Custom Motorcycle Builds

[DaveM]

Speed Read, 25 October 2020

News from two major OEMs this week, as BMW Motorrad update the R nineT, and Honda release a new Grom. Plus we’ve got a sharp BMW R1200R custom from Deus, a Yamaha XS650 from Colt Wrangler, and a look at a new fat-tired utility bike that’s about to hit the market.

BMW update the R nineT The R nineT‘s been a success for BMW, so it’s just been updated with a host of small yet significant changes. The biggest news is that its boxer motor is now Euro5 compliant, thanks to engine changes based around new cylinder heads. It loses one horsepower in the process, but BMW claim improved power and torque curves.

The R nineT also gets a bunch of electronic features that it didn’t have before, like cornering ABS and riding modes, a USB charge port and LED lighting. More riding modes can be specc’d from the factory, including a ‘dirt’ mode for the R nineT Scrambler and Urban G/S.

Other new options include traction control, and a ‘comfort’ package with cruise control and heated grips. A closer look reveals a number of smaller details that have been redesigned too, like the airbox covers.

The upgrades are good news for fans of BMW’s neo-retro boxer, because it means that the R nineT will still be around for a few years. But it loses a model; there’s no more R nineT Racer in the lineup. Your choices are the ‘original’ R nineT, or the Pure, Scrambler or Urban G/S.

The whole range gets bold new graphics too—but none of them look quite as good as this special edition livery for the Urban G/S. Dubbed ‘Edition 40 Years GS,’ the yellow and black scheme is a riff on the ‘bumblebee’ design of the classic R100GS. All of BMW’s other GS models are already available in this design, but few wear it as well as the Urban G/S. Source: BMW Press

BMW R1200R by Deus Ex Machina Even though the liquid-cooled BMW R1200R doesn’t have the retro chops of the R nineT, it’s still a great machine. It’s actually one of my favorite bikes—but then again, with 125 hp on tap, a full suite of BMW electronic rider aids and a competent chassis, it’s hard not to love.

And as Deus Australia’s resident wrench, Jeremy Tagand, has just proved, it’s also possible to massage the aggressive naked into a rather tasteful roadster.

Jeremy’s masterstroke was changing the R1200R’s most distinctly modern parts: the headlight and tail. You’ll now find a Purpose Built Moto light up front, with a Rizoma R nineT headlight cowl that tucks away the stock BMW dash nicely. Ricci Engineering CNC-machined the requisite brackets, and the cockpit also features Rizoma bars and bar-end mirrors, with Motogadget turn signals.

Out back, Jeremy bolted on a shorter, custom-built subframe that could still hold the BMW’s multitude of electronic bits. Up top is a one-off seat, upholstered in vinyl and Alcantara by Dave at Bad Arse Trim Co. A tidy license plate bracket with a pair of Kellermann turn signal / taillight LEDs finishes off the tail.

Deus kept the OEM tank panels and front fender, then handed everything to Marc at Sydney Custom Spray Paint to wrap them in a deep metallic blue. A bunch of parts were then refinished in black to complete the look, and the chunky stock exhaust muffler swapped out for a smaller, louder SC Project item.

If the R nineT ever does leave BMW’s lineup, a tweaked version of the R1200R in this vein might just be a worthy successor. Are you paying attention, BMW Motorrad? [More]

The new Honda MSX125 Grom Honda’s pint-sized Grom has got to be one of the funnest bikes on the planet—and Big Red have just updated it. The 2021 Grom’s chassis is essentially the same, but its motor is now Euro5 compliant, and it now has a five-speed box. It also gets a few updated bits, like an LED headlight, and a new LCD dash with a rev counter and gear position indicator.

But it’s the Grom’s new bodywork that really stands out. The plastics are now easy to swap out—as indicated by the contrasting washers that give it an almost toy-like vibe. It’s not only a great look for the Grom, but a step towards easier customization.

Honda have already announced the new Grom for Europe in 2021, and Honda USA has confirmed that it’s coming Stateside too—but they haven’t said when. If you’re in Japan, you’ll even be able to get a race-spec Grom (below) from HRC themselves, as of March next year.

Grom racing is already a thing—and it’s apparently pretty competitive, too. The kitted-out Grom you see here has been specc’d specifically for next year’s HRC GROM Cup, and will be available from any of HRC Japan’s dealers.

The conversion strips out a bunch of street legal bits, and upgrading the wiring harness and ECU. The racing Grom also gets a different seat and tail unit, a belly pan and a race-spec exhaust. It looks sharp in its HRC livery too, and has us pining for a Grom that sits somewhere between this and the street legal model. Source: Honda / HRC

Volcon Grunt Volcon is an electric vehicle start-up that’s planning to product both two- and four-wheeled vehicles. But they’ve chosen to lead with the two-wheeler—and we’re glad about that, because the Volcon Grunt is the electric utility bike we didn’t realize we needed.

Costed at $5,995, the Grunt combines a low seat height with fat tires for a go-anywhere vibe. Quoted numbers are 75 ft/lbs of torque, a 60 mph top speed, a 100-mile range and a weight of less than 200 lbs. The battery is swappable and has a reported two-hour charge time, and the bike’s kitted out with multiple rider modes too.

Interestingly, the Grunt’s electric motor is completely waterproof—so deep river crossings possible. Volcon even claim that you can ride it underwater.

With its swooping frame rails, chunky wheels and tiny ‘tank’ panels, the Grunt is cute as a button. It should be handy as a weekend explorer or daily farm bike, and we’d even fit road tires to commute on it. Volcon look to be onto a good thing here, and we’ll be keeping a close eye on how this pans out. [Volcon]

Yamaha XS650 by Colt Wrangler You would have heard by now that Bike EXIF has officially joined the Iron & Air Media family. And that means that Bike EXIF and Iron & Air Magazine are now sister publications. So here’s a highlight from their latest issue: a 1977 Yamaha XS650, from Texan custom builder Colt Wrangler.

Other than having the raddest name in the custom scene, Colt Wrangler has a unique and eclectic motorcycle build style. This XS650 was built for a local coffee shop—but the owner was happy to give Colt free rein.

He grabbed the opportunity with both hands, and turned the XS into a street tracker with an organic vibe, and a host of sneaky hop-up mods.

It’s the raw aluminum metalwork that catches the eye first. Colt built the tank, tail and headlight shroud by hand, then simply covered the metal with a clear coat when he was done. But it’s below the line where things get interesting.

This XS features a SR500 swing-arm from Motolanna, Hayabusa forks and yokes, and Öhlins shocks. Cognito Moto supplied the 19” wheels, and the brakes are a mix of Tokico and Brembo components. The engine’s been redone with a bunch of internal upgrades, and Colt’s added Lectron carbs, along with a stainless steel exhaust system with Supertrapp mufflers.

There’s a lot more to this build (and to Colt) than meets the eye—but you can get the full story in issue 41 of Iron & Air. [Subscribe] Images by Brandon LaJoie

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[DaveM]

DUTCH DREAM: 1979 BMW R100RS by Moto Adonis.

One of the often heard and uneducated opinions of those who love motorcycles but can’t stand the custom scene is that “the bikes have lost all functionality”. So while it is true that some customs are deliberately designed in such an over the top way that their street use is limited. Others in fact go in the complete opposite direction, providing all the good looks and individuality in a package...

