Custom Motorcycle Builds

[DaveM]

RIDE FAST, SAFETY LAST: The Speed of Cheese Racing Collection.

There is a long-held misconception that at the heart of a global community like ours is the motorcycles that we ride. Sure, they play a role, but they only exist because of the real beating heart of who we are, the amazing people who make up our numbers. And amongst the flock, there are few characters quite like Mark Atkinson, who lives for machine and motorsport with an uncompromising attitude of...

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[DaveM]

FLOW MOTION PROJECT: Triumph Thruxton ‘Blue Diablo’ by Wenley Moto Design.

It seems every time we catch up with Wenley Andrews he’s just turned out another killer custom creation that raises the bar as to just how cool a bike can be. The ‘Motorcycle Alchemist’ has long been the man in demand for companies looking to make a splash across a range of industries. An his latest collaboration is arguably his best, joining forces with Flow Motion Project to build the ultimate...

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[DaveM]

Speed Read, December 12, 2021

Ducati enters the adventure bike fray in spectacular fashion with the new DesertX. We also look at a custom Honda CT125 from Taiwan, a Honda CRF150RB from California, and a BMW Lego Technic set that’ll keep you busy for hours.

Ducati DesertX This is clearly the year of good-looking neo-retro adventure bikes. First it was the Husqvarna Norden 901, and then MV Agusta’s ‘Lucky Explorer’ project. Now it’s Ducati’s turn, with the highly anticipated DesertX dual sport.

The good news is that the production-ready DesertX looks almost identical to the concept that Ducati has been teasing for over two years now. And that makes us happy, because it’s absolutely bananas.

It clearly channels Dakar rally icons like the Yamaha Ténéré and the mighty Cagiva Elefant—but with a contemporary edge.

It’s not all show and no go though. Powering it is Ducati’s 937 cc Testastretta engine, derived from the new Monster and Multistrada V2. It’s good for 110 hp at 9,250 rpm and 68 lb-ft (92 Nm) of torque at 6,500 rpm. Power’s managed by a full electronics suite, including multiple customizable riding modes, cornering ABS, traction control, engine braking and wheelie control, a quick-shifter and more.

The DesertX’s chassis setup points to a bike dedicated to pukka off-roading. There’s fully adjustable KYB suspension at both ends, with 230 mm of front and 220 mm of rear travel. The wheels are 21F/18R tubeless spoked items, with Pirelli Scorpion STR tires as standard.

That’s all hooked up to a steel trellis frame, with a dry weight of 445 lb (202 kg).

The fuel tank design is pretty neat—the main tank holds 5.54 gallons (21 l), but there’s an optional rearward tank that adds an extra 2.1 gallons (8 l) capacity. The fuel transfers to the front tank when it dips below a certain level, and can also be activated via the dashboard.

There’s a lot to digest, but other standout features include a TFT display, LED lighting and a retro-fabulous livery.

With Triumph also dropping news of their upcoming Tiger 1200 this week, the adventure bike market sure is getting spicy. But we tip our hats to brands brave enough to build capable dual sport bikes with massive hits of retro styling. If you have a throwback Paris Dakar itch, the DesertX might just scratch it. [Ducati DesertX]

Honda CT125 by Onehandmade If the Ducati DesertX is a little out of your price range, perhaps this sweet little Honda CT125 Hunter Cub would do the trick. It’s been built by Qun Hung at Onehandmade in Taiwan—and it’s a far lighter custom job than what we’re used to seeing from him.

“The bike’s owner is a photographer that I’ve known a long time,” Qun tells us. “One day he asked me if I can modify his little bike. I said why not—I don’t just make expensive bikes, I have fun with anything I’m interested in.”

The mods might be light, but they’ve hit the sweet spot for the gutsy little CT125. Bolt-ons include a set of knobbly tires, and a new exhaust from Moriwaki. Out back is a new luggage rack that can take a pillion pad or storage box, and a Onehandmade taillight.

The seat’s been recovered too, and the CT125 now wears ribbed engine and side covers, a new set of rear shocks and classier turn signals. The high front fender and reworked rear fender are custom items.

We’re loving the work up front though, where twin Baja race-style headlights give the Honda a purpose-built feel. Qun also reworked the cockpit with new bars, micro switches, grips and bar-end mirrors. There’s a clever smartphone mount lower down, and some light pin-striping work to add another custom touch.

Clearly Qun applies as much love to ‘smaller’ custom jobs like this, as he does to his extensive rebuilds. This is one scoot we’d happily hoon around on. [Onehandmade | Images by Allen Kuo]

Honda CRF150RB by Ben Gradel ‘Blindspot’ is Ben Gradel’s first custom build, and he’s knocked it out the park. Starting with a pint-sized Honda CRF150RB, Ben transformed it into a stripped down, all-terrain escape vehicle with a number of intriguing custom touches. And the best part, is the reason he built it in the first place…

“I’ve attended The One Moto Show the last four years,” Ben tells us, “and made acquaintances with Hugo Eccles of Untitled Motorcycles. He challenged me to bring a build a bike of my own to the show. So I decided to make my dream a reality, and embark on building my first motorcycle.”

“Since I was small, vehicles from Bond movies and other spy films excited me with their elegant looks and wild hidden features. This inspired me to craft my own unique vehicle packing hidden features to evade bad guys.”

Starting with a 2007-model CRF150RB, Ben tore it down to reveal the tubular steel frame, then started crafting new bodywork. The fuel tank’s really interesting—it’s actually a cover, shaped from white birch plywood. Ben made a foam form first, then 3D modeled that and machined over 80 wooden ribs to laminate together.

Sitting underneath it is a steel fuel cell and the bike’s important electrical bits. One wholly impractical, but fun and stealthy feature, is the clutch lever—it’s hidden ‘under’ the tank on the left side.

