Used advice on naked bikes

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Used advice on naked bikes
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Used advice on naked bikes

Used advice on naked bikes
IG Druck und Metall

The strong, undisguised displacement cars are also very popular as used cars. Service editor Uli Holzwarth reports on how he became a member of this interest group.

Uli Holzwarth

05/23/2003

It is the end of March when a stable high pressure area finally helps spring to break through. The sun warms up more than just the mind, gives the first green this wonderfully fresh shine and lures with all its might to spend the day off on the motorcycle in the blossoming nature. It’s just too bad that I sold my machine a few days earlier. And to my chagrin, MOTORRAD fleet manager Gerry Wagner’s key board is completely orphaned. Because Gerry is not only a very busy, but also a nice colleague, he leaves me the Suzuki GSX 1400, which he had actually reserved for himself, with a gruff “Don’t have time anyway”.

So after a long time I happened to be sitting on a naked bike again. As soon as she escaped the hectic Stuttgart basin, the fat Suzi soon unfolds her charm on the winding country roads of the Swabian Alb with such force that I can’t help but indulge in the relaxed nature of the gently humming, powerful four-cylinder engine. Completely relaxed and rolling through the landscape in a long corridor without any hectic, I enjoy motorcycling in its most original form. No stress, no more pondering about a few clicks of rebound or compression, you will find the right line by itself. That frees you up, creates space for all kinds of thoughts.

Almost automatically, scraps of memory line up, and during the first rest the film suddenly runs in my head again, which takes me back to the time of my first two-wheeler experiences, when most motorcycles were as naked as mine Kawasaki Z 550 B. Man, what a feeling it was when the speedometer needle passed the magical 200 km / h mark for the first time in your life! Pure adrenaline until the neck muscles finally surrendered to the oncoming hurricane. Unforgettable, too, how the Bol d’Or drivers of our clique, due to a chronic lack of money, preferred to rely on courageous buddies instead of cones or tapered roller bearings, because those who, as pillion ballast, made many a full-throttle trip an easier to calculate undertaking. Meanwhile, from the kiosk owner’s portable radio, there is a squeaking in the background? Coincidence or not? ?? the 80s hit “A thousand times touched …” by Klaus Lage. How fitting, because for me it was also done by »Zoom«: One thing is certain, that
I look for a lot of disguised engine-
cycle one of these naked Hubs this time-
space giants in the garage at home. Because the budget is limited to a maximum of 6000 euros, only a used copy is possible.
For now, however, I will concentrate my search on cheaper offers. But even here, the requirement applies that the bike should come from first hand if possible and should not have more than 15,000 kilometers on the odometer. So the first way leads me to Northern Germany,
where a triumph advertised on the internet Speed ​​triple the old T 300 series is for sale. The 4500 euros set as the basis for negotiations seem acceptable for a cult bike from first hand that has not even run 13,000 kilometers. At the on-site visit, however, the Triumph presented itself in a somewhat battered condition, which does not necessarily match the information on the phone. Although all paintwork and add-on parts are as promised without scratches, dents or fall marks, the black chrome-plated exhaust system is all over with small rust pimples
that were only superficially polished away. Corrosion can be found above
in addition to numerous screws and the connection of the rear brake line. A thick layer of dirt also covers the underside of the engine and the shock absorber, and slight traces of water on a cylinder head screw urge caution. Nevertheless, the owner, who has ordered a new BMW R 1150 GS, only wants to lose 300 euros. Since the complete set of tires would also have to be replaced, I finally do without it, a little bit contrite. What remains is the realization that in the future, before such a long journey, I will first have pictures of better quality sent to me by email. In addition, it doesn’t hurt to elicit an exact description of the condition from the owner over the phone. The little pictures on the Internet are by no means suitable for this.
After this flop, I’m interested in a black player Yamaha XJR 1200, which, at least according to the ad text, is looking for a new owner due to lack of time. Since it was first registered in 1996, it has only covered almost 8,000 kilometers. The required 4,300 euros would be money well spent if it weren’t for a few catches: The second tank is already installed because the first one fell slightly, allegedly “at step”-
speed «, wounds. In addition, the original exhaust system was damaged due to scratches
replaced by a four-in-one complete system? a conversion that is rarely appreciated by XJR fans. Furthermore, the external appearance suggests that extensive care is not the hobbyhorse of the owner. For that I have 4200 euros as an un-
The price limit is ultimately too much.
So maybe a used Suzuki GSF 1200 N after all? After all, the 1200 is thanks to the comparatively cheap-
The original price has been a ver-
best seller. That’s what the big Suzuki does
not necessarily to my wish-
motorcycle, but if the price is right … To my surprise, however, the range of used bare 1200 bandits on offer is more than meager. Manfred Domaier from Motorcity, a large used dealer in the Swabian town of Albershausen, knows the reason: “Since the thorough revision of this model series, earlier S versions with their narrow half-fairing have looked rather conservative. Second-hand buyers therefore prefer the uncovered model, which seldom waits long for a buyer. ”That’s the case and hands over his last copy to a satisfied customer, a 1999 model in excellent original condition from first hand. Congratulations, a great purchase for 4500 euros including a fresh inspection, new TuV and dealer used guarantee.
Next try. For 5200 euros someone wants to go near Stuttgart
to part with his Suzuki GSX 1200 because offspring are on the way. This time the telephone condition is correct-
description corresponds to reality. Except for two scratches in the swing arm from the rubbing retrofit silencer, there is nothing to criticize. But because the machine has already been two ahead-
owner and 3000 kilometers more on the speedometer than stated in the ad, the seller would be after some negotiation with 4700 euros including top-
case and new set of tires, but without accessory silencers.
The fact that an agreement cannot be reached is due to the offer of a Kawasaki ZRX 1100, my secret favorite. For 5200 euros, I would have it for the first time in 2001-
You can have a relaxed, checkbook-tidy machine from second hand, which with the new TuV and rear tires and a mileage of almost 16,000 kilometers corresponds almost exactly to the value according to the Schwacke list. A reasonable price, but not a bargain, because many dealers specialize in the red version in the year
Sold out in 2001 as a discontinued model at a price around 1000 euros lower. There are no incentives to buy a Honda CB 1300 as well as a BMW R 1100 R. Compared to the
Japanese four-cylinder engines, the comparatively expensive BMW (5900 euros) seems more bizarre than classic to me. And the Honda, a gray imported exotic on the German market, became instant-
cash already promised to another interested party before the viewing appointment.
Last but not least, I still find my used dream bike. I owe this to an engine-
cyclist from the Palatinate, who drives his extremely well-kept Kawasaki ZRX 1200 R,
which apparently never rain-
has seen, has to sacrifice the dream of owning a little house at very short notice. At 6100 euros negotiated, “Meine Gruner” is slightly above the self-imposed limit, but well below the Schwacke quotations and is worth every penny because of its practically new condition and just 3000 kilometers on the odometer.

