Classic / Vintage Motorcycles for Sale in marietta, Georgia

This classic Yamaha needs a new home. I don't get to ride her as much anymore since I have three motorcycles now and could use the room in my garage.

<p>Numbers matching stock 1965 Bonneville with minor modifications to improve driving experience. Paint-matched cafe seat and clip on bars. Co2 kick assist. Dual shoe (to replace single shoe) front brake. Otherwise stock. Always garaged and professionally maintained. A head turner everywhere I ride. </p>

<p>1972 HONDA CB 750K2 Off Frame Resto-Mod</p><p>This 1972 Honda CB-750-K2 Off-Frame Resto-Mod was expertly transformed into a sleek cafe-style bike. Featuring the revered SOHC motor from a 1978 model with a stock 61 millimeter bore, this beauty boasts only 20,100 miles on the clock at the time of restoration. The heart of this machine beats with a Kerker 4 into 1 Exhaust, delivering an awe-inspiring sound that matches its remarkable performance. Having undergone a meticulous restoration, this motorcycle has traveled approximately 500 miles since its rebirth. Every aspect, from bolts to body, received careful attention, ensuring authenticity and excellence. The entire metal structure was stripped and refinished using premium PPG paint products. Components like the wheels, spokes, and fuel tank underwent thorough rejuvenation, including a deep fuel tank cleaning and sealing process with Caswell Sealer. No detail was spared in the mechanical restoration either. The engine received a comprehensive service, with new gaskets, seals, and valve adjustments. Carbs were ultrasonically cleaned and meticulously rebuilt, while the electronic ignition system was modernized for optimal performance. Additionally, a plethora of new components were integrated into the bike, ensuring reliability and functionality for the long haul. This masterpiece isn't just a showpiece—it's meant to be ridden. The wheels and spokes are in excellent condition, Fuel tank was deep cleaned to bare metal and then sealed with Caswell Sealer and the petcock was completely rebuilt with new seals. The front master cylinder and the front caliper was rebuilt with new rebuild kit, new brake line and the brake system was finished using DOT5 silicone brake fluid Front pads and rear shoes replaced with new parts. The forks were rebuilt with new seals and new fork boots. The motor restoration was a complete deep service of all new gaskets including head gaskets, O rings, valve seals, and the valves were all reseated and adjusted and the carbs were completely ultrasonically cleaned and rebuilt, vacuum gauge balanced and set up for filters and headers, the motor was stripped and cleaned and repainted the original Honda silver color. </p><p>The bike has a completely updated electronic ignition system with stainless ACL 8mm wires a new sealed battery with a trickle charge wiring harness for quick battery tending. I can provide a comprehensive list of all new components used in the restoration too long to list here.</p>

<p>Before Harley-Davidson bought controlling interest in Aermacchi, this “sloper” engine powered a variety of light weight Aermacchis including the stylish Chimera, a 175cc version also on display in the Museum.</p><p>In 175, 250 and 350cc versions, for street, off-road and racing of many forms, this was a true workhorse for Aermacchi, and later Harley-Davidson.  From mild street bikes to championship winning dry-clutch dirt track and road race machines of 250cc’s, this single was remarkable. It still works well in vintage racing.</p><p>This Sprint version is the SX350, a middle-weight with off-road or “enduro” styling popular in America at the time. The braced handlebar, upswept exhaust and an optional skid plate helped attract a new audience, but the machine did not fare well against the foreign competition in showrooms.</p><p>In the 1960’s Americans were introduced to a wide range of new middle weight imported motorcycles. Harley-Davidson offerings were by then all roughly 900cc and larger machines, heavy weight and relatively expensive. Seeking a quick fix for the market share they gave up to foreign makers, Harley bought a controlling interest in Aermacchi about 1960. With this arrangement machines with displacements ranging from 50cc’s to 350cc’s became available in two-stroke and four-stroke models including those commonly referred to as Harley-Davidson Sprints, and about 50,000 were imported over a period of 15 years. The SX350 got a major chassis redesign in 1972 and 350 model lasted through 1974. In 1978 the Castiglioni brothers bought what remained of the Aermacchi factory and equipment.</p><p>This bike is in excellent condition, with only 2124 miles. call John for details 770 447 6945 x 20</p>

<p>Motor maids is a women's motorcycle club in North America with over 1300 members from the U.S.A. and Canada. Established in 1940, Motor Maids was one of the first women's motorcycle groups and has been called the oldest existing women's club in the United States.</p><p>This 1967 Harley FLH was previously owned by the a member of the Indianapolis Motor Maids. During the 1960s, Harley Davidson would paint the traditional Blue and White club colors for Motor Maids on special order motorcycles. The state of Indiana would issue their lowest number license plates to members of the Motor Maids, note, this bike still wears Indiana tag 26. This bike is paired with a Goulding Rocket sidecar. Goulding Sidecar Company was owned by the father of Dot Robinson, the founder and national president of the Motor Maids.</p><p>Special equipment includes functional air horns with reservoir canister mounted under sidecar and electric bell for parade use. This motorcycle is said to have completed several opening ceremony laps at the Indianapolis Mile Flat track and Duquion Mile and various AMA national races.</p><p>Note, this motorcycle was ordered from the factory for sidecar mounting. It has the adjustable rake fork clamps and the steering damper. This Items make the sidecar handle properly.</p><p>With just over 10,000 miles, this highly original historic rig is truly one of a kind. It is 100% original, That means all paint and parts came from the Harley Factory. The motor appears to have never been apart. Several folks have asked is I would break up the combination and sell the bike or sidecar separately. I feel it would be a shame to destroy the history this rig and the answer is no.  She runs and rides great. Call John or Mike at 770-447-6945.</p>

