This Ultra Limited is Great value, comes with, Hiflow Airfilter, race tuner, Screaming Eagle Race tuner, Screaming eagle mufflers and drive camera. $21500 or $22,000 on Road in Qld. Finance and insurance available. Call us now, HEAVY DUTY MOTORSPORTS (Brisbane) - Heavy Duty Motorsports have the Best Range of Pre Loved Harley-Davidson® Motorcycles in Queensland, with over 50 Late model Harleys® in the showroom we are sure to have a Harley that is right for you. When purchasing your Harley-Davidson’s from Heavy Duty Motorcycles you can relax knowing that your Harley has had a full workshop check by a qualify technician. Heavy Duty Motorsports can arrange transport to anywhere in Australia and also stock a huge range of OEM and aftermarket Accessories. Visit us at: 2365 Ipswich Road Oxley Queensland 4075, or call us: 1300 340 613
XTR PEPO is a world renowned custom bike builder in Madrid, Spain. Owned and operated by Pepo Rosell, Pepo was best known for his spectacular Ducati creations marked under the Radical Ducati brand. Flying Podenco Build Specifications -Donor bike : Ducati 860 GT 1974 -Triumph Daytona 955 forks -Triumph Sprint modified yokes -XTR fiber glass front mudguard -OEM Brembo front rotors -Beringuer CNC machined front brake calipers with XTR hand made Dural holder -Frentubo brake lines -Beringuer CNC machined front brake pump -Ducati 860 modified frame -XTR front bracket -Veglia race “White face” rev counter -XTR endurance front fairing and windshield -H7 front light and XTR hand made bracket -Ducati Imola glass fiber fuel tank -Yamaha TZ modified fiber glass solo seat. -XTR Neopreno high density seat -XTR Led rear lights -Rolling rear schocks -XTR allumium race footrests -Ergal XTR clip ons -Domino quick open gas throtel -Ducati Darmah 900 engine : Desmo, worked intakes and exhaust ducts. High compression pistons, Crankshaft lightened and equilibrated - Kick start only. -Dell’Orto PHM 40 carburators -Allumium race air filters -SuperMario two in one exhaust sytem with megaphone -XTR lightened and vented rear drum brake -Akront 18 inches allumium rims -Continental Endurance Conti Attack tyres -Tsubaki gold chain -XTR ergal CNC machined and lightened rear chain sprocket
The Mondial 175cc TV, or 'Turismo Veloce', was Mondial's first street bike to employ a single overhead chain-driven camshaft engine. The single overhead cam Mondials were available in three versions: Tursimo Veloce, Sport Touring, and Gran Sport. The TV was designed for fast sport touring. The last year of production for the 'TV' was 1958. This particular example is 100% original and 100% unrestored; a beautifully preserved example originally imported into the US from Italy by John Goldman, who is one of the world’s leading authority on Mondials. Goldman is regarded has having one of the largest collection of these bikes in the world. When sold to the current owner, Goldman claimed that this bike is complete and correct, and much more collectible than a restored bike. Extremely difficult to find a 60+ year old unrestored bike in this condition, and perfect for moto Giro-type events. Presented located in California, the advertised price includes shipping and arrival charges into Sydney. For further information, more photos shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email email@example.com, or find us on Facebook RaiderMoto.com
1980 Bimota KB1a Series II For those not aware of the Bimota story, the tiny company was founded in 1973, in the Italian beach-side resort town of Rimini. The original owners were Valerio Bianchi, Giuseppe Morri, and legendary Massimo Tamburini. The company name is a portmanteau derived from the first two letters of each of the three founders' surnames, Bi-anchi Mo-rri Ta-mburini. Created from the era when the Japanese manufacturers built powerful engines, but abysmal frames, Bimota rose to fame by designing and building models that were capable of harnessing the mighty Jap engines power, and went about demoralising Japanese factory teams on race tracks around the world. During the late 1970s, Bimota also helped develop and build motorcycles branded as Lamborghinis, and in the 1980s they also customised Yamaha and Ducati motorcycles. Bimota's co-founder and long-time chief designer Massimo Tamburini, has been an influential player in the development of other Italian brands, most significantly his work on the popular Ducati 916, the Ducati Paso, and the MV Agusta F4; other designers such as current