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If you are looking for something special, you shouldn't resort to the latest mass-produced goods. He has to be able to wait: Many top sellers of the seventies and eighties have now matured into real show talents. MOTORRAD names their names, reveals who sells and looks after such treasures.

 

Gerfried Vogt

01/24/2000

Some motorcycles are immortal; not even technical progress can scratch their appeal. Those who don't get on with MV Agusta or Vincent have a free choice, especially among youngtimers, and can acquire a real milestone that the buddies are usually only allowed to marvel at in the museum. Some time ago, MOTORRAD took a close look at four such old stars (issue 10/1998). According to the motto: something for everyone. And noted with satisfaction that Kawasaki Z 900, Triumph Bonneville, Morini 3 1/2 and BMW 80/7 not only combine show talent, but also considerable reliability.
In addition to the classifieds sections, those interested can find useful youngtimers at dedicated dealers (see boxes for the individual brands) and on the homepages of various clubs and interest groups (IG). Here you will also find what you are looking for in terms of spare parts, whereby two-valve BMW drivers do not rely on the Internet or clubs: There are no bottlenecks with aged rubber cows from / 5, and workshops that specialize in Bavarian endurance runners also offer normal service work and improvements for everyday operation (see page 118).
For some motorcycles of Japanese origin, things are looking rather bleak when it comes to the supply of parts from the manufacturer. Yamaha For example, six years ago it got rid of its high storage costs in the Westphalian Lohne and gave away spare parts at that time, some of which today can only be exchanged or weighed in for gold. Fortunately, some enthusiasts are still offering almost everything for the air-cooled two-stroke models, except for the early DS 7 and R 5 models.
Lovers of Italian bikes, for example from Benelli or Morini, will also hardly be able to access parts in Germany without the help of the clubs and IGs. Fortunately, Italy is not too far away, and in addition to high-quality replacement of wear parts, you can also get affordable replicas of tanks, side covers or other model-specific small parts that were offered for sale a few years ago on veteran markets at outrageous prices.
Due to the commitment of some dealers, owners of British classic cars are now also fine. Whether wearing parts, fork bars or transmission gears? for the two-cylinder models of the seventies, formerly known as oil sardines, according to Joachim Seifert from Norton Germany »except for a few plastic parts, everything is available from the shelf ??. The times when engine parts of dubious quality were sold to German dealers and customers are a thing of the past. Instead, there is now a lack of adequate machines from England and the USA due to unfavorable exchange rates and the increased demand for Norton, Triumph in the USA & Co.
Some of the motorcycle coveted today is also rare because hardly anyone wanted it when it was built. Colleague Claus-Peter Elberth has already put together a flop selection from the seventies for MOTORRAD CLASSIC (issue 4/1997). The eighties were less familiar with these bizarre or misunderstood outliers, and most of the recommended two-wheelers of this era were already treated as a used MOTORCYCLE purchase (reorder service on 0711/182 12 29, fax 182 17 56).

Honda

CBX 1000, Zweirad Gebhardt GmbH, phone 06152/39246
Classic Bikes, phone 07961/55175
CX 500, Rudiger Vogel, phone 07257/930680
Gold Wing GL 1000/1100/1200, Chris Kalbreier, phone 05231/31959
Gold Wing-Haus Fuchs, phone 05571/912094
G.G.Motorbikepoint, Gisbert Gab, phone 07644/931666
Gundolf Kramer, phone 05963/1370
PS-Team motorcycle service, phone 030/7466823
Sixties Classics, phone 04533/2678
Volker Eschbach, phone 07259/8038
4-cylinder CB 350/750, Sayonara Cycles, phone 0221/5461833

