Custom Motorcycle Builds

[DaveM]

ITALIAN JOB: Ducati Monster by Overdrive Customs

We’ve seen it clear as day over recent years, that simply some of the best old-school V-Twin muscle comes from Japan, and there are plenty of American builders who have more than mastered the multi-cylinder. So small is the global village of custom bike building that you can never predict what you’ll find and where. But there is also a natural pull to return to our roots and for Italian Matteo...

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[DaveM]

On Trend: A Ducati Scrambler street tracker from Vietnam

It’s not always pretty when the worlds of fashion and motorcycles collide, but some companies know how to do it right. Vietnamese apparel brand NUEN is a fresh face on the scene, but their first custom motorcycle build proves that they’re not playing around.

Built using a 2015-model Ducati Scrambler 800 and named ‘Nu-One,’ this street tracker’s stark and minimalistic vibe is representative of NUEN’s overall design ethos. The brand has its roots in Sweden, and founder Gia Nguyen is dead set on bringing some of those Scandinavian sensibilities across in their work. And that counts for both their apparel and their bikes.

NUEN don’t have all the skills in-house to pull off a build like this by themselves. So they opted to focus on the design, and assembled a crack team to help them bring it to life.

Local custom shop Chucha Shed Garage did most of the heavy lifting, while a handful of local craftsmen in Ho Chi Minh City machined various parts. NUEN played it smart too—some of the sweetest pieces on this build are direct bolt-ons.

For starters, the fuel tank is a plug-and-play kit from Bad Winners in France. It uses an aluminum fuel cell under a cover, and includes a neat pair of blank-off plates that sit ‘in’ the trellis frame to hide the ugly stuff. The crew modified it by adding cutouts near the seat, and color-matching the fuel cell underneath.

The fuel cap looks like a high-end off-the-shelf part, but it was actually machined specifically for this project by Moc Tu CNC Parts. We’re fans of the Bad Winners Ducati Scrambler kit, so it’s nice to see it being put to good use here with some clever personalization.

The flat track-style rear section is another fit-and-forget item, and comes from BRKT Moto in the US. NUEN had it capped off with a two-piece seat, upholstered in a striking blue. There’s a tidy LED strip mounted out back, with a one-piece blank off plate and electronics box underneath.

Kim Thanh was responsible for that bit of fabrication, and the new belly pan and oil cooler cover. There’s a lot of detail down there, with a CNC-cut mesh cover at the front end of the belly pan, and a custom box exhaust muffler tucked in at the back.

Some of the other part swaps on this Scrambler required a little more effort. Up front are the upside-down forks from a Kawasaki ZX10R, anodized to match the overall color scheme. They’re held by custom yokes from Moc Tu CNC Parts, and fitted with the fender and fork guards from a Ducati Hypermotard 821.

The Hypermotard lent its single-sided swingarm too, connected to an FG Gubellini rear shock. The 17” wheels were scalped from a Ducati Monster 1100, and are fitted with a CNC Racing rear hub flange and Pirelli Diablo Super Corsa tires. Beringer calipers with Galfer discs handle braking duties.

NUEN threw a whole bunch of performance and dress up parts at the Scrambler too, but none of it feels gaudy. There’s a new oil cooler from CC-Racing Garage, with the belt covers and oil filler cap coming from CNC Racing. The team installed a Hypermotard clutch too, along with CNC Racing clutch cover, and a Ducabike clutch slave cylinder and front sprocket cover.

Up in the cockpit are new Domino bars, dressed with Hookie Co. grips and Motogadget bar-end turn signals. Beringer controls are hooked up to a stunning set of switches from Renard Speed Shop. Other upgrades include Bonamici rear sets, a Toby steering damper, and a custom side stand from Moc Tu CNC Parts.

Going deeper, the bike’s been rewired with an Antigravity Lithium-ion battery, and a Motogadget mo.unit module and keyless ignition system. NUEN wanted to maintain the appearance of a race bike, so the speedo’s been hidden ‘inside’ the chassis (removing it totally would have caused headaches).

The only engine upgrade is a K&N Filter, but that’s okay given how nippy the Scrambler is in stock guise. Especially when you consider the diet this one’s been on—between the mods and a brisk de-tabbing of the frame, Gia puts its weight at around 353 lbs now. “The bike is very light, nimble, and fun to ride,” he reports.

