When building a custom lazy or expensive, and retro, that is, not stariway, a good selection of exotic models of the late 80's-early zero.
Bimota Mantra is rare on the roads, but not at auctions. It's not too expensive, but it's pretty and "not like everybody." As in the case of the stones and the oldtimers, the one who decides to use such a machine as a means of transport ......The Red-Carbona Bimota Mantra shepherds. And its kind (beautiful, zar-times!) and location (as it was not in a museum or a quiet street in the centre of Milan, but at the Mr.Moto shop?) and-special-price. For the rarest (454 copies released in the 96-01 years without "heirs" or analogues), the apparatus is in good condition-only 150,000, less than a Ducati M900 of the same year with a similar motor! I didn' t want him that much, but my friend, the Ducati guy, was a good practice. Alas, the next day, by going into the salon to watch him pay attention, he did not see the motorcycle. On the same day, the machine came up on the site of private ads. With a price of $350,000 ...The story is actually ordinary (except perhaps the endings). Exotic devices appear regularly on the market at more than a humanitarian price. This is a real classic, but among the motorbikes at the end of the last century-two and more it has been the following: the chonder VFR750R RC30, RVF750 and NR750, a series of Ducati superbikes (in particular, 888 SP 3), a few original units such as Husqvarna Nox (variant-Limited, for example, Ducati 916 Senna), exotic Bimota Tesi 1D and ... That's all. The rest is regularly raised at auctions, and often at a much smaller price than their much larger peers and classmates. There are several reasons for the sharp drop in value. But almost all of them are reduced to one, the main one: where the less ability of such a machine to perform its utilitarian functions. In particular, due to the rarity of spare parts and "costals". This is particularly the case for the machinery of nonexistent firms. Take, for example, Laverda 668 Strike. Well, you bought it, and then what? On the "iron" of the powertrain, it is still possible something else-the good is different from the predecessors that have been issued since the mid-' 70s. Also on eBay meets plastic, and on the suspension-brakes there is a lot of things coming from the Italian peers. But what about "native" injection? Exactly, to go to a specialist who can (and, more importantly, who has a desire) to deal with him-or be it himself. The same applies to many Bimota models. The same Mantra took the Ducati engine-the truth, the injection on it was not only a connector, but also a "brain", and therefore again requires a special approach. But even if the company is in good health, the old models, which had no "single-platform" analogues, do not have the original parts. Well, you know, but not everything. Thus, Yamaha SDR, two-stroke pre-flow Ducati Monster is equipped with an enduro DT200 engine-but with a different cylinder and release. Yes, and the motor, though unified with the almost mass DT125, because of a different dimension makes them search for details (say, pistons) of the number of analogues, after which they are drunk and scented. There are ambushes and more prosaic. For example, where to take the back 16-inch rubber on a Ducati Paso or 18-inch Honda VFR400? And the sappers on the front of the front suspension of Gilera CX?Another reason for availability is the original expensive model, called, did not go. For example, Kawasaki W650. It's a wonderful classic, a porous and external, and constructive. It's not as loud as the Triumph. And then, after a year, the machine produced a machine, even though it was a falsehood (the chain of the GRM under the lid of a pole; a loose base; a loose rear wheel ...), but a superior "Japanese-dance" on all the TTHs, with a far more imposing "ancestry"-and at almost the same price. Then the machine became the lowdown, and the time was "merged" at the price of Fazer 400. It is only in recent years that the growing popularity of the model as a "donor" for tuning-and caste-projects, called, has restored historical justice. To the owners of the current-and to the discontent of potential buyers. Alas, it's not always budgetary. Some of the machines have lost their value even at a slower rate than their mass counterparts. The example is Italjet Dragster 180, "Sons" of 10 to 15%, and now at least one third more expensive than Gilera Runner FXR with the same engine (and exactly as much as one and a half times the more expensive Ducati M400 the same years and in the same condition). Or take the Honda CB400 Four NC36-the imitation of classic C75067-this day is worth more than the usual "hair-scratching", which is, in no small part, due to the decent condition and mileage of most of the instances. Motorcycles are "nil" expensive because of their youth. The 1980s-especially in Japan-because of the culture. Thus, the price at BDS Ducati auction 750 is twice as high as 851/888 Strad. But regardless of the purchase price, the operation of "eczote" is a very expensive and extremely troublical. Why bother, it is clear: search for details and costsof "ibei", and information-in the speaking forums is a little simpler than the life of a motor or a kastomizer. It's