Even sportbike fans with kids the age of this CBR900RR rever the lightweight model, and the competitive 1990's era which produced so many influential machines. This one has been brought out from the back of an Oregon tuner's shop and made quite ready for riding. Despite a dented fuel tank the winner of the no-reserve auction should ride away happy.
In a period departure, big red assigned the design lead to factory test rider Tadao Baba, who stroked a mid-size power plant but kept weight under tight control. The resulting not-quite-a-liter 893cc inline four generated 122 hp, in a package which weighed hardly more than competitive 600's. Helped by an all-alloy twin spar chassis and Pro-link swingarm, the 45mm right-side-up Showa forks and multi-adjustable monoshock made the Fireblade flickable. Turn-in was sharpened by the 16-inch front wheel, where the compact riding position telegraphed the rider's intentions. Close gearing gave away 10 mph top speed to other open-class GT's but made the CBR faster everywhere else.
Naked-sports wouldn't want to be left out of the absurd-power sweepstakes, and MV Agusta showed how it's done with the Brutale 1090RR. While the theoretical top speed is more fun to discuss, the torque available from the big four is what makes it a joy on the road. This example is nicely accessorized and offered by Miami's MV Agusta dealer.
While it is the largest engine in the MV Agusta range, the 1090 is actually a 1078cc, with the company's usual ( but amazing ) radial valve arrangement. Plumbing is more evident on the near side, with the coolant and headers vying for room under the chro-moly trellis frame. Appointments are outstanding, with 50mm Öhlins forks, Sachs monoshock with high and low speed damping adjustments, and Brembo's monobloc brakes which have four-piston calipers front and rear. With 158hp you'll want nanny along, in the form of eight-level traction control. Radiator shrouds are integrated into the design, making the RR more of a superbike with very small fairings.
Rather than the bloated KZ1000P CHiPs workhorse, Mad Max's not-so-distant future police bike was more of a café racer with lights. And a siren. This owner gave a down-on-its-luck Z1000 LTD a makeover right up Goose's alley.
The LTD turns out to be a nice choice for the Main Force Patrol build, with its slightly smaller and more responsive Mikuni carburetors with accelerator pump. The 1015 cc's on the stock machine made 86 hp and 61 ft.-lbs. torque, though the PMC exhaust fitted here may release a few extra ponies. Most of the LTD's other attributes are cosmetic, except for the 16-inch rear wheel which has been corrected to an 18. Elsewhere it's standard Z1000 - endless torque, three big stainless disk brakes, and just a hint of secondary vibration.
Many components have been upgraded in the process and in and effort to make the bike as close to the film version as possible.
First off the 16" LTD rear wheel was tossed in favor of the correct 18" variety. This was sourced from a 1984 GPz 750 and completely refurbished with new bearings, spacers, paint, polish and clear coat.
The existing rear brakes were worn out and not worth saving, so the rear caliper is now a 1985 KZ1000P, connected to a rear master cylinder from a 1996 ZX600, as required by the custom, billet rear sets from PDM Fabrication.
The exhaust is a very rare, PMC 4-2 crossover system from Japan, that is a flawless recreation of the system that was on the movie bike. It also sounds brilliant. The carbs have been completely gone through, cleaned thoroughly and jetted properly for the exhaust and airbox combo.
Front wheel is the correct 19" factory mag, completely refurbished as well and sporting new bearings and spacers.
The matching Airtech seat pan was covered by Shelby Schafer and is a perfect fit over the tail section.
All the handle bar controls are 1996 ZX600 parts. This isn't screen accurate, but the quality is so far ahead of the vintage stuff, it's worth it to have a slight inaccuracy. Also with a nod towards modern technology, the front master cylinder is from a 06 Yamaha R6 and the clutch perch is from the same ZX600.
The "Max" movies launched a fan cult that continues almost forty years on, and there are kits of MFP bodywork to fit 1/12 scale models of the Z1000, as well as Jim "Goose" action figures. But this one you can actually ride. Restoration and upgrades have resulted in a much safer and better-running Z1000. It's sure to be the hit of any show, though younger riders might have to google MFP. Dave asks $12,000 for the Goose tribute.
Laverda was already reeling from overseas competition in the early 1980's, but had the gumption for one more design project. The RGS was based on their recent 1000cc air-cooled triple and rode more like a Beemer than a finicky Italian exotic. This one has been enjoyed, but is quite original and well maintained.
For the RGS, Laverda civilized the 981 cc engine with rubber mounts and quieter exhaust, but the 83 hp didn't suffer. Marzocchi suspension is found front and rear, but triple 280mm Brembo brakes are a little undersized for a 135 mph streamliner. Designer details like the Veglia dash, removable pillion fairing and the tank filler in the front ( out of the way of a tank bag ) are sweet period items.
Hello, have my beautiful almost all orig RGS to sell. Wolfgang recently went thru her before my purchase with full tuneup, fluids, tires, rejet, etc. He has most history on it, has had top end done plus small items. Most normal upgrades done with ignition, etc. Runs very strong, and smooth.
Most buyers' guides advise to purchase the latest edition of a particular model, capitalizing on improvements and technical advances. First built in 1986, the GSX-R1100 spanned twelve great sportbike years, and those interested in the model can choose from very different rides depending on the letter code. This late model has been hidden away with under 2,000 miles and despite 20-plus years appears complete and undamaged.
Always a speed demon's machine, the 1986 model came with 137 hp and after a major engine re-design in 1989 and the adoption of water cooling in 1993, the 1996 machine had 156 hp on tap. Frame stiffness advanced as well with the use of 5-sided tubing, and an earlier banana swingarm was superceded by a fabricated and braced swingarm for 1995. More sculpted than the earlier endurance racing derived bodies, the 1996 model streamlined its way to nearly 170 mph. As ever, weight increased as the model grew up, cresting 500 lbs. dry for the 1996 year.
BMW offered its radical K1 in eye-catching ketchup and mustard or a Michigan fan's navy and gold livery, but is occasionally seen in a grown-up grey or black. This one is fan-owned and looks excellent.
BMW was looking to inject some pizazz into its inline engine menu, and equipped the K1 with a four valve engine which was limited to 100 hp but capable of more. The bodywork cheated the wind to a cD of .34 - a new low for a production machine. Contrary to their usual practice of building most everything in house, Marzocchi forks and Brembo brakes were used to complete the BMW Paralever's work. Always a safety innovator, the company made ABS standard on the K1.
This example is an all original K1 with no modifications. The bike has been recently serviced and has a new battery. Powered by a 1000CC/100 hp engine that runs smooth and strong. Transmission shifts flawlessly through all gears. The factory graphics on the gray K1 were subtle and only across the base of the fairing. The bike needs nothing but a new home. Odometer has just kilometers; above distance ridden is listed in miles because kilometers are not offered. The K1 is a very nice collectable bike that will be a valued addition to any collection. Bike is sold on a clear Florida title in my name.