2026 Mecum Auction Las Vegas
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At the risk of repeating myself, it’s a given they’ll be plenty to see when Mecum Auctions moves its traveling roadshow into Las Vegas, January, 2026. Experience says Vegas’s buying demographic is divided; those looking for specifics, and those looking to be amazed. Swimming through classics by the thousands can deform those boundaries, resulting in buyers bringing home something totally unexpected and unplanned. Similar from a media standpoint and because our focus rests on recording and riding road-ready classics, it’s certain something will pop in person that didn’t on the screen. That said, the five machines featured are bikes I’d personally consider, and fear not if scrolling through this preview inspires a deep-dive into Mecum’s spam free database. Just register with your email, no fuss. Taking some editorial license, I’d wager the overwhelming majority of those reading this preview are well aware of the preparation needed to buy or sell. Mention the auction process to some and Mecum’s profits might be a topic, but to this writer, being hosted in grand Las Vegas style (not to mention Mecum’s generous discount pricing) justifies that somewhat. Evolving into the USA’s biggest vintage motorcycle event, rows of surprises awaits your attendance at the South Point.
1982 Triumph T140ES Royal – 744cc – 5-speed – LOT T219
Never having owned a Meriden-built Trumpet, I’m a bit wary proclaiming this late T140 the best Bonneville ever…even though I’m pretty sure it is. As was recorded in this T140 review published a couple years ago, I’m attracted to the same motorcycles now as I was in 1982, and my ownership history might look a lot different had I crossed paths with the T140 Royal. Due to the bike’s natural role as a handler, the Bonneville had became adept at playing many different characters, and as things dimmed at Meriden’s CoOp, each T140 refinement had been laid over the original blueprint. Happily, that T140 research uncovered a thriving electronic connectivity, and in some ways makes owning a T140 easier now than it was in 1982. As for Lot T219, this beauty is a low-handlebar away from becoming Britain’s top roadster. At a size disadvantage compared to contemporaries like Ducati’s 900 Darmah or the Le Mans, Triumph’s suddenly potent 1982 Bonneville Royal arrived with traffic-stopping style, electric leg, electronic ignition, Euro handlebar, and a brace of Lockheed stoppers on Morris cast wheels. Look for more in my auction review.
(Pretty sure I see Bing CV carbs behind the Royal’s shroud – consistent for the year. 1982 Triumph USA advert shows the Royal with a low handlebar)
1971 BMW R50/5 – 494cc – 4-speed – LOT W36
More amazed now than ever in regards to the BMW Airhead, 1970’s /5 series kicked off the company’s future brilliantly. Why is that? Well, for starters, BMW’s engineers successfully kept the inherit goodness of the 180-degree design while moving forward; enhancing power, reliability, durability and 1970’s levels of thrust to stay relevant. What best describes the first generation Airheads? Real substance, engineered into a rider (but not always a wallet) friendly platform. Did we mention AMA Superbike championships? Just dreamy in smoked R90S livery and snappy in RS Motosport threads, BMW’s entry-level twin lived at the bottom of BMW’s (500/600/750cc) displacement range. In play as the smoothest flat twin ever, this lightly customized five-hundie has matching numbers, and some quick research at Hagerty lists value at $6200 in good condition. Even packed the 450-lb /5 remains nimble, and I just learned the electric starter was optional on the 500. About as fast through the gears as a Kia Soul, there isn’t a stretch of two lane the slash/five can’t tackle. Note 26mm Bing slide (not CV) carbs. Pity there’s no pics of the left side.
(Specs for 1971 include 494cc, 8.6 compression pistons, 26mm Bing ‘float’ carburetors, 200mm drums on 19/18″ alloy wheels. 450-lb, 97-mph – A.Herl)
1987 Honda CBR1000F – 998cc – 6-speed – LOT W380
Being honest, a big part of what makes this thirty-nine year old velvet missile attractive is it’s still faster than 90% of the cars out there – or more. Important for several reasons, 1987’s CBR1000F marks the spot when Honda returned to the inline design (moving away from the heavy, expensive V4) to power its sports flagship with a new emphasis on aerodynamics. Entering an industry filled with formidable open-classers and soaring speeds, the CBR was best in top-end superiority (161-mph) matched most for 1/4-mile fury and did it all while offering arguably the best ergos in class. Proof of the 1000F’s excellence is its 12-year production run, and despite some detail changes which can make finding bodywork harder the CBR1000F remained largely unchanged, mechanically. Please note Lot W380 has some paint lifting on the fairing (just under the brake and clutch reservoirs) and some ill-fitting panels, but if the mileage of 11K is correct this Hurricane should have plenty of wind left in its sails. Details outlining the 1000F’s packed, complex assembly are discussed here and my advice to any new Hurricane owner is a parts bike…or two.
(Factory specs include 10.5 pistons, 38mm Keihin CV carbs, streamlined four-into-two exhaust and close-ratio transmission. Weight is just under 500-lb)
1975 Ducati 860GT – Woods Motor Shop – 864cc – 5-speed – LOT F261
Some anxiety is to be expected when bidding on motorcycles sold at auction, and the crazy part is many of buyers have no issue buying motorcycles with issues…as long as they’re known beforehand. In this case, the Ducati’s seller is an old friend with a solid reputation, which gives confidence in both the GT’s history and quality of its modifications. Explained this way, iconic So Cal tuner Jim Woods threw the catalog at this old valve-spring roadster; 36mm Dellortos, CR Axtell heads, Lucas Rita electronic ignition, 2-into-1 performance exhaust, Telefix fork brace, adjustable shocks, and a combination of Brembo and Lockheed braking components. Not a collector bike before and now far (but not too far) from original, this beauty needs the right kind of enthusiast. Few areas were left untouched, and stand out details include its arrest-me red finish, 750 Sport dash/dials and ‘Woods Motor’ sticker on the rear fender. Despite the engine smoke (due to improper cylinder honing) this horny old Duke “pulls like a freight train” according to the seller, who explains the bores will need to be re-honed and new rings installed, all included.
(Credit Giorgetto Giugiaro for those sharp, folded lines. Once shunned by purists the kick-start 860GT is among the best vintage Bevels to own and ride)
1982 Kawasaki KZ1000J – 998cc – 5-speed – LOT T220
All totaled, Kawasaki’s Z1000J is a motorcycle with few weaknesses, tons of history, and a reputation for greatness that’s second to none. Except for a few standouts from Honda, Suzuki and Yamaha, Kawasaki towers over its Japanese rivals by virtue of its speed, endurance and ability to stay at or near the top, regardless of era. Its performance heritage only matched by the English Vincent, Kawasaki’s 2v inline four ruled the seventies and early eighties, despite far more advanced designs aimed at it by its competitors. Released in 1981, the 1000J was the last remake of the original 903 – now 998 (down from 1015cc) and using many new parts but still instantly recognizable as a Zee. How great was the 1000J? Compared to Kawasaki’s top dog 1100cc GPz, the 1000J was just a tick slower through the change up and far better everywhere else – including your favorite set of sweepers. “It’s a better sports bike than the GPz 1100,” write the editors at Cycle Guide. “Much smoother, more confident at speed and it absolutely rips from 6000 to the 8500 rpm redline.” Look for a follow-up in our post auction report, posted early February 2026. Nolan Woodbury
(Its refabbed engine makes the 1000J special, but the chassis makes it great. Produced until 2005 in Z1000P guise, spares and support remain plentiful)
