Custom Motorcycle Builds

[DaveM]

Review: The 2021 Moto Guzzi V7 Stone

The memories of Mandello del Lario faded faster than they should have. Three years ago to the day, I visited the lifelong home of Italian motorcycle manufacturer Moto Guzzi and rode the last-generation Moto Guzzi V7 around Lago di Como, one of the most idyllic places on Earth.

The few fragmented scenes I can recall make clear why company founder Carlo Guzzi nested his factory on the east side of the Elysian lake: long tunnels cut through the bases of mountains as narrow roads climbed into the Alps and twisted through adorable villages, where white smoke billowed from stone chimneys, shaggy donkeys roamed front yards, and mountain goats skipped across the pavement.

Why then did the details of such a remarkable adventure seep so quickly from the soft tissue in my skull? Probably because I was riding an unremarkable, somewhat forgettable motorcycle.

While I appreciated the Moto Guzzi V7’s appeal as a characterful, docile, and handsome entry-level motorcycle from an eclectic Italian brand, the last-generation model neither charmed nor excited me, namely because its 750cc, transversely mounted, 90-degree V-twin lacked the power and pick-up necessary to entice and intoxicate. Now, if I had explored Mandello on the new, more powerful 2021 Moto Guzzi V7, I’m sure those memories would be fuller and fonder.

Moto Guzzi overhauled its V7 lineup for 2021, and the most significant update to the middleweight motorcycle is a new powertrain: a detuned version of the 853cc V-twin from the brand’s off-road adventure bike, the V85 TT.

The air-cooled, overhead-valve engine features shorter cylinders with lightweight pistons, a semi-dry oil sump, and a single mechanical throttle body, and it not only more powerful than the outgoing model’s engine but also runs cleaner and is more fuel efficient. In comparison to the outgoing V7’s “seven fifty,” the new V7’s “eight fifty” has 25 percent more horsepower (65 HP @ 6800 rpm) and 23 percent more torque (54 lb-ft @ 5000 rpm), and Guzzi claims that 80 percent of that torque is available at 3,000 rpm.

The elegant, mansion-lined shoreline of Lake Como feels like a faraway dream as I ride through the gritty, overcrowded loading docks of Long Beach, California on the V7 Stone Centenario, a special-edition version of the bike that commemorates Moto Guzzi’s 100 years of continuous production in Mandello.

The V7 Stone Centenario costs $200 more than the base bike and is distinguished by its soft brown leather seat, satin-finished silver 5.5-gallon fuel tank with a golden eagle emblem, and matte green side panels and front fairing. The appealing color scheme is an homage to the Moto Guzzi “Otto Cilindri,” the wild and beautiful, full-fairing, V8-powered race bike built in 1955 [below], with intentions of dominating 500cc grand prix racing, though overly ambitious and complex engineering kept the Otto from ever winning a race.

While the only thing racy about the 2021 Moto Guzzi V7 Stone Centenario is its livery, the revamped motorcycle is dramatically changed by its running gear and no longer feels like a gutless, diffident bike that someone buys only for its fashion.

The new Moto Guzzi V7 is much more engaging to ride, and its shift in character is best enjoyed from a stop; the outgoing V7 felt hilariously slow off of the line, but the new model’s larger engine offers compelling low-end power that subtly coaxes you to push harder to amusing effect. If you want to make things even more interesting, you can entirely disable the Moto Guzzi Traction Control (MGTC) system, which also offers two levels of traction sensitivity, if you’re into that sort of thing.

I ride up and over the iridescent green Vincent Thomas Bridge into San Pedro, where I pick up photographer Heidi Zumbrun, who immediately compliments the V7’s appearance. For 2021, Moto Guzzi redesigned the bike’s side panels and shortened its rear mudguard. The dual exhaust pipes are beefier and form-fit to follow the natural lines of the bike’s double-cradle tubular steel frame.

Heidi and I agree that while the Stone’s six-spoke cast aluminum wheels aren’t our taste, we absolutely love the bike’s LED headlight, which has a running light traces the outline of the iconic Moto Guzzi eagle.

We ride two-up along the Pacific Ocean coastline, comfortable and content. The thicker, split-level seat is perfect for my passenger, and I appreciate the vibration-damping aluminum pegs beneath my feet. The new V7 has larger long-stroke dual shocks that are quite soft and are mounted with more forward lean to provide a cushier ride, even when there’s someone sat on the rear pillion.

Moto Guzzi also reworked the bike’s six-speed transmission to be “more fluid and precise,” with reduced gear noise and less play. Our ride along the coast is relaxed, easy, and smooth, until we come upon a twisty stretch of road and I politely ask Heidi to kick rocks.

Leaning into the first corner, I flash back to Mandello and remember how the last V7 struggled to exit from those mountain switchbacks, but this machine doesn’t struggle at all. It pulls hard between turns, feels stable in transition, and braking from the single front disc is substantial enough for this 480-pound [217 kg] bike. Moto Guzzi made reinforcements to the frame and headstock, and fit the bike with a larger swingarm that accommodates a wider rear tire and a larger shaft final drive and bevel gear that can better handle the bike’s increased torque.

The resulting V7 feels far more confident, much better planted, and obviously quicker than its predecessor, and when I pick up Heidi, we run full tilt through the curves once more before heading back home.

As I pull into my alleyway I feel somewhat smitten by the 2021 Moto Guzzi V7, but then I pull into my garage and park next to my Ducati Scrambler, and reality comes crashing down. Compared to the base Scrambler, the torquier V7 has a lower standard seat height and a much larger fuel tank, and is $700 less expensive than the Ducati, but it’s also 63 pounds heavier and is down on horsepower. For about 20 minutes I sit in my garage, comparing the pros and cons of each bike, until I realize: if this were the old V7, there’d be nothing to compare.

The 2021 Moto Guzzi V7 is easily likable, lovely to look at, and is far more fun to ride than its predecessor was. The thoughtfully executed, much-needed redesign adds the power that the outgoing bike wanted for without making it inaccessible to entry-level riders, and further accentuates the charisma and style that the V7 has exuded since its birth in 1961.

While the motorcycle I rode in Mandello neither charmed nor excited me, this bike does both, and one day I hope to ride the new Moto Guzzi V7 on the perfect roads that wind through the quaint towns of its century-old home.

Moto Guzzi | Words (and Otto image) by Chris Nelson for Iron & Air Magazine | Road test photography by Heidi Zumbrun

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[DaveM]

THE MUTANT: BMW R100 by WYLD Garage Co. x Ironwood Custom Motorcycles.

