Custom Builds From Bikebrewers

[DaveM]

ARCTOS Moto Guzzi V9 Racer

Wait, who?
ARCTOS. Ancient Greek for “bear”, at least, that’s what our translator says. It is also the name of the brand-new group that has emerged from a small valley in the Swiss Emmental region. Aside from the famous cheese, this area is also known for the traditional craftsmanship workshops, as well as hidden, cutting-edge, high tech firms. It just so happens that the heraldic animal of this region, is a bear. It is from this area where ARCTOS-Collection operates. The team consists out of three founding members: Stefan Fuhrer, Mathias Furher, and Ulfert Janssen. The three gentlemen each bring their own expertise to the table. Stefan has a racing background and is the managing director of Fuhrer Moto. Mathias has a background in the automotive industry, with over 25 years of experience in custom cars and paintwork. Ulfert owns Gannet Design and is specialized in product and automotive design. Together they are ARCTOS-Collection and they are working hard on putting their name on the map in the custom motorcycles’ scene.

Moto Guzzi V9
Moto Guzzi first introduced their V9 in 2016 as a Bobber and Roamer. With an 850cc transverse, air-cooled v-twin, it was a much-anticipated bike. Not only because it allowed Moto Guzzi to tap into a new segment, but also because of the all-new engine and chassis architecture. As you may notice, the V9 is designed for a relaxing ride, with its fat tires, plush suspension, and amicable 55hp and 62Nm (46 ftlb) of torque. An unusual candidate for a modification project, to say the least. So why choose the V9 then? Well, Moto Guzzi has a history in motorcycle racing. In the early 1970’s, their Tonti prepared V7 set a number of world records on the track in Monza. To restore some of Moto Guzzi’s former racing glory, ARCTOS accepted the challenge and choose to turn the V9 into something it was not designed to do: race.

Pure racer
The project started with some loose sketches by Ulfert to find the right way for morphing the Roamer proportions into a forward leaning racer look. Ulfert: “First I worked on the stance and changed the frame angle from slanted backward into a forward leaning angle. I designed a new strong retro racing tail section and new exhaust system as a signature which sweeps along the bike like a swoosh. Once the overall direction was settled, I made detailed design renderings which we used as the base for the building process.” This V9 needed to become a pure racer with tight stance and proportions. It is a radical transformation from a relaxed cruiser configuration of the standard V9 “Roamer” donor bike, into a performance machine. A lot of work would be required, no doubt about that.

The parts
When you look at the images, you will see that the part that truly stands out the most, is the tail section. The entire part is made out of aluminum and is completely hammered by hand. A new rear sub-frame was created to support the seat and cowl in the elevated position for a more racing height configuration. The seat got fitted with brown kilted leather that matches the Biltwell grips on the handle bar. The list of modifications is endless! Another notable feature is that the Guzzi now breathes through a pair of Keihin flat-slide racing carburettors instead of the factory fuel injection. A CNC Racing rear-set (Pramac MotoGP racing supplier) has been added to improve the ergonomics for racing. The front fender got shortened and equipped with new anchoring to fit the Öhlins forks.

A new racing triple clamp by IMA with a custom made steering stem was made to fit the V9. For the clip-on’s ARCTOS got sponsored by ABM Fahrzeugtechnik who equipped them with their “multi clip” and a set of Synto Evo brake/clutch levers in silver/blue/black to fit the color scheme of the bike. Talking about the color, another element on this bike that stands out, is the special paint job by Walter Oberli. It is a rare mixture of “scrubbed” and high gloss shine with a thick layer of clear coat, which blurs the perception and gives the rugged and scruffy design a very smooth appearance.

But that’s not all!
The all black racing control buttons from Jetprime give a menacing detail and a reference to the fast forward theme. For the lighting system they got sponsored by Highsider and the speed gauges are by Daytona (Paaschburg & Wunderlich) which were fitted into a custom made bracket. Electrical components are by motogadget, such as the M-lock for keyless starting, bar end blinkers, M-blaze and M-unit for the control box. The 18″ front spoke wheel is specially made by Kineo to fit the new fork distance of 210mm. The rear is also a 18″ Kineo spoke wheel which got special aluminum cover plates. The rear wheel is suspended by two Öhlins Blackline rear shocks.

Roaring rumble
The pronounced round sweep of the exhaust pipe design gives a strong visual impact and enhances the fast forward dynamic of the bike even at a stand still. The twin pipes were bent and welded, and smoothly blend into two Leo Vince GP Pro end cans, which make already clear from a distance that there is a two cylinder approaching. Ulfert: “What’s special about this conversion is that it’s a reduced and minimalist design at first glance, but at a second glance you can see many custom parts and special details. These remain discreetly in the background to give a pure and strong first impression. However, if you dive into the bike, you can discover the sophistication in detail. Special thanks as well to Bruno Bertschy (metal work) and Walter Oberli (paint) for their contribution and fine work.”

How much power the V9 Racer puts out exactly, and how much weight it has lost, we can only speculate on. But given the strict diet and performance upgrade, it is safe to say that this Moto Guzzi is the rightful heir to the racing record throne of the infamous V7 Racer from the 1970’s.

Photo credit: Arnaud Mouriamé and Gannet/Fuhrer

Builder details:
ARCTOS Collection
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[DaveM]

Yamaha XT630 Supermoto by 86 Gear Motorcycles

Dakar Legend
In the past 5 years we have only covered builds that were based on a Yamaha XT. Far too little if you ask us. It is one of Yamaha’s biggest success stories and an absolute Paris-Dakar legend. Yamaha introduced the first XT, the XT500, in 1976 with a 500cc single cylinder air-cooled engine. It was known for its tractor-like torque and power delivery. The XT also had a reputation of being absolutely bulletproof. In 1982 and 1983, a lesser known XT550 was produced. In 1983 the XT600 emerged on the market, and had the tough task to continue the legacy its predecessor created. And oh boy did it deliver…

No 1-trick pony
Sold from 1983 till 2003 (30 years!) in a myriad of forms, the XT600 was rightfully a success number for Yamaha. Sure, somewhere in the late 1990s the competition was starting to catch-up, think of KTM, BMW, and Suzuki, but Yamaha kept on pushing through. You could get one with a large safari-style fuel tank, kick start, electric start, or both. It was immensely popular with “overlanders”, motorcycle world-travellers, because of its simplicity and reliability. Towards the end of its career though, it had lost some of its oomph due to stricter emission legislation, and the quality of fit and finish started to deteriorate as well. It is the last of the true air-cooled big displacement single cylinders from Yamaha.

Supermoto a GoGo
The motorcycle we are seeing in front of us is one of the last series Yamaha XT600. Built in 2000, the folks from 86 Gear Motorcycles wanted to give the XT some of the pizzazz it had lost. We have seen a number of beautiful machines that had passed the hands of the master craftsmen from Warsaw. This is one the latest additions to their long and impressive resume. The customer wanted his XT600 to turn in a real head turner. It had to be radical, without losing its original Yamaha identity. The fate got sealed when the decision was made to turn the XT600 into a supermoto. On steroids.

Chop-chop
The start with, the frame was shortened and modified. To get a smooth overall line of the bike, a 1983 XT500 alloy tank got repurposed. After that, a matching seat was fabricated and a Motogadget speedo attached. The bike got a new set of 17” supermoto wheels and tires, a new YSS mono-shock in the back, and progressive fork springs in the front. With sporty wheels come performance brakes. So, the front brake got replaced with an oversize floating disc, with an upgraded master brake cylinder and a braided steel brake line. The XT got all-new wiring and a lightweight battery that still has enough power to crank the engine. The original decal scheme of the original XT500 was used and a handmade brat-style leather seat was fabricated to add some lushness.

No replacement for displacement
Christian Boosen, the main man from 86 Gear Motorcycles, didn’t want the XT to be “all show, no go”. The engine received a high compression piston, a big bore cylinder that gives an additional 30cc, and a camshaft from the first model of the more performance driven Yamaha TT600 from the same era. This gave a significant boost to the engine power. An oil cooler was added, connection rod, in and outlet channels, and rockers were polished and the inlet channels were adapted to the diameter of the new Mikuni TM34 flat side twin carbs. A custom air intake with K&N pod filters was fabricated to guide the air smoothly around the mono-shock system and a custom exhaust system to help get rid of the exhaust gases with as little resistance as possible. Finally, a hydraulic clutch was added to deal with the upgraded clutch springs.

Juice
There is barely anything left of the original character of the 600cc single. Thanks to the racing carbs, bigger engine, and performance camshaft the Yamaha now reacts very sensitively to the throttle – without a gentle hand, you can end up on the back wheel in an instant. It has become, by all means, a hooligan bike. The strict diet and power boost have turned this XT into a roaring menace. On the road its performance match modern sport bikes.

Photo credits: Bartek Zaranek Photography

Builders details:
Builders: 86 Gear Motorcycles
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Bartek Zaranek Photography

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[DaveM]

UNIK Motorcycles XT600 “133” Balaklava

UNIK Edition Motorcycles
UNIK Edition Custom Motorcycles in Lisbon, Portugal is known for a wide range of interesting builds. As a matter of fact, they do more than just building custom bikes. With a full-blown workshop and an official dealership, they truly are a jack of all trades. One of their latest projects is based on the Yamaha XT 600E from 1998. The Yamaha was chosen by the owner, who is a good friend of the craftsmen. She loves the XT, and owns in fact two of them. It is not hard to see why.

