That Thruxton looks great!
Custom Bikes & Cafe Racer
- Thread starter DaveM
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Swipe to see more shots of “NOIR” the Yamaha SR250 built by @lanesplittergarage. Thanks for sharing Benny! . Email us photos of your builds to [email protected] to be featured, link in bio. . . #croig #caferacersofinstagram #caferacer #tracker #yamaha #sr250
We really like the bodywork on this Ducati 748 built by @driveinworkshop. Incredible job, thanks for sharing! . Swipe to see more photos by @atwophoto. . . #croig #caferacersofinstagram #caferacer #streetfighter #ducati #ducatisofinstagram
A 675cc Big-Single Cafe Racer from Paris!
The Honda NX650 — aka the Dominator 650 — has become one of Europe’s most popular donor bikes for customization. However, the vast majority of these builds are scramblers or trackers — rarely has a builder taken the harder route of transforming the 650cc thumper into a cafe racer.
Enter Isidore Delgrosso — aka Iz Meccanica — the boss of the MécaServices92 workshop near Paris, who already made a name for himself with his Honda FX650 Vigor café racer, which we featured in 2017. Now he’s back with another build powered by the beloved RFVC engine — this time, he offers us his vision of the Honda NX650 Dominator in cafe racer trim.
Below, we get the full story on this 675cc, well-sorted super single!
Dominator 650 Cafe Racer: In the Builder’s Words
This 1990’s model slept for years in a barn under a thick layer of dust. Then, in no time, we had the idea: transform this dual-sport bike into a real café racer!
Disassembled in its entirety, the engine has been renovated and optimized: sandblasting and powder coating of the casings, metrology of wear parts, gear shafts were changed, installation of a reinforced connecting rod, reboring of the cylinder to allow a high compression forged piston to pass. The engine size is increased to 675cc. Then some bronze valve guides were manufactured, the camshaft replaced by a HRC model, and an amorphous carbon DLC (Diamond Like Carbon) treatment applied to all the top engine parts.
A Mikuni TM40 pre-jetted flat slide pumper carburetor replaced the original part. An aluminum air cleaner box and a funnel intake manufactured using spin forming technology optimize the engine performance. It breathes through a K&N filter, the homemade stainless steel exhaust pipe end with two Marving mufflers.
The flywheel generator has been lightened and balanced to make the engine even more responsive. The original steel clutch friction discs have been replaced by lighter aluminum models. Isidore did not hesitate to fit an open clutch cover to have quick access to all of these friction discs.
A kickstart will give life to the engine, and a foldable brake pedal was created as the rearsets were in the way. A ball and spring system allows the pedal to be manually locked in the up or down position. The starter has been removed, it was replaced by a hydraulic clutch receiver and a small carburetor air breather box.
The modification of the original swingarm made it possible to abandon the ProLink suspension system in favour of a twin oleopneumatic dampers custom-made by Fournales. The battery fits into the swing arm, accessible through a flap underneath.
The rear subframe, screwed to the frame and made of double-curved steel tubes, is rather new, and the work done on this part has made it possible to accommodate the entire electrical harness. The wiring has been simplified to the strict minimum. Starting from scratch, it was entirely made by crimping and without any soldering. The keyless M-lock system has been selected to power the motorcycle.
The front-end is supported by two inverted fork arms whose stroke has been shortened by 20mm so that the bike’s overall line is horizontal. The front braking is provided by two 298mm discs. The latter are supported by 4-piston calipers. The aluminum front mudguard is fixed to the fork via homemade brackets. It should be noted that the front hydraulic brake system goes directly into the steering column axis. The fork tees were designed in CAD by MécaServices and then machined by USV Racing.
The foot plates and the aluminum tachometer holder are laser-cut. The manufacture of the half fairing holder allowed the fixture of a 7-inch round headlight. This half fairing has been designed by Nuno Capêlo. The whole thing is mounted on silentblocks and adjustable. The tail light has been machined from an aluminum bar and the red glass lens is made by a stained glass craftsman.
One of the technical solutions that required a lot of time and thought was to make the wheels coplanar while having a perfect guidance of the transmission. The 3.00×19-inch front and 4.00×17-inch rear perimeter spoke rims were really not designed to fit into this frame. Nevertheless, as a mill lathe operator, Isidore took up the challenge by machining the crown holder and rear hub to rebuild a functional torque damper system and designed all the spacers needed to ensure that the assembly was perfectly aligned.
The carbon reinforced glass fibre tail cowl was made by Carbon Shape. Its shape in accordance with the tank lines and those of the cylinder head reinforces the racer side of this bike, which did not have the vocation.
Jean Eric Tallemet, the historical painter of MécaServices92, took care of the enhancement.
The seat is signed SQP Motors.
From the basic model, there is not much left of it. Each part has been manufactured, modified, and adjusted to find a harmonious place in this set. The result is a subtle blend of know-how, periods, and trends.
Follow the Builder
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LONDON CALLING. Bike Shed Show 10th Edition
We were lucky enough to have local photographer and moto journo Tom Bing cover the Bike Shed show for us. He is friends with the Bike Shed crew and most of the builders, so it was great to get a glimpse of what goes on behind the scenes as well as the bikes on display. Words and photos by Tom Bing.
It’s got to be the most exciting weekend of the year in the UK for custom bike lovers. It’s funny, when you’re anywhere near the ‘inner folds’ of something like the Bike Shed, you feel strangely proud of the achievements of all the people who have worked so hard to make the event come together yet again. It feels like a community event – not something you just attend as a punter, but something we are all a part of.
As we start to roll in on Friday morning – I’m helping my North-East pals Ryan Roadkill and Mike Hill from Survivor Customs to load in – the sheer scale and organisation of the event start to dawn on me, again. There are vans and trucks lined up around the block, we’ve got a morning slot this time around as well. Hired staff are directing us into the rear gate and we’re getting a sneak peek of some of the bikes that are rolling in through the industrial corridors. At this point, Bike Shed 2019 is just a huge series of empty rooms at the Tobacco Dock Venue in East London. There are around seven hours until the doors are open to the public; nothing is set up yet. I checked back a bit later and it’s the same scene, vans lined up around the corner, but the panic looked more real at this point.
We split for a shower and a beer with Ryan and Mike’s corner all set-up in an still empty room, dodging through a sea of packaging, bikes, plinths, backdrops and beer deliveries on our way out. Sure enough, a couple of hours later, there it was. The Bike Shed. Fully completed and panic free.
I’ll let you into a little secret. People are
scared of Vikki. I’ve never exhibited anything so I’m not. But I know for a fact that she is hugely responsible for the fact that the chaos and panic turns into one of the best shows in the world.
The show wasn’t any bigger this year than it was last year, maybe it’s hit it’s sweet spot and the organisers have decided to halt the growth and work on the quality. They’re only using one half of the venue and without doubt could fill a space three times the size with custom bikes. The beer was cold, the food was good and the mix of manufacturers, shed and pro-built bikes was fair. It’s not a trade fair and there aren’t boxes of cheap shite laying around to sift through like some sort of two-wheeled TK Maxx like a lot of shows. You come to the Bike Shed to see a carefully curated selection of bikes, gear and art. Every room had something to drool over, wherever your preferences and tastes lie.
For me, this year, it was the Dirt Room. Old, raced Dakar bikes stole the show for custom work for me. That and real Flat Track bikes, not street trackers but race bikes, like Ross Sharp’s (Bike Shed Editor) Wasp Framed XSR700 on the Sideburn Stand. French manufacturer DAB Motorcycles were presenting their fully homologated Husky-engine based fully customisable dirt bike; all blacked out sat on supermoto wheels. A neat idea and fun looking bike begging to be ripped around.
dir=”ltr”>The electric room was packed out; with stock Zero’s to check out and the Arc Vector taking centre stage. Love them or hate them; folk were interested. Oil in the Blood and TW Steel’s Debolex electric bike was sat amongst fossil fuel burners in another part of the show in a league of its own. I’d be interested to see how much more of a presence electric has next year.
dir=”ltr”>The rows and rows of Shed Built bikes in the main room were impressive. I don’t think there was one build I could heavily criticise in terms of build quality and attention to detail; they weren’t all to my taste but that doesn’t detract from the fact that amateur builders from across the UK and Europe are working to a very refined level. That or the Bike Shed crew have a very discerning curator.
Manufacturers flexed their muscle too; the pair of Indian FTR1200 Hooligan bikes, converted by S&S certainly gave potential FTR owners a few things to think about. As did Winston Yeh’s fully tricked out carbon Royal Enfield Interceptor. Scrambler Ducati maintained their presence as solid custom platform and Triumph presented their bobber build-off, getting the cogs going for a lot of fans.
Despite the fact that the team had ordered 50% more beer than last year, supplies started to run dry by early afternoon on the Saturday; possibly due to the shuttle bus running from the Old Street venue out to Tobacco Dock. Why ride out when you can drink beer and jump on the party bus?
