2024 Mazda CX-50 2.5 S Premium Plus Package for Sale

1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition. Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner. The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago. The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator. The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes. The back brake is in good working order. The handlebars are European style “M” type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars. The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end. The frame number and engine number are correct. This bike is a very good bike. Used 1958 3,700 miles Gold 1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition. Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner. The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago. The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator. The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes. The back brake is in good working order. The handlebars are European style “M” type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars. The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end. The frame number and engine number are correct. This bike is a very good bike. Used 1958 3,700 miles Gold 1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition. Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner. The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago. The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator. The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes. The back brake is in good working order. The handlebars are European style “M” type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars. The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end. The frame number and engine number are correct. This bike is a very good bike. Used 1958 3,700 miles Gold 1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition. Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner. The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago. The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator. The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes. The back brake is in good working order. The handlebars are European style “M” type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars. The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end. The frame number and engine number are correct. This bike is a very good bike. Used 1958 3,700 miles Gold 1958 BSA DBD34 (500cc) Gold Star When I purchased this machine it was in less than satisfactory condition. Since then I have been through everything on it, replacing or refurbishing it to a condition I would describe as very good. This is not a museum piece, it is a rally ready to ride machine. The engine was rebuilt about 5 years ago. The lower end castings were sent to Phill Pearson in England for refurbishment of the magneto perch and the magneto oil seal boss. The original crankshaft was replaced with a brand new Pearson crankshaft and connecting rod assembly including main bearings. The aluminum cylinder and liner were replaced by Phil Pearson with a brand new aluminum cylinder with a STD bore liner. The piston is a STD Wiseco 8:1 compression ratio piston. The cams were replaced with brand new touring cams from Phil Pierson. The cylinder head was sent out and reconditioned with new valves, springs and guides. The head bolts were replaced with brand new stainless steel head bolts. The cylinder head gasket is a Pierson head gasket (the best head gasket I have ever seen). The Gearbox is a STD T needle bearing layshaft gearbox that is in excellent condition. I replaced the bearings and seals about 5 years ago. The magneto base has been modified to accept four woodruff keys that fit tightly into the woodruff key slots in the unmodified aluminum magneto perch, providing greatly improved mounting contact and positioning of the magneto. The alignment with the timing gear idler, oil seal, and breather valve is perfect and secure. As previously mentioned, the aluminum magneto perch was reconditioned to factory specs and it will accept an original Lucas magneto that mounts on 5/16 dowel pins. The electrical system has been upgraded to 12V with an Alton Alternator and a solid state voltage regulator. The entire wiring harness has been replaced with a brand new (made by me) modified harness that incorporates two 5A circuit breakers protecting the battery circuits and the charging circuit. No more fuses! The headlight and tail light bulbs are aftermarket LEDs. The bike comes with a detailed up to date wiring diagram. The tires are near new Avon Roadrider tires. The rims are Weinmann 36 hole shouldered aluminum BMW rims fitted with Buchanan stainless