector & or, are some kind of "super nit picker" & or a near impossible to please collector type etc etc. Please, do us both a favor & Please do not bid on this bike ....Again, if you truly need a perfect bike ...you may want to please look elsewhere as I am not sure what all that would be about & again, this was NOT Built to be a SHOW or Concourse Bike etc....But, I can tell you ... I would think Most People think this is a STUNNING Bike it will typically Draw a Crowd of people where ever we have Parked or Shown her off ! ...At the Worlds Largest Motorcycle show with other Vintage Street & Race bike in our VJMC (Vintage Japanese M/C Clubs Booth ...that was sitting next to what many MC Enthusiasts would call nearly Priceless Race Bikes (& this auctions bike you can buy for well under ~2K) Our other RM 250 Vintage Race Bike (that is I believe not any nicer than this auctions bike)....Anyway,...during the show... "Hour after Hour" Our TS 400 Vintage Street Dual Purpose Bike Repeatedly Drew More crowds of "on lookers" than nearly any other bike in our Vintage Japanese MC Clubs Booth !!!! ..I personally Think of this bike as a "Super LOW HOUR" , GREAT RUNNING & a Potentially WONDERFUL Vintage Dirt Racing Bike ...& I believe these TS 400 Suzuki Vintage Dual Purpose bikes By Nearly All MC Enthusiasts are Considered Fairly Rare & hard to Find these days !!! ...If I had a Man Cave in my Home ..I personally would put this Magnificent VINTAGE Motorcycle in the Highest Place of HONOR as I think it is a Very Beautiful, Functional & Very Purposely Built and Graceful Motorcycle ! .....Please Keep in Mind ..."Most Enthusiasts Agree the 1983 400 PE or RM Suzuki Vintage Racing bikes are one of the Most Rare + Beautiful & "Vintage Dual Sport" & Most Easily Use-able Bikes (for most riders) "EVER MADE" !Here is some More GREAT NEWS ! ...& YES ! ..I have the "Signed off" State of California CURRENT "TITLE" & Also.....We Even a copy of this Wonderful bikes !!! . ...I will Also be including a California DMV (Notarized) "Bill of Sale" from myself to you the new owner.. which from what I hear in neighboring states, should be what you need to register it if you live outside of California. ... If you just want to Vintage Race this bike... the DMV "Bill of Sale" is all you will need...I will also include the California Department of Motor Vehicles Current DMV Computer Print Out on this Wonderful Bike that shows & Helps Proves that because this Beauty was in storage for the past nearly two decades & because of this... If you live inside California & If you race Vintage Bike Meets on Private Moto-Cross Tracks or (Vintage Bike Shows etc) the Notarized Calif. DMV "Bill of Sale" is all you will need. If for some reason ..Her calif Green sticker I think may have just rolled off..you want to go cow trail ridding on California etc Government National Forest Land etc land & feel you a may want a National Forest etc DMV "Green Sticker" My Vehicle Registration Office said that because this bike had been in covered storage for many years the bike I believe is currently on No Op Status by the Original Owner as he had stored the bike for years.. therefore if you live here in California & feel for some reason you want or feel you need a California Forestry Land Green sticker (to ride in Government Forest etc land) Again it will be Easy because the original owner stated he placed this on Non Op this bike is currently on Non Op DMV Computer status & therefore there should be NO back fees etc..) and Again, this California National Forest sticker is not required for MX & Other Race Tracks and also NOT required for Vintage Shows etc etc etc here in California & a California Nat. Forest Green sticker is not required if you live out of state etc etc etc). IMPORTANT.. * * * Auction Bidding Rules * * * ..Please Read Before Bidding.. In fairness of everyone involved in this auction...Please refrain from bidding on this 1974 TS 400 Suzuki Vintage DUAL SPORT bike.. *Please Do Not Bid until ANY & ALL of your Questions are Answered any and ALL Inspections are made etc etc to your satisfaction and any & ALL information has been gained from your research so that you are totally comfortable "LONG BEFORE YOU BID" on this wonderful 1974 TS400 Suzuki Vintage Raciing bike... Also, Please make sure that you can Fully Fund for this 1974 TS 400 Suzuki Vintage Racing bike.. within the 3 day time constraints of this auction: as all sales are final.. (IE) Buyer Must Make a Pay Pal 500 dollar deposit (Non Refundable) if he hits the "buy it now" or if for some reason it goes the full 10 day auction term the 500 Deposit is due within 24 hours of auction close & then within 3 days (3 working days M - S) post auction FULL funding is Due or you are in forfeiture of this auction ... Mainly for Liability reasons ... Buyer agrees to assume all risks & liabilities after time of sale of this vehicle & like all used vehicles typically sold here in California for that reason is being sold As Is... Which is the case with used cars & Vehicles sold in California Again this is being sold in “AS-IS” & may have some kind of carb jetting issue as described above other wise I think she is in nice condition & she is being sold with “NO