Special based on KAWASAKI TRIPLE H1 5oo

Expansion exhausts

DID aluminium rims.

Candy flake special paint

Engine completely checked and crank has new seals

Very nice example of this great bike.

Very nice example of the iconic KAWASAKI 500 H1-B 

As can be seen in very very nice condition as it has been stored dry and warm in a collection.

Just to avoid any risk with dry seals it has new Crank seals as it has been standing still for many years. 

Total engine has been checked and is in perfect condition.

60HP at 7500 RPM

1956 GILERA 175 SUPER SPORT

Engine no.: *189*4529*
Frame no.: *6262*

Engine: Single cylinder 4-stroke OHV
Starter: Kick-starter
Bore & stroke: 60 x 61 mm
Engine Capacity: 172.5cc
Maximum power: 9.1 bhp [HP]
Valve: OHV (Overhead Valves)
Valves per cylinder: 2
Carburettor: Dell O’rto
Cooling system: Air cooled
Ignition type: Dry sump system, with gear-driven pump feed incorporation filter
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Engine/gearbox by gears, gearbox/wheel by chain
Clutch: Multi-plate dry clutch, with adjustable springs and special plates
Gearbox: 4-Speed foot-change
Throttle: Cable operated
Frame type: Seamless steel tubing
Front Suspension: Telescopic fork and shock absorbers
Rear Suspension: Swingarm with hydraulic shock absorbers
Front Brake: Drum, internal expanding pattern Ø 150 mm (6 in)
Rear Brake: Drum Ø 150 mm (6 in)
Front tire: 19 x 2.50“
Rear tire: 19 x 2.50“
Seat: Duck-tail dual seat
Fuel tank capacity: 15 liter (3.5 gallons)
Fuel consumption: 1 liter per 50 km
Top speed: 115 km/h (72 mph)
Weight: 100 kg (220 lb)

This 1956 GILERA 175cc Super Sport is an authentic factory bike and was very advanced for its time. There are only two GILERA 175cc Super Sport registrated in the Netherlands.

Throughout the early 1950s, it was Gilera's racers that grabbed the headlines, taking six individual World Championships and five manufacturers' titles. Although racing generated valuable publicity, it was sales of road bikes that paid the bills. The majority of machines sold were lightweights based on the overhead-valve 125 single that had first appeared in prototype form in 1948.

Developed and enlarged first to 150cc and then 175cc, these simple OHV singles were top sellers throughout the 1950s and into the 1960s, although their high price outside Italy made them a relatively rare sight abroad.

1961 B.M. BONVICINI BOLONGA 83 SORANO

Frame no.: *6262*
Engine no.: -/-
(With Italian Documents)

Engine: Single cylinder 4-stroke OHV
Starter: Kick-starter
Bore & stroke: 49 x 52 mm
Compression ratio: 9.0:1
Engine Capacity: 83cc
Maximum power: 6.6 bhp [HP] @ 7,000 rpm
Carburettor: Dell O’rto
Cooling system: Air cooled
Valve: OHV (Overhead Valves)
Valves per cylinder: 2
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple wet disc in oil bath
Gearbox: 4-Speed foot-change
Throttle: Cable operated
Frame type: Tubular and pressed steel
Front Suspension: Telescopic
Rear Suspension: Mono shock
Front Brake: Drum
Rear Brake: Drum
Front Tyre: 2.75 x 19 Inches
Rear Tyre: 2.75 x 19 Inches
Seat: Dual seat
Fuel tank capacity: 13 liter (3.7 gal)
Top speed: 90 km/h (56 mph)
Weight: 75 kg (165 lbs)

BM Bonvicini & Moto BM appear to be the same Italian marque. There were two other brands with the name BM, see BM (France) and BM (Turin). The founder of BM Bonvicini was Mario Bonvicini (born Granarolo dell'Emilia 1903 - died Bologna 1986), who was a professional and successful motorcycle racer between 1926 and 1930. In 1926, Bonvicini won the Astico-Brenta and the Tre Valli Varesine. In the following season he participated in the Giro d'Italia, finishing second in the first stage, and was tenth in the Giro del Veneto.