A step back in time
In the past 5 years we have only covered builds that were based on a Yamaha XT. Far too little if you ask us. It is one of Yamaha’s biggest success stories and an absolute Paris-Dakar legend. Yamaha introduced the first XT, the XT500, in 1976 with a 500cc single cylinder air-cooled engine. It was known for its tractor-like torque and power delivery. The XT also had a reputation of being absolutely bulletproof. In 1982 and 1983, a lesser known XT550 was produced. In 1983 the XT600 emerged on the market, and had the tough task to continue the legacy its predecessor created. And oh boy did it deliver…

Cult-status
Sold from 1983 till 2003 (30 years!) in a myriad of forms, the XT600 was rightfully a success number for Yamaha. Sure, somewhere in the late 1990s the competition was starting to catch-up, think of KTM, BMW, and Suzuki, but Yamaha kept on pushing through. You could get one with a large safari-style fuel tank, kick start, electric start, or both. It was immensely popular with “overlanders”, motorcycle world-travellers, because of its simplicity and reliability. Towards the end of its career though, it had lost some of its oomph due to stricter emission legislation, and the quality of fit and finish started to deteriorate as well. It is the last of the true air-cooled big displacement single cylinders from Yamaha.

Blast from the past
The guys at UNIK decided to do a tribute to the Yamaha YZ’s and Bultaco Enduro machines from the 1970s. On the surface, it looks like they did an amazing job. The Yamaha vintage moto-cross look has a beautiful white paint scheme with red details. A long and sleek fuel tank, and custom-made side racing number plates, finished off with a round old-school enduro headlight complete with number plate as well. Road-legal and ready for use.

Lowered stance
Trail and enduro bikes can be a bit intimidating in terms of seat height. It doesn’t help that the owner isn’t really tall herself. So, changes had to be made to accommodate for a user-friendly seat-height. The rear suspension got shortened with a different set of dog-bones, and the front 21” wheel got replaced to a 19” unit. This lowered the stance of the XT significantly. The rear subframe got chopped off and mended with a rear loop, allowing for the rear mudguard to go underneath it, just like the old Yamaha CT-1 175. Preston Petty fenders and headlight cover were used for the period correct feel. Old style MX grips combined with chrome controls, and chrome handlebars were also use for that same reason.

Scrambleresque
To complete the build, a simple but good-looking black leather seat was added. We have seen the Arrow exhaust before, often on Scramblers. We have to say that it fits this XT really well. Another detail is the number “133” on the side number plates. This refers to the owner’s child racing number. It is no surprise that this XT is an easy bike to ride. According to UNIK, it is very nimble and agile in the city with low end and mid range grunt, pulling really good from the bottom all the way to highway speed and beyond if needed.

Builder details:
UNIK Edition Motorcycles
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[DaveM]

Modern classic: Triumph Bonneville – Triton “Legend”

Icon Motorcycles
You may have never heard of them, Icon Motorcycles. The Netherlands-based outfit has dedicated itself completely to building classic British café racers. At Icon they don’t just produce motorcycles; they go back deep into history. They let their hands do the work and put their soul in every model, with the greatest care for the smallest details for the sole purpose of creating the perfect harmony between man and machine. That’s the sales pitch at least.

Merger
They do that by combining the best of two motorcycles into one. First, there is the famous Norton featherbed frame, which bears an unparalleled reputation for both rigidity and comfort. It is a double cradle frame with a wasp’s waist. It has a “roadholder” fork and swing rear suspension, and was built by the Irish McCandless brothers. An absolute legend of the British motorcycle industry. At the time, the amazing features of this frame were applauded by many, especially those that loved to race because of the dramatically improved handling. It is this type of frame that is used by Icon Motorcycles. Mated to the famous Triumph Bonneville 360-degree parallel twin engine, which churns out a healthy 69hp and 69Nm of torque from its 900cc lung capacity, one could say that this would be the birth of the new Triton!

Classic Café Racer
Icon Motorcycles really goes all-in with their build. The longing for the good old days is so strong, that it can be felt in every part that passed the hands of these craftsmen. Their philosophy is that a café racer is more than just a machine. There is a human aspect to it as well, which is just as important as the machine. You see, the riders of café racers were young men and women, that had a need for speed. There were basically 2 ways to achieve that goal: lose weight and more power. This started out with very basic stuff like ditching fenders, and removing indicators. Later on, it started to get more serious, with the most well-known modification being a combination of a Triumph engine with a Norton frame. Hence the name Triton. With its spartan look and aggressive feel, the “Triton” is one of the most distinctive and respected motorcycles in the world. Some purists believe that without the emergence of the “Triton”, manufacturers might never had developed modern sports motorcycle.

Tuned for performance
Besides the café racer scene, there was also a movement that demanded that their machines be driven even faster and that the appearance of their bikes needed to be similar to the machines of British racing heroes such as Mike Hailwood and Geoff Duke. Reaching a 100 miles per hour, or the “Ton” as it was called, became the ultimate goal. This meant a sleeker fuel tank, stiffer suspension, lowered frames, clip-ons, and fibreglass fairings. Engines got blueprinted and received performance upgrades such as forged pistons, bigger valves, race cams, open exhaust, larger jets, and lighter flywheels. This is the look and feel that Icon Motorcycles is aiming for.

British to the bone
The motorcycles that leave their workshop are all made with British parts. There is the Triumph engine, Norton frame, Hagon shocks, Lucas’ electrics, and Dunstall exhaust system. All parts are made of British entertaining, a Triumph engine, Norton frame, Hagon shocks, Lucas electrics and Dunstall exhaust. The parts are painted in “British racing green”, in a two-tone color scheme. The short aluminum racing tank and the swept back exhaust curves are a real nod to the old café racers. In each section you feel the British industry is represented. They do that because they are convinced that the urge for quality is what makes it so special.

Builder details:
Icon Motorcycles
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[DaveM]

ARCTOS Honda CB1000R-adical

Strike Two!
Some time ago we introduced ARCTOS Collection and their brutal Moto Guzzi V9 Racer. In case you’ve missed, go ahead and read that article first. In the meantime, we have been eagerly waiting to share this other build from the Swiss based outfit. This time, it’s a Honda CB1000R unlike anything we have ever seen before.

The ARCTOS Honda CB1000R, dubbed “Radical”, is the winner of the Honda Switzerland’s custom CB1000R competition, and was presented at the 2019 Swiss Moto Show in Zurich. ARCTOS’ aim was to produce a completely new look, mainly by changing the proportions and handlebar position, while leaving the basic components untouched to show the extensive possibilities for this model’s customisation. The Honda CB1000R is an unusual candidate for modifications, and yet we wonder why?

Aesthetically pleasing
Stefan Fuhrer, the man behind Fuhrer Moto and co-founder of ARCTOS Collection, together with Ulfert Janssen and Mathias Fuhrer, started the transformation by adapting and custom milling the triple clamp to make it lighter and more racy. Then he adapted the fiberglass belly fairing according to his design, giving the bike a low and sexy stance.

Stefan: “The front is incredibly beautiful and hot. Through CNC milling, we have created a new fixation design for the front light and the mini windshield. With the new three-piece CNC mechanism, we can now change the height of the headlight and adjust the windscreen to any angle. The front headlight has been moved forward by 60mm and slightly lowered . This new special fixation together with the Multiclip, the triple clamp, and the carbon fork give this bike a very technical and cool visual impression like in a Transformer movie.”

CeraCarbon
Dario Dauru at 422 Corse, is ARCTOS’ special partner for carbon lightweight performance parts, such as Ceracarbon forks and Rotobox wheels. The Honda is now equipped with the ultra light CeraCarbon-Racing front-fork and custom made sprockets. It has the strength and stiffness of the standard steel fork with the lightness of carbonfiber. The Ceramic coating provides the wear-resistance. To put things in perspective; a regular fork inner tube weighs around 1 kilo. Th CeraCarbon fork tube weighs less than a quarter of that: 237 grams. That’s a reduction of 75% of unsprung weight. In racing, that means a world of difference in both handling and performance. CeraCarbon also offered amazing support and went all the way by specially fabricating a new sprocket prototype for the Honda R-adical project. This sprocket is made of aluminum and is ceramic coated. This ensures a long life and the carbon inlets provide additional stability and lightness.

Hot-wheels
The wheels are high performance Carbon Fiber Wheels by Rotobox. These wheels are up to 50% lighter than original Honda rims and are the world’s only one-piece carbonfiber wheels. As this new Honda CB1000R is from 2018, there were no carbon rims yet on the market at the moment of the build. With special help from Dario at 422 Corse, Rotobox went the extra mile and specifically developed these new rims within one month, to fit the Honda CB 1000R-adical to premiere at the 2019 Swiss Moto show. The dimensions of the wheels are 17×3.50 front and 17×6.00 rear and got fitted with Dunlop Moto 2 Rain Tires which also enhances the unique appearance of the bike.

Upgraded equipment
For the clip-on’s ARCTOS were sponsored by ABM Fahrzeugtechnik who equipped them with their Multi Clip and some fine Synto Evo brake/clutch levers in grey/black to fit the color scheme of the bike. In addition, the motorcycle was equipped with K&N air filters for better breathing and an exhaust upgrade with the titanium/carbon fiber muffler by Akrapovic which provides a rich sound.

Paint – no wrapping!
The contemporary camouflage graphics on the tank and the paneling was created by precise painting and was gradually built up in 7 layers. The paint-job is a masterpiece by painter Walter Oberli. By using paint layers, Walter could control each single element and place it without any deformation you would get by using foil. Therefore the result is very precise and you can clearly see the impeccable paint-job.

The idea of the contemporary graphics was to reinterpret the camouflage design with sharp graphics and certain highlights in yellow to make it modern and sporty. These graphics together with the new tight and sexy proportions transformed the tame CB1000R into a camouflage power rocket.

R-adical
Stefan: ” I found this work on the CB1000R extremely exciting and inspiring. When I think back it is almost like a poem, or a story. I spent evenings and nights bolting together parts to take them apart again because it was somehow not consistent yet. It is a gradual building process to get the right coherence of the bike. At the end you can clearly identify the original Honda CB1000R donor bike, but yet the impression of our custom build is totally new.”

