Buying advice for youngtimers up to 1000 euros

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Buying advice for youngtimers up to 1000 euros
Holzwarth

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Buying advice for youngtimers up to 1000 euros

Buying advice: Youngtimer motorcycles
Buy motorcycle youngtimers up to 1000 euros properly

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Buy cheap and then repair expensive? Not a good tactic. With the right strategy and a little luck, on the other hand, you can find well-kept, everyday motorcycles that are suitable for everyday use, even for little money.

Uli Holzwarth

07/14/2011

Let’s not kid ourselves: The search for the pearls in the oil sump of the youngtimer market is more for the hard-core, who are not deterred by bankruptcies, bad luck and breakdowns.

Used warranties or dealer warranties? Doesn’t exist in the 1000 euro league. On the other hand, there is often no shortage of defects, both obvious and hidden. Experience shows that the seventh or eighth owner of a machine no longer has much to do with care and maintenance. Sometimes not with the truth either: Frustration and disappointment due to fancy advertisements are part of everyday life when looking for low-budget bikes.

Doesn’t that put you off? Great, then the search can begin. Because the chances of finding a well-preserved youngtimer in the huge range of the lowest price category are actually not that bad. Provided you follow a few rules, keep a cool head and act with common sense. But that takes time. And a lot of knowledge.

So first collect all the information you can get about the motorcycles in question. No matter whether at the dealer around the corner or in the relevant internet forums. Do not focus on a specific model or equipment, but also consider alternatives. Especially if a good overall condition and a traceable history speak for it. In addition, the self-imposed restriction to only one type of motorcycle sometimes lengthens the search considerably, and you put yourself under unnecessary pressure.

Isn’t it that far with the screwdriver talent? Then models that are known for their robust mechanics and reliability are preferred. Exotics, including those made in Japan, are only second choice in this price range, because spare or used parts are now (expensive) in short supply for bikes that were once in little demand.

Also be careful with throttled motorcycles, especially those with 27 hp. Many of these 80s models were stuffed with a high level of technical effort in order to be able to offer them in the entry-level class that was popular at the time. An effort that is taking its toll nowadays, because uncorking even with used parts is far beyond the economically justifiable framework. With a Honda VT 500 E, for example, different camshafts, manifolds and carburettors are required – each in a double pack, of course.

A voluntary self-restraint is recommended for the research. Experience has shown that a tour of the other end of the country does not make sense with 1000-euro motorcycles. Just burn a quarter of the planned purchase price for fuel? The risk of a nasty disappointment on site is simply too great for that. Even if the (not very informative) photos on the Internet promise something else.

In addition, it is important to sort out dubious offers when viewing the advertisements. Formulations like “TuV no problem” or “small quirk that can be easily fixed”, are always a reason for suspicion: If it were actually that easy, a reputable provider would have done it long ago. In addition: without a valid general inspection, re-registration or registration will fail.

The top priority during the on-site visit: four eyes see more than two. So never go to a viewing alone. And don’t let yourself be pressured (“More interested parties will come soon”). Instead, search meticulously for worn parts and telltale structural damage (rust in the tank, overaged tires, brittle rubbers). A sufficiently long test drive is of course mandatory, as is a written sales contract. When in doubt, the motto is: hands off, it is better to trust your gut feeling!

Then the search continues, the next opportunity is sure to come. Good for those who don’t get into a frenzy. After all, the low-budget segment is the territory of hunters and gatherers. We shouldn’t kid ourselves.

Honda XBR 500 / S (1985 – 1990) new price 1990: 6650 marks


Buying advice for youngtimers up to 1000 euros


Uli Holzwarth

Top: Neat first-hand XBR with 20,000 kilometers, bought for 1,000 euros.

The Honda XBR 500 is one of the very few character bikes that are available in usable condition for around 1000 euros. Just wonderful how the stew massages the eardrums with its dull bollern. The fact that it can do this reliably with regular maintenance (valve clearance, oil change!) Even at higher mileages makes the little Honda even more desirable to me.

