1971 Triumph Trophy

EE21218TR6C

Clear

Look NO Reserve BID TO OWN IT Very Rare & Hard to find Survivor I was lead to believe paint and upholstery are factory original (there is some controversy about this--), some dings and scratches, chrome and polished parts are above average for its age. Lots of potential. Runs and rides very good! Starts easy! Fresh tires, brakes, spokes, rims & more! Previouse owner stated bike has had a recent mechanical re-fresh and some upgrades/mods!Pics are pretty detailed so draw your own conclusions----bottom line-pretty cool old bike!! Clean clear title in my possession. Numbers on engine case match tile VIN: EE21218TR6 Numbers stamped on frame appear to be EE21218 (8 LOOKS LIKE A 3 AT FIRST GLANCE--APPEARS TO BE AN 8) I have not removed the tank to see if TR6 is stamped after the EE21218. Bike is titled to the engine number! SOLD AS-IS!!!! Used as a daily rider, very reliable & has been very well maintained. Gets lots of looks & questions whenever it is ridden! Interesting facts: Triumph TR6 Trophy From Wikipedia, the free encyclopedia Triumph TR6 Trophy Manufacturer Triumph Also called 'Desert Sled' Production 1956–1973 Predecessor T110 Successor TR7 Tiger Engine 649 cc (39.6 cu in) four-stroke, parallel-twin Compression ratio 8.5/9:1 Power 34–46 bhp (25–34 kW) @ 6,500 rpm (claimed)[1] Transmission 4-speed (5-TR6RV) Wheelbase 55 in (140 cm) Dimensions L 84 in (214 cm) W 27½ in (70 cm) Seat height 32.5 in (82.5 cm) Weight 365 lb (166 kg) (dry) Fuel capacity 3 gal / 4 gal Related T120 Triumph Bonneville The TR6 Trophy is a motorcycle that was made by Triumph, in Meriden, from 1956 to 1973, when it was replaced by the five-speed 750 cc Triumph Tiger TR7V.[clarification needed] During this time it was a successful model, particularly in the US. The competition variant, popularly known as the "desert sled", won numerous competitions throughout the late 1950s and 1960s. The bike's appearance in The Great Escape and Steve McQueen's fondness for the model are well known. Contents [hide] 1 Background 2 Pre-unit models 3 Unit construction, pre-oil in frame models 4 Oil in frame models 5 Police models 6 Model production quantities 7 Competition 8 Steve McQueen and the 1964 International Six Day Trials 9 Appearance in The Great Escape 10 Notes 11 References Background[edit] The genesis of the model came with the introduction of the 650 cc Thunderbird Model in 1950. This was released to meet the demand for higher capacity motorcycles, particularly from the United States, Triumph's largest export market. In 1954 the T110 model was introduced, a higher performance version of the Thunderbird. The success of these models and the 500 cc TR5 Trophy led to the creation of a 650 cc TR6 Trophy model.[2] The TR6 was developed and produced specifically for the US market, in particular, California desert racing.[3] Pre-unit models[edit] The model was introduced in 1956 and named the TR6 Trophy-bird, borrowing its name from the Thunderbird model.[4] The model used the same engine as the T110 but with the new "Delta" alloy cylinder head. The cast iron barrel was retained but painted silver. The engine used 8.5:1 compression ratio and developed 42 bhp. The power delivery made the mount ideal for off-road competition, for which the model is well known. The bike sported a 'siamese' (two-into-one) exhaust system and a 7-inch front brake.[5] Another feature taken from the TR5 was the quick detachable headlamp, which was ideal for bikes ridden to competitive events and back again. This used a multipin connector which plugged into the bottom of the headlamp shell. For 1957 the front brake was enlarged to 8 inches. The TR6 was now fitted with a Lucas Red Label Competition Magneto as standard.[6]This was the first year of the "Harmonica" tank Badge. For the 1959 model year the Trophy was offered in two variants the TR6/A and TR6/B. The TR6/A was the roadster model with low pipes and the TR6/B was the high-piped street-scrambler.[7] After Edward Turner, the fabled Triumph designer, witnessed the death of a young rider on a TR6, at the 1960 Big Bear Run, due to frame failure it immediately received a stronger steering head. For 1961 the "Trophy-Bird" name was replaced with simply "Trophy". The home model was named the TR6 whereas the US export models were named TR6C for the competition model and TR6R for the road model. Ruby Red and Silver was used for all models. For 1962 the US models were renamed TR6SR and TR6SC.