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[DaveM]

Good things take time: A Trackmaster from NYC Norton

There are a few builders we watch like a hawk, because everything they touch turns to gold. One of them is NYC Norton, run by the affable Kenny Cummings. He’s one of the top Brit bike specialists in the States, but he doesn’t build a bike up from scratch every week. When he finishes one, it’s always worth taking a closer look.

This Trackmaster-framed beauty is the latest machine to roll out of his Jersey City workshop, and was commissioned by a Norton enthusiast from California—who also has a very specific interest in the 1970s flat track glory days.

The brief was loose. “Sometimes we work with folks who want to have their hands on every fastener turn,” says Kenny [above]. “Other times we get a sketch, an outline, or a text, and away they go.”

Whenever Kenny got to a crossroads on this build, he emailed his client: “He’d answer with an old picture of Dave Aldana jumping his Norton, with the caption, ‘Like this.’ We were able to have latitude.”

The story of this Trackmaster started five years ago, when it was simply a motor build. The original brief was to build up a 1972 Commando ‘Combat’ engine—itself a tuned-up version of the familiar 750 twin. During the rebuild, Kenny added a bigger cam and a ported head, and machined it to allow for a magneto.

This sits in the traditional spot behind the cylinders, and it’s an elaborate mod that requires a longer intermediate spindle, turning down the timing cover boss, and modifying the points cavity.

Forged JE pistons and Carrillo rods were fitted, and Kenny chose a Mick Hemmings PW3 cam for good lift. “We built the head with KPM Black Diamond valves and bronze guides,” he reveals, “and ported it to give a little more flow, then skimmed it even further than a stock Combat, giving a measured 9.75:1 compression.”

“Once the motor was done it became a static art display, sitting prominently on our bench, awaiting instructions on where to send it,” says Kenny. “The idea was for our customer to source a dirt track chassis so he could dabble with a build in his garage out west. But after a year or so the call came in: would we be interested in the full build of a dirt track-inspired street bike? Yes!”

The NYC Norton shop is a sea of Commandos, Seeleys and Featherbeds, all built around the concept of superior ‘Roadholding.’ So for Kenny, the opportunity to order ‘off the menu’ for once was a welcome change.

A short time later, a Tri-C Trackmaster replica frame was delivered to the shop, and the fun really began. “The scope of the build was very basic,” says Kenny. “Put all foot controls on the RH side—à la flat track racers—and do just enough electronics to get it past inspection.

And when in doubt, Kenny was instructed to take cues from the famous Ron Wood / CR Axtell Norton twin-downtube flat tracker. Owned by Jamie Waters, it conveniently lived close by during this build.

Armed with a couple of cocktail napkin sketches, Kenny and his crew went to work. “The first thing to do was to get the motor and gearbox in the frame, with the proper plates.” The gearbox was built from scratch using an H-D shell, but the increased wall thickness required some relieving of the plates beyond the usual.

Then onto carbs and manifolds. This Norton runs Dell’Orto PHF 34s, just like Axtell’s, but it wasn’t a plug-and-play job. “We designed a custom manifold [above] to create a smooth transition from the carb choke bore down to the inlet on the head, while splaying out the carb bodies slightly for space,” says Kenny. He also designed the low-key but effective exhaust system, with compact reverse-cone mufflers.

The primary is driven by a Steve Maney Racing 40mm Belt drive, complete with anodized lightweight Commando clutch. The wide belt (and the aesthetic desire to run a Matchless G85 primary) meant cutting down the end of the Norton crankshaft, and tapping to add front pulley fastening.

The stunning frame is completed by a Ceriani replica 35mm front end, with caliper hangers. The 19-inch wheels are Borrani flanged alloy rims laced with stainless spokes, and shod with Pirelli and Carlisle tires. The brakes are controlled by AP Racing [F] and Hurst Airheart [R] masters.

Unfortunately, the swingarm bushings that came with the chassis we not up to spec, so the shop has made a custom set of bronze bushings in the same style used on their championship-winning Titchmarsh Seeleys.

After mocking everything up, most of the hard parts went to the plater. “We plated the chassis, swingarm, manifold, center stand, side stand, and so on,” says Kenny. “All the case covers are show polished, and the velocity stacks and rear sprocket are gold anodized.”

The wiring is tidy: a simple harness runs from a key switch to a small battery under the solo seat, which powers the 5-inch Bates-style headlight, a tail light from Analog Motorcycles, brake lights activated by hydraulic brake switches, and the horn—“enough to keep the coppers at bay!” The tachometer is a Veglia, adapted to receive the proper ratio from a Norton Commando tachometer drive.

The gleaming, sleek tank was custom-fabbed by famed metal magician, Evan Wilcox, who had to ensure that there was space underneath for neat cable routing as well as the Dell’Orto carbs. “Once done, it was obvious we couldn’t slap just any decal on this beauty,” says Kenny, “so we reached out to Jen Mussari—who has done some really beautiful lettering work for Belstaff, among many others.”

Jen’s brief was to do create a handmade logo in gold leaf, with clear-coat over the top. “When she brought the tank to our shop for the reveal, it was like our baby was born!”

Top east coast photographer Marian Sell was on hand to shoot these images, but not by accident: he’s a Norton aficionado too, and his 1936 Inter is currently in the shop for a refurb.

Kenny’s latest is almost too beautiful to get dirty or damaged on a track. But if it’s called into action, you just know it’ll hold its own.

NYC Norton | Facebook | Instagram | Images by Marian Sell

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[Greyfell]

That's a pretty bike; I would happily ride that!

 

[DaveM]

BIG WHEELS. BIG ATTITUDE: Suzuki DR650 by Cramento Motorcycles.

Decades ago one big Japanese manufacturer looked to emulate the success of another and the Suzuki DR650 was born, with the same success as its rival. Like Honda’s Dominator they both provide smooth street riding, genuine off-road ability, lightweight and are happy to go adventuring on a budget. Now all those same factors have grabbed the attention of builders and enthusiasts alike of the custom...

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[DaveM]

Dark art: A stripped-back Ducati 999 from Freeride Motos

There’s no doubt that the Ducati 999 is set to become a future classic. Pierre Terblanche’s aggressive design polarized opinion when it first broke cover, but it didn’t matter; the 999 was proper fast, and took three titles in its tenure on the World Superbike circuit. And its looks have grown on most people over time—like a movie that gets panned by critics at first, only to become a cult classic later.

So if it’s that great, why customize it? For Pierre Dhers at Freeride Motos, the answer is simple: it was the best possible donor for this project.

The 999’s owner is an avid Ducati fan and a regular at track days, and initially asked Pierre to build him a Ducati 900 SS-based cafe racer. But the French builder had something better in mind: a cafe racer with actual track-level performance, based on the much faster 999.

“The project was quickly defined,” says Pierre. “No umpteenth 900 SS cafe racer, but rather a real transformed superbike. Performance, with a nasty look and high-end equipment.”

The client agreed, sourced a 2005-model Ducati 999, and delivered it to the Freeride Motos workshop. He picked a fine year too—the 999 was upgraded in 2005, to the tune of 140 hp and 108.9 Nm. But Pierre’s made this one even quicker and lighter, thanks to a laundry list of carefully considered mods.

Aesthetically, Pierre’s first thought was to remove all of the 999’s stock bodywork. But after some back and forth with his client, the call was made to retain some of the original 999 DNA by keeping the OEM fuel tank. As for the rest, Pierre hand-shaped a number of aluminum pieces to re-dress the Ducati.

