Dick Harmsen, op bovenstaande in ontmoeting met de legendarische GP-piloot Giacomo Agostini, is een gerenommeerd klassieke alsmede hedendaagse, Italiaans motorfietsverzamelaar. Een gedeelte van de privécollectie is in de showroom te bewonderen. Één van zijn redenen voor het verzamelen van zowel vintage motorfietsen als exclusieve motorfietsen is het feit dat op deze manier de desbetreffende motorfietsen met elk zijn eigen unieke historie bewaard blijven voor de volgende generatie motorliefhebbers. Hoewel de intentie niet direct is om deze motoren actief te verkopen, wisselt de collectie wel eens wanneer er nieuwe aankopen aan de collectie worden toegevoegd. Dick Harmsen zal bij serieuze biedingen overwegen of er afstand gedaan wordt van de motorfiets in kwestie, al is het -op het moment van aanschaf- nooit zijn insteek geweest er ooit afscheid van te nemen. Wellicht wordt u de nieuwe eigenaar van een uniek collectiestuk.
Aprilia RSV 1000R Nera
In accordance with the Aprilia tradition, the twin-spar frame is made of cast aluminium-silicon alloy and die cast Peraluman 450 parts. It is extremely light, weighing only 9650 g. The entirely robot-assembled swing arm is made of Peraluman and cast AlSi7 and has a “double banana” shape so that the two-silencer exhaust unit may pass through. The swing arm too sets a new weight record at only 4860 g. The exclusive “Titanium gold” colour underlines the exclusiveness of RSV 1000 R Nera design.
The RSV 1000 R Nera is fitted with the world’s best components. The upside-down fork and shock absorber are Ã´hlins Racing, as is the adjustable steering damper fitted in a radial position. The upper steering plate is made of Anticorodal with CNC machining and the ignition block may be disassembled. A plate shows the limited edition bike number (1- 200). All the components are held in place with titanium nuts and bolts. The headstock is made of extremely high-tensile aluminium, which contributes towards keeping the weight of the bike down.
The front radial-calliper braking system, developed by Aprilia in partnership with Brembo, is the present state of the art among systems for supersport road bikes. The 320 mm front floating steel discs use lowered mounts to minimize weight and inertia, leading to more effective handling. The radial system on the RSV 1000 R Nera is combined with a radial pump to form the most sophisticated braking system currently fitted to a production bike.
Another component that contributes towards making the RSV 1000 Nera unique is the superlight wheels made of forged magnesium, which thanks to a special coating ensure maximum resistance to corrosion. This is the first time this type of wheel has been used on a production bike. The wheel nuts and bolts are made entirely of titanium. All this makes the wheels an overall 1.9 kg lighter than the forged aluminium wheels used on the RSV 1000 R Factory.
The RSV 1000 R Nera exhaust system derives from experience acquired in the Superbike championships. The 2 in 1 in 2 arrangement provides the best aerodynamic penetration and is optimum for balancing the bike on its centre line. The system is fitted with a catalytic converter and lambda sensor which drastically reduce the emission of pollutants to well under the Euro 2 limits. The silencer is coated with 8/10 mm thick titanium and fitted with clamps and rivets as it is in typical hand-assembled racing systems. The bike exhaust system also comes as standard with Akrapovic Aprilia Racing manifolds which further increase the bike’s performance on the track.
Benelli Tornado Tre Novecento limited edition Nr. 072 / 300
Ducati 996 SPS ( 300 limited edition )
Ducati 900 SS Silver / Blue
Ducati Mike Hailwood Replica (MHR)
The Ducati MHR Mille is a racing legend. In 1978 a many times World Champion named Mike Hail-wood made a fairy-tale comeback aboard a beefed-up street bike and against all odds won one of the most prestigious races of all time – the gruelling, six lap, 226 mile Formula One TT on the Isle of Man.
Hailwood’s bike was a hastily-cobbled together factory Ducati which beat much more powerful fully-fledged Japanese racers on its way to the chequered flag. Ducati were so pleased with the success, they released a limited edition of Mike Hailwood Replica (MHR) machines shortly afterwards. That bike was a 90 degree, V-twin of 864cc capacity, a design essentially unchanged since 1975. A lot of troubled water has flowed under Ducati’s bridge since then. They were taken over by Cagiva and their 500, 600 and 900cc engines and frames have been updated and restyled, and are now sold under the Cagiva banner.