steel spokes. The wheel bearings were replaced about five years ago. The front brake is fitted with a brand new set of shoes. The back brake is in good working order. The handlebars are European style “M” type handlebars. The clutch lever assembly is an aluminum Yamaha SR500 assembly that incorporates a compression release lever and a mirror mount in the single assembly. The front brake lever assembly is Yamaha also and it incorporates a front brake light switch and a mirror mount in the single assembly. This bike did not have a factory fitted front brake light switch. I have included a front brake-light circuit in the new modified wiring harness. These lever assemblies greatly reduce the clutter of controls clamped all over the handlebars. The machine is fitted with a brand new seat, a brand new exhaust pipe and muffler, and an a near new Mikuni VM 38mm round slide carburetor. All the engine and gearbox threads are British Standard Whitworth or British Standard Fine as original and in good condition. The various frame assembly bolts are new rounded head (like original) stainless steel SAE National fine series bolts with stainless steel washers and Nylock nuts. The engine and gearbox mounting bolts are 17-4 PH stainless steel SAE National fine thread studs fitted with with stainless steel washers and Nylock nuts on each end. The frame number and engine number are correct. This bike is a very good bike. Used 1958 3,700 miles Gold

Up for sale is a really nice 1952 Harley Davidson Panhead. Bike is a runner. No issues.fires up on 1-2 kicks every time. Bike just had a major service / overhaul and needs nothing. If you have specific questions, please ask. NO TRADES. Used 1952 5,763 miles Up for sale is a really nice 1952 Harley Davidson Panhead. Bike is a runner. No issues.fires up on 1-2 kicks every time. Bike just had a major service / overhaul and needs nothing. If you have specific questions, please ask. NO TRADES. Used 1952 5,763 miles Up for sale is a really nice 1952 Harley Davidson Panhead. Bike is a runner. No issues.fires up on 1-2 kicks every time. Bike just had a major service / overhaul and needs nothing. If you have specific questions, please ask. NO TRADES. Used 1952 5,763 miles Up for sale is a really nice 1952 Harley Davidson Panhead. Bike is a runner. No issues.fires up on 1-2 kicks every time. Bike just had a major service / overhaul and needs nothing. If you have specific questions, please ask. NO TRADES. Used 1952 5,763 miles Up for sale is a really nice 1952 Harley Davidson Panhead. Bike is a runner. No issues.fires up on 1-2 kicks every time. Bike just had a major service / overhaul and needs nothing. If you have specific questions, please ask. NO TRADES. Used 1952 5,763 miles

This TX650 (XS 650 as they became known) lived in Orange Ca up till last year when it was bought by the current owner and taken to Tx. The bike does not have stock pipes on it but that aside is pretty much original - almost too good to chop but also a fabulous base for a project. This is a great bike at a sensible price. Used 1974 Yamaha TX 11,500 miles This TX650 (XS 650 as they became known) lived in Orange Ca up till last year when it was bought by the current owner and taken to Tx. The bike does not have stock pipes on it but that aside is pretty much original - almost too good to chop but also a fabulous base for a project. This is a great bike at a sensible price. Used 1974 Yamaha TX 11,500 miles This TX650 (XS 650 as they became known) lived in Orange Ca up till last year when it was bought by the current owner and taken to Tx. The bike does not have stock pipes on it but that aside is pretty much original - almost too good to chop but also a fabulous base for a project. This is a great bike at a sensible price. Used 1974 Yamaha TX 11,500 miles This TX650 (XS 650 as they became known) lived in Orange Ca up till last year when it was bought by the current owner and taken to Tx. The bike does not have stock pipes on it but that aside is pretty much original - almost too good to chop but also a fabulous base for a project. This is a great bike at a sensible price. Used 1974 Yamaha TX 11,500 miles This TX650 (XS 650 as they became known) lived in Orange Ca up till last year when it was bought by the current owner and taken to Tx. The bike does not have stock pipes on it but that aside is pretty much original - almost too good to chop but also a fabulous base for a project. This is a great bike at a sensible price. Used 1974 Yamaha TX 11,500 miles