It looks razor sharp too, thanks to a striking livery that plays with NUEN’s brand colors. Top marks to them for their tasteful use of blue anodized parts too—an idea that so easily could have gone overboard.

It’s a stellar first effort from this young crew. If their upcoming apparel line looks as good as this Ducati, they’ll be unstoppable.

NUEN | Facebook | Instagram | Images by Rafik Duy and Lio Nguyen at Revons Studios

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[DaveM]

DESERT SHRED: Ducati Scrambler by Parr Motorcycles.

The Ducati’s just keep rolling into Pipeburn HQ, and who can blame owners and builders alike, they’re a premium product from a factory that is turning out some incredible bikes. Ever since superstar CEO Claudio Domenicali took the reigns of the Bologna factory, it’s all been gravy, in both the showroom and out on the track. So who wouldn’t want to be a Ducatisti and be part of motorcycle’s most...

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[DaveM]

To boldly go: Vtopia makes the Vyrus even wilder

At first glance, the world of custom motorcycles is all about breaking with convention—stripping away the constraints of manufacturer ‘design language’ and legal mandatories.

But in reality, bike building has its own set of conventions; from the small pool of suitable donor bikes to the way bodywork is usually restyled. Which makes this custom Vyrus all the more interesting.

It comes from the Milan-based workshop Vtopia Design, which has just launched a kit that fits the Vyrus 984, 985 and 987 models. Vtopia is run by qualified architect Giorgio Cerrato and his assistant Dario, and they have already built three Vyrus customs—two for customers in Italy, and one for a client in Japan.

The Vyrus is an extreme design to begin with, even if you set aside the hub-center steering. But Vtopia have managed to elevate it to a stratospheric, sci-fi level, almost two decades after the Vyrus first appeared.

“The project stems from the idea of creating a high-level kit for exclusive motorbikes, using the most modern technologies available today,” says Giorgio. “We use 3D modeling, rapid prototyping, and 3D printing.”

“The idea of starting with the Vyrus as a base was a bold one. The intention was to reinterpret it in a modern style, without looking to the past.”

The history of Rimini-based Vyrus is convoluted, and inextricably linked with Bimota. (Odd Bike has an excellent primer.)

But the specs for all the Vyrus models are impressive: they weigh between 330 and 360 pounds, and deliver between 90 and 211 hp. The output depends on whether you choose basic Ducati two-valve power, or a supercharged 1098R engine.

Vtopia already make sharp-looking kits for the Ducati Scrambler and Hypermotard, but those products are much more conventional—in both looks and engineering.

“Modifying an icon of motorcycling was not without its risks,” Giorgio admits. “But the Vyrus has remained unchanged for 20 years.” That’s good enough justification for us.

Although the two machines shown here look slightly different, the new bodywork is common to both. It’s essentially a series of polygons, and far removed from the swooping, organic lines we usually see on customs.

More precisely, it’s a type of ‘low poly design,’ a minimalistic style more commonly used in video game design and animation. The last time we saw this was on the BMW C evolution drag bike from Krautmotors, probably because it’s difficult to get right. “Low poly design is a challenge,” Giorgio agrees. “It’s a style that suggests shapes, but does not define them.”

Even if you’re familiar with the Vyrus platform, the kit is so well integrated it’s hard to see where the factory bike stops and the customization starts. And it turns out that the mods are very extensive.

Under the seat is a new pan, 3D laser-printed from a nylon-carbon fiber composite. That helps supports the carbon fiber upper bodywork, which despite the angles, is a monocoque one-piece.

Vtopia have also used carbon fiber for the front fairing, belly pan and front fender—and have installed a new carbon air intake, battery holder and air box too.

Partially concealed by the new belly pan is a custom exhaust, which can vary in layout. The exhausts are designed by Vtopia and manufactured in titanium by the Italian specialists Spark.

The Vtopia guys are comfortable with CNC machining too. So they’ve spun up new front and rear frame sections—in metal, for maximum rigidity—to pair up with the bodywork. There’s also a new aluminum fuel tank hiding under the polygons.

The bars are carbon fiber, fitted with Domino grips, and right behind them is a Motogadget Motoscope Pro speedo spliced into the standard Vyrus wiring. The lighting is another modern update, with LED units all round.

It’s one of the most extreme concepts we’ve ever featured, and won’t be to all tastes. But if you’re looking for an exclusive bike with blistering performance and traffic-stopping looks, a Vtopia Vyrus fits the bill.

