Custom Motorcycle Builds

[DaveM]

Is it time BMW offered an R nineT ‘Dakar’ variant?

When it comes to racing, BMW is all about superbikes these days. But until the turn of the century, the Bavarians were pretty successful offroad too. BMW pilots such as Hubert Auriol and Gaston Rahier were regulars on Paris-Dakar Rally podiums.

BMW doesn’t lean too heavily on its Dakar history, but it’s a popular theme for custom builders. And this very smart Urban G/S from Thailand makes us wish that BMW would build something similar—a spiritual follow-up to the F650GS Dakar launched 20 years ago.

The Urban G/S is essentially a restyled R nineT Scrambler, but that’s no bad thing. The G/S is a little less Paris and a lot more Dakar than the Scrambler, and it’s an enjoyable ride on hardpack dirt and gravel roads.

This build comes from 49-year-old Ek Chalermphol, who lives in Bangkok and loves anything to do with motorcycles, cars or bicycles. A former enduro racer, he now runs a gemstone-cutting factory, a motorcycle shop, and a parts distribution operation, importing off-road gear from the USA, Italy and Japan.

Ek knows his stuff, and it shows on this machine. Working with the help of pro mechanic Vichan Pikunthong, it took five months to complete the BMW, with parts occasionally swapped around until Ek and Vichan were happy.

The biggest visual change is the Dakar tank, supplied by our friends (and Bike EXIF alumni) Unit Garage. Holding 22 liters, it’s made out of tough nylon, is TÜV approved, and accommodates the original fuel cap and fuel pump.

Unit Garage supplied the seat as well, which Ek has topped off with a modified Siebenrock blue seat cover originally designed for the R80 G/S.

The rear fender/tail unit is a vintage dirt bike part, topped off with a Wunderlich rear rack. The bottom section has been treated to a copper-colored ceramic coat, a motif that has been carried over to the BMW accessory valve covers and the custom side panels under the seat.

The headlight nacelle is vintage, but has been retrofitted with an LED lamp. The beefy front fender with blue splashguard is a replica, from the Italian company UFO Plast.

Ek and Vichan have upgraded the suspension to match the tough new looks. The Urban G/S uses the same setup as the R nineT Scrambler, but this one is sporting an Öhlins NIX 22 cartridge kit, with compression damping in the left leg and rebound damping in the right leg.

There’s an Öhlins steering damper for even more stability at the front, and an STX 46 shock at the back. Next to it is a vintage Acerbis water flask.

The R nineT engine is plenty powerful enough for most folks, with 110 stout German horses on tap. So this one simply gets a breathing boost from Wunderlich headers and a mid-pipe from Ek’s own shop. Both are ceramic-coated in off-white, and terminate with a SuperTrapp muffler.

It’s left us wondering if this build is something that BMW could replicate. It’s probably time to refresh the R nineT range: it’s been a huge sales success, but it’s also been three years since we’ve seen any significant updates.

This year is also the 20th anniversary of BMW’s last Dakar Rally win, when Richard Sainct rode an F650RR to victory in the Dakar-Cairo event. Maybe it’s time for a little celebration?

Ek Chalermphol Instagram

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[DaveM]

The enigmatic Blechmann builds a custom R18 for BMW

The BMW R18 hasn’t officially hit the streets yet, but that hasn’t stopped BMW Motorrad from getting the hulking 1800 cc cruiser out to customizers. This latest R18 is the work of the reclusive Austrian craftsman Blechmann, and it’s the most offbeat example we’ve seen so far.

Blechmann is the alias of Bernhard Naumann, who lives in the small village of Neustift, near the Austrian-Hungarian border. It loosely translates into ‘tin man,’ which is a nod to his forte: metal shaping. He’s collaborated on a number of builds that have featured on our pages, and he also built the eye-popping ‘Giggerl‘ BMW R nineT.

Blechmann’s a traditionalist, forgoing sketches and renders in favor of working directly on the motorcycle he’s customizing. For the R18 project, he followed his usual process: strip it, create cardboard mockups on the bike to work out the proportions, then shape the final pieces. “I call this ‘rapid-prototyping-Blechmann-style’,” he quips.

Here, that process has resulted in a fully faired cruiser, that somehow looks both retro and otherworldly at the same time.

This eclectic style is par for the course for Blechmann: while growing up, his influences included everything from spaceships to nature, and some of his work is more akin to sculpture than traditional motorcycle design.

“I never followed any trends or given rules,” he says, “and I was never happy with off-the-shelf things. I do not criticize the mainstream… I simply just never cared.”

Working without altering the R18’s main frame or running gear, Blechmann has transformed it into a sort of neo-retro bagger (sans panniers). The design incorporates the OEM fuel tank, but it’s been narrowed, with a pair of knee indents hammered in. Running over the top of it is a new piece that interfaces with a custom fairing mount up front.

The entire front end is wrapped in a heavily contoured, hand-shaped fairing. It’s laden with intricate details—like finned side sections, and repurposed tank roundels that are recessed into polished surrounds. (The front turn signals are incorporated here too).

Up front is a recessed headlight arrangement that’s extremely unusual. Designed to mimic the ‘kidneys’ on classic BMW automobiles, it features LED internals, and a Plexiglas lens that Blechmann shaped in his oven.

The hand-shaped tail section echoes the style of the front, with a tail hump attached via the BMW’s rear fender strut mounting points, and a deeply arched brown leather saddle with a neat little strap detail.

