Custom Motorcycle Builds

[DaveM]

Custom Bikes Of The Week: 4 August, 2019

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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[CarlS]

That is a good looking customization. However, I don't want one!

 

[DaveM]

Road Tested: Gear from Icon 1000, Shoei and Merlin

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Location images by Devin Paisley

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[DaveM]

Second Wind: Prepping a custom LeMans for a road trip

Most custom enthusiasts refine and tinker with their bikes. Sometimes it’s to keep them in line with changing tastes and styles. Sometimes it’s to improve performance. And other times, it’s to fix age-related issues or the ravages of time.

In the case of this sharp-looking Moto Guzzi, it was for all those reasons. It’s a 1979 LeMans III belonging to John Gauthier of the French moto site 4h10, and we first featured it six years ago.

It’s a very different bike now though, because John uses it as his daily rider around Paris—and the original incarnation simply wasn’t practical enough.

“The previous version had an ‘endurance’ tank,” says John. “It was very long and made it quite hard to ride. So I decided to change everything. I’ve kept the work my friends originally did, and it’s now on shelves at my place.”

John had a huge road trip to the Italian lakes planned, so he decided to get his Guzzi into proper shape beforehand. Of course, it didn’t quite go to plan …

After deciding to change the Rickman tank, John went all in: he took the engine out of the frame and dismantled the LeMans. The motor is a powerful 1000cc upgrade over the original 850cc, but it was looking shabby—so John replaced all the fasteners, took it back to bare metal and repainted it. It’s still black, but with much higher-quality paint this time.

After detabbing and restoring the frame, John set to work on the invisible parts that govern the reliability. “I put in an electronic ignition with high performance coils, and under the seat, made a box to contain a tiny Solise battery and a Motogadget m.unit blue.”

He also fixed an irritating glitch: “I had some issues with the electric wiring. Sometimes the bike would ‘cut out,’ and I could not figure why. With the new electrics, it now runs perfectly.”

John ordered the new tank from England, and it took around four months to arrive. Meanwhile, a friend in the south of France welded up a new seat pan using John’s measurements—and it fitted perfectly.

The ‘solid’ wheels are the most striking aspect of the facelift. Harley-Davidson’s Fat Boy has had solid-cast wheels for years, and it’s a style we’ve noticed creeping into the scene lately.

The wheels on John’s LeMans probably weigh much less than Harley’s wheels though, because they’re not cast discs.

“I didn’t want ‘real’ solid wheels,” John says. “It would mean changing a lot of stuff around the brakes and the forks. And since I didn’t know how the bike would handle with them, I didn’t want to do something that would take a lot of time (and money) to remove.”

So John got Mojo Motorcycle to make alloy discs, and they bolted them on. “They don’t move at all, or make a sound while riding,” John is pleased to note. The trickiest part was to create and position gaps for the tire valves.

John made a new front fender to match the wheels, but hit problems with the forks, which were shortened for the original build. When riding on bumpy roads, the forks used to bottom out noisily.

“It was a bit frightening,” John admits. “The forks are from a California, and we could not make any more modifications because there are no parts left.” The forks are also a larger diameter than the 850 LeMans originals, so John could not revert to stock.

“I tried everything—reassembling them in different ways, changing parts, but it didn’t work.” In desperation, John sent the suspension to Barnabé at the Guzzi specialist La Boutique Italienne in Visan, near Avignon.

“I said, ‘My bike has to be ready in one month, please find a way!’ And he did. He had to adapt many different parts, and create new top covers for the fork. But now the bike sticks to the road.”

With the essentials all sorted, John went over the LeMans with a fine toothcomb, replacing small plastic parts with custom metal pieces. He installed a Motogadget speedo, tidied up the wiring and cabling, and made small but practical improvements—such as making it easy to remove the seat unit.

The Guzzi was finally ready for the trip to the Italian lakes, just in time. “On the highways, and the narrow mountain roads, I could really feel how good this bike is,” says John.

“The engine ran great, the ignition was perfect, and what a blast it was to feel the real power of this old Italian motor!”

John has clocked the Guzzi at 3.2 seconds for the 0 to 100 kph dash, and top speed is around 220 kph (136 mph). And despite this performance, the ‘solid’ wheels have not caused any problems.

“I can barely feel the difference,” says John. “And since the bike is very long—it has a California swing arm—and low, it feels just like a locomotive!”

if you’re based in Europe, you’ll be able to see the Guzzi at the Midnight Garage Festival being organized by 4h10. That’s in Paris during the first weekend of October.

“There’ll be plenty of good stuff,” John promises. “Cafe racers, flat trackers, custom adventure bikes, choppers and 90s sport bikes. Plus pop-up stores from all around the world, food made by French chefs … and Lucha Libre fights!”

4h10 | Facebook | Instagram | Static and Italy images by David Marvier | Paris action shots by Bike Style Story

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[DaveM]

In conversation with PJ Jacobsen and Corey Alexander

REV’IT! has just dropped the third episode in the bite-sized series on flat track, Slide. This week we go behind the scenes with racers Patrick ‘PJ’ Jacobsen and Corey Alexander, who explain why flat track has become essential training for some of the world’s fastest road racers.

These guys know what they’re talking about: in 2015 the multi-talented Jacobsen (below) was the first American to take a win in the Supersport World Championship, and today races in the AFT Twins flat track class. He’s also currently running third in the MotoAmerica Supersport class. Corey Alexander is an AMA 600cc Supersport champion and multi race winner who switched to AFT Singles last year.

