Custom Motorcycle Builds

[DaveM]

Road Tested: Gear from Icon 1000, Shoei and Merlin

Looking good on your bike shouldn’t mean compromising safety. Join us as we check out Shoei’s new retro motocross helmet, a stylish pair of boots from Icon 1000, and gloves from Merlin.

Shoei EX-Zero Vintage motocross helmets are still hot property, with new models occasionally hitting the market. Today, we’re looking at Shoei’s entry in to the segment: the high-specced EX-Zero.

The EX-Zero is quite possibly the most modern ‘retro’ helmet on the market. Its design and styling is reminiscent of Shoei’s MX helmets in the 80s—models like the EX3 and Supra-X. So it’s a good-looking lid, with bags of attitude and smooth lines.

I love the classy little ducktail lip around the bottom of the front and back, and the six-vent design on the chin bar that’s lifted straight from its ancestors. It’s available in a few sweet color options too, with six flat colors and one graphic on offer.

Looks aside, it’s built just like Shoei’s more contemporary lids. Holding it side-by-side with my Shoei RYD, the EX-Zero has the same 5-layer composite ‘Advanced Integrated Matrix’ shell, and the same plush, removable interior. And just like the RYD, its cheek pads have tabs for quick removal (to assist first responders in removing your helmet safely if things go random).

The EX-Zero’s also very well made and neatly finished. The liner is capped off around the eye port, and along the bottom of the helmet, with strips of faux leather and faux nubuck—adding to the old school feel without compromising the practicality of the modern liner.

Everything feels premium, with no visible inconsistencies—from the paint to the wire mesh in the vents and the rubber edging, Except, of all things, the Shoei logo up top. It’s nothing more than a sticker, and on my helmet sits just skew enough to trigger my OCD.

Shoei has a reputation for helmets that fit great, and the EX-Zero lives up to it. There are no surprises in the size guide, and it feels cushy and comfortable straight out the box. There’s no official weight listed for the EX-Zero, but it’s light enough to be all-day comfy, and the liner does a solid job of keeping things breezy.

The eye port’s nice and spacious too—big enough to squeeze a in pair of the ubiquitous 100% Barstow goggles. But since this is a totally no-fuss design, there are a few caveats. That wide front opening and the chin bar vents let in enough air to keep you cool, but they’re always open. And while the EX-Zero isn’t as noisy as some other helmets in this style, it’s not exactly quiet either.

It is surprisingly aerodynamic though—even with the optional peak fitted. It’s a traditional three-snap arrangement, but it sits tight on the shell and does an excellent job of channeling air around it. Even at highway speeds I didn’t notice any rattling or head lifting.

The EX-Zero’s also packing a very stealthy feature—a drop down visor that, in theory, negates the need for goggles. It hides away inside the shell, and drops down by pulling on one of two small tabs, located on either side. (A spring-loaded mechanism with a lever on the outside of the shell would have ruined the EX-Zero’s simplistic approach.)

Both the visor and the mechanism are very well thought out. You can set it to ‘stop’ at three different heights, depending on your face’s proportions. The helmet ships with a clear visor, but I swapped mine out for a tinted one in a matter of minutes.

There is one fatal flaw with the system though—at anything over 40 mph, air starts to get around the visor. And at 50 mph, it’s pretty much useless. I found myself relying on it for quick around-town jaunts, but for longer rides a good set of goggles (and some ear plugs) are a must. If I had my way, I’d convince Shoei to ditch it altogether—which would hopefully knock the price down too.

At £359.99 (plus another £29.99 for the peak) the EX-Zero costs a fair chunk more than its direct competitor, the uber-popular Bell Moto 3. That said, I own both, and so far I’ve picked the EX-Zero every time—mainly because it’s so damn comfortable. [Buy]

Icon 1000 Varial Boot Whether it’s their gear or their outrageous custom bikes, Icon 1000 have always marched to the beat of their own drum. The new Varial boot embodies this ethos; mashing up different styles to create a boot that looks killer and keeps you protected.

The Varial is styled mostly like a casual boot, but with a few details that throw you. The sole has a strong sneaker vibe too it, and there’s a strap further up that’s not unlike those on vintage motocross boots. Icon 1000 have kept their branding extremely subtle, and loaded up on rad design elements—like the well padded and perforated tongue.

Made from full-grain leather, the Varial comes in either black or brown. I picked latter—partly because the specific leather used on the brown Varial is said to distress quicker, and I like my gear to look worn in. Be warned though: with no shifter pad built into the design, the area on top of my left boot got real messy, real quick. (I don’t mind it, but some people might.)

That leather’s also really supple, so the Varial doesn’t need to be broken in much. I picked my usual boot and sneaker size, and the sizing was spot on. It’s an easy boot to get on too—and that’s not something I can usually say about boots.

My Yeti-sized feet have high bridges, so any lace-up boot needs to be unlaced a bit before I can slip into it. Icon have very cleverly added an elasticated panel around the back of the ankle, along with a super-sturdy leather pull tab. Problem solved.

The lace system itself is a pretty straightforward affair, with metal hardware and barrel laces. That extra strap is a little fiddly to fasten down at first, but once in place it adds extra stability and holds the laces down a bit. (It’s a proper old school setup, with a small stud and three holes for basic adjustment.) There’s a ‘lace pouch’ built into the tongue too; it completely swallows loose ends, but tucking them in there’s a process.

As for protection, the Varial has reinforced material in the toe and heel, and D30 pads built into the ankles. It’s also about an inch higher than most ankle boots, making it feel just that little bit more secure. The footbed is reinforced and stiff enough for maximum stability on the bike, but with a little flex built in for when you’re off it.

At $175 it’s tough to beat the Varial’s style and protection combo. I’m pretty stoked on mine, and you can bet they’ll be in circulation for a long time. [More]

Merlin Boulder Glove British gear manufacturer Merlin are fast becoming known for making solid gear that doesn’t break the bank. Their stuff is among the best selling in our shop, so I figured I’d try out a pair of their gloves: the £79.99 Boulder.

The Boulder is an elegant cowhide glove with a very versatile style. Available in a black and brown combo with contrast stitching, it’s a short-cuff design that’ll look just as good on a cafe racer as it will a scrambler. It scores high on style; the contrasting leathers have been used well, and the stitching patterns vary in different areas of the glove.

On the practicality side, Merlin have included a Velcro closure, a pull tab to help get the glove on, and some extra material on the palm. Perforation on the palm and fingers add a measure of ventilation too. There’s not much protection up top though—just some light padding on the upper panel.

The only branding is Merlin’s phoenix logo embossed on the pull-tab, and their name printed on top. The former feels classy, but the latter looks like an afterthought, and could have been executed better. My only other gripe is minor: each glove has two tiny leather tabs with holes just inside the cuff, to attach the gloves to the packaging. They have no use once the packaging’s been ditched, and I’ll probably end up snipping them off.

Other than that—and one or two untidy seams that I only really picked up when I looked very, very closely—the Boulder appears well made. Unfortunately I haven’t ridden in mine much, but that’s on me. Merlin’s gloves run roughly a size small—and I picked my usual size instead of first consulting their size chart. (Measure your hand and go according to their chart, and you should be fine.)

Even so, I have managed to squeeze my hands into the gloves a few times. And other than the fact that they’re too tight, they have a great, pliable feel to them. Chances are I’ll pass them onto a friend, who will no doubt get many happy miles out of them. [Buy]

Location images by Devin Paisley

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[CarlS]

I do not like lace up boots for motorcycle riding. I don't want strings coming loose and getting tangled. I had that expereince back in the early 60's and have never ridden with laces since.