The new headlight arrangement features two projectors held in a hand-made bracket, and topped off with a small nacelle. The lights have been deliberately stacked vertically, as a nod to the original design.

Out back, Pierre fabricated a new cafe-style tail unit, which sits on a new bolt-on subframe and features an integrated taillight. The leatherwork is particularly noteworthy; Freeride Motos is based in Graulhet, in the southwest of France, which is an industrial town known for its leather. And Pierre wanted to show that off.

To that end, the seat, tail hump, front screen, tank pad, and even the ignition, have all been wrapped in high-grade leather. Christophe from Akotabe was called in to handle the upholstery and did a stellar job, with subtle contrast stitching and piping to tie everything together.

The last couple of hand-made parts include a pair of radiator wings and a generous belly pan. It’s not just for show though—Pierre repackaged the Ducati’s wiring, and the belly pan now holds the vital bits along with a lithium-ion battery.

There are some carbon fiber bits to complement the metalwork too; a front fender, rear hugger and chain guard combo, sprocket cover, and a full carbon air box from EVR.

But Pierre did more than just slap on that air box and call it a day. He also painstakingly tacked together a custom stainless steel exhaust system, paying particular attention to the header lengths. Then he handed it over to Armand at Atelier Bam to do the final welding.

Once that was sorted, the bike on the Blackhat Motorcycle dyno to fine tune it. It now makes 9.9 hp more, with a torque increase of 15.6 Nm.

Pierre’s also upgraded the Ducati’s running gear to suit. The ‘base’ model 999 didn’t come with the Öhlins suspension of the top-spec 999R, so that was the first thing on the list. On went a set of Öhlins forks from an Aprilia Tuono, held in place by a set of custom-machined yokes

Up in the cockpit you’ll find an Aviacompositi dash, along with Renthal clip-ons, Brembo controls, Domino grips and Motogadget turn signals.

An Öhlins rear shock was installed too, and all the suspension components were stripped and refinished in black and red. The brakes were upgraded with Brembo parts and new hoses, with a custom rear disc made to size. Pierre kept the 999’s stunning Marchesini rims, but had them repainted.

Rémy of Art Scratch Paint finished off the 999 in a pearly metallic black, with a few red details that are echoed in the bike’s many anodized parts. There’s also a carbon fiber coolant bottle with red silicon hoses, and a bunch of Ducabike and CNC Racing parts, including a slipper clutch.

There’s a lot more to take in—from obvious details like the cross-sectioned engine belt covers, to hidden upgrades like a full complement of stainless steel fasteners.

The Ducati 999 is ultimately a bike that doesn’t need to be fiddled with. But Pierre’s knocked this one out the park, and makes a compelling case for how to do it right. It not only looks absolutely stellar, but should also be a total hoot on both the street and the track.

And if you’re a Ducati mega-fan that’s gone into apoplectic shock at the sight of this, relax: the owner has a stock 999 in the garage, too.

Freeride Motos Racing | Facebook | Instagram | Images by Kevin Abelard

Video by Fabien Goncalves and Kevin Abelard (Love Machines Documentaire)

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[DaveM]

MONSTER MASTERPIECE: Ducati 750 by Alonze Custom.

Some people get excited about the impending release of their favourite band’s new album, others in a spin over the trailer for a Spielberg coming attraction, but for me, what has me counting down the days with excitement and anticipation has become the release of a new build from the UK’s Alonze Custom. The Hendrix like creativity, the Pink Floyd experimentation and the punch in the chest of solid...

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[DaveM]

XR338: The compact street tracker that Harley needs

It’s strange times at Harley-Davidson. Earlier this year, rumors and spy shots of a small capacity bike for the Indian market started surfacing. But H-D has just announced a distribution and manufacturing deal with India’s Hero MotoCorp—leaving the future of the ‘338’ uncertain.

Meanwhile, an Italian industrial design house has seen potential in the idea of a small, twin-cylinder street tracker—so they’ve built their own, fully functioning prototype. And just like the bike that H-D have teased, it uses the $4,299 Benelli 302S as a base.

Based near Bologna, Engines Engineering was founded in 1979 by Alberto Strazzari. They specialize in motorcycle design and development, and have worked with OEMs like Honda, Yamaha, Suzuki, Ducati, Benelli and many others. They also have a staff complement of around a hundred—so they have both the know-how and manpower to pull off jobs like this.

Dubbed the XR338, this plucky little street tracker is aimed squarely at the US market, and with younger riders in mind.

It was a passion project for EE’s man in North America, Michael Uhlarik, who’s also an award-winning designer in his own right. “Most US bikers had their first motorcycle experiences on the dirt, in a farm field or on a flat track,” he says.

“This year is the 50th anniversary of the legendary Harley-Davidson XR750, not only the most successful flat tracker in history, but also one of the most beautiful motorcycles ever made. It was past time that an accessible tracker was made that captures that, and makes it available to a new generation.”

“Small motorcycles are the future of urban motorcycling,” says Sig. Strazzari. “With more than 40 years experience helping top brands in Europe and Asia, we know how to inject passion and desirability into small motorcycles.”

The XR338 more than just a design exercise though. The custom and OEM worlds are littered with renderings and clay sculptures that never see the light of day—but this is an actual working prototype. What’s more, it’s a prototype that could go into production.

E&E designed the XR338 with current regulations in mind, including the Euro 5 standard, and the USA’s DOT and CARB certifications. It took them 120 days to build this prototype, which they reckon is 70% ready for mass production. And it would take less than six months to make up the last 30%, if green lit.

The Benelli 302S that it’s built on is an affordable 300 cc twin-cylinder naked, which makes 37.5 hp (28 KW) and 18.9 lb-ft of torque (25.6 Nm). But this donor’s not quite stock.

E&E have made changes to the main frame, trading the Benelli’s trellis design for a more flowing affair. It’s also got a new ECU and exhaust muffler, and a pair of 18” wheels that were machined specifically for this project. The suspension’s been tweaked to account for the new wheel sizes, and the bike’s revised mass.

But the team was careful not to change the base machine to the point of being impractical. Chief engineer on the project, Daniele Alvisi, explains that the team “worked very hard to preserve the fundamental performance characteristics of the Benelli, to reduce cost and maximize reliability.”

Sitting on top of the modified Benelli base is a full set of new bodywork pieces. EE used the same process any major manufacturer would: sketches, renderings, clay sculptures, and then final prototyping. The actual parts were then 3D printed in ABS plastic, but designed so that they could be produced on a bigger scale, using injection molding.

Under the tank panels is a steel reservoir, which was also designed with mass production in mind. The yokes, handlebars and risers are all new, and the speedo is a KOSO unit in an aluminum housing, with a CAN-BUS interface that lets it run seamlessly with the Benelli. The design is finished off with neatly-integrated LED lighting at both ends.

The XR338 is a stellar design—visually light and pared-back, with a cheeky solo rider setup that begs for shenanigans. If there’s a right way to design little bikes, this is it.

Now let’s just hope the big OEMs are paying attention.

Engines Engineering

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[DaveM]

Speed Read, 1 November 2020

The moto scene is sizzling this week, with Triumph launching its new Trident middleweight, news of a major custom exhibition in San Francisco, and Revival Cycles releasing a very sharp custom Husqvarna Svartpilen 401. And Germany’s Hookie Co have just shown how to tweak the Bonneville T100 without breaking the bank.