They explore how flat track pushes even the best racers to new heights, including dirt fans like Marc Márquez. Because sliding around ovals translates into faster lap times for guys who earn their megabucks on asphalt.

Presented in association with REV’IT!

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[DaveM]

Custom Bikes Of The Week: 18 August, 2019

This week we’ve uncovered a classic Garelli converted to electric power, a Suzuki SV650 with an endurance racer vibe, and a trio of stunning BMWs, including a slash-7 kit for the R nineT.

Suzuki SV650 by Bandisca The SV650 is widely considered a superb bang-for-buck buy. It offers decent performance and handling, for not too much money—but no one buys it for its looks. Enter husband and wife team Alf and Mihaela, from Romanian shop Bandisca.

Despite Alf’s initial skepticism, Bandisca have transformed this 2001-model SV into retro-fabulous endurance racer. It actually took them almost two months to decide on a direction, but in the end, the 1990 GSX-R750 became the inspiration for the build. So they started with a 90s GSXR replica fairing from Airtech Streamlining, which had to be modified heavily to match the SV’s bones.

The subframe and aluminum tail piece were made in-house, and matched to a Honda NTV fuel tank. Putting everything together wasn’t a walk in the park though, and called for some out the box thinking, and a number of one-off parts. Bandisca wanted to make sure the SV would go as good as it looks too. So they treated it to a full engine rebuild with upgraded cams, tuned carbs, a performance clutch and whole lot more.

The exhaust headers are custom too, and terminate in a Spark muffler. This SV650 also has Showa forks, a custom YSS shock, and a new wiring loom built around a Motogadget m.unit. It’s unrecognizable as an SV650, and what’s more, Bandisca plan to take it racing too. [More]

Garelli Electric Conversion by Mokka Cycles Here’s something completely out of left field: a classic Garelli KL50 Cross, converted to electric by Arpi at Budapest’s Mokka Cycles. It was commissioned by a Swiss client who already had a petrol-powered Garelli, and wanted an electric one too.

It’s a very clever, and incredibly neat, conversion. A compact 5 kW brushless direct current motor sits where the original two-stroke power plant did, mounted to the stock brackets via custom-made adaptor plates. There’s two sets of Lithium batteries—one where the air box used to be, and one just under the fuel tank.

The tank itself is just a shell now, covering the various electronic components that make this little scrambler go ‘whizzz.’ Up top, a Cycle Analyst all-in-one dash pokes through where the fuel cap normally goes. Range sits at about 40 km, with a mere two hour charge time.

Arpi also added the forks, yokes and drum brake from a Honda CL250. The custom seat’s covered in Nappa and Alcantara, the handlebars are from Renthal and the switches are Arpi’s own design. There’s a lot of subtle custom work—from the headlight ears to the skid plate, right down to the chain tensioner.

In an industry where electric bikes are still trying to figure out what they want to look like, we need a whole lot more of this. [More]

BMW R100GS by Karoo Bespoke Motorcycles While the iconic BMW R80G/S gets all the attention, the newer R100GS is really the one you want. The larger motor and upgraded final drive/swingarm design are big plusses…but the downside is that it’s not nearly as pretty.

Gadso Hautmans at Karoo Bespoke Motorcycles in Hamburg agrees, so he’s finessed his R100GS Paris Dakar to be nicer to look at. It’s not a full-on custom job; just a tasteful restomod that hits all the right notes. “No thrills,” says Gadso, “just welcoming to the eye.”

The biggest change is up front—Karoo ditched the square headlight and its metal cage, and built a new system with two small round lights and a Hella spot. The fairing wears a pair of tiny turn signals, with matching items out back.

The donor came with an ugly DIY rear fender and no exhaust, so Karoo had some work to do there too. This GS now wears a SuperTrapp can, a custom made leather seat and a new clear windscreen. The crash bars have been powdercoated white, and the wheels finished in black. [More]

BMW R1100S by Lucky Custom The second you strip an old BMW airhead boxer down, you’ll realize why they’re so ubiquitous on the custom scene. They’re laid out simply and logically, making it easy to swap stuff around. But tearing into the more modern and complicated R1100S, is a whole other story.

That makes this transformation by Lucky Custom that much more remarkable. Argentinian builder Lucas Layum had to go deep to massage the R1100S’s lumpy form into the piercing cafe racer you see here. That even meant ditching two of the BMW’s three frame sections, and fabricating a new trellis frame to redefine the sports tourer’s lines.

The front-end was reworked too, with Lucas swapping the BMW’s quirky Telelever suspension for a set of Honda CBR1000 forks. The new skeleton called for new body parts, so he also shaped up a steel fuel tank and headlight nacelle, and a waspish tail unit. There’s also a set of finned side panels, hiding away the revised wiring and battery.

Lucas also added LED lighting, and new clip-ons and rearsets. And he built a full stainless steel exhaust system too. It’s a killer new look for the 1100—especially with that pitch perfect M-inspired livery. [More]

The BMW R nineT, slash-7 style Unit Garage have been making bolt-on parts to make modern Beemers look more vintage for a long time now. This is their latest offering: a plug-and-play fuel tank for the R nineT that’s a dead ringer for a classic /7 unit.

The tank ships in four different colors (with a blank option too), and works using the stock gas cap, along with the OEM fuel pump, filter and lines. It’s also designed to work with both the stock R nineT seat and Unit’s own catalog of seats and side panels. It is a bit shorter than the OEM unit though, so there’s also an optional waxed leather pouch to close up the tiny gap it leaves.

