Used Vehicles in Newark-on-Trent, Nottinghamshire

Ducati MHR
Superb condition
One of the VERY best available
Wonderful motorcycle solid investment committed riding position

FULLY UK LICENSED
WILL BE SUPPLIED WITH FRESH MOT




Model History
The Ducati 900 Mike Hailwood Replica was first shown at the end of 1979, it was really intended as a bike for the UK market to satiate demand after the popular Hailwood win at the TT.

Though it was largely similar under the skin to the regular Ducati 900SS, the Hailwood Replica did have a couple of tricks up its sleeve – it was fitted with appreciably larger Dell’Orto carburetors than the normal bike at 40mm vs 32mm (earlier examples of the 900SS had the 40mm option also), and there were no air filters – just a wire mesh over a velocity stack. The exhausts use twin straight through Conti mufflers, replacing the far quieter and more neighbor friendly silencers on the 900SS.

Internally the engine is the same as the 900SS, it’s an air-cooled 90 degree L-twin with a capacity of 973cc, an 88 x 80mm bore x stroke, a 9.3:1 compression ratio and it has a 5-speed gearbox.

As a result of the bigger carburetor and more performance oriented exhaust, the bike delivered 76 hp at 6,700 rpm, it has a kerb weight of 195 kilograms, and it offers a top speed well in excess of 130 mph. These were significant figures in the late-1970s.

Over the course of the 1979 to 1986 production run Ducati sold over 7,000 examples of the 900 Mike Hailwood Replica, bringing in much needed revenue for the struggling company. Today the surviving examples are steadily rising in value.

This machine

Frame number 984169 engine 96509 indicates this motorcycle was manufactured in early 1983, originally shipped to Japan. Imported into the UK it was given the age appropriate A registration and spent the last few years in the beautiful county of Cornwall. Presented for sale in 2019 at the prestigious Bonhams auction it attracted a lot of interest and was acquired by MIS. Whilst is came with service history and a fresh no advisory MOT it has been given a full service and presents in superb condition with a mere 9600 klm. It even has the bevel gazer recently installed - pointless but very cool.

The real deal. The MHR is a fabulous motorcycle for the enthusiast presenting an involving and challenging machine, and that's just to get it started. We have one in our workshop that we are restoring but its a long process, this bike came to us in very good condition but we have further improved it to where it is looks terrific. It's not concourse but its very close and its just terrific.

Moto Guzzi Le Mans
£17,500.00

NOW AVAILABLE FOR SALE IN OUR SHOWROOM

£6k on original restoration
New electronic Ignition
New Tyres
New MOT
Best in the world ... possibly

FULLY UK LICENSED



Moto Guzzi Le Mans mk1. The most beautiful motorcycle ever made ?



Model History



The Moto Guzzi Le Mans was first manufactured in 1976. It was named after the 24-hour motorcycle endurance race at Le Mans in France.

The original 850 Le Mans was a café racer with clip-on handlebars and a bikini nose fairing, but later models were developed as sports tourers with a three-quarter fairing. A marketing success, the Le Mans competed against Italian superbikes from Ducati and Laverda. The Le Mans spawned several successor models, a final version appearing in the late 1990

The Le Mans 850 café racer, or Le Mans Mark I (never officially labelled Mark I), was first shown at the Milan motorcycle show in November 1975, and sales began in 1976. Like the 750S and the 750 S3, the Le Mans 850 was developed from the 53 hp V7 Sport model of 1971, but power was increased to 71 hp. The power output measured at the back wheel was 71 bhp, giving a top speed of 130 mph. compared to its roadster sibling, the T3, the Le Mans had higher-compression domed pistons, larger engine valves, and Dell'Orto 36 mm pumper carbs with filterless velocity stacks.



The Mark I had two production runs with slight modifications. The first run, Series 1, had a round CEV tail light and continued until at least September, 1976, but fewer than 2,000 of these were made. The Series 2 run totalled some 4,000 bikes and had these modifications: a De Tomaso-designed rectangular tail light, a modified rear mudguard, black fork sliders and a more generous dual seat. The seat was a one-piece item of injection-molded foam. Most Le Mans 850 bikes were red and black, but a few were metallic blue, and even fewer were white.



This Machine

Stunning. Mk 1 series 2 genuine bike. Had around £6k spent on it in the past few years. Receipts for work undertaken are available. . Currently in the showroom pining for the open road. Will be fully serviced (yet again) prior to delivery.

