Custom Motorcycle Builds

[DaveM]

Speed Read, 21 March 2021

There’s an intercontinental vibe to this week’s selection. We’ve got a Triumph Bobber from Beijing, a new sidecar rig from the French brand Mash, a pair of Royal Enfields from Bali, and a thrilling new motorcycle movie from Australia.

Triumph Bonneville Bobber by Mandrill Garage The Bobber has been a sales hit for Triumph, with excellent performance and surprisingly good handling. It’s also one of the most ‘custom’ looking bikes on sale today, but that doesn’t stop the occasional builder from having a crack at it.

The latest workshop to join this small list is Mandrill Garage, based in Beijing and run by Luo Hao. And it’s more that a cosmetic makeover: Luo has given the Bobber a completely custom girder-style front end.

“Triumph’s water-cooled generation is much better than before,” Luo tells us. “The frame, engine and details are all good, but it’s too ‘perfect.’ There’s nothing left to modify, so it’s very hard to custom build.”

Luo and has crew decided to go back in time, and give the Bobber a 1930s hardtail vibe. That meant designing and building a new front end with a modern shock, after an internet search for a high-performance aftermarket setup proved fruitless.

Luo also dismantled the bike and repainted or refinished almost every part, and upgraded many others using CNC’d one-offs. He’s managed to keep the original brakes, but installed a vintage-style air filter assembly, new switchgear, new lighting and old school badges.

It’s a low-key and well-judged transformation, and if the bike passed by at speed, enough to make some folks think it’s a true classic. Smart work from a builder who deserves to be better known outside his home country. [Mandrill Garage Facebook]

Mash Side Force 400 It looks like a Ural, but it isn’t. We were momentarily fooled too, but despite the sidecar and military vibes, this rather fetching rig comes from France rather than Russia. It’s based on the Mash Désert Force sold in Europe last year, a limited edition, military-themed 397cc air-cooled single that sold for a mere €4,995.

As a brand, Mash has been going for less than ten years, but it’s causing ripples in Europe. The bikes are actually built by Shineray in China, and keen pricing is matched to intriguing concepts. The X-Ride Classic, for example, uses the engine from the NX650 Dominator but looks more like the Yamaha XT500.

For the Side Force 400, Mash has bumped the Désert Force engine up to 445cc and 29 hp, and added an extra oil cooler and a reverse gear. Dry weight is a claimed 342 kg [753 pounds], which is a little more than a one-wheel-drive 749cc Ural. The Siberian contender squeezes about three more horsepower out of its engine too.

The Side Force is priced at €10,999, which would be around $13,000 if it was sold in the US. That’s about $2,500 less than a base model Ural cT. It’d be fascinating to put the Mash and the Ural up against each other in a comparison test; we suspect the Mash would be easier to live with and maintain, but the Ural would be more forgiving of extreme loads and terrain.

Either way, it’s good to see the sidecar market expanding. Wouldn’t it be fantastic if BMW, Royal Enfield or Triumph entered the fray with a three-wheeled version of their own retro-styled twins? [More]

Two new Royal Enfields from Smoked Garage The last time we caught up with Nicko Eigert of Smoked, he’d just finished building a wild Harley ‘neo board tracker’ for the monster Suryanation Motorland show in Jakarta. But Smoked are perfectly capable of quicker, lower-budget builds too, which keep the cashflow healthy.

They’ve just completed a pair of lightly-but-smartly modified ‘Off Grid’ Enfields: a Himalayan and an Interceptor 650 tweaked for fire trails and gravel roads.

Both designs are going into limited production, with different colorways to choose from. The Himalayan [above] gets a new seat unit with integrated luggage rack at the back, a free-flowing exhaust system for extra pep, flat track-style side panels, a low-profile windscreen and knobby tires.

The Interceptor [below] has more of a traditional scrambler vibe, helped along by high-riding new fenders above chunky knobby tires. There’s a high-riding new exhaust system to match, plus another redesigned seat/luggage rack combo unit.

Both bikes come with fresh paint and a numbered edition badge, and should be within financial reach of many Indonesian motorcyclists.

“Our inspiration was to create motorcycles that encourage riders to get out and get away from a year of lockdowns and computer screens,” says Nicko. That’s a sentiment we can totally get behind. [Smoked Garage]

Wide Of The Mark movie Motorcycles and movies are made for each other. If you can’t get out for a ride yourself, the next best thing right now is Wide Of The Mark, a new film from Australia.

It follows six riders on a two-week off-road adventure on board custom bikes. Their only guide is a rough map of the most testing (and awe-inspiring) terrain that Tasmania has to offer.

If some of the bikes look familiar, that’s because the film was made with the help of Tom Gilroy and his Queensland-based shop Purpose Built Moto. We’ve featured their builds in the past, including a Sportster that stars in the film.

WOTM is rolling out in cinemas across Australia right now, and will get its global digital release in mid-May. But if you live outside the Lucky Country and want to see it on the big screen, you can put in a request to host a theatrical screening at your local cinema.

In the meantime, get a taste of motorcycle adventure Tasmania style via the trailer below.

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[DaveM]

BOLOGNA BEAUTY: 1985 Cagiva Alazzurra by Nico Dragoni Motociclette.

Few motorcycle manufacturers have come out of the blocks swinging like Italian marque Cagiva, selling 40,000 units in just their second year. By the end of the ’90s they owned Ducati, Moto Morini, MV Agusta and Husqvarna. They also had teams across the Grand Prix paddock and the GP500 of John Kocinski is arguably the most beautiful race bike ever built. Then as quickly as it started it all fell...

