@slates74 set up his Triumph Thruxton R with @aandjcycles for a snow hill climb at @appmotojam. Let’s see this beast in action please and thanks! . . #croig #caferacersofinstagram #caferacer #triumph #thruxtonr #thruxton #hillclimb #icebike
Custom Bikes & Cafe Racer
- Thread starter DaveM
- Start date
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Good photos, always happy to see people creating stuff out of old bikes.
Nice looking. 
Not a café racer but definitely worth looking at to get those brain juices flowing. Leave it @makrshaker to build something truly different and electric 
️ We’re looking forward to seeing it up close at the @petersenmuseum. . Photo by @kaycee_landsaw. . . #croig #caferacersofinstagram #caferacer #electricmotorcycle #electricbike #design #inspiration #creative
️ We’re looking forward to seeing it up close at the @petersenmuseum. . Photo by @kaycee_landsaw. . . #croig #caferacersofinstagram #caferacer #electricmotorcycle #electricbike #design #inspiration #creative
Very impressive and something you don’t see very often. The legend @travispastrana wrestlin’ his #waterbuffalo Suzuki GT750 at the @superhooligans race in Daytona. . Photo by @stephen_tripp_photography. . . #croig #caferacersofinstagram #superhooligan #gt750 #suzuki #flattrack #daytona
Last week, we featured the Honda CB1000R customs taking part in the Honda Garage Dreams contest, in which 13 Honda dealers from Spain and Portugal have customized Honda’s 144-hp Neo Sports Café with a strict budget of 5000 EUR — 3000 EUR for parts / 2000 EUR for paint.
One of our favorites was the entry from Impala Honda of Barcelona. Impala was founded in 1959 by three racers and has continued to be active in various forms of motorcycle racing. The first manager of the company, José María Arenas, and his son Javier earned national titles in several disciplines, from enduro to superbikes, and Javier was the first team manager of none other than Marc Márquez! What’s more, Impala has supported such flat track heroes as Brad Baker and Jared Mees when they came to Europe for the illustrious Superprestigio event.
Impala decided to infuse this dirt track heritage and experience into their contest entry, creating a stunning Honda CB1000R tracker. The team spent tons of time in Solidworks, designing one-off components for the laser-cutter, and cancelled the the traction control and ABS for the track. Below, we get the full story from Enric Ferreres, as well as some stunning photos from our friend Diego Bermudez of Revival of the Machine.
Honda CB1000R Flat Tracker: Builder Interview
• Please tell us a bit about yourself, your history with motorcycles, and your dealership.
At Impala we have always felt competition very closely. Jose Mª and Javier Arenas (father and son) accumulated national titles in various disciplines of motorcycling, ranging from enduro to superbikes. We are the dealers for Spain of HRC, and Impala has created racing teams for young talents, supporting such illustrious names as Marc Márquez (Xavi Arenas was his first team manager, who lent him his first serious bike, a Honda RS125 RACC IMPALA — this deserves a long chapter…), Sito Pons, Javier García Vico, Josep Alonso, Cabestany, A. Duran, Pol Espargaró, Tutusaus, Joan Lascorz, Xavi Rodriguez, Brad Baker and, Jared Mees (when they come to BCN) and much more…
We are currently managing the racing department of Honda Spain, with teams in the national Enduro, dirt track, CEV and the European Talent Cup, of which we were champions in 2018…
• What’s the make, model, and year of the bike?
CB1000R 2018.
• What was the design concept and what influenced the build?
When Honda proposed for us to customize a CB1000R for the contest we immediately had a lot of ideas. This bike is an incredible base. The problem was that we had a limited budget, and most of the proposals that we had were over the budget.
Then we decided to build a motorcycle with few accessories — a flat track race bike was perfect. Our influence has been the big American flat track bikes and then we wanted to make a tribute to the CB series that this year celebrates 50 years. That’s why we used the colours of the first CB750 Four K0 from the year 1969.
• What custom work was done to the bike?
The first thing we did was disassemble the original sub frame to replace it with another one designed by us in Solid Works and made with aluminium. Shorter, lighter and more minimalist than the original, the only thing we wanted was to re-situate the electrical components and make the base for the fiber tail and the seat. All the pieces that form the subframe were laser cut and screwed together, no welding was used.
The traction control and the ABS were cancelled out of the electrical system. The front and the rear lights, the turn indicators and the digital display were also cancelled.
The fiberglass tail was made to measure, respecting the original dimensions of a Flat Track racing bike and fits perfectly to the astonishing CB1000R tank. The fiberglass tail is screwed directly to the custom sub frame.
The original handlebar was replaced by a Neken Jared Mees replica. The left buttons was removed leaving only the start button on the right side of the handlebar. The original brake maker cylinder and clutch lever were replaced by a Brembo.
The original tires were replaced by the Pirelli MT60.
In the headlight area, we put a number holder that we made in sheet steel. Number holder supports were designed in Solid Works and were laser cut.
The exhaust that we chose was an Ix Race Mk2 with direct exhaust manifold without catalytic converter.
The fork protectors brackets were designed in CAD and were laser cut, the holes of the original mudguard were used to screw them to the bars.
• Does the bike have a nickname?
Not yet hahaha.
• How would you classify this bike?
Flat Tracker
• Was there anything done during this build that you are particularly proud of?
We are very happy with the final result design of the subframe. We are also in love with painting work.
Follow the Builder
Website: www.motosimpala.com
Instagram: @impalabcn
Facebook: IMPALA Honda Barcelona
Source...
ESCAPE FROM L.A. Ride Custom’s Yamaha XT500 Urban Enduro
Written by Martin Hodgson
How do you haul ass in Hollywood? You go full metal jacket on a breathtaking Urban Enduro that’ll cruise with Bentleys on the Boulevard, before heading to the hills where the stars live to rip it up on the rough and rugged roads. But first you need to pick the platform and with iconic status and Paris-Dakar pedigree they don’t come any much than the Yamaha XT500. LA’s Russell Stratton of Ride Custom picked up this example and set to work building RC01, the latest star to emerge from Tinseltown.
The 1978 XT came to the casting couch at a later age than most, and like many donor models had lived a hard life. The XT500 is often called the farmer’s daughter and just like the starlet who comes to town looking to make it big, she’s slender, capable and willing to do anything. But this particular Yamaha wasn’t new to town, now in a midlife crisis, it had been living all along in Los Angeles. No, it wasn’t rusting under a tree, buried in a barn or awaiting rescue in a salvage yard. This now pretty thing had been through much worse, she’d been owned by a hipster.
