Custom Bikes & Cafe Racer

[DaveM]

SMILES FOR MILES – Suzuki FR50



Riding motorcycles makes me grin from ear to ear. I’m sitting here recovering from a motorcycle accident I had a few days ago. After a few broken bones and a few days in hospital, a lot of people have asked if I will ride a motorcycle again. “Of course,” I reply, without even thinking about it. Because riding motorbikes make me happy. And the size of the bike doesn’t matter either. Today’s bike is a little bit different to what we usually feature, but I know one thing: this little Suzuki FR50 puts a big smile on the face of engineer and bike builder Mike Dodd every time he rides it.



It’s not the first time we’ve featured work from Mike, who comes from Auckland, NZ – his DR650 cafe racer was a crowd favourite last year. This time around, he picked up a sorry-looking late 70’s Suzuki FR50 for next to nothing. “The idea was to fix it up and use it as a bit of a utility scooter – pick up the beers or fish and chips on a Friday night sort of thing. After fixing it and riding it around for a week or two I decided that it needed a bit more power, so out came the grinder.”



He started by cutting away the whole underside of the pressed steel frame and made some mounts to fit a new 125cc pit-bike (or mini-motocross) engine into it. “I decided to change up the styling a little bit while I was at it to go for a bit of a chopper vibe – the irony!” Mike set himself a very minimal budget, so wanted to make as many of the parts himself. “I bent and welded up the lane splitter bars from some leftover tube I had laying around, fabricated up the new rear rack to be just big enough for a 6 pack of beer and fabricated some hard-tail struts to drop the rear guard close to the wheel.”



Mike also fashioned himself a seat pan and pad with hinges for easy access to the fuel tank, which he got covered by a local upholsterer. He then trimmed and bobbed the rear guard to lose some of the visual bulk from the rear end and welded up a stainless exhaust from some stainless tube and bends. “I even spent more hours than I would like to admit manually machining the tail light from a piece of scrap aluminium I found and polishing it up.”



Then he stripped the whole bike down for paint and powder-coating, giving the frame and forks a beautiful metallic green finish, and everything else was powder-coated black. “I modified the leg shields to fit the new engine setup, eliminated anything unnecessary to get it as light as possible, reassembled all the newly painted parts, gave it some new chunkier tyres and used a small fog lamp that I found cheap for a headlight. I rewired the bike from scratch, relocated the ignition to the side cover and adapted a selection of levers and controls to fit and work as intended.”



Mike didn’t spend much money on this little project, but it has surprised him with how much fun it’s been riding it around the streets of Auckland. “You can’t hop on it and not start grinning. It’s not breaking any land speed records – although I am surprised at how well it goes.” Mike was also surprised by how much attention this little bike gets. “Multiple times I’ve been riding it down the road behind a car, only to see the window of the car wind down and a big muscly arm thrust out the window throwing up a big shaka my way as I ride past!”

Seems like this bike is putting a smile on more than just Mike’s face.



Photography by Max Betteridge and Jason Lim

 

[DaveM]

“Abridged, for your attention span; The most hot rodded bike out of @rawhidecycles to date, Sweet Jane has a hot cam and a big bore kit which took this thing from stock displacement of 736cc to 836cc and, she likes to burn out!” says Brandon. Thanks for sharing!! . Photo by @loveralobo. . . #croig #caferacersofinstagram #caferacer #honda #cb750 #cb200 #rawhidecycles #custom #vintage #classic

 

[DaveM]

Ride motorcycles, have fun. @thisguyplaysdrums doing just that with his clean Triumph Thruxton Lookin’ good! . Photo by @chas.jpg. . . #croig #caferacersofinstagram #caferacer #triumph #thruxton #bonneville

 

[CarlS]

Nice looking Thruxton.

 

[DaveM]

The BMW R80RT, which debuted in 1982, was designed as a streamlined, lighter-weight tourer to complement the company’s larger, more heavily-equipped machines. Power came from an 800cc, 50-horsepower version of the beloved Type 247 boxer engine, mated to a shaft-drive and “monolever” single-sided swingarm. Fast forward several decades, and these 800cc airheads have been a favorite among custom builders who prefer to strip down these old touring bikes to a more essential form, rebuilding them in any number of styles.



