Custom Motorcycle Builds

[DaveM]

HELL’S BELLS: 1969 Triumph Bonneville by Hellraiser Garage.

Not all projects start with the intention of ending the way they do, in fact, most start with much more humble intentions and then the bug bites. What was going to be just the fitment of a new part or a small repair, has somehow seen your otherwise stock bike totally transformed into a one-off custom. But other than a hit to your bank account, how can you complain, especially when the end result...

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[DaveM]

METICULOUS: 1983 BMW R100 by Incerum Customs.

Alongside being more well-balanced and cohesive in their overall design, what typically separates your average custom bike from professional level builds is the small details and fit and finish. The sheer amount of repetition and time spent customizing the same donor model has a way of shining a light on previously unseen possibilities and elements for customization. And having now completed an...

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[DaveM]

Build. Train. Race.: Three killer Royal Enfield race bikes

We love Royal Enfield North America’s Build. Train. Race. program for two reasons: it shines the spotlight on women in motorcycling, and it produces killer bikes. Now in its second season, it’s a grassroots initiative where a selection of women riders are each given a Royal Enfield 650 twin to customize for racing. Then they spend some time training, before duking it out on the track.

Last year’s edition of BTR stuck with flat track racing only, but Royal Enfield have now added road racing to the list.

The full roster includes 16 women in the US and four in Brazil, and the bikes are the INT 650 (called the ‘Interceptor’ outside of America) for flack track, and the Continental GT for road racing. Both bikes share Royal Enfield’s 47 hp / 52 Nm 648 cc parallel-twin motor, and both are ripe for customization—as many custom builders have already proven.

Twenty motorcycles is too much to cram in here, so we’ve picked three of our favorite BTR machines; two flat trackers and one road racer.

Sarah Dixon’s flat tracker Sarah Dixon earns a living as a medical transportation driver, but racing is in her genes. Her mother was a drag racer, her grandfather raced dirt track, and Sarah’s been on two wheels from the age of two. So it’s little wonder that her race bike has a quintessential American flat track vibe to it.

Sarah’s INT 650 owes its new lines to a XR750-style fuel tank from First Klass Glass, and classic flat track-style tail unit. The seat and tail come from project sponsors Saddlemen, who also embroidered each racer’s number onto their seat pad.

The tank’s been cut open and merely acts as a cover for the rewired electronics. So the gas cap is just there for show; fuel’s now stored in a custom-made fuel cell under the seat. The subframe’s been fettled to match the tail section, and the main frame’s been de-tabbed.

The Royal Enfield now rolls on custom 19” wheels from Lowery with Dunlop tires, and with Öhlins suspension at both ends.

Other mods include extended rear axle slots to wedge the bigger wheel in, and an oversized rear brake. The sprockets are from KTM and Yamaha’s catalogues, fitted with a custom rear carrier.

Up in the cockpit you’ll find Vortex handlebars, mounted on pullback risers that sit on an Indian triple clamp set from S&S Cycle. The front ends’ finished off with a number board, and a pair of fork covers from Goons Glass.

Entrants aren’t allowed to mess with the INT 650’s engine internals, but they can fit some performance mods. Sarah’s bike runs K&N pod filters, custom mounted to wedge into the limited space between the intakes and fuel cell. The gnarly two-into-one exhaust comes from BTR sponsors S&S Cycle, who supplied systems for all the racers.

Sarah’s bike’s finished in an all-American red, white and blue livery by Randy Atkinson, with polished wheels to match the motor, and a hit of gold on the forks. It looks stunning and goes like stink too—Sarah’s already bagged a third place finish on it.

Sarah thanks Motozilli (Jim Iacozili), Tommy Duma, dad, Royal Enfield North America, S&S Cycle, Saddlemen, Dunlop, Bell Powersports, Maxima, Dynojet Research, Goon Glass, FXR Racing, Scott, ODI, SixSixOne, Ogio, Mobius, Leatte, Slick Products, LZ Racing, Joe’s Cycle Shop, Randy Atkinson, Mike Butler Racing.

Nean Kiskela’s flat tracker Don’t let her 4’11” frame fool you—Nean Kiskela is a formidable competitor. She used to own her own moto repair and custom shop, but has been working at Icon Motosports in Portland for the last five years. And since her small home shop is overflowing with dirt bikes, Icon let her build her INT 650 flat tracker at the office’s spacious workshop—with help from her friends John and Davin.

“This bike is my first brand new street bike,” Nean tells us. “Before this, I had only had one brand new dirt bike—and that’s just not the same. At one point I remember thinking to myself ‘how the hell can I tear this thing apart when it’s just so nice?!’ But honestly, there was no time to think—it had to be done.”

Nean kicked off her build with a couple of parts from the program sponsors: the Saddlement tail section and the S&S Cycle exhaust system. Next up was a Dynojet Power Commander V unit and a Quick Shift kit, along with a high-flow air intake from S&S.

