Super & Heavy Bikes

Kawasaki Ninja 250

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The Kawasaki Ninja 250R (previous generations had market-specific names) is a motorcycle originally introduced by kawaski in 1983. As the marque's entry-levelsport bike The motorcycle has undergone few changes throughout its quarter-century lifetime, having received only two substantial redesigns.

Nomenclature

The fourth-generation model is marketed as the Ninja 250R in all markets. The motorcycle is also referred to by its platform designation, EX250, to which a generational suffix is attached. In the United States, previous generations of the bike (EX250-E/F/G/H) were already being marketed as members of the ninja family of sport bikes , while outside of the U.S. the bike was known variously as the ZZR-250, ZX-250, or as the GPX-250R. One of the earliest generations, the EX250-C, was given the name GPZ-250.

Description and features

The Ninja 250R's particular ergonomics, cahassis design, and engine placement have resulted in a motorcycle that straddles the standard andsport . The Ninja's riding posture also falls somewhere between standard and sport. The bike is capable of running the quarter mile in 15.58 s @ 81.98 mph (131.93 km/h), it had been 1 s faster in the prior generation, while providing the amenities of more utilitarian motorcycles, including bungee hooks for transporting cargo and space for a second passenger.

The latest model, the EX250-J or fourth generation, brought the Ninja's first major update in many years. Appearance upgrades included 17-inch wheels and completely redesigned fairings which give the motorcycle a sleeker, more modern appearance.

First generation

The first generation was produced between 1983 and 1984, and known by the production number EX250-C. It was sold as the GPZ-250. Sold only in its home market of Japan, this earliest, belt driven version was first produced in 1983, and shares no commonality with later generations. bike has 35mm fork tubes.

Second generation

Produced between 1986 and 1987 was the EX250-E. This model was sold as the Ninja 250R in Canada and the U.S. between 1986 and 1987. It was known as the GPZ-250R elsewhere. When originally introduced, it was more costly than the Honda Rebel, and reviewers complained that while the 14,000 rpm redline was nice, the engine was slow to rev

Third generation

For the 1988 model year, there were both cosmetic changes and changes in engine tuning. While the bore and stroke, and other major engine components, were unchanged, minor tuning adjustments were made. The carburetor diameters were reduced 2 mm to 32 mm (1.3 in), the cylinder compression ratio was increased from 12.0:1 to 12.4:1, and ignition timing advance was increased. Reviewers reported that this made the engine more free-revving, reaching the high 14,000 redline more quickly, and the tested top speed increased by a few miles per hour. The new, more fully-enclosed bodywork was complimented for being stylish, at the time, and easily mistaken for the larger ninja 750 .

The third generation of production of the Ninja 250 encompassed three models:

  • EX250-F - The most widespread EX250 variant, the E model was completely revamped and sold as the F model between 1988 and 2007 in the U.S. Canada received the model between 1988 and 1999, and it was available elsewhere as the GPX-250R as early as 1987.
EX-250-F Specifications
  • EX250-G - Sold only in its home market of Japan, this version was known as the GPX-250R-II. It featured dual front brakes and a wider wheel and tire (110/80-16). All other parts were identical to the -F model. It was sold after 1988.
  • EX250-H - This model came to Canada as the Ninja 250R between 2000 and 2002, after which it received a new name: ZZR-250, in line with the -H model's name elsewhere in the world, where it had existed since 1992. This motorcycle has few parts in common with the -F model, though it shares the same engine, albeit with different casings. It sports a lateral aluminum frame, a different fairing (designed to make it look sportier), larger 17-inch wheels, an adjustable rear shock absorber, adjustable brake and clutch levers, a smaller drive sprocket, computer-controlled timing advance, and a revised electrical system.

Fourth generation

In 2008, Kawasaki gave the EX250 its most thorough modernization in many years. The EX250-J model is known as the Ninja 250R worldwide, regardless of market.