In 1984 however, a bike was launched to thrill every Ducati lover the world over – a 1000cc MHR, a bored and stroked version of the popular 900MHR, bigger and better than ever. The big V-twin’s calling card has always been massive torque. The bike has tall gears and long legs while the motor sports two of the biggest pistons in captivity. It is not a high-rewing engine but makes plenty of power low down, in a relaxed, unhurried manner. The new 1000 machine has been substantially updated and comes with revised bevel drive, Nickasil barrels, a hydraulically operated dry clutch and a new, one piece, nitrided crankshaft running in plain bearings. In perfect primary balance, the 90 degree V-twin still features Ducati’s original desmodromic valve operation with rockers that both open and close the valves. The frame is a delicate-looking but immensely strong and rigid open spine type cradle using the crankcase as a structural member.
The large full fairing hides the skeletal, rather elemental profile of the bike though nothing can disguise its thunderous performance.
There is nothing frantic about riding a Ducati even on an open road. The low frontal area and a very long wheelbase give excellent stability and roadholding.
The Ducati is a pure, unadulterated thoroughbred; a lean and hungry racer, one of the last real motorcycles. Many have described the essential Ducati experience as being akin to riding God’s own motorcycle. Despite its considerable charisma and the myths and folklore that have sprung up around it, it is a fact that in the real world, a large Ducati is as fast on a tar road, point-to-point, as any comparable bike. Long may Ducati continue to flourish.
Laverda SFC 1000
Laverda’s powerful air-cooled triples had been some of the fastest and most glamorous superbikes of the 1970s, but during the following decade the Italian firm lacked the financial resources to develop an equally competitive successor. Instead, the triple was restyled and refined to produce a more modern and sophisticated series of machines, the last and best of which was the SFC 1000. With its tall half-fairing blending smoothly into the fuel tank, below which sat a familiar 98lec three-cylinder engine, the SFC was a direct development of the RGS 1000 model with which Laverda had begun its new generation of triples in 1982. In contrast to the loud, raw earlier triples such as the Jota. the RGS had a slightly softer, more flexible engine whose more restrictive exhaust system enabled the bike to pass stricter noise regulations.
The RGS had succeeded in giving Laverda a more modern image for the 1980s, but had lacked both the all-conquering speed and the raw character that had traditionally attracted the marque’s enthusiasts. In 1984 Laverda had added some performance with the RGS 1000 Corsa whose engine, tuned with high-compression pistons, new valves, modified airbox and revised exhaust system, increased peak output to about 90bhp. For 1985 Laverda used the Corsa engine as the basis of a new model, the SFC 1000. Its name was designed to bring to mind the thunderous 750 SFC production racer of the 1970s, although in reality the new triple was a modified Corsa with red instead of black paintwork, subtly reshaped fairing and tank, and some new cycle parts. Its twin-downtube steel frame was identical except for its gold finish, and held a new box-section aluminium swingarm. Other new parts included the rear seat footrests. cast alloy wheels, plus Marzocchi forks and remote-reservoir rear shocks. With its high tinted screen the SFC was tall by 1985 standards, its air-cooled engine was undeniably outdated, and it was heavy at 538lb (244kg). Inevitably the stirring three-cylinder bellow of old was stifled by emissions regulations. But despite that the big Laverda was a good-looking and distinctive machine that had enough pace and character to get its rider’s adrenaline flowing. The engine sometimes felt rough at very low revs, but once into its stride the SFC was tractable as well as powerful, pulling smoothly all the way from 3000rpm to a top speed of 140mph (225km/h). In corners the big Laverda could not match the best Japanese bikes in terms of agility or grip from its unfashionably narrow 18-inch tyres, but it was still very enjoyable. Its Marzocchi suspension was firm and well damped: the Brembo Gold Line brakes gave superbly powerful stopping. Although the SFC was far from being a competitive super-sports machine, it combined its performance with enough comfort to make it an excellent sports-tourer. There was potential for more speed, too. as the factory offered a sports kit of three-into-one exhaust system and larger main jets for the Dell’Orto carburettors. Really serious owners could opt for the racetrack kit comprising hot cams, valve springs, bigger 36mm carburettors and close-ratio gearbox. Laverda had been planning to build only 200 units of the SFC 1000 before moving on to produce a more modem range of three-cylinder middleweight. Bui the firm’s financial problems meant that the new bikes never appeared, and the final batch of SFC 1000s left the factory at Breganze in 1987. Laverda would be revived in the 1990s under new ownership – with a range of parallel twins. The story of the famous air-cooled triples had come to an end.