Photo credit: Gannet/Fuhrer

Builder details:
ARCTOS Collection
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[DaveM]

“Myth 001” BMW R80GS by Myth Motors

Two Wheels South
If the name Matias Corea sounds familiar to your ears, it may be because you have heard about his story, or perhaps even read his book “Two Wheels South”. In 2016, Matias travelled 20,000 miles from New York to Ushuaia on his trusty 1983 BMW R80 G/S. This was an emotional journey for Matias, that led to many revelations. We are not going to spoil the contents of his journey yet; a review on Matias’s book will follow soon. However, we are going to have a closer look at Matias’s love for BMW airheads.

Overlander
After traveling 22,000 miles on his stock R80 G/S, Matias came up with the idea to build the ultimate adventure bike for a trip he has been dreaming about for a long time. He considers his Pan-American journey a great learning experience, and knew exactly what worked well on the BMW and what didn’t. Matias wanted to build the ultimate overland machine, based around a BMW airhead, for obvious reasons. He also knew that slapping on a larger fuel tank and a pannier rack weren’t going to cut it. It needed to be perfect.

BMW R80ST
So why not start with the R80 G/S that was already at hand? The answer is simple: the G/S now holds a sentimental value. Modifying it to something else would be too painful. So a different bike was going to be needed. He managed to find a 1985 BMW R80 ST, which in many ways is nearly identical to the R80 G/S he did his trip on. Matias knew the R80 inside and out and felt confident in using it as a base bike. Being a perfectionist, Matias wanted to do as much of the work himself, including the welding, grinding, and electrics. A graphic designer by trade, Matias first started with a couple of sketches and drawings. Once he knew what look he wanted to go for, the project could commence.

Long traveller or long travel?
Building the perfect overlander is not an easy process. Every part of the build needs to be well thought of, and often takes many hours before a final decision is made. First, the R80 ST got stripped to its bare bones. To improve the overall handling, the chassis needed some beefing up. 16 (!) reinforcement plates were welded in 6 different stress points on the frame. To improve front end responsiveness and increase suspension travel, the stock forks were replaced with a set of WP open chamber forks, now delivering a proper 250mm of travel. At the rear, a custom made Wilders shock was added to increase the rear wheel travel by 50%. The rear swing-arm has been extended with 100mm. All of which improves handling and stability at both low and high speeds.

Takasago rims on Talon hubs in the front and rear are held together by heavy-duty stainless-steel spokes. Interesting detail is that the rear wheel has a slight offset, allowing for a wider section rear tire. A Brembo 4-pot front calliper and a 320mm front brake disc give this BMW some modern stopping power.

No replacement for displacement
1001cc. That’s how much volune the boxer engine now measures. The cylinders were bored out to fit high compression 95mm pistons from Moorespeed. The crankshaft, rods, piston, and flywheel assembly were all dynamically balanced together for a smooth and responsive feel. This engine now pulls a healthy 72hp at the rear wheel.

The displacement and flow increase, required larger carbs. Since this is ultimately a touring bike that will have to cruise at both 20 and 80mph, Matias decided to go with classic 40mm Bing units instead of more aggressive options. Bings are consistent, fuel-efficient, and easy to maintain.

To improve the gas flow, the heads were ported, an open air filter were added, and a new Siebenrock exhaust was placed. The new exhaust system helped get rid of the collector box, and simplified the removal and installation of the whole system on the road. The weight reduction of 11 lbs was an added bonus. With travelling across Africa in mind, Matias thought of a way to deal with poor fuel quality. The ignition was upgraded to a dual curve ignition. This can be switched from the dash to retard the timing and avoid pinging with poor quality fuel.

DAKAR vibe
Looking at the pictures Matias sent us, we can’t help but notice the aesthetics of this BMW. First, there is that magnificent HPN 43 litre (11.3 gallon) nylon fuel tank, which was painted by the same people that paint Walt Siegl’s bikes. A nice detail is a small strip that was left unpainted at the front, to act a as a visual aid to check the fuel level. The rear fender also comes from HPN, but uses stock BMW taillight and indicators. Matias left the dash pretty essential. He wanted it to be easy to read and operate, with gloves on. It’s housed in a HPN Acerbis Cockpit with the stock ST gauges. Matias also added a dual-port marine USB hub, a hazard light switch, and a switch for the second curve on the ignition were added.

More to come…
With the completion of this build, a new era has started for Matias Corea. The responses to this BMW “Myth 001” were overwhelming, leading Matias to start a new company: Myth Motors. Customers can now order their own custom-built BMW “Myth” motorcycle, built to their needs. Something tells us that we will see a lot more from the Myth Motors workshop in the near future!

Photo Credits: Ryan Handt

Builder details:
Myth Motors
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[DaveM]

‘The Gotham’ by Tamarit & MotoShare

BikeBrewers scoop ‘maiden ride’
The Tamarit team from Spain have their very own view on custom building. In a relatively short period of time the Alicante based workshop have managed to carve out a very special niche in the world of customization.
Their 81st build is yet again proof of their highly original way of thinking.
And BikeBrewers sat front row this time!

Our Spanish colleague Thierry Tronquit Prats is also responsible for MotoShare in Spain and Portugal. Having been involved with this build right from the start, he was also bestowed the honour to be the very first one in the world to push the ignition button on the result.

In celebration of this occasion he rode all the way from Madrid to the Tamarit workshop in Elche to launch this project and to try the bike. The results can be seen in the video.

Unique collaboration
MotoShare is Europe’s leading platform for motorcycle rentals. Launched in 2016 they initially made it possible for private motorcycle owners to rent out their bikes. More recently the services were expanded to also include rentals via official motorcycle dealerships.
This addition of services and MotoShare’s focus on international expansion has caused the business to explode in 2021. After a soft launch in Spain in 2019, the goal is to grow even more rapidly in 2021 on the entire Iberian peninsula.

MotoShare have commissioned Tamarit to produce a ‘one of a kind’ MotoShare Triumph. The official launch was held at ‘Irons Caferacer’ in Madrid. The coming months it will be displayed in the major cities around Spain as well as on the Balearic islands.

The best news is that this € 40.000 Triumph build will be available for rent and what’s even better is that this bike will be raffled off at the end of the 2021 riding season on October 31st!

500:1
No, we are not talking about the miles to the gallon here, but on the chances to win this unique piece of art. Only 500 lottery tickets will be sold in this campaign. Just 100 riders will have the opportunity to enjoy the bike for a day and participate in the draw. The remaining 400 participants can only hope that they will be the lucky owner of the Triumph after the draw.

We asked the CEO of MotoShare, Daan van der Wal, about the reasons behind this campaign. He explains: “MotoShare is all about offering memorable motorcycle experiences. Riding a machine like this is probably the epitome of a unique experience! We have already commissioned three builds in previous years offering magnificent riding memories while increasing brand awareness and gain market share in the Benelux. Magnificent bikes were built by Wrench Kings, Ironwood Motorcycles and Moto Adonis.

These bikes were also rented out and raffled off. Tickets sold like hot cakes and the campaigns have really boosted our growth. But this campaign is more elaborate and we are very proud to collaborate with the magicians at Tamarit on this project. We look forward to further expanding in Spain and Portugal in 2021.”

Introducing ‘The Gotham’
As soon as the bike started to take shape, it was clear that ‘the caped one’ would have been proud to ride it. José Antonio of Tamarit says: “We took a 2007 Triumph Bonneville and turned it into this ominous looking machine. It was during a video call that one of the guys from MotoShare mentioned it looked like it was made for Batman. It was ‘The Gotham’ from there on.”

Continuing: “At Tamarit we only work with Triumph as donor vehicles for the bikes we produce. Their reliability is second to none and this particular bike comes from a gentleman that hardly used it since he became the owner back in 2007.”

Inspiration
With the Batcave as the obvious shed for this machine now firmly planted in our heads we pried a bit further to unearth the source of inspiration for the Spanish team. They replied: “The idea was once more to push the boundaries of the Modern Classic bike concept. We wanted to include anything interesting from the Tamarit family book such has the hollow section under the seat, 16″ fat wheels or the Gullwing front fairing. On top of that, a new part was developed from scratch exclusively for this project : the rear fender.

We’re mostly our own source of inspiration, as we always try to keep the same style but without being repetitive. However, anything from 50 years ago may be used as inspiration. There are definitely beautiful things out there.

The guys at MotoShare were great to work with. They basically gave us ‘carte blanche’ to go wild and create our 81st dream bike. And we did!”

Shine versus friction
No build without challenges. You have to have some friction to get a bike to shine like this one does. “So what kept your fabricators awake at night on this project?” BikeBrewers asked.

José responded: “Adapting newly developed parts is always provoking, since handmade parts do not always fit as they should. The biggest challenge is always to make the most beautiful bike possible but being able to ride it comfortably for a bunch of miles. There are awesome and beautiful bikes out there but if it is something you can’t ride to the max, it becomes a ‘soulless’ bike at the end of the day. On top of that the rider’s back and bottom are bound to object going that extra mile!” he grins mischievously.

How it was done
In order to get Batman’s approval the bike had to go through some rigorous changes. The Triumph is heavily modified from top to bottom. Amongst the most significant changes: smaller (16”) but wider wheels, custom triple tee, frame mod, custom front fairing, custom seat, wiring relocation, empty area under the seat, custom rear fender, custom license plate holder.

Parts: The ‘usual’ Motogadget stuff, turning signals and speedometer, HAGON nitro shocks, KN filters topping it off with a magnificent ZARD exhaust.

José continues: “We absolutely love the overall feeling and looks of ‘The Gotham’. It is probably the finest we’ve ever done alongside the Gullwing models.

We are so happy to have Gotham as the bike for the Motoshare – Tamarit collab. It’s genuinely something out of the common that would help greatly both firms interests and aims. As every other classic-styled vehicle, you don’t want to pull a ‘Willy Fogg’ with this bike but it does ride awesome. You definitely can feel the pull while revving the engine. An all-round sports classic bike.”

