Custom Motorcycle Builds

[DaveM]

Custom Bikes Of The Week: 19 January, 2020

A box fresh turbocharged Kawasaki Mystery Ship, a slinky Yamaha Virago cafe racer from Spain, a Henderson Model G converted into a vintage board track racer, and a Honda Dominator with a Dakar rally vibe.

Yamaha Virago by VooDoo Garage The Yamaha Virago was one of the surprise custom hits of the last decade. It seems like an unlikely candidate for a cafe racer build, yet time and time again builders manage to whip it into shape.

The thing is, a lot of Virago cafe racers follow the same formula; often including a classic Benelli fuel tank and a waspish tail. This XV1100 from VooDoo Garage in Spain bucks that trend, and it’s all the better for it.

In an inspired move, VooDoo installed the boxy fuel tank from a Laverda 1000J. But the biggest challenge here was massaging the Virago’s cruiser stance into something more palatable. It now features a custom subframe, new YSS shocks, Suzuki GSX-R forks and 18” Excel rims.

There’s a custom top yoke with an integrated Motogadget dash, clip-ons, new switches and an LED light. Every detail is top-shelf, from the two-finish seat to the neat Yamaha logo cut into the custom license plate bracket. The exhaust system is also unlike anything we’ve seen on a custom Virago; twin pie-cut headers running into two SC Project mufflers. [More]

1980 Kawasaki 750cc Mystery Ship The Bonham Las Vegas auction (which kicks off this week) has several rare machines in the catalog, including an Ex-Bud Ekins 1938 Triumph 5T Speed Twin, vintage Brough Superior and Vincent project bikes, and this Craig Vetter-designed Kawasaki.

Craig Vetter was the man behind the legendary Windjammer fairing, and later the designer of the Triumph X-75 Hurricane and the Mystery Ship. The bike was based on a Kawasaki KZ1000, but it underwent extensive changes. Each KZ that was converted into a Mystery Ship underwent frame and geometry mods and suspension upgrades.

Then it got wrapped in a two-piece body kit, designed to be supremely aerodynamic. Only 10 Mystery Ships were built, and the one you see here was built with the top spec available—so it’s turbo-charged too.

To add to its rarity, only two Mystery Ships were ever built to that spec. And this one only shows two miles on the odo. [More]

1917 Henderson Board Tracker The Mystery Ship isn’t the only rare machine up for auction at Bonhams. Our friends over at Silodrome have a nose for sniffing out unusual metal and this time, they’ve stumbled upon something truly special: a 1917-model Henderson Model G, converted in recent years into a vintage board track racer.

The Henderson Motorcycle Co. was the first American marque to produce four-cylinder motorcycles, long before they were commonplace. The Model G was a big deal back then, with a three-speed box, wet sump lubrication and a dry clutch. The thing is, Henderson never really competed in board track racing—taking part in endurance-style events instead.

This Model G was actually rebuilt as a board track racer in recent years. It had ended up at the Wheels Through Time museum, sans its gear box, which had been cut off and used in an airplane. The motor was gifted to Paul Ousey by the museum, who decided to build this.

A new, period-correct frame was designed and built. It features a hard tail, a springer front end, a sprung saddle and low bars. The gear box is a three-speed Triumph unit, and the only sneaky modern part is a Brembo rear brake. (And it has lights now.)

It runs, too. Once it was complete, it was raced at the Sons of Speed vintage board track event. It’s about to go on auction in Las Vegas by Bonhams, where it’s expected to fetch more or less the price of an Arch KRGT-1. Tempted? [More]

Honda Dominator by Mauro Gessi Ricky Brabec has just won the motorcycle class of the Dakar rally. That makes him the first American to take gold in the iconic event—but his win is significant for another reason. Ricky races for Honda, and so he’s just broken an 18-year Dakar winning streak by KTM.

To celebrate, here’s a look at a Honda scrambler with a big hit of classic Dakar styling. It’s a single-cylinder 650 cc Honda Dominator, reimagined with retro looks and modern upgrades.

Most custom Dominators shy away from their classic dirt bike roots and end up as street trackers, but this one leans into its heritage. The bodywork is from a sister bike—the Honda XL 600 LM. But the forks, swing arm and rear shock are off the same Honda that Ricky’s Dakar-winning bike is based on: the CRF 450.

For the paint job, Mauro called up Oberdan Bezzi to whip up a few options. He settled on this classic Africa Twin-inspired livery, complete with ‘Paris Dakar’ logos in the same style as the Africa Twin’s original logotype. It’s the perfect finish for this retro desert racer. [Gessimotociclette Facebook | Images by Stefano Romagnoli]

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[DaveM]

Battle of The Twins Redux: A 310-pound BMW race bike

In the lore of motorcycle racing, Battle of The Twins has few equals. First staged in the US at Daytona in 1981, the 50-mile series has spawned many epic duels—and spurred the development of the legendary Britten V1000.

The ripples from those thunderous early races are still felt today, as evidenced by this incredible BMW racer that just washed up into our inbox.

It comes from classic race bike aficionado Scott Kolb, who’s based an hour and a half north of New York City.

Scott had a theory: “An air cooled BMW engine in a sweet chassis, with the right rider, just might beat up on modern sportbikes at local track days.” He set out to build a 310-pound [140 kg], 82 horsepower track bike.

Influenced by the writings of Tony Foale and the race bikes of Chris Hodgson, Scott decided to build a homage to the great Daytona BoTT racers. So he pulled the engine from his 1976 R90/6 road bike and put the rest of the machine on eBay to help pay for parts.

Fortunately, he had a client with the same vision. And like Scott, the client works in the high-end architectural field, and he is a hands-off kinda guy.

“We’ve both seen enough clients ruin great design by diluting the original vision,” says Scott. “The best projects come from a consistent and pure design idea.”

“To that end, he offered no commentary—not even about color. But he did say ‘The bike needs to fit me,’ and left it at that. He’s 6′ 4″ and 240 pounds, [109 kg] so I made a bike to measure.”

Like a good suit, this BMW fits him to a tee. For starters, both the wheelbase and the ergonomic triangle—pegs to bars to seat—are 5% bigger than the average production bike.

This is second nature for Scott, because the many chassis he has built over the last 20 years have a strict focus on function—while being mindful of the need for visual flow.

Scott knew that the target weight figure would require carbon wheels from Rotobox and Öhlins R&T suspension front and back. The carbon wheel is only available for the BMW R nineT, which prompted Scott to use other R nineT parts like the rearsets, levers, blinkers, mirrors, and a license plate carrier from Rizoma.

“Rizoma uses surface machining on many of their parts, which shows in the machining flowlines left behind by the ball mill cutter. I love this look: it adds a little texture for a good feel under your glove, plays with light, and most importantly shows the thought process of the CNC programmer—giving the parts a human touch.”

The engine has all the classic go-fast bits offered in the mid 80s by Chris Hodgson’s CC Products outfit (which has now morphed into San Jose BMW). The heads are dual-plugged, with larger valves and porting and flowing. There’s a lightened and balanced flywheel, a performance clutch, and a crank dynamically balanced by Falicon. Displacement has been bumped up to 1000 cc using the well-known Siebenrock big bore kit.

“A 200-section rear tire was completely unnecessary, but I couldn’t resist!” says Scott. This required a one off swingarm with extra offset, and a lot of machining to get the R nineT rear drive to mate up to an airhead transmission. The Brembo calipers are from a BMW S1000R, matched to Brembo master cylinders, and the clutch is a hydraulic setup from SWT-Sports in Germany.

The 4130 chromoly tube chassis is based on the famous ‘Team Incomplete Boxer’ owned by photographer Gregor Halenda, but goes one better.

It includes a similar motor mount that attaches to the top of the engine block, and eliminates the cradle downtubes. “This visually frees up the wonderful cast block that we all love,” says Scott, “but the real benefit is quicker lap times.”

The powder-coated tubing is a thing of beauty, and the ‘one better’ part is a rear billet mounting block to eliminate the tubes reaching to the bottom rear of the engine block. “While we were at it, we realized we could isolate the forces of the rear swingarm from the front end by making the swingarm pivot in its own subframe.”

The bodywork was styled in-house. “It’s simple shapes, found by laying lines over photos of the rolling chassis,” says Scott. “The actual shapes were formed by sculpting foam, and then molds were made.”

The fairing and seat unit were were laid up in carbon fiber, with the outer layer being a 3oz twill weave. (“I like how the asymmetrical weave gets the compound curves to really pop.”) The tank was hammered out of .062 aluminum, and is finished with a Rizoma fuel cap.

The technology may be modern, but the body finishes have a hint of retro style. “I love 70s graphic design,” says Scott. “Primary color schemes were everywhere when I was a kid, and seem to influence my company’s aesthetic choices.”