Residing in the city’s Echo Park (think indie music, vegan tacos and terrible hair) it’s just lucky Russell came along when he did. The poor thing was probably lubricated with tea tree oil. But all jokes aside, a much earlier owner had fitted up some favourite pieces of the period, Answer handlebars, a SuperTrapp high pipe and Mikuni VM carb, so this would be the XT’s second time under the knife. And at Ride Custom, Russell was clear on the plan, “The aim was to knock the plastic off it and accentuate the aluminium gas tank with all aluminium brush finished bodywork.”
But rather than just bolt on those bits, this would be a full overhaul and the XT500 was torn down so that the single sat on the bench and the frame was into fab. The first order of business was to cut the back-end off the frame and re-hoop the rear to shorten its overall length. Then with grinder in hand old tabs and mounts that were surplus to requirements were ground down and the whole thing smoothed out. Finally mounts for all the new pieces to come were finished off and the chassis was ready for the alloy make over.
The first item to catch your eye is the stunning aluminium gas tank, with the brushed finish and classic filler getting everyone nostalgic. Not wanting to leave the sides vacant Russell set about making a set of one-off covers, bead rolled and beautifully crafted with a fit and finish that is of factory quality. The front and rear fenders are off the shelf items with both modified to match the new design of the XT; in particular the rear has been massaged to match the arc of the tyre.
It’s this focus on the little details that starts to set the Ride Custom machine apart from the pack. And wanting to take it further the snow plough like skid plate has been thrown aside with a form-fitting, handcrafted piece now doing twice the job with an aesthetic to please. The tail light unit is donated from another project in the shop, a rare ’71 Yankee Z500, and looks perfect on the XT. While the classic headlight mounted on short ears gives the period look with a slick finish!
Now Russell had to turn the bike into a rolling chassis and knowing his Hollywood environment well, didn’t cut corners in making sure it had all the fruit! A new set of tubes gets the front forks underway and they’ve been totally rebuilt with Race Tech Gold Valves and Progressive Springs. These work perfectly in unison with the rear swingarm that now supports Progressive Suspension 13 Series Shocks, for precise and predictable handling on any surface. While blacked out Sun Rims laced with Buchanan’s spokes get wrapped up in Dunlop D606 rubber ready to shred.
Providing the punch is the legendary Japanese single that came to rule the world, the 499cc, 2 valve that has the versatility for any situation. Having been given the once over and a full health check the block and covers were painted PJ1 satin black before being bolted back into the frame. “The exhaust system was a mashup of a head pipe from Giga Bike and a Cone Engineering muffler with a custom internal baffle to keep the db’s down while circulating the mean streets of Los Angeles,” Russell smiles. With a new pre-jetted Mikuni VM36 to feed the fuel and quality fittings used throughout.
As a nod to the past the old Answer handlebars were retained, all be it with a new coat of colour; with all parts that aren’t alloy getting fresh powder or paint. No stranger to our pages Ginger at New Church Moto took care of the seat, starting with a fibreglass pan and stitching up black Relicate leather with silver thread to cleverly tie in with the brushed alloy. To finish RC01 Russell bolts on the final piece with pride, “The original California blue plate that the bike has worn since new.” And just like that, it’s TMZ cameras at the ready as a long time local makes it big with a Ride Custom reboot!
[ Ride Custom – Instagram – Facebook | Photos by Ryder Sloane ]
Written by Martin Hodgson
How do you haul ass in Hollywood? You go full metal jacket on a breathtaking Urban Enduro that’ll cruise with Bentleys on the Boulevard, before heading to the hills where the stars live to rip it up on the rough and rugged roads. But first you need to pick the platform and with iconic status and Paris-Dakar pedigree they don’t come any much than the Yamaha XT500. LA’s Russell Stratton of Ride Custom picked up this example and set to work building RC01, the latest star to emerge from Tinseltown.
The 1978 XT came to the casting couch at a later age than most, and like many donor models had lived a hard life. The XT500 is often called the farmer’s daughter and just like the starlet who comes to town looking to make it big, she’s slender, capable and willing to do anything. But this particular Yamaha wasn’t new to town, now in a midlife crisis, it had been living all along in Los Angeles. No, it wasn’t rusting under a tree, buried in a barn or awaiting rescue in a salvage yard. This now pretty thing had been through much worse, she’d been owned by a hipster.
Residing in the city’s Echo Park (think indie music, vegan tacos and terrible hair) it’s just lucky Russell came along when he did. The poor thing was probably lubricated with tea tree oil. But all jokes aside, a much earlier owner had fitted up some favourite pieces of the period, Answer handlebars, a SuperTrapp high pipe and Mikuni VM carb, so this would be the XT’s second time under the knife. And at Ride Custom, Russell was clear on the plan, “The aim was to knock the plastic off it and accentuate the aluminium gas tank with all aluminium brush finished bodywork.”
“It’s lucky Russell came along when he did. The poor thing was probably lubricated with tea tree oil.”
But rather than just bolt on those bits, this would be a full overhaul and the XT500 was torn down so that the single sat on the bench and the frame was into fab. The first order of business was to cut the back-end off the frame and re-hoop the rear to shorten its overall length. Then with grinder in hand old tabs and mounts that were surplus to requirements were ground down and the whole thing smoothed out. Finally mounts for all the new pieces to come were finished off and the chassis was ready for the alloy make over.
The first item to catch your eye is the stunning aluminium gas tank, with the brushed finish and classic filler getting everyone nostalgic. Not wanting to leave the sides vacant Russell set about making a set of one-off covers, bead rolled and beautifully crafted with a fit and finish that is of factory quality. The front and rear fenders are off the shelf items with both modified to match the new design of the XT; in particular the rear has been massaged to match the arc of the tyre.
It’s this focus on the little details that starts to set the Ride Custom machine apart from the pack. And wanting to take it further the snow plough like skid plate has been thrown aside with a form-fitting, handcrafted piece now doing twice the job with an aesthetic to please. The tail light unit is donated from another project in the shop, a rare ’71 Yankee Z500, and looks perfect on the XT. While the classic headlight mounted on short ears gives the period look with a slick finish!