[8] Introduced in 1962 and offered through 1966 was the TR6SS model which sported a two-into-one exhaust, but was otherwise similar to the road going model. The TR6SS used the cheaper K2F magneto rather than the competition K2FC used previously. Unit construction, pre-oil in frame models[edit] Like the other 650 cc models, the Trophy gained unit construction in 1963. This traded some smoothness for performance as a few pounds were lost. Coil ignition replaced the magneto. For 1964 the bike received stronger front forks, which improved handling. The Smiths Chronometric instruments were replaced by the magnetic type. In 1965 a locating pin for finding TDC was added to allow timing without the use of a dial gauge. In 1966 the tank badge style changed for the "Harmonica" style to the "Eyebrow". Confusingly the model designators for the US now reverted to TR6R and TR6C. The electrics changed to 12 volt and a bigger 6-pint oil tank added. The front brake drum was redesigned to allow a larger braking surface.[9] TR6C models had a smaller teardrop 2.5 imperial gallons (11 l; 3.0 US gal) tank without the parcel grid. For 1967 the TR6 received some engine changes.[10] Compression was raised to 9:1. and Bonneville exhaust valve and camshaft were adopted, resulting in a 5 bhp increase. This year was the beginning of the shift to unified threads. The TR6C got twin high pipes on the left side. The twin leading shoe brake was adopted in 1968.[11] This is often retro fitted to earlier bikes as shown in the bike pictured above which is a 1964 model. It provides superb braking and when set up correctly, performs as well as 70s era disc brakes. This year saw the introduction of the Amal Concentric Carburettor.[12] The TR6R was the "Sport" version with low pipes, and the TR6C was the "Trophy Special" with high pipes and folding footpegs. The TR6C Trophy Special was built at the request of Triumph's sole US distributor at the time, Johnson Motors in southern California, as a way to target the growing number of desert riders. It was fitted with Dunlop Trials Universal block-tread tires and was the model referred to as the "Desert Sled". 1968 650 cc TR6C Triumph Trophy The TR6 and TR6R were renamed Tiger for 1969, leaving the TR6C model with the Trophy name. The front brake used a modified actuating lever to avoid snagging of the cable on the front mudguard. Other changes included the larger RM21 alternator and twin Windtone horns. The signature parcel grid was finally dropped for all models. 1970 was the last year before the 'oil in frame' was adopted. The exhausts on the TR6C received the "barbecue grill" heat shields. Oil in frame models[edit] In 1971 the TR6R Tiger and TR6C Trophy adopted the P39 frame like the other 650 models. The twin high pipes were retained on the left side.[13] The main improvement over the previous models was the handling, helped by the stronger frame and improved front forks. However, there were many problems with these new models. The oil capacity was reduced causing the engine to run hot and the new 'conical' hub front brake required frequent adjustment to avoid fade. The new electrics proved unreliable. Mid-year changes attempted to correct these problems. For 1972 five-speed was offered as an option thus creating the TR6RV and TR6CV models. The TR6 model ended in 1973 when it was replaced by the 750 cc TR7 model. 1971 TRIUMPH TR6 BY THE NUMBERSAll TR6's were known as "Triumph Tiger". There were 4 basic models: TR6R (Roadster & now the standard version), TR6C (with high pipes), TR6P (Police), & TR6RV (a Roadster with an optional 5-speed transmission). Engine & Frame Numbers ran from PE003157 to HE029817, built from November 11, 1970 to August 7, 1971.BIG CHANGESThe 1971 Triumph TR6 & it's sister bike, the 1971 T120 Bonneville were complete revamped from stem to stern, with a complete redesign that included a new oil-bearing frame, new forks, new wheels with conical hubs, new cycle gear & bodywork & a whole new look. The engines were about the only components that didn't get substantial change (other than the option of a 5-speed gearbox for the first time). On the surface, this sounds like a really good thing