Added to wish list. Please and thanks. . . #croig #caferacersofinstagram #caferacer #mvagusta #superveloce800 #superveloce
Custom Bikes & Cafe Racer
- Thread starter DaveM
- Start date
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The Honda CB350 is one of the most beloved small twins of all time, a 36-hp scrapper that recalled the old adage: “It isn’t the size of the dog in the fight, it’s the size of the fight in the dog.” While Honda’s small fours may get more of the attention, this bulletproof 325cc OHC parallel-twin sold some half a million units in North America, and the bikes continue to be popular in vintage racing. According to one racer:
Enter 26-year-old Kevin Bergeron of Bergnco — a firefighter, heavy-duty mechanic, and high-end bicycle builder out of Calgary, Canada, who began building custom motorcycles after riding a buddy’s enduro in the mountains. Says Kevin:
We recently featured Kevin’s Suzuki DR200 “Johnny Lightning” street scrambler, built as a dirt-happy commuter, and his recent KLR250 build was featured at the 2019 One Moto Show. Today, we’re thrilled to feature this Honda CB350 cafe racer, built for correctional officer who needed a getaway from work — “a classic bike that wouldn’t break the bank.”
While Kevin is quick to point out that CB350 cafe racers have been done many times in the past, we can’t help but think this is one of the most well-balanced, elegant, downright perfect small commuters we’re seen. Says Kevin:
Amen, Kevin. Below, we get the full story on the build, along with photos from @benjaminallan23.
Honda CB350 Brat / Cafe Racer: Builder Interview
– A bit about me:
I am a 26 year old firefighter here in Canada with a background in heavy-duty mechanics. I got my first “real” motorcycle when I was 18. It was a Buell XB9 Firebolt. When I sold the bike, I swore I would never get another one and would simply stick with the human-powered wheels, so I began building high-end bicycles and have been for the better part of eight years out of my small shop here in Calgary. When I took interest in motorcycles again, I started building on a KLR250 and things have evolved naturally from there. I do nearly everything in-house, which allows me to create real relationships with the folks who have chosen me to build a bike for them and I am very proud for that.
– Make and model of the bike:
This is a 1973 Honda CB350.
– Why was it built:
This bike was built for a friend, more specifically a correctional officer at a jail up here in Canada. Like the rest of us (if not more), he needed a getaway from work once in a while. This year he decided his getaway would also be his first motorcycle. We discussed options for some time and settled on a classic bike that wouldn’t break the bank. So we designed what I think is the perfect small displacement commuter for him.
– Custom work
As per usual, the engine is a top down re-build with no real tricks. Standard stoke. Standard bore. It breathes through a set of ram-air filters and coughs through a 2-into-1 exhaust made up by Merlin Cycleworks (big shout out to Mark down there). The rear section of the frame was removed, rebuilt and was fitted with a new battery box, fender as well as a custom seat. We sleeved the forks and added a few personal touches.
-Influences and overall design
It’s no lie that the CB platform has been done and redone numerous times in the past. That being said, I do believe it is for a good reason. The CB provides a reliable platform with access to inexpensive parts and a seemingly endless resource of information (good and bad). Although not an uncommon bike, I really believe we hit the mark on this one, keeping it classic all while making it feel like home for a first time bike owner. We weren’t out to re-invent the wheel, but simply to provide a good set to a better guy.
Follow the Builder @bergnco
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QUICK SILVER. Stephen Brisken’s Ducati 900 SS Cafe
Written by Andrew Jones
How many 21-year-olds do you know with a killer workshop and an amazing bike collection? The answer is probably zero. That’s because – unlike other things in life – getting older seems to be a distinct benefit in the bike scene. With no more kids, years of riding experience under your belt and the mortgage paid off, many of us find ourselves in a position where those dream bikes we’ve always wanted are finally within reach. Not only that, but you also have the time to actually work on the damn things. California’s Stephen Brisken knows just what we mean and this very shiny Ducati 900 Super Sport is one massive testament to it.
“I am a retired guy with lots of time to waste building custom bikes and maintaining a small collection,” says the very lucky Stephen from his newly minted man cave. “My shop is part of a large metal barn. I have been able to insulate, drywall and heat a good portion of the space. The shop is divided into two areas. One is for the messy work of cutting, grinding, polishing and the like. The other area is closed off from the first and is my assembly area with two bike lifts and hand tools.” And what you’re looking at right now is the latest progeny of this very cool little set-up; a ‘97 Ducati 900 SS fared cafe which Steve calls ‘The 900’.
Mmmm – so chromey
Steve purchased the bike through Craigslist from a track day rider in Southern California who was looking to upgrade to a finer example of the same model. “It was perfect for me; I purchased it through photos and phone conversations without actually seeing it in person and unbelievably, it was just as described and completely disappointment free.” Thank you, human race.
“Once I settled on the 900SS Ducati as a basis for the build I spent a bunch of time scouring the web for photos of other customs using the same starting point. I came across a few bikes that stood out. What they had in common was a very straight-line layout of the frame, seat, tank and fairing.” One of the bikes Steve found was built by Revival Cycles in 2015 using a 1997 Ducati 900SS, called ‘J63.’ From memory, they used their own custom frame with the engine from the old Ducati and – as Steve correctly points out – it was straighter than an arrow from the gods.
Steve makes a cameo appearance in the tail section
Next, the bike was stripped down to the frame, motor and running gear, with Steve modifying the trellis in preparation for the new body work. “The bike was delivered to Evan Wilcox, an amazing West Coast metal worker, for the hand-made aluminum fairing, tank, seat and fender. When I got it back, I tore it down to the bare frame. All unnecessary brackets and tabs were removed and the frame was smoothed. Then new brackets were added where needed and the frame was powder coated. All the other parts were re-anodized, polished, painted or replaced, including the fasteners.”
At this point that lovely Italian motor was removed and the top end was professionally modified by Jason Koschnitzke at VR Garage with enlarged cylinders, high-compression pistons, oversize valves, performance cams and a port and polish of the heads. If a job’s worth doing… “Once the engine was back in the frame, assembly began,” continues Stephen. “An enlarged exhaust and flat slide carbs were mounted on to short manifolds. Almost all of the components were upgraded from stock including the hand controls, triple clamps, wheels, suspension, electrical and ignition system, lighting…” And by all accounts, once they got the carbs dialed in, the bike took on a whole new demeanor. “It is fast and really fun to ride,” says Steve with a broad smile on his dial.
