Laverda Jota 1200 with Cropredy Liberator Bodywork
Posted on January 19, 2010 | Posted by Evan Fell | 1 Comment
The above bike is a typical Laverda Jota 1200 but with the awesome and hard to come by Cropredy Liberator bodywork. I’m not much of a Laverda fan because the engines, heads, and side covers are all a bit square which I think looks slightly odd:
.jpg "Laverda Jota 1000")
The Cropredy bike above is once of the nicest looking Laverda’s around. The body work reminds me a lot of the Tracy body kits which were available for the Honda CB750’s in the mid 70’s.
I LOVE the Tracy body kits, and CB’s are right up my alley. I had an opportunity to buy a CB750 with the Tracy kit not too long ago but couldn’t swing the extra dough. Bummer!
1976 Kawasaki KZ900
Posted on January 18, 2010 | Posted by Evan Fell | No Comments
The original muscle bike – sort of.
This is my KZ900A that I owned for a short while. Kawasaki came out with the 900cc KZ900 in 1973 known as the Z1. Today the Z1 is a highly coveted bike and fetches great prices on the vintage market compared to all (most) other Japanese bikes of the period. In 1976 the Z1 became the KZ900A and is slightly less desirable, but they are going up.
This particular bike had a great condition tank and side covers. The seat, and shocks were in poor condition, but replacements were purchased from Korean re-manufacturers. The Korean reproductions are not nearly as highly regarded as the NOS or original Japanese parts, but they can be purchased cheaply and only people who know what they’re talking about will be any the wiser. The differences are very small.
While parked on the street I had it locked to the telephone pole. I went out one morning to find the lock cut halfway through. The crooks must have gotten spooked while cutting through it and didn’t finish the job. Thankfully!
1972 Honda C70 Super Cub
Posted on September 23, 2009 | Posted by Evan Fell | 5 Comments
I picked up this 1972 Honda Super Cub 70cc bike/scooter/moped/whatever-you-want-to-call-it. These little bikes have been in production for over 50 years. This particular scoot popped up locally for a mere $100 so I drove out and picked it up.
This bike has sat for at least 15 years along side the owners home. The last registered user of this bike was an older gentleman who passed away in the early 90’s. His widow gave the bike to their neighbor who kept it outside all those years. I bought it from the neighbor and brought it home to fix up.
These little bikes are extremely reliable and will run forever, even when neglected. The trouble with this one is more aesthetic than anything else. The desert sun has faded all the paint badly and made the plastics very brittle. Most of the chrome should clean right up.
Fortunately EVERY part for these bikes is very easy to find and relatively inexpensive. The Honda Cubs have many part importers around the United States, so anything you need is never more than a call away. Just be aware, there are genuine Japanese reproduction parts, and there are Korean reproduction parts from a variety of manufacturers. The Korean parts are often lower grade and not great fit and finish. If you browse eBay you can see hundreds of Korean parts for sale at any given time ready to be shipped from Korea, or from an importer in the USA for much more money.
The original Honda Cub hit the dealers in 1958 in a 50cc variety. The 50cc model is still available today. However, over the years they have produced many slight variations of the model – 70cc’s, 100cc’s, and Honda Passports.
For cheap transportation these Honda C70’s can’t be beat.
1996 Honda XR600R – Yet Another New Purchase
Posted on February 17, 2009 | Posted by Evan Fell | 2 Comments
I am a big fan of the Honda XR600 series of motorcycles. You might remember the 1983 Honda XL600 I was working on just last summer. The XL600 was a fantastic bike, particularly with the XR600 motor transplanted into it, but it was more street oriented and was never intended to take constant off-road abuse. I’ve been keeping my eye open for a true late model XR600 for quite a while, and this one just popped up recently, so I jumped on it.
It is certainly well ridden and has been enjoyed by ‘who knows how many’ previous owners. However, it is a sturdy bike with no real issues besides needing the linkage bearings replaced and a new set of foot pegs.