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[DaveM]

Cobra: A plug and play cafe racer kit for the R nineT

We interviewed the team behind the development of the BMW R nineT a few years ago. They were adamant about one thing: the base bike should be easy to adapt to a wide range of styles. Now the German shop Hookie Co. are driving that point home, with their second plug and play kit for the nineT.

Hookie’s first ‘Moto-Kit’ had a laid-back scrambler vibe, but this new design takes a different approach. Dubbed ‘Cobra’ and available as a limited made-to-order series, it transforms the nineT into a hawkish neo-retro cafe racer—without a stitch of cutting or welding.

It’s a concept that’s been bouncing around Hookie Co.’s Dresden HQ ever since they started work on the first kit, but it took a long time to come to light.

First, the crew built a clay model that was shown off at the Allride Show in Prague, late in 2019. Then they moved to 3D CAD software—spending months refining every detail, before finally starting work on this prototype.

The two Hookie kits only share one part: a 12-liter [3.17 gallon] aluminum fuel cell that slots into the R nineT chassis like a Tetris piece. It mounts to the frame’s stock mounting points with vibration damping fasteners, and uses the original BMW fuel pump.

Giving the tank area its actual form is a bolt-on tank cover. The design is aggressive, with knee indents keeping the rider’s space narrow, and cutouts to reveal the powder-coated fuel cell below.

Hookie made the scrambler version out of carbon fiber—but the shape of this one is more complex, and the team is on a mission to investigate more sustainable ways of manufacturing parts. So they 3D printed the part using an acrylic-like AE12 material, citing ease of replication and a small manufacturing footprint as their reasons.

Aluminum side panels carry the lines further down, while also helping to tuck away the modern Beemer’s electronics. They also hide Hookie’s proprietary airbox, which is designed to work around the new fuel cell and uses a filter from DNA Filters.

A new subframe helps level out the R nineT’s bone line. It runs the entire length of the bike and, like the fuel cell, bolts to stock mounting points. It’s also narrower at the front than its scrambler counterpart, to match the carved effect of the tank cover.

A kicked-up loop at the rear accommodates a sharp tail hump, modeled off one of Hookie’s existing universal tail pieces. The seat’s been covered in a luxurious waterproof fabric, with a slick perforated effect up top.

Rounding out the kit are a front fender and a cover for the single-side-mounted hub on the rear wheel. Hookie have built some slick lighting in too—with LED running lights embedded into the vertical sections of the front fender, and a wraparound acrylic strip on the tail light.

This particular prototype also wears a host of top-shelf add-ons to complement Hookie’s Cobra kit.

Up in the cockpit are LSL clip-ons and levers, with a Motogadget speedo, bar-end mirrors and turn signals (front and back). The R nineT is notorious for not liking aftermarket speedos, but Hookie have used a special plug-in interface from Motogadget to make this unit work.

The grips are Hookie’s own ‘Frozen’ items, and the headlight’s a Koso Thunderbolt LED unit. The crew also produces a nacelle for the Koso light, so they added that too. Lower down you’ll find a blacked-out Arrow muffler, and a pair of Michelin Power GP 50/50 street/track tires.

Hookie Co.’s scrambler kit is still one of our favorite R nineT conversions out there, but the Cobra might just dethrone it. Hookie are first offering it as a series of made-to-order customs, but will be releasing a limited number of DIY kits in the near future.

Slightly menacing and very cool, it’s remarkable to think what you could achieve with a stock R nineT, a box of Hookie parts and enough free time.

Hookie Co. | Facebook | Instagram | Cobra Series

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[DaveM]

Blue Thunder: Finally, someone scrambles the TTR250

I just did a quick check, and my suspicions were confirmed: we’ve never featured a Yamaha TTR250 build on EXIF. Which is a bit of a surprise, because the TTR250 is one of the toughest off roaders around.

In the mid 90s, the little Yammie was the first mainstream trailie to feature an electric start—and punched way above its weight. Honda’s excellent XR250 was direct competition, but the Yamaha won a lot of fans for its convenience and good manners.

Around my neck of the woods, you often see the TTR250 on farm tracks—and occasionally sneaking around back roads too, sans license plate. But in the right hands, it’s more than just a workhorse: Australian off-road king Geoff Ballard won a national enduro championship on board a TTR.

We’re betting this one looks a lot smarter than Ballard’s though, because it’s the latest build from Brisbane shop Ellaspede—famed for its sharp styling and slick finishing.

“The TTR250 is reliable trail bike, but it isn’t usually your first choice for a custom donor,” says Ellaspede’s Hughan Seary wryly. “So when our client wanted a custom build, he did look at other options—but couldn’t go past his trusty old TTR.”

“Our client John had owned the bike for ten years when he rolled it into Ellaspede, so it was due for a real birthday,” says Hughan. “John knew he would keep the bike forever, and it holds sentimental value for him and his family, so ‘going to town’ on it was the only option.”

The key to using an enduro bike for a custom build is getting rid of all the plastic first, finding a good vintage tank to build the bike around, and changing the wheel sizes for something more scrambler-style.

With a big pile of blue plastic sitting on the workshop floor, Ellaspede combed through the TTR250, checking and replacing bearings and seals that were well worn after ten years of off-road use.

The tank is a 1970s Yamaha TT500/XT500 style unit, custom mounted as far forward as possible without compromising the steering lock. A custom gauge housing has been welded to the top of the tank, filling the space usually left for the TT/XT oil-in-frame filler point.

Ellaspede then cleaned and modified the rear frame. “Enduro frames tend to point up towards the rear, and usually have a bunch of mounts hanging off them for the plastics,” says Hughan. “So flattening out the frame line and de-tabbing was key for a clean look.”

Now the frame was taking shape, it was time for more custom steel work: a new battery box, seat pan, rear splash guard, rear guard, front guard and headlight cowl. An amply padded new seat has a quick release latch for easy access to the battery.