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MOTORCYCLE checkpoint: Kawasaki ZRX 1100/1200

Technical data (ZRT 10 C) Engine Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder operated via rocker arms, wet sump lubrication, four Keihin constant pressure carburetors, Ø 36 mm, contactless transistor ignition, secondary air system, electric starter, three-phase alternator 400 Watt, battery 12 V / 12 Ah, bore x stroke 76 x 58 mm, displacement 1052 cm3, compression ratio 10.1: 1, rated output 78 kW (106 hp) at 8700 rpm, max. Torque 98 Nm (10 kpm) at 7000 rpm power transmission Primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis Double-loop tubular steel frame, telescopic fork with adjustable spring base, rebound and compression damping, standpipe diameter 43 mm, two-arm swing arm with lower bars Aluminum tubes, two spring struts with adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, six-piston calipers, disc brake at the rear, Ø 250 mm, tire size front 120/70 ZR 17, rear 170/60 ZR 17. Steering head angle 65 degrees, caster 104 mm, spring travel f / r 125/88 mm, seat height 800 mm, tank capacity 20 liters, weight with a full tank 249 kg, permissible total weight 430 kg. Measured values ​​(MOTORRAD 11/1999) Top speed solo (with pillion) 224 (207 ) km / h Acceleration solo (with pillion passenger) 0 ?? 100 km / h 3.0 (3.9) sec Pull through solo (with pillion passenger) 60 ?? 140 km / h 8.4 (10.4) sec Consumption 5.1 to 8.8 l / 100 km, regular gasoline