The cost of the kit is €19,700, which is about $22,400. That’s a very reasonable price considering the level of engineering and the number of components. Just put a little extra aside to secure your own donor bike.

Vtopia Design | Facebook | Instagram | Images by Mattia Negrini Fotografo

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[DaveM]

Bike to the Future: Eight extrapolations of moto morrow

The world ahead of us is constantly changing with every passing moment and every decision made. The future is unpredictable, but that doesn’t mean we can’t wonder and try to see ahead, be that in hope or in despair. In this story from Iron & Air Magazine’s third Art & Design issue, we share eight interpretations of how motorcycles might survive in a world we don’t yet know.

The Obrella by Rafael Monterio Bicalho Nuclear war turned Earth into a remnant of the planet it once was. What was once called Japan is now known as ‘Eden.’ The Obrella is an ‘Extreme G’ motorbike, a high-speed machine that’s most commonly used by the ‘Boso Faction,’ a gang of individuals who pay homage to Japan’s Bōsōzoku culture not only through their criminal activities, but also by painting their motorcycles in vibrant and extravagant liveries, like the one seen here. [Rafael Monterio Bicalho | Instagram]

Bax by Shane Baxley In the not-so-distant future, we’re introduced to the BAX Moto MKIII, which single-handedly revives café racer culture; no one saw anything as aggressive or clean with clip-ons. The lines of the BAX Moto MKIII’s body make it look like it’s going supersonic when it’s at a stop.

While the front end uses state-of-the-art piggyback suspension, the rear uses a traditional monoshock setup, and Brembo brakes all around. The MKIII runs a race-slick rear tire, but it has a touring front tire so that it can be used daily, and its offset headlights and bold taillights make it hard to ignore at night. [Shane Baxley | Instagram]

Titaa by Kinson Chan & Rice Mak [Husky Design] An all-electric, two-piece, dual-purpose bike that can be used as a two-wheel moped or as a single-wheel, self-balancing unicycle that functions through somatosensory controls from the rider.

The Titaa’s front frame has fixed foot pegs and features a standalone battery pack to support long-range rides, and via an intuitive coupler, it easily attaches to and disconnects from the unicycle, which has a dedicated battery pack. Hidden foot pads fold out from both sides of the unicycle, which can be ridden sitting down or standing up. [Husky Design]

KTM by Julien Lecreux With two opposing mono swing arms, this conceptual KTM adventure bike is meant to take you to the wildest and strangest parts of ‘After Earth.’ The lightweight, nimble motorcycle can traverse any terrain with ease and confidence.

The saddlebags are designed to look like Jerry cans from World War II, and stored inside of them are extra batteries for long-range rides. A heads-up display projects on the windscreen, and there’s a handle on the crest of the bike’s center spine that allows the rider to hold on when going over the most desolate outer lands. [Julien Lecreux | Instagram]

Punch by Artem Smirnov A modern interpretation of the supermotos that ripped through the streets of Paris in the 1980s, the lightweight Punch is a compact electric bike with good ground clearance, long-travel suspension, quick handling and a top speed of 75 mph.

The Punch is most fun when it’s being ridden aggressively through overcrowded city traffic jams, and at the end of the day, the bike’s petite dimensions allow for easy storage inside cramped apartments, while its pair of quick-detach battery packs can be charged on standard outlets. [Artem Smirnov | Instagram]

Cern Ninja by Luigi Memola [EPTA Design] Orbiting the planet is a large satellite civilization known as ‘Callisto,’ which is the product of two asteroids that collided just outside of Earth’s atmosphere. On that satellite, high-performance jet motorcycle racing is one of the fastest-growing sports.

The best bike in the paddock is the ‘Compressed Engine Reactor Nucleo (CERN),’ which is a powerful, 600-pound jet-powered motorbike with electromagnetic suspension that’s capable of producing up to four Gs of force. Human riders were outlawed because their flesh-and-blood selves couldn’t handle the pressure, so they’re now replaced by remote-controlled avatars. [EPTA Design | Instagram]

Cobra by Christian Grajewski The year is 2036, and autonomous vehicles, artificial intelligence and the so-called ‘Metaverse’ have taken over our everyday lives. The most popular motorsports, ‘ROBO MOTO AI,’ is a street racing event where humans compete alongside the most advanced AI-controlled motorcycles. The controlling human and the motorcycle are symbiotic—like the relationship between dogs and humans.

