Back in the day I owned the bigger GS1000G, I actually preferred it to my previous chain driven GS1000. It had covered 126,000 miles when I sold it. The GS you showed for sale had pod filters on the carbs, they don't run well with those, never buy one without the original airbox.
Among other bikes, I still have my 1980 GS850G, bought new. It’s a bit of a barn baron now, but too many memories to sell it, so I’m giving it away to a fellow to restore. The only condition is that he promises to offer it to me first should he ever sell it.
Having been biking since 1973 and getting my first fuel injection bike in 2010 I am stunned by the level of ignorance and fear of carburettors. The main reason for unreliability of carburettors is modern fuel, the ethanol in the fuel attacks the seals, absorbs water and if left gums up the jets. A few simple precautions and all these troubles go away. First don’t run your bike on E10 fuel, Second if you intend to not ride the bike for a while drain the carbs by ether turning off the fuel and running the bike until it stops or use the fuel drain the most carbs have. Use E5 fuel ( according to MCN it is cheaper per mile ) some E5 fuels are Ethanol free , Esso supreme is usually ethanol free but at worst has a low ethanol content. My current bike fleet has two bikes with Carbs and two with Fuel Injection, all of them start on the button, carbs are not a black art, I just suspect the mechanical knowledge of the average biker is lower than when I started riding and this has reinforced the myth that carbs are difficult to deal with.
I bought A 1985 honda magna about 4 years ago and have been running it on the more expencive fuel as thought it would be better but not sure now as keeps cutting out and am thinking its the carbs which it may well be as I dont ride it often - but never thought that I should put the cheeper petrol in will take your advice - many thanks
The issue is that for people who don't want to do maintenance themselves, the costs are now through the roof. Labour cost in my area for a vintage motorcycle mechanic is I think about $150 per hour. I had my old Honda CB72 fixed up and serviced with the carburettors rebuilt and a bit of wiring, it was over $3000 Australian. That's more than the famously expensive Ducati Desmo service.
@@waveman1500 I have not used car service dpt in 10 yrs and not a single mc workshop in 25 yrs. MC workshops are so expensive that it's cheaper to just buy another bike. For example, a replacement rear seal and clutch on a BMW 1150 was quoted to the owner at >$3k. He sold it to me for $500. I bought the new parts for $350. Yes it took me 10 hrs to do the job, but I spread it over a week.
@@peterk2455 Workshop could probably service 12 bikes in that 10 hours and charge the owners $400 each for the service. They have to price the big jobs accordingly.
Anything you don't understand is complicated. Carbs are simple and easy to fix. But, despite what some say, carbs are super reliable. EFI still requires balancing. I've had zero carb issues on over 40 different motorcycles over 40+ years. Your RF600 didn't start because it wasn't maintained properly. Which appears to be your modus operandi going by your triumph. 👍
I’m 62 and been biking all my life, I think there are a lot of contributing factors to why biking isn’t that popular in the UK, Weather, road conditions, the amount of traffic is getting worse and worse… I rarely go out on the bike at the weekends, tend to stick to riding in the week, there seems to be less bad drivers and bikers about, you don’t seem to see young lads or lasses on bikes anymore, if. I bump into a group of bikers they tend to be about my age… and the price of new bikes is mental….
Wages have fallen by £10k over 15 years and no one can afford a house to keep things in. Who can afford trinkets like a classic bike when affording to live is hard as it is
yes , i have sorned my two bikes and notice the pounds in my pocket , worst thing is losing 10yr ncb if sorned/uninsured for over 2 years , hardly an incentive to return .
@oliabid-price4517 My average annual cost for my R Nine T while it was under warranty was £280. I now service it myself although this year because I was between houses with no garage and tools packed in boxes, I took it to the BMW for an all fluid, air filter (not an easy job on the 9T) and plugs which cost me £380. Don't believe everything you hear on the internet
With regards to the GS850 for sale with the flat spot at the end of the video: get rid of the pod filters & refit an OEM airbox. Manufacturers spent many hours & a lot of money developing airboxes so that the carbs get a nice smooth airflow, fitting pods effectively turns what was a pleasant summer breeze into a blustery winter blow, CV carbs are particularly sensitive. Dynos, Colourtunes, new jets & small fortunes don't seem to resolve the problems. If unsure about this see the many posts on various forums discussing the problem.
It's quite easy to get a GS 850 to run correctly on pod filters, the main issue is the quality of the filters. Cheaper ones mask the inlets on the periphery of the carb, decent pods and a rejet including restricting the air feed to the emulsion tube and they run fine. To be fair given the choice I'd stick with the air box but to say it's impossible to do isn't true.
I despise pod filters. Too many times spent at the side of the road in the rain because of them! I once had to leave my XS650 chop in an Asda car park and go back for it the next day, when the rain had stopped.
@@haxan6663 wow, that sucks. I've ridden in the rain with pods quite a few times and never had an issue, but the pods are fairly shrouded on my CB750 due to the layout of the bike.
Agree. I have a stock airbox on my 1980 GS850. As for "excellent touring," I have to take issue with that. Here in the states the highway speed limit in many, many places exceeds 55 MPH (which was a national standard back in the 80's). With only 5 speeds and relatively low gearing 75 MPH is singing the engine at near 6,000 RPM which for this 4 cylinder produces many unpleasant vibrations. Sticking to "2 lane" roads at 65 MPH and under is most pleasant...however I miss traction control and ABS as found on newer rides. And yes, the clutch is weak. As a positive, if one can handle the vibration and noise at 8,000 RPM the kick in the pants is exhilarating.
Hi Freddie, the carb/fuel issue is an easy one to solve and is also much talked about with regard to classic cars as well. Unless you are turning over a minimum of one tank of fuel every month, all year round then you simply need to switch to E5 Super Unleaded fuel. Standard E10 unleaded starts 'going off' after about a month, whereas E5 Super Unleaded stays 'fresh' for up to a year, meaning that you can leave a tankful of it in your bike over the winter and it will still be fine in the spring. If you want to be extra safe, add a small shot of Redex fuel treatment to it at every fill up, although E5 Super Unleaded fuels do also contain additional engine cleaning additives over and above standard E10 unleaded anyway. I use nothing but E5 Super Unleaded in all my vehicles and my 20 year old MG TF160 sports car and 20 year old MG ZS180 V6 sports saloon have both, never failed an emissions test.
Freddie, I'm delighted that you mentioned my BMW R90S. Just to praise it a bit more, it has a 24 litre petrol tank which is surprisingly slender, and despite this huge fuel capacity the bike only weighs 215kg fully fuelled. I have swapped the standard lead-acid battery for a lithium-ion, so a kerb weight of 210kg! Remember, this is a 900cc machine with shaft drive. Tank range is 250 - 280 miles. I've had no issues with the two Dell-Orto carburettors fitted to this model. Maintenance is very simple and many parts are interchangeable with other BMW models of the 1970s and '80s.
My 1999 carbureted Sportster only needed one carb cleaning in 25 years and that's because it sat for 3 years. Even with a carburetor full of crap they still try to run. My mechanic was very impressed.
Seems to me motorcycles are just not as popular as they once were and money is simply not around. People just want an armchair, cocooned with a coffee, maybe driven autonomously or better yet never leave the house n work from home
As a 71 yo motorcycle rider, I have owned many bikes with carbs. This includes a Kawasaki Z1B, Harley Softail, Munch Mammoth , BMW 1000 brick and a Ducati Darmah that I have owned for 43 years. Carbs were great and I never had a problem with them. Yes occasionally you had to adjust or clean them, but its no big deal. People are making it more complicated than it is. In fairness, the new fuels do have an impact on carbs but you can overcome that with additives. My 1978 Ducari 900 Darmah is now worth about $30 -$35k Australia
You are simply attuned to what you know, i prefer carbs because i know how they work and can strip and rebuild one with simple tools. If my carburettor w650 has an issue i can fix it with the tools on the bike, i don't need to replace an injector i haven't got when I'm broken down at the side of the road.
Sure, if you are mechanically inclined then carbs are not voodoo, provided they are in a place where you can reach them easily. But the thing is, when was the last time you have had or have heard fuel injection causing issues? They are more complex and outside of injectors themselves they mostly unserviceable, but it is incredibly rare that one has any issues with them ever. They were a solution to all carb problems from minor to major that just works.
In 2021 I purchased a 1997 Honda VFR750 as a project. It had not had an mot for 8 years. The fuel tank was rusty, which I cleaned using molasses. I took the carbs off, expecting the worse I removed the first float bowl to discover a pristinely clean carb so left the others untouched. After reassembling, guess what.....one float bowl leaked! I had to remove them and fit a new seal. After freeing up the fuel pump it fired up! I balanced the carbs, but no cleaning was needed. Not had an issue with the carbs since and the bike gets sorned for the summer each year. 😊
I just got back into motorcycling and couldn't choose anything other than a carbed bike for many reasons. I like the sound, the look and the idle but most of all I like the fact that I can manage it. I can't do anything on a fuel injection even if I had the necessary equipment. With a carb I need very simple tools and quite frankly, very simple knowledge. Often readily available through RUclips. It's cheap and easy to rebuild carbs on most classics and with proper clean fuel they'll outlive most of what a typical classic bike will run for an owners lifetime.
Freddie, I do find your chats very engaging and I like your enthusiasm and appreciate the amount of background work you must put into making these videos. I am now 76yrs old and sad to say am at the other end of that journey. I still own and ride 4 classic bikes ; 1959 R/E 250,Yamaha SX5001975,Moto Morini 2c 250 1981 and a Yam,SRX400. I have tried selling all of these bikes in turn over the past 2yrs using (carandclassics) which I have used very successfully over the yrs, and have not even received one enquiry. Yes! it is true what every one is saying . The M/cycle market is going through a seismic transformation and it will never be as people of my age have known it again. All of my bike which i paid good money for a few yrs, ago are now next to worthless and dealers who advertise saying P/X welcome don't even have the courtesy to reply? Regards David.
Never put "pod" type air filters on CV carbs, it'll not run right. get hold of an original airbox and the running issues will disappear, I've owned 2 of these in the past and they are fine (if heavy) bikes, they do however have much more in common with the 750 than the 1000, that 850 top end will drop straight onto a 750 bottom end, giving (arguably) the best of both... With regard to carb issues, most of the problems will be related to age not the carbs being flawed. About 85% of my bikes currently are carbed, they all start easily. Family life meant that I hadn't run my '77 T140V for 4 months over the summer, pulled it out of the garage a couple of weeks ago, started first kick and quickly settled to a slow even tick over, ran like it's usual rip snorting self. My '39 VH500 hadn't run since May whilst the Magneto was away being refurbished, admittedly that took 2 kick to provoke into life after the mag was refitted, now of course FI is superior, as long as all the sensors and associated wiring are in good condition, it's (by and large) much newer, but carbs don't have to give problems.
I have a Honda CBX 1050 with six carbs, 46 yrs old after 6 month sleep my spring starting routine, turn on petcock wait a minute for float bowls to fill, ignition on, push start button and it'll start first time. My 1984 Suzuki 1200 is the same it starts every spring. The only requirement for this, drain the carbs before you put it away for the winter. During the season I can leave them for a month and have no problem staring either one.