Overall, the 2019 show was excellent, really well put together and curated with a great balance of stuff on show. It might be time to ditch the newsboy caps and stand-up bass bands for something else in 2020; maybe clamp down on unnecessary exhaust wrap too. But despite that; I’ll be back again for the annual community gathering at the best and most friendly custom show in Europe.
We were lucky enough to have local photographer and moto journo Tom Bing cover the Bike Shed show for us. He is friends with the Bike Shed crew and most of the builders, so it was great to get a glimpse of what goes on behind the scenes as well as the bikes on display. Words and photos by Tom Bing.
It’s got to be the most exciting weekend of the year in the UK for custom bike lovers. It’s funny, when you’re anywhere near the ‘inner folds’ of something like the Bike Shed, you feel strangely proud of the achievements of all the people who have worked so hard to make the event come together yet again. It feels like a community event – not something you just attend as a punter, but something we are all a part of.
As we start to roll in on Friday morning – I’m helping my North-East pals Ryan Roadkill and Mike Hill from Survivor Customs to load in – the sheer scale and organisation of the event start to dawn on me, again. There are vans and trucks lined up around the block, we’ve got a morning slot this time around as well. Hired staff are directing us into the rear gate and we’re getting a sneak peek of some of the bikes that are rolling in through the industrial corridors. At this point, Bike Shed 2019 is just a huge series of empty rooms at the Tobacco Dock Venue in East London. There are around seven hours until the doors are open to the public; nothing is set up yet. I checked back a bit later and it’s the same scene, vans lined up around the corner, but the panic looked more real at this point.
We split for a shower and a beer with Ryan and Mike’s corner all set-up in an still empty room, dodging through a sea of packaging, bikes, plinths, backdrops and beer deliveries on our way out. Sure enough, a couple of hours later, there it was. The Bike Shed. Fully completed and panic free.
“I’ll let you into a little secret.
People are scared of Vikki.”
People are
scared of Vikki.”I’ll let you into a little secret. People are
scared of Vikki. I’ve never exhibited anything so I’m not. But I know for a fact that she is hugely responsible for the fact that the chaos and panic turns into one of the best shows in the world.
“Every room had something to drool over,
wherever your preferences and tastes lie.”
wherever your preferences and tastes lie.”
The show wasn’t any bigger this year than it was last year, maybe it’s hit it’s sweet spot and the organisers have decided to halt the growth and work on the quality. They’re only using one half of the venue and without doubt could fill a space three times the size with custom bikes. The beer was cold, the food was good and the mix of manufacturers, shed and pro-built bikes was fair. It’s not a trade fair and there aren’t boxes of cheap shite laying around to sift through like some sort of two-wheeled TK Maxx like a lot of shows. You come to the Bike Shed to see a carefully curated selection of bikes, gear and art. Every room had something to drool over, wherever your preferences and tastes lie.
For me, this year, it was the Dirt Room. Old, raced Dakar bikes stole the show for custom work for me. That and real Flat Track bikes, not street trackers but race bikes, like Ross Sharp’s (Bike Shed Editor) Wasp Framed XSR700 on the Sideburn Stand. French manufacturer DAB Motorcycles were presenting their fully homologated Husky-engine based fully customisable dirt bike; all blacked out sat on supermoto wheels. A neat idea and fun looking bike begging to be ripped around.
dir=”ltr”>The electric room was packed out; with stock Zero’s to check out and the Arc Vector taking centre stage. Love them or hate them; folk were interested. Oil in the Blood and TW Steel’s Debolex electric bike was sat amongst fossil fuel burners in another part of the show in a league of its own. I’d be interested to see how much more of a presence electric has next year.
“I don’t think there was one build I could
heavily criticise in terms of build quality and attention to detail”
heavily criticise in terms of build quality and attention to detail”
dir=”ltr”>The rows and rows of Shed Built bikes in the main room were impressive. I don’t think there was one build I could heavily criticise in terms of build quality and attention to detail; they weren’t all to my taste but that doesn’t detract from the fact that amateur builders from across the UK and Europe are working to a very refined level. That or the Bike Shed crew have a very discerning curator.
Manufacturers flexed their muscle too; the pair of Indian FTR1200 Hooligan bikes, converted by S&S certainly gave potential FTR owners a few things to think about. As did Winston Yeh’s fully tricked out carbon Royal Enfield Interceptor. Scrambler Ducati maintained their presence as solid custom platform and Triumph presented their bobber build-off, getting the cogs going for a lot of fans.
Despite the fact that the team had ordered 50% more beer than last year, supplies started to run dry by early afternoon on the Saturday; possibly due to the shuttle bus running from the Old Street venue out to Tobacco Dock. Why ride out when you can drink beer and jump on the party bus?
Overall, the 2019 show was excellent, really well put together and curated with a great balance of stuff on show. It might be time to ditch the newsboy caps and stand-up bass bands for something else in 2020; maybe clamp down on unnecessary exhaust wrap too. But despite that; I’ll be back again for the annual community gathering at the best and most friendly custom show in Europe.
#TBT to a very shiny Ducati Sport Classic by @revivalcycles Nice work! . . . . . #ducati #sportclassic #ducatisportclassic #revivalcycles #motonerd #custommotorcycle #zard #metalfab
The BMW R NineT has been called a “blank canvas” for customization — a modern machine designed for ease of modification, with separate chassis/engine wiring harnesses, removable subframe, and accessories that can be replaced with minimal chopping or cutting. Meanwhile, the air-cooled “oilhead” engine, round headlight, and telescopic forks give the bike a retro vibe. Says Motor Cycle News:
Enter the team of Buenos Aires-based Herencia Custom Motors, headed up by our friends Federico Lozada and German Karp. Together, the Argentine duo has turned out nearly 50 custom bikes, including some of the most popular builds we’ve ever featured. This 2017 BMW R NineT “street scrambler” is their 47th project — built for a client who loved their work from afar, while living in the USA, then brought them his donor bike after moving back to Argentina. We especially love the front-routed exhaust, the tank — a mix between a vintage toaster tank and the factory unit — and the mini LED lighting.
Below, we get the full story from Fede on the build!
BMW Street Scrambler: Builder Interview
• What’s the make, model, and year of the bike?
It’s a BMW R NineT scrambler, 2017.
• Why was this bike built?
This is a custom project for a customer. He used to live in the USA and loved our work — once he moved back to Argentina and brought the bike with him, he contacted us to build his bike.
• What was the design concept and what influenced the build?
We wanted to put a more vintage and pure style to the bike.
• What custom work was done to the bike?
We added full front and rear Ohlins suspension, and we had to build a new upper tree to adapt a Pro Taper handlebar.
The gas tank is a mix between a vintage “toaster” tank and the NineT stock tank.
The space that was used for the battery now is used by the much bigger new gas tank.
The hardest part was to hand-build all the subframe. We made it removable to be able to remove the rear shock. It was also hard to relocate the BMW battery where the air cleaner used to be — we had to redo all the electric wiring.
As part of the details we added some cool turn signals. We found something really new: super mini LEDs, these are really really small and give a strong light. They work as turn signals, brake lights, and position lights. We made the support for these lights with a chain part we found in the garage that belonged to an old motorcycle.
• Does the bike have a nickname?
Nope, it just our project #47.
• How would you classify this bike?
It’s a kind of street-scrambler, can we say??
• Was there anything done during this build that you are particularly proud of?
I am proud of the work as a whole. I love how it looks all together. It gives me that happy feeling when you see a bike that looks good, even if it’s not yours.
Follow the Builders
@herenciacustommotors | @lozada_fede / @karp_hcg / @cubikgraphicstudio / Photos: @vickphelan
Special thanks to @cordasco_motohaus_bmw_motorrad for remapping the beast!
Source...
Period-correct AMA Superbike replica…
Flyin’ Fred Merkel is one of the most legendary — even notorious — American racers ever to swing a leg over a superbike. Hailing from California’s Central Valley, Merkel quickly became known for this bold, take-no-prisoners riding style and blond good looks. Says MCN:
Merkel was known to fly a skull-and-crossbones flag in the paddock, wear a bandanna, and had a bold and brash motto tattooed across the back of his helmet:
In 1988, Merkel became the first ever World Superbike champion, winning both the inaugural and second-ever WSB seasons with Italian-based team Rumi Honda — and learning fluent Italian in the process. Before that, he’d won the Suzuka 8-Hour and three consecutive AMA Superbike championships from 1984-1986 — the last on the formidable Honda VFR750F.
Originally designed as a sport tourer, the VFR750 came with a liquid-cooled, 90-degree V4 engine capable of producing more than 100 horsepower in stock trim, along with gear-driven cams, 6-speed transmission, and twin spar / “diamond” frame. The bikes were campaigned with great success by such legendary superbike racers as Wayne Rainey, Bubba Shobert, Freddie Spencer, and Flyin’ Fred Merkel.