 

[DaveM]

Custom Bikes Of The Week: 4 August, 2019

The Bathtub is back, thanks to BAAK’s Interceptor 650. Plus an Indian Chief with a barbecue grill attached, a cool kit for the Ducati Scrambler, and news of Triumph’s insane new Rocket 3—with 221 Nm of torque.

Indian/Traeger sidecar hack by See See Motorcycles Remember when See See Motorcycles put an espresso machine in a sidecar? Well, they’re at it again—except this time, they’re smoking meat instead of grinding beans.

In a collaboration with Traeger Grills and Indian Motorcycle, See See’s Thor Drake has stuck a fully operational wood pellet grill into a sidecar rig. The motorcycle is an Indian Chief Dark Horse, the grill is a Traeger Ironwood Series 885, and the sidecar is a vintage item that’s been restored. And yes, getting all that to play nice was as complicated as you think.

I saw the build in progress at See See’s Portland workshop, and there was a lot going on. Mating the sidecar to the Indian took some doing, but even more work went into getting the details right. Note the sidecar’s modern alloy wheel, and how its fender matches the bike’s front fender.

Thor’s quirky sense of humor is on full display too. The grill vents via a pair of actual motorcycle exhausts, and the handle to open it is a set of handlebars. Park this and See See’s mobile cafe rig next to each other, and you’ve just about got the perfect picnic. [More]

Royal Enfield Interceptor by BAAK Motocyclettes We loved the Royal Enfield Interceptor‘s classic, minimalist style the moment we saw it—and a number of custom shops have already proven how well it responds to wrenching. This latest example comes from France’s BAAK Motocyclettes, and it ramps up the Interceptor’s charm with just a hint of quirkiness in the mix.

Bucking the trend of stripping as much as possible off a bike, this Interceptor’s main feature is a rear fairing. Like the ‘Bathtub’ Triumph BAAK built a while ago, it’s a nod to Triumph, Norton and BSA designs of the 50s and 60s—and a tip of the hat to Vespa. The design started with sketches, which then became cardboard cutouts before the final form was hand-shaped in aluminum.

There’s a black leather seat up top, and a pair of Shock Factory struts poking out lower down. BAAK also installed a set of risers and bars from their catalog, and sunk a Motogadget speedo into the new headlight housing. The levers were swapped for KustomTech units, and the ignition was relocated to below the tank.

Finishing touches include Dunlop Roadmaster tires, a stainless steel front fender, and smaller bits like headlight ears, custom switches and Biltwell Inc. grips. BAAK shortened the stock headers, and then added a pair of custom made aluminum mufflers. And to reinforce just how classy this Interceptor looks, the paint job is a chic red-with-white affair. [Interceptor product page]

Ducati Scrambler 1100 by CC Racing Garage Custom build kits make a lot of sense. A good kit can give a modern classic a quick visual tweak, without the need to cut or weld. Take this Ducati Scrambler 1100, for example—thanks to a new kit from CC Racing Garage, it looks just that much sharper than the original.

According to the CC RG crew, everything you see here is completely plug and play, attaching to existing mounting points on the Ducati. They collaborated with BCP Lab to develop it, using 3D modeling and printing to prototype parts.

Despite the modern approach, the tailpiece is actually a handmade part—shaped from aluminum with a hammer and an English wheel. The kit also includes a new, tighter front fender, and a small headlight nacelle with a relocation bracket for the speedo. And if you look closely, you’ll notice that the tank’s wearing new side panels that sit slightly recessed.

This Scrambler’s also sporting a custom-built radiator, a custom exhaust system, and a few little trim bits like bar-end mirrors. With everything buttoned up, CC Racing Garage wrapped the bike in a tasteful and striking blue. We’re not sure how much the kit costs or if and when it will be available, but it’s a great upgrade for the already stylish Scrambler. [More]

2020 Triumph Rocket 3 R and GT Oh boy. After a short break from Triumph’s line-up, the genre-bending Rocket 3 muscle cruiser is back. And it’s looking even more menacing than before.

According to Triumph, the 2,458 cc three-cylinder motor is the largest currently available in a production bike. It’s a true monster, laying down 221 Nm of torque at a mere 4,000 rpm, and makes 11% more power than its predecessor. It’s lighter than before too, and features an aluminum frame, adjustable Showa suspension and Brembo brakes.

The Rocket 3’s available in ‘R’ and ‘GT’ models. The R (above) is more of a roadster, while the GT adds a few bits to make it more touring friendly. Both feature a slew of modern considerations, like cornering ABS, traction control, rider modes and a full TFT display. Optional extras cover everything from a quick-shifter to extra smartphone connectivity plugins.

Looks-wise, the Rocket 3 is an acquired taste—but we like it. It’s slightly more refined than the original, but no less aggressive, and we’re spotting a lot of finer details that we love. Right now, all that’s left to do is pluck up the courage for a test ride. [More]

Triumph Rocket 3 by Hammer Kraftrad The new Rocket 3’s debut has us wondering: is it even the sort of bike worth customizing? This older Rocket from Michael Hammer in Germany says Ja. It’s sort of a muscle-cafe hybrid, and it looks downright fun.

Michael massaged out the Rocket’s cruiser lines and stance, and propped it up on a Wilbers rear shock. He also fabricated new alloy bodywork—from the fairing, right through to the tank, tail and fenders. The riding position’s been modified too, thanks to new rear sets and a set of superbike bars.

The airbox has been replaced by three K&N filters, and there’s a Zard exhaust that we’re betting sounds bonkers. The ignition system’s been tweaked too, so this Rocket should lift off even better than before.

Wrapped in a green paint job, Hammer’s Rocket 3 looks almost factory. Sure, it probably doesn’t make much sense… until you see a photo of it being ridden in anger. [More]

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[DaveM]

Muscle Rétro: A Yamaha XJR1300 from Bad Winners

Bad Winners is one of those shops that consistently do good work. It’s owned by Frenchman Walid Ben Lamine, who has an unusual and very performance-focused CV—including stints as a championship rower and a race team mechanic.

It’s not surprising that the machines he puts together in his workshop in the 19th arrondissement of Paris are clean, thoughtfully specc’d, and designed to perform. Like this XJR1300, which took two years to build and will comfortably outpace a showroom bike.

The XJR1300 was one of the best of the old school muscle bikes: an air-cooled cruiser in sporty clothing that handled well around town, and packed a solid wallop out on the open road.

The US never got the XJR, but it remained on sale in Europe and Oceania until a couple of years ago, with fuel injection and clever ECU programming keeping it on the right side of emissions regulations. But the Euro4 standards (and a lack of ABS) finally killed it off.

“We got the bike from a garage in the middle of France that was closing down,” Walid tells us. “It was in good condition, with 29,000 km on the clock.”

It’s a 2005-spec XJR, so the 98-horsepower, 1251 cc inline four engine is probably just run in.

That didn’t stop Walid from tearing down the motor, though. By installing Wiseco pistons and boring out the cylinders, he’s bumped the capacity up to a hefty 1390 cc and fitted a custom ECU that he can program for optimum performance.

Walid has also fitted shorter intake pipes and a DynoJet Stage 1 carburetor tuning kit.

There’s a custom airbox to keep the gases flowing in freely, and a 4-into-1 exhaust system from the British company Black Widow, constructed using 304 grade polished stainless steel. It’s terminated with a compact Spark GP-style muffler.

The result? A solid 128 horsepower at the back wheel on the dyno after a session of tuning the four Mikuni carbs.