Expert view
Normally we ask the builder about the handling of his machine. Having been the first one to ever ride ‘The Gotham’ it is BikeBrewer Thierry who has the final word this time: “The magicians from Tamarit have done an amazing job.” he says.

Continuing: “It took us over half a year to get everything together on this project. Not that there were many complications on the build, but putting all the pieces together on this cool marketing exercise was not easy. Especially the insurance bit.

With that all behind us, it was such a joy to have the honour to ride this dream on wheels! It handles perfectly and the mechanics have added an nice extra punch to this carburettor version. Riding ‘The Gotham’ makes you fantasize about being Batman in hot pursuit of the villains.
Pure unadulterated fun!

Interested in winning this bike? Check out: MotoShare-Tamarit

Builder details:
Builder
email: [email protected]
Instagram
Facebook
phone: +34 966363832

other credits:
Rider: Thierry Tronquit Prats
Photographer: Gonzalo (Enigma) Martín
apparel: Sa1nt

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[DaveM]

A luscious red Kawasaki KZ1000 by Motorelic

Not the first time
Last year a guy by the name Bob Kelly called Sean Skinner, the top-gun and at Motorelic, couldn’t stop raving about a previously built 1979 Kawasaki KZ he saw on the internet. He asked if he could ship a donor bike and get started. At first his thought was “Ugh, that was so much work to get that tank to fit and all of the other fabrication”. Part of building one of a kind bikes is that only one has to be built. All of the work in design and fabrication is forgotten about after that first real ride. While talking to him, his mind had flashbacks to all of that but without too much convincing Sean said yes, under 3 conditions. They needed to find a 1978 Kawasaki KZ1000 that already has spoke wheels, they would use shaft drive side covers and it can’t be silver. Bob said absolutely and before Sean knew it, a bike was on its way from Colorado.

Kawasaki and Royal Enfield love child
Since this build was to look similar to the 1979 Kawasaki the Virginia based outfit already built before, the new project really didn’t need to much designing. Bob shipped a Royal Enfield Continental GT gas tank to Motorelic and Sean got to work cutting it up to fit the KZ frame. The tanks outside dimensions fit the bike very well. The tunnel, not so much. It requires a completely new tunnel to fit the KZ’s frame; the frame needed new mounting points. Once the tank was fitted and had the right clearance to the forks, the seat could be built. The new seat needed to be able to lift up using the stock lock and modified hinges. It received a new black leather cover, upholstered by Counterbalance Cycles. The subframe needed to have a cafe style loop welded in to finish off the look and help hold the custom rear fender which houses a Motone tail light.

Anchors
This particular Kawasaki didn’t come with a right side brake caliper and rotor. Finding a good used caliper for the right side can be difficult and expensive. Sean lucked out finding one on eBay that was mislabeled as a left side, what are the odds?!. He hit the buy-it-now button quickly! Another rotor was quickly sources and the whole package got sent to TrueDisc to be resurfaced and drilled. The KZ1000 is not a soft kitten, so the braking power is much needed. Sean lowered the front forks internally about an inch and a half and used new Ikon Dial-a-Ride shocks on the rear to give the bike a nice stance. This Kawa should have the handling it deserves.

Kawa in Red
Once the fabrication was finished and the lines of the bike were to Sean’s liking, he dove into disassembly. All of the parts that would be black were cleaned up and taken to Right-a-Way Powder to have that gloss black applied. The body work was given to Danny at Knights Kustoms. Bob, the owner of the Kawasaki, had chosen to paint the bodywork Ford Raptor Red. It’s a beautiful color that showcases the classic look of the bike. Since everything was out getting shined up, Sean got started on the engine rebuild. The top end got removed for inspection, turned out that everything was well taken care off. New pistons and rings were installed and the cylinder got honed. All new gaskets and seals were used and fresh paint was applied to finish it off. Browning Polishing added a bright new shine to all of the engine covers and new stainless hardware fastened everything down.

Some assembly required
The fit and finish on this Kawasaki is extraordinary. The wheels received new stainless-steel spokes and a set fresh set of Conti GO tires were wrapped around the black rims. The classic MotoGadget mini speedo looks the part and a new wiring harness made all the electrics work as designed. Biltwel grips and some aftermarket switches cleaned up the bars.

Culmination of hard work
When the project is coming to close the excitement builds and you go over the mental list of all that you have done or have to do. You have touched every single part and you hope that all went according to plan. Adding gas to a freshly welded, sealed and painted tank. Adding oil to a just rebuilt engine. Brake fluid in rebuilt calipers. These are all things that have the potential for hiccups. But once the bike was running and Sean heard the sweet 1000cc sound ripping through the new Delkevic exhaust and all the fluids stayed in their place, the stress levels immediately dropped. Taking the bike on its first couple rides sheds light on anything that needs to be addressed. But this time the only thing was a main jetting change and it was ready to be shipped back to Colorado. With long distance builds, the only thing Sean could wish for is seeing his customers’ first reaction, like a kid at Christmas, opening that one special gift.

Photo Credit: Jonathan Thorpe

Builder details:
Motorelic
Website
Instagram
Facebook

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[DaveM]

Sleek Yamaha XS400 Café Brat by Marfil Moto

Unusual suspect
The Yamaha XS400 is not a bike that is particularly popular or well-known with bikers. It was built and sold between 1978 and 1987, and was in fact preceded by the XS360. Severely overshadowed by its more successful siblings at that time, the XT500 and XS650, Yamaha did manage to sell a decent number of the XS400 in Europe. The Yamaha XS400 stood out at the time because of its ability to reach 9000 rpm revs. This was unheard of for a parallel twin at the time. Some other great features of the XS400 were the it had both electric and kick-start, as well as a 6-speed transmission. It was capable of reaching over 160 km/h (100 mph). Small displacement Japanese motorcycles were in fact in high demand due to their reliability, availability of parts, and ease of working on. The down-side of that was that they often lacked appeal, with a few exceptions here and there of course.

Café racer meets brat
Behold, a not so boring 1981 Yamaha XS400 arises from the ashes in Poland! Built by Marfil Moto, which is owned by Maciek, we see an XS400 that looks anything but dull. This café-racer meets brat mash-up looks intriguing, more noticeable because of its perceived simplicity. Interestingly, the story behind this build resembles the build in more than one way. Maciek built this bike for his wife, because she felt it was time she got her own custom motorcycle. Instead of spending months on doing research and trying to find he “perfect” base motorcycle, Maciek decided to work on the bike he had in his shed: the XS400.

It’s not the size of the tools that matters
Inspired by some of the brilliant machines he has seen on the Bike Shed London, Maciek was fully aware that he didn’t have all the tools and equipment he needed to build this XS400. However, he did have faith, and he knew that all he needed to do, was to just get started. First, the Yamaha got disassembled and stripped from all unnecessary components. The engine and carbs underwent a thorough mechanical overhaul and were subjected to glass bead blasting to achieve a raw aluminium effect. The frame got shortened and powder-coated in black satinThe front forks received a service and remained unchanged. The bulky original cockpit got removed, only to be replaced by a small MMB speedometer to achieve a minimalistic look of a café racer. The handlebar is a one-off. We are most intrigued by the stainless-steel grips. We don’t see those that often, but we definitely dig them! A single Halcyon 830 bar-end mirror finishes off the front.

Nip and tuck
The complete electrical system, together with the battery mount, have been modified and minimalized. The seat has been re-made and covered with black leather. The tank received an anti-corrosion treatment and got painted in a shiny grey color, leaving in the original Yamaha emblem intact. The exhaust received a thermal wrap treatment for that old-school racer look. Combined with the chrome shotgun-style mufflers, this XS400 is bound to sound like a bomber.

Fruition
The original black rims are fitted with classic shinko tyres. The main focus of this build was to stay true to the simplicity of form. Sometime we even say less-is-more. Maciek did an incredible job in completing this build, which is in fact a shed-built bike. We’ve said before and we’ll say it again: keep an eye on the Polish custom builders, for they are true masters of building incredible motorcycles. Not just the big names, but also the little guys like Maciek.

Photo credits: Pawel Magiera

Builder details:
Marfil Moto
Instagram
Facebook

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[DaveM]

Shed-built: Apocalypse Ready Honda CB750

Mad Max meets The Walking Dead
There is something really interesting about post-apocalyptic science fiction stories, both written and on TV. Trying to imagine how a distorted future would look like, has fueled many conversations. 40 years ago, it was Mad Max that started the rat bikes movement, and it appears that the HBO hit TV-show “The Walking Dead” carried over that torch. We have covered a few of these builds here on BikeBrewers, and we genuinely like the badass-ness that these bikes often ooze. The line between scramblers and these so-called “survival bikes” is starting to blur, and we’re now seeing even more interesting builds.

Survival Bike
Louis James, a business owner from Dorset England, got inspired by The Walking Dead and really liked the shows’ anti-hero Daryl Dixon’s modified Honda CB750. In fact, he liked it so much that he knew his next build had to be based on a Honda CB750 as well. Other builds you ask? Well, Louis likes his winter projects, and has built motorcycles in a shed before. Building a survival bike based on a CB750 was going to be a new experience, since Louis had never worked on a Honda CB750 before.

Dr. Frankenstein’s monster
This build was going to be a Frankenstein bike from the get-go. First he sourced a 1992 CB750 frame from eBay. That marked the starting point of the project really. According to Louis, the bike was built with parts from about 2 dozen other bikes! Building a bike with parts that were made for different motorcycles brings the difficulty threshold to a whole new level. Literally everything had to be modified.