Out back is a custom seat, with the taillight sunken into a mesh panel underneath the kicked-up tail. A custom exhaust with a rowdy reverse cone megaphone snakes out from under the seat.

This scrambler’s also sporting some very subtle, and very neat, details. Ben machined a rear brake guard with a custom logo on it, with the same logo adorning the top yoke. And he turned a new choke knob out of aluminum, with a California oak inlay harvested from trees cut down on his parents’ property, where much of the work happened.

Ben actually started the build a couple of years ago while he was finishing college—but sometimes drove three and a half hours to his parents’ place when he didn’t have the right tools on campus. He also picked up a number of skills along the way, like 3D printing, fiberglassing, metal fabrication, welding, foam sculpting, and electrical and mechanical work.

“I had heard from many builders that builds take longer than expected, and are more expensive than you expect,” he confesses, “but I am truly awed by the degree to which this is true. Blood sweat and tears have been poured into this project and I have grown a great deal from tackling this build.”

“It is the longest, most expensive and most difficult single project I have ever embarked upon.” [Ben Gradel]

Lego Technic BMW M1000RR What do you get for the superbike fan that has everything? How about a Lego Technic replica of the hyper-exclusive BMW M1000RR superbike?

Set to go on sale in the new year, this 1:5 scale model might not have the same 212 hp output as the bike it mimics—but it looks like oodles of fun to build. The kit includes a whopping 1,920 individual pieces, and, once built, measures 45.5 cm [about 18”] long.

It has that many pieces, because the attention to detail is ridiculous. Not only does it have suspension that goes up and down, but it even includes a functional gearbox, with three gears and neutral. There’s a gold colored chain too, and three different display options for the dashboard.

The Lego Technic BMW M1000RR comes with its own paddock stand and display plate too. Because, let’s face it—once you’ve finally completed this build, would you really want to do it all over again? [More]

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[DaveM]

DRAG KING: Harley-Davidson Fatboy ‘Cupper’ by Smoked Garage.

It’s one of the world’s most popular tourist destinations and has been a favourite of surfers for decades, but the island of Bali is also home to one of the custom motorcycle community’s greatest success stories. From humble beginnings, the team at Smoked Garage now has a warehouse-sized workshop and a stunning storefront along a busy street. But with nearly 20 mechanics out the back...

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[DaveM]

PUTTING THE ‘R’ IN SCRAMBLER: Triumph Thruxton R by Ellaspede.

When it comes to choosing a donor bike for a custom build, the easiest, and often cheapest solution (in the long run) is buying a factory bike that already has the performance parts you need. So when a client named Davin came to Brisbane’s Ellaspede with a history of building high-performance custom cars, he knew from experience that he wanted to start with the best base bike he could find.

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[DaveM]

LEARNING TO FLY: Ducati S2R 800 ‘Antevasin’.

For thousands of us who own and craft custom bikes to various degrees, for the first attempt, we tend to buy a bike and then start to add bits and pieces. Along the way, you discover you need to learn a new skill to make a part fit, and ultimately that first build is a bit of a patchwork learning experience rather than a comprehensive creation. Not so for one Brent Smedley...

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[DaveM]

BACK TO THE ROOTS: BMW R100R ‘Ceiba’ by Panache Customs.

Everyone takes a different approach, some custom builders are traditional meat and potato kind of guys, wizards in the workshop, and either employ people for promotion or don’t worry about it at all. There is no right way, we see success in all forms in this scene of ours, but Charles and Enzo from Panache Customs take as much care on their press releases and marketing as they do their incredible...

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[DaveM]

Three Arrows: Heiwa’s show stopping Triumph Trident

The famous Triumph Trident name is back in the news these days, with the launch of the excellent 660 roadster. The original was a highly lauded too, despite being launched shortly before the iconic Honda CB750.

The Trident T150 was quicker than its Japanese counterpart, and handled better too. It would also lap a track faster than a Norton Commando or Ducati 750 GT. But as we all know, Triumph was beset with industrial problems, and production fizzled out after seven years and a moderate run of just under 28,000 sales.

Despite the sales success, first-generation Tridents are extremely rare on the custom scene. If anyone could do the classic triple justice, it would be one of the top Japanese builders. And Kengo Kimura of Heiwa has stepped up to the mark, with this amazing ground-up build called ‘Three Arrows.’

We were surprised to learn that this is the first ‘full’ build Kimura-san has completed since 2017. That bike was also a Triumph—the 1971 TR6 called ‘Dirty Pigeon,’ which I would class as one of the finest customs to ever grace these pages. (It’s also featured in the Iron & Air x Bike EXIF issue.)

At the core of ‘Three Arrows’ is a 1973 Trident T150V engine, which Kimura located in the USA and got shipped over to Hiroshima. The air-cooled motor displaces 741cc, sucks through three Amal Concentric carbs, and was treated to a thorough overhaul. We’re betting it’s as good as it was on the day it left BSA’s Small Heath factory.

The only significant change Kimura has made to the power unit is a switch to a Boyer Bransden ignition system—for more reliable and precise timing than the stock Lucas setup.

With the easy stuff out of the way, it was time to create the rest of the bike. The engine now breathes out via three individual pipes, barely longer than conventional headers. They dump the exhaust gases low down on the left side of the engine, right below the kickstart lever.

The frame tubing is handmade too: Kimura has made the entire chassis from scratch, using a classic double downtube design.

The layout is slim, to accentuate the width of the engine, and Kimura has painted the tubing black to contrast with the gleaming raw metal of the engine cases.

The forks are beefy Showa units—lifted off a Honda off road bike, Kimura tells us. (There’s a tiny curved brace hovering just above the tire.) Showa also supplied the rear twin shocks, which are hooked up to a custom-made box section swingarm.