To keep the show on the road, Walid has taken the suspension to a higher level with 43 mm adjustable forks lifted from a Suzuki GSX-R1000. He’s also kept the Gixxer’s brakes and calipers, and the front wheel too.

Magura HC1 radial master cylinders for the brakes and clutch lift the lever game, and the wheels are shod with grippy Continental ContiAttack rubber to avoid sticky situations. Öhlins shocks keep the rear end planted.

When you’re not busy hanging on for dear life, you can enjoy the upgraded cockpit—replete with Motone switchgear, Renthal bars and grips, and a classy Motogadget Mini speedo.

A Motogadget m.unit now handles the electrics, and there’s a Koso Thunderbolt LED headlight to light your way with over a thousand lumens.

Bad Winners is known for sharp, edgy graphics and slick surfacing, but this XJR1300 is designed to fly under the radar. There’s a black powdercoat everywhere, a discreetly bobbed front fender and a handmade leather seat sitting on a minimalist subframe loop.

The tank is stock but subtly modified at the back to interface better with the seat, and Walid has given it a deep, glossy coat of black paint.

In this era of electronic overload and rampant regulation, it’s good to see older muscle bikes like this still being built and ridden in anger.

And if you find your pulse rate rising, you’ll be glad to know that the XJR1300 is à vendre. Drop Walid a line if you’re keen.

Bad Winners | Facebook | Instagram | Photos by Guillaume Petranto

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[CarlS]

This one looks good.

 

[DaveM]

Smoking: A homage to the classic John Player Norton

At some point in their career, every good custom motorcycle builder sees a client point at a bike in their portfolio and say; “build me one just like that.” It comes with the territory—especially if your work is as good as that of Union Motorcycle Classics.

Union’s Mike Watanabe and Luke Ransom have a long list of classic restos and stunning customs to their names. So they found themselves in that position not too long ago, when a customer called and reference a Norton Commando cafe racer he spotted on Union’s website.

“Our response was: ‘We’re happy to build a Commando custom, but we have something else in mind’,” Mike tells us.

That ‘something else’ had to do with Union’s fascination with Peter Williams, and his John Player Norton. Back in 1973, Williams took Norton’s outgunned pushrod twin, built a monocoque chassis and aero-fairing for it, and cleaned up at the Isle of Man TT.

Mike and Luke weren’t out to build a pure replica—but sure wanted to pull inspiration from Williams’ groundbreaking design.

“The customer said that he really didn’t like how John Player Nortons look,” says Mike. “We asked him not to look at the factory production bike based on the Roadster model—we asked him to look at the actual race bikes.”

“This sold the deal. The customer basically said ‘I trust you fellows—have your way with the idea’.”

Luke tracked down 1974 Norton 850 Commando donor in Boise, Idaho. “It was a pile of parts that someone was building into a John Player-inspired bike in the 80s,” Mike explains. “It sat unfinished for years.”

There was enough left to kick off the project, and a few bits and pieces were still in usable shape. And, to Union’s delight, the Commando came with Morris mags—a style of wheel they assumed would be hard to track down.

To build new fiberglass bodywork for the Norton, Union called in help from frequent collaborator Bert at Glass from the Past. The fairing started as a copy of an old race fairing, but soon underwent significant changes.

Mike cut up the seat that came with the donor, and used it as a base to form the plug for the new perch. Then Interior Revolution handled the seat upholstery.

“I have always thought that shock covers should and could have easily fit the factory racers,” Mike says, “so I added those and drastically shortened the profile.”

Luke handled all the frame fabrication. He altered the rear end with new seat rails, not only to stiffen things up but also to make room for a custom oil tank. “We had to sit around a long time to talk through all the brackets and frame mods,” Mike tells us. “There’s more fab than I can list.”

Luke also overhauled the Commando’s motor, which now looks clean enough to eat your dinner off. There’s a new Tri-Spark ignition in play too. The exhaust is a combination of Norton SS headers and mufflers made from Cone Engineering parts.

Mike and Luke have picked an impressive set of parts to round out the build. There are Norvil Production Racer forks and floating discs up front, with AP racing calipers all round. The front master cylinder is from AP, while the rear is a Brembo.

Other parts include Koni shocks, Heidenau tires and a Sprocket Specialties rear sprocket. Union also took the original rearsets, remodeled them and had them re-chromed. And the cockpit is now sporting clip-ons, and a dash with a GPS speedo and tach from Legendary Motorcycles.

The Commando’s new livery is classy and striking, like the Commando itself; a simple white base with red and blue highlights. “Luke and I did the paint,” says Mike. “Striping looks easy, but we had to get creative to get what we wanted, and still keep a nod to the factory bike.”

As massive Norton fans, Mike and Luke are going to have a hard time letting this one roll out the shop. And who can blame them?

It’s a winning combination of nostalgia, craftsmanship and well-judged parts selection. We’d take it home in a heartbeat.

Union Motorcycle | Facebook | Instagram

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[DaveM]

The Monster Is Loose: A Ducati S4R by Benjie’s Café Racer

The Ducati Monster is one of the best-selling motorcycles in Europe. It’s been around for over a quarter of a century, and some 300,000 have been sold worldwide since 1993.

So why don’t we see more custom Monsters? Probably because the bike is so good straight out of the box, and almost everyone loves the looks bestowed upon it by Miguel Galluzzi. It doesn’t matter whether you have a humble mid-90s M600 or the latest 160 hp Testastretta-powered 1200 R—the stance and proportions are instantly recognizable.

Benjie’s Café Racer are one of the few builders to tackle a Monster. Owner Benjie Flipprboi is based in New Jersey, but his latest creation can hold its own against any custom Duc to come from a high-end European shop.

“We really lucked out with ‘Angalore’,” Benjie says. “It started out as a 2007 Ducati S4R with less than 2,000 miles. It had a 90s-era color scheme, with burnt orange accents on the gas tank and wheels.”

BCR’s client was somewhat hesitant. “They often reminded us that this bike was their baby,” says Benjie. The worries were unfounded: BCR have turned out a stunning café racer, stripped to the bone and ready for some serious action.

The mechanicals are unchanged: with 130 hp on tap, and kit like fully adjustable USD Showa forks and Brembo brakes, it isn’t worth messing with a high-end Monster.

“During our first meeting, we explained to our client that we were looking to chop the frame and ditch 90% of the stock bodywork. But the client was defensive of their bolt-on, carbon fiber-toting child, and requested a render of the finished piece.”

Benjie admits that he’s not the best at drawing, and was reduced to gesturing with his hands to portray the lines and the profile of the frame—“Carving waves in the air,” as he puts it.

In the end, the obvious skill and passion of the BCR crew helped the client settle down, and they sanctioned the project. “They gave us full creative freedom, with one caveat: ‘Do whatever you want. My only request is that you paint it anything but yellow!’”

When BCR do a full custom build, they generally start with the gas tank. But with modern donor bikes, they start by making a completely new rear subframe.

“To showcase the signature Ducati trellis frame, we left the front part of the stock frame and fabricated a more subtle rear subframe to complement it,” says Benjie. “For a more aggressive feel, we shortened the subframe and positioned it at a slight angle.”

The tank and seat came next. “We wanted something that looked like it was racing toward horizons, even at a full stop. Maintaining the visual theme set by the trellis frame, we shaped the new aluminum tank like the tip of an arrow in flight.”

The tank is low, with sharp corners, and shaped at the bottom to follow the contours of the new subframe. Knee indents add extra detail.

There’s also a new seat pan, cowhide upholstery on the padding, and a dark, recessed square tail light at the back—similar to the double square light found on the Ducati 996, a bike with the same 998 cc L-twin as the S4R Monster.