NSU Maxi 175cc <p> </p> <p> NSU 175cc Maxi Brochure </p><p> </p><p>NSU Maxi Type 175 OSB</p><p> </p><p><strong>Production</strong>: 1957-1964<br><strong>Units built</strong>: 1957: 5000 - 1958: 1189 - 1959: 1854 - 1960: 3067 - 1961: 4460 - 1962: 2401 - 1963: 7500 - 1964: 6000<br><strong>Engine</strong>: 1 cylinder four-stroke, dry sump with external oil tank and MICRONIC paper oil filter<br><strong>HP</strong>: 12.5 at 6500 rpm<br><strong>Engine displacement</strong>: 174cc<br><strong>Cylinder diameter</strong>: 62mm<br><strong>Piston stroke</strong>: 58mm<br><strong>Piston to cylinder wall clearance</strong>: 0.05 mm<br><strong>Compression ratio</strong>: 7.5:1 max.7.9:1<br><strong>Ignition timing</strong>: 5.5 mm or 32 deg. before Top Dead Center (TDC) with mechanical spark advance device in full open position<br><strong>Spark plugs</strong>: W 240 T1,  gap: 0.6-0.7 mm<br><strong>Valve clearance</strong> (cold engine, piston in UDC, both valves closed): Intake valve: 0.08 mm, Exhaust valve: 0.08 mm<br><strong>Valvetrain</strong>: OHC, camshaft driven by ULTRAMAX rods, hairpin-style valve springs<br><strong>Carburetor</strong>: BING 2/22/27 main jet:85, idle jet 35, needle jet 2.66, needle 2nd groove from top, idle screw 1.5 turns open<br><strong>Transmission</strong>: 4 speed<br><strong>Frame</strong>: pressed steel<br><strong>Brakes</strong>: 140 mm drum brakes<br><strong>Tyre size</strong>: 3.25-18"<br><strong>Weight</strong>: 124 kg<br><strong>Length</strong>: 1997 mm<br><strong>Maximum weight</strong>: 293 kg<br><strong>Gas tank volume</strong>: 10.8 ltr<br><strong>Oil tank volume</strong>:1.4 ltr, summer: SAE 20, winter: SAE10. Change every 2000 km. Let engine idle long enough to pump the oil up into the oil tank; THEN check the dipstick)<br><strong>Fuel consumption</strong>: 3.2 to 3.5 ltr/100 km<br><strong>Top speed</strong>: 110 km/h<br><strong>General information</strong>: The Maxi has many features of the Supermax ("little sister of the Max"), although the design is actually an improved Superfox design.</p><p>Our NSU Maxi was AMCA judged 98.75 points with a point deduction for a blemish on the seat trim and 1/4 point deduction for the wrong spark plug cap. It is a favorite of Blue Moon's owner John Landstrom and after 20 years in his collection it is now offered for the first time. This wonderful Maxi was displayed at the Keenland concours where it took a best in class award. It will be sold serviced and running perfect. </p>

All original Rocket III except for the gas tank which I believe is from a BSA Lightning. I have owned this bike since 1987 and it's been kept in air conditioned space the entire time. I have put less than 200 miles on it since I've owned it. In very good condition and runs strong. Has a current registration. If it's still on Cycle Trader then it's still available. NO TRADES, NO SCAMS, LOCAL PICKUP ONLY WITH CASH. I will respond to serious inquires only. Call or text 678 three hundred 7376

Exciting upgrades to this vintage BMW bike. <br><br>New original paint scheme ($900). <br>Jethot coated black exhaust ($1100). <br><br>Electronic ignition, new clutch, rebuilt transmission, new seals ($2600). <br><br>Head overhaul ($844). <br><br>1000cc upgrade kit ($1450). <br><br>Runs great!

Used 2015 TRIUMPH SCRAMBLER 900 BASE for sale

<p>Quirky and eclectic, like many of the motorcycles we love, Moto Guzzi'a heavyweight cruisers like this 1998 EV1100 are considered something of an acquired taste, with a small but intensely loyal following. A large part of their charm can be traced directly the sport bike DNA that infuses nearly all Guzzis, and to these bikes' sophisticated simplicity.</p><p>Built on what's essentially an early LeMans Sport bike platform, the EV comes equipped with such non-cruiser like features as a fully adjustable suspension; the front fork has provisions to set compression and rebound damping, while the rear shocks carry spring preload and damping adjusters (there's even an adjustable hydraulic steering damper. Braking is handled by robust dual four-piston Brembo front calipers, squeezing 320mm floating rotors, while out back there's a single two piston caliper clamping down on a fixed, 282mm disc. The brakes are linked, with the foot pedal operating through a proportioning valve that controls the left front and the rear caliper, while the hand lever operates the right front caliper independently. It's unusual to find these kind of components on any cruiser, let alone one of this vintage.</p><p>The 1100cc pushrod-actuated, fuel-injected two-valve, 90? V-twin develops 70 ft-lb of torque and 72 horsepower at 5,000 and 6400 rpm (respectively) which gets the 552 lb. bike down the road in a pretty lively though not exactly mind-blowing fashion, though that's way more power than most bikes its size. The engine is mounted transversely, which both quells vibration and facilitates shaft drive (and adds that funky torque effect).  Givi top box and Hepco & Becker sidecases offered as moto guzzi accessories have been added. The windshield brackets are there but no windshield. Rear turnsignal stantions will be replaced. </p><p>With friendly ergos and a reliability that's second to none, the Guzzi EV makes a terrific all-around motorcycle, especially for the rider that prefers something out of the mainstream -- yet still classically Italian. This bike has had only one female one owner, bought new in Georgia in May of 1998.</p><p>We have serviced it in our shop and we installed a new battery. She runs and rides perfect, ready for a long trip or a brick ride through the Mountains. Call John for details 770 447 6945 x 20</p><p>. </p><p> </p><p><br> </p>

<p>Nice clean Airhead BMW. Original paint still shines. Recently serviced at our shop. Includes Luftmeister color matched fairing and top case. Ready for a summer tour. Call John for details. 770 447 6945</p>