The blue demo bike Unit are showing off here is loaded with a few of their other parts too—like their new Öhlins fork kit. It features a set of black 43 mm upside-down forks, fully adjustable, and fitted with CNC-machined triples. There’s an Öhlins shock out back, along with a Unit seat and valve covers.

Even though the tank’s the biggest visual hit, there’s a ton of potential for mixing and matching with the rest of Unit’s catalog. My favourite combo is the classic R80G/S vibe: white tank, BMW motorsport stripes, red solo seat, and Unit’s significantly more attractive than stock side covers. Irresistible. [More]

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[CarlS]

An electric conversion is NOT in the works for me!

 

[DaveM]

Black Magic: A stealthy Honda NX650 from the Baltics

It’s always good to discover a new name on the custom scene, and this week we happened across Differs—a garage from the Baltic state of Lithuania. It’s headquartered in the capital of Vilnius, a beautiful city that can trace its history back to the 13th century.

There’s absolutely nothing old fashioned about Differs’ custom builds, though: they like to keep their style fresh and modern. “We prefer the present day over the past,” says founder Povilas Vaisiauskas. And this crisp, sharp-edged Honda NX650 is proof that his philosophy works.

The NX650 is the first time Differs has tackled a dual sport bike, even though they’ve been operating for four years now. Also known as the Dominator, the air-cooled single was Honda’s first foray into a market blown wide open by BMW’s R80 G/S in the 1980s.

The NX was always more of an urban-friendly trail bike though, and that’s the aspect of its personality that Differs have chosen to amplify. Povilas and his right-hand man, engineer Paulius Taraškevičius, wanted to build “a beautiful off-road style motorcycle with an urban twist on its looks.”

They started by dismantling and completely rebuilding the tough four-valve motor, and added a custom-built exhaust system with two header pipes and an aftermarket SuperTrapp-style muffler.

After cleaning up and refinishing the frame, the suspension was next to get a refurb. The stock setup is pretty good: despite having non-adjustable forks, the stanchions are a sizeable 41mm and give plenty of travel.

Differs have trimmed a couple of inches off the forks to level the stance and edge the NX650 more towards street tracker territory.

The wheels are new: lightweight Akront rims, finished in black to match the rest of the bike. (“Not difficult to install,” Povilas reports.) They’re shod with new Continental TKC80 rubber that works well both on- and off-road.

The bodywork is all new, and completely transforms the NX650. Mechanically, the Dominator has always been a paragon of Honda reliability and usability, but its plastics have not dated well.

It’s ironic that the new tank is from another 1980s Honda relic—the MTX125—but it’s somehow helped shift the NX into the 21st century. It’s sleek and compact, unlike the original, and took a fair bit of massaging to fit.

“We had re-arrange the attachment system,” says Povilas. “We removed the old tabs and added new ones to the front and back of the tank. We also had to adjust the bottom of the tank to make it fit to the frame.”

Differs have topped it off with a stainless steel fuel cap, as an upgrade over the flimsy plastic original.

Right behind the tank is a modified solo seat, much shorter than the original, and an aftermarket off-road fender tweaked to fit the NX650’s subframe. Angular new side covers complete the look, crafted from aluminum and bolted on.

Differs raided the best of the European aftermarket parts catalogs for ancillaries, installing LSL flat track bars and Ariete grips, plus glassless m.view spy mirrors and a Motoscope Mini speedo from Motogadget.

The wiring is new, hooked up to LEDs for the turn signals and taillight. An aftermarket headlight mask holds LED headlights with separate low- and high-beam units.

Put it all together, and it’s a very smart update for one of Honda’s best-ever bikes. The new paint is suitably discreet; adding just a sophisticated flash of red to the monochrome finishes elsewhere.

Best of all, this NX650 is one of those customs that promises years of fun, and is massively usable too. And that’s exactly how Povilas and Paulius like it.

“Our style is minimal-yet-edgy, but it’s still a practical bike, rather than one to ‘look at’ only,” says Povilas.

Custom fans in central and eastern Europe, take note.

Differs | Facebook | Instagram

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[DaveM]

Boxer Twins: A pair of BMW R100 café racers from Upcycle

If you want to earn a living in the custom business, scale is everything. Reinventing the wheel with every build will be expensive, unless you have a rock solid client base or a wealthy collector on speed dial.

Most savvy builders replicate the parts they use for one-off customs, but Johnny Nguyen of Upcycle Motor Garage has taken the concept a step further: he’s built two BMW R100s at the same time, creating a pair of sister bikes that are equally gorgeous in slightly different ways.

Johnny runs his one-man shop out of a small garage in Anaheim, California. “I’ve been building bikes for the last three years,” says owner Johnny Nguyen, “but I’ve worked on cars since I was 12—over 25 years now.”

Johnny always had a dream to build a R100, cafe racer style. “There was a great opportunity to own two, so I decided to build them together,” he tells us. “It became my mission to make them ‘look the same, but different’.”

The bike with the stunning sea foam green paint is a 1988 R100RT, and the bike finished in classic silver and smokey brown is a 1982 R100RS, BMW’s first faired sportbike.

The engine is essentially the same in both—the famous Boxer twin, with a 980 cc capacity, 70 stout German horses on tap, and a five-speed ‘box.

A whole set of mods are common to both bikes. The engines are sporting vintage-style valve covers and velocity stacks, and breathe out via pie-cut stainless steel exhaust systems.

On the silver RS, the 2-into-1 exhaust exits low on the right; on the green RT, the pipes converge into an Akrapovič slip-on muffler under the seat.