Jeff at Z Moto Suspension worked on the suspension, by lowering and re-valving a set of Yamaha R6 forks and the OEM rear shocks. The forks are held by a set of S&S Cycle yokes, with a set of extreme pullback risers to put the bars closer to Nean. The handlebars are Neken Jared Mees replicas—also picked for their generous sweep, and trimmed by about an inch and a half.

Nean had planned to run alloy wheels, but there wasn’t enough time to machine the various parts that would have made them fit. So Erik Moldenhauer at Royal Enfield sent a used set of spoked aluminum hoops, while Nean’s friend John Raines helped fabricate all the little bits to make them fit. The setup includes a Banke Performance quick-change sprocket adapter, Vortex sprockets, a brake hanger from KE Motorsports, a used Brembo caliper, and a custom brake line from Oil Filter Co in Portland.

One standout piece is the bike’s fuel tank. It’s the OEM unit, trimmed at the bottom and narrowed at the knees by Jeff Johnson of Ill Eagle Designs. Nean loved the look of the welds and wanted to save a buck, so she scuffed up the metal with a Scotch Brite pad and sprayed over it with a $27 can of clear coat.

Nean’s commitment to every last detail is nuts. Her bike has custom sparkle footpeg rubbers, 3D-printed side covers done by colleague, Brian Holvenstot, and stenciled logos on the tank and number boards by another Icon staffer, John Whitaker.

Hardly a part hasn’t been touched by Nean’s Scotch Brite pad, and she even painted, then scuffed, the S&S logo on the exhaust, to make it look vintage.

Nean thanks Amanda Sundvor, Davin Wirtanen, and Andy DiBrino for setting her up with their industry connections, Royal Enfield North America, Race Tech, DynoJet Research, Saddlemen, Dunlop Tires, LightShoe, Maxima Racing Oils, Rev’It!, S&S Cycle and Johnson Engineering.

Trisha Dahl’s road racer A low voltage technician by trade, Trisha Dahl only started riding motorcycles at 23—despite a life-long obsession with two wheels. She’s got experience racing flat track, but road racing is a fairly new challenge for her. She’s still knocked her Continental GT build out the park.

All the road racers in the BTR roster use the same fiberglass fairing, matched to a Woodcraft front fender and the stock Continental GT tail section. They also share the same clip-ons and rear-sets, and a two-into-one S&S Cycle exhaust system. But other than having to leave the motor alone, the rest is fair game.

Trisha’s Royal Enfield gets a boost from an S&S high-flow air filter, with a Dynojet Power Commander V, quick-shifter and MotionPro Rev2 throttle all in play. It also has a MotionPro run/stop switch, a ProTaper clutch perch, and an Antigravity Lithium-ion battery to shave weight.

The front forks are running Traxxion Dynamics cartridges, and are matched to S&S triples with offset adjustment. There’s a set of full-adjustable Fox shocks out back too. The wheels are a mixed bag of 17” Excel rims, a front hub from an off-road bike, the OEM rear hub and custom spacers, and are wrapped up in Dunlop race slicks.

For the front brake, Trisha used a Brembo master cylinder and fluid reservoir, hooked up to custom Spiegler lines, a four-piston caliper and a 320 mm Galfer rotor. The setup uses a machined caliper bracket that didn’t work out of the box—so Trisha’s friend Jason Osmonson had to beat it into shape.

Plugs Garage in Minnesota handled the paint. It’s a tribute to the Porsche 917 Gulf Oil racecar, but it’s executed far more tastefully than some of the gaudy knock-offs out there.

Kudos to Royal Enfield for introducing road racing to the program this year—if half the bikes look as good as this one, it should make for some downright good-looking racing.

Trisha thanks Royal Enfield North America, Arai Helmets, S&S Cycle, Maxima Lubricants, Dunlop Tires, Vortex, SBS Brakes, Dynojet Research, Plugs Garage, Jacks of Spade, Traxxion Dynamics, Moon Motorsports, Bison Track, Fox, MotionPro, Antigravity Batteries. And a special thank you to her husband for giving the bike a thorough safety inspection before rolling it off the bench for the first time.

The BTR flat track season has already kicked off, and the road racing’s set to start next month. In the meantime, you can head over to the Build. Train. Race. website to see the full roster of racers and builds, and vote for your favorites.

Royal Enfield North America | Instagram | Images by Jen Muecke

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[DaveM]

OUTSIDE THE BOX: 1982 Yamaha XS400 by The Box.

‘Built not Bought’ is a phrase that has jumped up across the custom bike and car world for as long as chequebooks have been around. There is no doubting the immense satisfaction that comes from building your own machine, but the reality is that many write the cheque because they lack the time, tools or talent to get the job done to the level they desire. So one very clever man found a way to get...