IMPLIED OR EXPRESSED WARRANTIES”. Again, Please ask any questions, do any required inspections etc etc "LONG Before Bidding" In fairness to others bidding involved in this 1974 SUZUKI TS 400 Vintage Racing bike auction.. I can't think of anything that can be more fun & enjoyable for a Family than a GREAT High Quality Vintage Motorcycle ..This STUNNING Vintage Racing Bike should always draw a BIG Crowd at Classic Motorcycle Shows and Please keep in Mind ....Bike & Car Shows & Meets & typically are a Great way to meet New friends & prospective clients for your business etc etc !!! . So, Please make sure that everyone in your family is totally "On Board" & "100% OK" with your purchase "BEFORE YOU BID". All bidders for this item must have a minimum of 10 positive feedback History with no negative feedback comments etc & NO NON PAYING Bidder marks against you and Again, Please "NO" New to Ebay (no History) members as I feel this Beautiful 1984 PE 400 Suzuki Vintage Racing Motorcycle though a Bargain for what I have listed it for ....She is still a fairly big ticket item. In the past I have had a lot of emails with shipping quotes all over the map...Therefore, When you try and Get a Shipping Quote... I would try & get several (many) shipping quotes (& get a estimated pick up date in writing) before you commit or finalize a deal & or make a deposit) with a shipper... as one of the last bikes I sold out of our collection went to North Carolina via USHIP.COM, (which is about 3,000 miles from here)...it was a 1975 YAMAHA 400 Enduro which weights nearly about double of what this auctions Magnificent 1974 400 Suzuki Vintage Racing Beauty Weights & he was only charged about 330 US dollars a few months ago...I think ebay may have a shipping site, but if you want a very competitive rate I would go thru Uship.com & get "Lots of Bids"...Keep in mind, I live Very Close to the Business Hub of Los Angeles & Also the L.A. Harbor areas & Millions of Trucks leave this area every day all you need to do is find a truck that has a little space & that is headed in your direction & I am sure the price would be a lot better for you than with some trucker that is not ! Again, If you need a shipper I would get "Lots of Quotes" (I have always had Great Luck with USHIP.COM & plan on "the rates will vary widely" (IE) as a trucker that is already here in Los Angeles Area & is already planning on going your direction will be a lot different rate than someone that is not already here & is not going in your direction...Also, please remind the trucking Co. you are getting the quote from that ..."This bike is a small nimble + very simple dirt bike & ONLY weights about 270 Pounds" (It is NOT a "HUGE" 700 pound Harley etc) So the Shipping rate should be FAR Cheaper & Should definitely reflect that difference.Also, If it will get you a better Shipping Rate Also, I will deliver this bike to any Los Angeles Area Based Shippers Distribution yard for "FREE" & or if you live out of the Country I will deliver this Bike to any Los Angeles Based International Shipper yard in the Los Angles Area for FREE !!!!!!!!!!!!!! "PLEASE NOTE": RESERVE IS JUST A VERY FEW OF DOLLARS BELOW THE BUY IT NOW PRICE (WHICH I HAVE ALREADY LOWERED Aprox $500.00 ) For a Quick "No Brainer" Sale......So If YOU WANT THIS BIKE "THE BUY IT NOW" Price is about what it will take to get Her...If You wait till the auctions end you may get into a Bidding war ...& It could end up Way Past that amount ....& This is "The Very Last Year" of these 1983 PE 400 & RM Suzuki VINTAGE RACE-able BIKES That is one of the very Last Years of the SUPER DEPENDABLE & FAR MORE DURABLE "Air Cooled TS 400's & I believe the First year with (which probably cost SUZUKI FAR More than a junk Steel Swing Arm & as you can see these Vintage Race-able "DUAL SHOCK" Rear Suspension are FAR SUPERIOR as compared to earlier Suspensions etc ! Happy Bidding .... >>" data-tid="yui_3_16_0_1_1450401376106_9806" class="tab-content" style="visibility: visible;">

Trim TS 400 SUZUKIs Street Legal of the TM 400

Suzuki : GS '84 GS1100GK drops 100 lbs! BAGGER to SPORTS BIKE Fully sorted, ride anywhere

$4,400.00

Akron, Ohio

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Posted Over 1 Month

MAN YOU GOTTA HAVE A LITTLE FUN IN LIFE ONCE IN A WHILE! (Special thanks to client Kevin S for inspiring this conversion. He dreamed up how he wanted the bike to look and turned the nut-cases of Akron Suzuki Works loose on the project). This bike has done less than 1000 miles since it's conversion and reconditioning. You are essentially getting a heavy-duty GS1100G with some nice cosmetic upgrades plus nut and bolt level re-do of a very solid base machine. It is so much lighter and more nimble with the sport fairing. The best part from a buyer's standpoint is you are getting a very well-sorted out ride for this year and beyond. Most of the bikes we see offered this time of year need a lot of work to be reliable for that vacation trip or daily commute--try getting something worked on this time of year at your favorite shop. This one is ready to hop on and go somewhere! Several bidders enquired about the original luggage and rear box. Those parts are not available but I do have a nice