Transatlantic relations go back centuries and have combined for some of the most important events in modern history. In fact, some of the greatest motorcycle racing the world has ever seen was in the grand old days of the Transatlantic Trophy. Now partnering across the ocean, WYLD Garage Co. in the US and Dutch outfit Ironwood Customs have teamed up to take the relationship to new heights in the...

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[DaveM]

With Respect: Analog customizes the Ducati Paul Smart

The Ducati Paul Smart 1000 LE is special on so many levels. It’s not only one of Ducati’s greatest hits, but also one of the best looking modern classics ever produced. And since only 2,000 were ever made, it’s as rare as hen’s teeth—so good luck getting your hands on one.

This isn’t lost on Analog Motorcycles founder Tony Prust. Faced with a client that was keen on having his Paul Smart customized, Tony had to figure out how to improve on perfection, while still respecting the rarity and beauty of this factory cafe racer. But Tony’s a professional and Analog are known for their clean, tasteful builds… so naturally, they did good.

Analog’s client approached the shop with the Ducati already in hand, and initially just wanted some mild tweaks. “I kindly said he should have the dealership pick the bike back up,” says Tony, “and they can take care of those mods quicker than we would have time to, and probably for less money to be honest.”

“We were focusing a bit more on the Analog Motor Goods parts brand and I was only trying to book builds that were higher level full custom machines. We were not really doing simple custom stuff anymore. I did not want it to sound snobbish—but we just wouldn’t have even entertained this type of build to begin with.”

The customer then pivoted and asked Tony exactly what level of custom work would make it worth his while to take on—and that got his gears turning.

“The idea was to build a Paul Smart that was tailored enough that Ducati enthusiasts would look at it and say ‘wow, that is amazing,’ and not be upset we tailored a limited edition bike. If I had known we were going to go this route I would have said ‘let’s save some money and scoop up a Sport Classic to start with.’ I do have some integrity when it comes to things that are rare and more valuable, so I designed everything to be able to go back to stock if ever needed.”

The big trick here is that Analog have trimmed the Ducati down, without changing the silhouette much. From afar, all but the staunchest of Ducatisti will confuse this for a stock Paul Smart—but up close, Tony’s work shines.

He’s kept the OEM fuel tank up top, but shaped a new fairing and tail that he feels complement the lines of the tank better. Focus on the tail bump, and you’ll notice that it has the same indentation on top as the tank—something the stock unit doesn’t.

“That top piece was a compound curve and one of the most challenging hand-formed pieces I have made to date,” says Tony.

The seat pan’s his handiwork too, and is topped off with upholstery from regular Analog collaborator, Dane at Plz Be Seated. Tony also designed the seat pan to release via the original latch and key, so that it would feel factory.

The same consideration went to the fairing, which was made in four sections before being welded together and massaged into shape. Behind it, Analog relocated the dash and built new fairing stays and brackets, all of which bolt to the Ducati’s original mounting points. A small Denali M4 LED headlight keeps things tidy up front.

“Overall we shaved probably 4 to 5” off the width and height of the original bodywork,” says Tony. “It is a Ducati Paul Smart put on a serious visual diet.”

Analog slimmed the bike down further by ditching its chunky side-slung exhausts. In their place is a full custom system, pieced together with stainless steel sections and mufflers from Cone Engineering, and exiting under the tail. Tony opted to ceramic coat the system in black, to match the original color scheme.

Most of the Ducati’s running gear is still the same, since it came from the factory with Öhlins suspension and Brembo brakes. Analog simply re-sprung the suspension for their client’s weight, and fitted a set of Alpina wheels that the client supplied. EBC rotors and Metzeler Roadtec01 tires round out the package.

The client also sent new clip-ons and foot pegs, which went on along with Vortex grips, new mirrors from CRG and Magura master cylinders. Analog also installed custom made Spiegler brake lines and a Demontech rear caliper relocation bracket. The taillight is a Denali B6 unit, the LED turn signals are from Analogs’ Motor Goods catalog, and there’s an EarthX Lithium-ion battery hiding under the tail.

Just as Analog were buttoning the Paul Smart up to ship it out, their client threw a beautiful spanner in the works: he wanted a full engine upgrade too.

The shop was in the process of relocating from Chicago to Tennessee, so they paused the build, took the bike with them, and stripped it again on the other side.

The motor went off to The Duc Shop in Atlanta, and came back with a 1,100 cc big bore kit, Ducati performance cam and Kbike slipper clutch. It’s now also running a NCR oil cooler and Pramac slave cylinder, and a Corse Dynamics intake kit with K&N filters. With everything put back together, The Duc Shop then tuned it to coax the maximum potential from the upgraded mill.

Finished off with matching silver paint on the new bodywork by Ron Siminak, Analog’s ‘Paul Smart 2.0’ tastefully rides the line between original and custom. And just to prove it, photographer Steve West shot the bike in a style that mimics Ducati’s original Paul Smart 1000 LE marketing imagery.

If you absolutely must customize a Paul Smart, this is how it’s done.

Analog Motorcycles | Facebook | Instagram | Images by Steve West

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[DaveM]

BATTLE READY: Kawasaki Z900 Urban Fighter by Droog Moto.

The internet has not only radically changed the way we live our lives, but also how we do business and those at the vanguard continue to reap the rewards. A virtual showroom is one such advantage, lowering overheads and ensuring the customer gets the greatest bang for their buck. Washington State’s Droog Moto was an early adopter but it is their designs that set them apart.

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[DaveM]

Kaspeed gives the Ducati Supersport 750 a second wind

Some would say the 750 SS was not Ducati’s finest hour. The podgy, plasticky styling has always been divisive, and the engine is rated at a somewhat underwhelming 65 hp.

But this Duc is light—a mere 403 pounds (183 kg) dry—and the handling is good on smooth asphalt. The trellis frame is a work of art, the Brembo brakes are well up to the job, and the Supersport is easy to ride compared to most Ducatis of its era. Best of all, you can now pick up a mint 750 for less than $5,000 in the US if luck is on your side.

This fuel-injected 750 i.e. from the German shop Kaspeed trades the heavy plastic vibe for something much fresher and lighter. It’s still obviously a ‘classic,’ but we get to see the iconic 90-degree Desmo V-twin and tubular frame completely unencumbered.

Kaspeed always seem to get the right ‘look’ for their bikes, and it’s probably down to the great mix of talent in this family shop.

Karsten Dressel casts a fatherly eye over his sons Jimmy and Mick, whose skills complement each other: one has a degree in mechanical engineering, and the other is an automotive modeling specialist.

