Custom Builds From Bikebrewers

[DaveM]

Up close and personal _ XTR Pepo’s SWM 440 Gran Turismo

Surprise visit
Out of the blue (or purple if you go by the colour of the bike) our Spanish friend Pepo Rosell sent us pictures of the bike he uses on a daily basis to zoom around in Madrid.
We were immediately intrigued with the brand, as you hardly see any builders taking up the challenge on modifying an SWM.

SWM history
In the early ‘70’s, during the now denominated Endurance races, the fabulous Italian 4stroke bikes started to struggle competing against the more powerful foreign 2stroke. To face this merging hegemony, two riders and friends with the same passion for off-road decided to build their own motorcycle, establishing SWM, that stands for ‘Speedy Working Motors’.

The Italian boutique brand, headquartered slightly more than an hour up North from Milan in Biandronno, started off with only three models housing 50, 100, and 125 cc Sachs engines that during their enduro racing debuts conquered prestigious spots, impressing the audience with their technical features like the rectangular sectioned fork, absolute new in those days, and for the modern and personal designed characterized by the amaranth chassis and the silver accessories.
Over the years the Italian manufacturer have won their fair share of championships around Europe predominantly in the 1980’s.

Rare bird
It is a type of bike you don’t see too often on the road outside Italy. With Pepo’s taste for Italian designed bikes as donor vehicles we were not that surprised he came up with this as his personal wheels for his daily commute.

Our editorial team are not great fans of the designs of the SWM street bikes. There are better ones out there, but in the hands of our Madrid magician, nice touches were added. Still, the Italian company are proud when it comes to the way they go about their business.
From engine to chassis, from electronics to style: everything is designed internally with, what they call “manic precision and the taste and experience of prepared Italian workers”. With a 360° know-how, that starts from design and goes to research, development, product tests, quality control, production, distribution. And we admire that!

In your hands
However, Pepo would not be Pepo if he did not make some substantial changes to the appearance of his 2017 built bike. A decision was made to add some international flavour to it by mounting stuff from different brands from all over the world.

With a manufacturer that have their roots firmly planted in sports history, especially in endurance racing, you can rest assured that the reliability of the engine is high. “Why change a winning team”, the Madrilenian must have thought. Reason for him focusing on making the SWM Sport 440 more pleasing to the eye.
 

Donor Bike : SWM Gran Turismo Sport 440 (2017)

Modifications:
• SWM six days fuel tank
• SWM six days seat
• MASH led rear light
• MASH TT40 footrests
• MASH front light
• XTR clip-ons
• XTR front mudguard
• Derbi Senda front and rear 17 inches aluminium rims
• Bridgestone soft compound tyres
• Wolfman 2 in 1 exhaust system with modified SWM megaphone
• Rizoma Next front brake reservoir
• Pintumoto painting

Builder: XTR Pepo
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Photo credits:
David Perse Trazandofino

The post Up close and personal _ XTR Pepo’s SWM 440 Gran Turismo appeared first on BikeBrewers.com.

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[DaveM]

From East to East – 1981 Honda CB 750K

ONCE UPON A TIME in South-Central Virginia there was a boy who was dreaming of one day building his own café racer. It was not until his 26th birthday that he managed to materialize his ambition.

It was a long process in the making as Jake Wingate describes it: “I have always been fascinated by those beautiful machines I read about in magazines and saw online. It wasn’t until more recently that I decided I could build one myself and make it my very own. Once I had that idea in my head, I was hooked. There was no turning back.”
Although Jake has a degree in mechanical engineering he is for a large part self-taught when it comes to building and working on bikes. “Trial and error (lots of the latter) was the name of the game” he laughs out loud.

Ugly bike
“The 1981 Honda CB 750K is not exactly the most attractive bike ever designed (scroll down to see picture). Why did you pick this base bike and where does it come from?” we ask the Pennsylvanian. “ I chose this bike for practical reasons, such as price and abundance of technical information, but most importantly, I chose this because I was inspired. There is just something special about the CB’s and I owe much of my inspiration to German-based design company Hookie Co. I still spend countless hours drooling over their bikes, especially their CB750 builds.” Jake replies.

The builder’s vision was simple or rather, simplicity. That is, after all, the cafe racer style. He wanted a bare-boned classy street bike. No chrome, no plastic fenders, no unnecessarily large seat. “These bikes are an expression of who we are. They aren’t made for comfort and practicality. That’s boring, and anyone building custom bikes is by no means boring” Jake explains.

Challenge & budget
The idea was to build the bike just as he had imagined, but on a limited budget. It was not just the technical challenge that attracted him, but also keeping the total cost under $ 3.000 (including the cost of acquiring the base bake) was part of the attraction, as far as Jake was concerned.

Focusing on the technical side of things, reshaping the CB into a head turner caused an affluence of head-scratching moments. There were “many good and learn the hard way experiences” the builder continues. “I would say the most frustrating challenge was swapping the front end from the super sport parts bike.

Sounds like a simple task, but just one minor detail was enough to kick my ass. The lower outer bearing race on the steer tube. I’ve pressed out bearing races before with no issues, but this one had absolutely no lip to grab on to in order to push it out. I tried a dozen different tools, bent screwdrivers and homemade contraptions.
I just couldn’t get a grip on the race, so I decided to make my own grip. I rummaged through my hardware bin and welded a dock washer to the inside rim of the bearing race to give me something to get a hold of. I dropped a PVC pipe down the steer tube and popped that sucker out with one blow of the mallet.
That night concluded with a few celebratory beers!”

Solo job
To create his (and his alone) dream our friend decided to sail as much solo as he could on this project. He took it upon him to be both the designer and builder of this own bike. The only helping hand he got was from a colleague who machined a set of custom bushings on his lathe so Jake could mount the rear sets back farther on the foot peg brackets. That and the upholstering of the seat by a local shop and the powder coating of frame and wheels.

Other than that, he fabricated and painted everything in his garage on nights and weekends.

Modifications
• Rear hoop with integrated LED tail light
• Battery box under the swing-arm
• Chopped off the old foot peg brackets on the frame and bolted on the set of SS brackets from the CB750F
• Chopped the front fender down for a smaller profile look
• New wheel bearings all around
• fully rebuilt front forks and brake calipers all around
• new cables
• re-wired harness for new lighting,
• bar-end mirrors
• new grips,
• new sprockets
• x-ring chain
• copper electrics tray under the seat
• license plate bracket
• tubeless tire setup with Shinko rubber
• Carbs cleaned and rebuilt
• Painted gas tank with automotive paint and a 2K clear coat
• Fiberglass seat pan and foam seat
• YSS rear shocks
• Progressive front fork springs
• Cognito rear sets
• Revival LED lights
• clip-on bars
• Venhill brake lines
• Nissin front MC
• Delkevic exhaust
• Antigravity battery

Particular pride
“So Jake, with this big challenge behind you, what do you like the most?”
Smiling broadly: “The gas tank! I like the shape of this style CB tank, and I think the paint colour really makes it stand out, along with the over sized Honda decals (which I have to give credit to my fiance for making).

Anything in particular you want to share about the project?
I absolutely love the way this bike feels and rides. Not too rough, not too smooth.

It’s fast and loud, keeping the classic untamed spirit alive!!

Donor bike in its original state

The post From East to East – 1981 Honda CB 750K appeared first on BikeBrewers.com.

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[DaveM]

Triumph Thruxton R – ‘Malasangre’ by Tamarit Motorcycles

Single focus
JUST HALF AN HOUR further South from Alicante (Spain) there is a select group of fine gentlemen with a very singular focus; building ‘one of a kind’ motorcycles according to the highest standards. Narrowing it even further down, they only work with one single brand; Triumph.

Est. 2016
Their company was only founded four years ago, February 2016 to be exact, and they have already built over 50 motorcycles during that relatively short period of time!
Tamarit Motorcycles take building custom motorcycles very seriously. The work they do is always commission based. Clients come to them with a whish list that should lead to their dream bike. Before starting the production process, the Tamarit team sits down with the client and details the project. Important elements are does the bike fit the personality of the client and is the desired construction fit for the use the future owner has in mind? An extreme build might look good, but the fun of riding it might be spiralling downward quickly when used as a daily commute.

57 flavours
To anyone who has used Heinz ketchup once in their life this must sound familiar. The food brand claims to offer “57 varieties”. This stems back from their historical advertising slogan. It has come to mean anything that is made from many parts or origins. It was developed from the marketing campaign that told consumers about the numerous pickle products available from the Heinz company.*
How fitting with this particular build.
Many parts were used to complete their #57 motorcycle the ‘Malasangre’ (‘Bad Blood’). It is a ‘bad’ bike for sure, but only in the sense as is was used in Michael Jackson’s 1987 album and song of the same name. It means ‘even better than good’.

Born a Triumph, raised a Tamarit
The Triumph Thruxton R was a pretty complete bike when it left the factory in 2017. However, according to the Elche based mechanics there is always room for lots of improvement.
The client in this case has a race track background and has spent his adult life riding motorcycles on a daily basis. He already owned the Thruxton and wanted to further perfect the machine to fit his personal style.

Fountain of creativity
To get the flow going Tamarit dove into their archives and decided to use the #36 bike as a starting point. The ‘Dakota’ as it was christened, was a similar model.

Each build offers new insights. An important reason for the Spanish builders to never going back and do the same thing all over again. As a client you may ask them to build a bike identical to whatever they have produced before. Asking will invariably give you the same answer: “no”.

As with the ‘Malasangre’ they may very well use earlier models as the well from which to draw fresh ideas, but manufacturing something identical is a barbed wired, fenced off heavily guarded ‘Area 51’.

Budget
Samuel, the owner of the Thruxton R, had been a fan of the Tamarit team for a number of years. After riding the motorcycle for a number of years he wanted the outfit to come up with a design which would make the Triumph even more aggressive. Both in terms of design as with regards to its performance.

That combination definitely brought a smirk to the faces of all six members who spent their time daily in the workshop. It required a hefty € 16.000 to get to this end result. Just have a look at the video and you see it was money well spent.

Tamarit spokesperson José Antonio (who can also be seen thrashing the bike around in the midnight video) claims it was “a ‘darker, more aggressive and further improved version’ of the Dakota”.

Vampires
Its obvious aggressiveness and the ‘bad blood’ running in the veins is more then enough to scare of any nocturnal bloodsucker tempted to bite its neck. The workshop crew unitedly agree that the fact the all of the bike is “linked into a single theme, with no detail out of place” pleases them the most.

“The looks with the rims and the paintwork is a killer for us” José discloses. Continuing “Samuel, our client, was enthusiastic with our creative ideas from the start, which made the negotiations smooth. Once confronted with the final version he was over the moon.

He has come back to us cheering how well it rides and how all modifications have increased his joy of riding this animal. This is why we do things the way we do. Seeing such a smiling face makes us love our jobs even more!”

Get the tools out
From the outside looking in, all of the fairing was subject to a significant change in appearance. Same goes for the seat and side covers. What caused the build to become costly were such items as the Kineo rims, the custom made exhaust system, this time a twin version of the ‘Bocanegra’, which is a Tamarit catalogue item and the high performance air filter by Italian manufacturer Free Spirits.

Other changes include a new chain cover, rear fender elimination kit and our own front fender. Amongst the electronics Motogadget turning signals were added.

Modifications:

* Already equipped on the bike (OEM)

– ÖHLINS Shock absorbing system ( rear and front inverted fork )
– BREMBO brakes
– PIRELLI Diablo Rosso Corsa

* Parts made by Tamarit Motorcycles

– Mónaco Café Racer seat
– Fender eliminator kit
– Dakota side covers
– Chaincover 2.0 for Thruxton R
– Tamarit custom Exhausts for Thruxton R
– Tamarit belly pan

* Imported parts added *

– KINEO Spoked rims
– MOTOGADGET Turning signals
– EMD Engine covers
– FREE SPIRITS Filters

* Procedures *

Full body custom paint and badges
Full electro-static black coat.