Parts from the third generation are still found on the -J, but its redesigned exterior panels bring the Ninja's appearance out of the 1990s and into line with late-2000s sportbikes. The engine and drivetrain retain 30% of the -F model's parts, according to Kawasaki. The engine's compression and maximum torque have been lowered to provide better midrange performance. The redesign of the engine resulted in improvements in engine response at low engine speeds, and making the bike smoother and "much easier to ride." Though the previous generation Ninja 250 had a peak power of 1 horsepower (0.75 kW) more, or peak engine power of 5 horsepower (3.7 kW) more according to official Kawasaki specifications, according to testing by Motorcycle Consumer News, the new version's 20 or 30 percent increase in mid-range power allows the bike to pull from 3,000 rpm where previously it had to be revved to 4,000 rpm. The U.S. -J model uses dual carburetors the -F model, but the European, Brazilian and Thai models have fuel . The wheels were increased in size to 17 inches, the front suspension was improved, and the brake rotors were replaced with a larger petal shape. On the carbureted version, a fuel gauge was added in place of the temperature gauge. With the additional and redesigned equipment, the EX250-J suffered a 10 kg (22 lb) increase in wet weight over its predecessors.

With the arrival of the EX250-J, manufacturing continues to be located in Thailand

Kawasaki Ninja ZX-10R

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Kawasaki Ninja ZX-10R

The Ninja ZX-10R is a Kawasaki Sport bike, and the follow-up to the ZX-9R . It was originally released in 2004 with minor revisions in 2005. It combines an ultra-narrow chassis, low weight, and radial brakes. In 2004 and 2005 the ZX-10R won Best Superbike from Cycle World magazine and the prestigious internationalMasterbike competition.

According to the Insurance Institute of Highway Safety, The ZX-10R has the highest theft and damage loss claim rate of any registered motorcycle.

Engine

Kawasaki engineers utilized a "stack" design for a liquid-cooled, 998 cc inline four-cylinder engine. The crank axis, input shaft and output shaft of the "Ninja" ZX-10R engine are positioned in a triangular layout to reduce engine length, while the high-speed generator is placed behind the cylinder bank to reduce engine width. With a bore and stroke of 76 × 55 mm (3.0 × 2.2 in), the ZX-10R engine's one-piece cylinder and crankcase assembly reduces weight and increases rigidity. The DOHC are machined from chromoly steel built for strength, four valves per cylinder improve high-rpm breathing, and the forged, lightweight pistons offer high heat resistance to further enhance the bike's power to weight ratio.

Cooling system

In addition to liquid cooling, the ZX-10R engine features an oil cooler adjacent to the oil filter to reduce oil temperatures. "Slosh" analysis was also used to design the internal structure of the oil pan, thereby reducing windage losses and helping to maintain low oil temperatures.

Clutch

A multi-plate wet clutch with a back Torque limiter transfers power to a six-speed, close-ratio transmission ideal for closed-course competition. The back-torque limiter automatically disengages the clutch under hard braking and deceleration to prevent rear wheel hop during corner entry. This also ensures complete control under hard braking.

Wheels

A new six spoke wheel design is claimed to be almost as light as special purpose race wheels. Since the 2006 model the sidewall profile of the rear tire has been increased from 190/50/ZR17 to 190/55/ZR17.

2006 model

Among other changes, the 2006 model featured twin underseat exhausts which contributed to a 5 kg (11 lb) increase in dry weight. The engine remained largely unchanged.

The 2006 ZX1000D6F model carried over to the 2007 model year, with only color scheme changes. The most noticeable difference between 2006 and 2007, is that the heat-shields on the exhaust pipes are black on the '07 ZX10R, and '06 came with silver ones.

2008 model

The ZX-10R was all new for its launch for the 2008 model year. There was a dramatic change in appearance with the bike featuring a much more angular front end. Kawasaki moved away from the twin-underseat exhausts of the '06-'07 model to a more conventional single side exhaust. The compression ratio of the engine was raised so that the engine now produces 188 PS (138 kW; 185 hp) @ 12,500 rpm and 200 PS (147 kW; 197 hp) @ 12,500 rpm with ram air.

2009 Model

Received only slight changes from the 2008 model.

2010 Model

Received slight changes from the 2009 model, including: upgraded Öhlins steering damper, upgraded transmission, and revised bodywork.

Specifications

All specifications are manufacturer claimed.