Other handcrafted touches include a tidy belly spoiler, and a barely-there front fender. The cockpit’s equipped with the stock speedo, while the custom clip-ons were actually cut from the original handlebars. A Kellermann LED recessed into the tail is one of the few off-the-shelf parts.

This Blechmann special wears a livery straight out of BMW’s playbook: black, with double white pin striping. The effect is contrasted with sections of dull or polished metal, and capped off with tastefully placed BMW badges.

Redressing the R18 took Blechmann (and the carefully selected friends that occasionally help him with miscellaneous tasks) 450 hours to complete. But he’s left a lot of the original bike intact underneath the bodywork, to keep some of its original DNA. Even the ungainly fishtail exhausts are still in play… but that’s quite deliberate.

“As the production R18 was revealed, some people were complaining about the exhaust,” he says. “But I liked it, and decided to integrate it into my own concept. So I mimicked the shape in my bodywork.”

“And again, to show what’s possible with the original chassis. So a customer can comprehend what the bike looks like with different bodywork. To be more valuable for BMW in the end. And that was my approach from the beginning.”

Blechmann’s R18 presents an intriguing prospect—a glimpse at what this boxer-powered behemoth could look like with a fairing. BMW have said since the beginning that multiple versions of the R18 are planned… could this hint at one possible future?

Blechmann website | Instagram | BMW R18 product page | Article produced with assistance from Iron & Air Magazine

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[CarlS]

Not for me at all.

 

[DaveM]

Custom Bikes Of The Week: 23 August, 2020

A rapid Kawasaki W800 street tracker from South Korea, a sleek Honda CB650 from Indonesia’s Thrive Motorcycles, a wild Indian FTR750 hillclimber, and a lovely short film about a Kawasaki H2 Mach IV 750.

Indian Motorcycle FTR750 Hillclimber Hillclimb is one of the simplest and oldest race formats around, and even though it seems kind of silly, it’s massively entertaining. The AMA Pro Hillclimb Racing series has just added a twins class, so Indian Motorcycle have thrown their hat into the ring by adapting their hugely successful FTR750.

The FTR750 has been dominating flat track racing in the US since it released, and Indian are hoping to repeat that success in hillclimb. (After all, the brand does have a successful history in the sport.) So they’ve signed up 10-time AMA Pro Hillclimb champ, John Koester, to pilot their new hillclimb race bike.

John worked with his father and crew chief, Gordy, to transform the flat tracker into a hillclimber. The most obvious mods are the radically extended swing arm, and the MX-style fender, seat and tail section. But the bike’s also running different wheel sizes from stock, and a Rekluse clutch to handle the heavy load hillclimb racing is sure to inflict on it.

S&S Cycle came to the party too, outfitting the bike with one of its most custom touches; they built a two-into-one exhaust system for John, routing it with his exact riding position in mind. The bike looks as zany as the sport itself, but it has us wondering… what else could you do with a FTR750? [More]

Kawasaki W800 by Deus x Crazy Garage Deus Ex Machina have just opened up a new store in Seoul, South Korea, and have already started stocking it with bikes. This gnarly street tracker was built in collaboration with local custom shop, Crazy Garage, and it’s just about perfect.

Based on a Kawasaki W800, it nails that delicate balance between show and go. Up top, it wears traditional flat-tracker style bodywork, finished in a classic Kawasaki paint scheme by Jackpot Custom Paint. A set of number boards complete the vibe, with a halogen headlight poking out of the front one.

Lower down, the Kawasaki’s 19F/18R wheels are wrapped in Dunlop dirt track tires. Crazy Garage swapped out the suspension too; there’s a set of adjustable Showa forks up front, held by Ducati triples, and a pair of Öhlins rear shocks. And the front brake’s been updated to a Brembo unit, with a 320 mm disc.

On the performance side, Crazy Garage swapped the air box for a pair of velocity stacks, and built a low-slung, right-side-only two-into-two exhaust system. Unlike the older W650, the W800 is fuel injected—so the crew installed a Power Commander unit to tune it. Other finishing kit includes ProTaper flat track bars on adjustable risers, an NHK steering damper, and a host of smaller, less obvious mods. [More | Images by Motorbike Magazine Korea]

Honda CB650 by Thrive Motorcycle Based in Jakarta, Thrive never fails to impress with their workmanship, and their creative takes on well-worn build styles. Here, they’ve taken a UJM (the Honda CB650), and turned into a classy superbike-slash-endurance racer. And they’ve done it with mostly hand-made parts.

That fairing looks like a vintage repop, but it’s actually a one-off part, shaped from fiberglass. What’s even more impressive, is that it’s the first time the Thrive team have attempted fiberglass work.

Conversely, the tank and tail were shaped from metal, with the latter left raw to drive the point home. The tank also wears an endurance style filler cap, and a fuel level sight window.

Tucked behind the fairing is a single Honda dial, and a set of clip-ons with aftermarket controls. Lighting is by way of twin headlights up front, and a pair of round, stacked taillights at the rear. Other custom bits include a tidy front alloy fender, and a steel electronics box tucked under the saddle.

The motor was completely rebuilt by Kandang Ayam Garage, and now runs with Thrive velocity stacks, and a four-into-two exhaust system. The CB rides on Yamaha upside-down forks, with a modified top yoke, and a pair of Öhlins rear shocks. The original Honda Comstar wheels have been ditched for a pair of laced 17” units, and are equipped with a modified set of retro-futuristic looking CBX550F brakes.

