TRIUMPH 900 THRUXTON 2014 FOR SALE BRITISH RACING GREEN $5,500

Posted on July 25, 2018January 30, 2020 by Steve Carpenter

25 Jul

Here we are with a British Racing Green Triumph Thruxton 900 Motorcycle for sale, this is a super fun machine with only 6500 Miles on the clock and makes for a super deal for some one out there. $5,500.

The bike is all stock and is a fun machine that starts right on the button, you can ride as is or customize it to your own tastes etc, it rides like a Cadillac and the gear shifting is such a smooth transition, so easy to ride and many girls are using these bikes as they are not heavy compared to the Japanese machines and sit lower too.

I purchased it from a Customer that was moving and thought I would offer it on here as many people ask me about the bikes for sale.

So-.when a manufacturer reproduces a classic look while blessing it with contemporary technology?

Well, I do, so you can imagine my delight when I laid eyes on the Thruxton 900 from Triumph. From the bullet front fairing, across the knee-dent fuel tank to the tail fairing, this bike embodies the 1960’s cafe’ racer vibe, and Triumph furthers this historical connection by naming this model after the famed Thruxton Race Track. Best of all, the retro good looks are backed up by subtle improvements, such as the fuel injectors hidden in the ’carburetors’ and disc brakes instead of the old drums, among others that I will touch on later. Overall, the factory designed this bike to serve as a daily commuter/weekend burner with a liberal dose of nostalgia added.

YEAR: 2014 Make: TRIUMPH Model: THRUXTON :

Engine: Air Cooled- DOHC: Transmission: 5 Speed: Horsepower RPM : 68@7400: Torque @ RPM: 51@5800: Displacement: 865cc

Fuel Consumption MPG: In Town – 43: On Highway 57

Triumph kept many of the design aspects from the original, Bonneville-based cafe’ racers of the 1960s, at least in spirit.

A small bullet fairing protects the headlamp nacelle and the handlebar-mounted gauges, but little else as it is not quite as large as what the ’old boys’ ran back in the day.

The fuel tank is the classic design that actually has the knee dents in it, yet it still manages to hold 4.2 gallons of fuel, which puts the capacity just below that of purpose-built tour bikes.

I love that they used this tank, because I always feel a bit cheated when I see a ’Trumpet’ out and about, and upon closer inspection discover that the “dents” are actually a painted-on effect. Rear-fairing design is also true to history with the classic, tapered rear over-the-fender design. Personally, I have always preferred the fenderless style, but I have to concede that this design has a more practical function during road use. I have personally owned Three Triumph Thruxton’s and they sure are a blast to ride.

Wheel design provided Triumph with another opportunity to blend aesthetics and function. The factory started with aluminum rims to keep the unsprung weight low, and then graced them with chromed wire spokes.

I always have liked laced wheels (except when they are on the truing stand!), and these certainly add another touch of class to an already classy bike. Dual-piston Nissin calipers work with the single 320 mm front and 255 mm rear brake discs, and while I can appreciate Triumph wanting to keep the wheels as clean as possible, I think that I would prefer to have dual front brakes.

Having said that, with a curb weight of only 507 pounds this brake configuration should be sufficient to provide ample control of the bike.

The factory used 41 mm KYB front forks with chrome KYB adjustable shocks in the rear, with over four inches of travel at both ends to soak up the bumps and shocks of the road before your kidneys do. With an overall length of 84.6 inches and a 58.6-inch wheelbase, this bike is kept within the rather compact outer dimensions established by earlier cafe’ racers.

The beating heart of the bike will look familiar to old-school Triumph fans, like a page torn from history. An 865 cc, air-cooled, DOHC, parallel-twin engine generates 68 horsepower and 51 pound-feet of torque, and does it while maintaining that classic look established by its predecessors and meeting the stringent requirements for the Euro 3 emissions rating. Part of this is due to the electronic fuel-injection system cleverly hidden away within the ’carburetor’ throttle bodies. I think the carburetor camouflage is a nice touch, and I applaud Triumph for spending the money to design function around form to keep the engine/carb/airbox area looking as faithful as possible.