Suzuki Re5a

£17,500.00

SUZUKI RE5A : SUPERB CONDITION

Fully restored
Fully serviced
Supplied with new MOT

Wonderful condition following a horribly expensive restoration by MIS.. it was a labour of love (and Money)).
All new chrome and well just take a look at it
Very low mileage example
The best in the world ? probably not but we've not seen many better.

This machine
Here is something very special. Acquired by MIS a couple of years ago we have spent a small fortune getting this bike to the condition you see today. This has included over £2.5k on chrome plating alone, all chrome and the fabulous instrument cluster look perfect.

Model History

Suzuki only made the RE5 for a couple of years back in 74 when many car and motorcycle manufacturers thought the rotary engine was the way forward. Suzuki went full speed ahead with development as they wanted to be the first to add a rotor powered motorcycle to their lineup, it was a decision that almost bankrupt Suzuki. Sales of the new "M" model flopped, later in desperation Suzuki released the "A" model that was a little more conventional with it's instruments and slightly improved, that also failed to attract new buyers of this futuristic machine, quietly Suzuki dropped it from their catalogue.

Thirty odd years later classic motorcycle enthusiast are only recently appreciating the rare RE5, this has made it highly collectable and pushed up values of good well maintained running machines.

Honda CB750 Phil Read factory replica. CONCOURS
£17,500.00

Probably the best example in the world
FULLY UK LICENSED

More pictures : https://youtu.be/LVCTqbIEZOs

MODEL HISTORY

Motorcycle manufacturers are all ‘for profit’ organisations and any trick they can employ to shift a few more bikes they will undoubtedly take, limited editions are one way to go and other is the ‘race replica’ and here you have one of the very, if not the very first examples of the breed.

In order to celebrate their Isle of Man TT victory Honda decided to have a series of race replicas built, so they commissioned Colin Seeley’s legendary company to convert otherwise stock CB 750 F2s into official Phil Read Replicas.

Seeley’s team fitted a double beam full fairing with Cibie headlights, a hand-formed 5 gallon alloy fuel tank, racing-style rear sets, a new single seat and rear cowl, a custom high-performance exhaust, and it was all finished off in the same red/white/blue colour scheme used by the Honda Britain Racing Team.

Only 150 or so bikes were built before a disagreement between Phil Read and Honda killed the project. Colin Seeley remained undeterred, and slightly redesigned the model, then continued selling it as the Honda Britain, with Honda selling them as the CB750SS.



This machine.
Oh my, here’s something a little special. I spend an unhealthy amount of time looking at motorcycles, I believe that the way a motorcycle looks is only slightly less important than how it actually performs, particularly in the classic sector, as most modern 500cc motorcycles will easily outperform anything you might find in our show rooms (OK the Ducati Matrix has raised an objection). Most people (myself included) spend more time looking at their classic bikes than (heaven forfend) riding them. I therefore would contest that this motorcycle is kinetic art, I never get tired of looking at it and frankly feel I would be perfectly in my rights to charge people to sneak a peak at this beauty.

I would love to claim that we rescued this bike from a hedge in outer Mongolia and restored it totally ourselves, but that dear reader would be a lie, and the one thing we don’t do at MIS is lie. This I purchased as auction a couple of years ago, it was pretty much exactly the same as it is now, we have simply run an oily rag over it to make sure its spot on and my word this bike is spot on. It comes with a huge amount of paperwork detailing its authenticity and prior work, this bike truly has pedigree. You will notice there are no indicators and there are no mirrors, presumably the theory being you’re going racing not shopping and you only need to worry about what is in front of you. We have the original indicators that were sold with the bike and mirrors are available should they ever be needed.

Simply the best.

Triumph Bonneville Silver Jubilee 1977
£14,750.00

NOW AVAILABLE FOR SALE IN OUR SHOWROOM

NEW OLD STOCK MOTORCYCLE

NEVER BEEN RUN SINCE LEAVING THE FACTORY

6 MILES ON THE CLOCK

Triumph Bonneville Silver Jubilee 1977: The Best of British -


Model History
To coincide with celebrations in Britain marking the 25th year of Queen Elizabeth II's reign, Meriden hit on the idea of a special edition of the Bonneville. It's distinctive trim featured silver, as well as patriotic red, white and blue. Originally it was announced that the Jubilee Bonneville would be made in a limited edition of 1000 and the first batch side panel badges bore the legend "One of a Thousand".

However, demand for the machine was sufficient to persuade the Cooperative to release a further 1000 T140 J's with the wording altered to read “Limited Edition ". A further batch, generally agreed to have been about 400 machines, were produced for the International market, being Canada, Australia and New Zealand.