MV Agusta factory works bike and in incredible condition. This bike was one of the 71 bikes included in the book, The MV Agusta Collection. Below you will find the details of this bike copied from The MV Agusta Collection. While MV Agusta built many motorcycles with sporting potential, actual factory-built race bikes were rare machines. When the factory constructed racing machines, they affixed a brass tag to the engine case. In Lusso trim, this 150 SS was equipped with a front telescopic hydraulic ford, and a rear swingarm with hydraulic shock absorbers. The brakes were enlarged from the Sport " E" model; the front grew from 130mm to 180mm, while the tear was enlarged from 130mm to 150mm. The Lusso was fitted with a longer seat cushion, allowing the rider to assume a more sporting stance while on the vehicle. The engine was the same as the Sport " E" in that it generated 9 horsepower at 6500 rpm. Though the bike didn't have an excess of power, it only weighed 92Kg, giving it nimble handling. Engine: Cylinders / Cycle: single / 2 stroke Displacement: 148 cc Bore x stroke: 56 x 60 mm Compression ratio: 7.5:1Power / rpm: 9.5 HP / 6500Torque / rpm: NACooling: air Distribution: flat piston Carburetor: 30 mm carburetor Ignition: flywheel-magneto Lubrication: 5% mixture Starting: kickstart Primary drive: gear Clutch: wet multiple plate clutch Gearbox: 4 speeds Final drive: chain Chassis: Double cradle tubular and pressed steel frame Front suspension: telescopic hydraulic fork Rear suspension: swingarm with hydraulic shocks Front brake: 180mm drum Rear brake: 150mm drum Front tire: 2.50x19" Rear tire: 2.50x19" Wheels: spokes Tank: 14 litres Length: 1910 mm Width: 620 mm Wheelbase: 1270 mm Weight: 92 Kg Performance: Top speed: 100 Km/h Consumption: 34 Km/l. Used 1952 MV Agusta factory works bike and in incredible condition. This bike was one of the 71 bikes included in the book, The MV Agusta Collection. Below you will find the details of this bike copied from The MV Agusta Collection. While MV Agusta built many motorcycles with sporting potential, actual factory-built race bikes were rare machines. When the factory constructed racing machines, they affixed a brass tag to the engine case. In Lusso trim, this 150 SS was equipped with a front telescopic hydraulic ford, and a rear swingarm with hydraulic shock absorbers. The brakes were enlarged from the Sport " E" model; the front grew from 130mm to 180mm, while the tear was enlarged from 130mm to 150mm. The Lusso was fitted with a longer seat cushion, allowing the rider to assume a more sporting stance while on the vehicle. The engine was the same as the Sport " E" in that it generated 9 horsepower at 6500 rpm. Though the bike didn't have an excess of power, it only weighed 92Kg, giving it nimble handling. Engine: Cylinders / Cycle: single / 2 stroke Displacement: 148 cc Bore x stroke: 56 x 60 mm Compression ratio: 7.5:1Power / rpm: 9.5 HP / 6500Torque / rpm: NACooling: air Distribution: flat piston Carburetor: 30 mm carburetor Ignition: flywheel-magneto Lubrication: 5% mixture Starting: kickstart Primary drive: gear Clutch: wet multiple plate clutch Gearbox: 4 speeds Final drive: chain Chassis: Double cradle tubular and pressed steel frame Front suspension: telescopic hydraulic fork Rear suspension: swingarm with hydraulic shocks Front brake: 180mm drum Rear brake: 150mm drum Front tire: 2.50x19" Rear tire: 2.50x19" Wheels: spokes Tank: 14 litres Length: 1910 mm Width: 620 mm Wheelbase: 1270 mm Weight: 92 Kg Performance: Top speed: 100 Km/h Consumption: 34 Km/l. Used 1952 MV Agusta factory works bike and in incredible condition. This bike was one of the 71 bikes included in the book, The MV Agusta Collection. Below you will find the details of this bike copied from The MV Agusta Collection. While MV Agusta built many motorcycles with sporting potential, actual factory-built race bikes were rare machines. When the factory constructed racing machines, they affixed a brass tag to the engine case. In Lusso trim, this 150 SS was equipped with a front telescopic hydraulic ford, and a rear swingarm with hydraulic shock absorbers. The brakes were enlarged from the Sport " E" model; the front grew from 130mm to 180mm, while the tear was enlarged from 130mm to 150mm. The Lusso was fitted with a longer seat cushion, allowing the rider to assume a more sporting stance while on the vehicle. The engine was the same as the Sport " E" in that it generated 9 horsepower at 6500 rpm. Though the bike didn't have an excess of power, it only weighed 92Kg, giving it nimble handling. Engine: Cylinders / Cycle: single / 2 stroke Displacement: 148 cc Bore x stroke: 56 x 60 mm Compression ratio: 7.5:1Power / rpm: 9.5 HP / 6500Torque / rpm: NACooling: air Distribution: flat piston Carburetor: 30 mm carburetor Ignition: flywheel-magneto Lubrication: 5% mixture Starting: kickstart Primary drive: gear Clutch: wet multiple plate clutch Gearbox: 4 speeds Final drive: chain Chassis: Double cradle