This engine, coupled with the five-speed transmission, delivers a reported mileage of 43 mpg in the city and 57 mpg at 56 mph, or slightly slower than typical U.S. interstate speeds. Good mileage and the 4.2 gallon tank means that you can pass the gas stations with confidence whether you are burning up the roads around town or stretching your legs (figuratively, please note footpeg position!) on the interstate for a weekend jaunt.

Above, this bike shows the actual low mileage, the bike fires right up, runs smooth and is all stock factory parts on this 900, easy to ride and maneuver.

The Bikini Front fairing keeps the bugs and buffeting away from you and also gives it that Yesteryear look of the Classic Cafe racers of the day running from The Busy Bee Cafe to the Ace.

A Great bike for the money, pay and ride off into the sunset. 714-598-8392 call or text me if you are interested in this 2014 Triumph Thruxton. Have Title in hand.

$5,500 Out the Door.

Specs

Engine Type:	Air-Cooled, DOHC, Parallel-Twin, 360-Degree Firing Interval
Displacement:	865 cc
Bore/Stroke:	90 X 68 mm
Fuel System:	Multipoint Sequential Electronic Fuel Injection With SAI
Exhaust:	Stainless Steel Headers, Twin Chromed Upswept Mufflers
Final Drive:	X Ring Chain
Clutch:	Wet, Multi-Plate
Gearbox:	Five-Speed
Oil Capacity:	1.2 US Gals
Frame:	Tubular Steel Cradle
Swingarm:	Twin-Sided, Tubular Steel
Wheel Front:	36-Spoke 18 X 2.5 Inch, Aluminum Rim
Wheel Rear:	40-Spoke 17 X 3.5 Inch, Aluminum Rim
Tire Front:	100/90 R18
Tire Rear:	130/80 R17
Suspension Front:	KYB 41 mm Forks With Adjustable Preload, 4.72 Inch Travel
Suspension Rear:	KYB Chromed Spring Twin Shocks With Adjustable Preload, 4.17 Inch Rear Wheel Travel
Brakes Front:	Single 320 mm Floating Disc, Nissin Two-Piston Floating Caliper
Brakes Rear:	Single 255 mm Disc, Nissin Two-Piston Floating Caliper
Instrument Display/Functions:	Analogue Speedometer And Tachometer With Odometer And Trip Information
Length:	84.6 Inches
Width (Handlebars):	32.7 Inches
Height Without Mirrors:	43.1 Inches
Seat Height:	32.3 Inches
Wheelbase:	58.6 Inches
Rake/Trail:	27 Degrees/97 mm
Fuel Tank Capacity / Efficiency:	4.2 Gallons
Wet Weight (Ready To Ride):	506 Pounds
Maximum Power:	68 Brake Horsepower at 7400rpm
Maximum Torque:	51 Pound-Feet at 5800rpm
Fuel Efficiency:	43 mpg City / 57 mpg Highway *Estimated From Fuel Economy Tests On A Sample Motorcycle Conducted Under Ideal Laboratory Conditions. Actual Mileage May Vary Based Upon Personal Riding Habits, Weather, Vehicle Condition, And Other Factors.

Kingstons Customs Creating Excellence once again.

Posted on July 19, 2018January 30, 2020 by Steve Carpenter

19 Jul

Sometimes a machine will come along and your jaw will drop to the ground, hitting the concrete with an undeniable Thud! You get Starry eyed and begin to sweat profusely, and today is that day, I mean, first of all just listen to this Motorcycle, what an awesome piece of work.

Another style thats new and old at the same time, artistry at its most excellence, I have not seen a motorcycle that personifies engineering beauty such as this Deutschland machine.

I dont have any good shots of this, so am going to leave it up to BIKE EXIF to show you what they thought when they went out to see this great contraption of 2 wheeled ingenuity and am sure you will be picking your lower lip up off of the floor too.