The wording on the side panel badges, again being altered to read "Limited International Edition". Each machine was sold with a certificate of authenticity, which differed between the U.K. and U.S. markets. (The US. documents were slightly more elaborate than the UK version, and embossed)

The Jubilee appealed to collectors who wanted a machine as much for ornament as for riding, or as a sentimental souvenir of a British motorcycle industry which in 1977 looked set for extinction. As a result, a high proportion of T140J's have remained in totally original condition.

Engine numbers on the Jubilee followed the same sequence as the other models models but with a J suffix (e.g. GP84166J). For 1977 engine numbers began at GP84166 on the 16th June.

All outer engine cases, primary drive cover, gearbox outer cover and timing cover were finished in bright chromium plate, applied on the aluminium alloy.

The Jubilee introduced "upside-down” girling gas shock absorbers fitted with their pre-load adjusters uppermost. Like the standard oil-damped units, they featured chrome springs. Probably wisely, the factory opted not to change the black enamelled finish of the Jubilee's frame and swinging arm.

The wheels on the Jubilee were clearly different in terms of finish. Instead of being in plain chrome, each wheel rim had a blue central band with white inner and red outer pin striping, painted over the plating.

The Jubilee's original tyres were a Dunlop K91, 4.10 x 19in at the front and a 4.25 x 18in at the rear, with red lining and directional arrows on the sidewalls.

The Jubilee's seat was the first of a design which would (apart from the special colours) become standard on all Bonnevilles for the following year. The familiar aeration on the seat top had gone, replaced by a narrower crosshatched panel. On the jubilee the panel was covered in blue vinyl along with the rest of the seat. Red piping ran round the top perimeter of the rear portion before running downwards along the sides and looping back up towards the front of the seat. The lower rubber trim was blue with the decorative chrome stripe, the Triumph logo was displayed in silver as were the words “Silver Jubilee " on the back of the unit.

Mudguards were painted rather than chromed on the Jubilee Bonnevilles, and followed the scheme of the wheel rims. A centre stripe of blue flanked by white inner and red outer pin striping was applied over a base coat of silver.



This machine



Is as new. It’s never been started since leaving the UK in 1977. From what I know it was actually sent to Canada where it lived in a museum for many years. It was then put up for auction in 2014 at the Mecum event in Las Vegas Nevada where it was acquired. Imported into the UK it has remained in climate controlled conditions, never started, just admired.

It could be made road worthy and road legal but this would require some time and money as I would suggest after 40 years inactivity the engine and all running gear would need attention.

MOTO GUZZI LEMANS

£12,500.00

Moto Guzzi Le Mans

The original and probably the very best LeMans made by Moto Guzzi, in red because red bikes as we all know are faster.

Arguably one of the most beautiful motorcycles ever produced
Now available for sale in our showroom.

Ducati Darmah

Superb condition
Full restoration
Presents in immaculate condition
Probably one of the very best available
The bike that 'made Ducati great'

Suzuki GT750B

£12,250.00

Immaculate restored motorcycle
Fully serviced
Supplied with fresh MOT

MIS purchased this bike around 18 months ago from a well known restorer, it was cosmetically tip top but had some running issues which have now been sorted, it also had (shock horror!!) the WRONG STYLE FRONT mudguard, but after searching high and low we found a suitable replacement which was rechromed and £300 later is now in place

Fully serviced and ready to smoke.

As Tina once said 'simply the best' ... well that's always debatable but this bike is perfect for any river deep or indeed mountain high, and would be great to cruise the City Limits around Nutbush. If you're looking for a GT750B in black (and lets be honest who isnt) this is awesome

Model History :

Suzuki Gt750
Suzuki's 750cc water-cooled triple was launched in 1971 as their answer to the super bikes of the day, bikes like Honda CB750 and Triumph Bonneville. The GT750 was more a sports tourer (the GT standing for Grand Tourismo) and was, basically, a T500 with an extra cylinder and liquid cooling crafted on.

The GT750 was the first Japanese serial manufactured motorcycle with a liquid-cooled engine. It was a unique engine construction in its day and today considered one of the classic Suzukis, loved by its owners. Known as the Le Mans in America, it received soon a nickname ”Water Buffalo”, and other nicknames in other countries. It was generally known as ”Kettle” in Britain and ”Waterbottle” in Australia.

Although smooth, quiet and comfortable, the GT750 was big and heavy. This huge, wide engined bike, which weighed in at 550 lbs, was about 30 lbs heavier than a Kawasaki Z1. The 739cc engine was an inline water-cooled triple with 70 x 64mm bore and stroke. The cylinder block was alloy with cast iron liners.

It had a five-speed gearbox and three into four exhaust. An unusual item in its day was the handlebar mounted choke lever.