Patience is definitely a big part of custom work when you need help from others, as Steven found out. “The most difficult part of the build was organizing the various outsourced tasks and components to keep the project from stalling. Waiting for parts or outside processes to be completed and delivered would stop progress for weeks at times. I tried to keep a balance between urging shops to make it happen and letting them work without interference. During the wait, I sourced obscure parts and polished everything stainless or aluminum.”
“I had decided on many of the components before starting, but I didn’t know if they would make a cohesive-looking and performing machine. Of course, there were parts that didn’t give the desired look or function and needed to be replaced. This included the rear-sets, grips, electrical components and some color combinations. In the end the best part of the finished bike was seeing it all come together in what is, for me, a very good-looking and functioning machine.” Believe us, Stephen; it’s not just you that thinks that. Not by a long stretch.
The Ducati and her little sister at The One Moto Show. Watch this space…
[ Stephen Brisken ]
Written by Andrew Jones
How many 21-year-olds do you know with a killer workshop and an amazing bike collection? The answer is probably zero. That’s because – unlike other things in life – getting older seems to be a distinct benefit in the bike scene. With no more kids, years of riding experience under your belt and the mortgage paid off, many of us find ourselves in a position where those dream bikes we’ve always wanted are finally within reach. Not only that, but you also have the time to actually work on the damn things. California’s Stephen Brisken knows just what we mean and this very shiny Ducati 900 Super Sport is one massive testament to it.
“I am a retired guy with lots of time to waste building custom bikes and maintaining a small collection,” says the very lucky Stephen from his newly minted man cave. “My shop is part of a large metal barn. I have been able to insulate, drywall and heat a good portion of the space. The shop is divided into two areas. One is for the messy work of cutting, grinding, polishing and the like. The other area is closed off from the first and is my assembly area with two bike lifts and hand tools.” And what you’re looking at right now is the latest progeny of this very cool little set-up; a ‘97 Ducati 900 SS fared cafe which Steve calls ‘The 900’.
Mmmm – so chromey
Steve purchased the bike through Craigslist from a track day rider in Southern California who was looking to upgrade to a finer example of the same model. “It was perfect for me; I purchased it through photos and phone conversations without actually seeing it in person and unbelievably, it was just as described and completely disappointment free.” Thank you, human race.
“I purchased it through photos and phone conversations without actually seeing it in person and unbelievably, it was just as described.”
“Once I settled on the 900SS Ducati as a basis for the build I spent a bunch of time scouring the web for photos of other customs using the same starting point. I came across a few bikes that stood out. What they had in common was a very straight-line layout of the frame, seat, tank and fairing.” One of the bikes Steve found was built by Revival Cycles in 2015 using a 1997 Ducati 900SS, called ‘J63.’ From memory, they used their own custom frame with the engine from the old Ducati and – as Steve correctly points out – it was straighter than an arrow from the gods.
Steve makes a cameo appearance in the tail section
Next, the bike was stripped down to the frame, motor and running gear, with Steve modifying the trellis in preparation for the new body work. “The bike was delivered to Evan Wilcox, an amazing West Coast metal worker, for the hand-made aluminum fairing, tank, seat and fender. When I got it back, I tore it down to the bare frame. All unnecessary brackets and tabs were removed and the frame was smoothed. Then new brackets were added where needed and the frame was powder coated. All the other parts were re-anodized, polished, painted or replaced, including the fasteners.”
At this point that lovely Italian motor was removed and the top end was professionally modified by Jason Koschnitzke at VR Garage with enlarged cylinders, high-compression pistons, oversize valves, performance cams and a port and polish of the heads. If a job’s worth doing… “Once the engine was back in the frame, assembly began,” continues Stephen. “An enlarged exhaust and flat slide carbs were mounted on to short manifolds. Almost all of the components were upgraded from stock including the hand controls, triple clamps, wheels, suspension, electrical and ignition system, lighting…” And by all accounts, once they got the carbs dialed in, the bike took on a whole new demeanor. “It is fast and really fun to ride,” says Steve with a broad smile on his dial.
Patience is definitely a big part of custom work when you need help from others, as Steven found out. “The most difficult part of the build was organizing the various outsourced tasks and components to keep the project from stalling. Waiting for parts or outside processes to be completed and delivered would stop progress for weeks at times. I tried to keep a balance between urging shops to make it happen and letting them work without interference. During the wait, I sourced obscure parts and polished everything stainless or aluminum.”
“I had decided on many of the components before starting, but I didn’t know if they would make a cohesive-looking and performing machine. Of course, there were parts that didn’t give the desired look or function and needed to be replaced. This included the rear-sets, grips, electrical components and some color combinations. In the end the best part of the finished bike was seeing it all come together in what is, for me, a very good-looking and functioning machine.” Believe us, Stephen; it’s not just you that thinks that. Not by a long stretch.
The Ducati and her little sister at The One Moto Show. Watch this space…
[ Stephen Brisken ]
The AGATA // E-HARLEY DAVIDSON SaltFlat racer by @lesmotosdeleon. Who’s ready to see it in action? . . #agata #harleydavidson #landscape #saltflats #electricbike #concept #design
Some really nice touches done to the new Royal Enfield 650 built by @rajputanacustoms. Looking forward to seeing more photos by @art_with_machines. Cheers guys! . . #croig #caferacersofinstagram #caferacer #royalenfield #650twin #india
Extreme Scrambler: Yamaha WR450 from France…
Introduced in 2003, the Yamaha WR450F is essentially an enduro version of the company’s full-blown motocross racer, the YZ450F. As such, the WR offers a wide-ratio gearbox, headlight/taillight, electric starter, kickstand, skidplate, larger radiators, lower noise/emissions, and the 449cc liquid-cooled four-stroke engine has been tuned for more tractable power delivery. The WR has been the winner of numerous 450 shootouts. Make no mistake, the WR450F is a true off-road weapon.