When Honda's legendary CB 750 Four appeared in 1969, everyone knew how old all the motorcycles sold so far were. The first four-cylinder, 67 hp large-scale production machine from Japan let the European competition pale. Five years later, Honda presented the naked GL 1000 Gold Wing at the IFMA in Cologne. The road cruiser with a four-cylinder boxer engine and 82 hp, which was delivered from autumn 1975, cost an impressive 9,268 marks at the time, about the same amount is to be invested today for a well-maintained, early GL 1000. The 1100 series with full fairing and all kinds of practical touring accessories, available in the USA as early as 1980, were withheld from customers in this country for a year. The CBX 1000, Nippon's first production bike with six cylinders in a row and with 105 hp, was presented in a completely different caliber for the first time the 100 hp sound barrier. Honda eliminated the chassis weaknesses with a whole series of measures in the successor model Pro-Link, which appeared in 1981. Some parts are identical to the CBX 550 and are cheaper as replacement parts. The naked cannon with 24 valves is hardly available for less than 7,000 marks. Much cheaper: Honda's legendary slurry pump ?? immortal by the comic hero Werner. More than 20,000 units of the water-cooled V-Twin found German buyers by 1985, plus another 15,000 units of the soft chopper version CX 500 C, which was offered from September 1979.

Kawasaki

Bike service, phone 06150/84110
Klasmo Bikes, phone 040/7290550
Roland Lenden, phone 06171/55411
Kawa-Point (four-stroke), phone 09733/6506
Z-Classic, phone 08231/91338
Z-Service, Frank Bach, phone 06574/419
Two-stroke specialist: Gunther Sanders, phone 07021/58119
Three-cylinder two-stroke, Ludwig Pfaff, phone 07823/1887
Z 1300, Motorrad Gockeler, phone 07344/21294

At the end of the sixties, Detlev Louis took over the import of the until then relatively unknown brand Kawasaki. With the 59 hp 500 series H1, which was given the addition of Mach 3 in Germany, the three-cylinder circular saws made a tailor-made start. As early as 1971, two-stroke fans had a choice of several air-cooled Kawasaki: in addition to the lively 250-series S1 with 28 HP, the 350-series S2 with 41 HP, topped by the H2 with a whopping 750 cc and 71 HP. With the debut of the four-cylinder 900 Z1, the strongest Seiren motorcycle with 79 hp in 1973, the Japanese switched back to the four-stroke camp and in 1976 introduced the Z 1000 Z 650 to the side, of which ten variants were built. Kawasaki delighted twin fans with the Z 750. The air-cooled two-cylinder was also available as a special model Ltd. until 1980. Friends of six-cylinder thick ships can look around for a Z 1300, which is available from around 9,000 marks in good condition.

Suzuki

Beinert, phone 05241/1806
Daumoser, phone 08071/3987, fax 40815
Smeagols motorcycle shop, phone 08345/9730, fax 9731 (also Honda CB 750/900 Bol d´Or)
Suzuki GT spare parts, PRM Schubert & Reinacher GmbH, Benzstr 22, 76676 Graben-Neudorf
Telephone 07255/8664, fax 2394
(also Yamaha youngtimers)
Witte 2-Rad-Technik, phone 0531/71424
(also Yamaha youngtimers)

Japan's number three presented their first 750 series as early as 1970, one year after the Honda CB 750. In this country, the water-cooled three-cylinder two-stroke, known as the water buffalo, was only available in the summer of 1972. The air-cooled GT 380 came as a competitor to the Kawasaki three-cylinder , later also the GT 550. Thanks to a sophisticated lubrication system, the motors, which were located in silent blocks, were very stable. From 1976 on, Suzuki also switched to four-stroke engines, and even got off to a really racy start with the gracefully drawn GS 750. The bearish GS 1000 with 90 hp came in 1978, at the same time Suzuki developed the GS 850 G, a real Kardantourer. The next milestone marked the GSX 1100 Katana. Their design split the motorcycle world in 1980. Today, the 1100 is a real collector's model, while the small Katanas GS 650 G and GS 550 M are downright bargains.

Yamaha

Dreizylinder, Claus Schultz motorcycle services, phone 04744/5060
Kabro Motorradtechnik, phone 0221/769976
Classic parts, phone 04821/74283
Miles-Motors, phone 02434/25358
Reinhold's motorcycle shop, phone 06066/1090
RS Racing, Sepp Reichgruber, phone 08622/638
SR 500, Kedo, phone 040/40170200
Technical consultant XS 650, Dieter Langbein, phone 06192/23401
TR 1, Ferdinand Marz, phone 06551/4120
Wunderlich, phone 02641/97980
XS 650, Motorradhaus Theisen, phone 02056/25539
XS 650 ?? store, phone 0711/6492153
Two-stroke, Armin Collet, phone 06871/2907