When racing the first time, the AI learns from the human, and the human learns from the AI, and then the AI learns more about the human. The race splits in half; one half of the field is controlled by humans while the other half is former human-controlled motorcycles that have succeeded their masters. [Christian Grajewski | Instagram]

Puch by Christoph Sokol A modern reimagining of the 50 cc Puch Maxi introduced in the 1970s, the all-electric Puch e-Maxi is an urban moped with a fixed battery, removable power bank and range extender. An onboard artificial intelligence system anticipates the need to turn on the range extender or swap out a depleted power bank, which can be exchanged at any number of locations.

The seat is height adjustable but automatically retracts when not in use, and there’s an optional onboard screen to integrate with all available operating systems. [Christoph Sokol | Instagram]

Article originally featured in issue 46 of Iron & Air Magazine. Subscribe here.

Disclaimer: As these are only hypotheses of what could come, the vehicles shown have no official affiliation with any brands represented.

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[DaveM]

PIPEWRAPPED #005

Welcome to another edition of Pipewrapped, this week we checkout the latest creations from two of the industry’s biggest players, sample Triumph’s all new neo-racer, gear up for a Gas Monkey powered Isle of Man TT, find some beautiful handmade bike parts in regional Australia and watch, listen and learn to the bikers of the Buffalo Soldiers MC. Slaying the Socials The wait time on a WalzWerk...

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[DaveM]

Speed Read, February 20, 2022

It’s all about racing lines this week. We kick off with a BMW K-series café racer, followed by a classy Moto Guzzi Le Mans II, a sharp Buell Lightning S1 and a rare Rau Kawasaki GPZ1100. We finish off with a quick look at a MotoGP docuseries that’s hitting screens soon.

BMW K100 by Bolt Motor Co. The last bike we featured from Bolt Motor Co. was a no-holds-barred Honda CBX1100 built for a MotoGP legend. This BMW K100 doesn’t quite boast the same level of spec, but it’s still one heck of a looker. Which proves that even when the Spanish shop isn’t throwing everything plus the kitchen sink at a build, they still manage to crank out incredibly attractive machines.

‘Bolt #46’ was built for a customer that wanted something neat, tasteful and predominantly black. But before Adrián Campos and his team could make it pretty, they had to bring it up to spec. That meant an engine refresh with a few key OEM part replacements, and a full rewire.

From there, the crew tweaked the BMW’s stance by lowering the forks and installing a custom built Hagon shock at the back. The brakes were overhauled, and upgraded with new discs and Goodridge lines.

Cosmetically, the K’s changes are simple but effective. The stock tank and its ‘wings’ are still in play, but they’ve been modified slightly. The subframe is new, and supports a neat café-style seat, upholstered by Tapicerías Llop. There’s a short fender out front, and a custom made license plate holder mounted off the swingarm at the back.

The controls include Tarozzi rear-sets, and Highsider clip-on bars with Rebel Moto levers. There’s a whole array of Motogadget stuff too, like the grips, bar-end turn signals, switches and speedo. Other changes include an LED headlight in a custom nacelle, and a four-into-one exhaust system.

As per the brief, the K100 was painted in a mix of gloss and matte black finishes. Some well placed red striping breaks the monotony and emphasizes this K’s aggressive new look, while matching stitching on the seat adds a final touch. Top work from Bolt, as always. [Bolt Motor Co.]

Moto Guzzi Le Mans II by Classic Co. The Le Mans II has an iconic silhouette, but Spain’s Classic Co. went so deep on this build, that it’s barely recognizable.

The crew started with a 1981-model Le Mans II, then bored the motor out to 1,064 cc. It uses Asso pistons, new nitride valves, Porsche valve springs and a new camshaft. It makes 106 hp now, helped along by a new clutch and quick-shifter from ClassWorks, and a pair of 44 mm Lectron carbs.

The frame and swingarm are Classic Co.’s own chromoly design, and offer a significant weight saving over the original Tonti frame. There’s a degree less rake on the new chassis’ head angle, and an extra inch or so in the swingarm, so the geometry’s not quite stock any more.

Suspension components include 41,7 mm Marzocchi forks and new adjustable rear shocks. Classic Co. also fitted a stunning pair of 18” magnesium wheels from EPM, and a Lafranconi Competizione racing exhaust.

All the fiberglass bodywork is custom—from the fairing, right through to the tank and tail. It’s all finished in a green livery that is as striking as it is simple. Classy, no? [Classic Co.]