Builders details:
Website
Malasangre page

Contact details
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[DaveM]

Honda FMX650 by Kevil’s Speed Shop

Introducing Martin Varrand
It is with great pleasure BikeBrewers present the first guest post by Motocross specialist Martin Varrand.
Martin has been riding dirt bikes for over twenty years. After his professional career he created Motocrossadvice.com, a website filled to the brim with information for motocross lovers.
In this article he highlights the work of Devonshire based Kevil’s Speed Shop.

Honda FMX650
Honda is renowned for building road bikes that work exceptionally well, but lack character in the engine and handling department. Even the mighty Fireblade, one of the success stories of the Japanese giants past, does its thing with a level of sterility when compared to the mighty Ninja from Kawasaki.
Sure, the Kawasaki’s parts will pit, and chip as quickly as you can fill it with its first tank of fuel, whereas the Honda will look showroom fifteen years down the line when looked after. Jump on them both for a back to back session though, and you will take the Ninja home every time. The sheer grunt and lunacy of a Ninja are enough to bring a smile to the face of the coldest heart. Arguably, the same is true of the dirt bikes.
Honda’s entirely four-stroke line-up is made up of some extremely capable, not to mention championship-winning machines. Most of us in the Motocross Advice office would rather go Orange or Green when it comes to the trails though.

Press whipping
When the Honda FMX650 was launched back in 2005, the praise from the motorcycle press was tepid.
MCN said;
“When faced with the prospect of an exciting new genre – Supermoto – Honda eschewed the concepts of excitement and boldness and instead produced the Honda FMX650.”

That is harsh, even for MCN’s usual level of honesty and straightforward opinion. Even Visor-down called it a sheep in wolf’s clothing. Honda themselves were quick to point out to the critics that the bike was not a ‘Supermoto’, but rather a ‘Funmoto’ – which, let’s be honest, is marketing speak for we screwed up.

Metamorphosis
Why are we telling you all of this? Because Kevil’s Speed Shop did it again. They made us drool over a bike that we, and the rest of the worlds motorcycling press, never gave a moment’s thought to. If that is not a testimony to the skill and dedication of one of the most down to earth, and like-able custom shop designers in the industry, we don’t know what is. Kevil’s have taken the wolf and turned it into a snarling mythical beast.

Now we are the first to admit that this is not a “dirt bike” in the purest sense, nor is it a Super-moto now Kevil’s have had a go at it. What it is, is the sort of road-legal toy we would probably all love to have in our garage for fun weekend rides on easy trails. It is the perfect weekend all-rounder with a bite. Ride to the meetup and turn heads. Smugly wait while everyone unloads their competition dirt bikes; for the gentle forest trail. A trial which has no challenging jumps, hardly a rut to speak of and no fast sections. Nonchalantly chat with the dog walkers and mountain bikers who ignore the SuperMX wannabees, enthralled by the mythical red beast upon which you sit. Then go have fun like everyone else, only on a truly unique, and strangely attractive machine. We come back to the critical word when dealing with custom bikes and their desirability. Kevil’s have injected raw beauty into a bike that would not turn heads under normal circumstances.

Moto#11
When you talk to Kevin, his passion for doing it right comes through in bucket loads. The affectionately named Moto#11 shows all the evidence of a Kevil’s restoration and makeover. When the donor bike was sourced, it had just 7000 miles on the clock. Despite this, Kevin replaced bearing sets, refurbished the mono-shock, and overhauled the engine and gearbox. This is standard practice on any Kevil’s Custom project. No point in creating a beautiful machine, only for the head to give up 2000 miles later. Performance mods are in keeping with a 30-BHP thumper. Modest. The single-cylinder engine produces a linear delivery of torque that will pull the bike forward in most gears. Still, it won’t have the front wheel clawing for the heavens. It is fun, not competitive.

As for the cosmetics, this is where Kevil’s really work their magic. Post makeover, there is something weirdly seductive about the Kevil’s FMX. It could be the taught rear end, with its stubby custom sub-frame. The black and red hand-stitched leather seat, maybe? The naughty Supertrap exhaust can which is a vast improvement on the original aesthetically, and gives the beast her growl. Even the chunky enduro tires, with the chic big wheel look at the front end, reminiscent of the big wheel/fat wheel sand bike trend that is sweeping the ranks of Deliveroo riders the world over. The open air filter, with its Honda red foam is a hark back to the dirt bike roots of this project. The rustic single spot lamp on the front end is just perfect too. Simple, functional, beautiful.

Fun machine
I couldn’t see Moto#11 coping with anything more than forest trails, dirt tracks, beaches or fun days out. It would be the ideal machine for taking to a race meet and parking up to turn heads. No one is looking to replace a hardcore dirt bike with a custom bike like Moto#11 – which is just as well because like the four other Kevil’s FMX’s, she is sold. He is achieving something that Honda failed to do. Creating a demand. For now, all we can do is peek at her from a distance, secretly wishing she was ours.

All of this has got us thinking. Is it possible to build a custom dirt bike, that can hold its own against other serious dirt bikes? The perfect steed for the weekend warrior who wants to be able to tear it up with their mates, hit the jumps and still look like they have arrived from the set of Mad Max?

Modifications:
1. Enduro Tyres
2. Renthal Bars
3. Black Diamond Stitched Leather Upholstery
4. Custom Stainless Exhaust System
5. USD Front End
6. Custom Seat
7. Led Indicators
8. Projector Headlight

About Kevil’s
Kevil’s are a boutique Custom workshop based in Devon (UK). Kevin is a diamond, and great to chat to. If you have any interest in commissioning a custom build, be that a dirt bike, scrambler, cafe racer, or other, drop him a line. Nowadays they specialize in BMW flat twins, but if you have the money, and appreciate that a good custom build comes with a price tag, who knows. Kevil’s are engineers, with an artistic temperament. You will end up with a creation that not only looks terrific, but that is totally rideable and genuinely unique.
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About the author:
Estonian based Martin Varrand is a purebred motocross petrolhead.
For many years speeding through the dirt has been his passion.
He started riding in the late nineties and became a two-time junior World Champion and a six-time Estonian Champion.
In his junior years he competed against guys such as Ken Roczen, Eli Tomac and Blake Wharton.

After his career as a professional rider he started his own website Motocrossadvice.com
On this platform he delivers high quality content about dirt bike riding with sound attention to detail.
In his words: “I can only be successful if I am able to provide massive value to my readers.”

The website offers knowledge and insights has gathered in over twenty years of riding off-road.
It is a great source of information for motocross riders at any level of the sport.

Readers will find information on dirt bike accessories, dirt bike gear and dirt bike parts.
furthermore he will give you motocross tips and tricks that will make you ride faster, smarter and safer than before.

The post Honda FMX650 by Kevil’s Speed Shop appeared first on BikeBrewers.com.

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[DaveM]

1978 Suzuki GS750 turns Classic Racer

Three times a winner
We do not see a tremendous amount of Suzuki’s being rebuilt into memorable machines unfortunately.
So when IJsselstein (near Utrecht – the Netherlands) based Walter van Elk came to us to have his 1978 Suzuki GS750 featured we happily obliged.
Walter really took his time to finish this project. He spent no less than 7 years in his shed to create his ‘piece the resistance’.
This might have had a lot to do with him having a hard time to make up his mind which direction to take.

No, we are not talking about finding his way home while travelling, but setting a creative course for this build.
He acquired the bike at a very friendly price as it was an unfinished project started by someone who never managed to really find the time or the energy to finish it off. As the previous owner had a caféracer style build in mind, the protagonist of this story continued on that path initially.

Well on his way into the project, Walter decided he did not like what he saw and decided to go for a more tracker styled Suzuki. However, this did not create a very warm feeling either. When he saw he was dealt the Monopoly card “second prize in a Beauty Contest’ he threw the dice once again and got the ‘Advance token to the nearest Utility’.

Back in the shed the decision was made to go for a “classic racer style” keeping a good distance from what Walter describes as “caféracers that basically look the same”.
His goal was to stick to the Suzuki origins of bike as much as he could by primarily using original Suzuki parts from other models creating his dream project.
Even though there are parts from other major brands sprinkled across the Suzuki, Walter has managed to mostly stick to his original game plan.

Inspiration came from a Ducati 750ss owned by a friend’s father.
As he describes it: “I have been in love with that design and the sound of the bike ever since I laid eyes on it. It was exactly that kind of feeling I wanted to achieve without producing a simple replica. It had to be my lovechild! A classic racer with contemporary touches.”

Cost factor
As it had been an itch for no less than seven years BikeBrewers inquired on the budget spent on the GS750. The Dutchman replies: “for the kind of money I spent, I could probably have bought a brand new bike!” he laughs out loud. Continuing: “At the outset I wanted to keep track of costs by jotting down on a piece of paper the prices of stuff I bought. Halfway through the project the paper format I used proved to be insufficient to list all the figures.
By the time I reached the finish line, I had lost both the paper and count. My best guess would be anywhere between € 6K – € 10K. I sincerely hope my wife does not read this post.”

Magic touch
A mechanic by trade, Walter wanted to do as much of the work by himself. He describes his biggest challenge as forcing himself to outperform in most of the tasks at hand. To create the true classic racer look and feel and stay true to the origin of his inspiration, the front fairing came from a … Ducati 750ss. However to get things right, some major surgery was required.
The angle of the fiberglass pane did not match the line our builder had in mind. It was more or less up straight. Enter angle grinder, lots of patience and sweat. The result speaks for itself.

Smaller hurdles to be taken were the caps on the dynamo and ignition cases. He made them from original GS750’s oil pans as decent replacements were unavailable. Another technical stumbling block was to mount a GS850 cylinder and cylinder head on to the GS750’s case, including carbs and carbs settings.

Know your limits
Even though there is a BikeBrewers article on how to lace your own wheels, Walter decided it was better to outsource this part of the build. After all it does require specific skills and you want to get it right the first time.
The same applied to the paint job. We have seen enough examples of decent build being spoilt by awful paint jobs. This one however came out as it should.
Initially wrapping foil was used for the striping. This was later replaced using masking tape and paint. No plastic can beat that.

Modifications
No bolt was left unturned on this project. “Rather than listing the modifications it would be easier to list what has not been changed!” the Dutchman says with an ear to ear grin.
Continuing: “I have left the chassis almost as it was, but installed the front of a Suzuki GSXR750-W, the petrol tank of a Suzuki GSX750, the rear shocks of a Suzuki GS1000.
The aluminium rims (both 18″ with stainless spokes) and the aluminium rear suspension originate from a Suzuki GSX750. I have included an aluminium Raask gear shifter and brake pedal. As mentioned earlier the cylinders and cylinder head of a Suzuki GS850,and rear seat from a English type of bike with leather upholstery, exhaust system made by myself all linked together with balance pipes with 4 universal silencers.

The brake light is made of stainless steel with LED strips as there was not enough space for a regular type of break light. The headlight is LED aftermarket and covered with a piece of my helmet visor!”

• 18″ Morad aluminium rims with stainless steel spokes
• front fork Suzuki GSXR750W
• swing arm aluminium Suzuki GSX750
• petrol tank Suzuki GSX750
• top half fairing Ducati 750SS modified
• seat glass fiber universal English type of bike with new leather upholstery
• clip-ons Triumph Thruxton
• Raask shift and brake pedals set
• universal aftermarket silencers
• license plate bracket home made
• headlight aftermarket LED
• rear brake light home made from stainless steel wit LED strip
• Suzuki GS850cc cylinders and head kit
• paintjob ivory white and orange and black, pinstripes are all sprayed

Famous last words by the builder himself
“I like the way the caps on the site of the camshafts came out. They have cool ribs on them. It took forever to find them. Ultimately they come from the garage of someone just around the corner from me and were brand new. I just had to get those!