The stock air box, carb and exhaust were all scrapped with custom mounts made for the new Mikuni TM33 carb and Unifilter pod. Exhaust gases now exit through a brushed factory header, custom stainless mid pipe, and a KX500 muffler from DG Performance.

“The standard 21-inch enduro front wheel is great for off road riding, but generally look a little oversize for a classic scrambler,” says Hughan. “So we swapped it out for a 19-inch.” The back is an 18-inch, and both rims are Excel—shod with Shinko 804/805 rubber.

With the wheels and custom guards sorted, the suspension was rebuilt and adjusted to ensure no wallowing or bottoming out. Bright blue fork gaiters now keep the dust away and match up with the new livery.

A swag of less obvious quality parts were bolted up and wired in: Motogadget supplied the indicators, Biltwell the grips, Daytona the mirrors and Velona 80 gauge, and Koso the micro LED ‘Hawkeye’ taillight. The licence plate holder is Ellaspede’s own ‘Ninja Star’ part.

All that was left was to sort of the paint, with a little client input. “John loved pearl white as a base, and also wanted to keep some form of blue—as a nod to the original color way.

“To spice things up an electric blue was chosen for the seat and fork gaiters, and it also features on the tank paint—which fades to a traditional dark Yamaha blue,” says Hughan. Almost everything else was sent off for powder or ceramic coating.

John has always called his TTR250 ‘Blue Thunder,’ but we reckon the name is a bit more apt now. Ellaspede have delivered sizzling good looks—and in the right hands, this Yammie will be lightning fast too.

Ellaspede | Facebook | Instagram

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[DaveM]

LIGHTNING STRIKES TWICE: 1978 KAWASAKI KZ1000 by MotoRelic.

You know that we love motorcycles here, but we also get a kick out of helping their builders get business. You see, when we feature a bike, it’s not just for the world to drool over – a lot of the time the project is for sale, as the builder needs to recoup the hours of labour and expensive parts usually put into these builds. Even better is when a client sees a bike on these pages and contacts...

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[DaveM]

RESCUE MISSION: Honda CX500 by Purpose Built Moto.

If you’ve ever been in the market for a house and been looking to save some money, you’ve probably come across a property that the agent called a “renovators delight”. What they really meant to say was that it was a money pit, with a million problems that have often been hidden under a fresh coat of paint. While most houses don’t come on wheels it was a very similar proposition for Queensland’s...

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[DaveM]

Tool Time: A Yamaha SR500 built by a machine tool company

There’s nothing unusual about building a custom motorcycle with the primary purpose of taking it to a show. But what if the show in question has absolutely nothing to do with custom motorcycles? That’s a cool twist.

This sharply styled Yamaha SR500 flat tracker is the pet project of 27-year-old Maxime Fontvielle. He’s an application engineer at the French operation of the US machine tool company, Hurco—a career he got into thanks to a love of two wheelers.

“When I was a teenager,” he tells us, “I was passionate about mopeds. While looking at the forums, I saw people making parts for competitive 90s mopeds and I thought, that’s what I want to do! I went all the way in with apprenticeships at different companies, then I arrived at Hurco.”

Maxime stumbled upon a wrecked Yamaha SR500 for just €100, and had a bright idea: rebuild it as a showpiece for his company, to take to machine industry trade shows.

“Every year at the trade shows,” he says, “all the manufacturers show their new machines in action with classic parts from the aviation industry, etc. I thought it lacked a bit of passion and soul.”

“I wanted to make a beautiful bike with machined parts on it. I proposed to my boss that I prepare this bike as a real flat track beast. American discipline, American company… this is a match!”

Maxime’s boss wisely gave the OK—but there was a tight three-month deadline before the next show. So Maxime decided to divide and conquer. He entrusted the engine rebuild to the Parisian workshop Machines et Moteurs, with a very specific checklist, while he focused on the chassis.

The motor came back with a 540 cc kit and a heck of a lot of internal fettling. Highlights include an upgraded camshaft, improved oil flow, a Mikuni TMR36 carb and a K&N filter. There’s also a new header and reverse cone megaphone muffler, both from SC Project in Italy.

Maxime’s first job on the chassis was to install a 19” rear wheel to match the front. He ended up sourcing a second SR unit, and machining it to take a sprocket and a 300 mm brake disc. Then he machined custom wheel axles, adapted the front to run with bigger bearings, and lightened both wheels by ‘splitting’ the spokes.

There’s no brake on the front, but there’s a Brembo caliper and master cylinder out back, linked by a braided stainless steel line. Since Maxime was upgrading the bike from a rear drum brake, the whole arrangement is custom—right down to the caliper bracket and foot controls.

Up front is a set of Yamaha XJR1200 forks, with a custom steering stem, yokes and bar risers. Out back are a new set of shocks, hooked up to a custom swingarm—a part that Maxime’s boss requested, to show off Hurco’s machines’ capabilities. Made in partnership with the CAD/CAM company Mastercam, it’s tailored specifically for this bike—with little details like a caliper support mount, and paddock stand supports.

It’s a subtle part that needs to be appreciated up close; but so are the other custom touches on this Yamaha.

From the engine covers to the chunky foot pegs, to the entire kickstart lever and pedal, Maxime’s gone to town without going over the top. Look even closer, and you’ll spot more, finer details—like the logos etched into the sides of the yokes.

Up top is an Airtech Streamling tail piece, matched to the OEM fuel tank, a front number board, and a set of flat track bars. For the livery, Maxime’s brother, a designer at the Austrian design powerhouse Kiska, helped out with over thirty mockups—all of them using Hurco’s corporate colors.

