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There are plenty of reasons to opt for a used motorcycle when you are looking to buy. The newer models might not have that classic look that you want, or you might prefer to have something a little cheaper than a brand new bike. That being said, there are some years for motorcycles that just weren’t the factory’s best and you’ll want to avoid them.

Choosing the right vintage or used motorcycle could help you not only get a cheaper bike, but you could even double your money in a few years, as vintage motorcycles become less common. It’s certainly something to think about as you shop around.

Motorcycles depreciate rapidly in value once they are put into use, which means that buying new just isn’t worth it most of the time. As soon as that front tire hits the street, the bike drops 30% or so in value. That means used bikes are a far better investment, particularly if you can find one that is practically new.

Vintage Bikes: It Depends On the Brand

When it comes to vintage motorcycles, not all brands are truly classic. The ones that have the cleanest lines and are the truly sought after bikes are the ones you want. For example, a Kawasaki isn’t going to be nearly as exciting as a vintage bike, not when you look at the early Harley Davidsons, at least!

For vintage Harleys, looking way back, the 1953 model is a popular one these days among fans of the classic look. In fact, this look was so popular that Harley made a newer Sportster that uses the same lines as the original.

Another great year for vintage was 1928, with the BMW Indian Scout. This bike features one of the early V-twin engines and is still a great looking bike if you can find one in good condition. Since this motorcycle is so old, chances are you won’t find one, but if you should, you’ll know it’s worth every penny.

Coming in as just barely a vintage motorcycle is the Suzuki 500 Titan. This bike doesn’t really have the looks that we aim for in a classic bike, but there’s no denying its popularity. The motorcycle uses a two-stroke engine that is quite large for the time period and features clean, smooth lines.

Modern Used Motorcycles

Again, it depends on the brand name when you are looking at which year was best for used motorcycles. Many people will give you different answers if you ask, so it’s also a matter of personal taste. However, some years were simply better than others all around, so we’ll be focusing on these here.

Most people find that more recent years are the best option since they aren’t too used. A fairly recent model will be less likely to have serious problems than much older models. In addition, you will be able to find parts for more recent models easier, as well. In general, the previous 5-10 years would be a good time period to look at.

2001 – Yamaha

The Yamaha YZ426F was the Bike of the Year in 2001. This off-road version of the Yamaha motorcycle is a good choice if you are looking for a used bike for more adventurous riding. It features titanium valves and a four stroke engine for some heavy duty power. The bike is light and well-built to withstand the rigors of off-road riding.

2005 – Harley Davidson

2005 was a good year for Harleys. The Road King, in particular, is the best model from this year and has been a favorite of many bikers to date. It was considered to be the smoothest running of all the bikes built in the new millennium and has a reputation for being very reliable, as well as looking great. The Road King is often recommended for use on longer road trips.

2008 – Honda

Despite technically being a 2009 model, Honda’s “Big Red” model was released in 2008, which is why it’s featured under this year. Big, bold and beautiful, this motorcycle was originally designed for comfortable long distance travel. Since it’s such a new model, chances are you won’t find many used, but if you do, they should still be in excellent condition.

There are plenty of different models in different years that will be excellent investments, as well, but these are some of the absolute best.

What to Look for in a Used Motorcycle

No matter what the make or year, it’s important that you take a careful look at any motorcycle that you are interested in buying used. Even the seller might not realize what the problems with the bike are, so you’ll need to check everything. The best used motorcycles will only have a few minor issues, such as scratched paint or loose bolts. These can be easily be fixed. It’s the bigger problems that you really need to watch for.

Here is a quick list of what to check:

Battery: Does it hold a charge? Check by starting and turning off the bike a couple of times.

Lights: Check all lights, front and back. Bulbs can be replaced, but smashed or flickering lights will need a little more work, which can be expensive.

Engine: Does it start up easily? The bike should be able to run without having to constantly use the throttle.

Gauges: Make sure the gauges all work, since these are important for the information they give about your speed and the amount of gas left.

Feel: When you take the bike out for a test run, does it make odd noises or vibrate more than it should?

