Custom Motorcycle Builds

[DaveM]

Sled Heaven: Paul Hartman’s Triumph TR6 desert sled

Is there any motorcycle genre more evocative than the ‘desert sled’? The very name conjures up images of blasting across the sandy shrublands of Baja. ‘Dual sport’ or ‘enduro’ just doesn’t cut it.

For Brit bike fans, the heyday of the desert sled was from the mid 50s to the early 70s. Triumph twins ruled the proverbial roost, taking over from stripped down Harleys and Indians—before Huskies and Yamahas became the weapons of choice for the high plains and dunes of the western United States.

This Triumph TR6 captures the vibes of those good times just perfectly. It’s mostly period correct, but a few well-judged mods elevate its performance beyond the norm for the air-cooled twin.

The builder is Paul Hartman, an art director for a skateboard manufacturer. But when he’s not designing decks, Paul is spannering on motorcycles. “Building bikes is a hobby for me,” he says.

“I live in Bonsall, California and I’m lucky to have a nice workshop at my house. I spend my down time restoring or building bikes—mostly vintage racing stuff.”

Paul’s San Diego County shop is currently home to a selection of in-progress flat trackers and desert sleds—plus this completed but appealingly rough-and-ready TR6.

“It’s a 1959 Triumph TR6,” Paul reveals. “In the 50s and 60s Triumph dominated the deserts and the ‘dirt bike’ scene, but around the mid 60s Husqvarna started coming into the mix.”

“Long story short: I’ve always loved the Husqvarna Cross bike—like the one Steve McQueen and Malcolm Smith rode in On Any Sunday. It’s such a cool bike, but I’m a Triumph desert sled guy. So I wanted to make my own personal version of that bike, on the Triumph platform.”

Paul picked up the pre-unit donor bike from a collection in Northern California. “I got it along with a couple of other British bikes at an auction earlier this year. The bike was clean, and a nice candidate for the motocrosser I wanted to build.”

Paul has left the 649cc vertical twin in factory spec, aside from a few small Webco parts, but has given the fueling a major upgrade by fitting an Amal 930 series carb. Right above is a slim Triumph T120 tank of 1960s vintage, which will help with maneuverability on the loose stuff.

The seat doesn’t have the slick finish of modern custom upholstery, but it’s the real deal—an old Bates unit. “I got it at a swap meet in Texas, and it looked like new-old-stock.”

“These old desert seats are super hard to find and kind of fragile now, so you have to work some oil into them. And the white looks neat with the [Persian Orange] Allis-Chalmers tractor paint.”

The front wheel is an early Husqvarna rim, and has gone up a couple of sizes to 21 inches, while the factory 18-inch rim stays at the back. The wheels are now shod with vintage Metzeler motocross tires.

The fenders are not standard: the front is a vintage aluminum motocross item of unknown provenance, and the rear fender is “a goofy homemade thing that came with the bike when I got it.”

The biggest upgrade is the suspension. The TR6 was always a good handling machine, aided by its 365 lb dry weight, but Paul has taken it to the next level with 14-inch Ikon rear shocks and Betor forks. “They’re made in Spain, and could be from a Bultaco—or a variety of early motocross bikes.”

After applying the paint and installing a set of wide vintage motocross bars—plus aluminum number panels on the side—Paul is ready to race his sled. “I plan to bring this out for the Hell On Wheels races,” he says. “This bike really boogies, and the suspension is the best I’ve ever felt on a Triumph.”

If you live on the west coast of the USA, you’ll also be able to see Paul’s bike on display at the Born Free show later this month.

But really…wouldn’t you rather be sitting astride this thing and blasting it down the beaches and sandy backroads of Baja California?

Paul Hartman Instagram | Images by Zachbox

Continue reading...

 

[DaveM]

BELFAST BEEMER: 1982 BMW R100 by Zombi Gelato.

Assumption, they say is “the Mother of all F@#k Ups!” These and other great lines can be found in the nearly, but not quite, Oscar-worthy movie Under Siege 2 with Steven Seagal. Terrible films aside, one of the great assumptions made about the brilliant custom bikes we feature is that the donor motorcycle must have been in great condition to begin with and the cosmetics are all it takes.

Source

 

[DaveM]

Top Five Harley-Davidson Sportsters, Part Two: Evolutions

The new Harley-Davidson Sportster S signifies the first major redesign in decades for the illustrious Sportster. To celebrate, we’ve been looking back over our favorite Sportster customs from the past few years, sorted by their motors.

Last week we featured our top five Sportster Ironhead builds. This week, we’re focussing on the the motor that powered the Sportster from 1986 until now: the Evolution. As the most prolific and easily obtainable Sporty, it’s been customized a lot—so let us know if we’ve left out your favorite.

Thrive Motorcycle If there’s one custom shop that reminds us time and time again that the Indonesian custom scene is not to be ignored, it’s Thrive Motorcycle in Jakarta. Their rework of this 2000-model Harley-Davidson XL1200 Sportster has shades of Japanese chopper style in it (something they’ll happily admit), but it’s also entirely unique.

Thrive started with a custom rigid frame from Brodonolo Custom Garage in central Java. Then they spent several months shaping new aluminum bodywork, with an emphasis on streamlined and clean lines. Despite their angular nature, the new parts flow perfectly from top to tail.

Thrive built a new headlight nacelle, fuel tank, seat and oil tank for the Sportster. There’s a vintage yellow lens up front, with a custom-made finned LED taillight hiding between the tail section and the rear tire. The controls consist of a set of mini gullwing bars, with Mooneyes grips, homemade switches and an internal throttle.

The front forks were chopped, and the wheels swapped for a 21” front and 18” rear. There’s no front brake; all you have to slow the bike down are a modified Softail rear brake and a prayer.

From a distance, Thrive’s Sportster looks deceptively simple—but it’s actually dripping with details. The swooping custom exhausts wear a delicately drilled heat shield, with that effect echoed on a small cover on the opposite side of the bike, that also holds the key ignition. Thrive also converted the bike to a chain drive, and made their own skateboard wheel tensioner.

Top marks to Thrive for an effortlessly cool livery too. They dressed the Harley in a silver base coat, with sapphire blue graphics and frame. The motor was vapor blasted, then finished in contrasting black and clear finishes.

The big win here is that Thrive’s Harley looks fast even when standing still. And that’s not something we thought we’d ever say about a Sportster. [More]

One Way Machine It’s easy to see why One Way Machine’s Julian von Oheimb has multiple AMD World Championship podiums under his belt. His Harley customs are understated and elegant—like this 2004-model Sportster, built for a prominent Swiss businessman.

Julian’s forte is actually carbureted Softails; this was his first custom Sportster, and what a debut. He settled on a vintage scrambler aesthetic, and executed it in a far more cohesive way than your average scrambled Sporty.