I had 3 bikes when I was 18. A BSA Bantam, a Kawa KH 350 and a Honda H 100, which was my daily machine. I was also completely broke.I did however, have a garage at my disposal. Now I’m a 59 year old IT Manager with no garage close to where I live and no time to service classic bikes. What I’m trying to say is that you need time and the facilities to keep a classic machine.
Not necessarily- if you are able, you can swap time for money, find a reliable, competent enthusiast in your area, leave the repairs and servicing to them.
Freddie, thank you for the mention amigo 🙏🏼 if your doing Bosnia, carry on down to Montenegro - but don’t make the mistake I made, and get insurance for the Balkans BEFORE you leave 😉
We rode down to Greece 20 years ago, it was very easy to just buy insurance at the border & TBH your UK insurance would not be interested in supplying that cover. As all these countries are in the Green Card Insurance scheme UK insurers should cover these countries automatically even if only on a third party basis.
I have a 1970's Commando, that works well the more you use it. In addition to the other comments on here, I turn the fuel off when I get near home and run the carb and fuel line down to dry so I don't leave the 'new' petrol in the carb. You get very good at knowing when to turn it off :)The bike has a Stay up , ethanol resistant float and I don't have problems. On a recent rally to Sweden we had a whatsapp group that acted as a support group should someone have a problem, which with very old bikes and lots of attendees, we had a couple or so. I also run a 14 year old BMW and do my own maintenance on that. What worries me about that bike and newer stuff is the ridiculous service charges that are routinely quoted in Bike mags. Getting on for a £1000 for a valve service on some machines which depresses the value of slightly older , complicated bikes (and Cars like BMW etc). Triumph 660 have a pricey service in the near future for owners, and it's a 'cheap' bike. Also Carb maintenance is easily learned, plenty of advice out there. Lastly Freddie, ask about the old 'biker's code' of stopping to help a broken down fellow biker. I always try and do this if it is safe to do so, and getting to know your bike makes these incidents easier to get over. It's often a silly thing (the sportster owner , yes a carb bike who I found broken down while I was on my way home on my Roadking 1340 and he was waiting for help. A quick chat and I turned his fuel tap on (without getting thumped as he gave me such a look) and it fired up...Plenty of other occasions but with riders only wanting to press the button on a bike, I can see this tradition going...
It’s the demographics which are killing the classic/second hand bike and car market. Those who prized them have either got them or unfortunately passed on. There’s a glut because the market is full of excellent second hand modern bikes with few perspective customers. Where bike meets and shows used to be attended by youngsters, these days they’re more likely be a much older demographic.
The classic show is coming up next month in Stafford. The auction will give an indication of the market in the UK. Correct, demographics are destiny. Lots of old bikes lying idle in sheds and collections. Many owners have inflated ideas as to their market value. You will see a lot of executors sales with no reserve. Then the market will really tank. We have already seen this with antique furniture. Wonderful pieces of craftsmanship, which in some cases cant be given away.
@@NAParr it isn't demographics. Young people have no disposable income thanks to shrinking wages and being generation rent. Younger generations now would love hobbies and pass times like classics bikes, but they can barely even afford to survive let alone have the cash for expensive hobbies
Really love Buell, I had an 1125CR...an amazing left of field monster of a thing, packed with character not to mention insane performance for a bike with no ride modes, rider aids or traction control. The industry needs bikes like these, no focus groups, no safe, cynical market strategy just all out; engineering as art, passion and belief. The recent collaboration with Roland Sands was bat s*it crazy, beautiful and brilliant all at the same time. Genuine American Rebellious soul, I wish them all the very best and hope that this time the brand, its ethos and its super cool machines are here to stay...
All of the vintage British motorcycles I purchased for $500 or less are now worth seven times or more what I paid for them. The people that laughed at me for buying them are not doing any more laughing. Like my dogs nobody wanted them so I gave them a forever home.
@@DiscoFang there is pleasure and value in just having them. I will show them eventually when I get old er. without meaning to they turned out to be an excellent investment monetarily wise and my little 250 dirt bike and street bikes are great running little bikes.
Hi Freddie. One factor that effects the price of some of the apparent bargains is parts availability. A bit of research could pay dividends when shopping! Great vlog as always!
Buell doesn't seem to have learnt from Harley, that's a huge price for the cruiser for anyone these days. I don't think the argumant will ever stop about carbs, its a marmite argument, no one will win. I'm just glad some people like them and keep those old bikes going. Quit while you're ahead Freddie 😂
carbs are fine as long as your vacuum petcock works, (if it weeps there is no off) if you have to ride it every week to run something is wrong. my bandit 1200 the carbs have been open a total of 4 times over 25 years and 63 thousand American miles for some tuning around exhaust and intake mods, including a few examples of years of sitting in storage when i just pulled it out hooked up a jump pack set it to prime for a minute and started up like the day i rooled it in. also after all the tuning and mods it dinoed at 124 hp and got 48 hiway and 44 city usmpg witch is right up there with fi.
I've had carb bikes all my life and never had an issue , so Freddie your 80k pales in comparison. Balancing, cleaning carbs is so easy ! To say carb bikes do not start is madness, even now my 883 carb model, starts and runs like a dream at 20 years old !
bought a new suzuki gs 850 g ,shaft drive in red in 1978 . fitted a squire mk1 sidecar to it and did sidecar rallys . my wife not too pleased as she liked the M G B g t car i swapped for it . . I have always prefered motorbikes to cars . 75 now and still ride .
The comment section here shows exactly why I will not be getting a bike with carburetors ever again. I hand a 1981 honda CB 650 as my first bike and I could write a book on the torrid experience I had because of the carbs. Like Freddie said, some of us just want to hit the ignition and go. Everyone saying carbs are okay will add a list of dos and don'ts. I personally don't want to deal with all that. Just hit the switch and go!
At first I thought this was silly prejudice and exaggeration. But as I typed my own post on the matter, I realized that, as you have said, individual carbs on multicylinder machines have the potential to be a major PITA. I expect on every message board dedicated to the marque and model, there will be a section on carbs. There, you’ll find a small number of people who are recognised experts with the carbs in question and just a couple who are widely regarded as “carb whisperers” or gurus. The very concept is laughable to those who have FI machines. Other than fuel pump issues and the degree of irk related to addressing these in the unlikely event of failure, and the issue of fuel lines under high pressure (do people understand that the fuel lines really must be replaced periodically?) most people’s interest in the entire fuelling system is getting their individual bike remapped to be as perfect as it’s possible to be (often, but not always, to do with increasing the power of the engine, though having optimised, smooth running is a benefit more people would notice in routine riding). One thought which I used to have, yet for various reasons I now believe are unlikely to apply, is this: who’s going to be able to fix these FI systems when the bikes are 40 years old? Because they generally work perfectly and ask nothing the rider / owner, when in the future, faults develop in the FI system, I think it’s unlikely that many people will have the required knowledge & fortitude to resolve them. I could envisage a time when defects in the FI system will routinely lead to a bike being scrapped.
Regarding the DR650 in the US - they're popular but I wouldn't say they're flying off the showroom floor. But they have a devout following. Those that do own it will rant nonstop about it if given the chance. The Kawi KLR 650 has a similar reputation. Those that have them, swear by them.
30 years ago all the riders I saw on motorbike runs or in bike shops were about 10 years older than me ( they were in their 40’s) Now they’re my age ( around 60 or retired). Something has gone awry. Has biking become an old man’s hobby now ? Where are the young enthusiasts ?
Those brought up in front of screens don't appear to get motorcycles like those brought up in the analogue age. also it is harder for a young person to get started withe the bureaucratic obstacles put in their way. They seem to like scooters and ebikes though.
We are around we just can't afford to ride anymore. 4 years ago I paid $120 a month for a new CB650 now they want $300 a month for a zx-4rr. Insurance has doubled. It's not affordable. I don't even drive a car
Easy fix for the carb problems - stop using e10 fuel! I use e5 in my Morini 3 1/2 and it runs like a clock on it. When putting it away for winter I either run it dry or drain the float bowls and it’s good to go in the spring no dramas.
The case of the Suzuki DR650 in North America actually dovetails well with your carb/EFI discussion. They are still available brand new here in the US for $6300-7200. They have changed very little in the last 30 or so years. A big topic of discussion here when Suzuki releases its new models for the year is whether they will finally put EFI on the bike. Amazingly, they are still using carburetors on the 2025 models. This makes the DR highly desired for the "carb-only" set but makes it a definite "no" for many would-be buyers that prefer EFI. On the plus side for DR owners, the lack of changes over the years makes for great availability of aftermarket parts and very strong resale values. As an aside, I believe that some patent applications have been revealed here in the US that indicate the humble DR may finally get EFI in the 2026 model year. Love what you and Monica do! Cheers Alex
Yes the rumours about a new model DRZ400 for 2025 are very interesting. It would need ABS to be sold in the UK and the EU but I think that it would be welcome competition to Honda’s CRF300L which currently has a near monopoly over here.
Freddie, I flew into Atlanta, Ga USA from Japan and borrowed my older brothers r100 GS PD and drove it to Miami and then up to NYC and over to Buffalo before returning to Atlanta Ga. The bike never missed a beat!
@@tompeter7326 It appears to be easy to remove the ethanol from your petrol. Plenty of videos on YT about it. I haven't tried it myself, I just buy E5 but if we are just left with E10 I will do it.
Hello Freddy, I enjoy your channel very much. This is not about your current topic but a response to your introductory note that you welcome and build commentary about subscribers' topics: so here's one. Do many, like me, go back after a long time to something like an old favourite? Me, 1976 to 1985, Kawasaki Z 400 parallel twin, all weather workhorse, 45,000 miles, sometimes saw 100 mph on the speedo(!), might have oiled the chain a couple of times, 2-up to Marsailles from Bradford, Bradford to London most weekends year round, handled better than I ever asked. 40 years later just bought and put 3,000 miles on a 17 year old Kawasaki 650 Versys, pretty much the same engine with slightly bigger holes, and it suits me very well indeed. Heh heh.
People just don't want a 20 year old bike that handles badly compared to a modern bike and requires way more maintenance because it's old now and everything on it is worn. What 24 year old is going to pay £6500 for a Kz1000 when you could get a almost new z900 for pretty much the same price?
The reason the UK market is depressed is there is an abundance of these bikes compared to owners. I and many others exported thousands of K zeds, H2's CX500's etc to the UK, Japan, Poland, Germany, etc. from America. A favorable exchange rate in the 80's and 90's meant you could literally send almost anything over and make a profit on the currency difference itself. Container shipping was also cheap at the time. Like all markets the customer base for these bikes are ageing out and most younger people who were brought up being told they need to use hand sanitizer 10 times a day are not the risk takers their parents were. On Conventional Carbs they work fine and I have rarely seen a set wear out. The problem is when they sit, they need cleaned. This is a simple job that can be learned by the time you have finished your first set. Most of the bikes I have owned are carbureted and very few needed any maintenance at all. Like your channel!!