Bimota chief Sergio Robbiano have also been involved with larger-volume manufacturers. Up until recent, Bimota models in production included the DB5, DB6, DB7, DB8, DB9, DB10 and the Tesi, The latest model features the Tesi 3D which along with the co-designed Vyrus is said to be the only bike on production to house Hub Steering. Of all the specialist frame builders i.e., Egli, Harris, Spondon et al, Bimota is by far the most successful and longest lasting. Unfortunately in 2017 the storey has finally ended with Bimota closing its doors for good. In the 80’s, the most successful Bimota was the legendary KB1, a model that saw the tiny company become recognised as a genuine manufacturer of exclusive, quality motorcycles. The KB1 was Bimota’s greatest commercial success, both on and off the track, and was powered by Kawasaki’s famous KZ1000 engine; the KB1 set the standard for sports-bikes. This spectacular Bimota KB1 has undergone a full bare-frame restoration including complete engine rebuild with bearings, new pistons, new valves etc, and full gearbox overhaul. Ownership history of this bike is known and recorded back to the original UK purchaser. A total of 6 previous owners up until September 2007, when the present owner imported it and over the years had the bike returned to its original factory specification. This is a matching numbers bike, meaning frame & engine numbers are matching thereby guaranteeing the engine is the original unit fitted in 1980. As you will see through the pics, all components are stamped with the Bimota logo, including a NOS original rear sprocket. A truly rare and beautiful example of one of Tamburini’s greatest creations of the era. Only 728 KB1’s were ever built and most have not survived, let alone are found in this museum quality condition. A selection of high res pictures can be viewed by clicking the link below. 1980 Bimota KB1 A huge selection of high res pictures of the restoration can be viewed on the link below. 1980 Bimota restoration For further information, more or better resolution photos, shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email firstname.lastname@example.org, or find us on Facebook RaiderMoto.com
1974 Ducati 750 Supersport In the world of collectible motorcycles, no manufacturer can equal the broad-based desire of Ducati. If a list was compiled of every bike in every collection around the globe, it would come as no surprise to see Ducati as the most dominate marque, and there is no model more sought-after than the 1974 750 Supersport, better known as the Greenframe. Whilst there are many other bikes that are far rarer, and command much higher values, the Greenframe has become the ultimate trophy – no collection is considered complete if there is a Greenframe missing. The world’s obsession with Greenframes has driven their values beyond the reach of most enthusiasts and planted them firmly into the world of Van Gogh, Monet, and other examples of irreplaceable collectibles; owners of Greenframes are but Custodians. Sadly many Greenframes are hidden away like pieces of valuable art, but for the true enthusiast, owning an asset that has out-performed almost every form of investment on earth runs a distant second place to the joy and exhilaration of riding one through the hills and byways – there is no other sound like that of bevel Ducati. This particular example was sold by Raidermoto.com in 2011 and although started regularly and ridden sparingly, it has predominantly sat in a motorcycle museum in far north Queensland. The bike’s history is known back to 1977, when it was owned by a Rex Neal of Bayswater WA up until 1998, when it was sold to a Warren Crittle of Wellington NSW. It was stored from 1998 until 2005 and then purchased by a regular client of ours, Stephen McFarlane. Over the following two year it was restored and ridden regularly until we sold it to the present owner in 2011. The bike is sold with a comprehensive file of documents and receipts, including references to the engine being examined in 1978 when it received a new factory supplied big-end assembly, and it has travelled only 16,000 since that overhaul. During the 05/06 restoration all bolts, nuts and spokes were replaced with stainless steel variants, it also received a new steering lock and is fitted with a NOS oil cooler from the factory racing kit. Arthur Davis of Desmo HQ (Byron Bay) stripped the engine and gave the entire motor & gearbox a refresh; invoices are on hand for that work. The previous owner registered the bike in NSW for approximately one year and did circa 6000km. At the time of selling in 2011 it had travelled only 23,482k’s, and today it has only 23,519k’s on the odometer. The previous owner changed the oil every 1000kms, but given it has done less than 40k’s since 2011 the bike will undergo a full service and carby synchronised before selling. 1974 Ducati 750 Supersport – AKA Greenframe For further information, more photos shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email email@example.com, or find us on Facebook RaiderMoto.com