Yamaha's triumphant advance began in Germany in the early 1970s with the two-cylinder two-stroke DS 7 and its 350 counterpart R 5. They were followed by the air-cooled two-stroke saws RD 250 and RD 400, which were sold until 1980. Many fell victim to "professional" tuning, but still exist there are decent copies at reasonable prices. The XS-1 from the early seventies is a four-stroke twin based on the co-rotating principle – this is where the parallels to Triumph end & Co already. The revised 50 PS version XS 650 with 8000 copies sold well in this country until 1985. In addition to the all-terrain XT 500, the SR 500 turned out to be a mega-seller from 1978, both single-cylinder units are still on the road in large numbers. The Triple XS 750 (74 hp from 1977, recommended from 1978 with modified engine, transistor ignition and H4 light) or the four-cylinder, air-cooled XJ 650 (71 hp, 1980 to 1985) offer more cylinders plus maintenance-free cardan shafts. The beefy, 95 hp Tourer XS 1100 (from 4,500 marks and up) is also very service-friendly. With the TR1, Yamaha tried an innovative touring machine with V-twin and plenty of torque between 1981 and 1984. The first model suffered from the sealing surface of a cylinder, otherwise the engine was exemplary. Various spare parts have become rare, the TR1-IG, phone 08631/91355, can help here.

English people

Norton Germany, (spare parts warehouse also for Triumph / BSA), phone 08151/28708
Dieter Cordes, phone 04483/674
British Engines, phone 0621/6295190
Southern Division, (Norton, BSA and other youngtimers), phone 089/134435
Triumph, phone 06175/93360
AGO´S, phone 06035/970256
Biker's Mill, phone 02465/905123
British Bike Weigelt, phone 069/57197
GLM, Herbert Gubba, phone 05182/51831
Dieterich & Fink, Sanglas, phone 07062/21630
Frank Zangi, Sanglas, whole vehicles and used parts, phone 05821/43218

Fast motorcycles came from England until the mid-1970s. In addition to the three-cylinder Triumph Trident, there were twins such as the Triumphs Bonneville, the single-carburettor version Tiger and the BSA A 65. The Bonnie was launched in 1958 and received numerous model updates, including an increase in displacement to 750 cm3 after 15 years. In 1971, BSA merged with Triumph. A 65 and Bonneville received an identical frame with an oil tank in the main frame tube to save costs. The company's business, however, never really got off the ground. Shortly before the final bankruptcy in 1983, there was the pictured custom version TSX with cast wheels and 16-inch rear wheel. The last copies of Norton's glorious Commando were screwed together in 1977 – around 55,000 units have been since the beginning. The roadster version with the small tank and the S with its scrambler exhaust system sold well in the USA. Today, between 8,000 and 12,000 marks are required for a usable commando. In Germany, around 800 to 1000 copies are likely to be on the road, thanks in part to the impeccable parts supply.

Italian

Benelli, Wilfried Buchsenschutz, phone 05621/74270
DITA Cycles, phone 02157/6410
Desmo, Andreas Nienhagen, phone 0711/588096
Ducati-Service Tschinkl, phone 08102/71444
Morini, Fritz Alexander, phone 05036/2455
Italo-Shop Neuss, phone 02133/72441
Laverda, Andy Wagner, phone 07531/61198
MAD Motorcycles, phone 06224/919417
Motobox, phone 05232/17093
Moto Falcone, single cylinder, phone 08841/79379
Moto Guzzi, 750/850/1000-V-2, HMB-Guzzi, phone 09183/8899
Moto Morini, two-wheel home, phone 06444/1852
Moto Stefano, Italian classic, phone: 07433/381486
Wolfgang Tritsch, phone 07664/60300