Enter the French workshop of Le Motographe, based in the south of France. The two-man team, composed of Jerome and Yvan, build bikes tailor-made for their clients, who never see the machine until it’s complete. Says Jerome:
What’s more, functionality and performance are of utmost importance to the guys at Le Motographe:
This build was commissioned by an American customer, who requested an off-road bike that was also street-legal. Off-road, few bikes are as functional as the WR450F. Jerome and Yvan designed and built a tough exoskeleton for the bike, while shedding some 22 pounds from the original WR and boosting output some 5 horsepower through a custom airbox and full custom exhaust system. The shocks have been specially prepared for the rider’s weight and riding needs, and lovely handmade details abound throughout the build.
While the bike doesn’t have an official nickname, the duo tend to call the bike this 450 V1 enduro “skeleton.” They’re hard at work on a supermoto version, which will be on display at The Bike Shed London 2019! Below, we get the full story on this custom enduro!
Yamaha WR450 Custom: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
Le Motographe is a French workshop based in Montpellier (south of France). We build iconic bikes only by order. That way, we can build bikes specially for one pilot based on his background and how that pilot wants to ride. Every one of our bikes is made to ride, we never build “show bikes” because for us a bike has to be efficient and useful.
The team is composed of Jerome (Professional product designer and passionate about bikes since childhood) and Yvan (professional welder and metal shaper — passionate about bike since childhood too). We also build many parts on our own to sell them as custom parts — specifically full exhaust systems, mufflers, aluminium fenders, pegs, etc.
All our projects are a surprise for the customer, who never see the bike until it’s finished. They have to trust our ability to build a bike even better than what they expect. We always have a long discussion about the bike before starting and then let’s go.
• What’s the make, model, and year of the bike?
The base of this project is a 2004 Yamaha WR450F.
• Why was this bike built?
This bike was built for an American client living in LA.
But the supermoto version we just finished is for company promotion and track racing. (This one will be presented at The Bike Shed London in May.)
We will build another for flat track and some races with it, like at the Wheels and Waves event in France or whatever. To show that our bikes are really made to ride hard.
• What was the design concept and what influenced the build?
The customer just asked us to build him an offroad and street legal bike and that’s it. That’s why we choose an efficient enduro base. The point of this project is simple: build an iconic bike like nobody has ever seen, but which is more efficient than before. So we created that tough handmade frame, which could be set on any WR450F from those years as an « extreme full kit ».
The bike is 10kg lighter than before and 5 horsepower more thanks to the new handmade airbox with K&N performance air filter and our full handmade exhaust which is larger than the original one so the bike can breathe.
• What custom work was done to the bike?
We just kept the original engine and a part of the frame to keep it legal on the road, then we created an additional frame which supports a handmade gas tank, airbox, exhaust, mufflers, headlight, and a red leather seat. Shocks are prepared specially for the rider and enduro use.
We also put a lithium battery and a lot of part are engraved with the name of the pilot, with our brand Le Motographe and the Yamaha logo.
We also engraved “the sound and the fury” on the exhaust and all the regular inspection and instructions recommended by Yamaha directly on the gas tank, just under the seat. That way, it’s easy to take care of that bike as it should be.
• Does the bike have a nickname?
That bike doesn’t really have a nickname. This is the 450 V1 enduro, we could call it “skeleton” I guess. So the supermoto will be the “skeleton V2”
• How would you classify this bike?
I think the bike isn’t in any of those categories, because nobody customizes real efficient enduro bikes. But it could be like an “extreme scrambler” with real off-road capacities: 108kg with all fluids in (gas, oil and water) and 55hp at the rear wheel.
• Was there anything done during this build that you are particularly proud of?
Probably the whole project. The design is made to be insane and efficient at the same time. All the welds are really clean and well done and all the parts are unique. The materials are very good quality and the sound is like a beast. I think we are proud of the concept, which brings a new vision to custom bikes.
Follow the Builder
Web (Coming Soon): www.atelierdumotographe.com
Facebook: @lemotographe/
Instagram: @lemotographe/
Source...
WERKING CLASS. Schlachtwerk’s Kawasaki W650 Racer
Written by Marlon Slack
Schlachtwerk’s Tommy Thöring is obsessed with the Kawasaki W650. As everyone should be. They’re dead reliable, have handling so neutral it could be described as ‘Swiss’ and look more like a Triumph than a Triumph could ever hope to. If you’re in Germany and you own a Dub you want chopped into something special, it’s Schlachtwerk’s number you’d be punching in your phone. And here’s a great example as to why – their latest creation built around a 2000 Kawasaki W650 dubbed the ‘Silver Racer.’
“The blokes who want to ride a custom-built W650 or W800 in Germany usually find their way to Schlachtwerk HQ,” Tommy laughs. And they should. He’s got a long-standing reputation for building gorgeous, highly-tuned takes on Kawasaki’s modern classic. Some, like the W650 drag racer he built for Sultans of Sprint are off-the-charts insane. But the Silver Racer is a more restrained, practicable bike than that. Which is what Tommy loves to create.
“We specialise in building lightweight, classic looking bikes,” Tommy says. “I build them because I love riding a nice and vintage-looking motorcycle but hate old bikes that are really wobbly through corners, can’t break properly, have weak engines and are as heavy as a cruise ship.” In case you were wondering, a quick scan through Schlachtwerk’s back catalogue shows no Harley Sportsters.
Curiously, Tommy’s inspiration for the Silver Racer was a cancelled project, an idea for a rolling chassis for a very special W650 engine. It was going to be the biggest one ever created – all 1200cc’s of bevel-driven insanity. The customer never quite finished the engine, so Tommy was left with a whole bunch of neat ideas bouncing around inside his head.
That proved fortuitous when a customer approached Schlachtwerk with a very particular set of wants. It damn near married up perfectly with his plans for the W1200. The customer wanted forged wheels, proper brakes, a lightweight swingarm, fully adjustable forks and a 2 into 1 exhaust system. The brief was perfect for Tommy. “The customer wanted a lightweight, classic racer with a moderate seating position and reliable enough for everyday use,” he recalls.