Riding this bike with all the mods is an experience. The Suzuki is definitely not everybody’s darling. But if you take the time you will get used to it. Even better, it is quite addictive. The sound is a prime element in the fun of riding this.

If you feel lonely, try a ride on this Suzuki. Lots of positive reactions at traffic lights, gas stations or just on the road. That is very rewarding.”

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Photo credits:
A special mention this time; all pictures by Leonoor Kinkel.
Check out her Instagram page.

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[DaveM]

Roland Sands’ Roaring BMW R18!

Roland Sands and his team up the ante !
IT IS HARD Not to love the renowned custom bike designer Roland Sands and what he has meant for bike building over all these years. He is an original in many senses of the word, and so are many of his designs.

This time He set his teeth in the brand new BMW R 18 and stripped it down to create a straight line dragster featuring the iconic and massive boxer powerplant. The result: the R 18 Dragster. He and his team have created a unique masterpiece built around the impressive 2-cylinder Big Boxer, giving their creativity free reign in the process.

Up close and very personal
Roland Sands’ personal story served as a source of inspiration for his work on this bike. “With an engine that’s so visibly the center piece, I immediately thought of muscle cars. My family has always been into going fast and my dad was a drag racer, so I thought it made sense to strip the bike down to the essentials and shape it to go fast on a straight track,” the designer explains.
The BikeBrewers team have been visiting drag strips as far back as the seventies, so we share his emotions and ‘catch his drag’.

The technical design process used by Roland Sands.
Roland Sands always starts by sketching his ideas on paper. This allows him to figure out the basics of the shape and what the stance and the geometry of the bike could look like. “In the end, the real magic happens when we bring the sketch to life”, Roland explains.

More than any other motorcycle, the new R 18 offers a highly customizable design. It features an easily removable rear frame and a simple-to-dismantle painted parts set. These are features custom fans all over the world are fond of. Very smart thinking by BMW.
Roland explains: “The electronics were definitely the most difficult task we had to deal with as we put in nitrous oxide (BB edit: YES!), stripped out the stock exhaust and changed the intake drastically. It was a bit of an experiment, but we dialed it in! The final product is impressive and characterised by a high level of craftsmanship, as can be expected from BMW Motorrad. Right from the beginning, I couldn’t wait to get customizing!” Roland points out.
 

What to keep and what to throw away
For the the R 18 Dragster, the team around Roland Sands retained the stock neck geometry of the R 18, removed the bike’s rear end and turned it into a drag racer. Moreover, they chose to maintain the bodywork of the original R 18, but modified the front and rear fender to fit the modified frame. The whole customizing process took about three and a half months. The bike then headed to the workshop for final assembly and a day at a drag strip.

“Every bike needs different sources depending on the build, special materials or parts. Every new bike concept is a bit of a learning process even after having built over 200 bikes. We always want to understand the genre of the bike we are building in, it’s the key to keeping it authentic and functional,” explains Roland Sands.

New collections
Aside from the R 18 Dragster custom bike, Roland Sands also created two different design collections of milled aluminium parts for the launch of the R 18 Cruiser: “Machined” and “2-Tone-Black”. The “Machined” and “2-Tone-Black” ranges include front and rear wheels available in different dimensions than the standard sizes. In addition, the range of these exclusive milled parts includes speedometer housings, handlebar clamps, risers, handlebar grips, hand levers and mirrors as well as engine housing trim elements, filler caps, intake silencer covers and much more.

For the R 18 Dragster, Roland Sands used the milled parts design collection “2-Tone-Black” to customize levers, wheels, valve covers, breast plate, headlight and gauges. The front end was taken from the BMW R nineT. The seat as well as the exhaust were created from scratch.

The R 18 Dragster custom bike in detail
1. The frame has been modified completely removing the rear suspension for drag racing
2. Front and rear fenders have been slightly modified utilizing the stock sheet metal parts in order to keep the classic R 18 silhouette
3. The headlight has been taken from the original R 18 and is highlighted with the headlight bezel from the design collection of milled aluminium parts
4. The standard exhaust has been replaced with a hand fabricated Stainless Steel twin megaphone system utilizing the exhaust tips from the milled aluminium parts
5. The hydraulic front brake and clutch master cylinders are from Roland Sands Design
6. The tank has been taken over from the original R 18
7. The paint finish is a two tone metallic blue with classic white BMW pin-stripes by Roland’s long time painter Chris Wood
8. The fork has been taken from the BMW R nineT
9. The front braking system has been taken from the S 1000 RR superbike
10. The seat has been built from scratch and is a RSD custom seat by Saddlemen

The making off

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[DaveM]

Maxxed out Yamaha Tmax by Unikat

UNIKAT’S Grzegorz Korczak and his team are regulars on our website. Invariably they manage to bring us the most inspiring machines you could ever imagine.
But this time the Polish Master in cinematography steps out with something totally unexpected. A build commissioned by one of his clients who wanted his Yamaha Tmax turned into something extraordinary.

Not our first love
Truth be told, it is very unlikely you will ever see our BikeBrewers staff riding this type of machine. Most of the time we look at them, shrug and continue with our daily work.

But our perhaps slightly antiquated attitude might be up for revision. When a master goes to work and shows the world a piece of work like this, we start scratching our heads.
Surely the bike will still not be everybody’s favourite, but we have to admit this is quite a piece of art.

Mastermind
This is how Grzegorz describes the process that went on in his head:
“Maciek – our client – contacted us in the autumn of 2019 and wanted his Tmax to look mean, furious and ‘totally black matte’.

We had already customized two Vespas and I was aware of the difficulties in this sort of process. It was more similar to reconstructing a car than a motorcycle due to its huge and complex frame and the amount of bodywork involved. We had never never tackled a Yamaha Tmax before and researching it on the internet didn’t do much to improve my knowledge about it’s potential as well as possible technical problems this procedure could entail.”

Wrecking brains
With all of the above in mind he sat down for a day on Excel, and calculated the budget for 3-4 months of work. Maciek and the builder agreed to the deal and shook hands online before the donor bike was even wheeled into the workshop.

“Business-wise it was a big mistake as the project took over 5 months to complete. But on the bright side, we would not have built this crazy and utterly original machine which gets anyone who feasts his eyes on it excited and smile. It’s really fast, loud and sporty in terms of its handling. It’s 30kg lighter than the factory version, and with its Malossi air filter and open exhaust it’s a real rocket!” our Polish hero adds.

Any colour as long as it is black?
An important factor in the positive outcome of this build is that, during the designing process, the owner and builder both agreed that there was more to the design than just painting it black.

The BikeBrewers team unitedly agree that the final version, a satin semi-gloss charcoal colour and the brown leather details, make a perfect warm contrast. According to the UNIKAT team all that was left from the original Tmax are its golden wheels as they were OK. They looked good and do the job.

Technical challenges
An intriguing build is an open invitation for prying a bit deeper. We asked Mr. Korczak about the most challenging aspects of this process. He retorted: “On top of the list of headaches was the hurdle to fit the new tank and cooling system in a much smaller sub-frame. If you count the hours spent on projecting and constructing vintage liquid visors for cooling liquid and gasoline you know you won’t earn money on this project hahaha!” he laughs out loud.

Continuing: “Having reached the point of no return, I decided to pull all stops and go full throttle. As a team we decided to just forget about making a profit (I wouldn’t dare ask for more money, it’s not UNIKAT’s style). No compromises whatsoever in terms of the front lights, additional LED stripes in front and a 3rd stop light just behind the wheel (and behind a plexi-glass window).

While we were at it went on and cut out wooden shapes of the frame and then hammered the metal net so that it fitted into the gaps. The cooling liquid tank also fits into one of these – on the left side.

We added “metal wings” next to the foot-pegs and around the head lamp for aesthetic reasons and to clean up the design (they cover the technical parts). I ordered the leather for the seat cover three times as the first two deliveries were not the exact shade that would match the frame. As you might have already guessed, a hallmark of UNIKAT is obviously also included in this design: hand-made leather grips in the same colour as the seat.”

Don’t look back in anger
“So with the finished project in the spotlight, what is your feeling looking back at the past period?” BikeBrewers investigates further.

UNIKAT’S owner replies: “At the end of the day I’m extremely happy with this project as it is truly ONE of ONE and I believe it’s the most exclusive scooter ever built. Maybe it’s a new option for scooter fans who need to have personalized machine. We’ll see .”

Builder’s details:
Website
email
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[DaveM]

PANDO MOTO goes pandemic (gear review)

Testing, testing 1, 2, 3!
A little while ago we received two sets of motorcycle jeans from PANDOMOTO. As the Lithuanian based manufacturers were so kind to send us a set for men as well as for women, BikeBrewers decided to get one of our female editors involved in the test.

For additional fun, we threw in an unboxing video too. In hindsight we now realize we should have let our lady rider present the unboxing and fit them on the spot, which would surely have given us even higher visibility. To make up for this we are including some stills.

Brand history
PANDO MOTO was born in the minds of passionate motorcyclists who couldn’t find a balance between looking good and feeling safe. So, they decided to just manufacture their own pants.
Starting in 2011, they have now evolved into a premium motorcycle clothing brand, fusing European design and engineering with smart, safe technology. In their own words: “We follow the creation process of our gear from top to bottom, to assure the quality level we guarantee to deliver. Being passionate about this industry and listening to all the two wheelers, riders, and Pando Aces, we can ensure that our high-performance protective gear does the hard work, so you can focus on what matters.”

International exposure increased dramatically after the company’s participation in the 2014 EICMA show in Milan. At the moment they are in over 22 markets worldwide and growing.

Back to basics
PANDOMOTO are about the quality of their design and the durability of the materials used. Nothing less, nothing more. No bells or whistles. No frills. They believe that simplicity is sophistication. More importantly the safety features of their apparel are weaved into the very fabric of their creations, “intelligently concealed with forward-thinking designs” as they put it.

Unwrapping the package got us all exited. The men’s jeans (STEEL BLACK 9 Motorcycle Jeans) breathe vintage style reminiscent of the sturdiness of the Lee 101 or the original Levi’s 501.

Having said that, the design, safety features or wearability of the PANDOMOTO jeans are light years away from these classical items that stem from the 19th century.
While those original jeans were made from pure cotton, woven into robust textile, the 21st century version features one single layer stretch denim with 25% Dyneema®. Ultra-high molecular weight polyethylene (UHMWPE) is the secret that fuels this garment’s power.

Dyneema® is the world’s toughest fibre material. The manufacturer claims this stuff is 15 times stronger than steel, but still very lightweight.
The jeans were definitely not the lightest we have tested over the years, but not exceptionally heavy either. We’d rather describe it as ‘just right’. When testing jeans of other brands in lighter versions, we may have gotten slightly more comfort, but not the feeling of safety we experienced with the STEEL BLACK 9.
Two position knee armour and hip armour pockets protect you against the unthinkable.

Fighting gravity
We set out to do a review on the jeans from a riding perspective, how good they look when you are off the bike and wearing comfort.
Involuntarily we got to try out the durability and safety features too. Whilst on the road our editor took a nasty fall (his first horizontal experience in 36 years) which left him with a dented bike and ditto ego.

However, the STEEL BLACK 9-es did what they needed to do. In spite of the fact of the speed being just around 30 km/h and switching from 1st to 2nd gear in a bend in the road, the fall made him slide over more than 20 metres.
Besides a slightly twisted knee no harm at all was done. The jeans had hardly noticeable wear on the knee and seat sections. Needles to say we applaud the PANDOMOTO quality and the safety features applied. The apparel is tested to withstand speeds up to 70 km/h, so we assume our little mishap will be filed under the ‘wussy’ category.