Nuts ‘n Bolts
One of the hardest challenges was fitting the massive engine by himself without a hoist or even a stand at the time. That must have looked medieval. The engine came from Japan off a 2004 model CB750 with only 12,000 miles. This engine has a hydraulic clutch, which is something of a novelty on a CB750! The other hard challenge was getting the electrics working. Again, using unfamiliar parts doesn’t help with this. The list of parts used is pretty extensive:

• Frame from a 1992 Honda CB750
• Yamaha R1 front end
• Cognimoto lower clamp
• Hel braided brake and clutch lines
• Custom stainless steel battery box
• Unbranded custom modified fuel tank
• Continental Twinduro TKC-80 tires
• Pro taper Contour fat bars
• LED jeep wrangler headlight
• Square quad led spotlights with yellow lenses
• Mini LED indicators and tail and brake lights.
• Removable folding shovel as a rear fender!
• Glock holster for shoot of zombies
• Shotgun bandolier belt fitted to the tank
• Cafe Racer style seat
• Perforated stainless steel headboard
• Perforated stainless steel tank guards
• Shotgun cartridge handlebar ends covers
• Carburettors from a Honda CBX 750
• 4x pod Air filters
• Cotton gauze crankcase breather filters
• CNC billet clutch and brake levers + reservoirs
• Mini mirror
• Subframe engine crash protectors
• Modified original exhaust
• Kevlar exhaust wrap
• Light indicator instrument cluster from an old model Honda.

Apocalypse ready!
The results speak for themselves. This Honda was meant to look very tough and rough, and it does. It looks exactly how we imagined a bike built during an apocalypse would look like. With the chunky Conti’s TKC-80 and modified exhaust, this CB750 will take you anywhere whilst scaring away any uninvited visitors.

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[DaveM]

Visit to Irons Cafe Madrid

From Amsterdam to Madrid

Several years ago, I rode across Europe on a modified Triumph Bonneville T100 while moving from Amsterdam to Madrid.
Shortly after my arrival, I discovered a ‘just opened’ local motor shop called ‘Irons Café Racer’ ran by Miguel and his wife Natalia. Their little helper being an adorable French bulldog called Yoda!

From the beginning, they were super friendly and were already very active in the scene by organizing the ‘la moto del mes’ (Bike of the Month’). Every month, Irons Café Racer a custom builder is invited to present the latest build. Most recently, MotoShare and Tamarit decided to officially launch the campaign with ‘The Gotham’at their location.

I’ve spent many afternoons hanging out in their shop talking about custom bikes, road trips, gear and anything fuel burning related!

Wide selection
Their selection of apparel is always rooted in the motorcycle scene with loads of lifestyle brands, cool t-shirts and the latest caps. They also specialize in technical gear and carry some ultra-cool niche brands.

This is how I discovered ByCity, a Spanish motorcycle clothing brand. Established in 2014 by NZI Helmets, ByCity creates technical gear for riders who use their bikes either in an urban surrounding or on open roads.
The founders, purebred petrol heads, have been in the industry for over 35 years sharing their passion and savoir-faire.

The DNA of ByCity carries in it performance, quality and fashion … a philosophy which is ideal for riders who want to wear their technical clothes on and off the bike.
They use modern technology with the fashionable old school style.

I’d like to highlight two of my absolute favorite items from ByCity. These will combine into a perfect outfit for riding in style while staying protected.

The Brooklyn
My go-to black leather jacket for the past few months is the ´Brooklyn’. Its retro and stylish with ample protection, pockets and zippers inviting me each time I wear it to ride into the sunset.
The clean-cut look has a touch of the bomber about it making the jacket more versatile than a ‘regular’ biker jacket. It’s got a hint of attitude, perfect for the rider who wants to use it as his go-to everyday high-quality leather jacket. The cut is elegant with a slight stretching on the back for when you are riding. Smart!

Its waterproof too!. Yes you heard me right. The ‘Brooklyn’ jacket has a HIPORA® waterproof internal membrane. It uses a super sturdy double YKK mental central zipper with a magnetic closure protecting the gas tank from scratches. It comes with all the protection required (removable certified CE Level 2 ‘flexishock’ on elbows and shoulder) including a back protection pocket.
It also has 3 outside pockets and 2 inside pockets, perfect for riding in comfort.

Race to the bottom
To ‘top off’ the look I often wear the ‘Cameleón’ model in black. It’s a very cool semi slim fit denim with aramid inner lining. I’m not usually a guy that wears tight clothes, but this model feels comfy. It’s probably due to the stretch cotton they us, but I may have cheated a bit by selecting one size extra.

The jeans also come with full protection such as removable knee / hip protectors and interior reinforcement.

Put these two items together and you’ll have a badass look while staying protected.
My personal touch; a pair of black leather boots with 1970s vibes, the ´Continental’ by Stylmartin.

You can find the full look on Irons Café Racer webshop.

Touring bike: 2020 Indian Roadmaster Dark Horse
Location: Airforce 7
Photographer: Gonzalo Martín AKA @enigma

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[DaveM]

BMW R100GS Paris-Dakar Reimagined by Gregor Halenda

A Photographers Eye
Usually, photographers are people who manage to capture images in ways many of us can’t. At BikeBrewers we have many photographer friends, and it is safe to say that the majority of them are true artists. It never did come to our minds that photographers could have other specialties. This is definitely the case with Gregor Halenda. The Portland, Oregon (USA) based photographer is also a photojournalist and a machinist. On top of that, we would consider him a master bike builder as well.

Boxer history
Gregor loves BMW boxers, especially the GS models, and to be honest, so de we. We suspect that it is most likely fuelled by his childhood, since his late father used to own a 1992 BMW R100GS Paris-Dakar edition. Gregor inherited this machine and decided that he wanted to build the ultimate GS. Unsure about his own fabricating skills, he thought that this bike would be the ultimate litmus test to find out if he has got what it takes.

Rebuild
The idea was simple: strip down the BMW to its bare bones, make it as reliable as possible, and add a ton of off-road ability. Making the GS light and nimble, with proper suspension may sound like an easy job, but it often isn’t. There was already some work done to his father’s GS, sadly the only thing that managed to be salvaged was the fuel tank. Everything else had to go.

Beefier rear section
Handling a grinder as one of the first steps of a project can be a daunting perspective, but Gregor pushed through and cut the GS’s original swing arm, only to slot in a swing arm of a R1100GS. This allowed for a wider section rear wheel that allowed for true off -road tire choices. This was a long project in the sense that the first time around the rear swing arm broke on a jump. Not allowing this set back to defeat him, Gregor redid the work and made the swing arm much stronger than before.

Heavy mods
Now that the rear was sorted out, the front needed to be taken care of as well. First up, WP suspension of a KTM 690 Enduro were adopted. The wheels came of the shop of Woody’s Wheel Works. For those of you that have never heard of Woody’s, he is the go-to guy for proper wheel set-up. Next up, the engine. An R100RS engine was used with Lectron 41mm flat slide racing carbs. A special rear subframe fuel-tank was made to accommodate for more fuel, just a like any Dakar machine. The home-made rally fairing is a real nice touch to authentic Dakar racing motorcycles.

Team work makes the dream work!
Gregor couldn’t have done this build without some help from his friends at Baisley High Performance in Portland, how did the engine work by porting the R100RS heads. His pal Heath Knapp did the welding on the rear swing arm while Gregor is still perfecting his aluminium welding skills. There wasn’t a real budget made when he started with this projected, however, Gregor thinks that everything considered, a little over 20.000 USD has been spent on this BMW.

Faster than your KTM!
An added benefit of all the upgrades and part-swaps is that the GS lost some serious weight: over 60lbs (+27kg). Gregor got the GS to weigh in at a 400lbs dry (excluding fluids), which is not bad at all! All the work that was done made the now new GS feel more like a modern dirt bike than anything, much better in every way than the old GS from the 80’s. It feels lighter and nimbler than Gregor’s KTM 950. It has changed dramatically from what it used to be, with the sharper handling and power boost. In the end, the result really do speak for themselves. This project has been a journey for Gregor. Not only did he build the ultimate machine around his late father’s BMW, but it has also sparked a new passion for him: building motorcycles. Gregor already knows what he wants to build next. We can’t wait to see what he has in store for us.

Photo credits: Gregor Halenda

Builder details:
Gregor Halenda
Website
Instagram
Facebook
YouTube

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[DaveM]

Hasty Flaming Buffalo: an Indian Scout Board Tracker by Luuc Muis Creations

Born to be a builder
This is a story about a board tracker unlike any you have ever seen before. Created by a genius, as far as we’re concerned, a new kid on the block if you will. His name is Luuc Muis, and he is the founder and owner of Luuc Muis Creations in the Netherlands. Luuc is a digital wizkid who knows how to handle a hammer. His father used to be a graphic designer, so Luuc learned using designing software at a young age. Heavily influenced by the Orange County Choppers tv-show, he started building his own chopper bicycles first, before turning his hands to motorcycles. Today he is an industrial product-design engineer by trade. Luuc decided to use the same product-design approach to building motorcycles, which is a completely different way of doing things compared to how most traditional bike builders go to work.

Modern over Classic
A true petrol-head at heart, Luuc got his license when he was 19 years old. His 1st bike was a Honda VT600 Shadow. Rest assured it never stayed stock. As a matter of fact, Luuc turned it into a bobber. None of all the 8 other motorcycles he has owned since have stayed stock for long. Once, he even won a motorcycle through a raffle! A Honda CX500, with a quirky transverse v-twin. The CX500 didn’t stay stock either, and got turned into a racer and got sold to a man in Sweden, who still owns it to date. Although Luuc doesn’t have a specific brand preference, he must admit that he likes modern machines the most. Basically, anything made after 2010 with EFI. However, he does have a tiny week spot for Indian and KTM/Husqvarna.