First on the list was sorting out the Sportster’s stance, so Julian installed new 21F/19R wheels. He converted the bike from a belt to a chain drive too, opting for the maximum chain length to stretch the wheelbase ever so slightly. A set of dirt-worthy tires drives the point home.

Next, the bike was stripped down and the bodywork redone. The front fork sleeves and rear fender were hand-fabricated from sheet metal. The tank’s actually a 1950s Triumph part, but it needed a lot of massaging to fit.

Julian installed a solo saddle from Custom Chrome Europe, with a separate pillion pad from Easyriders in Japan. But that left the Harley’s wiring exposed underneath, so a lot of effort went into re-routing things for a super-sano setup.

Most of what you see here is custom work, with a small complement of off-the-shelf parts. Those include Rough Crafts risers and brake and shifter pegs, Beringer hand controls, and a Motogadget speedo.

The retro-fabulous air cleaner is from LC Fabrications, and the stunningly minimalist exhaust is from Parts Europe.

You can’t fault this Sportster’s silhouette, but the real kicker here is the color scheme. It’s one of the best combinations of black and chrome you’ll find, and a tasteful reminder of just how sharp Julian’s eye is. [More]

Rough Crafts Winston Yeh first established his Rough Crafts brand with ‘Iron Guerrilla‘—a Sportster bobber that spawned an entire range of bolt-on parts and countless requests for the same style. So when a customer commissioned a Sportster cafe racer, it was a chance for the Taiwanese designer to prove just how versatile he is.

The Sportster’s stock lines are a far cry from a cafe racer’s, but in true Rough Crafts fashion, Winston knocked it out the park. Based on a 2012-model H-D Sportster Forty-Eight, ‘Slate Hammer’ is sharp as heck—and it’s also one of the most popular bikes we’ve ever featured.

The key here is Slate Hammer’s cleverly constructed bodywork. The typically hunchbacked Sportster tank has been lowered, trimmed, and treated to a pair of knee cutouts and a kink that follows the rear cylinder head. Just in front of it is a replica Dunstall GT fairing from Glass From The Past, with a modified screen.

The tail hump mimics the shape of the tank, and also holds the oil. A stainless steel box underneath the seat holds the electronic bits, with a custom-made Lithium-ion tank housed under the tank. A diamond-quilted leather seat by Back Drop in Japan caps it all off.

To correct the Sportster’s stance, Winston chose a set of 15” shocks from Progressive Suspension. The custom forged aluminum wheels came from San Diego Customs, and the riser-less yokes and dual-caliper fork lowers from The Speed Merchant. Other mods include one-off clip-ons and rear sets, and Performance Machine controls.

The Harley’s motor was blacked-out, and treated to an S&S Cycle Super-E carb conversion, with a finned air cleaner from the Rough Crafts catalog. The exhaust system is a combination of custom headers and a custom-made Spark muffler.

As you’d expect from Rough Crafts, Slate Hammer is wrapped in shades of black and grey. Frequent RC collaborator Air Runner handled the paint, while 2 Abnormal Sides supplied a set of hand-made pushrod collars; a detail that can often be found on Winston’s Harleys.

If Rough Crafts ever released a greatest hits compilation, this would be in it. [More]

Biltwell Inc. We’ve seen many ‘dual-Sporties’ over the years, but few are as purpose-built as this Harley-Davidson XL883 Sportster, from the Californian parts and gear company Biltwell Inc. The ‘Frijole 883’ was the personal project of Biltwell founder Bill Bryant, built to run in the NORRA 1000—a 1,300-mile desert race from Ensenada to Cabo.

Bill built the bike with help from Rob ‘Rouser’ Galan and a small, dedicated team. Part of the concept was to keep the bike recognizable as a Sportster—so the guys kept the OEM frame, swingarm, tank and rear fender. The oil tank’s stock too, but it was reinforced.

As you’d expect, the 883 needed a serious suspension upgrade—so the crew pulled in a number of experts to work their magic. The list includes a set of heavily modified Honda CRF250 forks, a custom top tree and steering stem and a GPR stabilizer. The rear features a gusseted and braced swingarm, relocated shock mounts and a set of 17” Elka shocks.

The bike’s loaded with practical touches. The exhaust is tucked in tight, and runs into a modified Supertrapp can. There’s a Rekluse clutch, and a clever shifter mod to replace the heavily exposed stock Sportster shifter. Using a reverse-mounted Honda XR400 shifter, it now goes one up and four down—GP style.

All the hoses and wires were sleeved for protection, and a set of Huenersdorff fuel cans were mounted up to add 1.2 gallons to the bikes overall capacity. The guys tossed a third canister into the Biltwell EXFIL-11 tank bag too.

Bill didn’t want to dive into the motor, because reliability was key. In fact, the team brought backup parts for nearly the entire bike—including, but not limited to, wheels and a complete motor. And the four-man team riding the bike agreed to keep it under the limit to guarantee a finish.

It paid off—the Frijole 883 finished 14th out of 21 bikes in its class. Not bad for a 745 pound Sportster. [More]

Icon 1000 Just like their motorcycle gear, the bikes that roll out of Icon 1000’s Portland HQ are utterly unique and just a little bombastic. ‘Iron Lung’ is based on a 1991 Harley-Davidson XLH883 Sportster, and it’s a surprising twist on the 1970s endurance racer vibe.

Icon started with a well-abused donor, then gave it a 1,200 cc upgrade with a Wiseco big bore kit. It breathes out through a glorious pair of high-mounted SuperTrapp mufflers.

Out front is a set of H-D Wide Glide forks, hooked up to custom triples. The rear shocks are from Progressive Suspension, and the wheels are H-D Fat Boy numbers. They’ve been painted with a slight blue tinge to them, as a homage to vintage magnesium race wheels.

Up top is a custom subframe, with a seat from New Church Moto. There’s a massive endurance-style fairing up front, complete with twin headlights, and the fuel tank’s been split into fuel and oil reservoirs. Icon mounted the battery in the tail hump, and installed rear set controls from Loaded Gun.

Finished in gallons of gold paint, with hand-painted details by Garage 31, this is one Sporty that left a mark. [More]

Continue reading...

 

[DaveM]

SMALL-SCALE SLIDER: Honda Dax by Freeride Motos.

For the last eight or so years, France’s Pierre Dhers has been churning out one-off builds under the banner of Freeride Motos Racing. On top of the immaculate and well-executed nature of Dhers’ bikes, the shop’s work is made all the more impressive by its immense and diverse range of projects, having previously completed everything from vintage scramblers to competition-grade supermotos to modern...

Source

 

[DaveM]

MIXED MEDIA: BMW K100RS by Pfalzbock-Konzept.