I literally sold my 2020 Triumph T120 to an air cooled 2007 carbureted, air cooled Scrambler. The scrambler had no brake pads, sludge oil, difficult start. The previous owner didn’t want to spend what the mechanic wanted to get it running. Brake pads were $40 and 30 minutes work. The oil change was the cost of filter and oil, and an hour or my time. The spark plugs were cleaned. For under $200 and a Saturday- this 900cc pulls like my EFI new bike.
Its not just a fuel injector, its a management system and a huge fuel pump - all of which could go wrong and good luck if you try to repair that by the roadside . . . Carbs are simple and easy to work on - all of my bikes have carbs and I find them largely trouble free . . . Indeed my 2002 Harley started right up after 6 months winter lay-up . . . I bought a 2002 simply to avoid EFI . . I've just started my 1952 AJS after 10 years with no carb issues . . . Had I had a problem with its Amal Carb all parts are available off the shelf and dead easy to fit . . Carbs for me all the way . . .
Carbs are a pain? What? Hahaha, I own a 2007 Thruxton, last of the carburettor versions. Never, _never,_ had a single problem. The bike moves pretty regularly, maybe once every two weeks in summer (Spain), but will be parked up from November through to March. No problem whatsoever. _Ever._ That said, make sure you use quality fuel, no skimping in those low-cost petrol stations, petrol stations with not much turnover, etc. I stick to BP and Repsol. On another note, I also have a 1989 (100% standard) Mk.1 Yamaha FZR600 Genesis. That gummed up its carbs (the two on the sidestand side) after being left for about 3 years. Cleaning is a relatively easy operation, done and dusted in about 3 hours on a Saturday morning. I try to move this bike at least once per year. Easiest fix for problems with bikes that don't get used much is this: about a mile from home, switch the fuel tap off. By the time you arrive & take your gear off, the engine will be sputtering due to fuel starvation, keep the engine running as long as possible and then park up. The float bowls will now be empty, and any remaining fuel in the conducts, jets, etc. will evaporate quickly leaving no residues. I have over 40 years experience, and until around 1994-1995, anyone who owned a motorcycle had to have at least some minimum skills wrenching. Up to the late 70's and 80's, one's skillset needed to be way higher (and you will notice that things like carbs and plugs were _very accessible_ and not hidden between frame rails, behind fairings, etc.).
The Suzuki DRZ family is still sold and popular in the USA. These bikes have been grandfathered in for emissions standards as it is the same bike that has sold since 2000, a late 1990's design. The advantage of the DRZ family is they are carburetor bikes which many people like as it is easy to self service, there are lots of aftermarket kits to jet the bikes. Additionally if you are riding in Baja or other places in Mexico it is easy to have it serviced. FYI, I've had a DRZ 400 for 15 years and the carburetors are not an issue. I put Mechanic In A Bottle in the bike every time I am finished using it and this keeps the gas clean and prevents the carbs from gumming up. I am surprised so many people have issues, I expect it is because they park the bike for several months due to weather, etc. and do not stabilize the gas. For those of us who grew up with carb bikes this is routine and we do not have issues.
Believe it or not, the xb1200 I had was one of the most fun I had riding through the mountains of Colorado and New Mexico. Just a very well balanced and high torque and solid machine.
Everyone in Australia thinks their old bike is worth big dollars but they have all been listed for months and never sell. Listing prices are a million miles from the reality of selling a bike. Only sales count.
I know, right? The ads that make me laugh are the ones that say "investment" or "price is firm" - and they languish unsold. There's currently a Ducati SportClassic for sale, that started out at $89k and 'is only going up' - now it's at $146k!! The guy is dreaming, they were a terrible bike (I had one brand new in 2009) that is best consigned to the 'pretty but really crap' section of bike history!
The good news for me is I have the bikes I want not for investment. We have bikes with carbs that are no problem we also have those that are a pain. But both wonderful. I can rebuild and balance the carbs on my V4 Honda in a couple of hours. But I have owned it since 1988.
Hi Freddie! Further to my comment about carbs not being voodoo, ahem… I confess that, back in the day, I have only ever owned single carb bikes, I wouldn't fancy trying my limited D.I.Y skills on an in-line 4 (!!!) but those lovely old Beemers with only two, easily accessible, carbs are a decent prospect.
Ride an 89 fj1200 3cv..stainless 4 into 1 predator exhaust. Wheel conversion done. White silver and red model..love it..constantly get young guys lusting over it lol..never get rid of it.
"a-pain-in-the-arse"😅 spot on about carbs; i have also suffered! Ive just re-subscrideed on your channel Freddie. I left for a few months as i got a bit bored, but have to say that there's nothing else quite like your channel mate! Nice to be back.
I never even occurred to me that people were afraid of carbs! True I've never had to balance an online four, but i wouldn't be afraid to do so. My old Bonnie with single carb had has no carb issues for 80k miles, oh wait, i had to drain it a couple of times and put on new cable. The bike was unfortunately of the road for a decade due to external reasons. I put in new fuel and it started third kick. Nor recently I bought a euro 4 ducati and hated the low rev fuelling, the throttle was very on/off. Ideally I'd have to get it 're mapped, but i made up a booster plug and that cured it. I'd actually like to learn how to do the remap myself, but that DOES scare me!
in short... Carbs are no problem for a well running vehicle that the owners uses all the time...Fuel injection is for people that could leave their vehicle untouched for days or weeks at a time. I had a carbed bike I used everyday, never an issue with either starting or running.
I hope your contributor has a great future with his 1150GS, readers beware though, the 1150 series bikes have suffered with stripped out splines on the clutch plate & drive shaft (leading to a total loss of drive) due to insufficient engagement of the splines themselves. To fix the bike has to be split in half, yes really!
Carbs. Generally I am very pro carbs. Normally they only have one moving part and they can be easily fettled at the roadside, usually involving jet removal and clearing debris. The ECU that drives fuel injection is very reliable until it isn't and then you must hunt for a dealer and a new part which may be very difficult on an old bike. Having said all that 4 across the frame Japanese bikes have always been a no go area for me. There is a huge difference between the one very accessible familiar AMAL carb on my Norton and four inaccessible rather alien carbs on a Japanese bike. So, 1 carb yes please, 2 carbs OK, 3 or more fuel injection please.
I’m an experienced/qualified (8yrs, all be it 30yrs ago) diesel mechanic, rebuilt engines, fault finding in all aspects ie air suspension, Brakes, engine timing.., and still maintain all my vehicles with good competence today. My Zzr1100 was running very well but a bit flat under 6000rpm. I bought a dynojet kit to give me a bit more power under those revs, slapped it in.. do you think I can get it running right? Nope. Tried all different needle positions, jets, float height.. I have the tick over running perfectly, but at 3000rpm it stutters and it just doesn’t pull like the beast it was. I know I’ll get there, but yes, from my personal experience carbs are a pain in the arse. Any help would be appreciated. Great thoughts, Freddie.
The proper classic market has tanked even more. Look at 40's ,50's, 60's & 70's bikes and the drop has been horrendous. Even the ultra classic such as Vincent and Goldstar's have fell out of bed.
Definitely so.... what were recently desirable British models like pre unit Triumphs and Commandos etc,fetching 8 to 10 grand,are now available for 5 to 6 grand. Never known such a slump,but the generation that loved these bikes have either gone,or too old to start them. Plus, nice second hand,low mileage,reliable,oil tight modern Triumph or Enfield s are cheap in comparison. Old Iron,is now surplus to requirements.... The very few young motorcyclists are not interested in them,either...
Al of my hondas have carburetors. My 1970 ct70 my 1975 Elsinore cr250m1 my 2001 cr250r and my 2002 vlx600. I use no alcohol fuel in all and both the 250s and the ct70 get their carbs drained if i plan on leaving them stored. The vlx600 is always allowed to idle unitl it dies with the petcock off after every ride. Of all my bikes, the ct70 is the most fun and the cr250r is still amazing after all these years. Oh I am the original owner of ALL these bikes. These days i race the Elsinore once a year in a local vintage motocross day, and so the bike will sit for a year at a time. I drain the fuel from the tank and the carburetor to use it in the cr250r. I poor 10 CCs of premix oil in the cylinder, clean the air filter and store it for the next year's vintage motocross race. That next race is Oct.6 so I usually fire it up a week or 2 before. Yesterday I put fresh fuel in and after slowly kicking it through to pull fuel and oil into the cylinder, it starts on the second real Kickstart. The key to the carburetor issue is non ethanol fuel and draining the bowls. Sorry, I am 66 years old and have been riding since I was 11.
Greetings from Canada, Freddie! The Suzuki DR 650 is also available for sale here in Canuckistan. A 2023 model retails for 7200 Cdn. Wonderful travelogues... how's the off roading these days 😅😅 William Nova Scotia
People lie their asses off about whats wrong with the bike just to get it sold and its always "An easy fix". If its not running, you should assume the motor is blown as well as the transmission in need of being rebuilt.
As a teenager I remember being glued to the TV when the BMW R90S was featured on a BBC program called Tomorrow's World. Amazing to think that so many airheads are still doing daily duty.
Hi Fred experienced diyer here. i agree totally with you about carbs. Also Fi is easy to fix generally. What no one says about the carbs and being a service item is true but…….. getting those carbs off is not always simple. Yeah bank of 4 carbs or v twin 2 carbs, disconnecting everything and trying not to damage pipes which are being rotted by fuel and the snorkels that attach to the cylinders crack and deteriorate with pushing and pulling. Look at small engines on u tube many just chucking on pattern chinese carbs eg mower carb £10. I have swapped some and are working no problem. I believe that electric power tools are rocketing from petrol strimmer, chainsaws mowers etc
how about giving it a go, learning to do carbs, as a series, I'd watch it! Maybe some locals would be willing to help ? Or just buy some really cheap bike, so you have nothing to lose, like the one in the ad you showed us? Anyway.. just an idea :)
Was talking to a chap know who bought a Buell had it imported from America to melbourne Australia. He then rode it back to Sydney where he lived about 10-11 hrs of riding. he was going to stop the night along the way but bike was that smooth and comfortable that save a stop for coffee he just kept going all the way to sydney.
That R90S is gorgious and indeed a rare collector bike. That 2tone tangerine paint is OEM.Very nice! About those Suzuki GS's: i've had 2x gs750e and did a long test ride on a gs850g. They are very strong bikes. The only downside i could discover was a little rear wheel tramping when braking hard and shifting down at the same time. I still have a Suzuki VX800 which also has shaft drive but that has novauch problems. No tramping at all. You critique towards carbs is justified. EFI is superior in every way. But it also means that IF you learn to master carb tech and buy a synchroniser tool then you will have a great choice of affordable bikes!
Hi. From an old Aussie. 64yrs of riding registered bikes. Yes fuel injection is a good thing. However with this new Euro 5. Yuk. They run so lean when in open loop and it’s going to get worse. Currently own a new 10 month old Honda GB350 (CB350 in India) a knock off from the Enfield. ($7,900 ride away Aussie $’s) The bike runs so lean when over 4,000 rpm and pushing hard up a hill. The pre ignition sounds like a diesel tractor. 6,000 ks and the barrel, piston and rings were replaced. Honing worn of front of bore approx 35mm down and 40mm wide. Have had Hondas over years however wish I had purchased the Royal Enfield 350. Notified Dealer and Honda Australia and Japan. 800 ks after carful run in turned the tap on same problem. Punt around town never a problem, no rattle go off closed loop O2 sensor disconnected and works on mapping. Cheers Brian Disappointed owner
You don’t have to balance the carbs if all you do is pull the bowls and clean the jets. Pulling a rack of 4 carbs isn't easy, and for a Transalp v-twin, even worse, but as long as you don't disassemble the whole rack, just clean the jets and reinstall. I try to use non-ethanol fuel as often as possible, especially before storage. It might be worthwhile just adding fuel stabilizer to every tankfull, if you don't know how much you will be riding.