Now Russell had to turn the bike into a rolling chassis and knowing his Hollywood environment well, didn’t cut corners in making sure it had all the fruit! A new set of tubes gets the front forks underway and they’ve been totally rebuilt with Race Tech Gold Valves and Progressive Springs. These work perfectly in unison with the rear swingarm that now supports Progressive Suspension 13 Series Shocks, for precise and predictable handling on any surface. While blacked out Sun Rims laced with Buchanan’s spokes get wrapped up in Dunlop D606 rubber ready to shred.
Providing the punch is the legendary Japanese single that came to rule the world, the 499cc, 2 valve that has the versatility for any situation. Having been given the once over and a full health check the block and covers were painted PJ1 satin black before being bolted back into the frame. “The exhaust system was a mashup of a head pipe from Giga Bike and a Cone Engineering muffler with a custom internal baffle to keep the db’s down while circulating the mean streets of Los Angeles,” Russell smiles. With a new pre-jetted Mikuni VM36 to feed the fuel and quality fittings used throughout.
As a nod to the past the old Answer handlebars were retained, all be it with a new coat of colour; with all parts that aren’t alloy getting fresh powder or paint. No stranger to our pages Ginger at New Church Moto took care of the seat, starting with a fibreglass pan and stitching up black Relicate leather with silver thread to cleverly tie in with the brushed alloy. To finish RC01 Russell bolts on the final piece with pride, “The original California blue plate that the bike has worn since new.” And just like that, it’s TMZ cameras at the ready as a long time local makes it big with a Ride Custom reboot!
[ Ride Custom – Instagram – Facebook | Photos by Ryder Sloane ]
That baby blue @for_the_bold_industries Suzuki GS550 looking dialed in for some riding. Nice one! . . #croig #caferacersofinstagram #caferacer #suzuki #gs550 #builtnotbought #vintage
How’s this for toy goals? The BMW R65 and Porsche 911 at @motorcycledreams has us a bit envious. Nice one! . . #croig #caferacersofinstagram #caferacer #motorcycledreams #bmw #r65 #porsche #porsche911
Dave Solomon is the mad Englishman behind Butchered Classics, an online community dedicated to pre-1990 bikes modified in diametrically “non-purist” fashion, embracing everything from braced swingarms to crazy engine swaps. Dave himself has earned an “evil reputation” for “butchering” classic Kawasakis, including his Bandit-powered Kawasaki “GPz1157” — which we recently featured.
Now Dave is back with what might be his most purist-maddening build ever: a (formerly) fuel-injected Kawasaki Z1000H, of which there are only 11 still registered in the whole United Kingdom. To be fair, his original plan was to restore the old girl to factory-spec — quite the surprise from a performance-minded man like Dave, as the early fuel injection system proved to be a failure and Kawasaki quickly swept the “H” under the rug and switched back to a carb’d version.
However, once Dave learned that the engine was in terrible shape and didn’t have the fuel injection anyway, it was on. And besides, old Dave was itching to get a rise out of the naysayers…
Below, we get the full story on this Bandit-powered Z1000H!
Kawasaki Z1000H/Bandit: In the Builder’s Words
The title “Purist,” according to Wikipedia, means a person who likes something “pure” — unblemished , not altered, or…as intended. However, sometimes you may make a purchase, only to find a year down the line that the manufacturer has now brought out a new refined version of the product you originally purchased. I had this recently with my laptop and my daughter is constantly updating her phone as her six month old phone is apparently useless with its mountain of storage and three camera lenses on the rear to gain that perfect “selfie.” Me? I’m still classed as prehistoric by her with my iPhone 4 (yeah, yeah I know), but to be honest, I still much preferred my Samsung E330 “clam” phone from over a decade ago, but sometimes you just gotta move with the times.
Now, I’m fully aware you know where I’m going with this, but this bike I’ve just completed is a tad special — let me explain.
It’s the end of the seventies — Kawasaki are the market leaders in litre plus superbikes, but all the other manufactures are hot on their heels. The mighty Z1R had done a two-year stint and design change saw the launch of the Z1000ST — a mighty fine bike, but not everyone was in love with the shaft drive. Kawasaki took it upon themselves to introduce the Z1000’H’ (KZ in the good old U S of A)! It would receive subtle changes to bodywork design, chain drive. but more importantly fuel injection — a massive gamble on the part of Kawasaki. A thousand bikes were built and spread across the globe. Here in the UK, we received 200 of the said model and they sold well. However, it soon became apparent the market wasn’t quite ready for fuel injection. Reports of dealers around the world struggling to keep customers happy with their recent purchases meant Kawasaki had no alternative but to offer a carburetor alternative to unhappy customers, and all bikes manufactured from that point would receive the carb’d model rather then the fuel injection…the KZ1000 MK2 was born!
I’d been hunting a Z1000 (H or MK2) for quite a while. Loved the styling from when I was a spotty youth, and with the likes of Sanctuary and Bulldock in Japan re-importing these models and making stunning machines from them just made me want one more. So when I was offered a “project” back in October ’18, I thought why not?
How it arrived…
The seller sent me some pics of the chassis and bodywork and amongst them was the side panel badges stating Z1000 and below was the words “Fuel injection.” It meant nothing, though — the bike was 80% complete and even came with two sets of carburetors. The deal was done and the chassis, motor and various boxes of rusty junk were transported back to my shed.
The following day I’d arranged for a fine gentleman to arrive and collect some Z650 “rusty junk.” He arrived as planned and entered my shed. On looking upon the pile of former Kawasaki I had just purchased, he was overcome with elation, explaining the story of the Z1000H and how rare they are. He started shuffling through boxes explaining what parts and pieces were worth…for the first time the idea of a restoration came to mind.
A few days passed and I asked for information on a few forums, most were helpful others were…not. I found some wanted the frame just to make a quick buck and others were saying that the whole package is worthless because the frame had been “slightly” altered by the previous owner, but still I persevered with the restoration idea.
A leakdown test showed the motor was very tired, compression test was 20% on three cylinders and 40% on the other. On lifting the cylinder head I realised it was gonna cost a small fortune to get this old girl right…and on top of that, unless it has its fuel injection, it will never be “right” and the “purist” types out there were baying for my blood…and to be honest, I’m always up for a battle.
So, the decision was made. The frame was dispatched to Wayne Kirby who braced the frame, re-positioned the top shock mounts and welded the billet alloy mounts on the replacement arm.
Whilst the frame was being modified, all the bodywork was sent to Chris Davison, the garden shed Picasso, who took on the job of prepping and painting the original panels in Z1000H colours. As the donor Bandit (what else ?) had just been purchased, I was able to give Chris the wheels also to paint in dirt attracting gleaming white.