Finished in monochromatic tones with a few graphics added to make it feel like an old track bike, this CB is an absolute showstopper. [More]

Kawasaki H2 Mach IV short film First released in 1971, the H2 Mach IV epitomizes the insanity of motorcycle development in the 70s and 80s. These days, the only two-strokes you can get your hands on are small-capacity, single-cylinder dirt bikes… but this was a 748 cc, air-cooled, three-cylinder screamer.

It made 74 hp at 6,800 rpm, 77.4 Nm of torque at 6,500 rpm, and was considered the fastest-accelerating production bike in the world. And even though it handled better than its predecessor, the 500 cc H1, it was still a ‘widow maker’ in its own right, requiring experienced riders to wring the maximum performance out of it.

This short film from Brightside Media tells the H2’s story, and features Japanese motorcycle expert and collector, Paul Brace. And yes, it includes riding footage—so you can hear that big triple howl at full tilt. [Via]

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[DaveM]

COACH BUILT CAFE RACER: 1981 Yamaha TR1 by Back by Lunchtime Customs.

There is often a lot of praise heaped on those who are first in an industry, the early innovators who kickstart it all and have their name up in lights. But just as important are those who sit back and observe, let things shake out and then arrive fashionably late to the party. Back By Lunchtime Customs from Oxford in the UK are the latter and founded by Stephen Gentry who has made his name around...

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[DaveM]

Lightly caffeinated: A CB400F from Mokka Cycles

For a bike that was only on sale in the US for a couple of years, the Honda CB400F had a massive impact. In many ways, it was the first Japanese sportbike: it had six gears, fashionably low bars, a beautiful engine (with a stratospheric 10,000 rpm redline) and fabulous styling.

It’s an attractive machine in stock form, and the best examples in original condition sell for $10,000 or more in the US. This very sharp custom, however, was in a rather sorry state when before it was rebuilt by Mokka Cycles of Hungary.

“The donor bike was sent to me from Wien in Austria,” says shop founder Árpi Bozi. “The project had been started by the previous owner, who lacked time and know-how.

“The current owner decided to give me the job after seeing Mokka bikes on the net. Most of my jobs come in this way, so I’m very dependent on my online presence.”

The CB400F was in ‘quite miserable’ condition, with a mangled, badly cut subframe, deep grind marks all over the main frame, a spray-painted engine and a multitude of what Árpi calls “garage built features.”

“The build plan was to make a neat-looking cafe racer, which like a good pair of jeans, fits most occasions.”

Árpi freely admits that he’s an obsessive detail freak, and it shows on this Honda. “I went full OCD this time,” he jokes. “The proportions are meticulously measured and adjusted, from the custom made seat to the headlight assembly, and using height- adjustable shocks from YSS.”

The stance is spot-on, but the mods are subtle. The brakes and front suspension are totally rebuilt, with new YSS progressive springs inside the chrome tubes. Árpi has also re-laced the 18-inch wheels with new spokes, and powder coated the rims. The tires are Continental Classic Attack vintage-style radials.

There’s a new upper yoke from Cognito Moto, and it’s been black anodized—along with several other custom-machined aluminum parts Árpi designed for the CB.

The magnificent air-cooled, inline four engine was broken down and vapor blasted for a factory original look. Árpi put it back together with new bearings and seals, and hooked it up to a stainless steel 4-into-1 exhaust system with a straight-through muffler from Delkevic in the UK. “It looks and sounds nice, and it was a piece of cake to drop it in,” says Árpi. “I had to make a custom rear bracket though.”

To remedy the dodgy frame, Árpi cut and looped a new rear subframe, added seat holder brackets, and cut of the unused frame tabs. There’s a new seat pan, custom made from steel, with the foam upholstered with a two-tone water- and UV-proof cover.

The café-style seat is also accommodates the stoplight, and the whole caboodle is easily removable via a single thumbscrew.

The rear sets are from Loaded Gun in the US, and installed with Mokka-designed brackets to give relaxed and comfortable riding position with the new clip on bars.

On the electric side, the CB400F is now wired up with a new loom connected to a Motogadget m.unit blue control box, which syncs with an m.lock RFID ignition system and m.switch buttons. Juice comes from a compact lithium battery in a custom-made battery box.

Árpi has finished off the build with a smattering of small custom aluminum parts, such as black anodized front suspension caps and bar end caps, and tiny rear stand supports—so the bike can be conveniently stored or put on display. He’s also used titanium fasteners from Pro-Bolt UK to replace tatty original bolts.

“I truly envy the owner,” says Árpi. “This is the kinda bike I’d use as a daily rider.”

We’d happily ride it too. And it’s even more heartening to see a CB400F saved from the scrapheap.

Mokka Cycles | Facebook | Instagram | Images by Árpi Bozi | Video by Mark & Kali

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[DaveM]

SWEDISH SPRINGER: Yamaha SR500 Bobber by Black Lanes Motor.

Some things are just a natural fit, salt and pepper are, oil and water certainly aren’t! You can’t force it, there is a convergence of the two that either exists like Lennon and McCartney or will only ever end badly, think a hairdryer and a bathtub. But skateboards and custom bikes have always had an affinity in the freedom they provide, the rebellious attitude of those who ride them...

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[DaveM]

Multinational: A British Racing Green BMW from California

Any project worth doing has a few challenges along the way. This tidy BMW R75/5 started out as a true basket case, and took almost five years to complete—but judging by the results, it was time well spent.