Laverda 750 SFC
Laverda 750 SF
MV Agusta F4 Senna Nr. 75 / 300
Een eerbetoon aan een van de meest fascinerende sportmensen die de wereld gekend heeft. Door zijn typische donkere kleur en rode accenten een zeer opvallende motorfiets. Er zijn wereldwijd slechts 300 stuks in omloop. Elke gelimiteerde versie van MV AGUSTA is voorzien van een zilveren identificatieplaatje op de kroonplaat. Hieraan kun je zien hoeveel er van gemaakt zijn,welk type en welk specifiek nr het is. De motor is nieuw en heeft nog nooit gelopen
Dit is ook een gelimiteerde oplage van 300 stuks. De motorfiets is uitgebracht in de traditionele kleuren waar de grootmeester zelf (GIACOMO AGOSTINI ) altijd mee reed. Zeer speciaal aan deze motorfiets is dat hij gesigneerd is door Agostini op het zitgedeelte. De motor is voorzien van zeer speciale wielen,veerelementen,remmen enz enz.Deze motor is verkocht. Gefeliciteerd Joop, geniet van deze unieke 0 km AGO.
De MV Agusta F4 Tamburini, in de Varese fabriek ook gekend als de MT4, kan niets anders zijn dan een Italiaanse motorfiets. Niet enkel door zijn elegante verschijning, perfect geproportionieerd en uitzonderlijk gestyled door de Michelangelo van de motorbranche naar wie hij werd genoemd. Ook niet omwille van de vele exquise details die ervoor zorgen dat hij met kop en nek boven zijn rivalen uitsteekt, ook de Italiaanse. Nee, zelfs niet door de felrode verf bovenop de donkere carbon onderdelen, symbool voor de trots en de passie die onlosmakelijk verbonden zijn met de nationale racekleur. Wat de Spyker is op het gebied van auto’s, is de F4 Tamburini van MV Agusta op het gebied van motoren: absolute perfectie en exclusiviteit, gecombineerd met een ongekend vermogen, en verpakt in een weergaloos design.
De ontwerper van de F4 Tamburini, een van de meest waanzinnige motoren van deze tijd, is Massimo Tamburini. Een benaming als designer of ingenieur doet hem ernstig tekort: genie lijkt meer op zijn plaats. Eerder al deed hij de wereld versteld staat met zijn ’naakte’ versie van de F4, de ’Brutale Oro’. En met de oogstrelende F4 Tamburini levert hij wederom een meesterwerk af. De F4 Tamburini, het paradepaard van de F4-1000 serie van motorproducent MV Agusta, weegt dankzij het gebruik van lichte materialen als carbon, titanium en magnesium slechts 184 kg. Als gevolg van de variabele inlaatlengte heeft de Tamburini een maximum vermogen van 127 kW/173 pk bij 11750 toeren per minuut, terwijl het maximale koppel van 113 Nm al bij 9200 toeren beschikbaar is.
Het design en comfort laten niets te wensen over: Y-vormige velgen, vibratiedempende handvatten, een digitale cockpit, achterschokdemper afkomstig uit de Formule 1 en een voorvork die behandeld is met titanium nitride. Alles bij elkaar een machine die met zijn top van 307 km/u respect afdwingt.
MV Agusta Veltro Strada Nr. 22 / 100, VERKOCHT / SOLD / VERKAUFT
MV Agusta CC Claudio Castiglioni Nr. 31 / 99
99 for you Claudio Castiglioni liet deze motor voor zichzelf bouwen, volgens zijn eigen wensen. Later realiseerde hij zich dat hij deze unieke creatie wilde delen met kenners als hijzelf, om ook hen de mogelijkheid te geven om een motorfiets te bezitten die uniek en onvervangbaar is. Dat heeft hij dan ook gedaan. Hij bouwde er één voor zichzelf en 99 andere voor geselecteerde relaties.Eentje staat bij ons. Uniek en onvervangbaar 90% van de onderdelen zijn speciaal voor de F4CC gemaakt. Handgebouwd big-boreblok, titanium kleppen, lichte hogedrukzuigers, lichte alterrnator, volledig titanium uitlaatsysteem, unieke slipperkoppeling, Brembo Monoblock radiale remklauwen, Sachs racing achterschokbreker, volledig carbon kuip…
Kortom, 200 pk, 187 kg en electronisch begrensde top van 315 km/h
MV Agusta Brutale Serie Oro Nr. 100 / 300
MV Agusta 750 America – VERKOCHT / SOLD / VERKAUFT
Moto Guzzi MGS-01
Winning designs are not born by accident. Behind the sleek lines of the MGS-01 Corsa are strategic decisions, a gradual development process and above all the desire to explore the potential of the Moto Guzzi all the way, without limits. Going back through the stages leading up to production of this model means following, step by step, the transformation of a dream into reality.