Buying a used motorcycle is about more than just saving money, you’ll be getting a bike that has a special feel to it, particularly if you opt for a vintage or classic model. This is something that more and more people are moving toward since it is far more cost effective and a better investment to go with a second hand bike, as opposed to brand new.

The Chevrolet Corvair engine was a flat-6 (or boxer engine) piston engine used exclusively in the 1960s Chevrolet Corvair automobile. It was a highly unusual engine for General Motors: It was air-cooled, used a flat design, with aluminum heads (incorporating integral intake manifolds) and crankcase, and individual iron cylinder barrels. The heads were modeled after the standard Chevrolet overhead valve design, with large valves operated by rocker arms, actuated by pushrods run off a nine lobe camshaft (exhaust lobes did double duty for two opposing cylinders) running directly on the crankcase bore without an inserted bearing, operating hydraulic valve lifters (which eliminated low temperature valve clatter otherwise seen with that much aluminum in the engine, due to its high degree of thermal expansion).

The flat horizontally opposed (“flat engine”) air-cooled engine design, previously used by Volkswagen and Porsche as well as Lycoming aircraft engines, offered many advantages. Unlike inline or V designs, the horizontally opposed design made the engine inherently mechanically balanced, so that counterweights on the crankshaft were not necessary, reducing the weight greatly. Eliminating a water-cooling system further reduced the weight, and the use of aluminum for the heads and crankcase capitalized on this weight reduction; so that with the use of aluminum for the transaxle case, the entire engine/transaxle assembly weighed under 500 pounds (225 kilograms). In addition, the elimination of water-cooling eliminated several points of maintenance and possible failure, reducing them all to a single point; the fan belt. As with the Volkswagen and Porsche designs, the low weight and compact but wide packaging made the engine ideal for mounting in the rear of the car, eliminating the weight and space of a conventional drive shaft.

Two years after its 1960 debut, the Corvair engine gained another unusual attribute: it was the second production engine ever to be equipped from the factory with a turbocharger, released shortly after the Oldsmobile Jetfire V8.

Aircraft hobbyists and small volume builders, perhaps seeing the Corvair engine’s similarity to Lycoming aircraft engines, very quickly began a cottage industry of modifying Corvair engines for aircraft use, which continues to this day. The Corvair engine also became a favorite for installation into modified Volkswagens and Porsches, as well as dune buggies and homemade sports and race cars.

140

The Corvair’s innovative turbocharged engine; The turbo, located at top right, takes in air through the large air cleaner at top left, passes it through the side draft carburetor in between, and feeds pressurized fuel/air mixture into the engine through the chrome T-tube visible spanning the engine from left to right.

The Corvair’s innovative turbocharged engine; The turbo, located at top right, takes in air through the large air cleaner at top left, passes it through the sidedraft carburetor in between, and feeds pressurized fuel/air mixture into the engine through the chrome T-tube visible spanning the engine from left to right.

The initial Corvair engine displaced 140 in³ (2.3 L) and produced 80 hp (60 kW). The high performance optional “Super TurboAir” version, introduced mid 1960 with a special camshaft and revised carburetors and valve springs produced 95 hp (70 kW).

145

In 1961, the engine received its first increases in size via a larger bore. The engine was now 145 in³ and the base engine was said to produce the same 80 hp (60 kW). The new high performance engine was rated at 98 hp (73 kW). In 1962 the high performance engine was rated at 102 hp (76 kW). The high compression 102 HP heads were added to the Monza models equipped with Powerglide when the standard engine was ordered, giving an 84 HP engine rating. 1962 engines returned to automatic chokes after a one year only manual choke on 1961 models.

The ultimate performance was found in the Spyder model, which became available with a turbocharged engine rated at 150 hp (112 kW). The turbocharger was mounted on the right side of the firewall behind the rear seat, fed by both exhaust manifolds; a single sidedraft carburetor mounted on the left side of the firewall fed directly into the turbocharger’s intake, with a chromed pipe leading from the turbocharger’s outlet to what would otherwise be the carburetor mounting pads on the intake manifolds, which were integral parts of the heads. The turbocharged heads received some valve upgrades to improve durability. Exhaust valves on turbocharged engines were made from a non-ferrous material used in jet engine turbine buckets, called ‘Nimonic 80-A’. All other Corvair engines had slight upgrades in valve and valve seat materials as well for 1962.