I have to agree with you. It is possible to run carb bikes without issues but having to piss about draining the carbs if you dont plan to run the bike for a couple of months is a pita. I had a CBR900 which was left with a friend for a couple of years whilst I was out of the country. When I got it back I had to rebuild the carbs with new seals and run all the jets through an ultrasonic cleaner. It isn't difficult, but it isn't cheap either and with a ten year old bike you start getting issues with breaking plastic tubes etc. I wouldn't choose a bike with carbs now unless you enjoy fiddling with jets.
I have mixed experience of carbs. My zr750 zephyr was a carb nightmare, would bog down in higher revs. Every other bike i had i never required any carb work. My 1993 fireblade i had for over 10 years, and i did let it stand for months at a time, was flawless.
The DR is a great bike in it's reliability and simplicity. It is very capable at low speeds on the trails and can cruise at 80 mph all day. It's a bike you never have to worry about it just works.
Had 3 x DR650SE ,a XF650 Freewind and 2 x CCM 644,which I have presently...just make sure the neutral sender bolts are locktite'd in...bulletproof, otherwise!
@@williamrae9954I had a DR650se also was very reliable, sold it for my XRV750 which I've owned for 21yrs now😁 Nothing wrong with carburetors, I've left mine for 6 months and it starts instantly.
@@williamrae9954 I had a CCM 644, engine was probably the best bit about the bike, the rest of it felt like someone just threw parts from various bikes together. I loved the bike but in the end I got fed up of it.
Until it doesn't. 🤷 I got rid of mine after it stranded me outback. It had eaten the main bearing cage. It had been well looked after from new and never thrashed, yet still needed more maintenance than most bikes I've owned. Don't get me wrong, I enjoyed my DR - it was an otherwise great bike for my adving, my real point is all bikes can fail unexpectedly - or I'm skilled at breaking them. 🤔
I own a 73 Norton, a 78 Guzzi and a 82 BMW. I only use non ethanol gas with a little Stabil. I run the fuel out of the carbs if parking them for long periods. No problems.
My XT500 always started. My R100GS always started. My R100R always starts, since 1995, summer and winter, always parked outside. Don’t see the problem with carbs.
Perhaps vintage bikes aren't selling because private sellers' (who would likely want cash,) are having difficulty finding a buyer with actual money in their pocket. Mind you, we bought a Fiat 500 1.2 from a guy yesterday, and he almost didn't sell BECAUSE we came with actual money!
It's absolutely disgusting how the banks and the state have managed to convince people that cash is borderline criminal. Almost like having a load of drugs stuffed down the back pocket.
I remember riding down the Dalmatian coast to Dubrovnik in 1984 on my Yamaha XT500, then it was the ferry to Greece. I still have a 2006 Buell Ulysses XB12X. The best bike I have ever ridden. I agree: the DR650 is the best bike in its category. Nick
I’ve been riding for nearly 40 years and have lost count how many bikes I have owned, my last 9 bikes have been fuel injection, I would never go back to carbs as a main bike. I’m not afraid of them, I’ve stripped carbs down lots of times over the years. My second bike is a 1982 Suzuki gp100 which I love, even though I put e5 fuel in it I still have the fear of leaving the bike stand for to long due to not restarting easily. What I have noticed is bikes from the 80’s are still holding strong value, look at the Yamaha rd350lc , but pre 1980 bikes are starting to drop in value.
Here in the US the vintage motorcycle market is definitely soft. It's a buyers market. I've been seeing good deals on Marketplace for the last couple years, and some of them sit on Marketplace for a while then end up selling for even cheaper than the posted price. I've got some great deals for 60's Triumphs saved on my FB right now. I'm sure the market will eventually return but for everyday people that enjoy riding and working on older bikes, it's a great time to pick one (or two) up.
Carbs are no problem for blokes who grew up with carbs. I can work on my bike because I grew up with direct injection, I simply cannot be bothered to spend hours learning about carbs and battling them in an already busy life! Retired blokes have at it...
My Brother owns one. it was a bit of a garage queen, soppy middle aged owner ! but he has given it to a good technician to sort out, and it should be lovely to ride once again he also had a GSA, but living in wimbledon, the scooter riding cordless angle grinder fraternity from the local council estate stole it !!
in 2020 me and my brother purchased a Buell RR1200 battletwin for $19,000 , the Mecum motorcycle auction in las vegas was going on that very same week and another RR1200 sold for $25,000 . During mecum 2024 me and my brother attended and watched one RR1200 sell for $10,000 and another which was a 1 of 1 white RR1200 went up to about $6,000 and didn’t hit reserve. I don’t know if it’s just buells going through this but that’s an insane drop in value
Cold starts on carburettor bikes require a choke set to rich ie. less air in the cylinder squirt. Once they're warm and idle is steady turn off the choke. You can buy a microfilter mesh to cover pod filters, will drag in air a bit harder is my guess but water will not pass. I believe ppl oil their filters too, you'd have to fact check that one though. In my day, 2 strokes had their own oil tank, you filled that and the petrol tank or pre-mixxed the fuel. I never tried kerosene, although I suspect that would have worked just fine.
My old 1992 600 diversion starts great, if it stands for a while put a fuel stabiliser in the tank give it a shake , fire it up so the carbs fill up , never had a problem you got to keep the old uns going
laying up a carb bike ,turn off the fuel tap ,undo the drain screws on the bottom of the float chambers let fuel drain then re-tighten it takes 10 mjns
Dr650 was for sale in Australia. only ended last year 5200 pound. Is one of the best all round bikes for our conditions. Also DRZ400 still for sale 5200 pound . I got one just last year. A 15 Year old DR and DRZ still sell for 3000 pound .
Just thinking about carburetor bikes. Briggs and Stratton do a fuel additive called Fuel Fit, designed for lawn mowers and other garden machinery regularly left over the winter. Just wondering if there was anything similar for bikes? I always had issues with my Stihl 4 stroke bruschcutter. Had to service the carb every year. Never had an issue since using Fuel Fit, which prevents varnish build up and gumming in the fuel system.
Carbs are extraordinarily clever devices. If you understand the history of fuel metering, you’ll probably enjoy a bike with them more. They’re not simple, especially on multicylinder machines. They must be clean, free of leaks (fuel or air) and synchronised. If you own a multicylinder motorcycle with carbs, you are going to have to grapple with them. They’re sometimes intimidating to some people. It helps if an experienced person explains how they work, why they sometimes don’t, differential diagnosis and fixing. Also, and might sound silly, but knowing how most easily they can be removed reduces the hassle. I enjoy fettling the carbs on my 1977 Suzuki GT380B (Mikuni VM24) and 1977 Suzuki GT750A (Mikuni BS40). Each carb, in their specific setting, has quirks. The 380 carb top rubber boots perish for no obvious reason. They’re a major PITA to change them. There’s no easy way around it. My heart sinks when I notice that one or more is turning into foul, black goo. On the BS40 carbs, the Achilles heel is the seal on the butterfly shaft. If these have never been replaced, they are probably going to be leaking air under certain conditions. It’s not obvious when this is happening because other issues can mimic B/F shaft seal failure. They’re also a major trauma to replace them, even more so than the VM24 boots! Saying all this, because I’ve had this kind of bike for decades, neither problem is at all difficult for me. I always keep a supply of necessary service items for these carbs and almost all of the time, they work beautifully. I’ve made patient modifications to the carbs on my 380 & it’s throttle feel at all times and situations is the nicest I’ve ever had. The carbs on the 750 are notoriously bad for “surging” or “bucking” on a closed throttle, slowing down in a low gear. I’ve fitted pilot air restriction jets and this has helped. They are fussy about having everything running perfectly in all other areas and these should be gone through before concerning yourself with PARJs. Looking back at these notes, i cannot disagree that, if there were bikes I liked enough to own these days, very refined fuel injection would simplify my ownership experience considerably! I owned a Suzuki GSX1400 for many years and in terms of beautifully refined running and reliability, it was entirely without any vice.
My daily ride is a 2003 Fazer 600. Service the carbs properly and you will not have a problem. I have never had an issue with starting this bike in ay weather after 30K miles and three years ownership. On the other hand I will bet there will be problems getting replacement electronics for modern Fuel injected bikes once they are twenty years old and break. My 21 year old carbs simply need servicing now and again and keep on going.
![Jack Harlow - Hello Miss Johnson [Official Music Video]](http://i.ytimg.com/vi/Q86_nlRoIGw/mqdefault.jpg)
Back in the day I owned the bigger GS1000G, I actually preferred it to my previous chain driven GS1000. It had covered 126,000 miles when I sold it. The GS you showed for sale had pod filters on the carbs, they don't run well with those, never buy one without the original airbox.
Among other bikes, I still have my 1980 GS850G, bought new. It’s a bit of a barn baron now, but too many memories to sell it, so I’m giving it away to a fellow to restore. The only condition is that he promises to offer it to me first should he ever sell it.
Having been biking since 1973 and getting my first fuel injection bike in 2010 I am stunned by the level of ignorance and fear of carburettors. The main reason for unreliability of carburettors is modern fuel, the ethanol in the fuel attacks the seals, absorbs water and if left gums up the jets. A few simple precautions and all these troubles go away. First don’t run your bike on E10 fuel, Second if you intend to not ride the bike for a while drain the carbs by ether turning off the fuel and running the bike until it stops or use the fuel drain the most carbs have. Use E5 fuel ( according to MCN it is cheaper per mile ) some E5 fuels are Ethanol free , Esso supreme is usually ethanol free but at worst has a low ethanol content. My current bike fleet has two bikes with Carbs and two with Fuel Injection, all of them start on the button, carbs are not a black art, I just suspect the mechanical knowledge of the average biker is lower than when I started riding and this has reinforced the myth that carbs are difficult to deal with.
I bought A 1985 honda magna about 4 years ago and have been running it on the more expencive fuel as thought it would be better but not sure now as keeps cutting out and am thinking its the carbs which it may well be as I dont ride it often - but never thought that I should put the cheeper petrol in will take your advice - many thanks
The issue is that for people who don't want to do maintenance themselves, the costs are now through the roof.
Labour cost in my area for a vintage motorcycle mechanic is I think about $150 per hour.
I had my old Honda CB72 fixed up and serviced with the carburettors rebuilt and a bit of wiring, it was over $3000 Australian. That's more than the famously expensive Ducati Desmo service.
@@waveman1500 I have not used car service dpt in 10 yrs and not a single mc workshop in 25 yrs. MC workshops are so expensive that it's cheaper to just buy another bike.