Enter one of our favorite workshops, Unik Edition Custom Motorcycles of Portugal. Founders Luís Costa and Tiago Gonçalves opened their doors in 2016 and have since “gone pro” with a new garage, bike dealership, and moto accessory shop in the Moscavide neighborhood of Lisbon. For this project, they started with a rusty, beat-up 1989 BMW R80RT and completely transformed the machine, creating the elegant yet slightly menacing build you see here — aptly named “Skull” after the artwork on the tank.



Below, we get the full story on the build, along with some stunning photos from Nelson Oliveira (@no.photo.on.two.wheels) and gear from Holy Freedom.

BMW R80 Brat Tracker: Builder Interview


Tiago Gonçalves
• What’s the make, model, and year of the bike?

BMW R 80 RT, 1989.



• Why was this bike built?

Customer project.



• What was the design concept and what influenced the build?

The idea was to build a black, one seat — easy driving and improving performance.



• What custom work was done to the bike?

New sub-frame, custom exhaust, t-table, paint jobs, seat, complete new electrics.



• Does the bike have a nickname?

Skull. The client loved the skull scene, so it was an inspiration to the project.



• How would you classify this bike?

Brat Style.


Featuring @josefidalgo_oficial!
• Was there anything done during this build that you are particularly proud of?

The harmony of the lines. The transformation between the rusty original model that reached our shop and the current one. We also like the classic models, so when we make these custom designs it is also very important for us to improve not only aesthetics but also performance. We like to think that we improved something.



Follow the Builder

www.unikedition.pt
facebook/unikedition2016
Instagram/unikedition2016

Credits to photographer

Nelson Oliveira of @no.photo.on.two.wheels

Source...

 

[DaveM]

STREET SLED – Honda FMX650 by Tomas Customs



Written by Ian Lee.

The big single. The thumper. No matter how you refer to it, the large displacement single cylinder motor has been putting smiles on motorcyclists’ faces since the dawn of motorcycledom. The simplicity of the mechanics, the ease of working with one and (of course) the noise they make all add to the benefits of using a thumper bike in a custom build. Tomas Customs, based in Brussels, has shown the quality of build that is possible when the right workshop has the right cycle on the bench. Utilising the Honda FMX650, Thomas Jeukens and the Tomas crew have taken the plastic-wrapped Super Motard and released the urban tracker hidden inside.



This is the second build that Tomas Customs has carried out for this customer, the last build being a smaller Honda engine. The brief for this bike was a “view to a minimalist build, a sober and neat project, for road/city use.” After a long discussion over coffee, it was decided that the donor bike for the build would be the Honda FMX650. Relatively easy to find on the second-hand market and factory-fitted with inverted forks and 17” wheels, the VMX was a great platform to start the build with. One idea that was put forward at the initial build brainstorm was that the bike would be built as an urban version of the Super Hooligan motorcycle style.



With the Super Motard delivered to the Tomas workshop, the whole lot was stripped back to the frame, engine and wheels. Luckily, the customer’s office was nearby, so it was possible for him to be an active part of the build, ensuring he knew of every stage of the build. This is something Tomas Customs takes pride in, with Thomas telling us: “We love this kind of project, and our relationship with the customer, to take their ideas into account to achieve their dream motorcycle.” Thomas Jeukens should know about following dreams: two years ago he chucked in his job as a strategy manager at a big consulting firm to fully live his passion of transforming and customising motorcycles.



Back in the shop, the factory fairings of the FMX didn’t fall in with the aesthetic of the build, so the team played with the lines of the bike. Gone is the factory fuel tank – a smaller fuel tank is in its place with a matte varnish coat to make the bike “look a little more aggressive”. At the rear of the bike, the hoop has been cut and shut, with an Alcantara trimmed seat now mounted up. Bespoke side covers now adorn the frame, with the electrical components hidden up under the seat in a box specially fabricated for this build.



To give it a more dirt tracker stance, a different set of handlebars have been fitted to go with the flow of the smaller fuel tank and Alcantara seat. The original fairing was ditched, replaced with an aluminium endurance plate, and the bike is fitted with an LED headlight, plus some new LED indicators, and a new speedo to replace the clunky factory unit. Quite a bit of what came off when the bike was originally stripped didn’t go back on, resulting in a slimmer, lighter bike to carve up the Belgian streets. From plastic pig to lean, mean machine, Tomas Customs have built a bike which showcases just how much fun a big single cylinder bike can be.