Enter Darren Begg of Canada’s dB Customs, who builds some of the baddest restomods and superbike replicas on the planet — with a special affinity for air-cooled Japanese fours. He was perfect choice for a USA-based customer who’d been collecting rare HRC parts from all over the world to support this stunning, period-correct Flyin’ Fred Merkel recreation. Below, we get the full story on this stunning superbike replica!
Flyin’ Merkel Superbike Replica: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
dB Customs, owned by Darren Begg, was established in 2015, and located in Canada’s national capital, Ottawa, Ontario. dB Customs provides turn-key builds, everything from restorations, custom restomods, and superbike replicas. The workshop is outfitted with facilities that include welding, forming, machining, and vapor blasting.
• What’s the make, model, and year of the bike?
The bike is a 1986 Honda VFR750 that has been meticulously converted into the superbike Flyin Fred Merkel campaigned.
• Why was this bike built?
dB Custom’s customer (from the USA) is very passionate about the VFR750 superbikes, ridden by the likes of Fred Merkel, Wayne Rainey, Bubba Shobert, and Freddie Spencer. He has been collecting rare HRC parts from all over the world to support two build programs, this Flyin’ Fred Merkel recreation, and as well as Wayne Rainey replica that will be released at a future date.
• What was the design concept and what influenced the build?
The 1986 Flyin Fred Merkel VFR750 superbike.
• What custom work was done to the bike?
Several modifications were made to make the bike period correct, including modifications to the subframe, recreating the HRC oil catch tank, HRC triple clamps, and rear brake stay, and of course the paint work (all paint, no vinyl decals) and livery laid down by our partners at Sketchs Ink.
• How would you classify this bike?
Period superbike recreation.
• Was there anything done during this build that you are particularly proud of?
All of it.
Detail Shots
Follow the Builder
Web: www.darrenbeggcustoms.com
Facebook: @dBCustomRestoMods
Instagram: @dbcustoms_restomods
All photos by Darren Begg.
More dB Customs
Flyin’ Merkel: Honda VFR750 Superbike by dB Customs - Period-correct AMA Superbike replica… Flyin’ Fred Merkel is one of the most legendary — even notorious — American racers ever to swing a leg over a superbike. Hailing from California’s Central Valley, Merkel quickly became […]
Suzuki Katana Restomod by dB Customs - Darren Begg of dB Customs has quickly established himself as a leader in world-class restomod builds. His builds often retain the original silhouette and paint scheme of the original, while upgrading the powerplant, suspension, brakes, […]
Suzuki GS1100 Restomod by dB Customs - The Suzuki GS1100 is nothing short of a modern legend. Introduced in 1980, it was the fastest bike on the drag strip at the time, clocking a 1/4 mile time of 11.39 seconds. Cycle World […]
Honda CB1100R Restomod by dB Customs - The CB1100R was Honda’s first homologation special, an exotic, road-legal sportbike built from 1981-1983. Based off the CB900F, the single-seat CB1100R offered 115 horsepower and 72 lb-ft of torque, and was intended to homologate Honda’s […]Source...
The Yamaha SR500, introduced in 1978, was an air-cooled, big-single street bike powered by a 32-hp version of the XT500 engine. In order to make the SR as easy to use as possible, the bike had an electronic ignition and automatic decompressor to aid with kick-starting. According to the SR’s designer:
The SR500 was especially popular in Germany and Japan, where it would remain available until 1999. While the SR is legendary for its reliability and ease-of-maintenance, it could never be called a performance bike.
Enter the team of Hilt’s Chopper’z, located in Hiroshima. Despite the name, the shop handles more than just choppers. In this case, the owner wanted an aggressive “fighter” that would marry the classic big single with super bike performance. The engine has been punched out to 534cc with Wiseco piston and Yoshimura camshaft, active oil cooler, and full titanium exhaust system, while the suspension has been retrofitted from a ZXR400, with upgraded brakes, wheels, rubber, and more — plus custom paint from Takemaru Art.
Below, we get the full story on this SR500 “cafe fighter.”
Yamaha SR500 Cafe Fighter: Builder Interview
・Please tell us a bit about yourself, your history with motorcycles, and your workshop.
We are Hilt’s Chopper’z, located in Hiroshima, established in 2007. We do motorcycle customizing. We handle of variety of motorcycles not only choppers — cafe racers, off-road, street bike, etc.
・What’s the make, model, and year of the bike?
Yamaha SR500, 1998 1JN.
・Why was this bike built?
Customer project.
・What was the design concept and what influenced the build?
The concept of this motorcycle is the integration of the “super performance” and “big-single.” The power, braking, riding position, and other factors that are “NOT” standard for the SR are integrated at a high level, without any disorder.
Previously the bike had a 522cc engine.
・What custom work was done to the bike?
Enough to say “fully customized.”
- Engine: 534cc Wiseco Piston 90Φ / Yoshimura camshaft ST-1 / Active oil cooler kit / enhanced oil-line kit
- Carburetor: Keihin Yoshimura FCR 39Φ MJN
- Exhaust: Thruxton Full Titanium exhaust system
- Front fork: Cannibalized and modified from ZXR400
- Triple tree: Cannibalized and modified from ZXR400
- Front Wheel: ZXR400
- Front caliper: Brembo 65mm 4pot double caliper
- Front brake disc: Arashi 310mm ZXR400 Double disk
- Front fender: Coerce wet carbon fender
- Gauges: VELONA48 speedometer / VELONA48 electric tachometer / Yoshimura Pro-Gress1
- Steering damper: NHK ODM-2000
- Swing arm: Cannibalized and modified from FZR250
- Rear wheel: Cannibalized from RGV250
- Rear caliper: Brembo 84mm
- Rear break disc: RGV250 210mm
- Suspension: YSS G-series
- Rear sets: Bore-Ace
- Tire: Dunlop α14H
- Exterior: Stock tank / Dell-Sara tank cover kit / J seat / Daytona half side cover / Paint by Takemaru Art
Cafe racer, Street Cafe Fighter.
・Was there anything done during this build that you are particularly proud of?
Red anodized Upside down fork. It’s pretty common to cannibalize the USD fork from the FZR, TZR, sometimes ZEP400 — but, it’s rare to see the ZXR and also red anodized. The owner wanted the motorcycle as a “fighter” — and the aggressive color, riding position, power, and all other elements that compose this motorcycle represents it.
Follow the Builder: @hiltschopperz
Source...
‘The Flying Scotsman’ Moto Guzzi Scrambler
Written by Martin Hodgson
With the Northern Hemisphere riding season now upon us, builders in the top half of the globe are unveiling their latest creations. Those looking to make the most of the summer sun and the conditions that surround them will surely have spent the winter producing just the right bike. Enter Scotland’s JM Customs who’s hit the brief out of the park with a stunning Moto Guzzi Scrambler. From the bones of a 1986 V65 Florida ‘The Flying Scotsman’ is ready to shred the streets.
James Moir had a successful career in the country’s oil and gas industry, but with a life long dream and influenced by the endless custom motorcycle shows on the Discovery Channel he decided to walk away. On the banks of the River Tay in Perth, Scotland, he founded JM Customs and joined by a small team their business continues to grow. From servicing and repair work that takes care of the local bike community to unique customs, it’s a one-stop shop, high on pride in perfection.
The design and ethos of the build is heavily based around the train of the same name, that has serviced the Edinburgh to London route dependably since 1862. And in a Moto Guzzi V-powered machine you get that locomotive like feeling from every model. But the V65 Florida was designed as a highway cruiser, ape bars, forward pegs and a laid back style; all of which has been pulled off in pursuit of the scrambler style.
The frame itself has been stripped down, smoothed out and treated to a thorough de-tabbing to get it back to basics. Then the grinder was fired up as James cut back the subframe and welded in a rear hoop to replace it. Finally, a set of exhaust hangers was fabricated and the whole thing was sent out for a hard wearing layer of powder coat. The stock tank, big, ugly and with cruiser only styling was never going to work and the hunt for a replacement was on.
Swung over the backbone is a far more befitting unit from a 1980 Suzuki GS850, that’s been body worked to perfection and retains its size so as not to be dwarfed by the beefy Guzzi engine. The rear fender is of generous proportions to catch the flying debris, while a hand made front fender sits over the tyre thanks to custom mounts. With the stunning seat and satchels in bespoke Harris tweed and leather brought to life by Viking Motorcycle Seats.
To get the big girl to handle the pogo stick like excuse for suspension fitted by the factory has been thrown aside. In its place, the team have fitted a set of Suzuki K7 GSXR 750 forks with new bearings and a custom top triple clamp making the conversion possible. To fit the Suzuki radial mounted brakes a set of custom machined rotor carriers are deployed and the system finished out with HEL Performance lines. While the rear sports adjustable YSS shocks, so both ends can be dialed in.