BCR didn’t want the rear turn signals to stick out, so they’ve added small scoops on the sides of the tail unit that house bright yellow LEDs. And there’s a very neat little notch on the right side of the seat to clear the high-mounted exhaust muffler.

Another major part of the S4R that dictates its attitude is the exhaust. The Ducati originally had a bolt-on performance exhaust from Arrow, which looked perfectly fine—but BCR pitched a one-off bike.

“We made our own exhaust out of stainless steel, building a 2-into-2 setup,” says Benjie. “We topped it off with a pie-cut setup on the bends: one routed under the seat, and the other routed under the motor, exiting out past the right-side footpeg.”

All the complex engineering of the S4R is on display here, so BCR decided to keep things simple up front. They’ve ditched the stock gauges, installed a custom speedo with a built-in tach, and fabricated an aluminum headlight bucket that also houses the gauge.

To mirror the setup at the rear, front turn signal LEDs are tucked inside stainless steel scoops mounted on the sides of the bucket.

BCR fired up the lathe to finish off the S4R, creating clip-on handlebars out of stainless steel, and new footpegs and foot controls. They dressed up the engine with a custom timing belt cover and clutch shield, plus vented side covers for the radiator, and hammered out a new front fender.

“In the end, after all the work was done, the only problem we had was that the bike wasn’t ours,” says Benjie ruefully.

We hope the client is pleased: we reckon Benjie and the BCR crew have rewarded his faith handsomely.

BCR Designs | Facebook | Instagram | Images by Dante Dizon and Ben Chan

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[DaveM]

Pocket Patina: Colby Thompson and his Cushman Scooters

Of all the hobbies you could have, Colby Thompson’s is pretty unbeatable. By day, he’s a company CEO—but after hours, he restores and modifies rare vintage scooters.

Based in Bend, Oregon, Colby’s owned, raced and built motorcycles since he was nine. “I enjoy motorcycle creativity,” he says, “especially builds that are minimal and raw in nature.”

His scooters—built under the moniker of Lounge Mercury Vapor—are the pocket-sized products of a quirky imagination and clever engineering. Sometimes Colby builds them squeaky-clean, but most of the time they’re dripping with authentic, hard-earned patina.

Here’s a closer look at three of his latest builds; two rare Cushmans that are over sixty years old, and a 1960 Puch.

1947 Cushman 60 Series This project started out as just a shell, lying in a field in Madras, Oregon. Colby decided to keep the weathered bodywork—but some of it was just too far-gone. So he fabricated a new seat pan and floorboard, and added new aluminum skirting.

“The patina was preserved to resemble a scooter that faded away, perhaps in the salty fishing docks of the Oregon Coast,” Colby explains. “The Lobster sign [sourced form Amazon] was added to that effect.”

The 60 Series still has most of its distinguishing features—like its ‘trunk,’ which needed some massaging to fit properly. It also still rides on its fully functioning suspension, including a swing arm that’s hidden by the body. Colby installed some original spec balloon tires to keep things period correct.

Under the hood, this Cushman’s now powered by a 212 cc Predator go-kart motor. (Colby had to mod the subframe to accommodate it.)

“I favor the Predator motors because they are inexpensive and reliable,” he says. “We actually use Predator motors in Quarter Midget sprint cars, modifying them by grinding cams and raising compression… and they keep on running!”

The original motor was a two speed setup (basically high and low range), with a shifter that poked out on the left side of the shell. The Predator’s a single speed, so Colby’s replaced the original shifter with a cue ball.

The brake system is all new, complete with a custom-made linkage (the original was missing). Finishing touches include new cables and grips, a new chrome headlight, and a 1940s Chevy truck emblem out back.

1960 Puch DS60 Cheetah This Austrian-made cutie pie originally made its way into the USA under the Sears Allstate brand, where it was sold as the ‘Cheetah.’ (Which is ironic, when you consider that the 59 cc scooter was more suited to plodding around the city rather than sprinting.)

Colby found this one in Madras too, except it had been parted out into numerous boxes and five gallon buckets. He pieced it together, and even managed to keep most of its original paint.

The OEM fuel tank was too rotten to hold fuel; Colby kept it to maintain the Puch’s looks, but added a new fuel cell under the seat. He also fabricated a new floorboard, and a rear brake system and linkage. The Auto Clinic in Bend treated the seat to fresh upholstery.

The Cheetah also originally had leg fairings up front, but they’ve been removed for looks and weight, and to push more air to the motor. The motor’s not OEM either. It’s a 110 cc Lifan unit, sourced from a salvaged bike.

The Puch now rolls on 12” rubber from CityPro, and has new grips, cabling and a custom wiring loom. There’s a NOS speedo sourced off eBay, and a taillight sourced from a local custom car shop.

As is his signature, Colby’s added a couple of unique touches. There’s an eight ball covering the center tank mount, and a Harley-Davidson luggage rack repurposed out back.

1958 Cushman Highlander The Highlander is one of the more rare Cushman motor scooters, and was only in production for three months. It was bought from a collector living on the Oregon Coast, and featured a pretty puzzling mod—a 9” stretch on the frame.

“My supposition is that a farmer or rancher had repurposed the Cushman,” he explains, “and stretched the frame to serve, say, a pump, via a homemade jackshaft that was located on top of the frame structure. Original V-belts were included.”

The entire rear part of the frame was rusted out though, so it had to be replaced. Colby rebuilt it with materials left over from a middle school project his company worked on, and kept the 9” stretch. And he fabricated a custom swing arm arrangement for it.

That wasn’t the only challenge—the Highlander’s wheel bearings were rusted solid, and took eight man-hours to free. Colby popped a 212 cc motor into this one too.

The wackiness continues with a eagle head on the front fender (its eyes are red LEDs), and a 1959 Cadillac tail light. The seat pan is original, but rubber dampers made from FMF exhaust plugs have replaced its springs. And that switch on the right side toggles the lights.

The Highlander’s original gas tank was a barrel-shaped reservoir mounted at the back, but the Predator motor has its own fuel cell. So Colby installed a keg to mimic the original design. And he fitted a bicycle water bottle cage and a basket under the seat, making this the ultimate beach picnic scoot.

Photos by Kurt Windisch.

Continue reading...

 

[triumph david]

I wish i had the $ and time that some of these builders have!!!

 

[CarlS]

I wish i had the $ and time that some of these builders have!!!

Amen to that!!!

 

[DaveM]

Watch: An American Story about Dirt and Speed

One of the defining trends of motorcycling right now is the resurgence of flat track racing. Probably because it’s exciting to watch and accessible for amateurs—and the bikes look damn good, too.

So REV’IT! has created a four-part film series called Slide, giving us a bite-sized insider’s look at flat track racing in the US. Riders PJ Jacobsen and Corey Alexander explore the history, legends, and bikes of the scene—which after all, was one of America’s first extreme sports.

We’ll also see what it takes to slide the bikes around unstable surfaces at speeds of up to 120 mph (190 kph) …

We’re kicking off today with the first two episodes in the series. Going Flat Out turns back the pages of history a hundred years, to reveal the beginnings of modern-day flat track—the oldest form of motorcycle racing in the US.

In the second episode, Man and Machine, we dive into the mechanics and engineering of the flat track racebikes, and what sets them apart. And also what their riders must do to keep their own bodies in peak condition.

Over the next couple of weeks, we’ll bring you the next two episodes. In the meantime, pour yourself a cup of your favorite weekend beverage, and enjoy.

Presented in association with REV’IT!

Continue reading...

