Custom Builds From Bikebrewers

[DaveM]

RTR Electric motorcycles – Startup presents scrambler with classic looks

The motorcycle industry, at least on the combustion engine side, has not seen a lot of new brands come to life the past few decades. Yes, we did witness the successful resurrection of famous brands from the past, like Indian and Royal Enfield, who are developing and pushing out impressive ranges of truly great motorcycles. But we haven’t seen many new brands of combustion engine motorcycles lately.

However, the birth and subsequent rise of electric motorcycles has resulted in a whole slew of new manufacturers. Zero was an early starter in 2006, and especially in the last few years quite a few new entrants, like Energica and Cake, have emerged.

But for the motorbike enthusiast with a fondness of classic styling – like myself, I have to admit – many of these motorbikes just don’t look right… Mainly due to the necessity of big battery racks I guess, but it seems quite a few new builds either go for sportsbike-like fairings which hide these batteries (like Energica), or for quite radical new styling accentuating the difference with combustion engine bikes (Cake or Sondors). And the ones who take their styling cues more from ‘regular’ motorcycles, look, at least in this author’s admittedly biased opinion, clunky at best…

There are exceptions of course, like RGNT Motorcycles from Sweden, and now there is a promising new brand out of Brazil just starting up, called RTR Electric motorcycles!

Because what better base for a real commitment to classic lines than founders who share a 30-year history of designing and building award-winning custom motorcycles under the label ‘Retrorides By Lourenço’. You may know them from their book “The CafeRacer Bible”, a great “How to build” resource, and from their sublime proprietary suspension for the BMW K100…

So now, following their desire to play their part in creating a cleaner and smarter future for humanity, they founded RTR Electric motorcycles.

Their first model, the 799e, is an electric scrambler targeted at urban use. Its design is inspired by the iconic Scramblers of the 1970s – and it looks the part!

Pre-production exemplars are undergoing the homologation process in Brazil now, production of the RTR 799e is scheduled to start December 2023. They plan to start selling these bikes in Brazil, the United States and in Europe to begin with.

RTR are determined to preserve their custom DNA, their reputation for delivering great motorcycles, and their spirit of “handcrafted by hand”.

They aim to accomplish this by offering full customization options on the website as part of the purchase process, by using the best high-quality parts and by completely hand-assembling the RTR 799e in Brazil…

On the website, customers will for instance be able to choose the colors, the type of seat, the type of tires, the type of front fenders, the type of headlight, to use side plates or not – making each motorcycle unique.

High quality also means that these motorcycles are built with noble materials that do not harm the environment, and are built to last while also designed to be upgradable. A really neat detail is that where gas would be stored before, the 799e has a 7-liter glove compartment to store your stuff!

While the 799e’s range is not stellar today at 120 km with a full battery, RTR are partnering with major battery developers to significantly increase this autonomy. You can charge it by just plugging into a regular 110/220V outlet.

Top speed of 127km/h is certainly acceptable for its intended mostly urban use. And the ‘kick’, as with all electric motorcycles, is the instantaneous torque thanks to the electric motor delivering “everything” at once, which propels you like a bat out of hell as soon as you twist the throttle!

So all in all RTR are well underway on this exciting journey. Driven by passion as they are, they still want to achieve their goals faster and more efficiently, so they are currently selecting investors to help them. But help them in a way that allows them to stay true to their starting points: Really change the way people get around, by providing a cleaner and more sustainable electric alternative, but also to construct these beautiful motorcycles in their native country of Brazil!

www.rtrmotorcycles.com

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[DaveM]

BikeShed London Motoshow 2023

As I’d never been to the BikeShed Motoshow and just knew it by reputation – as one of the premier custom motorcycle shows in the world – I was thrilled to have two of my Hard Motos bikes chosen to be exhibited there. Couldn’t resist, even if it meant travelling from Amsterdam on Pentecost weekend – and that I had to spend a couple days polishing my bikes to make them look the part!

So off to London and the venue, Tobacco Dock near the Thames River and the Tower of London…

That was the first thing that struck me, such a great place – old buildings but tastefully restored with a couple of old sailing boats outside for decoration. Loads of rooms, all laid out for the hundreds of bikes on display. And for the various bike brands showing off the best customs based on their various models… Plus a sampling of motorcycle-related vendors ranging from clothing obviously, to art, to tea – how British!

Second thing I noticed was the efficient organization and great (mostly volunteer) staff on hand to help you get sorted. Loads of security – such as individual tie-wraps on the bikes, so you could only remove your own at the end of the show. And by having security staff everywhere.

Not that I felt it was needed, the atmosphere was genuinely friendly and relaxed all through the event, even on Saturday morning when the lines went for hundreds of meters before the show opening at 10:00AM.

And then the bikes! The theme this year was ‘Past, Present and Future’, and numerous bikes fitting all three categories present…

For ‘Past’, loads of great bikes, going from pre-war restored to better than original, to choppers, bobbers and caféracers.

For ‘Present’, quite a few retro-bikes, new but converted/modified to yes – choppers, bobbers and caféracers. But remarkably there is another type of custom becoming quite prominent in this category, enduro bikes! A lot more colorful on average than what we are used to from custom bikes – with the possible exception of choppers from the seventies.

‘Future’ – quite a few electric bikes of course, including what Dutch law considers bicycles – fat bikes like Super73. I saw a prototype of a more performant bike though, so that may be coming…

There also was a virtual presentation of a sort of chameleon bike – taking different shapes for different rides – that you could access by scanning a QR code, but I guess I’m old-fashioned; prefer to see the real bike…

There was a pre-opening evening on the Friday for press and VIP invitees, with some nice music but endless lines at the three only food vendors open that night, so we snuck out to get dinner at the Smoking Goat – near the BikeShed HQ in Shoreditch – amazing!

So got there Saturday early to find a mind-blowing number of folks already in line waiting for the opening of the show. Luckily, we could get in around back – just by showing our exhibitor wristband. And indeed, Saturday was crowded, but never overcrowded, the venue is large enough to accommodate a vast number of visitors without it feeling cramped.

Sunday was a bit less crowded, so enjoyed taking in the 300-plus marvelous bikes on display again!

There was entertainment – both live music at all hours in the main hall and presentations plus panel discussions in the Shed Talks building. There was food and drinks galore on the Saturday and Sunday, a variety of food trucks were parked just outside the venue. Nice weather, so getting a bit of a tan while having a nice latte was definitely part of the morning routine…

All in all, one of the nicest motorcycle shows I’ve seen, definitely worth it, I’ll be back for more!

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[DaveM]

Stay Cool with INUTEQ!

Psst, stay cool with Inuteq!

Hey, riders! Beat the heat and avoid heat stress symptoms during your motorcycle rides!

The summer has just begun, and it’s been scorching hot for days. Especially when you hop on your bike in these tropical temperatures!

Inuteq ensures you can fully enjoy these hot summer days on your motorcycle while staying cool and comfortable.

INUTEQ offers a range of cooling products specifically designed for riders like you. We’ve got innovative body cooling sleeves, body cooling bandanas, and body cooling vests. These products aren’t just great for riding; they’re perfect for everyday life too!

The cooling effect of INUTEQ’s Bodycool Sleeves is ideal for golfing, fishing, cycling, hiking, and many other outdoor and indoor activities.

These multifunctional products make life a little cooler.

Introducing the Bodycool Smart, a comfortable and lightweight vest designed to keep you cool outdoors. Its cooling effect is based on the age-old principle of evaporation cooling. And it’s incredibly easy to use. Just fill the vest with tap water, put it on, and it will instantly cool your body.

This cooling effect can last from 8 hours up to 3 days, depending on the ambient temperature, humidity, and airflow around your body. By wearing this vest, the temperature on your skin can drop between 5-15°C.

While most people find heatwaves and extreme hot weather uncomfortable, certain individuals are at a higher risk of getting sick from excessive heat or, worse, suffering from heatstroke. These include:

• Those who are overweight or obese
• People not accustomed to relatively high summer temperatures, such as tourists or visitors
• Socially isolated individuals
• Those with certain chronic health conditions like diabetes, respiratory diseases, or circulatory disorders
• Babies, young children, and seniors over 70 years old
• Engaging in strenuous outdoor activities in poorly ventilated spaces or directly under the sun

Why take a risk? The innovative collection of cooling products from INUTEQ, available through distributor Jopa Racing Products, can provide a solution for you. Stay safe and stay cool!

Ask your local dealer about Inuteq today!

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[DaveM]

Flat Track racing – having fun on the oval track!

Flat Track racing may not be that well-known here in Europe, but it is certainly one of the most fun, and – importantly – most accessible forms of motorcycle racing out there. So, when Royal Enfield invited me to try it out, I was quick to accept and showed up for my day of training at the Flat Track in Noordeloos (South Holland).

Royal Enfield already has started these so-called Slide Schools in India, Thailand, the USA, the UK, and Italy. Now Royal Enfield Europe is also launching this in the Benelux, under the name of “Flat Track Academy powered by Royal Enfield”

What these Slide Schools have in common is that the riding is done on flat-track prepared Royal Enfield Himalayan 411cc motorcycles… What does that mean? Well, these bikes are stripped down versions of stock motorcycles – no mudguards for instance, but what jumps out immediately is that there is no front brake!

The other thing with flat track riding that really pulls you out of your comfort zone – as a more or less experienced motorcyclist – is the steel shoe you get to put on your left foot. Put on your gear, strap on the steel shoe and on to the track! An oval track, dirt or gravel with short straights and a 180-degree left hand corner at both ends, it’s that simple.

But that does not mean Flat Track is easy though! You have to forget a lot of stuff – like having a front brake… There is none so the only way to slow down is the engine and the rear brake. And then putting your left leg out to slide on the metal also takes some time to get used to! The idea is to hit top speeds on the straight of the oval before leaning over, sticking your left leg out and sliding into the corner to make the 180-degree turn, and then race back down the other straightaway. That slide into the corner is really what makes Flat Track very different from any other kind of racing I have done….

Maikel Dijkstra, our fully licensed motorsport trainer and international Flat Track racer, started us out with trying to make really small ovals, to get a feel for sliding with your left foot out, as your main cornering technique. Then on to practice runs on the whole track with some cones laid out to get to the optimal lines. Maikel showed us the basic techniques that will allow you to get around the track, but there are more – harder – ways to round that oval track much faster… Flat Track as it turns out is a sport that is easy to ride, but hard to master!

Anyway, by the end of just a couple of hours we got to do some real laps, even a quick race or two, and that really was a whole lot of fun!

Flat Track racing is one of the fastest growing motorsports, and Royal Enfield and the Flat Track Academy are obviously keen to have many more folks getting into it… To celebrate the launch of the Flat Track Slide School in the Benelux, they are giving our readers a chance to win one of these courses!

So, do you want to win a Slide School course, worth €190,-, given by the Flat Track Academy powered by Royal EnfieldBenelux?