2004/2005 2006/2007 2008/2009/2010
Engine
Engine Type 998 cc (60.9 cu in) liquid-cooled inline four-cylinder
Bore/Stroke 76.0 × 55.0 mm (2.99 × 2.17 in)
Compression Ratio 12.7:1 12.9:1
Valve Train DOHC; four valves per cylinder
Fuel Delivery Fuel Injection
Ignition Computer-controlled digital transistorized
Drivetrain
Transmission close-ratio six-speed, slipper clutch
Final Drive sealed chain
Chassis/Suspension/Brakes
Front Suspension 43 mm inverted fork with top-out springs
Rear Suspension Bottom-Link Uni-Trak with gas-charged shock and top-out spring Uni-Trak with top-out spring, stepless, dual-range (high/low-speed) compression damping.
Front Brakes Dual radial-mounted four-piston calipers with semi-floating 300 mm (11.8 in) petal discs Dual radial-mounted four-piston calipers with semi-floating 310 mm (12.2 in) petal discs
Rear Brakes Single 220 mm (8.7 in) disc with single-piston caliper
Front Tire 120/70ZR-17
Rear Tire 190/50ZR-17 190/55ZR-17
Dimensions
Rake 24 degrees 25 degrees 25.5 degrees
Trail 102 mm (4.0 in) 106 mm (4.2 in) 109 mm (4.3 in)
Wheelbase 1,385 mm (54.5 in) 1,389 mm (54.7 in) 1,415 mm (55.7 in)
Seat Height 825 mm (32.5 in) 830 mm
Dry Weight
170 kg (375 lb) 175 kg (386 lb) 179 kg (395 lb)
Wet Weight


Fuel Capacity 17 L (3.7 imp gal; 4.5 US gal)
Performance
Max. Power Output 175 PS (129 kW) @ 11,700 rpm
184 PS (135 kW) @ 11,700 rpm with ram air
188 PS (138 kW) @ 12,500 rpm
200 PS (147 kW) @ 12,500 rpm with ram air
Max. Torque

83.2 lbf·ft (112.8 N·m) @ 8,700 rpm

2011 Top Super Sports Bikes

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2011 Yamaha YZF-R6 Black Red Color Bikes
yamaha-XT1200z Super Sports Bikes
2011-Triumph Daytona-675-Blue
KTM-690 Super moto
BMW-HP2 Sport bikes
2011 Kawasaki Ninja 400R Sport Bikes
2011 Honda CBR250RR Sport Bikes

2011 Kawasaki Ninja ZX-10R

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2011 Kawasaki Ninja ZX-10R
Description Road Manual 6sp 1000cc (Jan)
Engine(cc)998
Rider Capacity2
TypeRoad Bike
$18,999*
Price Guide
Full Specification

Engine
Engine Description 1000
Bore X Stroke 76 X 4
Compression Ratio 12.9:1
Valves per Cylinder
4
Cooling Liquid
Induction System Digital Electronic
Starter Electric
Lubrication Wet Sump
Transmission
Clutch Triple Plate
Primary Drive
1.611
Final Drive 2.412
Front Brake twin hydraulic ventilated discs
Front Brake Calliper Four Piston
Front Brake Diameter 310
Rear Brake Single-bore pin-slide petal disc
Rear Brake Calliper Single Piston
Rear Brake Diameter 220
Suspension/Frame
Frame Meterial
twin tube pressed aluminium
Front Suspension inverted fork
Front Suspension Travel 120
Rear Suspension
Uni-Trak with gas-charged shock
Rear Suspension Travel 125
Wheels and Tyres

Front Tyre		 120/70ZR17M/C
Rear Tyre 190/55ZR17M/C
Wheel Type cast aluminium
Dry Weight 179
Fuel Tank Capacity 17
Length (mm)
2110
Width (mm) 710
Wheel Base (mm)
1415
Height (mm)1135
Rake25.5
Trail
110
PRICE
Available in Kawasaki’s Lime Green or Ebony, the new ZX-10R will retail for $13,799. The ABS version will cost $14,799. The new price represents an $800 increase over the 2010 base model. Other manufacturers are yet to reveal 2011 Superbike MSRP, but the new ZX-10R would make it the most expensive of the Japanese offerings and dead even with the 2010 MSRP for the base-model BMW S1000RR.

What does this new ZX-10R mean for Kawasaki? It’s no secret Team Green has been kicked around in the professional road racing ranks of late. A woeful ’10 campaign in World Superbike was just the latest in sub-par results for that series, and the Kawasaki has dropped off the competitive pace in Superbike racing worldwide. The previous Ninja redesign, which debuted in 2008, was supposed to right the ship. With the development cycles now spaced three years apart, the 2011 bike is charged with correcting Kawi’s fortunes on the racetrack. Whether that comes to be remains to be seen, but a little birdie tells us the ’11 bike circles Kawasaki’s Autopolis test track a full two seconds faster than its predecessor.