In any case, the harmonic 500 shows a remarkable condition in single circles. Just as convincing are the manners of the supple single-cylinder: problem-free starting behavior, little vibration, and it pulls ahead even in the low rev range without hacking. The touring suitability is also great, thanks to the comfortable seating position, large tank and low fuel consumption. Okay, the turning behavior takes a bit of getting used to, but even beginners can get along with the Honda without any problems.

And old hands, the 44 hp are enough to draw an astonishingly brisk line on winding country roads. But that’s actually a minor matter. Because with the XBR, it is the sound that makes the music.

This often causes problems:
Worn struts
Loose spokes
Defects in the starter freewheel (with higher mileage)
Dethrottling to 44 HP for models up to 1987 expensive (including camshaft)

Drive:
Air-cooled single-cylinder four-stroke engine, displacement: 498 cm3; Output: 32 kW (44 PS) at 7000 rpm; (Variant: 20 kW (27 PS) at 6000 rpm); Five-speed gearbox; Chain drive

Landing gear:
Single tube frame with forked steel tube beams; Telescopic fork at the front, Ø 35 mm, two spring struts at the rear; Spring travel: 140/110 mm (f / h); Spoked wheels; Tires: 100/90 S 18, 110/90 S 18 (v / h); Brakes: front disc, rear drum

Dimensions:
Tank capacity: 20 liters; Weight: 182 kg

0-100 km / h:
6.8 s (27 hp: 8.3 s)

Top speed: 174 km / h (27 PS: 138 km / h)

Strengthen:
Very stable engine with regular maintenance
Good running culture
Enthusiastic sound
Great coverage

Weaknesses:
Turning behavior takes getting used to

Mileage at prices from 800 to 1000 euros: around 30,000 to 50,000 kilometers

Honda CX 500 (1977 – 1987) new price 1977: 5600 marks


Buying advice for youngtimers up to 1000 euros


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Cult bike Honda CX 500.

The Honda CX 500 is recommended to leisurely touring riders. With cardan shafts, tubeless tires, water cooling, H4 lights and double discs at the front, the cult bike still offers carefree touring qualities today.

Your engine is considered to be extremely durable and frugal. Almost 22,000 copies of the original version offered from 1978 to 1982 cannot be wrong. In addition, there are another 15,000 of the soft chopper CX 500 C. Spare parts are rarely needed because the CX runs and runs and runs.

150,000 km and more are not uncommon. The only weak point: the timing chain tensioner. Later models had a reinforced one. If it rattles clearly: hands off! Because the engine has to be taken out to swap. The 50 hp version, however, should be. It’s a lot more fun than the 27 hp machine. The 37 kW carburettor and a milling cutter for the manifold reduction are required for dethrottling.

Information is available at www.guellepumpe.de and www.cx500-online.de.

This often causes problems:
Timing chain tensioners of the first models can break
Rear silencer relatively susceptible to rust
Starting difficulties after a long period of standstill

Drive:
Liquid-cooled two-cylinder V-four-stroke engine, displacement: 496 cm3; Output: 37 kW / 50 PS at 9000 rpm (variant: 20 kW / 27 PS at 6500 rpm); Five-speed gearbox; Cardan drive

Landing gear:
Monotube frame; Telescopic fork at the front, Ø 33 mm, two spring struts at the rear; Spring travel: 140/85 mm (f / h); ComStar wheels; Tires: 3.25 S-19, 3.75 S-18 (v / h); Brakes: double disc front, Ø 240 mm; Rear drum, Ø 160 mm

Dimensions:
Tank capacity: 17 liters; Weight: 221 kg (full tank)

0-100 km / h:
5.4 s (27 hp: 8.7 s)

Top speed:
183.7 km / h (27 PS: 146.4 km / h)

Strengthen:
Durable engine
Low maintenance cardan
Powerful engine
Good brakes

Weaknesses:
Complex throttling
Spongy landing gear
Gabel likes to punch through

Mileage at prices from 800 to 1000 euros: around 50,000 to over 100,000 kilometers

Honda CB 450 S (1986-1989) new price 1986: 5888 marks


Buying advice for youngtimers up to 1000 euros


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Middle class bike CB 450 S.