“A pure cyan is used on my company logo, and always seems to make it into our race bikes. Throw in the Öhlins gold and Rizoma’s red accents, and you have a bike ready for the full primary color treatment—which lead to the red stripe down the center of the body, splitting the carbon and aluminum.”

The electronics are ultra modern, with a Motogadget m.unit control box at the center, taking signals from discreet m.buttons and a keyless ignition system. “The keyless receiver is hidden in the carbon fiber seat unit, along with all of the electronics,” Scott reveals. There’s a new ignition module too, from Euro MotoElectrics.

The BMW hits the 310-pound, 82 horsepower target, and Scott has finished it just in time to ship it to the One Moto Show at the Veterans Memorial Coliseum in Portland, Oregon, which opens on February 7.

Once he gets the bike back, it’ll be fettled and tuned for the track, and ready for informal battles with more modern sportbikes. It’ll be intriguing to see how it fares.

In the meantime, enjoy these images by Gregor Halenda, who has become a friend of Scott’s since the days of the Team Incomplete BMW build.

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[DaveM]

Zero Frills: A post-apocalyptic FX from Droog Moto

It’s common for custom builders to develop a signature aesthetic, but few maintain it as zealously as Droog Moto. The husband and wife team of Max and Erica Droog are hell-bent on leaving their hallmark on every bike they build.

So much so, they even once refused a client’s request for a brown seat, because it didn’t match their style guide.

Droog Moto bikes are rough-hewn and aggressive—knobby-tired machines with a post-apocalyptic vibe. They almost always feature angular lines, dark colors and brutally compact proportions.

Max and Erica are physically based in Washington State, but run Droog as an online-only company. As last year was winding down, they decided they wanted to build something electric to kick off the new decade.

“We’d built a Brammo Empulse R scrambler a few months back,” Erica tells us, “that was rad to work on and caught a lot of attention.”

“We got our hands on a new 2020 Zero FX and immediately saw it had the potential for what we wanted to create. A stealthy and sleek machine—capable of hitting trails, bombing through city chaos, and general hooligan riding!”

The Zero FX is basically a street legal enduro, making 106 Nm of torque and weighing just 247 lb (112 kg) in the Z3.6 version.

Yes, it comes in two versions. The Z7.2 has a single 7.2 kWh battery, makes 46 hp and has a city range of 91 miles. Then there’s the Z3.6, which has a half-sized 3.6 kWh battery, for 27 hp and 46 miles.

The Z3.6’s battery is hot-swappable, and you can pop in a second one to match the range of the Z7.2. “So we chose to go with the 3.6 modular version,” says Erica. “With the additional removable battery, it can be a bit more versatile for different riding situations.”

“The other battery can be charging at home while you’re out and about. Or you can pop it in at the same time, to get the full Z7.2 range.”

The Zero FX’s compact drivetrain, and the inherent simplicity of the overall package, meant that Droog had a cracking canvas to unleash their design on. They ditched all of the bike’s plastic bodywork, and anything else they could afford to run without.

They kept the ABS system though, but repackaged everything so that all the wiring sat in one spot—under a faux fuel tank that was shaped from steel.

Bouncing between steel and aluminum as needed, they built a new subframe and side panels, capping it all off with a barely-there perch that hides an additional storage compartment underneath.

There’s a new headlight nacelle up front too, complete with a pair of LEDs. An LED taillight and a pair of LED bar-ends round out the lighting package, while the handlebars and riser clamps are from Droog’s own catalog. The stock speedo’s been nudged to the side, and the brake master cylinder and reservoirs have been upgraded.

Even though Max and Erica had originally picked the bigger-wheeled, off-road specific FX, they eventually decided to switch it to a supermoto setup. So they built up a pair of 17” wheels with black Excel rims—then converted them to run tubeless tires, and wrapped them in fresh Pirelli Scorpion Rally rubber.

“It’s an awesome looking tire with great performance on- and off-road,” explains Erica. “Not as knobby as we typically do, but it still gets the job done!”

Droog dialed in the suspension too, with new internals up front, and a new Hyperpro spring at the rear. Despite the change in appearance, the idea was always to keep the bike lightweight and flickable—so the suspension tweaks and smaller wheels were a must.

The Zero now fits into Droog’s porfolio perfectly. Boxy and tightly-packed, it looks ready to either head down to the local cafe, or outrun zombies.

Dubbed the ‘E-Fighter,’ it’s also #16 in Droog’s built-to-order series. So you can have one tailored to your needs … starting at a cool $32,500.

Droog Moto | Facebook | Instagram

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[CarlS]

Certainly not my style!

 

[DaveM]

Built Under Pressure: HardNine’s Harley XLCR tracker

Building a custom bike is often beset with difficulties: there can be unreasonable client demands, unforeseen technical issues, cashflow problems, and in some countries, strict regulations to circumvent.

We tend to dwell on these in our reports, but sometimes the build story is only half the real story. The other half is life outside the workshop, and on occasion, life ‘gets in the way.’

Swiss builder Danny Schneider of HardNine Choppers has had a lot on his plate recently. But that didn’t stop him from finishing this amazing 1979 Harley-Davidson XLCR custom, which is one of the most appealing tracker builds we’ve ever seen.

The former professional motocross racer built two Triumph flat trackers in 2012, and felt the itch to build a Harley in the same style.

It was just a question of waiting for the right bike to turn up, and eventually a client with an XLCR asked for a HardNine bike. “I said, I’ll only do it if you let me build a tracker!” says Danny.

The client agreed, and Danny started working on the Harley two years ago. Then life got in the way. His baby girl was born—and five months after that, he was unfortunately diagnosed with testicular cancer.

He was prescribed a course of high-dose chemotherapy, which finished two months ago.

And in these two months he’s been in his shop in Bern 15 hours a day, racing to complete the XLCR for the MBE Expo show in Verona, Italy. Grueling, to say the least.

Although it failed to capture the imagination of American riders in the late 70s, the XLCR is coveted these days—with good examples going for around $20,000. And Danny’s client owns three.

It’s unusual to see a heavily modified XLCR, but Danny has done an excellent job. Under the hood, he’s given the grunty 997cc v-twin a power boost by overboring it and fitting a KB Performance piston upgrade, which takes capacity out to around 1,340cc.

Danny’s also replaced the Keihin carb with a modern S&S Cycle unit, and fashioned a completely new exhaust system out of nickel-plated steel. “From the beginning, I wanted the pipes underneath the rear end,” he says.

So he’s moved the oil tank to provide room for the pipes, and hand-hammered out a new aluminum rear end with little slits to help release heat.

There’s a matching new handmade split-tank too, which echoes the upper silhouette of the stock XLCR tank but is much shallower. (And the left side now houses the oil.) In between the new metal is a simple seat pad, which Danny also made himself.

The new front end is lifted off an FXR: 38mm Showa forks shortened by a few centimeters, and upgraded with an Öhlins cartridge kit. At the back are high-spec Bitubo shocks.

The spoked wheels were originally designed for FXR hubs, and are F21/R16. “Then I drove the bike to Beringer,” says Danny. At the head office in France, some four hours from Bern, they made custom rear and double disc front setups—along with magnesium racing discs.

There’s another racing touch in the battery placement, right behind the engine: “It’s exposed, because I wanted to keep it vintage racing style,” says Danny.

“I’ve mixed original parts with high-end racing parts, and there are tons of handmade parts too—which would take forever to list.”

The bars are amongst the handmade parts, and are fitted to Roland Sands Design risers and dressed with Biltwell grips. The footpegs are aftermarket, but modified to fit the XLCR.

Inspiration for the beautiful blue-and-white color scheme came from an unusual source. Danny spotted a mini-bike with a scheme he liked in Bern, stopped and took a photo of it, but the picture turned out to be a poor reference.

So he went looking for it again, seven days later—and got a better photo, with enough detail to allow him to replicate the colors. The light sky blue gives the XLCR an airy and fresh vibe—in contrast to the loud and fast riding experience it delivers.

It’s an incredible result, especially considering the stressful circumstances Danny has been working under. “This bike was built during my best and most difficult times,” he says. “It’s my most ‘emotional’ build.”

Well, diamonds are made under pressure. And this tracker is a very good cut indeed. Brilliant work from Danny Schneider—and here’s hoping that life gets a little easier from now on.

HardNine Choppers | Facebook | Instagram | Images by, and thanks to, Christine Gabler and Marc Holstein.

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[DaveM]

LEAN & GREEN: Honda CB750 ‘Green Arrow’



Written by Tim Huber

While Honda’s CB750 has undeniably played a pivotal role in the rise of the modern custom motorcycle scene, it’s become increasingly difficult to think of cafe’d CBs as being anything other than played out. The hooped subframe, fender-delete, pipe-wrap, and clip-on formula has objectively become pretty cliche, though every once in a blue-moon we open our inbox to discover a truly special CB cafe racer, and that’s exactly what we’ve got here, from Austria’s National Custom Tech Motorcycles — better known simply as NCT.