Design Contest
In 2019, Luuc participated in a design contest. The task was simple: design a marketing bike for Indian Motorcycles based on their Scout Bobber. He submitted his design and a panel of judges decided that Luuc and 2 other contenders won the assignment. A final poll online showed that the people loved his design, marking him the winner of the contest. This meant a nice trip to London to visit the Bikeshed MC, which was great! This also meant that he now had to build his designed bike for real. No pressure…

Board Tracker
The vision Luuc had for the bike’s overall design was based around a question: what would the Indian Scout look like if motorcycle design remained the same for 100 years, but technology didn’t? An interesting proposition indeed. It is clear that the original 1919 Indian Board tracker served as an inspiration for him. The first step of the design process was to create a digital sketch, followed by a detailed 3D render, in which each part of the bike was carefully measured and recorded. A time-consuming ordeal that required a ton of patience. As a matter of fact, this whole project took about 20 weeks to complete, while he was still working his day job! How does that look like? Work in the office from 9AM to 6PM, work on the build from 6PM till well over midnight, go to sleep, and repeat. Luckily his girlfriend, family and friends all supported him.

Digital Design
We have met with a number of bike builders, none of which have ever pulled off a build like this in a mere 20 weeks, let alone while working in the evenings and weekends alone. Luuc’s secret? Remember he designed this whole motorcycle in 3D, carefully measuring and recording all dimensions? This actually made all the difference. Since the entire project was recorded digitally, it was very easy for Luuc to outsource certain jobs such as frame components. This meant that most of the time could be spent on perfecting the welds and sticking the parts together like a giant LEGO. The gas tank posed a unique challenge on its own. Hard to see from the picture, but the tank actually houses the M-unit, a fuel cell, wiring, air intake, and is even a part of the frame. No digital wizkiddery here, but old school sheet metal shaping by hand.

Bling Bling!
The Indian is full of special parts. The front suspension, for instance, was made by CeraCarbon racing. CeraCarbon racing make some of the worlds lightest motorcycle parts, designed for performance. Then the electrics. Luuc made a completely new harness based around an MO-unit and Motogadget components and with the new racing Carrot C32 ECU replacing the old one, the Indian made more power and the electrics got a whole lot cleaner. Then there is of course the titanium exhaust. This was sponsored by Akrapovic themselves. Luuc and Bert Jan from Outsiders Motorcycles went on a trip to Slovenia with the bike in the back of a van to visit the Akrapovic factory. Together with the grandmasters themselves they built a one-of-a-kind titanium exhaust that is freaking loud! This also spurred the birth of the name of this wild machine: Hasty Flaming Buffalo. It’s fast, it’s red, and you better get out of the way if you see it coming at you!

A Piece of Art
We asked Luuc what he likes the most about this build. “It may sound a bit strange but actually finishing the bike in time, achieving the challenge set by the deadline, for filling the vision I had and firing the bike up for the first time. That just sounds like a lot of violence and must have come close to what the racers in 1919 must have heard and felt while riding the bike!” We can’t help but completely agree. We have seen and heard this piece of art in real life. It is truly something extraordinary, that rather belongs in a museum than in a shed.

A personal message from Luuc Muis:
“This project for me was the stepping stone to start my own business: engineering products & building custom motorcycles. While the Hasty Flaming Buffalo was a marketing project for Indian, I also build bikes for private clients and if you are interested in something unique based on a modern platform bike, you know where to find me.”

Photo Credits: Ronald Rink

Builder details:
Luuc Muis Creations
Website
Instagram
Facebook

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[DaveM]

A Ducati 1198 S Corse Café Racer built by Radical Ducati in France

Exotic Machines
Ducati’s are known for building some of the world’s most aesthetically pleasing and high-performance motorcycles. The comparison with Italian car manufacturers such as Ferrari is easily made. Due to their racing heritage, the engineers at Ducati know exactly what it takes to make a race winning machine. All that tech and know-how is then transferred on to some of their road bikes. One of such an example is the 1198 S Corse. Looking at the factory machine, one would almost consider it sacrilege to remove the beautiful bodywork and expose all the arteries and organs that are underneath. One might find that a bit radical. And that’s exactly what the folks at Radical Ducati in France have done. A risky business, and yet, if pulled off correctly, it can be a marvellous thing.

Ducati Cafe Racer
We have seen some very interesting and perfectly executed café racers here on BikeBrewers, built around Ducati’s. Sure, it is not everybody’s cup of tea, but it definitely is ours! Café racers can be defined as lightweight, powerful motorcycles, that are optimised for speed and handling rather than comfort, and for quick rides over short distances. We’ve come a long way from the original café racers that were built in the 1960s, and yet, if we look closely at the definition of a café racer, this build ticks all the boxes.

Racing Pedigree
Radical Ducati has shown us how a café racer in the 21st century looks like. Motorcycles have become more high-tech in recent years, with a plethora of software and hardware that keep the bike and rider in check. Heck, even the MotoGP and Superbikes racers can’t control their machines without the help of traction control and wheelie control. And rightfully so, with well over 200hp at 15,000 rpm, those machines are no joke. It makes sense that the motorcycles that aren’t meant for racing still incorporate some of the tech from the MotoGP and Superbikes. ABS wouldn’t have made its entrance to mainstream motorcycles if it wasn’t for the racing industry. So does this Ducati 1198s Corse; it is a race machine made suitable for street riding.

Solid Foundation
First things first, the entire body work of the 1198 had to go, except for the fuel tank. Somehow the 1198’s original aluminium fuel tank looks too good to be neglected, plus it is a race replica. All that the tank needed was a bit of sanding, some clear coat, and a racing filler cap. The front suspension is a special bit of racing spec kit too. that came from the factory on the 1198 S Corse; it’s a fully adjustable Öhlins 43mm with low friction titanium-nitride treated fork sliders. At the rear we find the venerable Öhlins TTX race shock. On top of that, the original super powerful Brembo Monoblocs were also retained. These are some of the highest spec brake callipers in the world. The same goes for the lightweight Marchesini 7-spoke forged aluminium wheels.

Lightweight
If so much got retained, what did the folks at Radical Ducati change? Let’s start at the front. The CNC’d headlight bracket is custom made out of lightweight magnesium, and it holds the classically shaped round headlight, but with a modern LED touch. The rear subframe is a custom-made aluminium unit, built to spec by Radical. Welding aluminium can be tricky, but at Radical they know their stuff and finished the rear subframe off with a beautiful rear cowl that matches perfectly with the fuel tank, creating an aggressive flow to the whole.

Desmodromic Dreams
The 1198cc Testastretta L-twin pumps out a healthy 170hp at 9750 rpm and 131 Nm (97 lb-ft) of torque at 8000 rpm. These are unique figures for a desmodromic engine, where valve closure is activated mechanically. The engine itself came with the necessary weight saving, by incorporating magnesium allow parts such as the vale covers. The already performance oriented 52-57mm exhaust system got upgraded for a set of SC Project full line exhaust system, allowing the 1198 S to better breathe. The thermal wrapping around the exhaust is supposed to lower some of the heat dispersion these bikes are notorious for. Radical added some of its trade mark touches such as transparent belt-covers, red Samco hoses for all the fluids, which blends perfectly with the red frame. The clutch cover also received a transparent treatment.

For legislation compliance purposes, a side-mounted plate holder form Lussardi Racing does the job neatly. A handmade leather seat makes the build complete. We would love to know how this Radical Ducati café racer riders, but we do have an idea of what it sounds like. With over 170hp and less than 170kg of weight, the perfect power-to-weight ratio can only mean one thing, and that is that this Ducati will go anywhere fast and in style.

Builder details:
Radical Ducati France
Website
Facebook

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[DaveM]

Moto Guzzi Gentleman’s Rat by Nick Keen

Tough as Nails
If you see the man in real-life, it is quite easy to feel intimidated by his sheer size in both length and width. The long hairy beard adds to the tough-guy-factor as well. But honestly, the reality couldn’t be more different. Nick Keen is the exact opposite of that! Goldsmith and jeweler by day, Nick is probably one of the friendliest and kindest persons we have ever had the pleasure of meeting. He owns a very special Harley-Davidson UH80, but has a weak spot for Moto Guzzi, and so he wanted to create something extraordinary.

A different kind of Bobber
Being a tinkerer, Nick has had his fair share of wrenching. In the past he had restored a Triumph T140 Bonneville, which he considers to be his first “real” motorcycle. Some of his fondest memories are of that Bonneville. Fast forward to the present, and we can see that all of the hard work has paid off. We present to you, the Gentleman’s Rat bike. The idea was initially to build a Moto Guzzi Bobber. There aren’t that many Guzzi Bobber’s riding around, especially with a hard-tail. But having seen the “Peter F.” bike by Mandello Cycles in Bremervörde, Nick got some inspiration for his own build.

BOOM!
The Gentleman’s Rat first started its life as a 1982 Moto Guzzi 1000SP. A completely different machine than what we see here today. Some interesting and cool features on this Moto Guzzi are for instance the fuel tank, that originally left the factory on a CZ, and was left with the original patina-rust on it for authenticity. Or the tubeless wheels and oversize Brembo brakes, that came off a Moto Guzzi California EV1100. The most notable piece of equipment on this Guzzi has to be the Girder fork. Nick told us that it wasn’t an easy job to get the fork to fit correctly, since it was originally intended for a Boom Trike. For those of you that don’t know what that is, a Boom Trike is a German built trike that uses Volkswagen and Ford engines.

More comfortable than a cafe racer
There are more interesting features on this build. The handlebar for instance, is a tall unit that, in combination with the yellow headlight, is supposed to be a nod to the 1940’s. The engine itself was kept as standard with the exception of a pair of pod air-filters. For the sake of simplicity, the original contact breaker with ignition points was maintained. A new battery box underneath the unidentifiable seat was fabricated by a fellow Guzzista. If that went by too quickly, the seat was bought off the internet and came off an unknown motorcycle. Looks comfy though! All other electrics are housed in that box as well. The subframe of the Guzzi was cut, bent, and welded to align with the new struts, turning the 1000SP into a hard-tail. Nick did mention to us that the Guzzi rides more comfortable than his Moto Guzzi Le Mans 3 Café Racer. To finish the look off, the exhaust headers received a wrapping treatment, while the mufflers were replaced with a pair of open pipe exhausts, making this one loud bobber.