For example, a replacement rear seal and clutch on a BMW 1150 was quoted to the owner at >$3k. He sold it to me for $500. I bought the new parts for $350. Yes it took me 10 hrs to do the job, but I spread it over a week.
Don't tell everyone.....that makes getting bikes cheaper as modern riders aren't mec minded.....
@@peterk2455 Workshop could probably service 12 bikes in that 10 hours and charge the owners $400 each for the service. They have to price the big jobs accordingly.
Anything you don't understand is complicated. Carbs are simple and easy to fix. But, despite what some say, carbs are super reliable. EFI still requires balancing. I've had zero carb issues on over 40 different motorcycles over 40+ years.
Your RF600 didn't start because it wasn't maintained properly. Which appears to be your modus operandi going by your triumph. 👍
I’m 62 and been biking all my life, I think there are a lot of contributing factors to why biking isn’t that popular in the UK, Weather, road conditions, the amount of traffic is getting worse and worse… I rarely go out on the bike at the weekends, tend to stick to riding in the week, there seems to be less bad drivers and bikers about, you don’t seem to see young lads or lasses on bikes anymore, if. I bump into a group of bikers they tend to be about my age… and the price of new bikes is mental….
Ignore time stamps please.😮
@@noellavelle2091 what does that mean…. Timestamps
Wages have fallen by £10k over 15 years and no one can afford a house to keep things in. Who can afford trinkets like a classic bike when affording to live is hard as it is
yes , i have sorned my two bikes and notice the pounds in my pocket , worst thing is losing 10yr ncb if sorned/uninsured for over 2 years , hardly an incentive to return .
Agreed. Reluctant to be political - but the reason wages have gone down so sharply, and rents and house prices have increased is very simple.
@@KR-us9pj is it centuries of lost public school boys ploughing our country in to the ground through thier own incompetence?
@@KR-us9pjmass immigration. Such a lovely ‘necessity’.
Honda cub for the win
£2000 FOR A BMW service!? No wonder they are closing dealerships.
@oliabid-price4517
My average annual cost for my R Nine T while it was under warranty was £280.
I now service it myself although this year because I was between houses with no garage and tools packed in boxes, I took it to the BMW for an all fluid, air filter (not an easy job on the 9T) and plugs which cost me £380.
Don't believe everything you hear on the internet
With regards to the GS850 for sale with the flat spot at the end of the video: get rid of the pod filters & refit an OEM airbox. Manufacturers spent many hours & a lot of money developing airboxes so that the carbs get a nice smooth airflow, fitting pods effectively turns what was a pleasant summer breeze into a blustery winter blow, CV carbs are particularly sensitive. Dynos, Colourtunes, new jets & small fortunes don't seem to resolve the problems. If unsure about this see the many posts on various forums discussing the problem.
It's quite easy to get a GS 850 to run correctly on pod filters, the main issue is the quality of the filters.
Cheaper ones mask the inlets on the periphery of the carb, decent pods and a rejet including restricting the air feed to the emulsion tube and they run fine.
To be fair given the choice I'd stick with the air box but to say it's impossible to do isn't true.
I despise pod filters. Too many times spent at the side of the road in the rain because of them! I once had to leave my XS650 chop in an Asda car park and go back for it the next day, when the rain had stopped.
@@haxan6663 wow, that sucks. I've ridden in the rain with pods quite a few times and never had an issue, but the pods are fairly shrouded on my CB750 due to the layout of the bike.
Agree. I have a stock airbox on my 1980 GS850. As for "excellent touring," I have to take issue with that. Here in the states the highway speed limit in many, many places exceeds 55 MPH (which was a national standard back in the 80's). With only 5 speeds and relatively low gearing 75 MPH is singing the engine at near 6,000 RPM which for this 4 cylinder produces many unpleasant vibrations. Sticking to "2 lane" roads at 65 MPH and under is most pleasant...however I miss traction control and ABS as found on newer rides. And yes, the clutch is weak. As a positive, if one can handle the vibration and noise at 8,000 RPM the kick in the pants is exhilarating.
@@haxan6663why didn't you take the filters off and ride home?
Hi Freddie, the carb/fuel issue is an easy one to solve and is also much talked about with regard to classic cars as well. Unless you are turning over a minimum of one tank of fuel every month, all year round then you simply need to switch to E5 Super Unleaded fuel. Standard E10 unleaded starts 'going off' after about a month, whereas E5 Super Unleaded stays 'fresh' for up to a year, meaning that you can leave a tankful of it in your bike over the winter and it will still be fine in the spring. If you want to be extra safe, add a small shot of Redex fuel treatment to it at every fill up, although E5 Super Unleaded fuels do also contain additional engine cleaning additives over and above standard E10 unleaded anyway. I use nothing but E5 Super Unleaded in all my vehicles and my 20 year old MG TF160 sports car and 20 year old MG ZS180 V6 sports saloon have both, never failed an emissions test.
Lucas fuel stabiliser works( the blue stuff)
Say what you like about Freddie but the man puts in some serious miles, can't argue with that.
I'm with you on that. Carbs are my no.1 nightmare. How I love fuel injection, where everything just starts and runs.
Freddie, I'm delighted that you mentioned my BMW R90S. Just to praise it a bit more, it has a 24 litre petrol tank which is surprisingly slender, and despite this huge fuel capacity the bike only weighs 215kg fully fuelled. I have swapped the standard lead-acid battery for a lithium-ion, so a kerb weight of 210kg! Remember, this is a 900cc machine with shaft drive. Tank range is 250 - 280 miles. I've had no issues with the two Dell-Orto carburettors fitted to this model. Maintenance is very simple and many parts are interchangeable with other BMW models of the 1970s and '80s.
I must admit out of all the BMW's that s the only one that's caught my attention.
My 1999 carbureted Sportster only needed one carb cleaning in 25 years and that's because it sat for 3 years. Even with a carburetor full of crap they still try to run. My mechanic was very impressed.
Seems to me motorcycles are just not as popular as they once were and money is simply not around. People just want an armchair, cocooned with a coffee, maybe driven autonomously or better yet never leave the house n work from home
As a 71 yo motorcycle rider, I have owned many bikes with carbs. This includes a Kawasaki Z1B, Harley Softail, Munch Mammoth , BMW 1000 brick and a Ducati Darmah that I have owned for 43 years. Carbs were great and I never had a problem with them. Yes occasionally you had to adjust or clean them, but its no big deal. People are making it more complicated than it is. In fairness, the new fuels do have an impact on carbs but you can overcome that with additives. My 1978 Ducari 900 Darmah is now worth about $30 -$35k Australia
What's a Munich Mammouth worth though!? Double that?
Much mamouth ? Wow ❤❤❤
Munch mammoth, theirs a rarity.
You are simply attuned to what you know, i prefer carbs because i know how they work and can strip and rebuild one with simple tools.
If my carburettor w650 has an issue i can fix it with the tools on the bike, i don't need to replace an injector i haven't got when I'm broken down at the side of the road.
Sure, if you are mechanically inclined then carbs are not voodoo, provided they are in a place where you can reach them easily. But the thing is, when was the last time you have had or have heard fuel injection causing issues? They are more complex and outside of injectors themselves they mostly unserviceable, but it is incredibly rare that one has any issues with them ever. They were a solution to all carb problems from minor to major that just works.
In 2021 I purchased a 1997 Honda VFR750 as a project. It had not had an mot for 8 years. The fuel tank was rusty, which I cleaned using molasses. I took the carbs off, expecting the worse I removed the first float bowl to discover a pristinely clean carb so left the others untouched. After reassembling, guess what.....one float bowl leaked! I had to remove them and fit a new seal. After freeing up the fuel pump it fired up! I balanced the carbs, but no cleaning was needed. Not had an issue with the carbs since and the bike gets sorned for the summer each year. 😊
I just got back into motorcycling and couldn't choose anything other than a carbed bike for many reasons. I like the sound, the look and the idle but most of all I like the fact that I can manage it. I can't do anything on a fuel injection even if I had the necessary equipment. With a carb I need very simple tools and quite frankly, very simple knowledge. Often readily available through RUclips. It's cheap and easy to rebuild carbs on most classics and with proper clean fuel they'll outlive most of what a typical classic bike will run for an owners lifetime.
Freddie, I do find your chats very engaging and I like your enthusiasm and appreciate the amount of background work you must put into making these videos. I am now 76yrs old and sad to say am at the other end of that journey. I still own and ride 4 classic bikes ; 1959 R/E 250,Yamaha SX5001975,Moto Morini 2c 250 1981 and a Yam,SRX400. I have tried selling all of these bikes in turn over the past 2yrs using (carandclassics) which I have used very successfully over the yrs, and have not even received one enquiry. Yes! it is true what every one is saying . The M/cycle market is going through a seismic transformation and it will never be as people of my age have known it again. All of my bike which i paid good money for a few yrs, ago are now next to worthless and dealers who advertise saying P/X welcome don't even have the courtesy to reply? Regards David.
Never put "pod" type air filters on CV carbs, it'll not run right. get hold of an original airbox and the running issues will disappear, I've owned 2 of these in the past and they are fine (if heavy) bikes, they do however have much more in common with the 750 than the 1000, that 850 top end will drop straight onto a 750 bottom end, giving (arguably) the best of both... With regard to carb issues, most of the problems will be related to age not the carbs being flawed. About 85% of my bikes currently are carbed, they all start easily. Family life meant that I hadn't run my '77 T140V for 4 months over the summer, pulled it out of the garage a couple of weeks ago, started first kick and quickly settled to a slow even tick over, ran like it's usual rip snorting self. My '39 VH500 hadn't run since May whilst the Magneto was away being refurbished, admittedly that took 2 kick to provoke into life after the mag was refitted, now of course FI is superior, as long as all the sensors and associated wiring are in good condition, it's (by and large) much newer, but carbs don't have to give problems.
I have a Honda CBX 1050 with six carbs, 46 yrs old after 6 month sleep my spring starting routine, turn on petcock wait a minute for float bowls to fill, ignition on, push start button and it'll start first time. My 1984 Suzuki 1200 is the same it starts every spring. The only requirement for this, drain the carbs before you put it away for the winter. During the season I can leave them for a month and have no problem staring either one.
I had 3 bikes when I was 18. A BSA Bantam, a Kawa KH 350 and a Honda H 100, which was my daily machine. I was also completely broke.I did however, have a garage at my disposal. Now I’m a 59 year old IT Manager with no garage close to where I live and no time to service classic bikes. What I’m trying to say is that you need time and the facilities to keep a classic machine.
Not necessarily- if you are able, you can swap time for money, find a reliable, competent enthusiast in your area, leave the repairs and servicing to them.
The throttle response on a well set up set of carbs is lovely though.
Agreed zero snatch
Yup , fuel injection was a disapointment in that regard.
Always that lean flat spot mapped in for the emissions test
My TL1000R with twin injectors and Yoshimura 2 into 1 would disagree that there's a problem with throttle response.
Freddie, thank you for the mention amigo 🙏🏼 if your doing Bosnia, carry on down to Montenegro - but don’t make the mistake I made, and get insurance for the Balkans BEFORE you leave 😉
Love Jacob, Iv been watching his RUclips for past few weeks, highly entertaining.
