Mecum Las Vegas 2025
After writing many of these reports through the decades, I’m more convinced than ever about my approach. It’s simple really – by choosing the motorcycles I (or we) wish to feature, a 100% guarantee of exclusivity is established. Even if the article is trash or you don’t agree with the choices, this coverage will not be a whitewash of something posted elsewhere. By and large, our slant for coverage are running, or possibly could ride machines. For actually riding. Those wishing to see prices high to low, specific motorcycles or grouped collections in full color then mecum.com should be your destination. With an expansive database of past auctions, Mecum covers Mecum better than anyone, plus the impressive archive is free to use. In the interest of space and considering this is WMM’s third straight Mecum-related posting I’d planned to handle this review solo, but Alex had other plans. Something about a naked K100 Brick…plus a sidebar feature on the Rob North family.
It somehow seems necessary to write that I’ve come to some important realizations. Firstly, due to our obligations to provide Mecum with the promised content, a good amount of work before, during and after is involved. Working as a pair with plans to meet somewhere in the middle, Alex and I split up and look for the machines that fit this website’s criteria. Often times texting with Simon about old Nortons (racing singles, now plunging in value) or talking Moto Guzzi with Howard, much can and is learned scanning over 1600 bikes. Planning out the story as I dive down another row, the challenge of picking five favorites from this vast sea of motorcycles begins. Speaking personally, I sometimes wonder if I’m part of a minority group that already has (most) of the motorcycles they want, but I’m plainly wavering. Being repeatedly hit hard by one stunner after another, it wasn’t long before I began checking balances and credit limits, blown away after by some incredible deals. From those, this list was carved down to the original five, but we’ll also include a photo cache’ of extras below, mostly featuring Alex Woodbury’s clever photography.
1975 Rickman Kawasaki CR (Lot S240.1 – did not sell – bid to $16.000)
No time like the present to just come out with it. This is not the first Rickman Kawasaki that I’ve fallen for at Mecum, but it is -conceptually- the best. An old crush, I couldn’t have been much more than 15 when I saw my first Competition Replica, shopped across two pages of Cycle magazine by US importer Rickman Incorporated, located in Baltimore. At this stage of life I’ve ridden a couple (including a Kawasaki CR) and enjoyed the stability of these builds. Far more superficial, in my mind the Rickman’s main draw is its unmatched curb appeal and mesmerizing style. An ingenious mix of Rickman and Kawasaki parts, the Kawa/CR is nuovo British art; taking the 1970’s fastest and toughest production motorcycle engine and wrapping it in a Reynolds-tube racing frame. Rakish and utterly unique, the trick to owning a Rick in 2025 involves working around some common issues; namely the frame’s loose, shard-like nickle plate. This example, parked near the entrance (like a boss) appeared to have a painted or coated frame, but a closer look wonders if it’s just oxidized in spots. No matter, the cosmetics of this build are spectacular but the mystery/history that explains those mod forks/shocks and box section swingarm remains an unknown. I’d want to ride it a lot, so maybe something could be done with the Zed’s protruding alternator, or mercifully adjust the pegs and bars an inch or more. All done to blast a few more miles between stops. On the subject of using as intended, is there an unwritten rule among the clan against fitting a proper length side stand? Whatever, a modernized or re-popped Rickman CR is a vintage classic one could feasibly enjoy today, while losing none of its original appeal. Here’s being sure I’m not the only enthusiast capable of mentally constructing my dream bike, but it was thrilling to see this one.
1972 Kawasaki H2 750 Mach IV (Lot S221 – sold – $16.500 w/fees)
What’s hot and what’s not is a well explained Mecum phenomenon, and Kawasaki’s renown H2 Mach IV is definitely qualifies as the former. Not yet reaching the lofty hammer prices of exotic million-dollar Cyclones or a original patina green frame Ducati 750, Kawasaki’s rapid, 748cc triple checks nearly every box in the collector’s questionnaire. Fastest Hero bike in its class? Check. Loads of fear and lore? Check-check. Great looking and supported by an enthusiasts network? Answering yes to all and a few more left out, Kawasaki is ruling the vintage Japanese market like it did all throughout the 70s, 80s and 90s. Not always on top, but always close and sure to move up again. Kawasaki’s legacy? Performance, all wrapped in a package that screams the same, regardless of era. Handsome in bright gold and even more purposeful with the optional second front disc, the example seemed a bit over-restored – the engine’s super bright finish and glittering new hardware not at all meshing with my memories from back in the day. Still, I’ve had my eyes fixed since then and I never saw a new one, so my critique might be suspect. One thing remains clear; top flanking Japanese superbikes continue to climb in value, with H2 Mach IV prices ranging from $8000 to nearly $50 (!!) thou.