Model overview: Kawasaki ZRX 1100/1200

With the ZRX 1100 introduced in 1997, Kawasaki brought its own history to life. The design with the small cockpit fairing and the triangular swing arm had its origin in the Z 1000 R from 1983, with which Eddie Lawson once dominated the American super bike championship. The successful concept with a stable, fully adjustable chassis, the cultivated, powerful four-cylinder as well as the relaxed seating position was not only well received by the Kawa-saki fans, but also by the colleagues in the test department. The ZRX 1100 achieved top positions in a row in numerous comparative tests. Even points of criticism such as the high fuel consumption, the pillion pegs that were too high or the lack of a main stand did not change anything. Since 2001, the ZRX 1200, which has been heavily modified on the drive side and is now available in three variants, has once again gained in smoothness, power and torque. Market situation 6553 buyers have opted for the ZRX 1100 since 1997. According to dealer information, the good supply of used vehicles is also countered by high demand about. A neat, original ZRX 1100 usually only waits briefly for a new owner. According to the Schwacke list, 1998 models with 40,000 kilometers have a retail price of around 4600 euros, copies from 2000 with around 24,000 kilometers cost around 5600 euros. In the ZRX 1200, which has been on the market since 2001, the clad S version (2,828 pieces) enjoys the greatest popularity, followed by the 1200 R (583 pieces) and the unclad model (284 pieces, each until April 2003). While the rare ZRX 1200 R As a used vehicle is traded relatively high (6800 euros for a 2001 model with 16,000 kilometers), the abundant supply of the S models seems to depress the price, which is often below the Schwacke quotations concentrate on the maintenance condition as well as the usual wear parts, because the ZRX models do not reveal any type-specific weaknesses apart from frequently leaking fork seals, glazed brake pads and slight oil leakage on the balance shaft. Tests in MOTORRAD * ZRX 1100: 5/1997 (T); 8/1997 (VT); 21/1997 (VT); 14/1998 (VT); 11/1999 (VT); 22/1999 (VT); 12/2000 (VT); 13/2000 (VT); 14/2000 (VT); 25/2000 (VT); 2/2001 (GK). ZRX 1200: 8/2001 (VT); 12/2001 (VT); 15/2001 (VT); 20/2001 (VT); 23/2001 (VT); 3/2002 (VT); 10/2002 (TT); 19/2002 (Concept-VT); 8/2003 (VT) Internet www.zrx-haebe.de; www.zrxforum.de; www.kawasaki-zrx.de * T = test; TT = top test; VT = comparison test; GK = used purchase; You can reorder tests from the publisher, phone 0711 / 182-1229

Facelift: Kawasaki ZRX 1100/1200

Model upgrade 1997 Market launch of the ZRX 1100 with an engine output of 72 kW (98 PS); official sales price 16,490 Mark 1999 engine output now 78 kW (106 hp) as standard, conversion of older models with four other carburetor covers possible (material costs approx. 81 euros); additional rear mudguard was removed 2000 changes to the front brake system 2001 Sales start of the heavily revised ZRX 1200 models with far-reaching modifications to the engine and chassis. In addition to the well-known version with the small cockpit fairing (ZRX 1200 R), a bare version with round headlights (bottom left photo) and the S version with half-shell fairing (bottom center) are now available. The other changes in detail: O increase in displacement to 1164 cm3 due to larger bore and longer stroke O wider engine housing with new crankshaft O coated aluminum cylinders in place of the previous steel liners O modified timing O new pistons O improved clutch springs O uncontrolled catalytic converter to meet Euro 1- Standard O rear silencer made of stainless steel, aligned parallel to the vehicle’s center axis O stiffer aluminum swing arm (bottom right) with modified pivot point and more stable axis O struts mounted 15 millimeters further forward O longer wheelbase, reduced offset of the triple clamps O 5.50-inch rear rim with wider tires in size 180/55 ZR 17 O improved shock absorber in the rear wheel

