Table of contents

• Second-hand advice – MZ, Honda, Yamaha, Ducati Carefree bikes: Motorcycles with few weaknesses
• Yamaha XJ 900
• MZ TS 250/1
• Honda XRV 650
• BMW R 100
• Ducati 916-998
• Yamaha TZ 750

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Used motorcycles with few weaknesses

Second-hand advice – MZ, Honda, Yamaha, Ducati
Carefree bikes: Motorcycles with few weaknesses

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Some motorcycles make us grow gray hair. But there are also young and old timers that hardly cause any stress. Here we show our favorites.

Uli Holzwarth

October 19, 2011

The exhaust is pounding on the car, the washing machine has just flooded the cellar, the filius needs tutoring, mum can be shaded during the cure – there is probably no one who doesn’t have enough worries in everyday life.

We want to be spared that at least in our free time. After all, the best hobby is no fun if you keep lying around somewhere with your old bike. Or chasing after urgently needed spare parts for years in vain. In order to then possibly have to find out that the restoration object has become a bottomless pit.

It’s good that there are definitely oldies and youngtimers where you can sit back and relax. Be it because of excellent reliability, repair-friendly technology, perfectly functioning parts supply or just the reassuring certainty that you have acquired an upcoming classic with potential for appreciation. On the following pages we will show you some of our very personal carefree bikes with their outstanding features. It goes without saying that this subjective selection cannot and does not want to be exhaustive. So tell us which carefree bike you are driving away from everyday life with.

Yamaha XJ 900

Stutz

Yamaha XJ 900.

Evil tongues claim that Yamaha’s XJ 900 is the absolute boring, in which the emotional high points are limited to zeroing the speedometer when reaching six-digit mileage. Which can happen several times with good care. This is exactly why I value the XJ 900 above all else. Because on tour, it’s not image that counts for me, but reliability. Those who find this boring will probably also hand-feed crocodiles. Or so. For me, in any case, the XJ 900 is one of the best cross-country skiers ever, even when compared to more modern bikes. Especially since the Yamaha Long journeys made more entertaining than the inconspicuous exterior suggests. Your air-cooled two-valve engine grabs a lot from the bottom, but isn’t afraid of high tours either. In addition, he swallows little with a species-appropriate gait, and the cardan reactions are limited. In addition, with a full tank of around 240 kilos, the machine, which is not too heavy, can still keep up, at least on country roads, if you treat it with modern tires (Bridgestone BT 45), suspension elements (Ikon at the rear, progressive fork springs at the front) and brake pads.

Yamaha XJ 900 (1983-1994)
New price XJ 900 N 1985: 10,288 marks

This often causes trouble:
Tension cracks on instrument glasses, vibration damage, corrosion on the left frame girder, fuse box in danger of breaking

Strengthen

• stable mechanics

• Maintenance effort

• good driving performance

• low consumption

• Range

• Passenger suitability

• favorable price level

weaknesses

• Chassis weaknesses

• rust-prone exhaust

• Vibrations

drive:
Air-cooled in-line four-cylinder four-stroke engine, displacement: 891 cm³, power: 72 kW (98 hp) at 9000 rpm, five-speed gearbox, cardan shaft.
Landing gear:
Double loop tubular steel frame, telescopic fork at the front, Ø 38 mm, two spring struts at the rear, spring travel: 148/100 mm (f / h), cast wheels, tires 100/90 V 18, 120/90 V 18 (f / h), double disc brake at the front, Single disc rear brake. Tank capacity 22 liters, weight 242 kg 0-100 km / h: 4.2 s, top speed: 217 km / h

Well-maintained XJ 900 F of the type 58L with 30,000 to 50,000 km cost around 1,000 to 1,800 euros

MZ TS 250/1

Anyone who thinks a disc brake, 12-volt electrical system and separate lubrication on a two-stroke oldie is the devil’s stuff, but still wants a reasonably reliable Sachsen Harley, will come to the MZ TS 250/1 hardly over. Whereby the “dash-one” in the model name is incredibly important, because that describes the last (and best!) Expansion stage of the TS series. With the 250 with a five-speed gearbox, which was built from 1976 to 1981, the biggest problems of the four-speed predecessor have been eliminated. For example: the complicated telescopic fork and the vulnerable switching mechanism, which can sometimes cause a complete engine disassembly. The Emme is therefore far from being a completely problem-free everyday young timer, because even the youngest examples are now at least 30 years old. And 30 or more years of GDR material quality take their toll on specimens that are “forgotten” in the meantime: rusted swing arm bolts, rotten tanks, finished bearings – an old MZ almost never stays lying around if properly cared for, but it remains a permanent task. But it can be mastered with ease, because probably no other motorcycle has such good, inexpensive and beginner-friendly information material for screwdrivers. Complete workshop manuals, standard works with lots of practical tips (“Dirk Wildschrei‘s big yellow MZ screwdriver book”, Heel-Verlag) and much more. Also on the Internet: www.mz-laden.de

MZ TS 250/1 (1976-1981)
New price 1977: 2690 marks (West!)