After WO-II, in 1950, he started with the production of light motorcycles with German JLO two-stroke built-in engines, as well as some of his own design. 4-stroke models were also introduced in the years 1952/1953. The BM Bonvicini Lusso had a 100cc NSU Fox engine and there were also 125 and 250cc models, the last of which even had an overhead camshaft. Some of the factory output was marketed in Germany under the Tornax banner.

In 1956, the range was considerably expanded with a 50cc model, a 75cc scooter, a 150cc 4-stroke with four gears and a 75cc triporteur. In the following years, 50cc, 75cc, 83cc and 125cc models were sold, included 50cc and 175cc racing machines with frames by Verlicchi. Also a moped. The ‘Jaguarino Turismo’ and the ‘Jaguarino Cross’, both produced by BM Bonvicini, with two stroke engines of 48cc. Minarelli engines were fitted to the Pokerino scooter of 1963.

In the 1970’s BM Bonvicini built various sports mopeds, scooters and minibikes, this time using Morini Franco or Minarelli 2-stroke motors, some with 6-speeds! Moto BM was a past master at choosing fantasy model names like Pokerino, Minotauro and Jaguarino! One of the firm's promotions offered just the two words, 'Ultra Bologna.' The range of models quickly declined in the 1980s. In 1988, the Company closed their doors.

1957 MV AGUSTA 175

Frame no.: *923068*
Engine no.: *923080*

DUTCH REGISTRATION PAPERS

Engine: Single cylinder 4-stroke OHV
Starter: Kick-starter
Bore & stroke: 59.5 x 62 mm
Compression ratio: 6.7:1
Engine Capacity: 172cc
Maximum power: 8 bhp [HP] (6 kW) @ 5,200 rpm
Cooling system: Air cooled
Ignition: 6V-40W
Distribution: Two overhead valves controlled by a camshaft operated by a chain (OHV)
Ignition: Flywheel-magneto, 6V-40W
Carburettor: Dell'Orto 18 mm
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple wet disk in oil bath
Gearbox: 4-Speed foot-change
Throttle: Cable operated
Frame type: Open cradle tubular and pressed steel
Front Suspension: Telescopic fork and shock absorbers
Rear Suspension: Swingarm with hydraulic shock absorbers
Front Brake: Drum Ø 180 mm
Rear Brake: Drum Ø 150 mm
Wheelbase: 1,280 mm
Front Tyre: 2.75 x 19 Inches
Rear Tyre: 2.75 x 19 Inches
Seat: Dual seat
Fuel tank capacity: 14 liters (3.69 gallons)
Fuel consumption: 3 liter per 100km
Top speed: 115 km/h (70 mph)
Weight: 114 Kg (251 lb)
Number of production: 9,500 ex.

One of the most famous names in Italian motorcycling history, the Meccanica Verghera concern can trace its history back to 1945 when the first two-wheeled machine to bear the MV moniker appeared. MV Agusta started with the production of the 98, this was a modest scooter designed to meet the need for cheap transportation, with the MV Company looking to diversify away from its principal base in the aeronautical industry.

MV quickly expanded the model range to include more sporting machines and established a reputation for building winning race bikes. MV officially began racing in 1946 but it was the new 4-stroke 125cc single and 500cc four-cylinder machines of 1950 that put the brand on the map, the latter giving Les Graham and John Surtees world titles. Meanwhile the range of road bikes continued to expand through the 1960s, with MV one of the few Italian manufacturers rising to meet the challenge of the Japanese through diversification.

The 4-stroke 175, launched with little fanfare in 1957, was a conventional but attractively styled machine available in Turismo, Sport and Lusso models and remained in production until 1960. Sold in both pushrod and more expensive single-cam versions, the former offering mechanical simplicity and reliability, the latter a more sporting edge. Both used an open duplex cradle frame with swing-arm rear suspension and a teledraulic fork, along with a unit construction four-speed gearbox.