THERE ARE ONE hit wonders, and then there’s Dirk Oehlerking. The German custom builder can’t put a foot wrong, churning out hit after hit from his Kingstom Custom garage.

There’s one Kingston classic BMW in particular that really left a mark on the scene: an R80RT with intriguing bodywork, dubbed ‘White Phantom.’ Dirk has now followed it up with an even more impressive, broodier sibling, just to prove that he can; meet ‘Black Phantom.’

The idea was sparked when BMW staffers Ola Stenegärd (now at Indian), Christian Pingitzer and Roland Stocker told Dirk it would be impossible to improve upon the White Phantom’s design.

“I never intended to top the White Phantom,” he says. “I just wanted to provide the bike with a companion—a sibling. White and Black, two that belong together, like Yin and Yang. Phantoms that appear from nowhere, that take your breath away, and then disappear again.”

There’s a clear stylistic connection between the two BMWs—but they’re actually very different machines. Dirk took a fresh approach with the Black edition, setting some very specific goals in the process.

For starters, he set out to build it without any elaborate frame mods—so that meant no cutting, grinding or welding. He also decided to stick to BMW parts wherever possible, and to limit the use of high-end tech.

Since Dirk’s wrenched on countless classic BMWs, he’s amassed a collection of leftover parts. Every BMW component on the Black Phantom was salvaged from his own workshop, and dates between 1951 and 1979.

The rolling chassis is an unmolested BMW R75 frame, mated to an R80/7 final drive and R80RT shocks. BMW R100RS forks have been grafted on up front, and modified with a skinny external springer system. (They’re also sporting the fork brace from an R75/7).

There’s a 21” front wheel, borrowed from an R80G/S, and an 18” rear wheel, taken from an R75/6. Tires are from Shinco (front) and Metzeler (rear). The twin brake discs are off an R100RS.

Powering the Black Phantom is the air-cooled boxer motor from a BMW R75. It’s hooked up to a five-speed R80/7 transmission (to match the final drive). The carbs are Bing 32s, but you’d need to lift up the seat to identify them: they’ve been relocated, and are now connected to the heads via custom tubing. Elongated Hoske silencers add an extra dose of class.

But it’s the hand-formed bodywork that steals the show. Unlike the White Phantom, the Black Phantom’s shell extends all the way to the back, enclosing the rear wheel. It’s all been shaped from 2 mm thick aluminum, and it’s loaded with little details from front to back.

Up front, there’s a cutout for the engine, and a pair of beautifully crafted ducts. On the sides you’ll notice a pair of mesh-covered intakes, and you can even spot a Magura choke lever mounted on the right side. Unscrew a single brass fastener, and the leather seat flips up to reveal the carbs and battery.

There are more hidden gems behind the rear number boards. Both of them are hinged, and open up to reveal leather tool pouches.

Opening the left side also gives you access to the fuel cap. The actual fuel tank is a one-off aluminum unit, mounted low down and good for 15 liters. Dirk’s installed a new fuel pump to get the gas where it needs to be.

The Black Phantom’s finishing kit is a mix of more Beemer parts, and a few choice aftermarket goodies. The foot pegs and controls, brake light switch, handlebars and ignition are all from various boxers. The clutch and brake levers are universal aftermarket numbers, and there’s a pair of motogadget bar end signals.

Dirk turned to MMB to create Black Phantom’s very own set of custom dials. Up top, you’ll find a speedo, tacho, oil pressure gauge and voltmeter. On the sides, there’s a pair of original R51 roundels, backed by LED rings. As for that tiny screen above the headlight—it’s a yellow replacement goggle lens.

The livery is as timeless as it gets: black, with gold pin striping and brass details throughout. The whole package feels like an art deco concept dragged from the Bavarian marque’s archives. But it’s actually the product of one man’s imagination—and his blood, sweat and tears.