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[DaveM]

TINY TRACKER: Honda NX150 by Republica Motocicletas.

The insane power figures of modern superbikes has resulted in a horsepower arms race that has filtered into every category of motorcycle. But the truth is, you really don’t need a bunch of power to have a whole lot of fun; add low weight and it only gets better. So in many nations where the HP obsession doesn’t run so deep, manufacturers are able to sell bikes that fit the cheap and cheerful...

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[DaveM]

Spacebar: The electric scooter inspired by robot anime

Remember the Honda Motocompo, the cute folding scooter from the early 1980s that could fit in the trunk of a car? We’ve often thought that Honda should revive it, and it looks like we’re not alone.

Katalis have just released details of their latest creation, and it’s the spiritual successor to the Motocompo. Called ‘Spacebar,’ it weighs just 132 pounds [60 kg] and it’s a smidge under 4’8” long—about a foot shorter than a modern Honda Grom.

With the bars folded down, the Spacebar is just 34” tall. So it’ll fit in the back of a subcompact car, just like the original Motocompo did. The big difference is in the power unit: Katalis’ version has a 1200W motor sucking juice from a 48V lithium battery.

It’s good enough for a range of 60 km and a top speed of 50 kph, which is probably as far and as fast as you’d want to go, given the miniscule size of the thing.

Katalis is headquartered in South Jakarta, Indonesia, with a separate fabrication factory some 20 kilometers away in Cibubur. The company is positioned as a ‘Mobility Design Studio and Workshop’: it’s basically a collective of design professionals with serious skills and a taste for irreverence.

This is not Katalis’ first foray into electric scooter design. Just over a year ago, they revealed a concept based on the Selis Garuda, a 500W electric scooter sold in Indonesia. ‘Spacebar,’ however, is an altogether much more sophisticated beastie. And it’s strong enough to carry a rider and luggage weighing up to 265 pounds (120 kg).

The Spacebar is a ground-up build, with a frame built out of extruded 2.2mm aluminum tube. This has been refined over several versions; the battery in this latest iteration has been moved closer to the front of the frame for extra stability.

The motor is harnessed to an off-the-shelf Votol ECU/controller, but the suspension has been designed in-house, using heavy-duty mountain bike shocks front and rear.

Katalis have adopted what appears to be a leading link setup at the front, and the spec sheet shows 3mm aluminum square tube for both the forks and the swingarm.

The wheels are ten-inch scooter items, with custom-made covers and disc brakes front and rear. The rims are shod with locally made Primaax SK-51 Godzilla tires: they’re probably not what you’d choose for the smooth asphalt of Singapore or Hong Kong city, but they look good and should do the job in Jakarta and the surrounding areas.

The star of the show here is the bodywork though, fashioned from 6061 aluminum and painted to evoke the vibe of 1980s and 1990s mecha or robot anime.

According to designer Julian Palapa, “The mecha anime cartoons at that time were predominantly in red, blue and yellow colors. So we’ve used colors and graphic elements inspired by those giant, sophisticated robots.” It’s pure nostalgia and works brilliantly with the angular lines.

Katalis have called this particular Spacebar build the ‘Quatro-P,’ as a nod to their client—local architect Pradhana Harsa. He placed his order after seeing Katalis mentioned in the international design media, and then discovered that it was a local project.

The Spacebar has been in production since January, and Katalis are already in discussion with several brands to create custom versions. If you’d like to put one in your garage, it’ll cost a very reasonable Rp65,000—which equates to US$4,500.

Katalis may soon have some competition, though. Last year, Honda filed a trademark in the US to use the name ‘Moto Compo’ for an electric scooter. Whatever could they be planning ..?

Katalis Instagram | Images by Gala Indiga

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[DaveM]

DOUBLE TROUBLE: A pair of Yamaha XV’s by Ugly Motors.

As a business, having new orders come in is exactly what you are after, but from the moment you sign the paperwork to the day of delivery, a minefield of issues can crop up. In the custom bike world that can be everything from parts suppliers failing to deliver, subcontractors providing shoddy quality work and throw in a global pandemic grinding everything to a halt and what seemed like a...

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[DaveM]

WINNING FORMULA: Royal Enfield Interceptor ‘Motokit’ by BAD WINNERS.

You may not see them in the paddock on race weekend, but at least four of the current crop of Formula One drivers have a custom motorcycle. Turns out those multi-million dollar open-wheelers can’t provide you with all the kicks you need. It’s a fair bet these driving aces know a thing or two about a quality machine and when Scuderia Ferrari’s young gun Charles Leclerc was in the market...

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[DaveM]

Heavy Wind: A gnarly Buell Cyclone from MB Cycles

Hardtail choppers with fat rear tires aren’t typically our vibe, but we’re suckers for anything Martin Becker builds. He’s a Meister of stance and proportions, and has a great eye for detail—making his builds far too good to be ignored.