Despite the current lockdown in Germany, Jimmy says they’re still finding ways to build bikes. The CAD apps and metalworking machines are humming, along with more prosaic servicing jobs. “Everyone wants his or her bike ready for the European spring!” Jimmy says.

This 2000-spec Supersport was given a complete strip-down and refurbishment, as befits a machine more than two decades old. It’s Kaspeed’s second 750 SS with a cafe racer vibe, and the Dressel guys have used their previous experience to refine the formula.

They’ve made subtle tweaks to the Moto Guzzi Le Mans-style front fairing, with flushed-in LED lighting. “This time, it’s a more minimal unit, but it still holds all the OEM electronics,” says Jimmy.

The fairing is mounted to the triples, so it moves with the steering, and protects a pair of Daytona Velona 60 gauges. The bars have been upgraded too, with Motogadget bar-end indicators and mirrors, and the levers are from Probrake.

The frame has been detabbed, looped at the back with a simple tube, and repainted. The tank has been slightly remodeled, with the stock padding removed for a cleaner look, and part of the wiring loom is now hidden behind the black aluminum covers just below the tank. The ignition coils are exposed though: “We like the mechanical look of that, rather than hiding it,” says Jimmy.

For their second crack at the 750, Kaspeed have added front and rear fenders printed out of carbon fiber reinforced thermoplastic. A compact belly pan has been designed to fit around the exhaust pipework, which is now terminated with a pair of Arrow Pro-Race mufflers. “I think it adds to the feeling of a ‘retro superbike’,” says Jimmy.

The seat and rear cowl are completely custom, crafted from a mix of carbon fiber, Kevlar and fiberglass. “We used the mold for the rear cowl that we still had from the previous bike,” says Jimmy. “A huge time saver.” The seat pad was handmade by a local upholsterer, using leather and Alcantara.

The paint job was a tougher nut to crack. “It took a real effort with all the lines, shapes and logos. But we think doing more than just one flat color was worth it, for a dynamic retro look.”

The paint took around 30 hours to complete, and uses a Volkswagen silver/white with a touch of gray, plus a dark metallic red for contrast (“and that classic Ducati feeling”). The wheels are equally neatly refinished too, with black paint and contrasting polished rims.

Kaspeed’s newest creation is fully road-legal and TÜV approved, and looks perfect for weekend blasts around the twisty backroads of Saxony. We bet it was hella fun to punt around the historic Sachsenring MotoGP circuit too, where these shots were taken.

Kaspeed Custom Motorcycles | Facebook | Instagram | Images by Jimmy Dressel

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[DaveM]

Triple Threat: Kiyo’s three-engined land speed racer

Land speed racing has a way of inspiring outrageous engineering. The most common motivation is a relentless pursuit of outright speed. Other times, it’s driven by a desire to build something that’s truly out of this world. Shoving three bored-out Honda CB750 motors into one land speed racer is probably a little bit of both.

This, in all of its 12-cylinder, 2,508cc glory, is The Galaxy. It’s the creation of California-based custom motorcycle builder and mad genius, Mitsuhiro “Kiyo” Kiyonaga, and his childhood dream brought to life..

Kiyonaga-san opened Kiyo’s Garage in Los Angeles in 2013. Around the same time, he built ‘Cherry Blossom,’ a stretched land speed racer with a turbocharged Honda CB750 motor in a scratch-built frame. A few years later ‘Gekko’ followed—another 1970s top fuel-style bike, except this one had two CB motors.

The Galaxy continues Kiyo’s obsession with this theme. “The concept common to all three is a land speed racer with the beauty of a show bike, which can actually run,” he explains.

“There is a culture called ‘Kacho Fugetsu’ in Japan, which translates literally as flower, bird, wind, moon. But its meaning is the traditional beauty of nature in Japanese aesthetics, and the rhyme of nature. Some write poetry, some sing songs, and some express it in pictures. I want to express Kacho Fugetsu in our machines.”

Kiyo had dreamt of building The Galaxy for a long time, but the project only materialized when he visited the Haas Moto Museum to discuss their acquisition of Cherry Blossom and Gekko. While there, Kiyo also presented owner Bobby Haas and director Stacey Mayfield with sketches of his three-engined concept. Bobby was hesitant at first, but eventually reached across the table, shook Kiyo’s hand and commissioned the project.

Even though Kiyo already had a twin-engined bike under his belt, the step up to three was daunting. “I was skeptical about whether it was possible or not,” he confesses. “However, when I started making it, that anxiety disappeared, and I was able to complete a mechanism that was surprisingly efficient, simple, and fully functional.”

The Galaxy’s four-cylinder power plants are all 1978 Honda CB750 units with F2 large port heads. Each motor has been bored out to 836 cc, and fully rebuilt with lightened and balanced crankshafts, heavy-duty connecting rods, performance cams and oversized stainless steel valves. Extra care was taken to make sure each motor’s internals conformed to the exact same spec.

The motors are each fed by four Keihin FCR 35 mm carbs, with significant work to the intake manifolds to help them run optimally. All three carb sets are linked via a rod-and-heim joint setup, to make it easier to synchronize the throttle slider. But rejetting is still a chore, given that there are 12 carbs to fettle. The entire setup breathes out through twelve custom-made exhausts.

One big challenge was splitting the number one and two engines’ transmissions—a process Kiyo nonchalantly refers to as “simply cutting off unnecessary transmission parts.” The rebuild included fabricating new covers, relocating the oil pumps to sit externally, and working out a custom-built system to circulate oil through all three motors sufficiently.

Even harder was constructing a primary system that would connect all three mills. What’s more, Kiyo was adamant that the system be easy to maintain under race conditions, so he limited himself to using easily obtainable parts.

The resulting setup looks dead simple from the outside, since Kiyo removed the starter motor and built a ‘flat’ primary cover. But inside, there’s a complex system of pulleys, mounts and adjusters that will melt your brain, with the role of every part—and how it relates to the next part—considered in painstaking detail.

A three-piece chassis holds the trio of motors together: a tubular upper frame, and two large engine mounting plates that double up as a rigid ‘swingarm.’ Together with the extensive drillium on the rear plates, it’s part of the design language that defines Kiyo’s trilogy of land speeders.

The front half of The Galaxy’s bodywork is integrated with the frame, and hides the fuel tank and pump, battery, and everything else it needs to run. The tailpiece is a hand-hammered aluminum piece, which also carries the 2.5 gallons of oil that the three Honda engines require. The tiny port sticking out at the back is actually an outlet for the engine breather hose.