The Flat Track Academy organizes these 3-to-4-hour courses at tracks in Vledderveen or Roden in the Netherlands. All you have to do is send me a note ([email protected]) telling me why you would like to win this Flat Track course… Please send in your entry by July 22 to be eligible to win! Keep in mind that the winner must be 15 or older, and you will have to bring your own motorcycle-riding gear (helmet, gloves, protective jacket/trousers and shoes over the ankle) to the course, date and place to be arranged with Maikel.

Disclaimer: By participating in this promotion, you give MotoMondo (Royal Enfield’s distributor on the Benelux) permission to use your personal data. MotoMondo processes your personal data for marketing purposes and will treat your personal data confidentially.

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[DaveM]

Powerbrick

Timothy Somers is a relative newcomer on the motorcycle scene – certainly compared to an oldtimer like me who got on a bike for the first time in 1980…

But he – and his company Powerbrick – have really started to make an impression in this two- wheeled world, and certainly among aficionados of the K-series BMW’s. That’s where the roots of the company are, the 80’s to early 90’s K-bikes from BMW, with the big rectangular engine blocks hanging under them – hence the name ‘Powerbrick’.

Timothy started riding in 2018, got a motorcycle driving license and bought a BMW K100 at a good price. This was at the same time as he quit his job at his design agency, having worked on the design and production of many different consumer goods.

As the K-100’s styling was really not to his taste and he had the time, he started customizing the bike in his shed almost right-away, designing and then making the first specimen of the part himself. And put every stage of the transformation on instagram, which pretty soon had a steady inflow of followers, who then also started asking for him to sell them these parts he had designed.

Powerbrick – the company – was born. He started to have the parts produced in larger quantities and selling them though his insta page. As a professional designer, Timothy completely develops his products on his computer in 3D-rendering. And these designs can be sent right over to the factory to be moved into production!

The parts-business actually flourished during the covid years. I guess as lots of enthusiasts were stuck at home with a K-series bike in the shed, had the urge to make it perform and look better, had time to scour the Internet for ideas, but then also the time to actually do something about it…

Most sales originate from Powerbrick’s Instagram presence, maybe a bit via Facebook, but all without spending money on marketing! More recently, Powerbrick started to promote the brand at motorcycle shows, like the BMW Motorrad days in Berlin and the BikeShed MotoShow in London this spring.

As to be expected for an internet-era company, Powerbrick’s clientele is truly international, with lots of orders from the United States and Australia, and relatively few from its ‘home market’, the Netherlands.

Over the past couple of years, more motorcycles were bought as a development platform for his parts on one hand, and to show off the parts that he is producing on the other. These motorcycles are then sold when finished, making Powerbricks a custom shop on top of a parts design and manufacture business.

Last year (2022), Powerbrick realized two of such full custom conversions, they are planning to do three this year and then keep on a steady but controlled growth path – 4 full conversions in 2024. Timothy wants to keep full control of his customs, building them in accordance with the Powerbrick style and not limited by demanding customers. The Powerbrick set-up in Schiedam, in the Netherlands, reflects this very well: a spartan but well-equipped workshop – come office and warehouse – in a soon-to-be-torn-down industrial space, and just Timothy and Sasza, his trusted sidekick, doing all the work…

Powerbrick produces and sells custom triple clamps, subframes, air-filter sets, headlight covers, tank caps, exhausts… All in all some 70 different parts, all designed in-house, and produced exclusively for Powerbrick. Mostly for BMW’s K-series, but more recently they are expanding to the R-series as well.

And, right now, Powerbrick stands at the beginning of an exciting new adventure, taking on Harley Davidsons. For the Amsterdam/Rotterdam HD Dealer, Powerbrick is starting to convert 3 brand- new Harleys; a Sportster, an adventure-touring model, but also an electric bike , the LiveWire. We are excited to see what those bikes are going to look like!

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[DaveM]

Enduroboxer, a BMW airhead transformed from a police motorcycle into an winning enduro racer!

Enduroboxer…

Yes, what about it? The first BMW R80G/S? The airhead that jump-started the career of dualsport motorcycles and dominated the Paris-Dakar Rally?

Yes, that one, on steroids! Or on a diet..? I’m not sure, let’s get into it!

Intro​

Inspired by German legends Fritz Witzel, Eddi Hau, and Herbert Schek, Manuel had the idea to enter an 800cc airhead into an enduro rally for twins >500cc. Not the obvious choice, since the airheads are neither particularly lightweight nor particularly powerful. Especially the ones that were originally assigned to the German Police Force. So what did Manuel do to this battleship of a bike to allow him to race in the enduro class and even become German national champion in the Interessengemeinschaft Enduro (IGE) class?

The donor bike​

He acquired the former Augsburger bike and reinforced the frame to allow for the abuse he was about to put it through. He designed, cut, and welded reinforcements to the steering head, the top tube, and to the swingarm attachment points. Then, he swapped the original twinshock for a later model paralever. This reduces the reactionary forces of the drive shaft construction and allows for the use of a centrally mounted rear shock. The top of that shock mounts to the main frame, rather than to the rear subframe, which was common standard on the original twinshock airheads. The current subframe Manuel built himself, and hosts the Maico seat and the SR Racing muffler, another weight saver. The elongated design allows for sufficient padding and shifting weight easily in rough terrain. A Preston Petty MX fender prevents the mud from collecting on top of the bike.

The modifications​

At the front, all mid-1970’s components have been swapped out for more modern, high-performance parts. A WP AER fork sits in reinforced CNC aluminium triple clamps. These too Manuel designed and produced inhouse. Just behind that sits an aluminium petrol tank, kindly donated by a Husqvarna. The engine sits centrally in the frame and Manuel heavily modified it to suit his needs. Most obvious are the additional oil-cooler, the rerouted exhaust headers, and the hefty bash-plate. Yet something is off when you look at it. If you look closely, you will find that he ground off the top of the engine case, timing cover, and front engine cover to save weight. It currently boosts 880cc and puts out sufficient grunt to get Manuel across the finish line first. It’s not comparable to what a modern 900cc engine would put out in terms of power, but remember that these engines were engineered to be very rideable. They put out an impressive amount of torque across the rev range. And that is saying something! Especially when you consider that Manuel stands over 2 metres tall. Perhaps that’s the secret to his success. He found a niche where he can combine his height, his talent, and his wrenching skills, and compete at the top level. When you see him on his enduroboxer, he whips it around like a dirtbike!

Put to action​

What makes the bike so special is that it has been built to ride, and that it is ridden. For many years now it accompanies Manuel at sport events, and they have experienced many highs and lows together (pun intended!). They have ridden the Erzberg Rodeo, Le Tourquet, and the many IGE enduro competitions. And still, it makes him happy to ride! About the bike in his own words [translated from German]: “The motorcycle rides great, it is really fun. One should not forget though, that I built it specifically for myself, and that I massively modified it over the years. A bike so fitting, I would never have been able to buy off the shelf.”

Inspired?​

Now if this has tickled your fancy, or if one of our earlier posts about enduro or dualsport boxers did, get in touch with Manuel. During the week when he is not winning on the track, he is giving it his best in the shop. Over 130 frames have been straightened and/or reinforced by their hands. And if you look closely, you will start to see Manuel’s work in many other motorcycles. Frame modifications, custom builds, and parts, SWT-Sports is a one-stop-shop for getting the airhead of your dreams, especially when you’re looking beyond a bobber or cafe racer!

Photos provided by Manuel Schad

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[DaveM]

Registrations open for the 2024 Budweis Indian Motorcycle Custom Show!

The only custom show fully dedicated to Indian Motorcycles is gearing up for its third edition, with registrations open as of today!

The Budweis Custom Indian Motorcycle Show will take place again in České Budějovice – aka Budweis – in the Czech Republic, from June 13 to 16, 2024.

Ola Stenegärd, Director of Product Design for Indian Motorcycle, is a strong supporter of the show: “There isn’t much in life that gets me more excited than a custom motorcycle show. As a designer and custom builder, I really feed on that creative energy. As a long time Indian Motorcycle fan from way back as a kid, the growth of this show in such a short time is food for my soul.”

Registrations for the Budweis Custom Indian Motorcycle Show are open as of today, the organizers are inviting builders of all levels, from aspiring rookies to seasoned veterans…

You can enter your custom Indian Motorcycle for one of the seven classes:

• Indian Scout
• Indian Chief / Non-Fairing
• Indian Motorcycle Bagger
• Indian Motorcycle Vintage
• Indian FTR / Sportbike
• Indian Motorcycle ClubStyle / Performance Bagger
• Indian Motorcycle Freestyle

The ClubStyle/Performance Baggers class is new for this year, welcoming this exciting new trend to the show.

And the Freestyle class is also new, this is also the only category where entrants do not need to be road legal. However, entries in all classes must be able to start and ride their builds onto the podium to accept their awards.

Finally, one build will be awarded the Best In Show trophy…

The Budweis Custom Indian Motorcycle Show has gathered a really impressive judging panel to evaluate the entries for all these classes. Brian Klock, President of Klock Werks, is joining as President of the Jury. Brian – aka the “Godfather of Baggers” – confirmed taking this role for the 2024 Show, saying: “Indian Motorcycle is near and dear to my heart. Having been part of the aftermarket advisory team since 2014 and designing many of the limited editions coming out of the factory, just like Ola, a custom show dedicated to Indian Motorcycle is something I’m really excited about. I cannot wait to meet everyone at Budweis next year and see their craftsmanship and incredible skills.”

Brian will be joined in the judging panel by other dignitaries, including his wife Vanessa, Ola Stenegärd and Onno Wieringa (Official AMD World Championship photographer), to evaluate the entrants.

So if you want to show off your custom Indian Motorcycle with the chance to win a prestigious award in one of the seven classes, pre-register your bike between now and Friday, May 31, 2024, at: www.budweiscustom.show/#BCS24form.

And if you are not ready by that time, ride-in entries will still be accepted until Saturday, June 15.

For more information about the 2024 Budweis Indian Motorcycle Show visit www.budweiscustom.show

And in case you missed the 2023 edition of the Budweis Indian Motorcycle Custom Show, check out the Indian Riders Fest 2023 Official Video!

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[DaveM]

Transpirenaica Chronicles: Riding the Pyrenees – A Symphony of Iron, Rain, and Resilience

In the early glow of a summer morning in mid June, 12 people met at a filling station in Berlin. After filling our tanks and our bellies, we set out towards Kassel, final destination: the 12th edition of Wheels & Waves in Biarritz, France. The crew astride their iron steeds, including three Ducati’s, BMW’s, Triumphs, Honda’s, Royal Enfield, Moto Guzzi, and two sponsored Moto Morini’s.