Clean. Simple. Perfect
“The process of building a bike isn’t really that complicated,” Herr Thöring explains. “Find a bike, take off all the useless parts and take a look at what’s left.” It sounds easy when he puts it that way. It’s the bike version of a guide to playing the piano that says ‘just press the right keys at the right time’. He’s right, but he’s simplifying things more than a bit.
Being a man of few words and in the midst of a move to Australia (lucky us!) leaves fellow W650 addicts picking through the finer points of the Silver Racer, with precise details being thin on the ground. The frame’s been trimmed and refinished, the engine painted and electronics squirreled away. There’s a custom swingarm and a stripped-back wiring loom. The bike runs YSS rear shocks and 43mm fully adjustable conventional forks into CNC triple trees.
Engine wise, there’s nothing as spectacular as a beefed up 1200cc engine, but the tidy two into one exhaust, pod filters and a bit of carb tuning on the dyno has it putting out 58 horses. And hell, why mess with the engine? I said before they’re reliable and I mean it – in near-standard trim, one fella in Japan just clicked over two hundred and forty thousand miles on his.
Tommy makes all this look easy. “My favourite parts are the suspension, brakes and the natural beauty of the engine,” he says. “I like simple solutions which work properly. I want to build bikes for riding, not for exhibition. And this one looks like a racer and brakes and corners like one too!” Here’s to more bikes on Pipeburn that fit that brief – and as Tommy starts to settle into his new life in Australia, we can’t wait to see what he turns out next.
“Hallo Herr Hund…”
[ Schlachtwerk – Facebook – Instagram | Photos by Christine Gabler ]
Written by Marlon Slack
Schlachtwerk’s Tommy Thöring is obsessed with the Kawasaki W650. As everyone should be. They’re dead reliable, have handling so neutral it could be described as ‘Swiss’ and look more like a Triumph than a Triumph could ever hope to. If you’re in Germany and you own a Dub you want chopped into something special, it’s Schlachtwerk’s number you’d be punching in your phone. And here’s a great example as to why – their latest creation built around a 2000 Kawasaki W650 dubbed the ‘Silver Racer.’
“The blokes who want to ride a custom-built W650 or W800 in Germany usually find their way to Schlachtwerk HQ,” Tommy laughs. And they should. He’s got a long-standing reputation for building gorgeous, highly-tuned takes on Kawasaki’s modern classic. Some, like the W650 drag racer he built for Sultans of Sprint are off-the-charts insane. But the Silver Racer is a more restrained, practicable bike than that. Which is what Tommy loves to create.
“We specialise in building lightweight, classic looking bikes,” Tommy says. “I build them because I love riding a nice and vintage-looking motorcycle but hate old bikes that are really wobbly through corners, can’t break properly, have weak engines and are as heavy as a cruise ship.” In case you were wondering, a quick scan through Schlachtwerk’s back catalogue shows no Harley Sportsters.
Curiously, Tommy’s inspiration for the Silver Racer was a cancelled project, an idea for a rolling chassis for a very special W650 engine. It was going to be the biggest one ever created – all 1200cc’s of bevel-driven insanity. The customer never quite finished the engine, so Tommy was left with a whole bunch of neat ideas bouncing around inside his head.
“The customer wanted a lightweight, classic racer with a moderate seating position and reliable enough for everyday use.”
That proved fortuitous when a customer approached Schlachtwerk with a very particular set of wants. It damn near married up perfectly with his plans for the W1200. The customer wanted forged wheels, proper brakes, a lightweight swingarm, fully adjustable forks and a 2 into 1 exhaust system. The brief was perfect for Tommy. “The customer wanted a lightweight, classic racer with a moderate seating position and reliable enough for everyday use,” he recalls.
Clean. Simple. Perfect
“The process of building a bike isn’t really that complicated,” Herr Thöring explains. “Find a bike, take off all the useless parts and take a look at what’s left.” It sounds easy when he puts it that way. It’s the bike version of a guide to playing the piano that says ‘just press the right keys at the right time’. He’s right, but he’s simplifying things more than a bit.
Being a man of few words and in the midst of a move to Australia (lucky us!) leaves fellow W650 addicts picking through the finer points of the Silver Racer, with precise details being thin on the ground. The frame’s been trimmed and refinished, the engine painted and electronics squirreled away. There’s a custom swingarm and a stripped-back wiring loom. The bike runs YSS rear shocks and 43mm fully adjustable conventional forks into CNC triple trees.
Engine wise, there’s nothing as spectacular as a beefed up 1200cc engine, but the tidy two into one exhaust, pod filters and a bit of carb tuning on the dyno has it putting out 58 horses. And hell, why mess with the engine? I said before they’re reliable and I mean it – in near-standard trim, one fella in Japan just clicked over two hundred and forty thousand miles on his.
Tommy makes all this look easy. “My favourite parts are the suspension, brakes and the natural beauty of the engine,” he says. “I like simple solutions which work properly. I want to build bikes for riding, not for exhibition. And this one looks like a racer and brakes and corners like one too!” Here’s to more bikes on Pipeburn that fit that brief – and as Tommy starts to settle into his new life in Australia, we can’t wait to see what he turns out next.
“Hallo Herr Hund…”
[ Schlachtwerk – Facebook – Instagram | Photos by Christine Gabler ]
One of the @biltwell helmets from the @21helmets show at the @the1moto show which was all painted by high school students. Thanks for sharing @rottweilermoto! #helmetart . . #croig #caferacersofinstagram #caferacer #biltwell #art #creative #design #inspiration #biltwell
BIRD OF PRAY. Hookie’s Evil ‘Crow’ Honda CB750 Cafe Racer
Written by Martin Hodgson
In just about every ancient culture that spans the globe exists a mythology around the crow, and it almost always leads to death and destruction. So imagine yourself sitting alone in the middle of the night, stopped at a red light in the bad part of town, when as if from nowhere this blacked out harbinger of death rolls up beside you. Lean, mean and snarling through its pipes, comes this blacked-out beast from Dresden’s Hookie Co. A ’91 Honda CB750 that’ll drag you down the road and rip your eyeballs from your skull, this ‘Crow’ is ready to ask, for whom the bell tolls…
But that’s where the dark and disturbing part of this story ends for now. Walk into Hookie Co. and you’re greeted by owners Nico Mueller and Sylvia Petrasch, who surrounded by incredible custom bikes will offer you the perfect coffee from the in-house cafe, a beautiful couch to sit on and even the password for the WiFi. Think of it as Starbucks for the motorcycle lover, except the coffee is perfect, you’re served with a smile and a chat about their latest tyre shredding ideas – so really nothing like Starbucks at all.