Martin’s track record is exactly why his client was happy to give him free rein. Sebastian and his girlfriend already own customs from MB Cycles, and then Sebastian walked in one day and spotted the donor for this project.

Martin had bought the Buell just two days prior; a runner with a 1996 M2 Cyclone motor, in a hardtail frame from the now-defunct German company SCS. It used to belong to a friend of his, who raced it at the Glemseck 101. That friend then sold it, and it eventually ended up in Martin’s hands.

Luckily the 1,203 cc Buell motor was still in good condition, and the bike had all the right papers. But it was well used, and a far cry from the polished machine you’re looking at now. Sebastian saw potential and commissioned the project—so Martin tore the whole thing apart, and spent four months rebuilding it as a genre-blending cafe-chop of sorts.

The motor was left alone inside, but it was yanked out of the bike and given a fresh coat of wrinkle black. Martin put it back with a Keihin CV carb and a K&N filter, a Dyna S single fire ignition, and coils from S&S Cycle. Then he fabricated new exhaust headers, and installed a Dr. Jekill & Mr Hyde muffler that has an electronically controlled valve to change its loudness.

Moving to the chassis, Martin lowered the original Buell front forks by two inches, then had the stanchions covered in a low-friction, diamond-like carbon coating.

The wheels look like a matching pair, but they actually come from two different sources. The front wheel is a 3.5×21” Rev Tech part, and the back is an 8×18” hoop from a Harley-Davidson Breakout. They’re both wrapped in Avon Cobra Chrome rubber, with an ultra-wide 240 tire out back.

Martin mix-‘n-matched the brakes too, with a four-piston Beringer caliper up front, and a two-piston Performance Machine unit out back. Both calipers wear a polished finish, and are matched to Rick’s discs.

For the bodywork, Martin imported a gas tank from Japan and modified it with an external ‘gauge.’ There’s a modified Harley V-Rod nose fairing up front, wrapped around a 4.5” headlight. The fenders and the aluminum oil tank are custom made, as is the seat, which is covered in a German military leather.

There’s a pair of Kellermann LED turn signals on the fairing, and an LED taillight and turn signals embedded in the lip of the rear fender. The license plate sits on an aftermarket mounting bracket, off to the left side of the axle.

Behind the fairing are a tiny Motogadget speedo, ABM clip-ons, and ABM levers matched to the OEM Buell controls. The switchgear is minimal; a couple of mini-switches on the left, and a pair of push buttons embedded in the top yoke.

Other add-ons include modified LSL foot pegs, a Kustom Tech side stand, and a Lithium-ion battery from Antigravity. But it’s the little custom touches that hit hard—like the nifty lower rear fender mounts, or Martin’s penchant for meticulously tidy cable routing.

Sebastian really had no idea what direction Martin would head in with the build—not even when it came to paint. “Absolutely crazy,” says Martin, “but the best way for me to build a bike. And also a great confidence in me and my work.”

Martin settled on subdued tones, with a cheeky nod to 80s Yamahas in the graphics. Chikos Pinstriping painted the tank, while Metal Skin Works powder coated everything else in either olive, or wrinkle black.

It might be more stretched and slammed than we’re used to, but Martin’s Buell-powered hardtail still hits all the right notes. Sebastian’s happy too… but his girlfriend isn’t. “She said she needs another bike build from me that looks more tough and crazy than Sebastian’s,” quips Martin.

“I’m already working on it.”

MB Cycles | Facebook | Instagram | Images by Riders Eyes Photography

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[DaveM]

MONOLEVER FEVER: SCHIZZO® Café Racer by WalzWerk Motorcycles.

It was 1997 when I got my first job in motorsport, Soundgarden was playing in my Walkman, the president of the United States had been getting freaky in the Oval Office and we were tuning early aftermarket ECUs with a screwdriver. Over the last 24 years I’ve seen and heard from people across the world of two-wheels and four, their desire to create their own production line of performance vehicles.

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[DaveM]

STOKED: Suzuki SV650 by Stoker Motorcycles.

Since two-wheeled machines had engines slapped inside their frame, some of the most humble bikes have been built into the most incredible custom creations. Take the humble Suzuki SV650, it might have taught thousands how to ride as a no-nonsense learner legal motorcycle, but it has also be turned into crazy street fighters, cool cafes and thundered around the Mountain Course at the Isle of Man TT.

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[DaveM]

INTERVIEW WITH CUSTOM MOTORCYCLE BUILDER WALT SIEGL.

Austrian-born Walt Siegl built his first bike at the age of fourteen using three different bikes and whatever parts he could get his hands on. His love of motorcycles runs in the blood, with his father and grandfather both passing on their passion for riding and building bikes to the young Walt. His custom builds are not only aesthetically pleasing but are built to be ridden, and ridden hard.