In most major markets around the world, manufacturers abide by EU standards and the most recent changes have hit the motorcycle industry hard. Euro 5 regulations have effectively killed off the once popular 600cc Super Sport class, seen plenty of models dropped for good and forced others to be changed to water-cooling. In some nations, those changes also apply to non-new vehicles and pose a big...

Source

 

[DaveM]

Hill Climber: Ant Partridge’s Reality TV Ducati Scrambler

Not all custom motorcycles built for reality TV are bad. Anthony Partridge is the bike guy on Discovery Channel’s Goblin Works Garage show, and his bikes are aggressive and purposeful, rather than goofy and clichéd. This Ducati Scrambler 1100 is solid proof—even if Ant almost got the brief wrong.

Ant secured the donor bike from Ducati UK, along with a brief from GM Tim Maccabee: build a hill climber. “I immediately thought; ‘okay, super-extended swingarm, paddle tire on the rear and a motocross front end with styling to suit’,” he tells us.

With a head full of ideas, Ant met up with frequent collaborator Ziggy Moto to put together a render of the proposed design. The show’s production company signed off the design—but when Ant enthusiastically presented it to Tim, he was met with confusion.

“There was silence, for what seemed like an eternity, before he replied with, ‘When I said hill climber, I meant Goodwood or Prescott Hill Climbing—not racing up grassy dirt hills.’ Luckily, we both had a laugh about the British versus Canadian translation of hill climbing, and I amended the design to suit. To be fair, other than the extended swing arm and paddle tire, it pretty much stayed true to the original idea.”

Ant might have abandoned the idea of a stretched wheelbase, but the chassis got attention nonetheless. Up front are a set of upside-down Öhlins forks, held in place by Fastec Racing yokes. Out back there’s a gorgeous trellised swingarm—fabricated to spec by GIA Engineering, and linked to an Öhlins TTX GP Pro shock.

The wheels are 17” carbon fiber numbers from BST in South Africa. Ant kept the OEM Brembo brakes, but upgraded them with Galfer discs, and Venhill lines and quick-release connectors. The tires change according to the application, but right now the Ducati wears Dunlop SportSmart TT rubber.

Save for the Scrambler 1100’s fuel tank, most of the bike’s clothing is new. Ant fabricated a new headlight nacelle, then embedded a pair of Highsider LED projectors. Olliminium Auto Fabrication shaped the front fender, and the carbon fiber fork guards are from Sudo Cycles.

The rear’s been reworked with a stubby custom subframe and tail cowl and the seat is new too—flowing neatly into the top of the tank, with upholstery by Inflex Interiors.

Up in the cockpit are Magura controls, a Rizoma mirror and a Fastec Racing speedo housing. The brake lever guard and foot controls are from Sato Racing, along with the frame plugs and crash bobbins. A full set of LED turn signals from Kellermann keeps things street legal, with the rear pair doubling up as taillights.

Ant’s ‘hill climber’ also wears a set of custom exhaust headers from Olliminium, with a modified Yoshimura muffler providing the soundtrack. Under the hood is an Antigravity Lithium-ion battery, hooked up to custom wiring from Wiring4bikes.

Torben handled the menacing black paint job—then Ant tore into it to make it look distressed out the box. (Although given the way he’s been riding it, it would have looked like this in a couple of months anyway.)

The Scrambler’s first outing was at a hill climb race at Gurston Down in the UK. It meant that the whole build had to be completed within six weeks, and in true reality show fashion, Ant was tightening bolts right up to the eleventh hour.

“It was so close,” he tells us, “I frantically pulled into a Ducati dealer near Gurston and begged the manager to lend me a lift—and a mechanic with the special Ducati tool for tightening the headstock, so I could actually ride the bike for the first time.”

“My shakedown run was a 500-foot ride, from the service shop at the back of the dealership to my van in the parking lot. I popped the front wheel in the air, hit the rear and front brake, pumped the clutch and that was that—back in the van and off to the race.”

“To say I was feeling nervous ahead of the event is an understatement. This was the first time I’d be racing a hill climb, on a track I’d never seen, on a bike I hadn’t tested, while being filmed for an international TV show. What could possibly go wrong?”

Luckily, not too much went wrong—other than Ant overshooting the first corner on his sighting lap and running onto the grass. His second hot lap yielded a decent time, but naturally it was the sketchy moment earlier in the day that made it into the final show edit. (“Remember, TV loves drama,” he quips.)

Soon after the Gurston Down race, Discovery called up and asked Ant for more footage of the bike racing—so he entered it into the Malle Mile, and finally raced it on dirt.

“I slapped on a set of Continental TKC80 Dual Sport tires and raced the same bike up a hill in the mud. Not only did I have an absolute blast, I also won most of the races that weekend. Only had one ‘off,’ with no real damage.”

“The Ducati is now my daily ride. On the street this thing is an absolute weapon—a proper hooligan machine that loves to be ridden hard. It’s light, it’s nimble and it’s as quick as anyone needs to go on public roads.”

Partridge Design | Facebook | Instagram | Images Alex Lawrence [static], Ben Hirsch [action], Amy Shore [above] and John Norris [below]

Continue reading...

 

[DaveM]

VALHALLA: Triumph Scrambler 1200 XE by Tamarit Motorcycles.

Nestled in the city of Elche in southeastern Spain, just a stone’s throw east of the coastline that hugs the Mediterranean Sea, Tamarit Motorcycles is a customs outfit that works exclusively on Triumph’s modern classics. Though only founded in 2015, Tamarit now employees more than dozen staffers and boasts a body of work that has already grown to include well-over 100 bolt-on parts and almost as...

Source

 

[DaveM]

Speed Read, August 8 2021

We’ve got a major surprise this week, with Italdesign revisiting its controversial Ducati 860 for an electrifying update. Elsewhere in Europe, Honda has sanctioned two new custom projects—a pair of Rebels from FCR, and a reworked CB1000R from 5Four.

Ducati 860-E by ItalDesign The Ducati 860 is one those older bikes that looks (slightly) better as the years go by. Designed by Giorgetto Giugiaro of Italdesign, the angles have improved with age—but it’s not a looker on the scale of the original 750 Super Sport, for example.

Almost half a century later, though, the 860’s time may have come. Italdesign have just released a video clip with the blurb, “Do you remember the Ducati 860 we had the chance to design back in the 70s? It was so futuristic it was probably way too ahead of its time. That’s why today, almost 50 years later, we asked our designers to re-imagine this model.”

The Ducati 860-E concept is electric, and stays pretty close to the lines of its forefather. The panel under the ‘tank’ continues under the saddle, with extra bodywork (with cooling vents) extending down low, to cover the electric motor.

It’s a good looking bike, with cues from both retro ICE and modern EV machinery, and proves the point that good design as about timing as much as anything.