Tubular space frame? Two-cylinder? No, this is not about a Ducati, but about Honda’s beautiful mid-range CB 450 S. The centerpiece, the wonderfully robust sounding, 44 hp three-valve twin, delights with pleasantly even power delivery and low consumption.

The former also applies to the version with 27 HP, because the throttling offered by the factory (via camshaft, nozzle needles and smaller pinion) was very complex, but also quite expensive. The handy, well-made and durable Honda is still a feast for the eyes and ears for me today.

This often causes problems:
Bad starting behavior after a long period of standstill
Increasing engine vibrations indicate that the balance shaft chains need to be retightened

Drive:
Air-cooled in-line two-cylinder four-stroke engine, displacement: 447 cm³; Output: 32 kW (44 PS) at 9000 / min (variant: 20kW / 27 PS at 7000 / min); Six-speed gearbox, chain drive

Landing gear:
Tubular steel frame, telescopic fork at the front Ø 35 mm, two spring struts at the rear; Spring travel: 140/100 mm (f / h); Cast wheels; Tires: 100/90 S 18, 110/90 S 18 (v / h); Brakes: double disc in front, drum in rear

Dimensions:
Tank capacity: 18 liters; Weight: 141 kg;

0-100 km / h:
6.5 s (11.4 s)

Top speed:
175 km / h (27 PS: 141 km / h)

Strengthen:
Handy chassis
Long-lasting, economical engine
Effective brakes

Weaknesses:
Poor, too hard struts
Complex, expensive (de) throttling

Mileage at prices from 600 to 1000 euros: around 30,000 to 70,000 kilometers

Moto Guzzi V 35 (1977-1979)


Buying advice for youngtimers up to 1000 euros


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a great touring motorcycle with a large tank and fantastic handling: Moto Guzzi V 35.

Moto Guzzi V 35. The smallest V2 Guzzi comes from the same era as the Suzuki, but comes from a different planet. Four-stroke V2, as in the large Guzzis, installed transversely, dry clutch, separate gearbox, cardan drive. A great little touring motorcycle with a sufficiently large tank and fantastic handling. In contrast to the more powerful V 50 and V 65 models, the small ones have a long drive train. The sometimes sloppy processing of the little Guzzis must be taken into account. There is also a lot of tinkered device on the market, make sure that it is in its original condition.

This often causes problems:
Toothing of the sliding pieces in the cardan drive
Universal joint
Sagging bench
Exhaust valves burned down
Rusted silencers

Drive:
Air-cooled V2 cylinder four-stroke engine, displacement: 346 cm3; Output: 20 kW (27 hp) at 7900 rpm, torque: 27 Nm at 6200 rpm; Five-speed gearbox; Cardan drive

Landing gear:
Double loop tubular steel frame; Engine bearing; Telescopic fork at the front, two struts at the rear; Spring travel: 130/80 mm (f / h); Cast wheels; Tires: 3.00 – 18, 3.25 – 18 (v / h); Brakes: double disc front, single disc rear, integral foot brake

Dimensions:
Tank capacity: 16.5 liters; Weight: 155 kg

0-100 km / h:
8.5 s

Top speed:
140 km / h

Strengthen:
Great handling
Integral brake
robust engine sound
Thrifty

weaknesses:
Paint quality
processing
Instruments

Mileage at prices from 800 to 1000 euros: around 50,000 to 70,000 kilometers

MZ ETZ 150


Buying advice for youngtimers up to 1000 euros


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As a second or seventh moped, the ultra-handy lightweight is still a lot of fun today.

Ease of maintenance and repair – always a very important purchase criterion. The one built in exactly 198016 copies MZ ETZ 150 was anything but exotic in the GDR, but in the West it never stood a chance against the not exactly inflationary TS and ETZ 250. Wrongly, because the 150 MZ is the much more modern motorcycle. As a second or seventh moped, the ultra-handy lightweight is still a lot of fun today and costs almost nothing to buy and maintain.