tubular and pressed steel frame Front suspension: telescopic hydraulic fork Rear suspension: swingarm with hydraulic shocks Front brake: 180mm drum Rear brake: 150mm drum Front tire: 2.50x19" Rear tire: 2.50x19" Wheels: spokes Tank: 14 litres Length: 1910 mm Width: 620 mm Wheelbase: 1270 mm Weight: 92 Kg Performance: Top speed: 100 Km/h Consumption: 34 Km/l. Used 1952 MV Agusta factory works bike and in incredible condition. This bike was one of the 71 bikes included in the book, The MV Agusta Collection. Below you will find the details of this bike copied from The MV Agusta Collection. While MV Agusta built many motorcycles with sporting potential, actual factory-built race bikes were rare machines. When the factory constructed racing machines, they affixed a brass tag to the engine case. In Lusso trim, this 150 SS was equipped with a front telescopic hydraulic ford, and a rear swingarm with hydraulic shock absorbers. The brakes were enlarged from the Sport " E" model; the front grew from 130mm to 180mm, while the tear was enlarged from 130mm to 150mm. The Lusso was fitted with a longer seat cushion, allowing the rider to assume a more sporting stance while on the vehicle. The engine was the same as the Sport " E" in that it generated 9 horsepower at 6500 rpm. Though the bike didn't have an excess of power, it only weighed 92Kg, giving it nimble handling. Engine: Cylinders / Cycle: single / 2 stroke Displacement: 148 cc Bore x stroke: 56 x 60 mm Compression ratio: 7.5:1Power / rpm: 9.5 HP / 6500Torque / rpm: NACooling: air Distribution: flat piston Carburetor: 30 mm carburetor Ignition: flywheel-magneto Lubrication: 5% mixture Starting: kickstart Primary drive: gear Clutch: wet multiple plate clutch Gearbox: 4 speeds Final drive: chain Chassis: Double cradle tubular and pressed steel frame Front suspension: telescopic hydraulic fork Rear suspension: swingarm with hydraulic shocks Front brake: 180mm drum Rear brake: 150mm drum Front tire: 2.50x19" Rear tire: 2.50x19" Wheels: spokes Tank: 14 litres Length: 1910 mm Width: 620 mm Wheelbase: 1270 mm Weight: 92 Kg Performance: Top speed: 100 Km/h Consumption: 34 Km/l. Used 1952 MV Agusta factory works bike and in incredible condition. This bike was one of the 71 bikes included in the book, The MV Agusta Collection. Below you will find the details of this bike copied from The MV Agusta Collection. While MV Agusta built many motorcycles with sporting potential, actual factory-built race bikes were rare machines. When the factory constructed racing machines, they affixed a brass tag to the engine case. In Lusso trim, this 150 SS was equipped with a front telescopic hydraulic ford, and a rear swingarm with hydraulic shock absorbers. The brakes were enlarged from the Sport " E" model; the front grew from 130mm to 180mm, while the tear was enlarged from 130mm to 150mm. The Lusso was fitted with a longer seat cushion, allowing the rider to assume a more sporting stance while on the vehicle. The engine was the same as the Sport " E" in that it generated 9 horsepower at 6500 rpm. Though the bike didn't have an excess of power, it only weighed 92Kg, giving it nimble handling. Engine: Cylinders / Cycle: single / 2 stroke Displacement: 148 cc Bore x stroke: 56 x 60 mm Compression ratio: 7.5:1Power / rpm: 9.5 HP / 6500Torque / rpm: NACooling: air Distribution: flat piston Carburetor: 30 mm carburetor Ignition: flywheel-magneto Lubrication: 5% mixture Starting: kickstart Primary drive: gear Clutch: wet multiple plate clutch Gearbox: 4 speeds Final drive: chain Chassis: Double cradle tubular and pressed steel frame Front suspension: telescopic hydraulic fork Rear suspension: swingarm with hydraulic shocks Front brake: 180mm drum Rear brake: 150mm drum Front tire: 2.50x19" Rear tire: 2.50x19" Wheels: spokes Tank: 14 litres Length: 1910 mm Width: 620 mm Wheelbase: 1270 mm Weight: 92 Kg Performance: Top speed: 100 Km/h Consumption: 34 Km/l. Used 1952

BMW R60 Original and S350 sidecar. The motorcycle was made in 1955, and set in 1956 into traffic. Painting and the strips are still the original from the factory (62 years ago). Chorme is also original. Was never dismantled. I have changed only the exhaust system because it was burned and was rusted. Therefore simply click on the image. Run beautifully and operational 100%. Matching numbers. Speedometer in km and show 48144 Km. Sidecar S350, was restored many years ago, in a few places does have a little rust. Used 1956 29,916 miles BMW R60 Original and S350 sidecar. The motorcycle was made in 1955, and set in 1956 into traffic. Painting and the strips are still the original from the factory (62 years ago). Chorme is also original. Was never dismantled. I have changed only the exhaust system because it was