Aluminum spun wheels bookend the machine, with holes cut into the front to reduce the effect of crosswinds at speed. The influence of 70s top fuel dragsters is unmistakable in the silhouette, and in the stretched-out ergonomics. The ‘rider triangle’ was carefully judged, offering massive control and knee grip when pinning it across salt flats.

Everything on The Galaxy was handmade, without the aid of CAD software or CNC machines—just the way Kiyo likes it.

“I am more attracted to the warmth unique to handmade products,” he says, “such as roughness, unevenness, and left-right asymmetry, which is finished by hitting, bending, and shaving, rather than an accurate and unrivaled mechanical finish. That is the big joy of creating one with my own hands.”

When it came to the paint job though, Kiyo took his hands off, giving total creative freedom to the same artist that painted the previous two bikes: Gen Katsuragawa at Love Ear Art. The overall effect is surprisingly whimsical, belying just how potent this machine actually is.

The Galaxy has now taken up residence in the Haas Moto Museum alongside its siblings, but Kiyo doesn’t consider it complete. Before he ticks that box, he has one more challenge to face: racing it at Bonneville.

Kiyo’s Garage | Facebook | Images by Shaik Ridzwan | Article adapted from issue 43 of Iron & Air magazine, available now.

Kiyo would like to thank Kat, Youichi Sakamoto, Bobby Haas and Stacey Mayfield, Shaik Ridzwan, Max Hazan, Gerek at Kelly’s Block Welding, Rick O’Conner at Power Flow Porting, Walter at Custom Metal Spinning, Iwano at Blue Thunder, Megacycle Cams, Cycle X, APE Racing, JD at Flying Monkey Fabrication, Hitoshi Paint, Sonny Boy Studios, Johnny at Graybill Metal Polishing, Ed at Geometric Machining, Mooneyes USA and Mooneyes Japan.

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[DaveM]

Speed Read, 11 April 2021

MV Agusta updates the Superveloce, while Ironwood Custom Motorcycles partners with a US-based shop. Plus we’ve got a handsome Yamaha SR400 from Vietnam, and two videos to end your weekend with: a Honda Hawk build, and an interview with Pierre Terblanche.

Yamaha SR400 by DOTi Motorcycle We’ve seen almost every iteration of the venerable Yamaha SR possible, but this SR400 stands out. It’s from Nguyen Dinh Trung at DOTi Motorcycle in Vietnam, and it manages to look amazing without conforming to any particular style. Plus it’s loaded with performance upgrades too.

Nguyen grew up in a small town in Vietnam and built his first custom bike, a Honda CL50, at the age of 15. Going into university with $100 to his name, he started making and selling cheap motorcycle accessories—then used that money to buy, modify and sell progressively bigger motorcycles.

Nguyen opened DOTi Motorcycles six months ago, and runs the workshop as a solo operation. He built this 2000-model SR400 as a sort of rolling portfolio, picking the Yamaha for its simplicity.

Much of the donor bike has gone, save for the engine, frame and forks. The bodywork is a mix of flat track and UJM styling, with a fiberglass tank matched to a chrome-trimmed saddle and ducktail rear fender. The tank, and the battery box under the seat, both came from WM Prod Team Co. Ltd in Japan.

The SR now rolls on Öhlins rear shocks, and the wheels have been relaced, with Takasago rims from a Suzuki ST400.

There’s also a WP Suspension steering damper, new handlebars, grips and switches, a Daytona fork brace, and a full complement of titanium fasteners. The exhaust system is new too, and bluing nicely so far.

Finished off with a classy blue throwback paint scheme, it’s clear that Nguyen has a sharp eye—and the know-how to execute his vision. We’ll be keeping an eye on him. [More]

New MV Agusta Superveloce and Superveloce S If you’re a fan of both MV Agusta’s modern and historical designs, the Superveloce is quite alluring. Based on the triple-cylinder F3 800 sportbike, it features hints of classic 1970s race bike styling, carbon fiber bodywork and top spec components.

Now MV Agusta have updated the Superveloce—and released a new ‘S’ version along with it. Both bikes share a host of engine and chassis upgrades, but the S adds a couple of distinct styling tweaks.

MV Agusta have now made the Superveloce’s motor Euro5 compliant, without culling its 147 hp output. The updated motor uses a DLC treatment (diamond-like coating) on the new tappets, new titanium valve guides, and a completely redesigned exhaust system. The injectors and oil radiator are new too, and the ECU’s been reprogrammed.

The Superveloce also has an updated clutch, and a new electronics package that now includes an inertial measurement unit. MV Agusta have fettled the frame too, with reworked frame plates to increase stiffness.

The Superveloce S [above] adds a unique white livery, with Alcantara trim and a pair of drool-worthy spoked wheels. There’s a racing kit for it too, which includes a race seat and rear hump, an Arrow exhaust and an ECU with special mapping. [MV Agusta Superveloce | Superveloce S]

BMW R100 by IRON & WYLD Arjan van den Boom is one of those savvy custom builders that’s actually managed to turn his passion into a profitable business; Ironwood Custom Motorcycles. The shop has a distinct style and there’s a demand for their work, even outside of their home base in the Netherlands. So Arjan’s now partnered with Nathan Shew, founder of the Arizon-based custom shop WYLD Garage Co., to offer Ironwood’s signature builds across the pond.

Dubbed ‘Born in Amsterdam, Built in Scottsdale,’ the IRON & WYLD collaboration means that US customers can order an Ironwood-style custom build, without having to factor in the cost and logistics of importing a motorcycle.

Their latest project should look familiar to Bike EXIF readers—it’s a fresh take on the ‘Mutant‘ boxer design that Ironwood first released four years ago. This one started as a 1988 BMW R100RT that came to WYLD’s shop in stock form, but in pretty bad shape. So the first step was to tear the whole thing down to just an engine block, rebuild the motor, and completely redo the wiring.

Just like the original Mutant, this bike’s sporting an aggressive, almost unnatural stance. WYLD lowered the front suspension and inserted Racetech springs, and added a Racetech G-Series shock out back.

The bodywork consists of a Zundapp moped fuel tank, imported from Germany, and a stubby solo seat. WYLD picked a silver from Porsche’s catalog for the paint on the fuel tank and headlight. A local shop, Unique Upholstery, handled the red leatherwork, which extends to the seat, tank strap and battery box.

The cockpit features Tommaselli clip-ons, a Domino throttle and a Grimeca brake master cylinder, with Motogadget grips and bar-end turn signals, and a Motogadget dash sunken into a Cognito Moto top yoke.

Another signature Mutant touch is the snaking exhaust system. It was pieced together from sections of stainless steel, and exits in an Akrapovič muffler under the seat, with a titanium heat shield to protect the rider’s leg.