 

[DaveM]

Custom Bikes Of The Week: 11 August, 2019

A brutal new Kawasaki restomod from AC Sanctuary, a Crocker Small Tank about to go under the hammer, and a slick Krämer race bike. Plus a Sportster flat tracker with a beefy Buell XB12 motor—and a taste for the drag strip.

Moto Guzzi T3 by Marcin Guja Polish builder Marcin Guja is a serious Guzzista—he’s already got fifteen Moto Guzzis under his belt. For this cafe racer, he started out with a 1980 T3 rolling frame, then wedged in an early-2000s 1,100 cc V11 motor.

The V11’s fuel injected, but that didn’t work for Marcin. So he binned the EFI and installed a pair of Dell’Orto PHM40 carbs. Then he added a five-speed box from a California III, and a Le Mans-style Lafranconi exhaust system.

The frame work includes a detab and a subframe edit. Marcin built a new seat unit, and sourced a fiberglass tank similar to the unit found on the V7. He also fabricated new brackets to hold a Rickman-type fairing, and a new bezel for the OEM T3 speedo. The bodywork, frame and wheels were then finished in a timeless black and gold scheme.

There’s a lot of hidden work going on too. Marcin rebuilt the stock Brembo brakes with new stainless lines, and added progressive fork springs and YSS rear shocks. There’s a new wiring loom too, along with a new universal ignition module from Ignitech.

We don’t see a lot of Moto Guzzi T3 customs, but we’re now itching for more. [More]

RCM USA A16R, Z Racer III RCM is the US arm of Japanese powerhouse, AC Sanctuary. This is their latest product, and it’s blowing our minds.

We’re leaning on Google Translate here, but from what we can tell, the base bike is a 4-cylinder Kawasaki KZ motor in a proprietary AC Sanctuary frame. ZX10R throttle bodies help things move quickly, along with a custom intake manifold and a bunch of other engine mods. This is a pure race bike, so there’s an oil cooler where you’d expect to find a headlight.

There’s Öhlins suspension at both ends, with forged magnesium wheels from OZ Racing. The brakes are from Brembo, with Sunstar rotors, and the tires are Pirelli Super Corsa V3s. All the bodywork is custom, including a slim aluminum fuel tank.

RCM say the bike is only 80% complete—but that already makes it 100% more awesome than most custom Kawasakis. It’s a more progressive aesthetic than the retro-fabulous sport bikes we’re used to seeing from these guys, but it’s a look we love. [More]

The Crocker Small Tank V-Twin Even though the name Crocker doesn’t quite elicit the same gasp as Brough Superior or Vincent HRD, it’s no less special. Earlier this year, a Crocker V-Twin sold for over $700,000—and this particular one will probably fetch the same when it goes up for auction.

Silodrome has a great history lesson on the Crocker company here. During its time, the Crocker V-Twin was the fastest production motorcycle in the US, with a power output of 60 hp and a top speed of 110 mph. It also featured a unique gearbox—a 3-speed setup that formed part of the lower frame.

This particular model is 1937 ‘small tank’, powered by an original 61 cu in V-twin. The small tank moniker literally refers to the fuel tank; from 1936 to 1938, these bikes came with smaller cast aluminum fuel tanks.

It’s been painstakingly restored by Sydney-based 1346Venice, who at one point had the largest Crocker collection in the world. (The restoration work even included a stronger clutch, just in case the new owner plans to ride it daily.) It’s a stunner, and could be yours if your pocket book can handle it.

Jensen Beeler’s Krämer race bike Even if you don’t recognize Jensen Beeler’s name, you probably know his work—he’s the editor of the website Asphalt & Rubber. And now he’s an amateur racer too. This year, he’s competing in the Oregon Motorcycle Road Racing Association series in his hometown of Portland.

Jensen’s weapon of choice is the HRK Evo2 S, from fairly young German brand, Krämer. Developed as a purpose-built racer to compete in European SuperMono classes, it’s powered by the same 693 cc, 75 hp single as the KTM 690 Duke and Husqvarna Svartpilen 701. The frame’s a steel trellis affair, and the total package weighs just 280 lbs in stock trim.

The HRK Evo2 S is actually more of a track day bike, while the R is a pure racer. But when a demo model S popped up for sale, Jensen jumped. So he’s brought it up to race spec with a few tasty upgrades—starting with a set of carbon fiber wheels from Rotobox. Jensen thought about adding a second brake disc up front, but opted to install upgraded Brembo components instead.

The tires are Pirelli slicks, and there’s also a new AiM Solo2 GPS lap timer. Jensen’s added a quick-shifter too, along with adjustable engine maps, a carbon front fender and an adjustable ride height linkage. The red, black and white livery comes from ex-Kiska designer Stephane Marty. Jensen’s still tweaking, but he’s already shaved eleven pounds of the bike, and made some significant improvements. We wish him luck for the rest of the season. [More]

Buell-powered Sportster by Rivertown Custom Cycles Here’s a combo you don’t see every day: a 2004 Buell XB12 motor in a 1987 Harley-Davidson Sportster frame. It’s the mad science of the husband and wife team Mirko and Nena Nicic, at Croatian shop, Rivertown Custom Cycles. And despite the flat tracker vibe, it’s also designed for sprinting.

Mirkon and Nena are currently running it in the wacky European Sultans of Sprint series. Mirko’s a former freestyle motocross rider, and Nena is a former motocross world champion, so it’s only natural that anything they build will be borderline terrifying.

Shoehorning the big Buell motor into the Sporty frame wasn’t easy, but the couple made it work, adding a beefy 41 mm Keihin carb along the way. The forks are Suzuki GSX-R1000 units, the tank is off a 1938 NSU Quick, and the brakes feature upgraded parts from Free Spirits in Italy. Mr and Mrs Nicic moved the stock Sporty wheel to the rear, and then added the front wheel from a H-D Softail Rocker.

Since it races flat track too, the ‘Buelly-Davidson’ has wide bars, a traditional tail section and Mitas dirt track tires. The exhaust is a full custom job, and the number board-with-lights combo is from Free Spirits. Who wants to go racing? [More]

Continue reading...

 

[DaveM]

Watch: An American Story about Dirt and Speed

One of the defining trends of motorcycling right now is the resurgence of flat track racing. Probably because it’s exciting to watch and accessible for amateurs—and the bikes look damn good, too.

So REV’IT! has created a four-part film series called Slide, giving us a bite-sized insider’s look at flat track racing in the US. Riders PJ Jacobsen and Corey Alexander explore the history, legends, and bikes of the scene—which after all, was one of America’s first extreme sports.

We’ll also see what it takes to slide the bikes around unstable surfaces at speeds of up to 120 mph (190 kph) …

We’re kicking off today with the first two episodes in the series. Going Flat Out turns back the pages of history a hundred years, to reveal the beginnings of modern-day flat track—the oldest form of motorcycle racing in the US.

In the second episode, Man and Machine, we dive into the mechanics and engineering of the flat track racebikes, and what sets them apart. And also what their riders must do to keep their own bodies in peak condition.

Over the next couple of weeks, we’ll bring you the next two episodes. In the meantime, pour yourself a cup of your favorite weekend beverage, and enjoy.

Presented in association with REV’IT!

Continue reading...

 

[DaveM]

Pocket Patina: Colby Thompson and his Cushman Scooters

Of all the hobbies you could have, Colby Thompson’s is pretty unbeatable. By day, he’s a company CEO—but after hours, he restores and modifies rare vintage scooters.

Based in Bend, Oregon, Colby’s owned, raced and built motorcycles since he was nine. “I enjoy motorcycle creativity,” he says, “especially builds that are minimal and raw in nature.”