The builder, Josh Withers, agrees. He’s a photographer based in Culver City, California, who tinkers on old airheads when he’s not shooting. And now that he’s finally wrapped up work on the BMW, he’s pleased to report it’s “completely sorted, and a blast to ride.”

“A guy from Michigan contacted me through YouTube,” he explains, “and we joked that I’d build him a bike for 10 cents an hour. Before I knew it, I had a parts bike in my van.”

“Then, after six months of him unsure of what kind of bike he wanted, he disappeared for two years. Just as I was about to sell his pile of parts, he resurfaced. I had a back surgery, a sidecar restoration project to finish, a new baby girl, and other projects before I could get to this, but the last year I felt like I worked on it relentlessly.”

The customer wanted something that would suit Michigan’s forest roads, so Josh opted for a laid-back scrambler style, with a healthy dose of British Racing Green. But he truly had his work cut out for him: apart from the fuel tank, everything needed rebuilding, restoring or replacing.

Josh used the opportunity to upgrade the old boxer motor, so it now runs a mighty 1,000 cc Siebenrock upgrade, and a five-speed kickstart transmission from a R90/6.

Josh also installed a crank-fired electronic ignition from Euro Moto Electrics, along with a lightweight starter and a handful of modern electrical upgrades.

Most of the engine is original (Josh kept the air box too), but there’s a new blacked-out electronics box lurking under the seat. The exhaust cans are stainless steel units from Spark in Italy.

For the tail section, Josh ordered an aftermarket subframe and seat pan kit—but those parts didn’t quite fit as advertised, and needed a lot of modifications to eventually work. The seat was given a medium amount of padding, and upholstered in a classic diamond stitch. The rear is finished off with a stubby fender and Bates-style LED tail \light.

Lower down, the swing arm was braced, and the wheels re-laced to gorgeous Excel rims with stainless steel spokes. A set of black anodized swingarm mount plugs from Oshmo adds a nice subtle touch.

Up in the control area, you’ll find classic Tommaselli bars in the same style as the BMW R80G/S, capped off with leather grips, and Motogadget turn signals and mirrors. The front end also features the original BMW headlight and speedo combo, and a custom front fender.

This classy R75/5 resto-mod does have one blatantly modern touch: a pair of Denali high-output accessory lights, mounted to the crash bars. The owner asked Josh to add them at the last minute, because he actually intends to ride this one in the woods.

Wrapped in green, with a number of blacked-out parts and the iconic chromed ‘toaster’ tank side panels, this R75/5 is as charming as it is capable. And with a secret 1,000 cubic centimeters hiding inside the motor, it’s a bit of a sleeper too.

That said, we’re betting Josh is happy to finally have it off his workbench!

Josh Withers | Instagram | Images by Josh Withers, Mitch and Amanda Lappo, and Toma Kostygina

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[CarlS]

Not a bad looking bike.

 

[DaveM]

TINE DREAM: KTM 690 Cafe Racer.

In a year that has thrown up enormous challenges for everyone around the world, fans of KTM have had plenty to smile about. Having made their MotoGP debut in the 2017 season they’ve tasted the ultimate success in just a few short years with a win apiece for the factory and satellite outfits already in 2020. Always a manufacturer that punches above their weight, the Austrian outfit offers bikes...

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[DaveM]

TOMA #22: A BMW R1150GS for an expert adventure rider

At the risk of stating the obvious, some bikes are easier to customize than others. Pick a Triumph Bonneville or Harley Sportster, and you’ve got decades of knowledge to plunder on the forums. Choose a BMW R nineT and you’ll find lots of bits that come off without a grinder. And if you’ve got a Yamaha SR in your garage, there are literally thousands of parts available via Japanese online marketplaces.

If you want to make your life really difficult, though, a BMW GS is the bike for you. Even the early models are fiendishly complex, with oddball suspension systems and a massive spaghetti of wiring. So we’re giving top marks to Belgian builder Thomas Jeukens of Toma Customs, who has done a magnificent job on this BMW R1150GS Adventure.

Just to make Thomas’ life more exciting, the build was commissioned by Bernard Cornut, a Belgian commercials producer who is also a passionate and experienced long-distance ADV rider.

Bernard is quite handy off-road, and helped Yamaha run the ‘World Raid Tour’ that launched the Ténéré 700. He was riding alongside experts like 13-time Dakar Rally winner Stéphane Peterhansel and rising star Adrien Van Beveren, so he knows his stuff.

“Bernard wanted to transform his R1150GS, and his wishes were very clear,” says Thomas. “He needed a lighter and more ‘fluid’ motorcycle, for his road trips and for off-road use.

“He wanted us to lighten the bike, and adjust the general lines, while keeping sufficient protective equipment for off-road riding. He also wanted the saddle to accommodate an occasional passenger, and we had to retain the original fuel tank—with its large capacity—for his long off-road trips.”

Bernard likes the aesthetics of modern Dakar motorcycles, and Thomas soon realized that he was going to be facing quite a few technical challenges. The GS bikes of the early 2000s are famously difficult to modify, and the Telelever front suspension is a particular obstacle.

“Every part of this BMW is designed to fit together in a unique way,” says Thomas. “To make a ‘balanced’ custom, you have to rework virtually everything from front to rear. Bernard knew that. And at the end of the briefing, he said with a big smile, ‘’I want to create a unique motorcycle, and if it was easy to make and reproduce, it would be a lot less fun!’”