The rear drum is repurposed from a Kawasaki, and should offer considerably more stopping power than the mini drum/hub setup on the front wheel.

The wheels are classic high-shouldered Excel rims, 19 inches at the front (as on the factory T150V) and 18 at the back (going down a size). Kimura has added black paint here too, and installed a set of period-correct Avon Speedmaster MKII tires.

Virtually everything else is handmade, right down to the bars and triple trees. The headlight bucket is a restored vintage item, modified to use an LED bulb, and the bars are bookended with Kijima ‘Chopper Slim’ rubber grips. A mini speedo is tucked in tight against the left fork tube, keeping the bar area clean.

Kimura has always been renowned for his fabrication skills, and the metalwork on this Triumph is beautifully elegant. It’s a simple tank plus seat cowl, which doubles up as a rear fender and hides Heiwa’s proprietary taillight under the cusp. The oil tank sits beneath the seat, with a custom oil system plumbed in.

The immaculately stitched black leather upholstery was handled by fellow Hiroshima workshop Flavor Leather Works, and the paint is the work of another company down the road, N2AUTO.

Kimura has chosen a dark navy blue candy finish, which changes color slightly according to the light. Subtle silver pinstriping accentuates the lines of the hand-hammered metal.

‘Three Arrows’ had its first public outing a few days ago at the legendary Mooneyes show in Yokohama. And anyone who has visited those halls will know how high the standards are, and how intense the competition for trophies is.

We’re not surprised, though, that Kimura won the ‘Best European Motorcycle’ award. We’re just hoping he doesn’t wait another four years before tackling his next ground-up build.

Heiwa Motorcycle | Facebook | Instagram | Images by Kazuo Matsumoto

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[DaveM]

Huracan: An intricate Harley-Davidson Fat Boy from CW Zon

After a hiatus last year, the annual Mooneyes custom show finally graced the halls of the Pacifico Yokohama Exhibition center ten days ago. The show is pivotal, bringing out the very best that the inimitable Japanese custom scene has to offer. And from what we’ve seen so far, this year’s edition was no exception.

We’ve just featured Heiwa’s amazing ground-up Triumph Trident custom—but that wasn’t the only bike that turned heads at Mooneyes. This impossibly intricate Harley-Davidson from Custom Works Zon took home two individual ‘pick of the show’ awards, and the overall prize for the best detail work. And it’s easy to see why.

CW Zon wizards Yuichi Yoshizawa and Yoshikazu Ueda built the bike for a customer, and cite medieval armor as their inspiration. It’s based around a 103 ci Twin Cam Harley-Davidson Fat Boy, and has been nicknamed ‘Huracan’—Spanish for hurricane.

Huracan’s incredible detailing actually starts with its motor. CW Zon have also dressed the V-twin with everything from ribbed covers to custom pushrod collars.

On the left side of the engine, above the open belt primary from BDL, is a hand shifter that alone shows an astonishing amount of craftsmanship. It features of a hand-twisted shaft, an aluminum knob, and a decorative brass cap.

There’s a new ignition from Accel as well. And CW Zon built their own air intake, complete with an inner grill bearing the ‘Z’ from their logo.

The motor’s encased in a steel frame that uses just a handful of elements from the donor bike, but is mostly custom. It’s an elegant design with a single down tube up front and a shorter design at the back. And it retains the OEM rear suspension, too.

Up front is a one-off aluminum girder fork, which uses a mixture of CNC-machined and hand-shaped components.

The shock’s hidden behind a handmade headlight shroud that mimics those found on motocross bikes. It seems like a weird mashup of genres—but it works.

Further back, CW Zon fabricated a new set of riser-less handlebars. They wear wrapped grips with brass caps, and integrated mini switches. Sitting dead center is a discreet digital speedo from Motogadget, along with neutral and oil warning lights.

Huracan’s wheels are naturally custom jobs too, machined from aluminum. And in true CW Zon style, they come in massively exaggerated sizes: 21” up front, and 23” out back, with Avon Cobra cruiser tires. The guys had to modify the swingarm to accommodate the upsized rear wheel.

The disc brakes (and the front brake lever) are modern units from KustomTech. The front caliper mount’s been integrated with the fork, and there’s a custom bracket and brace holding the rear in place.

Running over the top of the Harley is a full complement of handmade bodywork. Yuichi and Yoshikazu started by building a wireframe, then shaped the final parts from steel. (There’s a video that takes a peek behind the scenes here.)

The arrangement features a separate fuel tank up front, covered by an additional layer that flows seamlessly into the seat and tail.

Cutouts in the top layer highlight the delicate gold graphics, laid down by Kamikaze Pinstripe. The deeply scooped seat features upholstery by Kuurei Yonsoku.

And then there’s the engraving that adorns almost every other inch of the bike, painstakingly executed by Silver Smith Fin. There’s a lot to study, but the big takeaway here is how all the finishes, from the engraved metal to the selective brass accents, complement each other tastefully.

Equal parts elegant and brutal, Huracan is proof that CW Zon are at the top of their game. And it’s another reminder of why Mooneyes remains one of the top shows on the international calendar.

CW Zon | Facebook | Instagram | Images by Kazuo Matsumoto

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[DaveM]

CXPRUS: CX400 by Underground Custom Cycles.

It’s well known around these parts that I have a twisted addiction to the mighty plastic maggot, the truly unconventional Honda that simply gets under your skin. Maybe to understand why, you have to have owned one, ridden one, and experienced their undeniable loyalty to their owners; never leaving you stranded on the side of the road, even when they’re on their last legs and forty years old.

