Custom Motorcycle Builds

[DaveM]

BEASTLY BONNIE: Triumph Scrambler by PBM.

The Gold Coast-based Purpose Built Moto pride themselves on building some of the most creative and high quality customs you can find in Australia. Their hard work and no-compromise attitude is starting to really pay off for them, with a stack of commissions lined up in their brand new workshop. Sometimes the builds are complete ground-up customs; others are more organic and start with a small job...

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[DaveM]

Ithaca: A Buell Ulysses street tracker from Milan

Erik Buell sure has designed some interesting motorcycles during his career, and the Buell Ulysses XB12X is right up there. The quirky adventure tourer has all the Buell hallmarks: a fuel-in-frame chassis, perimeter disc brakes and a stonking Harley-designed motor. And it makes for a pretty interesting custom donor, too.

This Ulysses has been transformed into a menacing street tracker by brothers Filippo and Giacomo Tagliabue at FTG Moto in Milan. “The Buell Ulysses is a hulking bike,” says Filippo, “a powerful American twin wrapped in an imposing frame.”

FTG’s client picked the Ulysses over the smaller XB9-series Buells for its bigger motor, longer wheelbase and improved comfort. So when he dropped it off at the workshop, he delivered strict instructions for the guys to maintain some level of comfort, and to not alter the rider triangle.

“For the rest, we started with a clean slate,” says Filippo.

FTG opted for a full redesign of the Buell’s bodywork—starting with the airbox cover that sits where a fuel tank normally would. A new cover was hand-formed in aluminum, with a cutout for an oversized K&N filter. The filter itself isn’t a Buell-specific part; FTG fabricated a custom manifold to install it.

The metalwork extends to the front fender, and a redesigned cooling duct on the left side of the bike.

Out back is another custom aluminum piece: a boxed tail unit that bolts straight to the main frame, with no need for a subframe. The suede-covered seat is mounted on a hinge, and can be lifted via a compact hydraulic piston, granting access to the battery and a small storage compartment. There’s no latch—the piston itself ‘locks’ in place when the seat’s all the way down, and will lift with a little encouragement.

There’s a custom-made Plexiglas taillight sunk into the back of the tail, with additional lighting via a pair of turn signal/stoplight combos further down. They’re custom units that use 3D-printed carbon housings, and they’re mounted on a custom-made license plate bracket.

The front lighting’s equally interesting. FTG machined a pair of headlight housings in their signature style, then fitted them with homologated projectors from Highsider. Two vertical LED strips are embedded in the custom-made framework, and serve as turn signals.

The lighting assembly sits between new yokes that FTG designed themselves, then had machined by a supplier. Up top is a custom bracket for a Motogadget dash, along with new risers and bars, fresh grips and bar-end mirrors.

To keep things ultra clean, FTG machined mini switch assemblies that double up as clamps for upgraded Beringer brake and clutch levers.

Filippo and Giacomo left the Buell’s suspension, wheels and brakes alone, but swapped out the tires for Pirelli MT60RS rubber. “Good on tarmac,” says Filippo, “but also trustworthy in case of a little detour.”

FTG settled on a brushed aluminum effect for the Ulysses’ bodywork, covered with a clear coat for protection. The saddle stitching adds a hint of blue, as a callback to the donor’s original paint color. A full exhaust system from Termignoni completes the puzzle.

Now named ‘Ithaca’ after Ulysses’ mythological homeward journey, there’s one more thing we like about this reimagined Buell: it’ll get frequent use.

“The owner is an accountant and a professor,” says Filippo, “but despite that, he is not the boring type. He is a true rider who crunches real miles and actually uses his bikes for more than just going to class.”

“He is one of a kind, like his bike.”

FTG Moto Facebook | Instagram

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[DaveM]

STEALTH CLASS: ‘Supermarine’ by Bandit9.

The Vietnamese-based Bandit9 have achieved a lot since they burst onto the custom scene ten years ago. Founder and head designer Daryl Villanueva has been pushing the envelope on motorcycle design since he started and has bikes in the Petersen Automotive Museum, the Haas Moto Museum and the Barber Vintage Motorsports Museum. To celebrate a decade in business, he has turned it up to eleven...

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[DaveM]

Yellow Arrow: Gas&Retro finesses the Vitpilen 701

If you want a fast and agile bike for blasting around tight city streets or swooping country roads, you can’t go wrong with a machine powered by KTM’s ‘LC4’ single-cylinder engine. That includes not only the 690 Duke, but also the Vitpilen and Svartpilen 701s from KTM sister company Husqvarna.

The Kiska-designed Huskies have a small but passionate following. They weigh less than 160 kg (350 pounds) dry, have a lusty 75 hp on tap, and are blessed with pinpoint handling. I’m a fan, and when it came to shelling out my cash on a bike, put a Svartpilen 701 in my garage.

Žiga Petek, the man behind the Slovenian workshop Gas&Retro, is also a fan of the middleweight Huskies. He’s just finished this custom Vitpilen 701, which makes him one of the few people who dare to mess with Kiska’s design.

“I bought this bike from local dealer MotoxGeneration for my girlfriend,” Žiga tells us. “She’d sold the Sportster I built for her, because we were building a house. Then she wanted something to ride to her job, and I saw the potential in the Husqvarna.”

Žiga has given the Vitpilen (‘’White Arrow’ in Swedish) an even sportier vibe, and the finish is factory-level good. It looks like the work of a well-established shop, but Žiga has only been operating as a professional builder for two years.

He’s been messing around with bikes for 11 years though, inspired by his grandfather. “Ever since I left high school, I wanted to do something that makes others happy and is handcrafted,” he says. “And I love motorcycles, so it wasn’t hard to decide what to do.”

Gas&Retro is based in an old barn in the small country town of Notranje Gorice, but Žiga’s approach with this bike is very modern. He decided to give the Husqvarna a contemporary, racy style without losing streetability, or cutting into the frame.

It’s essentially a kit approach, and he’ll be able to replicate it for his customers—even the ones who want to do their own custom work.

“All the parts are bolt-on,” he says. “Anybody can buy them from us, and mount them on their own bike without any problems.” That includes the new bodywork: a headlight mask, and the new seat and tail unit. Plus a set of very cool front and rear aluminum ‘wings’ with in-built turn signals.

Prototypes for the new bodywork were scanned in 3D on computer, with the finer details polished by Blaž Šuštaršič of ER Motorcycles. “We then did a few 3D prints and corrections to make everything fit perfectly,” says Žiga. A revised licence plate holder and titanium mesh for the muffler exit were added to the kit.