Photo: Cäthe Pfläging

The unifying factor for this random collection of bikes: Craftwerk Berlin. Craftwerk is a community garage where members can store their motorcycles, do regular (supervised) maintenance, build their custom bikes, and enjoy a range of motorcycle related events, including ride-outs, workshops, and motoGP and documentary screenings. It includes an event space that can be rented and doubles as a museum, as well as a cafe that is also open to the public. If you find yourself in Berlin, this place comes highly recommended. One of the founders and one member put their heads together and planned this trip to Biarritz and dubbed it “Transpirenaica”. Why? Because we would make tracks across the southern, Spanish Pyrenees from the Mediterranean coast to the Atlantic coast and back along the northern, French side.

Photo: Janna Strauss

The first leg, Berlin-Kassel, was uneventful, except for a rogue exhaust baffle that was McGyvered back into the exhaust with a paperclip. The route took us via the Bauhaus Museum in Dessau for a cultural coffee stop and through the Harz Mountains National Park to balance out the Autobahn kilometers. In Kassel, Rudi and his bus were waiting for us. A strategically timed bus to expedite the transport of the 12 and their motorcycles to Perpignan. Two more people arrived by train, they would be driving the support vehicle. While loading the motorcycles, the group enjoyed a lavish filling station dinner on the pavement, before the 14 embarked on the bus and tried to get some shuteye. 18h later, we disembarked in the south of France and gave our bikes and luggage a once-over. One of the oldies required its tappet clearances proofed and head studs retorqued, making it the second “repair” within 500km. Here, another Triumph plus rider from Vienna joined us.

Craftwerk x Transpirenaica x Wheels & Waves 2023 at Bauhaus Museum, Dessau, Germany on Saturday, 17 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

From Perpignan we set out via the country roads into the hills to have lunch at le Donjon de Pyrepertuse in Duilhac-sous-Peyrepertuse. After refueling the humans, the curvy roads of the Pyrenees took us through de Gorges de Galamus, with its steep cliffs cut by the rivers deep down below and a road hacked into the canyon walls with dramatic overhangs, riding this narrow road send the heart racing while dropping your jaw in awe. The contrast when going over Col d’Ares, across the border into Spain, was stark. Whereas the canyon is enclosed and narrow, the views from the mountains are wide and far. We overnighted at the campsite Vall de Camprodon. Here, we were united with an additional 3 riders who made their own way south with the support van, loaded with a Yamaha, Rieju, and a BMW. Having a support van would soon prove to be the smartest decision of the entire trip. Earlier, we got separated from the Guzzi that had ignition issues, but made its way to the campsite with a hand drawn paper map. It sure helps when you speak Spanish fluently.

Photo: Cäthe Pfläging

The next morning we left for Montardit de Baix, via Castellar de n’Hug and Cadí-Moixeró Natural Park. We had divided the group into two smaller groups based on riding skills, which eased the riding, yet complicated the logistics. Windy roads, up and down mountains were a welcome change from the straight roads we usually ride around Berlin.

Photo: Cäthe Pfläging

Next morning, after a breakfast of toasted sandwiches, croissants, coffees, and orange juice, we set out for some more mountain passes. Unfortunately, the Moto Guzzi stayed behind, again. Though this time something had gone missing… the ignition key. Searching every pocket, trousers and jacket, twice, and after unloading and repacking the van, twice, and searching through all the camping gear, the decision was made to load the Guzzi into the van and catch up with the rest of the group. Meanwhile, atop a mountain, one of the other riders was rather surprised to find an unfamiliar key in a jacket pocket… Black leather jacket surely do look alike when the sun has gone down.

Craftwerk x Transpirenaica x Wheels & Waves 2023 at , Harluze, France on Friday, 23 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

The third night we stayed in Boltaña. We caught a little bit of rain that day, and we moped about Spanish summer weather. Little did we know what tomorrow would have in store for us.

After a peaceful sleep, the skies had cleared up a bit, and we happily got on our bikes for more windy roads. We tracked through beautiful gorges and over mountain passes with stunning views. The weather, however, was not on our side that day. We barely saw the sun, and the clouds grew a deeper grey. The groups got further split up, and I was in a group of four tracking north through the valleys towards camping Asolaze in Isaba. As the rain got more intense, we missed a turnoff and rode all the way to the end of the valley in what had become a torrential downpour. On the side of the pavement, small rivers of murky yellowish brown water had started to flow. More than once we saw the front wheel dip into a puddle up to the axle. At the end of the road we spotted an inn, we made it!
Except, the inn was not Asolaze, it was the Linza Inn, one valley east of where we needed to be, separated by a 1500m tall mountain. So we had to track back half an hour, ride over the mountain pass, and north again in the next valley. The 20km that normally takes less than half an hour, now took 45 min. The rain persisted and the insoles of my boots were drenched, water had gotten in everywhere. Rain gear is only water proof until it is not. Luckily we all made it to Asolaze without any incidents or accidents, and warm tapas awaited us. Another sponsored bike, a BMW R18 ridden by the mind behind North of Berlin motorcycle gear, joined us here.

Craftwerk x Transpirenaica x Wheels & Waves 2023 at , Isabe – Ansó, Spain on Thursday, 22 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

No rides were planned for the next day, so everybody was free to decide whether they would ride somewhere, or relax and dry their clothes. A few made tracks into the mountains to the Canfranc hotel in the Aragon valley. The former train station, built in 1928 on the border of France and Spain, stood abandoned from 1970 until in early 2023, when it welcomed its first guests as a hotel. A great stop for photos or a coffee.
Half of the group tracked back to the gorge south of Ansó to shoot photo and video for the various motorcycle, gear, and helmet sponsors. Shooting video while riding the two Moto Morini and the two BMWs was fun! Contrary to the day before, it was a right scorcher! Over 30 degrees Celsius is comfortable at the beach or manageable while riding, but standing in the bright sun in a full North of Berlin suit or Rusty Stitches denim and leather gear is another story.

Craftwerk x Transpirenaica x Wheels & Waves 2023 at , Ansó – Biniés, Spain on Thursday, 22 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

Craftwerk x Transpirenaica x Wheels & Waves 2023 at , Ansó – Biniés, Spain on Thursday, 22 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

Craftwerk x Transpirenaica x Wheels & Waves 2023 at , Ansó – Biniés, Spain on Thursday, 22 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

At the end of the day, everybody rode to the top of the pass for a sunset and picnic dinner. The road conditions were excellent, the curves exciting, yet fog obscured the view and dinner was postponed. The last rider joined the group here, atop a stunning Ducati 999S, now totalling 18 people.

Photo: Cäthe Pfläging

Photo: Casper van der Ven

The next morning we set out for our destination: Biarritz! Due to the recurring ignition difficulties with the Guzzi, and a worn rear tyre on a Ducati, a small subgroup set out to San Sebastián to find a motorcycle shop. While the shop changed the tyre, the boys got their tools out and had a go at adjusting the Guzzi’s points and timing. They were rewarded with a sunset on the beach, a couple of beers, and the local specialty plates of food to share, pintxos, or Basque tapas. Think deep fried potatoes (Krokettas), battered meatballs (Bolas de Carne), and omelets (pintxos de tortilla). Ádamo is famous for theirs. Since it was the night before the summer solstice, or San Juan Eguna, local artists performed on a stage on the Padre Claret square next to Zurriola beach and the entire town danced the traditional folk dances into the night around a huge fire. The atmosphere was simultaneously ecstatic and relaxed, without having that all too familiar tacky tourist vibe. The Guzzi remained in San Sebastián. This time not due to technical difficulties, but because the rider gifted this motorcycle to his father, who resides here and has been considering getting back in the saddle. What a wonderful gesture!

Our base in Biarritz was at Camping Erreka, a central point to enjoy the festivities around Wheels & Waves. We went to the flat track races in San Sebastián, the concerts and vendor show at the Cité de l’Océan in Biarritz, and spent a day on the beach to rest our bodies after a week of riding all day, every day. Unfortunately, the swell was taking a rest too, and surfing was out of the question. We made up for it by cutting ourselves a large slice of Gâteau Basque, a buttery, crumby textured, tender cake, the local specialty.

Craftwerk x Transpirenaica x Wheels & Waves 2023 El Rollo Flat Track Race Wheels & Waves at Hipódromo, San Sebastián / Donostia, Spain on Saturday, 24 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

Craftwerk x Transpirenaica x Wheels & Waves 2023 El Rollo Flat Track Race Wheels & Waves at Hipódromo, San Sebastián / Donostia, Spain on Saturday, 24 June 2023.
Foto: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

Craftwerk x Transpirenaica x Wheels & Waves 2023 El Rollo Flat Track Race Wheels & Waves at Hipódromo, San Sebastián / Donostia, Spain on Saturday, 24 June 2023.
Photo: Patricia Sevilla Ciordia Copyright © 2023 Patricia Sevilla Ciordia, all rights reserved. Site At Work – PATRICIA SEVILLA CIORDIA

Photo: Janna Strauss

Photo: Cäthe Pfläging

After two nights at the festival, enjoying the concerts, the motorcycles on display, the shows, the vendor stalls, and meeting like minded people, we set out back towards Berlin. Via various mountain passes, including Col de Cloze and Col du Tourmalet, we made our way to Camping d’Esplantats in Sarrancolin. Riding in this part of France provides routes to everyone’s liking. What a wonderful part of the world! The local bakery provided us with croissants, coffee, and even flan, the caramel pudding, before setting out the next morning. Parts of the group had split off to make their own tracks back, due to different schedules and obligations.

Photo: Cäthe Pfläging

After a long day in the saddle, over hills and through beautiful forests, we arrived at Camping Domain LaCanal, run by a Dutch couple. Though they weren’t quite open for the season, they put us up for the night and even cooked up an enormous breakfast the next morning. A lovely campsite on a hillside, with a fantastic view down the valley. Unfortunately, I had to retire the R80 and send it home with the van due to a blown seal and insufficient time to obtain parts, repair it, and make it to Italy in time for a wedding. Similarly, the Ducati 999 had to retire as well. It had tried spreading its wings the previous day, when someone took it for a top speed test on the local highway. It overtook me with a roar unique to a desmodromic twin with an open exhaust system. Shortly after I spotted a bright red panel on the asphalt, as well as two black tyre tracks, waving and crossing each other from the left lane, into the middle lane, across the right lane, and I feared to see motorcycle and rider separated on the side of the road. Due to skill and a huge dose of luck, both rider and bike were standing upright at the next exit, though the Ducati looked a little naked. The Italian Stallion had actually succeeded in shedding its wings. The wind had caught underneath the fairing and ripped both left and right panels off, almost throwing the rider off in the process. Shaken and flabbergasted, we all took a minute to count our blessings.

Photo: Casper van der Ven

The blown seal ended the trip a little early for yours truly, but thanks to the French and Italian public transport system, I actually made it to the wedding in Italy three days later. The rest of the crew tracked back to Berlin via the French and Swiss Alps. Keen to see more? Check out this video on Nils Homann’s channel (photo & video credit: Cäthe Pfläging, Patricia Strauss, Felix Schmidt)

Photo: Cäthe Pfläging

Photo: Cäthe Pfläging

The post Transpirenaica Chronicles: Riding the Pyrenees – A Symphony of Iron, Rain, and Resilience appeared first on BikeBrewers.com.