The new Triumph Trident ‘660’ is obviously the numéro du jour. First we had the Aprilia RS660 parallel twin, and now we have the new Triumph Trident, a triple with virtually the same capacity motor.

Having said that, the Trident is aimed squarely at the Japanese 650s and the Yamaha MT-07, rather than Italian exotica. The styling is a mix of old and new, and the bike is designed to appeal to both experienced and new riders.

Triumph quotes 80 hp and 47 foot-pounds of torque, with 90 percent of that torque figure on tap ‘across most of the rev range.’ So we can expect a typically tractable Triumph engine that’s less peaky than the old 675 triple.

Buyers will get a six-speed ‘box, two riding modes, ABS and traction control, and a good-looking hybrid TFT screen. The USD forks are from Showa and Nissin supplies the brakes.

On paper it looks good, and American riders will be able to see if it lives up to its promise in January. Pricing is sharp too—at $7,995, it’s a little more than the MT-07 but well under the Honda CB650R. We reckon it’s going to be a winner.

Husqvarna 401 Svartpilen by Revival Cycles The smaller Svartpilen is a cracking good city bike, and great on the rural twisties too. (And I’m speaking from experience—after enjoying a 401 press bike for a few months, I bought a 701 with my own money.)

This striking custom comes from the Texas workshop Revival Cycles, and cleverly tweaks the look of the ‘Pilen without losing its essential character. “Our customer came to us for a mild custom beach hopper, but as is often the case, things quickly escalated,” says Revival’s Gareth Roberts.

“He asked us for ‘raw metal brutalism’ so we focused on improving only what we felt needed to be improved. We decided to focus on brushed aluminium body pieces to replace the plastics, creating a more futuristic style. These were built entirely in-house by our skilled fabrication team.”

Other mods include stainless steel luggage racks for the seat unit and the tank, and Revival also repositioned the gauges at an improved angle—which addresses the single main failing of all ‘Pilen models.

There’s a vintage-inspired headlight screen, brush-finished with a polished edging, and an aluminium skid plate. Powertrain work is restricted to a custom muffler with an oval outlet and bespoke heat shield. New bars, risers and turn signals complete the build.

We always thought the Kiska styling of the Husky street models would be hard to improve on, but the restraint and quality craftsmanship on show here has proven us wrong. [Revival Cycles]

MOTO MMXX Motorcycle Exhibition It might feel like the world is closing in right now, but if you’re within distance of San Francisco, there’s a fantastic new custom moto exhibition to visit. It’s at The Museum of Craft and Design, it’s curated by Hugo Eccles of Untitled Motorcycles, and it’s rammed to the rafters with brilliant customs.

Many of the bikes have been featured on EXIF, and you may recognize some of the names—which include DesmoBIBU, Jens vom Brauck of JvB-moto, Alex Earle, Suicide Machine Co., Cherry’s, Ronin, Shinya Kimura, Walt Siegl, Kurt Walter of Icon 1000, Jack Watkins, and Bill Webb of Huge Design. Admission is by ticket only and the doors are open Wednesdays to Sundays. [More]

Triumph Bonneville by Hookie Good builders can transform the vibe of a bike with relatively few mods, and that’s what Dresden-based Hookie Co. have done here.

‘Greyhound’ is based on a 2019 Bonneville T120 Black Edition, which means it gets the 1200cc engine. Nico Mueller and his crew installed a stubby Zard exhaust system to reduce weight and add a little extra growl, and sharpened up the handling with a blacked-out set of YSS shocks.

The back end is tightened up visually too, with a tiny bolt-on rear loop and a shorter seat with a neat aluminum rack right behind it. The rear wheel goes up a size to 18 inches, to match the front, and Hookie have also tidied up the top triple tree.

The ignition lock, regulator/rectifier and speedo have all been relocated, the discreet blinkers are from Highsider, and the headlight has been upgraded to a powerful Koso Thunderbolt LED unit.

Finished off with a muted distressed grey finish, applied by the local legends at Chiko’s Pinstriping, this T100 is practical as well as stylish—and proves that Hookie can handle budget-conscious builds just as well as the big dollar stuff. [Hookie Co.]

S&S Cycle King of the Baggers Indian The most interesting motorcycle race of 2020 didn’t involve Marc Márquez, Toby Price or Michael Dunlop. It was the batshit crazy and weirdly compelling Drag Specialties ‘King of the Baggers’ event at Laguna Seca last weekend, and this is the Indian Challenger that won it.

Twelve enormous v-twins made it to the starting grid for the eight-lap race, all with professional prep and experienced riders on board. Ten were Harleys, two were Indians. The Indians finished first and third, with Tyler O’Hara taking the trophy on the S&S-prepped Challenger.

S&S gave the 108ci PowerPlus motor Stage 2 cams, ported heads, K&N air filters and a custom exhaust system which was also used by the third-placed Indian run by Roland Sands. New engine cases increased ground clearance, and a chain-drive conversion allowed the pit crew to easily change gear ratios.

To tame the handling, S&S installed re-valved FTR1200 forks with custom-machined triple clamps, and a custom tuned Fox shock—extended beyond stock to raise the bike up. Performance Machine billet wheels were hooked up to S&S-built hubs, and sized at 17″ to allow for the good rubber.

Other mods included carbon fiber bags, fenders and and new tank cover from Air Tech, to reduce weight, and a new seat from Saddleman—in a crazy shape to get O’Hara into a good riding position. Custom-made S&S rear sets and adjustable bars from Klockwerks also helped with the rider triangle, and a custom aluminum fuel cell boosted airflow to the engine and dropped weight even further. The final avoirdupois was 599 pounds, versus 806 stock.

S&S’ David Zemla reckons there were lots of reasons they won, “but chassis is definitely key. The Challenger is a really stiff chassis that uses the engine as a stressed member, making it far more conducive to road racing. We also spent an fair amount of time making sure we had significant lean angle.”

“Tyler ran in the XR series in the US years back, so we knew he could ride a v-twin style power delivery. He practiced at Laguna on a stock Challenger and passed guys!”

Congrats to S&S and Indian for the win—and to MotoAmerica for organizing the race. More of this, please!

[Images courtesy of S&S Cycle and Sean McDonald]

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[DaveM]

Peace Scrambler: A Suzuki TU250 Grasstracker by Heiwa

We’re always curious to see what bikes the world’s top custom builders choose to ride themselves. Because more often than not, they’re very different from the machines that make headlines and win awards.

Kengo Kimura and his shop, Heiwa Motorcycle, need little introduction. Kimura-san’s builds regularly leave our jaws on the floor, and he has multiple awards from the famed Mooneyes custom show to his name. But his latest personal project is this decidedly unpretentious Suzuki scrambler.

It’s based on a 2004-model Suzuki TU250 Grasstracker Big Boy, which is close to the ST250 that Kengo used for his last scrambler build.

The ST and TU were sold in different guises for different markets over the years (the TU250 Grasstracker Big Boy was available in Japan), but the bones are the same. It’s effectively a cute and practical 250 cc single-cylinder UJM, offering mild performance in a lightweight package.

For Heiwa (which means ‘peace’ in Japanese), it’s the perfect platform for a style that Kengo’s really into right now: small scramblers that can run equally well in the city and the woods. He’s built a handful of these already, and says that there are more to come.

“I’ve been into motocross since I was a teenager, and love to ride,” he tells us. “The scramblers in the series I made this time are not based on MX bikes, but on commercial vehicles.”