@@CiniEnFi if I could love this I would but it only gives me the option to thumbs up!
Hey Freddie and Jacob! Jacob, great to see you featured on Freddie's channel! Superb!
We rode down to Greece 20 years ago, it was very easy to just buy insurance at the border & TBH your UK insurance would not be interested in supplying that cover. As all these countries are in the Green Card Insurance scheme UK insurers should cover these countries automatically even if only on a third party basis.
Or just make sure your green card covers you. P.s. I have a place in Montenegro probably some of the best roads in the world
I have a 1970's Commando, that works well the more you use it. In addition to the other comments on here, I turn the fuel off when I get near home and run the carb and fuel line down to dry so I don't leave the 'new' petrol in the carb. You get very good at knowing when to turn it off :)The bike has a Stay up , ethanol resistant float and I don't have problems. On a recent rally to Sweden we had a whatsapp group that acted as a support group should someone have a problem, which with very old bikes and lots of attendees, we had a couple or so. I also run a 14 year old BMW and do my own maintenance on that.
What worries me about that bike and newer stuff is the ridiculous service charges that are routinely quoted in Bike mags. Getting on for a £1000 for a valve service on some machines which depresses the value of slightly older , complicated bikes (and Cars like BMW etc). Triumph 660 have a pricey service in the near future for owners, and it's a 'cheap' bike.
Also Carb maintenance is easily learned, plenty of advice out there.
Lastly Freddie, ask about the old 'biker's code' of stopping to help a broken down fellow biker. I always try and do this if it is safe to do so, and getting to know your bike makes these incidents easier to get over. It's often a silly thing (the sportster owner , yes a carb bike who I found broken down while I was on my way home on my Roadking 1340 and he was waiting for help. A quick chat and I turned his fuel tap on (without getting thumped as he gave me such a look) and it fired up...Plenty of other occasions but with riders only wanting to press the button on a bike, I can see this tradition going...
It’s the demographics which are killing the classic/second hand bike and car market. Those who prized them have either got them or unfortunately passed on. There’s a glut because the market is full of excellent second hand modern bikes with few perspective customers. Where bike meets and shows used to be attended by youngsters, these days they’re more likely be a much older demographic.
The classic show is coming up next month in Stafford. The auction will give an indication of the market in the UK. Correct, demographics are destiny. Lots of old bikes lying idle in sheds and collections. Many owners have inflated ideas as to their market value. You will see a lot of executors sales with no reserve. Then the market will really tank. We have already seen this with antique furniture. Wonderful pieces of craftsmanship, which in some cases cant be given away.
@@NAParr it isn't demographics. Young people have no disposable income thanks to shrinking wages and being generation rent. Younger generations now would love hobbies and pass times like classics bikes, but they can barely even afford to survive let alone have the cash for expensive hobbies
Really love Buell, I had an 1125CR...an amazing left of field monster of a thing, packed with character not to mention insane performance for a bike with no ride modes, rider aids or traction control. The industry needs bikes like these, no focus groups, no safe, cynical market strategy just all out; engineering as art, passion and belief. The recent collaboration with Roland Sands was bat s*it crazy, beautiful and brilliant all at the same time. Genuine American Rebellious soul, I wish them all the very best and hope that this time the brand, its ethos and its super cool machines are here to stay...
All of the vintage British motorcycles I purchased for $500 or less are now worth seven times or more what I paid for them. The people that laughed at me for buying them are not doing any more laughing. Like my dogs nobody wanted them so I gave them a forever home.
So what's the value in the value if you never sell them?
@@DiscoFang there is pleasure and value in just having them. I will show them eventually when I get old er. without meaning to they turned out to be an excellent investment monetarily wise and my little 250 dirt bike and street bikes are great running little bikes.
Good man.
Hi Freddie. One factor that effects the price of some of the apparent bargains is parts availability. A bit of research could pay dividends when shopping! Great vlog as always!
Buell doesn't seem to have learnt from Harley, that's a huge price for the cruiser for anyone these days. I don't think the argumant will ever stop about carbs, its a marmite argument, no one will win. I'm just glad some people like them and keep those old bikes going. Quit while you're ahead Freddie 😂
carbs are fine as long as your vacuum petcock works, (if it weeps there is no off) if you have to ride it every week to run something is wrong. my bandit 1200 the carbs have been open a total of 4 times over 25 years and 63 thousand American miles for some tuning around exhaust and intake mods, including a few examples of years of sitting in storage when i just pulled it out hooked up a jump pack set it to prime for a minute and started up like the day i rooled it in.
also after all the tuning and mods it dinoed at 124 hp and got 48 hiway and 44 city usmpg witch is right up there with fi.
I've had carb bikes all my life and never had an issue , so Freddie your 80k pales in comparison. Balancing, cleaning carbs is so easy ! To say carb bikes do not start is madness, even now my 883 carb model, starts and runs like a dream at 20 years old !
bought a new suzuki gs 850 g ,shaft drive in red in 1978 . fitted a squire mk1 sidecar to it and did sidecar rallys . my wife not too pleased as she liked the M G B g t car i swapped for it . . I have always prefered motorbikes to cars . 75 now and still ride .
Congratulations. Bike v wife (bike wins hands down every time).
The comment section here shows exactly why I will not be getting a bike with carburetors ever again. I hand a 1981 honda CB 650 as my first bike and I could write a book on the torrid experience I had because of the carbs. Like Freddie said, some of us just want to hit the ignition and go. Everyone saying carbs are okay will add a list of dos and don'ts. I personally don't want to deal with all that. Just hit the switch and go!
At first I thought this was silly prejudice and exaggeration. But as I typed my own post on the matter, I realized that, as you have said, individual carbs on multicylinder machines have the potential to be a major PITA. I expect on every message board dedicated to the marque and model, there will be a section on carbs. There, you’ll find a small number of people who are recognised experts with the carbs in question and just a couple who are widely regarded as “carb whisperers” or gurus.
The very concept is laughable to those who have FI machines. Other than fuel pump issues and the degree of irk related to addressing these in the unlikely event of failure, and the issue of fuel lines under high pressure (do people understand that the fuel lines really must be replaced periodically?) most people’s interest in the entire fuelling system is getting their individual bike remapped to be as perfect as it’s possible to be (often, but not always, to do with increasing the power of the engine, though having optimised, smooth running is a benefit more people would notice in routine riding).
One thought which I used to have, yet for various reasons I now believe are unlikely to apply, is this: who’s going to be able to fix these FI systems when the bikes are 40 years old? Because they generally work perfectly and ask nothing the rider / owner, when in the future, faults develop in the FI system, I think it’s unlikely that many people will have the required knowledge & fortitude to resolve them. I could envisage a time when defects in the FI system will routinely lead to a bike being scrapped.
I have a bmw r100rs good brakes good handling and carbs service it regularly,it starts runs good ,it is 1979 a real classic
It didn't collapse, it came back to reality.
Regarding the DR650 in the US - they're popular but I wouldn't say they're flying off the showroom floor. But they have a devout following. Those that do own it will rant nonstop about it if given the chance. The Kawi KLR 650 has a similar reputation. Those that have them, swear by them.
I can't find enough 70's treasures. Bought half a dozen already in 2024. LOVE THEM!!!!
30 years ago all the riders I saw on motorbike runs or in bike shops were about 10 years older than me ( they were in their 40’s)
Now they’re my age ( around 60 or retired).
Something has gone awry.
Has biking become an old man’s hobby now ? Where are the young enthusiasts ?
Those brought up in front of screens don't appear to get motorcycles like those brought up in the analogue age. also it is harder for a young person to get started withe the bureaucratic obstacles put in their way. They seem to like scooters and ebikes though.
We are around we just can't afford to ride anymore. 4 years ago I paid $120 a month for a new CB650 now they want $300 a month for a zx-4rr. Insurance has doubled. It's not affordable. I don't even drive a car
Kids can’t afford to have an expensive hobby like a motorcycle, and it’s much more normal to have a car
Easy fix for the carb problems - stop using e10 fuel! I use e5 in my Morini 3 1/2 and it runs like a clock on it. When putting it away for winter I either run it dry or drain the float bowls and it’s good to go in the spring no dramas.
The case of the Suzuki DR650 in North America actually dovetails well with your carb/EFI discussion. They are still available brand new here in the US for $6300-7200. They have changed very little in the last 30 or so years. A big topic of discussion here when Suzuki releases its new models for the year is whether they will finally put EFI on the bike. Amazingly, they are still using carburetors on the 2025 models. This makes the DR highly desired for the "carb-only" set but makes it a definite "no" for many would-be buyers that prefer EFI. On the plus side for DR owners, the lack of changes over the years makes for great availability of aftermarket parts and very strong resale values.
As an aside, I believe that some patent applications have been revealed here in the US that indicate the humble DR may finally get EFI in the 2026 model year.
Love what you and Monica do!
Cheers
Alex
Yes the rumours about a new model DRZ400 for 2025 are very interesting. It would need ABS to be sold in the UK and the EU but I think that it would be welcome competition to Honda’s CRF300L which currently has a near monopoly over here.
Freddie, I flew into Atlanta, Ga USA from Japan and borrowed my older brothers r100 GS PD and drove it to Miami and then up to NYC and over to Buffalo before returning to Atlanta Ga. The bike never missed a beat!
Carbs are fine... but they don't mix with low use and modern ethanol fuels.
and as I heard E5 shall be taken out of the market, only E10 shall remain
@@tompeter7326 It appears to be easy to remove the ethanol from your petrol. Plenty of videos on YT about it. I haven't tried it myself, I just buy E5 but if we are just left with E10 I will do it.
Hello Freddy, I enjoy your channel very much.
This is not about your current topic but a response to your introductory note that you welcome and build commentary about subscribers' topics: so here's one.
Do many, like me, go back after a long time to something like an old favourite?
Me, 1976 to 1985, Kawasaki Z 400 parallel twin, all weather workhorse, 45,000 miles, sometimes saw 100 mph on the speedo(!), might have oiled the chain a couple of times, 2-up to Marsailles from Bradford, Bradford to London most weekends year round, handled better than I ever asked.
40 years later just bought and put 3,000 miles on a 17 year old Kawasaki 650 Versys, pretty much the same engine with slightly bigger holes, and it suits me very well indeed. Heh heh.
People just don't want a 20 year old bike that handles badly compared to a modern bike and requires way more maintenance because it's old now and everything on it is worn. What 24 year old is going to pay £6500 for a Kz1000 when you could get a almost new z900 for pretty much the same price?
A KZ1000 is over 40 years old, not 20. The new gas makes carb bikes a real hassle.
The reason the UK market is depressed is there is an abundance of these bikes compared to owners. I and many others exported thousands of K zeds, H2's CX500's etc to the UK, Japan, Poland, Germany, etc. from America. A favorable exchange rate in the 80's and 90's meant you could literally send almost anything over and make a profit on the currency difference itself. Container shipping was also cheap at the time. Like all markets the customer base for these bikes are ageing out and most younger people who were brought up being told they need to use hand sanitizer 10 times a day are not the risk takers their parents were.