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[DaveM]

“The Nightcrawler” Honda CL500 with MOTOISM Plug&Play CL500 kit

“The Nightcrawler” Honda CL500 with MOTOISM Plug&Play CL500 kit​

In 2024 the Honda CL500 draws from 60 years of history. The first scrambler rolled off the assembly line in 1962, the CL72. This is the model that Dave Ekins and Bill Robertson Jr. rode down the Baja Peninsula in Mexico, setting the stage for the famous Baja 1000 rally that officially first took place in 1967. Since then, the engine volume has increased to 450cc’s in the mid 70’s before a 50 year hiatus in the CL production line occurred. Now the CL is back! In 2023 the Honda CL500 was introduced to the public as the fifth model around the 471cc twin engine. With similarities to the Rebel 500, it distinguishes itself from its popular brother by a more upright riding position, a high exhaust, larger cast aluminium wheels (17”/19”) and longer suspension travel. It puts out 34kW and 43.3Nm on a little under 200kg.

(Image by Honda)

Overall a reliable bike that we expect from Honda, aimed to accommodate the people who do not feel at home on the cruiser, racer, adventure, or naked model that precede the Scrambler. Honda does offer an optional travel package, adventure package, and style package. We think it could be a little more daring in design. This is where the MOTOISM team in Munich comes in. They too saw the potential.

Enter the Nightcrawler​

When faced with the Honda CL500, its latent potential beckoned to them. Teaming up with Honda Germany, they embarked on a mission to harness this potential, birthing ‘The Nightcrawler’—a manifestation of untapped attitude. The goal was to breathe life into the motorcycle, unveiling a spirited essence it concealed from the outset. This transformative shift was achieved through five meticulously curated elements that are now sold as a plug&play kit, facilitating a rapid metamorphosis of your CL500 within mere hours.

The kit includes a lamp mask, fork covers with built-in LED indicators, a tail tidy with light assembly and license plate holder that really clean up the rear end, and a shorter front fender to give it a sportier look. The kit is available from the MOTOISM directly

In the case of this particular CL500, their dedication reached new heights. Alongside the development and integration of their Plug&Play CL500 kit, they sought the artistic touch of Andy Werner for a tailor-made graphic design. The enhancements encompassed the installation of an Arrow exhaust, mirrors, and tires, complemented by CeraKoted components, including the levers. The outcome? A bike that exudes a distinct customized aesthetic, yet demands less effort to replicate compared to a traditional custom build. This plug-and-play ethos, defining both their bikes and their parts, is a cornerstone of MOTOISM—a philosophy they’ve championed in the past and remain steadfastly committed to in the future.

(All photos provided by MOTOISM except where noted)

The post “The Nightcrawler” Honda CL500 with MOTOISM Plug&Play CL500 kit appeared first on BikeBrewers.com.

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[DaveM]

The Tricolore – Ducati 851-inspired extreme custom by XTR PEPO

“Tricolore” is the latest creation of XTR PEPO, which is short for extreme and Pepo Rosell…

Pepo is the owner and creator of XTR PEPO and ‘extreme’ sums up the philosophy behind his workshop – “Less business and more fun!! Because you must live the life…. Be Extreme!!!”

After creating radically customized Ducatis for more than a decade under the aptly named “Radical Ducati” brand, Pepo took some time off to rethink his life. The conclusion was however that bikes are his life, so he started again in 2015 with XTR PEPO – with the explicit goal to have more fun!

XTR PEPO has created quite a few beautifully customized bikes since then (have a look at XTR BIKES | xtrpepo), mostly Ducatis still with the odd Bultaco or BMW thrown in for (more) fun…

Pepo’s latest creation is the Tricolore, yes a Ducati-based bike and yes clad in the three colors of the Italian flag – green, white, red, as a tribute to the first Ducati 851 Tricolore.

This is a ‘from the ground up’ build, starting with the frame from an early Ducati Monster 600, reinforced to withstand the increased forces it would have to deal with. The rear subframe was replaced by an aluminum Ducati 851 piece, and YSS delivered an adjustable rear shock made specifically for the bike!

The engine is a heavily modified Ducati Monster S4RS motor (999 Coppa Bassa engine), with for instance an aluminum TSS light flywheel, and XTR’s own high volume airbox adding horsepowers to the already impressive power of the original engine. The exhaust features spaghetti pipes topped off with Sil Motor Roche replica carbon fiber silencers.

The bodywork is inspired by and partly sourced from the Ducati 851, with an 851 fairing, modified to house a Cagiva Mito 125 Lawson replica front light, and a homemade Ducati 851 glass fiber gas tank, with a transparent stripe on the side so you can always check the fuel level…

The list of high performance components Pepo sourced for the Tricolore bike is quite long, with quite a few parts made in-house, such as all the aluminum fairing brackets, the CNC-machined clip ons, carbon fiber mudguard, or the hand-made seat and upholstery…

All in all, Tricolore, XTR PEPO’s latest extreme custom bike, is a really lightweight – 165 kg – and powerful bike, which should be a real joy to steer around the racetrack – while it’s also fully street-legal…

pictures – Sergio Cardeña

The post The Tricolore – Ducati 851-inspired extreme custom by XTR PEPO appeared first on BikeBrewers.com.

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[DaveM]

Gear Review: Rusty Stitches

Intro​

It was a first for the BikeBrewers team. As a concerted effort four members tested a great variety of Rusty Stitches gear.

The manufacturer was keen to have riders test their apparel in all kinds of circumstances and asked us to give our honest and unadulterated opinion. They shipped us a broad selection of their gear and we had some fun with it all over Europe and the Middle East.

Pictures paint 1000 words and video does the rest. We decided to go Full Monty on this one with ‘both unboxing (Ron&Yvanka, Casper) and review videos (Ron: Jari V2 & Neill, Adnane: Cooper & Carl Thomas, Yvanka & Ron: Cliff, Joyce V2 & Claudia, Casper: Jari V2, Zack, Paolo). Don’t forget to check them out. We hope you will enjoy watching them as much as we had fun producing them.

International!​

Yvanka took the Joyce jacket, Gloria V2 trousers, and Kathy gloves all the way to a Kawasaki press event in Italy. After some rides in his home country the Netherlands, Adnane shipped the Dorian and Cooper jackets, and the Johnny gloves to Dubai where he is currently residing.

Casper had scheduled a roadtrip from his home in Berlin all the way via Italy to Wheels and Waves in Biarritz, donning the Jari V2 jacket, the Zack gloves, and the Paolo shoes. Ron decided to take the Cliff suit to go storm chasing, ending up in torrential rains in Belgium and France. Fortunately he managed to find some sunny weather to enjoy the Jari V2 caferacer jacket later.

The Joyce V2 Women’s Jacket Review (Yvanka)​

The jacket has a very flattering, lightly tailored fit. It has some very feminine yet tough looking stitching on the back. I received the black version with the pink patches on the shoulders and the yellow and blue stripes on the upper arm. In all honesty, I would never have picked that colour myself.

So it was quite a surprise when I opened the box (check our unboxing video). But it grew on me, the more I wore it. It has a girly ring to it. But that does not have to be a bad thing, of course. And it actually matched quite nicely with the titanium coloured Indian Chief Bobber I rode at that time. I also took the jacket with me on a trip to Italy, where I got invited by Kawasaki Italia to ride their complete motorcycle line-up. We rode for hours. And while you would think of sunshine and warmth, when you think of Italy, well… we were not that lucky. It rained, almost the entire time. Mostly drizzling rain, mixed with some heavier downpours every now and then.

And that might have been the biggest surprise about this whole Rusty Stitches outfit: it actually kept me dry! This is something I really did not expect. I guess the wind while riding was enough to keep it sufficiently dry to not leak through. And I did not get cold either. So, that was a huge plus for the Joyce V2 jacket.

Pros: Styling, fit, surprisingly weather proof
Cons:

(Photo by Patricia Sevilla Ciordia, Site At Work – PATRICIA SEVILLA CIORDIA)

Jari V2 Men’s Jacket Review (Casper & Ron)​

I (Casper) got ‘lucky’ enough to test the Jari V2 in all types of weather, heat, cold, sun and show. By now I have worn the jacket for over 5000 km, between 2C and 35C, and from sunshine to torrential downpours. The leather is soft and supple, and the fit is excellent (185cm, 70kg, size Medium). The jacket offers sufficient mobility on the bike and simultaneously creates a feeling of safety in case you inadvertently find yourself coming off the bike. It comes with elbow and shoulder protection and of course there is the internal pocket for a back protector.

It is big enough to fit even the thicker Forcefield armour. The ventilation on the chest and back are functional without compromising the styling. Similar to any unperforated leather jacket, avoid traffic jams in the peak of summer.

(Photo by Cäthe Pfläging)

When you find yourself in fresher weather or out late, pull the liner out of your bag! It packs small for easy stowage and zips in easily. And if you catch an unexpected rain shower, this jacket will hold up for a bit. In all, it is a true three season jacket!

(Photo by Vincent Burger)

What can I (Ron) add to my fellow BikeBrewer? Having led a motorcycle life for many decades I have been able to try out many different jackets in all sorts of styles, materials, fits etc. Rusty Stitches would not have been my first ‘go to’ brand for a street cred cafe racer jacket, until I received it and put it to the test.

Yes, it has everything Casper has claimed above, but also, the reactions I got from fellow riders while wearing it, gave me the confidence to state that Rusty Stitches have done a pretty good job.

Pros: Styling, fit, CE level 2 protection, three seasons.

Cons: Limited ventilation in the peak of summer.

Rusty Stitches Dorian Men’s Jacket Review (Adnane)​

The Dorian jacket from Rusty Stitches is a blend of vintage style and modern functionality. The matte finish exudes a high-end feel, appealing to classic bikers with a contemporary fit. The 100% soft cow leather construction provides a luxurious touch, while the satin lining makes it exceptionally comfortable.

The CE-approved elbow and shoulder protectors, coupled with the universal back protector pocket, prioritize safety without compromising comfort. The adjustable features at the hips and wrists, along with the modern fit, enhance the overall riding experience. The jacket’s four pockets, both inside and outside, offer practical storage. The Snap Claws add a nice touch to the design.

Pros: Stylish matte finish, high-quality leather, comfortable satin lining, CE level 2 protection, adjustable fit.
Cons: Limited ventilation for warmer days.

(Photo by Vincent Burger)

Singing in the Rain in the Cliff suit (Ron)​

It was an early summer morning. Very early actually.
I had to be way down in Belgium at 8AM that morning. A three-hour ride for which I had to be on the road way before commuters were having their breakfast cereals.

With over 40K+ motorcycle kilometres annually I am used to all kinds of weather and the forecasted rain looked perfect to test the Cliff pants and jacket. After all it is advertised as “The ultimate adventure jacket for a fair price.”