“Normally I use thicker seats, number boards, and projectors to run off-road, but this scrambler is not just for off-road, but for a cool ride on the street. So it is also low, and has a chic color.”

The TU250 comes with a 19F/18R wheel combo, which is pretty much perfect for what Kengo had in mind. So he simply swapped the rubber for a pair of Dunlop D603s—dual-purpose tires with a slight off-road bias. The suspension and brakes were left mostly stock, save for a new pair of Kayaba rear shocks.

The motor wasn’t fettled with either, but Kengo did swap the air-box for a pod filter. And he fabricated a show stopping stainless steel exhaust system, replete with a pair of reverse cone mufflers and custom heat shields.

The bike was rewired, too, with everything packaged in a new box hidden under the seat.

Up top is a classic tuck-and-roll saddle, covered in a synthetic material (since it’s bound to get muddy). Kengo shortened and looped the subframe, but it’s a far more elegant affair than your garden-variety cut-‘n-shut. It’s finished off with a custom fender and a Heiwa MC taillight, with a high front fender to match.

The fuel tank’s an aluminum unit, adapted from a 1976 Suzuki RM125 motocrosser, with a new bung welded in for the fuel tap. Kengo called in the painter Ninben to finish it off in a simple raw and blue combo, with subtle Heiwa logos.

The cockpit features a set of Renthal motocross bars and grips, with a custom-made bar pad adorned with the Heiwa logo. The layout is minimal, with basic micro-switches, a single mirror and an off-the-shelf speedo, mounted to the side.

A classic 4.5” fog light, and aftermarket bullet turn signals, round out the lighting package.

This unassuming Suzuki scrambler also packs one really clever feature. See that ‘oil tank’ on the right side of the bike? It’s actually a 1.5-liter fuel cell, holding just enough gas to get you that last bit home.

Rather than plumb it into the main system, Kengo made it easy to remove, via just two bolts under the seat. So it effectively functions as a handy little jerry can.

Heiwa’s TU250 ramps up all the finest qualities of small bikes: it’s practical and approachable, and should be able to go just about anywhere.

Who else wants one?

Heiwa MC | Facebook | Instagram | Images by (and with thanks to) Kazuo Matsumoto

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[DaveM]

BAVARIAN BRUISER: BMW R1150GS by TOMA Customs.

There’s no denying the latest trend in the custom bike scene is building retro inspired and stripped-back desert sleds and adventure bikes. But taking on an adventure bike project can be a lot more challenging than it looks. The team from TOMA Customs found this out the hard way when their client, Bernard, approached them to transform his BMW R1150GS Adventure. Bernard is a filmmaker and no...

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[DaveM]

The Disruptive: Bad Winners’ Yard Built Yamaha XSR700

Yamaha’s annual ‘Yard Built’ competition was one of the first and most highly publicized custom competitions, delivering a steady stream of killer bikes. This year, the event has been a little more muted due to COVID, but the quality of builds remains high.

We love this XSR700 from EXIF regulars Bad Winners, the Paris workshop that includes Formula 1 driver Charles Leclerc amongst its clients. Builders Walid and Benoit worked off a 2D concept called The Disruptive, produced by the Photoshop design specialist Barbara Motorcycles.

The project had an unusual gestation: Walid was one of the judges for a Yamaha promotion called ‘Back to the Drawing Board,’ and Yamaha asked him to turn the 2D Barbara concept (above) into a 3D reality. Bad Winners have now gone one step further and made this custom available as a kit.

The striking design is inspired by the Yamahas that raced on American flat tracks in the 1970s, hence the gold and black colors. And the XSR700 is a terrific starting point: it’s light, reliable, huge fun to ride, and loved by owners and journos alike. If there’s a fly in the proverbial ointment, it’s the styling—and Bad Winners have fixed it.

The XSR700’s stock setup includes a fuel cell covered by plastic panels—but this has been ditched in favor of a one-piece carbon fiber fuel tank. The tail piece is finished off with a slim leather seat, and everything bolts to the Yamaha’s stock mounting points.

Like an increasing number of pro builders these days, the French workshop handles its own carbon fiber work. The new body parts were first modeled and printed out in 3D, and then turned into molds for the final shaping process. (Fiberglass is used for the commercial kit.)

The upper and lower triple trees are custom-made, and clamp onto MT-09/YZF-R1 forks. On the kit, the front wheel and brakes will be carried over from the MT-09 too, but this prototype uses Beringer brakes and an ultralight Dymag UP7X forged aluminum front wheel—as seen on many WSBK machines. The stock back wheel has a lightweight disc cover for added visual impact.

The rims are shod with Dunlop’s unusual new Mutant rubber. It uses compounds more commonly seen on ‘hypersport’ tires, and matches them to a tread pattern taking elements from racing wets and dirt track tires.

A Renthal Fatbar on Gilles Tooling flat track risers adds to the circuit vibe; it’s home to Renthal grips, Motone switchgear, Motogadget bar end indicators and a Magura radial master cylinder.

The increasingly popular Koso Thunderbolt LED headlight leads the way, attached via a custom bracket, and there’s an LED taillight molded into the rear frame loop.

There’s a new digital dash too, but it’s no off-the shelf unit. Bad Winners have an in-house electronics guru, and have developed their own plug-and-play dash, that’ll also be available for various other motorcycles in the near future.

The engine has been left alone, but since it’s one of the XSR700’s best points, that’s just fine. An Akrapovič titanium exhaust brings some extra noise to the party, unlocking a little extra power and dropping almost two kilos of weight over the stock item. At the intake end are free-flowing K&N filters.

Even though no cutting or welding was allowed on this build, it still feels like a full custom. We can’t quite pin down the style—Walid says he aims to ‘decompartmentalize’ the genres of motorcycling—but it looks like a million euros.

If you’re smitten too, Bad Winners can build you an XSR700 very similar to this, for €16,990 including the donor bike. And if you already have an XSR but want to amp up its style, drop them a line for pricing.

Bad Winners | Facebook | Instagram | Images by Pictures And Motion Studio

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[DaveM]

SPEEDWAY INSPIRED: Yamaha XS650 ‘The Skinny’ by Studio Motor.

For the vast wealth of knowledge that has been placed at your fingertips by the global growth of the internet, there still remains some of the best stories left untold. While Board Track racing boomed in the US in the early part of the 20th century, across the Pacific in Australia and New Zealand, Speedway was the name of the game. With huge prize money on offer, riders from America...

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[DaveM]

Bushido: A Suzuki GSX-R1100 with Katana style

If the next wave of custom motorcycling is focused on retro sportbikes, we’d be okay with that. The 90s are stacked with potent four-cylinder donors, hidden under massive fairings with loud graphics. So there’s potential there—if you know how to liberate it.

Named ‘Bushido’ after the ancient Samurai code of honor, this stripped-down Suzuki GSX-R1100 features a Katana-inspired headlight, and a seat that’ll barely keep you attached to the bike. Now consider that it produces 156 hp and 115 Nm, and it’s just the right brand of mad science.

It’s the work of Rusty Wrench Motorcycles in Faro, Portugal, and it balances both cafe racer and streetfighter sensibilities, with a few nods to Suzuki’s Japanese heritage. “The moto is a tribute to Suzuki Katana from the 80s,” says RW front man, Francisco Correia, “and the name is a tribute to the way of life of the Samurai.”