set of Krauser Panniers and a rear box that could be fitted to this bike. The Krausers have keys and are removable just like the original GK bags. This Auction item GS1100GK was a full dresser, factory touring bike designed to compete with Honda's bagger-cruiser tanks in the early 80's. No offense to the baggers out there but it seems to me if you bolted two of those big boys together you'd wind up with your dad's Oldsmobile. There is a "before" photo included and one showing the body-works which were removed. (these parts are NOT included in the auction, they were sold as part of the project). The 'surgery' included removal of the panniers and rear box, a big honking fairing, one of Suzuki’s uglier seat efforts (and Suzuki made some duzies). Underneath all that plastic, there lay a very sturdy machine. Unusual for the day was the air-adjustable rear suspension (which was retained), solid front end with “G” geometry (rather than the kicked out “L” spec that didn’t aid handling), a best-in-industry shaft drive, decent 3-rotor brakes. The balance of the photos show how we did that. The project was fun for us here at Akron Suzuki Works since we got away from the constraints of restoration work to create a mildly customized take on an unusual donor platform. The client was pleased with the results and rode the bike last season but a move to garage-less new digs dictates a sale of the bike. We have the PA title ready to transfer to the new owner. NOTE ON PRICING: The buy-it-plus-build-it cost on this bike was about $7500. We are expecting a lot less but if somebody asks "what's the most your will take" I've got a number. I did set a reserve price on this one (well below $7500). I don't reveal reserve prices so please bid what you think is fair. We understand here that you, the market, decides what everything is worth and the client has to decide if he agrees. Bidders can rest assured that a GS from Akron Suzuki Works is going to be as well-sorted as you are likely to find out there. If your buddy tells you he "got one off Craig's list just like this one" you have my permission to give him a rabbit punch in the adam's apple. Here's how it all went down... The GK shed nearly 100 lbs by the time we deleted the body works and swapped the heavy, double-walled OE exhaust for the tidy V&H 4 into 1 piece (with standard baffle) which also provided a nice improvement to sound. It's loud enough to be heard in traffic but not make enemies in the neighborhood. The massive stock fairing was replaced with a vintage Greer sport fairing with a half-high windscreen which re-directs the air sufficiently to take the load off for all day interstate work while offering a weather protection for colder or (yikes) wetter conditions. We fabricated aluminum brackets to mount the fairing and turn signals and adapted the front harness to suit. A period round headlight from an 1100E was fitted using aftermarket stainless steel fork tube mounts. Original rear air suspension units were retained. The seat was cut down and re-profiled to match a small parcel rack-- we fabricated mounting brackets. The seat was finished with a custom leatherette cover. The GK got a thorough functional updating—carbs overhauled with choke circuits richened to improve cold starting. Pilots and mains were tweaked for the header; charging system re-wire and updated, new battery, forks overhauled with new seals and upgraded to 20 wt fork oil to slow dampening. Free sag set to right-on 24mm with about 13 psi of air over the new oil. The Continental tires still have good tread but are starting to show their age on the sidewalls. They could be run out for a few thousand miles if interstate cruising is your game but handling would gain from fresh rubber. We went with a high temp matt black engine paint and freshened up the side covers with new stickers and a strip and polish on the alloy covers. Painted body bits and pieces—stands, motor mounts, brake torque arm, etc. were removed and powder coated or repainted. A center stand ‘bumper’ was fabricated to keep the stand from bouncing against the exhaust. So, how does she run? Pretty sweet. Starts instantly even on cool mornings after sitting a week (thanks to some carb tweaking) pulls smoothly and evenly to red line, no engine or tranny noises, no crank whirring, clutch basket rattle, smooth shifting and period correct braking and cornering. Other reconditioning notes: --complete strip and refinish of tank, fender and all body plastic plus plastic.—the seat re-profiling lowered the passenger ‘hump’ but still provides comfortable lumbar support for the rider.--charging system got a new stator and all connectors were replaced (its spot on for both amperage and voltage)—mini signals replaced the stock blinker units which were built into the fairing and bags.--full fluid service including middle and final drive cases, oil/filter, brake fluid.--brakes flushed front and back, calipers repaired and pads replaced as required--all electrical (except fuel level indicator in tach) and mechanical functions verified to be working correctly--brake lamp switches, horn, signals, dash display, side stand down warning light, neutral light, gear selection indicator.