The shop started with a 1978 Honda CB750F that they then proceeded to pull the engine from and tear down to the frame. The framework was de-tabbed, fitted with a new, upswept subframe, and then powder-coated in a matte black, along with the swing-arm. Before receiving the same matte black treatment, the engine was torn apart and given a thorough refresh. Adorned in custom points and stator covers, the Japanese four-banger now inhales through a quad-pod setup while spent fumes are now spit from a stunning hand-made four-into one exhaust system with blued headers and a slash-cut, GP-style Spark muffler capped off with a honeycombed cover.



Wanting to bring the CB’s performance prowess into the 21st century, National Tech tossed out the stocker’s suspension and replaced it with upgraded, modern items. Out back, there’s a pair of adjustable YSS shocks, while up front bumps are soaked up through an upside-down Showa fork slotted in one-off triples — all of which have been murdered-out, with the exception of the fork’s lowers. Next, the Honda’s original wheels were given a contemporary dual-disc brake arrangement with drilled rotors, Brembo calipers, and steel-braided lines, before the rims were also hit with a coat of black.



“The hardest part of the project was probably the front-end. Getting the disc brake setup to work with the bike’s original wheels was pretty tricky, but in the end we managed,” says NCT’s head honcho, David Widmann.



The stock fuel-cell remains in play, as do the original side-covers, though they’ve been slightly modified for the project. Resting atop the new subframe is a bespoke tail-section and seat-pan combo piece that follows the kicked-up contours of the new aft framework before jetting forward and feeding into the tank. A brown leather seat with a trio of horizontal notches and pairs of eyelets fits perfectly in the one-off tail with a lip riding up both the tank and at the back of the tail.



The CB’s electrical system was also given a major overhaul, with a one-off wiring loom now running through a Motogadget m-unit and drawing energy from an AGM battery stashed under the seat. Lighting elements are all new pieces, as well, with a pair of micro-LED pin indicators in the rear, bar-end signals up front, and a Koso Thunderbolt LED headlight guiding the way.



The cockpit has been heavily revised, with the rider’s quarters now rocking a set of LSL clip-ons, a CNC’d Rizoma reservoir, Brembo levers, a Tomalley Daytona throttle, and Motogadget grips, bar-end mirror, and switchgear. Motogadget also supplied the build’s Motoscope Mini instrumentation and idiot lights. There’s also a keyless ignition and alarm.



The Honda’s paint scheme is simple yet highly-calculated. The bike now wears a metallic coat of forest green complimented via red pin striping and turquoise Honda logos at the bottom of the tank. With the majority of the bike fully blacked-out, your eyes are naturally drawn to the new livery.



There’s a handful of additional odds and ends rounding out the build, as well. The left, rear-shocks mounting point on the swing-arm now serves as the anchor-point for the build’s one-off license plate hanger, and the bike’s spokes wheels were given a thorough polishing before the blacked-out rims were shod in Avon Roadrider rubber. And In lieu of a bum-stop, the bike sports a bespoke metal “NCT CB750F” plaque just behind the seat.



Dubbed the “Green Arrow,” this custom ’78 CB manages to breathe ample new life into a decidedly tired genre of build. The modern aesthetic tweaks, combined with the bolstered performance ultimately result in a total show-stopper of a build.



“The exhaust is just beautiful and pairs wonderfully with the new rear-end and the tank with it’s new color scheme looks amazing. We’re pretty thrilled with the end result which we’d describe as a sporty café racer,” David tells us. Based on the skill exhibited by this stellar cafe’d CB, we seriously can’t wait to see what the Austrian shop cooks up next.



[ NCT Motorcycles – Facebook – Instagram | Photos by Peter Pegam ]

 

[DaveM]

Silver Surfer: A Honda street tracker from Black Cycles

The Honda CRF450X will go down in history as one of the marque’s greatest hits. Originally derived from the hardcore CRF450R motocrosser, it’s one of the best enduro bikes money can buy.

It has dominated the Baja 1000 and 500 desert races, and just this year Ricky Brabec piloted a rally-spec CRF450 to Dakar victory. So one thing is certain: the CRF excels off-piste.

Noel Muller at Black Cycles in Brisbane, Australia was well aware of the CRF450X’s dirt bike pedigree when he picked up a 2007 model. But that didn’t stop him from wondering what it would be like as a street bike. After all, 48 hp and a dry weight of just 250 pounds (113 kilos) makes for a very respectable power-to-weight ratio.

Noel’s initial plan for the CRF was pretty basic: “Renew all plastics and lower it… a lot!”

So that’s exactly what he did. The forks went off to local specialist XXX Rated Suspension and the rear end to Gazi Suspension, and both came back 200 mm shorter. Then the Honda’s knobby tires were switched out for more versatile rubber.

That’s when things got weird. Noel installed fresh plastics and a new LED headlight—but he also fitted clip-on bars, turning the CRF into some sort of bizarre ‘cafe cross.’

He put the bike up for sale and posted it to Instagram, where responses were…um…polarized. It ultimately didn’t sell, so Noel decided that a full street tracker makeover was in order.

The suspension mods were already spot on, but that huge 21” front wheel had to go. So an 18” rim was laced to the front hub to match the stock 18” rear, with both now shod in 90% on-road, 10% off-road Avon Trailrider tires.

Next, Black Cycles ditched all the plastics, the seat, the fuel tank, the air-box and, yes, those clip-ons. In their place, Noel fabricated a slim aluminum tank and a new seat pan.

It’s a radical departure from the CRF’s sharp OEM panels, with a fluid transition from the front half of the frame into the seat. There’s a new subframe too, capped off with an integrated LED taillight.

Up front, the crew added new risers, tapered bars, an Acewell speedo and a beefy 7” LED headlight. Lower down, you’ll find a really neat pair of hand-made fork protectors that morph into front fender brackets.

There are neat little touches all over this Honda. With the radiator and its mounting points now exposed, Noel fabricated a pair of better-looking brackets. And he built a license plate and turn signal bracket to sit behind the back wheel.

Andrew Stagg, whose Yamaha MT-07 topped our ‘Bikes of the Year‘ list recently, works out of Black Cycles too. He handled all the aluminum welding on this project, and built the exhaust header, terminating it in a muffler that Noel had already bought.

The CRF450X also wears burly foot pegs from Pro Moto Billet in the US, a new sprocket cover and a plate to protect your heel from the chain.

Noel has kept the finishes on this CRF delightfully simple… and striking. The tank’s been polished, and even the forks have been stripped of their original gold finish. As for the seat, Carman’s Auto Upholstery wrapped it in a most unusual ‘chrome’ vinyl that Noel had laying around, waiting for the right build.

All of the red bits act as accents. There’s the obvious stuff like the bars, risers and gas cap, but Black Cycles have taken the theme further. They’ve also installed red radiator hoses, painted the inside of the headlight bucket red, and added small anodized caps all over the place.

We usually shudder at the idea of red anodizing, but it’s been tastefully executed here and works a treat. And the CRF450X now has the right lines and proportions to match its slammed stance.

It’s for sale again, and we’re betting it’ll be a hit this time around.

Black Cycles Facebook | Instagram | Images by Alexander Mena

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[DaveM]

A FAMILY AFFAIR: Ønix Design’s 1978 BMW R100 ØD1



Written by Tim Huber.

For most people, vehicles are little more than a means of transportation. For others, they’re a hobby, but for a small few that eat, sleep, and breathe cars and bikes, it’s a way of life, akin to a religion. Spain’s Iñaki Bellver is one such individual. The 27-year-old spends his days serving as a product engineer for the Ford Motor Company, though his nights and weekends are often spent in his shop, wrenching on and customizing motorcycles under the banner of Ønix Design.



“I’ve been around cars and bikes since I was a kid. At 14 I got my first bike, then at 18 I got my first classic; a UK-spec CB750F that’s since been in a continuous state of modification. I work during the day, so the workshop isn’t a full-time gig, but Ønix Design nevertheless manages to build two bikes per year,” Iñaki tell us.



And while Iñaki is no stranger to working on one-off bikes, his latest project was a little more personal than most. The client would be his uncle and cousins, and the bike he’d be modifying was a 1978 BMW R100. “My uncle from the south of Spain bought it new more-than-40-years-ago and has been riding it ever since. Now, four-decades-later, he wants to pass it down to his sons and give the motorcycle a new life,” explains the Valencia-based builder and mechanical engineer.



Lucky for Iñaki, his uncle had, for the most part, taken decent care of the thing, so when it came time to mechanically overhaul the bike, all the engine needed was new gaskets and an oil and filter change. The twin engine was then put back together before having its covers hit with a coat of black wrinkle paint. Next the mill was fitted with a pair of single pipes hooking beneath the cylinder heads and running horizontally along the air-cooled two-banger before culminating in dual matte black reverse cone mufflers.