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[DaveM]

Pay Dirt: A Purpose Built Harley Sportster Scrambler

Not all scramblers are created equal. Some wear high pipes and knobbly tires, but may never go off-road, while others are made to be punished. It’s builds like this that really get our hearts racing: Purpose Built Moto’s 1998 Harley-Davidson Sportster, a lean scrambler packing real dirt credentials.

The Queensland-based team know what they’re doing when it comes to throwing a Harley around off-road, as this is their second scrambler based on H-D’s perennial Sportster. Their first was featured in the must-see documentary, Wide of the Mark, smashing through the Tasmanian bush.

And that’s how the latest Sportster project kicked off—while their first was still under construction. “During the build process for the first Sportster, the customer visited the shop,” says Tom Gilroy from PBM. “He saw it on the bench and he told me I had to build him one.”

So after the team limped back from Tasmania, smitten with the performance of their first Sportster scrambler, and armed with a long list of improvements fresh in their mind, they set to work building their next big dirt basher.

The project started with a venerable 1998 XLH1200S. For the uninitiated, it’s long considered a real ‘rider’s’ Harley, and came from the factory with adjustable suspension, twin discs and a decent claim to the Sportster name. But the only thing that would remain was the twin-spark engine and the lighter rigid mount frame—because Tom had big plans.

“I wanted to push a little further in terms of the design on this one, creating a distinctive motocross feel across the whole build,” he recalls.

That striking off-road bend started with the suspension, where no expense was spared to keep the big V-twin under control.

The front end was nicked from a KTM 1190 Adventure, paired to a Haan hub and a 19” Excel rim. The rear runs a Trac Dynamics swingarm, 17” rim and twin Öhlins shocks. Both ends were given a work over by local off-road suspension whisperer, Costanzo Racing.

Meanwhile, the engine was stripped and rebuilt with an emphasis on reliability, but with a solid increase in power too. A new clutch, mild cams and some porting work helped to push the engine to zero hour status.

Fueling comes via a Lectron carburetor, which breathes through a clever custom-built intake arrangement. The air filter is a DNA Filters model designed for a Ducati 1299, fitted via a handmade mount and a 3D printed carbon filament intake plenum.

The Sporty exhales through a shop-built two-into-one stainless system, set low but exiting long and high at the rear. It also makes its way around a pair of rear pegs as the customer plans on pillioning his son and scaring the living daylights out of him. All that engine work means the Sportster now punches out 75 horses of reliable, tractable power.

That’s nothing to sneeze at when you look at the pared-back bodywork and the amount of weight the Harley has dropped. It now weighs a measly 447 lbs dry.

The tank was taken from a 2018 Street Bob and modified to suit the older carbureted engine. “I’ve always liked the short bulbous design, and although our other handmade body parts don’t exactly ‘match,’ I feel like the proportions and balance have been struck pretty well,” Tom says.

The fenders have been hand-shaped and fabricated from aluminum, and the back end and integrated tail light assembly is Tom’s favorite part of the build. “Simply because I never thought I’d see something like that on a Sportster,” he explains. “It gives it a real modern dirt bike edge.”

The modern angle continues with the front front number plate and LED lighting array. The Sportster also features 5” risers, Pro Taper Outlaw bars, ISR levers, and shop-built Purpose Built Moto switch blocks and mirrors. The speedo is a tiny Motogadget item.

Lower down are chunky off-road foot pegs and a burly bash plate.

That monumental shift away from the lines of a traditional scrambler is also evident in the livery. “When it came down to the finish on this bike I wanted something as bold as the lines of the body,” Tom says. “I had sketched out a twin bolt design on the tank, but I wanted the whole motorcycle to have the same feeling.”

Josh from Ride Design Co. came to the party, and hand-templated the panels to work up a graphics kit for the scrambler.

Purpose Built Moto’s latest ride is one of the more dirt-focused Scramblers we’ve seen—and it’s designed to be ridden. The bars and the seat pan are rubber mounted to reduce fatigue, and there’s room for a tool kit, easy access to the electronics behind the battery box cover and even a space for an onboard air compressor. “Some might think it’s a little gimmicky,” Tom says, “but it’s actually really handy when you ride off the beach and back onto the bitumen.”

That’s right, the owner is planning on tackling some proper off-road rides, one of which will be the Mackay Moto Beach race.

“Our second iteration of the Adventure Sportster design is something I’m really happy to see evolve,” Tom says. “Informed by real world experience adventuring on my own Sportster, I can say I’ve made some big leaps and bounds in the way the bike rides.”

We can only imagine. A 447 lbs, 75 hp Sportster that looks this damn good and is set up for off-road riding must be an absolute hoot to ride.

Purpose Built Moto | Facebook | Instagram | Images by Brandan Trudinger

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[DaveM]

Cento: A track-bred café racer from Blacktrack Motors

The last time we checked in with Blacktrack Motors, they’d just turned a bloated Harley cruiser into a svelte café racer. Their next project was a Porsche 964 Carrera 4 restomod—but they’re back onto two wheels now, and this time they’ve pulled out all the stops.

The Blacktrack Motors BT-05 Cento is a track-focussed café racer, built around a stonking 1,382 cc Moto Guzzi motor. It also uses a race-bred chassis, carbon fiber bodywork and a plethora of top shelf parts. And it looks absolutely spectacular, too.

“Since the inception of Blacktrack Motors, building a café racer around a big Moto Guzzi V-twin engine was at the top of my list,” says Sacha Lakic, the company’s founder and lead designer. He’s designated this build ‘Cento,’ which is Italian for 100, as a homage to the storied marque’s 100 year anniversary.

“I love this brand, and this engine, for many reasons. They are soulful—the sound, the vibration, the typical side-to-side movement of a longitudinally mounted V-twin, the look of the motor from any angle, and even the shape of the shaft drive.”