2011 Kawasaki Ninja ZX-10R Images
2011 Kawasaki Ninja ZX-10R
2011 Kawasaki Ninja ZX-10R
2011 Kawasaki Ninja ZX-10R
2011 Kawasaki Ninja ZX-10R

2011 Triumph Speed Triple Bikes Full Review& News,Specs And Price & Equipment

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Launch: 2011 Triumph Speed Triple
Triumph has a lot to thank the Speed Triple for, as it’s been a real flag bearer for the British company over the last 15 years, blending authoritative performance with a brawny appearance. It’s always had cachet and substance written all over it, so it’s no surprise that 65,000 units have been sold since the model’s introduction in 1994 with the 885cc steel-framed café racer.

An aluminium frame and fuel-injection were added in 1997, and two years later the powerplant was uprated to 955cc.

In 2002 came another chassis and engine update, and three years later the current-generation 1050cc powerplant. In 2008 there was a minor chassis update.

Now, 2011 marks another chapter in the Speed Triple legend, with the first major update to the three-cylinder bike since it scored the 1050cc engine. I’d even argue it’s a new-generation Speed Triple rather than a major update, because I reckon the changes – part engine and mostly suspension and frame – have morphed the Speed Triple from a high performance barebones brawler into a bona-fide naked sports bike.

And we’ve come to that conclusion after plenty of road miles and also spending a day on the new Speed Triple at the Broadford race circuit in Victoria – a short and punchy piece of ribbon which showcased all that the updated bike has in its arsenal.

And for good measure, Triumph also brought along the old model to Broadford for a direct comparison, and the gulf between the two is massive, especially where handling and cornering are concerned. I certainly wasn’t expecting such a seismic shift, and probably the best description is Street Triple-like handling, but blended with the extra muscle of a litre-class engine. Let’s delve into the issues why.

PRICE AND EQUIPMENT
The design brief for the 2011 Speed Triple was first prepared in July, 2007 – a year before the previous model’s last minor update.

The brief was as follows:

Must retain a link to Speed Triple heritage with characteristic features:
  • Single-sided swingarm
  • Twin headlights
  • Twin, high-level silencers
  • Recognisably Triumph twin-spar frame
And the areas to improve:
  • Agility
  • Performance on road and track
  • Riding Position
  • Features
Let’s start with the engine. The donk still has that succulent, torque curve, although it’s not quite as spirit-level flat as the predecessor – but the bonus is more top-end pepper.

But there’s very little in it, with the old engine producing marginal more torque and power below 4500rpm before the new one takes over the running. Both have he same bore and stroke.

Peak power is now 135hp at 9400rpm, and 111Nm at 7550rpm – claimed gains of 5hp and 8Nm respectively over the 2010 bike.

Other changes to the furnace include a bigger airbox, and the exhaust headers are now 38mm wide, down from 42. The gearbox has also been uprated for even more slicker shifting.

But as intoxicating as the engine is, the changes to the frame and geometry for the real backbone of what Triumph’s trying to achieve.

The list is fairly wide-ranging, and includes the engine being tilted forward a further seven degrees; a steeper rake (by 0.7 degrees); and a longer wheelbase and swingarm (up 10 and 18.5mm respectively). And to keep things nice and settled, trail is now 90.9mm, up by 6.9.

That’s a fair chunk of information to digest in one fell swoop, but the basic logic behind the reorganisation has been to transfer more weight onto the front end of the Speed Triple.

The bias on the front is now a sports bike-like 50.9 percent, compared to a lowly 48.6 on the previous model. That’s a real paradigm shift.

In concert with the changes to the chassis, the riding position is now far more aggressive, with the distance between the seat to bars reduced by 26mm, and the footrests have moved forward in relation to the seat. The seat now has a much slimmer profile near the tank, which allows the rider to really grip the tank with their knees.

There’s now a feeling of being as one with the bike, which is vital in a race track environment. When you’re not as one, the situation can quickly become very murky.

Total length of the new bike is 2086mm, 30 more than the old one. But to the naked eye there’s nothing in it.