Dirk’s just unveiled Black Phantom at the Wheels and Waves festival in Biarritz—in front of Ola Stenegärd and a host of other industry luminaries. Hopefully they’ll tell him he can’t build a third Phantom—just so we can see what he produces.

Kingston Custom | Facebook | Images by Ben Ott

My 1928 FORD AV8 Roadster

Posted on July 13, 2018January 30, 2020 by Steve Carpenter

13 Jul

Well, Hot Rods really are never finished, you just continue to wrench, change looks and idea’s etc and thats what I love about Hot Rodding, My 1928 Ford Roadster is no Show ride, it is no super high Dollar Performance machine, nor is it a trailer Queen either.

What it is, well- To me anyways, is a Nostalgic styled AV8 Hot Rod that you would of seen on the streets on Southern California back in the late 1940’s.

It is something I really have a passion for since I was a Teenager. lucky for me I had a Three Window Coupe in the UK but my Dream was a Roadster and to have one in California, so dreams do come true and wanted to share my little Model A machine with you.

This is a real Henry Ford Body and Chassis, and the stance I have as you see it here is right on the money, have a look at many Vintage pics and you may see a late 1940’s Roadster similar to mine, I wanted to keep the Side Aprons on, these are the step covers that your fenders bolt to. Below is Jack Mickleson’s Roadster in about 1942. I think it was the last dry lake run before World War 2 was underway, I believe Don Francisco owns it but have yet to see if this Roadster survived.

Back in the day, the Hot Rodders would drive to the Dry lakes such as Harpers, Muroc or the famous El Mirage and then strip the fenders and head lights off as well as the windshield and then see how fast they could run on them dried out lake beds.

This is how she is right now, still may change a few little things and then fine tune all the time, I am hoping to eventually Louvre the front hood and the rear Rumble Seat lid.

I used a Genuine 1932 Grill and Shell and fitted the Model A Hood to it with Old style belts, then used one of Limeworks Stainless Steel dropped headlight bars with stock Model A Lights.

Shorty shocks up the front soak up as much as possible, dropped I-Beam front axle sits this front end just how I want it , I then made a Spreader bar to complete the Nostalgia going.

Not as powerful as the locomotives behind me but eventually I shall build a Hopped up Flathead for this Jalopy, right now it has a 1939 24 stud mill with Edelbrock Heads.

I shall be shortening the exhaust pipes, I did have the original Bumpers on there when the exhaust set up was made, but shall cut them back and may make a Nerf Bar for the rear.

She is sat on a set of Kelsey Hayes wire Rims with Vintage style Firestone 16 inch tall tires and it is fun to drive, she tracks a little on the freeway but thats the feel I wanted.

I have a chopped Stainless Steel windshield, another common touch that was done in the day and of course sit lower now else my head would sit up too high. LOL

it is always fun to take out, this place isnt that far from me and wanted to try and take some decent pic’s, im no pro at this but I am really happy at how these came out.

She runs stock pistons but New and right now a stock cam, later I hop to build a little growler motor that has an Isky Cam, just to get me out of trouble if I need it.

Plenty of old freight train and shunting lines around where we live and whats great is to think about 70 Years ago, this was full of Dairies, fruit trees and Flathead Motors.

Sadly, more common than not, all you will see these days is Graffiti, personally not a fan of it at all, but as it was close to the color of the Roadster, I thought a photo Opportunity awaits.

One hauls freight and the other hauls Arse!!! LOL!

Sat patiently awaiting me to jump in and stamp the right pedal and head back home, so much Hot Rod History in and around where we live in La Mirada.

A great ride and more to do, I have a Columbia 2 speed rear end for it, but have to send it away to get Bullet Proofed, not cheap but that will give me a good overdrive.

Long way to go as I would like to have Oxblood Leather interior, but for now this old Naugahyde will suffice as leather is not cheap.

Hot Rods and Trains have always gone together like peanut butter and jelly sandwiches, Hot Rods use to try and race the train if there was a good straight away.