The BT-05 Cento is propelled forward by the eight valve ‘big block’ twin from the Moto Guzzi Griso 1200. It’s been bored out to 1,382 cc with a 11.3/1 compression ratio, and is good for 136 hp at 7,480 rpm and 144 Nm at 5,342 rpm. It also features a new aluminum oil cooler and a custom designed carbon fiber air box.

The exhaust system is equally racy. It’s a full two-into-one titanium system from Zard, designed specifically for this project.

Blacktrack didn’t keep much else of the donor bike than it’s motor, because Sacha wanted this job to be more than just a remodel. “Stripping down a stock Moto Guzzi and simply creating a new style wasn’t enough,” he explains. “With the BT-05 we went one step further, by making it completely track-oriented.”

“All components were selected with these goals in mind: achieving as low a weight as possible, increasing power and torque figures, and making the BT-05 an absolute thrill to ride.”

With that objective in mind, Blacktrack connected with the Italian Moto Guzzi specialists, Guareschi Moto, in Parma, Italy. Founded by Claudio Guareschi 50 years ago, it’s a family business that’s now run by his sons, Vittoriano and Gianfranco. The brothers share an immense amount of knowledge and race experience between them—Vittoriano managed Ducati’s MotoGP team for a while, and was their test rider before that.

Guareschi Moto have developed a tubular steel frame for Moto Guzzi twins, with track-specific geometry—so Blacktrack picked that for the BT-05.

The main frame weighs just 10.7 kilos, and the subframe 1.7 kilos. Combined with a considered selection of components, it brings the overall dry weight to a very respectable 175 kg [386 lbs].

Those components include fully adjustable Öhlins suspension at both ends, magnesium wheels from Marvic with Michelin Power RS tires, and Brembo brakes. And items like the yokes, foot controls and shaft drive brace are all custom—designed by Blacktrack and CNC-machined by a trusted network of suppliers.

Sacha designed the BT-05’s compact bodywork, using an approach he calls “looking to the past to design the future.” His inspiration came from the legendary Moto Guzzi 850 Le Mans, but he explains that this is more of a contemporary re-interpretation than a straight replica. The bodywork is extremely minimalistic, with an aim to highlight the frame and motor.

Everything’s been built with carbon fiber, with a 3.2-gallon fuel cell hidden underneath a tank cover. There’s a café racer style hump at the back, but it’s deliberately sharper than most trad designs, to create “the look of a café racer that’s been put into overdrive.”

Up in the cockpit is a set of clip-ons, CNC Racing switches, a Motogadget Motoscope Pro speedo and a keyless ignition. There’s LED lighting at both ends and a low-slung license plate mount—but those are actually add-ons.

Blacktrack will be offering the BT-05 Cento as a limited run of 10 units, but since it’s designed as a track bike, it won’t be street legal out the box. If you want to run it on the street, you’ll have to fit an array of street-friendly parts that are supplied with the bike.

Each bike will be assembled in Italy, with a lead time of 12 months and a warranty that’s just as long. Customers can choose between more expensive carbon fiber, or slightly heavier (by six kilos) composite bodywork.

And to keep things exclusive, each BT-05 will have its own livery and trim colors.

Blacktrack are calling the paint scheme on their prototype bike Charade Grey, named after the French motor racing circuit. But they’ve already mocked up various options, including Daytona Blue, Suzuka White [above] and Le Mans Red. If you were in the market, which would you pick?

Blacktrack Motors | Facebook | Instagram | Images by Sébastien Nunes

Blacktrack Motors would like to thank their technical partners: Sacha Lakic Design, Guareschi Moto, Brembo, Öhlins, Michelin, Marvic, SQP Motors and Motogadget.

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[DaveM]

Road Tested: Gear from Nexx, Icon 1000 and Velomacchi

Icon 1000 has just updated their massively popular Elsinore retro motocross boot—so we’ve taken them for a spin. Plus we review the Nexx X.Vilitur modular helmet, and a trio of handy accessory packs from Velomacchi.

Nexx X.Vilitur modular helmet A lot of my riding is short trips: heading out on the Svartpilen 701 every other day to pick up supplies or run errands. Having to take off a full-face lid gets tiresome, so I’ve been using this Nexx modular for the past couple of years.

After a good 10,000 kilometers of use, I’ve grown to appreciate this Portuguese-made helmet. The build quality is good considering the $550 MSRP, and nothing has broken.

The ‘Latitude Sand’ colorway of my example is understated, and the shell design is subtly aggressive without being too over the top. But if you want something more extrovert, Nexx has plenty of other options, including graphics.

The fit of the X.Vilitur is ‘medium oval’ and even after four hours on the bike, I’ve had no complaints. It’s not amazingly light (there’s a $650 carbon version if that matters to you) but it’s quiet when the vents are shut.

There’s also a drop-down sun visor, which is a godsend. It’s operated by a sliding mechanism on the side of the helmet, and doesn’t reduce the quality of vision from the (optically correct) main visor too much. You can upgrade to a Pinlock visor if you wish, but I’ve rarely had fogging problems.

The X.Vilitur has a wide field of vision, if a little shallow, and ventilation is nice and breezy. There’s a big intake vent on the chin bar, and another one on the crown of the lid. At the back are two exhaust vents, but these are fiddly to operate—it’s best to set them before putting the helmet on. And the chin bar needs a firm push to click closed: it’s not a one-hand job.

On the upside there are three shell sizes, minimizing the chance of a bobble-head look. And on a more personal note, I much prefer the ratchet-style chinstrap to D-rings.

As a bonus, the Nexx meets the ECE 22.05 safety standard in both open and closed positions—which means it’s perfectly legal in Europe to ride around with the chin bar raised, if you wish.