The fact that this is unmistakably an Ironwood build is a testament to how well the IRON & WYLD partnership works. [WYLD Garage Co. | Ironwood Custom Motorcycles | Images by Justin Wade Orton]

Honda Hawk RC31 by Aaron Colton Stunt rider Aaron Colton knows how to defy physics on a motorcycle, but he’s more than just a rider—he loves building and restoring bikes too. His latest project is a Honda Hawk 650, picked up as an unfinished project with a number of hidden issues.

Aaron does all the work in his home garage, taking the Hawk from ragged donor to sharp canyon carver in just three weeks. The process is neatly documented in this 25-minute video [above], culminating with an epic test ride in the Malibu canyons. [Via]

Pierre Terblanche speaks about the Ducati Supermono The Supermono is as fascinating as it is rare. Designed as a single-cylinder machine, and named for the Supermono class it was designed to compete in, only 65 were ever made. If you can find one, it’ll cost you.

The Ducati Supermono owes its looks to the renowned South African designer, Pierre Terblanche, and was one of his earliest projects. In this video, he sits down with the Barber Museum’s Brian Case to talk about the Supermono’s development. Highlights include insight into how the motor used a ‘ghost’ second cylinder to help balance it, and what it was like designing bikes before CAD was a thing.

At 45 minutes long, the video [below] is more of a relaxed conversation than a sizzle reel. But if you’re even remotely interested in the Supermono or Pierre’s career, it’s worth a watch. [Via]

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[DaveM]

BLACK & BEEFY: BMW R nineT by Zombie Gelato.

The philosopher Mick Jagger once proclaimed to the world: “No colors anymore I want them to turn black”. These legendary lyrics by the Rolling Stones pretty much became the brief for Zombie Gelato’s latest BMW R nineT commission. “The client wanted as much as possible to be black,” says Chris Martin from Zombie Gelato. Being their client’s first motorcycle, he also wanted it to have all the bells...

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[DaveM]

Smol wonder: A Honda CT125 inspired by Mad Max

There’s something irresistible about tiny motorcycles. According to scientists, we’re drawn to objects that are smaller than usual because they pose less danger, they remind us of toys, and they give us a feeling of control.

That would explain the cultural appeal of mini marvels like Japanese Kei trucks, and the Honda Grom. And classics like the Piaggio Ape three-wheeler, originally adapted from the Vespa scooter. Plus the Super Cub, the Australian CT110 ‘Postie Bike’ … and this Honda CT125 from Motolord in Thailand.

Motolord is run by Chayakrit ‘Win’ Kaewwongwan, who designs and fabricates aftermarket parts for popular local models such as the Honda Rebel. He also occasionally customizes bikes, and this CT125 ‘MadMax’ is his latest project.

“The design concept was to customize parts while keeping the original structure,” he tells us. “We replaced components without harming the frame, so the bike can go back to its original state at any time.”

It’s a clever transformation that made us smile the instant we first saw it. Honda calls the color ‘Matte Fresco Brown’ and that’s what got Chayakrit thinking.

“When I saw the new CT125 for the first time in this desert color, it reminded me of the movie Mad Max,” he says. “I like the style of those vehicles, and used some of them as inspiration.”

The CT125 would be at home in the Australian outback: like its CT110 predecessor, it’s a simple but capable workhorse. It’s related to the iconic Super Cub and the specs are basic, with a 125cc single-cylinder engine and a four-speed semi-automatic ‘box. But you also get modern fripperies like electric start, ABS, LED lighting and digital instumentation.

Chayakrit has added dual LED headlights mounted in a robust bracket that’s effectively a bolt-on replacement part for the stock single bowl. The bracket assembly is big enough to do double duty as a small rack, and it’s flanked by daytime running lights mounted to custom bars.

The tough look is mostly cosmetic at the front, but there are now crash bars to provide more practical protection. The engine gets ribbed covers, and there’s a stylish custom air filter cover right under the seat, giving the CT a bit of a ‘tactical’ vibe.

The central spine of the underbone frame gets a matching cover too, which acts as a mounting point for luggage.

Luggage is the focus here, so there’s a huge custom rack at the back, which can also act as a mounting point for a box, and there’s a side rack on the left for a soft bag.

It may seem like overloading, but the CT125 is a pretty sturdy for such a compact machine: it weighs just under 260 pounds wet in the showroom, but has a 522-pound GVWR.

If the rider has stayed off the cheeseburgers, that leaves enough spare capacity for a decent camping trip. And just to be sure, Chayakrit has upgraded the rear shock to a ‘Diablo’ unit from K-Speed.

‘MadMax’ isn’t going to win any drag races, but it’s unlikely to leave you stranded in the middle of nowhere, either. Or break your leg if you fall off it. It’s small but mighty, with go-anywhere capabilities that would shame many conventional ADV bikes.

If you’re inspired by Chayakrit’s approach and live in the US, grab yourself a Honda Trail 125 and get creative. It’ll cost just $3,900 to ride one off the showroom floor, so you might have a little left in the bank for a light custom job …

Motolord web shop

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[DaveM]

SUPER SPECIAL: 1976 Honda CB550 Café Racer by 089moto.

The original Honda CB750 sportsbike might have been the Japanese motorcycle that made the world sit up and take notice, but it was the CB550F that was turning many paying customers towards the land of the rising sun. Bike Magazine labelled the Honda the pick of the crop among all bikes under a litre in 1975 and decades on the middleweight all-rounder still has plenty of fans. One of them is Basti...

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[DaveM]

FOUR MEN, THREE CHIEFS: Indian Motorcycle launches Chief Custom Build Program.

From board track racing to the post-war bobbers, the American V-Twin was at the heart of the custom bike world for decades. But truth be told, that influence has been drastically diminished in recent times, and comments sections of websites like this and the letters to the editor of every bike magazine have been filled with the same response. “Why won’t the manufacturers listen to what we want!”.

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[DaveM]

Return to form: Workhorse revives a Speed Triple 1050

Before Brice Hennebert started building race-inspired machines as Workhorse Speed Shop, he ran another workshop with a friend, called Kruz Company. The two Belgian builders split amicably a while ago, but there was one notable casualty in the divorce: this Triumph Speed Triple.

Brice and his former partner Olivier first took on the Speed Triple 1050 seven years ago. They set out to build it with a monocoque carbon fiber body, but that’s as far as they got. And when they went their separate ways, Olivier got a full time job and Brice got busy on new projects as Workhorse.