Starting with a 1996-model GSX-R, Francisco tore off its fairings and body panels, until only the tank remained. That left the Suzuki’s square aluminum frame and beefy four-cylinder motor exposed, creating a more mechanical and aggressive aesthetic. The tank’s adorned with a CNC-machined gas cap from Slingshot Racing, and an upgraded venting hose that looks miles better than the stock rubber tubing.

Just behind the tank is a stubby seat, with a sharp kick to catch the rider. The upholstery is top shelf: a combination of Alcantara and perforated leather, with contrast stitching and a RW tag sewn in.

RW fabricated a new bolt-on subframe to accommodate it, and finished off the arrangement with a pair of hand-shaped side panels to fill in the gaps. The taillight sits under the seat; an LED held in a neat aluminum plate. And the license plate has been relocated to a custom-made bracket behind the rear wheel, mounted to the left of the swingarm.

At the opposite end, RW built a custom aluminum headlight nacelle that echoes the lines of the iconic Suzuki Katana, but in a smaller size. Equipped with an LED headlight, it nails the Katana vibe, giving the bike an almost parts bin special feel—even though it’s not.

Tucked into the back of the fairing’s raised section is a small dash, complete with a tiny Motogadget speedo and a set of LED warning lights. RW have used a bunch of Motogadget parts, including a keyless ignition, bar-end turn signals, and their glassless rear view mirrors (not pictured). The cockpit’s finished off with LSL clip-ons, new grips, and Nissin radial clutch and brake master cylinders.

There’s not a whole bunch of performance tuning going on here—but with tons of power out the crate and added weight saving, there doesn’t need to be. RW gave the engine a decent once-over, and decided to leave it (and the air box) stock, replacing just the exhaust mufflers.

A YSS rear shock was installed, and the brake discs were all upgraded to EBC items. The tires are Continental ContiSportAttacks—sportbike tires designed for aggressive street riding and occasional track use.

The last few pieces of the puzzle include custom rear-sets, a modified front fender, and a custom-built belly pan that ties the overall design together nicely.

RW have kept the livery minimalistic on this one; a deep grey metallic paint job, with the forks, wheels and motor finished in black. Highlights are subtle red accents like the ‘Bushido’ motif on the tank, seat stitching, rear shock spring, and even the ‘Tokico’ logos on the OEM brake calipers.

This GSX-R1100 is a great example of a 90s sportbike done right. Yes, it’s a little busy and a lot crazy—but it also has a killer stance and a host of well thought-out details.

Put together, it just works.

Rusty Wrench Motorcycles | Facebook | Instagram | Images by Paulo Teixeira

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[DaveM]

Review: The Ducati Scrambler 1100 Sport Pro

When Ducati launched the Scrambler line in 2014, it did so promising a template. A kind of 750cc, air-cooled blank slate, ripe for personalization with easily interchangeable body panels, seats, and cowls. A Ducati; just one reduced to its elements.

The Scrambler line was envisioned to gently and stylishly entice new riders into the fold. Which makes you wonder, seeing the Öhlins suspension, Brembo monobloc brakes and the over-under barrels of Termignoni silencers glinting against the matte black paint of the $15,500 Scrambler 1100 Sport Pro, if Ducati can even help itself.

The line-topping 1100 Sport Pro is a Scrambler for the savvy. Priced a hair under the Monster 1200 S, it boasts classic Ducati bark and aptitude, but with friendly upright ergonomics and broad bars. It begs for a fast ride through urban foothills. Makes you contemplate a canyon dogfight with sportbikes.

Most of all, it begs for a flogging.

The air-cooled 1,079cc twin dates back to the Monster EVO. It meets Euro 5 emissions standards, is flawlessly fueled through by a new single throttle body, and that’s just about the only polite thing about it. It’s a classic desmo, snarfling air and fuel, turning them into thrust and vibrations and crackles and noise.

It’s this evocative nature that makes the engine of the 1100—despite being a generation or two past its prime—feel thrilling. There’s a raspy rawness to the big air-cooled mill that’s polished off and hushed by water cooling.

It comes with a considerable sacrifice on the dyno: Modern water-cooled twins like the Indian FTR 1200 or Monster 1200 are good for between 115 and 130 horsepower at the wheel. The Scrambler 1100 is only good for around 75 horsepower. Performance-wise, that puts it on par with high-strung singles like the much lighter Husqvarna Svartpilen 701.

Ducati is asking a lot of Scrambler 1100 Sport Pro riders. Their $15,500 will have to buy an awful lot more than a little noise and nostalgia. It takes a few top shelf parts and technology to make up that gap.

This, of course, is a long stride from the simple motorcycle Ducati set out to make with the Scrambler line. Somehow, it works.

Credit goes to the Öhlins suspension. The 45mm upside-down fork and the rear shock are both preload and rebound adjustable, and both have 150mm of travel. Almost six inches of suspension means the Sport Pro can laugh-off potholes, and dispatch commuting chores like curb-hopping with ease. More appealing, the fancy fork and excellent Pirelli MT60 RS tires are right at home keeping the machine stable and surefooted on twisting, crumbly roads. Where a more sport-oriented machine might require precision and faith in grip, the 1100 Sport Pro asks for guts and a dopey grin.

Like the rest of the Scrambler family, the Sport Pro carries its mass high. With the upgraded suspension a confident rider can approach corners swinging like the weight atop a metronome, descending into apexes in powerful, deliberate arcs. A pair of four piston Brembo Monobloc M4.32 callipers grasp 320mm discs, adding confidence to corner entry. So does the addition of cornering ABS — should your guts go twisted and your dopey grin turn to a grimace as front end grip fades.

Traction control handles over-ambitious corner exits. With those 75-horsepower, you’ll seldom notice its intrusion.

From the electronic aids to the premium spec sheet of the Sport Pro, there’s nothing that shouldn’t come as standard issue on a $15,000 motorcycle in 2020. It’s no surprise to see throttle-by-wire make an appearance, or three riding modes, two of which you’ll probably forget all about.

There’s not a single new thing about this recipe for success — but that doesn’t make it less compelling.

When dusk falls on Los Angeles, city lights reflect in the high-gloss 1100 scrawled across the aluminum tank panels. The matte black paint glows subtly. Gold fork legs seem incandescent. The rip of combustion—only somewhat stifled by those shotgun Termignoni mufflers—flushes woodpeckers from their perches on palms.

The Scrambler might ostensibly be a Ducati experience on a budget, but the top of the line couldn’t feel more authentic. The details are full-fat Ducati.

Pale brown embroidery sets off a grainy brown leather seat. The LED running lights are sculpted, a bright white glowing ring up front, a red horseshoe out back. Bright accents of exposed metal gleam on the engine case covers and cylinder heads. The black alloy wheels are spindly and purposeful. Bar end mirrors are pretty and tidy. Too nice to replace.

Over and over, that’s the feeling you get from the Scrambler 1100 Sport Pro. It’s a finished machine. Something from Ducati’s past. A remembrance. A big departure from the Scrambler as we know it — and a hell of a lot more fun because of it.

Ducati Scrambler 1100 Sport Pro product page | Images by Michael Darter | Via Iron & Air magazine. Subscribe.

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[DaveM]

Speed Read, 8 November 2020

Royal Enfield set their sights on the small bike market this week with the new Meteor 350, while Voxan break records with their electric-powered Wattman. Plus Hookie Co. are back with a slick Triumph Bobber Black conversion, Nmoto have a new concept based on a BMW scooter, and a Triumph Trackmaster replica has just sold for new bike money.