Toma Customs | Instagram | Photos by Olivier Truyman

 

[DaveM]

A seamless blend of wood and machine. @sebachaval built this gorgeous Ducati 749 for @oneyedeer. Named “Arriera” which translates to a muleteer in English, the name and the crafting of the bike pays tribute to the Gaucho from the Argentinean Pampas that hand make knives and tools to carve wood. Thank you for sharing!! . Swipe for more photos by @bryant.carmona. . . #croig #caferacersofinstagram #caferacer #ducati #ducati749 #handbuiltshow #motorcyclesofinstagram #bikeexif

 

[DaveM]

‘THE PRIME PROJECT’ – Royal Enfield Interceptor x Zeus Customs



Written by Martin Hodgson

Two of our favourite surprises of 2018 was the release of the Royal Enfield Twins and the emergence of South East Asia as a hotbed of custom bike craftsmanship. So it comes as no surprise to us here at Pipeburn HQ that the two have been combined to produce this stunning creation. With the 2019 Bangkok International Motor Show fast approaching, Royal Enfield approached Thailand’s Zeus Customs to build them a crowd pleaser on an insanely tight deadline. Head honcho Mooyong answered the call and delivered this stunning 2018 RE Interceptor 650 to award winning success!



It’s not every day that you receive a phone call from one of the world’s most prolific motorcycle manufacturers asking you to build them a custom bike. But with little trepidation Mooyong saw it as an acknowledgement of how far his company had come, that word of his builds had reached England. Excited about working with the new 650 twin cylinder model he was asked to come up with some sketches and then wait for approval to come back from the top brass at RE.



When he got the green light there was now only 45 days until the bike had to be delivered to the biggest show in Thailand, but with confidence in his team they relished the chance to do what they know best; build wicked custom machines! After taking delivery of the brand new ‘ceptor in the factory Orange Crush colour scheme, it was quickly on the lift and ready to be torn apart for the fast paced build.



This would be the first chance for the Zeus team to see the chassis up close and personal and really know for sure if their sketched design would work with the real thing. What Royal Enfield had loved most about Mooyong’s design was his desire to take the factory fuel tank and integrate it into the tail section as one smooth flowing piece. But this is easier said than done; first each individual metal piece was hand crafted, before being offered up to the frame and then slowly narrowing the gaps.



With the fit spot on, they commenced work and created the ultra smooth transition between the custom metal work and the OE tank. The finished uni-body is a sight to behold, with no obvious changeover point it flows across the frame like liquid metal. Just as has been done for decades at Enfield the gloss black paint is contrasted perfectly with a single unbroken pinstripe hand laid in gold. While the silver Zeus logo is done in a raised finish to give a texture when touched and the RE example placed across the rear.



The bike was now looking a million dollars but the stock stance would have to go and Zeus loves nothing more than to drop a bike to the deck. The front forks were used as a base line, stripped down and rebuilt with lowered springs before being re-painted in black. To ensure the bodywork ran perfectly parallel to the ground the rear shocks were custom ordered and the 340mm units get the look just right. Fully blacked out wheels help improve the new aggressive look and a set of Firestone rubber ensures the old school feel.



This nod to Royal Enfield’s rich history is expanded upon in the details that the team added to the bike to complete the aesthetic appeal. Starting at the front a small bates headlight has the shell blacked out before being fitted with a brass coloured bezel. With the same treatment given to the Motogadget mst vintage speedo that begins the simplified electronics package. Clip-ons keep the lines low and are fitted up with all the best goodies from the big M for functionality.



But you can’t go past that beautiful parallel twin cylinder engine that Royal Enfield spent so long developing to ensure this new model is a blast to ride. Cleaning up the appearance, Zeus removed the factory airbox to leave plenty of negative space under the seat and adapted pod filters to fit. The tiny battery is now well hidden and the lower half of the barrels finished in black to match the build. However it’s not just the visual senses that are given a treat, the new handcrafted twin pipes with brass end caps ensure that engine plays a merry sound.



With the show date fast approaching it was time to apply the finishing touches, with a small taillight grafted into the rear and tiny indicators to match. The custom made rearsets add more of that old school mechanical feel, while the whole thing is topped off with a two layer, hand stitched, leather seat. The Interceptor 650 that the team have named ‘The Prime’ was roared into the giant halls of the IMPACT Exhibition Center and despite only having seven weeks to complete the build, Zeus Customs was rightly greeted with rapturous applause!

 

[CarlS]

Good looking Enfield!