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[DaveM]

Speed Read, 27 June 2021

It’s a bumper selection for Royal Enfield fans today, with a new parts kit from Bad Winners of Paris and a chunky custom from a English startup. We’ve also got an SR500 built by an aircraft technician from Canada, and details of a radical new land speed record contender.

Bad Winners Motokit for Royal Enfield twins Bad Winners is one of the biggest success stories in the European custom scene. Shop founder Walid Ben Lamine has built many, many fantastic customs over the past decade, from one-offs to limited production ‘series’ bikes.

He now includes kits in his repetoire, and the latest is this new ‘Motokit’ for the hugely popular Royal Enfield 650 twins.

Working with RE headquarters, Walid has taken a modular approach—so 650 owners can either take the whole shebang, or upgrade a bike in stages.

We’d start with the suspension first, which includes new fork internals from YSS and a choice of three different shocks. And maybe add the 17-inch wheels with Dunlop’s new Mutant rubber.

You can supplement that with a ‘Front’ kit of Renthal bars, matched to a custom set of push buttons, a control box to interface with the stock wiring loom, a new throttle, and Oberon mirrors.

We’d add the Motogadget Tiny speedo as well, attached via supplied brackets, and a Koso Thunderbolt headlight in a custom bucket.

On the performance front, Bad Winners have assembled a package of goodies including a custom mapped Power Commander, a free-flow S&S air filter, and a choice of exhaust systems from S&S or Spark. It’ll give the parallel twin a useful boost in power beyond the stock 47 horses.

For owners into the modern ‘flat seat’ look, there’s also a seat kit—but this requires getting the grinder out. If you’re confident doing that, you’ll get a new rear loop, a seat unit, a bobbed fender and license plate holder, and revised lighting to fit the new setup.

The 650s have been a well-deserved success for Royal Enfield, and we reckon this kit will be a hit for Bad Winners too. Keep an eye on their website to see when it goes on sale—some of BW’s other kits are so popular they’re on backorder.

Stu Lloyd’s Yamaha SR500E Ex-pat Brit Stu Lloyd has lived an action-packed life, jetting around the world as part of his job as an aircraft tech. He now calls Calgary, Canada his home, and spends his time spinning spanners on bikes rather than jets.

This 1978 SR500 is Stu’s latest project, and as you’d expect from someone of his background, it’s beautifully built.

Stu’s hobby is riding and racing superbikes, but this SR500 is an altogether more practical and safer machine—because it’s destined for his 12-year-old daughter when she’s old enough to ride. And Stu has built it using the same skills and tricks employed by bike builders from the 70s and 80s.

He’s given the Yamaha a Mikuni VM36-4 carb, an Omega Racer exhaust system, and treated the head to a mild porting. He’s removed weight by installing a fiberglass Benelli tank, a li-ion battery, and a fiberglass tail unit on a shortened loop.

After removing unnecessary tabs and steel from the frame, Stu strengthened the swingarm and fitted upgraded shocks and revised fork internals.

Visually, the bike is inspired by the Paul Smart Ducatis, and also the work of Pepo Rosell. An Imola replica fairing and twin 4.5-inch headlights create an endurance racer look.

There are far too many other details to list here, but we reckon Stu’s daughter is in for a treat when she’s old enough to pilot this machine. Get the full build story here. [Images by Adam Gregory]

Royal Enfield Interceptor 650 by Soldoutmotorcycles Shaun Walker is one of the biggest names in the British custom scene: he co-founded the Down & Out workshop, famous for its fat-tired Triumphs, and recently branched out into very cool motorized BMX builds.

After seven years of running D&O, Shaun has started a new company, and plans to spend more time getting his hands dirty.

“I needed a change, so sold the business and have gone back to my roots—and back to my original unit in my local town,” he tells us.

“Running the business left me no time to build one-off bikes. So this is about building bikes like I used to, back in the day, and the Royal Enfield Interceptor is a great platform.”

This Interceptor has got Shaun’s signature style written all over it. The key modification is the wide fork kit, with new triples and spacers allowing 3.5-inch wide Excel rims to be fitted, at 16 inches both front and back. The tires are 500-16 blackwall Coker Becks, shielded by custom fenders.

Shaun’s installed LSL bars on custom risers, with internal wiring. The bar-end indicators (and keyless igntion system) are from Motogadget, with discreet Kellerman LED units handling both indicator and stoplight duties at the back.

The gauge is a Cognito Moto GPS unit, which doesn’t require a transmission sensor to operate. It sits right above Shaun’s proprietary headlight unit, mounted on custom brackets.

Fabrication includes 2-into-2 exhaust pipework, and a plush new seat with classy diamond stitching. It sits atop a new rear frame loop, which includes mounting points for YSS piggyback shocks.