1987 Honda CBR600F Hurricane (Lot W336 – sold – $2200 w/fees)
This report would’ve been finished a couple days sooner if not for this red and white Honda 600 Hurricane. In the past I’d researched and covered the 1000cc version during a chronological surf through the eighties range leaders, but nada on the little brother, released alongside in 1987. Credit Alex for the few snaps we have of it, and Kent Riches for the inspiration. “That’s a hell of a bike, and a nice display too. Very old school,” Kent commented during an extended look. Something he rarely does. Once back at my desk, some reading in the archives showed the 135-mph screamer earn an almost embarrassing load of accolades; dipped in chrome for Cycle Guide’s “BOTY” award and credited by period journos for ‘redefining the midrange class.’ Impressive even now and like the liter-sized Hurricane, both bikes mark the spot where Honda moved away from the hot-n-heavy V4, saving loads of manufacturing costs and truly building a better sports motorcycle in the bargain. Practically a legend, the smaller CBR-F wasn’t just the first 600 to clock an 11-second 1/4-mile, but weighed in 50-lbs lighter than its closest class competition. All this for less than $4000 new – and it even has a mainstand. “It isn’t just the best Japanese 600,” wrote Cycle’s editors in 1987, “the CBR600F is the best motorcycle Japan ever made.” Seems I’ve missed a lot not paying attention to Honda’s 600 Hurricane, but how could this great, even historic 37.000-mile example hammer for less than two-grand? Seems like a good time to get in, and enjoy some great times while it appreciates.
1977 Laverda Jarama 1000 (Lot T266 – sold – $9350.00 w/fees)
Sold out of the same Al Phillips collection responsible for releasing other noteworthy exotics of late, this 1977 Laverda Jarama looked stunningly original, but long unused. Primarily living in the Chicago area, Phillips, a transplated British racer-turned-collector had a keen eye for motorcycles, and I blocked some time to study this very special machine. In basic terms, the made for US Jarama is a Laverda 1000CL – that model taking off from the 1000/1 by adding cast wheels and a third Brembo disc at the rear. Named (in Jota fashion) after a popular Spanish racing course, American Jarama’s were fit with crossover (left) shift linkage, a new (more restrictive) airbox and one tooth lower on the drive sprocket – this mainly to increase output to the generator. Otherwise, the Jarama is a standard 180-throw bolted into a single top tube and braced cradle, adorned with a lovely 38mm Ceriani fork, FLAM cast wheels, and other top-end components per Laverda tradition. Detuned for the Yanks using 9.0 compression pistons and softer A11 cams, a (troublesome) CDI ignition and three 32mm Dell’Orto PHFs combined to produce a factory rate of 80-HP through its choked exhaust…and it still ran with Europe’s fastest superbikes of the era. Many of these have been Jota-ized, and sporting the proper Z-bar plus that flat out, unbeatable Jota styling the Jarama was hard to walk away from. Worth every penny of the nine-grand-plus needed to take it home, my last visit with the Laverda saw the new owner show up, say hello and push the triple outside to his waiting truck.
2000 Buell Thunderbolt custom (Lot T43 – sold – $3.850 w/fees)
Originally planned as an editorial tool to gauge value, our ‘sale/no sale’ approach made the search for vintage riders more interesting. In this case, a mildly customized version of Harley’s 2000 Buell Thunderbolt was bid up to $2750, didn’t sell, and thus rolled into Mecum’s ‘The Bid Goes On’ area in line along the far west, downstairs wall. As a journalist I’ve yet to write on Buell, but have watched from afar as an enthusiast. By chance I had encountered a couple early production models and frankly, it wasn’t very positive. In 2009 my interest was renewed by two close friends buying a pair of Rotax Buell’s, and later discovering the naked 1125CR. Having my mind on the brand often, I was an easy catch for this stunning, clean 1100-mile Thunderbolt. By then being solidly under the direction of Harley, I’m still a bit cool on the Thunderbolt’s warmed over Sportster twin, but floored by the fit, finish and uniformity. Owners say the T-Bolt offers sufficient grunt, but more importantly composure from Buell’s steel/aluminum monoshock chassis and Showa suspensions. Let’s see…great ride, easy to work on, vast mechanical parts availability, even matching luggage and a quaint, nicely spaced dashboard with analog clock. Definitely a bike worth owning. “You really should look into writing about these, and ride a couple!” were the encouraging words of friend and Buell guru, the late Rex Chapman. So while it is fairly common knowledge that Buell either wasn’t Harley enough for some or too Harley for others, it’s worth more than $2750. Lesson learned, and the same holds true for this sexy, mint condition Thunderbolt. It took another $1000 to do it, but somebody came in late to take this home. Well done.