Tested by Chris Hunter | Riding photo by Brijana Cato | More

Icon 1000 Elsinore2 boot Icon 1000 is known for its commitment to style and safety, and the updated Elsinore2 stays true to that mission. They’ve updated the popular boot with buttery leather uppers, oil- and slip-resistant soles, D30 ankle inserts, impact-resistant nylon buckles, and a reinforced shin plate.

They look like they’d be a real pain in the ass to get on and off, but the YKK zippers on the inside allow you to make quick work of it. They also look like they’d be stiff and limit your mobility, however, this isn’t the case. They’re surprisingly easy to maneuver in and have plenty of articulation, so you won’t walk like you’re wearing a pair of downhill ski boots.

Depending on what you’re riding, the height of the boot can make it difficult to fit your foot between the shift lever and the foot peg, so If you’re not on a dirt or adventure bike, you should anticipate adjusting your shift lever to make room.

The Elsinore2 is comfortable though—like a plush masculine slipper. We tested these boots at the end of the riding season and they were great for cooler weather conditions and off-road. We didn’t get a chance to give them a go on a scorching day, but we’d be willing to wager that you might want something more minimal unless you’re heading off the beaten path.

From a purely aesthetic perspective, the $225 Elsinore2 (also available in black) combines the look of a classic MX boot with Icon’s signature near-future apocalypse vibe, which we dig. And even though they’re comfy and break in quick, they’re a thick, tall, and sturdy boot—and that means safety. Safety from the elements, the machine, and, God forbid, a spill.

All those buckles and heavy-duty zippers are keeping these brutes on your feet if the worst case happens. Though we can’t promise what the rest of you will look like, at least your feet will live to dance another day.

Tested by Gregory George Moore | More

Velomacchi accessory packs I’m a big fan of Velomacchi’s motorcycle bags, and have used and abused their 28 l Speedway pack and 50 l Speedway duffel for a few years now. But I’ve also got some of the Oregon-based company’s smaller accessory pouches and cases.

They’re well made, good looking and practical, and great options if you’ve run out of gift ideas for the holidays.

The humble Speedway tool/medic pouch is the simplest piece of gear I own, but it gets the most use. I have the smaller $19 version, which measures 9” x 6”, but you can also get a slightly bigger one (13” x 6”) for $25.

The pouch is built robust, with a ballistic fabric at the back, a transparent mesh-lined panel at the front, a YKK zipper with a pull tab that’s big enough to grab with gloves on. It’s designed to slip into the side pouches of Velomacchi’s bigger packs, and there’s a TPU-reinforced handle to make it easy to yank out.

I mostly use mine to stash camera batteries, memory cards and a microfiber cloth, or loose bits like power banks and cables. But it’s good for just about anything that needs a home—small tools, medical supplies, toiletries and even snacks.

The $39 Speedway Impact case is designed as a catch-all for a wide range of electronic bits and pieces. The shell uses a ballistic nylon fabric, with some foam padding built in and a quilted panel up top. The zipper’s a tough YKK part, and the inside is lined with a microfiber fabric, with stretch pockets to stash stuff in.

Measuring 11″ long, 8.5″ wide and 2″ high, it’s ideal for carrying around power banks, cables, batteries and compact SSD drives. It’ll even take a pair of over-ear headphones—if they’re the foldable kind.

Velomacchi’s Speedway tool roll looks neat and compact from the outside—but roll it out, and it’s remarkably spacious. Made from a ballistic nylon fabric with the same aesthetic as the company’s larger packs, it features a pair of straps and aluminum hooks for tying down to your motorcycle.

Once opened, there’s a cover flap held down by a pair of press studs. Open that up, and you have a generous surface area to keep tools and parts out of the dirt while you’re doing roadside repairs. It also has extra press studs that ‘pinch’ the corners and turn it into a makeshift tray, and a small magnet to keep tiny fasteners (or a 10 mm socket) from running away.

The actual tool pockets are numerous, and vary in size to suit a multitude of applications. There’s also a transparent pocket at one end, accessible via a YKK zipper, for storing loose items.

Tested by Wes Reyneke | More

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[DaveM]

Speed Read, December 19, 2021

Our final Speed Read for the year is all about kits—for Moto Guzzis, Royal Enfields and Yamahas. Plus a considerably more expensive offering from the boutique American manufacturer Curtiss. You pays your money and you takes your choice.

Moto Guzzi V7 III Fast Endurance The modern V7 has oodles of character and is delightful to ride, but I don’t think even the most ardent fan of Mandello’s roadster would peg it as a track bike. A few years ago, I did several laps of the Hampton Downs circuit in New Zealand on board a V7 Classic; it was an enjoyable half hour, but by the end of it, the bike and I had both had enough.

This machine is a different beast though. It’s modified for the Trofeo Moto Guzzi Fast Endurance race series, a FIM-sanctioned series of five 60-minute races in Europe. Each team has two riders, and there’s a Le Mans-style start.

The V7 is a notoriously hard bike to extract more power from, which is part of the reason I sold mine. But the racing V7 IIIs have the new 850cc engine, and are fitted with a kit from the Guzzi specialist Guareschi Moto.

The mods include Öhlins piggyback shocks, Andreani fork cartridges, a free-flowing Zard exhaust system, clip-on bars, a bikini fairing, and a solo seat unit. There are also more race-specific bits, such as new rearsets and a remapped ECU from GCorse—which includes an Up Map T800 unit, a Bluetooth interface that connects to your smartphone via an app.

This kit is also available via the Moto Guzzi sales network for €3,300. If I owned the current model V7 III, I’d be very tempted. [Moto Guzzi Fast Endurance]

BAAK Royal Enfield Interceptor Trail Diversification is the name of the game for bike builders who want a secure cash flow, and the French company BAAK knows that well. The Lyon-headquartered workshop already offers a big range of parts and clothing as well as custom builds, and has just widened its offering even more—by hosting a series of riding ‘Adventures.’