After having the original framework hacked off and replaced with a kicked and hooped subframe, the BMW’s chassis, swing-arm, and wheels were all powder-coated black. The build’s battery box, top-triple, risers, headlight brackets, center stand, and a number of other odds and ends received the same blacked-out powder-coating treatment, as well.

“The goal of the build was to create something that both generations would love, so I wanted to maintain the classic and elegant aesthetic of the R’s lines, while at the same time simplifying and streamlining it as much as possible,” says Iñaki.



The ribbed, humped cafe seat was likely added to the equation to appeal to Iñaki’s cousins while the reasonably upright single-piece handlebars — which are set on a pair of aftermarket risers — was done so his uncle could still comfortably pilot the bike. In addition to the handlebars, the cockpit now also boasts Highsider mirrors, modern switchgear, and a laser-cut top triple designed to accommodate a Daytona Velona speedo. The original foot-pegs have also been jettisoned to make room for a pair of black-anodized aluminum items.



Giving the scoot a decidedly more aggressive stance is a lowered front-end that now sports new fork boots and a custom fender made from a cut-down stock unit and suspended on modified stock brackets. Out back there’s also a shortened rear fender that pokes out from under the new subframe. Other minor knickknacks include a machined aluminum filler cap, Shinko e270 tires, upgraded steel-braided brake lines, and new stainless steel screws, bolts, and hardware throughout.



In an effort to usher the bike into 2020, Iñaki binned the entirety of the R100’s stock lighting and replaced it with modern units. Sitting inside the original headlight shell is a Xenon bulb, the headlight brackets also support a set of Motogadget M-Blaze Pin micro-LED indicators, while a set of micro-LED Shin-Yo pieces play signal duty in the rear, supplemented by a mini Kellerman Atto tail light sitting on top of the chopped aft fender. Powering the new setup is a Lithium ion battery that sits in a bespoke laser-cut battery now nestled beneath the new seat and subframe.



With everything else complete, the Spaniard turned his attention to the BMW’s livery. After going back and forth on a few ideas, Iñaki eventually landed on a hand-laid gloss black design with a silver double-stripe stretching across the tank along with the shop name between the knee-dents. The gloss black tone plays nicely off of the rest of the matte black elements while the white and blue from a new set of Roundels in the tank help to celebrate the brand that’s had Iñaki’s uncle on two-wheels for the last four-plus-decades.



The final result accomplishes exactly what Iñaki set out to do. While blatantly a custom build, the bike retains much of the donor R100’s original design language and DNA. It’s a collection of well-calculated tweaks that, when combined, come together to form something much greater. Do we like it? Let’s just say we’re glad we’re not in Iñaki’s uncle’s shoes, having to now hand this Bavarian beauty over.



[ ONIX Design | Photography by Juan Llobell ]

 

[DaveM]

CREAM OF THE CROP: Yamaha XT550 by Zombie Gelato



Written by Martin Hodgson

Wherever in the world you go, it’s not long before you find a kindred spirit who shares a love for motorcycles; it’s a truly universal language. But while that passion burns deep across the globe, nowhere is it so heavily ingrained in the national psyche than in the home of road racing, Northern Ireland. So it should come as no surprise that Chris Martin of Belfast got his first bike from his Granny when he was just a wee boy, went to the races with his Dad and now has turned his attention to hand shaping metal and building custom creations. His latest, a Yamaha XT550 will hoon up any hill, haul along on any highway and looks mega doing it.



“I’ve had a passion for motorcycles since I was given a hand me down Honda Chaly from my Granny when I was 7, I rode it in the field behind her house as often as possible,” Chris tells us. The love of two wheels was one shared with his Dad, attending the classic bike shows and sitting on grass banks watching the road racing. For a while, skateboarding took over, but when his Dad passed away in 2009, the Suzuki GT250 he inherited needed some work and the bug bit again. After the little ‘Zuk, things progressed to a BMW R80 that was beautifully transformed, aided by his graphic design background.



But like with any addiction things began to spiral and not content with bolting on bits, Chris bought a cheap English Wheel and started shaping parts. So good were the results, his XS Yamaha with hand made fairings and cowl was accepted into the Bike Shed Show. But it was on a return ride on his BMW with mates from Belfast to London for the Malle Mile that the story of this Yamaha begins. Heading home with the hill climb on their mind, they stopped in at a motorcycle dealer that specialises in importing bikes from the US and with his friend Roger did a deal on the XT.



But when the bike had arrived, parts had been acquired and work started, Roger decided it wasn’t for him and with a gentleman’s agreement Chris took on the project solo. “The plan was for a modern looking enduro scrambler for touring but as if made by someone in the 1950s.” The bike had arrived not running nor import approved, but it did have a powder-coated frame in perfect condition and that would remain uncut. With the bike stripped down, Chris could work out which parts to keep, what to throw in the bin and exactly where he’d apply his metal shaping skills.



But wisely he chose to first get the engine running and it required a total overhaul to get it back into the sort of shape needed to cover endless miles. With many Yamaha spares acquired, the motor is treated to all new bearings, gaskets, and seals, with the head ported and polished before being bolted back down. To ensure reliability in even the worst conditions the stock airbox remains while the rebuilt carb draws air through a replacement K&N filter. Finally, a custom touch is added to unleash some extra ponies and bring the thumper to life with a custom exhaust running tight to the frame.



Putting the Yamaha back into rolling form the front suspension is brought back to its best and the single-shock rear replaced with a new unit from YSS. The front hub is an early TT600 unit that’s rebuilt like the rear with new EBC brakes shoes. These, like the stock rims, have been vapour blasted for a brilliant finish and then all laced together with stainless spokes. To find the right rubber, Chris looked to the king of go anywhere bikes, the BMW G/S and selected the Metzeler Enduro tyre that was developed with the big Bavarian.



Now he could turn his attention to his new love, metal shaping and with a bigger English Wheel and quality Tig welder he set to work. “The tank style is based on the Yamaha XT500 but a bit bigger to take the rear shock through the centre, and I fabricated the rack to accommodate a large duffle bag or six pack of beer, whatever suits.” With the fenders and side covers continuing the theme and serving a very practical purpose. But it’s the front screen that gives the bike a Dakar like appearance and proves perfect for tucking in behind on the long highway stretches. Lights and LED indicators are brilliantly integrated, while a step back in time is preserved with original clocks restored to their 1980s best!



A set of alloy bars from Twenty and Chris’s own USB onboard charger and phone/GPS mount complete the build and he was ready to roll. For the ultimate shakedown run a friend joined him for the long ride from Belfast to Biarittz for Wheels and Waves. But while the small problems that surfaced with the XT were smoothed out, the other rider went high side and flew home leaving Chris to enjoy his finished steed, alone, on the roads and in absolute heaven! Now building a refrigerated sidecar for his R80, @ZombieGelato will become the home of customs and ice cream while @irishhareaeroworks is the place for all your metal shaping needs!





[ Zombie Gelato | Instagram ]

 

[DaveM]

I like this Yamaha XT550, I could have some serious fun on this bike.

 

[DaveM]

Custom Bikes Of The Week: 26 January, 2020

A BMX with a 125cc engine in a replica Mongoose frame, a Harley Sportster converted into a motocross bike, a Ducati Monster from a Spanish race shop, and a Piaggio Ape snow drifter powered by a Triumph Street Triple engine. Let’s have some fun this week!

Shed-built Harley-Davidson ‘crosser This crazy Sportster-based dirt bike could almost be called the result of boredom. Robert Warren conceived it while he was laid up in hospital, facing a life-threatening illness; an alternative, he says, to watching daytime television. Then, once he was discharged, he spent his recovery period building it with his son, Jordan.

Robert and Jordan had a very specific goal in mind—Jordan wanted to race the bike in the Malle Mille off-road event. So all the focus went into making it lighter, faster, and better equipped for dirt bike shenanigans.

The list of mods is extensive, with every last custom part made in Robert’s shed. This H-D has the forks, front hub and rear brake from a Suzuki RMZ450, Öhlins rear shocks with relocated shock mounts, and big Excel hoops laced up with stainless steel spokes.

The fenders are custom fiberglass numbers, and Jordan shaped the tank from aluminum himself, with techniques his pops taught him. This 1200 cc Sportster also features a Honda CRF carb, a unique engine breather setup and brutally short exhausts that pack quite a bark. According to Jordan (who used to race motocross), it’s one wild ride. [More]

Motorized BMX by Sub Kulture Cycles BMX bikes with engines seem to be a growing trend, and we couldn’t be happier. Combine the youthful abandon associated with a BMX with a throttle, and how can you not have fun?

This shining example comes from Tony at Sub Kulture Cycles in the UK, and it’s been made to look like a modified 1983 Mongoose Californian. But it’s not a Californian, and doesn’t even share a single part with the iconic BMX. It’s actually built around an 80s Mongoose replica frame, made by Kepspeed and equipped off-the-shelf with motor mounts.