In house mechanic Graeme Findlay ensures the local bike community is always on the road and he’s treated the V65 engine to a good going over. The 650cc engines 2 valve heads have been torn down and given a full rebuild. While the clutch system was replaced before the whole lot was sprayed black and bolted back together. An upgraded charging system and H box by Elektronik box solves the issue of dodgy ’80s electrics and the whole thing barks out of chrome megaphone end cans.
Up on the new fat bars everything is taken care of with new switch blocks, bar end indicators and Domino race throttle. While a yellow lensed front globe and a full array of lights keep the folks at the local registration office happy. But you can’t look at ‘The Flying Scotsman’ without appreciating the incredible paint laid down by Aaron De La Hayé. He’s even added in a hint of Tartan and this JM Customs creation is ready to rip up the sun-drenched Scottish hills.
[ JM Customs | Instagram | Photography by Oliver Young | Location: Lindores Abbey Distillery ]
Written by Martin Hodgson
With the Northern Hemisphere riding season now upon us, builders in the top half of the globe are unveiling their latest creations. Those looking to make the most of the summer sun and the conditions that surround them will surely have spent the winter producing just the right bike. Enter Scotland’s JM Customs who’s hit the brief out of the park with a stunning Moto Guzzi Scrambler. From the bones of a 1986 V65 Florida ‘The Flying Scotsman’ is ready to shred the streets.
James Moir had a successful career in the country’s oil and gas industry, but with a life long dream and influenced by the endless custom motorcycle shows on the Discovery Channel he decided to walk away. On the banks of the River Tay in Perth, Scotland, he founded JM Customs and joined by a small team their business continues to grow. From servicing and repair work that takes care of the local bike community to unique customs, it’s a one-stop shop, high on pride in perfection.
The design and ethos of the build is heavily based around the train of the same name, that has serviced the Edinburgh to London route dependably since 1862. And in a Moto Guzzi V-powered machine you get that locomotive like feeling from every model. But the V65 Florida was designed as a highway cruiser, ape bars, forward pegs and a laid back style; all of which has been pulled off in pursuit of the scrambler style.
The frame itself has been stripped down, smoothed out and treated to a thorough de-tabbing to get it back to basics. Then the grinder was fired up as James cut back the subframe and welded in a rear hoop to replace it. Finally, a set of exhaust hangers was fabricated and the whole thing was sent out for a hard wearing layer of powder coat. The stock tank, big, ugly and with cruiser only styling was never going to work and the hunt for a replacement was on.
Swung over the backbone is a far more befitting unit from a 1980 Suzuki GS850, that’s been body worked to perfection and retains its size so as not to be dwarfed by the beefy Guzzi engine. The rear fender is of generous proportions to catch the flying debris, while a hand made front fender sits over the tyre thanks to custom mounts. With the stunning seat and satchels in bespoke Harris tweed and leather brought to life by Viking Motorcycle Seats.
To get the big girl to handle the pogo stick like excuse for suspension fitted by the factory has been thrown aside. In its place, the team have fitted a set of Suzuki K7 GSXR 750 forks with new bearings and a custom top triple clamp making the conversion possible. To fit the Suzuki radial mounted brakes a set of custom machined rotor carriers are deployed and the system finished out with HEL Performance lines. While the rear sports adjustable YSS shocks, so both ends can be dialed in.
In house mechanic Graeme Findlay ensures the local bike community is always on the road and he’s treated the V65 engine to a good going over. The 650cc engines 2 valve heads have been torn down and given a full rebuild. While the clutch system was replaced before the whole lot was sprayed black and bolted back together. An upgraded charging system and H box by Elektronik box solves the issue of dodgy ’80s electrics and the whole thing barks out of chrome megaphone end cans.
Up on the new fat bars everything is taken care of with new switch blocks, bar end indicators and Domino race throttle. While a yellow lensed front globe and a full array of lights keep the folks at the local registration office happy. But you can’t look at ‘The Flying Scotsman’ without appreciating the incredible paint laid down by Aaron De La Hayé. He’s even added in a hint of Tartan and this JM Customs creation is ready to rip up the sun-drenched Scottish hills.
[ JM Customs | Instagram | Photography by Oliver Young | Location: Lindores Abbey Distillery ]
Words by Mark Turner of Blacktop Media. Photos by Daisy Turner, Mark’s daughter, who’s only 13!
1960 was an important year for Triumph. They had introduced the new ‘unit’ 500cc engine with the engine and gearbox as a single unit. 1960 also meant the T100 was when the controversial bathtub-esque bodywork was released on the world. This was a semi-enclosed rear end that resembled an old upside down tin bath. This wasn’t well-received and only lasted 2 years.
This 1960 Triumph T100 bobber was built by David as a bit of fun in his downtime. David is the owner of Oshe & Workshop Seventy7, two sides of the same coin, located at Ordnance Depot, Weedon, Northamptonshire. Their business is bespoke restorations and builds of classic cars and motorcycles, tailored to the owner’s requirements. They will build you the car of your dreams, with every detail customised to your requirements.
David grew up in South Africa and has been a petrolhead as long as anyone can remember. He’s raced MX and even owned a motorcycle shop over there in 1996/7 that specialised in 2 strokes. His life changed when he met a South African girl in LA while he was traveling. She lived in the UK and David spent the next two years finding a way to move to the UK to be with her. That was 20 years ago and they now have 11 years of marriage under their belt and a beautiful young son. Quite the fairytale.
Front forks are a pair that he found lying around his mate’s garage and were modified and rebuilt by Pitted Forks in Luton, with uprated springs and shortened tubes to stiffen and lower the front end. There’s a bolt-on hardtail rear frame section and and traditional bobber style, vintage leather, sprung seat.
David’s bobber emits a mighty battle cry from the short, slash-cut, straight-through pipes. No electric starter here, just an MX style kickstarter ready to break your shin, with a right side gear change and left side foot brake to mess with your brain even more. This thing screams attitude.
Oshe’s nasty little murdered-out bobber has a cool, satin black, handmade fuel tank by Olliminium and is dripping with neat touches, like the machined down brass military tank shell, repurposed as the distributor cap, amber front light and cut down, satin black rear fender.
Chopper bars give it a badass stance and David raided his mate’s garage again for a set of wire wheels, which were of course painted black then wrapped in period style Avon rubber. Old Triumphs have crap electrics, so an upgraded ignition system was installed. Mirrors, grips and lots of subtle details have been added to create a simple, clean but rebellious ride.
Photos courtesy of Daisy Turner. She’s a budding photographer and this was her first shoot. She’s only 13 years old!
Follow the Builder / Photographer
- Workshop Seventy7: Facebook | Instagram | Web
- Oshe Design: Facebook | Instagram | Web
- Blacktop Media: Facebook | Instagram | Web
- Photos by Daisy Turner.
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SIZE DOESN’T MATTER. Suzuki A100 by FNG Works
When it comes to classic motorcycle livery, we’ve all seen the usual suspects: Gulf Oil, John Player Special, Marlboro, Rothmans, Lucky Strike and even the French cigarette company Gauloises come to mind. But Irwann Cheng from FNG Works in Malaysia decided to choose something a little different – the colours from the Sunoco Team Penske Chevrolet. It all came about when Irwann was commissioned to bring an old Suzuki back to life. He decided to do a bit of research on the classic Suzuki colorways of the 70s and 80s and discovered they weren’t very inspiring. He then delved into the world of car liveries and found a match. “I stumbled upon the Team Penske Chevrolet Camaro and its colours are similar to the Suzuki blue and yellow.”
We love a good story behind a build, and this one is a nice tribute to a Dad from his son. The son is a gentleman by the name of Ustaz Don, who is a Malaysian celebrity and TV Host. His Dad’s name is Tok Pa – he had owned an old Suzuki A100 from back when he was much younger in the 1970s. “Then the bike was lent to his friends and family and then disappeared. As the years went by, the bike was forgotten by Tok Pa, but somehow his son Ustaz managed to track it down and planned to get it back alive. To give it as a birthday present for his dad.”
Initially, Irwann suggested doing a complete, from the ground up restoration on the bike – back to how it originally looked when Tok Pa first got the bike as a fresh-faced young man. “However, he insisted that I build it up as a cafe racer since his dad liked the cafe racer bikes. I agreed to his request.”
Irwann started by stripping everything down and had the frame sandblasted to repair the many rust spots. “Then I bought some Suzuki Star wheels from a Suzuki TXR150 model – these are iconic wheels for the 80s Suzukis. I used the same model brake rotor up front and paired the wheels with Michelin Pilot Street 90/90-18 front and back. I upgraded the front drum brake to a disc brake using a Yamaha TZM 150 Triple Tree mated with the Kawasaki RR150 Fork for the front end.”