The Ducati 750F1 was released in 1985 and its style and appearance was a major departure from what Ducati was producing in the years earlier; it became the first representation of how Ducati’s would look in the years ahead. It was a brave time for Ducati, as they introduced many avant-garde innovations. The F1 was the first production Ducati to use the minimalistic Verlicchi frame, mono-shock rear suspension, fully floating disc brakes front and rear, an alloy fuel tank, a remote oil cooler, and the first ever Ducati to use a two into one exhaust system. It was also the most expensive production Ducati model ever produced, costing in excess of $10,000 AUD in 1985! To real riders the F1 was hugely desirable, but cost prohibitive. For the everyday rider it was too spartan, too narrow, and too small if you were any more than 180cm tall – it was a racer’s racer!! Today the F1 is highly desirable amongst collectors and true Ducatisti who acknowledge the F1 as the defining model that ushered in the future direction of Ducati. This particular example is Australian delivered and for the past few years been part of a small Ducati collection in Brisbane, Queensland. The bike presents in very original condition, with correct patina and relatively low k’s (18,674). It has a couple of small marks on the R/H lower side-fairing, repair of which is included in the price, or if preferred, the buyer can have as-is for a reduced purchase price. In preparing for sale the bike has undergone a full service, belts, filters and fluids, and is ready to ride away on Qld registration. To see hi-res images of this bike click here https://photos.app.goo.gl/qpMvNmgW4McWVhqh2
From 1962 through 1966, Bultaco made approximately 5,000 Metrallas (also known as the Model 8 or MK62). Powered by a 200cc all aluminium alloy engine with cast iron liners and hand-finished transfer ports. Free revving, the engine made about 20 horsepower, which was considerable for the era and displacement. The Metralla enjoys a well-deserved reputation for excellent road holding and being immensely fun to ride. The frame welds aren’t pretty and there are no exotic tubing materials, yet Bultaco nailed the steering geometry, rigidity and weight distribution. The lightweight Metralla’s ability to grip the road inspires confidence; the balance of handling, power and braking is just right. The example is a very rare early production Metralla, with matching numbers (chassis and engine), powder coated frame, new paint, rebuilt motor, swan neck clip ons, new alloy rims. Presently located in California the advertised price includes shipping and arrival into Sydney For further information, more photos shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email firstname.lastname@example.org, or find us on Facebook RaiderMoto.com
The 1976 900 Supersport is considered the first true “production” 900SS. Fitted with left-side gear lever and turn signals, it was the first Supersport that was sold in genuine international road-legal specification. The fuel tank became steel (fiberglass was illegal in the UK and had been banned in the U.S.), and to meet noise and emission requirements the 76’s Dell Orto’s were reduced from 40mm to 32mmm, making the bike infinitely smoother and more rider friendly down low, and the racing ram-tubes were replaced with air cleaners. Lafranconi mufflers replaced the Conti’s, and the engine was vented into a plastic moulded catch tank under the seat. While all this pleased the authorities and cardigan's of the world, keeping true to their race-orientated marketing philosophy, each 76 was sold with a set of Conti mufflers and 40mm carbs & racing stacks, which instantly returned the 76 to race-status. This example is an Australian delivered variant that was restored several years ago and ridden sparingly, but regularly. It had NSW full rego until Nov 2017, and presents in excellent condition. The engine starts easily, sounds strong and requires nothing to be spent. Click the link below to see hi-res pics 1976 Ducati 900SS For further information, more photos shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email email@example.com, or find us on Facebook RaiderMoto.com