<p>1979 Honda XL185 </p><p>The Honda XL 185 S model is a Enduro / offroad bike manufactured by Honda . In this version sold from year 1979 , the dry weight is and it is equipped with a Single cylinder, four-stroke motor. The engine produces a maximum peak output power of 10.00 HP (7.3 kW) @ 6500 RPM and a maximum torque of . With this drive-train, the Honda XL 185 S is capable of reaching a maximum top speed of 93.0 km/h (57.8 mph) . On the topic of chassis characteristics, responsible for road holding, handling behavior and ride comfort, the Honda XL 185 S has a frame with front suspension being and at the rear, it is equipped with . Stock tire sizes are 2.75-21 on the front, and 4.10-18 on the rear. As for stopping power, the Honda XL 185 S braking system includes Expanding brake size at the front and Expanding brake size at the back. These are great bikes for city commuting or riding cow trails in the country. Maybe you had one when you were a kid.  </p><p>Our Honda 185 is a well preserved original paint bike with a few minor dents and dings but overall great condition for its age.  It runs and rides perfect like most Hondas do. Call John to schedule a test ride 770 447 6945 x 20</p>

<p>Just a few years after introducing the BMW R90/6 and BMW R90S , BMW upped the capacity of its range-topping flat-twins to 980cc for the 1977 season in the form of the '/7' series. The latter comprised the R100/7 tourer, which used the 60bhp version of the new engine, while the cockpit-faired R100S sportster and the fully faired R100RS superbike came with 70bhp on tap. Within a couple of years the R100/7 'naked' had been re-titled R100T and gained an extra five horsepower, while the others - together with the new R100RT super-tourer - continued to use the 70bhp engine.</p><p>The 1977 MY BMW R 100 S has been created by the German engineers for those riders who make zero compromises when it comes to performance. It boasts a maximum power output of 70 horsepower and 76 Nm of torque from its air-cooled, four-stroke, 980cc, boxer two cylinder engine paired to a five-speed manual transmission.</p><p>In addition, it comes standard with features such as a hydraulic telescopic fork as a front suspension, dual adjustable shocks in the rear, a dual seat, pillion grab rails, a small, nose-fairing with a windshield, an analogue instrumentation panel, dual front disc brakes coupled to a rear drum brake, die-cast aluminum wheels and a chromed, dual exhaust system.</p><p>Our R100S was a prized possession of a retired BMW dealer in Canada. This was one of his favorite BMWs. It has been tastefully upgrader thru his years of ownership. It now sports BMW snowflake cast wheels and the full fairing from the sport touring RS model. Also included is a taller than stock tinted windscreen and BMW luggage. Suspension benifits from Progressive fork springs and Progressive rear shocks. This BMW has been well maintained and ridden regularly its entire life. Being a Canadian bike, the speedometer is in Kilometers showing 94,600 which equates to 58,700 miles.  This motorcycle runs and rides great. Call John for details 770 447 6945  <br> </p>

<p>The <strong>BMW R60/6, R75/6, R90/6</strong> and the sport model <strong>BMW R90S</strong> form a range of boxer twin motorcycles that were manufactured in Berlin , Germany, by BMW from 1974 to 1976. [1] The "slash six" models departed from the earlier "slash five" slightly. First, the smallest displacement changed from 500cc to 600cc. A sport model was offered, as were disc brakes (front only) for the first time. Additionally, the tank design was changed to remove the chrome trim panels (rubber knee pads were added instead), and the gauge pod was moved from the headlight housing to its own assembly over the housing.</p><p>Like the preceding /5 bikes, the /6 models are air-cooled, four-stroke, opposed-twin (boxer) engines with hemispherical combustion chambers . The engine is built around a one-piece tunnel crank-case. The camshaft is driven by a duplex chain and is located below the crankshaft. Valves are actuated by the camshaft through hardened followers, push rods, and rocker arms. The same base 247 engine was used for these motorcycles.</p><p>Final drive is by shaft, running from the transmission by universal joint to an oil bath within the right rear swing arm and connecting to a bevel gear and ring gear on the other end. Like the /5 models, the /6 models are equipped with telescopic front forks , 12-volt alternator and electrics, and standard tachometer and turn signals.</p><p>The Monza Blue R75/6 offered here is in excellent condition with a low 28,000 miles. The tires are new Continental Twins, the same type of tires that came on the /6 series from the factory. Blue Moon Cycle completed a full 10K service and we replaced the steering head bearings, something that is often overlooked on used motorcycles. This bike runs and rides like the day it left the factory. I bought my first BMW in 1976 and I have been riding and wrenching on BMWs ever since. I know when a BMW performs right and this one is right.</p><p>Feel free to call me for more details 770 447 6945 Thanks John </p><p> </p>

<p><strong>1975 BMW R90 /6</strong><br><strong>Years produced: </strong>1974-1976<br><strong>Claimed power:</strong> 60hp @ 6,500rpm<br><strong>Top speed:</strong> 115mph (period test)<br><strong>Engine type:</strong> 898cc, air-cooled, two valves per cylinder, horizontally-opposed twin<br> </p><p><strong>Weight:</strong> (wet) 210 kg (462lb)<br><strong>Price then:</strong> $2,950<br><strong>MPG:</strong> 45-50</p><p>As the largest of BMW’s new line of Slash-Six models introduced for the 1974 model year, the BMW R90 /6 plugged an important hole in the famed Bavarian company’s line-up. In the growing American marketplace, bigger was increasingly better, and prior to the 898cc R90/6, the largest bike in BMW’s stable was the 745cc BMW R75 /5 introduced in 1971.</p><p>While the R75 /5 was a competent road bike, it was decidedly old-school compared to the new flash coming out of Japan, and, perhaps more importantly, a bit slow.</p><p>To get the new R90 up to speed, BMW bored out the R75’s 745cc engine to 898cc, giving the new bike 10 more ponies (60hp versus the R75’s 50hp). Top speed went from a previous best of 108mph for the R75 to 115mph for the R90, and unlike the R75, it was easy to hustle the R90 past the magical 100mph mark. For the R90/6 BMW swapped the R75’s front drum brake for a 10.25in disc, dropped the combined speedo/tach for more standard and sporty looking individual units, upgraded the handlebar switchgear and adopted a new five-speed transmission in place of the R75’s four-speed unit. It was also the first BMW without a kick starter.</p><p>When the R90 /6 was introduced, it was an instant hit with the motorcycling press. <i>Cycle World </i>magazine was agog over the new model, telling its readers in its February 1974 issue, “The new BMW R90/6 is so exciting it’s difficult to find a point at which to begin describing it,” while <i>Cycle Guide </i>called it a “powerful motorcycle, designed to compete in the performance-conscious market of 1974.” The R90/6 was even accepted into the growing camp of sportbikes, with <i>Cycle World </i>claiming the bike showed that “BMW is serious in its intention of producing the lightest, best handling Sportbike around.</p><p>Our R90/6 has several well thought out performance modifications: Progressive rear shocks, progressive fork springs, San Jose fork brace, Snowflake cast wheels, dual disc front brake, single disc rear brake, seat lowered one inch, Browns sidestand, custom Granada red paint. </p><p>This motorcycle was previously owned by a BMW fanatic who took loving care of his fleet of BMW motorcycles. She runs and rides great. Call John for details. 770 447 6945  </p>