to do for Triumph Motorcycles, especially considering the withering competition beginning to pour in from Japan. Unfortunately, quite the opposite proved to be the case.TROUBLE IN PARADISEAfter years of market & racetrack success, Triumph was on a roll, at the end of the 1960s. But times were a'changin', as they say. DOHC 450 Hondas & of course the mighty Honda 750 Four changed the game. Triumph twins were no longer the weapon of choice for high-performance riders. They were beginning to show their obsolescence. The Japanese motorcycle makers, Honda in particular, were advancing the art & science of motorcycles, motorcycle design & manufacture, looking for new & better ways to do things. The British motorcycle industry, at the time, were trying to find ways to reuse their old, antiquated designs & tooling, they didn't want to invest in new designs or manufacturing techniques. Some of the tooling used to build the 1971 Triumph TR6 were more than 3 decades old, by this time! Some machines were worn so badly that blocks of wood had to be used to take up the play!!BEHIND THE SCENES SHENANIGANSUnknown to most people at the time, Triumph Motorcycles was solely owned by BSA. You see, back in the 1930s, Triumph was in financial trouble & so was bought for a song byAriel Motorcycles owner, Jack Sangster. He is the one who brought in Edward Turner to design the seminal 1938 Triumph Speed Twin, the bike that set the pattern for every British vertical twin for the next 45 years. Sangster was more of a wheeler-dealer than a motorcycle enthusiast. He just saw the business as a way to make money. Pursuant to this, he sold Triumph to BSA in 1951 & retained a seat on the BSA Board of Directors. At the time, BSA was one of the largest multinational corporations in the world, making everything from armaments & steel to buses & heavy equipment & they were flush with success. By the early 1960s however, Sangster had presided over the selling off, at bargain prices, most of the company's assets, until by the mid-60s, what was left of BSA was weak & out of money. Triumph's success was just about the only bright spot for BSA, yet BSA hated Triumph as a rival. Management was horrible, bad decisions to even worse & they rode their once-successful empire into the ground! Again, this '71 T120 Bonneville sits in for the 1971 Triumph TR6. We need pictures of YOUR BIKE! THE UMBERSLADE HALL DEBACLEAfter years of underinvestment & bad management, BSA got a big ideas: Rather than spend our dwindling resources on new motorcycles, lets build a lavish 'technology center' at this cool old mansion in the country (called Umberslade Hall), then bring in lots of high-priced talent that has no motorcycle experience. Aerospace engineers redesigned the entire Triumph 650 line with new oil-bearing frames, forks, wheels, the works. But delays in getting the Meriden factory the final blueprints pushed the production start date all the way out to November 1970 (it would normally have been in August). When the factory built the first frame & tried to put an engine in it, they found that it would not fit. Once in place, it fit fine, it just couldn't be shoe-horned in, on the assemblyline.HASTY CHANGESThe engineers at the Meriden had to quickly create a solution, as the design of the frame was fixed & couldn't be changed. They hastily designed a new cylinder head, rocker boxes & 2-piece head bolts, all as a means of creating the needed clearance to install the engine.OTHER ENGINE CHANGESThe new rocker boxes now had screwed-in access plugs in either side, which allowed better access for a feeler gauge during valve adjustment. New pushrod tubes now featured an unbroken top rib with holes drilled through it, rather than the former castellated design, aimed at curing oil leaks. Staring with #GE27029, a new metric timing-side mainbearing was installed, requiring a new crankcase half & modified crankshaft dimensions.GEARBOX: FINALLY, A 5-SPEED!Starting with #GE027729, a long-awaited 5-speed gearbox became optional on all 650 twin models, including the 1971 Triumph TR6, which with 5-speed was known as a TR6V. The same old 4-speed gearbox was still standard equipment across the model line.NEW OIL-BEARING FRAMEDespite all the teething problems, the new Umberslade Hall oil-bearing frame for the 1971 Triumph TR6 & the 1971 