The aesthetics of the Boxer engines have been cleaned up with sleek new aluminum engine covers from Bayer, with the airboxes deleted.

Things start to diverge on the suspension front, though. The early 80s R100RS arrived with a conventional twin-shock setup at the back, but the later R100RT had a Monolever system.

Johnny built new subframes for both bikes. He installed a new Öhlins shock on the RT, and converted the RS from twin shock to monoshock, positioning a new shock centrally under the seat and mounting it to a brace that connects the original swingarm mounts.

At the pointy end, both BMWs get very sporting forks; the original clamps that came with the forks have been shaved and cleaned up by Johnny, adapted to the BMW frames, and machined to accept speedo mounts.

The green RT gets its forks from a Kawasaki ZX-6R, along with the Ninja’s front wheel and brake rotors. The silver-and-brown RS enjoys Suzuki GSX-R1000 suspenders, but they’re matched to ZX-12R rotors: “The only ones I could find with a similar bolt pattern and 320mm disc,” says Johnny.

Both R100s are topped off with R90S cafe ‘quarter fairings’ from AirTech Streamlining. Johnny trimmed and adjusted them to his liking, and added a headlight bucket to each fairing using PVC and fiberglass.

The electrics are now controlled by a Motogadget m.unit blue, with rider information coming from different sized Motoscope speedos. The switchgear is a mix of Motogadget and Motone components.

Despite being a one-man band, Johnny handled every aspect of the build on both of these bikes, apart from powdercoating and upholstery. He specified a suede seat for the silver RS, but the green RT gets its leather from a BMW car.

We’d be happy with either one of these bikes in the EXIF garage: Johnny has done a solid job on the mechanicals, the essential BMW boxer character is still there, and the new paint shimmers beautifully.

If you had to choose one for a warm evening ride along the Orange County coastline, which one would you pick?

Facebook | Instagram | Images by Ryan D. Cheng

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[CarlS]

Somehow, to me, BMW does not equal a cafe racer.

 

[DaveM]

Bavara: A custom BMW R9T with an R90S tank

There’s no denying the BMW R nineT’s hit status. It’s fun to ride, comes in six great flavors, and lends itself well to custom work. But here’s the thing: even though it’s unquestionably retro, it cuts a more modern, roadster-like silhouette than the classic boxers it pays homage too.

While that doesn’t make it any less pretty, it has given rise to a new trend in R nineT customization. Builders like Hookie Co. and Unit Garage now have kits out to replace the R9T’s curvaceous fuel tank, giving it the more blocky and utilitarian vibe of its predecessors.

Here’s another solution, from a custom shop working out of a family garage just southeast of Madrid. TooHard Motor Co. are an eclectic bunch, tackling restoration and custom work across a multitude of marques.

They mostly work with older motorcycles—but here, they’ve turned their hand to transforming a 2015 R9T into a classic cafe racer.

The centerpiece of the design, and the change that’s had the biggest impact, is a vintage BMW R90S fuel tank. It’s also the part that took the most work to get right and caused the most headaches.

TooHard started with a stock R90S tank (they even considered a newer R100R unit at one stage), but had to navigate around the modern Beemer’s fuel pump and wiring. So they decided to split aesthetics and functionality. The R90S tank is just a shell now, hiding a custom-built stainless steel fuel cell.

That fuel cell’s been built to house the OEM fuel pump, and both it and the shell sit on modified mounting points. Getting the whole arrangement to fit also meant relocating a bunch of electronic modules, and installing a new battery.

As an added vintage touch, TooHard finished it off with a classy Monza-style gas cap.

Next, the crew started tightening up the rear end. The R9T’s subframe has bits that can simply bolt off—but the team went a little deeper, by fabricating an all-new seat support and ditching everything else.

The new subframe includes a small integrated LED tail light, with all of the wiring routed inside the frame tubes. A neat cafe-style saddle caps things off up top.

Then there’s that audacious exhaust. TooHard turned to Spanish exhaust specialists, Escapes GR, to build a full two-into-one-into-two system, terminating in two slash-cut mufflers alongside the tail.

The R9T’s stock catalytic convertor and O2 sensor are gone, and the air box has given way to a pair of K&N filters.

The new tail arrangement doesn’t leave room for a license plate, so TooHard built a new bracket that mounts to the swing arm, and also holds a pair of Motogadget turn signals.

With the big stuff out of the way, the team focused on fine-tuning the build. The R9T’s tidy front fender and round headlight suited the design, so they stayed on. Likewise, the suspension, brakes and spoked wheels were adequate, so those were left alone too—TooHard simply spooned on new Michelin rubber, squeezing a chunky 190 onto the rear.

The cockpit was treated to new Rizoma clip-ons, complete with Motogadget turn signals, and the German brand’s swish new glassless m.view mirrors. TooHard covered the original riser mounts with a neat pair of caps from Rizoma, then installed a digital Motogadget dash on custom-made bracket.

It’s a surprisingly sano setup, considering they’ve kept the original triple clamp and controls.

Dubbed ‘Bavara’ (Spanish for ‘Bavarian’), the R9T was finished off in a chic matte grey scheme, with traditional BMW motorsport stripes. The valve covers are black now—and though the stock gold forks are sure to ruffle some feathers, we like the hit of color they add.

Between the tricky tank swap and the tasteful nips and tucks, TooHard have sent the R9T’s classic appeal through the roof. If this means that old-style tanks on newer Beemers are now officially a thing, count us in.