<p>Nice little bike. Great for commuting, but entirely capable of a cross-country trip. Kawasaki had been looking at the success of Honda’s little four-stroke twin, the CB350, which had modest performance but all the amenities Americans seemed to like, including an electric starter. Kawasaki’s R&D backroom boys put their heads together, drew up plans and came forth with a very efficient, if rather uninspired, 398cc vertical twin, with a 360-degree crankshaft, an overhead camshaft and an electric leg.</p><p>The frame was a simple double cradle having dual downtubes, with a big, fat backbone tube meeting up with the cradle at the swingarm pivot, a very solid affair that avoided any notion of flexiness. Front fork was by Kawasaki, very much like a Ceriani, and on the inexpensive, non-adjustable side. Five inches of travel was good, with a 27-degree rake and trail of approximately four inches offering a very middle-of-the-road stance. The swingarm ran out 20 inches, bouncing along on a cheap pair of Kawasaki shock absorbers having preload adjustability and three inches of travel. Too soft, reviewers said.</p><p>Spoked wheels were both 18 inchers, the front carrying a 3.25 tire, the rear, 3.50. Braking was done by a single 226mm (10.91-inch) disc on the front, a 180mm (7.09-inch) drum on the back. As a polite reviewer might say, adequate. But this was not intended for sporting riding like the Z-1, and the brakes worked fine for commuter use. The wet-sump engine was straightforward, being slightly oversquare with a 64mm bore, 62mm stroke. Of minor note was the chain-driven counter-rotating balancer system down in the crankcase, called “harmonic” by one reviewer. It did not smooth out all vibrations, but for anyone happy to ride at two-thirds of redline (9,000 rpm) it was entirely adequate. The four valves, two per cylinder, were pushed down by a single overhead camshaft, and 36mm Keihin CV carbs fed high-test gas (preferred) and air into the combustion chambers, where it was compressed 9:1. The engine was rated by the factory at 35 ponies, which was usually measured at the crankshaft, not the rear wheel; on a dyno it was closer to 29. Respectable; good for an honest 90 mph. </p><p>Our Kawasaki KZ400 is it great shape. She is a pleasure to ride and very reliable. Call John for details 770 447 6945 x 20</p><p><br> </p>

<p> Dunstall 850 Norton Commando</p><p>Paul Dunstall modified stock Nortons to racing specs while maintaining the street legal aspects. From the stock chassis the stock engine was removed and modified. Special attention was given to a well fitting and perfectly aligned lower end. Pistons have a 10 to 1 compression ratio and are spun of cast alloy to obtain a low expansion rate. Combustion chambers were reshaped for high speed combustion, intake valves wre enlarged, exhaust ports were reshaped and polished to a mirror finish, valve train was lightened and Hyde conversion Lockheed dual discs were installed. Dunstall Nortons have won the isle of Mann in England. This bike was originally purchased in England and has had 3 owners since new. It is in excellent condition and runs great. This bike comes with owners hand book and Dunstall catalog and tuning information. Call John for details. </p>

<p>Tiger 750. We just got this one in July 23</p><p>Owner Replaced the head gasket but didn’t finish the job. Cylinder head is not torqued and top end bolts are still loose. It will take final assembly to finish so this bike is not currently running. Also the paint on the tank is blistered as shown in the photo. This could be an rewading project for the right person. I think we’ve priced it accordingly. Call John for further details 770 447 6945 </p>

<p>The year 1969 was a tumultuous time in the motorcycle industry, marked by the rise of the Japanese and the beginning of the end for the British. Amidst this backdrop of rapidly evolving consumer sentiment, BMW introduced its /5 (“slash five”) Series for the 1970 model year. In its three years of production, the /5 family of motorcycles reinvigorated the brand with its contemporary design and ushered in BMW’s fabled “Airhead” Type 247 Boxer Twin engine, variations of which would continue to propel the marque’s R-Series motorcycles for the next 25 years.</p><p>The /5 Series, built at BMW’s newest facility in Spandau, Berlin, was available in three variants. The R 50/5 (500cc) was the most affordable, the R 60/5 (600cc) was the midrange, and the R 75/5 (750cc) was the top of the line.</p><p>Compared to its predecessor, the BMW /2 Series, the /5 Series was a thoroughly modernized ground-up redesign. It boasted up-to-date 12-volt DC electrics complete with a 180-watt alternator, an electric starter, more powerful drum brakes, and a slew of other noteworthy upgrades. The frame was of tubular steel construction with a double downward cradle for the engine, similar to the benchmark Norton Featherbed. A rear subframe was bolted onto the mainframe and served as the upper mount for the twin rear shocks. Up front, the former /2’s Earles fork was replaced with a telescopic fork on the /5, signaling a functional change of focus from utilitarian sidecar duty to improved handling as a solo motorcycle. At barely over 460 lb, the R 75/5 was one of the lightest 750cc bikes of the era, and with a top speed of 109 mph, it was one of the fastest as well.</p><p>The classic BMW motorcycle community is an active one, with abundant technical support and a well-organized network of enthusiasts (aka “Airheads”) who gather regularly to celebrate their favorite machines. Parts are still plentiful, BMW still supports /5 models and the aftermarket parts supply is thriving. The BMW /5 is in my opinion the most practical and roadworthy “Classic” motorcycle you can own.</p><p>Our BMW R75/5 has received a comprehensive frame up restoration. All painted parts have received a high quality base coat/clear coat with perfect hand applied pinstripes on tank and fenders. The engine has been completely rebuilt with many upgrades to enhance performance and reliability. We have stacks of receipts for work done , too lengthy for this writeup. The photos simply do not do justice, call John to schedule a test ride. 770 447 6945 x 20. world wide shipping is available.   </p>