This build goes beyond just the bodywork though. The biggest change is to the suspension, with 43mm Showa BFF forks from a Kawasaki Ninja ZX-10R. And the twin disc brakes now feature Brembo M50 monoblocs.

Speaking from experience, the stock WP adjustable forks are pretty good once dialed in, and the single disc brake is way more than adequate. But Gas&Retro’s setup will be next level, especially since the bars are now graced with Brembo Corsa Corta levers and cylinders.

“The bike stopped ‘on the front wheel’ with the original brakes, so you can imagine how hot the stops are now! The feeling is amazing,” says Žiga.

Most of the other tweaks are subtle, and for protection—such as the CNC‘d mesh over the radiator, the lever guards, and a small plate at the front of the split belly pan that surrounds the exhaust headers. The exhaust muffler itself has been discreetly shortened by 100 mm.

The first Vitpilens were painted white, and last year’s model was a rather fetching metallic blue/white combo. But Žiga has gone for a completely different look, with a piercing metallic yellow. Laid down by regular collaborator Matej Mrzlikar, it’s punctuated by vibrant red highlights and we love it.

“The bike is just as I wanted it to be,” says Žiga. “Racy, a bit different, and with clean detailing.”

“The suspension and brakes look ‘big’ and fit perfect. I’d love to have it for myself or give it back to my girlfriend, but I think we will sell it. I already have something new in my head to build next…”

Gas&Retro Facebook | Instagram | Images by Rok Plešnar

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[DaveM]

Speed Read, October 24, 2021

We’re mixing up classics and oddities this week, with a Kawasaki W650 desert sled, a stylish BMW K100, and an art deco electric prototype. We also take a look at a Royal Enfield sidecar rig with a built-in espresso machine, and Kawasaki’s throwback WorldSBK race liveries.

Kawasaki W650 by Dirty Dick’s Motos Rick Hannah, who goes by the cheeky moniker of Dirty Dick’s Motos, knocked our socks off last year with a stunning Kawasaki W650 desert sled. Then he decided to build another one—and do it better.

“The album after the breakthrough is always the hardest, right?” he quips. “How do you build a better bike than the last?” We’d say Rick figured out the answer to that question, because this W650 certainly ups the ante.

Rick started with a donor that was mostly in good nick, with the exception of a botched tank lining job that had leaked into the carbs. Once the bike was torn down and those issues seen to, the real work could begin.

Rick de-tabbed, chopped and looped the frame, and then had it nickel plated, along with a few other parts. The fuel tank is stock, but heavily fettled: it’s had its seams removed, the brackets that normally hold the knee pads have been shaved off, and the filler cap’s been moved. A short seat and generous fenders drive home the 1960s desert sled vibe.

This build is a lot more than a simple outfit change though. There’s a billet aluminum swingarm out back, hooked up to a pair of custom length Hagon shocks. The front forks were kitted with Andreani cartridges and a Dirty Dick’s Motos fork brace, and the fork lowers were treated to a brushed finish.

Rick re-laced the wheels with Morad rims, then wrapped them in Continental TKC80 tires. Then he upgraded the brakes with one of his own ‘big brake’ kits, taking the front disc up to 320mm with a Dirty Dick’s caliper. The front brake and clutch controls are from Kustom Tech.

Other changes include a new set of high and wide bars with internal wiring, a bunch of Motogadget bits, an RFID ignition from Axel Joost and a Lithium-ion battery. Lower down you’ll find a pair of K&N filters, and a pair of stainless steel exhausts.

Wrapped in a green paint job that’s deep enough to drown in, with hints of gold flake, Rick’s latest W650 is definitive proof that he has the desert sled genre on lock. P.S. It’s for sale. [Dirty Dick’s Motos | Images by Mihail Jershov]

BMW K100 by North East Custom Restoring a tattered BMW K100 to factory condition would be an expensive and laborious task—and most people don’t like the look of a stock K anyway. So when brothers Diego and Riccardo Coppiello at North East Custom were handed a heavily abused K100, they decided to give it a light scrambler treatment instead.

The Italian crew is known for building sensible, no-frills customs, so this build was right up their alley. There’s nothing too wild going on here; all the stock bits that could be restored, were, and everything else went in the trash.

North East kept the K’s stock fuel tank, but built a new seat for it. Generously padded, it sits on top of a custom subframe, with a short fender and enduro-style taillight capping off the rear end. Lower down are a pair of handmade side covers.

The stock airbox is still in play, but the exhaust’s been swapped out for a full system from Virex. The OEM wheels now wear Michelin Anakee Wild rubber, and North East saw to little upgrades like braided stainless steel brake lines too.

Out front is a new headlight, mounted on custom brackets. Just behind it is an Acewell speedo, with new handlebars and grips matched to the stock switchgear, and the ignition relocated to the side of the bike.

It’s a clean and simple restomod, and a great way to rescue and old BMW without going overboard. Top marks for the period-correct GS livery and matching seat, too. [North East Custom | Images by Filippo Molena]

Royal Enfield coffee cart by Trip Machine Company Based in India, Trip Machine’s specialties are leather motorcycle products and coffee. Their latest project combines both into one ultra-classic, and super fun, machine.

We’ve seen coffee sidecar rigs before, but this is the first time we’ve seen one from India. Trip Machine started with a Royal Enfield 350 Classic, added a sidecar, then kitted it to serve up black gold.

The setup includes a Rancillio espresso machine that can kick out 1,000 cups a day, plus a grinder, a blender, a rinse station, adequate drainage, and cold and dry storage.

The bike itself has had some modifications too, to keep it looking as classic as possible. Trip Machine added subtle touches like custom-made fenders, different lighting, and a set of bars from an older Royal Enfield model.

Since the company specializes in leather, there’s a lot of that too. The grips, ‘X’ on the headlight, sidecar cover and traditional sprung saddle are all custom pieces. Wood trim on the counters adds another classy touch.

The rig’s license plate holder reads “I fuel humans,” so Trip Machine carried the ‘fuel’ theme through to the livery. Gulf Oil colors are often overused—but this rig is more than cute enough to pull it off. Coffee, anyone? [Trip Machine Company | Images by Vijay Krishnan]

Kawasaki’s throwback WorldSBK race liveries If you’re as put off by modern motorcycle racing liveries as we are, here’s a look at how to do it right. Kawasaki’s WorldSBK race team had something special on track at last weekend’s Argentinian round: two classic liveries for their Ninja ZX-10RR race bikes, to celebrate the company’s 125th anniversary.