If you end up kissing the tarmac you can rely on the lifetime warranty. In such occasions son not forget to send our friends in Vilnius your story and pictures to prove it to claim your bragging rights and a nice gift.

Let’s hear it for the girls
Fortunately the lady rider was far more lucky than the guy.
Not only did she land a pair of phenomenally looking women’s motorcycle jeans (LORICA KEV 01), she also managed to stay upright during the testing period.

Specifications
What do you get when you combine Skinny silhouette with 8oz waxed stretch denim? A great looking skinny fit jeans that are made of power-stretch fabric, which is durable, and timeless. Thick mid-layer lining made of DuPont™ with Kevlar® fibres guarantees a quality you can trust. Features Triple Flex knee armour and hip Armor pockets (armour is not included, but we recommend you include them in the purchase)

The noticeable lighter material compared to the men’s jeans will give you level A protection (up to speeds of 45 km/h).
Besides the magnificent design, hugging the female lines and doing justice to a well earned silhouette (“lots of training” she claims), our lady friend was very happy with the extra stretch panels in the back.

“This is truly well thought through” she beams. “Finally a pair of jeans that look great and are very comfortable to ride irrespective of the type of bike I find myself on. The knee protection is great and gives me an extra feeling of safety. Having seen you fall, I will get myself the hip protection too.” she grins.

Continuing: “I have used the jeans under different weather circumstances the past weeks. In hot weather they are comfortable and the material breathes really well. I find that utterly important, as many other brands I have tested seem to go for maximum safety, making there products often feel heavy and uncomfortable during longer rides in the sun.

Even though we have had a very nice summer we had a photo shoot planned on a day with somewhat uncertain weather conditions. We ended up riding for three hours in torrential rain! Hardly any suits will keep you dry in that kind of weather. The LORICA Kev 01 held up bravely and efficiently when the downpour started, but had to give in at a certain point. I forgive them, as even the best rain gear would have kept that kind of water out.”

Final countdown
BikeBrewers give the STEEL BLACK 9 as well as the LORICA KEV 01 the thumbs up.
The men get great vintage style with modern day technology when losing the battle against gravity, while the women can grace their legs with a pair of well designed waterproof jeans.

Specs
Men: STEEL BLACK 9
• Classic slim fit cut
• Dark navy color (almost black).
• Made of single layer stretch 25% Dyneema® 13 oz (15 times stronger than steel, 1800 protection).
• It has high heat conductivity, reflects the heat.
• CE officially approved PPE under EN 17092, level AA (speed 70 km/h).
• 2 position knee armor pockets.
• KNOX® Micro Lock CE approved (EN1621-1:2012) knee and hip armor INCLUDED.
• Reflective cuffs for safety ride.

Women: LORICA KEV 01
• Skinny fit (leggings). Middle waist.
• 8 oz heavy-duty power-stretch waxed denim.
• Protective DuPont™ Kevlar® lining reinforcement in high risk abrasion and impact zones.
• Fully CE approved – performance level A (45 km/h abrasion resistance) in accordance with prEN 17092.
• Free 17 Eur worth SAS-TEC TripleFlex CE (EN1621-1:2012) approved knee armor INCLUDED.
• SAS-TEC TripleFlex CE (EN1621-1:2012) approved hip armor – optional (not included).
• Extra stretch panels on the back.
• Embroidery in the front.
• YKK waterproof zipper on the fly.
• Reinforced with the chain stitches.

Links:
Website
Facebook
Instagram
YouTube
Pinterest
LinkedIn

Photo credits: Gijs Paradijs

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[DaveM]

2020 Cafe Racer Fest Bulgaria – 1st edition

Kyustendil, Bulgaria
To our faithful followers this combination may ring a bell.
It is the hometown of Ivan Mushev, the master builder of Bull Moto Custom. It was exactly a year ago BikeBrewers published the first post on one of his builds. The magnificent Honda CB 600 Hornet, followed by another article in April of this year on a roaring CB 750F.

Growing scene
In celebration the growing caféracer scene in Bulgaria Ivan and his team decided to play host to the very first Cafe Racer exhibition in their country.
The event was organized by ‘Cafe Racer Club Bulgaria’ with the intention to get together with friends and family and show the rest of the world that there are many reasons to travel to the region, a lively custom scene definitely being one of them.

FOMO
Bikebrewers were invited to attend the event as ‘special guests’. However travel restrictions prohibited our team from taking part. Missing out on all those events this year due to either cancellations or travel restrictions was bad enough. But when we saw the pictures of the Kyustendil event, our whole team was miserable the whole day.
Our ‘Fear Of Missing Out’ had just materialized into something very real and tangible.
Nice weather, magnificent bikes, gorgeous girls excellent food and a lovely atmosphere. What more can you wish for?

Competition
Builders from all over the country were invited to enter their bikes for the contest. No less than 35 well-built machines took part and were judged by a jury consisting of national heroes Nikolay Stoev (Nomad Custom), Veselin Zahariev (Bull Custom Moto), Asen Zahariev (TossaR) and well-known Kamen Harizanov (KKK bikes).

Sponsoring the event was 2021’s sexiest comeback brand Royal Enfield. Not only have they re-entered the custom scene with their sexy Continental and Interceptor models, they are very active in promoting the retro lifestyle and can be seen supporting bike events all over Europe.

Winning streak
Interestingly enough the five winners of the competition all have one name in common: Honda.
For reasons unbeknownst to BikeBrewers this seems to be the dominant brand in the caféracer scene in this Eastern European country. No wonder Royal Enfield were eager to partner in the event. Best way to show the audience and builders there is another brand that deserves their attention. Smart thinking.

And the winners are
First place – Honda CB650 RC03 1979, Honda Classic Garage studio, Sofia, Valentin Spasov

Second place – Honda CBX 750 1983 Ventsislav Angelov
Third place – Honda CB 400
Fourth place – Honda CB 750
Fifth place – Honda CX 500.

From first to third place there were winners cups with cash prizes, and for the #1 there was an addition prize in the shape of a free seat by MG Design.

Not just on two wheels
Besides a roaring caféracer scene, you can find rare classic and retro cars this far East also.
Retro Club “Denteletika” were responsible for the after-ceremony ride. Both cars and bikes joined for a honorary tour around town, including a climb in the mountain area called Hisarlaka and a visit to the ancient fortress.

For those who have not yet had the pleasure to visit Bulgaria, please be aware that this country possesses phenomenal treasures dating back to the days of the Roman Empire. A country well worth visiting for many reasons.

2021 resolutions
Now that we have seen what we have missed, we have all decided to make sure to add a new date to next year’s motorcycle event calendar. We will be there next time for sure.

Model – Nikoleta Shevchenko
Photographer – Vladislav Chanev

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[DaveM]

Krisbiker’s Honda CB 750 ‘Spider’

AUGUST 29TH 2020 was a special day in Poland.
Krisbiker premiered their latest project; a Honda CB 750 RC42.
Cloaked in a striking black and yellow colour scheme the bike jumps at you as soon as you lay eyes on it.

Born Krzysztof Rogalinski, our Polish friend is aptly nicknamed KrisBiker. He runs a (“non-commercial” as he puts it) motorcycle garage where he works on all sorts of different bikes and proudly shares the results on his YouTube channel.

Kris is a self-taught mechanic developing his skills ever since he was a teenager. It was his deeply rooted passion for motorcycles that got him to service and renovate bikes for his friends. However, he came to realize that just motorcycle renovations was limiting his creativity and he needed a project to fulfill his personal visions and ideas. This started him off on a caféracer project.

Like many others before him he expected the build to be a walk in the park. Admitting: “I was wrong because my aim was to overcome all the most common mistakes that are present in 90% of caféracer projects. I have seen tons of different projects and almost all of them have at least one element that makes you say or at least think “it’s a great motorcycle, but…”.
Can I make a caféracer and try to avoid that one single “but” that is impacting the overall feeling?”

As he had trouble finding the right answer to his question Kris called in the help of his good friend Radek.

A new dawn
Looking back on the enterprise, both men are quite adamant about the way things developed. Explaining: “If we could build this motorcycle again, we wouldn’t change a single thing. It took us 5 months to design and build The Spider. This could be faster as COVID-19 slowed down some parts delivery but on the other hand – we were not in a hurry with this project. Time was less important. The key was to follow ideal geometry, design, and performance balance with top quality manufacturing.”

“After desk researching hundreds of We took Honda CB750 RC42 as a base for this project. Then we have study hundreds of caféracer projects online we started to develop a clear picture of how the Spider should fit in our web hahaha!” Kris laughs out loud when we speak to him during a video call.

Continuing: “The main questions we asked ourselves were: do we want to develop another black café racer? Or go for a retro design? “Racer” – historically that was the main mission of the cafe racers so how about playing around with a true sporty design? That insight signified the moment we said goodbye to a) the Honda’s most natural colour – red and b) the original Honda Seven Fifty tank. The latter decision was made as we wanted to keep a 100% straight line between the seat and the tank.

About the tank
The team set out to keep the design a clean and straight as possible. It took them quite some time to find the right tank to match their view. Once they had found a 1976 Honda CB 550F in perfect condition, they were satisfied with the strait and clear bottom lines they had in mind.

Next the colour. Imagine two guys discussing “yellow”? You will have the range between lemon and orange and both will mean yellow. “We seemed to be arguing forever before settling the yellow which brought a smile to both our faces” Radek says. “We have no idea if there is even a name for shade we came up with. It’s a custom made mix which lands somewhere between the colour used on Ducati’s, the ‘Bumblebee Camaro’ shade and the paint used on the Honda S600.”. Now there’s a challenge for any builder trying to explain this to their painting partners!

Engine
The engine is of course Honda CB Seven Fifty but it was completely restored by our builders. Main surgery consisting of new OEM piston rings, cylinder head full-service including surface grinding, cylinder honing, valves service, piston clearance verification, engine starter renovation, carburettor ultrasonic cleaning and balance check.

The outside of the bikes heart was also treated with love as it was given a mix design of satin cylinders and wrinkle engine covers and body.

Electrical installation
OEM installation modification. Battery hidden in swing arm. Digital speedometer, integrated rear and front (position and turn signal lights). Rear tail lights electricity hidden in the modified frame. Ignition key transferred form top tree to engine area. Digital speedometer with full range of options (RPM, Oil sensor, Lights, etc).

Wheels and Tyres
Together with the tough decision on the colour scheme, choosing the right rims for the bike proved to be biggest challenge. Spoked wheels ware the first thing our Polish friends looked at, but after spending a month on research and development they concluded there are no accessory spoked wheels available on the market for Honda Seven Fifty especially as they converted the front suspension.

They decided on 17″ Excel rims that ware incorporated on modified hubs form Honda Comstar wheels. The wheels ware custom developed by their friend Nazar form Gazzz Garage in Kiev (Ukraine). Thanks to his great effort the wheels are now a major contribution to great look of the Honda. They also had to meet GSXR front forks conversion requirements, hubs wide, front brake disks size, and rear OEM swing arm. All of that was not an easy exercise the boys admit.

The wheels are supported with ‘Supersprox rear sprocket (aluminum with steel teeth) +4 teeth that required a stronger and longer chain (DID 525 VX3). Front tire Pirelli Night Dragon 130/80R, rear tire Pirelli Night Dragon 160/70R with custom-developed side letters.

Stopping power!
Riding fast is cool, but coming to a sudden halt if needed is a must. For this reason GSXR 1000 front brake calipers with new Brembo brake pads are installed. New (impressive!) 318mm Italian braking disks (floating) required small adapters with longer bolts as the builders had to align to wheel hub.