The powerplant is a four-speed, 125 cc semi-automatic mill from Lifan. It’s been fitted with a Molkt VM 26 carb, and a custom exhaust from NAW Automotive, that morphs into a viper. (How’s that for a high dose of 80s glam?)

Other parts include period-correct BMX handlebars, a Kashimax BMX seat and an original Mongoose bar pad. The decals are spot on too—so much so, that purists have scoffed at Tony for hacking up a collectable retro BMX. Mission accomplished! [More]

Ducati Monster by Bolt Motor Co. Adrián Campos and the crew at Bolt Motor Co. in Spain are regular fixtures on our pages, and it’s because they always deliver bikes that are both stylish and good performers. Which is probably why the owner of this Ducati Monster S2R booked it in for a makeover.

The brief was to build a Monster-based cafe that balanced aesthetics, performance and comfort—and Bolt delivered in spades. They started under the hood, rebuilding the Monster motor to extract a few more horses, and reworking the fueling. The engine was then cleaned up on the outside with a mix of black enamel and polished finishes, and a custom-built clutch basket.

Lust-worthy upgrades include a pair of JoNich wheels, and upgraded forks from another (unspecified) Ducati. The Monster also has Avon tires, Galfer brake discs and Goodridge brake lines. And Bolt treated it to a total rewire too, with a full complement of Motogadget bits and LED lighting.

The bodywork’s especially outstanding, and unique when compared to typical custom Monsters. The fuel tank’s an Imola-style fiber glass unit, and the tail piece is from JVB-Moto in Germany. Both have been finished in chrome paint.

The overall effect is compact and purposeful. And that two-into-one exhaust that exits under the tail is just sublime. [More]

Honda CBR1000RR by Crazy Garage Korean outfit Crazy Garage have popped up in our Bikes of the Week before. They caught our eye when they took a BMW S1000RR, and turned it into a retro endurance racer. They’ve now pulled the same trick with a 2008 Honda CBR1000RR, and the results are incredible.

The bike was built in collaboration with Öhlins Korea, and is a hat tip to the legendary Honda VFR750R RC30 race bike. It’s naturally sporting Öhlins components at both ends; FGRT forks, and a TTX GP shock. It also gets a quick-shifter, a power commander and a quick throttle.

As for the bodywork, the CBR now wears a modified off-the-shelf classic endurance racer fairing, with a custom tail piece to match. Details like the custom exhaust setup, and the offset headlight with perforations on the opposite side, are spot on.

The livery’s a riff on the original RC30 colors, and it works well. Crazy Garage have managed to take a fairly modern sport bike, and make it look old without sacrificing performance. And just to make sure it actually performed on track, they pulled in one of Öhlins Korea’s managers, who’s also an ex-racer and former Korean champion, as test pilot. [More]

Triumph 675-powered Piaggio Ape The custom scene wouldn’t exist if it weren’t for people willing to do things that don’t make sense. And nothing makes less sense than taking a three-wheeled cargo hauler, stuffing a much bigger motor in it, and drifting it on snow.

You’re looking at a Piaggio Ape, upgraded with the motor from a Triumph Street Triple. That’s a 675 cc motor pushing out over 100 horses, and guided by the world’s smallest and sketchiest front wheel. On snow, too (let that sink in). It’s being piloted by Francesco Guerrini, at the Livigno round of the Automobile Club d’Italia’s 2020 Ice Challenge.

Kick back, hit ‘play,’ and smile. [Via]

Continue reading...

 

[DaveM]

THE LONG HAUL: Honda CB750 by Cody Fagan



Written by Martin Hodgson

Few, if any of the greatest automotive masterpieces to have been built in the last hundred years went through the ‘design by committee’ process. The entire exercise to take an idea from individual’s imagination to complete working vehicle is exhausting, but when led by a single visionary the result is often incredible. For Cody Fagan of Buffalo New York the process began three years ago and the more other areas of his life proved difficult, the more determined he was to build his perfect Honda 750. Thousands of custom CB’s have been built, but this is one of the most complete and comprehensive we’ve seen to date.



Cody picked up the 1979 Honda for a good price some three years ago, an especially good deal given the truckload of spare and performance parts that were included, some still new in their box. “The previous owner had planned on building a drag bike out of it but then went a different direction with a Suzuki. He even threw in basically everything Honda DOHC that he had which were a complete second 750 engine, another 750 case and a set of 900 cylinders and head that he had planned to use on his build,” Cody explains.



The first two years of the build were spent disassembling, cleaning and collecting parts, and doing research into the very best ways to build up the Honda as he desired. With plans to Frankenstein the motor into a killer 750/900 combination, invaluable advice came from Brent of Vince and Hyde Racing in New Zealand and Jim Sawtell of Jes Built in Oregon. The engine begins with the 750 crank, with grooves in the main journals for 360° oiling and larger sleeves that are taken out a further 5.5mm. The pistons are from Wiseco and result in a total capacity of 887cc at 10.25:1 compression.



The cylinder head is the 900 model that Cody ported himself and the bigger valves are now stainless with titanium retainers. Overcoming the chain tensioner issues is a bunch of parts from Vince & Hyde, who also sent out a pair of their adjustable cam gears. With more genius added to the oiling system thanks to the addition of a cooler, a 900 pan with AN8 fittings and stainless lines. The gearbox is built up with undercut gears, heavy-duty Barnett clutch and springs and Brent’s shift star for positive clicks through every gear.



The stock carbs would never keep up with such an incredible engine so the switch was made to the infinitely tuneable bank of Mikuni RS34s. While the Hindle 4-2-1 exhaust system was a very deliberate choice, gaining torque in the midrange to make the high RPM engine more street-friendly. Those revs build even more rapidly with a lightweight open charging system from Cycle X, which is backed up by a comprehensive electrical system of an antigravity battery, motogadget M-unit, dynatek electronic ignition and the solid state regulator rectifier.



As you exhale you realise that’s just the engine, and Cody sure means business! Just like with the install of the CBR1000RR swingarm, other’s told him to use the tried and true 600 unit, but with on again off again access to a mill and lathe, help from a shop whose work had to be redone and a bunch of engineering tricks he made it work perfectly! No compromise was made on the front end either, 2013 GSXR600 forks fit with a Cognito Moto top clamp. But making the Honda front wheel and big 320mm brakes with Brembo calipers work together in their new home is more Cody genius!



To get the look he was after the frame was modified and shortened at the rear before being powder coated Ink Black, with the engine given the same treatment in Black Jack. Then he began work on the tailpiece, using the lines of the stock piece, designing a new, making a mould and then forming the finished product that merges at the tank far better than most. “The color scheme really came from the Biltwell diamond grips, I loved the Chocolate Brown colour and carried that through to the powder coat on the wheels which is prismatic powders Lentil Brown and the seat, which also has a diamond pleated pattern,” Cody tells us.



The rest of the paint is flawless, with factory inspired graphics extended across the bodywork and the off white a factory Mini Cooper hue. Wherever you look there is Cody’s touch in pursuit of perfection, from the Venhill cables and Goodridge brake lines, to the hand built wiring loom and Cognito Moto rearsets. The engine is a work of art and the suspension now matching the geometry of the GSXR with modern sportsbike rubber means she handles like a dream. I say she because a friend nicknamed her ‘Honey’; but in the end, it’s the process, not just the remarkable finished product that makes Cody so proud, “I just have so much time, heart and blood into this thing, not to mention the money!”

 

[DaveM]

SINGLE MINDED: Honda NX650 Dominator by KoolT Creations



Written by Martin Hodgson

It wasn’t so long ago that walking into a motorcycle dealership with a handful of cash, large or small, was not only your ticket to fun and freedom but also a healthy dose of antisocial behaviour that put a smile on your dial. Whether that was sticking your new ride sideways into a corner, spinning the back tyre or popping a wheelie, it was all just a twist of the throttle away. Try that on most new bikes and a cornucopia of flashing lights on the dash will tell you, ‘computer says no’. So to get back to the simple joys of life on two wheels, Stefan Lantschner of Koolt Creations, loves nothing more than turning lightweight singles like this Honda Dominator into uninhibited pleasure machines.



Stefan is an Italian who calls Barcelona home and when he’s not at his day job working as a videographer, he’s spinning the spanners turning the sweet simple bikes of thirty years ago into good looking thrill rides. But while he was working away on another project, a stunning Yamaha XT600, the Honda sat on the sidelines. “After I picked up the Domi from my friend in Verona I left it over a year in the garage… my friend Alberto said he wants the bike for next summer so I had to get started!”