Unfortunately, there are no production plans for this model. It was not commissioned by Ducati, and Italdesign themselves state that it’s “a mere exercise in style.” Still, you can bet the folks at Ducati Centro Stile will be watching the reaction to the 860-E very closely. [Italdesign]

A pair of Honda Rebel CMX1100s by FCR Original Honda’s big Rebel is an accomplished, fuss-free cruiser that handles more like a regular roadster, with satisfying oomph from its 86 hp parallel twin—essentially a detuned version of the Africa Twin engine, with a heavier flywheel and revised valve timing.

As with most Japanese cruisers, though, the styling is a little ‘off’ to most eyes. So we’re fans of these two mildly tweaked but good-looking customs from FCR Original. The commission came from Honda France and an outfit called Royal Vintage, which appears to be some kind of broker-cum-online-sales outlet for the local custom scene.

FCR have created two customs: an orange-tinged ‘Sport’ [above] and a darker ‘Bobber.’ The Sport is aimed at a younger clientele, with a reinforced swingarm modified to accept a pair of Öhlins shocks and a 17-inch CB500 rear wheel with a 190-section tire.

The clunky stock exhaust is ditched in favor of a sleek custom setup, and the forks have been dropped by 25 mm to rectify the stance. New superbike-style bars are fitted to CNC-cut aluminum triples, and the speedo unit has been moved to the top of the headlamp nacelle.

The bobber version has a darker and simpler treatment. The new exhaust system is blacked-out, along with the new 16-inch rims—mounted with classic sawtooth pattern tires. FCR have also fitted aluminum handlebars, a leather seat, and aluminum fenders with reflective MirraChrome paint to add to the raw feel.

A full 3D scan of the Rebel was then used to create a polyester/carbon tank with a CNC-cut aluminum cap. The tank is part-painted in MirraChrome, plus a fluoro blue and black.

The CMX1100 is already an excellent choice for cruiser fans who aren’t sold on the image of the American brands. We reckon FCR’s stylish mods make it an even better proposition.

BMW R100 RS by Hammer&Co Old airheads never seem to die. You occasionally see a statistic that 70% of all ‘Series’ Land Rovers and Defenders are still in use, and we bet the same applies to older BMWs.

Frenchman Benoit Krotki has just finished this 1981 R100 RS, commissioned by a client who became a good friend during the build. And it looks like the Beemer is ready for another 40 years of service.

“The vision was for a GS-style workhorse and travel machine,” says Ben, who has been running his Hammer&Co operation since 2009. “Nothing has been left untouched: it has been either restored or modified. And all the custom parts were made in-house from either aluminum or stainless steel.”

This is a custom built for functionality rather than just looks. Ben has completely rebuilt the engine to factory spec, upgraded the carbs to Keihin flatslides, and crafted a new exhaust system that sits high, out of harm’s way and with a heat shield to protect the rider’s leg.

There’s a new stainless steel rear subframe, and the plush stock seat has been recovered in leather by the local specialist Sellerie Harley Grove.

The two ‘Jerry cans’ are actually portable top cases, with a tool pouch and a small shovel stored in the side unit. The top case can carry a laptop, and Ben has also a mounted a 12v charging socket on the bars.

There’s a rewire to avoid electrical mishaps with ancient cabling, with Motogadget components throughout. New Brembo discs and master cylinders are hooked up to custom hoses for maximum feel, and crash bars add extra protection in case things go awry.

It’s not a flash build, but it’s supremely functional. Ben has called the R100 L’Indestructible … and we get the feeling it’s a particularly apt name.

Honda CB1000R by 5Four If you live in the UK, you probably know the name Guy Willison. He’s often the ‘motorbike guy’ on TV, he’s the driving force behind Henry Cole’s Gladstone motorcycle venture, and he designed the Norton Commando 961 Street limited edition.

Guy’s latest project is another limited production run, this time based on the Honda CB1000R—a 143 hp ‘Neo Sports Café’ with somewhat cluttered yet anonymous styling. There’s no official word on how many will be built, but each bike will be individually numbered (and signed by Guy, if the owner wishes).

The subtle tweaks applied by 5Four give the Honda a classic endurance vibe. There’s a composite bikini fairing up front, a diamond-stitched leather seat, and at the back, a simple tail tidy and LED strip light. It replaces the giant license plate bracket that normally wraps around the rear wheel.

A compact titanium Racefit Growler-X muffler raises the dB level, and also reveals more of the swingarm and the new-for-2021 cast aluminum wheel design. The levers and mirrors are upgraded to LSL items.

The CB1000R 5Four is finished off with a repaint in classic Honda colors—candy red, blue and pearl white. It looks a million dollars, but the on-the-road price in the UK is just £16,954—some five grand more than the stock bike—and you can place your order via any Honda dealer. [5Four Motorcycles]

Continue reading...

 

[DaveM]

KEINO & COX: 2022 Indian Chief Bobber Dark Horse.

Less than four months ago we delivered the news that Indian Motorcycles had teamed up with some of the world’s best custom builders to let them loose on the new 2022 Indian Chief. And in rapid time the iconic duo of Paul Cox and Keino Sasaki have swung into action, together on their first joint build in more than 15 years. The result is American as warm apple pie, with the stock Chief Bobber Dark...

Source

 

[DaveM]

Dust Devil: Hello Engine’s Triumph TR6 desert sled

Hayden Roberts once quipped that when he moved from England to California in the early 2000s, it was “about 40 years too late.” His work testifies to that: as Hello Engine, he builds neat vintage Triumphs that look like they were transplanted straight from the 60s. And like many of the desert sleds from that golden age, his Triumphs are never stock under the hood.

His latest project is this 1960-something Triumph TR6. And we use that designation loosely, because, as usual, Hayden pieced it together from a plethora of rescued, salvaged and restored parts.

The client for this project was Ben Giese—the creative director and editor-in-chief of the motorcycle magazine Meta. Ben is used to having a hand on the wheel when it comes to creative projects, but here, he took a small step back to let Hayden work his magic.

“I’ve always been in love with the shape and design of vintage Triumphs,” Ben tells us. “I love how clean and simple they are. I’ve always wanted one, and with my background in riding dirt I just had to make it a desert sled.”

“I sent Hayden a few photos of old desert sleds that Steve McQueen used to race for inspiration on the build—but those old race bikes were pretty ragged and I wanted something a bit more clean and sophisticated. I gave him some simple directions like the tank color, frame color, exhaust style and an overall ‘make it minimal,’ and let him run with the rest.”

“Ben was familiar with the bikes I put together and just let me be,” says Hayden. “Can’t complain about that.”

A derelict 1964 Bonneville frame and engine cases formed the basis of the project. “I pick them up off Craigslist ads and swap meets,” Hayden tells us. “I’ve even had them dropped on my doorstep like turd-filled paper bags—I grab ’em where I can.”