Everything’s now finished in black and grey, with two shades of blue for accents (one for paint, and one for anodizing). Another buddy, Jerome, took care of the decals; a nod to all the partner companies that worked on the project.

Not only does the SR look hella sharp, but it’s also reportedly a treat to ride. Maxime plans to get sideways with it on a flat track soon… but until then, its main job is to put Hurco’s next trade show booth head and shoulders above the rest.

Hurco France | Instagram | Machines et Moteurs | Images by Yann Deret

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[Greyfell]

A custom with a purpose beyond engineering for the heck of it...who'd a thunk it! It is going to draw a lot of attention at the trade shows, for sure.

 

[DaveM]

Road Tested: Gear from Icon 1000, Saint and Beeline Moto

For this round of gear reviews, we’ve picked kit that gets the job done with tech that doesn’t scream at you. We’ve got the first MIPS-equipped helmet from Icon, new Saint denims with hidden armor, and a radical navigation unit from Beeline Moto that could fit inside a whisky tumbler.

Icon Airflite MIPS Stealth helmet The designers at Icon wear two hats. The Icon 1000 collection has a slight tactical vibe, while the broader product range skews heavily towards wilder styles. The Icon Airflite Stealth helmet plays both sides of the field—with cutting-edge tech hidden inside.

The injection-molded Polycarbonate shell has an aggressive street vibe to it, with sharp contours that pull focus towards its unusual shield design. As radical as it is unapologetic, it extends all the way down to the bottom of the chin bar, with vents cut into the mouth area.

On other Airflite colorways with more contrast, the look is jarring. But the Stealth is black-on-black: the top half is glossy, while the bottom wears Icon’s signature ‘Rubatone’ matte finish. It comes with a dark smoke shield, a spare clear shield in the box, and minimal branding, so the effect is subdued and edgy at the same time.

Icon sent me reflective chrome and gold shields to play with too; when installed, the Cobra Commander and Daft Punk references are unavoidable. But out the box, the Airflite Stealth lives up to its name.

The big shield has a really wide field of view, and latches down at the very edge of the chin, rather than on the side. It feels weird to secure it there at first, but now that I’m used to it, I find it far user-friendlier than any other helmet on my shelf.

There’s an optional peak for the Airflite too, which attaches in seconds to convert it into a motocross style lid.

Intermediate-oval to round helmets fit my head well, but the Airflite sits more on the intermediate to long-oval side of the spectrum, and is built snug. So it was really tight going on the first time, and, even though it’s now broken in, it still sits snugger than my Icon Variant Pro or Airform. It’s worth double-checking your head size and shape before you buy.

Inside, there’s a dropdown sun visor and the same moisture-wicking HydraDry liner that Icon uses on all of their helmets. I have two other Icon lids and can testify to the liner’s efficacy—none of them stink, despite frequent use. The Airflite scores high on ventilation too, with closable vents at the chin and temples.

However, all this comes with a weight penalty: my XL lid is listed at 1,720 grams. But there’s a hidden feature that makes the Airflite Stealth an attractive option: MIPS.

MIPS (Multi-directional Impact Protection System) is a clever bit of tech, designed to mitigate damage from rotational impacts to the head. It’s basically a thin liner that lets your head shift slightly within the helmet during an angled impact, reducing the amount of force transferred to your brain.

The inclusion of MIPS pushes the price up, but just a little: the Stealth and the two other MIPS-equipped Airflite colors come in at $320, with the non-MIPS versions costing $295 (graphics) and $250 (plain colors). But it does add extra piece of mind to the Airflite’s existing DOT and ECE ratings.

The Airflite Stealth’s savage vibe isn’t going to float everyone’s boat. But if safety is important to you, it’s a feature-rich lid that’s worth a look.

Tested by Wes | More

Saint Unbreakable Slim armored jeans The Australian company Saint has been sending me riding denims to test almost since they first started out. My all-time favorites are their Unbreakable Stretch range—all the style and comfort of the Levi 511, but with slide protection baked in.

Saint have now taken the Unbreakable Stretch up a notch, by adding armor without adding bulk.

The denim is woven with Dyneema—a super strong material that adds abrasion resistance without the need for extra layers. And the Unbreakable is cut just like I like my casual jeans: slim without being skinny, with a relaxed crotch and a tapered leg. They fit true to size too, but only come in a 33-inch length, so you might need to turn them up.

You can chose between black or a really dark indigo (which I’m wearing here). I have an older pair of Saint jeans in this same color, and it’s a killer finish that fades beautifully.

These armored versions include pockets to fit D30’s ridiculously low-profile ‘Ghost’ protectors at the hips and knees. They’re easy to install, with two height options at the knees. And once they’re in, they’re skinny and flexible enough not to hinder movement or comfort.

If I had to nitpick, I’d like to see Saint fettle the knee armor pockets a bit. The way they’re ‘suspended’ in the pant legs means that you need to be careful not to slip your leg in on the wrong side of them. And some side-to-side adjustment would be handy, because the protectors sit just off center for me.

At $380.60 the Unbreakable Slim ain’t cheap, and you also have to buy the hip and knee armor separately. But if you can afford them, they’re a good looking and protective choice.

Tested by Wes | More

Beeline Moto motorcycle navigation device Riding a motorcycle is an opportunity to escape the screens and technology that plague our everyday lives. But the most common choices for motorcycle navigation systems are yet more screens, in the form of handlebar-mounted GPS units or phone mounts. But riders can’t afford to be distracted by random text notifications or pop-up banners.

Enter the Beeline Moto navigation device. It’s an incredibly minimal, durable and easy to use gadget, which does the job of pointing you in the direction you need to go—without any gaudy, complex setups.