Front Hell steel hoses and custom made steel hose for the rear calipers added extra pressure to further improve stopping power. The rear brake calliper is a restored Honda CBX750 RC17 piece with wheel and frame mount equipped with a new Braking disc. Rear OEM brakes pump was replaced with a new “slim design” pump with an integrated brake fluid reservoir.

Accessories
Accel clip-on handlebars with Barracuda grips, custom mirrors, and KOSO digital speedometer (db-01rn) all brand new. 4in1 exhaust manifold with new G.P.R silencer (M3 E4 homologation) custom-designed rear sets and new battery. According to Kris the energy source is so well hidden they often forgot where they put it when working on the bike.

Performance
It is nice to build a good looking bike, but you want it to perform in line with the way it looks.

After the surgery in the workshop the Honda came out much lighter. The factory dry weight of 215kg was reduced to 194kg. The 44 teeth rear sprocket instead of 40 OEM had quite a positive effect on the gear ratio. It increased torque and provides +3,1% acceleration. Polished carb air intake improved airflow. Sport silencer and improved exhaust heat flow provides approximately an additional+2-3hp or ‘Spider Power’ as the team prefers to refer to it.

All that combined with reducing the weight by 21kg there should be a significant increase in the performance. Unfortunately the exact figures are not available as of yet.

Conclusion
It is clear that the Eastern European builders are quickly catching up with their peers in the rest of the world. Their craftsmanship and passion brings a sparkle to this niche market. The BikeBrewers team is ready to ride East and try out all those fantastic machines as soon as Covid-19 restrictions are lifted.

The Honda Spider is a prime example of the wonderful ideas streaming out of Poland and neighbouring countries. “Keep them coming!” is all we can say.

Builders details:
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Photo credits: Lukasz Widziszowski

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[DaveM]

2021 BMW R nineT range unveiled

2021 news presented
When BMW Motorrad presented the R nineT in 2013, it was more than just a roadster modelled on a classic archetype: from the very outset it combined classic motorcycle design and modern technology with excellent craftsmanship and a wide range of customisation options.

Fast forward to 2021
For the upcoming season, BMW Motorrad has now sustainably honed the R nineT family with some technical modifications, as well as significantly extending the range of standard and optional equipment. In this wave of new features and modifications the word ‘standard’ seems to be the new Bavarian standard to make buying a R nineT even more attractive.

The engine department
For use in the new R nineT models, the boxer engine has undergone both technical and visual fine-tuning and is now designed to meet the requirements of the EU-5 pollutant class. Its peak power output is now 80 kW (109 hp) at 7 250 rpm (previously 81 kW (110 hp) at 7 750 rpm), while the maximum torque is still 116 Nm at 6 000 rpm.

Newly designed cylinder heads provide a more harmonious transition from the outer to the inner cooling fins, and newly designed throttle valve parts and cylinder head covers now give the bike even greater aesthetic appeal.

Inside the cylinder heads there is a new turbulence system which swirls the mixture to ensure even better and cleaner combustion and increased torque. Thanks to an even more full-bodied power
and torque curve – especially in the range between 4 000 and 6 000 rpm – pulling power levels are now tangibly better than those of the predecessor.

Riding and braking
ABS Pro including DBC (Dynamic Brake Control) and a new suspension strut with travel-dependent damping (WAD) now come as standard, as do the “Rain” and “Road” riding modes. Even in the standard version, the new R nineT models now feature ABS Pro in combination with DBC (Dynamic Brake Control) for increased safety when braking – at banking angles as well as in difficult situations.

Standard features also include a new shock absorber with travel-dependent damping (WAD), providing enhanced suspension comfort and convenient adjustment of the spring preload via a hand wheel. “Rain” and “Road” riding modes are now included as standard, too.

Watch the clock
Classic circular instrument with new dial, LED lighting units and USB charging socket as standard.
The standard trim in the R nineT models includes a circular instrument with a newly designed dial featuring the BMW logo as well as indicator lights that are “invisible” when not illuminated.
Likewise as standard, the new R nineT models now have a headlamp and white indicator lights in LED technology.

Standard features or options?
The extended range of standard equipment in the new R nineT models is supplemented with a USB charging socket.

A wealth of new options – from innovative technology to individual design and new colour schemes.
BMW Motorrad has significantly advanced the new R nineT models – both technically and visually. Riding Modes Pro with the additional modes “Dyna” for the R nineT and R nineT Pure and “Dirt” for the R nineT Scrambler and R nineT Urban G/S are now available as new individual options, as are DTC (Dynamic Traction Control) and engine drag torque control (MSR).

Another new option is the Comfort Package, comprising Riding Modes Pro, cruise control and heated handlebar grips. The turning light and the rear silencer design option are likewise new to the range of individual optional extras.

The bare essentials
Meanwhile the traditional “Option 719” offers particularly exclusive and high-quality options for customisation of the R nineT to suit the owner’s personal taste. This exclusive range of parts now includes such items as various wheels, milled parts packages and – from the Original BMW Motorrad Accessories range – a rear conversion with short rear end and number plate holder behind the rear wheel, as well as a rear end in tracker style (Tracker rear end).

The enhancements for the R nineT model family are rounded off with new standard and optional paint finishes. The “Edition 40 Years GS” of the R nineT Urban G/S is especially significant here.
Available as a limited edition only, this unique model comes in a colour scheme reminiscent of the legendary R 100 GS to mark the 40th anniversary of the BMW Motorrad GS family.

Highlights of the new BMW R nineT models:
• Iconic air/oil-cooled boxer engine with new cylinder heads for further increased torque in the mid-range as well as compliance with the EU-5 pollutant class. 80 kW (109 hp) 7 250 rpm (previously 81 kW (110 hp) at 7 750 rpm) and 116 Nm at 6 000 rpm.
• Cylinder head, cylinder head cover and throttle valve parts all in a new design.
• ABS Pro with DBC (Dynamic Brake Control) for even greater safety when braking in banking position.
• New suspension strut with travel-dependent damping (WAD) for even more balanced and comfortable handling as standard
• Hand wheel for adjusting the spring preload on the shock absorber as standard.
• Riding modes “Rain” and “Road” as standard.
• Classically designed circular instrument with new dial.
• White LED indicators as standard.

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[DaveM]

Keep your head together: MIPS

MIPS history
For most of us this abbreviation will ring no other other bell than the usual tinnitus sound in our ears.
It stands for ‘Multi-directional Impact Protection System’.

Even though not many may have heard about this, it is not exactly a new invention. Let us rewind back to the future and start our journey in Stockholm in 1995. In this year Swedish neurosurgeon Hans von Holst contacts the Royal Institute of Technology (KTH) in Stockholm to discuss solutions for all the brain injuries he has been seeing in his operation rooms over the years.

People falling of horses, having skiing accidents or losing the battle with gravity while riding pedal bikes or motorbikes. In a lot of cases the victims were wearing head protection, but still serious brain injuries were the result of their contact with the surface.

After a year of research a team led by von Holst initial testing of their solution is started, seed funding is created to allow patent filing costs. In 2001 the first scientific publication is released presenting MIPS. A couple of years later, 2007, the first MIPS equipped helmet is launched.

Fast forward to 2009
Our Scandinavian inventers found out that launching their own helmet was not an easy task, so they switched to a business model switching to the MIPS brain protection system being implemented in third party helmets instead. That proved to be more successful.

Still, it would take until 2016 (!) until the first motorcycle helmet was equipped with the MIPS system. The brand made faster headway into the sports arenas than on the road in a way. Equestrian, snow, cycling adapted to the system much faster than the motorcycle world.

Why MIPS?
“What does all this have to do with me?” Many of you will probably think. “I have spent a lot of good money on a helmet from a well-known brand. Surely my head is well protected?”

Well yes, up to a certain level it is. Most major (and even some boutique) brands produce excellent helmets that look good and offer great protection. Don’t get us wrong, we are not trying to convince you to hang your helmet on a special, well spotlighted place in your shed.

After spending two and a half hours on a virtual tour via video in the Stockholm laboratory the BikeBrewers team were left scratching their heads and realizing that looking good on a vintage or retro styled bike with a ditto helmet is one thing, but surviving a crash after the hormones take the upper hand on an exhilarating curvy road, is a totally different matter.

Enter the laboratory
Let us dig a bit deeper into the human brain and see what happens when we overestimate our skills (which of course never happens) or when we are faced with idiots on four wheels updating their virtual friends with all those exciting things going on in their lives (which happens all the time).

This is how the MIPS team describe what goes on inside our head during a crash situation: “The human brain is amazing – but fragile. During an angled impact, rotational motion can cause strain to the brain tissue, which may lead to severe brain injuries. When you have suffered a concussion or even more serious damage to the brain, rotational motion to the brain is the most likely cause.”

In short, even though a lot of motorcycle shots we share on our social channels picture us in great looking badass positions, the real fun start when a motorcycle is in a forward motion. The faster, the bigger the fun.

Now that’s exactly where things can get tricky.

What happens in the brain must stay in the brain
99.99% of the time a crash happens during a forward motion. Unless you ride one of those big Honda touring monsters and you have trouble manoeuvring while in reverse. All kidding aside, injury statistics show that when you fall and hit your head, it’s most common to fall at an angle, compared to a linear fall.

Our human brain is an amazing piece of work. However, we all realise this is a very delicate instrument, to be handled with great care. Falling at an angle creates rotational motion and science has shown that our brains are very sensitive to rotational forces. In an angled impact, these forces may transfer to your brain, which can cause severe injuries.
Most helmet manufacturers make their helmets go through rigorous testing before going to market. However, most of the impact testing is done in a linear way. Helmets are made to resist the impact following a straight line. Which makes sense, but does not represent the actual situation in an accident.

As we have established above, 99,99% of accidents occur while moving. Softening not only the blow, but also assisting the brain tissue to keep up with the sudden change in movement.

This is exactly what MIPS does.

The low friction layer allows a sliding movement of 10–15mm, in all directions, reducing rotational motion to the brain during impact.

Making progress
Adding 25 new brands and 135 new helmet models in 2019, making it a total of 103 brands and 583 helmet models, must be seen as a good sign that MIPS is becoming more and more of a standard in most types of helmets today. Still with the valuable market shares MIPS has managed to achieve in sports such as snow, equestrian (EQ – horse riding), hockey and mountaineering you would expect and hope for a bigger impact in the motorcycle world.

Over 22 big motorcycle sports brands such as Alpinestars Thor, KTM and Bell among them, have recognized to added safety value of MIPS.

But out of the big road helmet brands only Bell has four of their helmets equipped with the MIPS protection system. You can find the system in their ‘Star DLX MIPS, Star MIPS, Qualifier DLX MIPS and MX-9 ADVENTURE DLX MIPS helmets.

Ringing the Bell
In search of more background to the what and why BikeBrewers spoke to Chris Killen, Global Marketing, Bell Helmets at Vista Outdoor.

“So Chris, what do you think is the most important reason for such a lukewarm response of the motorcycle helmet industry worldwide with regards to equipping their road helmets with the MIPS system?”

“The answer is quite simple actually.” Chris responds. “It is largely a matter of lack of demand from the market. Unfortunately many motorcyclists are not fully informed when it comes to helmet safety. It is only natural people rely on the information on helmet safety from the bigger brands.

As you have stated correctly, most helmet tests are based on testing linear impact. It goes without saying that this is of paramount importance and the protection a modern helmet gives are light years ahead of the lids people wore in the 20th century.” he laughs.

“But seriously, I believe it is time for a next step and educating motorcyclists about the existence of MIPS is something we should all embark on. I applaud the MIPS team for their continuous zest to create a wider acceptance of their system. Bell was one of the motorcycle brands that adopted their view early and we still support it.