TooHard Motor Co. | Facebook | Instagram | Images by Miki Poveda and Rafa Dieguez

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[DaveM]

Heroic Failure: Flat tracking the Sinnis Scrambler

Motorcycle racing is a serious business. It’s time consuming, usually expensive, and always risky. But there are still a few folks willing to have a laugh while chancing an ambulance ride, and Grant Killoran is one of them.

Grant is the marketing manager for Motorcycle Parts Warehouse, based near Brighton on the south coast of England. “In my ideas for marketing this year, I made a note,” he tells us. “Take a scrapper, fix it up and take part in DirtQuake.”

DirtQuake, for those outside the small but passionate flat track fraternity in the UK, is an annual ‘run what you brung’ event owned by a TV company and open to all-comers.

There’s a festival atmosphere, and an air of frivolity as squadrons of mostly crap bikes line up in a series of loose classes.

Like most of us, Grant is saddened when bikes are consigned to the scrap heap, so he decided to rescue one and enter it in DirtQuake. “Motorcycles elicit so much joy from their riders, it’s a shame to let them die an ignoble death,” he says.

“I wanted to prove you don’t need to be a motorcycle mechanic to breathe life into one of these heaps!”

So the hunt began. At MPW, there’s a bike graveyard—mostly populated by the remains of scooters, and the carcasses of old YZF-R125s that are bent out of shape.

In this pile, Grant discovered a 2015 Sinnis Scrambler. And if you haven’t heard of Sinnis before, that’s okay—neither had we. The bikes are made in China by the Jinan Qingqi Motorcycle Co., there’s a network of over 100 dealers in the UK, and every new Sinnis comes with free breakdown insurance. (Yes, really.)

The Sinnis Scrambler resembles a shrunken Triumph Bonneville Scrambler, with power coming from a fuel-injected 125cc single. But the bike Grant chose had been molested.

“It had already been customised,” he explains. “The lights, wiring and other bits and bobs had been removed. It was almost perfect straight off the scrap pile, making it a slightly easier task for noobs like us to tackle.”

Grant slotted in a set of Ultra Low bars and grips from Renthal, and upgraded the hand controls with Rezo billet aluminum levers. The guy who’d worked on it previously had already swapped out the flat seat for a café-style unit from another Sinnis model.

He was also responsible for installing a 147cc big bore kit, in attempt to lift horsepower a little higher than the standard 11. It was a critical mod—the stock Sinnis motor is derived from the Suzuki GS125, a bike that MCN deemed to be “about as exciting as cold porridge.” Grant simply had to install a new carb, and he added a Toro GP muffler.

There’s a rusty jerry can cap on the top of the tank for high-speed refueling and involuntary castration, and new HEL brake lines keep the stoppers in tip-top condition.

For added weirdness, the MPW guys replaced the torque link arm with a section of chain, and a switch lifted from a missile launch system now controls the ignition.

Grant applied to enter the Inappropriate Road Bike category In DirtQuake. “As this was a 125, it seemed the most appropriate category to me.” But the DirtQuake organizers thought the Sinnis was more suited for the Street Tracker category, and effectively killed off any chance of success.

“It was probably the most hotly contested group, with bikes that could actually do this kind of thing!” says Grant. Nevertheless, he zip-tied on the numberboard.

With trepidation, a new battery and a little ethanol booster, the MPW lads tried to fire up the Scrambler. But nothing went to plan; first it wouldn’t start, then it wouldn’t idle. But with the help of some trackside friends, this lil’ scrapper was finally ready to take the field.

“I wanted to prove that a pair of relatively unschooled guys could put in the work necessary to get a bike going,” Grant shrugs.

“Ultimately, we achieved what we set out to do. We took an unloved bike from a scrap heap, fixed it up, got it running, and entered it into DirtQuake—with a whole heap of success, failure and electrocution along the way.”

Grant finished stone last in both his races, but seems sanguine about the experience. And we’re betting he had a lot more fun than most pro series racers.

Respect, mate.

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[DaveM]

What goes through a racer’s mind before the flag drops?

The fourth and final episode of Slide has just dropped, and it’s a fascinating insight into the psychology of racers.

What happens before a flat track race? How do the riders calm their nerves? Are they even nervous at all? Patrick ‘PJ’ Jacobsen and Corey Alexander reveal all.

We’re bombarded with the technical details of the bikes themselves, and the clever engineering tricks and rule-bending ploys used by the teams to get one-up on their competitors.

But when it’s time to twist the wrist to win the race to the first corner, it’s as much about the mindset of the riders as throttle body design, contingency money and tire hookup.

Presented in association with REV’IT!

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[DaveM]

Custom Bikes Of The Week: 25 August, 2019

From cafe racers to scooters, we’re covering interesting ground this week. From the UK we’ve got a stunning Guzzi and a sensible Bonneville, Switzerland offers a sleek Honda CB400, and from the Czech Republic we have news of the rebirth of Čezeta.

Honda CB400F Supersport by 2V Motos Swiss Brothers Marc and Phillip got hooked on wrenching when their father handed them a wrecked moped, and challenged them to get it going. Now operating as 2V Motos, they’ve come a long way.

The project has quite a backstory. The brothers drove three hours to buy a pair of bikes from a former Swiss hill climb champ, but neither had papers. After a lengthy process, they managed to re-register one bike—but the getting the Honda on the road wasn’t happening. And once it had been stripped down, it turned out to be in a pretty shoddy state, so it was relegated to a corner of the workshop indefinitely.