The Speed Triple was boxed and almost forgotten. Then, last summer, the original client called up Brice, and asked him if he had time to slot in the build. Luckily, Brice had a gap in his schedule—so he dusted off the 2009-spec Triumph and got back into it.

Despite being shaped seven years ago, the design of the Triumph’s custom bodywork hasn’t dated. And that’s a good thing, because it took a considerable effort to produce it in the first place. “It was such a challenge,” says Brice.

“I shaped a half bike from pieces of insulation foam, then we decided to 3D scan the shape. At this time, 3D scans were quite prehistoric—super massive, and super tricky. So that was an epic adventure, and eventually didn’t work.”

“Finally it was my friend Christophe from Formae Design who created a CAD model from the foam block. After this first endless step, we asked another guy to build the molds and the carbon fiber piece. At this stage, the project had taken more than a year already.”

The entire structure weighs about two kilos, and sits on a new chromoly subframe (Brice turfed the subframe that they originally built). Underneath it is a custom-built, 13-liter aluminum fuel cell. The bike’s been rewired around a Motogadget mo.unit control box, and all the components are tucked away under the tail and fuel cell.

The cover that rounds out the back of the tail section is a 3D-printed part, with a taillight and turn signals from Highsider embedded into it. Up top is a custom seat from one of Europe’s most prolific upholsterers: Silver Machine in Amsterdam.

Brice left the Speed Triple’s wheels and Brembo brakes alone, but upgraded the suspension with fork cartridges and a rear shock from Nitron.

The yokes are CNC-machined items from Vinco Racing, built to Brice’s design, which includes space for a Motogadget speedo. The cockpit also features new clip-ons, Motogadget mini-switches, and Brembo brake and Harris Performance clutch controls.

There’s a carbon fiber fender up front, an LSL chain guard out back, and a fuel cap, fluid reservoirs and rear sets from Rizoma. The exhaust is a full titanium system from Zard, but it’s the only shiny part on the bike—Brice has finished most of the other parts in Cerakote black.

Brice reckons the Speed Triple’s shed about 35 kg during the build, while taking on a way more aggressive riding position. And now that it’s finally done, he’s looking to offer it as a kit, with extra parts like a belly pan and a fairing.

“The target is to keep the basic version of the kit under €12,000,” he says, “including the donor bike. It’s a good, powerful and popular bike that you can find for around €4,000 across the world, with a hell of an engine that’s really fun to ride in all conditions.”

We’re not the only ones digging this design, because Brice is already talking to potential customers—one of which wants this style applied to the Street Triple. Watch this space.

Workhorse Speed Shop | Facebook | Instagram | Images by Antoine Hotermans

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[DaveM]

The Survivor: Team Obsolete’s 150 mph Benelli 350 Four

As well as having the best name of any vintage racing outfit, Team Obsolete has an eye-watering collection of bikes. And they’re all ready to line up on the grid, including a 1964 Honda 250/6 that revs to 18,000 rpm and a flotilla of MV Agusta works racers.

You could fill a book with stories and pictures of T.O. machines, and we love racing eye candy as much as anyone. This extremely quick Benelli 350/4 is one of our favorites: It’s the machine that Renzo Pasolini piloted to second place in the 1968 Isle of Man Junior TT.

Team Obsolete was set up over 30 years ago by Rob Iannucci, with a mission to get exotic GP machines out of museums and onto racetracks. And he’s succeeded: restored and expertly tuned, T.O. bikes have won over 400 races worldwide.

This 350/4 can trace its lineage back to a Benelli 250 that made its racing debut in 1962 and pumped out an incredible 52 hp at 16,000 rpm. By 1966, in the spec we see here, the engine had become a 345cc with four valves per cylinder.

This mini-marvel has two separate heads, with a train of gears from the center of the crank driving double overhead cams. Ignition is via a Mercury outboard magneto, the gearbox has seven speeds, and the chassis uses 35mm Ceriani forks.

Even the brakes are beautiful: stopping duties are handled by a 230mm four-leading-shoe front drum, with a 200mm 2LS at the back.

“This bike was acquired by Team Obsolete in the early 80s,” Rob tells us. “It was a basket case, and came from a German racer who had gotten it from the factory.” It’s one of only two 350/4s built, and it wasn’t until 1993 that Team Obsolete restored it.

It made its debut at Daytona that year—when industry icon Dave Roper won the 350GP race on it before crashing in the 500 Premiere event.

Despite this, Roper [above] has always been the ideal pilot for the bike: those with long memories may remember him as the first American to win at the Isle of Man, when he nabbed the Historic TT trophy on Team Obsolete’s 1959 Matchless G50.

Roper returned to the Isle of Man in 1993, on board the Benelli for the Classic Manx. But late in the day, his race crew realized that the fuel tank was too small to do the four-lap race nonstop, and they would also have to add oil during a pit stop.

Roper knew he would have to get a big lead early on, to get a decent finishing position. Going hell for leather, he crashed at the bumpy Kerrowmoar section on the first lap, while holding a promising 30-second lead. He escaped with a dislocated right hip and a fractured left fibula, but a helicopter ride to hospital was required.

Team Obsolete rebuilt the Benelli again, and happier news followed: at Road Atlanta the next year, it won both 350GP events.

More recently, in 2018 the Benelli completed the Classic TT Lap of Honour at the Isle of Man—25 years after Roper’s crash, and 50 years after Pasolini finished behind Giacomo Agostini on a MV. The little Benelli was timed at a heady 152.5 mph [245 kph].

The 350/4 never won a GP in its day, but that was largely due to the dominance of Agostini and MV. Thank goodness for outfits like Team Obsolete, who are keeping the magic alive. (And doesn’t that bodywork still look incredible, half a century on?)

Team Obsolete | Images by (and thanks to) Douglas MacRae | Instagram | Print store

As always, Team Obsolete thanks its sponsors: Vanson Leathers, Avon Tyres and Red Line Synthetic Oils.

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[DaveM]

TURNING IT UP TO ELEVEN: 1980 Yamaha XS1100.

Forty years is a long time in motorcycles, and where once upon a time a manufacturer could have a successful touring bike by just bolting a big motor into an existing frame, these days people want all the creature comforts of a first-class flight. But that is where hot rodding comes in, taking that basic combination of a thumping engine in a simple chassis and stripping it back...

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[DaveM]

Rally Retro: A Himalayan with a Group B vibe from Thrive

Today’s adventure bike market is a little like the superbike market in the 80s; to quote Fall Out Boy, “It ain’t a scene, it’s an arms race.” ADV bikes are pushing north of 150 hp and 500 lbs, with eye-watering levels of tech packed in. If that doesn’t butter your toast, perhaps the Royal Enfield Himalayan is the answer.