1956 GILERA 250 “GIRO D’ITALIA”

Frame no.: *15917276*
Engine no.: **25*290**

Engine: Single cylinder 4-stroke OHV
Starter: Kick-starter
Valve: OHV (Overhead Valves)
Valves per cylinder: 2
Carburettor: Dell O’rto
Cooling system: Air cooled
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple dry disc 
Gearbox: 4-Speed, foot-change
Throttle: Cable operated
Frame type: Open cradle tubular and pressed steel
Front Suspension: Telescopic fork and shock absorbers
Rear Suspension: Swingarm with hydraulic shock absorbers
Front Brake: Drum
Rear Brake: Drum
Seat: Duck tail race seat

The machine presented here a very rare 1956 Gilera 250cc from an Italian Motor Museum, with aluminum cylinder was specially built for the Giro D’Italia Milano, by engineering students from the University of Milan. Only 5 or 6 of these machines built by these students exist worldwide. It comes with his official lead seal of the “Giro d’Italia” and his official racing number “52”. This Gilera 250cc Street Racer is in generally excellent condition and after the usual safety checks ready for setting forth on the street again and joining the next year “Giro d’Italia”.

The motorcycle manufacturer was founded in 1909 by Giuseppe Gilera in Arcore. In 1935, Gilera acquired rights to the Rondine four-cylinder engine. It was the world's most powerful engine with 45 kW (60 hp) at that time. The first across-the-frame 4-cylinder motorcycle was the racer 1939 Gilera 500 Rondine. It had double-over-head camshafts, forced-inducting supercharger and was water-cooled, producing 60 kW (80 hp) at 9000 and had a top speed of 140 mph (230 km/h). This formed the basis for Gilera racing machines for nearly forty years. From the mid-thirties, Gilera developed a range of 4-stroke engine machines. The engines ranged from 100 to 500 cc.

After withdrawing from competition in 1957, Gilera changed direction abruptly. They downplayed their hitherto successful line of 4-stroke singles and began to focus on motocross and off-road events in association with independent specialist Elmeca. Sales declined through the 1960s and by 1968, the company was in receivership. The company was purchased by Piaggio in 1969.

Engine: Single cylinder 4-stroke OHV
Starter: Kick-starter
Bore & stroke: 59.5 x 62 mm
Compression ratio: 9:1
Maximum power: 15 bhp [HP] @ 8,800 rpm
Torque / rpm: NA
Engine Capacity: 172.3cc
Distribution: Single overhead cam (OHV) with timing chain
Ignition: Flywheel-magneto, 6V-40W
Spark plug: 1
Carburettor: Dell'Orto 25.2 mm
Cooling system: Air cooled
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple wet disk in oil bath
Gearbox: 5-Speed foot-change with chain drive
Throttle: Cable operated
Frame type: Double cradle tubular and pressed steel
Front Suspension: Telescopic fork and shock absorbers
Rear Suspension: Swingarm with hydraulic shock absorbers
Front Brake: Drum Ø 180 mm
Rear Brake: Drum Ø 150 mm
Wheelbase: 1,280 mm
Front Tyre: 2.75 x 21”
Rear Tyre: 2.75 x 21”
Seat: Feathered cantilever saddle
Fuel tank capacity: 20 liter3(5.28 gallon)
Top speed: 135 km/h (84 mph)
Weight: 95 Kg (209.4 lb)
Number of production: only 6 built
Note: So far known only complete preserved original example

This 1956 MV AGUSTA 175 ‘CSS-5V Regolarità Monoalbero’, here offered is arguably a very rare motorcycle. MV AGUSTA produced the 175 ‘CSS-5V Regolarità Monoalbero’ between 1954 and 1956.