T120 Bonneville, was actually a pretty good frame. For the first time in Triumph Motorcycle history, it was an all-welded, one-piece frame. The new twin-downtube frame had a large 2-1/2" diameter backbone & seat post that ran from the steering head to the bottom of the frame & it was filled with oil. It was all supposed to be filled with oil, about 6 pints, more capacity than the old oil tank it replaced. However, the "brain trust" at Umberslade Hall decided, at the last minute, to place the oil filler under the nose of the seat, instead of just aft of the steering head. One possible reason was said to be 'oil frothing'. Either way, it cut oil capacity to just 4 pints, now 1 pint short of the old oil tank. It had a much stronger swingarm pivot, with a new forked swingarm. The steering head now had tapered roller bearings.SUSPENSION & CYCLE GEARRear suspension units (shock absorbers) were 12.9" Girlings with exposed chromed 110lb springs. The forks were all new & very modern & attractive. It had hard-chromed stanchions & alloy sliders with 4 studs at the bottom of each one, retaining each end of the axle. Gone were the gaiters, now it had neat little rubber sliders. Looked great, but the exposed fork legs allowed dirt in & wore the seals prematurely. The sliders had no bushings, so the rode directly on the stanchions & this too wore prematurely, a condition that could only be cured with all new sliders. COOL NEW CONICAL HUBS One of the really cool features of the new-for- 1971 Triumph TR6, T120 Bonneville, and T150 Trident was a new set of alloy conical brake hubs, front & rear. While they are some of the best-looking brakes ever made (I guess that depends on personal taste), they really didn't work all that well. The 8-inch TLS (Twin Leading Shoe) front brake was weak from the start & cripped by poor leverage in the actuator arms & cams. The 7-inch rear SLS (Single Leading Shoe) brake wasn't much better & needed tweaking to get it to work well. Although neither worked as well as the units they replaced. One has to wonder why the Whiz Kids at Umberslade Hall spent their meager resources developing two completely new drum brakes, when just 2 models years later, the front drum was due to be replaced with a single disk brake. And remember, this was 1971. Honda had had front disk brakes since 1969, not to mention 5-speeds & electric starters. Wouldn't the money have been better spent on some of those things? Oh well, that was the thinking of the day, within the British Motorcycle industry as a whole. And it cost them the game. BODYWORK & MISCELLANEOUS A new rubber-mounted 3-gallon fuel tank was now mounted via one central hold-down bolt. The previous year's tank badge & rubber kneepads were retained. A 4-gallon tank was available as an option on US models & was standard in the UK. New chromed front & rear mudguards (fenders) were fitted with thick wire stays that were rubber mounted at the forks. UK models got a black plastic front fender number plate (license plate bracket). New exhaust pipes featured an "H" crossover pipe & modern-looking megaphones, with the exception of the TR6C which had high pipes running along the left side. The air filters were now integrated into the square, flat, plastic sidecovers which enclosed the battery & electrics. A new flat 'pancake' headlight was mounted on thin chromed-wire brackets, also rubber-mounted. The headlight housing held 3 warning lights (ignition/oil warning; high beam; turn signals) & a 2-position (pilot & headlight) rotary headlight switch. There were turn signals standard & all new Lucas handlebar controls (which were terrible in every way). A new Lucas rotary combined ignition & headlight switch rested in the right side cover. The new Smiths 150mph speedo (SSM5007/00A) & RSM 3003/14 tachometer (rev counter) were housed in rubber cups attached to the top fork nuts. SOME MISFIRES So many changes were made for the 1971 model year that problems were bound to happen. Of course, the engine not being able to fit in the frame was a big one. But another big one was the seat height. At 34-1/2", it was very tall, so tall that few riders could touch the ground flat-footed. By 1972, the rear of the frame was altered to drop it to 32-1/2". Other problem areas were the thin wire fender stays & headlight bracket. They broke under