164

The engine was stroked out (from 2.6″ to 2.94″) displacing 164 in (2.7 L) for 1964. Power output was boosted to 95 hp (70 kW) for the base model and 110 hp (80 kW) in the high performance normally aspirated engine, while the Turbocharged engine remained rated at 150 hp for this year. This increase in stroke was the maximum the engine could tolerate, to the point that the bottoms of the cylinder barrels had to be notched to clear the big end of the connecting rods.

For the 1965 model year, all engines had the head gasket area between the cylinder and the head widened, with a new design folded “Z” section stainless steel head gasket virtually eliminating any risk of head gasket failure. A 140 hp (104 kW) version with 4 single barrel carburetors, and a progressive linkage was introduced in 1965 as option L63 ‘Special High Performance Engine’ and was standard equipment on the Corsa model. The carburetors consisted of a single barrel primary and a single barrel secondary on each head, connected by a progressive linkage; in addition, the heads featured a 9.25:1 compression ratio, and the cars received dual exhaust systems. Engines supplied with the automatic transmission after spring 1965 were modified with a camshaft from the 95 Horsepower base engine, and a special crankshaft gear that retarded its timing 4 degrees- the former to increase torque and smooth idle with the Powerglide transmission, the latter to restore some of the peak HP lost at higher engine speeds by the economy contoured camshaft with short timing.

1966 engines were basically carryover from the 1965 models, however Corvairs sold in California (except Turbocharged models) now featured the General Motors Air Injection Reactor System (AIR), and emissions control system consisting of an engine driven air pump that drew filtered air from the air cleaner, and injected a metered amount into the exhaust manifolds via tubing to promote complete oxidation and combustion of exhaust gasses to lower emissions. Specially calibrated carburetors and slight changes to the ignition timing and advance curves were part of the package. The AIR system had an unfortunate effect of sustantially raising exhaust gas, valve and head temperatures, particularly under heavy loads and this was a drawback on the Corvair where engine cooling could not be easily improved to cope with the higher temperatures. Nonetheless, performance and drivability were not noticably effected in most circumstances. In 1968, all Corvair (and other GM) engines got the AIR system for every market.

The 140 HP engine was officially discontinued for ‘67, but became optional in 1967 as COPO 9551-B, not a regular production option. Chevrolet sold 279 of these engines in the 1967 model year, 232 with manual transmissions, and 47 with Powerglide transmissions. Only six were sold with the four carburetor engine and the AIR injection system required by California emissions standards. These figures include 14 Yenko Stingers and 3 Dana Chevrolet variants of the Stinger.

Both the 140 HP engines and the Turbocharged engines had many special quality features not shared with lesser Corvairs- Moly insert top rings, stellite tips and faces on the valves, a Tufftrided (cold gas hardened) crankshaft, and Delco Moraine ‘400′ aluminum engine bearings- the quality of the 140HP Corvair engine for materials is directly comparable to the Rolls Royce V8 of that era, item for item. It was a fabulous bargain for the $79 premium it commanded over the basic 95HP engine. Performance of the 140HP engine was better than you might expect, with a 5200 rpm peak horsepower output, it offered road performance in a Corvair comparable to contemporary Cadillac models of the day.

The turbocharged engine now developed 180 hp (134 kW). Contemporary reviews describe a similarity in power between the turbocharged and four-carburetor engines throughout the low and mid rpm range, with the turbocharged engine being superior only when it was possible to sustain boost continously. The turbocharged engines long suit was highway acceleration, flooring the accelerator at turnpike speeds produced ferocious acceleration in the upper speed ranges as the turbocharger began to boost, reaching manifold pressures approaching 15 PSI. No wastegate was used on the Corvair turbocharged engine, boost was controlled by careful balancing of exhaust restriction, mostly via the muffler, and intake restrictions from the smallish Carter YH carburetor used. Preignition and knock under boost was controlled using a novel ‘pressure retard’ device, essentially a modified vacuum advance device, on the specially curved distributor, as boost pressures built, ignition advance was progressively reduced to preclude detonation.

By:452-engines.com