Royal Enfield designed the Himalayan to be simple and affordable, with an air-cooled 411 cc single, and little more than ABS on the tech side. So it’s basically the antithesis of the modern-day dual sport. And it’s ripe for customization too—as Thrive Motorcycle has just proved with this rally-inspired rendition of the Himalayan.

The commission came from an Indonesian YouTube sensation called Den Dimas. He’d previously reported on a KTM build from Thrive, to great effect.

So Thrive saw it as an opportunity for market research, by getting feedback from Den’s young audience on what sort of products they should develop. The relationship stuck, and eventually Den was in the Jakarta workshop to talk about a custom bike of his own.

“After getting solid permission from his wife,” says Putra, “he sat down with us to discuss modifying one of his motorcycles—without any cutting of the main frame. He wanted his new 2019 Royal Enfield Himalayan to be able to go back to original condition in the future, without huge effort.”

Thrive figured that a Dakar-inspired build would play nicely with the Himalayan’s inherent lines. The guys are adept metal-shapers—but this time they decided to 3D print molds to shape fiberglass parts that could bolt on easily.

“We wanted to learn how fast we could go, and how much production time we could reduce by trying this kind of approach,” says Putra. “And it might be useful for any other Himalayan owners who want to apply this kind of approach.”

“Den immediately agreed with the idea of duplication, so parts could be made multiple times for those who need an enhanced appearance with minimal effort. It’s one of his dreams to be able to contribute ideas, to develop local products that can go overseas.”

The new bodywork is fiendishly simple, but has a big impact. Up front is a pair of side fairings, designed to tie the Himalayan’s fuel tank and windscreen together. Out back is a one-piece unit that incorporates side panels, a seat pan and a rear fender.

There are practical considerations everywhere—like a 3D-printed seat release mechanism, and mounting points to attach a Kriega dry bag.

Thrive also designed and 3D-printed new headlight mounts, and added a pair of PIAA spots. There’s also a hidden cover at the rear, to keep debris out of the under-seat area, and a custom-made aluminum license plate bracket.

The crew also threw a bunch of their own T/H/R/V catalog parts at the build. The LED turn signals, handlebars, foot pegs and stainless steel exhaust muffler are all proprietary. “The only things we had to buy from the store were a pair of Pirelli Scorpion MT60 tires, the fog lights, and an Öhlins RE907 rear shock,” says Putra.

Thrive knocked the Royal Enfield’s paint out the park too, with a livery inspired by a very special Group B rally car. “37 years ago,” says Putra, “Porsche made a special car for the Rothmans Rally Team to compete the 1984 season—a 911SC RS driven by ProDrive chairman David Richards. It caught our eye.”

Thrive splashed Rothmans blue graphics onto the bike, flanked by gold and red pin stripes. Then they finished bits like the rims, top yoke and handlebar risers in gold, giving the bike a proper throwback rally vibe.

Dubbed ‘Gemini,’ it’s a fantastic rework that plays to the Himalayan’s strengths. And since Thrive have effectively blueprinted the design, it leaves room for more interesting twists on this theme.

Thrive Motorcycle | Facebook | Instagram | Images by Ghifara Prayudha, with lighting by Hubertus Panji

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[DaveM]

Speed Read, 18 April 2021

This week we’ve got a racy SuperHawk from Australia, a sleek Sportster from Jakarta, news of Go Takamine’s hookup with Indian, and a seriously weird little ATV from Russia…

Honda VTR1000F by Francis Von Tuto Australian-based builder Francis Von Tuto is heading back to his Italian homeland. We loved his CBR600RR a couple of months ago, and he’s now signing off with this VTR1000F Firestorm sportbike—a model better known to riders in the US as the SuperHawk. It’s a 1998 spec bike, which arrived with 90,000 kilometers on the clock, and a few ‘issues.’

“They couldn’t work out why it wasn’t running properly,” says Francis. “While checking the valve clearances, I realized that the timing was absolutely off. The engine was firing at 90 degrees rather than 270!”

Given that the VTR1000F has a bulletproof V-twin pumping out around 100 hp, plus decent wheels and suspension, it’s an excellent donor for a modern, racy custom.

But the prominent side radiators bugged him, so he shaped up foam and fiberglass to create a one-piece solution. Local specialist Paul Borowinski then built a full mold and produced the finished bodywork, with oblong holes near the radiators helping with air extraction.

The dual headlights are attached to an easily removable lightbar unit that also holds tiny indicators. The original instruments bolt onto the mount for the lightbar.

For better lines, Francis has shortened the front fender and installed a custom made seat with comfortable dual density foam. Underneath, the electronics and the main wiring loom are secured to an aluminum tray and the battery is cradled in a steel cage. The sides are covered by hand-shaped 2mm aluminum plates, which contrast with the new green paint—a close match to the CB500 Four ‘Candy Jade Green.’

With a fresh Barnett clutch kit installed, vapor-blasted cases and a handmade 2-into-1 exhaust system with an Arrow muffler, this VTR is ready to hit the twisties. Tempted? $10,000 and it’s yours, with pickup in Brisbane. [More]

For sale: Thrive’s ‘Kuzuri’ Sportster One of the best ever Sportster customs we’ve featured on EXIF has just popped up for sale. It was built by Jakarata-based Thrive Motorcycle four years ago, and still looks as fresh as a cucumber.

Builders Indra Pratama and Barata Dwiputra have long been at the forefront of the Indonesian scene and are now fixtures on the global stage. ‘Kuzuri’ is one of their finest works, and is based on an Evo motor lifted from a 2000-spec Harley XL1200.

The frame was built by Brodonolo Custom Garage of Central Java, and the sleek sheet metal is 100% custom.

The design is timless and the workmanship top-notch, from the elegant paint to the vapor-blasted engine. If you’re partial to custom Harleys with a hint of Japanese chopper styling, drop Thrive a line.

Incoming: An Indian Chief from Go Takamine Amidst the barrage of daily press releases we receive, one stood out this week: Indian Motorcycle has hired Go Takamine, the creator of BratStyle, to customize the recently unveiled 2022 Chief.

As well as being one of the defining icons of Japanese custom culture, Takamine has history with OEM projects. He delivered a brilliant SCR950 for Yamaha [above], and turned up with the goods for BMW when they commissioned an R nineT [below].