On Conventional Carbs they work fine and I have rarely seen a set wear out. The problem is when they sit, they need cleaned. This is a simple job that can be learned by the time you have finished your first set. Most of the bikes I have owned are carbureted and very few needed any maintenance at all.
Like your channel!!
I literally sold my 2020 Triumph T120 to an air cooled 2007 carbureted, air cooled Scrambler.
The scrambler had no brake pads, sludge oil, difficult start. The previous owner didn’t want to spend what the mechanic wanted to get it running.
Brake pads were $40 and 30 minutes work. The oil change was the cost of filter and oil, and an hour or my time. The spark plugs were cleaned. For under $200 and a Saturday- this 900cc pulls like my EFI new bike.
Hi Freddie, I have to say, I always found Buell to be an odd one, and nothing seems to have changed in that respect.
Its not just a fuel injector, its a management system and a huge fuel pump - all of which could go wrong and good luck if you try to repair that by the roadside . . .
Carbs are simple and easy to work on - all of my bikes have carbs and I find them largely trouble free . . . Indeed my 2002 Harley started right up after 6 months winter lay-up . . . I bought a 2002 simply to avoid EFI . .
I've just started my 1952 AJS after 10 years with no carb issues . . . Had I had a problem with its Amal Carb all parts are available off the shelf and dead easy to fit . .
Carbs for me all the way . . .
Carbs are a pain? What? Hahaha, I own a 2007 Thruxton, last of the carburettor versions. Never, _never,_ had a single problem. The bike moves pretty regularly, maybe once every two weeks in summer (Spain), but will be parked up from November through to March. No problem whatsoever. _Ever._
That said, make sure you use quality fuel, no skimping in those low-cost petrol stations, petrol stations with not much turnover, etc. I stick to BP and Repsol.
On another note, I also have a 1989 (100% standard) Mk.1 Yamaha FZR600 Genesis. That gummed up its carbs (the two on the sidestand side) after being left for about 3 years. Cleaning is a relatively easy operation, done and dusted in about 3 hours on a Saturday morning. I try to move this bike at least once per year. Easiest fix for problems with bikes that don't get used much is this: about a mile from home, switch the fuel tap off. By the time you arrive & take your gear off, the engine will be sputtering due to fuel starvation, keep the engine running as long as possible and then park up. The float bowls will now be empty, and any remaining fuel in the conducts, jets, etc. will evaporate quickly leaving no residues.
I have over 40 years experience, and until around 1994-1995, anyone who owned a motorcycle had to have at least some minimum skills wrenching. Up to the late 70's and 80's, one's skillset needed to be way higher (and you will notice that things like carbs and plugs were _very accessible_ and not hidden between frame rails, behind fairings, etc.).
I ride a 1974 HD Ironhead I ride what I can work on, classic motorcycles, have a blessed week my friend
The Suzuki DRZ family is still sold and popular in the USA. These bikes have been grandfathered in for emissions standards as it is the same bike that has sold since 2000, a late 1990's design. The advantage of the DRZ family is they are carburetor bikes which many people like as it is easy to self service, there are lots of aftermarket kits to jet the bikes. Additionally if you are riding in Baja or other places in Mexico it is easy to have it serviced. FYI, I've had a DRZ 400 for 15 years and the carburetors are not an issue. I put Mechanic In A Bottle in the bike every time I am finished using it and this keeps the gas clean and prevents the carbs from gumming up. I am surprised so many people have issues, I expect it is because they park the bike for several months due to weather, etc. and do not stabilize the gas. For those of us who grew up with carb bikes this is routine and we do not have issues.
Believe it or not, the xb1200 I had was one of the most fun I had riding through the mountains of Colorado and New Mexico. Just a very well balanced and high torque and solid machine.
Everyone in Australia thinks their old bike is worth big dollars but they have all been listed for months and never sell. Listing prices are a million miles from the reality of selling a bike. Only sales count.
I know, right? The ads that make me laugh are the ones that say "investment" or "price is firm" - and they languish unsold. There's currently a Ducati SportClassic for sale, that started out at $89k and 'is only going up' - now it's at $146k!! The guy is dreaming, they were a terrible bike (I had one brand new in 2009) that is best consigned to the 'pretty but really crap' section of bike history!
The good news for me is I have the bikes I want not for investment.
We have bikes with carbs that are no problem we also have those that are a pain. But both wonderful. I can rebuild and balance the carbs on my V4 Honda in a couple of hours. But I have owned it since 1988.
Hi Freddie! Further to my comment about carbs not being voodoo, ahem… I confess that, back in the day, I have only ever owned single carb bikes, I wouldn't fancy trying my limited D.I.Y skills on an in-line 4 (!!!) but those lovely old Beemers with only two, easily accessible, carbs are a decent prospect.
Ride an 89 fj1200 3cv..stainless 4 into 1 predator exhaust. Wheel conversion done. White silver and red model..love it..constantly get young guys lusting over it lol..never get rid of it.
"a-pain-in-the-arse"😅 spot on about carbs; i have also suffered! Ive just re-subscrideed on your channel Freddie. I left for a few months as i got a bit bored, but have to say that there's nothing else quite like your channel mate! Nice to be back.
Cost of living crisis has hit and collectables get hit 1st and hit hardest.
I never even occurred to me that people were afraid of carbs! True I've never had to balance an online four, but i wouldn't be afraid to do so. My old Bonnie with single carb had has no carb issues for 80k miles, oh wait, i had to drain it a couple of times and put on new cable. The bike was unfortunately of the road for a decade due to external reasons. I put in new fuel and it started third kick. Nor recently I bought a euro 4 ducati and hated the low rev fuelling, the throttle was very on/off. Ideally I'd have to get it 're mapped, but i made up a booster plug and that cured it. I'd actually like to learn how to do the remap myself, but that DOES scare me!
in short... Carbs are no problem for a well running vehicle that the owners uses all the time...Fuel injection is for people that could leave their vehicle untouched for days or weeks at a time. I had a carbed bike I used everyday, never an issue with either starting or running.
Except carbs suffer from damp/ cold air or thin air at altitudes etc
i have had carbs working after weeks no problem. Just took a few extra seconds of starting.
I hope your contributor has a great future with his 1150GS, readers beware though, the 1150 series bikes have suffered with stripped out splines on the clutch plate & drive shaft (leading to a total loss of drive) due to insufficient engagement of the splines themselves. To fix the bike has to be split in half, yes really!
Carbs. Generally I am very pro carbs. Normally they only have one moving part and they can be easily fettled at the roadside, usually involving jet removal and clearing debris. The ECU that drives fuel injection is very reliable until it isn't and then you must hunt for a dealer and a new part which may be very difficult on an old bike. Having said all that 4 across the frame Japanese bikes have always been a no go area for me. There is a huge difference between the one very accessible familiar AMAL carb on my Norton and four inaccessible rather alien carbs on a Japanese bike. So, 1 carb yes please, 2 carbs OK, 3 or more fuel injection please.
I’m an experienced/qualified (8yrs, all be it 30yrs ago) diesel mechanic, rebuilt engines, fault finding in all aspects ie air suspension, Brakes, engine timing.., and still maintain all my vehicles with good competence today. My Zzr1100 was running very well but a bit flat under 6000rpm. I bought a dynojet kit to give me a bit more power under those revs, slapped it in.. do you think I can get it running right? Nope. Tried all different needle positions, jets, float height.. I have the tick over running perfectly, but at 3000rpm it stutters and it just doesn’t pull like the beast it was. I know I’ll get there, but yes, from my personal experience carbs are a pain in the arse. Any help would be appreciated.
Great thoughts, Freddie.
The proper classic market has tanked even more. Look at 40's ,50's, 60's & 70's bikes and the drop has been horrendous. Even the ultra classic such as Vincent and Goldstar's have fell out of bed.
Can you prove your statement or is it just a feeling?
Definitely so.... what were recently desirable British models like pre unit Triumphs and Commandos etc,fetching 8 to 10 grand,are now available for 5 to 6 grand. Never known such a slump,but the generation that loved these bikes have either gone,or too old to start them. Plus, nice second hand,low mileage,reliable,oil tight modern Triumph or Enfield s are cheap in comparison. Old Iron,is now surplus to requirements.... The very few young motorcyclists are not interested in them,either...
Al of my hondas have carburetors. My 1970 ct70 my 1975 Elsinore cr250m1 my 2001 cr250r and my 2002 vlx600. I use no alcohol fuel in all and both the 250s and the ct70 get their carbs drained if i plan on leaving them stored. The vlx600 is always allowed to idle unitl it dies with the petcock off after every ride. Of all my bikes, the ct70 is the most fun and the cr250r is still amazing after all these years. Oh I am the original owner of ALL these bikes. These days i race the Elsinore once a year in a local vintage motocross day, and so the bike will sit for a year at a time. I drain the fuel from the tank and the carburetor to use it in the cr250r. I poor 10 CCs of premix oil in the cylinder, clean the air filter and store it for the next year's vintage motocross race. That next race is Oct.6 so I usually fire it up a week or 2 before. Yesterday I put fresh fuel in and after slowly kicking it through to pull fuel and oil into the cylinder, it starts on the second real Kickstart. The key to the carburetor issue is non ethanol fuel and draining the bowls. Sorry, I am 66 years old and have been riding since I was 11.
Greetings from Canada, Freddie! The Suzuki DR 650 is also available for sale here in Canuckistan. A 2023 model retails for 7200 Cdn.
Wonderful travelogues... how's the off roading these days 😅😅 William Nova Scotia
I paid $7800 CDN out the door for my 2022 DR650, I’m very happy with it
@@NickHellings-zq8xt I'm in NS. You?
@@williamclarke2020 Hi William, I am in Alberta.
850 g was my first touring bike ,2 up through France in 85 …never even thought it was heavy.just a bike to use at the time
People lie their asses off about whats wrong with the bike just to get it sold and its always "An easy fix". If its not running, you should assume the motor is blown as well as the transmission in need of being rebuilt.
Yep. If it was that easy a fix then fix it
True 😢
As a teenager I remember being glued to the TV when the BMW R90S was featured on a BBC program called Tomorrow's World. Amazing to think that so many airheads are still doing daily duty.
Hi Fred experienced diyer here. i agree totally with you about carbs. Also Fi is easy to fix generally. What no one says about the carbs and being a service item is true but…….. getting those carbs off is not always simple. Yeah bank of 4 carbs or v twin 2 carbs, disconnecting everything and trying not to damage pipes which are being rotted by fuel and the snorkels that attach to the cylinders crack and deteriorate with pushing and pulling. Look at small engines on u tube many just chucking on pattern chinese carbs eg mower carb £10. I have swapped some and are working no problem. I believe that electric power tools are rocketing from petrol strimmer, chainsaws mowers etc
how about giving it a go, learning to do carbs, as a series, I'd watch it! Maybe some locals would be willing to help ? Or just buy some really cheap bike, so you have nothing to lose, like the one in the ad you showed us? Anyway.. just an idea :)
Freddie is Frank Spencer when it comes to bike work.
@@DiscoFang there's a name 😁
Was talking to a chap know who bought a Buell had it imported from America to melbourne Australia. He then rode it back to Sydney where he lived about 10-11 hrs of riding. he was going to stop the night along the way but bike was that smooth and comfortable that save a stop for coffee he just kept going all the way to sydney.