A while later, Marc needed a physical project to complete his Masters in architecture. Once he’d convinced his professors that a motorcycle build was relevant to his thesis, 2V Motos started transforming the sorry Honda into a pure classic racer over a six-month period. It underwent a full motor rebuild and re-bore, with polished ports, a race clutch and a four-into-one exhaust system from Delkavic. It also wears a Benelli Mojave tank, a hand-made tail section, and a fairing from Omega Racer. And Marc and Phillip also added new Borrani rims, TTR yokes and rear sets, Fehling clip-ons and a Nissin master cylinder with braided hoses.

To up the ante, the bike had to run on the day of Marc’s presentation. It did, and it clearly impressed too—he got his degree. [More]

Triumph Bonneville SE by Sinroja There are only two motorcycles I regret selling, and one of them was my air-cooled ‘mag wheel’ Bonneville. It was a great bike that got the job done with minimal fuss, performed well enough, and got better with even the most minimal of tweaks.

This Bonnie from Sinroja is a great example of how to finesse the Bonneville without going wild. The Sinroja brothers were using it as a daily commuter (no surprises there), when they decided to spruce it up for the Malle Mile—a weekend event filled with mild off-road fun. (Which is why it’s wearing a set of knobbies).

Every change is subtle, but impactful. There’s a full suspension package from TEC, with new internals and preload adjusters up front and new shocks out back. TEC also supplied the scrambler-ific two-into-one exhaust, rear sets, a tail tidy, and a whole bunch of smaller dress-up parts.

Sinroja also installed a new headlight and brackets, and Rizoma turn signals. They treated the bike to a major service, and even dyno tuned it to dial in the new exhaust. The front fender was trimmed, and everything was then refinished in black, with gunmetal pin striping on the tank. But before Sinroja could field it in the Mile, a customer walked into the shop, saw it on the bench and snapped it up. [More]

Honda Motocompo Most major cities suffer from the same ailment: parking is a nightmare. As a result, many people that commute in by car often end up parking far from work, and legging it thereon. It’s not a new problem, and Honda had a nifty solution for this back in 1981.

They released a compact hatchback called the ‘City,’ and then they released the ‘Motocompo’—a scooter that fitted perfectly in the City’s trunk, and was designed to carry you from parking spot to final destination. All you had to do was take the 99-pound Motocompo out of the trunk, unfold its bars, pegs and seat, et voila.

Also known as the NCZ50, this scoot was powered by a 49 cc two-stroke single with an auto transmission. The 2.5 hp motor was good for a top speed of around 25 to 30 kph, the wheelbase was a mere 32.7” and it rolled on 8” wheels.

As cute (and clever) as the Motocompo was, it never really caught on, so Honda stopped making it around 1983. This one’s just been auctioned for $ 2,750, in mostly original condition, save for a few consumables that have been replaced. If you had a couple of grand lying around and another one popped up for sale, would you be tempted? [More]

Moto Guzzi Le Mans MK3 by La Busca This classy Moto Guzzi resto-mod comes from Jez at La Busca in Yorkshire, and it’s a little deceptive. At a glance, it looks like it might have come from the factory—but it’s actually a cleverly reworked Le Mans Mk3. What’s even more impressive is that the project started out as a rolling chassis and a box full of parts.

The Le Mans has shed its lean, angular bodywork for more shapely forms. The seat actually came with the bike; it’s from Guiliari, and was originally designed for the Kawasaki Z1. Jez had it re-upholstered in pine green leather, and let its classic shape dictate the direction of the rest of the build.

He kept the Guzzi’s boxy, 80s fuel tank, but replaced the fairing with a hand-made aluminum item. It uses a six-point mounting system to attach to the original Tonti frame, and there’s an ultra-modern Motogadget dash hiding behind it. Local engineers Lune Engineering helped Jez mount it on a clamp on top of the headstock, with an integrated bearing (to allow the front end to turn independently from the fairing).

There’s a lot going on under the hood too. Jez rewired the bike around a Motogadget m.unit, and added a Sachse electronic ignition, along with a GPS sender to feed the speedo. And he added one of his signature La Busca twin, upswept exhaust systems. Tasty. [More]

Čezeta 506 electric scooter Scooter aficionados will know the name Čezeta: the Czech company was famous for its long, torpedo-shaped machines, known as the Types 501 and 502, along with the rickshaw-style 505. Although they were only manufactured between 1957 and 1964, Čezeta scooters have been elevated to cult status—probably due to their traffic-stopping looks.

Čezeta is back in business again, and the good news is that the quirky styling hasn’t been watered down for the new 506 model. This time round, power comes from electric motors in two configurations, offering 11 or 15 horsepower. After a four-year development process, limited production started last year, with most 506s going into the local rental market.

But now a hugely successful fundraising campaign has banked 600,000 euros for the reborn company, and production is ramping up. Čezeta has already signed up six dealers in Europe, and offers a semi-custom option too, with a build-to-order system.

Prices are high—starting at around US$15,000—so the 506 is definitely a niche model. But we reckon there will be a small but lucrative market for the Čezeta. It’s got to be one of the most stylish (and environmentally friendly) ways for two people to zoom around tight city streets. [Čezeta]

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[DaveM]

Abandon All Hope: A futuristic motorcycle from Argentina

Having a regular stream of customer work is a blessing and a curse. Sure, it puts food on the table—but it also usually means working to a brief and a deadline. And that can get pretty frustrating when you’re someone with an over-active imagination.