This often causes problems:
moisture-sensitive electrics
Oil leaks
Rear rubber hub dissolves
Vibration damage

Drive:
Air-cooled single-cylinder two-stroke engine, displacement: 143 cm3; Output: 10.5 kW (14.3 PS) at 6500 rpm (variant: 9 kW / 12.2 PS at 6000 rpm); Five-speed gearbox; Chain drive

Landing gear:
Rectangular profile frame made of sheet steel; Telescopic fork at the front, Ø 35 mm, two spring struts at the rear; Suspension travel: 185/105 mm (f / h); Wire spoke wheels; Tires: 2.75 R 18, 3.25 R 16 (v / h); Brakes: front disc, Ø 280 mm; Rear drum, Ø 150 mm

Dimensions:
Tank capacity: 13 liters; Weight: 118-122 kg

0-80 km / h:
11.0 s

Top speed:
110 km / h

Strengthen
Handy chassis
Comfortable suspension
High reliability
Very cheap upkeep

weaknesses
Moderate processing
Sensitive electrics

Mileage at prices from 500 to 800 euros: around 12,000 to 30,000 kilometers

 

Suzuki DR 600 S, SN 41A (1984-1989) new price 1984: 6700 marks


Buying advice for youngtimers up to 1000 euros


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Standard 20 liter tank and enormous seat height allow relaxed tours.

The qualities of the Dr 600 S are still fascinating today: The steam hammer offers double ignition and flat slide carburetors and impresses with its sophisticated and – thanks to two balance shafts – low-vibration engine. Its standard 20-liter tank and the enormous seat height allow relaxed tours far beyond the horizon, including off-road. Unfortunately, the build quality was lacking. The rust usually gnaws at the frame and exhaust. Many of the still approved specimens are therefore on the road with the robust-sounding Sebring pot.

In order to find a usable DR for 1000 euros, you should invest time in searching and viewing. Heavy rust, many previous owners and tough off-road use leave their marks. The condition of the wearing parts and bearings provides information about maintenance. If there is a loud rattle from the engine, the balance shaft chain may be over – better hands off. If you don’t like screwing, you should invest a few more bills in a better-maintained first or second hand model.

That often causes problems:
Problematic starting behavior in models up to 1986
Clutch wears out prematurely
Rust-prone frame and exhaust
Front brake tab

drive:
Air / oil-cooled single-cylinder four-stroke engine, displacement: 590 cm3; Output: 33 kW / 45 PS at 6800 rpm (variant: 20 kW / 27 PS at 3200 rpm); Five-speed gearbox; Chain drive

landing gear
Single loop frame; Front fork, Ø 39 mm; Full floater system at the rear; Suspension travel: 240/222 mm (f / h); Wire spoke wheels; Tires: 100 / 80-21, 130 / 80-18 (v / h); Brakes: front disc, Ø 240 mm; Rear drum;

Dimensions:
Tank capacity: 20 liters; Weight: 166 kg (full tank);

0-100 km / h:
6.4 s

Top speed:
150 km / h (27 PS: 131 km / h)

Strengthen:
Refined engine
Screwdriver-friendly
Good suitability for travel

Weaknesses:
Rust-prone exhaust
Gear ratio too long

Mileage at prices from 800 to 1200 euros: around 40,000 to 65,000 kilometers

Suzuki GSX 750 E (1980 – 1983) new price 1981: 8211 marks


Buying advice for youngtimers up to 1000 euros


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Suzuki’s first in-line four-cylinder with a plain bearing crankshaft and four-valve cylinder head.

The workmanship of the GSX 750 E is of high quality. Suzuki’s first in-line four-cylinder with a plain bearing crankshaft and four-valve cylinder head. There are often very well-preserved specimens for little money that are a lot of fun with their 80 hp. It is nice that the 750er offers a very comfortable seating position and enough space for two people. Collectors pay attention to a well-preserved original exhaust system.