The GT750 has apparently been sold in many countries all over the world looking virtually the same. However, the exhaust noise and pollution regulations are the reason why there are some differences in the engine performance. Also, there are more differences between countries. For instance, some model years don’t have the grab rail behind the seat in some countries, when other countries may have it. Many details look different on the GT750B. In its final year the GT750B had a different front mudguard without stays, black side panels, different turn signals with new design and no reflectors attached to the sides, black head light shell and restyled rear light, with only one lightbulb instead of two in all the previous models.


.

Honda CB750 KO - The original superbike
NOW AVAILABLE
UK REGISTERED

AVAILABLE FOR SALE IN THE SHOWROOM

Frame number CB750 1037610

Model History
The Honda CB 750 ranks as one of the greatest and most important motorcycles in history, revolutionary in its day it set a new benchmark for both performance and reliability. Under development for a year the original CB750 had a transverse, straight-four engine with a single overhead camshaft (SOHC) and a front disc brake, neither of which was previously available on a mainstream, affordable, production motorcycle. Having a four-cylinder engine and disc brake, gave the CB750 a considerable sporting performance advantage over its competition, particularly its British rivals.

Cycle magazine called the CB750, "the most sophisticated production bike ever", on the bike's introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph top speed, the fade-free braking, the comfortable ride, and excellent instrumentation.

The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. Adding to the bike's value were its electric starter, engine kill switch, dual mirrors, flashing indicators, easily maintained valves, and overall smoothness and low vibration both under way and at a standstill. Much-later models from 1991 included maintenance-free hydraulic valves.

Unable to accurately gauge demand for the new bike, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than die-casting for the engines[ – unsure of the bike's reception. The bike remained in the Honda line up for ten years, with a production total over 400,000

This Bike

This is a very early Honda CB750 a genuine K0 model (complete with four throttle cables) overall condition is excellent having been the subject of a cosmetic restoration before coming to MIS two years ago. Upon closer inspection we recognised that the engine required considerable work and has now been rebuilt and this motorcycle rides as good as it looks.

Suzuki GT750

£12,250.00

NOW AVAILABLE FOR SALE IN OUR SHOWROOM

FULLY UK LICENSED

WILL BE SUPPLIED WITH FRESH MOT

IMMACULATE MOTORCYCLE

Suzuki GT750


This machine.
It was purchased at auction. It came with good provenance, several recent invoices from well established bike mechanics and looked (on screen at least) immaculate. We then waited several days for it to be delivered. Auctions are huge fun and there are bargains to be had but you can also make costly mistakes (I know I have, the Laverda being one). However this bike didn’t disappointed even the driver (From Chas Mortimer) reckoned it was ‘the best he’d ever bleedin’ seen’. We put the motorcycle through the workshop and frankly didn't have to do too much work at all as it was pretty much spot on. Firing the bike up did, I am delighted to say, set off the smoke alarms - lovel

Model history

The Suzuki GT750 was a water-cooled three-cylinder two stroke bike made by Suzuki from 1971 to 1977. It was the first Japanese motorcycle with a liquid-cooled engine.

The prototype Suzuki GT750 was shown at the 17th Tokyo Motor show in October 1970 and launched in Japan in September 1971 as a sports tourer (GT standing for Grand Tourismo) and was developed from the Suzuki T500 with an extra cylinder and liquid cooling. Marketed as the Le Mans in the US and Canada, it was nicknamed the "Kettle" in Britain, the "Water Bottle" in Australia, and the "Water Buffalo" in the United States. The GT750 was heavy at 550 lbs, with a 739 cc two-stroke three-cylinder engine with 70 mm bore and 64 mm stroke. It had a five-speed gearbox and three-into-four exhaust.

The first model year (1972), the GT750J, had a double-sided, twin-leading shoe, 200 mm drum front brake with 180 mm drum rear. The Exhaust Coupler Tube System (ECTS) that connected the left- and right-side exhausts together was designed to boost low-end torque. Carburettors were 32 mm Mikuni slide type and power output was 67 bhp at 6,500 rpm. Also included was Suzuki's SRIS (Suzuki Recycle Injection System) which was a method for lowering the visible exhaust smoke by collecting and burning residual oil/gas lying in the bottom of the crank chambers. This was a first for any two-stroke from any manufacturer

In 1973 the Suzuki GT750K was announced with extra chrome plating and two 295 mm discs replacing the drum front brake. No other manufacturer was offering dual front disc brakes at this time, so this was quite a marketing coup for Suzuki. The following year the GT750L gained unitized/rack mounted 40 mm Mikuni CV type carburettors, a gear position indicator added to the instrumentation and redesigned side covers along with other detail changes. The connecting pipe between the exhausts was removed and the exhausts redesigned to improve road clearance. The engine was also re-tuned with an increase in power to 70 bhp for the Japanese domestic market starting in January, 1974. The rest of the world received these changes with the introduction of the 1975 Suzuki GT750M with the new silencers without connecting pipes, raised gearing and power output increased by 3 bhp, now giving a top speed of 120 mph. Handling and performance were thus improved.