The device is a small and round, measuring less than two inches across, and weighing 2.92 oz. It’s available in black (£149), or with a metal casing in either gunmetal or silver (£199). It comes with a basic universal mount, which uses two strong elastics in the form of an ‘X’ to attach to most handlebars without requiring tools.

Most people probably won’t even notice it’s there, so it won’t detract from the aesthetic of your bike or your desire to disconnect. I often roam the twisty back roads of New Hampshire on my Ducati Monster 796, and on occasion I get lost. The gunmetal grey unit looks right at home, mounted dead center on the Monster’s bars. But it does pick up a little vibration from the air-cooled motor, so I’ll be looking at some of Beeline’s upgraded mounts.

The device connects to an app on your smartphone via Bluetooth, which then spits out turn-by-turn navigation instructions on the display. You can set an actual route, or tell it to simply point at your destination as the crow flies, and figure the rest out yourself. The display can also flick between a GPS speedometer, trip meter, clock, and compass.

And that’s the extent of it. The simplicity, both in look and in operation is what makes this little thing truly special.

Tested by AJ Garron | More

Icon and Saint images by Devin Paisley | With thanks to BMW Motorrad South Africa

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[DaveM]

Speed Read, 28 March 2021

The next phase of Triumph’s electric motorcycle project broke cover this week. Plus we look at a tasty Yamaha RD400 restomod, and original condition BSA Gold Star flat tracker, and a classy R18 from the BMW experts VTR Customs.

Triumph’s Electric Motorcycle Triumph’s been very covert about their electric motorcycle program, ‘Project TE-1.’ They announced the project two years ago, with help from a few outside partners and a dollop of government funding.

Then they went quiet… until earlier this week, when they announced that phase two of the four-phase project had just wrapped. It includes two big reveals: the battery and drivetrain prototype, and concept sketches of the motorcycle they’re building. And the fact that it basically looks like an electric Speed Triple has us giddy with excitement.

The keyword here is innovation, so everyone is going all-out. F1-assciated Williams Advanced Engineering is focusing on reducing battery mass, partially by integrating the control unit into the battery pack. Integral Powertrain Limited has worked on compacting the motor, and is claiming 130 kW (almost 180 hp) from a ten-kilo powerplant.

Triumph has said a lot about the tech, but not much about the final spec—which is to be expected this early on. What we do know is that the prototype frame has already been developed, along with most of the control systems and rider aids. So the Speed Triple-inspired design is probably close to what we’ll see in the flesh when the project wraps.

If you’re interested in the finer details, it’s worth heading over to Triumph’s website to read more.

Yamaha RD400 restomod Alan Phillips takes fanaticism to a whole new level. He’s owned multiple noteworthy two-strokes since the age of 19, and he’s the founder of Two Stroke Heaven—a Facebook page for two-stroke enthusiasts with over 30,000 followers. This 1987 Yamaha RD400 Daytona is his, and it’s one of the wildest restomods we’ve ever seen.

Alan’s goal here was to push the legendary RD400’s performance to the maximum, but still keep it recognizable as an RD. He had some pretty heavyweight help too: Lester Harris of Harris Performance, and Mark Dent of Performance Fabrications.

Like all good restomods, the RD400 looks stock from a distance—even if the yellow paint job it came with has been traded for a much more tasteful red. But up close, it’s a smorgasbord of real tasty upgrades.

The frame’s had the Harris touch applied to it, and is matched to a Harris swingarm, with Öhlins suspension at both ends. The wheels are carbon fiber units from BST, fitted with Pirelli Super Corsa tires and Brembo brakes. Custom bits are sprinkled all over, like the yokes, foot controls and brake caliper mounts.

On the engine side, the RD’s running twin 35 mm Keihin PWK carbs, a VForce 4 reed block system and pod filters. There’s also an Ignitech ignition, and a custom-made Performance Fabrications exhaust system. Alan’s run the numbers too: 78 hp, 60 Nm and 264 pounds [120 kg] dry. [More]

BSA Gold Star flat tracker If you’ve watched On Any Sunday, you’ll remember flat track racer Jim Rice’s scene. He famously crashed out of a race, broke his nose, bandaged it up, and raced his next heat. He also took this exact BSA Gold Star to victory, off camera, at the 1967 Sedalia Mile in Missouri.

With a 25-year production run and 11 Isle of Man TT wins to its name, the Gold Star was a big success for BSA. It was considered a high-performance production bike, and each model that left the factory did so with certified dyno results.

This particular Gold Star was modded for flat track racing. It’s been set up with no rear suspension or front brake, an oversized rear sprocket and a right-side exhaust. It’s also sporting wide, swept-back flat track handlebars, a solo seat, number boards, and no lighting, since it was built purely for track use.

But since its last race it’s been left alone—dust and all.

Mecum will be auctioning it off in April, along with a set of photographs to certify its authenticity. And we’d love nothing more than to see it bought, tuned up… and put back on the track. [More]

BMW R18 by VTR Customs Now that the bike’s hit dealership floors, BMW R18 customs are coming in hard and fast. This one comes from our friends at VTR Customs in Switzerland, and it’s another classy example of how just a few tweaks can transform the big boxer.

VTR’s transformation is a smart mix of bolt-on and custom parts. The wheels are 19F/18R billet aluminum items from the BMW aftermarket catalog, and the handlebars are off a BMW R1250GS. The brake and clutch controls are from Magura, and the LED turn signals and taillight combos are from Kellermann, with the rear units tucked in under the fender.

VTR designed their own solo saddle for the bike, with Yves Knobel handling the brown leather upholstery. It’s mounted on springs, with a blank-off plate to hide the bike’s inner workings below. Lower down are a pair of Hattech silencers, and a number plate holder from Berham Customs. The front fender’s been trimmed, and the bobbed rear fender is custom.