This often causes problems:
Rust-prone exhaust system
Steering head bearings
Worn struts
Carburetor system
Rust on weld seams

Drive:
Air-cooled inline four-cylinder four-stroke engine, displacement: 742 cm3; Output: 59 kW (80 PS) at 9200 rpm, torque: 63 Nm at 8400 rpm; Five-speed gearbox; Chain drive

Landing gear:
Double loop tubular steel frame; Telescopic fork at the front, Ø 35 mm, two spring struts at the rear; Suspension travel: 150/107 mm (f / h); Cast wheels; Tires: 3.25-19, 4.00-18 (v / h); Brakes: double disc in front, single disc in rear

Dimensions:
Tank capacity: 24 liters; Weight: 242 kg

0-100 km / h:
4.2 s

Top speed:
202 km / h

Strengthen:
Stable chassis
Robust engine
Comfortable sitting position
Big tank

Weaknesses:
Optics are not for everyone
Rust-prone exhaust system
often tinkered with

Mileage at prices from 800 to 1000 euros: around 50,000 to 70,000 kilometers

Suzuki GT 125 (1974-1980) new price 1975: 2770 marks


Buying advice for youngtimers up to 1000 euros


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Slim and logical line, lots of chrome and lots of aluminum: Suzuki GT 125.

The driving experience on a Suzuki GT 125 is incomparable. Almost nothing goes below 7000 / min, above that and between 8950 / min and 10200 / min the moped fires 14 hp into the world with a bombastic howl. Pure spectacle without making any relevant progress. At a good 120 km / h it is over, on the mountain you have to deliberately shift down. Driving is a job here.

The small two-stroke flirts with slim and logical lines, lots of chrome and lots of aluminum: polishing is fun. The lamp and turn signals are also nicely designed, showing great attention to detail. The engines are considered to be quite reliable. The weak alternators are known.

This often causes problems:
Clamping brake caliper
Poor alternator performance
Worn struts
Leaking air filter box
Steering head bearings
Swing arm bearing worn

Drive:
Air-cooled in-line two-cylinder two-stroke engine, displacement: 123 cm3; Output: 10.5 kW (14 hp) at 9500 rpm; Torque 12.7 Nm at 9000 rpm, wet clutch, five-speed gearbox; Roller chain

Landing gear:
Single-loop tubular steel frame; Telescopic fork at the front, Ø 32 mm, two spring struts at the rear; Spring travel: 120/100 mm (f / h); Wire spoke wheels with steel rims; Tires: 2.75-18, 3.00-18 (v / h); Brakes: single-disc floating caliper at the front, drum at the rear

Dimensions:
Tank capacity: 10.0 liters; Weight: 118 kg

0-100 km / h:
10.5 s

Top speed:
127 km / h

Strengthen:
Lively engine
Handy chassis
Great sound
Easy to screw

weaknesses:
High consumption
Sensitive electrics
Chrome parts expensive

Mileage at prices from 400 to 600 euros: around 25,000 to 35,000 kilometers

Yamaha XS 400, 2A2 (1978-1982) new price 1978: 4,300 marks


Buying advice for youngtimers up to 1000 euros


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Yamaha’s XS 400 is a solid and affordable classic that invites you to take turns with its lively OHC twin.

A classic: the Yamaha XS 400, although not suitable for off-road activities. But always handy, light and reliable to have a lot of fun with its 27 hp on narrow, winding roads. For a thousand there are well-hung copies of the model 2A2, which is equipped with round headlights and beautifully decorated with tank paint.

The first facelift came in 1979: In addition to the modified chassis geometry, there was a larger tank, a combined steering / ignition lock and a drum brake at the rear. Due to their widespread use, there are hardly any problems with spare parts. Only original exhausts and tanks in good condition are rare. The starter freewheel caused problems every now and then. Some then did without the push of a button and just kicked them. But that’s it with technical nastiness. A good 5300 of the twins are still on the road in Germany today. www.xs400.de and www.xs400.net take great care of maintaining them.

This often causes problems:
Swing arm bearings wear out quickly
Sensitive electric starter
The exhaust system and seat base plate tend to rust through
Ignition likes to pretend.