--cases stripped of clear coat, polished—fuel petcock was rebuilt, new diaphragm (fuel flows when petcock senses vacuum so no worries about fuel leaks). Nit-pics--exhaust system is solid, sounds very nice, shows typical discoloring on the header pipes.--a few blems here and there in the mostly original frame paint—tach displays correctly but the fuel gage built into the tach doesn’t work. The fuel sender in the tank is working so it’s a matter of finding a replacement tach. The odometer works fine though, so just reset that at fill up and you’ll track fill ups fine. --front brakes are solid and progressive but put out a pretty good squeal at the end of a stop. I haven't heard this very often on GS brakes and I'm assuming it is related to not having been ridden much and will subside with use. ABOUT AKRON SUZUKI WORKSIf you are new to our auctions, we are a 2-bay GS-specialty shop. Our crew includes a mechanical engineer and a dealership trained Suzuki mechanic who has built and tuned just about everything GS. We have particular expertise in carb tuning and modification, suspension tuning, charging and electrical systems. It's been a while since we offered a bike on eBay as we frequently get calls to see "if we have any interesting GS' around". We usually do so a lot of our bikes never make it to auction. That's about to change, however, as we have at least 4 bikes which will be listed in the coming days including a GS1150, an '83 GS1100E, an 82 GS 1100G, and an '82 GS550 Katana. I have to get pics uploaded to our photo server. But first, let me tell you about this GK auction bike. There couldn't be many shops around with a nearly exclusive focus on GS bikes from ’80-’83. We do concourse Suzuki restorations for clients (see GS Resources website Aug 2010 Bike of the month) as well as repairs and upgrades and we often wind up taking bikes back in from clients as trades which we offer at auctions--which is the case with this bike. The bike has a clear PA title in or client’s name but we have the bike here in our shop in Akron, OH. I’m particularly careful to provide accurate descriptions as we have sent bikes and parts to Europe, Canada, South America and all over the US--I know buyers don’t like surprises. We offer 12 yrs of feedback as our best reference. We incorporate Suzuki factory service bulletins that have been issued over the years and incorporate a few tricks of our own to improve reliability, safety and performance. We prefer genuine Suzuki OE parts where available including filters and gaskets because they typically are better made, fit better and last longer. We select after-market parts based on experience with what works best. Regarding GS bikesIf you are new to the GS bikes they are quite durable and reliable and better after a few tweaks to the carburation and electrical systems that we do here. Suzuki used a roller bearing crank assembly with a low pressure/high volume oil pump making bottom end failures almost impossible (yeah, I know, anything can be over-revved). The CDI ignitions were maintenance free, shaft drives were quiet and durable, the handling and braking was above average then and up to todays requirements if the bike is set up and serviced correctly. Regarding Fuel and AdditivesRegular unleaded gas is fine as these remarkable engines had compression ratios below 10:1 yet still could deliver 50 mpg. I do recommend use of Red Line SI-1 Complete Fuel system cleaner (on the web at redlineoil.com) which helps keep the small diameter pilot jets and carb passages varnish free. I use a couple oz. each gas fill up. I tore down my own 50-k mile 1100G and the intake manifold and valves were spotless.Oil additives are un-necessary and some can damage the clutch fiber plates. Good quality motorcycle-specific 10-40 non-synthetic oil works fine. Regarding GS Electric SystemsIts my contention that the OE stators and rectifier/regulators were adequate--many of the bikes we work on still have their original stators and rectifier/regulators. The problems are often the result of the connections between components and deteriorating grounds. We replace the bayonette connectors with long-shank, double-crimped connectors which we then shrink wrap to prevent further problems. Please Note: Our prices will obviously be higher than most of the GS bikes you see on eBay. If you can do the work yourself described here, you don’t need us but I do have a loyal customer following of riders who mostly just want to ride and not worry about the details that we tend to here. I base the price largely on the amount of time and materials we have into the bikes. We do contract restorations or repairs for fussy clients and we’re frequently retained to inspect bikes for collectors. Contact me for particulars. Besides the current auction bike I have several 1983 GS1100E’s including a 6k mile, 1-owner, never seen rain example) a 10k GS1100 G and a 6k GS550 Katana which you’ll see on Ebay soon. However, a vintage bike is typically not going to be as reliable as a newer bike and if you are a stickler for cosmetic details you may not be happy with a bike that has some blems. Of course you know by now that any used vehicle is sold as-is/where-is without warrantee expressed or implied.