1972 Triumph 650cc T120RV 5-speed Bonneville <p>Graced by one of the most evocative model designations in the history of motorcycling, the Triumph Bonneville owes its existence to record-breaking successes achieved on the eponymous Utah salt flats in 1958, when a Tiger 110 set a new 650cc production machine record of over 147mph. Launched at the <i>Motor Cycle Show </i>in September 1958, the production Bonneville stayed in production for decades, the name resurrected in the firm’s new iteration.</p><p>Developments came thick and fast including unitary construction of engine and gearbox in 1963. As the café racers’ favorite since its introduction, thanks to lusty acceleration and a top speed approaching 120mph, the Bonneville continued in this new form as Triumph’s top-of-the-range sportster.</p> The motorbike offered <p>This Triumph 650cc T120RV Bonneville is a something of a true rarity.  With the advent of the oil in frame design, the company introduced a 5-speed gearbox for the 1972 model year, in answer to the Japanese competition.   ‘V’ designation in the engine/frame number.</p><p>Owned by an avid collector, he purchased it in 1994, maintained it and kept it in running condition. Just 6776 miles. This matchng-numbers example is offered in good running condition. The bodywork was professionally repainted in the original color. This is a fantastic and rare find; a mechanically sound Triumph Bonneville.</p><p>call John for details </p>

<p>Last of the great British motorcycles. Our Norton Commando is highly original, all paint is original, The airbox has been removed but it is included. She starts on one or two kicks and runs great. Gearbox shifts nicely and brakes are fine.  Engine is smooth with no funny noises. Believe it or not this one doesn't leak oil. Ignition has been updated with Boyer Bransden Mark 3 ignition unit. Call John for details, we ship worldwide. 770 447 6945 </p>

<p><i>The R60/2 was synonymous with long-distance reliability when it was introduced in 1960. Its 30-horsepower, 600-cc air-cooled twin was capable of hauling a bike, its rider, and an adventure’s worth of gear anywhere in the world, as Danny Liska proved by taking an R60/2 from Alaska to Tierra del Fuego in the early 1960s</i></p><p><i>1969 is the last and best year for the BMWR60/2</i></p><p>This BMW was bought here at Blue Moon Cycle in 1997, now 26 years later we bought it back from the wife of the previous owner. He always loved this bike and he took good care of it.  We gave it a thorough inspection, changed the fluids and installed a new battery. It runs and rides perfect, the motor is smooth and quiet. She is nicely dressed with larger touring tank which BMW referred to as the “Sport” tank, European handlebars, Hella bar end turn signals, head light and tail light protection bars, Pagusa solo seat and luggage rack.   Call John for more details or to schedule a test ride. 770 447 6945x 20</p>

<p>1968 Bonneville, Mikuni carb, original paint except for side covers, nice chrome. Runs good.   call John for details.</p>

<p>From Wikapedia:</p><p>The <strong>Honda CB77</strong>, or <strong>Super Hawk</strong>, is a 305 cc (18.6 cu in) straight-twin motorcycle produced from 1961 until 1967. It is remembered today as Honda 's first sport bike . It is a landmark model in Honda's advances in Western motorcycle markets of the 1960s, [4] noted for its speed and power as well as its reliability, and is regarded as one of the bikes that set the standard for modern motorcycles.</p><p>The CB77 had, at only 305 cc, a relatively big engine in comparison to most other Japanese bikes of the period, although it had performance to rival much larger motorcycles from other countries. [5] It quickly built a reputation for reliability, and was equipped with luxuries such as an electric starter. [3] </p><p>The engine on the CB77 differed from that of the touring C77 version, in that the crankpins on the crankshaft were spaced 180 degrees apart.[ <i>citation needed</i> ] This had the benefit of making the engine smoother at higher revs but due to the firing sequence of one power stroke following another, the engine note sounded 'flat' and 'low-revving'.[ <i>citation needed</i> ]</p><p>The CB77 was built on the experience Honda had gained in Grand Prix racing, and differed greatly from previous models. It had a steel-tube frame instead of the pressed frames of earlier Hondas, [5] and a telescopic front fork. [1] The parallel twin engine, the biggest then available in a Honda, was an integral element of the bike's structure, providing stiffness in a frame that had no downtube, and was capable of 9,000 rpm. It could propel the bike at over 100 mph; as fast as British parallel twins with higher displacements, and with great reliability. <i>Cycle World</i> tested its average two-way top speed at 168.3 km/h (104.6 mph), and its 1⁄4 mi (0.40 km) time at 16.8 seconds reaching 83 mph (134 km/h). [2] </p><p>Our Honda CB77 has been lightly restored, It benefit's from electronic ignition. It runs and rides great.</p><p>Call John for details. 770 447 6945</p>

<p>1967 BMW R60/2. Original condition, one owner bike. Recently serviced at our shop. Runs and rides great. Call John for details. 770 447 6945 </p>