His scooters—built under the moniker of Lounge Mercury Vapor—are the pocket-sized products of a quirky imagination and clever engineering. Sometimes Colby builds them squeaky-clean, but most of the time they’re dripping with authentic, hard-earned patina.

Here’s a closer look at three of his latest builds; two rare Cushmans that are over sixty years old, and a 1960 Puch.

1947 Cushman 60 Series This project started out as just a shell, lying in a field in Madras, Oregon. Colby decided to keep the weathered bodywork—but some of it was just too far-gone. So he fabricated a new seat pan and floorboard, and added new aluminum skirting.

“The patina was preserved to resemble a scooter that faded away, perhaps in the salty fishing docks of the Oregon Coast,” Colby explains. “The Lobster sign [sourced form Amazon] was added to that effect.”

The 60 Series still has most of its distinguishing features—like its ‘trunk,’ which needed some massaging to fit properly. It also still rides on its fully functioning suspension, including a swing arm that’s hidden by the body. Colby installed some original spec balloon tires to keep things period correct.

Under the hood, this Cushman’s now powered by a 212 cc Predator go-kart motor. (Colby had to mod the subframe to accommodate it.)

“I favor the Predator motors because they are inexpensive and reliable,” he says. “We actually use Predator motors in Quarter Midget sprint cars, modifying them by grinding cams and raising compression… and they keep on running!”

The original motor was a two speed setup (basically high and low range), with a shifter that poked out on the left side of the shell. The Predator’s a single speed, so Colby’s replaced the original shifter with a cue ball.

The brake system is all new, complete with a custom-made linkage (the original was missing). Finishing touches include new cables and grips, a new chrome headlight, and a 1940s Chevy truck emblem out back.

1960 Puch DS60 Cheetah This Austrian-made cutie pie originally made its way into the USA under the Sears Allstate brand, where it was sold as the ‘Cheetah.’ (Which is ironic, when you consider that the 59 cc scooter was more suited to plodding around the city rather than sprinting.)

Colby found this one in Madras too, except it had been parted out into numerous boxes and five gallon buckets. He pieced it together, and even managed to keep most of its original paint.

The OEM fuel tank was too rotten to hold fuel; Colby kept it to maintain the Puch’s looks, but added a new fuel cell under the seat. He also fabricated a new floorboard, and a rear brake system and linkage. The Auto Clinic in Bend treated the seat to fresh upholstery.

The Cheetah also originally had leg fairings up front, but they’ve been removed for looks and weight, and to push more air to the motor. The motor’s not OEM either. It’s a 110 cc Lifan unit, sourced from a salvaged bike.

The Puch now rolls on 12” rubber from CityPro, and has new grips, cabling and a custom wiring loom. There’s a NOS speedo sourced off eBay, and a taillight sourced from a local custom car shop.

As is his signature, Colby’s added a couple of unique touches. There’s an eight ball covering the center tank mount, and a Harley-Davidson luggage rack repurposed out back.

1958 Cushman Highlander The Highlander is one of the more rare Cushman motor scooters, and was only in production for three months. It was bought from a collector living on the Oregon Coast, and featured a pretty puzzling mod—a 9” stretch on the frame.

“My supposition is that a farmer or rancher had repurposed the Cushman,” he explains, “and stretched the frame to serve, say, a pump, via a homemade jackshaft that was located on top of the frame structure. Original V-belts were included.”

The entire rear part of the frame was rusted out though, so it had to be replaced. Colby rebuilt it with materials left over from a middle school project his company worked on, and kept the 9” stretch. And he fabricated a custom swing arm arrangement for it.

That wasn’t the only challenge—the Highlander’s wheel bearings were rusted solid, and took eight man-hours to free. Colby popped a 212 cc motor into this one too.

The wackiness continues with a eagle head on the front fender (its eyes are red LEDs), and a 1959 Cadillac tail light. The seat pan is original, but rubber dampers made from FMF exhaust plugs have replaced its springs. And that switch on the right side toggles the lights.

The Highlander’s original gas tank was a barrel-shaped reservoir mounted at the back, but the Predator motor has its own fuel cell. So Colby installed a keg to mimic the original design. And he fitted a bicycle water bottle cage and a basket under the seat, making this the ultimate beach picnic scoot.

Photos by Kurt Windisch.

Continue reading...

 

[DaveM]

The Monster Is Loose: A Ducati S4R by Benjie’s Café Racer

The Ducati Monster is one of the best-selling motorcycles in Europe. It’s been around for over a quarter of a century, and some 300,000 have been sold worldwide since 1993.

So why don’t we see more custom Monsters? Probably because the bike is so good straight out of the box, and almost everyone loves the looks bestowed upon it by Miguel Galluzzi. It doesn’t matter whether you have a humble mid-90s M600 or the latest 160 hp Testastretta-powered 1200 R—the stance and proportions are instantly recognizable.

Benjie’s Café Racer are one of the few builders to tackle a Monster. Owner Benjie Flipprboi is based in New Jersey, but his latest creation can hold its own against any custom Duc to come from a high-end European shop.

“We really lucked out with ‘Angalore’,” Benjie says. “It started out as a 2007 Ducati S4R with less than 2,000 miles. It had a 90s-era color scheme, with burnt orange accents on the gas tank and wheels.”

BCR’s client was somewhat hesitant. “They often reminded us that this bike was their baby,” says Benjie. The worries were unfounded: BCR have turned out a stunning café racer, stripped to the bone and ready for some serious action.

The mechanicals are unchanged: with 130 hp on tap, and kit like fully adjustable USD Showa forks and Brembo brakes, it isn’t worth messing with a high-end Monster.

“During our first meeting, we explained to our client that we were looking to chop the frame and ditch 90% of the stock bodywork. But the client was defensive of their bolt-on, carbon fiber-toting child, and requested a render of the finished piece.”

Benjie admits that he’s not the best at drawing, and was reduced to gesturing with his hands to portray the lines and the profile of the frame—“Carving waves in the air,” as he puts it.

In the end, the obvious skill and passion of the BCR crew helped the client settle down, and they sanctioned the project. “They gave us full creative freedom, with one caveat: ‘Do whatever you want. My only request is that you paint it anything but yellow!’”

When BCR do a full custom build, they generally start with the gas tank. But with modern donor bikes, they start by making a completely new rear subframe.

“To showcase the signature Ducati trellis frame, we left the front part of the stock frame and fabricated a more subtle rear subframe to complement it,” says Benjie. “For a more aggressive feel, we shortened the subframe and positioned it at a slight angle.”

The tank and seat came next. “We wanted something that looked like it was racing toward horizons, even at a full stop. Maintaining the visual theme set by the trellis frame, we shaped the new aluminum tank like the tip of an arrow in flight.”

The tank is low, with sharp corners, and shaped at the bottom to follow the contours of the new subframe. Knee indents add extra detail.

There’s also a new seat pan, cowhide upholstery on the padding, and a dark, recessed square tail light at the back—similar to the double square light found on the Ducati 996, a bike with the same 998 cc L-twin as the S4R Monster.

BCR didn’t want the rear turn signals to stick out, so they’ve added small scoops on the sides of the tail unit that house bright yellow LEDs. And there’s a very neat little notch on the right side of the seat to clear the high-mounted exhaust muffler.

Another major part of the S4R that dictates its attitude is the exhaust. The Ducati originally had a bolt-on performance exhaust from Arrow, which looked perfectly fine—but BCR pitched a one-off bike.