There are three adventure routes, in Haute Provence, Beaujolas and Alpes du Sud, and BAAK have built a fleet of bikes for riders who don’t want to take their own machines.

These bikes are based on the Royal Enfield Interceptor 650, and tweaked to make them more suitable for off-road hardpack trails. The biggest change is the new rims laced to the factory hubs, with a 19’’ in the front and 17’’ in the back (as opposed to the factory 18’’ all around). The wheels are now wrapped in Michelin Anakee Wild tires.

A pair of stainless steel fenders keep the mud and rocks at bay, with the front fender set higher than stock. An aluminum sump guard protects the engine and aluminum is also used for the side covers and the new handlebar clamps. BAAK’s own bars are hooked up to the clamps, in a tracker bend that sits higher than standard.

Longer shocks (tuned for the purpose by Shock Factory) cushion the ride over rough stuff, and a pair of BAAK’s own aluminum mufflers free up the engine breathing a tad.

Other goodies include a fiberglass front fairing, new instrumentation via a Daytona mini gauge on a custom bracket, and a beautiful new seat in black suede, with thicker and more comfortable foam than stock.

Riding one of these around the scenic country roads and tracks of rural France sounds like the perfect holiday. But if you can’t make it to la République, BAAK’s new shop in L.A. can build one up for you too. [BAAK Royal Enfield Interceptor Trail]

The Curtiss 1 is nearly here One of the most unusual motorcycles of recent years is finally going into production in January. Alabama-based Curtiss (the company formerly known as Confederate Motors) has released the specs of the $115,000 ‘Pilot Series Curtiss 1’ and they’re intriguing to say the least.

The bike is billed as having ‘The world’s most power-dense LEV powertrain platform,’ with an axial flux YASA P400 motor and a liquid-cooled proprietary battery pack.

This pack can be boosted in the future, via cloud-based software upgrades. The initial run of bikes will have 110 hp (82 kW), but Curtiss anticipates being able to raise this to 217 hp (159 kW).

The bike is claimed to weigh just 425 lbs, so even at the lower power level, the instantaneous torque offered by an electric motor should provide terrific performance. As a comparison, the Zero SR/F has the same 110 horses on tap, but weighs roughly 75 lbs more.

There are also two wheelbase options, with a choice of rake. In SWB mode the Curtiss has 27 degrees of rake, with eight inches of ground clearance and a 62-inch wheelbase. The LWB has 31 degrees of rake—lowering the ground clearance to six inches and extending the wheelbase to 64 inches. Trail is adjustable by around 1.5 inches.

Range is listed as 120 miles in the city, 70 miles on the highway, and the bike can charge to 80% capacity in two hours with a 220V charger.

If this butters your toast, you can reserve a bike with a $30,000 deposit. Your purchase also gives you the option to buy 115,000 Curtiss shares at a dollar a pop—regardless of the trading price—and an NFT coin. This digital token can be traded, and gives the owner a 13% discount on all Curtiss products, including bikes, forever.

The deal also includes a free battery and software upgrade after four years—another unusual but rather appealing initiative. If there ever was a motorcycle for the digital age, this is it. [Curtiss Motorcycles]

Yamaha Ténéré 700 Héritage Kit by Crispy Club We’ve never heard of Crispy Club either, but love the name. And we love the look of this kitted-out T7 even more.

Crispy Club are based in Paris and specialize in restoring and selling classic enduro bikes, alongside a very tongue-in-cheek range of apparel. Their latest venture is something a little more sensible though: a kit that transforms the looks of the Ténéré 700.

The current Ténéré is refreshingly light and simple: a midsize machine pitched at ADV riders who rate value-for-money over acronyms and electronic aids. The factory plastics don’t look too bad either, but Crispy Club have clearly spotted a gap in the market.

This kit channels the classic Yamaha Dakar look, and doesn’t require any mods to the bike—apart from removing the factory plastics.

It includes a pair of side panels for the tank, an 80s style front mini-fairing with integrated square headlight, and an offset bracket for the instruments. To complete the look, there’s also an oversized high fender kit.

The cost for the raw parts that you can paint yourself is €2,400, but Crispy Club can also do the paint for you, at a total cost of €2,900. If you need any more incentive to buy the brilliant Ténéré 700, this has to be it. [Crispy Club]

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[DaveM]

ELECTRICKED: Zero SR/F Kit by CC Racing Garage.

You can be in a room full of automotive enthusiasts and everyone is getting on brilliantly, until someone utters the word ‘electric’ and the battle lines are drawn. It seems there is still no agreement amongst the cohort as to whether we are willing to accept the silent two-wheelers into the club. So, for one of the world’s best builders, this presented as the perfect challenge, to build a bike...

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[DaveM]

Slammed: A hot rod-inspired SYM scooter from Taiwan

Few bikes can claim the cult status of the iconic Honda Cub. The adorable underbone scooter has been in constant production since 1958, with over 100 million units made. And the design has been cloned countless times.

This custom scooter from Taiwan contains Cub DNA, but you’d never guess—because it’s stretched to breaking point. It’s the latest build from AFS Custom Bikes of Tainan City, and uses the engine from a Cub clone made by SYM.

It’s a reincarnation of the classic Cub vibe, six decades later and from an alternate universe.

“The Honda Cub was released over half a century ago and has never gone out of style,” says the shop’s founder, who also goes by AFS. “I think that’s really cool. I wanted to keep those basic lines, but maybe add a little bit more modern style to it.”