Humming the Cliff Richard song ‘Summer Rain’ I set out for my trip. After an hour the rain set in and it ended in a nightmare of torrential rain for the remainder of the trip. Water splashing down from the black clouds and washed left and right from spray coming from trucks ahead and while passing them.

The suit was brave and the membranes managed to keep me quite dry for an hour and a half. After that it just gave up and let it go. Honestly, there was no other way. Even suits twice the price will give you a similar experience.

So kudos to Rusty Stitches for being able to give more expensive brands a run for their money. It is a very good package for the price you pay.

(Photo by Vincent Burger)

Pros: Definitely water proof for ‘normal’ rainy circumstances. Very good membrane and both the jacket and pants have easily removable layers for warm weather. Good ventilation options

Cons: The waterproof membrane did not have elasticity at the wrists. Taking the jacket off resulted in tearing off the little loops with clips on the inside of the jacket sleeves to keep them in place. Those loops could also be a bit sturdier by the way.

(Photo by Vincent Burger)

Rusty Stitches Cooper Men’s Jacket Review (Adnane)​

The Cooper jacket seamlessly combines retro aesthetics with contemporary safety features. Crafted from 100% Buffalo leather, it exudes a nostalgic charm. The removable thermal-padded polyester lining ensures versatility in varying weather conditions. CE Level 2 protectors for elbows and shoulders provide robust safety, and the option to upgrade with a D30 back protector enhances the jacket’s protective capabilities. The adjustable features at the waist and wrists contribute to a customized fit, while the seven pockets offer ample storage space, including a dedicated phone pocket.

Pros: Retro look, CE level 2 protection, versatile thermal liner, upgradeable back protector, adjustable fit.

Cons: Limited breathability in warmer weather.

Rusty Stitches Ruben Review (Casper)​

This mesh jacket is an absolute dream and comes highly recommended when the quicksilver passes 25C! The ventilation is excellent, as expected, and the fit is adjustable at the hips and wrists due to the velcro straps. The upperarm width is adjustable with two press studs, the underarm width unfortunately is not. This results in a shift of the position of the elbow protectors.

Rusty Stitches Claudia Trousers Review (Yvanka)​

The fit of the Claudia V2 pants is a bit difficult for me. I have a small waist, but slightly stronger legs. So they are a bit tight around my thighs, but fit really well around my waist. They look good and accentuate your female curves. Which is always nice.

We female riders may actually look like women on the bike, every now and then. Oh, and these pants are quite warm. A bit too warm maybe, for 30+ degrees ride outs in summertime. But very pleasant during normal European temperatures.

The only ‘bad’ thing I have to say about the whole outfit, is that the stitches of the Claudia V2 pants are a bit, well… ‘Rusty’? Maybe it is because the pants are a bit tight around my thighs. But the seams opened up, and the stitches broke. It is not that I have to squeeze myself in them, they are not that tight. Just slightly, which should not have been enough to wreck the stitches. This is really the only thing I can think of, in terms of future improvements.

Rusty Stitches Kathy Gloves Review (Yvanka)​

My first impression: the material feels really, really good. The leather is of very high quality and even the gloves feel luxurious when you put them on (we think they are VERY sexy – other team members-).

The design of the Kathy gloves has a ‘less is more’ look to it, and it definitely is more. They literally fit like a glove, which can be really hard with a pair of motorcycle gloves. They also look tough and feminine while wearing them. I am extremely picky when it comes to gloves. They play such a big role in the connection with the handlebars and therefore your motorcycle. Luckily, Kathy gloves and I were a match straight away.

Rusty Stitches Johnny Gloves Review (Adnane)​

The Johnny motorcycle gloves exemplify Rusty Stitches’ commitment to style and comfort. Made from soft leather, they are ideal for riders seeking a retro or classic look. The Velcro closure ensures a snug fit, and the leather double-layered palm adds durability. The stretch at the wrist enhances comfort during rides, making them suitable for summer. The outer seams provide extra comfort, and the unique colours add a touch of individuality to the overall outfit.

Pros: Stylish retro design, comfortable fit, adjustable wrist closure, durable double-layered palm.

Cons: Limited insulation for colder weather. Not water-proof

(Photo by Cäthe Pfläging)

Rusty Stitches Zack Gloves Review (Casper)​

Comfortable straight out of the packaging! They look cool, tough, and classic, and the leather is supple. Plus, the fit is excellent. There is minimal room for improvement, from great to perfect, perhaps?

In terms of ventilation, I think that the perforations could be relocated to the sides of the fingers, rather than on the top and bottom. When you are gripping the handlebars, the air does flow in, but it cannot flow out, whereas perforations in between the fingers could improve airflow. In addition, the seams at the thumbs are exactly at the point of contact with the handlebars, which was a bit uncomfortable on the longer riding days. In short, excellent price quality ratio!

Pros: Design, fit, comfort
Cons: Stitching and limited ventilation

(Photo by Cäthe Pfläging)

Rusty Stitches Paolo Shoes Review (Casper)​

Capable riding shoes that look good! Nice suede that does not require a break in period. I got the lighter coloured variant, which was rather quickly marked with the characteristic gear lever grease stain on the left shoe. They are rather thick, which makes them pretty warm in summer, great in spring and autumn, and hopefully rather safe in the event of a slide. Lastly, they are comfortable on and off the bike!

Overall conclusion​

Rusty Stitches impresses with their jackets and gloves. The blend of style and safety, along with the thoughtful features like adjustable fits and quality materials, sets these items apart. Despite the daily 130km commute, the extended tours, and the abuse of rainy weather, the gear exhibits durability and reliability.

What is truly commendable is the affordable price point, making Rusty Stitches a standout choice for riders who prioritise both quality and budget. Whether you are partial to the vintage-inspired jackets or the classic gloves, Rusty Stitches delivers on style, safety, and value for money.

They are still a young brand, and we have been testing their gear since the beginning. We believe they are headed in the right direction. Keep an eye out for them if you want to look stylish for a comfortable price.

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[DaveM]

Royal Enfield Shotgun 650 – Double barrelled fun!

Photo: Patricia Sevilla Ciordia Site At Work – PATRICIA SEVILLA CIORDIA

Intro​

If you follow us on Instagram, you may have had a little peek at the Royal Enfield Shotgun 650 already, either at the release event last month, or maybe you saw the stories this weekend. I got to test ride it for the weekend, and what fun I had!

The fourth motorcycle in the line-up on the 650 twin platform sits somewhere between its siblings, literally. The Super Meteor 650, with its more laidback, cruiser riding position, sits on one end of the spectrum. The Continental GT and the Interceptor on the other with a sportier, forward-leaning position. The Shotgun fits right in the middle, with a comfortable, upright riding position, allowing for a 90 degree bend in the knees.

Photo: Patricia Sevilla Ciordia Site At Work – PATRICIA SEVILLA CIORDIA

First Impressions​

The engine is what we expect from Royal Enfield, a 648cc twin without annoying vibrations and a meaty midrange. It pulls away nicely, and you would not know that you’re sitting on 240kg of steel with only 47 horsepower. This is due to the evenly spaced gear ratios. The power is always there. Further, due to the 25.3 degrees rake angle and the 18” front wheel, it is easy to tip the bike into corners and with its low centre of gravity, you’ll be scraping pegs before you know it! And if it gets too exciting, the 320mm front and 300mm rear brake with dual piston calipers do their job. They are perfectly adequate for city riding and country lane touring.

Photo: Patricia Sevilla Ciordia Site At Work – PATRICIA SEVILLA CIORDIA

Riding Experience​

The reliable twin gets up to highway speeds easily, and sits there comfortably. And this without a wind or fly screen! I blame the comfortable riding position. The seat sits at 790mm, and for my tall ostrich legs, I could do with a few more centimeters of padding, especially after a few hours in the saddle. This butt-numbing experience was exacerbated by the rear shocks being set up for an average rider weight. Something I have never reached. The front end is a whole other story, the 5-step adjustable upside down Showa forks handle any unevenness in the road surface well. Trust me, I have put the suspension to the test. Some of the roads in the countryside in Berlin give the impression that they were last maintained when the wall was still up. With all that mixed riding, it still only used 6.6L/100km. And I am sure you can get a lot more out of it when you’re cruising at a leisurely 100-110 km/h. I will not let my sore bottoms affect my judgment of the bike, it is just a head’s up for those that do not fit into the average rider category to consider making some adjustments.

Photo: Patricia Sevilla Ciordia Site At Work – PATRICIA SEVILLA CIORDIA

A Platform for Customisation​

And that brings me to what this bike really is. A base, a platform, a blank canvas. But a really cool looking one to start with. The Royal Enfield Shotgun 650 comes in Sheet Metal Grey (€7590), Drill Green and Plasma Blue (€7690), or a two-tone Stencil White (€7790). The slogan for this model is “Inspired by custom. For custom.” Royal Enfield really invites and encourages you to give this bike a personal touch. To get started with that, they offer 31 additional parts to mix and match to your liking. I can really recommend the round bar end mirrors. Not only do they complete the look, they function too! Because, looks first, safety second! No wait, safety first! The finish of these mirrors is excellent, and I think they complete the look of the bobber. Further accessories include indicators, seats, crash bars, and even billet aluminium wheel sets (hot!). What is missing in my book: exhaust options! I would love to see how a shorter, sportier exhaust would look! I like the dull sound of the pea shooters, it is decent and pleasant for city riding, and it does generate a nice roar when you open up the throttle. What I would be keen to try is the bolt-on subframe with luggage rack and pillion seat. This innovative design allows you to switch between practical setups without compromising the style in no-time.

Photo: Casper van der Ven

Photo: Casper van der Ven

Nifty gadget​

Talking about practicality, Royal Enfield has developed an app that connects to the bike via BlueTooth. You can tuck away your phone, charge it in the onboard USB socket, and it will send directions from the app to the turn-by-turn digital navigation unit. A neat feature, and especially in the city it functions really well! The app is based on Google Maps, and includes the “avoid highways/tolls/ferries”-options. Well done Royal Enfield!

Photo: Casper van der Ven @Craftwerk Berlin

Photo: Casper van der Ven @Craftwerk Berlin

Conclusion​

In all, I had a really great time on the Royal Enfield Shotgun 650. It is surprisingly nimble for a bike in its weight class, the comfortable riding position allows both for relaxed cruising/touring and more active riding, and the engine is smooth. An excellent bike for people looking to get (back) on a bike, for people who want to express themselves and their creativity without having to learn how to weld or fabricate parts, and for people who just want a reliable, comfortable, and fun ride without breaking the bank!

Photo: Patricia Sevilla Ciordia Site At Work – PATRICIA SEVILLA CIORDIA

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[DaveM]

The all new Indian Scout revealed !

Out of the silence, a screeching sound and a sudden wobble wake me up in an uninviting way – the train is reaching its next station. I’m on my way to Munich, where the all new Indian Scout will be revealed, the second iteration of the model that revived the long gone legend.