The frame, once received back from Wayne, was sent for blasting and powder coat. Neill Curtis from Burlow Engineering fabricated a new steering stem in what seems overnight and his business partner Mark Eavers created them “billet porn” engine mounts…again in record time and even helped me with the right hand pick up cover (that’s annoyed a few…lol).
The RCD rearsets were destined for a different build but look just right on this bike, and along with the brand new RS36mm Mikuni’s and matching stacks, the bike is pretty much perfect.
The whole build took a little over ten weeks from receiving the project to her first outing. She rides well and handles perfect. If I’d stuck with the restoration idea, it would’ve cost me far more money, took far more time to build, and more importantly, had far less performance.
As for the “purists”? Well I’ve been told that I’ve ruined a genuinely rare classic bike with only eleven left registered here in the UK. My reply to them: Ive taken a bike that even Kawasaki failed with in its day and couldn’t hide quick enough and created a perfectly usable (and reliable) motorcycle. And as much as I loved my 20-year-old Samsung E330, I still prefer my iPhone 4 (even if it is way outta date)…and what’s the chances them same purists have phones way more modern than mine!
More Butchered Classics
Kawasaki Z1000H Restomod by Butchered Classics - Dave Solomon is the mad Englishman behind Butchered Classics, an online community dedicated to pre-1990 bikes modified in diametrically “non-purist” fashion, embracing everything from braced swingarms to crazy engine swaps. Dave himself has earned an […]
Kawasaki “GPz1157” by Butchered Classics - The Kawasaki GPz1100 was one of the last kings of the air-cooled superbikes — the brutal, big-block speed machines fated to die at the hands of the liquid-cooled, 16-valve, alloy-frame sport bikes to come. Says […]
Spondon Streetfighter by Dave Solomon - Today we have another creation by our favorite mad Englishman, Dave Solomon of Butchered Classics. This time, it’s a Bandit 1200-powered Spondon streetfighter. If you know anything about the UK streetfighter scene of the late […]
Kawasaki Z1000 Restomod by Dave Solomon - Dave Solomon is the founder of Butchered Classics, a 2000-member community dedicated to the modification of classic bikes, from tame resto-modication to radical engine swaps. Dave himself has turned out a number of simply mad […]
Topper’s Suzuki GSX-R1100 Cafe Racer - Our man from Cheltenham, Dave Solomon of Butchered Classics, is back with another build. This time, it’s a 1989 Suzuki GSX-R1100 built for his “vertically-challenged” mate, Topper. As you may know, the 1989 “K model” […]
Custom Kawasaki Z1000 by Dave Solomon - When the Kawasaki Z1 was introduced in 1972, it was the most powerful Japanese four-cylinder, four-stroke ever produced, with 82 horsepower and a top speed in excess of 130 mph. It quickly became a legend, […]
Spondon Hayabusa by Dave Solomon - Today we’re happy to present another build by Dave Solomon, the ingenious Englishman behind the Bandit-powered CB750 and Z1000 we previously featured. In certain circles in the US, the name “Spondon” is whispered with great […]
Budget-Built Honda CB750 Custom…Bandit-Powered! - We’re thrilled to present you guys with another build from Dave Solomon, the spirited Englishman behind the Bandit-powered Z1000 we recently featured. Today, Dave brings us the story of another classic fitted with a 1200cc, […]
Bandit-Powered 1977 Kawasaki (K)Z1000 Custom - Today we’re thrilled to present this incredible restomod Z1000 from Dave Solomon of Cheltenham, UK. Dave is a friend of Darren Carter, whose BSA Hill Climber and custom Z650 have each graced the blog. We’ve […]Source...
BRAAP MUSIC. Hombrese’s KTM 450 SX Dirt Tracker
Written by Marlon Slack
We totally get show queens here at Pipeburn. Something built and polished to within an inch of its life, destined to live out it’s existence in a shop front window or a lounge room. That’s cool. But even better is a custom bike that’s going to be thrashed, dropped, flipped, and bounced off people’s heads. And here’s the best example of that you’ll see all week – a 2006 KTM 450 SX flat tracker built by Germany’s Hombrese bikes.
Hombrese’s been running for a few years now under the guidance of founder Uwe Kostrewa. He started by building a SR500 for himself before moving onto a GN Suzuki. And then the orders started piling in. Over the last few years he’s played with all sorts of motorcycles, classic Japanese bikes, a bit of American Iron and the odd Ducati.
But lately it’s flat track racers that have really caught his eye. And he can only blame his mates for that. A while ago he built a tidy little YZ450 flat tracker for a friend, who wanted to get into the whole ‘left and left again’ scene. And when the tidy little ride was finished Uwe took it for a test run out at the El Rollo race in Spain and again (just to be certain, right?) at a track in the Netherlands. Uwe found himself completely hooked. He needed his own tracker. Stat.
So he fired up Ebay, had a click about and stumbled across a suitable donor. “I bought the first KTM 450 SX I went to look at,” he recalls, “and it was in a horrible condition.” Typical of a much-loved MX bike the old Austrian was beaten, rusted and looking very worse for wear. But the engine seemed tight, so hey, why not? With the bike back in his shop, Uwe went to work.
“I disassembled all the plastic parts and then lowered the bike in the front and the back to try and find the right lines,” he says. “I was firstly going for the overall look, working around the tank. It was an old Honda gas tank from the 70’s which still had the original paint and a natural patina to it.” That was supposed to be the extent of Uwe’s plans. A quick, easy build that he could take to the track. But as these things tend to do, it got a little out of hand.
It started with the fabrication work. Uwe rebuilt the rear subframe and made a new tail of fibreglass and foam. Uwe, a mad keen surfer who repairs and modifies his own boards (and travels over 12 hours to France to hit the beach, the mad bastard), sailed through this section easily. So the quick and easy build was now a new seat, new subframe, new tank, dropped suspension and a set of Excel rims laced to Talon hubs. Not all that quick and easy, huh? But then the frame went in for blasting.
When Uwe saw the result he was shocked to see the raw frame showing up every smack, bang, fall and scrape the KTM had suffered throughout its career. So Uwe couldn’t resist the temptation to tidy it up and paint it. Then he painted the swingarm, motor and a whole host of smaller parts. He welded the exhaust up with the Akrapovic end can. Polished the rims. The rough and ready track star quickly became a thing of real beauty.