“We made our own exhaust out of stainless steel, building a 2-into-2 setup,” says Benjie. “We topped it off with a pie-cut setup on the bends: one routed under the seat, and the other routed under the motor, exiting out past the right-side footpeg.”

All the complex engineering of the S4R is on display here, so BCR decided to keep things simple up front. They’ve ditched the stock gauges, installed a custom speedo with a built-in tach, and fabricated an aluminum headlight bucket that also houses the gauge.

To mirror the setup at the rear, front turn signal LEDs are tucked inside stainless steel scoops mounted on the sides of the bucket.

BCR fired up the lathe to finish off the S4R, creating clip-on handlebars out of stainless steel, and new footpegs and foot controls. They dressed up the engine with a custom timing belt cover and clutch shield, plus vented side covers for the radiator, and hammered out a new front fender.

“In the end, after all the work was done, the only problem we had was that the bike wasn’t ours,” says Benjie ruefully.

We hope the client is pleased: we reckon Benjie and the BCR crew have rewarded his faith handsomely.

BCR Designs | Facebook | Instagram | Images by Dante Dizon and Ben Chan

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[DaveM]

Lightning strike: A Buell X1 scrambler by Moto Adonis

Let’s be honest: a lot of custom scramblers are more about the show than the go. They look good, but a trip down a muddy forest track would likely result in a thick stripe of mud on the back of your waxed cotton jacket.

This new Buell build from Holland is entirely more practical, though. It’s based on a turn-of-the-century X1 Lightning, so no amount of visual finessing is going to make it as pretty as a classic BSA. But we love the chunky, tank-like vibe, and wouldn’t hesitate to blast this crossmotor down a hardpack trail.

The X1 Lightning comes from Moto Adonis, a small shop run by custom builder Daan Borsje. He’s based in Roosendaal, a town in the southern part of the Netherlands and less than an hour’s drive south of Rotterdam.

“The customer asked us to build the most brutal scrambler we have ever done,” says Daan. “We decided it had to be a Buell, the master of all things brutal!” The 140 mph X1 was the perfect candidate, being equipped with solid components—like 41mm Showa USD forks and proper brakes, with a six-piston setup on the front wheel.

“We chose the X1 for several reasons,” Daan reveals. First it’s got a Sportster heart. And it has a tube frame, which we dig and is a lot stiffer than a Harley frame.”

“We are not big fans of Tupperware, so we deleted all the plastic—which is a lot for such a bike—and started with a new gas tank.” Moto Adonis hand-shaped a sheet of aluminum to combine blend both modern and classic lines. And on top there’s a small covered compartment, big enough to store a selection of lifesavers, such as a Leatherman multi-tool.

Daan then built a new rear subframe to match the gas tank. The turn signals are built in, and it also houses the original electronics, the oil reservoir and a Motogadget m.unit blue control box, which can be accessed via Bluetooth. “This upgraded the 17-year-old Buell into the 19th century!” he jokes.

There’s also a handmade rear fender to keep the mud off the tail unit, and to support a new taillight from Highsider. On top of this well-designed subframe is a custom-made seat and a removable rear seat—so you can either carry a passenger, or ride off alone into the bush with a tent stashed on the back.

At the front, Moto Adonis upgraded the speedo, bars and risers, and made a custom holder for the Motogadget Tiny speedo and indicator lights.

The new scrambler-style bars are now home to Motone push buttons to activate the m.unit, and the LED headlight is fixed via brackets to the front of the frame. (It’s supplemented by a pair of fog lights to blaze through the darkness.)

Just to make life harder, Daan decided that this would be one of the few Buells on earth to have spoked rims. “That turned out to be a real headache,” he admits. “But after a lot of modification, we fixed the problems they look stunning.”

He’s used 17-inch black Excel rims from different KTM bikes, with black spoke sets and nipples. The front wheel was aligned with the stock Showa forks (now anodized in gold), but the rear wheel proved to be trickier to install. “We had to adjust the belt hub, the disk position, the brake caliper and of course the alignment.”

At the same time, Daan got the forks and the Showa shock rebuilt and fine-tuned by a suspension specialist, and upgraded the brakes with Moto-Master discs.

Engine work is minimal: the V-twin punches out 88 horses and a solid 104 Nm of torque, which is plenty enough for a scrambler that weighs less than 200 kilos (440 pounds). So Daan has simply upgraded the breathing with a custom intake and DNA filter, and a one-off exhaust system from Moto Adonis’ sister brand, MAD.

It sits high up, well out of the way, but not so high that it’s going to burn your inner thigh. As Daan wisely points out, “On a scrambler you cannot have your exhaust hanging underneath the engine, waiting to be hit by rocks or stuff you run into.”

The paint is stealthy, with new black coatings on everything—leaving just the gold forks to provide a flash of color.

Daan’s X1 Lightning isn’t the kind of bike we’d use for jumping rocks, especially with that oddball Buell shock placement. But as we all know, the Netherlands is a famously flat country—and Daan’s Buell would be just perfect for blasting down a hardpack dirt road.

Moto Adonis | Facebook | Instagram | Images by Wouter Mertens

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[CarlS]

That Buell looks good.

 

[DaveM]

Smoking: A homage to the classic John Player Norton

At some point in their career, every good custom motorcycle builder sees a client point at a bike in their portfolio and say; “build me one just like that.” It comes with the territory—especially if your work is as good as that of Union Motorcycle Classics.

Union’s Mike Watanabe and Luke Ransom have a long list of classic restos and stunning customs to their names. So they found themselves in that position not too long ago, when a customer called and reference a Norton Commando cafe racer he spotted on Union’s website.

“Our response was: ‘We’re happy to build a Commando custom, but we have something else in mind’,” Mike tells us.

That ‘something else’ had to do with Union’s fascination with Peter Williams, and his John Player Norton. Back in 1973, Williams took Norton’s outgunned pushrod twin, built a monocoque chassis and aero-fairing for it, and cleaned up at the Isle of Man TT.

Mike and Luke weren’t out to build a pure replica—but sure wanted to pull inspiration from Williams’ groundbreaking design.

“The customer said that he really didn’t like how John Player Nortons look,” says Mike. “We asked him not to look at the factory production bike based on the Roadster model—we asked him to look at the actual race bikes.”

“This sold the deal. The customer basically said ‘I trust you fellows—have your way with the idea’.”

Luke tracked down 1974 Norton 850 Commando donor in Boise, Idaho. “It was a pile of parts that someone was building into a John Player-inspired bike in the 80s,” Mike explains. “It sat unfinished for years.”

There was enough left to kick off the project, and a few bits and pieces were still in usable shape. And, to Union’s delight, the Commando came with Morris mags—a style of wheel they assumed would be hard to track down.

To build new fiberglass bodywork for the Norton, Union called in help from frequent collaborator Bret at Glass from the Past. The fairing started as a copy of an old race fairing, but soon underwent significant changes.

Mike cut up the seat that came with the donor, and used it as a base to form the plug for the new perch. Then Interior Revolution handled the seat upholstery.

“I have always thought that shock covers should and could have easily fit the factory racers,” Mike says, “so I added those and drastically shortened the profile.”

Luke handled all the frame fabrication. He altered the rear end with new seat rails, not only to stiffen things up but also to make room for a custom oil tank. “We had to sit around a long time to talk through all the brackets and frame mods,” Mike tells us. “There’s more fab than I can list.”

Luke also overhauled the Commando’s motor, which now looks clean enough to eat your dinner off. There’s a new Tri-Spark ignition in play too. The exhaust is a combination of Norton SS headers and mufflers made from Cone Engineering parts.