Most of the new Speed Triple’s 3kg weight loss has been achieved by lowering unsprung weight (1kg on each wheel), and the rear rim is now six inches wide, allowing the fitment of 190/55 Superbike rubber, as opposed to the 180/55 on the previous model. Standard rubber in Australia is the sticky Metzeler Racetech K3.

The new bike retains the Brembo radial brakes (in black instead of silver, which looks heaps better), but now with an 18mm Brembo radial master instead of the 19mm Nissin. The stoppers are awesome.

And the bug-eyed lights, so long the staple of the Speed Triple, have also changed shape and, together with the colour-coded accessory flyscreen, now don't stick out like the proverbials. Sure, there’s a little bit of the change for change’s sake in the design exercise, but it will probably prove to be a positive move. And both lights function in low beam, too.

There have also been other styling tweaks, and Triumph has also made some huge inroads on the quality of its casting, which makes a big difference to overall quality. The swingarm is a standout case-in-point.

One thing that does stand out on the Speed Triple is the huge brake and clutch levers, in a period where a lot of other manufacturers are adopting a leaner approach. The 2011 bike doesn’t really give much of a nod to its past, but it does in this regard. Not a big issue, but a little underwhelming nonetheless.

Click on the following link to check out the Speed Triple accessories list, including a batch of new stuff. Accessories include slip-on Arrow silencers; a ‘low-boy’ Arrow three-into-one which adds 3hp and drops a hefty 6.5kg; a tyre pressure monitoring system (a first for Triumph); a bar end mirror kit; and a colour-match belly pan.

The updated Speed Triple is now on sale for $17,140 in white, red or black, with ABS adding another $1000 to the price. The bike’s direct competitors include the KTM Super Duke, Ducati Streetfighter, Kawasaki Z1000 and Yamaha FZ1.

ON THE ROAD AND TRACK
It only took a couple of exploratory laps at Broadford to realise that Triumph just about rewritten the Speed Triple handbook, at least as far as agility, boldness, and poise are concerned.

I can see this bike not only continuing to appeal to the first-time Triumph customer, but also Street Triple owners looking to spice up their existence with a little more power.

The more aggressive seating position is the first thing that hits you on the Speedy, but it’s certainly not uncomfortable – on either the race track or road. But it’s still a fairly firm fit, with a lot of body weight wedged against the base of the fuel tank.

I have to say it’s the most fun I’ve had on a race track in a long time, as the bike is just so easy to flick from side-to-side, it holds a line through a corner with aplomb (with room to change things up), and the wide bars just let the rider dictate the terms. I love Superbikes, but clip-ons are not for me.

Meanwhile, the chassis now has the wherewithal to cope with the brilliance of the engine. The mill just keeps on keeping on with its creamy rich reserves of torque, and even tipping into a turn a gear too high won’t be a massive disadvantage.

That’s because of a twofold effect: it’s still got enough punch to minimise rider error, and the delivery of power down low isn’t quite as abrupt as the previous model.

The gearbox, after a fairly hefty crunch to get into first gear, sweetens up beautifully after that. This is one area where Triumph has really lifted its game in recent years.

A highlight of Broadford was the hastily convened ‘Speed Triple Cup” -- although watching Triumph’s resident stunt rider Lukey Luke performing antics on the Speed Triple was a fair thrill, too.

The cup comprised three one-lap scratch races, but I was the unlucky sod who was ‘stuck’ with the old Speed Triple.

I just couldn’t match the heroism of the other riders, but I am putting that down to equipment…

On the open road, the engine on the nee Speed Triple purrs around 4000rpm in top gear at 100km/h, which is certainly more than enough for swift overtaking – and also cruising at well below the nominal speeds.

The engine mapping on the Speed Triple is spot on, so there’s no need to slip the clutch or anything like that when you’re stuck in heavy traffic. Once the tacho hits around 2000rpm the Speedy has well and truly cleared its throat, and away she goes.

Red line is 10,000rpm, and the rather soft-ish rev limiter kicks in not long after that.

As for the standard pipes, I reckon they provide more than enough melody, and I’d really only be looking at the accessory slip-ons or low-boy (both $2290) if weight and performance issues were absolutely paramount to the equation.

No fuel consumption figure, but with a 17.5-litre tank we’d expect the Speed Triple would be good for around 300km between servos.

The Speed Triple is a seriously intoxicating machine, no matter which way you look at it. On the track it’s now light years ahead of its predecessor, and on the road it’s far more intuitive too. For $17,140, it’s a pretty good price to pay for a seemingly infinite supply of enjoyment.