not cheap. Are you going to say the price of Italjet Formula 125 or is there a part of Yamaha GTS1000's suspension? Look, you are horrified. And even more will scare you with the prospect of finding a clever specialist, more specifically, specialists-each particular site has its own masters-and finding them, will break your head about their motivation. You know, a typical mechanic in our country, or too fond of money, or doesn't like to work at all, or both. Are the problems of being being fixed by the charm of such a machine? Yes, and yes. But only if the dream motorcycle is not bought for the last money, it's not the only one in the garage. Wear it in the tail and the mane, and be expensive, and afraid (no one cancers the accident), but to keep the mood "in the mood" is what the doctor ordered. At the end of the day, this is no better and no worse than extreme varieties of hobbies, such as caste-making or restoration. In addition, the "exot" can be the object of the restoration and the "donor" for the tuning. So, you decided to buy it? And even by skilling a bunch of catalos and spending tens of hours (if not hundreds of hours) in specialized forums, have you stopped choosing a particular model? Oh, congratulations. More than one instance of a specific instance. The first is to sieve the small sieve of private advertisements and, to a lesser extent, proposals in mins. The main advantage is the ability to assess the technical condition (there is no way to do without deep knowledge of the model or at least "donor" of aggregates). And if the vehicle "with the rally on the Russian Federation" is an undoubted material benefit, we have the most rapid price. There is a delicious price in the salon-but it is a rarity much more than the stubbornness of another "private", ready to wait for a fan (or still loafers?) to a carrot's shit. Minus this method is a limited offer, and if the machine has already travelled here-usually the "fecundity" of the match, which did not receive proper maintenance. (Especially the latter relates to two-stroke machines). The first is the case with the second technology offered at Japan's auctions and to a lesser extent America-and in European private declarations (here I recommend mobile. (de). The search makes sense to conduct independently-all the main sites have their own updatable sites-but previously. After this, it is better to ask the services of a company trading equipment from these sites. Thanks to smooth shopping-delivery processes such companies and private individuals will save you not only precious time and nerves, but also quite real money. The second way is to order from a Japanese auction. You talk to the importer company, after which, finding the interesting model on the site, call the importer and call the most possible price for you. If the lot does not intercept who is fast, it will be two months later to unpack the machine from the dealer, if you are greedy or willing to find too much, wait for the next auction, the same BDS is held twice a week. Speaking of greed. Due to the weight of the ruble, that for transport, the board to search for copies with maximum estimates-although many details (first of all rubber) will still have to change, serious repair of "exota" will cost much more than savings on purchase. And hurry. I remind you that from July 1, the import of "B/" equipment will be virtually banned. After that-only with tantalum flour of bureaucratic procedures "certification of a single vehicle". So think fast. Unless you decide to use the schemes known to the "right-wers" as "the designer" and "samovar". Or to search for the remains of the over-instance on the territory of the Russian Federation-under restoration or stone-up. The way to import parts and tuning is not changing yet. I am deliberately not calling the price of the mentioned models. Unlike the "Mas-market", where each apparatus is in principle a price, it is dispersed many times higher and depends on a lot of factors, not the last of which is the position of the stars in the seller's head. Like the notorious BMW R35 in our villages: one is ready to part with them for a bottle of good vodka, and the other will request R 1200 R and half a district center. Bimota Tesi 1D is impressive with design, design and price. The Giliera Saturno 500 is more likely to be met in Japan than in the homeland. The Gilera CX125 with the console pendant is inexpensive in maintenance and tuning, but is very hard work in the repair and search of spare parts. Yamaha SDR, a small and hysterical ancestor of Ducati Monster. Yamaha R1-Z exotica is only for us, "there" is a very common and inexpensive offer. Honda CB400 Four (NC36) is unified with a normal "truck" of 70 percent. Honda RVF 750 RC 45 roads even in "killed" condition. Kawasaki W650 has significantly risen in recent years. Moto Guzzi Daytona 1000 is one of the few "exotic" that is appropriate "every day". And there was also the 1100 Sport version with a simple and unbowed two-valve. Buell X1 Lightning-"rabid Sportster" for the price Fazer 600. The Cagiva Mito 125 is not very reliable, but it looks like Ducati 916 and is much cheaper than Aprilia RS125. Laverda 750 Strike Cafe is not uncommon for its time, except for both the spare parts and the spare parts.