Initially fitted with the 175 ‘CSS’ engine, they replaced it in 1955 with the model ‘175 CSS-5V’. The frame is the series “CSS” with a modified closed cradle, telescopic front fork and raised exhaust system. MV AGUSTA produced these ‘175 CSS-5V Regolarità Monoalbero’ exclusively for the official MV Regolarità team. It definitely belongs to the most attractive MV machines ever built.

Between 1954 and 1956, MV AGUSTA achieved 17 wins in total with the ‘175 CSS-5V Regolarità Monoalbero’. MV pilot M. Fornasari won a Gold Medal on his ‘175 CSS-5V’ during the International Six Days Trial (ISDT), and in general, the MV Agusta Team collected 7 victories.

The MV AGUSTA 175 ‘CSS-5V Regolarità Monoalbero’ were never available on the open market. Between 1954 and 1956, only SIX (..!!!) machines were built, exclusively for the MV Regolarità (‘Regolaristi’) team. As far as we know, only two have survived. The finest one is this one, which is in a beautiful condition and almost original. That makes this MV AGUSTA 175 ‘CSS-5V Regolarità Monoalbero’ a real treasure, a true gem that is missing in any serious MV Agusta collection around the world.

Only in exceptional cases, a copy was occasionally sold between private collectors in the past and as far we know, this is the first time an MV AGUSTA 175 "CSS-5V Regolarità Monoalbero" will be sold . A unique opportunity to become the owner of one of the rarest and most unreachable Enduro machines.

MOTO RUMI 250 ‘FOUR IN LINE’ 

Inline: Four cylinders ‘in Line’ 2-stroke
Starter: Kick-starter
Bore & stroke:
Compression ratio: 10.5:1
Engine mounting:
Engine Capacity: 249.36 cc
Maximum power: 18 bhp [HP]
Power-to-weight ratio:
Carburettor: Four Dell O’rto 18 mm Carburettors
Cooling system: Air cooled
Sparks per cylinder: 1
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple wet disc
Gearbox: 4-Speed gearbox, foot-change
Throttle: Cable operated
Frame type: Tubular and pressed steel
Front Suspension: Tubular swinging arm rear suspension and teleforks
Rear Suspension: Mono shock, Swingarm
Front Brake: Drum
Rear Brake: Drum
Front tire: 2.25 x 18 Inches
Rear tire: 2.25 x 18 Inches
Seat: Duck tail race seat
Fuel tank capacity: ca. 20 liter (5.28 gallons)
 

This very rare 250 ‘Four In Line’ Racing Rumi is a jewel of Italian craftsmanship and Motorcycle performance. The ‘Four In Line’ Racing Rumi 250 is one of only three in existence and was constructed by Giuseppe Fabbri in 1960. Giuseppe Fabbri was a former Gilera agent in Lugo di Ravenna, Italy.

The ‘Four In Line’ Racing Rumi 250 consists two 125 Moto Rumi two-stroke twin engines with horizontal cylinders. Giuseppe Fabbri constructed only 10 ‘Fabbri’ engines: two 3-cylinder horizontal; three 4-cylinder horizontal (including the here presented Racing Rumi 250 of The Amsterdam Italian Motor Museum); two x 4-cylinder V-shape; one 6-cylinder horizontal; one 8-cylinder V-shape. The sound of these machines was surely breathtaking!

The Moto Rumi company was founded in 1914 by Donnino Rumi. ‘Officine Fonderie Rumi’ as they called the company at that time, supplied cast components to the textile machinery industry. At the outbreak of World War II, Rumi became involved in the manufacture of armaments, miniature submarines and torpedoes. The anchor in the Moto Rumi logo reminds us of this period. After the war, Rumi undertook general engineering work and like many Italian companies, chose motorcycles as its next target.