Next, Irwann assembled the engine, wheels, front suspension and clip-ons, originally using the stock rear dual absorbers. After seeing the complete set-up for the first time, he realised it wasn’t right. “Since the engine is quite horizontal, there is negative space between the engine and the petrol tank and I decided this negative space should be implemented in the rear too.”
To get the perfect balance, Irwann swapped the rear swingarm to one from a Modenas Dinamik 150 so he could use the monoshock set-up. “I adjusted the mono angle steeper since this bike is a lot lighter than the Modenas Dinamik 150. This resulted in a negative space in the rear between the rear wheel and the seat.”
The original tank was too rusty to use, so was swapped for a Yamaha RXS115 tank, but Irwann managed to salvage a part of it from the rust, which he ingeniously used to make the rear seat-tail section. “This seat-tail section houses an LED lamp that is partly hidden, so that it can be seen from the rear, but almost not visible from the side, to give it a clean look.”
The engine was completely overhauled with new bearings, a conrod and a piston, and a larger carburettor was added. The crankcase and the casing were sandblasted before being painted in black. The paint on the cylinder head and block fins were sanded back to bare metal to create some contrast – all the bolts were swapped to a stainless steel for the same reason.
To finish the build off, the frame was powder coated in black. The wheels were painted in gunmetal grey, while all the other bits, like the swingarm and the forks, were in black. For the tank and the seat-tail section, Irwann chose the blue and yellow colours from the Team Penske Camaro that dominated the Trans Am back in the late 60s. Irwann also thought it would be a nice touch to have ‘Tok Pa’ hand painted on the tank with some pinstriping by Ab ElDaddy from 405 Industries.
The end result is a beautiful little café racer that will turn heads on the streets of Malaysia. But most importantly, Ustaz Don and his dad, Tok Pa, were blown away by the finished bike. It’s safe to say this will stay in the family for a few more decades.
When it comes to classic motorcycle livery, we’ve all seen the usual suspects: Gulf Oil, John Player Special, Marlboro, Rothmans, Lucky Strike and even the French cigarette company Gauloises come to mind. But Irwann Cheng from FNG Works in Malaysia decided to choose something a little different – the colours from the Sunoco Team Penske Chevrolet. It all came about when Irwann was commissioned to bring an old Suzuki back to life. He decided to do a bit of research on the classic Suzuki colorways of the 70s and 80s and discovered they weren’t very inspiring. He then delved into the world of car liveries and found a match. “I stumbled upon the Team Penske Chevrolet Camaro and its colours are similar to the Suzuki blue and yellow.”
We love a good story behind a build, and this one is a nice tribute to a Dad from his son. The son is a gentleman by the name of Ustaz Don, who is a Malaysian celebrity and TV Host. His Dad’s name is Tok Pa – he had owned an old Suzuki A100 from back when he was much younger in the 1970s. “Then the bike was lent to his friends and family and then disappeared. As the years went by, the bike was forgotten by Tok Pa, but somehow his son Ustaz managed to track it down and planned to get it back alive. To give it as a birthday present for his dad.”
Initially, Irwann suggested doing a complete, from the ground up restoration on the bike – back to how it originally looked when Tok Pa first got the bike as a fresh-faced young man. “However, he insisted that I build it up as a cafe racer since his dad liked the cafe racer bikes. I agreed to his request.”
Irwann started by stripping everything down and had the frame sandblasted to repair the many rust spots. “Then I bought some Suzuki Star wheels from a Suzuki TXR150 model – these are iconic wheels for the 80s Suzukis. I used the same model brake rotor up front and paired the wheels with Michelin Pilot Street 90/90-18 front and back. I upgraded the front drum brake to a disc brake using a Yamaha TZM 150 Triple Tree mated with the Kawasaki RR150 Fork for the front end.”
Next, Irwann assembled the engine, wheels, front suspension and clip-ons, originally using the stock rear dual absorbers. After seeing the complete set-up for the first time, he realised it wasn’t right. “Since the engine is quite horizontal, there is negative space between the engine and the petrol tank and I decided this negative space should be implemented in the rear too.”
To get the perfect balance, Irwann swapped the rear swingarm to one from a Modenas Dinamik 150 so he could use the monoshock set-up. “I adjusted the mono angle steeper since this bike is a lot lighter than the Modenas Dinamik 150. This resulted in a negative space in the rear between the rear wheel and the seat.”
The original tank was too rusty to use, so was swapped for a Yamaha RXS115 tank, but Irwann managed to salvage a part of it from the rust, which he ingeniously used to make the rear seat-tail section. “This seat-tail section houses an LED lamp that is partly hidden, so that it can be seen from the rear, but almost not visible from the side, to give it a clean look.”
The engine was completely overhauled with new bearings, a conrod and a piston, and a larger carburettor was added. The crankcase and the casing were sandblasted before being painted in black. The paint on the cylinder head and block fins were sanded back to bare metal to create some contrast – all the bolts were swapped to a stainless steel for the same reason.
To finish the build off, the frame was powder coated in black. The wheels were painted in gunmetal grey, while all the other bits, like the swingarm and the forks, were in black. For the tank and the seat-tail section, Irwann chose the blue and yellow colours from the Team Penske Camaro that dominated the Trans Am back in the late 60s. Irwann also thought it would be a nice touch to have ‘Tok Pa’ hand painted on the tank with some pinstriping by Ab ElDaddy from 405 Industries.
The end result is a beautiful little café racer that will turn heads on the streets of Malaysia. But most importantly, Ustaz Don and his dad, Tok Pa, were blown away by the finished bike. It’s safe to say this will stay in the family for a few more decades.
The Honda FMX 650, available from 2005-2007, was a factory supermoto that utilized the venerable 644cc RFVC engine used in other big singles like the XR650L and NX650 Dominator. While Euro 2 emissions compliance curbed horsepower slightly, the 39-hp supermotard offered tons of fun on the twisties and B-roads — all with Big Red reliability.
Enter Giorgio De Angelis of Rome’s De Angelis Elaborazioni — one of our favorite builders not just in Italy, but the world. This year, Giorgio decided to participate in the 2019 edition of Scram Africa — the trans-Moroccan rally created by Barcelona’s Fuel Bespoke Motorcycles, in which participants ride street-legal scramblers, desert sleds, dual sports, and custom-built bikes across a dizzying array of trails, roads, and dunes. Says the Fuel team:
For 2019, the adventure would begin Marrakesh, the former imperial city in western Morocco, and travel seven days and more than 1500 kilometers over mixed surfaces, including sand, dirt, tarmac, and even tracks once used in the Paris-Dakar Rally:
Scram Africa 2019 Map
The 2019 rally would end back in Marrakesh, after tons of adventure, camaraderie, and not a few challenges. The organizers recommend bikes in excess of 400cc, and there are two categories:
- Category 1: Original Scramblers (New or Vintage).
- Category 2: Any Bike Customized as a Scrambler.
While some riders rent bikes, Giorgio of De Angelis Elaborazioni decided to customize this 2005 Honda FMX 650 for the event, dubbing it the Honda “Areia” (Sand) 650. Below, we get more details about the build, along with stunning shots from Rome-based freelance photographer @vd__photo.
Honda “Areia 650”: Build Details
Given that it would have to survive some 2000 kilometers in the Moroccan desert, Giorgio had to completely customized the bike for the event. The original 17-inch supermoto wheels have been swapped for Excel dual-sport wheels with off-road tires.
The bike now rides on a complete suspension setup from Wilbers, and power is transferred through a KK-Bike racing transmission and Accossato Racing clutch control.
The bike now sports Fren tube brake hoses and handlebar brake pump, along with tons of accessories such as Kompotech mudguards and new handguards.
Action Shots
Follow De Angelis Elaborazioni
Website: www.giorgiodeangelis.com
Facebook: De Angelis Elaborazioni
Instagram: @deangeliselaboration
Twitter: @aprovich
Linkedin: @giorgio-de-angelis-157b0416b
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If someone put together a Venn diagram of the world’s motorcycle and car enthusiasts, there would be some serious overlap between the two worlds. In fact, some of our favorite builders, such as Bryan Fuller of Fuller Moto and Nigel Petrie of Engineered to Slide — just to name a couple — customize both motos and cars, and we’re big fans of car culture purveyors from Petrolicious to Grassroots Motorsports.
However, as the value of vintage cars seems to continue skyrocketing, we’re seeing more and more enthusiasts transition from four wheels to two. By and large, motorcycles are more affordable, more accessible, and require much less garage/shed/shop space — all of which, of course, makes it easier to rationalize having more of them
David Zobouyan is one such enthusiast, who got his start restoring and modifying Porsches. After selling his last build, a 911 SC (Super Carrera), he decided it was time for a change.