GEAR WORN ON TRACK TEST
SPECS: TRIUMPH SPEED TRIPLE
ENGINE
Type: Liquid-cooled, 12-valve in-line three-cylinder
Capacity: 1050cc
Bore x stroke: 79mm x 71.4mm
Compression ratio: Not given
Fuel system: Electronic fuel injection
Emissions: Euro 3

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Aluminium beam twin-spar
Front suspension: 43mm Showa upside-down forks with rebound and compression adjustment, 120mm travel
Rear suspension: Showa monoshock with rebound and compression adjustment, 130mm travel
Front brakes: Twin 320mm discs with Brembo four-piston radial calipers (ABS available)
Rear brake: 255mm disc, with twin-piston caliper (ABS available)
Wheels: Multi-spoke cast aluminium-alloy, front 3.50 x 17, rear 6.00 x 17
Tyres: Metzeler Racetech K3, front 120/70-17, rear 190/55-17

DIMENSIONS AND CAPACITIES
Rake: 22.8 degrees
Trail: 90.9mm
Claimed dry weight: 186kg
Claimed wet weight: 214kg
Seat height: 825mm
Wheelbase: 1435mm
Ground clearance: Not given
Fuel capacity: 17.5lt

PERFORMANCE
Claimed maximum power: 135hp (99kW) at 9400rpm
Claimed maximum torque: 111Nm at 7750rpm

OTHER STUFF
Price: $17,140 (ABS: $18,140)
Colours: Phantom Black, Chrystal White or Diablo Red
Bike supplied by: Triumph Australia (www.triumphmotorcycles.com.au)
Warranty: 24 months, unlimited kilometres

Super & Heavy Bikes: 2010 Yamaha AG 100 (AG100L) Full Specifications and Price

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2010 Yamaha AG 100 (AG100L) Full Specifications and Price

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Description Farm Manual 5sp 100cc
Engine(cc)97
Rider Capacity2
TypeOff Road Bike
Full Specification
Engine
Engine Description100
Bore X Stroke52 X 2
Compression Ratio6.6:1
CoolingAir
Induction SystemCapacitive Discharge Ignition (CDI)
StarterKick
LubricationWet Sump
Transmission
ClutchWet, multiple-disc
Final DriveChain
Brake
Front BrakeDrum
Rear BrakeDrum
Suspension/Frame
Front SuspensionTelescopic fork
Rear SuspensionSwingarm
Wheels and Tyres
Front Tyre2.75 x 19
Wheel Size Front19 Inch
Rear Tyre3.50 x 18
Wheel Size Rear18 Inch
Dimension/Capacity
Dry Weight99
Fuel Tank Capacity11
Length (mm)2110
Width (mm)930
Wheel Base (mm)1315
Height (mm)1080







Price :: $3,099*


super heavy bike

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super heavy bike
super heavy bike
super heavy bike
super heavy bike

super heavy bike
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1972 NORTON Commando 750

motorcycle details
Bike1972 NORTON Commando 750
Price$15,500*
Odometer18,655 kms
BodyNaked
ColourBLACK
Engine Capacity750
RefCodeCB67280
Long Comments
RARE 1972 Norton Fastback 750 cc Combat motor.All with matching numbers I bought this bike in 1974 and it is now time for someone to enjoy it as much as i have. The motor was rebuilt in 2001 and has traveled 5457 miles since rebuild.It has electronic ignition Dunstall rear sets and fiberglass guard,Near new Avon tyres. SPARE PARTS include, 1 complete Gear box,front disk,complete cylinder head,Norton racing fairing and racing seat.A box full of electrical,carby and motor parts.A workshop and parts manual and the original rider manual. The bike is regestered untill Dec 2010 with Club rego.
Seller Details
SuburbLane Cove
StateNSW
Postcode2066

1972 NORTON Commando 750 Some Other Images

1972 NORTON Commando 750
1972 NORTON Commando 750
1972 NORTON Commando 750

Cagiva Momos Mito Motorcycles

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Cagiva Momos Mito Motorcycles
Cagiva Momos Mito Motorcycles

Cagiva Momos Mito Motorcycles
Cagiva Momos Mito Motorcycles
Cagiva Momos Mito Motorcycles
Cagiva Momos Mito Motorcycles
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