The first ever Vespa scooter was released to the world from an exclusive Rome golf club in April 1946. On the leg shield was an embossed logo which replaced the previous Piaggio Aircraft emblem; the Vespa story had started. This new, functional and innovative mode of transport was an instant success with Romans & almost overnight these amazing little machines were in most Italian homes. Vespa’s incredible success gained extensive media interest as well as public curiosity, surprise and even scepticism. The first sales of Vespa were managed through a small dealer network and the price of the standard model was 55,000 lire (aprox $44AUD), while the deluxe version was sold for 66,000 lire (approx. #53AUD). The Vespa SS (Super Sprint) 90, or Wasp as it is also known, was undoubtedly the most original designed by Vespa. The rider leg shield got reduced in size and the top box objects were placed between the seat and the handlebars. The spare wheel, like for the 1955Vespa GS, was housed within the center of the footrest platform. The 90 SS, like the Vespa 50, is among the most sought after of the entire Vespa product range, and is a genuine collectors item. This lovely piece of motorcycling history was faithfully restored by a German collector who sold it to the previous Italian owner, Gerardo Montanarella, in 2010. The Wasp’s original Italian documents (booklet & license plate) were released to Gerardo after cross-checks between the Italian Ministry Of Engineering and German Central Vehicle Register, and Piaggio, which confirmed and established the authenticity of the SS90 Wasp. The scooter remained in the Montanarella family from 2010 to 2016 before being purchased by the current owner, and was imported by Raidermoto. Owing to the scarcity of the SS90 Wasp, many replicas and deliberate forgeries have been produced over the years, making due diligence essential. Before purchasing this scooter was inspected by our long-time Italian agent, Massimiliano Timi, who verified the chassis number with Piaggio and secured a letter of authenticity from Piaggio confirming this to be a genuine 1970 Super Sprint. Along with this official document are Italian Government papers confirming the Wasp was inspected and verified by the Italian Ministry of Engineering. It is sold with 2 carburetors, a 16/16 and 19/19, as well as a second speedometer increasing top speed reading from 100 to 120 Km / h. The link below will take you to the Vespa enthusiast’s web site from which you can confirm the frame/chassis number sequence identifying the model. https://win.vespaforever.net/telai.htm This Vespa Super Sprint 90 is located in Coffs Harbour, NSW Australia.
At first glance Double Shoot could be mistaken for just another reproduction of what has become an iconic XV custom build, but if time is spent looking into the detail you will find this is no copy. Designed for a client with exquisite taste, the build spec was exceptionally high and we had to achieve objectives that had never been achieved with any other XV build. Using the 50’s Benelli tank, a regular feature, it was essential that the lower edge of seat & tank meet evenly and be parallel to the ground. It had to have clip-on bars to go with the café look, but provide good ergo without excessive weight on the rider’s wrists. Of course, as a café it had to have spoked wire wheels capable of using modern soft rubber, and it must have twin exhausts. The XV doesn’t have a frame perse, but rather a 2-piece backbone that fastens to the top of the engine & wraps under and around the rear cylinder. The backbone acts as a plenum feeding fresh air to the carbs via two metal outlets protruding from the backbone. Raider removed these and remodelled the entire backbone; creating reliefs near the steering head to allow the tank to sit around 30-40mm lower over the backbone. Rather than inlet air the backbone now houses the majority of the wiring loom & electricals. The stock Hitachi carbs are exchanged with a pair of 36mm Dellorto’s, but this required shortening & re-profiling the inlet tubes, and similar mods to the manifolds, tank and backbone. After the tank was sitting low as possible