Both color schemes were yanked right out of the 90s. Six-time WorldSBK champion Jonathan Rea’s bike [above] was wrapped in a green, blue and white scheme, taken from the Kawasaki ZX-7R that raced the Daytona 200 in 1993.

Alex Lowes’ bike [below] recalled the iconic Kawasaki GPZ 900. Yes—the one that Tom Cruise rode to instant fame in Top Gun.

The only down side is that these liveries only ran in that Saturday’s race, and now only exist in our memories. Perhaps Kawasaki will do the right thing, and release these as limited edition models for the masses. Better yet, perhaps other manufacturers will be inspired—and we can make race liveries great again. [Source | Images: Kawasaki]

Guido custom electric bike by Box39 Our counterparts over at Bike-Urious have a knack for digging out obscure and odd motorcycles. This one takes the cake—we had to do a double take just to figure out which end is the front.

Listed on Bike-Urious’ partner, Iconic Motorbike Auctions, this custom electric prototype is named ‘Guido’ after the 17th century Italian painter, Guido Reni. It was built by the Russian workshop Box39, and commissioned by a local distributor for the machine tool company Haas Automation Inc. machines, to show off the capabilities of their products.

The inspiration for Guido’s design came from a Rolls-Royce concept car drawing. The main hook is the fully enclosed full fender that partially showcases the front wheel. The wheel itself measures a whopping 30”, and took 200 hours of machining time to create.

Guido’s bodywork is all aluminum and was formed by hand. Hidden underneath is an electric motor and battery, an adjustable rear suspension system, and a 17” rear wheel. And despite looking like one fluid piece, the front is actually able to turn independently.

Although the project was a pure design flex and not actually meant to perform, it technically does go, stop and turn—just without any sort of enthusiasm. If you’re looking for an eye-popping showpiece or something to bend necks outside your local cafe (as long as it’s literally down the road), you can always bid on Guido. [Source]

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[DaveM]

TRIBUTE TO A LEGEND: MV Agusta Superveloce ‘Ago’ Edition.

It was one hell of a weekend on track at the Misano World Circuit Marco Simoncelli, crashes galore, seasons thrown down the road with poor tyre selection, Marquez taking the chequered flag and one very happy Quartararo claiming the title. But as MR VR46 said goodbye to his adoring fans, the original Italian superstar of Grand Prix racing was unveiling the latest creation to bear his name.

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[DaveM]

Not so mellow yellow: A Triumph Scrambler from FCR

Most successful custom builders are based in big cities. They need the client base, the close network of suppliers, and the buzz of a metropolis for inspiration. But one of the top workshops in France is based in the tiny medieval town of Chauvigny—tucked away in the middle of nowhere, about four hours south of Paris.

The geographic obscurity has not hampered the success of FCR Original in any way. Shop owner Sébastien Guillemot has just revamped his brand, moved into small-scale manufacture, and now sells a range of accessories too.

Custom builds are still at the core of the business though, and this zingy 2016 Scrambler is the latest to roll out of the shop. “It has the last of the 865 cc air/oil cooled engines,” says Sébastien. “With 270° timing, the engine is more ‘torquey’ and fun than the liquid-cooled 900 cc.”

The Scrambler continues the line of FCR’s retro-themed ‘Legend’ builds—a lineage that started a couple of years ago, with 20 bikes completed so far.

Like all its predecessors, ‘Yellow Legend’ has a gorgeous nickel-plated frame, with a shortened rear loop. But this time, the eye is also drawn to the engine cases, which have a beautiful bronze ceramic treatment.

According to Sébastien, it’s a nod to the magnesium cases of the Matchless G50 engine.

The sprocket cover has a matching finish, perforated with holes, and FCR have also installed their own bash guard—which completely encloses the front lower parts of the frame downtubes.

The plush new seat is big enough to carry a passenger, at a pinch, and finished off in black leather. There’s a sizeable aluminum fender to keep mud off one’s jacket, and a microscopic pair of turn signals. These are FCR’s own design, and have a 3-in-1 setup: “It allows us to remove the rear light, to make the bike visually lighter,” says Sébastien.

More noticeable is the handmade stainless steel exhaust system, terminated with FCR’s own mufflers in stainless steel with aluminum tips. (“The sound is identical to an enduro bike, with the 270° engine timing of the Scrambler.”)

The twin shock rear suspension now comes from the French company Shock Factory. The blacked-out aluminum-bodied units are 20mm longer than stock—to raise the stance—and include compression and rebound adjustment.

The rims are gorgeous Borranis, at 18 inches both front and rear, with stainless steel spokes and that classic ‘H’ rim profile. They’re shod with Heidenau K67 tires, an old school trials-style pattern that hints at the iconic Dunlop Trials Universal.

The cockpit continues the vintage theme, with a Monza gas cap, and Fehling bars in a classic motocross bend sitting behind FCR’s own Bates-style headlight. (The little aluminum ‘cap’ above the lamp is a throwback to 70s enduro bikes).

The aluminum hand controls and front brake master cylinder are also FCR parts, but the discreet switchgear is from Motone and the speedo is a Motogadget Tiny.

FCR Original bikes tend to use relatively muted colors, with the occasional pop of French Blue or a deep green. But to celebrate the next stage of the brand and business, Sébastien has finished this Scrambler in an especially vibrant yellow—close to Ferrari’s famed Giallo Modena paint.

“We wanted to make a very ‘flashy’ bike, but also very classy,” he smiles.

We reckon he’s got the balance exactly right. This is one good-looking machine, and if it’s a little shiny in places, a quick thrash along a dusty trail should sort that out nicely.

FCR Original | Facebook | Instagram

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[DaveM]

Ikigai: A rowdy Triumph Thruxton RS from Tamarit

Modern classics are all about style, but the Triumph Thruxton RS boasts a healthy measure of sportiness too. Its parallel twin engine makes a respectable 103 hp and 112 Nm—plus it comes specced with fully adjustable Showa forks and Öhlins shocks, and twin Brembo brakes up front. So it’s the closest thing to a factory performance cafe racer you can get.

But cafe racers aren’t for everyone. As comfortable as the Thruxton is for its genre, some riders wish Triumph would pack the same features into a more roadster-like package. That’s what the owner of this Thruxton RS wanted—and the Spanish shop Tamarit Motorcycles obliged in spectacular fashion.