Buell Lightning S1 by Berrybads MC The Lightning S1 wasn’t the most obnoxious looking bike Buell ever built, but it hasn’t exactly aged well either. Thankfully the owner of this Lightning agrees. Which is why she took her bike to Kyohey Sugimoto, at the Japanese workshop Berrybads MC, for a café racer themed makeover.

Sugimoto-san ditched the Buell’s 90s styling through a crafty redesign of the bodywork. The most impressive change is the fuel tank—it’s actually from a BMW R nineT. And as you’d expect, it took a lot of massaging and slimming to fit.

A universal bikini fairing does duty up front, kitted with a new headlight behind a plexiglass bubble. The fiberglass tail section was lifted from a little Honda 125 racer, but it looks right at home here.

Other changes include new clip-ons, a custom exhaust system with a titanium muffler, an a smaller air cleaner. The bike’s also been lowered a touch, to make it more comfortable for its rider.

It’s a neat look for the Lightning S1, especially with the stark black and white finishes. But if you’re looking at it and thinking that there’s more that can be done, rest assured—the owner’s already planning the next set of changes. [Via]

For sale: Rau Kawasaki GPZ1100 Modifying bikes in classic racing styles is a growing trend, but it’s always nice to lay eyes on a proper vintage race bike. And this rare early-80s Rau Kawasaki GPZ1100 is very much the real deal.

Manfred Rau was a German frame builder, and a contemporary of the likes of Fritz Egli. His vision for the GPZ1100 included a nickel-plated tubular steel frame, that also used the Kawasaki engine as a stressed member.

The engine was tuned too, so that it could produce up to 40% more horsepower, and this one’s running a full set of Keihin CR carbs. Suspension upgrades were also a must; Öhlins rear shocks and Marzocchi forks on this particular GPZ. The Nissin brake setup here includes twin four-piston front calipers, gripping floating discs.

There’s nothing stock about the bodywork either, with a purpose-built fairing flowing into an alloy fuel tank and custom rear section. The sharp livery and the lack of a speedo (there’s just a simple tacho behind the fairing) give away that this bike was built for racing.

If it tickles your fancy and you have between $28,200 and $39,450 to burn, this GPZ’s about to go on auction at Artcurial. And if you need convincing, we’ll add that it’s been sitting in a German collector’s collection for the past decade—so it’s been well preserved. [Via]

MotoGP Unlimited docuseries While we don’t really go in for modern superbikes around here, we’re not immune to the wiles of MotoGP racing. So we’re stoked to see that Amazon Prime is launching a new docuseries next month, titled ‘MotoGP Unlimited.’

The series will reflect on the 2021 race season, purportedly in the style of Netflix’s ‘Drive to Survive’ F1 series. And what a season it was: Brad Binder’s win in the wet on slicks, Maverick Viñales’ mid-season team switch, Marc Marquez’s injury woes, Valentino Rossi’s final season, Francesco Bagnaia’s courageous title charge, and Fabio Quartararo’s cinching of that title.

Catch the trailer below, and let us know who you’re rooting for in 2022. [Via]

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[DaveM]

THE LAST SAMURAI: Suzuki Bandit by Tossa R.

They’re a class of motorcycle that you just can’t buy new anymore and not deemed ‘cool’ enough by most, some 20 years after the height of their popularity they’ve all but disappeared. The standard sport motorcycle was the bread and butter of any Japanese new bike dealer in the late ’90s, with names like the Honda Hornet, Yamaha Fazer, and Suzuki Bandit selling like hotcakes. They were so reliable...

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[DaveM]

Gold Medal: a Bultaco tribute from Café Racer Dreams

How many custom shops have built over a hundred bikes? A tiny handful. But the BMW R80 RT we’re looking at here is build no. 128 for the Madrid outfit Café Racer Dreams.

CRD started in 2010 under the tutelage of Pedro García, but is now run by Jaime Colsa. They’ve been averaging a steady ten bikes a year, with a strong emphasis on classic BMW airhead customs. Every now and then they like to mix things up, and in this case, have built a very unusual tribute to the Bultaco Frontera 370 Gold Medal.

Most folks will know Bultaco for its trials, motocross and enduro bikes, which peaked in popularity in the 1960s and 1970s. Flat track racers may recall the popular ‘Astro,’ too.

But this R80 RT is a tributo to the lesser known ‘Gold Medal’—a version of the mid-70s Frontera enduro bike.