VHRA Vintage Hot Rod Association of which I joined in the 90’s back in the UK, huge part of my life to be honest and going so strong there today.

I shall always keep this Roadster, I drempt about one as a kid and here I am 5400 miles away and living that dream , totally amazes me sometimes and have to pinch myself.

I have always liked vintage stuff, be it Hot Rods, Motorcycles, Juke Boxes, Chris Craft Boats, Spitfires, Hurricanes, Thunderbolts to Dakota’s, Vintage is in my blood I guess.

Hope you like my little 1928 AV8 Roadster? I really have fun with this and enjoy the experience of feeling what a traditional Hot Rod feels like to drive and work on.

Maybe some of you can relate? As I have spoken to a few people that have Motorcycles and Hot Rods, it is a fun and to me, a therapeutic Hobby.

I will still be working on this for many years but enjoying what i do, some things work and then sometimes they dont but, mechanical parts are great to work on.

I shall be selling Hot Rod parts and Apparel so will be revamping the website a little, stay tuned to the site if you want to see what I do to this Model A Roadster of mine.

Thanks for reading my Blog today, I enjoy doing it and people often email me to say that they like looking at what I am up to out here in La Mirada.

Let me know if you have a cool ride, love to see what you are creating and of course having fun in these days, I always have a smile on my face driving the Roadster, sometimes bugs too.

Have a great weekend and enjoy life to its fullest.

Engaged to Death 1957 Movie

Posted on July 12, 2018January 30, 2020 by Steve Carpenter

12 Jul

“I fidanzati della morte” is a movie shot in the motorcycle racing world by Romolo Marcellini, famous for his Oscar nomineé 1960 documentary “The Great Olympics”. The film has been forgotten for nearly 60 years. After its first release in 1957 it literally vanished without leaving a trace, except from some books and articles reminding of it as the “first great motorcycling movie”. “I fidanzati della morte” is a tale of love, rivalry and passion set in the 50s madcap world of motorcycle speed races, shot on the occasion of the main competitions of that time, such as the real Monza’s MotoGp and the last edition of the legendary Milano-Taranto road race. It also features some very rare footage of the Moto Guzzi wind tunnel and factories in operation. Furthermore, in the movie it is possibile to enjoy images of the Italian 50s wall of death, of motocross competitions and of crazy sidecar races on dirt tracks. Most of all, the movie features, alongside popular actors Rik Battaglia and Sylva Koscina, many of the most important champions of those years: Geoffrey Duke, Libero Liberati, Bill Lomas, Enrico Lorenzetti, Reg Armstrong, Stanley Woods, Ken Cavanagh, Dickie Dale, Thomas Campbell, Pierre Monneret, Albino Milani, Walter Zeller, Bruno Francisci, all of them riding amazing Moto Guzzi, Gilera, Mondial and Norton bikes with the so captivating and dangerous dustbin fairings that ended up being banned in 1958.

It’s as if nowadays a director shot a feature narrative film, starring Marc Marquez, Jorge Lorenzo, Valentino Rossi, Daniel Pedrosa and Andrea Dovizioso as background actors! “I fidanzati della morte” is able to bring the audience back to the real atmosphere and colors of motorcycle racing, motors engineering, looks and fashion of the 50s, when Moto Guzzi and Gilera ruled the MotoGp with their so uniquely creative and performing machines.

A movie like no other in its genre, recovered and now restored for the first time by Rodaggio Film, an italian film distribution company working with motorcycle themed movies, thanks to a successful crowdfunding campaign with thousands of supporters from 22 countries and the precious help of authoritative testimonials such as the 15 times world champion Giacomo Agostini, Paul d’Orleans aka The Vintagent, the french artist Lorenzo Eroticolor (who created the art for the new poster and DVD cover), the writer and Moto Guzzi lover Melissa Holbrook Pierson and many others. “I fidanzati della morte” bears unique witness to the international motorcycling’s golden age and to an exceptional season of Italian excellence, innovations and challenges in the thrilling world of two wheels.