The XR600 is, in my eyes, the perfect platform for a do-it-all dual purpose motorcycle. It’s a bit piggish on tight trails, and a bit of a wind catcher on the highway, but it will do both without complaining and will last years and years trouble free.
If you have a good eye you’ll see this bike has a recovered seat with gel-insert, an early style IMS 4 gallon tank, Scotts top billet triple clamp, and a lot of character.
Long live the Honda XR600R.
1985 BMW K100
Posted on February 16, 2009 | Posted by Evan Fell | 22 Comments
As if I didn’t have enough motorcycles crammed into a tiny storage unit – now I have another! I drove 8 hours each way to pick up this 1985 BMW K100. I am generally real impulsive when it comes to motorcycle purchases, and this is certainly one of those cases. I have no need for this bike at all, but I saw a good deal and had to have it!
The BMW K100 (and K75) motorcycles are probably THE most reliable and long lasting motorcycles ever built. These motors are known to commonly go over 250,000 miles without any rebuild. Knick-named the ‘flying brick’ these motors are big, heavy, robust, and silky smooth. No bike runs, rides, or shifts as smoothly as a K bike. Sometimes you forget it’s running.
This particular K100 has a Corbin seat and a few other farkles – but unfortunately the fairing has suffered some damage and doesn’t look great. I has traveled 117,000 miles to date.
When I brought it back it hadn’t run in a few months. I promptly jumped it from my car battery and it roared to life instantly. I drove it around a bit and it didn’t skip a beat. These bikes are troopers.
The downside of a K bike for me is that they are ‘too’ smooth. They don’t offer the same excitement factor that other bikes do. These K100’s accelerate smooth, brake smooth, turn smooth, and frankly it’s like sitting in a Cadillac. I’ve heard them called the ‘old-mans-bike’, and that is certainly true.
Name that Matchless Motorcycle
Posted on February 16, 2009 | Posted by Evan Fell | 5 Comments
I spotted this beauty outside a deli in the San Fernando Valley recently and luckily I had my camera with me. What a gorgeous bike.
Is this a GS5 or 85? My Matchless knowledge is limited and I don’t have a keen enough eye to tell. Anybody?
What would I want with a junked out 1978 Honda CX500?
Posted on November 7, 2008 | Posted by Evan Fell | 13 Comments
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I came to Los Angeles and within 3 hours of arriving I was already picking up a bike.
For some reason the CX500 and CX650 motorcycles have slipped my grasp over the past few years. I was supposed to pick one up about a year ago, but that deal got squashed somehow. So when I saw this “beauty” up for grabs I jumped on it.
Obviously it is a dog. A dead dog. The bike is beat to junk and weathered worse than McCain’s face. It is only missing the headlight, blinkers, side covers, and clutch lever, but the seat, gauges, throttle, tires are absolute garbage. – On the plus side the motor turns over fine so I’m sure it will be a runner.
The Honda CX500 was introduced in 1978 so this is a first year model. Common problem points were stator failure (particularly on the early models) and cam chain slop. With the cam chain properly adjusted at regular interval these bikes will run 100,000 miles easy without a rebuild while cruising 80 mph all the while. They were marketed as a downsized touring bike, this is true particularly with the CX650 which was available in “Silverwing” trim with full touring fairing and luggage.
I haven’t decided to what extent I’ll dig into this bike. I have a crush on this CX500 dual sport bike which I believe was built by Phil Kopp in Australia.
It’s obviously a poor mans HPN rally bike, but sometimes you just have to work with what you have.
The disadvantage of a CX500 for this style of bike (compared to the BMW Boxer) is the counter shaft design of the motor. Transversely mounted twins are notorious for having a gyroscopic effect when you hit the throttle. Honda eliminated this by having the output shaft spin the opposite direction as the crank. While this smooths out the motor in a sense, it also makes it slightly more complex, heavier, and more difficult to modify for performance. But I digress. ..