That explains why we couldn’t identify the tank on this quirky machine. “The only change to the gas tank, with its original cap bearing the distinctive ‘thumbs up’ and even the rubber lid of the toolkit, is the BMW logo,” the CRD guys say.

The front fairing and the headlight are also from the Frontera, and painted to match the 1976 original.

BMW’s hefty tourer is an unlikely candidate for a go-anywhere machine, but the mods applied by head mechanic Marcos Castro have transformed it. CRD claims a 100-kilo weight loss, and losing the heavy bodywork must have contributed a big part to that.

The new front end will also help. CRD have grafted on a set of 43mm Showa USD forks, plus four-piston Tokico radial calipers and 320mm discs. Twin Hagon shocks now support the rear end.

The stock rear frame is gone, with the shocks leaning forward to hook up to the back of the main frame. A custom pan extends out to support the minimalist seat, which is covered in 4mm buffalo hide.

There’s also a panel of sheepskin hide to provide extra grip; there’s no sliding around, motocross-style, on this perch.

The engine has been refurbished and refinished in black, looking even better than new. The rebuilt Bing carbs have been Cerakoted to match the color of the bodywork, and the intakes now sport K&N filters.

At the other end of the combustion process, the headers are now terminated with stubby, lightweight SuperTrapp mufflers.

The cockpit is finished off with Renthal bars, vintage-style Domino grips, and bar-end Highsider mirrors. The cabling is from Tarozzi, and there’s a smart new LSL brake reservoir.

Motogadget supplied the Motoscope Tiny speedo—flushed into a machined aluminum yoke—as well as m.switch mini controls and mo.blaze indicators.

It’s an intriguing build and well left-of-center, even by the standards of BMW airhead customs. But it also performs, no doubt helped by the Continental TKC80 rubber—as the action shots show, with Spanish journalist Sergio Romero riding.

Plus, anything that tips a hat to classic 1970s Bultacos gets the tick from us. Well played, Café Racer Dreams.

Cafe Racer Dreams | Facebook | Instagram | Images by Jaime de Diego

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[Vector]

Very cool but I'd prefer the Bultaco.

 

[DaveM]

Cubus: A blocky custom Suzuki GN250 from Slovakia

Slavo Danko’s one-man custom motorcycle shop has the most appropriate name in the biz: Free Spirit Motorcycles. He marches to the beat of his own drum, building bikes purely for the satisfaction of it, with no-one telling him what to do. Which explains why this Suzuki GN250 took almost four years to build, went through three different designs, and looks like nothing else out there.

Based in the small village of Zohor, just outside Slovakia’s capital, Bratislava, Slavo works as a business strategist for a major advertising agency. But on Thursdays and Fridays he builds bikes, often aided by his son, Matúš.

“He helps me when he can, but he’s more like an opponent,” explains Slavo. “Since FSM is just a one-man show, I need a buddy to give me a second opinion—and Matúš is a product designer, so his opinion is valuable. I need that tension and positive discomfort to push things forward.”

Slavo certainly pushed things forward on this project. All that remains of the Suzuki GN250 is its engine, some of its frame, and the front forks, brake and wheel hub. Everything else was scalped from elsewhere, redesigned or built from scratch.

Getting the Suzuki’s stance right was high on the list, so Slavo started by sourcing a pair of 17” rims from a Suzuki DR-Z400 supermotard. He laced them up to the GN250’s front hub, and a rear disc brake hub from “some Italian bike” that he had lying around in his workshop. The stainless steel spokes were custom made by craftsmen in the small Czech town of Hvězdonice.

Slavo fitted more supermoto bits: a set of Dunlop Mutant tires, and the swingarm from a Husqvarna SM 125. “It accomplished two things,” he explains. “It extended the entire bike so that it didn’t look so settled, and it got rid of the two rear shocks that didn’t fit into the clean design I had planned from the beginning.”

Executing that clean design ended up being the toughest part of the project. Slavo had started with a 2D sketch, but soon realized that “reality is 3D, not 2D.” Which is why it took so many tries to get it right.

Each time, Slavo would alternate between fabricating a frame to anchor the bodywork, and building cardboard mockups of the various pieces. He hit pay-dirt on his second frame and third cardboard mockup—so he started over one more time, and built the final frame.

Hiding underneath the bodywork is a lattice frame design that not only supports the floating seat, but holds all the electronics too. Packed in there are a Motogadget mo.unit control unit, a Lithium-ion battery and the Suzuki’s OEM electric bits.