MOTORCYCLE checkpoint: Suzuki GSF 1200 N / S

Technical data (GV 75 A) Engine Air / oil-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder operated via rocker arms, wet sump lubrication, four Mikuni constant pressure carburetors, Ø 36 mm, contactless transistor ignition, no exhaust gas cleaning, E- Starter, three-phase alternator 320 watts, battery 12 V / 10 Ah, bore x stroke 79 x 59 mm, displacement 1157 cm3, compression ratio 9.5: 1, rated output 72 kW (98 hp) at 8500 rpm, max. Torque 91 Nm (9.3 kpm) at 4500 rpm Power transmission Primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis Double-loop tubular steel frame, telescopic fork, standpipe diameter 43 mm, adjustable spring base, two-arm swing arm made of aluminum profiles, over Lever system articulated central spring strut, adjustable spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston calipers, disc brake at the rear, Ø 240 mm, tire size front 120/70 ZR 17, rear 180/55 ZR 17, dimensions and weights, wheelbase 1435 mm, steering head angle 64.5 Degree, caster 107 mm, suspension travel f / h 130/120 mm, seat height 800 mm, tank capacity 19 liters, weight with a full tank 235 kg, permissible total weight 450 kg. Measured values ​​(MOTORRAD 12/1998) * Maximum speed solo (with pillion passenger) 223 (205) km / h Acceleration solo (with pillion passenger) 0 ?? 100 km / h 3.2 (4.3) sec Pull through solo (with pillion passenger) 60 ?? 120 km / h 6.8 (9.0) sec Consumption 5.0 to 7 , 4 l / 100 km, regular gasoline

Model overview: Suzuki GSF 1200 N / S

Since its debut in 1996, the Suzuki GSF 1200 Bandit regularly stole the show from direct competition. In addition to the powerful engine, it was above all the low price that made the big bandit the most popular big bike. However, many owners used the financial advantage of around 1000 euros compared to the competition to make a number of more or less complex changes. The naked GSF 1200 N quickly became a star in the street fighter scene and is still a popular starting point for sometimes adventurous conversions. For used buyers it is therefore sometimes not that easy to find a 1200 Bandit in its original condition. With the second generation of the GSF 1200 models, which was heavily revised for the 2001 season, Suzuki was able to further expand its dominant position in this market segment. The GSX 1200, which was offered between 1999 and 2001, however, did not get beyond a wallflower existence. The selection is large, but so is the range of prices charged. In the first generation, the uncovered models are more popular, while the older S version looks a bit old-fashioned after the facelift and is less in demand. Anyone interested in a second-generation used copy should take into account that Suzuki has significantly reduced the new prices for the 2003 model year. For a GSF 1200 N from the 1996 model year, the Schwacke list notes 3500 euros (58,000 kilometers), a naked 2000 bandit with around 24,000 kilometers is around 5300 euros, as does a GSX 1200 of the same year The engine is considered to be very stable. However, you should watch out for howling gears, especially those of the third and fourth gears, because they are not always able to cope with the enormous torque when driving at low revs. Also not unknown are warped brake discs and increased oil consumption, which, however, only affects a few specimens from model year 2001 onwards. Tests in MOTORRAD * GSF 1200: 10/1995 (T); 3/1996 (T); 6/1996 (VT); 8/1997 (VT); 16/1997 (VT); 12/1998 (VT); 22/1999 (VT); 7/2000 (GK); 25/2000 (VT); 2/2001 (TT); 8/2001 (VT); 12/2001 (VT); 23/2001 (VT); 3/2002 (VT); 16/2002 (VT). GSX 1200: 11/1999 (VT) Internetwww.banditforum.de; www.bandit-welt.de * T = test; TT = top test; VT = comparison test; GK = used purchase; You can reorder tests from the publisher, phone 0711 / 182-1229

Facelift: Suzuki GSF 1200 N / S

Model upgrade 1996 Market launch of the GSF 1200 models (GV 75 A) in Germany; Official sales price 14,490 Marks (GSF 1200 N) and 15,190 Marks (GSF 1200 S) 1997 Model GSF 1200 SA with ABS, longer swing arm, larger rear brake disc and other wheels goes on sale 2001 New model generation (WV A 9) with overworked engine , new frame and larger fairing on the S version. The changes in detail: O new carburetors O modified camshafts O reprogrammed ignition map O stronger clutch springs O larger oil cooler O secondary air system O new frame with more manageable geometry O higher spring rates on fork and strut with better damping O six-piston brake calipers at the front with thicker brake discs O new styling of the tank Suzuki dealer Rainer Vater, phone 07457/2070, gives the 1200 Bandit models up to the year of construction 2000 significantly more power by means of modified camshafts and adapted carburettor jets. With the blessing of the TuV, 102 kW (138 PS) and 119 Newton meters of torque should be possible. The complete conversion costs 1500 euros with TuV entry. Numerous accessory silencers also help the engines of the first model generation to achieve more power, as can be read in the large exhaust test in MOTORRAD 22/1998.