The 1976 GT750A model pretty much stayed the course with only minor changes to trim items and the obligatory paint colour change. The final 1977 model GT750B had black side panels regardless of tank colour, black headlamp holders, brown faced instruments instead of blue, updated turn signal indicators/lights and taillight assembly.

As with all big two strokes of the late 1970s, the GT750 was a victim of stricter emission regulations and competition from technical developments of four-stroke motorcycles


y.

Suzuki GT750J

£12,250.00

Full Serviced & UK Registered
Supplied with new MOT
Superb original motorcycle

The original kettle - in that stunning shade of ..well I'm not sure really but its of its time
Fully serviced and UK Registered
Very good / superb condition
Very low mileage (less than 20k)

Model History

Suzuki's 750cc water-cooled triple was launched in 1971 as their answer to the super bikes of the day, bikes like Honda CB750 and Triumph Bonneville. The GT750 was more a sports tourer (the GT standing for Grand Tourismo) and was, basically, a T500 with an extra cylinder and liquid cooling crafted on.

The GT750 was the first Japanese serial manufactured motorcycle with a liquid-cooled engine. It was a unique engine construction in its day and today considered one of the classic Suzukis, loved by its owners. Known as the Le Mans in America, it received soon a nickname ”Water Buffalo”, and other nicknames in other countries. It was generally known as ”Kettle” in Britain and ”Waterbottle” in Australia.

Although smooth, quiet and comfortable, the GT750 was big and heavy. This huge, wide engined bike, which weighed in at 550 lbs, was about 30 lbs heavier than a Kawasaki Z1. The 739cc engine was an inline water-cooled triple with 70 x 64mm bore and stroke. The cylinder block was alloy with cast iron liners.

It had a five-speed gearbox and three into four exhaust. An unusual item in its day was the handlebar mounted choke lever.

The GT750 has apparently been sold in many countries all over the world looking virtually the same. However, the exhaust noise and pollution regulations are the reason why there are some differences in the engine performance. Also, there are more differences between countries. For instance, some model years don’t have the grab rail behind the seat in some countries, when other countries may have it.

This machine
Acquired by MIS at auction in the UK the bike came to us in exceptionally good cosmetic condition. The engine was also very solid but was running rough, a strip down of the carbs and full service took quite a while but now the bike is running nicely. Registered on an age related plate (J) and with an indicated very low mileage (under 20k) this is an exceptional and original motorcycle

Honda CB 750K2

£11,750.00
Frame : 2046429
Engine : 2054099

NOW AVAILABLE FOR SALE IN OUR SHOWROOM

FULLY UK LICENSED

SUPPLIED WITH MIS 5SS

Bike History

The Honda CB 750 ranks as one of the greatest and most important motorcycles in history, revolutionary in its day it set a new benchmark for both performance and reliability. Under development for a year the original CB750 had a transverse, straight-four engine with a single overhead camshaft (SOHC) and a front disc brake, neither of which was previously available on a mainstream, affordable, production motorcycle. Having a four-cylinder engine and disc brake, gave the CB750 a considerable sporting performance advantage over its competition, particularly its British rivals.

Cycle magazine called the CB750, "the most sophisticated production bike ever", on the bike's introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph top speed, the fade-free braking, the comfortable ride, and excellent instrumentation.

The CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term superbike was coined to describe it. Adding to the bike's value were its electric starter, engine kill switch, dual mirrors, flashing indicators, easily maintained valves, and overall smoothness and low vibration both under way and at a standstill. Much-later models from 1991 included maintenance-free hydraulic valves.

Unable to accurately gauge demand for the new bike, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than die-casting for the engines[ – unsure of the bike's reception. The bike remained in the Honda line up for ten years, with a production total over 400,000

This Machine

Certified by the Honda owners club, this machine was manufactured in 1972 and presents beautifully. It now sports a 'proper' plate metal black and silver number plate FHH 896K. It appears to have only covered 14k miles in its 48 years and runs as good as it looks. The machine was acquire in the USA as part of the owners private collection. It has presumably had some restoration work undertaken, but certainly has not been over restored and has some nice patina.