My lack of sleep goes back to another machine of the american brand, a friend’s 1928 Indian Scout 101 that we have been working on these last days (Bernhard Elflein, Herzbube Motorcycles, Revival of the machine: Herzbube’s Indian Scout 101 | Bike EXIF). He’s had the 101 for ages, one of those perfect, hard to finish projects. We spent long hours giving the old Scout its life back, the perfect anticipation to seeing the new icon, almost a century after its forefather was first brought to life. Midnight wrenching proves to be a great metaphor to describe the character one could associate to Indian: a restless, driven, maverick attitude. And I’m about to find out what has been made out of it.

Photo: Olivier Groot

Meeting other attendants upon my arrival already gives a small preview of what could be expected: actors, racers… a wide array of backgrounds with a motorcycle brand as the touching point. Unusual, considering the homogeneity that brands tend to breed. But nothing about this reveal seems to be usual in any way. The chosen place for the occasion: Motorworld Munich, the automotive mecca of the German city, a huge event location packed with the rarest, most impressive machines of recent history.

Photo: Olivier Groot

Soon after entering the room where the reveal will take place, we notice the covered silhouettes of the bikes we are here to see, parked on the side. Standing in the center, another beauty of early Indian years, this time courtesy of the Indian Motocycle Club Germany. You read that right, Motocycle, without the r, as read on original bikes. Indian people have been riding their lane since the very beginning, when attempts to register the full name led to dodge regulations by letting a letter out of the equation. Clever gentlemen. Christoph – caretaker of the old machine above – also had plenty of other stories to share. It seems like you might meet the nicest people on a Honda, but those with the greatest stories ride an Indian.

Photo: Olivier Groot

After warming up the atmosphere, those responsible for the launch take the stand to introduce the brand and the man leading its renewal, Ola Stenegärd, who guides the public through the creation of the latest machine, in a way very appreciated by anyone with a background in design or motorcycle building. In Ola’s words, the team focused on timeless aesthetics, concentrating on making stuff lean and clean while always keeping customizing in mind. The inspiration? The hot rod scene with legendary cars like Zephyrs, and the unmistakable lines of the original Indians. The design of the new Scout was considered through every layer, giving attention one can notice in every read: from afar, closer or in the smallest details, in the words of the designers.

Photo: Olivier Groot

All the anticipation leads to the covers being finally removed, revealing five models based on the new Scout: the Scout Classic, Scout Bobber, Sport Scout, Super Scout, and 101 Scout (a homage to the original 101, called the best motorcycle Indian ever made). All five share the same tubular frame design that has cleaned the overly heavy, casted feel of the previous model, a design that favors a connection to the vintage Scout and the current Chief. It now features a smaller radiator between the downtubes, neatly integrated rear shocks and that classic Indian downtube line. Features like shock travel, fenders, seats and wheels vary across the line, just like the final trim the customer can choose.

The new engine – called the Speedplus – has been completely redesigned, bored out to 1.250 cc and now pulls between 105 and 111 horsepower at 7.250 rpm, with 108 Nm of torque at a slightly lower 6.300 rpm. Many will miss the machined engine covers that contributed to the industrial look of the first modern Scout, but there is a general smoothness the bike has in its lines, angles and details that feels coherent and thought through. A very clean look altogether. Of course, it’s not the 1930’s anymore and no manufacturer will offer an exhaust system that doesn’t look like it belongs as a fuel tank in a multiplanetary rocket, but considering everything, the job done is more than acceptable.

Making a bike look like those built 90 years ago only goes so far, and so does losing oneself in poisonous terms like heritage. Throwing some chrome on everything won’t make anything better, neither will doing as if not a single decade has passed, and I think Indian have managed to create a modern machine that knows where it belongs, while not forgetting where it comes from. They put their hands in the fire and cast one hell of a piece out of the heat. Judge for yourselves.

Check out our impressions of the new Indian Scout launch on YouTube!

The post The all new Indian Scout revealed ! appeared first on BikeBrewers.com.

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[Greyfell]

where the all new Indian Scout will be revealed, the second iteration of the model that revived the long gone legend.

My lack of sleep goes back to another machine of the american brand, a friend’s 1928 Indian Scout 101 that we have been working on these last days (Bernhard Elflein, Herzbube Motorcycles, Revival of the machine: Herzbube’s Indian Scout 101 | Bike EXIF). He’s had the 101 for ages, one of those perfect, hard to finish projects. We spent long hours giving the old Scout its life back, the perfect anticipation to seeing the new icon, almost a century after its forefather was first brought to life. Midnight wrenching proves to be a great metaphor to describe the character one could associate to Indian: a restless, driven, maverick attitude. And I’m about to find out what has been made out of it.

I like this red Indian. At first, I thought that looks like a HARD seat, but in other pics I see it is padded and mounted on suspension. Even in another paint scheme it looks good. I guess that just means I prefer classic bikes.

 

[Vector]

The all new Indian Scout revealed !

Out of the silence, a screeching sound and a sudden wobble wake me up in an uninviting way – the train is reaching its next station. I’m on my way to Munich, where the all new Indian Scout will be revealed, the second iteration of the model that revived the long gone legend.

My lack of sleep goes back to another machine of the american brand, a friend’s 1928 Indian Scout 101 that we have been working on these last days (Bernhard Elflein, Herzbube Motorcycles, Revival of the machine: Herzbube’s Indian Scout 101 | Bike EXIF). He’s had the 101 for ages, one of those perfect, hard to finish projects. We spent long hours giving the old Scout its life back, the perfect anticipation to seeing the new icon, almost a century after its forefather was first brought to life. Midnight wrenching proves to be a great metaphor to describe the character one could associate to Indian: a restless, driven, maverick attitude. And I’m about to find out what has been made out of it.

Photo: Olivier Groot

Meeting other attendants upon my arrival already gives a small preview of what could be expected: actors, racers… a wide array of backgrounds with a motorcycle brand as the touching point. Unusual, considering the homogeneity that brands tend to breed. But nothing about this reveal seems to be usual in any way. The chosen place for the occasion: Motorworld Munich, the automotive mecca of the German city, a huge event location packed with the rarest, most impressive machines of recent history.

Photo: Olivier Groot

Soon after entering the room where the reveal will take place, we notice the covered silhouettes of the bikes we are here to see, parked on the side. Standing in the center, another beauty of early Indian years, this time courtesy of the Indian Motocycle Club Germany. You read that right, Motocycle, without the r, as read on original bikes. Indian people have been riding their lane since the very beginning, when attempts to register the full name led to dodge regulations by letting a letter out of the equation. Clever gentlemen. Christoph – caretaker of the old machine above – also had plenty of other stories to share. It seems like you might meet the nicest people on a Honda, but those with the greatest stories ride an Indian.

Photo: Olivier Groot

After warming up the atmosphere, those responsible for the launch take the stand to introduce the brand and the man leading its renewal, Ola Stenegärd, who guides the public through the creation of the latest machine, in a way very appreciated by anyone with a background in design or motorcycle building. In Ola’s words, the team focused on timeless aesthetics, concentrating on making stuff lean and clean while always keeping customizing in mind. The inspiration? The hot rod scene with legendary cars like Zephyrs, and the unmistakable lines of the original Indians. The design of the new Scout was considered through every layer, giving attention one can notice in every read: from afar, closer or in the smallest details, in the words of the designers.

Photo: Olivier Groot

All the anticipation leads to the covers being finally removed, revealing five models based on the new Scout: the Scout Classic, Scout Bobber, Sport Scout, Super Scout, and 101 Scout (a homage to the original 101, called the best motorcycle Indian ever made). All five share the same tubular frame design that has cleaned the overly heavy, casted feel of the previous model, a design that favors a connection to the vintage Scout and the current Chief. It now features a smaller radiator between the downtubes, neatly integrated rear shocks and that classic Indian downtube line. Features like shock travel, fenders, seats and wheels vary across the line, just like the final trim the customer can choose.

The new engine – called the Speedplus – has been completely redesigned, bored out to 1.250 cc and now pulls between 105 and 111 horsepower at 7.250 rpm, with 108 Nm of torque at a slightly lower 6.300 rpm. Many will miss the machined engine covers that contributed to the industrial look of the first modern Scout, but there is a general smoothness the bike has in its lines, angles and details that feels coherent and thought through. A very clean look altogether. Of course, it’s not the 1930’s anymore and no manufacturer will offer an exhaust system that doesn’t look like it belongs as a fuel tank in a multiplanetary rocket, but considering everything, the job done is more than acceptable.

Making a bike look like those built 90 years ago only goes so far, and so does losing oneself in poisonous terms like heritage. Throwing some chrome on everything won’t make anything better, neither will doing as if not a single decade has passed, and I think Indian have managed to create a modern machine that knows where it belongs, while not forgetting where it comes from. They put their hands in the fire and cast one hell of a piece out of the heat. Judge for yourselves.

Check out our impressions of the new Indian Scout launch on YouTube!

The post The all new Indian Scout revealed ! appeared first on BikeBrewers.com.

Continue reading...

They nailed it. If I was going to purchase a second bike it would be the 101 Scout.

 

[DaveM]

Unleashing the Beast: The Triumph Rocket 3R Supercharged by Roké Motors

Passion meets Precision

In the ever-thrilling world of motorcycle customization, where passion meets precision, Triumph Motorcycles stands as a beacon of innovation. With the recent unveiling of their 2024 model of the Triumph Rocket, enthusiasts worldwide are buzzing with anticipation, eager to experience the next evolution of two-wheeled exhilaration. Yet, amidst the fervor surrounding Triumph’s latest masterpiece, there exists a tale of ingenuity and audacity that deserves its moment in the spotlight – the story of the Triumph Rocket 3R transformed by the visionary artisans at Roké Motors.

Masterpiece in the making

Picture this: a sleek and formidable machine, born from the marriage of cutting-edge technology and boundless creativity. This is the Triumph Rocket 3R, a powerhouse on two wheels, poised to conquer the open road with unrivaled ferocity. But for Roke Motors, the Rocket 3R was more than just a bike – it was a canvas begging to be transformed into a masterpiece.

“Why did you build this bike?” When asked, Roke Motors’ Chief engineer Bas Kentrop response is as bold as it is unapologetic: “No particular reason, just to prove it can be done.” It’s a sentiment that resonates with anyone who has ever dared to dream beyond the confines of convention, fuelled by a relentless desire to push the boundaries of what’s possible. And so, armed with nothing but his imagination and a thirst for adventure, Bas embarked on a journey to unleash the full potential (and more!) of the Triumph Rocket 3R.

Ideal canvas

The choice of the 2023 Triumph Rocket 3R as the base for their project was a stroke of genius. With its muscular silhouette and commanding presence, the Rocket 3R was the epitome of raw power, just waiting to be harnessed or perhaps even better, unleashed. “Because the bike standard is already a beast,” explains Roke Motors, “I want to turn it into a real monster.” And thus, the stage was set for a transformation of epic proportions.