MOTORCYCLE checkpoint: Yamaha XJR 1200/1300

Technical data (4 PU) engine Air-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder actuated via bucket tappets, wet sump lubrication, four Mikuni constant pressure carburetors, Ø 36 mm, contactless transistor ignition, no exhaust gas cleaning, electric starter, three-phase alternator 340 Watt, battery 12 V / 12 Ah, bore x stroke 77 x 63.8 mm displacement 1188 cm3, compression ratio 9.7: 1, rated output 72 kW (98 hp) at 8000 rpm, max. Torque 92 Nm (9.4 kpm) at 6300 rpm Power transmission Primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis Double-loop tubular steel frame, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, two spring struts, adjustable Spring base, double disc brake at the front, Ø 320 mm, four-piston calipers, rear disc brake, Ø 267 mm, tire size front 130/70 ZR 17, rear 170/60 ZR 17.Dimensions and weights, wheelbase 1500 mm, steering head angle 65 degrees, caster 103 mm, spring travel f / h 130/110 mm, seat height 790 mm, tank capacity 21 liters, weight with a full tank 253 kg, permissible total weight 460 kg Measured values ​​(MOTORCYCLE 22/1994) Top speed solo (with pillion passenger) 217 ​​(203) km / h Acceleration solo (with pillion passenger) 0? 100 km / h 3.5 (4.5) seconds pull-through solo (with pillion passenger) 60 ?? 140 km / h 10.4 (13.9) seconds consumption 5.1 to 10.5 l / 100 km, regular gasoline

Model overview: Yamaha XJR 1200/1300

In the spring of 1995, the XJR 1200, the naked bike with the largest displacement, was available from Yamaha dealers. Usually not for long, however, because the beautiful, classically styled motorcycle quickly found buyers. They were particularly impressed by the high-torque four-cylinder from the FJ 1200 and the comfortable space. The chassis, on the other hand, is less convincing, as it lacks a balanced balance due to the 130 mm front tire, the soft fork and the too hard struts. While these points of criticism can be remedied with progressive fork springs, higher-quality struts and a 120 tire (parts certificate from the importer), only a cautious driving style helps against the high fuel consumption. This also applies to the thoroughly revised XJR 1300, which has been available since 1999. While the 1200s sold a total of 7206 times in four years, between 1999 and March 2003 at least 11177 bikers opted for the XJR 1300. Bigger is better ?? this principle also applies to the used market, where the 1300 is more in demand. That sometimes makes a well-groomed model a bargain. The only exceptions are for the limited SP models “King Replica” and “Sarron”, for which fans often put more on the table. Regarding the prices: According to the Schwacke list, the retail price for an XJR 1200 from 1997 with almost 50,000 kilometers is around 3900 euros. An XJR 1300, model 2001 with around 16,000 kilometers, is expected to cost around 6,400 euros. Inspection Light ticker noises from the valve train are one of the harmless expressions of life of the very stable engine. The weak point is the clutch, which is not always up to the torque of the muscle man. Otherwise, especially those interested in an XJR 1200 should pay attention to warped brake discs and check the papers for the corresponding entry if the front wheel has already been converted with a 120 tire. Tests in MOTORRAD * XJR 1200: 19/1994 (T); 22/1994 (VT); 15/1995 (VT); 5/1996 (VT); 23/1996 (KT); 8/1997 (VT); 13/1998 (T); 2/1999 (GK). XJR 1300: 10/1998 (T); 3/1999 (T); 11/1999 (VT); 22/1999 (VT); 17/2000 (T); 25/2000 (VT); 15/2001 (VT); 26/2001 (KT); 3/2002 (VT); 18/2002 (VT); 9/2003 (VT) Internet www.xjr-power.com; www.xjr-online.dewww.xjrig.de; www.zweirad-krause.de * T = test; TT = top test; VT = comparison test; GK = used purchase; KT = short test; You can reorder tests from the publisher, phone 0711 / 182-1229