 

[DaveM]

Introduced in 1970, the R75/5 was the largest BMW motorcycle of the time, offering a 750cc, 50-horsepower boxer engine capable of pushing the machine to 110 mph. The entire “Slash 5” or “/5” series, which also included the R50/5 (500cc) and R60/5 (600cc), represented a revolution in the company’s motorcycle design. The bikes featured a new, lighter frame with a large-diameter backbone, along with a new telescopic fork, 1-piece crank, chain-driven cam, and 12-volt electrical system with both an electric and kick starter. Says Motorcycle Classics:

“The overall effect was a machine that, at a little over 400 pounds dry, was much less bulky than the /2, had more power, handled extremely well and had better clearance thanks to the cylinders being farther away from the ground.”

Enter Duc Tran of Texas, a garage builder and family man whose BMW R65 urban tracker we featured last year. As Duc says, this 1973 BMW R75/5 “descended” on him by chance, when a good friend and bike collector had run out of storage space and asked him to take one of his bikes home to store:

“Given that I’m a big BMW airheads fan, I was drawn to the red toaster tank /5 like a bug heading toward a light zapper.”

Last winter, Duc rode the bike only sparingly, but then the builder bug hit. He purchased the bike from his friend and began the build:

“My builds are done organically with no computer aided drawings. I am my only customer and biggest critic. My goal for this build was to keep it simple and clean, with a touch of vintage elegance.”

While the bike was not 100% original and complete, Duc still felt compelled not to cut up the frame or detab it, allowing him to return the machine to original form if desired. With lots of borrowed tools and “beer payments” to neighbors, he created the gorgeous machine you see here. Appropriately enough, he named the bike “HaLong,” which means “descending dragon” in Vietnamese. After all, the bike “descended” on him by chance, and what’s more, riding the bike through the Texas hill country gives him the same peace and tranquility he experienced at Vietnam’s HaLong Bay.


Duc at HaLong Bay, Vietnam.

Below, we get the full details on the build from the man himself!

BMW R75/5: In the Builder’s Words



I named the bike “HaLong”, which means “descending dragon” in Vietnamese. HaLong Bay is a majestic and picturesque area in Northern Vietnam. There, you will find peace and tranquility. This 1973 BMW R75/5 “descended” on me by chance. I already have two bikes and a Vespa in the garage and really do not have room for another. A good friend, who’s an avid bike collector, asked me one day to take one of his bikes home since he ran out of storage space. It was my choice on the bike. Given that I’m a big BMW airheads fan, I was drawn to the red toaster tank /5 like a bug heading toward a light zapper. I squeezed the bike into the garage to the chagrin of my better half. I told her that I was only holding it for a friend. I rode it sparingly, but over the winter break, I got bit by the builder bug. I asked my friend if I can modify the bike. He came back offering to sell me the bike at a price that I couldn’t turn down. As they say, the rest is history.



Since the BMW /5 toaster is a classic, I felt compelled not to cut up any part of the frame or detab it. Don’t get me wrong, the bike was not 100% complete and pristine. I wanted to have the option to put it back in the original form if desired. I’m a garage tinkerer with no mechanical or fabrication training. My builds are done organically with no computer aided drawings. I am my only customer and biggest critic. My goal for this build was to keep it simple and clean, with a touch of vintage elegance. I also wanted to retain as much of the bike’s DNA as possible. I challenged myself to make as many parts as I’m capable of. This leads me to borrowing a lot of tools from my neighbors. Believe me, I spent a lot of money on beer as repayment. My work area is ¼ of a two cars garage that was allotted to me. Every time I work on the bike, I’d have to move the other bikes into the driveway. It’s annoying at time, but I had to make it work.

The build:

The most expensive parts I purchased was a rear subframe and fender from Vonzeti in the UK. I forgo their seat kit because I wanted to design the seat myself. That was very time consuming because it’s not easy to get the seat right. I made seven different seats out of cardboard. Even my anti-bike family members helped me picked out the final design. I made the seat pan out of aluminum and opted for a rich brown leather that will last for years to come.



The most laborious part of the build was refreshing the 46 yrs old engine. I replaced the gaskets and leaking push rod seals. Adjusted the valves and rocker arms. I painstakingly scrub/polish the engine, all the covers, front fork, upper clamps, wheel hubs, and exhaust pipes by hand.



None of my other bikes have rear fender, so I wanted to incorporate one for this build. It’s attached to the rear swing arm with a bracket and fender struts. I hand sanded the fenders to give it a brushed aluminum finish and protect it with clear coat. To keep the rear half as clean as possible, I made a battery box and relocated it to the very bottom right behind the 4-speed transmission.