Finished off with classy olive-and-silver paint from Pro Kustom, this Interceptor is a brilliant calling card for Shaun’s new workshop. Hit him up if you’d like to give your own Royal Enfield an extra dose of custom style.

Soldoutmotorcycles Instagram | Images by Simon Krajnyak

White Motorcycle Concepts goes for the world record Last year, veteran racer Max Biaggi broke eleven world records for the fastest speed set on a electric bike. On a Voxan bike, he set a best of 408 km/h (254 mph) during one particular run at a French airfield.

A British motorsport engineer called Robert White is now gunning for that record, relying on aerodynamics as well as outright power. He reckons his two-wheel drive WMC250EV streamliner has everything it needs to wipe out Biaggi’s record, aided by a drag coefficient of just 0.11.

The key is an air channel that runs the length of the bike—a patented concept he’s called ‘V-Air.’ It reduces drag by around 70% over conventional bodywork, removing the need for massive amounts of power: the four electric motors in this machine have a combined output of around 100kW or 134hp.

According to White, “For the land speed application, the three major factors are aerodynamic drag, grip between the tire and the salt to drive forward, and power, which is third in line.”

Development of the WMC250EV is well advanced now, and the team is aiming to break the British record before 2021 is out—and then the world record next year. Given the amount of tech crammed into this unusual-looking machine, we reckon they might just do it. [Via]

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[DaveM]

PROJECT POLIZEI: BMW R850 RT-P by UNIKAT Motorworks.

When law enforcement agencies need to choose a model for policing and patrolling duties, the primary factors they consider are cost, reliability, longevity, and, above all else, performance — not all that different from the traits custom builders look for when selecting a donor. Currently utilized by LEOs in more than 150 countries across the globe, BMW Motorrad’s factory-built police-spec bikes...

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[DaveM]

Project Y: VR Customs builds a Ducati 996 Cafe Racer

We’re not precious about which motorcycles shouldn’t be customized. But we still feel a pang of sadness when a classic is butchered—and smile big when it’s done right.

Most people wouldn’t fiddle with a Ducati 996, but VR Customs aren’t most people. They’ve tackled two already, and turned ’em into a pair of stylish cafe racers called Project X and Project Y. You’re looking at Project Y; the second of the two to be completed.

VR Customs is the bespoke build arm of Vendetta Racing—a race team based in Dubai that’s taken on everything from the Manx GP to the Dakar Rally. Run by Alan Boyter, the crew has over 14 years experience in building race bikes, and approach their race and cafe racer projects the same way. “Everything has to perform as good as it looks,” says Alan.

Both projects kicked off about seven years ago, while Alan was restoring his 1997 Ducati 916 SPS. The team started pondering the idea of a track-focused cafe racer based on the 916 platform, but ideas quickly snowballed. Pretty soon the concept involved using the 996 as a donor, adding a full complement of alloy bodywork, and building two bikes instead of one.

VR Customs decided to farm out the metallurgy, so they sourced a company in the UK that could execute their vision. “Forming sheet metal is an art,” says Alan, “and not learned over a couple of weeks.”

The company had off-the-shelf fairings and tail sections that could be modified to suit the builds, but the tanks would have to be custom made. So VR Customs found an old tank, then reshaped it with expanding foam and body filler to make a template. Then they shipped it off to the UK to put their order in—and sourced two 996 donors from across the pond at the same time.

Between delays with the bodywork, racing commitments, an injury and client projects, Project X was only completed late last year. But Project Y had hardly left the blocks—VR had modified the subframe and fitted the fuel tank, but that was it.

“The subject of the unfinished Ducati came up over beers one evening,” says Alan, “and to cut a long story short, there was another Ducati 996 project in the VR workshop!”

Since the crew had just wrapped up the first bike, they had a great blueprint to work from. So they set themselves a far more ambitious timeline: four months, to have the bike ready for an upcoming custom show in Dubai.

First on the list was to mount the bodywork and finish up the Ducati’s subframe mods. VR relocated the battery to under the tail bump, which is removable via a recessed 12 mm nut underneath the tail. They also mounted a discreet LED strip taillight with built-in indicators, which is almost invisible until it’s switched on.

The front end proved to be a bigger challenge. VR deliberately opted for a different design to Project X to differentiate between the two builds, so they couldn’t copy and paste their previous work.

They started by mounting a 7” headlight to the stock headstock mounting points, then built up a custom fairing subframe around that. The fairing attaches with just four Dzus quarter-turn fasteners.

Tucked behind the fairing is a Koso digital dash, complete with a GPS speedo and a gear position indicator. VR installed longer-than-stock clip-ons, then added a Domino throttle, switches and grips, with clutch and brake controls from Brembo.