But the cafe is just to create a nice environment and keep everyone smiling, the bread and butter is bikes and a new project needed to be found. What Nico stumbled across while searching the internet was a 1981 Honda CB750, perfect given Hookie’s in-house catalogue of parts they produce for the model. The only problem was the Honda was a wreck, it also didn’t run as the engine was a total basket case and it looked as ugly as sin with someone having given it their own Salvador Dali version of a makeover.
But for the talented team from Dresden this was never a concern, no bike leaves their shop without a complete and thorough health check, so it was up on to the operating table and down to work. The engine was pulled from the Honda and set aside, before every other part is disassembled, inspected and marked for later use. “After that part I go straight to the fab time and modify the frame, tank and tail,” Nico explains. Every weld on the frame is checked, re-done if necessary, with excess tabs removed and the whole thing smoothed out.
Next the tank is attacked with the grinder as Hookie like to give a more flowing effect to the otherwise boxy item. Subtle changes give the Honda unit a more rounded appearance, with soft transitions to the knee dents and the side mounts removed. Working further back the entire subframe is cut off and an all new item shaped to suit. From the centre post back, it’s all handcrafted, clean straight lines create a crisp finish and the tail is given an up kick and rounded off to finish.
Now the team can go to their in-house supply of off the shelf parts they create for the Honda CB750 market; with a new kit also on the way for the BMW R nineT. You can either buy it piece by piece or as a kit and of course Nico threw the lot at this build. Hookie’s own electronics tray, rear loop, battery box and stunning ‘hawk tail’ rear cowl all get the call up and bolted into place. With the fabrication work complete the bike is once again broken down and parts sent out to paint and powder, while the mechanicals get an overhaul.
To make a perfect runner from the old wreck, the engine has been broken down to every last nut and bolt and given a full rebuild. Blacked out cases, barrels and heads swing a new set of slugs with a gasket and seal kit returning things to new. The full bank of rebuilt Keihin carbs bolt up with new mounts and draw air from the atmosphere via a set of pod filters. But the real roar comes from the Spark Performance exhaust that Hookie favour for its genuine horsepower boost.
With the big jobs complete the final assembly begins by turning the Honda into a rolling chassis and rebuilt factory forks are slotted into the trees. The wiring loom is run down the back bone and through the new clip-ons that allow for Motogadget switchgear and bar end indicators to fire to life. A classic styled headlight with flush fit LED gives the symmetry of old with a much cleaner look while the analog Motoscope speedo is all class. At the rear things are kept simple and sleek with a single LED light assembly and Progressive shocks for the perfect ride.
But it’s the final pieces to the puzzle that really catch the eye. The depth and quality of the gloss black paint requires you look closely to truly appreciate, while the subtle details in the feathers come from a true artist’s touch. The same quality paint work goes on the rear cowl, with flat black powder on the rest of the metal and more black on the seat with the Porsche grade Alcantara. Nico and the team couldn’t be happier with the end result and in case you think you’re safe in that bad part of town, the new owner is a rather large chap covered in ‘Crow’ tattoos… the bells toll for thee!
[ Hookie Co. – Facebook – Instagram | Photos by David Ohl ]
Written by Martin Hodgson
In just about every ancient culture that spans the globe exists a mythology around the crow, and it almost always leads to death and destruction. So imagine yourself sitting alone in the middle of the night, stopped at a red light in the bad part of town, when as if from nowhere this blacked out harbinger of death rolls up beside you. Lean, mean and snarling through its pipes, comes this blacked-out beast from Dresden’s Hookie Co. A ’91 Honda CB750 that’ll drag you down the road and rip your eyeballs from your skull, this ‘Crow’ is ready to ask, for whom the bell tolls…
But that’s where the dark and disturbing part of this story ends for now. Walk into Hookie Co. and you’re greeted by owners Nico Mueller and Sylvia Petrasch, who surrounded by incredible custom bikes will offer you the perfect coffee from the in-house cafe, a beautiful couch to sit on and even the password for the WiFi. Think of it as Starbucks for the motorcycle lover, except the coffee is perfect, you’re served with a smile and a chat about their latest tyre shredding ideas – so really nothing like Starbucks at all.
But the cafe is just to create a nice environment and keep everyone smiling, the bread and butter is bikes and a new project needed to be found. What Nico stumbled across while searching the internet was a 1981 Honda CB750, perfect given Hookie’s in-house catalogue of parts they produce for the model. The only problem was the Honda was a wreck, it also didn’t run as the engine was a total basket case and it looked as ugly as sin with someone having given it their own Salvador Dali version of a makeover.
But for the talented team from Dresden this was never a concern, no bike leaves their shop without a complete and thorough health check, so it was up on to the operating table and down to work. The engine was pulled from the Honda and set aside, before every other part is disassembled, inspected and marked for later use. “After that part I go straight to the fab time and modify the frame, tank and tail,” Nico explains. Every weld on the frame is checked, re-done if necessary, with excess tabs removed and the whole thing smoothed out.
Next the tank is attacked with the grinder as Hookie like to give a more flowing effect to the otherwise boxy item. Subtle changes give the Honda unit a more rounded appearance, with soft transitions to the knee dents and the side mounts removed. Working further back the entire subframe is cut off and an all new item shaped to suit. From the centre post back, it’s all handcrafted, clean straight lines create a crisp finish and the tail is given an up kick and rounded off to finish.
Now the team can go to their in-house supply of off the shelf parts they create for the Honda CB750 market; with a new kit also on the way for the BMW R nineT. You can either buy it piece by piece or as a kit and of course Nico threw the lot at this build. Hookie’s own electronics tray, rear loop, battery box and stunning ‘hawk tail’ rear cowl all get the call up and bolted into place. With the fabrication work complete the bike is once again broken down and parts sent out to paint and powder, while the mechanicals get an overhaul.