Tamarit has built its business on customizing Triumph’s modern classics, and their catalog is jam packed with bolt-on parts. But this is no paint-by-numbers build. Instead, it’s a beguiling mixture of off-the-shelf and one-off items, masterfully woven together to create a rowdy hybrid between a cafe racer, street tracker and supermotard.

They’ve dubbed it ‘Ikigai,’ after the Japanese concept of having a sense of purpose, or a reason for being.

With good suspension and brakes out the box, there was little sense in messing with the Thruxton’s rolling chassis. Tamarit simply stripped and blacked out parts like the rear shocks and yokes, to better fit the overall color scheme.

They also swapped the wheels for a stunning set of tubeless Kineo hoops, and wrapped them in Heidenau K73 supermotard tires at the client’s behest.

Up top, the team kept the Thruxton’s beautifully sculpted fuel tank, but ditched its seat. In its place is a custom solo unit, covered in a synthetic waterproof fabric.

The subframe beneath it’s been shortened and looped—but it’s more than just a cut-and-shut job. Tamarit shaved off the the passenger peg mounts, de-tabbed the frame, and repackaged all the electronics, swapping the bulky battery for two smaller units. Tearing into the modern Triumph’s electrical system is a daunting task, but the guys have worked on enough of them to know their way around.

Adding some special touches was key to the brief, so the team decided to color outside the lines when it came to replacing the Thruxton’s airbox. Using a pair of curved intakes from Race Spirits, they set up a pair of forward-facing pod filters. It’s an unusual visual touch—but it’s had no adverse affect on the bike’s performance.

The engine now breathes out via a twin stainless steel exhaust system from the Italian specialists Zard. It’s considerably lighter, and raspier, than stock.

Another crucial change happened in the cockpit: the clip-ons were swapped for a set of riser bars, taking the Thruxton one more step away from its traditional cafe racer roots. Tamarit kept the switches and clocks for the sake of practicality and reliability, and installed Highsider mirrors and Motogadget bar-end turn signals.

The client liked the Thruxton’s original headlight, so it was simply remounted on modified aftermarket brackets, and treated to a Tamarit grill.

There’s an LED taillight embedded into the rear of the frame, and a pair of Motogadget LEDs mounted on a new license plate bracket. The short fenders at each end are custom parts, and the chain guard, sump guard and radiator cover are from Tamarit’s own store.

Tamarit have a knack for flawless liveries, and Ikigai’s is no different. It’s wrapped mostly in black, with both matte and gloss finished on the fuel tank. Tasteful gold highlights punctuate the brooding paint job—including bespoke tank and engine badges that were milled by a local shop.

Compact and poised to strike, this Thruxton RS looks bonkers, and is almost certainly more fun to ride than before. It’s another smash hit for the Alicante workshop—and a brilliant reminder that form and function don’t always need to compete.

Tamarit Motorcycles | Facebook | Instagram

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[DaveM]

FANTASTIQUE: BMW K1100 by Jerem Motorcycles.

A twin-cam four-cylinder engine, trick suspension and brakes, and some slick race replica paint, it sounds exactly like the recipe for the majority of modern sports bikes available straight from your local dealer’s showroom floor. But so far has the K series of BMWs come in the custom scene, that to truly stand out from the crowd this is the level you have to achieve. And one man who is always...

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[DaveM]

Salt Rocket: Speedy Siegl’s Honda CT200 land speed racer

The idea of chasing a land speed record conjures up visions of blindingly fast streamliners. But the world of land speed racing is expansive, with a plethora of classes, and space for all sorts of machines. In that world, even a humble Honda CT200 can be a record holder.

This handsome little pocket rocket belongs to Isaac Siegl, who recently set the AMA 100-MPS-PF record with it at the Bonneville Motorcycle Trials. Those numbers denote a engine no bigger than 100 cc, with pushrod actuated valves, a modified frame, and only partial streamlining.

Isaac runs Speedy Siegl Racing out of the Seattle area, where he produces lightweight, racing-inspired parts for vintage and modern classic motorcycles. But he also carves out time to tackle a few custom builds a year. This is the first time he’s built a land speed bike though, despite being hassled by friends for years to give it a go.

Picking the petite Honda as a donor was a calculated decision: Isaac pored over the various AMA classes to try figure out what sort of build would have the best chance at success. “I’ve always been a firm believer in the saying, ‘It’s more fun to ride a slow bike at its limits than to try and ride a fast bike that can outride you’,” he explains.

“In Japan they have a race series called ‘BOBL,’ or ‘Battle of the Bottom Link.’ They are small displacement, vintage road race bikes on kart tracks, and they look like a ton of fun. This steered me towards the older pushrod valved Hondas of the early 60s.”

Isaac started with a 1964 Honda CT200 donor, bought from Spoken Moto in Bend, Oregon. “The CT200 is the iron-headed predecessor of the CT90” he says. “Originally a 90cc pushrod commuter bike, it’s now a big bore, high compression, methanol- and nitrous-fed speed machine.”

The project was the perfect opportunity for Isaac to flex his engine building knowledge, so he went to town. He installed a big bore kit with a high compression piston to take it to 98.5 cc, lightened the crankshaft, rockers and primary drive, and did a ton of porting work. The Honda also features a dual plug head, custom camshaft, a manual clutch conversion, and a PerTronix ignition.

The engine now breathes in through a 24mm Mikuni flat slide carb, and out via a custom-made tapered stainless steel exhaust.

Isaac ditched the CT200’s frame, and sourced a C200 chassis from the same year instead, chosen for its shape. Most of the chassis work was mild; removing old brackets, fabricating new ones, and replacing all the bearings and bushings. A custom external fork damper was adapted from a steering damper, to ensure the bike would hold its line.

The 17” chrome rims were swapped for 18” aluminum hoops, with rear wheel covers to keep wind resistance down. Isaac also fabricated bits like the foot controls, handlebars and fairing mounts.

The bodywork is a mix of bespoke and repurposed parts. Isaac started building the fuel tank out of aluminum, then decided that the only place he could fit the nitrous bottle was ‘inside’ the tank.

“I had many ideas of how it could look,” he says, “but after reading the rulebook I learned I needed to have a minimum capacity of 1.35 gallons, which helped dictate the shape and size.”

The seat is off a 1981 Yamaha TZ125, and the fairing is from a 1971 Kreidler GP50. Isaac modified it to fit the Honda, then added a generic aerodynamic front fender. It’s fixed in place—so the front wheel actually moves up and down inside it.