Not that it’s ever going to be a show queen. Despite the polished looks of the KTM Uwe’s determined to take it to the track – this weekend, in fact. If his arm’s healed. During a practice session on another steed last weekend he fell and a rider behind him used his head and arm as traction. It doesn’t sound like the best place to take a bike as nice as this. So does he have any concerns about taking a bike this pretty out for a race meet and binning it? “No. That’s part of the sport,” he says.
The KTM rounds out another gorgeous Hombrese build. And we’re convinced this isn’t going to be the last tracker he turns his hand to. If he can find the time in the future, that is – he’s just about to launch a business dubbed ‘The House of Braap’ which will sell all sorts of motorcycle trickeries to people building custom rides. Keep an eye peeled out for that website soon. In the meantime feast your eyes on his latest creation and wish him luck this weekend!
[ Hombrese Bikes – Facebook – Instagram | Photos by Marc Holstein ]
Written by Marlon Slack
We totally get show queens here at Pipeburn. Something built and polished to within an inch of its life, destined to live out it’s existence in a shop front window or a lounge room. That’s cool. But even better is a custom bike that’s going to be thrashed, dropped, flipped, and bounced off people’s heads. And here’s the best example of that you’ll see all week – a 2006 KTM 450 SX flat tracker built by Germany’s Hombrese bikes.
Hombrese’s been running for a few years now under the guidance of founder Uwe Kostrewa. He started by building a SR500 for himself before moving onto a GN Suzuki. And then the orders started piling in. Over the last few years he’s played with all sorts of motorcycles, classic Japanese bikes, a bit of American Iron and the odd Ducati.
But lately it’s flat track racers that have really caught his eye. And he can only blame his mates for that. A while ago he built a tidy little YZ450 flat tracker for a friend, who wanted to get into the whole ‘left and left again’ scene. And when the tidy little ride was finished Uwe took it for a test run out at the El Rollo race in Spain and again (just to be certain, right?) at a track in the Netherlands. Uwe found himself completely hooked. He needed his own tracker. Stat.
So he fired up Ebay, had a click about and stumbled across a suitable donor. “I bought the first KTM 450 SX I went to look at,” he recalls, “and it was in a horrible condition.” Typical of a much-loved MX bike the old Austrian was beaten, rusted and looking very worse for wear. But the engine seemed tight, so hey, why not? With the bike back in his shop, Uwe went to work.
“That was supposed to be the extent of Uwe’s plans. But as these things tend to do, it got a little out of hand.”
“I disassembled all the plastic parts and then lowered the bike in the front and the back to try and find the right lines,” he says. “I was firstly going for the overall look, working around the tank. It was an old Honda gas tank from the 70’s which still had the original paint and a natural patina to it.” That was supposed to be the extent of Uwe’s plans. A quick, easy build that he could take to the track. But as these things tend to do, it got a little out of hand.
It started with the fabrication work. Uwe rebuilt the rear subframe and made a new tail of fibreglass and foam. Uwe, a mad keen surfer who repairs and modifies his own boards (and travels over 12 hours to France to hit the beach, the mad bastard), sailed through this section easily. So the quick and easy build was now a new seat, new subframe, new tank, dropped suspension and a set of Excel rims laced to Talon hubs. Not all that quick and easy, huh? But then the frame went in for blasting.
When Uwe saw the result he was shocked to see the raw frame showing up every smack, bang, fall and scrape the KTM had suffered throughout its career. So Uwe couldn’t resist the temptation to tidy it up and paint it. Then he painted the swingarm, motor and a whole host of smaller parts. He welded the exhaust up with the Akrapovic end can. Polished the rims. The rough and ready track star quickly became a thing of real beauty.
Not that it’s ever going to be a show queen. Despite the polished looks of the KTM Uwe’s determined to take it to the track – this weekend, in fact. If his arm’s healed. During a practice session on another steed last weekend he fell and a rider behind him used his head and arm as traction. It doesn’t sound like the best place to take a bike as nice as this. So does he have any concerns about taking a bike this pretty out for a race meet and binning it? “No. That’s part of the sport,” he says.
The KTM rounds out another gorgeous Hombrese build. And we’re convinced this isn’t going to be the last tracker he turns his hand to. If he can find the time in the future, that is – he’s just about to launch a business dubbed ‘The House of Braap’ which will sell all sorts of motorcycle trickeries to people building custom rides. Keep an eye peeled out for that website soon. In the meantime feast your eyes on his latest creation and wish him luck this weekend!
[ Hombrese Bikes – Facebook – Instagram | Photos by Marc Holstein ]
Raw yet refined at the same time. Brothers Gustavo and Esteban at @pasqualemotors built this Honda CB500 for Dakar Racer @santiagobernal111 in Columbia where finding parts can be difficult for older bikes. They wanted to build something not only custom but comfortable and handled better than stock. Mission accomplished, nice job you two! . Send your build stories to [email protected] to be featured, link in bio. . . #croig #caferacersofinstagram #caferacer #honda #cb500 #vintage
Our man @pharrell’s most recent project, a capsule collection with Chanel featuring custom @veldthelmet . . #croig #caferacersofinstagram #pharrellchanel #pharrell #fashion
A cool headlight cover on @this_is_me_1310’s current build. #inspiration . . #croig #caferacersofinstagram #caferacer #design #creative
An ’87 Flying Brick dragged “kicking and screaming” into 2019…
The BMW K100, introduced in 1982, benefited from the company’s many years of experience building liquid-cooled, overhead cam, inline automobile engines. The fuel-injected, 95-hp engine was positioned on its side in the frame, so that the cylinder head was on the left side of the bike and the crankshaft was on the right, earning the K-series an affectionate nickname: the “Flying Brick.” The 536-lb brick was capable of 137 mph, with a low-maintenance shaft drive and Bosch LE-Jetronic fuel injection derived from the second-gen 3 Series cars…the now legendary E30.
Enter NYC-based actor and comedian Mehdi Barakchian (@custombikesbymehdi). If Mehdi looks familiar, it’s because you’ve probably seen him in NBC’s hit show Manifest, as well as shows like NCIS New Orleans and Netflix’s YOU. But long before he was in the entertainment industry, Mehdi worked in the automotive business, and he grew up tinkering with cars. In fact, as a kid, he always told his grandmother, Shahin, that he would build her a futuristic car someday.