At first, the idea was just to do a simple makeover, put a new seat on, change the gas tank and fit a cleaner headlight. But this was one of those projects that once it commenced and Stefan saw the potential, he kept stepping up the quality and level of modification to ensure nothing was left half done. This was all triggered by the first cut to the frame, initially small so as just to add a rear hoop, he returned the angle grinder to the metal and cut the whole subframe clean off! Then wanting to do a thorough job fabricating the new rear, the engine was removed and everything stripped off the frame.



Being able to now flip the chassis upside down and in any direction allowed Stefan to lay the perfect welds on his new subframe and it also meant designing and fabricating the mounts for the Honda CG125 gas tank was that much easier. With the modifications done, the frame was first sent out to be sand blasted and then given a hard-wearing layer of black powder coat. With the frame back in his hands looking a treat, there was no way he could start piecing it together with manky nuts and bolts, so they were either refurbished or replaced.

Sitting perfectly on the newly rebuilt frame is a two-up leather seat with graphics matching gold stitching for an extra touch of class. But with the tank back on the bike and a traditional round headlight bolted up, it all looked a little unfinished for Stefan and left him nowhere to hide the wiring. So knowing he needed to make some more bodywork he asked his friend at Nik’s Motorcycle if he could have a go of his English Wheel, “I was pretty hyped about the result from the side panels and the front light panel for using it for the first time!”



With the tins all out for paint, Stefan and his friend Salva got to work on the electrics, splitting the system in two, with the CDI hidden under the seat and the rest remaining in the factory location upfront. The headlight cowl allows for a much neater installation and a mix of Pro Taper and Renthal takes care of the controls, with new switchgear replacing the now junked factory parts. At the rear, a new number plate bracket supports an array of lights, with tiny LED indicators keeping things as tidy as the front end.



But the reason for picking the Dominator in the first place was always that thumping 644cc, 4 valve, single. With torque all through the rev range, it comes alive at 3000rpm allowing the rider to get silly for some controllable chaos and Stefan only wanted more. So having struggled to get a perfect tune on his last big single build, the Honda keeps the airbox to feed constant air to the rebuilt carby. While on the other side of the motor a CRF muffler was used for sight and sound, with Christopher Martensson fabricating the beautiful 2-1 collector pipe from the headers.



To add to the looks, Stefan designed and attached his own simple and clean graphics package. While the refurbished suspension and brakes, repainted triple trees and new rear spring makes sure the Dominator does everything just as it should! The alloy rims have been coated to match the trim colour and wrapped up in dual-sport rubber the Domi, like its factory father, is comfortable in almost any conditions. “In the end I am pretty happy with how this Scrambler for my friend Albi turned out and believe me this thing wheelies really well!” Stefan smiles. And with no computer to dictate the thrill factor only your skill and your ability to hold your nerve can get in the way of enjoying this magnificent machine to its full, fun-filled potential.

[ KoolT Creations ]

 

[DaveM]

HEAVILY CAFFEINATED: Ducati 848 Evo by NCT Motorcycles



Written by Martin Hodgson

On the salesroom floor of a motorcycle dealership, no sector of the market sees technology evolve as quickly as in the Sportsbike sector. The constant need of race teams for homologated bikes to have the latest and greatest sees an update almost every year. This, in turn, leads to serious depreciation in the class and, before you know it, even modern Ducati’s make financial sense for a makeover. But Austria’s NCT Motorcycles has done more than just that, putting their full custom stamp on a Ducati 848 Evo to really ramp up the racer element in this cafe machine.



Situated in the Eastern Alps, come summertime, the roads around the NCT workshop transform into the perfect place for a road bike. So it comes as no surprise that every custom David Widmann and his team build, no matter how crazy the visuals, is a true rider at heart. Having previously worked their magic on a ’90s Ducati 750SS, the 848 was the opportunity to step another decade ahead in the companies evolution while still applying their signature touch.



The 848 may have only seen limited success in racing, but outside of the engine the bike shares a huge range of parts with the dominant 1098 WSBK winning machine. This becomes evident as you strip it down and the crew at NCT wanted the bike back to a bare frame before they began their build. The first challenge they saw was the size of the subframe and an entirely new item was fabricated to suit the cafe look they were going for.



With the new unit bolted into place, the entire frame was powder coated a rich gloss black to allow the minimal bodywork to stand out. With the fairings thrown aside the factory fuel tank remains as the sole stock piece. But to compliment it, an all-new tail section was fabricated from aluminium in a very traditional cafe racer style, albeit with a very modern touch — the frenching in of an LED light strip. To complete the look, carbon fibre is used on the side covers, rear hugger and front guard, reducing weight on the already feather-light machine.



“We think the colour is outstanding and fits really well with the overall look of this bullet,” David smiles. The rich Olive Green is unlike any hue you’d normally associate with a Ducati, with Red, Red and Red the usual choice for the marque. But it helps give the modern bike a classic touch and the seat works perfectly with the scheme; the vintage leather and tweed covered combination sitting on a foam-padded aluminium base. The headlight finishes out the visual aspect of the build with a round LED another brilliant merger of two eras.



Now the crew could focus on the performance and straight from the box, the 848 Evo comes with plenty of special fruit. Although running an Öhlins shock from the factory, the crew went for a brand new shock from the big O with an extra decade of technology pack into the unit. While upfront the original Showa 43mm forks have been fully rebuilt and treated to a new CNC machined upper triple clamp. Arrive too hot into an alpine turn and you’ll relax knowing that the brakes are mono-block Brembo’s clamping 320mm discs and a hairy moment is avoided.



With the chassis well and truly sorted the NCT crew turned their attention to the most advanced incarnation of the 848 engine that produces 140hp from the factory. Not content with that stonking figure for a middleweight, a full exhaust system has been fabricated that ends with a flame throwing Akrapovič end can. A K&N air filter feeds the Evo spec Marelli throttle bodies with large elliptical bores for improved throttle response and the ECU has been remapped to suit.



Helping to put that power to the ground the lightweight alloy rims have been powder coated black to match the frame before being wrapped up in sticky Pirelli Supercorsa SC2s. The final part of the build was all about making it street legal and a re-wire with Motogadget components gets the job done and helps to save significant weight. While the factory dash has been retained, a new mount lays it nearly flat for a clean look but all the information you could desire. NCT churns out bikes like a production line, but as the Evo Racer proves they do it to the highest of standards and ensure their clients ride away fast as hell and looking fly!













[ NCT Motorcycles – Facebook – Instagram | Photos by Peter Pegam ]

 

[DaveM]

TWENTY-FIRST CENTURY TRITON by Icon Motorcycles



Words by Tim Huber.

First patented in 1952, Norton’s featherbed chassis was originally developed for TT competition and upon its release (and for roughly the next two decades) was objectively the best-handling motorcycle frame in existence — at least until Norton one-upped itself in ’67 with its Isolastic frame. However, while Norton’s vertical twin engines of the same era were far from lackluster, they vibrated markedly more than the mills from fellow British marque, Triumph — not to mention the Meriden firm’s 650 and 750cc Bonneville twins were considerably easier to tune for more power.



These factors would ultimately give way to the now-iconic Triton; an all-British cafe racer that combined the best of what the era had to offer, taking Triumph’s potent twin engine and stuffing it into Norton’s Featherbed frame. Often utilizing Norton brakes and Roadholder suspension, these two-wheeled amalgamations were primarily pieced together by private riders mainly in and around London, though eventually a handful of dealers started offering turn-key Tritons.



Recognized today as a massively influential “model” and an early archetypal cafe racer, the majority of Tritons were fitted with Manx-esque tanks, humped monoposto race seats, swept-back pipes, and clip-ons and rear-sets. These machines frequently lined the road outside of London’s famous ACE Cafe, and played a crucial role in the dawn of cafe racer culture. Eventually, stiff competition from the far East would dethrone the UK’s stranglehold on the motorcycle industry, though the mighty Triton remains a more-than-important piece of motorcycling history.



Wanting to recapture the magic offered by these British cafe racers is fledgling Dutch outfit, Icon Motorcycles, with its new line of replica 1960s Tritons. Launching in 2020, the new startup is putting a unique spin on the Triton while still retaining much of what made these scoots so special in the first place. Icon tells us each machine will be hand-built to the customer’s exact desired specs.

Using original factory drawings, Icon is recreating the “wideline” version of the Featherbed frame for its replica bikes. Paired with the double-cradle structures are Hagon shocks and Norton Roadholder forks. At the heart of Icon’s Tritons (Tricons?) is a modern 900cc Triumph engine that makes around 70hp and 53 ft-lbs of torque. Instead of opting for the latest Bonnie mill, Icon has decided to utilize the power plants from the last-gen Thruxton model seeing as it’s air/oil-cooled and therefor doesn’t come fitted with an unsightly (and period-incorrect) radiator.