Isaac got stuck when it came to picking a livery though. “I wanted lots of things, but none of them looked right when I drew them out,” he says. “I eventually settled on a modified version of the classic Kevin Schwantz Lucky Strike livery, but with my own logo instead.”

It’s a classy choice for this smile-inducing machine. But the project wasn’t without its challenges—like working with methanol for the first time, and having to re-tune everything once at Bonneville.

Isaac also found out two years into the project that the record he was trying to beat didn’t yet exist in the AMA’s books (it was listed with the Southern California Timing Association). The lack of external pressure didn’t make much difference though. He clocked 73.75 mph in his first run and 68 mph in his second, officially setting the record at 70.88 mph.

“Bonneville is like no other place on earth,” Isaac tells us. “It truly feels like another planet, and everyone there has the same goal as you—to go as fast as possible with the machines they brought.”

“It also has to be one of the most difficult places on earth to go as fast as possible. Sure, it’s flat and wide open. But it can wreak havoc on engines that are already being punished, with the altitude and the heat—and the dehumidifying effect and corrosion caused by the salt. The whole week of racing was a nonstop test of endurance, knowledge, resourcefulness and patience.”

Speedy Siegl Racing | Facebook | Instagram | Images by Taka Masui

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[DaveM]

THE RIGHT INGREDIENTS: Honda CB750 by Steel Bakery.

If you follow the world of four wheels then you’ve probably seen the crazy money that a Singer Porsche goes for or even one of the incredible Alfas by the boys at Alfaholics. The resto-mod scene is booming, but outside of one very well known workshop in Japan, the two-wheeled world only seems to see a mere splattering of such machines. Given the very artisan approach to such creations...

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[DaveM]

A supercharged BMW R100 built by an F1 designer

Ben Norton builds custom motorcycles under the moniker 10 ’til 12, because those are the nighttime hours he dedicates to his hobby. During the day, he’s a designer at a works Formula 1 team. Which explains why his supercharged BMW R100RT is so damn mental.

Born and raised in Zimbabwe in southern Africa, Ben now lives in Oxfordshire, UK, where he wrenches out of a single home garage. He’s spent enough time in F1 to know how to make clever choices in manufacturing and materials, and what to outsource. He also has enough equipment in his home workshop to handle most things—but jobs like CNC machining, upholstery, paint and coating are all farmed out.

It’s hard to believe, but this BMW is only Ben’s second build. The first was an R80RT café racer, which he started at the same time as a friend who had a Ducati Monster project. Ben finished his first, so decided to rub salt in the wound by kicking off a second build—an R100.

“As a dare, the same friend suggested I should add a supercharger in an attempt to slow me down and buy some time for him to finish his project,” Ben jokes. “I enjoy a challenge, and the R80 cafe racer build was over too easily!”

Aiming for an aggressive street tracker style, Ben nicknamed the project the R107K. The 107 references the 1,070 cc Siebenrock kit he’s dropped into the motor, and the ‘K’ stands for Kompressor—the usual German designation for supercharged vehicles.

To call Ben’s work on the 1992-model BMW extensive would be a gross understatement. The engine work extends far beyond just the big bore kit, with modifications to the block itself to lighten it. Ben has also added low compression copper head gaskets and twin spark heads, and revised the breather system. The engine’s even been rotated nose up, so that the drivetrain runs in a perfect line.

Taking center stage is an Eaton M24 supercharger—but Ben tells us that he didn’t just install it for extra power. “The intent rather was ‘aero engine’ nostalgia,” he says. “The challenge, the sound, and having tons of low end torque, of course.”

Most of the setup consists of custom made pieces, a lot of which were CNC-machined by a friend of Ben’s: Fred, a fellow F1 engineer at Aximech in Sweden. Fred milled out new timing and front engine covers to accommodate the supercharger belt drive, which works with a custom-made brushless alternator. He then created the custom carb duct, inlet plenum, and a pair of ‘knuckle duster’ valve cover retainers.

Ben also installed a Setrab oil cooler with a remote filter sump from Motoren-Israel, and a Toyota starter motor. The clutch was converted to a hydraulic system, with a custom billet actuation arm. Ben credits Jochen Siebenrock for his endless advice on the internal mods.

The engine breathes in through a single Mikuni HSR carb with a DNA air filter, because “fuel injection would have been too easy, and would not be right on an airhead.” Ben also installed a methanol injection system to keep the engine cool, because he couldn’t fit an intercooler into the mix. It uses a DIY ignition and methanol control computer.

The exhaust is custom too, with mandrel-bent (and tuned) stainless steel headers, terminating in a TYGA MotoGP-style muffler.

Mixing petrol and methanol meant that Ben needed reservoirs to hold both, so he fabricated separate aluminum tanks for each. Then he mounted them underneath a carbon fiber skin that mimics the classic R100 shape, but with lines to match his build. There’s a methanol pump and level sensor under there too, and the filler caps and breather valves are from Newton.

Further back is a custom seat, wrapped in Alcantara and leather by Scottish artisan Tom Hurley, with subtle bronze and charcoal accent stitching. It uses a CNC-molded foam insert to hold its unusual shape, with a stainless steel seat pan, and the subframe underneath is custom. The rest of the frame has been slightly modified with brackets and mounts for various bolt-on items, and powder coated in satin black.

It’s the swingarm and rear suspension that’s really intriguing, though. Ben started with the final drive assembly from a BMW R nineT, modified it heavily with a custom driveshaft, and built his own underslung, multi-link rear suspension setup. It includes a Ducati Panigale shock, and a ride height adjustment system to fine-tune the bike to the rider.

The front forks came off a first generation BMW S1000RR, and are held in place by custom triples from Aximech, with an integrated Motogadget dash, hidden bolts and internal wiring. The wheels are also R nineT units, wrapped in Metzeler Sportec M9 RR supersport tires. The brakes are a combination of Brembo and R nineT components, with custom lines and Atec motorsport fittings.

Ben fitted a plethora of Motogadget parts, including the turn signals, mirrors, a keyless ignition and their mo.unit control box. The custom wiring harness was built to race standards, as you’d expect, and runs off an Antigravity battery hidden under the tank cover.

Up in the cockpit are a set of ‘fat bars’ with a custom clamp, a Domino racing throttle, switches with color-coded LEDs from Rebelmoto, and Magura HC1 brake and clutch controls. There’s a Koso Thunderbolt LED headlight out front, and a set of Tarozzi foot pegs lower down, with custom linkages for the brake and gear shifter.