With the new ECE 22.06 standard which is now in place, I am sure things will move forward. With the FIM (Fédération Internationale de Motocyclisme) setting the pace by implementing the new and stricter safety regulations for helmets in the racing world, you will see the big names in racing starting to wear MIPS equipped helmets. This will hopefully have a trickle-down effect into the consumer market.”

What is the ECE 22.06?
ECE 22.06 is the new standard replacing ECE 22.05. The new standard has taken its predecessor’s weak points and addressed them to offer much more stringent testing. Helmets tested will be subject to a wider range of impact tests, test including added accessories and last but certainly not least, rotational tests.

The real major change in ECE 22.06 is the requirement for rotational tests. Finally the mandatory rotational impact tests will give a better idea of how helmets perform when hit at an angle. This test entails a normal impact test setup but with an angled anvil to help measure rotational forces on the head.

Just like the MIPS team have been doing for 25 years.

Stop press!
In the ongoing pursuit to make helmets safer, MIPS unveiled its innovative Finite Element Analysis (FEA) tool. With this tool, MIPS use state-of-the-art computer science to replicate and predict the response in helmet testing as well as in real-life impacts, more quickly and efficiently.

Using the MIPS’ FEA method, brands are now able to expedite both the development and testing process, while also reducing costs and cutting the length of time to bring a safer helmet to market.
MIPS now offers brands its virtual testing service where helmets can be compared and tested in accordance with a wide range of standards. The first testing standard to utilize the FEA testing method will be the aforementioned ECE 22.06, which includes testing for rotational motion – the foundation of MIPS’ existence.

Brake hard again!
At press time BMW helmets also announced they are now also offering MIPS systems in their GS Carbon Evo helmets.

They don’t come cheap but having MIPS installed in combination with the new Rescue Pull System, the GS Carbon Evo helmets offer maximum safety. In the event of an accident, rescue personnel can remove the cheek pads from the outside in just one motion and remove the helmet quickly and easily.

As with majority of the other manufacturers, this again is not a straightforward street helmet, but it is a start. At least it offers those who ride scramblers a chance to look the part.

And they rode happily ever after
At BikeBrewers we focus on just a small niche in the motorcycle industry, custom motorcycles. It is all about creating gems that please the eye. When riding those special bikes, you should do so in style.

Open face helmets are what we use mostly. They often look better and more ‘period correct’ on our bikes than their full face brothers do. It is a shame MIPS systems are not available in jet helmets. This has nothing to do with technical impossibilities. It is just a question of lack of demand. Which in its turn is caused by the absence of decent publicity around the subject. Not that the inventors are to blame. It is something the motorcycle media deem ‘not very sexy’.

After immersing ourselves in the world of head protection and brain damage, we felt the need to write an extensive piece on this matter.

Yes, we will continue to ‘always ride in style’, but on longer hauls or at higher speeds we will seriously consider switching to a better protection including the MIPS system. We can only hope our favourite brands will equip their lids with the system soon.

We wish to thank the MIPS team for their continued fight to protect our heads and Bell helmets for their kind assistance in preparing this article and supplying helmets for test purposes.

Special thanks to:
BIHR
Bell Helmets
Sol & Matheson

Photo credits BMW pictures:
Gonzalo Martín
Thierry Tronquit Prats
Photo credits Triumph/Bell pictures:
Vincent Burger

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[DaveM]

Birth of a new triplet; Triumph resurrects Trident

From online to on the road
Under the current circumstances with no big bike shows or launch events, brands have to channel their creativity during online launches.
Triumph a known for their spectacular introductions of new models. In recent years they have always managed to create fantastic events. We know, as we have been to a few.
The recent online launch of the brand new Trident 660 was smooth and flawless as well. The re-birthing of the all-new Trident 660 platform marks the beginning of a new chapter for the Triumph Roadster segment and in the company’s own words “competes in what is now one of the most dynamic and exciting categories in motorcycling”.

When in doubt, ride a Triumph
We have to be honest, when we saw the first pictures of the new bike we were very doubtful. Triumph have produced quite a number of iconic bikes in the last two decades. We weren’t sure if the new Trident series were going to be as exciting as its predecessors.

A sigh of relief
When the bikes were presented our team collectively cheered. Having just given the Speed Triple RS and Street Triple RS a thorough road work-out for a week, we are now collectively looking forward to thrashing around their little brother in 2021.

Its minimal design, combined with class-leading technology and a new 660cc triple powertrain, constitute the perfect combination for a new (younger) generation of riders to enter the Triumph world, with a motorcycle that provides class leading riding agility, thrilling performance, enhanced by state-of-the-art safety features, and an iconic and modern British design.
It’s in the details

According to Triumph the new 660 triple engine delivers all the character and performance advantages of a triple to the middle-weight category for the first time, which has been developed by the Triumph technicians specifically for the Trident. The engine houses no less than 67 new components and a unique torque and power rich tune.

What’s in store?
The new generation of Triumph (Trident) riders are lured in with a perfect balance of low-down torque, mid-range and top-end power, with the triple’s signature smooth, responsive and linear delivery. The Brits claim to have built an engine which has been designed to combine the low down and mid-range of a twin, with the top end performance of a four-cylinder engine, to deliver a major performance advantage with the best of all worlds.

It’s all in the torque
During introductions of all models in the last decade Triumph have been emphasizing the thrill of torque in all their machines. The Trident should be no exception as its riders will benefit from a punchy and linear power and torque delivery, with peak power of 81PS at 10,250 rpm and over 90% of the maximum torque being available across most of the rev range, peaking at 64Nm at 6,250rpm. Music to our ears!

Best in class
The British brand pulls no punches in its quest to reach the top position in the motorcycle world.
Only the best is good enough and Triumph wants to be the brand that sets the standard.

What does this new generation of Triumph lovers get when they sign on the dotted line:

– 6-speed gearbox with gear ratios and final drive optimized to suit Trident’s all round dynamic riding capability & reliability
– slip and assist clutch with a new span-optimized clutch lever
– shift assist up-&-down (quickshifter available as an accessory), enabling rider to upshift and downshift without engaging clutch.
– light steering weight, low seat height and slim width
– wet weight of just 189kg, all-new tubular steel chassis
– lightweight 17’’ aluminium spoke wheels
– tapered aluminium bars
– a seat designed with both rider and pillion needs in mind
– Front: Showa USD suspension separate function forks giving 120mm front wheel travel
– Rear: Showa preload adjustable monoshock rear suspension unit with linkage
– Michelin Road 5 tyres
– Nissin braking system
– Front: 2-piston Nissin sliding calipers with twin lightweight 310mm discs
– Rear: single piston Nissin rear caliper
– ABS
– all-new dashboard, simple yet effective with a colour TFT screen
– 2 riding modes (road & rain)
– adjustable traction control
– ride-by-wire
– 7’’ full LED headlight (including Triumph logo)
– integrated LED tail-light (including Triumph logo)
– Self-cancelling LED indicators

Accessorize!
Triumph would not be Triumph if the manufacturer would not come up with a extensive range of accessories to make each bike more ‘personal’.

This is all very nice, but being the platform that we are, BikeBrewers are even more interested to see what individual builders will come up with to make this exciting new range even more attractive. We think the new Trident serves as an interesting new canvas for all those creative talents out there in workshops and sheds.

For more than one reason we want to leave 2020 behind us and look forward to a great new year.

Some engine specs:
– Liquid-cooled, 12 valve, DOHC, inline 3-cylinder
– 660 cc
– 81 PS / 80 bhp (60 kW) @ 10,250 rpm
– 64 Nm (47 lbft) @ 6,250 rpm
– Stainless steel 3 into 1 header system with low single sided stainless steel silencer
– X-ring chain
– 6 speed

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[DaveM]

86 GEAR’s BMW R100 RT CAFÉ RACER

From Warsaw with love
Somewhere inside an industrial railway building in Warsaw, there’s a garage that turns dreams into reality. The people behind 86 Gear Motorcycles are specialized in building café racers, street trackers, brats, scramblers, you name it. So when a customer walked in to ask for some of their magic, they couldn’t resist. In this particular case, the customer had only but one desire: the bike had to be a sporty but elegant cafe racer. Oh, and it had to be one with an air-cooled boxer engine. Other than that, there were no restrictions.
On top of that, this build was the 30th project of the Eighty Six Gear team. Worthy of some extra love and of a celebration.

Solid as a brick
The decision was made to source a BMW R100. Finding one that wasn’t completely worn out or beaten wasn’t an easy task. Yet, Christian Boosen from 86 Gear Motorcycles managed to find one in Berlin, the birthplace of the BMW. The base was a well maintained BMW R100 RT from 1982 with slightly less than 80,000 km on the clock and a full-service history. It turned out to be an excellent foundation that was worth every penny. The RT was BMW’s full fat version of the R100, so it came stock with a lot of goodies such as alloy wheels, steering damper, Brembo double front disc brake system, and a disc brake at the rear.

Stripped to the bone
The fuel tank remained stock, but was fitted with a period correct Monza fuel cap. To achieve an overall straight line, the tank was slightly lifted from the back. A custom made subframe and a one-off seating cowl were created to fit the bill. The engine and carbs were taken apart for a thorough inspection. Although it was kept in pristine condition, the boxer engine received a new set of pistons and rings, a new clutch, and a cam chain. The oil cooler was and the stock oil pan was swapped out for an aftermarket, high capacity deep sump oil pan. With more oil flowing in the system, optimal cooling is provided without compromising the looks. Tuning the carburettors proved to be the biggest challenge – fitting Siebenrock Velocity Stacks required serious skills, and proved to be a slow and time-consuming process, but one that was worth all the efforts.

Old school meets new school
Although this BMW R100 was born in 1982, it got treated with a plethora of upgrades to make it ride like it was built yesterday. The old lead-acid battery got replaced for a lightweight lithium ion unit. The complete wiring has been custom made and mated to a Motogadget M-Unit, which resides under the tank. Other accessories sourced from Motogadget include controls, speedo, grips, mirrors, indicators and electronic box. Although the headlight remained stock, the rear light has been fabricated from a LED-strip, neatly nestled in the rear seat cowl. The front forks have been overhauled and treated with progressive springs, while the rear shocks have been upgraded to a set of YSS stereo shocks, giving the bike’s suspension modern day performance, while maintaining an old school look. It is evident that 86 Gear Motorcycles’ motto of “form over function” applied to this build too. It was built to be ridden, which explains the conscious and deliberate decision to use a café racer handlebar instead of clip-ons.

M-Performance
The aesthetics of the R100 had to match the bike’s performance so the R100 got painted in a nice satin white paint. Classic BMW M stripes were then added to the tank and seat cowl. The alloy wheels got a satin black in satin black finish and were treated with a set of Firestone Deluxe rubber, making it look like the bike can do 200 km/h while standing. The BMW is probably capable of those kinds of speeds too, given the bump in performance from 65hp to a healthy 70hp. Combine that with the Raask rear sets, free flowing exhaust, improved suspension and serious weight reduction, and you get a café racer that will GO on demand. It is clear that 86 Gear Motorcycles’ creativity, eye for detail, and craftsmanship played a major part in this project.

Community
“It takes a village to raise a child” is an African proverb that means that an entire community of people must interact with children to experience and grow in a safe and healthy environment. One could argue that the same applies to the custom bike building scene: “It takes a community to build a bike”. “Although most of the work happens in a small, building in the heart of the city, friends we cooperate with daily are what make our workshop thrive throughout all these years”, says Cristian Boosen. So, to credit where credit’s due, a special thanks must be given to Adrian Figura from Scrambler74 for the exceptional welding, 4Drive for fabrication of the custom seat, and Kamil Galka for the mesmerising paint job. Something tells us that we will see more modified motorcycles from the Polish custom scene. According to Christian, “With only a few potential clients, the market has always been difficult and demanding. Nevertheless, passion for ‘something different’ is slowly fuelling custom motorcycle demand. As vintage-style motorbikes in Warsaw are gaining visibility in the city, the ‘best days’ of our local custom scene are still ahead.” In the meantime, we are thankful that we have some pictures to drool at.