Motorcycles produced outside the Alps are occasionally prima donnas that require attention and care. They usually embody a mix of elegance and inspiring technology, but can also ?? like Moto Guzzi's Nuovo Falcone ?? look robust. It was not until 1976 that the lying single-cylinder was retired after decades of construction. Moto Guzzi's V models such as the V7, 850 T3 or 1000 SP are fully suitable for everyday use. Laverda twins of the 750 SF series too? The 1000 from Breganze, built from 1979 onwards, had three cylinders. The Jota (large photo) ran smoother than its predecessor from 1981 thanks to a 120-degree crank pin offset. Fritz Roth imported Ducati singles up to 450 cm3 from Bologna, and from 1975 two-cylinder GTL models appeared for a short time. Usable 900 SS / SD with vertical shaft (from 1977) now cost five-digit amounts. Early Pantahs, built from 1979 onwards, with timing belt-controlled V-twin engines, on the other hand, are inexpensive craft objects. From 1971 the Benelli Tornado 650 with a two-cylinder engine came from Pesaro, later four- or six-cylinder like the 900 Sei (small photo). The Moto Morini 3 ½ made its debut with a V-engine in 1971, and from 1984 Fritz Alexander produced a few Morinis under license.

BMW

Sky lifter & Fruehner, phone 06078/75619
Jochen Siebenrock, phone 0711/6871984
Martin Kornhaas, phone 0721/592025
Motors Israel, phone 02620/8800
Rudi Vorholt, phone 06887/6954
S. Meyer, phone 06733/8195
Theofried Jeckel, phone 06126/4177
Ulli's motorcycle shop, phone 069/239319

Thanks to their / 5 models with a displacement of 500, 600 or 750 cm3, the white-and-blue models were competitive again at the end of the sixties. Anyone who had their cardan reactions under control would be happy with the comfortable 50 hp R 75/5 machine. A disc brake and a five-speed gearbox were available from the / 6, as well as improvements such as needle-bearing rocker arms. Drilled to 900 cm3, the 60 hp engine made its debut in the R 90/6. In the same year, BMW again presented a sports motorcycle with the R 90 S. The 67 hp boxer engine with GRP cockpit cladding, powered by two 36 slide carburetors, ran at 195 km / h. From 1976 the boxer had a cubic capacity of one liter. A year later, the R 100 S was followed by the RS version with cast wheels and the world's first standard full fairing. Beginners operated the 27 hp R 45 from 1978 onwards. The R 80 G / S caused a real sensation in 1980 – it set standards for enduro bikes.

MZ

Donghai, phone 06142/64338
Klaus Hofmann-Settele, phone 09127/57492
Kraeder, phone 030/4016779
Martin Schornburg, phone 05381/492570
MZ-Dietel, phone 03663/404411
MZ-Jung, phone 030/4762394
Ostbock, phone 0251/22906
Paul A. Sageder, phone 089/6708898
Schafer, phone 030/67989530
Willschrei, Dirk Koster, phone 02672/840

The 19 hp 250cc «Sachsenharley ?? from Zschopau with the designation TS (for telescopic fork swing arm) stood on 16-inch alloy wheels. It was not until 1977 that the luxury version received a new telescopic fork. It was called TS 250/1, had 17 hp for insurance, got a fifth gear and an 18-inch front wheel. The TS 125/150 series has also been revised. In 1981 the slot-controlled two-stroke unit was spiced up with a fourth flushing channel and a 12-volt three-phase alternator and placed in a square tube frame without girders. With these innovations, the abbreviation ETZ was also introduced. In the ETZ 250, a fixed-calliper disc brake was already delaying at the front. Prerequisite for trouble-free everyday operation of the «Emme ?? is a revised electrical system. Well-maintained ETZs are still available from 1000 marks, the TS models are already being sold at collector's prices in some cases.

Clubs and IGs

Benelli Sei-IG, phone 089/32038161. CB 750 Four-Club, phone 07223/6888 Gold Wing-Club, phone 02131 / 129794CX / GL-Freunde, phone 04441/84111 CBX-Club Germany, phone 0231/141827 Classic British Bike Club, phone 05971 / 15481Z 650-IG, phone 0451 / 4988309Z-1300-IG, phone 0621 / 413807H2-Club / IG, phone 02642 / 1710Moto Guzzi-Club Germany, phone 0561 / 517911Suzuki GS-IG, phone 07256 / 7393Wasserbuffelclub, phone 030/6645281 Katana-IG, phone 05344 / 6757Yamaha Dreizylinder -IG, phone 05662 / 91024SR 500, phone 089 / 60853188XS 650-IG, phone 030 / 7969960XS 1100-IG, phone 0621 / 6297045XJ-IG, phone 0212/333484

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