Pro-Kustom handled the paintwork, wrapping the carbon fiber tank cover in an exquisite livery that emphasizes the brutal mechanics of this build. It’s complemented by a host of Cerakote’d parts, courtesy of Tactical Coatings. And if you’re wondering why it looks so cohesive, it’s because Ben mapped out the entire build with CAD software, updating it as he went.

The BMW’s dry weight sits at around 188 kilos (415 pounds) now—about 30 kg less than stock. Ben hasn’t put it on the dyno yet though, because he’s still running it in. “I’m only running 0.5 bar boost,” he says, “but I plan to run more boost and methanol in the future, once confidence is gained.”

It took Ben 18 months to wrap up the R107K, and frankly, we’re surprised he did it that quickly. It’s a remarkable build for a hobbyist, and we can’t wait to see what he’s got planned next.

Ben Norton Instagram | Images by Christopher Bailey

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[DaveM]

THE RACER WITHIN: A fresh look at the custom scene.

Motorcycle books are a dime a dozen these days, but The Racer Within is a fresh take on the custom scene – and trust me, we’ve seen our fair share. This 308-page coffee table book is a global compilation of the custom motorcycle industry’s most influential builders, photographers, events and riders, brought to life through their stories and quotes and inspiring us to ride. Combining the love of...

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[DaveM]

Speed Read, October 31, 2021

What have a rescued Rickman Triumph, the new Husqvarna Norden 901 and a Japanese hoverbike got in common? Absolutely nothing at all, except they’re in this week’s Speed Read. Enjoy.

Larry Maas’ Rickman Triumph T120 Some fifty years ago, Larry Maas worked at Kosman Specialties, one of the most famous names in motorcycle racing. He laced up about 3,000 wheels for Sandy Kosman in his time, and when not working, watched another employee put together a bike from a Rickman Métisse frame and tank, and Avon seat unit.

The engine had a ’67 bottom end, 800cc barrels, a modified TR6 head, and racing cams. The forks were Ceriani GP35s, with a Fontana 4LS brake. Then the build stopped, the Triumph went up for sale, and Larry tipped off a friend—who bought it.

“Everyone was amazed at how powerful it was,” says Larry. “It had the standard one-gallon Rickman motocross tank and weighed in at only 295 pounds with oil and gas!”

Larry welded up a pair of megaphone pipes for his friend, and added the necessities to make it road legal. And when his friend passed away in 1990, he inherited the bike.

The T120 had been sitting in a garage unused, and stayed like that until around two years ago. So Larry decided restore the bike, “As a street-legal ride but keeping it as period-correct as possible… and with no oil leaks.”

As you can imagine, it was a long and often frustrating process—complicated by Larry suffering from a degenerative nerve disease called Charcot-Marie-Tooth. But the result was worth it. “It now idles beautifully, a little rough from the hot cams, but it’s music to my ears!” he says. If you’re into Rickmans or old British iron, the story is long but worth a read.

Paul Smart, 1943-2021 One of the most famous (and likeable) British motorcycle racers passed away on Wednesday, after an accident while riding his bike in the south of England.

In the 1960s, Paul Smart was an extremely successful short circuit specialist in the UK, and a podium finisher at the Isle of Man TT. But he’s best remembered for his exploits across the pond—notably his win at the 1972 Imola 200 on a Ducati 750.

It was a hugely important victory for the Italian marque. At that time, Ducati was known for its small-capacity bikes, and had a low racing profile in the States. But today, anyone with a passing interest in historic racing would recognize the 750 that was piloted by the amiable Brit, with its blue frame and silver metalflake gelcoat.

Ducati celebrated Smart’s win with the stunning Paul Smart 1000 LE road bike in 2006, although the frame replicated the ‘sea foam green’ paint from the 750SS. Smart’s legacy has also inspired several custom builders.

He is survived by his wife Maggie (Barry Sheene’s sister) and two children.

Royal Enfield Meteor 350 by Ironwood The Meteor might be a low budget, no frills commuter bike, but it’s already winning fans. The design team included ex-Triumph people and Harris Performance, so the mini-cruiser performs well—enough to win the ‘Retro Bike Of The Year’ award from the British magazine Motorcycle News.

The Meteor is built down to a price, and sells for a mere £3,749/$4,399. Aesthetic corners have inevitably been cut, so Royal Enfield tapped Arjan van den Boom of Amsterdam’s Ironwood Motorcycles to add a little spice.

The brief was maximum effect for minimum cost, so Arjan had to temper his usual approach and focus on smaller changes. He’s done a remarkably good job though, tidying up the back end with a custom bobber seat, blacking out as much chrome as he could, and building a custom exhaust.

After adding new bars, YSS piggyback shocks and chunky Continental TKC tires, Arjan’s work was done. He handed over the bike to Royal Kustom Works, who finished it off with lashings of black paint and Star Wars-themed striping, complete with pinpricked star constellations.

Adrian Sellers, the head of Royal Enfield’s custom program, says: “This build reinforces how important accessibility is to us as a brand, and how much can be achieved with a little imagination. Full credit to Arjan and the wider Ironwood team.”

If you’re going to the EICMA show in Milan at the end of this month, look out for the Ironwood Custom Meteor 350 on the Royal Enfield stand. [US Meteor product page]

Husqvarna Norden 901 launched The ADV market sure is heating up. The Harley Pan America 1250 has made a refreshing splash, the Aprilia Tuareg 660 looks extremely promising, and a few hours ago Husqvarna revealed the long-teased Norden 901.

The Norden is based on the KTM 890 Adventure platform, with the same excellent 899 cc parallel twin pumping out 105 hp. The styling is clean and retro-futuristic; thankfully there’s no clumsy ‘beak.’

The spec list is impressive too. Claimed dry weight is a very reasonable 204 kilos (450 pounds), which is a substantial 50 kilos (or so) less than many of the higher-capacity ADV bikes. You won’t need a crane to pick this one up if you drop it.

Suspension is via KTM’s in-house WP brand, with 220 mm of travel in the 43mm Apex forks. The electronics package includes a 5-inch TFT display, multiple riding modes, switchable ABS, adjustable traction control, KTM’s superb quickshifter and auto blipper, and a slipper clutch.

It looks like the Norden 901 has actually been designed for off-roading and exploration. As well as the obvious F21/R18 wheelset, the projected range is over 400 km when the 19-liter tank is full. The engine also has knock sensors to prevent damage from low-quality fuel.