<ul><li>Nicknamed the "blechbanane" or "tin banana," it was sold under three brands as either the Victoria Spoetnik, the DKW Hummel or the Express Kavalier</li><li>Frame no. 1151006872</li><li>Engine no. 80301012620</li><li>50cc single-cylinder engine</li><li>Original paint</li><li>Includes original German papers from 1965 and USA papers</li><li>In running condition</li><li>The 1960s were an era of emerging youth fashion and style. Actor Sean Connery (aka James Bond) was teaching the boys how to drink martinis while designer Mary Quant was teaching the girls how to wear miniskirts and hot pants. Conventional design was being challenged everywhere, and an unlikely German moped, the Hummel, joined the Swinging Sixties party.</li><li>It might have been part motorcycle and part moped, but its designers wanted it to be neither. Originally a utilitarian commuter that had been around since 1956, for 1961 the Hummel — German for bumblebee — was reinvented with futuristic body panels and a large cowling over the engine. They were hoping it would reinvent the styling of personal transport for an emerging youth market. In reality, it looked as fantastic as something out of the sci-fi television cartoon <i>The Jetsons</i>. </li><li>Remember, this was the grand era of car design, which seemed to be influenced by what was going on in the space race. In the late 1950s, tailfins and swooping bodywork with pillarless doors and starburst logos were the bread and butter of the typical automotive design engineer. Look no further than the split rear window of the 1963 Chevrolet Corvette to see how this spaceship design ethic had become seriously mainstream.</li><li>Our DKW Hummel is a rare survivor. The paint and brightwork is all original. This motorcycle has not been restored, it is a testament to the care it received for over fifty years! She runs and rides as intended.  call John for details. 770 447 6945 x 20</li></ul>

<p>Engine number T120RDU18053</p><p>Frame number  T120RDU18053</p><p>The 1965 Triumph T120 Bonneville motorcycle came along at a time when America's hunger for horsepower in everything motorized was insatiable. As might be expected, the "Bonny" received very favorable reviews and grew into one of Triumph's most popular models.</p><p>The 650s were converted to unit construction in 1963, which resulted in a more compact design; otherwise, this 1965 Bonneville was little changed from the early versions. The 1965 models are considered one of the most desirable Triumph twins. </p><p>Our Triumph was restored and kept in a private collection along with the two Matchless motorcycles we are offering. It is in fantastic condition. Runs and rides great. Call John for more details 770 447 6945 x 20 </p>

<p>This NSU is called the Supermax because it was simply a superior 250cc roadster of the 1950s and early ‘60s. NSU built the smoothest, fastest, best-handling and most reliable 250 in the industry by the 1950s, with a unit-construction, 4-speed motor that was virtually unbreakable in a pressed-steel chassis with leading-link forks styled gracefully with deep fenders and rounded chrome fuel tank. Chief NSU engineer Albert Roder designed his own system for driving the rocker gear of the Max series of roadsters, which first appeared in 1952 as the Model 251 OSB Max. Rather than using pushrods or a chain-drive OHC or a shaft-and-bevel OHC, Roder created a unique valve train using a pair of connecting rods running alongside the cylinder that gave positive OHC valve operation he called the Ultramax system. The system proved easy to tune, and the factory offered a Sportmax production racer version of the Max series that shared its pressed-steel chassis and simple single-cylinder motor, at a time when the NSU factory absolutely dominated the 250cc class of the World Championships.</p><p>Our NSU Supermax is the less common Blue color, it is unrestored, original paint and upholstery. The chrome is quite good with some light surface rust on the spokes and areas of the rims. The gas tank has a small  1 inch long dent on the left side. The tires are the old German Dunlops that were OEM on this bike. This bike runs and rides perfect. It starts easy and is a joy to ride.  The odometer indicates 13892 miles which is believed to be actual miles. It has been part of the Blue Moon Cycle collection for nearly 20 years and now offered for the first time. Call John for details. 770 447 6945 x 20</p>

<p>Please note: we are now offering the Panther Motorcycle as a solo machine, without sidecar</p><p>This 1959 Panther motorcycle was owned by Herm Levine of Easton, PA. Herm owned the Indian dealership in Easton and later opened "Herm's Leathertogs" in Daytona, FL. Herm was know for his high quality leather motorcycle jackets. His lifetime AMA membership sticker is affixed to the gas tank. </p> Panther M120 <ul><li>Made 1959-66. 649cc single-cylinder engine.</li></ul><p>Panther Model 120 was a British motorcycle made between 1965 and 1971 by Phelon & Moore</p><p>The Panther sloper engine designed by Granville Bradshaw remained unchanged for 25 years and the 650cc 'heavyweight' had many of the Model 100 components. The increased capacity was achieved by boring out the Model 100 cylinder by 1mm and increasing the stroke by 6mm. As well as increased low speed torque this improved acceleration and top end cruising speed.</p><p>Panthers were a favorite sidecar tug and could often be seen commuting families around England. Or Panther is hooked to a German Stoye sidecar and fortunately the sidecar is mounted on the right side for safe use un the USA.  Our bike has an honest patina for its age and has been proven to be a reliable, good running machine. Call John for more details. </p>

<p>Associated Motor Cycles returned to the 250cc class in 1958 with a brace of all-new models. Shared by the Matchless G2 and AJS Model 14, the four-stroke, overhead-valve power unit incorporated its oil tank within the crankcase and appeared to be of unit construction, although a separate gearbox was retained. The cycle parts comprised an open, tubular steel frame, closed at the bottom by a pressed-steel channel, complemented by a telescopic front fork and swinging-arm rear suspension. Production G2/14 production ended until July 1963 while the CSR sports versions lasted until 1966. One of the last of AMC’s 250cc lightweights</p><p>Our G2 is nicely preserved, she runs and rides, great small British bike from the 50's </p>