The project took almost three years to be completed. The restoration process was based on a positive copy coming from the main Italian film archive, the Cineteca Nazionale. After some time the precious original negative, once thought lost in a fire, was found in a laboratory in Rome. Unluckily the film material was partially burned, but most of it was in good condition and has been used as the main reference for the restoration process. The film has been first physically repaired and digitally scanned, then cleaned frame by frame and color corrected. The sound has been digitally restored and improved as well. All the restoration work was carried out by the world famous Immagine Ritrovata Laboratory, in Bologna, Italy.

The movie is now available for festivals, public screenings in cinemas, motorcycle events, and for purchase on VOD and on DVD, coming in a precious case along with a book containing articles about the 50s motorcycle racing world, by some of the most prominent Italian motorcycle journalists. The DVD also features some extra contents such as rare footage, found among discarded film materials, from the now lost English version (titled “Tornado on Wheels”!) and the testimonial videos and interviews to Giacomo Agostini, the 9 times world champion Carlo Ubbiali, Paul d’Orleans, Melissa Holbrook Pierson, Livio Lodi, curator of the Ducati Museum, Paolo Sormani and the world famous moto customizer Roberto Totti.

The movie is available with English, French, Spanish, German and Portuguese subtitles on DVD on the Rodaggio Film Online Shop at this link: http://www.rodaggiofilm.com/prodotto/fidanzati-della-morte/

Director Biography – Romolo Marcellini, Restoration management by Rodaggio Film

William Dunlop killed in crash at Skerries 100 road races

Posted on July 7, 2018January 30, 2020 by Steve Carpenter

07 Jul

Northern Ireland motorcycle racer William Dunlop has been killed in an incident at the Skerries 100 road races in County Dublin on Saturday.

Dunlop, 32, was taking part in practice for the event when the crash happened.

The Ballymoney man was a member of the renowned Dunlop family and was a winner at the North West 200 and Ulster GP.

William’s father Robert died as a result of an accident at the North West 200 in 2008, while his uncle Joey was killed in a crash in Estonia in 2000.

Joey holds the record for the most Isle of Man TT wins with 26, while William’s brother Michael has registered 18 wins at the event over the Mountain Course.

William has also competed regularly on the Isle of Man but sat out this year’s races after coming home during practice week to be with his pregnant partner Janine.

Dunlop indicated after the event that there had been concerns about a 20-week scan but that the situation had improved and the couple were looking forward to the arrival of their second child.

Photo by Stephen Davison

A statement released by the Loughshinny Club, the organisers of the Skerries 100, said that they “deeply regretted that William Dunlop has passed away following injuries received in a tragic accident that occurred during practice which took place today, 7 July 2018”.

“The Loughshinny Motorcycle Supporters Club extends their heartfelt sympathy to William Dunlop’s family and friends. Our thoughts and prayers are with them at this very sad time,” the statement continued.

It is understood that William was taking part in an Open race practice session on his Temple Golf Club-backed R1 Yamaha when he crashed at the Sam’s Tunnel section of the 2.9-mile circuit on the third lap around 17:00 BST.

Red flags were immediately displayed to halt the session and medics and Gardai attended the scene.

Distinguished road racing career

Dunlop began racing in 2000 and accumulated 108 Irish National Road Race wins during a distinguished career, including 15 at the Skerries circuit which ultimately claimed his life.

Photo Derek Wilson Photography

The elder of Robert Dunlop’s sons rode for many of the leading road racing teams, including Hector and Philip Neill’s Tyco-backed TAS Racing team, Shaun Muir’s Milwaukee Yamaha outfit, Wilson Craig Racing and most recently Tim Martin’s Temple Golf Club Yamaha team.

He achieved four wins at the North West 200, including successes in the 125cc and 250cc races in 2009, a Supersport triumph in 2012 and a Superbike victory in 2014.