For his first build, he wanted something cheap and easy to find, and ended up with a 1974 Honda CB125S. Introduced in 1973, the little 125cc Honda was an air-cooled single with an overhead camshaft, 9500 rpm redline, 5-speed transmission, and kickstart.
Given that this was his first build, David was more interested in testing the waters than building anything extreme or show-stopping. Still, he’s managed to build a fun, unique, and slightly quirky runabout that’s sure to turn heads wherever it goes. We especially love the creativity with the hardtail and suspended solo seat. Below, we get more details on this Honda 125 bobber / tracker custom!
Honda 125 Custom: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
I began with Porsches, the 911. I totally rebuilt and updated an SC model that I sold because the time had come for a change. So I decided to drive and modify motorcycles the way I used to with cars.
I started with this 125 because it was cheap and easy to find. It was just to try — I built what I had in mind without aiming for something special for admiration or motorcycles shows. My workshop is my garage where I have most of the tools I need.
• What’s the make, model, and year of the bike?
The initial model is a 1974 Honda CBS1, k3 model, 125cc.
• Why was this bike built?
It was built just to see what I could do with a bike. That is why I began with a small one.
• What was the design concept and what influenced the build?
No influence, just a drawing came true, as minimal as possible. A 125cc doesn’t need more.
• What custom work was done to the bike?
The most important work is, of course, the frame. These bikes have a too-short rear suspension arm. Even a short-legged person is sitting above the rear wheel. So I rebuilt a fixed rear frame 3 inches longer and created an articulation for the seat with an HD shock absorber.
The engine, gearbox, fork, wheels, brakes. and electrical wire harness have been renewed.
• Does the bike have a nickname?
My bikes are only numbered. This one is #1.
• How would you classify this bike?
Rather a street tracker but with a hardtail.
• Was there anything done during this build that you are particularly proud of?
The hardtail frame with the solo seat. I am often asked about this particularity.
Follow the Builder @guzzi_vintageracer
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CLUTCH & BRAKE – Ducati 750 Sport
Written by Martin Hodgson
From Switzerland, you head up over The Alps to Milan, swing east for Venice before rounding the Adriatic and opening the taps for a full days ride across the Balkans. Here you find yourself on the outskirts of Belgrade in front of a nondescript industrial building. This is the journey one man took to find Nemanja of Serbia’s Clutch & Brake Motorcycles. Six months later he returned to collect his hand beaten and brilliantly emblazoned 1990 Ducati 750, for the final return leg of his European custom bike expedition.
A university educated Economist, Nemanja had been bean counting for just long enough before he decided life had so much more to offer. And with a life long passion for motorcycles he left behind the corporate world to build custom bikes; wrenches over riches! “We are a small country with a big passion for motorsport but we don’t have money like countries in Western Europe.” Inside his workshop, the high ceilings, dim light, bare timber floors and spread of hand tools give it the feel of a bygone era garage.
On the single lift, he rolled the Duc 750 and hoisted it into the air to examine exactly what he had to work with. Dented bodywork, plenty of corrosion and nearly 30 years of wear and tear meant the Bologna creation would need Nemanja to work on every inch of the machine to bring it up to scratch. Starting off with the frame, he chopped the back end off and used his prodigious welding skills to fabricate a new subframe, with a lower and flatter seat height and hooped rear end.
With the metal work having seen better days, he could have searched for a new tank, but to get the style he was after the decision was made to handcraft all the bodywork. The tank takes its inspiration from the lines of the ’80s SuperSports with smoother lines, subtle knee dents and a flush fit filler cap. With the raw metal unit sat on the frame as a reference he then hand beat a rear cowl with the same flowing lines for a factory level finish.
With fenders a customer requirement, Nemanja decided to steer clear of any plastic on the bike and shaped up a pair for the front and rear. But to further show off his metal working skills he went away from traditional mounts and instead used rolled round bar that runs laterally in a frame matching the shape to affix them. Before padding up the seat and firing the sewing machine into life to create the blue stitched, black leather, cover and hand grips.
With the bike torn down, the parts were separated into two piles; one for powder coat and one for paint. Over at nearby Imperial Painting, the tins are treated to an American muscle car inspired scheme, with the red and blue speed stripes laid down in a diagonal direction over the stunning gloss silver. Everything else gets powdered in Ducati red and a gloss dark grey for all the parts that are visually required to disappear into the background.
This includes the fully rebuilt suspension front and rear with even the rear spring getting the matching colour. The internals of the front forks have been overhauled with 70mm lowered springs and new oil to match. With the triple clamps cleaned up on the CNC machine and a new steering stem nut made from scratch. Still in engineering mode Nemanja made a new upper mount for the rear shock to change the attack angle and the bike now handles superbly.
Turning his attention to the Ducati 750cc engine that was the mainstay of the companies middleweight line up for years. He treated it to a full rebuild, before welding up a stunning stainless exhaust that ends with twin Termignoni end cans. From the refurbished switchgear to the hand turned foot pegs, no part of the bike is left untouched. And Belgrade’s Clutch and Brake continue to show that one man’s passion to pursue his dream can see many others reap the rewards!
[ Clutch & Brake Garage ]
Written by Martin Hodgson
From Switzerland, you head up over The Alps to Milan, swing east for Venice before rounding the Adriatic and opening the taps for a full days ride across the Balkans. Here you find yourself on the outskirts of Belgrade in front of a nondescript industrial building. This is the journey one man took to find Nemanja of Serbia’s Clutch & Brake Motorcycles. Six months later he returned to collect his hand beaten and brilliantly emblazoned 1990 Ducati 750, for the final return leg of his European custom bike expedition.
A university educated Economist, Nemanja had been bean counting for just long enough before he decided life had so much more to offer. And with a life long passion for motorcycles he left behind the corporate world to build custom bikes; wrenches over riches! “We are a small country with a big passion for motorsport but we don’t have money like countries in Western Europe.” Inside his workshop, the high ceilings, dim light, bare timber floors and spread of hand tools give it the feel of a bygone era garage.
On the single lift, he rolled the Duc 750 and hoisted it into the air to examine exactly what he had to work with. Dented bodywork, plenty of corrosion and nearly 30 years of wear and tear meant the Bologna creation would need Nemanja to work on every inch of the machine to bring it up to scratch. Starting off with the frame, he chopped the back end off and used his prodigious welding skills to fabricate a new subframe, with a lower and flatter seat height and hooped rear end.
With the metal work having seen better days, he could have searched for a new tank, but to get the style he was after the decision was made to handcraft all the bodywork. The tank takes its inspiration from the lines of the ’80s SuperSports with smoother lines, subtle knee dents and a flush fit filler cap. With the raw metal unit sat on the frame as a reference he then hand beat a rear cowl with the same flowing lines for a factory level finish.
With fenders a customer requirement, Nemanja decided to steer clear of any plastic on the bike and shaped up a pair for the front and rear. But to further show off his metal working skills he went away from traditional mounts and instead used rolled round bar that runs laterally in a frame matching the shape to affix them. Before padding up the seat and firing the sewing machine into life to create the blue stitched, black leather, cover and hand grips.
With the bike torn down, the parts were separated into two piles; one for powder coat and one for paint. Over at nearby Imperial Painting, the tins are treated to an American muscle car inspired scheme, with the red and blue speed stripes laid down in a diagonal direction over the stunning gloss silver. Everything else gets powdered in Ducati red and a gloss dark grey for all the parts that are visually required to disappear into the background.
This includes the fully rebuilt suspension front and rear with even the rear spring getting the matching colour. The internals of the front forks have been overhauled with 70mm lowered springs and new oil to match. With the triple clamps cleaned up on the CNC machine and a new steering stem nut made from scratch. Still in engineering mode Nemanja made a new upper mount for the rear shock to change the attack angle and the bike now handles superbly.
Turning his attention to the Ducati 750cc engine that was the mainstay of the companies middleweight line up for years. He treated it to a full rebuild, before welding up a stunning stainless exhaust that ends with twin Termignoni end cans. From the refurbished switchgear to the hand turned foot pegs, no part of the bike is left untouched. And Belgrade’s Clutch and Brake continue to show that one man’s passion to pursue his dream can see many others reap the rewards!
[ Clutch & Brake Garage ]
When Scram Africa breaks an airhead, it comes back stronger…
The BMW R100RS, built from 1976-1984, was powered by a 980cc, 70-hp version of the company’s legendary airhead flat twin engine. The RS was a sports/grand touring version of the iconic R100, with an integral fairing that fairly radical at the time…at least for BMW.
Enter Fuel Bespoke Motorcycles of Spain, who not only manufacture gorgeous, retro-inspired moto gear and accessories, but also organize the Scram Africa event, a 1500km adventure across Morocco for new and old scramblers. After building their own personal bikes for the event, they found people were interested in what they were building — soon, they branched out into building bespoke custom bikes for various customers.