<p>The 1958 Ariel Square Four MkII is a legendary machine with exceptional performance for a 1950s motorcycle, and this low-mileage example has been restored to an exceptional standard. Ariel’s 4G model is nicknamed the Squariel for its four-square, twin-crankshaft design, and it was the only 4-cylinder motorcycle produced in any quantity in Britain before the contemporary Triumph factory was built in the 1990s. It’s also among longest-produced 4-cylinder motorcycle designs in the world. The motorcycle’s unique twin-crankshaft design provides perfect balance and smoothness and gives stunning performance; these late MkII models could be ridden in top gear from 10 MPH to 100 MPH, as the motor has tremendous flexibility.</p><p>The Square Four concept was originally designed by Edward Turner in 1928 as an overhead-camshaft 4-cylinder roadster, which Ariel produced as the 1931 Model 4F, with an initial engine capacity of 500cc, which was stretched to 600cc in 1932. These early machines were sophisticated, quick and smooth, but tended to run hot. The motor was totally redesigned in 1936 with a full 1000cc, becoming the 4G model, although it lost its overhead camshaft and became a more complex pushrod OHV machine. The 1000cc Square Four is a real Superbike, with a top speed of 90 MPH for the first, iron-head versions, with civilized road manners. After the war, the Square Four was reintroduced as Mark I, which weighed 435 pounds and had telescopic forks up front and a sophisticated trailing-link/plunger rear suspension, the “Anstey Link.”  With its all alloy engine and four graceful exhaust headers the featured final Mark II Square Four was a very sleek machine. The Square Four chassis evolved to plunger rear suspension with a rigid mounted dual seat. 1958 marked the last production of the Four.</p><p>This Ariel with its period correct British Watsonian Sports Squire sidecar makes an impressive combination. The sidecar can be easily removed for solo riding. WE will consider selling this sidecar separately for $6,000 but we feel it's a shame to break the pair.</p><p>Our Ariel SQ4 is in excellent condition, it has been in a large private collection and ridden regularly the past 30 years. This was his favorite motorcycle of his over 30 motorcycle collection. He upgraded the front brake to a more powerful Triumph duals leading shoe brake. The sidecar also has its own brake. We have a photo of the previous owner and his wife who rode this rig to the top of Pikes Peak. This machine runs and rides as good as it looks. call John for details 770 447 6945 </p>

<ul><li>This AJS Deluxe underwent a complete restoration several years ago.</li><li>650 CC AJS motor. (31 cubic inch).</li><li>4 speed transmission.</li><li>AJS was purchased by AMC in 1964.</li><li>Stunning paint and chrome</li><li>runs and rides perfect</li></ul><p>The AJS Model 31 was also produced as the Matchless G12 by the same company. 2] Designed by Phil Walker, AMC knew that it had to be a 650cc but wanted to use as many cycle parts as possible from the preceding 600cc Matchless G11, which had been badge-engineered as the AJS Model 30. The cylinders could not be bored out further, so the stroke was lengthened from 72.8mm to 79.3mm, increasing capacity to 646cc. That meant developing a new crankshaft and primary chaincase, which also provided the opportunity to add a Lucas alternator. Volume production began in September 1958. [ </p><p>This AJS received a no expense spared restoration, it looks, runs and rides great. This bike stands out in a sea of Triumphs, BSA and Nortons. Call John for details 770 447 6945</p>

<p><strong>**************************** Fabulous 1957 Maico Taifun**************************</strong></p><p><strong>Founded by the Maisch brothers, Wilhelm and Otto, in the mid-1930s, Maisch & Co (Maico) built two-stroke lightweights at first but soon was forced to change direction to support Germany’s war effort. Having supplied aircraft components to the Luftwaffe during WW2, Maico turned to the manufacture of children’s toys after the conflict ended and did not resume motorcycle production until 1947. But whereas before the war proprietary engines had been used, Maico now built complete machines using its own power units. The largest of these 1950s Maicos was the Taifun (Typhoon) a model of advanced design powered by a two-stroke twin-cylinder engine of either 350 or 400cc. Introduced in October 1953 at the Frankfurt Show, the Taifun boasted a leading-link front fork and swinging-arm rear suspension, but its most unusual features were to be found within the transmission, which incorporated an automatic clutch and duplex chain final drive, the latter being encased within a cast-aluminium oil bath that formed the right side of the swinging arm. The frame was equally innovative, combining a single down-tube, aluminium-alloy centre section and semi-enclosing tailpiece to produce a design exceptional sleekness and practicality. It was fast too, a 400 Taifun lapping the Montlhery circuit at 84mph while on test by a French motorcycling magazine. This Maico Taifun was in its present well-preserved and original condition when acquired in 2012 buy our owner John Landstrom. The former owner was the secretary of the Maico owners club England. It bears the dealer tag of the selling dealer, "Speedway of Action" London England, one of only 40 Taifuns sold in England. It was recently shown and ridden at the Hilton Head Concours November 2022 and is now offered for sale for the first time. This bike has the high quality fit and finish of NSUs and BMWs of the period, offering the prospects of a comfortable ride, excellent performance and an exhilarating exhaust note, this rare and desirable Maico roadster is offered with current Georgia registration. Call john for more details 770 447 6945 x 20</strong></p><p> </p>

<p>This NSU is called the Supermax because it was simply a superior 250cc roadster of the 1950s and early ‘60s. NSU built the smoothest, fastest, best-handling and most reliable 250 in the industry by the 1950s, with a unit-construction, 4-speed motor that was virtually unbreakable in a pressed-steel chassis with leading-link forks styled gracefully with deep fenders and rounded chrome fuel tank. Chief NSU engineer Albert Roder designed his own system for driving the rocker gear of the Max series of roadsters, which first appeared in 1952 as the Model 251 OSB Max. Rather than using pushrods or a chain-drive OHC or a shaft-and-bevel OHC, Roder created a unique valve train using a pair of connecting rods running alongside the cylinder that gave positive OHC valve operation he called the Ultramax system. The system proved easy to tune, and the factory offered a Sportmax production racer version of the Max series that shared its pressed-steel chassis and simple single-cylinder motor, at a time when the NSU factory absolutely dominated the 250cc class of the World Championships.</p><p>The ultimate roadster version of the Max series was the Supermax of 1956, which dropped the Max’s original underslung, cantilevered rear swingarm suspension in favor of a more conventional twin-shock design; the change made it more of a luxury 250 than a sports machine, but its high top speed of 80 MPH could be maintained seemingly indefinitely, as the motor was tireless and the chassis very comfortable. It also had a paper oil filter, improved hand controls and an 18 HP motor. It was a very popular model with around 97,000 of the Max series sold over 11 years.</p><p>Our Supermax is a nice original example in the less common blue color. It is not restored but rather well preserved showing less than 14,000 miles since new. We have serviced it at our shop and it is in excellent running and riding condition. It is a personal favorite of Blue Moon's owner, John Landstrom and has been in his collection the past 20 years. Now it is offered for sale for the first time. </p>