I’ll post my progress as it comes.
Evan’s Answers 2: 1996 Yamaha Virago Jetting Concerns
Posted on October 1, 2008 | Posted by Evan Fell | 2 Comments
In Evan’s Answers I attempt to respond with sound advice to questions regarding motorcycles sent to me from visitors of this website. If you would like to pick my brain just email me
I don’t want to make a habit of doing multiple Evan’s Answers consecutively, but I have a couple of really great new How-To articles and they won’t be ready until tomorrow. Check back for them, together we’ll take your old bike and make it new!
Mike writes:
I just modified my 1996 Yamaha Virago XV1100 to accept a Harley Davidson K&N air cleaner assembly. I am thrilled with the modification and my OEM jetted carbs are great from idle to 3/4 throttle. After that the bike feels as if it has a miss. I believe that I have to replace the main jets. Another Virago tech forum member did a similar but not identical mod and had to open his main jets two sizes larger. My Hitachi HSC40’s have stock sizes of, Front #122, Rear #128. Does that mean that I should go, Front #126, Rear #132 ? I appreciate your advice.Â
Hi Mike,
Your jet size estimates sound correct. When you change an intake or an exhaust you’ll generally go up on the main jet anywhere from 1 to 3 sizes. 2 is probably about right for your bike, but personally I never make jetting adjustments in increments more than one jet size. If I was you I would pick up a 124, 126, 130, and a 132. I’d go up one size on the main jets then give it a ride. If it still stammered at open throttle I’d go up one more size.
Most (imported) transversely mounted air-cooled V-twins like your Virago run the rear cylinder richer than the front to keep it cooler because it doesn’t get a whole lot of air flow. Kind of an interesting solution to a specific problem. Just part of the reason the big twins never have a competitive edge in any racing circuits. (No I am not referring to Ducati air cooled twins, they are transversely mounted, but they are 90 degree motors tilted forward allowing for much more airflow.)
Thanks for reading the blog. Let me know how it goes.
Evan’s Answers 1: Finding KTM 500 Parts
Posted on September 20, 2008 | Posted by Evan Fell | 6 Comments
Chad writes:
I reaquired my first race bike, a 85 KTM 500 MXC. I am having a very difficult time finding a good Elba headlight and exhaust pipe for it. Most of the bike was still there just not running. Any help would be appreciated.
Hi Chad,Â
Finding original parts for the KTM open class race bikes is and increasingly diffcult challenge. There are not many of these bikes around in good condition, particularly being parted out. If you want to find a stock Elba headlight you are going to have a difficult time. You can keep your eyes open for one to pop up on eBay, or you can ask around in the ‘Oldies/Big Bore’ forum on KTMTalk. Other than that you’ll be pretty much out of luck.
For those who don’t know what we are discussing, Chad is looking for one of these:
Vintage KTM Elba Headlight
This is a photo of mine! 
Acerbis at one point made a Elba style replica headlight. You can still find replacement bulbs and straps for them at Bike Bandit, but I don’t think they are making the headlight unit anymore.
As for the exhaust pipe, there is only one pipe still available for the old KTM big bores, but it’s a good one. Dynoport makes some awesome pipes for KTM 500’s of all years. You can find them right on the Dynoport Website. Be prepared to pay for the rarity!
Thanks for the questions,
-Evan
Me on the KTM 300exc in Colorado
Posted on September 19, 2008 | Posted by Evan Fell | No Comments
Epic riding recently.
The riding in the Taylor Park area of central Colorado is simply amazing. Nothing compares to it on the east coast.
This is somewhere off of Italian Creek Trail before reaching the Flag Trail Trailhead. The side of this rock wash is sheer cliff. Fun!
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Quick Intro
I have owned nearly every make and model of vintage Japanese motorcycle as well as a number of other Europeans and more modern bikes. I do everything from simple fixes to full restorations. I also travel and ride every chance I get.
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