But the big trick here is the R18’s über-classy paint job. VTR took inspiration from the Australian TV show ‘Miss Fisher’s Murder Mysteries,’ which is set in the 1920s. The titular character drives a Bordeaux Red Hispano-Suiza—so VTR borrowed the color, with brushed metal knee inserts as a hat tip to classic Husqvarna enduros.

As an extra visual touch, some of the chrome bits were redone in a custom hue that sits between copper and titanium, and others in black. A handful of custom logos and badges sprinkled throughout the build add the finishing touches. [VTR Customs]

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[DaveM]

THE WHOLE WERKS: BMW R90 Scrambler by Skrunkwerks.

We’ve all heard it at some point, the abbreviated quote, Jack of all trades, master of none. With the reality being that to compete in the often cutthroat world of being a custom bike builder, you simply have to be capable of all things to maintain the financial viability of your business. But some refuse to compromise and dedicate themselves with an unwavering singular focus. Enter Adrian Braun...

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[DaveM]

MODERN MAKEOVER: Moto Guzzi SP1000 ‘SkyFin’ by Side Rock Cycles.

When it comes to design, the 90s has a lot to answer for. Even the Italians, renowned for their design and aesthetic excellence, got caught up in the fads of the time. The 90s Moto Guzzi SP1000 III is one fine example. Known as the ‘gentleman tourer’, the SP3 had a huge high-mounted full fairing and very harsh angular lines. So, when a customer brought one into the Side Rock Cycles garage in...

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[DaveM]

Tamarit builds a Bonneville you can rent—and also win

Unless you’re handy with a grinder and welding gear, it’s not cheap to put a custom bike in your garage. But if you live in Spain, you can get a taste of high-end custom culture without draining the Euros from your bank account.

That’s because Spain is one of the countries where the rental company Motoshare operates. It has over 3,000 motorcycles on its books, across four nations, and the latest addition to the roster is ‘Gotham’—a beautiful Bonneville 865 from the Spanish specialists Tamarit.

The Tamarit workshop is tucked away in the town of Elche, about 13 miles inland from the ancient Mediterranean port city of Alicante. But despite the remote location, owners Quique and Matías have built up a reputation that extends right across the continent.

Like most savvy builders, they offer a big selection of parts to keep the cashflow humming along—and the hook-up with Motoshare proves they’re willing to inject new ideas into their business model.

But back to the bike. It’s a café with a twist, and a machine we’d love to swing a leg over for a day or more.

Tamarit describe their latest Bonneville as a combination of several styles, with elements from the scrambler, cafe racer and Brat Style genres. It’s a curious blend of the familiar and offbeat, but it works well. “We wanted to make a sporty bike, but with aggressive lines,” they say.

Tamarit had a free rein, since this is not a customer commission. One of the first mods they made was to extend the swingarm, to add a dragster vibe and lengthen the look of the bike. It also throws focus onto the unusual rear fender, which is big enough to keep riders squeaky clean in the worst of weather.

The back end of the frame is completely new too, and topped off with a plush new seat. A new set of Hagon Nitro shocks makes the ride even more comfortable.

The 865cc engine is the carburetor version, treated to K&N filtration and a Zard Tiger 70 exhaust system. This 2-into-1 setup has been designed for the modern Street Scrambler and weighs around six kilos less than the stock system—but it can be adapted to older ‘modern classics,’ which is what Tamarit have done here.

The vintage look is accentuated by new 16-inch spoked rims and Continental K112 tires—which take tread patterns from classic superbike tires and match them to modern rubber compounds.

The compact fairing is a version of the unit developed for Tamarit’s stunning ‘Gullwing’ Thruxton. A custom aluminum top triple tree cleans up the cockpit, with the speedo replaced by a Motogadget unit embedded in the tank.

Most of the wiring and electrics have been relocated to a discreet box underneath the seat unit.

There are some pretty heavy mods here, but this Bonneville is street legal and has the necessary paperwork—an aspect increasingly hard to get in Europe, and often ‘overlooked’ by some builders.

If you’re within distance of the magnificent roads of rural Spain and not locked down, you can rent this beauty here. Even better, if you rent it you go into a draw to win it, too …

Tamarit Motorcycles | Facebook | Instagram

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[DaveM]

CUSTOM COMMUTER: Yamaha Fazer by Cramento Motorcycles.

Around the world, a motorcycle means many different things to many different people. But most of us reading these pages, myself included, remain largely oblivious to the biggest sector in the industry, that of the commuter bike. In large cities across the globe and finding their way into the countryside, small bikes with strange names from a host of manufacturers serve as simple no-fuss transport...

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[DaveM]

Mega Thumper: Unik Edition scrambles the Suzuki DR Big

The Suzuki DR 800 S Big is the sort of bike no one would design today. It was the thumper to rule all thumpers, with a whopping 779 cc single-cylinder motor, long-travel suspension, a big front wheel and rally styling. That meant it was a little ridiculous, but sort of cool at the same time.

Depending on your perspective, the DR Big’s late 80s to early 90s styling is either retro-fabulous, or hasn’t dated well. And while it has something of a cult following, it’s not considered as untouchable as, say, a mint condition BMW R80G/S Paris Dakar.

So when this 1991 model Suzuki DR Big was dropped off at Unik Edition’s workshop in Moscavide, near Lisbon, shop founders Tiago Gonçalves and Luis Gonçalves (not related) weren’t too precious about cutting into it.

“A customer had this original but rusty DR 800, and said that he wanted something ‘cool’,” explains Tiago. “So I said why not do something more ‘artistic’?”

Tiago referenced a Land Rover built by local Landie workshop CoolNVintage as inspiration. It was most notable for its chassis, which was adorned with offbeat artwork by multi-disciplinary artist Vasco Costa.