On paper it looks very promising, and we love the aesthetics too. There’s no word on pricing yet, and it remains to be seen how the Norden performs in the real world. But given that parent company KTM has won more Dakar rallies in the 21st century than any other manufacturer, we suspect Husqvarna is onto a winner. [Norden 901 product page]

A.L.I. Technologies Xturismo hoverbike We’re still getting to grips with the idea of electric motorcycles, so this one is a bit of a stretch. It’s not the first flying motorcycle we’ve seen—Lazareth attempted it a couple of years ago in France—but the Xturismo is going into production.

A.L.I. Technologies is a drone company based in Tokyo, and apparently counts the electronics corporation Mitsubishi as one of its backers. It plans to manufacture 200 hoverbikes by the middle of next year.

The Xturismo is around 12 feet long and weighs 661 pounds, which is about the same as a fueled-up Harley Softail Standard—and less than some of the bigger cruisers out there. With a rider weighing up to 220 pounds, it can fly for 40 minutes and reach a claimed 62 mph.

The Xturismo is available for pre-order right now, but there’s a small catch: the price is around $680,000. In other words, Ferrari Stradale money.

But even the most advanced hybrid supercar won’t transport you from your superyacht moored off Cannes to your favorite hotel on the Croisette. And that’s gotta be worth something, right? [Xturismo]

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[DaveM]

‘THE STARSHIP METEOR’: Royal Enfield X Ironwood Motorcycles.

A decade ago it could have been said that Royal Enfield was happy to roll along as they had for generations, producing cheap and reliable bikes, with a very limited model range. But that has changed, and in a big way, from the all-conquering Himalayan to the award-winning 650 twins that are dominating their category around the globe, Enfield is on fire. Now enter the Meteor 350, a machine to add a...

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[DaveM]

Ride Red: A 90s Honda XR600R with retro chops

There’s a 295-pound Honda XR600R hanging on the wall at Dirtshop Thailand, in Bangkok. Made in 1990, it’s the actual motorcycle that introduced shop owner Ek Chalermphol to dirt biking.

It’s also the bike that prompted him to open his workshop with a friend, 30 years ago. So Ek has now honored this inspirational machine, and Honda’s desert racing legacy, with a stunning throwback build—an XR600R restomod.

Ek has a deep love for historic off-road racing and a sharp eye, as proved by the R nineT Urban G/S he built last year. This latest project pays homage to Honda’s XR and XL models of the 1980s, and its Dakar race bikes…with inspiration coming from custom builder on the other side of the planet.

“When I first saw Andrew Greenland’s XL600R it stunned me,” Ek tells us. “I wanted to build one so badly, but with my beloved XR600R model instead. So I started looking around to find a bike and parts.”

Ek’s build doesn’t follow Andrew’s to the letter, but it does pull parts and design touches from the same legacy Honda models. And while Andrew’s bike was a XL model with a Honda Dominator motor, Ek’s is a XR600R through and through.

It’s not the same bike that’s hanging on the shop wall though. Ek couldn’t bear to cut into his first love, so he sourced a 1996 model. With help from Dirtshop’s resident mechanic, Wichan Phikulthong, Ek stripped the bike down and got to work.

The idea here was build a retro machine—so this scrambler is devoid of any modern parts. The original wheels, suspension and brakes were all overhauled and refreshed, and the engine was rebuilt with OEM parts. Everything’s been repainted too, so this XR looks box fresh.

One of the biggest visual hits is the Honda ‘Flash Red’ theme. Ek had the frame and the engine’s top cover done in red, going so far as to import the powder for the powder coating from the US.

He also swapped the plastics with original 1983 Flash Red Honda XR items, which turned out to be one of the hardest, and most expensive, parts of the project.

“It is rare to find OEM plastics in Flash Red,” explains Ek. “I tried to get them from many places, and finally got most of them from a guy in Europe, and a side panel from someone in the US. They are used OEM parts, but with a very high price tag.”

Ek goes on to explain that the full kit cost him almost $2,000—where the same plastics in white would have only set him back $400. He simply couldn’t find original red Honda hand guards though. So, after a year of searching, he settled for UFO Plastics replicas from a vintage bike collector in the UK.

The bodywork only took minor fettling to fit, particularly the rear fender. The 96-model XR600R also has a different airbox setup to what Honda used in the 80s, so Ek had to make sure he had all the right parts to fit the left side cover properly.

The fuel tank’s another special find: it’s from an ultra-rare 1980s Honda XL600LM, found at a spares dealer in Europe. Ek fitted it by welding an original XL600LM tank bracket to the XR’s frame up front, and adding an additional aluminum bracket at the back. The LM tank itself managed to go unmolested.

Other add-ons include new fork boots, period correct brake protectors, and a sweet blacked-out SuperTrapp exhaust. Ek fitted oversized ProTaper bars with Renthal grips too, along with an OEM replacement speedo and levers, sourced from Japan.

Taking inspiration from 1980s Honda desert racing liveries, but adding his own twist, Ek sketched out a retro-fabulous new paint job for his XR—using his iPhone. It looks stunning, and is complemented by a blue leather seat cover with a classic ‘XR’ logo.

He might be 50 years old, but Ek still spends his weekends tearing up trails with his friends—just like he used to on his first Honda. “I rode hard on my 1990 XR600R those days,” he recalls. “I gained a lot of experience on how to ride a proper dirt bike… it was my passion!”

These days, Ek mostly rides modern Husqvarna or Gas Gas machines. This new build had to be one hundred percent thrash-able, and able to keep up with its younger stablemates. Because while Ek’s first XR is still hanging on his shop wall, he’s wasted no time in getting his new one dirty.

Dirtshop Thailand | Facebook | Instagram | Images by Ek Chalermphol

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[DaveM]

SPANISH SPRINTER: ‘La Guapísima’ by XTR Pepo.

For the hardcore motorsport fans amongst us, Covid-19 delivered yet another kick in the guts, with racing either completely shut down for the past two years or run with few if any spectators. Here at Pipeburn HQ, we can watch machines with wheels go round and round for days, but one event that really blows the wind up our skirts is the epic Sultans of Sprint drag race challenge run across Europe.

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[DaveM]

Enduring style: the WYLD ‘Vintage Tracker’

There’s something strangely appealing about board tracker motorcycles. To modern eyes, cars from a hundred years ago usually look odd and ungainly—but board track bikes still look minimal and elegant.