burned and was rusted. Therefore simply click on the image. Run beautifully and operational 100%. Matching numbers. Speedometer in km and show 48144 Km. Sidecar S350, was restored many years ago, in a few places does have a little rust. Used 1956 29,916 miles BMW R60 Original and S350 sidecar. The motorcycle was made in 1955, and set in 1956 into traffic. Painting and the strips are still the original from the factory (62 years ago). Chorme is also original. Was never dismantled. I have changed only the exhaust system because it was burned and was rusted. Therefore simply click on the image. Run beautifully and operational 100%. Matching numbers. Speedometer in km and show 48144 Km. Sidecar S350, was restored many years ago, in a few places does have a little rust. Used 1956 29,916 miles BMW R60 Original and S350 sidecar. The motorcycle was made in 1955, and set in 1956 into traffic. Painting and the strips are still the original from the factory (62 years ago). Chorme is also original. Was never dismantled. I have changed only the exhaust system because it was burned and was rusted. Therefore simply click on the image. Run beautifully and operational 100%. Matching numbers. Speedometer in km and show 48144 Km. Sidecar S350, was restored many years ago, in a few places does have a little rust. Used 1956 29,916 miles BMW R60 Original and S350 sidecar. The motorcycle was made in 1955, and set in 1956 into traffic. Painting and the strips are still the original from the factory (62 years ago). Chorme is also original. Was never dismantled. I have changed only the exhaust system because it was burned and was rusted. Therefore simply click on the image. Run beautifully and operational 100%. Matching numbers. Speedometer in km and show 48144 Km. Sidecar S350, was restored many years ago, in a few places does have a little rust. Used 1956 29,916 miles

If you always wanted a 72 Kawasaki H2-750 here is your chance. Low mileage matching #'s. Rebuilt engine. Powder coated frame, swing arm, headlight bucket, fork ears, triple tree along with the correct paint color and quality decals make this motorcycle a collectors piece. The aluminum was polished. Original chrome parts werere-chromed including the pipes as necessary. It runs, stops as it should. The electrical works correctly. Oilinjection is functional and working. Very original. Ascetically and mechanically in great shape. Clean title. Used 1972 Kawasaki H 8,430 miles If you always wanted a 72 Kawasaki H2-750 here is your chance. Low mileage matching #'s. Rebuilt engine. Powder coated frame, swing arm, headlight bucket, fork ears, triple tree along with the correct paint color and quality decals make this motorcycle a collectors piece. The aluminum was polished. Original chrome parts werere-chromed including the pipes as necessary. It runs, stops as it should. The electrical works correctly. Oilinjection is functional and working. Very original. Ascetically and mechanically in great shape. Clean title. Used 1972 Kawasaki H 8,430 miles If you always wanted a 72 Kawasaki H2-750 here is your chance. Low mileage matching #'s. Rebuilt engine. Powder coated frame, swing arm, headlight bucket, fork ears, triple tree along with the correct paint color and quality decals make this motorcycle a collectors piece. The aluminum was polished. Original chrome parts werere-chromed including the pipes as necessary. It runs, stops as it should. The electrical works correctly. Oilinjection is functional and working. Very original. Ascetically and mechanically in great shape. Clean title. Used 1972 Kawasaki H 8,430 miles If you always wanted a 72 Kawasaki H2-750 here is your chance. Low mileage matching #'s. Rebuilt engine. Powder coated frame, swing arm, headlight bucket, fork ears, triple tree along with the correct paint color and quality decals make this motorcycle a collectors piece. The aluminum was polished. Original chrome parts werere-chromed including the pipes as necessary. It runs, stops as it should. The electrical works correctly. Oilinjection is functional and working. Very original. Ascetically and mechanically in great shape. Clean title. Used 1972 Kawasaki H 8,430 miles If you always wanted a 72 Kawasaki H2-750 here is your chance. Low mileage matching #'s. Rebuilt engine. Powder coated frame, swing arm, headlight bucket, fork ears, triple tree along with the correct paint color and quality decals make this motorcycle a collectors piece. The aluminum was polished. Original chrome parts werere-chromed including the pipes as necessary. It runs, stops as it should. The electrical works correctly. Oilinjection is functional and working. Very original. Ascetically and mechanically in great shape. Clean title. Used 1972 Kawasaki H 8,430 miles