The “Style Laboratory” was set up at the beginning of 2002 as a training ground to put the skills and creativity of famous designers, planners and preparers such as Ghezzi & Brian to the test with the aim of designing motorcycles with modern style and technology, but unmistakably Moto Guzzi. All the company’s technological and human resources were made available for the challenge which showed all signs of being both difficult and thrilling. The deadlines were concrete: the models designed, if agreed, must be ready to go into production within two years at most. The technical starting point was the four-valve twin of the Centauro and the six speed box of the V11, for the first time working together.
To say that Ghezzi & Brian had little time to “give birth” to their creature would not be wrong, given that they had less than nine months, from February to November, to present the show-bike at Intermot in Munich. The ideas were very clear. It must be simple, without frills, “pure”. Go back to the very essence of the motorcycle, be easy to ride and have a number of elements such as the exposed mechanics and shaft drive which would communicate the personality of the bike immediately. From a technical point of view, attention was concentrated on ridability and handling. Short wheelbase, excellent balance and racing mechanics were the parameters on which work began immediately and with great enthusiasm.
The prototype had an original and aggressive design, sleek lines and a decidedly sporting temperament in an ultra-modern interpretation of the Moto Guzzi spirit in which the lines reflect the technical characteristics of a bike able to transmit strong emotions. The use of lightweight components such as a swinging fork swingarm in box-type aluminium enabled the weight to be kept down. This lightness, together with the rigidity of the rectangular cross-section steel single spar frame and high performance Öhlins suspension, gives this bike extraordinary handling. The challenge had taken shape. All that remained was to await the judgement of the motorcycling public and press.
The most admired at Intermot 2002.
At Intermot 2002 the MGS-01 made its debut in society. The stand where the bike was displayed became one of the main attractions at the exhibition. The public was enthusiastic. Press reports were flattering. Articles on the bike started to flow into motorcycling sites, praising the beauty of the new Moto Guzzi to an extent that surprised even the design team. Market research commissioned by Moto Guzzi and carried out by CSM International showed that potential sports motorcycle buyers held the MGS-01’s styling in great esteem.This was the stimulus to go ahead – also because customers and dealers wanted the motorcycle to go into mass production as soon as possible. The public and motorcycling enthusiasts submerged the Mandello del Lario company with thousands of requests. All that was left was to decide the technical specifications. The MGS-01 Corsa has more than just breathtaking lines. It is driven by a powerful air-cooled 1,256 cc four-stroke with four valves in Nymonic, with high compression three-segment Cosworth pistons, ceramic-coated cylinders and bushings replaced with bearings.The power of the engine, which “pumps” right from the lowest revs, is backed by top standard mechanics. Precise entry into bends and road holding are guaranteed by the Öhlins upside-down fork. At the rear, there is an extra long swinging fork swingarm (505 mm) in box section aluminium, improving the traction of the rear wheel and transmitting all the horsepower of the MGS-01 Corsa to the ground. The rear single shock absorber is in a vertical position, just behind the engine, to leave room for the 15 litres airbox. Handling is guaranteed by the weight, kept down to just 192 kg, the wheelbase measuring just 1,428 mm, obtained by integrating the gearbox in the timing case, and the ideal weight distribution with a difference of just 200 g between front and back. The Brembo disc brakes with radial mounted callipers are ultra-powerful. Those who have had an opportunity to ride the MGS-01 Corsa confirm that this time appearances are not deceptive.
Project development times.
The project is divided into two phases: A limited series non homologated – for racing use with 122 HP power kit; and the fully homologated production MGS-01 Serie.
Passion as a mission.
The MGS-01 Corsa is a motorcycle with a sporting temperament. It is also a machine dedicated to all riders who love and understand motorcycling, not an over-tuned mass of technology for a limited few. The MGS-01 nevertheless has tremendous competition potential and could well dominate events like the American AMA Championship. A type of race which could also attract an enthusiastic following in Italy too.
Moto Guzzi V7 Sport
Moto Guzzi V50 Special
Norton Dominator 650 SS, VERKOCHT / SOLD / VERKAUFT
Norton Commando 850, VERKOCHT / SOLD / VERKAUFT