From there, the concept evolved into something a little more slammed and stretched, because the shop’s customer is a hot rod fanatic. There’s no suspension, just one brake and nothing to make it street legal—but that’s not a problem. Style was always going to trump practicality on this project.

The headline feature here is the scooter’s handmade chassis. It’s been built from steel tubing, with the main backbone doubling up as a fuel tank. AFS built a makeshift fuel gauge on the left side, and a tidy knurled aluminum gas cap up top.

It’s a remarkably cohesive and fluid design—particularly the single-sided fork and rigid rear end. Both ends curve tightly around the tires and converge at the axles. The front end is neat too, running seamlessly into a narrow set of bars.

There’s nothing in the cockpit beyond a pair of grips and an internal throttle.

The 17” disc wheels are custom too, but they weren’t totally built from scratch. AFS started with a pair of car spare wheels, then cut out and redesigned the center sections. They’re wrapped in Bridgestone slicks.

There’s a single disc brake at the back—a Brembo caliper operated by a Frando master cylinder. AFS built it in behind the rear sprocket, leaving the right side of the wheel completely clear.

The scooter’s 90 cc SYM motor has three gears and no clutch, which meant AFS could simplify the design even more. There’s just a rear brake lever on the right, and a hand shifter low down on the left.

AFS built the custom air intake too, and the stainless steel exhaust. It’s an interesting design that loops down to the rear wheel, and exhales via a pair of holes in the side of its muffler.

With blacked-out finishes and gold wheels, AFS have nailed the hot rod vibe here. The final piece of the puzzle is the bobber-inspired seat, which was hand-shaped from aluminum. Combined with the lack of suspension it’s sure to be a harsh ride.

But given that the fuel tank holds less than half a gallon of fuel, and the scooter isn’t even remotely street legal, you won’t be going very far anyway.

AFS Custom Bikes on Facebook | Instagram | Images by Statics and Mr. Siaojing

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[Vector]

Hideous and ridiculous

 

[DaveM]

Pretty in Pink: Prism Supply’s 1995 Harley Softail chopper

Our job involves hunting for the world’s freshest custom motorcycles, day in, day out. But we’re only human, and it’s impossible to get to everything while it’s still hot. Flicking through Prism Supply Company’s portfolio, we stumbled across a sultry Harley-Davidson Softail chopper that was actually built a while ago—but was too good not to share.

Based in Charlotte, North Carolina, Prism Supply Co. was founded by brothers Zach and Jake Hindes. Not only does the shop produce a hearty catalog of parts, but they build some pretty sweet choppers too.

This particular one was put together for a friend, with a few prerequisites. “Our basic goal with the bike was to combine a newer power plant with a bike that looked like it was built in the 60s,” explains Prism’s content director, Matt Best.

“It had to have a strong and reliable powertrain with classic chopper style—something you wouldn’t hesitate to take on a long trip.”

Prism started the project with a 1,340 cc Harley-Davidson Big Twin Evolution V-twin engine, that they lifted from a 1995-model Softail. The engine was in good nick, which meant that the crew could focus on building the rest of the bike around it.

Next, they ordered a hardtail frame from Paughco, opting for geometry that was raked enough to get the right vibe, but not overly extended. Then they bolted on a classic springer front end from V-Twin Manufacturing. The bike rolls on 21F/18R wheels, with an Avon tire up front and a Coker at the back.

Higher up are a pair of repurposed fog lights, that have since been swapped out for a slightly brighter 4.5” headlight from Prism’s stash.

Behind those is an interesting rubber-mounted riser setup that’s integrated with the top clamp. It holds a set of custom handlebars, with one-off acrylic grips that match the bike’s choke knob and jockey shifter.

The overall control setup is rather unique. The front brake lever’s mounted on the left side, and the foot-operated clutch was built by modifying a regular shift lever. So it’s hard to tell from a distance that you actually need to shift gears by hand.

Up top is a traditional Wassell-style peanut tank, supplied by Lowbrow Customs. Prism plumbed it in with a 1/4” stainless steel petcock from their catalog, that opens via a grooved ring that you twist.

The oil tank is stock, but it was trimmed to make room for the new starter. This bike uses an early prototype of Prism’s ‘Quick Stick’ starter—a lever that you pull to start the bike. The oil tank was modified further to accommodate the key ignition on the opposite side.

Other Prism parts include a new ignition cover, and a custom intake that was also being prototyped during this project. The exhausts are custom, following traditional chopper lines.

For the seat, Prism started with a standard chopper seat pan, then reworked it to resemble a classic Bates Cobra seat. Wes at Counter Balance Cycles laid down the upholstery.

Just behind it is an abbreviated rear fender, and an extended custom sissy bar. The taillight’s a vintage-looking LED unit from Prism’s catalog. It’s wired in with their ‘Magic Box’—a small unit that uses a single wire to activate both the running and brake lights.

But it’s the Harley’s unmissable Mary Kay Pink paint job that sets it apart. The client requested it because he wanted something that would stand out—and the Prism crew were all too happy to oblige. Another Hindes brother, Caleb, handled the paint work.

With a matching pink frame and a subtle flame job on the tank, it’s a total knockout.

The bike found its way back into the Prism shop earlier this year for a little maintenance, complete with road dirt and the pink paint on the exhaust tips faded. Which means it gets ridden… a lot.

As Jake says: “ride ’em, don’t hide ’em.”

Prism Supply Company | Facebook | Instagram

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[Vector]

Real men do not ride pink bikes....LOL

 

[DaveM]

TOP TEN CUSTOM BIKES OF 2021.

If 2021 felt like deja vu, then you’re not alone, it seems the world just can’t catch a break from this god-awful global pandemic. But there is always a silver lining in even the most trying times, and this year it came from both the increased comradery within the custom scene and the bikes being built having a very practical bent. Yes, a number of the big shows returned...

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