Builders details:
Builders: eighty six gear/Christian Boosen & Alex Ilcewicz
Website eighty six gear
email
Instagram
Facebook
Photo credit: Bartek Zaranek Photography

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[DaveM]

Ducati 848 SBK – ‘Amore a prima vista’ French style

Bring on the power!
Ducati has a long legacy of producing a range of high-quality, powerful motorcycles with innovative designs and modern technology since the 1950s.

So, when a French dude, Jeremie Duchampt of JC Racing, buys the 2011 Ducati 848 SBK with its V-twin engine producing over 140Bhp and wants to commemorate the Ducati 750SS and 900SS from the 90s, what do you get?

Well, you get this clean looking bad ass street fighter with a French blue touch.

Second build
It is the second time we celebrate the craftsmanship of Jeremie and another magnificent machine. It was smack in the middle of the first COVID-19 lock down in May this year when our friend rolled his roaring 1098 streetfighter out of his workshop and we were smitten by its sheer brutal beauty. Now he is back with a vengeance.

About the build
Let’s check out the front part of the bike. The fairing has been completely modified to look more like the fairing of the 900SS from the 90s, short and wrapped around the gas tank. The windshield is practically no-existent giving it the look of a street fighter.
A beautiful LED headlight with a touch a time machine has been added, a blast from the past. The golden front fork by SHOWA has been anodized and completely revised giving this bike a ferocious look. Other small golden details have been added: the caps of the reservoirs on the handlebars as well as the control of the front fork. The old fashioned mirrors have been replaced by bar end versions with a retro chromed look defining the clip-on handlebars.

Mainframe
What about the famous 848 trellis frame? A simplified tube layout from the Ducati 749 with a 14% increase in rigidity and a weight savings of 1.5 kg, helping the 848 weigh 20 kg less than the 749. You can see that he has added some carbon fiber to increase even the rigidity and give it a bad ass feel.

Big upgrade on the rear shock absorber with a state of the art Öhlins giving the rider an improved riding experience

Watch your back
It’s time to talk about the rear part of this gorgeous revamped 848 which has gone through extensive modifications in order to follow the flow from front to back. The rear buckle has been completely modified in order to integrate the exhaust system. Lots of fiberglass has been used with the help of FF PRODESIGN, a French specialist in preparations and design. A new taillight, like the headlight, has been added and I have to say, it looks stunning!

It’s all in the details
Further enhancing this 848 cafe racer focus, a single custom bullet seat with blue stitching and the exhaust outlet right there, on top of the unique taillight. We def dig the look!
And to improve the handling of this beauty, the builder has added new set of rims, a lithium battery, an improved radiator and a lighter swing arm.
All the paint was made by ANTHONY A2F as well as the helmet in the colors of the 1975 DUCATI SUPERSPORT, a perfect combo!

Sweat it out!
There is approximately 100 hours of work and let’s not forget that Jeremie is still the ‘amateur champion’, a title we awarded him in the post on his first build (see link above). both bikes promise to be amazing rides. And we just sit here in partial lock down not able to travel and grinding our teeth in the knowledge that some lucky buyer will snap this Duc away and ride into the sunset laughing out loud.
FYI, the 2011 Ducati 848 SBK is for sale around € 17.500. You can contact Jeremie directly if you feel the urge to start next season on a high note.

Builder details:
Builder: Jeremie Duchampt/JC Racing Béziers
email: [email protected]
phone: +33 6 85 18 05 72
facebook

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[DaveM]

Singular Rides’ R Nine T “The Dark Knight”

Twins do it better
When you are a scientist and engineer, you look at technology with a different view. You aren’t scared of exploring new ideas. Ideas that might sound like complete madness to some, could sound like pure genius to others. This loosely describes who Marco Ferrara is as an individual. Slowly but surely, this Boston based builder is starting to become a veteran when it comes to building bikes, which he produces under the name “Singular Rides”. Some of his most notable builds are a yellow air-cooled Ducati 907 track bike, and a red Ducati Superlight-turned-café-racer.

On a warm summer night
In the summer of 2017, after selling his Ducati café racer, Marco started pondering on his next project. His wish list was short: it had to be a powerful air-cooled twin, and it needed to have modern technology such as ABS and traction control. Although a Ducati aficionado at heart, the current Ducati line-up didn’t really tickle his fanny. Besides, there were so many outstanding examples of customised Ducati’s already, that it was time for a change. This is where the German powerhouse came into the picture.

Inspired by the BMW Concept 90, Marco knew that he needed to get his hands on a R Nine T. “It is an amazing motorcycle with so many high-quality components right off the bat, for example the gorgeous aluminum tank, the modular aluminum subframe, the spoke wheels,” he wrote. A compelling argument, we must admit.

From concept to conception
Countless weekends and late nights of labor went into creating this beast of a café racer. After searching the web for aftermarket parts, it became evident that something more drastic needed to be done to get the desired results. A Dab Motors retrofit kit proved to be an excellent starting point. For several weeks Marco collaborated with Guerino Toscano, a brilliant Italian industrial designer specialized in sport vehicles, to generate a number of layout ideas that would strike a balance between futuristic, sporty lines and sensual, organic curves. At the end, one design was chosen for prototyping.

Modern technology
3D printing large scale objects can be expensive. In order to test looks and fit before committing to a bigger job, a scaled-down 1:10 version was printed and installed on a toy model of the bike. Modelling a design like this proved to be a smart way to keep the expenses low. Eric Silverio from Krazy Customs accepted the task of turning the rough surface of a large scale 3D print to a high quality OEM finish, with spectacular results. Krazy Kustoms also took care of the black ceramic coating of several original and newly fabricated parts to match the new looks and character of the build. The spark plug covers and the housing of the headlight were also 3D printed.

Finding a digital manufacturing shop that could print the full size at a reasonable price was a challenge on its own. Midwest Composite Technologies took the job and delivered initial prototypes of the parts. Finishing and reinforcing trims were subsequently cut and shaped from ABS sheets and chemically welded to the 3D printed shell. Custom aluminium subframes were fabricated to reinforce and mount the fairing and the rear-end; rubberised steel clamps secured the front fairings’ frame to the motorcycle’s steering head and trellis frame, avoiding special modifications.

Eye candy
Despite the high number of custom-made parts, there are plenty of off-the-shelve parts on this R Nine T to make it pop! The valve covers were replaced with Rizoma units. The air-box had to say goodbye and make way for a set of pod air filters. The battery got swapped out with a light-weight Li-ion unit from Shorai. The entire exhaust system got revamped; the headers received a ceramic treatment, while the external exhaust valve flap got removed. A titanium and carbon fibre muffler from SC Project supported by a Unit Garage custom bracket was installed to complete the exhaust.

Adding beauty
The rear sets were replaced with gorgeous units from Gilles Tooling, while the controls were upgraded for ergonomics and adjustability with Woodcraft clip-ons and Puig levers. The front fender, ignition covers, lower engine covers, key cover and breast plate were replaced with carbon fibre units. The rear and front indicators, rear brake reservoir, front brake and clutch reservoir covers were selected from Rizoma’s catalogue. The minimalist handle-bar mirrors were supplied by Oberon and the plate relocation kit came from Daedalus Designs. The headlight from a Harley Bobber was retrofitted with a LED bulb and asymmetrically mounted on the front fairing. The original dashboard was removed for a minimalistic Motogadget digital unit.

In order to give the build a dynamic character, matching its new looks, the suspensions was replaced with a fully adjustable Öhlins rear shock and steering damper, while the original front forks were retrofitted with fully adjustable Andreani Misano cartridges. The original seat was swapped with a Race Seats unit to guarantee stronger grip and control.

Into the future
When we look at “the Dark Knight” as this bike is dubbed, we can’t help but wonder if the people at BMW Motorrad HQ are watching this. Because if they are, they should take notes: This is how a café racer looks like in the 21st century.

Builder details:
Builder: Marco Ferrara
Website
Instagram
email: [email protected]

Photo Credit: Jacob Chang-Rascle
Instagram

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[DaveM]

Accelerated growth for BikeBrewers team

Celebrate the future
2020 marks the fifth anniversary of BikeBrewers.
it all started with a first post on a Honda CB550 by Cognito Moto in July 2015
It has been an exhilarating road trip up to this weirdest year in modern times. The platform grew from an ‘out of control hobby project’ which hit bulls eye to an established portal for the custom motorcycle world.

Over the years things started to move ahead at a quickly accelerating pace, with a growing team behind it.
Pure unadulterated passion is what drives us to turn this concept into Europe’s leading platform for custom motorcycles and gearhead lifestyle. We are just at the starting line of bigger races to ride and our outfit has added two more motorcycle maniacs to its roster.

New models
We are welcoming Adnane Bensalah and Thierry Tronquit Prats as editors.
Oil in the blood and petrol in the head is what drives these two guys to create mesmerizing content.
Toghether we grease the wheels of imagination of those mechanical artists who are creating pure beauty concealed in dusty workshops all over the world. As soon as the doors of theirs sheds open to give birth to the fruits of their labour we offer them the stage and switch on the spotlights.
But there is even more to come!

2021 & beyond
Looking ahead and seeing a glitter of light at the end of the COVID tunnel, people will pick up on the urge to travel. The freedom and safety of traveling on two wheels with a helmet on your head will lure many motorcyclists to hit the long roads again.
With the help of the technical gurus at NH websites, we are brewing rip-roaring new features which will bring people back riding together and finding new friends at unsuspected locations. We are working hard behind the scenes and already spot some electrifying intersections up ahead.

We can only say: “watch this space” and switch on to us on all channels.

Adnane Bensalah
This guy is a motorcycle enthusiast from the highest order. Ever since he swung his leg over a written-off Gilera Citta that he salvaged with his brother at the age of 13, his love for two-wheeled combustion engine powered vehicles has only grown.
From that day on, riding and wrenching on motorcycles is all that he can think of.

After pursuing a degree in aerospace engineering, Adnane ended up working for a major oil & gas company. This allowed him to travel all over the world, meet people from all walks of life while travelling on two wheels exploring the most remote locations anywhere from the Arabian peninsula to the high roads in the Himalaya.

Adnane loves to interact with people and loves it even more to share his experiences.
He prefers to refer to himself as a “motorcyclist” rather than “biker”, because he thinks it sounds fancy. The rest of our team just think the description fits him like a glove. This guy has owned over a dozen of motorcycles in different categories, but his true passion lays with retro bikes, café racers and scramblers.

Hi personal philosophy is that any motorcycle can be considered perfect, it all depends on the size of your smile when you ride it.

Having worked on many bikes himself, this team member is a true autodidact and has trained himself in being a mechanic. “Anybody can disassemble an engine, but to assemble it back again in working order, that’s what makes the difference” he says grinning widely. Perhaps that is why he enjoys to write about bike builds and those guys and girls who are creating all this magic.

Adnane currently owns a Moto Guzzi V7 Special as a daily ride. His heart skips a beat when he gets on his Royal Enfield Classic 500 that has been tuned to race.

Thierry Tronquit Prats
Born in France to a French father and a Spanish mother, Thierry has always been a passionate of motorcycles at a very young age.
It all started in Madrid as a teenager when his first ride was a moped which he customized after school in his garage. He made it lighter, faster and much louder.