Facelift: Yamaha XJR 1200/1300

Model upgrade 1995 Market launch of the XJR 1200; the official sales price is 16,950 marks 1996 Relocation of the choke from the carburettor to the left handlebar fitting 1997 Limited special model “King Replica” with two-tone paint, quilted seat, Ohlins spring struts at the rear, adjustable spring base on the fork, adjustable hand levers and gold-colored drive chain 1998 Adjustable hand lever series; Limited special model XJR 1200 SP »Sarron Replica« with two-tone paintwork, but otherwise identical additional equipment as in the special model from the previous year XJR 1300 (RP02); the thorough facelift affects both the engine and the chassis. The changes in detail: O increased displacement to 1251 cm3 O coated aluminum cylinders O forged pistons O mapped ignition with throttle valve sensor O larger oil cooler O smaller brake discs with one-piece four-piston calipers of the YZF-R1 (bottom center) O frame tubes made of higher quality steel O fork with adjustable spring base, higher spring rate and adapted damping O larger wheel axles O newly styled side covers O new rear fairing with a different rear light (bottom left) O narrower front tire of size 120/70 ZR 172002 (model RP06) tank shape changed for narrower knees; also: quilted bench seat, lighter wheels, revised fork and spring struts as well as a stiffer swing arm

optimization

With targeted interventions, the performance and driving behavior of the XJR models are noticeably improved.

If you want to put an end to the chassis weaknesses of the XJR series, you can’t avoid investing in progressive fork springs and high-quality struts from the accessories. MOTORRAD has tested several spring elements as part of an extensive optimization (issue 17/2001) and with the harmoniously coordinated, model-specific chassis set-ups from White Power, telephone 05924/78360 (fork springs 95 euros, shock absorbers 790 euros), and Wilbers, Telephone 05921/6057 (fork springs 95 euros, struts 1025 euros), achieved the best results. The improved chassis can now even handle the TuV-compliant, including assembly and TuV approval, 819 Euro expensive performance kit from Zweirad Krause, which drives the driving pleasure to the max with measured 127 PS (phone 0231/31999).

Alternatives

Naked bikes from Honda are rather rare, as is a used BMW up to 6000 euros.

In the popular market segment of classic, undisguised motorcycles, the world’s largest motorcycle manufacturer currently only plays the role of the exotic. Between 1993 and 1996, Honda was only able to sell around 1,100 of the excellently crafted CB 1000. Today the CB 1000, whose reliability and chassis quality are impeccable, has an extremely loyal fan base, which often makes the search for a used specimen a test of patience. Well-preserved CB 1000s in their original condition are mostly traded at prices that are well above Schwacke’s quotations. This also applies to the CB 1300, which only found its way to Germany as a gray import in the smallest contingents. Anyone who likes this displacement giant will hardly find what they are looking for for a CB 1300 in a similarly well-maintained condition as that of the machine being viewed (photos on the right) for less than 6,000 euros. As with many exotic species, however, there may be problems with spare parts. Such difficulties are not to be expected with a BMW R 1100 R, which found a total of 12073 buyers between 1994 and 2000. With its technically sober styling, regulated catalytic converter, ABS, Telelever and Paralever wheel suspension, it appeals more to the pragmatist and less to the lovers of classic shapes. Anyone shortlisting a used R 1100 R should pay attention to a fully stamped service booklet, because BMW eliminated the initial malaise as part of the regular inspections.

Exotic…

…like the Triumph Speed ​​Triple are the salt in the Japanese standard soup.

Used buyers looking for a bare machine do not necessarily have to land on a Japanese four-cylinder. Even for less than 5000 euros you can find alternatives that are not on every corner. For example, a bike like the Triumph Speed ​​Triple pictured from the first series, called the T 300 B (stock around 800 pieces). The three-cylinder full of character comes from first hand, has only 12,600 kilometers on the clock and is ?? apart from the super bike handlebar conversion ?? in original condition. A well-kept used one of the Speed ​​Triple, which once cost more than 10,000 euros, is a largely risk-free purchase for individualists, despite its exotic status, as the supply of spare parts for the British is assured.

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