The 1979 BMW R100RS you see here was a veteran of Scram Africa. When the bike broke down, the owner — Dave from England — left the bike with the Fuel crew to “fix and transform.” They worked up several concepts, and Dave chose one with an aggressive dirt track influence. After five months of hard work, the crew produced the “Fuel R100 Tracker HP” (High Performance) — one of our favorite BMW street trackers we’ve ever seen.
Below, we get the full story on the build!
BMW R100 Street Tracker: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
Fuel Motorcycles started back in 2012. Lots of motorcycles have been done in our shop, transforming dreams into sketches and then making them real! We started to make our own motorcycles to go to the Scram Africa, and then we started to build other ones as people became interested in what we made.
• What’s the make, model, and year of the bike?
Fuel Tracker HP: Based on a BMW R100 RS from 1979, the Fuel R100 Tracker HP (High Performance).
• Why was this bike built?
Commissioned by Dave from England. Dave joined us for last year’s Scram Africa, but his bike broke down. So when the trip ended, he gave it to us to fix and transform.
• What was the design concept and what influenced the build?
We worked on several designs, and Dave finally chose one with a dirt track influence. The concept had a compact tank, a solo seat, and a high exhaust pipe. And it was to be as simple and light as possible.
• What custom work was done to the bike?
– Front from a BMW K75.
– Bigger brake discs and four caliper brakes.
– K&N Filters.
– Mikuni Carburetors.
– Ohlins Suspension.
– Ignition System by pressing a button.
• How would you classify this bike?
Dirt Tracker or Street Tracker (because the moto-inspiration is from the dirt, but the bike runs on the asphalt usually).
• Was there anything done during this build that you are particularly proud of?
This bike represents a step forward in our learning. It was a challenge that we achieved thanks to 5 months of hard work and the talent of many people, such as our engineer Alfons.
Follow the Builder
Web: fuelmotorcycles.eu
Facebook: @FuelBespoke
Instagram: @FuelMotorcycles
Twitter: @fuelmotorcycles
Photographer: @Jordicortespie
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RETRO MOTO – 2003 Suzuki DR650 by Parr Motorcycles
Written by Martin Hodgson
The 80s is known for many fashion trends, plenty worth forgetting but according to new research it was the decade of bright primary colours; think Pac-Man, the MTV Logo and BMX Bandits. Suzuki’s design division was all over it with the blue and yellow expanding across the range and the brightness turned up to 10. It’s a look that Spencer of Parr Motorcycles has always loved and he’s gone full nostalgia with a build he calls ‘Retro-Moto’. From a 2003 Suzuki DR650 he’s crafted a stripped down, modern Supermoto, that wears the classic RM uniform.
Spencer has always had bikes, big and small, and customised every single one he’s owned, with the common theme being modern mechanicals matched to a retro vibe. “It has been a hobby up until recently. I was a police officer for 5 years until I was diagnosed with ocular cancer which led me to be blind in one eye.” With a wife and baby girl to support he made the decision that from now on life was going to be lived to its fullest. Working as an investigator by day and bike builder by night.
Wanting to be able to show off his skills on a bike you could just jump on and go for a blast, the big single made plenty of sense. “I decided to show the DR some love and do a full frame up Supermoto build. When I go about a design I always land back on retro styling because of the bold colors and lines. A DR based off a vintage Suzuki RM400 was the design concept,” he explains. With less than 5k on the clock, it was the perfect donor and was up on the lift for the strip down.
Wanting to save weight and with the minimal bodywork to go back on, parts like the airbox, standard exhaust, side panels and big factory seat were put in the recycling pile. Next the grinder was fired into life and all the standard tabs and rear brackets removed before the tail section of the subframe was cut off. In its place Spencer has neatly welded in an up-kicked hoop with mounts for a new rear fender. While underneath he’s fabricated an ultra neat and well-hidden electrics tray.
“After the frame was complete, I sent it out for powder coat along with other parts. The frame and swingarm were coated in a light grey, while the accent parts were blue and gold.” Over the top goes a yellow RM250/400 Clarke fuel tank that instantly places the bike in the right era. Before a set of Suzuki RM Fenders were bolted up, with the addition of a mini hugger, the perfect custom touch. The seat is a modified DR pan, that Spencer has covered and shaped in fresh foam before being wrapped up in the Suzuki blue vinyl.
But the color combo isn’t just applied to the visual side of the build, even the performance modifications come with the primary color touch! It starts with the Warp 9 Racing wheels (17×3.50 Front/ 17×4.25 Rear) wrapped up in Michelin Pilot Power rubber. That play host to the Apex floating rotors that feature anodised blue centres. More blue is shot onto the rear spring that is part of the Racetech single shock. While the stock forks get Racetech internals, blue trees and yellow gaiters to match.
Internally the 650cc single cylinder thumper didn’t need to be touched but that didn’t mean it couldn’t lay down a few more horses! The header pipe is an FMF Powerbomb with the remainder of the exhaust handbuilt by Spencer himself from stainless steel. It’s his first ever exhaust fab and not only looks great but sounds a treat! To match the factory carb has been updated with a DynoJet stage 1 & 2 kit, wearing a yellow air filter sock. While the engine mounts and sprocket cover are finished out in blue.
Up front modern technology is applied with a hole cut in the number board for an LED headlight and more light emitting diodes taking care of the rest of the essential duties. There are parts from Motogadget, a Trail Tech Vapor speedo and just the bare essentials added for a lightweight, wheels up weapon! With a deep desire to make bike building his full-time career, Spencer made sure to have ‘Retro-Moto’ complete in time for The Reunion Motorcycle Show. The late nights paid off with the Parr Motorcycles creation taking home a trophy and the dream of working to a different beat now much closer to reality.
[ Parr Motorcycles ]
Written by Martin Hodgson
The 80s is known for many fashion trends, plenty worth forgetting but according to new research it was the decade of bright primary colours; think Pac-Man, the MTV Logo and BMX Bandits. Suzuki’s design division was all over it with the blue and yellow expanding across the range and the brightness turned up to 10. It’s a look that Spencer of Parr Motorcycles has always loved and he’s gone full nostalgia with a build he calls ‘Retro-Moto’. From a 2003 Suzuki DR650 he’s crafted a stripped down, modern Supermoto, that wears the classic RM uniform.
“I was a police officer for 5 years until I was diagnosed with ocular cancer which led me to be blind in one eye.”
Spencer has always had bikes, big and small, and customised every single one he’s owned, with the common theme being modern mechanicals matched to a retro vibe. “It has been a hobby up until recently. I was a police officer for 5 years until I was diagnosed with ocular cancer which led me to be blind in one eye.” With a wife and baby girl to support he made the decision that from now on life was going to be lived to its fullest. Working as an investigator by day and bike builder by night.
Wanting to be able to show off his skills on a bike you could just jump on and go for a blast, the big single made plenty of sense. “I decided to show the DR some love and do a full frame up Supermoto build. When I go about a design I always land back on retro styling because of the bold colors and lines. A DR based off a vintage Suzuki RM400 was the design concept,” he explains. With less than 5k on the clock, it was the perfect donor and was up on the lift for the strip down.
Wanting to save weight and with the minimal bodywork to go back on, parts like the airbox, standard exhaust, side panels and big factory seat were put in the recycling pile. Next the grinder was fired into life and all the standard tabs and rear brackets removed before the tail section of the subframe was cut off. In its place Spencer has neatly welded in an up-kicked hoop with mounts for a new rear fender. While underneath he’s fabricated an ultra neat and well-hidden electrics tray.
“After the frame was complete, I sent it out for powder coat along with other parts. The frame and swingarm were coated in a light grey, while the accent parts were blue and gold.” Over the top goes a yellow RM250/400 Clarke fuel tank that instantly places the bike in the right era. Before a set of Suzuki RM Fenders were bolted up, with the addition of a mini hugger, the perfect custom touch. The seat is a modified DR pan, that Spencer has covered and shaped in fresh foam before being wrapped up in the Suzuki blue vinyl.
But the color combo isn’t just applied to the visual side of the build, even the performance modifications come with the primary color touch! It starts with the Warp 9 Racing wheels (17×3.50 Front/ 17×4.25 Rear) wrapped up in Michelin Pilot Power rubber. That play host to the Apex floating rotors that feature anodised blue centres. More blue is shot onto the rear spring that is part of the Racetech single shock. While the stock forks get Racetech internals, blue trees and yellow gaiters to match.
Internally the 650cc single cylinder thumper didn’t need to be touched but that didn’t mean it couldn’t lay down a few more horses! The header pipe is an FMF Powerbomb with the remainder of the exhaust handbuilt by Spencer himself from stainless steel. It’s his first ever exhaust fab and not only looks great but sounds a treat! To match the factory carb has been updated with a DynoJet stage 1 & 2 kit, wearing a yellow air filter sock. While the engine mounts and sprocket cover are finished out in blue.