Icon’s two-wheeled wares will feature bare-metal Manx-style tanks, diamond-stitched humped cafe tails, and come in a standard/naked variant, or a half-faired, bubble-nosed version. Additional features slated for inclusion consist of Lucas electrical components, a side-by-side analogue speedo and tach setup, and Dunstall exhaust pipes. And rather than sourcing a variety of existing parts from NOS suppliers and niche replica operations, Icon will be producing its Triton’s various parts in-house — furthering the elite hand-built-nature of the project.



This equation ultimately allows for a vintage-style machine far more genuine than today’s host of modern-retro models, while still affording the reliability (and ample service intervals) provided by a contemporary Triumph powertrain. And like a top-shelf custom build or high-dollar European homologation special, Icon’s Tritons will reportedly benefit from acute attention to detail and an almost unparalleled level of fit and finish.



Other non-genuine/period-correct portions on Icon’s bikes include modern, lightweight spoked wheels shod in contemporary rubber and drilled discs and calipers front and back. Icon could have gone with vented drums and retro-pattern rubber, though the idea behind Icon is to deliver the ultimate modern iteration of the Triton, not to recreate a carbon copy of the 1960s frankenbikes.



Icon has yet to reveal pricing, though with an open focus on exclusivity, we feel confident in saying these beautifully-built Brit bike recreations will be on the steeper side. This is compounded by the minute numbers Icon will be producing these bikes in. The company also hasn’t cited an official release date, though it did tell us it’s aiming to start producing and delivering bikes sometime around July of 2020. And while these highly-authentic recreations might not say “Triton” on the tank, the moniker of “Icon” seems more than appropriate.



[ Icon Motorcycles | Facebook ]

 

[DaveM]

Urban Junglist: A tiger-striped ZZR600 from Holland

Some folks feel the urge to ride a different bike every few months. Others stay true to their trusty steeds for decades. But even if you’re the monogamous type, after a few years you’ll probably get the itch to spice things up a bit.

That’s what happened with this very striking Kawasaki ZZR600 from the Netherlands. It’s owned by a lady called Gina, who bought her Ninja 16 years ago—as her first motorcycle. She felt like a change, but didn’t want to lose too much of the original design or character.

So she took her ZZR to 37-year-old local bike builder Michel Szozda. “I’m always up for a challenge, so I went for it,” he says.

It helps that Michel has a background in both metalworking and graphic design: “I managed to mix the two professions together by starting Cool Kid Customs in 2014.” He works with friends in Haarlem, near Amsterdam, and it sounds like he’s got his priorities right: “We build bikes, paint, design, tattoo and barbecue a lot!”

The ZZR600, also known as the ZX-6 Ninja, is not a typical candidate for a custom job. But it was an absolute cracker of a machine: the DOHC inline-four makes 88 horses at the rear wheel, and can propel the bike to the quarter mile in just over 11 seconds. The top speed is an impressive 153 mph.

“I like the fact that it’s not a popular bike to chop up,” says Michel. “There’s nothing to find on the web, so I could start this build with a fresh vision. I wanted to lose the whole 90s look of the ZZR600, but keep the original fairings.”

The ZZR600 is not a bad looker, and although swathed in plastic, carries it off better than most 80s or 90s sportbikes. “The ugliest thing for me was the mid section of the frame,” says Michel.

“But I managed to make something positive out of the negative: I based the new lines of the bike on that one part I thought was ugly.”

Michel has deleted the original tail section of the ZZR600 and welded in a whole new subframe—giving it the same lines as the original frame, and improving the stance. There’s also a black leather seat with a distinctive stitching pattern from Silver Machine of Amsterdam.

The new tail section now hides many of the electrics, plus a discreet box for the tiny battery—while doing double duty as a fender with integrated LED lighting.

Gina has looked after her Kawasaki, so the engine was strong. “The bike was maintained well and didn’t need any work,” says Michel. “So I installed a Stage 1 jet/needle kit for a smoother ride, and it runs perfect.”

To improve breathing, Michel also removed the rear part of the exhaust system and welded in a new section that fits a smaller carbon fiber silencer.

The top half of the bodywork is still there, but the lower cowl is gone—revealing the coolant tubes, which are now transparent rather than black. “It shows the bright green color of the coolant flowing through the engine,” says Michel. “An old trick we did way back in our moped tuning days!”

The original 90s headlight has been ditched too. A new lamp now sits behind a handmade grille, with a yellow ‘blank’ sitting alongside for visual impact.

After a chat with Gina, Michel went with glossy black tiger stripes for the ZZR600’s bodywork. The frame and other hard parts are finished in a silver powdercoat based on the original 1987 RoboCop movie—which is a custom-made matt chrome finish.

Sportbikes don’t usually get our motors running, but this one certainly does. With a hint of streetfighter style and a dark but cool livery, Gina’s ZZR600 is still be turning heads—nearly thirty years after it rolled off the factory floor.

Cool Kid Customs | Facebook | Instagram

Continue reading...

 

[DaveM]

WAKING UP IN VEGAS



Thought we’d start the year with something a little different. Our friend and motorcycle photographer Errol Colandro wrote a raw and honest story that we think all riders could relate to.

Words and photography by Errol Colandro.

Riding down this beautiful stretch of road. Miles and miles of pure desert landscape. All I’m hearing is the wind, the engine, that beautiful Harley exhaust note.

Where the hell am I even going? As we all know, getting on these two wheels is our therapy, our escape, our healing. Healing…. the healing of what? I look back a few weeks at what made this “healing” ride happen.

Waking up, not knowing the surroundings, the walls are that typical Las Vegas hotel room, and I am covered in what seems to be vomit and I am alone.



Wait, that is exactly what that is. Looking around, luggage open, clothes strewn everywhere, pretty sure theres AT LEAST 12 beer cans next to me and what seems to be a bottle of sleeping pills, oh no, nope there’s two of them… and they are empty. But as seeing what I am covered in and what is all over the floor, my body rejected it all.

You already know where this is going, yep, you guessed correctly. I tried to kill myself.

Embarrassment, shame, guilt, those are all of the feelings that I have at that moment. Why, you ask? All because of a breakup, a breakup that didn’t have to happen, but it did and hey, when alcohol is involved, we think we are smarter, me, I wasn’t. I realized that I needed to quit drinking.



These are all of the thoughts that I have running through my mind while the lines on the road pass by me, the landscape slowly rolls next to me and tears slowly run down my cheeks in my helmet, this is my healing, this is me helping put me back together. The hole of shame is being filled, that crevice of embarrassment is being covered, that “bandage” of guilt is getting peeled off. I’m realizing that this is exactly what I needed.



The open road and my motorcycle have become my best friends, my teachers, my therapists, most of all my solitude. Road trips on your motorcycle are life changing, soul searching, we learn so much about ourselves during that time on the bike. I’ve had so many conversations with myself, tried to solve all of the worlds problems, tried to justify something I had done 10 years or even 10 minutes ago. Then there are days or moments when we are riding when you don’t think of one thing.

As a photographer, I always have my camera with me, Especially when I am on the bike. Being able to tell a story with one image, being able to inspire from my journey, from my experience. Capturing the story of the road, you see things differently while you’re on the bike, I feel that my photos when I’m on a trip are more truthful, more raw, more personable. We pick these beautiful and amazing machines to take us to these locations. As cliche as it is, “It’s not the destination, it’s the journey,” is one of the truest things I have read.



My motorcycle has brought me miles and miles of “therapy”. My camera has told thousands of stories.

Today it’s long stretches of desert roads, tomorrow it could be sweeping mountain curves, or maybe a red light at every intersection.

We ride because we love it, we ride because it heals us, we ride because in my case…saves lives.

This journey has just begun…


Errol sitting with his therapist.

[ EL3 Productions | Instagram ]

 

[DaveM]

DESERT RAT: Harley-Davidson XL1200 Scrambler by Pittsburgh Moto



Words by the builder Kurt Diserio | Photos by Alexa Diserio

When you think of a scrambler motorcycle, the last thing that probably comes to mind is a Harley-Davidson. With Triumph and Ducati both using the term as the name of two popular current models, it can be a little confusing these days what “scrambler” actually means. Although, a quick search through internet land proves that the label has always been somewhat complicated. Let’s jump into the background of this unique style and the reason I went in this direction after acquiring a totalled 2015 Sportster XL1200.



The history of the scrambler label dates back to the 1950s and 60s when it was used to simply describe a street motorcycle that was also used for off-road riding. Essentially, scramblers were the first dirt bikes, built to be lightweight with higher ground clearance and longer suspension. Enthusiasts during this time would take street legal bikes and modify them for rough terrain or track racing. Eventually they were phased out when manufacturers started making motocross bikes, which were much more practical and came in various engine sizes better suited for competition.



The definition of a scrambler is a little different today. While it’s still comparable, let’s get real. You’re much less likely to take a scrambler off-roading on a normal basis, and you sure as hell aren’t using it to challenge your buddies on modern day race bikes. If a person truly plans on riding off-road, they’re wise to choose a more appropriate street and trail motorcycle such as a dual sport, adventure bike, or even a street-legal dirt bike. That doesn’t mean that scramblers still aren’t attractive to build. In fact, they’ve become very popular again—just look at the lineups of some major manufacturers.