Ola Stenegärd, Indian’s current Director of Design, is is ex-BMW and knows Takamine well. We also detect Stenegärd’s hand in making the new Chief smaller and lighter than the outgoing model, so it’s now a closer competitor to the Harley Softail. The Chief comes with a new steel (rather than aluminum) frame, which will make life easier for Takamine when he whips out the grinder.

Takamine is no stranger to Indians, and has worked on many examples in the past. “The new Chief is ideal for customization, with its classic steel tube frame and air-cooled motor,” he notes. “I’m excited by the possibilities.”

We’re curious to see what he comes up with too. Also on board to deliver Chief customs soon are US-based Paul Cox and Keinosuke “Keino” Sasaki, working as a duo, plus Carey Hart, an offroad truck racer and former freestyle motocrosser.

Hamyak ATV by Eduard Luzyanin Okay, it’s not strictly a motorcycle. But it’s equipped with a 150cc Chinese motorcycle engine and damn, we need one of these in the EXIF garage.

The Russian Hamyak ATV is small enough to fit inside the trunk of virtually any car, like the famed Honda Motocompo folding scooter of the early 80s. It can reach 40 kph (27 mph), weighs just 85 kilos (187 lbs), and technically it’s a snowmobile, given the track it runs on. But it can tackle any terrain—subject to rider bravery, or foolishness.

Hamyak means hamster in Russian, and Luzyanin gave the name to his fantastic design because it’s small and extremely mobile. If you can’t turn it fast enough by shifting your bodyweight, or you’re on hard ground, you simply jump off and give it a twirl to change direction.

Storage compartments hold a collection of survival tools such as a small hatchet, a compact saw, a torch, and a thermos flask. A 15-meter (49 feet) rope is attached to the side, and there’s a five-liter auxillary gas can at the back. The main tank holds ten liters and the motor burns through about a liter an hour.

With no suspension to speak of—aside from the tiny shock absorbers in the monotrack—the hamster is likely to be an entertaining ride over rough terrain. That doesn’t diminish our enthusiasm for this vehicle in any way. Za Zdarovje! [Via, in Russian]

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[DaveM]

PERFEKTION: 1983 Moto Guzzi Le Mans ‘KM33’ by Kaffeemaschine.

Obsession in the pursuit of perfection can drive a man crazy and has seen many an artist go crazy or resort to cutting off an ear. That is the danger of walking the tightrope in the endeavour to reach nirvana, but the reward when it works turns the agony into ecstasy. This is the life of Axel Budde of Hamburg’s Kaffeemaschine, as he continues to turn out one perfect Moto Guzzi after another.

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[DaveM]

Hidemo Style: A 1970s Shovelhead from one of Japan’s best

The Japanese custom scene sets rather than follows trends. Japan’s top builders each have a unique and instantly recognizable style, and the machines they produce are usually hard to pigeonhole.

This 1970 Harley-Davidson FLH Shovelhead from Hideya Togashi of Hide Motorcycle (that’s ‘Hee-day’) illustrates my point beautifully. Togashi-san’s client simply asked him to build a bobber, leaving the rest to the builder’s discretion. A wise move.

Taking loose inspiration from the boardtrackers of the 1930s, he blended together bobber and vintage tracker cues to build what can only be described as a Hidemo special.

Also known as the ‘Hydra-Glide,’ the Harley-Davidson FLH was a tourer with a fairing, panniers and a comically large seat. Little is now left of the original bike, save for its wheels, motor and frame—and none of those have been left untouched.

Hideya edited the frame, although he’s coy about exactly which parts have been changed. Then he narrowed the triples, and grafted on a 41 mm Shovelhead front end. The forks have been modified, and now wear a pair of drilled-out fork covers.

A pair of 13.5” Progressive shocks holds up the rear.

The front wheel rim was re-laced to a mechanical drum brake from a BSA, using a custom spoke set. The rear wheel is original, right down to the OEM sprocket-side hydraulic drum brake. Both ends wear vintage-style Treadwell Waveway tires: 4.00×19″ in front, and 5.00×16″ at the back.

Hideya tore into the motor too, bumping the capacity to 1,340 cc with KB Performance pistons, an Andrews cam, a Dyna S ignition and a 1½” belt primary. The carburetor’s from S&S Cycle, and is fed by a one-off velocity stack. The H-D’s also sporting a stunning pair of hand-built, nickel-plated exhausts.

Up top is a custom steel fuel tank, capped off with a hand-made metal ‘strap’ that also houses the bike’s speedo. Hideya also built the oil tank from scratch, and shaped a new seat pan and rear fender from aluminum. Atelier Cherry handled the upholstery on the scooped solo saddle.

The Harley’s new handlebars are custom, and wear Nice Motorcycle grips and an internal throttle. Keen eyes will note the lack of a clutch lever—that’s because this build uses a foot clutch, with a custom suicide shifter sitting to the left of the tank.

Out front is a repurposed vintage tractor light, and out back is a side-mounted plate holder, wrapped around the shock with an integrated Hide Motorcycle taillight.

There’s hardly an inch on this Shovelhead that hasn’t been modified, or made from scratch. Smaller bits like the kicker pedal, foot pegs, and drilled foot control mounting plates are all one-offs. Every last detail’s been considered—like how the drillium on the handlebar cross-brace matches the grips.

Equal consideration has gone to the Harley-Davidson’s final finishes. The fuel tank, oil tank, fender and frame have all been nickel plated, with a scalloped design shot over the bodywork by Skop Art Works. Parts like the engine covers have been polished, while items like the wheel rims and rear shock spring have been finished in a duller, almost pewter-like color.

It’s a stunning entry into the Hide Motorcycle portfolio that proves that Togashi-san is at the top of his game. And it’s shiny reminder of why we love Japan’s imitable custom scene so damn much.

Hide Motorcycle | Instagram | Images by Hideya Togashi

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[DaveM]

CATAMOUNT CUB: 1965 Triumph Tiger Cub by Red Clouds Collective.

The Portland-based outfit Red Clouds Collective is known for their bespoke high quality American-made clothing and accessories. They also dabble in building motorcycles and have acquired quite the collection over the years, with the same attention to detail and build quality that you’d recognise from their garments. They were itching to start a new project and, as luck would have it...

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[DaveM]

THE LEGEND OF THE PUFFER: 1946 Indian Chief by Perry & Roland Sands.

Perry Sands’ obsession with motorcycles began at the age of nine, getting a ride aboard his dad’s friend’s Triumph in 1957 and kicking off a series of events that’s resulted in a multi-generational moto-dynasty. Perry’s parents embraced their sons’ fascination with bikes, eventually gifting Perry and his little brother, Ted a quarter-liter dirt bike to tinker with after the two had cut their teeth...

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