What’s more, he’s been riding motorcycles for more than a decade and a half, and the idea of doing his own full build obsessed him. He knew the K100 would be the bike:
Mehdi was inspired by none other than the “King of K-Bike Building,” Trevor Ditson (@ditstang), whose K100 bobber we previously featured on the blog. He set to work in a cramped, freezing cold garage in NJ, where he worked for some seven months to build the modernized stunner you see here:
We especially love the level of technical detail, such as the backlit BMW emblems (like modern BMW cars) and the Bluetooth gauges, which run via an app on your phone. And, oh yeah, if your phone needs a charge, there’s a dual USB 4.2amp charger built into the triple tree! What’s even more special is the dedication of the build:
Below, we get the full story on this modernized ‘Brick, as well as some stunning photos from Michael Marmora (@michaelmarmora).
1987 BMW K100 “Shahin”: In the Builder’s Words
I’m Mehdi Barakchian and I’m an Actor and Comedian based out of NYC. You’ve probably seen me in shows like NBC’s Manifest, YOU on Netflix, NCIS New Orleans, and countless commercials. Before getting into entertainment, I was in the automotive business and grew up tinkering with cars and trucks. I’ve been riding motorcycles for 15+ years and was always obsessed with the idea of doing a full build.
I always loved the look of the K100 flying brick. The engine has a big, mean, retro “trying to look like the future” vibe that I love. Also, the tank looks like a standard motorcycle gas tank if it had taken a bunch of steroids. The combo of those two things always did it for me. The majority of my inspiration for the build came from seeing the work Trevor Ditson (@ditstang on instagram) had done to his K100 builds. I think most builders would agree with me when I say that he’s the gold standard for K-bike building. I utilized a lot of his concepts while giving it my own touches.
The goal was to drag this bike (kicking and screaming) into 2019. I worked with vendors and was able to group together a couple of electronic units to successfully install bluetooth wireless gauges. The bike is fully functional without them, but should you want them, they load up on an app on your phone. It syncs in literally two seconds, and you’ve got all the gauge functions, including indicator lights, at your fingertips and mounted directly to the phone. If you need a charge, I customized and built in a dual USB 4.2amp charger in the triple tree. I think the bluetooth gauges are kinda wild and something you don’t see everyday. I also really love the idea of a two-up custom bike and I don’t think you have to sacrifice the look to get that.
The rear wheel is upgraded to that of a K1200, wrapped in Shinko’s. The tank is dipped in BMW M5 Carbon Black also called “Carbonschwartz.” It’s black in the shade and a sparkly midnight blue in the sun. Custom work was done to the tank so that I could backlight the BMW emblem like modern BMW cars.
The exhaust I custom cut from the original exhaust and modified — another idea I took from Trevor Ditson. I completely flushed and rebuilt the Brembo brakes and dipped them in Burnt Copper for a kick of color.
I also hand-striped and individually sanded each fin on the valve cover and engine covers as well as the oil pan fins. The airflow meter, jetronic/ecu, and battery were all relocated and mounted with custom brackets to secure them in place.
I named the bike “Shahin” because as a kid I always told my grandmother that I’d build her a futuristic car. That’s what this bike has meant for me which is why I named it after her. I feel like I accomplished that to some degree given the bluetooth functions, all LED lighting, and all the weight that was shed.
I documented the whole build on my instagram at @custombikesbymehdi. Come give me a shout and check out what’s next in my garage.
Follow the Builder / Photographer
Photos by: Michael Marmora (@michaelmarmora)
Build by: Mehdi Barakchian (@custombikesbymehdi)
Source...
Who says you need a kickstand? @coltwrangler.co’s Yamaha XS650 tracked spotted at last year’s @handbuiltshow. Who’s going?? . Photo by @brandon_lajoie. . . #croig #caferacersofinstagram #caferacer #revivalcycles #yamaha #xs650
I like that XS 650. Nice!
MOTO PHOTOS. 2019 Machine Show, Braidwood, Australia
Gasoline’s ‘The Keeper’ BMW R65, made for our good mate Cam ‘Stories of Bike’ Elkins
Written by Andrew Jones
The same thing happened every year. I’d promise myself that I’d go to Australia’s Machine Show and then at the very last minute the reality of travelling three hours south of Sydney would kick me in the family jewels. With a six-hour round trip, it’d either be a seriously big day or I’d have to organise accommodation and/or camping gear. And as it was now just a few days before the event, neither were very likely to happen easily. So I’d miss the show for another year. But not this year…
Sabotage Motorcycles’ 1976 Honda CJ360
Braidwood is a quite, historical town directly east of Canberra, Australia’s capital city. Three hours south from Sydney and eight hours north west of melbourne, it’s remote location only adds to the ethos; close to nothing but the Aussie bush, you know that the people who turn up are there for the right reasons and not just to pass the time between lunch and dinner. Hell, I was rained on twice and I dried out twice before I even arrived.
The show’s location also provides for an interesting mix of patrons. While most country bike shows would be lucky to have anyone under the age of forty turn up, exactly the opposite is true for their city counterparts. They are all wall-to-wall ‘yoof’ and craft beer. But at the Machine Show, the twenty-somethings with the waxed moustaches and the ironic sailors caps mixed freely and happily with the old crusty guys sporting the plaited beards and riding the antique Harleys. There were even cowboys there. All bike shows should be like this.
An early ‘80s Maico 250 Mega 2. It’s 488cc big brother was called the best motocross bike of its generation
For this Sydneysider, Braidwood gave me my first taste of the Autumn temperatures now working their way up the Australian coast from the south. And don’t get me started on the rain. Lending a decidedly Woodstock-ish feel to the event, the precipitation turned dust into mud and had any upright-loving biker looking on nervously as their beloved’s side stands sank ever-so-slowly into the rich and sludgy Braidwood soil. Supportive aluminium cans and scrap wood pieces have never been in such high demand, and so I retired to my hotel bed as the thunder and lightning rampages across the Tallaganda ranges to the west. More rain was coming.
Woken on Saturday morning by the sounds of more rain and warring ringtail possums on and in the tin roof of my 150-year-old digs, I grabbed a coffee in town and head back to the Braidwood Showground for the event’s biggest day. One hundred or so bikes born before 1989 have taken over the main arena. Unless your preferences are for LED lights and twelve-stage traction control systems, there’s something here for everyone. From Vincent Black Shadows and F-Head Harleys to Ducati desmos and Honda Cafe [URL='https://www.pipeburn.com/home/tag/racer']Racers[/URL], most serious bike lovers would’ve spent the day trying not to giggle like a simpleton at every bat of their eyelids.