To make a perfect runner from the old wreck, the engine has been broken down to every last nut and bolt and given a full rebuild. Blacked out cases, barrels and heads swing a new set of slugs with a gasket and seal kit returning things to new. The full bank of rebuilt Keihin carbs bolt up with new mounts and draw air from the atmosphere via a set of pod filters. But the real roar comes from the Spark Performance exhaust that Hookie favour for its genuine horsepower boost.
With the big jobs complete the final assembly begins by turning the Honda into a rolling chassis and rebuilt factory forks are slotted into the trees. The wiring loom is run down the back bone and through the new clip-ons that allow for Motogadget switchgear and bar end indicators to fire to life. A classic styled headlight with flush fit LED gives the symmetry of old with a much cleaner look while the analog Motoscope speedo is all class. At the rear things are kept simple and sleek with a single LED light assembly and Progressive shocks for the perfect ride.
“The gloss black paint requires you look closely to truly appreciate, while the subtle details in the feathers come from a true artist’s touch.”
But it’s the final pieces to the puzzle that really catch the eye. The depth and quality of the gloss black paint requires you look closely to truly appreciate, while the subtle details in the feathers come from a true artist’s touch. The same quality paint work goes on the rear cowl, with flat black powder on the rest of the metal and more black on the seat with the Porsche grade Alcantara. Nico and the team couldn’t be happier with the end result and in case you think you’re safe in that bad part of town, the new owner is a rather large chap covered in ‘Crow’ tattoos… the bells toll for thee!
[ Hookie Co. – Facebook – Instagram | Photos by David Ohl ]
A 1983 Kawasaki 305CSR built by @themikemigs over five months from start to finish. Very impressive, thanks for sharing! . Photo by @vizeuel. . . #croig #caferacersofinstagram #caferacer #kawasaki #305csr #builtnotbought
All of these are nice!
@storiesofbike says, “It was over a year in the making but so stoked to finally receive my custom BMW R65, built and rebuilt from the ground up by the talented lads at @gasolinemotorco. It's been over 2 years since I've had a bike of my own to ride, but the wait has been worth it. Expect to see more riding and especially more socialising with my Sydney moto crew.” . Photo by @moto_feelz. . . #croig #caferacersofinstagram #bmw #r65 #custommotorcycle #caferacer
Load//in at the @ogmotoshow where plenty of café racers went up on display. . Photo by @aaronwmckenzie @themightymotor. . . #ogmotoshow #croig #caferacersofinstagram #caferacer #ducati #sportclassic #gt1000 #losangeles #california
This isn’t the gun…it’s the bullet…
The Yamaha V-Max is one of the greatest muscle bikes in history. At its introduction in 1984, it was the fastest-accelerating production motorcycle ever made, a 600-pound beast capable of ripping through the quarter mile in just 10.8 seconds. V-Max was a ground-pounder, a fire-breather. Power came from a liquid-cooled, 1198cc V4 with 145 horsepower, 90 lb-ft of torque, and “V-Boost” butterfly valves — good for a 10% power increase over the base engine. The riding experience was nothing short of extraordinary. Said Cruiser magazine:
Straight-line power was the bike’s only real strength. The V-Max was criticized for being overweight, softly-damped, and ill-handling…until Madrid’s Nitro Cycles got their hands on one, that is.
Says founder Antonio Testillano: “We are a family moved by the fuel.” Antonio takes his inspiration from race bikes, so it’s no surprise that lightness and improved performance are top priority for any Nitro Cycles build. This ’99 V-Max was no exception:
The result is a lovely, leaner and meaner V-Max that appeals to us so much more than the near 700-lb, second-gen “VMAX” introduced in 2009. Below, we get the full story on this build, along with photos from Diego Bermudez of Revival of the Machine.
Yamaha V-Max Restomod: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
We are a family workshop based in Madrid, Spain. We grew up loving motorbikes — we have high octane gasoline in our veins! We opened our workshop five years ago due to this passion… We must try it, why not?
• What’s the make, model, and year of the bike?
1999 Yamaha V-Max 1200.
• Why was this bike built?
Customer project.
• What was the design concept and what influenced the build?
I always get my inspiration from classic and modern race bikes. Our aim is to make our bikes lighter and faster. That’s why we decided to turn this heavy custom bike into a “lightweight” one. In this case, I got inspiration from drag bikes, Harley custom bikes, and classic race bikes.
• What custom work was done to the bike?
We changed the original front suspension. The new Hayabusa one puts the bike nearer to the road and improves braking with 3-piston calipers. We had to relocate the cooling system for correct functioning.
The rear suspension had to be shorter, too. We chose a tailor-made Hagon nitro. The rear wheel is wider than the original one, so we had to modify the swingarm to achieve a perfect fitment.
We wanted to give the bike a modern touch with LED technology for the lights.
We have installed a Nissin clutch and brake master cylinders.
Obviously, this is a V-Max, an iconic bike…and we can’t remove the side air intakes that give her a muscled look.
We modified the frame to make it shorter, and gave the rear wheel a huge presence.
The rear seat has been designed and built in fiberglass, shorter than the original one. We modified the gas tank to relocate the gas intake in the rear seat and to give her a racing touch. The thin custom seat give her a fluid shape.
We completed the bike with high quality components: motogadget speedo and end bar turn signal, Rizoma brake and clutch fluid reservoirs, grips and mirrors.
The paint job is a classic design…we combined white and black pinstripe.
• Does the bike have a nickname?
We call it “W-Max.” We already had a powerful motorbike…what we had to do was improve the weak points, and we think that we achieved this, so that’s why we doubled the “V”. This Max will beat the original one for sure.
• How would you classify this bike?
Street performance.
• Was there anything done during this build that you are particularly proud of?
I am very proud about the whole project… but, probably, the frame, gas tank and rear seat.
Follow the Builder
Web: www.nitrocycles.es
Instagram: @nitrocycles_es
Facebook: @nitrocycles.es
Photography: @diego_bermu_ of Revival of the Machine.