Sitting further down is an aftermarket alloy radiator, with modified mounts to tuck it lower and further back. It’s hooked up to the OEM fan, with redirected inlet and outlet nozzles to tighten up the plumbing. There’s also a custom-made Y-piece to delete the stock thermostat and integrate the three temperature sensors, and a custom alloy header tank and connecting lines.

VR have kept the 996’s OEM Showa forks, Öhlins rear shock and Brembo brakes, but rebuilt everything and added Goodridge lines. This is a 2000-model 996 with Marchesini wheels—so the guys kept those too, but changed their color.

The exhaust system is custom, with a pair of asymmetrical pie-cut headers running into GP-style mufflers. “Lobster-tail exhausts are now the norm on all VR Custom bikes,” says Alan. “Design is obviously part of it—but the more simple reason is that the workshop isn’t big enough to house a pipe bender!”

Alan managed to weld up the exhaust just as he caught the Coronavirus—sending him into quarantine for ten days and threatening to derail the project. But he was soon back on his feet, and the team started buttoning up the bike just two weeks before the show. On went a full set of cadmium-plated bolts, and an extensive list of carbon fiber bits, including a Monster front fender and rear wheel covers.

VR opted for a sea foam green powder coat on the frame, as a nod to the iconic 1970s Ducati 750 SS. Against the polished bodywork and carbon fiber trim, it pops.

The crew managed to wrap things up just in time to enter both Ducati 996s into the show. Project Y’s first outing was a success, as it bagged first place in its class. But it’s for sale now, to make room for a forced induction Ducati 998/1198 project. Are you tempted?

VR Customs Facebook | Instagram | Vendetta Racing | Images by Michael Vosloo / Twist n Grip

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[DaveM]

ICONIC: Yamaha SR400 by Heiwa Motorcycles.

In my hopeless search to discover just which hand-built bike may have started the cafe racer revival, I’ve been spending a lot of time on the Wayback Machine website. The transition from ugly themed choppers to this period of custom cool we’ve been enjoying for over a decade wasn’t of course forged in the fire of any one particular date. But what stands out time and time again in the early days...

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[DaveM]

Sonic 90: A Suzuki GSX-R1100 restomod from Spain

Retro sportbikes have huge appeal. Despite the acres of plastic, some models have aged surprisingly well—such as the mighty Suzuki GSX-R1100.

Contemporary dyno tests showed around 110 hp at the back wheel. But there was also tons of usable torque from the 1,127 cc inline-four, and the big Suzy weighed a surprisingly reasonable 222 kg (489 lb.) dry. In its day, that was enough to sweep aside most other bikes on the road, and on to a top speed of around 155 mph.

Early Gixxers have a strong fan base, and the founders of the Spanish garage TooHard are fully paid up members.

This brilliant 1990 GSX-R restomod is the latest work from Jose and Bea, and reflects their focus on restoring and customizing older machinery.

If there’s a downside to retro sportbikes, is that they’re no longer competitive on the road—but you’re still stuck with the inevitable ergonomic compromises. And a 30-year-old bike is going to need pretty major remedial work to get it back to factory levels of performance, let alone make it competitive with a modern naked.

The solution is to take the restomod approach, assuming you are not too concerned with originality. And that’s what Jose and Bea have done here. They’ve taken a slightly ratty GSX-R1100 and readied it for 21st century roads.

“The concept was to create a motorcycle with the suspension and brakes of a modern bike, but keeping the Suzuki lines and the 90s essence.”

TooHard have listed two main inspirations for this build: Kevin Schwantz’s battles on his Suzuki during the 1990 race season, and the blue video game character Sonic The Hedgehog, who made his first appearance a year later. So they’ve called this Gixxer ‘Sõnic 90.’

On a more serious note, there’s a huge amount of mechanical work on this Suzuki, but it’s not immediately obvious unless you’re well versed in 90s motorcycling lore.

The biggest visual change is to the rear bodywork: the L-spec double seat has gone. With the help of a few hidden subframe tweaks, TooHard have installed a new tail unit, based on the GSX-R750 RK race replica, and with a shape more akin to the mid 80s single-seat 1100s. A discreet Rizoma light is hidden above the license plate.

On the mechanical side, TooHard have pillaged a 2012-spec GSX-R1000 and retrofitted most of the front end—including the big piston Showa forks, brake system and fender.

The wheels are 2012 GSX-R items too, plus the rear brake setup, rear fender and even the swingarm and shock linkage—which was the hardest part of this build. It’s now hooked up with a high-spec Öhlins shock. Spooning on new Michelin Pilot 3 sport touring rubber was the easy part.

Thirty-year-old wiring looms are not good for peace of mind, so Jose and Bea have modernized and simplified the electrics. At the heart is a Motogadget mo.unit control box with Bluetooth connectivity, plus a matching keyless ignition system and indicators.