Drive:
Air-cooled two-cylinder four-stroke engine, displacement: 391 cm3; Output: 20 kW / 27 PS at 7000 rpm; two Mikuni constant pressure carburettors, Ø 34 mm; Six-speed gearbox; Chain drive

Landing gear:
Double tube frame; Telescopic fork at the front, Ø 33 mm, two spring struts at the rear; Spring travel: 140/80 mm (v / h); Cast wheels; Tires: 3.00 S-18, 3.50 S-18 (v / h); Brakes: front and rear discs, Ø 267 mm

Dimensions:
Tank capacity: 10.8 liters; Weight: 176 kg (full tank)

0-100 km / h:
8.0 s

Top speed:
145 km / h

Strengthen
Reliable engine
Handy chassis
Good touring suitability
Good spare parts situation

Weaknesses:
No H4 light
Small tank
Tends to commute

Mileage at prices from 800 to 1000 euros: around 20,000 to 45,000 kilometers

Yamaha FJ 1200 (Type 1XJ: 1986 – 1987) New price 1986: 13,888 marks


Buying advice for youngtimers up to 1000 euros


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The Yamaha FJ 1200 lures with seating comfort for driver and pillion as well as a reliable engine.

Cult bike: FJ 1200. Whether 100 or open 130 HP – the air-cooled four-cylinder pulls through enormously brawny in any case. The comfortable sports tourer, which weighs a good 250 kilograms, continues to amaze with its handiness, even if the 16-inch model at the front ensures a clear righting moment when braking.

The seating comfort for driver and pillion is the finest, the reliability of the engine legendary. You have to live with the vibrations that cause cracks in the fairing parts in the long run, as well as with the high oil consumption with mileages of easily over 100,000 kilometers.

This often causes problems:
Vibration cracks on all plastic trim parts
Rust-prone exhaust system
Tends to consume too much oil
Increased clutch wear

Drive:
Air-cooled inline four-cylinder four-stroke engine, displacement: 1188 cm³; Output: 74 kW (100 PS) at 8500 rpm; Five-speed gearbox, chain drive

Landing gear:
Double loop steel frame; Front telescopic fork Ø 41 mm, rear central spring strut; Suspension travel: 150/120 mm (f / h); Cast wheels; Tires: 120/80 V 16, 150/80 V 16 (v / h); Brakes: double disc in front, disc in rear

Dimensions:
Tank capacity: 24.5 liters; Weight: 252 kg;

0-100 km / h:
3.5 s

Top speed:
225 km / h

Strengthen:
High seating and driving comfort
Very powerful engine
Great coverage

Weaknesses:
Dosability and effect of the Bremese only average
Stand-up tendency when braking

Mileage at prices from 800 to 1000 euros: around 70,000 to 100,000 kilometers

Yamaha XJ 750 Seca (1982 – 1984) original price 1982: 8715 marks


Buying advice for youngtimers up to 1000 euros


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A little tourer, a little athlete, very light chopper: the Yamaha XJ 750 Seca.

The Yamaha XJ 750 Seca has an exotic exterior. A motorcycle couldn’t be more contradictory: a little tourer, a little athlete, very light chopper, but nothing right. But very shrill, very American and with the proven XJ base almost indestructible.

This often causes problems:
Leaky cylinder head gasket (from 40,000 km)
Rust-prone exhaust
Vulnerable steering head bearings
Fuse box at risk of breakage

Drive:
Air-cooled inline four-cylinder four-stroke engine, displacement: 748 cm3; Output: 60 kW (81 hp) at 9000 rpm; Five-speed gearbox; Cardan

Landing gear:
Double loop tubular steel frame; Telescopic fork at the front, Ø 36 mm, two spring struts at the rear; Suspension travel: 150/96 mm (f / h); Cast wheels; Tires: 3.25 H 19, 120/90 H 18 (v / h); Brakes: double disc at the front, drum at the rear.

Dimensions:
Tank capacity: 19 liters; Weight: 241 kg;

0-100 km / h:
4.6 s; Top speed: 201 km / h

Strengthen:
Stable motor
Low consumption
Handy chassis
Good driving performance

weaknesses:
Ineffective anti-dive system
LC display requiring care
Spring elements overwhelmed at an early stage

Mileage at prices from 800 to 1,000 euros: around 45,000 to 70,000 kilometers

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