The crank was stripped and balanced, and the motor was treated to a set of Jomo 15 cams from Megacycle. Hayden also installed a single carb head from a TR6, along with Kibblewhite Black Diamond valves. The carb is a new 30 mm Amal Premier, fed by an open K&N filter via an ‘air box’ of his own making.

“1964 was pretty early in the run of unit motors,” he adds, “so we made various updates much like Triumph did on the later motors: oil pump, pickup, final drive gear, O-ring head, modified rocker spindles. The kinda things guys argue over with unabashed conviction on classic bike forums.”

The high twin pipes are new reproduction numbers that are styled after classic desert sled exhausts. They’re usually made in small batches, so Hayden buys a few sets at a time to keep on hand, since they “have a real savage rasp to them.”

Moving to the chassis, Hayden added a set of ‘Competition’ forks from a later model Triumph, rebuilt with bits pulled from his own stash. The rear shocks are from NJB shocks in the UK.

For the wheels, a set of Jones aluminum rims were laced up with Buchanan’s stainless steel spokes, and wrapped in classic trials rubber.

The Triumph’s bodywork is a mix of old and new. The ‘slimline’ tank is from 1969 Bonneville, but needed a fair amount of repair work (and a pressure test) before it could be mounted up. Still, Hayden tells us it’s better than most replica tanks, which often weigh a lot more than their vintage counterparts.

The Bates-style seat is brand new—a signature Hello Engine part that uses leather wrapped over injection-molded foam. And the rear fender’s an aluminum part made by a supplier in Northern California, but trimmed by Hayden to fit this bike.

Up top are a set of classic tracker bars with fresh grips, and out front is a Hella headlight, complete with a classic Lucas cover.

The original wiring’s all made way for modern solid state parts, and there’s no battery. “Don’t get me wrong,” says Hayden, “I love the mechanics of the original points ignition system—but timing them is a skill I’ll save you the very tedious trouble of learning.”

Hayden also replaced the steel controls with aluminum parts, and shaved some tabs off the frame. All in all, he estimates that this Triumph weighs around 100 pounds less than stock.

When it came to paint, Ben originally wanted an all-black livery, like all of his other bikes. But Hayden insisted that the Triumph needed a splash of color—and Ben relented.

“In the end I’m super happy with the soft blue I chose,” he says. “Hayden had the tank custom painted for me, and he had the frame, swingarm and fork lowers painted black to make me happy, while leaving just enough chrome and raw metal to keep that beautiful classic 60s aesthetic.”

“Really I just wanted to make something very simple looking,” Hayden adds. “Simple to maintain and goes like the clappers. I think Colin Chapman said that…”

Hello Engine | Facebook | Instagram | Images by John Ryan Hebert

Continue reading...

 

[DaveM]

Fired Up: A wild Honda CBR1000RR from France

Retro-futuristic styling and walloping performance is a mouth-watering match, and this tasty Fireblade from France is gourmet fare. It comes from Atelier Sur Les Chapeaux De Roues, a workshop in the small village of Tréméven, in Brittany in northwestern France.

The shop is run by solo operator Manuel Jouan, whose work is on a par with many of the bigger European outfits. If you remember the name, it’s probably because he caught the eye of Yamaha a couple of years ago, and was selected to create a very funky BW200 for the Yard Built project.

This CBR1000RR is our favorite SLCDR build to date though, because Manuel has sailed through the notoriously tricky task of reworking a modern superbike.

For a liter-bike, the Fireblade is actually a smooth, refined and accessible ride—despite the aggressive MotoGP-inspired styling. If there’s a weak point it’s the styling, and that’s the main issue Manuel has addressed.

“This is a 2007 CBR1000RR,” says Manuel. “My customer arrived with the bike at the workshop after a crash. He didn’t know if he wanted to rebuild it while keeping it stock, or make a custom. I advised him to let me transform it, with a futuristic style.”

The CBR is most definitely not in need of a performance boost, with around 170 hp on tap from its compact inline four. There’s only about 450 pounds to push around when fueled up. So Manuel has focused on radically new visuals, plus a smattering of subtle but effective component updates.

“My customer let me do what I wanted for the design, and that’s the way I prefer to work,” says Manuel. “He trusts me, but I ask his opinion to validate important steps.”

The front end of the aluminum twin spar frame—normally hidden by the fairing—remains stock, but Manuel has built a new steel rear frame to support the minimalist, uncluttered back end.

The new bodywork is all aluminum, from the very unusual front fairing that flows over the bars to the short tail unit. Other hand-made parts include the Alcantara seat pad, the side covers, and a belly pan.

“The aluminum parts are all handmade with a hammer, an English wheel and a lot of welds. Many attempts landed in the bin before I found the good shapes and lines I wanted,” says Manuel.

A proposed new fuel tank was one such casualty. “I started to build one in aluminum, but the part I built looked like the original—so I preferred to keep the original.”

His judgment has paid off. “I wanted to keep the spirit of the bike. It’s a muscle bike with almost 170 hp. I didn’t want to make a ‘classic’ out of a modern beast.” That’s why the lighting is LED rather than Bates style: a pair of Highsider units at the front and twin strips from Custom Dynamics embedded in the new tail section.

The paint is in a style we haven’t seen before, but you have to look closely at the black paneling to spot it. “I wanted something with ‘basic’ colors, but a lot of detail,” says Manuel. “So I stuck on almost 300 stickers to make dot-shaped stencils, and masked them so they were not too apparent.” The engine covers and forks are blacked out with a fresh layer of Cerakote.

The rest of the upgrades are top-shelf stuff. Manuel has kept the under-seat exhaust layout, but the pipework is an Arrow system that’s now mated to a very compact Akrapovič muffler.

The wheels are Rotobox’s revolutionary carbon ‘Bullet’ design, which weigh around fifteen pounds for the set—less than seven kilos. They’re shod with Michelin’s Power GP tires, a 50/50 road/track compound.

Most of the electronic upgrades are hidden, but get up close and you’ll notice a Motogadget speedo—plus matching turn signals, mounted on the end of the Renthal clip-ons. There’s also an mo.lock contact free digital ignition system, to do away with the need for a key, and classy Beringer hand controls.

A modern sportbike like the CBR is possibly the hardest style of motorcycle to customize, but Manuel has pulled a rabbit out of his chapeau. Very impressive skills indeed.

Atelier Sur Les Chapeaux De Roues | Facebook | Instagram | Images by Clément Gerbaud

Continue reading...

 

[DaveM]

IMPECCABLE HULK: BMW R1250 R by Tossa R.

There is absolutely no doubt that BMW is one of the coolest brands in motorcycling right now, but it’s a bit of a case of the chicken or the egg. Did the fine folks in Bavaria make some smart marketing move or has the custom scenes long embrace rubbed off and primed the big German? That we may never know, but the once anorak only badge is now appearing on the most badass bikes and Tossa R has...