Thomas accepted the challenge, and started what would turn out to be 370 hours of work on the bike. Bernard was involved the whole way, and his sharp eye proved invaluable when it came to tricky decisions about aesthetics.

The R1150GS that Bernard dropped off at the Brussels workshop was in good condition and this model is known for its reliability, So Thomas has left the 85 hp boxer motor and its airbox untouched—but he’s replaced the exhaust muffler. The new muffler is now mounted on a bracket attached to the frame.

Most of the modified parts were custom made or adapted at the Toma workshop: the front rally fairing, the hand guards, the redesigned cockpit and the speedo holder.

Thomas also built new front and rear fenders, side covers, and a new rear subframe. “The rear of the factory R1150GS is quite crowded and overbuilt,” Thomas says, “so we reworked and shortened the end of the frame and created a new saddle.

“The new configuration is minimalist, and tapers towards the rear with a new fender that is now fixed directly to the frame.”

At the front, most of the original cockpit ended up in the bin. Gone are the bulky fairing and twin headlight combo, which has been replaced by a large main headlight and a long-range LED light for good visibility in extreme conditions.

There’s a hand built rally fairing, the lower front fender has been trimmed, and the new upper fender is more in tune with classic enduro style than the original. The instrumentation of the GS has been retained though, and mounted on a smaller, homemade bracket.

Thomas has replaced the handlebars with a black oversize model, and added pivoting risers to suit Bernard’s type of use—switching between city and off-road—but the original BMW switches are still in play.

“We played with a mix of modern and retro touches, so that the BMW would look timeless,” says Thomas. “The front fairing, hand guards and minimalist turn signals give the bike a modern enduro style, but the bodywork, side covers and fenders are more reminiscent of the enduros of the past.”

The paint was done in two stages. Toma Customs painted the frame and supports in black, but entrusted the trickier stuff to Carrosserie Janssens of Braine-l’Alleud, a body shop known for its exceptional work on vintage cars.

Despite delays related to COVID-19, the BMW was ready just in time for Bernard’s next off-road trip in France. Thomas delivered the big GS with two sets of tires, for road and off-road use.

After a photo shoot at the beautiful ‘Ferme de Perk,’ an estate just south of Brussels owned by rally driver Gérard Marcy, the BMW was ready for its next adventure with Bernard [below right]. Bon voyage, monsieur!

Toma Customs | Facebook | Instagram | Images by Olivier Truyman

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[DaveM]

How RYCA used augmented reality to design a cafe racer

A decade ago, the Californian outfit RYCA Motors cracked an almost impossible code: they figured out how to turn the Suzuki Savage into a good-looking cafe racer. Then they made a kit so garage builders could do the same, using just basic tools and skills.

It was a big success, and they’re now celebrating their tenth anniversary with a new ‘CS-1X’ kit that was designed using augmented reality. It’s an approach we’ve never heard of before, and quite intriguing.

In case you’re not familiar with AR, it allows you to superimpose 3D elements on top of real-world objects.

RYCA founders Ryan Rajewski and Casey Stevenson are fans of the tech, and have big plans for using it. It was Casey who first got the idea to combine AR and motorcycles a few years ago: when remodeling his house, he used basic AR apps from furniture retailers, and was impressed by how useful they were for visualizing ideas.

“I called my friend Yohan Baillot—now our CTO—who is a true pioneer in the field of AR,” he says. “I told him I had been using the IKEA app, and asked him if we could do something with motorcycles. We built our first AR prototype based on a Ducati Scrambler, and it turned out great.”

“We got the ‘virtual’ parts to just snap right on, like magic. So when it was time to build a tenth anniversary edition of the CS-1, we wanted to use AR in practical, realistic ways. To prove it’s not a novelty or a toy.”

Casey and Ryan wanted to maintain the general aesthetic of their original kit, but take it up a notch. Starting with a 2006-model Suzuki Savage (also known as the Boulevard S40), they prototyped the CS-1X with a mix of existing and new parts.

“On a typical day, Ryan would come up with a design idea, and I would piece together a 3D model of the concept,” says Casey. “We’d use AR to ‘see’ it on the bike, in full context, then either go with it, or move on to something else. It’s the most fun we’ve ever had designing and building a motorcycle.”

One of the biggest departures from the original RYCA kit is the fuel tank. The original setup uses the Suzuki’s stock tank, but the CS-1X uses a new, bolt-on upgrade. The 2.4 gallon steel shell is supplied by an external vendor, and then modified in-house with a new tunnel and mounts that are specific to the Savage.

On this prototype, Ryan also had the tank polished and triple chromed by Brett at Cal-Tron Plating Inc. (Brett handled the satin chrome and nickel plating on the rest of the bike too.)

Next up was the CS-1X’s unique ‘double barrel shotgun’ exhaust and intake. “I wanted to create something a bit different this time around,” says Ryan, “so I designed a ram air style intake that crisscrosses and runs parallel to the tightly tucked mid-exhaust. It’s a stylish and functional system that looks and sounds awesome.”

For the Suzuki’s tail section, RYCA went with a fully upholstered version of their current cafe-style seat design. Ryan then made up a new set of side covers out of aluminum—featuring vented slots—that hide the new electronics tray.