Triumph Bobber Black by Hookie Co. The German shop Hookie Co. have been pretty busy. Last week, we featured a Triumph T120 from them—now we’re looking at a suave Triumph Bobber Black that’s just rolled out of their Dresden premises. Neither bike is an extreme, ground-up custom, but both convey how just a few key changes can make a big difference.

The Bobber Black is a hard bike to improve on, but Hookie have done well here.

The fuel tank is stock, but the Alcantara seat is new, along with a floating aluminum fender that mounts without the Triumph’s OEM struts. A lick of paint and a hand-lettered ‘H’ from Chiko ties it all together.

Hookie have also been busting their asses to product an every-growing range of plug-and-play parts. This Bobber is stacked with their new ‘Frozen’ grips and valve caps, and their ‘Rapid’ turn signals and taillight. The radiator guard and the covers on the faux carbs are also from their catalog.

A few more tweaks take it over the finish line; the front forks have been lowered a touch, the engine and Zard cans have been blacked out, and there’s a new gas cap from Motone. There’s also a Koso LED headlight, Motogadget speedo, new handlebars and a set of bubbly Heidenau tires. Added up, it’s a rad twist on the already handsome Bobber Black. [More]

The New Royal Enfield Meteor 350 The motorcycle market is jonesing for small, affordable bikes with style. And Royal Enfield might just have the answer in their new Meteor 350.

Just launched in India, and coming to Europe in 2021 (no word on the USA yet), Royal Enfield is pitching the Meteor as an ‘easy cruiser.’ Designed as a collaboration between Enfield’s Indian and UK design centers, it’s powered by a 349cc air-oil cooled single that’s good for 20.2 hp and 27 Nm. The setup includes a balancer shaft and a five-speed ‘box, and should make for an approachable and easy-going machine.

As you’d expect from a small cruiser the seat height and center of gravity are low and the pegs are forward mounted. It’s available in three different guises: the base model Fireball, mid-spec Stellar, and full-spec Supernova, which comes with a passenger backrest and screen too. All three models come with 19F/17R alloy wheels, ABS-equipped brakes and LED lighting.

Royal Enfield have also equipped the Meteor with the ‘Tripper’. It’s a simple, turn-by-turn navigation system that runs on the Google Maps platform and interfaces with your smartphone, and it’s a really nifty detail.

The Meteor looks nothing like the 1950s Enfield it’s named after, but it does have a small hint of styling from the marque’s popular Bullet model, and it does look good. We mostly love it for how unpretentious it is, and can’t wait to ride it. [Royal Enfield]

The Voxan Wattman breaks records Back in July, we reported that boutique French manufacturer, Voxan, were going to attempt to set a new world record with their electric-powered Wattman. And they’ve done just that… in spectacular fashion.

Designed by Sacha Lakic and piloted by GP legend Max Biaggi, the 425 hp Wattman was aiming for a speed of 330 km/h. It shattered that record, setting a speed of 366.94 km/h [228 mph] in the ‘partially streamlined electric motorcycle over 300 kilos’ category.

Then a naked version of the Wattman (above) broke the ‘non-streamlined’ record, with a speed of 349.38 km/h [217 mph].

There’s a process to setting a land speed record: you need to do two one-mile runs in opposite directions, with a flying start. Your official speed is then calculated by averaging the two runs. So the top speed that the Wattman reached was actually 408 km/h [253 mph] with its fairing, and 372 km/h [231 mph] without.

Voxan and Biaggi didn’t just break existing records on the day—they set a bunch of new ones too. Over various distances, from both standing and flying starts, and with and without its fairings, the Wattman laid down a number of top speeds that are going to be hard to top. But we’re hoping someone tries. [More]

Nmoto Golden Age concept Florida-based Nmoto are mostly known for their ‘Nostalgia’ design—a kit that transforms the R nineT into a modern-day homage to the classic BMW R7. They’ve just unveiled their next project, and it’s just as art deco as ‘Nostalgia.’ Dubbed ‘The Golden Age’ and still in concept phase, it’s a design that tips its hat to 1936 Henderson Courtney Prototype, but uses a scooter as its base.

That’s right: The Golden Age kit will be built to sit on top of the relatively new BMW C 400 X scooter. I’m an unashamed fan of the convenience and fun factor of scooters, and the C 400 X is one of my favorites. It’s nippy and easy to ride, and is packed with tech features, like a TFT display with full smartphone connectivity.

The render shows a Henderson-inspired body kit to sit on top of the BMW chassis, but Nmoto’s press release promises that none of the scooter’s tech will be neutered in the process.

If they pull this off, it would make for one truly interesting machine—all the style of yesterday on a modern, usable base. And it’s the sort of style that could work well with an electric drivetrain, too. (Plus those BMW kidney grills up front are just magnificent.) [Nmoto]

1972 Triumph Trackmaster Replica Here’s one to file under ‘just missed it’: this fabulous Trackmaster replica just sold for $12,500 on Bring a Trailer. That’s about the same price as a brand new Speed Twin… but this an entirely different machine.

Original Trackmaster Triumph race bikes are as rare as they are revered, so this one’s a carefully constructed replica. Located in Portland, Oregon, it was reportedly bought from a collection in 1991, and restored in 2002—but details on its true origins are light.

According to the listing, it was built in the style of a period-correct TR6R racer, using a Trackmaster frame and a 750 cc 1969 TR6R parallel twin motor. The motor is mated to a five-speed transmission of unknown origin, converted to right-side shift, with a Tony Hayward clutch and a battery-less ignition system.

The carbs are Mikunis, and the exhaust is a blacked-out twin pipe system with open megaphone mufflers. The engine was apparently rebuilt during the last restoration, but it hasn’t been started since.

The rest of the build includes 18” spoked wheels on Barnes hubs, Ceriani forks, Works shocks and Grimeca brake calipers. The bodywork consists of an alloy tank, and a red tail section and fairings. It’s a hella neat replica that should provide miles of smiles—once the new owner gets it running again. [Via]

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[DaveM]

REIMAGINED RETRO RUNNER: Yamaha ‘700GT’ by RUAMACHINES.

Over the last decade, major motorcycle manufacturers have increasingly looked to the custom motorcycle scene, not only to establish and inform the latest stylistic trends and crazes within the moto space, but also as a means of marketing their respective two-wheeled wares, calling on big-name one-off builders to demonstrate various model’s conduciveness to customization. And...

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[DaveM]

BRITISH BESPOKE: The Langen Two Stroke.

There is a rare breed, summoning the pioneering spirit of a century ago, who invest first their life and then their savings into creating a motorcycle company of their own. The brainchild of Christofer Ratcliffe, Langen Motorcycles are proudly designed, engineered and built in Wigan, England. But make no mistake, these are no boutique bikes for trust fund babies, The Langen Two Stroke is the...

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[DaveM]

Dutch Treat: A scrambled W650 with a hint of XT500

Scramblers are hot property right now, but we love the traditional style just as much as the modern. And the look doesn’t get much more classic than this remixed Kawasaki W650 from Dutchman Martin Schuurmans.

Martin is a product designer who hails from the city of Eindhoven, but he grew up in a little village in the north of the country. Petrol has coursed through his veins since a young age: “Our house was on the route to the TT circuit in Assen, so my brother and I watched hundreds of bikes passing by each year,” he says.