Please do not confuse:
This is a TS 250 engine with a four-speed gearbox. It is much more susceptible than the dash-ones engine. Good advice for novice screwdrivers: hands off

Strengthen

• Powerful, powerful engine

• Handy, comfortable chassis

• Screwdriver-friendly construction

• Good supply of parts

• Lots of literature

weaknesses

• Build quality

• Weak brakes

• consumption

Drive:
Air-cooled single-cylinder two-stroke engine, displacement: 243 cm³, 17/19 PS (12.5 / 14 kW) at 5400 rpm, five-speed gearbox, chain
Landing gear:
Backbone frame made of tubular steel with welded rear frame, telescopic fork at the front, two spring struts at the rear, spring travel 185/105 mm (f / h), tires 2.75-18, 3.50-16 (f / h), drum brakes front and rear, tank capacity 17.5 liters, Weight 144 kg 0-100 km / h: 12.5 seconds, top speed 120-130 km / h

There are construction sites from 400 euros, vehicles ready to drive in their original condition from 1000 euros

Honda XRV 650

Stutz

Honda XRV 650.

Visually, the Honda XRV 650 Africa Twin reminds the sheep in wolf’s clothing of the legendary rally winning machine NXR 750 V, which won the Paris-Dakar four times in a row from 1986. And there are actually contemporaries who plow through the Sahara with the large Honda enduro. To come to the point: I am not one of them. Instead, what I love about the “Twin” is its durable, sophisticated engine. Several years ago, when a good friend and frequent driver changed the engine on his RD 03 after 250,000 kilometers because it began to use up some oil, I shook my head in disbelief. I now know some owners who have unwound similar mileages without any problems. It is a pity that the brittle cladding parts cannot withstand the ravages of time and quickly crack. Good replacements are hard to come by and highly traded. The original Honda main stand and a higher spoiler screen from JF Motorsport, for example, are useful improvements to the almost perfect travel enduro. The contacts on the CDI stowed under the bench break every now and then. Simply install the black box a little deeper or twist it by 90 degrees, this relieves the cables leading from it. A tighter seat cushion replaces the mostly worn-out Honda bench, and a carrier and case add to their suitability for touring. Then all that really remains is to change the oil regularly and drive, drive, drive…

Honda XRV 650 Africa Twin (1988-1989)
New price 1988: 10,750 marks

This often causes trouble:
Brittle cladding parts, replacement is hard to come by. CDI of the 650 series likes to break

Strengthen

• Cultivated, stable engine

• Good brakes

• Touring suitability

• Low consumption

• Cheap price

weaknesses

• Maintenance unfriendly

• Cladding brittle

• Bilux headlights on the ’88 model

Drive:
Water-cooled two-cylinder four-stroke V-engine, 52 degree cylinder angle, displacement: 647 cm³, 37 kW (50 PS) at 7000 / min, 55 Nm at 5500 / min, five-speed gearbox, chain
Landing gear:
Tubular steel frame with double top line made of rectangular profiles, split bottom line, front fork, rear central spring strut with Pro Link system, spring travel 230/210 mm (front / rear), front tires 90 / 90-21, rear 130 / 80-17, weight 220 kg, tank capacity 25 l, vmax: 165 km / h

650 Africa Twins with high mileage are available from 1200 euros, well-kept ones from around 1800 euros

BMW R 100

Stutz

BMW R 100.

To be honest: when I bought this R 100 in the spring, I didn’t care about any carefree features. After a long search, the only thing that counted for me was the flawless original condition of this first-hand boxer, which had only run 9000 kilometers. In the years before, I had actually only worried about getting such a top specimen at a reasonable price. Now that the R 100 is in my garage, I’m glad that I don’t have to worry about the parts supply. Most of the big boxers of the 247 series are still available from BMW dealers, at least for the last series produced from 1980 to 1984. However, there may be gaps in older models and certain parts. Specialists such as Jochen Siebenrock (www.siebenrock.com), who have many of the components that are no longer available from the factory, then have the best quality replicated, then join them.
Paint parts are basically only primed. No problem, because the painters also have experts such as Ekrem Pala (www.linieren.de), who have mastered the complex BMW paintwork with subsequent hand-lined paintwork using a drag brush. Of course, this goes into the money, which is why the bigger boxers usually consider the more expensive copies to be the better and, in the long term, cheaper purchase. At least for lovers of the original condition. Nevertheless, a financial cushion is recommended even with such pearls, since the old two-valve engines definitely have their quirks. Oil leaks, for example. Often seen on the seals of the tappet tubes and cylinder base, mostly rather harmless. A defective crankshaft oil seal is more expensive because the dry clutch can only cope with the oil lubrication for a short time. It is also not uncommon for the front brake cylinder to leak – replace it! Construction sites can also be cardan shafts and gears (bearings) in old age. Thanks to manageable technology and rising used prices, an R 100 still remains a carefree bike even in these cases.