Tiago, Luis and their team decided to shed the DR Big’s shell, ‘scrambler‘ it, and get the very same artist to finish it off.

In place of the rally-esque beak and contoured tank is a whole new set of pick-‘n’-mix bodywork. Unik modified and fitted the fuel tank from an older Suzuki GN model, and paired it with a custom leather seat. The subframe below has been shortened and looped, and the sides are finished off with a set of hand-made side covers.

The Suzuki wears abbreviated fenders at both ends too. The rear’s particularly tidy, and is kitted out with an enduro taillight, and a custom license plate bracket that also holds the turn signals.

The crew left the DR’s suspension and brakes alone, but rebuilt the 21F/17R wheels. The rims have been powder coated black and laced up with stainless steel spokes, and now wear new rubber: a Metzeler Karoo up front, and a Mitas E-09 at the back.

One major change is the DR Big’s new exhaust system. Unik TIG-welded a new one-into-two header, and fitted a pair of Arrow mufflers. They’re actually designed for the Yamaha XT1200Z Super Ténéré, but here they’ve been cut, shortened and put back together.

Up front, Unik imported a classic Marchal headlight from Japan and retrofitted it to a Honda housing, mounted on off-the-shelf brackets.

Further back, Renthal handlebars and grips are mated to Brembo brake and Domino clutch controls. The switches are stock Suzuki, but the traditional long-stem mirrors are actually LSL parts. And the speedo’s a Daytona unit, encased in a custom enclosure.

There’s little in the way of ‘paint,’ other than a white base for Vasco Costa’s artwork. It adds an eclectic touch, with illustrations adorning the tank, frame, sump guard, and even the rear suspension linkages.

The overall effect is quirky and playful… and also a little deceptive, when you consider the size of the piston that’s lurking inside the motor.

Unik Edition | Facebook | Instagram | Images by Manuel Portugal

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[DaveM]

LEAVING TRACKS: A film about a man, his museum, and lives changed forever.

What would you do if you had enough money to last several lifetimes? Would you keep doing the job you’re doing now? Or would you quit your day job and follow your passion? What if you didn’t know what your passion was? These were the questions Bobby Haas found himself asking at the age of 41 after successfully sealing the deal of a lifetime and walking away with enough money to never have to worry...

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[DaveM]

History repeats itself: A Canadian XR750 returns home

Most of the customs we drool over on these pages have little or no history. They’re usually modified after a few mundane years of weekend riding—or transported straight from the showroom floor to the workshop, in the back of a van.

Occasionally, though, we happen across a machine with a decades-long backstory. Like this street legal Harley XR750 tracker from Quebec, Canada, which houses a tuned Sportster engine in an XR750 frame.

Builder Costa Mouzouris originally created the street tracker over 25 years ago. “I built it for a customer in 1995,” he says. “I lost track of it, and then found it in a classified ad about 20 years later, still in original condition. I bought it back, and refreshed it this year with new paint and cast wheels.”

Costa had every reason to keep an eye out for this Harley, because it had history even before he rebuilt it: “The frame is a genuine 1972 XR750 item,” he says. “It was raced in the mid 70s to early 80s by a French Canadian rider.”

By the time Costa got his hands on it, the frame was damaged—probably after several crashes. And even worse, the steering neck was no longer in line with the rest of the tubing. So Costa had to cut off part of the top tube and the front down tubes. New chrome-moly tubing and a steering neck were TIG welded in place, and arranged so that a slightly taller Evo engine would fit the frame.

The engine also came from a crash victim: this time, a 1986 Sportster XLH883.

Costa bored the V-twin out to 1,200 cc, and fitted Harley pistons. The cylinder heads were modified for twin spark plugs, and a Dyna single-fire ignition and Andrews V2 Sportster cams (with more duration and lift) were installed. The carburetor is the famed S&S Super G.

“The goal was to have good power, but in a reliable package,” says Costa. “The crank was balanced, and the engine runs remarkably smooth for a rigid-mount four speed.”

The XR750 was originally built with a handmade high-mounted two-into-one exhaust, but the previous owner swapped it out for the SuperTrapp now on the bike. Unfortunately the original exhaust has been lost.

It wasn’t all plain sailing on the mechanical side, though. Costa had to modify the left-hand crankcase, because the nub where the alternator wire exits interfered with the XR frame swingarm pivot.

The oil tank is handmade from T-6061 aluminum plate, made to mimic the XR750 oil tank, but also now houses the battery.

For the rest, Costa wanted to keep things simple, especially when replacing parts. The electrics, brakes and front end are all standard Harley fitments but the shocks are Konis, which are more period correct than most modern units.

The gas tank is from a Sportster, but the eagle-eyed will notice that it’s shallower than stock and has been shortened by an inch at the front. The new tailpiece was a much simpler operation—it’s an aftermarket item designed for the XR750.

One of the first mods Costa made when the bike returned was the rims. “I installed the tubeless cast aluminum Harley wheels,” he says. “The front is a 19-inch, and the rear is an 18—from a late-1970s Sportster. I’m not sure I like the cast wheels, but I still have the original spoke wheels and will probably alternate between the two.”

We often wonder what becomes of the bikes we’ve featured. Some of them pop up on social media years down the track; others disappear without trace. We have a feeling there’s another half century of life left in this one.

Costa Mouzouris Instagram

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[DaveM]

Speed Read, 4 April 2021

We’re going off road this week, with a stunning Paris-Dakar R nineT from Switzerland and a pair of Yamaha dual sports: an XT600 Ténéré from Italy and a TT600R from Greece. We’ve also got the latest news and specs of the Honda GB350 about to launch in Japan.