A Radiantz LED light strip was incorporated into the seat for brake light. Two small brackets were made that attach the rear Supernova blinkers to the upper shock mounts and ran the wires inside the rear subframe. To keep the build budget low, I went with universal Emgo mufflers compatible with the exhaust brackets on the frame. In the front, I made a small fender that fit in nicely with the existing fork brace. Motogadget M-Blaze were used for front blinkers. The only modern electronic upgrade were the LED blinkers and brake light.



To give it the classic look, I opted for Bumm mirrors that are attached to the headlight bucket. The Euro handlebar was swapped for one from an early Ducati Monster. I used leftover leather and made grip covers and a battery strap to add a little handcrafted touch to the bike.



It took me 6 months, juggling a full-time job and family activities with three growing kids. I’m thoroughly satisfied and elated with how it turned out. HaLong brings me peace and tranquility when I ride it through the central Texas hill country.

Follow the Builder: @planetducky​

Source...

 

[DaveM]

AWARD GRINNING – Ducati 796 X Drive-in Workshop



Written by Martin Hodgson.

The agony and the ecstasy; that’s the roller coaster ride you learn to live with when you enter some of the world’s most prestigious motorcycle shows. But from his base in Russia’s beautiful cultural capital of St. Petersburg, Leonid Skakunov, has found a way to balance the triumphs with the adversities. And out of heart break, fuelled by determination, he took a bone stock 2011 Ducati 796 and crafted a show winning machine. It rolled into his Drive-in Workshop as a Monster and left as the God before you, Prometheus.



Leonid started his motorcycle building career as a mechanic across a number of workshops giving him a well established set of skills in all the fundamentals. But with a desire to have more creative freedom and spend more time building bikes for show than simply servicing them, he found a small location in the city and opened Drivein. It wasn’t long before the decision paid off and he’d taken home awards at the IMIS International Motorcycle Show and Russian Handbuilt Cup.



Next came a successful entry into the AMD, World Championship of Custom Bike Building, and things couldn’t have been better! But with nominations rolling around for another tilt at the AMD trophies, Leonid heard of new competition that came with the tantalising opportunity of a free motorcycle and cash to build it. His written entry made it into the next round, his design drawings went one better and his final rendering with help from friend Yegor Smirnov got him into the top ten!



However, due to issues completely beyond his control, the journey ended there and that sick feeling set in. But quick to bounce back and with support from a loyal supporter, Oleg, who put his money down to be the owner, the brilliant renderings of Yegor would finally come alive! The Ducati was towed to the workshop and Leonid could finally do what he does best, build a showstopper! “The Monster is the ideal base for the project: a single-sided swingarm, a short frame, USD forks and radial calipers, I really liked the overall chassis,” he smiles.



With the Monster stripped of all its clothes, scale drawings could be held against the frame to see what tweaks to the renderings might need to be made. What was immediately obvious was the large factory airbox would have to be modified to accept the fuel tank to come. With clever craftsmanship both retain their volume and Leonid began the process of hand forming the aluminium tank. The lines are very much in keeping with the Drivein Workshop style of ’80s superbike meets neo-cafe racer.



With the tank complete attention turned to the front end and the unique cowling designed to cover the triple trees from the front on. This is not a piece you simply hammer out one and done, it takes exhaustive hours of labour and constant correction until the piece is finished. Then it had to be trial fitted to ensure it didn’t interfere with the function of the bike. The next pieces to be built were the front guard and hugger, and despite the fact they would ultimately be made in carbon they’re first produced in alloy to ensure perfect fitment.



Moving to the rear and a change of subframe was considered before Leonid decided it would be cool to see if he could complete the visual effect he was after without having to fire up the grinder. The tail section follows the styling cues of the rest of the design, a mix of round profile that is complemented with sharp lines. The recessed carbon top piece flowing perfectly from the same design in the front. The paint only brings out the best in it all; Silver and Red candy are laid down throughout with a gloss finish applied over the raw carbon.



Even the functioning parts of the bike get a spray, with the frame, rear shock and inner parts of the brake rotors all Candy Red. Braided brake lines have been added along with a radial master cylinder to improve stopping power and a steering damper helps to tame the short wheelbase bike as it wobbles its head. Here too there is more paint applied, while the swingarm and engine cases get a white substrate added to the mix. With the final party trick appearing when the lights go down and the pinstripe work literally glows in the dark.