Source...
Happy birthday to the legend Steve McQueen who would have been 89 today. . . #croig #caferacersofinstagram #caferacer #stevemcqueen
“It’s not immaculate but it’s got character,” says @emperor__nero of his BMW R100. Just what we like to hear, a bike that gets ridden Thanks for sharing! . . #croig #caferacersofinstagram #caferacer #bmw #r100 #airhead
A motorcyclist’s dream. Incredible! . Photo by @nostalgia_memoir for @sideroist. . #croig #caferacersofinstagram #caferacer #bigsur #travel #adventure #instaroads
What happens when a jet aircraft mechanic builds his wife a bike…
The Honda CB350 twin is not only one of the company’s best-selling models, but one of today’s most popular vintage bikes for customization. We’ve seen a lot of CB350 cafe racers over the years, but rarely does a build of this caliber come along. The stunning CB350 you see here is the work of Mark Kouri, a United Airlines aircraft mechanic and the founder of Merlin Cycleworks. Mark has built a few hot rods in his time, but over the years he learned one of the great advantages of building bikes:
Mark and his wife ride sport bikes together, and he wanted a retro machine that she could ride alongside his own ’74 CB450 brat. That said, she was accustomed to her Ninja, so Mark had to make sure this ’72 Honda CB350 could meet her expectations. He focused on improving the suspension, brakes, and acceleration:
Mark did all of the work himself except paint and powder, employing aviation practices and aviation-grade materials in the wiring, hand-forming the aluminum bodywork from .060 aluminum, rebuilding the engine with Wisco 10.5 :1 pistons and a custom cam, and adapting a GSXR-750 front end with color-matched fork tubes — a signature element that’s sure to be copied by other builders.
Below, we get the full story on the build, along with some stunning photos from Charles Thorpe (@tharleschorpe).
Honda CB350 Cafe Racer: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your workshop.
I’ve been an aircraft mechanic for about 30 years. I’ve always enjoyed working on bikes and old cars, and built a few hotrods over the years. I eventually discovered you can build a cool motorcycle a lot cheaper than a cool car! My wife and I enjoy riding our sport bikes together, so I decided to build her a cool retro bike to ride, when I ride my ’74 CB450.
At Merlin Cycleworks, I do everything myself, except paint: total rewires from scratch, engine rebuilds, frame mods & repairs, custom stainless exhausts, wheel building, sheet metal. I built the lower fairing on this bike out of .060 aluminum.
• What’s the make, model, and year of the bike?
1972 Honda CB350.
• Why was this bike built?
One of my bikes is a cool brat style ’74 CB450. I wanted my wife to have something similar to ride, with me, instead of her Ninja.
• What was the design concept and what influenced the build?
I wanted a vintage vibe, yet have modern performance, in terms of handling, braking, and acceleration. She’s used to a Ninja, so I wanted to make sure this bike met my wife’s expectations! I like to think of this as something Honda would have presented, as a factory racer, if they had this technology back in 1972.
• What custom work was done to the bike?
Frame completely reworked from the tank back — factory back half cut off, replaced with 1” round tubing, and heavily reinforced in strategic locations. Complete re-wire, using aviation-grade wiring and connectors, and utilizing aviation practices and procedures.
The engine was completely rebuilt, with oversized Wisco 10.5 :1 pistons and a custom ground cam from Megacycle. Handbuilt wheels, hand-formed fairings, custom seat, custom triple clamps holding a rebuilt GSX-R750 front end, high quality BASF Glasurit paint on bodywork, then protected with Ceramic Gold and XPEL protective film. Everything else powdercoated. All work except paint and powdercoating was done at Merlin Cycleworks.
• Does the bike have a nickname?
No, other than Wife’s Bike!
• How would you classify this bike?
Cafe racer. I personally don’t like that title, as it’s been so over done, and too often, poorly.
• Was there anything done during this build that you are particularly proud of?
Just the over all aesthetic, how the vision came to life, and is as good as I hoped it would be. It’s also very gratifying how well it’s been received, with well over 50,000 social media “likes” between all the re-posts and international interests. I think the vintage paint scheme really resonates with people. And the forks not being gold, silver, black, or that weird red on the upper tubes seems to be an attention-getter.
Follow the Builder
Web: www.MerlinCycleworks.com
Instagram: @merlincycleworks
Photos: Charles Thorpe (@tharleschorpe)
Source...
ROUGH AND READY. Pasquale’s ‘111’ Honda CB500 Cafe Brat
Written by Andrew Jones
“Gustavo from Pasquale and his dad are fucking legends. Just the absolute best.” That’s how our man Marlon Slack described the family powerhouse that is Colombia’s Pasquale Motors, and he’s harder to impress than a hangry Vladimir Putin. We don’t think it’s an exaggeration to say that the whole custom scene in Colombia looks to them for inspiration and guidance, and boy are they the right guys for the job. Asked to build a patinaed CB500 for Colombian KTM Dakar racer Santiago Bernal Mejia from a box of bits, here’s the results.
“We started this bike two years ago when Santiago came to us with a frame and a bunch of parts in boxes for his new CB500 four. The first step was gathering all the parts together and cataloging them so we knew what was missing, what we could use and what things we needed to order.” Understandably, In Colombia this is not an easy task. “The next step was to catch up with Santi and decide what we wanted the project to be. He mentioned one of our favorite bikes, the “Angelina” KZ400 that opened many doors for us.” It was actually featured right here on Pipeburn and it was the first bike that Gustavo and Esteban took to an overseas show.
\
Santiago and the boys wanted to build the Honda 500 with the same idea; clean lines and a low profile, but more focused on being a comfortable bike to ride and with better handling than the donor bike. “We wanted to create balance between the original tank and the rear of the bike, so we shaped an aluminium tail that works as a battery cover, seat pan and tail light, too. The tank was reshaped back to its original form as it had been badly crashed and the mounting points were then lowered. Those two pieces were painted with a chequered racing stripe and the raw metal was finished with a clear coat.”