Source

 

[DaveM]

Shock Tactics: Moto Adonis’ aggressive H-D LiveWire

As the electric motorcycle market continues to grow, so does the custom electric scene. But it’s forcing builders to change tack. Electric production models are ultra-modern and loaded with tech—so it makes more sense to focus on cosmetics, rather than to dive in too deep under the hood.

That’s exactly what the Dutch custom house Moto Adonis has just done with the Harley-Davidson LiveWire. It’s wrapped The Motor Co.’s flagship electric in hand-formed, alien-like bodywork—but left most of the original bike intact underneath. Which makes sense; we’ve ridden the LiveWire, and it’s more than enough of a goer in stock form.

This is the first electric custom from Moto Adonis, and it also marks a new chapter for the shop. Original founder Daan Borsje has moved onto a new career—and the two guys who have worked with him over the last few years, Arthur Renkema and Job Leussink, have taken over the company. They’ve kicked their tenure off with a bang.

The LiveWire was commissioned by a client, with a brief that’d tempt any builder. “We got the great opportunity to design and build whatever we think is cool,” Arthur tells us. “As long as it is futuristic and black.”

“Given the opportunity, we gave it our all! We wanted to make a real significant design change to the stock bike, because we weren’t limited by design rules. That’s why we cleared our minds and dropped all conventional methods.”

Daan wanted to leave on a high note, so he had a hand in the design. The crew started with hand-drawn concepts, and after a little back and forth with the client, moved to Photoshop renders. With approval on the design, they started shaping the final parts from aluminum.

Moto Adonis had a tight timeline of just four months on the build, so they pulled in the classic car restoration shop, Carrosseriebouw Jansen, to help shape the parts. The LiveWire’s armadillo-like bodywork was mocked up with cardboard and tape, then shaped the old fashioned way, with a hammer and an English wheel.

“And, of course, a lot of welding,” adds Arthur. “A lot of blood, sweat and beers goes into a project like this.”

All the original plastics are now gone. The new aluminum fairings mount to a steel subframe bolted onto the OEM mounting points. The headlight’s sunk in behind a clear cover, while the taillight’s a custom piece that uses acrylic fins and LED lights.

Moto Adonis didn’t want to compromise on functionality either. The front-most panel on top of the tank flips up to reveal the charge port. And the seat and tail were built on the original base and hinge (albeit modified), so that the charge cable can still be stored under the seat.

The original speedo was retained, but moved back and integrated with the bodywork. It proved to be a tricky mod, and the one time the guys had to fiddle with the wiring. Miller Kustom Upholstery handled the seat, and matching trim has been added around the ‘tank’ area.

There’s nothing fancy happening with the paint—just a coat of semi-gloss black that adds to this custom LiveWire’s menacing aesthetic.

There’s one futuristic touch that isn’t immediately apparent, though: LED ‘mood’ lighting under some of the panels. It can be controlled via a smartphone too, enabling you to change the color on the fly.

The team upgraded the front brake discs to Moto-Master units, swapped out the grips and added a single bar-end mirror, but the rest of the running gear is as it came from the factory.

“The kind of bike we were making is meant to be ridden like a hooligan—hard and fast,” says Arthur. “Custom bikes are a form of art, but we like to make it functional art!”

“Conventional motorcycles with petrol engines are our drug, but the taste of power and a different kind of sound and experience is something really special. If you rode this beast, you’d probably share that opinion too!”

We wish Daan well with his new venture… but if this LiveWire is anything to go by, he’s left Moto Adonis in good hands.

Moto Adonis | Facebook | Instagram | Images by Mark Meisner | Video by Deep Bold Studio

Continue reading...

 

[DaveM]

INTERVIEW: Matt Chambers from Curtiss Motorcycles.

We caught up with Founder and CEO Matt Chambers about his new venture Curtiss Motorcycles. Having been at the helm of Confederate Motorcycles for almost two decades, he decided it was time to go back to the drawing board and start from scratch – building the ultimate electric motorcycle. He may have swapped combustion engines for batteries, but his radical designs are still aircraft inspired...

Source

 

[DaveM]

Speed Read, August 15 2021

It’s an outdoorsy week, with a 1970s Harley Sportster equipped for the Vintage 1000 rally, another Husqvarna Norden 901 teaser, and an electric snow bike. But first we look at a tastefully modded Aprilia RSV Mille, and a Yamaha SR500 street scrambler.

Aprilia RSV Mille by Jett Design Based in Virginia, USA, Andrew Jett has a thing for ‘future classic’ sport bikes. His latest work is this 2000-model Aprilia RSV Mille, lightly resto-modded for a client. And while the man on the street wouldn’t know the difference between this and the stock version, aficionados will spot a plethora of clever mods.

Most of the nipping and tucking centers around the Aprilia’s bodywork. Andrew ditched the lower fairings for a half-fairing design, that sharpens the look but also exposes more of the bike’s motor.

Areas like the mirror and accessory mounts on the upper parts of the fairing have been smoothed off, and it now sports a trimmed Zero Gravity windscreen.

Andrew fabricated new fairing brackets too, and installed integrated LED turn signals up front. The rear’s been tweaked with an LED taillight and turn signal combo unit, along with a custom-made license plate bracket. The seat’s sporting a neat hand-stitched Alcantara cover.

On the performance side, Andrew modified the OEM air box and added a K&N filter, plus a titanium Leo Vince SBK muffler. The controls have been upgraded with adjustable Apex clip-ons, Domino grips, CRG mirrors and levers, and a new set of factory Aprilia switches. There are also new billet aluminum rear-sets from Bonamici Racing lower down.

Andrew installed a Lithium-ion battery too, and a full complement of titanium fasteners from Pro-Bolt. Other finishing touches include an SSR fuel cap, a HyperPro steering damper and some carbon fiber trim from Pro-Fiber.

Kevin Petitt at Petittbilt laid down the simple, yet classy, black and silver livery. This RSV Mille now weights around 45 lbs less than before, looks sharper and has just a little more poke. [Jett Design]

Yamaha SR500 by Nomad Motorcycles The guy behind Nomad Motorcycles in Paris, Bryan, has motorcycling in his genes. His grandfather raced the Paris Dakar rally on a Yamaha XT500 in the 80s, and his father raced motocross. After working three years as a mechanic, Bryan finally opened Nomad Cycles last year.

This Yamaha SR500 is his fourth build, and although it treads familiar ground, it’s hella neat. Bryan built it for a customer on a tight budget, aiming for a minimalistic custom with performance in mind.

Bryan tore into the SR’s motor first, rebuilding it with a balanced crankshaft, a stage one Yoshimura camshaft and a high compression piston. Other upgrades include a high flow oil pump, a Mikuni TMR36 carb and a stainless steel exhaust system.