Tribute
Rob North Triples
It was made aware to me several times over the last decades just how profound fabricator/racer Rob North is, and why I should meet him. Remembered as a standout special frame maker, North’s career included building his Lowboy racing frame for Triumph and BSA works racers, and the list of riders who rode North’s frame includes some of the sport’s most famous – Mike Hailwood, Gene Romero, Dave Aldana, Dick Mann, Don Emdo, Don Vesco and more. “Despite his fame, Rob was a down to earth guy. A workaholic for sure, and he lived by simple means,” says Kent Riches. “What I keep remembering about Rob was what a good friend he was to so many racers who counted on him. When you really needed it, he’d always come through.” Kent was among those who offered an introduction to Rob, and now I regret always having something else planned. The best Alex and I could do now is to follow Kent, the bikes and North’s daughters Zoe, Chantelle and Renée, through the listing/selling process. Experience makes Kent a savvy Mecum veteran, who very graciously helped the family move two special bikes through the auction.
Kicking myself for not studying North’s career, my frustration was tempered when Kent gave some backstory on the two Mecum triples. Sometime back when, the red Beezer was battle prepped but unfunded, so it was kept by Rob and used as his personal track bike. Not quite as sure, I think Kent said the blue ‘Tribute Triple’ was also an unclaimed customer bike, or maybe North changed his mind halfway through? Whatever the case, these loved-on triples were absolutely up to the task of showing out – netting the North girls upwards to $80.000, yet each well bought. Watching the girls watch dad’s bikes go across the stage, I suddenly realized the scene was far more than just another auction lot. Alex and I wish the family well, and whoever took these motorcycles home took a portion of that family with them. Long may they run, as intended. Recording these legends was an honor, and with honor we bestow Kent Riches with the title of biker extraordinaire. Well done sir. Nolan Woodbury
Left-to-right: Zoe, Chantelle and Renée
1985 BMW K100 (Lot W352 – did not sell – $1.750.00)
The Bavarian Kompakt is hard to lose in a parking lot — instantly identifiable and inseparable from its reputation as a frequent member of the 300k mile club. The BMW K100 can scratch the simple itch of an uncomplicated motorcycling experience — and that’s a thing this writer is learning to appreciate. The Reality of lot W352 might be a bit different from its Fantasy, but with “the world’s easiest engine to work on” dropped on my cluttered bench, the two don’t feel that far apart. Unlike a lot of machines inspected on the killing floor, this base model checked a lot of the right boxes. Clean tank, functional brakes and controls, no crash damage — an obviously roadworthy machine in need of basic maintenance to return to munching on miles.
Fitted with its sister model’s upper fairing (K75C I believe, with matching coverings pilot-side) it’s not what I’d call specific to my tastes but I appreciate the seamless blend of factory parts across the whole of the K run — and in more ways than just bodywork. Parts remain still widely available here in the USA and worldwide. Like it or not, the fairing is a classic function over fashion approach. One might hope that the lighter dress would deflect enough of the incoming air without directing the heat from the fuel tank back at the rider, a common complaint among RS/RT owners native to warmer climates. BMW’s early ABS technology is arguably the most significant factor when considering any of the K100 variants, as the not-yet perfected concept has a storied history of breaking both the pocket book and the back. This example predates the fixture’s existence and sports a fair yet trusty trio of 285mm Brembo discs. Big plus. As for performance upgrades, the seller notes flowed heads and stage one cams for some additional low to mid-range torque on an engine that already delivers 86Nm from the factory. Tucked neatly under hard bags is an aftermarket Luftmeister 4-into-1 silencer that NW adds might assist in eliminating with the in-line 4’s buzzing stock exhaust.
Stalling at $1,750, the bid went on and the auction closed going ‘No Sale’. For as capable as the bike is, it’s still a buyers market for the majority of the K100 line. But note the silver lining here; value isn’t only measured by dollars and cents — as speed isn’t measured one quarter mile at a time. The K100 is measured by the adrenaline is still has to offer. Alexander Woodbury
Gallery