Drawing inspiration from their past builds, particularly the 2017 Thruxton R compressor project, Roke Motors set about realizing their vision with unwavering determination. Their goal was clear: to enhance the Rocket 3R’s already formidable capabilities without sacrificing an ounce of its sleek and stealthy aesthetic. It was a delicate dance between form and function, requiring equal parts technical expertise and artistic finesse.

No boundaries

With no budget constraints to hinder their creativity, Roke Motors spared no expense in their quest for perfection. Low compression JE pistons, modified cams, and a TTS compressor kit formed the backbone of the mechanical upgrades, while fuel injectors with a higher flow rate and a modified fuel pressure regulator ensured optimal performance under any circumstance. Meanwhile, the integration of a boost-sensitive voltage clamp and custom-made software added a layer of sophistication to the bike’s already formidable arsenal.

But perhaps the greatest challenge lay not in the technical aspects of the build, but in preserving the Rocket 3R’s trademark smoothness and reliability. It was a challenge that Roke Motors embraced with gusto, pouring countless hours into fine-tuning every aspect of their creation to ensure that it ran as seamlessly as the original – if not more so. And in the end, their efforts paid off handsomely, with the Triumph Rocket 3R emerging from its transformation as a paragon of performance and poise.

Dream on wheels

As Roke Motors proudly proclaims, “the result” is what they cherish the most. From crafting bespoke software to overcoming unforeseen technical challenges, every obstacle overcome was a testament to their unwavering dedication to their craft. And the result speaks volumes – a Triumph Rocket 3R that not only looks the part but rides like a dream.

In the midst of Triumph’s latest Rocket offering, Roke Motors offers a tantalizing glimpse into a parallel universe where customization reigns supreme. Their Triumph Rocket 3R with a compressor stands as a testament to the enduring allure of motorcycle customization and the indomitable spirit of innovation. It is a machine born not out of necessity, but out of sheer passion and a desire to push the envelope. And in doing so, Roke Motors has created a true masterpiece – a beastly beauty that captivates the imagination and inspires awe in all who behold it.

Attention please!

From its meticulously crafted components to its thunderous roar on the open road, every aspect of the Roke Motors Triumph Rocket 3R demands attention and admiration. All elements work in perfect harmony to unleash an unrivalled surge of power, propelling the Rocket 3R into the stratosphere of performance motorcycles. And with fuel injectors boasting a higher flow rate and a modified fuel pressure regulator, every twist of the throttle delivers an adrenaline-fueled rush unlike any other.

But it’s not just the brute force of 360 Nm in combination with 307 Hp that sets the Roke Motors Triumph Rocket 3R apart – it’s the meticulous attention to detail that elevates it to a league of its own. The integration of a boost-sensitive voltage clamp and custom-made software ensures that the bike’s performance remains consistent and reliable, regardless of the conditions. From city streets to winding mountain roads, the Rocket 3R handles with the grace and precision of a finely tuned instrument, effortlessly carving through corners and devouring straightaways with equal aplomb.

We had the extreme pleasure of riding the Rocket on winding country roads. The handling is superb and the combination with all that raw power available at the flick of your right wrist turned the ride in to a thrill.

Next level

Yet, for all its power and prowess, perhaps the most remarkable aspect of the Roke Motors Triumph Rocket 3R is its ability to retain the essence of the original while pushing the boundaries of what’s possible. From a distance, it may appear as just another Rocket 3R – sleek, stylish, and unmistakably Triumph. But beneath the surface lies a symphony of innovation and engineering excellence, waiting to be unleashed with the twist of a throttle.

As the motorcycle world has recently been heralding the arrival of Triumph’s latest 2024 Rocket offering, Roke Motors stands as a shining example of the boundless potential of motorcycle customization. Their 2023 Triumph Rocket 3R with a compressor is more than just a bike – it’s a testament to the enduring allure of the open road and the indomitable spirit of those who dare to dream. And as riders around the world embark on their own journeys of discovery, one thing is certain: the legacy of the Roke Motors Triumph Rocket 3R will live on, inspiring generations of enthusiasts to push the limits and chase their wildest dreams.

The post Unleashing the Beast: The Triumph Rocket 3R Supercharged by Roké Motors appeared first on BikeBrewers.com.

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[sikatri]

It’s an interesting approach to gaining power. I wonder if there will be supercharger kits for older models of motorcycles.

 

[DaveM]

Coming soon to a dealership near you: QJ Motor

There’s an new kid in town!​

All of a sudden it seems like everybody and their neigbour are pushing out motorcycles at an alarming rate. But we don’t see this as a bad thing, a bit confusing maybe, but that’s where we come in. Below, we will elaborate on the range of new bikes from the latest addition, QJ motor.

Now when we say new, we actually mean ‘new tot he BeNeLux’, but there’s much more to it. As you may have guessed, QJ motor is Chinese which means you have to dive into its history a little bit to know what you’re dealing with. Being based in the Netherlands, our perspective is limited to the importer – which we feel wouldn’t be very interesting to elaborate on too much. However, it’s safe to say that MotoMondo has stuck out its neck to give us this brand, in collaboration with the Louwman group, who in turn are the importers of Suzuki motorcycles. So these major players in the BeNeLux market trust the brand enough to connect their name to it. And that tells you how well made they believe these bikes are.

Which is not very surprising if you actually do take a deep dive into the brand, its owner and partners and products. As is the case with several other Chinese brands, QJ motor has dished out millions of units and has a portfolio many other brands can only dream of. For instance, Benelli bikes are also made in China, by the same company.

QJ Motor has already made a name for itself in Asia, you may even recognize the brand from competing in the Grand Prix. They aren’t a new player who have built up a pretty sorted range of bikes. One thing that stands out though is the focus of this range. Of course they have plenty of small displacement bikes in their catalogue, but it features quite a few interesting bigger bikes as well. These are the bikes the international market is much more interested in, and so these bikes are coming to us right now. Maybe some readers may find there’s a model missing, but the main reason is likely an impending update which the importer is waiting for. To be sorted before too long, broadening the range in the process. Wait and you shall receive.

Right now we have five different big bikes with some more coming this or next year. Add the 125cc bikes and you can speak of a very decent range. Put them all together (like we did in the picture) and you need quite a bit of space!

So here we go, we’ll just briefly review some of these bikes’ features and say a little bit about how they look, feel or impress us otherwise.

SRT800​

Starting off with the biggest of the lot, the SRT 800. This is a 800cc twin cylinder adventure style bike which comes in two guises, either basic or Touring. The difference between the two, not unlike other bikes in this category, is the luggage kit. And IMHO you’d be hard pressed to buy the basic version, as you can always leave the cases at home when you feel like it, but still have them when you’re embarking on a big trip.

The bike itself is BIG. It’s manageable, but yes – it is a handful. All features work as you would expect, right down to the connectivity, allowing you to run navigation on your phone which shows up on the big dash. Honestly, that seems good enough for me. With navigation on your mobile getting better all the time, there is really no need to buy dedicated navigation-tech anymore.

The bike rides like you’d expect a 800 twin, but it does have a smidge of roughness in the injection mapping. Takes some getting used to, but that isn’t a big deal. If you like things just a little bit smoother, there’s the 700 model – which is actually equipped with a more recent and seemingly more finetuned engine.

SRT700​

As it turns out, the 700cc bike is really a close match to the 800. And knowing it rides just a little nicer and doesn’t fall far behind in power, this might just be the right one to go for. Like the other bikes, it’s equipped with all the electronics you need, but no frills. So no million step traction control, no wheelie control or cornering ABS, no quickshifter, none of that. But it does come with Showa, Brembo and loads of other parts we have grown to like. It does feel a bit more light-footed compared to the 800, so if I had to choose, I’d probably go for this one. Even if it has a little bit of ‘Konstantfahrtruckeln’ (look it up )– it can grow on you.

SRK800RR​

This is a surprise for sure. Who would have thought any manufacturer would be bold enough to build a new inline four supersports bike in this day and age? But it’s here and it’s real. And it has some potential; with a modest 100 hp it isn’t the most powerful bike around – considering it has 800cc, not 600 – but that doesn’t matter one bit. This may have been an instant dis-qualifier up until about ten years ago, but times have changed. This kind of output leaves some room for reliability – the engine doesn’t have to work as hard – and for a really satisfying amount of torque.

That doesn’t change the feeling that we’re thrown back about a decade when we swing our leg over this machine. The whole setup just screams: ‘we’ve been here…long ago’. Despite its TFT display, the LED lights and aerodynamic wings on each side, it’s just sort of… nostalgic to sit on a bike that has so much front end focus. But once that image fades, it grows on you. Because remember; these bikes used to be fun, right? They used to be the bike of choice for whatever we were up to, be it a long motorway haul, a three week holiday or a quick dash on a mountain pass, there was no discussion. So maybe… we got old?

Anyway, if you – like me – do remember what it used to be like, well, this is just like that. With the added bonuses of the digital gimmicks we just mentioned – and let’s not forget the looks. It looks really cool. While you may recognize certain styling details, the overall look doesn’t suffer, perhaps even on the contrary. And well, if you like to ride a Supersport within an inch of its life, here’s a new option for you.. and it isn’t that expensive!

SRK 550​

This was one I was really looking forward to. It just looks like fun straight out of the box. And really, it doesn’t disappoint. It’s a twin cylinder naked bike, with just slightly smaller displacement compared to the twin cylinders we are used to. So you can imagine what to expect, it’s 60-ish HP of easiness and well, fun. The bike isn’t really big, but it does feel quite different from the Ninja 650, for instance. While that bike has seen a fair bit of evolution over time, its first incarnation was definitely small. The SRK has skipped that journey for the most part, but still feels a bit on the short side lengthwise. It does feels a lot like the other bikes of the brand, but definitely shorter. You get used to it though, it’s not like everbody will be swapping bikes the way we did on our day with QJ Motor, right?

Between the different bikes we tried, it seems like QJ has got the Fuel Injection on point on this one. We only had one example of each model to test, so it’s not really fair to make definitive statements, but it still seemed to us this bike is the most smooth and mature of the range we got to try out.

Then there’s the electronics though – there’s always room for improvement, right? The bike has traction control – which can be disabled of course, but it would have taken me taken me considerably more time than I had to figure that out. And we would like to know how good this is at wheelies, wouldn’t we? Guess we’ll have to wait for that answer…..

Anyway, all other features work like a charm, including the display, connectivity and all other modernisms we can easily do without, however are certainly ‘nice to have’ on a new bike.

Finally, I wonder what this bike would behave on a long haul and with luggage, that’s for another time maybe….

SRV600​

The final bike of the range we tried out, turned out to be the biggest surprise. You may think it has a familiar look, reminding us of the motorcycles produced by a certain American manufacturer, and well, that’s no coincidence.