None of this is easy to achieve, nor is the exhaust system to extract some more ponies from the traditional Ducati L-Twin. The pipework is shaped to tightly follow the engine’s lines before disappearing under the seat with strategic carbon covers placed along the way. It all finishes out spitting flames from a custom muffler under the tail with the meshed out taillight glowing from above. Those who’ve studied Greek mythology know the name means ‘forethought’ and having designed the 796 build for a competition that he ultimately couldn’t enter, the prior planning has still resulted in Leonid being able to enter three other shows and picking up a bunch of trophies at them all!

 

[DaveM]

@one_quick_z’s first ride on his 1975 Kawasaki Z1 after some winter upgrades. So good, thanks for sharing! Send photos to [email protected] to be featured. #croig #caferacersofinstagram #caferacer #kawasaki #motorcycle #1975 #z1b #z1 #roadracer #z1enterprises #johnnysvintagemotorcycles #tannermatic #buchanans #giuliari

 

[DaveM]

Something a little different for you fine folks, @crosscurtis2000 on his Honda Super Cub cafe racer. Nice work! . . #croig #caferacersofinstagram #caferacer #honda #supercub #hondacub #japan

 

[Rocky]

Very often I don't bother to look at this thread because 99% of the machines are just too weird to look at.
But I don't deny the talent and effort that went into them. The builders have it all the way.

 

[DaveM]

The Honda CJ series was a stripped-down, less expensive offshoot of the better-known CB/CL series. For instance, the CJ360T featured a five-speed transmission instead of the six-speed box on the CB360, along with a front drum brake, no electric starter, and a few other differences that helped keep the original retail price below $1000. Actually, many riders of the time preferred the styling of the CJ360, which sported a 2-into-1 exhaust and different tail piece, and the bike offered better performance due to its lighter weight.

Enter Thomas Lambert of Germany, who left his well-paid job at a large automotive supplier to open his own custom workshop, Elemental Custom Cycles, whose motto we love:

“Life is too short to ride boring motorcycles.”

Amen, brother! The Honda CJ250 you see here arrived at the shop in very poor condition, as the previous owner had tried unsuccessfully to transform the bike into a cafe racer. On the good side, the bike had a rebuilt CJ360 engine, offering 34 horsepower and a broad torque curve — perfect for a small cafe build.

Below, we get the full story on the build, along with some lovely shots from photographer Christian Motzek.

Honda CJ360T Cafe Racer: In the Builder’s Words



My name is Thomas, I’m a mechanical engineer. In 2017 I quit my well-paid job at a big German automotive supplier to run my own small custom shop. Today I want to show my latest build to you, a Honda CJ250 with a rebuilt CJ360 engine.



The bike came in really poor condition, as the owner tried to build a cafe racer himself. After many tries and a lot of money wasted, he ended up asking my shop for help. It was obvious that he couldn’t bring the build to an end by himself. And if he ever made it work again, he wouldn’t really reach the result he was looking for.



The electronics and the line he choose were really poor. The rear shocks were totally worn and the forks were leaking. After a short look at the bike, several other things came up. But on the other hand, it had a rebuilt CJ360 engine.



As I really like the old cb/cj series, I could already imagine what kind of nice little machine I could build. With the picture of the right line in my mind, I stripped the bike, took a few photos and made some drafts in Photoshop.

I lowered the fork by an inch, put some clip-ons on and added a 6-inch headlamp.



The rear light is integrated into the rear cover, which is made from stainless steel sheet metal.



I really don’t like wrapped exhaust manifolds, so I built a new 2-into-1 stainless system. To meet the German TÜV regulations regarding noise, I shortened the stock silencer and decided to keep the stock intake system to avoid the money and time intensive noise measurements.



For older bikes, a pair of the Motogadget M Blaze disc front turn signals is sufficient.



The bike already came with an overhauled CJ360 engine, which didn’t run really well. So I overhauled the electronics and the carbs to bring back its original 34hp.



I added new rear shocks and the fork got a service for the perfect handling. I brushed the fork tubes, triple clamps and switches to give it a classic look. The frame was painted black.



Last step was to find the right color for the bike. To highlight the new lines, it got a one color paintjob with a metallic blue, which Audi used on a special series of their RS6 in 2017.



The bike is completed by a new black seat.



I hope you like the bike as much as I do.