This classy Kawasaki is an intriguing blend of W650 parts and Yamaha XT500 design cues. It’s one of those mash-ups that shouldn’t really work—but a smart designer can pull it off.

Martin is smart, but also a relative latecomer: he parked his interested in motorcycles for ten years, using his spare time to set up and run an incubator and shared space for young Dutch designers.

Fortunately, his brother Lennard has always worked on motorcycles and inadvertently rekindled Martin’s interest. “Lennard’s passion for motorcycles exceeds mine by far,” says Martin. “He was drawing motorcycles when he was five years old, and he still is!” Together, they built a Dirt Quake flat track racer. Martin got back into the game, and commissions followed.

This desert sled was briefed in by W650 owner Vincent. “He wanted the looks of a vintage desert sled and he wanted to merge his 2001 Kawasaki W650 with his 1980 Yamaha XT500,” says Martin.

“He loved the aesthetics of his XT500, and the reliability and looks of the W650 engine.” So Martin and Lennard bounced ideas around, drew up some sketches, and presented a design to Vincent. “Thanks to Lennard I know what makes a true desert sled, and where to draw the line. We went back and forth with the design until we were all satisfied with the result. And then I was the one who was building the damn thing…”

He’s done a great job. The XT500 petrol tank slotted on with revised mounting points on the frame, but the position of the petcock became a problem—it was touching the cylinder heads. So Martin came up with the idea of a floating petcock: “My old workplace instructor André Wiersma made a really nice piece out of brass to solve the problem.”

The rear fender from the XT500 is in play too. After rust repairs and a spot of welding, it fitted after Martin chopped the W650 rear frame to make room. “I decided to keep some of the dents in the fender to preserve the original character.”

The XT500 tail light mount was slimmed down and reshaped. “We wanted to keep the basic shape, but slim it down a little. I also cut off the license plate holder and fabricated a new one, which is mounted under the fender so it ‘s not interrupting the lines of the fender itself.” A much smaller, Lucas-style rear light also replaced the original giant rear light of the XT500.

The plush new Bates-style seat looks the part, and will also help to cushion hard landings. Martin has even repositioned the quick release system, so the seat is still removable with the turn of a key.

Lennard did most of the shaping work, and Martin made the seat pan. “I upgraded my MIG welder so I could weld my first aluminum creation, and the fine upholstery job is done by Klaassen Originals from Eindhoven.”

“Nowadays it’s a trend to make thin, sleek seats, but in the late 60s they wanted comfort over looks,” says Martin. “And for desert racing they raised the seats so it was easier to stand up while jumping over rocks and dunes. That’s also why they had higher and wider handlebars—it allows for more control in the loose sand.”

To keep the desert sled vibe going, Martin changed the stock W650 bars to a wider and higher flat track version, supplied by Rusty Gold in Amsterdam. (“Thanks Zoran for your great suggestion to go for the chrome one, instead of the black one I originally intended!”)

The stock rear suspension was replaced by new fully YSS adjustable shocks, to give the bike a racy look with a bit of a modern feel.

The W650 engine was strong, so Martin gave it a thorough service and left the internals alone. “It’s probably one of the best looking old school engines of the last three decades,” he says. “Together with the tubular steel frame, it provided the perfect old school bone structure for the late sixties desert sled feel we were aiming for.”

The exhaust pipes are made out of 304-grade stainless steel. “A bending machine gives me the ability to do everything myself by hand,” says Martin. “It’s not possible to bend beyond a certain radius, so I have to make the sharp corners with the ‘lobster’ technique.” After a few detours, Martin managed to come up with something elegant and practical at the same time.

Martin’s client Vincent gave the almost finished W650 a test run at the Distinguished Gentleman’s Ride in Amsterdam. Back at the workshop, Martin added the final touches—including a front fender and skid plate, which adds a slightly more modern look.

There’s plenty of patina on this machine already, but Vincent has already added more. And we’re slightly jealous of him. If only there was a way around modern emissions regulations to recreate a simple, classic scrambler that could be sold in showrooms around the world, at a decent price.

Martin Schuurmans Design | Instagram | Studio images by Ronald Smits, outdoor images by Lennard Schuurmans

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[DaveM]

CB XXX: A top-spec Honda CBX1000 from dB Customs

The Honda CBX1000 is not only iconic—it’s massive. The six-cylinder, 24-valve behemoth was a beast in every sense of the word: an unapologetic sport bike that was blindingly quick for its time.

It was also designed way before stubby tail sections were en vogue. Old CBXs look unbalanced by today’s standards—but to purists, they hark back to a time where function trumped form. If that’s your vibe, rejoice: this CBX1000 restomod from dB Customs still wears all of its original bodywork… and paint.

But don’t let these period-correct looks fool you. There might not be a lot of custom work going on aesthetically, but this Honda is jam-packed with performance upgrades. And that’s just how Darren Begg, the man behind the dB Customs, likes it.

Based in Ottawa, Canada, Darren has a thing for old Japanese bikes that go fast. And he knows how to make them go even faster. His projects are mostly late 70s and 80s restomods and race bikes, always with modern upgrades. This 1979-model CBX came from a client in New York—its original owner—with less than 12,000 miles on the dial.

Darren’s focus was entirely on performance and weight saving. So this CBX features engine work, top shelf suspension and brakes, and carbon fiber wheels. It now weighs just 465 lbs wet.

The CBX might have been in original condition, but that didn’t stop Darren from tearing it down and sending the frame off for a fresh coat of black. And the motor’s low mileage didn’t stop it from being rebuilt and bored out to 1,147 cc.

Inside you’ll find JE Pistons, Carrillo rods, Web Cam camshafts, and cam chains, guides and tensioners from Vince & Hyde Racing in New Zealand. Ray Mancini at Xtreme Motorsports gas-flowed the head, and the bike’s been rewired with an IgniTech ignition and Dyna coils.

Darren’s a dealer for the Japanese company JB Power, so he used an oil cooler and a set of Keihin flat-slide carbs from them. And they supplied the stunning hand-bent six-into-one titanium exhaust system.

For the suspension, he picked out a set of Öhlins FGRT 202 forks made for the BMW S1000RR, with a 10 mm longer stroke. They’re held in place by a set of custom CNC-machined triple clamps. The rear shocks are Öhlins KA149 units, hooked up to a modified Kawasaki ZRX1200 swingarm from Over Racing.

The wheels are lightweight carbon fiber 17” Dymag CA5s, shod with Avon Spirit ST tires. The brake setup is a mash-up that includes Brembo calipers and rotors, a custom rear brake mount and tie rod, and Speigler lines. There’s also a Brembo RCS front radial master cylinder and lever.

Upgrades to the cockpit include new clip-ons and grips, bar-end mirrors, the switchgear from a Suzuki GSX-R1000, and a Koso speedo. The headlight’s an LED item from JW Speaker, the taillight is OEM, and the slim LED turn signals are from Koso.

More JB Power parts finish off the build, like billet aluminum rear-sets and engine mounting braces. And naturally there’s a new chain and sprockets, a bunch of fresh fasteners, and safety wire in all the right places.

To the untrained eye, this CBX is just another late-70s naked with too much junk in the trunk—albeit a very clean one. But to those that know, it’s a mouth-watering machine; brutal and authentic, but with a contemporary parts spec that ticks all the right boxes.

Our only wish is that we could be there when its owner turns the key, so that we can hear all six cylinders light up that titanium can.

dB Customs | Facebook | Instagram | Images by Darren Begg

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