vibration, despite their rubber mounts. And, the cool new conical hub brakes never worked as well as the units they replace. As an interesting sidenote, parent-company BSA made the decision to make the new oil-bearing frame common to both the Triumph 650 twins & the BSA 650 twins. The Triumph frames were painted black & the BSA frames were dove gray. Some people didn't like the look of the gray frames, but I thought they looked good. BSA's were never very pretty bikes, but the 1971-72 A65s looked nice. 1971 Triumph Tiger TR6R Home -> Bikes -> Road Tests and Profiles -> Not every Triumph 650 twin is a Bonneville. The single-carb 650 of the early 1970s adopted another of the marque's famous names for just a couple of years... 'You'll be tops when you take to the road with a Tiger!' said Triumph's marketing men back in 1971, keeping an admirably straight face. Triumph resurrected the Tiger title for this roadster-style single-carb 650 twin which, like its twin-carb Bonneville brother, slotted in to the firm's new oil-in-frame chassis. Carbs apart, the Tiger was almost identical to the Bonneville and claimed to have 'performance to spare, with tractability, economy and smooth running. Beautifully finished in striking colours, it is designed for hard work and relaxed riding. The best of both worlds… it's the bike which shows Triumph power can be as flexible as a foil. The secret is the big twin OHV engine delivering 47bhp with its single carb, providing maximum flexibility with greater torque at lower rpm.'1971 Triumph Tiger TR6R Brochure Indeed, they weren't telling too many big fat fibs. The Tiger proved to be only slightly slower at the top end than the Bonneville and its single Amal carb needed less fettling, but it still boasted gutsy grunt at low revs and better fuel economy. The Tiger delivered its maximum output at 6500rpm while the Bonneville revved 500rpm higher to provide maybe three or four more horsepower. The TR6R cost £488 new in 1971 while the T120R cost £525. Both bikes featured the engine specification which had stood Triumph in good stead for several decades; aircooled twin cylinders of 71mm bore by 82mm stroke to give a capacity of 649cc; pushrod operated overhead valves with gear-driven cams; light alloy head, plain big end bearings and ball/roller main bearings; running at 9:1 compression (or 8.5:1 in the USA). In 1971 the Tiger used a four-speed gearbox; the five-speed version was introduced the following year. The Tiger featured down-swept exhausts with balance pipe; its stablemate the TR6C kept the Trophy nametag with its competition associations and had high-rise exhaust pipes stacked on one side. All the 650 twins of this era came with 12 volt, twin coil electrics and indicators which would only work when the moon was waxing, the wind was blowing north by northwest, and the correct incantation had been intoned by the infuriated rider. Usually something involving 'four', 'forks' and 'ache'.1971 Triumph Tiger TR6R Brochure - click to enlarge The oil-bearing frame with duplex downtubes was all-new and largely unwelcome at the time, and gave the press something to complain about for ages. The hinged seat was initially 34 inches tall (later reduced to 32 inches) and, it has to be said, quite wide, which came as a shock to many riders who were used to British twins being lithe and low. If you jump onto a TR6R from a Laverda Jota or a Suzi GS850 then it'll feel fairly petite, but if you're used to a rigid single from the 1930s then you might want to wear your longer legs that day… The Tiger's bounce came courtesy of swinging arm rear suspension with dual Girling shocks, hydraulically damped and adjustable for load. At the front end the two-way hydraulic damping was provided by a new set of slimline forks with polished ally sliders. When first launched the Tiger didn't wear gaiters although they were reintroduced a year later, and you'll notice that this bike sensibly sports a set. The chrome of this period was not prone to staying attached to the motorcycle for many British winters and the stanchions wore rapidly, while the exposed fork legs allowed dirt to shred the seals. Please feel free to call for more details! Please fell free to contact me at 503-329-6555 Bike is located in Eugene Oregon (Pacific Daylight Time Zone) RIDLEY'S RIDES is a licensed & bonded Motorcycle and collector vehicle dealer in the state of Oregon dealer #DA1236 BUYER IS RESPONSIBLE FOR ALL ASPECTS OF SHIPPING INCLUDING ALL COSTS AND ARRANGEMENTS! RIDLEY'S RIDES WILL PROVIDE SHIPPER WITH PICK LOCATION THAT IS ACCESSABLE TO LARGE TRUCKS! A $50.00 DOCUMENT HANDLING AND MAILING FEE WILL BE ADDED TO ALL VEHICLE PURCHASES GOING TO US BUYERS! A $100.00 DOCUMENT HANDLING AND MAILING FEE WILL BE ADDED TO ALL VEHICLE PURCHASES GOING OUT OF US! Please Note----any and all models used in our listings are over the age of 18 (MAX is 10) & no animals were harmed in the photography process! Notes of interest-Review & Specs From Other Sources 1971 Triumph TR6 SPECIFICATIONS: MODEL DESIGNATIONS:1971 Triumph TR6R................................ Low pipes1971 Triumph TR6C................................ High Pipes1971 Triumph TR6P................................ Police1971 Triumph TR6RV............................... 5-speedENGINE:Engine type....................................... OHV vertical twinHorsepower at RPM............................ 47 BHP @ 6,700 rpmBore................................................ 71mm / 2.79"Stroke............................................ 82mm / 3.23"Displacement...................................... 649cc / 40 cu. in.Compression Ratio................................. 8.5:1Valve Clearance (cold):Inlet............................................. 0.05mm / 0.002"Exhaust........................................... 0.10mm / 0.004"Valve Timing:Inlet Valve Opens................................. 34 degrees BTDCInlet Valve Closes................................ 55 degrees ABDCExhaust Valve Opens............................... 55 degrees BBDCExhaust Valve Closes.............................. 34 degrees ATDCIGNITION:Contact Breaker Type............................... Lucas 6CAIgnition Breaker Gap............................... 0.4mm / 0.015"Spark Plug Type.................................... Champion N3Spark Plug Gap..................................... 0.64mm / 0.025"Timing (static).................................... 14 degrees BTDCTiming (fully advanced):........................... 38 degrees BTDCCARBURETOR (1):Type............................................... Amal Concentric R930/60Throat Size........................................ 30mmMain Jet........................................... 230Needle Jet......................................... 106Needle Position.................................... 2Needle Type........................................ 622/124Throttle Valve Cutaway............................. 3-1/2Pilot Jet.......................................... 25TRANSMISSION:Gear Ratios, 4-speed:4th - Top.......................................... 5.843rd - Third........................................ 6.762nd - Second....................................... 8.171st - Bottom....................................... 11.8Gear Ratios, 5-speed:5th - Top.......................................... 4.954th - Fourth....................................... 5.893rd - Third........................................ 6.922nd - Second....................................... 9.071st - Bottom....................................... 12.78CLUTCH:Type............................................... Multi-plate, wetNumber of Plates:Drive Plates....................................... 6Driven Plates...................................... 6SPROCKETS:Engine............................................. 29 teethClutch............................................. 58 teethGearbox............................................ 19 teethRear Wheel......................................... 46 teethCHAIN:Primary, pitch..................................... 3/8" duplexPrimary, length.................................... 84 linksFinal Drive, pitch................................. 5/8" X .400" X 3/8"Final Drive, length................................ 106 linksCAPACITIES:Fuel (US versions)................................ 3 Imp. gal.Fuel (UK & export versions)........................ 4 Imp. gal.Oil Tank........................................... 4 pints / 2 LGearbox........................................... 1 pt / 500ccPrimary Chaincase............................. 1/4 pt / 150ccFront Forks....................................... 6.4 oz. / 190ccTIRES:Front............................................... 