Ryan also decided to ditch the Savage’s belt drive for a chain conversion, but most of the other finishing kit is straight off RYCA’s shelves. They’ve fitted their own rear-sets, clip ons, rear shocks, and their front fork lowering kit too, which uses internal spacers and ships with a special tool to perform the conversion.

The matching 18” wheels are also part of the kit, and are wrapped in vintage tread from Shinko.

Just like the kits that RYCA first created ten years ago, the CS-1X is so clean and well proportioned, it’s hard to believe it’s based on a goofy cruiser. Ryan has helped by keeping the color palette minimal, with a mix of plating and Cerakote finishes throughout.

RYCA are offering the first five limited edition kits as perks to people who invest in their FantomView concept—an AR platform they’re developing that has raised an incredible $65,000 via crowdfunding so far. It’s aimed at everyone from motorcycle dealers that want to mock-up a showroom, to garage builders who want to ‘preview’ parts on their bikes.

“The last customer we had in the shop—before the world closed down—was looking for a pair of reverse cone mufflers for his cafe build,” says Casey. “They weren’t particularly expensive, but he was on the fence about the purchase. He turned to his friend and said, ‘I wish I could see them on the bike first’.”

That’s why AR makes a lot of sense in the custom world. And if RYCA pull it off, it could change the way we modify motorcycles for ever.

RYCA Motors | Facebook | Instagram

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[DaveM]

A GENTLEMAN AND A SCRAMBLER: Ducati Scrambler 800 by Bunker Custom Cycles.

Imagine a rugged James Bond character taking a beautiful lady friend off-road through the pine forest trail to his hidden chalet in the mountains. But on the way there, they stop at a picturesque view. He pulls out the vintage Champagne and unrolls the Anatolian Rug and… um, you get the picture. Now imagine the Ducati Scrambler that got him there. Turkish based Bunker Custom Cycles have built that...

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[DaveM]

Dream Garage: A Triumph T100 with a matching Porsche 911

If you’re anything like us, you probably spend the odd moment fantasizing about your ideal garage. But after seeing the latest project from the French workshop FCR Original, we think the problem has been solved: it’s a custom Bonneville T100 and a classic Porsche 911.

Led by founder Sébastien Guillemot, the crew from Chauvigny have created this very stylish T100, which is the latest in their ‘Legend’ series—a line of Triumphs subtly upgraded with immaculate Gallic style.

‘Classic Legend’ is based on a 2016 Triumph Bonneville T100, and was built for a vintage Triumph enthusiast in Bordeaux—around three hours south of the FCR workshop.

“Our customer has a Triumph TR5C and wanted a more modern bike,” says Sébastien. “He wanted a reliable bike with a vintage look, one that has brakes and can go far…”

It’s a testimony to Triumph’s design continuity that a modern Bonneville shares noticeable traits with its 60-year-old TR5 ancestor—but thankfully not the Lucas electrics, or the tendency to leak oil.

FCR amped up the vintage vibe by rounding off the back of the frame, taking cues from 1970s motocross bikes. Once the welding was complete, they tidied up the rest of the frame, stripped it back to bare metal and polished it before applying copper and nickel plating.

It’s a signature look for FCR, and instantly makes their builds stand out—but it also means dismantling the entire bike so that the frame can be refinished properly. “We are used to it,” Sébastien shrugs. “We like this very ‘old’ finish.”

There’s elegant metal elsewhere too, with custom aluminum fenders at both ends, supported by a handmade arched support at the front.

The wheels are chromed steel and the 19-inch at the front is shod with Heindenau rubber, while the 17-inch at the back uses a Continental tire. The twin shocks have been upgraded to new units from Shock Factory, which are 20mm longer than stock. FCR have kept the stock forks and triples, but installed an EBC front brake disc.

The metal treatments continue on the parallel twin engine, with brushed aluminum for the cases, drillium on the gearbox case, and a protective bash guard bolted to the frame downtubes. The scrambler-style exhaust is made in-house, and although the straight pipes have baffles inside them, you can bet they’re pretty raspy.

The rest of the upgrades are from FCR’s own accessory catalog, including the MX-style handlebars, which are sporting much-simplified buttons and controls.

The turn signals and taillight are from the catalog too, along with the yellow-lensed Bates-style headlight in brushed aluminum, and the bracket that secures it to the bottom yoke.

The new seat, flush-fitted onto the new subframe, is just about long enough for a pillion and is upholstered with a worn-effect leather, held together by subtle brown stitching. New LSL footrests are attached to the stock mounts.

The exquisite paint on the tank was handled in-house, and it’s as classic as it gets—a two-tone green and ivory, topped off with a brushed aluminum fuel cap.

It’s a bike we’d happily park in the EXIF garage, especially if there was a 911 Carrera 2.7 RS alongside, like the one above restored by Atelier Gobin. But FCR have now branched out into a new direction, and have refurbished an older 911T in identical colors to the Bonneville. “Some customers like to have a car with the same spirit as their FCR Original bike,” Sébastien explains.

Wouldn’t we all?

FCR Original | Facebook | Instagram | Images by Mitch Canon

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[DaveM]

BAVARIAN BRAWN: A pair of BMW’s by Ad Hoc Café Racers.

For whatever reason, the Spanish never seem to get the recognition they deserve when it comes to their prominent place in European motorcycle culture. Without a current major manufacturer, people seem to forget the contributions of Bultaco, Ossa, and Derbi to name but a few. Then you cast your eye across any motorsport category and the Spaniards dominate, not to mention their host of world-class...