More Photos



Follow the Builder

Instagram: @elemental_custom_cycles
Facebook: www.facebook.com/ECCycles
Website: www.elemental-custom-cycles.com
Pictures: @christianmotzek

Source...

 

[DaveM]

A 1974 Honda CB750 built by @benta.handmade.machines. Very nice, thanks for sharing! . . #croig #caferacersofinstagram #caferacer #honda #cb750

 

[DaveM]

ONLY TWO DAY LEFT TO WIN @velomacchi and @noahsrawchocolate from the @rawchocolateman! . We’ve teamed up with @velomacchi and @noahsrawchocolate to get some goodies to our followers. Contest ends May 5, 2019. Three lucky winners will be randomly selected to receive one of the following prizes. . • Velomacchi 40L Speedway Backpack • A month supply of Noah’s Raw Chocolate • Velomacchi Impact Laptop Sleeve . ENTER TO WIN, link in bio or visit > bit.ly/CROIGIg . Photo by @caffeineandgasoline.dn. . . #velomacchi #noahsrawchocolate #croig #caferacersofinstagram #caferacer #giveaway #chocolate

 

[DaveM]

Today is #internationalfemalerideday, @thelitastwincitiesare heading out for an awesome day of putting in some miles. Plus it’s gonna be 70 degrees! ⁣ Share the love and support by commenting below, tagging a couple of your favorite ladies who ride! Photo by @huntcapture. . . . #croig #caferacersofinstagram #caferacer #thelitastwincities #wildgypsytour #womenwhoride #babesthatbraap #freedomisafulltank #minnesota #exploremn #photography #huntcapture #supportbadassbabes #womenwhosupportwomen

 

[DaveM]

The Yamaha RD350 is one of our favorite two-stroke street bikes, a 39-horsepower parallel twin that featured Autolube oil injection and a similar frame to the Yamaha TZ350 racer. In most countries, the bike was available from 1973-1975, replaced by the RD400 in 1976. However, few riders realize the RD350 had a much longer and more involved history in India. Here, Escorts Group collaborated with Yamaha Japan to build a licensed version of the RD350B from 1983-1990, where it was marketed as the Rajdoot 350 and became legendary as the country’s first sport bike. Says BikeAdvice.in:

“Back in the 1980s, the RD350 was the very first super performance offering for the Indian motorcycling enthusiasts at a time (1983) when the only bikes we had were the Bullet 350, the Jawa (Yezdi) 250 2 stroke and Rajdoot 175 2 stroke.”

Enter Arjun Raina and the small team of craftsmen behind one of our favorite workshops, Moto Exotica, located in the far north of India, in the mountain state of Uttarakhand — a region known as the “Land of the Gods.” Here, in the shadows of the Himalayas, the self-sufficient crew of Moto Exotica builds some of the most innovative, interesting customs on the planet — many of them two-strokes.



Now they are back with this Yamaha RD350 track bike, built for a client who wanted a functional, reliable, and beautiful machine for the track. Arjun and the team made substantial changes to the frame, added lightness with lots of carbon fiber, set up the geometry for the track, and went with trick suspension and brakes on both ends of the bike. Our favorite is the custom trellis swingarm — a piece of performance art.

Below, we get the full story on this RD350 track racer!

Yamaha RD350 Track Bike: Builder Interview



• Please tell us a bit about yourself, your history with motorcycles, and your workshop.

Motoexotica is art engineered; the bikes we build are fast, handle well, and look great — they are examples followed by others.

The idea has been to push beyond the envelope always. Our dream to build these lightweight led us to build bikes in a certain way. We follow world-class design processes; things start simple with a digital sketch, then specific CAD drawings, and then a real-world prototype and production.



• What’s the make, model, and year of the bike?

Yamaha RD350.

• Why was this bike built?

A customer project. The request was to build a reliable track bike, functional yet beautiful.

• What was the design concept and what influenced the build?

This is custom track bike, minimalist styling, geometry setup for the track, runs slicks as well.



• What custom work was done to the bike?

Substantial changes to the chassis, custom tuned expansion chambers, uprated suspension and brakes all round, trellis custom swingarm.



• How would you classify this bike?

Track racer.

• Was there anything done during this build that you are particularly proud of?

The bike received the usual treatment at exotic — a lot of weight shedding, quite a bit of carbon fibre, trick brakes and suspension, and the rear swingarm is a piece of art.

Follow the Builder

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[DaveM]

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