Much like building any custom bike, a scrambler now has a lot less to do with functionality than it does with character and design. Plus, they’re just really fun to ride. In my case, motocross and trail riding were basically all I looked forward to when I was younger. Those carefree years have faded away now that I’m older, out of shape, and stuck behind a damn computer screen most of the day. So, when I came across the opportunity to purchase a wrecked Sportster 48 a couple of years ago, the immediate idea was to dig into those off-road memories and build it into something that resembled an old race bike of the past.



My father, Paul, and I worked on the project in the old shop space we used long ago when trying to get a two-stroke engine off the line a little faster or hook up in corners better. The time spent together on this Harley brought back many memories I had before racking up the concussion count. My goal was a desert racer theme with a taller, more aggressive rider position that started with extended shocks, Burly Brand handlebars, a larger fuel tank, and a one-off raised exhaust system by Iron Cobras Fabrication in Long Beach, California.



Some of the more prominent pieces are the PIAA halogen headlight and raised front fender that were surprisingly a real pain to get mounted correctly. Without straying too far from the traditional look of a Sportster, we chopped off the rear frame bars and welded in a loop before attaching a thin metal fender similar to what you might have seen on the old Honda Elsinore or Husqvarna motocross models. After my failed attempts at fitting a proper seat, Chappell Customs in Nevada crafted a special two-tone raised seat that we customized to work.



The paint was done in house. To achieve the right look, I went with a classic brown and white theme, then added a scorpion on the tank because why not. If I had one recommendation for anyone that wanted to paint tanks or helmets, it’d be to get a super clean environment. Using the corner of an old fabrication shop proved to be quite tricky when tiny dust particles or bugs continuously ruined what we thought was a perfect coat.



I was very happy with how the bike turned out when it was finished. All of the fundamental elements of a versatile scrambler were combined with the reliability of a modern Sportster. I wasn’t used to working with a fuel-injected bike but will admit that it’s super handy having in the garage as a consistent alternative to my choppers. People have asked me about taking it off-road, and while it’s been fun slinging it around in the dirt, the Desert Rat still weighs a little too much and is geared too high to truly get wild on the tight trails around our area. Who wants to join me on a trip out west to the open desert?



[ Pittsburgh Moto | Instagram ]

 

[CarlS]

Good looking bike,

 

[DaveM]

2019 PIPEBURN BIKE OF THE YEAR AWARD



Written by Martin Hodgson

While Santa packed up his sleigh and headed off to fill his stomach with cookies, rum and hay, for Rudolph and the lads, back here at Pipeburn HQ we were locked in a small room trying to pick the best bikes of 2019. It’s no easy task, but thanks to the custom builders right around the world who continue to amaze and our dear readers comments, likes and shares; we managed to narrow down the field. Plenty of worthy contenders just missed out, we created two new categories to help capture the years best, but in the end there can only be one winner and to top the pack it had to be seriously special, Ladies and Gentleman, you’re Pipeburn Bike of the Year…

Young Gun Award – Supercharged Yamaha SR400 by Oily Rag Customs



When our fearless editor, Scott, headed for the Machine Show in Braidwood, NSW, Australia he expected to see some brilliant bikes. But what he couldn’t have imagined was that one of the standout customs of the show was built by a young lad, just 22 years of age. Motorcycle mechanic by day, young Keeley Pritchard spent 10 months on the tools with the moon overhead to bring his supercharged steed to life. And when his supercharger let go with just a week until showtime, two of Australia’s best builders stepped up to lend a hand; it’s what the custom community is all about!

[Read original story here]



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Writer’s Reward – Honda CX500 by Underground Custom Cycles



Every week of the year Pipeburn scribe Tim Huber and I receive an inbox full of the most kick-ass customs from around the world. It’s truly an honour to get to hear the back stories behind each feature bike and learn more about the men and women who make these magnificent machines. But what makes a writer’s job a joy is a bike so comprehensive in its completed form that the article practically writes itself, and the UCC CX500 left no stone left unturned.

[ Read original story here ]



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10. 1978 KTM GS250 by Sam Customs



There is nothing like the smell of two-stroke in the crisp alpine air to bring your morning to life! But rather than go for something new, Sam Luginbühl chose to breathe new life into a 40-year-old barnstormer and enjoy the character that comes with every kick. The metal fabricator by trade also builds high-end hot rods and applying those skills to the old ’78 delivered one killer KTM.

[ Read original story here ]



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9. BMW F 850GS by Krautmotors



With 2019 marking 100 years since German architect Walter Gropius founded Staatliches Bauhaus, an art school whose philosophy was based on Gesamtkunstwerk, meaning ‘total work of art’, BMW decided to commission a build to celebrate the occasion. It had to incorporate the school’s approach, include elements both old and new, while still being able to ride into the museum like a boss. Krautmotors head honcho Rolf Reick lives, rides, races and wrenches on the brand from Bavaria and repaid the favour with this splendid speedy sculpture.

[ Read original story here ]



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8. MV Agusta F3 675 by Tricana Motorcycles



Beauty may well be in the eye of the beholder, but MV never fail to release products that have us all saying ‘Bellissimo’ around the world. So to take on the challenge of turning up the gorgeous gauge on one of their models takes a brave soul. Thankfully Tricana Motorcycles had it all in hand and not only delivered on the looks but perked up the performance to deliver one of the most desirable bikes of the year!

[ Read original story here ]



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7. KTM 950 SMR by Fabman Creations



To find a balance between form and function can often mean making sacrifices in one area to achieve the desired result in the other. But Fabman Creations have found a way to combine both elements in not only the parts they crafted for their custom KTM but exquisite equilibriam in the entire execution. The big desert sled looks as good as it goes and had many lusting after one for their own garage.

[ Read original story here ]



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6. Cagiva Alazzurra by Ash Kollmorgen



Ash might have been after a Ducati when his search for a donor bike began, but the Cagiva ticked all the boxes and teaming up with DNA Custom Cycles they’ve created a copybook cafe racer of the highest order. From the monocoque bodywork delivering the killer curves to one of the most comprehensively built L-Twin engines you’re likely to see; everything about the Cagiva screams quality.

[ Read original story here ]


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5. Honda CB550 by Popbang Classics



For generations small businesses have used Hot Rods to attract attention and bring punters through the doors and Justin at Popbang was asked to create a vehicle to do just the same for a beaut burger bar! Initially, the stance and vintage good looks draw you in, before your eye catches a glimpse of the supercharger and you realise things have really gone crazy with the girder forks and suicide shift. So to drink it all in you order a beer, grab a burger and fall victim to a job brilliantly done.

[ Read original story here ]



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4. Suzuki DR650 by Parr Motorcycles



Few, if any, decades of the last century cop the sort of derision and ridicule like the ’80s, but it turns out if you want the internet to go crazy for your motorcycle then build a tribute to the period. Spencer has beaten bigger battles than most, surviving ocular cancer and through his struggle he’s developed an ability to build bikes that tug at the heart strings. This RM tribute machine seemed to get everyone nostalgic with its Pac-Man good looks and purpose-built performance.

[ Read original story here ]



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3. Bianchi Tonale by Plan B Motorcycles



By the time you get to the top three you have to have done something pretty special and the little Bianchi with the big engine had us dreaming of riding this Moonshine racer with the lyrics of Copperhead Road running through our veins. Known as ‘Flying ’57 it’s a mix of a vintage frame, brilliant bodywork, with a modern motor and classic race parts to make one cool as can be custom.

[ Read original story here ]



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2. Ducati Monster 821 by XTR Pepo



Whether under his old brand name or new, when Pepo Rosell delivers a delicious new Ducati the world sits up and takes notice. Few builders manage to hit a home run with every bike they lay their hands on, but the Spanish builder with a flair for Italian machinery has turned making race replicas into an art form and the modern Monster stood no chance of leaving his workshop as anything but a masterpiece.

[ Read original story here ]



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1. Ducati Monster by Alonze Custom



Taking out the top spot for 2019 meant overcoming some seriously stiff competition and it was a year when readers demands for a comprehensive creation have never been higher. Bolt-on mods just won’t cut it anymore, so it comes as no surprise then that Master Craftsman Jim Alonze has taken out the award. With not much more than a set of engine cases to begin with he’s fabricated an incredible frame and swingarm combination, built a carbon fibre monocoque and added touches like the tremendous titanium exhaust to build the bike that takes home the top trophy!

[ Read original story here ]



Thanks to all our readers, sponsors and bike builders for supporting us this year. Without your clicks, comments and shares we wouldn’t be able to bring you Pipeburn. Looking forward to an even bigger year in 2020 with a new site design launching very soon. Stay tuned and keep the shiny side up.