A ‘76 XT500 with weight-saving off-board electric starter
My personal highlights included Sydney’s Sabotage Motorcycles with their inspired 1926 Douglas and Honda CB125 mash-up boardtrack racer, Tom Marlay’s ‘Chook Chaser’ Yamaha 2-stroke tracker and Gasoline’s ‘The Keeper’ ‘86 BMW R65 cafe [URL='https://www.pipeburn.com/home/tag/racer']racer[/URL]. Watch this space for more soon. But limiting this armada of moto coolness to just three bikes would be like leaving a chocolate factory tour with nothing more than a single square of dairy milk melting in your guts. I didn’t see a bike I wouldn’t have given body parts to own.
The Machine Show has a certain charm that’s almost impossible to find in other bike shows. It’s far enough away from the Big Smoke to be refreshingly unfashionable while still attracting some of the best current builders East Coast Australia has to offer. It’s also able to comfortably display bleeding edge cafe [URL='https://www.pipeburn.com/home/tag/racer']racers[/URL] alongside Harley museum pieces and choppers covered in gold plating and airbrushed flames. But best of all, it’s a show where hip city slickers, retirees with grey pony tails and farm folks on brand new Toby Price KTMs can talk about bikes, have a cold one and revel in all that Australia’s world-class moto culture has to offer.
It’s a 5 litre v-twin bike made from ⅙ of a Rolls Royce Merlin engine that was crashed into a field and dug up. Seriously
All the shops in Braidwood got into the spirit of things…
I had trouble with accomodation. Clearly, others didn’t
[ The Machine Show | Photos by Andrew Jones ]
Gasoline’s ‘The Keeper’ BMW R65, made for our good mate Cam ‘Stories of Bike’ Elkins
Written by Andrew Jones
The same thing happened every year. I’d promise myself that I’d go to Australia’s Machine Show and then at the very last minute the reality of travelling three hours south of Sydney would kick me in the family jewels. With a six-hour round trip, it’d either be a seriously big day or I’d have to organise accommodation and/or camping gear. And as it was now just a few days before the event, neither were very likely to happen easily. So I’d miss the show for another year. But not this year…
Sabotage Motorcycles’ 1976 Honda CJ360
Braidwood is a quite, historical town directly east of Canberra, Australia’s capital city. Three hours south from Sydney and eight hours north west of melbourne, it’s remote location only adds to the ethos; close to nothing but the Aussie bush, you know that the people who turn up are there for the right reasons and not just to pass the time between lunch and dinner. Hell, I was rained on twice and I dried out twice before I even arrived.
The show’s location also provides for an interesting mix of patrons. While most country bike shows would be lucky to have anyone under the age of forty turn up, exactly the opposite is true for their city counterparts. They are all wall-to-wall ‘yoof’ and craft beer. But at the Machine Show, the twenty-somethings with the waxed moustaches and the ironic sailors caps mixed freely and happily with the old crusty guys sporting the plaited beards and riding the antique Harleys. There were even cowboys there. All bike shows should be like this.
An early ‘80s Maico 250 Mega 2. It’s 488cc big brother was called the best motocross bike of its generation
For this Sydneysider, Braidwood gave me my first taste of the Autumn temperatures now working their way up the Australian coast from the south. And don’t get me started on the rain. Lending a decidedly Woodstock-ish feel to the event, the precipitation turned dust into mud and had any upright-loving biker looking on nervously as their beloved’s side stands sank ever-so-slowly into the rich and sludgy Braidwood soil. Supportive aluminium cans and scrap wood pieces have never been in such high demand, and so I retired to my hotel bed as the thunder and lightning rampages across the Tallaganda ranges to the west. More rain was coming.
Woken on Saturday morning by the sounds of more rain and warring ringtail possums on and in the tin roof of my 150-year-old digs, I grabbed a coffee in town and head back to the Braidwood Showground for the event’s biggest day. One hundred or so bikes born before 1989 have taken over the main arena. Unless your preferences are for LED lights and twelve-stage traction control systems, there’s something here for everyone. From Vincent Black Shadows and F-Head Harleys to Ducati desmos and Honda Cafe [URL='https://www.pipeburn.com/home/tag/racer']Racers[/URL], most serious bike lovers would’ve spent the day trying not to giggle like a simpleton at every bat of their eyelids.
“One hundred or so bikes born before 1989 have taken over the main arena. Unless your preferences are for LED lights and twelve-stage traction control systems, there’s something here for everyone.”
A ‘76 XT500 with weight-saving off-board electric starter
My personal highlights included Sydney’s Sabotage Motorcycles with their inspired 1926 Douglas and Honda CB125 mash-up boardtrack racer, Tom Marlay’s ‘Chook Chaser’ Yamaha 2-stroke tracker and Gasoline’s ‘The Keeper’ ‘86 BMW R65 cafe [URL='https://www.pipeburn.com/home/tag/racer']racer[/URL]. Watch this space for more soon. But limiting this armada of moto coolness to just three bikes would be like leaving a chocolate factory tour with nothing more than a single square of dairy milk melting in your guts. I didn’t see a bike I wouldn’t have given body parts to own.
The Machine Show has a certain charm that’s almost impossible to find in other bike shows. It’s far enough away from the Big Smoke to be refreshingly unfashionable while still attracting some of the best current builders East Coast Australia has to offer. It’s also able to comfortably display bleeding edge cafe [URL='https://www.pipeburn.com/home/tag/racer']racers[/URL] alongside Harley museum pieces and choppers covered in gold plating and airbrushed flames. But best of all, it’s a show where hip city slickers, retirees with grey pony tails and farm folks on brand new Toby Price KTMs can talk about bikes, have a cold one and revel in all that Australia’s world-class moto culture has to offer.
It’s a 5 litre v-twin bike made from ⅙ of a Rolls Royce Merlin engine that was crashed into a field and dug up. Seriously
All the shops in Braidwood got into the spirit of things…
I had trouble with accomodation. Clearly, others didn’t
[ The Machine Show | Photos by Andrew Jones ]
‘Dark Luminance’ feauring @croig.co. . We took our Triumph Street Cup #CROIG003 through the streets of Saint Paul, Minnesota in this video by @f3visuals @andrew_achter @montywheels. Enjoy! . Watch the full video on our page > bit.ly/DarkLuminance or click the link in the bio. . . #croig #caferacersofinstagram #caferacer #triumph #streetcup #streettwin #thruxton #nightrider #builtauthentic #videography
RIDE THE DRAGON. Panache Custom’s ‘Falkor’ Yamaha XS360 Scrambler
Written by Andrew Jones
“It took about two years from the moment I started unscrewing parts until the finished product was ready.” This is How Panache’s Charles Murillon kicked things off when explaining exactly how he sunk two years of his life into this rather beautiful little Yamaha XS360. “I had to wait to be able to afford the quality parts I wanted on it. “It quickly turned into a recurring joke between Charlie’s mates at Diamond Atelier and himself. “Hence the nickname ‘Falkor’ – the famous white dragon from the 80s movie ‘Neverending Story.’