the Hageman subframe was modified to provide the alignment required, plus an undertray was fitted to utilise the café seat hump for additional electrics and seat loom connector (the seat, lights/flashers etc are all one piece, & the entire unit unplugs & lifts off). The repro Benelli tanks use a cheap pressed flower fuel cap, which was cut-out and the entire profile reworked & reshaped so the flush filler was in the in the middle and level. In order to use soft tyres we started with a pair of XS650 hubs, then after machining and preparing them to the required standard, married them to a set of 17” black anodised SM Pro Platinum rims with SS spokes and Michelin Pilot Sport II hoops. The handmade front guard is possibly the smallest ever seen, and the nose profile is deliberately shaped to match the Pilot Sport tread pattern. Most XV builds use OEM foot-peg mounts, which are bulky, heavy and basically very ugly. In Yamaha’s defence, they were a clever piece of engineering as they have to provide not only foot-pegs mounts, but brake & gear lever pivot, exhaust mounts, and most importantly, support & tie the upper & lower sections of the backbone to the engine case. Raider had their own plans for the mufflers, but everything else was achieved in a set of rear sets that are so minimalist that they almost disappear into the bike. Meeting the customers wish for twin reverse cone mufflers was another monumental achievement. The stock pipes have very small OD, 35mm, so that was increased to 45mm by hand-working stainless steel tube and mandrel bends, snaking the rear through a series of S-bends that feed through the backbone and swing-arm, while the hand-spun SS mufflers are retained by springs & slip joints. In most builds the mufflers are retained by brackets hanging from the subframe, but in keeping with the minimalist lines these are supported by fabricated arms that lever off the backbone and disappear into the swing-arm & wheel area. Due to a shorter header configuration the L/H muffler flexed, and to overcome this additional rigidity was created by incorporating the hand-made chain-guard to add the required support; both mufflers are now ridged and do not wallow about under acceleration or cornering, a feat many manufactures can’t achieve in OEM spec. From photos alone, it is hard for viewers to appreciate the level of subtleness and delicate custom work that consumed 346 man-hours to produce Double Shot. Currently on NSW Club Plates, this bike can be ridden home.
1974 Ducati 750 GT After the iconic Ducati 750 Supersport (aka Greenframe) the next most sought-after round-case is the 1974 Sport, then the 750 GT. While today a Supersport commands up to 300kAUD, Sports are nearing 100k AUD, which makes the GT’s exceptional value given they are basically the same bike (Sport). Today (2017), the highest recorded sale of a 750 GT is circa 48kAUD, which suggests the GT has some catching up to do. This particular 750 GT is truly spectacular, having undergone a complete restoration to a very high standard in 1998. Awarded “Best Bevel Drive Ducati” at the Festival of Italian Motorcycles in Victoria, 2006 and 2008, this is arguably one of the best examples in Australia. Meticulously maintained by the current owner since 2006, this bike was previously owned & restored by well-known Tasmanian bevel enthusiast, Patrick Haar, during the 1990’s. The bike comes with its factory original Ducati owners handbook from the 1970’s and still presents beautifully. Currently on Victorian club registration and previously fully registered in Victoria. Restoration details: Smith’s Instruments rebuilt Scarab Master Cylinder Lucas Rita Electronic Ignition Borrani Rims with stainless spokes Two Pac paint work Dellorto 30mm Carburettors Twin disk Brembo front discs Twin Scarab Brake callipers Original Conti mufflers Original Aprilia switches Marzocchi forks Marzocchi rear shocks Aprilia “3” Greyhound headlight lens Twin original horns PVL Coils – Road and Race Oil filter (Bignell Engineering Re usable Alloy Fitment) Original Tomasselli 2c throttle assembly (original spare include) Tomasselli grips New battery . Motor Rebuild Details: Motor rebuilt - covered 19,000km since 1998 New main, bevel and gearbox bearings VeeTwo - Cylinder heads converted to unleaded fuel VeeTwo - Crank rebuilt and balanced with larger crankpins VeeTwo receipts included New oil pump New pistons and rings Click the link below to review a selection of high-res pics.