Never-ending project
According to the goldsmith from Emmen, the Netherlands, this project is a never-ending story and he intends to keep it that way. At the moment of writing, he has already changed out the handlebar and fuel tank to try a new look. We have to admit that this Guzzi looks exceptionally beautiful, in its own unique and raw way. It is hard to believe that this bike is a genuine shed-built bike. We would love to see more of this kind of builds if it was up to us!

Photo Credits: Gert de Weerd

Builder details:
Nick Keen
Instagram
Facebook

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[DaveM]

Bike Builder Profile: Moto Rebuild

We are starting a new item here at BikeBrewers, where we take a closer look at the people that build the motorcycles instead of focusing on 1 specific bike, we call it: Bike Builder Profile. And for the very first edition of Bike Builder Profile, we have a very special candidate from the Netherlands: Moto Rebuild

You may have come across some very good-looking BMW R-series custom motorcycles on the internet or Instagram. The dynamic father-and-son duo, Mari and Maarten Bressers are at the heart of the Netherlands based Moto Rebuild. We’ve asked Maarten a few questions about their business, here’s what he had to say.

BB: How and/or why did you get into motorcycles?
MR: My dad made me addicted, he has been riding motorcycles for 40+ years and has often told me stories about his adventures when he took a road trip. Until one day I wanted to get my driver’s license myself and I always dreamed of building a BMW scrambler. New ones are too expensive, so what do you do when there is an expensive price tag? Build it yourself!

BB: When did you start riding (illegally or legally)?
MR: In 2014 after getting my driver’s license, before that I already owned my first bike, a BMW R1100GS so I couldn’t resist taking it for a spin from time to time… As a matter of fact, my father and I (Maarten) started converting the BMW before I even had my license!

BB: Since the R1100GS, what other motorcycles have you had?
MR: I’ve owned and modified a number of bikes, but mostly Honda’s and BMW boxers:
1981 Honda CB400N, 1980 Honda CX500, 1981 BMW R80RT, 1979 BMW R100RS, 1993 BMW R80R, and 1985 BMW R80RT

BB: Which of those bikes brings back the fondest memories?
MR: I think one of the last 2 motorcycles I’ve owned, both BMW R80’s. That’s because I’ve owned these longer and have ridden them more that any of the other bikes I’ve had. Now that we also ride more often and the summer is approaching, we get to meet more people. The bikes are always an interesting point of discussion with fellow bikers, but it always gives a great sense of satisfaction.

BB: Would you say that you have a brand preference? And why?
MR: Absolutely, BMW Boxers. The reason for that is the way the bike vibrates and shakes when it’s idling. It has a real nice character, very old school.

BB: Do you prefer riding or wrenching?
MR: Both! Our goal has always been to convert motorcycles for ourselves and that we can enjoy them ourselves. If we start feeling that itch to build again, we sell the bike we have, and buy another one to modify. This is the main difference between us and most other custom builders.

BB: What would you like to accomplish as a builder?
MR: I want us to be an inspiration for others, riders, builders and non-bikers. That is why we work on establishing our Instagram presence at the moment. But definitely being an inspiration to others who dream of building their own motorcycle.

BB: With an unlimited budget, what kind of motorcycle would you build?
MR: I think I would continue doing what we are already doing. It’s not about how much money you put into it, it’s about the vision and the number of hours of labor and love you put into it. The aim should always be to showcase the original characteristics of the bike.

BB: One of your latest bike builds is the BMW R80R. Could you tell us a bit more about this bike?
MR: I’ve had the R80R for some time and decided it was ready for a make-over again. I’d lke to think that this model has all the ingredients to create a fantastic custom motorcycle. I had a clear idea of how I wanted the bike to look. Furthermore, it already had wire-spoked wheels, which I absolutely love. It has a mono shock at the rear where we could weld a floating saddle, to give a bit more of a futuristic feel. My inspiration came from the fact that I didn’t wanted an old motorcycle to look and feel old.

BB: Did you face any challenges during the build?
MR: There were a few minor challenges. Coating the wheels took me the most time. I work together with my father on the bikes, we do most of the work together. Besides the electrical work, we do most of the stuff ourself. Some of the notable changes we’ve made are the tank swap, and the front fender. They really finish the bike off.

BB: So, now for the most important question of them all: how does it ride?
MR: It rides like a typical BMW: proper. It handles well, the power delivery and torque are smooth, and it sounds phenomenal.

Photo credits: Maarten Bressers

Builder details:
Moto Rebuild
Instagram

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[DaveM]

“Mission Custo Moto” Yamaha XJR 1300 Café Racer

BOOMING business
We have seen a number of very cool custom build motorcycles from Poland. We said this before, and we’ll say it again: Poland is BOOMING! We would like to introduce to you Dawid. This young fella works at a motorcycle garage, so he knows his way around the workshop. As a matter of fact, he loves working on motorcycles, not just for maintenance and repairs. Dawid has a number of builds under his belt already. The Yamaha we are seeing today is his fourth build under the name Mission Custo Moto.

People’s favorite
Dawid loves simple motorcycles, and frankly, so do we. No fancy computer to complicate things, no rider aids to forgive you for your mistakes. There is something elemental about such motorcycles, you either love or hate it. Now, Yamaha XJR1300’s are becoming increasingly popular with bike builders lately. And why not? They are easy to work on, powerful, reliable, and parts are available in abundance since it is one of Yamaha’s longest running models. This particular model a 20th Anniversary edition.

Too hot to handle!
Although this Yamaha looks like it just left the floor of the dealership, it is far from stock. At the front the first things that we notice are the front wheel and upside-down forks. They came from a Suzuki GSX-R 750. The rear shocks are a Yamaha original factory Öhlins, sourced from the SP-version of the XJR. A set of sticky Pirelli Phantom Sportcomp tires wrap the rims tightly, adding a bit of nostalgia and performance to the Yamaha. Another feature that is an improvement over the original bike is the brakes. They are from a GSX-R as well and they will slow the XJR down like a sledgehammer!

Modern Cafe Racer
A company called Highsider delivered the LED lights at the front and rear. The subframe received a trim and a loop to accommodate for the custom-made seat. Talking about the seat, it looks very comfortable in that soft brown Alcantara. The seat nestles nicely in a hand-made cowl, adding some flair to this modern café racer. A minimalistic speedometer replaced the old twin dials to add to the overall sleekness of the bike.

All Black
At the heart of this motorcycle is the air/oil-cooled engine. It received some TLC in the form of maintenance and a check-up. No engine modifications were done since it still has plenty of grunt. These 1300cc engines are bullet-proof. Pushing out a very healthy 106hp and 98Nm of torque, there is not much left to desire. Some fresh black paint, and an upgrade of all the nuts, bolts and screws to galvanised units, is all that the engine needed. The exhaust headers have been wrapped with thermal wrap and were finished off in black as well. Overall, the Yamaha looks very serious. An interesting fact is that Dawid built this motorcycle on his own. Not a single job was outsourced, and for that we tip our hats.

Everything in-house
It is clear that Dawid puts a lot of heart in his motorcycles, you can see that the quality really matters. The combination of upgraded suspension and tires really improve the handling of the Yamaha, especially when it gets a bit bumpy. The upgraded brakes inspire confidence, and the riding position is perfect; a bit sporty, but not too straining. The sound the Yamaha makes is the stuff that makes baby angels weep, and according to Dawid, the Yamaha always attracts a crowd. This Yamaha has been received by a new owner in Paris, so make sure to keep your eyes open if you live there. We would love to see more from build from Dawid!

Builder details:
Mission Custo Moto
Instagram
Facebook

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[DaveM]

Spanish Road Trip – Indian Roadmaster

Madrid to Barcelona
Last winter, I set out on a road trip for work cutting through Spain.
If you have to travel and you work for BikeBrewers, what else can you do than ‘always ride in style’?
Departing from rainy Madrid and headed for sunny Barcelona, followed by even sunnier Valencia and Elche (a small town next to Alicante). After that it is back to Madrid again. Around 2.000km in 6 days with two full days of meetings in Barcelona.

Winter ride
For this kind of mileage and in the middle of winter, I had to be smart about the ride I was going to choose and decided to look into the touring segment.
But what is a touring motorcycle if I may ask?
A touring bike is built for riding the wide-open roads and often has a very powerful engine with lots of storage and protection. The stronger the engine, the easier it is to carry weight as these bikes tend to be big and heavy!

We love Indian
Fortunately at BikeBrewers we have a great relationship with Indian Motorcycles and I have been testing bikes for their Spanish division over a year now. I have gone through the 2019 FTR range and even tried out their custom cruiser Springfield with its 1800cc monster engine.
So, when explaining my trip, they kindly offered to lend me a big bike with a big engine.
I was awarded the ultimate challenge or better yet, the ultimate pleasure spurring the spanking new 2021 Roadmaster Dark Horse wearing its very dark dress and a complete complement of touring equipment including cruise control, plush air adjustable single-shock rear suspension, Apple Carplay and three large cases (total storage: 142L).
Pure luxury for a long road trip!

Big Boy
However, the best part of the 2021 Indian Roadmaster is its improved engine with the new Thunder Stroke 116ci (1,890cc). A powerhouse that is meant to keep power levels up in the face of more restrictive emissions requirements!
On the Jett Tuning dyno, this roughly 5-percent increase in volume has resulted in more power at the rear wheel, to the tune of 75.9 horsepower at 4,200 rpm and 105.8 lb-ft of torque at an astoundingly low 2,000 rpm —. Talk about a stump puller! Yeah man!