To beef up the bike’s braking ability, Bryan installed a floating front disc, a Yamaha XJR caliper and a Nissin master cylinder. Maxime at Hurco machined a special bracket to make it all fit.

Up top, Bryan added a Monza gas cap to the tank, then cut-and-looped the subframe. It’s topped off with a slim seat with upholstery from SFM Sellerie, and a hand-shaped rear fender. Clément Baupin at CBPMC Peinture laid down the stellar Peugeot Reflex Blue paint, complete with a deep glitter effect.

New bars, grips and bar-end turn signals, and a tidy under-seat electronics tray, round out the build. It’s an unassuming custom that packs a surprise punch, and a good reason to keep an eye on Nomad Motorcycles. [Nomad Motorcycles | Images by Yann Deret]

Appalachian Dirt Hog, from Iron & Air issue 44 Now in its seventh year, the Vintage 1000 is mostly off-road race that covers 1,000 miles in five days. But there’s a catch: it’s for pre-1981 bikes, and GPS units are not allowed.

Jake Hindes over at Prism Supply Co. was up to the challenge, so he sourced a beat-up, but functional, 1970 H-D Sportster from a friend. His reasoning; “It fits the criteria, a Harley has never finished the Vintage ride before, and it’s incredibly cool!”

Most modern adventure bikes would be kitted to the nines for this sort of trip, but Jake’s Sporty is refreshingly basic, in keeping with the spirit of the ride.

The only real fabrication is the custom stainless steel luggage rack, packed to the brim with everything needed for the trip. With the addition of knobby tires and a quick fluid change, Jake was ready to hit the road.

This year’s route started in Chattanooga, and followed a loop through Georgia and North Carolina, and back to Chattanooga again. 20 riders covered 200 miles a day from sunrise to sunset, working in groups of five and relying on camaraderie and grit to complete each day’s riding. The terrain included dirt roads, logging trails, steep climbs and deep water crossings.

Jake’s Sportster did OK for a few days, but then it started showing its age, sheering its rear sprocket bolts on the third day. After numerous trailside fixes, it eventually finished the race—a testament to how tough old Sportsters can be.

You can read and see more from the adventure on the Iron & Air Journal, and in Issue 044 of Iron & Air Magazine, which is on sale here for US and Canadian readers. [Prism Supply Co. | Images by Matt Best]

Husqvarna Norden 901 versus Iceland Husqvarna have just released another video teasing their Norden 901, and it’s given us the clearest look yet at the Austrian/Swedish brand’s new adventure bike. The video shows Dakar rally legend Cyril Despres, and South African-Swiss adventurer Mike Horn, riding prototypes of the Norden against the breathtaking backdrop of Iceland.

The big takeaway is that the bikes shown in the video look extremely close to the jaw-dropping concept that Husqvarna originally unveiled. Sadly, the graphics aren’t quite as striking—but the overall look and feel hasn’t changed much. Husqvarna say these are ‘prototypes,’ but we’re willing to bet that this is close to the finished product.

Revzilla have also spotted different trim on the two bikes shown—including different wheel sizes and exhaust. This could be Husqvarna playing with different setups, or it could point to the Norden 901 being available in two different versions.

Either way, color us excited. It’s no secret that the Norden 901 will use the KTM 890 Adventure as its starting point—so we’re expecting an adventure bike that’ll combine high levels of performance with a unique retro-futuristic look. What’s not to love?

The MoonBikes electric snow bike Snow bikes aren’t a new concept, but we’ve never seen an electric one before. MoonBikes is a new brand launched by Nicolas Muron—a former aeronautical engineer that obviously has a wild imagination and a penchant for fun.

The MoonBike is built around a welded steel frame, with a track at the back and a ski up front. The ski’s attached to what looks like a set of mountain bike telescopic forks, and we’re spotting an additional damper, presumably to allow the ski some rotational play. There’s a pair of coil-over shocks out back.

The 3kW electric motor sits in the rear-most hub, and makes 170 Nm of torque on paper. We’re not sure how that translates in the real world, but MoonBikes are listing a top speed of 26 mph. It can traverse snow up to 12” deep, tackle 30-degree gradients and operate in temperatures as low as -13 fahrenheit.

Each MoonBike can be specc’d with either a 2.5 kWh or 3.2 kWh lithium-ion battery. The battery’s removable, and there’s an optional power pack upgrade that adds a second 1.2 kWh battery. Range can be anything from 1.5 to 3 hours of operation, depending on the setup.

Pricing currently starts at $7,980, with an additional $1,800 for the second battery, and $360 for a fast charger. MoonBikes are currently taking orders for the first 250 bikes with a refundable deposit of $250, and they’re expected to land around winter 2021/2022 (northern hemisphere).

The first batch will be called the ‘Pioneer Edition,’ with design elements that won’t be available on later models. If it actually snowed where I live I’d be super curious—this snow whip looks fun, quiet, and compact enough to cart around easily. [MoonBikes | Via]

Continue reading...

 

[DaveM]

ORLANDO MAGIC: Ducati 1GP by Unico Moto.

“I am a Cafe Racer myself, on some days—and many nights for that matter—and it is one of my finest addictions,” enthused the legendary writer Hunter S. Thompson. The man of many descriptions and even more addictions wrote these words when reviewing, in his own manner, the Ducati 900SS. And he joined millions around the globe for whom a Ducati is not just a motorcycle nor a form of transport...

Source

 

[DaveM]

Kompressor Kultur: Uwe Ehinger’s flathead dirt tracker

Uwe Ehinger describes himself as a ‘motorcycle archaeologist,’ and the description is apt. He knows where to find the most obscure parts, and he knows which parts are worth finding.

His motorcycles are always imbued with history, using vintage components in unusual yet appropriate ways. This flathead is the perfect example: it’s an odd amalgam of pre-War Harley bits, but somehow it makes sense.

Uwe runs the Ehinger Kraftrad studio with his partner, the designer Katrin Oeding. They’re based in Hamburg, Germany, but focus on machinery from Milwaukee.

This bike is a personal project for Uwe, who has always wanted to build a dirt track bike for himself. The core of the machine is a 1937 ULH big twin, which means it’s a high-compression version of the regular side-valve flathead.

This particular 80ci (1340cc) unit has earlier VLH-spec cylinders sandwiched between the cases and heads, though—a tweak that reveals Uwe’s attention to detail.

“The V cylinders were only built for one year, 1936,” Uwe explains. “Their casting is better than the U cylinders. But the lower part of the U engine is better than the the VL engine, due to the oil supply/pump.”

Uwe has used the interchangeability of the parts to build the best possible engine, but he hasn’t stopped there. He’s added a more noticeable modification—an Aisin AMR 300 supercharger. It sits right behind the rear cylinder, filling out the triangle of the hardtail frame nicely.