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[DaveM]

Radikal Klassisch: Moto Essence’s BMW R80 roadster

Every style of custom motorcycle has a clear-cut formula, but we like it best when builders tear up the blueprint and blur the lines. This refined BMW boxer has the clip-ons of a cafe racer and the high pipes of a scrambler, but it still looks just ‘right.’

It’s the work of Oliver and Dominik at Moto Essence in Gauting, a town just southwest of Munich. They simply call it a ‘classic roadster,’ and the unusual aesthetic is a byproduct of their consulting process.

Moto Essence’s customer originally wanted a scrambler but then changed tack, keeping only the exhaust design from the original brief.

Luckily the guys were working with a versatile donor: a 1985 BMW R80 RT. “We thought of building it ‘patinated’ and without modern aspects such as milled parts,” explains Oliver, “but this wouldn’t have matched the customer. He’s a fan of classic design but also a techie, so we decided to go for a mix of modern and classic high-tech parts.”

Oliver and Dominik tore the bike down to its nuts and bolts before getting started. Then they rebuilt the motor with a 1,004 cc kit, and installed a pair of Dell’Orto carbs with K&N filters. The exhaust system, from the headers to the mufflers, was custom-made by the German exhaust specialists Hattech.

Moto Essence also added a custom oil cooler setup, rewired the bike and hid the battery away.

Moving to the running gear, the duo laced up a set of Akront Morad high shoulder rims, and wrapped them in Bridgestone BT45 rubber.

If you’re wondering where that stunning front drum brake comes from, it’s off a Laverda SFC 750, sourced via a friend that has connections in the Laverda Club of Germany.

And yes, it was a mission to install, and even more challenging to adjust. But now that it’s dialed in, we’re told it’s performing flawlessly.

Higher up, Oliver and Dominik kept the OEM BMW fuel tank, but reworked the rear. The subframe’s a tweaked bolt-on unit from Sport Evolution, held up by a custom shock from YSS. It’s topped off with a custom seat, covered in brown leather with red highlights.

The aluminum fenders are hand-made, and the rear includes a classy taillight shroud for more of a vintage feel. A license plate bracket flanked by tiny LED turn signals finishes off the tail section.

Up front you’ll find a neatly milled top yoke from Sport Evolution, with a Motogadget speedo mounted off it. The guys also added clip-ons, with Motogadget switches and bar-end turn signals, and a single mirror. Smaller details include custom-made foot pegs, and a vintage-style gas cap.

Moto Essence’s customer originally wanted his Beemer finished in dark monochrome finishes, but the guys weren’t convinced. “When Dominik and I built up the silhouette,” says Oliver, “it was clear to us that we were creating a piece of cream cake. I’m glad we could convince him—I think it’s an eye-catcher.”

We agree… the red and cream livery is inspired, as is the decision to leave the motor mostly raw, with subtle black details. It’s a no-fuss build—more timeless than it is trendy, and a pretty decent ride too, by the sounds of it.

“It’s a really smooth ride,” Oliver tells us. “The engine combines the torque of 1,004 cc with the short primary drive ratio of the R80, which gives you superior acceleration. The 38mm Dell’Ortos respond much quicker than the original Bing constant velocity carbs do. The sound is bassy but not too loud.”

“After our test program, Dominik didn’t want to give the bike to the customer any more!”

Moto Essence | Facebook

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[DaveM]

Supersonica: A rapid Ducati Panigale from Jett Design

How many custom builders can squeeze the last ounce of performance out of a modern sportbike and give the aesthetics a jolt of adrenaline? Not many.

That makes Virginia-based Andrew Jett a rarity. The clue is in his fine arts/design background, coupled with a serious taste for speed. He wowed us a year ago with his custom Triumph Street Triple, and has just thrown the wraps off this brilliant custom Ducati Panigale.

The stats of the bike are impressive. Andrew has dropped the dry weight from 176 to 160 kilos (387 to 353 pounds), and bumped up the power from 157 hp to 165 at the crank. It makes an already fast bike even faster, with the speed to match its aggressive new looks.

“I’ve been intrigued by motorcycles since I was a kid,” says Andrew. “Combined with that fascination was a desire to modify bikes—with lighter weight, better handling and a more ‘focused’ experience for the rider.”

Andrew has called his bike the Ducati ‘955S’—after the engine capacity and the Superquadro motor. He bought it brand new off the showroom floor in early 2017. “It was the first Ducati I purchased, and I bought it as my personal bike. This bike has always been my personal favorite because of its intense riding experience.”

After a season of riding, it sat in the Jett Design workshop for almost two years while Andrew pondered over a redesign. “During the recent stay at home orders, I focused on getting this bike completely rebuilt. I had the time to think about what I really loved about it, and what factory design aspects I wanted to change.”

Andrew decided to go for a stripped-down lightweight machine, with more of a ‘naked’ riding experience. “I specifically wanted to delete the big factory fairings, and show everything that was deliberately covered up. It’s my personal vision of what a ‘super naked’ should be.”

The engine now breathes out through a new Werkes USA muffler, with a K&N racer filter on the intake end. The ECU has been remapped to suit by Duc Pond Motorsports, which is also Andrew’s local Ducati dealer.

The factory quick shifter is now married to a heavy-duty WSBK-style F.C.C. slipper clutch and Superlite sprockets, so Andrew can rip through the gear changes even faster than usual. The wheels are equally trick, being forged magnesium rims from Marchesini Racing.