Come rain come shine
I left Madrid on a rainy Sunday and rode over 500km non-stop. The Thunder Stroke 116 has a surplus of power with great pulse feel and an enormously satisfying rumble!
The Roadmaster can make a brisk pass with a single downshift. Shifting the 6-speed transmission is clean with a decisive “thunk” going into gear that is common to the big V-twin engines.
With its modern streamlined fairing and electric windshield, I was fully protected from the rain and rode to Barcelona quite comfortably, smiling all along and listening to the awesome audio set.

Meetings, bloody meetings
While working around Barcelona, I was a bit hesitant to use the Roadmaster in the busy streets of the Catalan capital with its 421kg and huge engine generating lots of heat. But hey, I didn’t come all this way to move around by foot.
To my surprise, it was a blast! The Thunder Stroke has a rear cylinder deactivation designed to reduce engine and exhaust heat when the engine gets hot and the bike is stopped. So little heat there.
The Roadmaster is also equipped with Indian’s highly functional super easy-to-use Ride Command infotainment system and its 7-inch glove-friendly touchscreen, navigation, Bluetooth and gigawatt audio with four speakers. It even has an FM antenna which I find hilarious for the 21st century.

On the road again
After a few days, I left Barcelona to go down south via the Mediterranean coast via the famous scenic road called ‘El Garraf’, a small winding road leading you up the cliffs and hills into the natural park of Garraf.
This Roadmaster has an appetite for curves thanks to its aluminium chassis and low centre of gravity.

During the rest of the trip, I mostly rode side roads enjoying the twisted Spanish scenery. These roadways are a real treat because they are deserted. Luckily most of the highways in Spain are toll free, so no incentive for car drivers to look for alternatives, leaving the secondary roads to us bikers!
I really enjoyed the Indian Roadmaster during this trip with its ride-by-wire and three riding modes (Tour, Standard, Sport). I never felt the need to ride in anything except Sport mode, which provides a great throttle response topped with a deeper sound system … always very satisfying!

Hot seat
I did get some warm weather toward the end of the trip, so I decided to use the virtues of the new ClimaCommand Rogue seat. Believe it or not, you can both heat and cool, just dial in your needs. Several minutes later, you will feel the benefits of temperature control butt-comfort.

With the blacked-out finishes, that rough American look and just enough chrome, the Roadmaster Dark Horse brings a modern yet aggressive attitude to Indian Motorcycle’s premium touring segment.

If I could have a bike for each of my needs, the Roadmaster would definitely be one of my touring bikes.

Special thanks to: Indian Motorcycles Spain

Photography: Gonzalo Mártin aka enigma

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[DaveM]

La MotoCicletta Triumph Bonneville Cafe Racer

Passionata
When we think of Italy we automatically think of tasty food and wine, exotic cars, expensive motorcycles, cappuccino, designer clothes, and temperament. It is safe to say that in Italy, they live their lives in a different flow. It is for that same reason most people fall in love with the country. Meet Massimo Zancai. Based in Pordenone Italy, Massimo is a designer by trade and by heart. He is the man behind the company called La MotoCicletta. I hope this doesn’t need any translation, but for those of you who fear missing out: it means The Motorcycle.

Learned from the best
Massimo has been customising motorcycles for some time. After working as an independent designer for Aprilia and Moto Guzzi for several years, it is safe to say that he has learned a thing or two about motorcycles. He is specialised in handling carbon fibre parts for concept bikes. Some of the bikes he has worked on are the Aprilia RS660 and the Moto Guzzi MGX-21 Flying Fortress. This has given him the inspiration he needed to set up his own shop.

Monaco!
Showing off his work is a major part of his job, and people’s genuine responses is what drives him. Massimo started this project with a clean Triumph Bonneville T100. He managed to find a mint condition specimen in Monaco; talk about posh! It was a low mileage unit and it came with a full-service history. The right kind of foundation for the design he had in mind.

Stance is everything
A lot has been done to the good ol’ Bonnie. To complete stance has been changed. This is the result of lowering the entire motorcycle by 40mm overall. This also helped improving stability by lowering the already low centre of gravity. The handlebar was also lowered to help with the look. A lot of CNC part were used in this build. The triple clamp is a custom design and is extremely light weight. The hold on to a pair of upside-down forks at the front, courtesy of Showa. Attached to the triple clamp you will find a mini speedo. This helps with keeping the lines low and clean.

Modern Classic
There is a flair of modern retro to be found on this Triumph. Although it comes with wire-spoked wheels that make it look classic, the massive double front rotor brake discs tell a different story. This Bonneville has some serious stopping power. The rear end of the motorcycle looks just as clean as the front. The LED taillight is tucked away underneath the custom-made brow leather seat. Talking about the seat, the rear subframe has been shortened to add to the sportiness. At the rear we also find a pair of Öhlins stereo shock absorbers. One of the most common complaints Triumph owners have about their Bonneville’s is the poor performance of the factory suspension. It seems that that problem has now been sorted!

Stylish
One of the features that really pops on this build has got the be the fuel tank. The colour looks very deep and clear. That has got to do with the fact that the tank itself received a whopping 14 layers of clear-coat. A pair of simple but elegant megaphone mufflers help the timid sounding T100 roar when it hits the cobblestones of the local piazza. According to Massimo, this improved Triumph Bonneville rides and handles like a true café racer should. We have no doubt about that!

Builder details:
La MotoCicletta
Instagram
Facebook

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[DaveM]

Triple Trouble: UNIKAT Triumph Thruxton RS

The bike is so nice, they made it more than twice!
We have seen a number of outstanding custom builds leaving the workshop of UNIKAT in Poland. And every time a new bike rolls of the workshop floor, our jaws drop in almost a cartoon-like fashion. Feast your eyes on these to gorgeous Triumph Thruxton RS’s.

Polish Powerhouse
If you have just tuned in to BikeBrewers, here’s short summary of who we are dealing with. UNIKAT is a motorcycle customizing workshop in Wrocław, Poland and is specialized mainly in café racer and scrambler style motorcycles. It was established to combine the passions for speed and visual arts. As you may find in some of our earlier posts, the founder of UNIKAT, Grzegorz Korczak, is actually a cinematographer, OSCAR nominated (you know, Hollywood!) special effects director, and visual artist whose work has been exhibited in some of Poland’s most prestigious museums. Since 2013 he’s been using his skills to create some of the most visually and aesthetically pleasing motorcycles we have ever seen.

Good start!
The base bikes for these builds are the most powerful Triumph modern classics to date. In 2020 Thruxton RS is an adrenaline factory disguised as a classic motorcycle. Each piece of the bike is of superior quality. The engine is powerful, it has great stopping power, and the suspension is top notch. The first three Thruxton RS’s delivered to Poland went straight to UNIKAT! The new respective owners wanted a personalized motorcycle; they came to the right spot.

But not good enough!
Although Triumph did an incredible job manufacturing the new Thruxton, there are still some things that could be better. This is inherent to anything that is mass produced – fact. Then there are the things that make your head itch. For instance: an excess of silver painted plasti…ahum parts. That was the first point of order for Grzegorz. The second point were the large indicators. Too bulky. Third, the massive factory fitted tail light. Good to illuminate in dark rainy weather. An eye-sore for the enthusiast. Despite these points, the most important thing that needed to be addressed was the sound; too soft for a machine with this level of riding characteristics.

Uncorking the Triumphs
Modern exhaust emission and noise standards are so strict that all factory motorcycles sound like a moped. Don’t get us wrong, we are not preaching for superloud exhausts that wake up the neighbors and make kids cry. However, part of the riding experience has always been sound for us, and these Thruxtons deserve to be heard. It is probably the only thing these three bikes have in common, that’s it.

3 Flavours
Different owners have different tastes. One owner was convinced that he wanted his bike to look aggressive and cheeky; “The motorcycle must be matte black with red accents.” The second owned wanted something rather sporty but elegant – “glossy metallic deep black combined with golden elements!” To Grzegorz’s delight, both of them also opted for the tubeless Kineo wire-spoke wheels. Fitted with a set of Heidenau sticky rain tires, that also happen to perform excellent in dry condition, and in combination with the lower rotating mass, the handling has been seriously improved. Owner number three on the other hand, wanted his motorcycle to look “as vintage as possible”. Starting with old-school tires, and finishing with a top-fairing as a nod to the classic racers of yesteryear. Golden pinstripes, leather grips and classic diamonds on the upholstery are another retro details.

Perfecting imperfections
Building these bikes took more work than meets the eye. For instance, in order to remove the entire exhaust of the RS, you have to dismantle the lower sway of the frame. Sandblasting of the each part and getting the paint job just right proved to be a tedious and time-consuming job. Not that Grzegorz complained, it’s just that there is no room for error. Especially since any imperfections will pop out in matte black. More than a few times parts have been sent back for sandblasting and painting. Details make the difference!

Bling Bling
The easiest task was probably the assembly of the fairing, which is a one piece uni. The LED indicators and brushed steel bar-end mirrors are just a few of the fine details we like on these builds. Another detail are the handcrafted leather grips with threads in the color of the upholstery, which has become something of a UNIKAT trademark. The rear of the bike looks scary thanks to two LED tail lights. They are, allegedly, the smallest tail lights in the world, and they are EU approved (DOT in the US). The black and gold RS received a gold-colored DID chain. The red RS is equipped with a Bitubo suspension set; custom made to the riders’ specs. A great piece of accessory are the quality levers, provided by Poland’s own Womettech.

All three Thruxton are full of hidden Easter-eggs; little details that you may not notice at first, but the more you look at the bikes, the more you find. UNIKAT has done an exceptional job creating these three seemingly identical Thruxton RS’s. Although they look the same, they really are individually unique in many ways.

Builder details:
UNIKAT Motorworks
Website
Instagram
Facebook
YouTube

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