Patricio Castelli knows this hustle all too well. He’s based in Argentina, where he specializes in shaping aluminum for motorcycle and car projects. But his clients never commission truly radical stuff, so he occasionally builds something outrageous for his own delight.

And if you’re wondering just how outrageous it gets, how about an aluminum-clad scoot that looks like it rolled out of a 1950s sci-fi epic?

“The concept that surrounds the bike,” Patricio tells us, “is the iconography of the space exploration of the 40s and 50s science fiction. I tried to respect those guidelines as the central axis of all the construction.”

Despite its bizarro appearance, this futuristic motorcycle is, in fact, fully functional. (Without lights it’s not street legal though.) Patricio started with a Zanella ZB 125—an Argentinian-made scooter that’s sort of a Honda Biz clone.

We originally assumed that he’d heavily modified the chassis and then simply wrapped it aluminum, but that’s not the case at all. All that’s really left of the Zanella is its 125 cc motor and automatic transmission.

Working from sketches, technical drawings and even 3D renders, Patricio built the rest of his creation from the ground up.

Hiding inside the motorcycle’s primary fuselage is a series of steel plates that form a subframe—like a full scale, higher-grade Meccano set. Everything attaches to this structure; the motor, electronics, a custom-built fuel tank and the front steering system.

That frontal arrangement in itself is hard to wrap your head around. From what we can tell, it’s almost like a hub-centered steering setup, with a series of arms connecting the handlebars to the sing-sided front swing arm, and ultimately the front hub.

The swing arm’s working bits are wrapped in aluminum—so at a glance, it doesn’t look like it’ll steer at all.

Patricio’s employed this sort of stealthy craftsmanship throughout the build. For the throttle, he built an ATV-style thumb lever under the right handlebar wing. And if you look closely, there’s a sneaky drum brake out back too.

All this clever engineering is matched with equally impressive bodywork. Everything’s been formed from aluminum sheeting, riveted together with a distinct aeronautical feel. (If you peak inside the handlebar structure, it’s not dissimilar to a airplane wing.)

Explore the motorcycle enough, and you’ll spot neat little considerations everywhere—like a scoop to direct air to the motor, and a sneaky exhaust vent on the right side of the rear arm. Everything’s custom, right down to the foot controls and 19” aluminum wheel discs.

There’s small round hatch on the left that flips open to reveal the kill switch and start button. And there’sa small cut out to access the fuel tap, with the actual filler cap sitting closer to the rear wheel.

Patricio’s dubbed his creation ‘Abandonen Toda Esperanza’—which translates to ‘Abandon All Hope,’ taken straight out of Dante’s Inferno. He tells us that’s what’s written above his workshop door, but we’re pretty sure it refers to the bike’s riding position.

It’s been a hit too, and has already taken top honors in a couple of Argentinian custom shows.

Maybe this sci-fi oddity isn’t particularly comfortable—or even remotely practical—but that’s irrelevant. It’s beautifully formed and full of imaginative solutions to problems we don’t have.

And if we can’t let our imaginations run amok once in a while, what’s the point?

Castelli AFF Facebook | Instagram | Images by Juan Paviolo

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[CarlS]

Good grief!

 

[Rocky]

Good grief!

I couldn't agree more

 

[DaveM]

Silver Dream Machine: 2LOUD’s Honda CB1100

Based in Taipei City in northern Taiwan, 2LOUD Custom is a small workshop run by Ma ‘Max’ Yicheng. Despite emerging onto the scene only a few years ago, the shop has quickly carved out an exceptional reputation.

Max and his partner, Lu Yongyu, create finely crafted, one-off machines with classic Japanese style and unparalleled levels of detail. And the latest stepping-stone on their ever-shortening path to legendary status is this total stunner of a Honda CB1100.

The project began its life as a 2014 Honda CB1100 EX, and marks the shop’s first-ever four-cylinder build. The donor’s air-cooled DOHC four—modeled after the engine in the iconic 1983 CB1100F—was kept mostly stock, with a few exceptions.

K&N filtration connects to an adapter above the throttle valve that was designed and built in-house at 2LOUD, and a Dynojet Power Commander V handles fuel management duties.

The stock headers now culminate in a pair of slip-on reverse cone mufflers, complete with shop badges. Marrying the engine to the frame is a polished set of one-off brackets.

The stock subframe was hacked off of the steel chassis and replaced with a shorter, upswept hooped unit. Perched atop the new framework is a custom leather saddle, while a chopped rear fender hangs off the back.

Helping to hide the electronics under the seat is a pair of handmade side panels, shaped like telephone handsets. The ignition was relocated to the right side of the engine, below the air filter.

The tank is a custom piece that was hand formed by Max, and the CB1100’s instrumentation takes the form of a Motogadget Motoscope Mini nestled in a cavity in the tank just ahead of the fuel-cap. Installing the new tank also required 2LOUD to relocate the fuel-pump to a custom box positioned just under the fuel-cell.

To achieve his classic trademark aesthetic, Max and Lu had to find a way to conceal the CB’s slew of sensors and modern electronics. The cockpit’s wiring was internally routed through the handlebars, with the majority of the remaining lines now running through the frame tubes.

The ABS and speedometer chip have been discreetly tucked beneath the seat, the tilt sensor was relocated to behind the air filter, the rectifier was repositioned to the lower side of the intake, and a Shorai Lithium-ion battery is now housed just in front of the swing-arm.