Just like us, Charlie says that he likes to see builds that stand out from the crowd with their originality and quality. “This is what Panache is all about and this is my first official build,” he says. “It’s a Yamaha XS360 from 1977. This model is actually quite rare in France compared to the more commonly seen XS400. This bike was a literal barn find, but it was in perfect condition for a project bike. I used it as my daily ride to begin with and after a year of learning customisation at Diamond Atelier, I built the best looking bike I could make.”
Charlie then made a smooth rear hoop composed of seven different tube sections – each hand-made with a different radius – were welded together to create this unique shape. “One of the most distinctive features of this build are the brushed stainless-steel side panels. A sharp bend was made to each side, allowing a very pleasing play of the light on them.” Behind the panels are all the electronics of the bike, enclosed in a hidden steel box. Inside, you’ll find an Antigravity lithium battery and a Motogadget M-unit as well as the rectifier, regulator, and all other electronic components. A bespoke wiring harness was made and complemented with sleek Motone handlebar controls.
“Another feature that we added is the dual front discs. Out of the box, the XS360 only had a single front but it did also come with a rear disc, which was one of the reasons why I went for the 360. The original brakes were pretty bad, so I had to improve them.” Surprisingly, the 360 can be fitted with the dual front discs from the bigger XS650. The master cylinder was also upgraded, in combination with braided lines to ensure much-improved braking ability. Then an aluminum CNC-machined reservoir was built to fit seamlessly on to the original rear master cylinder.
The exhaust headers were in pretty good condition, so after a thorough cleanup, Chuck extended them to give them the upward swoosh he wanted. “I fitted two period-correct ‘Snuff or Not’ adjustable silencers that you can find on Honda Enduro bikes of the same era. They actually do make quite a difference, and they allow you to ride in the city without angering the pedestrians too much.”
“By far the hardest part was figuring out the electronics. On several XS models, Yamaha fitted electromagnetic rotors instead of a constant magnetic one. This means that as soon as you turn on the key, huge power is drawn from the battery until you actually start the bike. Tiny lithium batteries can only keep the electromagnet on for a couple of minutes without the engine running. So I had to fit a bigger one than expected and reorganize the electronics box to accommodate the bigger battery. The rest was easily handled by Motogadget goodies”
The distinctive features of this build that Charlie likes the most are the brushed stainless-steel side panels. “The light play on them is beautiful. Even the direction of the brush was taken into consideration to bring all the lines back up to the tail section. On a sunny day, along with the metallic paint coming alive, those side panels really catch your eye.”
[ Panache Customs – Instagram – Facebook | Photos by Josselin Trouilloud ]
Written by Andrew Jones
“It took about two years from the moment I started unscrewing parts until the finished product was ready.” This is How Panache’s Charles Murillon kicked things off when explaining exactly how he sunk two years of his life into this rather beautiful little Yamaha XS360. “I had to wait to be able to afford the quality parts I wanted on it. “It quickly turned into a recurring joke between Charlie’s mates at Diamond Atelier and himself. “Hence the nickname ‘Falkor’ – the famous white dragon from the 80s movie ‘Neverending Story.’
Just like us, Charlie says that he likes to see builds that stand out from the crowd with their originality and quality. “This is what Panache is all about and this is my first official build,” he says. “It’s a Yamaha XS360 from 1977. This model is actually quite rare in France compared to the more commonly seen XS400. This bike was a literal barn find, but it was in perfect condition for a project bike. I used it as my daily ride to begin with and after a year of learning customisation at Diamond Atelier, I built the best looking bike I could make.”
Charlie then made a smooth rear hoop composed of seven different tube sections – each hand-made with a different radius – were welded together to create this unique shape. “One of the most distinctive features of this build are the brushed stainless-steel side panels. A sharp bend was made to each side, allowing a very pleasing play of the light on them.” Behind the panels are all the electronics of the bike, enclosed in a hidden steel box. Inside, you’ll find an Antigravity lithium battery and a Motogadget M-unit as well as the rectifier, regulator, and all other electronic components. A bespoke wiring harness was made and complemented with sleek Motone handlebar controls.
“Another feature that we added is the dual front discs. Out of the box, the XS360 only had a single front but it did also come with a rear disc, which was one of the reasons why I went for the 360. The original brakes were pretty bad, so I had to improve them.” Surprisingly, the 360 can be fitted with the dual front discs from the bigger XS650. The master cylinder was also upgraded, in combination with braided lines to ensure much-improved braking ability. Then an aluminum CNC-machined reservoir was built to fit seamlessly on to the original rear master cylinder.
The exhaust headers were in pretty good condition, so after a thorough cleanup, Chuck extended them to give them the upward swoosh he wanted. “I fitted two period-correct ‘Snuff or Not’ adjustable silencers that you can find on Honda Enduro bikes of the same era. They actually do make quite a difference, and they allow you to ride in the city without angering the pedestrians too much.”
“I fitted two period-correct ‘Snuff or Not’ adjustable silencers that you can find on Honda Enduro bikes of the same era.”
“By far the hardest part was figuring out the electronics. On several XS models, Yamaha fitted electromagnetic rotors instead of a constant magnetic one. This means that as soon as you turn on the key, huge power is drawn from the battery until you actually start the bike. Tiny lithium batteries can only keep the electromagnet on for a couple of minutes without the engine running. So I had to fit a bigger one than expected and reorganize the electronics box to accommodate the bigger battery. The rest was easily handled by Motogadget goodies”
The distinctive features of this build that Charlie likes the most are the brushed stainless-steel side panels. “The light play on them is beautiful. Even the direction of the brush was taken into consideration to bring all the lines back up to the tail section. On a sunny day, along with the metallic paint coming alive, those side panels really catch your eye.”
[ Panache Customs – Instagram – Facebook | Photos by Josselin Trouilloud ]