Good to see Buell coming back!!!
That R90S is gorgious and indeed a rare collector bike. That 2tone tangerine paint is OEM.Very nice!
About those Suzuki GS's: i've had 2x gs750e and did a long test ride on a gs850g. They are very strong bikes. The only downside i could discover was a little rear wheel tramping when braking hard and shifting down at the same time.
I still have a Suzuki VX800 which also has shaft drive but that has novauch problems. No tramping at all.
You critique towards carbs is justified. EFI is superior in every way. But it also means that IF you learn to master carb tech and buy a synchroniser tool then you will have a great choice of affordable bikes!
Hi.
From an old Aussie.
64yrs of riding registered bikes.
Yes fuel injection is a good thing. However with this new Euro 5. Yuk.
They run so lean when in open loop and it’s going to get worse.
Currently own a new 10 month old Honda GB350 (CB350 in India) a knock off from the Enfield. ($7,900 ride away Aussie $’s)
The bike runs so lean when over 4,000 rpm and pushing hard up a hill. The pre ignition sounds like a diesel tractor.
6,000 ks and the barrel, piston and rings were replaced. Honing worn of front of bore approx 35mm down and 40mm wide.
Have had Hondas over years however wish I had purchased the Royal Enfield 350.
Notified Dealer and Honda Australia and Japan. 800 ks after carful run in turned the tap on same problem.
Punt around town never a problem, no rattle go off closed loop O2 sensor disconnected and works on mapping.
Cheers
Brian
Disappointed owner
You don’t have to balance the carbs if all you do is pull the bowls and clean the jets. Pulling a rack of 4 carbs isn't easy, and for a Transalp v-twin, even worse, but as long as you don't disassemble the whole rack, just clean the jets and reinstall. I try to use non-ethanol fuel as often as possible, especially before storage. It might be worthwhile just adding fuel stabilizer to every tankfull, if you don't know how much you will be riding.
I have to agree with you. It is possible to run carb bikes without issues but having to piss about draining the carbs if you dont plan to run the bike for a couple of months is a pita. I had a CBR900 which was left with a friend for a couple of years whilst I was out of the country. When I got it back I had to rebuild the carbs with new seals and run all the jets through an ultrasonic cleaner. It isn't difficult, but it isn't cheap either and with a ten year old bike you start getting issues with breaking plastic tubes etc. I wouldn't choose a bike with carbs now unless you enjoy fiddling with jets.
I have mixed experience of carbs. My zr750 zephyr was a carb nightmare, would bog down in higher revs. Every other bike i had i never required any carb work. My 1993 fireblade i had for over 10 years, and i did let it stand for months at a time, was flawless.
Love my 2022 DR650, never had a big trail bike before, but it’s become my daily hack.
Thanks Freddie .
The DR is a great bike in it's reliability and simplicity. It is very capable at low speeds on the trails and can cruise at 80 mph all day. It's a bike you never have to worry about it just works.
Had 3 x DR650SE ,a XF650 Freewind and 2 x CCM 644,which I have presently...just make sure the neutral sender bolts are locktite'd in...bulletproof, otherwise!
@@williamrae9954I had a DR650se also was very reliable, sold it for my XRV750 which I've owned for 21yrs now😁
Nothing wrong with carburetors, I've left mine for 6 months and it starts instantly.
@@williamrae9954 I had a CCM 644, engine was probably the best bit about the bike, the rest of it felt like someone just threw parts from various bikes together. I loved the bike but in the end I got fed up of it.
@@elobiretv I'm building and overland one at the moment, 25litre Acerbis tank/seat off of an early '90's DR650,stronger subframe etc!
Until it doesn't. 🤷
I got rid of mine after it stranded me outback. It had eaten the main bearing cage. It had been well looked after from new and never thrashed, yet still needed more maintenance than most bikes I've owned.
Don't get me wrong, I enjoyed my DR - it was an otherwise great bike for my adving, my real point is all bikes can fail unexpectedly - or I'm skilled at breaking them. 🤔
I ran a bandit with carbs happily for 2 years....I didn't notice it was a problem. I used the bike regularly though
I own a 73 Norton, a 78 Guzzi and a 82 BMW. I only use non ethanol gas with a little Stabil. I run the fuel out of the carbs if parking them for long periods. No problems.
My XT500 always started. My R100GS always started. My R100R always starts, since 1995, summer and winter, always parked outside. Don’t see the problem with carbs.
Perhaps vintage bikes aren't selling because private sellers' (who would likely want cash,) are having difficulty finding a buyer with actual money in their pocket. Mind you, we bought a Fiat 500 1.2 from a guy yesterday, and he almost didn't sell BECAUSE we came with actual money!
It's absolutely disgusting how the banks and the state have managed to convince people that cash is borderline criminal. Almost like having a load of drugs stuffed down the back pocket.
I had a similar story with buying a bike a few months ago.... He insisted on a digital deposit before I could rock up with the notes.
I remember riding down the Dalmatian coast to Dubrovnik in 1984 on my Yamaha XT500, then it was the ferry to Greece. I still have a 2006 Buell Ulysses XB12X. The best bike I have ever ridden. I agree: the DR650 is the best bike in its category. Nick
I’ve been riding for nearly 40 years and have lost count how many bikes I have owned, my last 9 bikes have been fuel injection, I would never go back to carbs as a main bike. I’m not afraid of them, I’ve stripped carbs down lots of times over the years. My second bike is a 1982 Suzuki gp100 which I love, even though I put e5 fuel in it I still have the fear of leaving the bike stand for to long due to not restarting easily. What I have noticed is bikes from the 80’s are still holding strong value, look at the Yamaha rd350lc , but pre 1980 bikes are starting to drop in value.
Here in the US the vintage motorcycle market is definitely soft. It's a buyers market. I've been seeing good deals on Marketplace for the last couple years, and some of them sit on Marketplace for a while then end up selling for even cheaper than the posted price. I've got some great deals for 60's Triumphs saved on my FB right now. I'm sure the market will eventually return but for everyday people that enjoy riding and working on older bikes, it's a great time to pick one (or two) up.
Carbs are no problem for blokes who grew up with carbs. I can work on my bike because I grew up with direct injection, I simply cannot be bothered to spend hours learning about carbs and battling them in an already busy life! Retired blokes have at it...
DR650 are awesome bikes, probably the most popular bike for rtw trips. I've got 140,000km on mine, still pulls like a train and burns no oil.
The R90RS is a stunner. Looks like a good price for that.
My Brother owns one. it was a bit of a garage queen, soppy middle aged owner ! but he has given it to a good technician to sort out, and it should be lovely to ride once again
he also had a GSA, but living in wimbledon, the scooter riding cordless angle grinder fraternity from the local council estate stole it !!
@@russthebiker crap! Damn thieves. I own a 1992 R100R that I absolutely love. But someday an R90RS would be nice to have as well. Same shop manual!
in 2020 me and my brother purchased a Buell RR1200 battletwin for $19,000 , the Mecum motorcycle auction in las vegas was going on that very same week and another RR1200 sold for $25,000
. During mecum 2024 me and my brother attended and watched one RR1200 sell for $10,000 and another which was a 1 of 1 white RR1200 went up to about $6,000 and didn’t hit reserve. I don’t know if it’s just buells going through this but that’s an insane drop in value
I love shopping for second hand bikes! Some great deals out there
Cold starts on carburettor bikes require a choke set to rich ie. less air in the cylinder squirt. Once they're warm and idle is steady turn off the choke. You can buy a microfilter mesh to cover pod filters, will drag in air a bit harder is my guess but water will not pass. I believe ppl oil their filters too, you'd have to fact check that one though.
In my day, 2 strokes had their own oil tank, you filled that and the petrol tank or pre-mixxed the fuel. I never tried kerosene, although I suspect that would have worked just fine.
My old 1992 600 diversion starts great, if it stands for a while put a fuel stabiliser in the tank give it a shake , fire it up so the carbs fill up , never had a problem you got to keep the old uns going
laying up a carb bike ,turn off the fuel tap ,undo the drain screws on the bottom of the float chambers let fuel drain then re-tighten it takes 10 mjns
Dr650 was for sale in Australia. only ended last year 5200 pound. Is one of the best all round bikes for our conditions. Also DRZ400 still for sale 5200 pound . I got one just last year. A 15 Year old DR and DRZ still sell for 3000 pound .
Just thinking about carburetor bikes. Briggs and Stratton do a fuel additive called Fuel Fit, designed for lawn mowers and other garden machinery regularly left over the winter. Just wondering if there was anything similar for bikes? I always had issues with my Stihl 4 stroke bruschcutter. Had to service the carb every year. Never had an issue since using Fuel Fit, which prevents varnish build up and gumming in the fuel system.
STA-BIL fuel stabiliser. Mix this in your petrol and you can store your bike without any issues of fuel gumming up and clogging your carbs.
Carbs are extraordinarily clever devices. If you understand the history of fuel metering, you’ll probably enjoy a bike with them more.
They’re not simple, especially on multicylinder machines.
They must be clean, free of leaks (fuel or air) and synchronised.
If you own a multicylinder motorcycle with carbs, you are going to have to grapple with them.
They’re sometimes intimidating to some people. It helps if an experienced person explains how they work, why they sometimes don’t, differential diagnosis and fixing. Also, and might sound silly, but knowing how most easily they can be removed reduces the hassle.
I enjoy fettling the carbs on my 1977 Suzuki GT380B (Mikuni VM24) and 1977 Suzuki GT750A (Mikuni BS40).
Each carb, in their specific setting, has quirks.
The 380 carb top rubber boots perish for no obvious reason. They’re a major PITA to change them. There’s no easy way around it. My heart sinks when I notice that one or more is turning into foul, black goo.
On the BS40 carbs, the Achilles heel is the seal on the butterfly shaft. If these have never been replaced, they are probably going to be leaking air under certain conditions. It’s not obvious when this is happening because other issues can mimic B/F shaft seal failure. They’re also a major trauma to replace them, even more so than the VM24 boots!
Saying all this, because I’ve had this kind of bike for decades, neither problem is at all difficult for me. I always keep a supply of necessary service items for these carbs and almost all of the time, they work beautifully.
I’ve made patient modifications to the carbs on my 380 & it’s throttle feel at all times and situations is the nicest I’ve ever had.
The carbs on the 750 are notoriously bad for “surging” or “bucking” on a closed throttle, slowing down in a low gear. I’ve fitted pilot air restriction jets and this has helped. They are fussy about having everything running perfectly in all other areas and these should be gone through before concerning yourself with PARJs.
Looking back at these notes, i cannot disagree that, if there were bikes I liked enough to own these days, very refined fuel injection would simplify my ownership experience considerably! I owned a Suzuki GSX1400 for many years and in terms of beautifully refined running and reliability, it was entirely without any vice.
My daily ride is a 2003 Fazer 600. Service the carbs properly and you will not have a problem. I have never had an issue with starting this bike in ay weather after 30K miles and three years ownership. On the other hand I will bet there will be problems getting replacement electronics for modern Fuel injected bikes once they are twenty years old and break. My 21 year old carbs simply need servicing now and again and keep on going.