BMW R 100 (1980-1984)
New price 1982: 9990 marks

This often causes trouble: 
Oil leaks, worn stand mountings, leaking fork seals, rusting seat base plates, cardan and gearbox bearings (from approx. 50,000 km)

Strengthen

• Simple, maintenance-friendly technology

• Driving comfort

• Touring suitability

• Parts availability

• Lasting value

weaknesses

• Driving behavior

• Mechanical noise level

• Short maintenance intervals

Drive:
Air-cooled two-cylinder four-stroke boxer engine, displacement: 980 cm³, 49 kW (67 hp) at 7000 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: 200/125 mm, cast wheels, tires 3.25 H 19, 4.00 H 18 (f / h), double disc brakes at the front, drum brakes at the rear. Tank capacity: 24 liters, weight: 226 kg 0-100 km / h: 5.1 seconds, top speed: 190 km / h

Flawless first-hand copies are rare today, costing 20,000 to 30,000 km from 6,000 euros

Ducati 916-998

Stutz

Ducati 916-998.

A carefree motorcycle means something different for every classic enthusiast. Easy handling for some, a high degree of reliability for others, easy maintenance for others. One rarely thinks of the hunter-gatherer species, who often have a whole repertoire of carefree bikes. Motorcycles that serve the sole purpose of providing their owners with moments of happiness every day when they are just looking at them in a well-tempered hobby room or even in the living room. The value of the lucky charm does not matter. It can be a childhood dream, for example a Hercules Ultra, as well as a motorcycle that has grown dear to its owner over many years of trips together and now deserves its mercy, or a rare prestige model like a four-cylinder MV Agusta.

Often the collectors do not have the desire to move their presentation items at all costs and to have to deal with repairs, maintenance or regular hurdles such as TuV inspections.

After bottoming out in prices a few years after their debut, prices inevitably rise again for certain models. A typical example is the Honda VFR 750 R alias RC 30, for which dealers once called for 25,000 marks. After ten years, the prices even for well-kept specimens fell to 10,000 marks, only to rise to 25,000 euros today. Of course, such a development cannot always be foreseen, but some motorcycles have a good basis for increasing value. For example the Ducati series 916 up to 998, especially the special models SP, are currently on offer at moderate prices. The once highly exclusive and extremely expensive V2 – a standard 916 cost almost 30,000 marks in 1998 – can now be found at bargain prices of 6,000 to 8,000 euros. It should only be a matter of time before this neo-classic increases in value.

Ducati 996 SPS
New price 2000: 44,340 marks

Cheap purchase: 
The exclusive special model 996 SPS is from Limbacher & Limbacher for 7,999 euros (km 23499) on offer

Strengthen

• Increase in value

• High driving stability

• Classic of the future 

weaknesses

• Complicated technology

• Vulnerable valve train of the first 916 models

• Complex maintenance, high repair costs

Drive:
Water-cooled four-stroke 90-degree V-engine, displacement 996 cm³, 128 hp at 9250 rpm, six-speed gearbox, chain
Landing gear:
Trellis frame, upside-down fork at the front, central spring strut with lever deflection at the rear, cast wheels, tires 120/70 ZR 17, 190/50 ZR 17, double disc brakes at the front, single-disc brakes at the rear, weight: 210 kg 0-100 km / h: 2.9 sec , Top speed 269 km / h

Well-kept examples of the 916-998 series are available for 6,000 to 8,000 euros  

Yamaha TZ 750

Stutz

Yamaha TZ 750.

Anyone who pursues the financial carefree aspect alone must have a sure feel for market developments, or more precisely for the right model at the right time. Exclusive sports models or racing motorcycles usually offer good opportunities. Of course, such a development cannot always be foreseen, but some motorcycles generally have good prerequisites for increasing value.

If the collector’s preferences coincide with objects that are subject to continuous increase in value, he can congratulate himself on his decision. Because who would have thought at the beginning of the 1970s that a well-maintained or restored Honda CB 750 or Kawasaki 900 Z1 would represent a value today that is in the range of twice the new price, in euros, not in D-Marks. Popular racing motorcycles, ideally from the higher displacement classes, have also undergone such a development. A Yamaha TZ 750, for example, cost 20,800 marks in Germany in 1974. After the World Cup status was revoked from the class, interest in the 750s suddenly fell, and used prices plummeted. Anyone who landed such a model at this point in time can consider themselves lucky. Prices for a TZ 750 in its original condition start from 30,000 euros today.

The Suzuki RG 500 racing machines, which offered private drivers the ideal entry into the premier class for 25,000 marks in the mid to late 1970s, have now risen again to a price of 25,000 euros after low prices of less than 10,000 marks. Both models show that buying such a racer at the right time brought the owner a great deal of profit. Reason enough to purchase such a piece or a similar one, to conserve it and to relax and follow the price trend. The stability of the euro or any other security suddenly appears completely irrelevant. The owner can enjoy the property without having to worry about his capital.

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