3.25 X 19"Rear................................................ 4.00 X 18"SUSPENSION:Front............................................... Telescopic ForksRear................................................ Swing ArmBRAKES:Front............................................... 8" / 20.32cm TLSRear................................................ 7" / 17.78cm SLSDIMENSIONS:Seat Height...................................... 34.5" / 87.3cmWheelbase........................................ 56" / 142cmLength.............................................. 87.5" / 222cmWidth............................................... 29" / 73.5cmGround Clearance.............................. 7" / 18cmWeight, unladen................................ 383 lbs / 173.9kg SAVE THE BONNEVILLE!Did you ever wonder what really happened to Triumph? This is the behind-the-scenes story of the Meriden Workers' Co-op, written by John Rosamond, the welder-turned-Company Chairman. From the factory takeover in '73, and the formation of the Co-op in '75, through their endless struggles to continue to produce Triumph Bonnevilles, despite constant setbacks & opposition, until its slow death in 1983. The book is loaded with amazing photos & information you won't find anywhere else. This is not hearsay either, this is the real deal right from the source. I lived through this stuff myself, working as an apprentice mechanic in a Triumph/BSA/Norton dealership in 1971 when the first Oil-in-Frame Triumphs arrived to a lukewarm response. There were lots of ups & unfortunately more downs for the cash-strapped Co-op, but the scrappy Brits soldiered on & even came out with some stunning new models (like the Diana watercooled DOHC 4-valve twin, the contra-rotating balance shaft Bonneville, the 8-valve TSS, Anti-Vibration frames with rubber engine mounts & more), all outlined in the book. It's a MUST READ for anyone who mourns the loss of the British Motorcycle Industry as a whole & of Triumph in particul RIDLEY’S RIDES is a licensed and Bonded Auto & Motorcycle Dealer in the state of Oregon, Dealer License number DA1236. We are located at 601 Edgemont Way Springfield, Oregon 97477. All vehicles are shown BY APPOINTMENT ONLY! ABSOLUTELY NO WALK INS!!!!!!!! IMPORTANT INFORMATION & DISCLOSURES RIDLEY’S RIDES reserves the right to cancel all bids and end an auction early at any time, should the vehicle no longer be available for sale. The following terms of sale apply to all of our auctions. RIDLEY’S RIDES welcomes all dealers and individuals to bid on our vehicles. Every vehicle we sell will have a clear title. I AM AVAILABLE 7 DAYS A WEEK to answer any questions you may have. Please call, KIM RIDLEY @ 503-329-6555, email info@ridleysrides.com . I sell to all locations worldwide. If you are new to e-bay please contact me before placing bids! I look forward to meeting you in person or speaking with you by telephone. * Successful high bidder should contact RIDLEY’S RIDES within 24 hours at 503-329-6555. * Successful high bidder will submit a $500.00 deposit in the form of a cashier's check, credit card, wire transfer or Pay-Pal within 24 hours of the auction ending, unless other arrangements have been made. * This vehicle and any other oftered by RIDLEY'S RIDES is being sold "as is", unless a warranty is in effect from the vehicle manufacturer. * All financial transactions should be completed within 4 (four) days of an auction ending. * RIDLEY’S RIDES accepts cashier's checks, certified funds, or wire transfers. * The buyer is responsible for all shipping charges. RIDLEY’S RIDES gladly can help the buyer arrange all shipping and transportation using only licensed, bonded and insured carriers that provide door-to-door delivery. * Every effort has been made to accurately and fairly describe this vehicle. RIDLEY’S RIDES discloses all information known about this vehicle for auction. Please be advised that used vehicles may sometimes have miniscule scratches, dings or rust spots inherent to their age / mileage and some mechanical parts could be subject to normal wear. RIDLEY’S RIDES welcomes a buyer's inspection. If you plan on using a buyer's pre-purchase inspection, please schedule your inspection appointment prior to the auction ending. The buyer is responsible for any and all inspection charges and fees!