Up front modern technology is applied with a hole cut in the number board for an LED headlight and more light emitting diodes taking care of the rest of the essential duties. There are parts from Motogadget, a Trail Tech Vapor speedo and just the bare essentials added for a lightweight, wheels up weapon! With a deep desire to make bike building his full-time career, Spencer made sure to have ‘Retro-Moto’ complete in time for The Reunion Motorcycle Show. The late nights paid off with the Parr Motorcycles creation taking home a trophy and the dream of working to a different beat now much closer to reality.
[ Parr Motorcycles ]
Can't get excited over this one.
The Honda CB400F — aka the Honda 400 Four — was a lightweight inline four with 37 horsepower, a 6-speed gearbox (Honda’s first), svelte cafe racer styling, and one of the most beautiful factory exhausts ever produced. An evolution of the earlier CB350F, the 400cc four-stroke was smoother, quieter, more refined, and more economical most of the two-stroke competition — however, it wasn’t as fast in a straight line and never sold well in the USA, where straight-line speed and fury remained king.
However, it seems that today’s enthusiasts have rediscovered Honda’s lightweight four. Says Toby Jones of North Georgia’s Chattahoochee Skunkworks:
Toby is one such devotee of the CB400F. We first discovered his work at Florida’s annual Riding into History event. Now that he’s moved to North Georgia — a riding Valhalla for the moto-minded — the CB is even more at home:
Toby restored this CB400F you see here with great care, attention to detail, and a few choice updates and modifications:
A huge congrats to Toby, as this bike won Best in Class at the 20th annual Riding into History Vintage Motorcycle Concourse d’Elegance earlier this year! Below, we get the full story on this blue beauty.
Honda 400 Four: In the Builder’s Words
My name is Toby Jones and my little hobby shop, The Chattahoochee Skunkworks, is pleasantly hidden up in the foothills of North Georgia. Over the past few years the shop has turned out several, mostly mild, customs. We’ve worked with everything from a BSA Lightning to a Trail 70 Honda, but the CB400F is by far my favorite platform to work from. Not a big seller when new, the little four wasn’t as quick as it’s two stroke competitors, was more expensive and it’s styling didn’t really “push the right buttons” for the American market. In recent years however, vintage motorcycle enthusiasts are discovering the joys of the refined little jewel and the model has developed a cult following second to none. As for me, it’s almost like Honda was thinking of where I live when they designed this bike. On the mountain roads, where the curves come at you quick and you never stay in one of the six gears for very long it always leaves me grinning at the end of a ride.
This particular bike is the fourth CB400F we’ve done and actually remains closer to stock than any of the others. It was missing a lot of its original parts, but over the years I had managed to collect several parts from other builds and was glad to put them to good use. We did make some changes (some of us just can’t behave) and the project was fitted with shouldered alloy rims, aftermarket turn signals, a smaller tail light, upgraded electrics and we polished some pieces that were originally painted. My theory on vintage bikes is: Keep what ya’ dig, but don’t be afraid to change what ya’ don’t.
As with all our projects, this one was completely disassembled and the frame, swingarm and a few other parts were sent off to our friend Rocky Webb for sandblasting. Rocky is the best I’ve ever used for blasting. Powder coating master Monty Turner laid on the sweet black powder. Nuts, bolts and brackets went to Texas Precision Plating for their zinc/clear chromate process.
The rest of the build was done in our little shop and involved, as always, countless hours of cleaning painting and polishing. We laced up new shouldered alloy rims to the stock hubs and shod them with our favorite Avon Road Rider rubber.
For paint the Toyota blue that was supposed to match Honda’s original Varnish Blue just didn’t get it so we applied a couple of coats of House of Kolor’s Oriental Candy Blue over the base to wake up the dull blue. The stock seat pan and foam was in surprisingly good shape so (with the help of my lovely wife) I installed a new reproduction seat cover. To insure the project ran as good as it looked we rebuilt the carbs, added new coils and a Dyna S ignition.
My goal in building this one was to keep it close to showroom, but change the things that the owner of a new one back in the 70’s might have changed. We’re happy with the results and excited that in its first showing the bike won Best in Class at the 20th annual Riding into History Vintage Motorcycle Concourse d’Elegance. I really intended to make this bike a “keeper” but well ya’ know I found another rough CB400F that was homeless and in desperate need of some café racer love so this bike is currently for sale.
Source...
BLACK & GOLD. Moto Guzzi California 1100 by Recast Moto
A few years ago we featured a murdered-out Moto Guzzi Nevada 750 by Recast Moto. If it were a movie, it would have received a standing ovation. But there was one small problem – and we mean small literally. It seems they like their bikes big in Belarus, and unfortunately most of the people who were interested in buying the bike thought the 750cc Guzzi was a little too small. So Recast decided to make a sequel, using a larger California 1100 and touches of gold to accentuate the details.
The frame of the California has the same classic Guzzi geometry as the previous build, but obviously slightly different due to the size difference. Recast Moto started by modifying the tail section and making it more refined. They swapped out the stock rear shock absorbers with fresh gold ones that were longer with a larger range of settings. The front fork were shortened by four centimetres – which gave the bike a more aggressive stance.
“We used a Honda CB750K gas tank,” says Matiz, from Recast. “We also changed its shape, so that it fits into place and does not touch the engine. The gaps between the engine and the frame are perfect.” All control elements of the fuel and electrics were hidden under the trimmed down gas tank and the beautiful gold stitched seat.
When it came to the wheels, Matiz decided to keep the front size stock, but give the rear a wider rim. To give it a beefier look, they chose Heindenau K60 dual purpose tires. The nipple needles on the rims are gold titanium – the combination of black and gold making it a feature of this bike.
In keeping with the black and gold theme, obviously gold Brembo brakes were chosen for increased the stopping power – with two front discs and 4-piston calipers. The front and rear fenders were made from scratch, using 3mm aluminium and painted matte black.
Up the front, Recast installed a 5-inch LED headlight and fabricated some brackets. Replacing the stock handlebars with wide LSL bars which have been given some backlit mini switches. As for the speedometer, a T&T unit was chosen with a brass bevel rim.
A set of ready-made Tarozzi rear sets were fitted and modified slightly for a better riding position. To finish the project off, a slimmer seat was custom made with gold stitching that repeats the classic lines of the Guzzi engine.
Unlike many sequels, this remake might be more popular at the box office than the original – especially in Belarus. This tough and brutal looking Moto Guzzi California is not only bigger than its Nevada sibling, but we also think it has a bit more star power.
[ Recast Moto | Instagram | Photography by @DH SHOT ]
A few years ago we featured a murdered-out Moto Guzzi Nevada 750 by Recast Moto. If it were a movie, it would have received a standing ovation. But there was one small problem – and we mean small literally. It seems they like their bikes big in Belarus, and unfortunately most of the people who were interested in buying the bike thought the 750cc Guzzi was a little too small. So Recast decided to make a sequel, using a larger California 1100 and touches of gold to accentuate the details.
The frame of the California has the same classic Guzzi geometry as the previous build, but obviously slightly different due to the size difference. Recast Moto started by modifying the tail section and making it more refined. They swapped out the stock rear shock absorbers with fresh gold ones that were longer with a larger range of settings. The front fork were shortened by four centimetres – which gave the bike a more aggressive stance.
“We used a Honda CB750K gas tank,” says Matiz, from Recast. “We also changed its shape, so that it fits into place and does not touch the engine. The gaps between the engine and the frame are perfect.” All control elements of the fuel and electrics were hidden under the trimmed down gas tank and the beautiful gold stitched seat.
When it came to the wheels, Matiz decided to keep the front size stock, but give the rear a wider rim. To give it a beefier look, they chose Heindenau K60 dual purpose tires. The nipple needles on the rims are gold titanium – the combination of black and gold making it a feature of this bike.
In keeping with the black and gold theme, obviously gold Brembo brakes were chosen for increased the stopping power – with two front discs and 4-piston calipers. The front and rear fenders were made from scratch, using 3mm aluminium and painted matte black.
Up the front, Recast installed a 5-inch LED headlight and fabricated some brackets. Replacing the stock handlebars with wide LSL bars which have been given some backlit mini switches. As for the speedometer, a T&T unit was chosen with a brass bevel rim.
A set of ready-made Tarozzi rear sets were fitted and modified slightly for a better riding position. To finish the project off, a slimmer seat was custom made with gold stitching that repeats the classic lines of the Guzzi engine.
Unlike many sequels, this remake might be more popular at the box office than the original – especially in Belarus. This tough and brutal looking Moto Guzzi California is not only bigger than its Nevada sibling, but we also think it has a bit more star power.
[ Recast Moto | Instagram | Photography by @DH SHOT ]