The suspension is from the Italian race specialist Mupo, with new cartridges in the 43mm Showa forks and a new monoshock to match. Custom billet upper and lower triple trees tighten up the steering and a Bitubo fully adjustable steering damper keeps the front end planted at speed. The brakes get a boost from a new Brembo RCS 19 master cylinder.

After getting the dynamics sorted, Andrew turned his attention to the frame and bodywork. He’s ditched the all-enveloping stock fairing plastics, and crafted more compact and aggressive bodywork that reveals more of the mechanical elements.

The new front fairing now includes discreet LED lighting and is followed by a pair of ‘wings’ under the tank. The brackets holding everything together are a featherweight mix of carbon fiber and aluminum.

The back end of the frame is new, and simply acts as a support for the modified seat unit. It’s a big weight saving that doesn’t compromise rider ergonomics either, and there’s a compact LED light unit hidden under the perch.

The design is both minimal and brutal, and leagues ahead of the typical sportbike streetfighter treatment. “I knew whatever design I came up with, it had to be sleek and fit the nature of the bike,” says Andrew. “So this build has an industrial design flair, showcasing the engineering and mechanicals.”

With an all-black livery applied by ace painter Kevin Petitt of PetittBilt, the Panigale now looks like a stealth fighter ready to take off. We’re just not sure if we’ve got the cojones to ride it…

Jett Design Garage | Facebook | Instagram

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[DaveM]

REBORN RACER: 1994 Ducati 916 Monoposto by SR Corse.

The ecosystem within which anything exists will mould even the most independent of outliers, you can fight it, but its influence is unstoppable. So when you call the Brazilian city of Sao Paulo home, with its vibrant cosmopolitan atmosphere, stunning architecture old and new, as well as a food scene to die for; your motorcycle choice is everything. And what better way to ride through a place of...

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[DaveM]

Coffee to Go! A Ural with a La Marzocco espresso machine

Sydney is at the epicenter of the ‘third wave’ coffee movement in Australia—you can’t throw a single origin coffee bean without hitting a barista or a discerning customer. Combine that with the city’s thriving motorcycle scene, and it was only a matter of time before we got this: a Ural sidecar rigged up as a mobile cafe.

It isn’t the first time we’ve seen a mobile barista workstation: Portland-based See See Motorcycles built one two years back. But we don’t see this as derivative—we’re seeing it as a start of a new genre of custom bike build: the ‘catering sidecar hack.’

We’re hoping it’s a trend that takes off, because ordering an espresso from the back of a motorcycle is guaranteed to raise a smile.

This ‘cafe racer’ (get it?) is the work of Jason Leppa and Sean Taylor at Gasoline Motor Co. They built it for The Alternative Dairy Co., as a vehicle to promote its new range of plant-based dairy alternatives. Gasoline nailed the brief too—getting the point across without descending into gaudy territory.

Unlike when building a flat tracker or scrambler, there’s no blueprint for shoving a mobile coffee setup into a Russian-made sidecar.

The boxer-powered Ural itself didn’t need any real upgrading, so Gasoline focused on the sidecar. With help from metal fabricators and regular collaborators Chunk Design, they took it from a person-carrier to a portable barista workstation.

Gasoline had to cram in not only a decently-sized espresso machine, but also a fridge, coffee grinder, milk jug rinser, dry storage space and a waste disposal system too. Plumbing and power were factors too, making this a considerable undertaking.

With so many moving parts having to fit together like Tetris blocks, some CAD work was done first to help plan it out.

Starting at the back, you’ll find a gorgeous La Marzocco coffee machine, mounted on a structure that places it on top of the sidecar, rather than in it. (That also puts it at a comfortable height for a barista to work with). The structure itself is a modified section from a racecar roll cage—with rubber mounts so that the machine doesn’t rattle to pieces out on the road.

Alongside, on the Ural’s luggage rack, sits a coffee grinder (also rubber mounted). And on the left, the team has fabricated a steel workbench, placed neatly on top of the sidecar’s fender.

The sidecar’s midsection now houses a 15-liter chest fridge with a clear lid. It’s a gas fridge, powered by a 12V compressor that’s housed in the rear, with a small vent built into the body to expel heat. Up front, the guys cut a door out of the sidecar bodywork, and modified that area to act as a storage trunk.

There are hidden mods necessary for the whole setup to function. Stashed in (and under) the sidecar are two 45-liter aluminum water tanks, rigged up to a pump and a filter, with a water level warning system. Gasoline had to rewire the machine to supply power to all the electrical parts, and then build ‘plug points’ into the sidecar panels.

Urals are built tough, so the chassis was up to the task of carrying around a mobile cafe. But Gasoline still added a custom shock from Icon Australia to cope with the extra load. This rig is not only designed to make good coffee, but also to ride from event to event—albeit cautiously.

“We have had it up to 80 kph with no drama,” says Jason. “But I don’t think the client will take it past that speed when full of coffee beans!”

Once you get to your destination, all you need to do is unpack it the rig and plug it in. It’s now got everything you need to make a cracking cuppa—including its own supply of beans, sugar, cups, spoons, animal-free milk products, and even an umbrella.

It’s finished in a classy navy paint job, with subtle pin striping and branding that’s actually quite tasteful. This is one motorcycle we’d love to order from, rather than ride.

Gasoline | Facebook | Instagram | Images by Adrian Veale

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[CarlS]

I like it - except the sidecar is on the wrong side!