However, the SRV 600 has something else on offer which we even didn’t notice straight away – and this is really its biggest asset: this bike is powered by a V4. See the exhaust system? That’s 4 mufflers, sir. We didn’t notice at first, but were corrected real soon. As the various members of our group of motorcycle-correspondents took turns riding all the different bikes, it took a while for our turn to ride the SRV, but boy – did it ever mess with our senses! Straight from a standstill, starting it up gives you a full stereo sound. And this sound is nothing like the V4 engines we know either. Not in a million miles does it sound like a Ducati, neither like a VFR. Maybe just a little like an Aprilia, but mostly it sounds like a very good nineties V4. Yes indeed, riding this cruiser/bobber type bike with a vengeance makes you feel like you’re going for the lap record at the Isle of Man on a full blown RC30 (or maybe a NC30), even though it doesn’t rev quite as high. Combine that with the knowledge that this engine is fuel injected and Euro5 approved, I am convinced that this engine will find its way into a naked or even a supersports configuration. I’d even be inclined to do it myself, given the opportunity. If this makes me sound overly enthusiastic, that’s because I am.

The ride is pretty fun too. Of course, it’s a bobber, which has its limitations, but you can easily find those limits and be pretty fast at the same time. While I’m not sure whether everyone will like its exhaust note, because it’s very distinctive (will it attract buyers or not?), but the ride is great, the power is all right, even the suspension is just fine. So yes, give it a shot. Go for it. Indulge. And be surprised…

The post Coming soon to a dealership near you: QJ Motor appeared first on BikeBrewers.com.

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[DaveM]

Motorcycle Travel Blog Japan Part I – Tokyo to Takayama

Welcome to the Motorcycle Travel Blog Japan Part I – Tokyo to Takayama. We are trying something new with this Japan Series. Thanks to social media we get impressions of places we haven’t visited yet. I had an idea of the motorcycle shows and events put on in Japan. I have seen countless photos of vintage English motorcycles, custom Harley’s, and Japan’s own custom scene Bosozoku. Did these images prepare me for my own motorcycling adventure in this faraway land? Not one bit!

How do I arrange a motorcycle in Japan?​

Paperwork​

First things first: paperwork. Japan requires foreigners to have an international driving permit (IDP) based on the 1949 Geneva Convention to be allowed to drive in Japan for one year. You need to obtain this permit in your home country. There are however a few exceptions: Belgium, France, Germany, Monaco, Switzerland and Taiwan do not adhere to this convention. This means that if you have a driving license from one of these country, you will need to apply to a Japanese translation of your license with the Japan Automobile Federation (JAF). You can apply online, upload a scan of your license and passport, pay the fees (4000 YEN), and print the official translation documents at one of the many 7 Eleven convenience stores via a reference code.

Introductions​

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

After sorting out the paperwork, I reached out to a friend of a friend. A well known name in the industry is Tadashi Kono. Freelance journalist, photographer, and arguably the hardest working man in the industry. In the time I spent putting around Japan, he attended 2 motorcycle shows and 2 press releases, on 3 continents. Having both attended and covered at least two events last year, we managed to not meet in Europe. So we officially met in Japan! At Ortiga, in Asakusa, Tokyo, we had a coffee and came up with the idea to arrange a motorcycle. Kono-san then introduced me to Miwa-san at Moto Tours Japan Ltd.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

The Rental and Touring Company​

MTJ is a subsidiary of Kizuki Ltd and a sister company of 819 Rentals, the largest motorcycle rental company in the country. 819 Rentals ensures that the MTJ fleet is up to date and well-maintained. No motorcycle is older than 2 years or has more than 20,000km on the clock. The team at MTJ organises guided and self-guided tours, from as short as 3 days, 2 nights up to 30 days. They also offer tailored tours with as little as the motorcycle and a general direction, through to planned routes and hotels, to the full package with a guide and a support van. You can start in one of the major cities, Tokyo or Kyoto, or in a smaller cities, such as Sendai or Matsuyama. Additionally, they offer support in case of emergencies and roadside assistance. Before the tour starts, every rider is briefed thoroughly on the Japanese road rules.

In a spur of the moment, James at MTJ agreed to set me up with a Honda African Twin 1100. I offered the words and photographs on the website you’re looking at now in exchange. Additionally, I mumbled into my phone and took some videos while discovering the beauty of the land of the rising sun. Head over to the BikeBrewers Instagram Japan 2024 Highlights if you missed them or want to revisit!

Finding Fuji​

I anticipated that I would be a little late for the cherry blossom season, but the trees kindly waited for me. As I set my sights for Mount Fuji, I was spoiled with avenues lined with Sakura, for example in the beach and surf town Kamakura. I wasn’t the only one to have discovered this town, and tourists from all over Japan, and all over the world really, crowded the street leading up to the Shinto Shrine Tsurugaoka Hachimangu. After spending the morning on this warm day surrounded by too manypeople, I looked for some solitude on the beach (and found some!) and I had lunch with a former colleague: omakase, or chef’s menu, in Italian-Japanese fusion style. What a delight! Time to make tracks, though, I want to see Mt. Fuji!

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

Getting into the Yamanashi prefecture, I was met with rain and fog. Where were the impressive views of Mt Fuji I was promised?! Maybe I’d get lucky in the morning… I checked into a hostel and warmed myself up with a bowl of ramen noodle soup.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

I’m in luck​

The next morning was a crisp 5 degrees Celsius, and clear skies! Ohayo gozaimasu Fuji-san! Good morning dear Fuji! Instead of hiking up the volcano, my plan was to ride up to the highest station. I looked forward to enjoying the curves and views. I arrived at the gates to the park half an hour before they opened, 5th in the queue. The drivers of the touring cars and minivans were kind enough to let me take the lead. The Africa Twin leans into a corner a little further than a 50 seater coach. Very considerate of them! Unfortunately, at the fourth station, the clouds had caught up with me. A giant gate barred the road and there was an unlucky guard who would be here in the cold all day. Sadly I did not get the views I was hoping for.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

Into the Alps​

Time to head north and explore “the Japanese Alps” in the Nagano prefecture. Circumventing Mt Gongen, Aka, Iō, and Tentu, I wanted to take full advantage of route 299 “Marchen Road”. A glorious mountain pass between Mt Maruyama, Reizan, and Chausu, that promised many curves and views. Little did I know that I would meet another gate. The pass was still closed for the season

This threw a spanner into my plans: a 2h detour and missing lunch at the cafe on the pass. A quick convenience store lunch would have to do. Despite the extra riding time, I stopped in Narai-Juku, a former station city before the Tori pass. This small village has a main street lined with traditional wooden houses. The atmosphere here, especially towards the end of the afternoon when most tourists have left again, is slightly mysterious. There is history here and it is retained in the blackened, weathered wood. A brief walk to stretch my legs and a cup of coffee to recharge were very welcome. Continuing the drive, I opted for the Kiso pass, following the Kuro river, to cross the mountain range, and rolled into Takayama after sunset.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

Photo by Casper van der Ven Copyright © 2024 Casper van der Ven, all rights reserved.

The post Motorcycle Travel Blog Japan Part I – Tokyo to Takayama appeared first on BikeBrewers.com.

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[DaveM]

The Transformation of a Yamaha XVS1300 Stryker: A Blackout Custom Journey

Every now and then, a project comes along that truly tests a builder’s mettle. Such was the case when a 2013 Yamaha XVS1300 Stryker Sport Bobber BCD found its way into the capable hands of Marcel, the mastermind behind Blackout Custom. The bike’s owner, impressed by one of Marcel’s previous Yamaha XVS1300 builds showcased on Instagram, made the journey all the way from Slovakia to have his machine transformed. Little did he know that this seemingly straightforward project would turn into a masterclass in patience, creativity, and a touch of humor.

The Road Less Traveled (by the Bike, at Least)

When the Stryker rolled into Marcel’s workshop, it was clear that this was not going to be a simple job. The bike had seen better days and, as Marcel quickly discovered, had been patched together after an accident. The previous repairs left much to be desired, with the bike’s structural integrity as questionable as a cheap knockoff. But where others might see a mess, Marcel saw an opportunity.

Marcel isn’t known for mincing words, and when he first laid eyes on the Stryker, he couldn’t help but think it looked like it had eaten one too many donuts. But armed with a set budget and a clear vision, he set out to turn this bloated beast into a sleek, roadworthy bobber.

Rear-End Revolution

The transformation began with the rear of the bike, which Marcel described as needing to “disappear without compromise.” Off came the stock fender, replaced by a custom-made one that integrated lights and blinkers, setting the stage for the bike’s new, streamlined look. The plan called for a single seat, so everything was designed with that in mind. But before Marcel could get to the fun part—crafting the bike’s new aesthetic—he had to address the more pressing issue: the chassis.

The bike’s frame was more bent than a politician’s promise, so Marcel installed a brand-new rear tire, a massive 240mm Avon Cobra Chrome, and custom-made lowering links with three height adjustment options. With the chassis secure, he modeled the new fender and crafted a comfortable single seat upholstered in luxurious alcantara. This was no ordinary seat—it was a throne fit for a rider who appreciates both style and substance.

Tank Troubles and Electrical Woes

Moving forward, Marcel turned his attention to the gas tank, which had more dents than a clumsy blacksmith’s anvil. Instead of replacing it, Marcel opted to repair and modify the tank, including fixing the warped cover around the gas cap. The bike’s electrical system was another headache, with past repairs so shoddy they might as well have been done with duct tape. But Marcel was undeterred. He tidied up the wiring, installed new turn signals in the original handlebars, and added a sleek front shield and a custom chin guard, all of which dramatically improved the bike’s overall look.

Custom Touches: Side Bags and Exhausts

One of the more challenging aspects of the build was fitting the swingarm side bag. Marcel had to create a special holder strong enough to prevent vibration while ensuring it wouldn’t interfere with the swingarm’s movement. It was a delicate balance, but in the end, he nailed it. On the opposite side, he installed custom-made open exhausts. The original exhausts were incomplete, and the owner had requested a more aggressive sound, so Marcel even crafted his own exhaust tips to give the bike a growl that matched its new look.

A Blacked-Out Beauty

The final touch was the paint job—a glossy black that made the bike look as mean as it now sounded. The budget may have stretched a little, but when the owner picked up his transformed Stryker, the smile on his face said it all. His message to Marcel after returning to Slovakia? “Hello, I’m home, the bike is awesome, thank you very much. And that saddle, it’s great, my ass doesn’t even hurt.”

In the end, Marcel managed to turn a bike that was more Frankenstein than Yamaha into a stunning, one-of-a-kind Stryker. Finding another like it will be tough, but if you’ve got a project that needs some love—or a full-on resurrection—you know where to go. Just don’t forget to bring a sense of humor; you’re going to need it.

The post The Transformation of a Yamaha XVS1300 Stryker: A Blackout Custom Journey appeared first on BikeBrewers.com.

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