The CB1100 retains the EX-spec’s 18-inch spoked wheels, though they’re now shod in Adlert Classic rubber from local Taiwanese tire purveyor, Duro. Like the donor bike itself, the tires look vintage but are actually contemporary offerings using a modern compound decorated in an old-school sawtooth tread pattern. The retro-themed rubber wouldn’t fit into the stock swing-arm, so Max widened the metalwork it by a few centimeters to make it work.

Damping the lightly modified swing-arm is a set of high-end shocks from Gears Racing with Hyperpro springs, bolstering performance while keeping in line with the aft suspension’s original appearance.

The braking system has been overhauled via KustomTech brake and clutch master cylinders, and the stock four-pot Nissin calipers have been thoroughly polished. An oversize Active oil-cooler with polished connectors was also brought into the equation, and next-door to the up-specc’d cooling system are 2LOUD’s signature frame-mounted front indicators.

Brimming with one-off parts, the Japanese four-banger continues 2LOUD’s grand tradition of sweating the details. The taillight, drilled rear-sets, and brushed aluminum triple clamps are all CNC’d pieces, designed and crafted in house.

The brackets supporting the headlight, taillight, and turn signals were also done in house, as was the build’s wispy stainless steel chain guard.

Strengthening the tight and cohesive visual theme are the ornate exhaust and front fender support brackets, both of which are drilled out and polished, matching the punched frame gussets.

The paintwork on the CB1100 is another low-key victory. Adorning the bespoke bodywork is an elegant gloss black livery with metallic silver and gold foil striping. Meanwhile, the double-cradle frame’s been hit with a coat of high-temp metallic enamel, and all the exposed aluminum pieces were polished to hell and back.

2LOUD’s trajectory continues with yet another calculated showstopper, adding to an already impressive body of work. The shop’s exploits are all the more impressive, considering the breakneck speed at which Max and Lu churn out finished projects.

Having previously worked on everything from small Japanese commuter bikes to big-bore American V-Twins, it’s hard to know what they have in store for their next build.

But going by this breathtaking CB1100, whatever it is, we’re in for a treat.

2LOUD Facebook | Instagram

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[CarlS]

Good looking Honda.

 

[DaveM]

Swedish twins: A pair of vintage café racers from PAAL

For some people, building custom bikes is a sideline—an after-hours escape from the daily grind. For others it’s purely a business, with success measured by income and Instagram likes. And then there’s the third type: the guys who are so passionate about the scene, they’d mortgage their house to keep going.

Malmö-based Fredrik Pål Persson is one of the passionate types: he actually did mortgage his house to keep going, a couple of years ago. He bounced back with a stunning CB500, and he’s just given us a peek at his two latest bikes, a classic pair of Honda and Kawasaki café racers.

Having almost gone bankrupt, Fredrik is now wise enough to have a standardized process for most of his builds. And he’s applied that to both the CB750 and the Z650—giving them a family feel without compromising their individuality.

Both bikes have had their electrics completely stripped out and replaced. They’ve now got new electronic ignition systems to boost reliability, and speedos and turn signals from Motogadget.

Juice now comes from compact lithium batteries, and new headlights, and LED taillights and license plate lights keep the bikes visible at night.

For an instant visual refresh and declutter, the rear subframes have been ground off and clean, minimal hoops installed with new seat and tail units on top. The main frames have been cleaned up and refinished with fresh powder, along with the wheels and hubs.

The seat pads are ‘Brat Style,’ with black leather upholstery, a gentle upkick at the back, and plush padding. The forks on both machines have been refurbished and polished, and new shocks installed out back—along with new rearsets.

The motors and transmissions have been completely rebuilt from the ground up, and Fredrik has vapor-blasted the engine cases. The carbs have been rebuilt too, and polished to a sheen and fitted with custom-made velocity stacks.

Both bikes are now sporting ISR brake components and KustomTech controls to lift their stopping power into the 21st century, and have been treated to clip-on bars and fresh grips.

But the Honda engine has received special treatment. It’s a 1972 CB750 Four, but Fredrik has bored the motor out to 899cc for extra oomph.

“This year is the 50th birthday of the CB750,” he says. “So we wanted to build a machine true to the heritage of Honda and old school customs, but with minimalistic, updated modern tech.”

“This is a bike designed to make you feel like a kid again: a bike to ride and enjoy. The low, aggressive stance, uprated engine and carbs and loud exhaust will make you smile too, no doubt!”

The donor was a barn find—a frame with an engine that PAAL found in the middle of nowhere. So Fredrik sourced all the other components from other bikes, bought them new, or custom made them.

Everything on this CB750 has been fully overhauled, except the gas tank. “We sealed the inside, but kept the beautiful raw patina on the outside to accentuate the bike’s heritage.”

The Kawasaki is a 1978 Z650, and another barn find. But this one isn’t a customer commission.

“It’s our first bike in over five years that’s not a custom order,” Fredrik reveals. “We usually build everything to order—and don’t get me wrong, we love all of our clients—but sometimes it’s nice to build something straight from the heart. There’s no compromise on our vision here, in regards to time, money or aesthetics.”

The next job on the slate for PAAL is a ground up CB750 build. “It’s a 100% in-house designed 2019 CB750 prototype,” says Fredrik. “Based on the engine from a 1969 CB750, but with all the other components custom made. We’ve developed a new high-performance chassis, including the frame, swingarm, and suspension, to give the classic CB750 the performance of modern sports bike.”

Sounds intriguing. We’ll be staying tuned, and passing on the details as soon as we get them.

Paal Motorcycles | Facebook | Instagram | Images by Yannick Wolff

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