During the university years, there was a short pause around motorcycles but shortly after moving to NYC to start his first real job as an adult, he purchased a 1995 Kawasaki Ninja 600 (which he left intact for a change), its roar echoing in the streets of the Big Apple for 5 years.

When he moved back to Europe, he fell in love with the café racer spirit and purchased a Triumph T100. That’s when he was bitten by the bug of customization. He completely modified the English twin and made it into a ‘one of a kind’ bike. He travelled many roads around Europe on it and never looked back. He was hooked!
During the summer 2016, he soared around Europe on a Harley Davidson Street Glide visiting custom builders and participating in all the café racer festivals he could get his oily hands on. He also organized events around the scene in Amsterdam and London.

Today, Thierry rips the tarmac on a magnificently modified BMW R9T (first picture above) and continues to travel the wherever he can on this machine on the days he is not busy testing all kinds of new models for different manufacturers while exploring the beauty of the Iberian peninsula.

He has decided to focus all of his time to the motorcycle industry by representing different brands and companies in the scene. He writes articles, creates content, helps to develop businesses that have to do with motorcycles and lives for motorcycles!

His motto: ride hard or stay home

Photo credits Thierry: Enigma DM (Gonzalo Martín)

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[DaveM]

NEW Royal Enfield Meteor 350

NEW Royal Enfield Meteor 350

On November 6th 2020, Royal Enfield introduced the all new Meteor 350 in India. The 350 has been a highly anticipated model by friends and foes together. The Meteor 350 is going to be a very important model for Royal Enfield, especially in Indian domestic market, where the battle for market share in the small displacement motorcycle segment is killing. Royal Enfield has been losing terrain to the likes of Jawa with their gorgeous “42” and “Perak”, which aren’t even offered in Europe, and Benelli’s Imperiale 400, which is currently being sold in Europe. Both brands are offering better performance and more value for money.

All new engine

The Meteor 350 is not only meant to replace the outgoing Rumbler/Thunderbird as a cruiser, but is basically the foundation for a whole new line-up. The new engine carries the code name “J series” and is basically an all new design, albeit it is based on the famous Interceptor/Continental 650 engine architecture. How does this translate to the 350? Well, the engine is designed to meet strict environmental requirements. No longer will a Royal Enfield 350 breath and feed through a carb, it’s EFI from here on out. Dual-channel ABS is now standard. Gone are the old push-rods, now there is an industry standard cam chain. The single has received a balancer, smoothening out, allegedly, any annoying vibrations. We’re not going to talk about power and torque figures simply because they are not that relevant. What is relevant is the way the power is delivered, and, perhaps more importantly, the bikes fuel economy. The old 350 had notorious slow idle and a reputation of being extremely frugal with the dino-juice. Still, for the number geeks out there, the new 350 pushes out a whopping 20.2 (!)hp at 6100 rpm and a mellow 27 Nm at 4000 rpm.

Customisation from the Factory

The Meteor 350 features a new double cradle frame and a complete new suspension set-up, designed to offer superior handling. Tubeless alloy wheels and a new digital dashboard that contains all the important relevant information, make this a modern motorcycle compared to the ancient technology we have been use to. An interesting new feature is the “Make it yours” initiative, which allows customers to design and upgrade their new Meteor with all the bells and whistles, with the help of an app. Another neat feature is the so-called “Tripper” navigation system. It’s a Google Maps supported Bluetooth navigation solution, developed for motorcyclists, that indicates directions through an intuitive display.

The World is Yours

The Meteor 350 will be offered in three flavours: Fireball, Stellar, and Super Nova. These are some old Royal Enfield original model names, as a nod to the old days. They are technically the same motorcycle, with different levels of fit and finish. Offering the 350 this way is a smart move, since this has been a proven strategy, just look at Ducati’s Scrambler and Triumph’s Street Twin. Why is all this important? Well, the bike was introduced by Eicher Motors MD Siddhartha Lal, somewhere on a country road in Wales. Considering the R&D that has been put in design this all new motorcycle and the fact that Royal Enfield has invested massively in their state-of-the-art UK technical centre, it is very likely that the Meteor 350 or a derivative of it, will most likely also be offered in Europe and Latin America. The European market may not be that big for Royal Enfield, but in Brazil, Argentina, and Colombia, that is a different story. Rumours are suggesting that Royal Enfield has no plans for a new 500cc engine, which means that the new 350 carries a big burden for the company.

We are anxious to get our hands on the new Meteor 350 or any of its possible forms in Europe; we will write a full review once it makes its way to our shores. In the meantime, we will have to make do with the pictures. The pictured bikes are representing the models as they are available in non-European countries. In December the European versions will be revealed.

Photo credit: Royal Enfield

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[DaveM]

Commando built: Brat style Honda CB 500 T

Heritage

The Honda CB 500 Twin (T) isn’t as well known or nearly as popular as its bigger brother, the CB 750. Yet, it is probably rarer than any of the other Honda models from that era. Built between 1974 and 1978, it was the direct replacement of the CB 450 Twin, which was a head-on competitor of the British built bikes in the late 1960s. At that time, even with only 450cc, it was already outperforming any of the 650cc British twins, only to be overshadowed by the shear performance of Honda’s own CB 750 which was first introduced in 1969. The CB 750 got instantly famous and earned itself the reputation of the world’s first production-built superbike. It makes sense that the CB 500 T wasn’t the success story Honda was hoping for.

Old but Gold

When Daniel Martin, a UK based Royal Marines Commando, fell in love with the old school looks of café racer and brat style bikes, he knew he had to build one of his own. The search for the ideal base soon commenced, and after some time searching, he found a Honda CB 500 T that ticked all the boxes. It was old, air-cooled, had a twin-cylinder, was completely stock, and it was running. Given the fact that this one was from 1978, this was one of the last CB 500 T to be ever built by Honda.

Dispatch vibes

Given the fact that Daniel has been in the military for over 20 years, he wanted to build something that could have been used as a dispatch bike in the old days. The Honda needed to be functional but minimalistic, discreet but mean at the same time. We dig that. Daniel tried to keep the build simple by sticking to cosmetic changes and, since it was running well already, kept the engine untouched. Almost everything that could be removed, got removed or replaced with a smaller or lighter version. First the old air-box got ditched for a set of K&N pod filters. The indicators got swapped out for small black ones, that matched really well with the new black twin shock absorbers. The front mudguard was removed, and the rear mudguard was swapped out with a modified old Triumph rear fender. Any chrome parts got blacked out, including the rims and exhaust. The headers received a wrap treatment, making it look like it belonged in the 1940s or 50s. A new wider handlebar, smaller speedo/rev counter, and the custom-made Italian leather seat with a taillight neatly tucked in, added some nice touches to what turned out to be a brat style Honda.

Ammunition

There are some interesting and perhaps even frightening details to this build. If you look closely, you’ll see that the bike is more military than you would think. The custom battery frame for example, was made from an ammo box that dated from the Second World War. The toolbox that sits neatly underneath the subframe started out its life as a 40 mm shell casing before being commandeered to hold tools. The middle of the frame got tidied up, opening up the view from one side to the other, showing off some of these brass details. That’s not where the shells stop though. A 50 cal shell was repurposed as an oil breather, and another 9mm shell was used to cap off a cable connection point for the rev counter.

Long term project

The Honda was built on a fairly tight budget. But it wasn’t the money that was making this build particularly hard. It was the fact that Daniel got deployed overseas a lot. On top of that, he doesn’t have a mechanical background, making this entire project one big learning experience. The bike build took over 5 years and many times Daniel was tempted to throw in the towel. We are glad he didn’t! According to Daniel the bike rides well, it’s steady, and cruises nicely. Considering that this was his first ever customised bike, we would really like to encourage him to not stop now.

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[DaveM]

VR Customs Ducati 996 ‘Project X’

Racing Pedigree

If you know a little bit about motorsports in the Middle East, it is really hard to overlook the Vendetta Racing team. Vendetta Racing UAE is a privately-owned motorcycle racing team, founded by Alan Boyter in 2007, competing in both national and international events, such as the prestigious Abu Dhabi Desert Challenge, the Manx GP on the famous Isle of Man, and the Dakar Rally. 13 years of hard-core racing and building bikes for both track and off-road, you sure learn a trick or two.

The Unusual Suspect

So, what does a racing team have to do with building custom bikes? Well, you may find the name of the founder of Vendetta Racing sounds familiar. In 2014, Alan built a Triumph Speed Triple Café Racer, dubbed ‘Project Trumpet’ under the guise of VR Customs. Since then, VR Customs has produced some interesting builds, including their latest bike, the ‘Project X’ Ducati 996 Café Racer. There aren’t many Ducati 916/996/998 café racers. And why would there, since messing with the great Massimo Tamburini’s design could be considered sacrilege by many motorcycle enthusiasts. A daring choice as one can imagine, which is why Alan chose this bike.

The UK connection

The idea was simple: create a café racer that looks great, but moves even better. It had to look old school, and it had to have a metal alloy body. Once the juices started flowing, the finer details began to form. VR Customs has a whole set of skills available, however, forming sheet metal for the body wasn’t one of them. Luckily a source in the UK was found that could create anything they wanted from alloy. They had a couple of fairing designs and seat units that could be modified, which saved a lot of time. The fuel tank, however, had to be created from scratch. Once that was completed it was time to start looking for a base bike. A clean Ducati 996 was found in the UK along with 1198S Öhlins forks, Brembo brake callipers, a 998R lower triple (56mm), Braketech full floating discs, Brembo brake and clutch master, and the sexiest wheels on the market by Kineo. All were thrown into a container and shipped to Dubai. This was back in 2015 already. So, what happened between 2015 and now?

Years in the making

Well, 5 years might seem like a long time for a build, but a lot has happened in the meantime. The bodywork from the UK got delayed which meant the project stalled and soon got pushed aside for other projects. The race team took priority as well, and the rest, well as the saying goes, is history. There are positives about having a long timeline on a build like this. Time can be taken to focus on all the minute details, such as re-wiring an STM 5-button GP style bar control to manage all the requirements of a roadbike or fabricating a clock surround that nods to the original cockpit but with made-to-order clocks, complete with LEDs, custom logos and a GPS Speedo. Both the exhaust and seat subframe were heavily reworked before they were called finished. Simply looking at things for two years changes your view, either by design or simply considering that it can be done better.

Fit and finish

There were parts that were an absolute must for this build, such as a FRAM race radiator, modified to sit farther back and to accept twin-Spal fans along with a matching oil cooler. The result meant added alloy to polish but, but more importantly, it kept the looks balanced as the original radiator is puny in comparison. Another important visual change was to not use belt covers. Backing covers were removed, along with machining the cam mounts, prior to powder-coat so the cam pulleys ‘float’ round the heads. Pulleys were chromed to ensure they catch the eye. Every single nut and bolt has been either polished or nickel plated. This includes the return springs on the throttle bodies, the coil outer housings, right down to M5 screws that hold the butterflies in the throttle bodies. The alloy body work was clear-coated for protection, and engine parts were either kept natural alloy, powder-coated in textured black (including the Öhlins fork lowers), or anodised red (to match the candy apple red frame). The mix of finishes were a nod to the late 50’s Ducati Elite.

Culmination

The final shakedown was performed where the bike was always destined to be, at the race track. Looking over the wide-tinted screen and classic-style tank, the bike has a visual sense of being heavy, but this is soon forgotten as soon as you lean into the first corner. It has the familiar, agile handling of a 996 but with far superior braking ability and suspension that was never this good out of the factory in the late 90’s. Mission accomplished!

Builder details:
Builder: Alan boyter – VR Customs
Website
email: [email protected]
Instagram
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Photography: Tim Ansell
Website

Special thanks to Mike Vosloo of Twist & Grip for the amazing pics and shoot location.

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