The Piaggio Ape Pentarò is an extremely rare find in any condition. This 1967 example has been fully restored and full restoration documents are available upon request. The vehicle is still fitted with its original rear plate and original hand booklet & papers. Chassis number 3008, and chassis semi-trailer number 1661, a perfect and museum quality piece of Italian automotive history. The vehicle is with our Italian agent and the advertised price excludes shipping 7 arrival charges. Only serious buyers make further inquiry please. Click on the link below to view a selection of high-res pictures. https://photos.app.goo.gl/9HvtNJOSaal2aOcv1 For further information, more or better resolution photos, shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email firstname.lastname@example.org, or find us on Facebook RaiderMoto.com
The beautifully original Laverda 750 SF had undergone an engine rebuild only 1000km ago and recently fitted new tyres and fully service in preparation for selling. As the phots show, this is part of a small collection of classic motorcycles and is available through our Italian agent. Last known sale for a SF in this condition was 9,400 euro. Advertised price includes shipping & arrival taxes into Sydney. For further information, more photos shipping, price or provenance inquiry, please feel welcome to contact RaiderMoto.com during office hours on +61 2 66512405, cell +61 423 559656, email email@example.com, or find us on Facebook RaiderMoto.com
The inspiration for the Laverda 750 SF dates back to 1964, when 25-year-old Laverda general manager Massimo Laverda toured the U.S. for a firsthand impression of the burgeoning market here. Although Laverda had made its name in Europe with small-bore singles and twins, Massimo returned to Italy convinced the lay in large-capacity machines capable of covering distance with ease. In early 1965 he secured (supposedly after heated discussion) approval from his father, Laverda motorcycle founder Francesco Laverda, to develop a big-bore twin. In November 1966, Laverda displayed a prototype 650cc parallel twin at the Earls Court Show in London. Looking much like a Honda Hawk on steroids, the bike was a minor sensation, creating a swelling of interest in Laverda. Although it took two more years to see production, the bike that finally went on sale in 1968 was very close to the prototype. And the fact that its engine had more than a passing resemblance to Honda’s famed 305cc overhead cam twin was no accident. In designing the new bike, Massimo had looked to Honda’s twin for inspiration. Not having the resources of a huge company like Honda, Massimo saw he could benefit from Honda’s development of the 305, the first production overhead cam motorcycle engine and in steady development since 1958. In fact, the story goes, Massimo believed the visual connection between the Honda and his new bike would benefit Laverda, with buyers equating the Laverda positively to Honda and its unrivaled reputation for quality and reliability. 1970 Laverda introduced the improved SF, which stood for Super Freni or “Super Brakes.” Where previous 750s had relied on Grimeca twin-leading-shoe stoppers, the new SF used a twin-leading system designed by none other than Francesco Laverda, who’d earlier questioned the viability of a big twin in the company’s portfolio. Visually identifiable by an exhaust balance pipe to smooth out power flow connecting just downstream of the cylinder head, the new 750 SF further benefited from a new frame and other enhancements to improve handling and reliability. Further changes came in 1972 with the introduction of the SF1, by which time all bikes were equipped with a Nippon Denso speedo and tach in place of the Smiths instruments used on earlier bikes. Although the ND instruments look like they were swiped directly off a Honda CB750, they have different internal ratios and aren’t interchangeable. The SF1 also got a new exhaust system with the balance pipe repositioned under the engine. This beautifully restored Laverda 750 SF is with our Italian agent and is ready for immediate delivery. Advertised price includes shipping and arrival charges into Sydney.
12/1972 Honda CB 350 F. Runs well, rides great, brand new 4x4 exhaust pipes, new battery on point of sale. Was on Red plate now unregistered, repainted approximately 5/6 years ago and not ridden by the lady owner at the time. #1001