Mike and Luke have picked an impressive set of parts to round out the build. There are Norvil Production Racer forks and floating discs up front, with AP racing calipers all round. The front master cylinder is from AP, while the rear is a Brembo.

Other parts include Koni shocks, Heidenau tires and a Sprocket Specialties rear sprocket. Union also took the original rearsets, remodeled them and had them re-chromed. And the cockpit is now sporting clip-ons, and a dash with a GPS speedo and tach from Legendary Motorcycles.

The Commando’s new livery is classy and striking, like the Commando itself; a simple white base with red and blue highlights. “Luke and I did the paint,” says Mike. “Striping looks easy, but we had to get creative to get what we wanted, and still keep a nod to the factory bike.”

As massive Norton fans, Mike and Luke are going to have a hard time letting this one roll out the shop. And who can blame them?

It’s a winning combination of nostalgia, craftsmanship and well-judged parts selection. We’d take it home in a heartbeat.

Union Motorcycle | Facebook | Instagram

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[DaveM]

Pole Position: A BMW from one of Spain’s top race shops

We thought we were tired of seeing classic BMW boxers with skinny seats, but as it turns out, we were wrong. Bolt Motor Co. have just delivered an ultra-sharp bobber-cafe hybrid—and even though it treads familiar ground, it operates at a higher level than most bikes of this style.

It’s the sort of quality we’ve come to expect from Bolt. If you’ve followed their career up until now, you’ll know that they’re related to the Campos Racing team—Adrián Campos is the race director and also runs the custom shop, and the companies share a workshop. And the skills applied in the racecar division clearly bleed into their classic custom bike builds.

Stylistically, this airhead is one hundred percent what Bolt’s client ordered. “The owner wanted a very low cafe racer, with a bobber style seat,” Adrián tells us. “Classic but with a modern touch.”

“He had really clear ideas, and all the examples he sent us were boxer BMWs.”

Bolt managed to source a 1977 BMW R100 RT in tiptop shape, which meant there was very little restoration work to do. After a service with a new set of gaskets and seals, plus a fresh coat of engine paint, they got cracking on the fun stuff.

A big part of getting the look right involved massaging the stance of the custom BMW. So Bolt installed a set of K100 forks, shortening them by 100 mm in the process. Then they fitted custom-built Hagon shocks out back.

A pair of 16” rims were laced up to the OEM BMW hubs, and wrapped in classic Avon treads. The original rear drum brake is still in play, but the front’s had a huge upgrade by way of a twin Brembo arrangement.

There’s some neat detail work here too, with custom adaptors, Bolt logos cut out of the rotors, and color-coded brake lines.

Bolt built a new subframe, deleted the passenger pegs and added new rider peg mounts and Tarozzi rear sets. They topped it off with a super-slim seat, and embedded a small LED taillight in the rear loop. There’s a custom made license plate bracket lower down, which also hosts a pair of teeny Motogadget turn signals.

There’s an LED headlight up front on a custom mount, and Motogadget turn signals in the bar ends. The digital speedo’s from Motogadget too—embedded in a custom made top yoke.

The cockpit’s finished off with TRW clip-ons, Biltwell Inc. grips, a new throttle and new levers. Bolt installed Motone switches too, and even safety-wired the grips.

The crew also poured plenty of hours into under-the-hood work. There’s an all-new wiring harness, built around a Bluetooth-capable Motogadget m.unit blue controller, and an electronic ignition.

Most of the important bits are hiding under the BMW’s stock fuel tank, attached to mounting points that were welded to the frame. Bolt also installed a Lithium-ion battery from Ballistic, and stuck it in a hand-made box under the swing arm mount.

A pair of K&N filters handles intake duties, while custom-bent exhaust headers, running into a Spark silencer under the seat, expel the gasses. (It’s a similar setup to the one on their last BMW build, a street scrambler.) Bolt made a pair of heat shields on the sides, and added insulation to the seat’s underbelly to help it stay cool.

And since the headers run near the old airbox, there’s nothing inside it—the team simply kept it there to help visually round off the motor.

As with all of Bolt’s builds, there’s not a hair out of place, or an inch of the BMW that hasn’t been considered. The paint scheme is stellar too—a stylish combination of black, brushed silver and red, carried through to the rims and contrast stitching on the saddle upholstery.

According to Adrián, the customer is as proud as punch of his new ride. And why wouldn’t he be? This custom BMW is so slick, it gets a free pass from us on the skinny seat.

Bolt Motor Co. | Facebook | Instagram | Images by Mario Rodrigo

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[DaveM]

Muscle Rétro: A Yamaha XJR1300 from Bad Winners

Bad Winners is one of those shops that consistently do good work. It’s owned by Frenchman Walid Ben Lamine, who has an unusual and very performance-focused CV—including stints as a championship rower and a race team mechanic.

It’s not surprising that the machines he puts together in his workshop in the 19th arrondissement of Paris are clean, thoughtfully specc’d, and designed to perform. Like this XJR1300, which took two years to build and will comfortably outpace a showroom bike.

The XJR1300 was one of the best of the old school muscle bikes: an air-cooled cruiser in sporty clothing that handled well around town, and packed a solid wallop out on the open road.

The US never got the XJR, but it remained on sale in Europe and Oceania until a couple of years ago, with fuel injection and clever ECU programming keeping it on the right side of emissions regulations. But the Euro4 standards (and a lack of ABS) finally killed it off.

“We got the bike from a garage in the middle of France that was closing down,” Walid tells us. “It was in good condition, with 29,000 km on the clock.”

It’s a 2005-spec XJR, so the 98-horsepower, 1251 cc inline four engine is probably just run in.

That didn’t stop Walid from tearing down the motor, though. By installing Wiseco pistons and boring out the cylinders, he’s bumped the capacity up to a hefty 1390 cc and fitted a custom ECU that he can program for optimum performance.

Walid has also fitted shorter intake pipes and a DynoJet Stage 1 carburetor tuning kit.

There’s a custom airbox to keep the gases flowing in freely, and a 4-into-1 exhaust system from the British company Black Widow, constructed using 304 grade polished stainless steel. It’s terminated with a compact Spark GP-style muffler.

The result? A solid 128 horsepower at the back wheel on the dyno after a session of tuning the four Mikuni carbs.

To keep the show on the road, Walid has taken the suspension to a higher level with 43 mm adjustable forks lifted from a Suzuki GSX-R1000. He’s also kept the Gixxer’s brakes and calipers, and the front wheel too.

Magura HC1 radial master cylinders for the brakes and clutch lift the lever game, and the wheels are shod with grippy Continental ContiAttack rubber to avoid sticky situations. Öhlins shocks keep the rear end planted.

When you’re not busy hanging on for dear life, you can enjoy the upgraded cockpit—replete with Motone switchgear, Renthal bars and grips, and a classy Motogadget Mini speedo.

A Motogadget m.unit now handles the electrics, and there’s a Koso Thunderbolt LED headlight to light your way with over a thousand lumens.

Bad Winners is known for sharp, edgy graphics and slick surfacing, but this XJR1300 is designed to fly under the radar. There’s a black powdercoat everywhere, a discreetly bobbed front fender and a handmade leather seat sitting on a minimalist subframe loop.

The tank is stock but subtly modified at the back to interface better with the seat, and Walid has given it a deep, glossy coat of black paint.

In this era of electronic overload and rampant regulation, it’s good to see older muscle bikes like this still being built and ridden in anger.

And if you find your pulse rate rising, you’ll be glad to know that the XJR1300 is à vendre. Drop Walid a line if you’re keen.

Bad Winners | Facebook | Instagram | Photos by Guillaume Petranto

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