For the ‘Truck Lite’ LED headlight, Gus and Este again took the inspiration from an older build – this time from the support they both made for their ‘Gladius’ BMW R1150R. “But instead of the light being mounted to the chassis, we mounted it to the WP front forks. We use 6061 aluminium and made the support from three pieces that we welded together.” The forks were then brushed and painted with a tougher than tough Cerakote finish.
“Once all of that was done, we really got stuck because we were missing some key engine parts. After some months, we ended up cannibalizing a donor engine just for the spares. After the engine was done, we worked on a custom electrical harness and started thinking about how we wanted the exhaust to be. We realized the most important thing for Santiago was the sound and having decent torque.” To make that a reality, they created a 4-into-1 collector and a small silencer that was made out of stainless and was welded using back purge. “As in most of our bikes, the exhaust is something characteristic that we usually spend a lot of time on; for this one we chose a more organic form that complemented the simple, aged look.”
The frame of the bike was shaved, taking out all the unnecessary tabs. Then the father and son team added new rear struts mounts and some fresh tabs for the rearsets and a frame loop. Then everything was topped with black powder coat. “For the rear, we used a progressive suspension set-up and the rear sets were made like the sole of a Nike sneaker. This was very tricky because it ended up needing a milling machine.”
The dash was finished with bronze Pro Taper handlebars and a Motogadget speedo that was mounted in a custom aluminium piece. For the controls, the two restored and polished the originals to keep that retro, used look that Santi loved so much. “After the time it took to finalize it, we are happy with how it came out. We love the balance between the cafe [URL='https://www.pipeburn.com/home/tag/racer']racer[/URL] and the brat style that we managed to create and how we kept the clean metal finish but added a rough, textured look with the paint. In terms of handling, we love how it now rides with the new stance, the WP inverted forks and the progressive struts.” And the KTM-sponsored racer with his team of mechanics seems to agree.
“The most difficult part to make was the headlight support, because it was made entirely with a conventional milling machine, which required a lot of attention to detail during processing. To get each set-up perfectly aligned was incredibly tricky.” For the average man, maybe. But obviously not for Colombia’s finest custom bike family.
[ Pasquale Motors – Instagram | Photos by Gustavo & Esteban Pasquale ]
Written by Andrew Jones
“Gustavo from Pasquale and his dad are fucking legends. Just the absolute best.” That’s how our man Marlon Slack described the family powerhouse that is Colombia’s Pasquale Motors, and he’s harder to impress than a hangry Vladimir Putin. We don’t think it’s an exaggeration to say that the whole custom scene in Colombia looks to them for inspiration and guidance, and boy are they the right guys for the job. Asked to build a patinaed CB500 for Colombian KTM Dakar racer Santiago Bernal Mejia from a box of bits, here’s the results.
“We started this bike two years ago when Santiago came to us with a frame and a bunch of parts in boxes for his new CB500 four. The first step was gathering all the parts together and cataloging them so we knew what was missing, what we could use and what things we needed to order.” Understandably, In Colombia this is not an easy task. “The next step was to catch up with Santi and decide what we wanted the project to be. He mentioned one of our favorite bikes, the “Angelina” KZ400 that opened many doors for us.” It was actually featured right here on Pipeburn and it was the first bike that Gustavo and Esteban took to an overseas show.
\Santiago and the boys wanted to build the Honda 500 with the same idea; clean lines and a low profile, but more focused on being a comfortable bike to ride and with better handling than the donor bike. “We wanted to create balance between the original tank and the rear of the bike, so we shaped an aluminium tail that works as a battery cover, seat pan and tail light, too. The tank was reshaped back to its original form as it had been badly crashed and the mounting points were then lowered. Those two pieces were painted with a chequered racing stripe and the raw metal was finished with a clear coat.”
For the ‘Truck Lite’ LED headlight, Gus and Este again took the inspiration from an older build – this time from the support they both made for their ‘Gladius’ BMW R1150R. “But instead of the light being mounted to the chassis, we mounted it to the WP front forks. We use 6061 aluminium and made the support from three pieces that we welded together.” The forks were then brushed and painted with a tougher than tough Cerakote finish.
“Once all of that was done, we really got stuck because we were missing some key engine parts. After some months, we ended up cannibalizing a donor engine just for the spares. After the engine was done, we worked on a custom electrical harness and started thinking about how we wanted the exhaust to be. We realized the most important thing for Santiago was the sound and having decent torque.” To make that a reality, they created a 4-into-1 collector and a small silencer that was made out of stainless and was welded using back purge. “As in most of our bikes, the exhaust is something characteristic that we usually spend a lot of time on; for this one we chose a more organic form that complemented the simple, aged look.”
“We got stuck because we were missing some key engine parts. We ended up cannibalizing a donor engine just for the spares.”
The frame of the bike was shaved, taking out all the unnecessary tabs. Then the father and son team added new rear struts mounts and some fresh tabs for the rearsets and a frame loop. Then everything was topped with black powder coat. “For the rear, we used a progressive suspension set-up and the rear sets were made like the sole of a Nike sneaker. This was very tricky because it ended up needing a milling machine.”
The dash was finished with bronze Pro Taper handlebars and a Motogadget speedo that was mounted in a custom aluminium piece. For the controls, the two restored and polished the originals to keep that retro, used look that Santi loved so much. “After the time it took to finalize it, we are happy with how it came out. We love the balance between the cafe [URL='https://www.pipeburn.com/home/tag/racer']racer[/URL] and the brat style that we managed to create and how we kept the clean metal finish but added a rough, textured look with the paint. In terms of handling, we love how it now rides with the new stance, the WP inverted forks and the progressive struts.” And the KTM-sponsored racer with his team of mechanics seems to agree.
“The most difficult part to make was the headlight support, because it was made entirely with a conventional milling machine, which required a lot of attention to detail during processing. To get each set-up perfectly aligned was incredibly tricky.” For the average man, maybe. But obviously not for Colombia’s finest custom bike family.
[ Pasquale Motors – Instagram | Photos by Gustavo & Esteban Pasquale ]
Today’s submission comes from @refilmby of his 1977 BMW R100/7 café racer. Love the classy color choice, thanks for sharing! . Send photos to [email protected] to be featured, link in bio. . . #croig #caferacersofinstagram #caferacer #bmw #r100 #vintage