BMW R nineT ‘Paris-Dakar’ by VTR There’s a flavor of R nineT for all tastes these days, and one of the best is the Urban G/S. Inspired by the original R80G/S, it’s essentially a restyled R nineT Scrambler that’s more at home on backroads than dirt tracks.

The stock bike looks terrific, but if you want something more exclusive, you can get BMW’s new black-and-gold ‘40 Years GS’ limited edition. Or give VTR Motorrad of Switzerland a call, and get them to build you something even wilder.

This VTR ‘Paris-Dakar’ build looks heavily modified, but is deceptively simple. It uses a kit from Unit Garage, which includes a shorter tank, a new seat with a removable rear section, and new side panels.

To this VTR have added new mirrors and a license plate holder from Rizoma, tiny Kellerman Atto LED blinkers, and a killer paint job and decals.

The result is seriously in-your-face, but also supremely practical and TÜV approved. And it can be reverted back to stock at any time. If you want your R nineT to stand out from the crowd, this is an intriguing new option. [VTR Motorrad]

Japan gets a new Honda GB350 Exciting news from Honda: it’s tweaked the Indian-built and awkwardly named H’Ness CB350 and will launch it in Japan in July. It’ll be called the GB350, there will be an up-spec ‘S’ version [below], and it’ll be keenly priced too: the MSRPs currently equate to $4,970 and $5,370 in American money.

In its home market, Honda expects to sell 4,500 GB350s a year, and is pitching the GB350 as a ‘basic roadster’—the latest in a lineage that goes back to the GB250 Clubman and the GB400TT/500TT of the mid 1980s.

Like those bikes, the GB350 is refreshingly simple: it’s an air-cooled single cylinder ‘standard’ with appealingly classic styling. But it hides modern doodads, such as ABS, switchable traction control and a slipper clutch.

The ‘S’ model retains the 20 hp engine, but drops the rear wheel down a size to 17 inches, has a different seat and blinkers, and a slightly more forward riding position.

Anyone who feels a kinship with the 1970s Honda CB series is likely to feel a pull on the heartstrings at this news. We’re hoping the bike will be exported to more markets, and suspect that it might be.

The GB series was popular as a grey import in the UK, and there has to be room in the US and European markets for a low-priced commuter bike to compete with Royal Enfield. Fingers crossed that Honda can keep the pricing low if it does decide to make the GB350 available in the West. [More]

Yamaha XT600 Ténéré 3AJ by North East Custom Builder Diego Coppiello describes this third-generation XT600Z (3AJ) as a “daily bike with a desert soul.” It’s also probably the most distinctive of the Ténérés, thanks to the full fairing with twin headlamps.

“When it arrived in our workshop, it wasn’t in good condition,” Diego recalls. “Its years were very visible. But the Ténéré is a former glory from the 80s, and deserves a restyling. It’s an agile and simple-to-ride bike.”

North East added a couple of inches of height to the front fairing for extra emphasis, and reworked the back end thoroughly, with new aluminum side panels and a fender. The indicators are smaller than the originals, and the padding of the re-covered seat has been trimmed a little to reduce height. It’s a big improvement on the slightly clumsy look of the original.

The new medium grey paint has just the right amount of stealth, with extra pop coming from red and black highlights. It’s laid out in a design that’s akin to the second generation (1VJ) Ténéré. [North East Custom]

Yamaha TT600R by Billy Tziatas Greek photographer Billy Tziatas specializes in fashion, but he likes his bikes to be purely functional. He’s just finished rebuilding this TT600R, and it’s ready to take him to the dustiest corners of Thassos, the island he calls home.

“I’m no certified engineer or anything, I just like learning new stuff and experimenting,” he tells us. He’s done an amazing job nevertheless, making the rugged single-cylinder more stylish and even more practical than usual.

The engine and suspension have both been rebuilt, and there’s a complete new wiring loom with waterproof connectors, powering new LED lights. Billy then installed a 20-liter Acerbis tank to give him more range, and wider bars on new risers.

The front fender is from a YZF450, and the rear fender (and lighting) is a modified KTM EXC unit. Right above is a custom tail rack and hidden underneath is a toolbox [below], designed in CAD and 3D printed in thermoplastic polyester.

The star of the show is the ‘rally tower’ though. “I designed it in CAD, and a friend who has a machine shop plasma cut the aluminum parts for me,” says Billy. “The windshield is made from 3mm thick Lexan/polycarbonate, and the lights are two pairs of Cree U5 and Cree U7, modded to disable the strobing features and to emit a broader beam than stock.”

The mounts (and the GPS/phone mount) were designed in CAD too, there’s a built-in USB charger, and a Trailtech Endurance II tachometer replaces the stock instrument.

Next on Billy’s list are upgrades to the forks and brakes, an oil cooler, and a steering damper. But we’d happily take this Yammie just as it is. For a self-professed amateur, Billy has excellent skills. [Billy Tziatas]

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[DaveM]

A DECADE OF DAPPER: Celebrating 10 years of The Distinguished Gentleman’s Ride.

Lisbon, Portugal – Image by Manuel Photography It’s hard to believe it’s been ten years since Mark Hawwa had the random idea to go for a ride with his mates, all dressed to the nines, using a photo of Don Draper from Mad Men on a classic motorcycle as inspiration. What started with a handful of friends cruising the streets of Sydney has grown to hundreds of thousands of gentle folk riding in over...

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[DaveM]

TASTEFULLY DONE: Suzuki ST250 Scrambler by Heiwa Motorcycles.

They say you can’t have your cake and eat it too but if you head to the port of Hiroshima, Japan, and enter a small nondescript building, you can literally have it all. It is here you will find the headquarters of Heiwa Motorcycles, the place where the legend of the custom bike scene Kengo Kimura plies his trade. But not only is he the man responsible for the machines that take home the top...

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