The TRW clip-on bars, set at a relatively relaxed angle, are furnished with Motogadget grips and switchgear, plus a TRW throttle. The brake master is Brembo, the clutch master is Accossato, and the hoses are braided metal for maximum feel and control. Front and center is a simple but effective Motoscope Classic speedo.

The chassis and engine covers have been refinished, and a pair of new exhaust mufflers plumbed in. The crisp paint looks like a factory job, but it’s new—a clever mix of white, black and two shades of blue that manages to look both modern and classic at the same time.

Builds like this remind us that there’s room for more than one type of ‘Modern classic’ in the moto world, and it doesn’t have to be a 70s throwback. Top marks to TooHard for making this restomod look so easy on the eye.

TooHard Motor Co. | Facebook | Instagram | Images by Rafa Dieguez Fotografía

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[DaveM]

La Bombe: Yamaha XSR700 by Deus.

The phenomenon that is Deus Ex Machina is simply impossible to miss, a motorcycle lifestyle brand that has simply taken the world by storm. With Flagship locations on five continents, official stores in endless nations, and a range of apparel and accessories that simply seem to be everywhere; they have become synonymous with the custom bike culture. But don’t for a second think the bikes...

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[DaveM]

RSWB: A Granada Red Toaster Tank BMW by Roughchild

There aren’t many new ways left to customize classic R-series BMWs, and that means it’s harder to make them stand out. You either need to build something wild or, like Roughchild Motorcycles of Los Angeles, keep it simple… and extremely tasteful.

Founded by Robert Sabal, the Roughchild team works exclusively on BMWs—and has been doing so for over a decade. They can assemble an airhead with their eyes closed, and they know exactly what mods are ‘must dos.’

A while ago they took a classic BMW R75/5, bored it out, slimmed it down and modernized the running gear. They called it the RSWB, for Reisesport Short Wheel Base, and immediately locked in orders for nine more builds using the same approach.

This is the first one to roll off the bench, and it’s a stunner.

The donor for this project was a 1973 R75/5—but it wasn’t exactly running when it arrived. “The donor came in as a dilapidated basket case out of the Pacific Northwest,” Robert tells us, “but it came with a title. The story goes that the seller’s father had stashed two bikes in the basement as restoration projects, and didn’t get to them in time.”

“Everything needed to be rebuilt, and any original parts that weren’t salvageable were replaced with parts from inventory.”

Once the BMW was torn down, Roughchild started by repairing, bracing and de-tabbing the frame. Then they added a subframe of their own design, with a combination LED taillight and turn signals integrated in the rear, and a license plate lower down. The setup’s capped off with a low profile seat, just long enough to take two in a pinch.

Next, Roughchild upgraded the suspension with a set of Showa upside-down forks, held in place by custom yokes. Out back is a pair of Öhlins piggyback shocks.

The wheels are 18” Excel rims laced to a custom CNC-machined hub (front) and an OEM BMW hub (rear), with stainless steel spokes and Bridgestone Spitfire tires. The crew updated the front brakes with a pair of Brembo calipers, with the master cylinder tucked away under the fuel tank.

Naturally, the motor’s had a significant bump too. It’s been rebuilt to 1,000 cc, with refurbished heads, larger intake and exhaust valves, a Silent Hektik alternator and a high-output ignition. The revised electronics are powered by a Shorai Lithium-ion battery, housed in a custom battery tray under the tank.

Roughchild also installed Mikuni VM34 carbs, re-jetted them, and drilled the airbox to resemble the one on the 1977 R100RS. The exhaust system is a full stainless steel affair, with custom headers and ‘Quiet-Core’ mufflers from Cone Engineering. Roughchild say the old airhead’s now good for 60 hp and 70 Nm—a noticeable upgrade from the original.

Moving to the bodywork, the shop kept the original headlight and toaster tank, but swapped the front fender for a shorter unit. The headlight internals were upgraded to LEDs, and the original speedo was replaced by a BMW MotoMeter unit that includes a tach and indicator lights.

Just behind it are Renthal bars, fitted with Magura grips, bar-end turn signals and new switchgear. Upgrades that are harder to spot include custom-made washers on key mounting points, and zinc plating on all the original hardware.

“The result is a classic cafe racer with modern handling characteristics, excellent brakes and ample power,” says Robert. And it’s one heck of a looker too, resplendent in BMW’s Granada Red color, with hand-painted pin stripes.

Roughchild has eight more RSWB builds in the queue… but they’re off to a good start.

Roughchild Motorcycles | Facebook | Instagram | Images by John Ryan Hebert

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[DaveM]

NORDIC STYLE: BMW R18 by UCC.

For the first 90 years of its existence, BMW didn’t produce a superbike, then a decade ago the company released the S1000RR, instantly winning most magazines bike of the year and claiming the Superstock 1000 World title by winning every race of the year bar one, where they came second! So, when it was announced by the Bavarian company they were to produce a cruiser called the R18 there was little...

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