By 1949, the firm unveiled an exquisitely designed laid-down two-stroke twin-cylinder motor of 125cc with a 180-degree crankshaft and shapely unit-construction crankcase. The original Rumis used cast-iron cylinder barrels, and their chassis featured plunger rear suspension with undamped telescopic forks up front, full-width aluminum brake hubs and the motor slung under the frame tubes and held at two points. In 1950, Rumi decided to get involved in the manufacture of lightweight motorcycles. It was also decided to base the powerplant on the horizontal twin two-stroke unit of 125cc capacity. Rumi started manufacturing the Squirrel or Scoiottolo - a pressed steel monocoque body with tubular swinging arm rear suspension and tele forks with 14-inch wheels and three gears.

From 1952, Rumi built a SuperSport version of its twin for road racing with two carburetors, which was superseded by the Gobbetto racer and the Junior Corsa that had a full swingarm frame and serious tuning for its 175cc engine, which was good for 100 mph.

The company participated in a wide range of competitions immediately, including the ISDT (where it won the Team Prize in 1954 with three golds), long-distance races (winning the&

Engine: Two cylinder 2-stroke (twin)
Starter: Kick-starter
Bore & stroke: 42 x 45 mm
Compression ratio: 10.5:1
Engine Capacity: 124.68cc aluminium cylinders
Maximum power: 9 bhp [HP] @ 7.300 rpm
Electrical System: Nassetti magneto, CEV 105 headlight CEV rear light
Carburettor: Dell O’rto UA 18
Cooling system: Air cooled
Lubrication: Wet sump forced circulation with mechanical gear pump
Transmission: Gear primary, chain final
Clutch: Cable operated with multiple wet disk
Gearbox: 3-Speed foot-change
Throttle: Cable operated
Frame type: In light steel tubes
Front suspension: Telescopic fork with springs in the upper part
Rear suspension: With opposing springs protected by rubber bellows
Front Brake: Drum, Aluminum Expansion drum brake Ø 140 mm
Rear Brake: Drum Ø 160 mm
Wheelbase: 1,250 mm
Front Tyre: 2.37 x 21 Inches
Rear Tyre: 2.50 x 19 Inches
Fuel tank capacity: 13 Liter (18 Liter on request)
Fuel consumption: 3.4 liter per 100 Km
Top speed: 115 Km/h (72 mph)
Instrumentation: VDO speedometer calibrated from 1-140 Km/h
Weight: 84 kg
Riding position: 1st series with cantilever saddle, second series with leather Dual seat
List price at that time: 235.000 lire ex-works

This spectacular racing Moto Rumi bought from the first owner, is an ultra-rare Super Sport model and an Italian masterpiece. Beginning in 1949, Moto Rumi built exquisite small-capacity flat two-stroke twins in many forms from 125cc roadster and scooters to 175cc and 200cc road racers and ISDT bikes, all of which were turbine-smooth and faster than anything else in their class.

From 1952, Rumi built the SuperSport model of its twin for road racing with two Dellorto carburettors mounted vertically above the engine and its own design of bottom-link front forks. The racing Rumis were developed by former FN and Saroléa designer Salmaggi, whose tuned version of the 125cc Super Sport motor produced 8 HP at 7,000 TPM and was good for 72 MPH. This ultra-rare 1953 Moto Rumi Super Sport TT Racer is a seldom seen rarity and is an example of Italian race engineering at its very best.

Officine Fonderie Rumi was originally founded by Donnino Rumi in 1914, and it made textile machinery in the 1920s. During World War II, the company then built two-man submarines and torpedoes, supplying the Italian Navy—hence its distinctive anchor logo. Like most manufacturers after the war, Rumi took on general engineering work in 1945, and then, in 1949, developed an exquisitely designed laid-down two-stroke twin-cylinder motor of 125cc with a 180-degree crankshaft and shapely unit-construction crankcase.

The company’s motors were quick and ultra-smooth, and it immediately participated in a wide range of competitions, including the ISDT (where the company won the Team Prize in 1954 with three golds), long-distance races (winning the Liége-Milano-Liége in 1954) and even Grands Prix (taking the first eight places in the 1954 Swiss Grand Prix).