Horex was a german motorcycle mfg founded in the early 1920's and one of the first companies to come back after WW2. The Horex Regina was produced 1948-1956, it was the companies greatest success. Horex was the biggest motorcycle producer in Germany during this time. They are know to be of highest quality and parts are readily available from German suppliers today. Our Horex was originally delivered to Sweden, It has had a light restoration and is in excellent condition. It is highly original. It is a pleasure to ride. All systems function properly. Speedometer shows just 13818 Kilometers which is believed to be accurate.  Call John for maore details. 770 447 6945.<br /><br /><i><b>We have over 100 classic motorcycles on-hand in our Norcross, GA showroom. We also buy and accept quality motorcycles on consignment including collections and estates.</b></i><br /><br /><i><b>Connect with us on Facebook, You Tube and Instagram.</b></i>

<p>Victoria was an incredibly rare German motorcycle company which was known for it's unique design aesthetic and luxurious ride quality. </p><p> </p><p>"The 350cc twin makes me think of a German copy of the Moto Guzzi engine, though it’s actually at 80 degrees – the engine produces 21 horsepower with a chain primary drive to the gearbox and shaft drive to the rear wheel. It’s claimed that only about 5,000 were made, and about 60 survive worldwide."         -Bike-urious</p><p>Our bike is in original unrestored condition, the paint is original with the exception of the gas tank which has received new chrome and paint. The mufflers are also new and of the correct pattern. Oils are new, tires are new German tires. The indicated milage is believed to be correct, it has a long know history. This bike runs and rides perfect, it needs nothing, she's ready to enjoy! call John or Lisa for details. 770 447 6945 x 20 </p>

<ul><li>Used for Police duty</li><li>Frame-up restoration</li><li>Engine and transmission were inspected and left untouched as they were working well with exception of rebuilding the carburetor</li><li>Owned by Police Chief in Maywood, Illinois -- city gave him the bike for his retirement</li><li>Officer's family found  sold it to previous owner in 2004</li><li>Includes windscreen frames for the fowl weather leg shields</li><li>50th year anniversary badge on front fender </li></ul><p>A Triumph of Utility and Versatility</p><p>The Harley-Davidson Servi-Car was born in an era when reliable workhorses were in high demand. Introduced in the 1930s, it quickly became the vehicle of choice for businesses that required a dependable means of transportation. Its unique design, featuring a motorcycle front end and a spacious cargo box at the rear, provided unmatched versatility. From deliveries to law enforcement patrolling, and even ice cream vending, the Servi-Car was the epitome of functionality.</p><p>While utility was the Servi-Car's primary purpose, it exuded an undeniable aura of freedom and adventure. Its powerful engine roared to life, echoing the aspirations of riders yearning for the open road. The unmistakable Harley-Davidson style, with its chrome accents and iconic badge, turned heads wherever it went. The Servi-Car was not merely a mode of transportation; it was an embodiment of the American dream and the pursuit of thrilling journeys.</p><p>One of the key reasons behind the Servi-Car's lasting impact was its unwavering reliability and durability. Built to withstand the rigors of daily use, this magnificent machine earned a reputation for being steadfast and trustworthy. Many Servi-Cars clocked thousands of miles, enduring harsh weather conditions and rugged terrains without faltering. It was a testament to the craftsmanship and engineering prowess of Harley-Davidson.</p><p>As time passed, the Servi-Car transitioned from being a workhorse to becoming a highly sought-after collector's item. Its scarcity, combined with its intrinsic historical value, elevated its status among motorcycle aficionados. Collectors around the world treasure these machines, meticulously restoring and preserving their original glory. Owning a Servi-Car is a testament to one's appreciation for the golden age of motorcycles and a nod to the craftsmanship of yesteryears.</p><p>While the Servi-Car may no longer roam the streets in great numbers, its legacy lives on. Harley-Davidson's commitment to honoring its heritage ensures that the spirit of the Servi-Car continues to inspire future generations. Through museums, vintage motorcycle gatherings, and online communities, enthusiasts share stories, knowledge, and their love for this timeless icon.</p><p> The Servi-Car will forever hold a cherished place in the hearts of motorcycle enthusiasts, reminding us of the unbreakable bond between man, machine, and the open road.</p><p> </p>

<p>NSU began motorcycle production in 1901, four years before they began producing cars.  The company prospered with motorcycles , and although air-raid bombing during World War II destroyed their factories, by the mid-1950s, NSU was the world’s biggest motorcycle maker.  It is rumored that the name “Konsul” was selected for this motorcycle because it incorporated the company’s letters “nsu.”  An advertising slogan used was “intelligent heads buy Konsul.”  This motorcycle was often used with a sidecar.  In the early 1950s, NSU became concerned that micro cars might replace motorcycles.  So in 1958, they came out with their own micro car–the Prinz I.  NSU also built the first production car powered by a Wankel engine–the Wankel Spider Convertible.  Lane Motor Museum has an excellent cross-section of NSU cars in our German area.                     </p><p><strong>Specifications:</strong><br>Manufacturer:  NSU Motorenwerke AG<br>Country of Origin:  Germany<br>Engine:  Single cylinder, 494cc,  21 HP, 4 stroke<br>Transmission:  Manual 4 speed<br>Top Speed:  76 miles per hour<br>Years of Production:  1951-54<br>Number Produced:  Approximately 6,000<br>Original Cost:  2,500 Deutsche Marks</p><p>Our NSU Konsul was acquired buy us in Germany 25 years ago, we sold it to an Australian client and we later bought it back,  it is now offered for sale by us for the first time in over a decade. She is a good running reliable motorcycle. At one time we had over 20 NSU's on hand. We are thinning the heard. Call John for details 770 447 6945 x 20</p>