Unfortunately, any machine built to race around the motordromes of the 1920s is virtually unrideable on the road today. But the Arizona company WYLD has come up with a more practical way to enjoy this classic style.

Founded by Nathan Shew five years ago, the Scottsdale workshop has built up a reputation for classy VW bus and Toyota FJ restorations. It has a booming business in BMW café racers too, with 19 orders on the slate right now. So these guys know their way around ancient hardware.

This ‘Vintage Board Tracker,’ however, is a modern ground-up creation, and a prototype for a production run. “Our vision for this build was purely fun,” says Justin Casaubon, Wyld’s operations director. “We wanted to do something completely different.”

“We have always thought that old school board trackers are cool. What a great era for motorcycle culture—those guys paved the way for what we have now.”

The core of the bike is an off-the-shelf, air-cooled replica Suzuki 250 cc engine. In future that may change: it’s there for proof of concept, as WYLD develop and refine the design. At the moment it is carbureted, but the company is also looking at a fuel-injected option.

The frame is handmade, and simplicity personified. The gas tank fits neatly between the upper frame tubes, and it’s not merely a cover for a fuel cell—it’s lined with Red-Kote and properly sealed.

“We also thought it’d be cool to incorporate a couple of small things on the bike that might not be ‘typical’,” says Justin. “So on the tank we used brass hose bib fittings for the filler neck and vent. The vent was also fitted with a welding tip.”

The classic vibe is carried through to the handmade forks, which Justin describes as a ‘truss-style’ design.

Although superficially similar in appearance to classic girder forks, the truss layout does not include springs—and uses geometry more commonly found in bridge design.

Sideways rigidity comes from CNC-machined braces, whereas damping comes from the inherent flexibility of the tubes. Plus a little sidewall flex in the chunky 4.50×18 Shinko E270 tires—a classic sawtooth design with a full aspect ratio.

The sprung seat further cushions the rider from impacts, given the hardtail frame, but many of the other components are modern tech in disguise.

“Some things keep it mechanically sound, but still lend a nod to the era—like the Kustom Tech brake masters and clutch lever, the yellow headlight lens, the taillight and the brass details throughout the bike,” says Justin. “Hand wrapped grips also help to preserve that vintage look, and even give it a bit of a steam punk vibe.”

The lighting is LED though, and WYLD plan to offer an electric as well as kickstart version if you don’t want to be too ‘authentic.’

The paint is on point, with a lustrous all-over navy blue finish, plus cream on the ‘tank window’ and rims.

The Vintage Tracker has got spectacularly strong showroom appeal, and WYLD have already received two orders off the back of this prototype. We suspect there will soon be many more.

WYLD Garage Co. | Facebook | Instagram | Images by Justin Wade Orton

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[DaveM]

MOTORRAD MASTERS: BMW R100 ‘Budzogan’ by EARTH Motorcycles.

The world of two-wheels is as often philosophical as it is purely mechanical, and I don’t refer simply to the runaway success of books like ‘Zen and the Art of Motorcycle Maintenance’. Our choice of motorcycle is as much determined by our adherents to values, faith, existence and reasoning, as it is whether the darn thing is any good or not. Surely not all motorcycle gang members actually favour...

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[DaveM]

Blue Ghost: A Yamaha R1 inspired by Pac-Man

We’re always curious about where custom motorcycle builders find their inspiration. But the creator of this aggressive Yamaha R1 cites an unlikely source: the beloved 80s arcade game, Pac-Man. More specifically, Inky—the blue ghost that chases the game’s eponymous hero.

This is the personal ride of Ted Lee, who runs Pit Works Design in Taipei, Taiwan. Pit Works is an industrial design house with a focus on motorcycling, and uses modern processes (like 3D printing) to create custom bike parts and other moto-related products. Custom motorcycles form part of their repertoire too.

Not many people would customize a 1998 Yamaha YZF-R1 quite this drastically, but Ted was working with a donor that had already been molested. “It had been remodeled before, without success,” he tells us. “Its subframe was cut off, and the wires were exposed and full of dust.”

With more than enough power from the R1’s 998 cc four-cylinder engine, and running gear that was up to the task, Ted saw no need for expensive upgrades. Instead, he simply overhauled the stock stuff to make sure everything was tiptop, and focused on cosmetics. The idea here was to show off Pit Works’ know-how of materials and composites.

The only piece of OEM bodywork left on this R1 is its fuel tank—but it’s not quite original any more. Ted cut-and-shut it to tighten up the proportions, then converted it into a cover that sits over a custom-made steel reservoir. It’s topped off with a cast aluminum fuel filler cap, done in the style of classic endurance racers.

“My enlightening mentor, Nic, an Italian industrial designer, said ‘This bike’s original design was very elegant and beautiful, you should seriously think about how to redesign it’,” Ted tells us. “So I kept the basic fuel tank shape, and some classic elements of the first-generation R1 superbike.”

Behind the tank is a new boxy steel subframe. Pit Works actually designed it in CAD software first, to make sure they could package all the electrical bits in it, then fabricated it using traditional metal-shaping techniques. There’s a 3D-printed box hiding inside it, carrying a small gel battery and the electronic bits.

Ted turned to 3D printing for the seat pan, too, by creating a mold over which to shape the final fiberglass part. It’s topped off with the most barebones of racing pads.

Up front, the Yamaha’s original fairing has been replaced by a small, transparent nacelle, complete with a small pair of lower ‘wings.’ Pit Works actually designed it using CAD software, and 3D printed it using a photosensitive epoxy resin, which was then clear coated and polished to achieve transparency.

The screen’s held in place by a pair of elegant, hand-made steel brackets. A pair of LED lights tucked under the bottom yoke handle headlight duties.

Peak behind the fairing, and you’ll find a custom top yoke with a tiny integrated Koso meter. The cockpit also features custom clip-ons that combine carbon fiber bars with CNC-machined clamps, Koso grips, and racing switches.

Pit Works also designed a carbon fiber radiator guard and rear wheel covers. The exhaust is custom too, using a mix of aluminum and carbon fiber parts, with a 3D printed badge to top it off. New parts include Frando brake pads, HRC brake hoses, a DMV coolant temperature gauge, and foot controls from Over.

A splash of cyan paint on the tank adds a final nod to Inky, along with a set of suitably cheeky graphics driving the point home. Pit Works’ ‘Blue Ghost’ is just the right mix of brutality and irreverence, and we’re all for it.

Pit Works Design | Facebook | Instagram | Images by Johny Wu

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