These roots-type units are commonly found on tiny Japanese kei cars, and they’re about the size of three soda cans. Uwe located a secondhand unit and rebuilt it with new bearings; it offers a low but useful dose of boost without causing maintenance or reliability issues.

As with most vintage machinery, the whole setup is relatively simple: Uwe tells us that he can switch from flathead to knucklehead power in about 20 minutes if he wants to!

The frame is from a 1932 VL flathead, and discovered in a barn in South America in the 80s. (“I have a lot of engine fragments from the 1930s and 40s that I like to combine.”)

The springer front end is from an even earlier vintage: it left the factory in 1927 as part of a Harley JD and has been restored and modified to fit the VL frame. It’s fair to assume that there is no three-way adjustability on this elegant apparatus, but it certainly looks the part.

Uwe has cleverly integrated the drum brake from a forty-year-old Honda XR500R enduro bike. (Incidentally, like this build, the XR sported a 23-inch front rim.)

The back wheel is only slightly smaller at 22 inches, so lean angle is not going to be a problem on this Harley. Both rims are old speedway stock, with modified lacing to match the drum brakes. The brake at the back is a 1937 Milwaukee design.

Virtually everything else is custom made, including the gas tank, which Uwe hammered out from steel. It’s a completely custom design, but follows the traditional teardrop shape and retains separate chambers for gas and oil—plus clearance for quick engine swaps.

Perched atop the hardtail frame is a one-off seat, with substantial springs to provide posterior support. In a previous life, the springs cushioned the valves in an Evo engine.

After adding period-correct controls, Uwe had a rideable bike, and it looks like nothing else we’ve seen. The question is, where can he ride it? “I would love to get a simple road permit for it, or ride it in one of the beach races—the Rømø Motor Festival [Denmark] or the Race Of Gentlemen [New Jersey], for example.”

And what an incredible sight and sound that would be: the rumble of a classic big twin, mixed with the whine of a supercharger. It’d make it worthwhile having to clean all the sand off afterwards…

Ehinger Kraftrad | Facebook | Instagram | Images by Bernd Westphal

Continue reading...

 

[DaveM]

BRUISER: BMW R80 by Side Rock Cycles.

Every year thousands upon thousands of photos are uploaded to the internet and social media of new custom bikes being built all over the world. A lot of them look good, some of them look downright beautiful, but what we really don’t know is just how well they ride; and let’s be honest, that’s damn important! So, how do you select a custom shop that can build you a bike which has the function as...

Source

 

[DaveM]

Assembly Required: Rough Crafts’ Yamaha XSR900

Some custom builders work to a strict formula, while others have a signature that shines through in the details, regardless of the style of build. Winston Yeh at Rough Crafts in Taiwan falls into the second camp. He’s designed cruisers, cafe racers and street trackers—and even though they all cut different lines, they all clearly come from the same source.

This time around, Winston’s turned his hand to the Yamaha XSR900, with brutal results. The XSR gets praise for its performance, but criticism for the messy packaging of its triple-cylinder power plant and the peripheral bits. Winston’s unfazed though—he’s ramped up the aggression by turning it into a menacing and unapologetic street tracker.

He’s also designed it so that it’s easy to replicate—from the custom bodywork, to the extensive and tasteful list of bolt-on upgrades. That’s because Yamaha Europe have opted to add this XSR to their Yard Built custom bike portfolio, where the emphasis is on ease of customization.

“The whole idea of Yamaha Yard Built was to inspire bike owners around the world to customize their bikes and make them unique,” Winston explains. “So if the builder develops bolt on parts from the build, that would be a big bonus.”

“On my previous Yamaha builds I didn’t really focus on the parts development—many people asked me if I had kits for sale, and sadly I had to reject them. So, when presented with the opportunity for this XSR900 build, the first priority was to focus on how it can be reproduced and bolted on—but still totally Rough Crafts, without sacrificing aesthetics.”

“Even for all the parts around it, I tried to use as much off-the-shelf stuff as possible. So people can recreate their own interpretation, maybe with a different exhaust, different headlight, even with clip-on handlebars… who knows?”

Winston started by designing a full set of bolt-on body panels for the XSR900, then commissioned an artisan to shape them out of carbon fiber. Everything interfaces with the stock frame with zero cutting or welding, and with minimal fuss—like the new tank covers, which mount up just like the stock parts.

The flat track-style tailpiece bolts to the OEM subframe with just two fasteners, so the whole setup truly is a plug-and-play affair. “You can even use the stock double seat if you like to carry a passenger,” Winston adds. “The lines still work with our tank covers.”

Up front is a carbon fiber headlight nacelle that wraps around the stock gauge, which has been lowered. There’s also a pair of Koso LED turn signals, and a carbon fiber fender lower down. The cockpit still uses the stock bars, but it’s now sporting Motogadget grips, Beringer controls and a CNC Racing brake lever protector

Out back is a Rough Crafts license plate bracket, with a pair of turn signal and taillight combo LEDs that Winston developed with Koso. Other bolt-ons include Gilles Tooling rear-sets, GB Racing engine protectors and a TWM gas cap.

Winston wanted to upgrade the Yamaha’s running gear too, but discovered that Öhlins only make a cartridge kit for the XSR, and not a full set of forks. So he had a set of custom triples and spacers machined to run the Swedish brands ‘universal’ FF521 forks, without changing the bike’s geometry. Naturally, he’s looking to offer this as a kit too.

The rear end uses a custom built Öhlins shock from the suspension gurus at Andreani. The wheels are drool-worthy carbon numbers from BST, and the tires are Pirelli Supercorsas. A full set of Rough Crafts-branded Beringer braking components complete the package.

With 115 hp on tap the stock XSR900 is plenty quick, so Winston kept the performance upgrades basic. This one’s kitted with a Sprint Filter air filter, and a full exhaust system from SC Project. A tuning module from Rapid Bike ensures optimal output.

In classic Rough Crafts style, the XSR900 is finished off in swathes of black, with subtle pin stripes and areas of clear-coated carbon. Line & Circle Custom Paint Studio handled the livery, while Zeus Lighting helped with the final assembly.

Winston has once again delivered the perfect Rough Crafts recipe. But this time, it’s a recipe you can cook up at home too… once those kits are ready.

Rough Crafts | Facebook | Instagram | Images by R* Camera

Continue reading...

 

[DaveM]

OLD-SCHOOL CHARM: Honda CB750 by Sabotage Motorcycles.

As the old saying goes, there is more than one way to skin a cat and never is that more true than in the custom bike world. Every builder not only has their own way of doing things, but even when presented with the exact same model of motorcycle, can come at it in a million and one ways. The last time we spoke to Sydney’s Sabotage Motorcycles they showed off their Honda CB750 that was very much a...

Source