The body looks like a monocoque, but it’s not—the tank is actually two separate pieces, that fit together with the seat like a giant Meccano set. Slavo used a combination of old and new techniques to create the aluminum bodywork, by CNC-machining some parts and hand-forming others. Then he welded everything up, and ground away at the welds until the whole arrangement looked seamless.

The seat attaches by sliding into the gap between each fuel tank’s side plate, and bolts down with just two fasteners. It’s padded with a few layers of rubber foam, and covered with a perforated synthetic leather. An integrated LED light at the back caps it off, covered by a plexiglass lens.

Slavo echoed the tank’s design lower down by CNC-machining a matching cover for his custom-built muffler. “I had to learn how to design in 3D software,” he tells us, “so as not to bother Matúš with every single detail. It completely changed my life—from then on, I was able to implement my ideas immediately!”

There’s more CNC work and visual trickery in the cockpit. The handlebars look like one piece, but they’re actually a split design, mounted to custom yokes. An aluminum dashboard holds a Motogadget speedo and the bike’s dummy lights.

Slavo fitted Motogadget switches, grips and bar-end turn signals too, but couldn’t find a throttle that would fit cleanly with them. So he made his own to perfectly match the switch housing diameter—then he made a matching ‘collar’ for the clutch side, and machined his own levers.

Even the headlight is custom… mostly. Slavo bought a CE-approved headlight, CNC-machined a new housing for it, and rolled the outer cover out of aluminum. The front fender was made in the most old school way possible: using a hammer, sandbag and English wheel.

Slavo went so far as to build his own fuel tap system, so that he could keep the tank looking sano. Hidden underneath is an electro-magnetic valve that opens when you switch the bike on via its keyless RFID ignition. There’s a manual override too, just in case.

Naturally the Suzuki’s motor was rebuilt too, and treated to a matte black coating, a new Mikuni carb, a hydraulic clutch and a custom oil filter cover. Slavo credits Vagabund Moto for their advice here—and Cognito Moto for the bike’s new foot pegs.

For the final finishes, Slavo wanted to show off the metal without it oxidizing. So he scuffed it up with a Scotch-Brite pad, and used a clear Cerakote coating to protect it.

Dubbed ‘Cubus’ for obvious reasons, the Suzuki GN250 is a huge step outside Slavo’s comfort zone. He admits that the unconventional, geometric aesthetic won’t appeal to everyone… but he’s not too fussed.

“You can take the paved road and do slight customizations with expensive and fancy parts, and make dozens of those to please every bike lover. Or you can take the hard road: be bold and be yourself, but be ready for polarized opinions. I would never be able to make a copy of another bike—that would be a waste of my time on this planet.”

Free Spirit Motorcycles | Facebook | Instagram | Images by Jakub Klimo | With thanks to Tim Huber

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[DaveM]

MEXICAN MAULER: BMW GS Adventure by Concept Racer.

There is a universal truth that riding a motorcycle may not keep you young of body, but it certainly keeps you young at heart. We all suffer the corruption of the flesh, and nothing speeds that up like crashing your bike, but find any old folks who still ride two-wheels and you’ll discover a youthful passion for life and machine. And custom bikes need not be any different, sure you’re probably not...

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[DaveM]

Monocoque Magic: A rare Hagon Yamaha HL500 motocrosser

We all know Hagon for their shocks, often fitted to the custom motorcycles that grace these pages. But company founder Alf Hagon’s story goes much further back. Before he launched the successful suspension brand, he competed in speedway and grasstrack racing—and built some pretty sweet bikes.

Most notably, he’s credited for creating the first aluminum monocoque motocross frame. Built for British motocross legend Vic Eastwood in 1977, the Hagon Yamaha was powered by a Yamaha TT500 motor, bored out to 540 cc. Only a handful of these frames were ever built… and you’re looking at one of them.

It’s owned by our friend Dirk Oehlerking, better known as Kingston Custom. Or at least, it was owned by Dirk, because he’s just sold it to a customer after 38 years of ownership. That’s right—he bought this Hagon Yamaha way back in 1984.

“The bike was already very well known at that time,” he says, “and very, very rare—this was the only one in Germany. I bought it for about €8,000. For comparison, a KTM, Maico or Husqvarna was about €2,500 at the time, and the Japanese manufacturers were priced much lower.”

“The bike was very far ahead of its time, and I was winning motocross races with it in the 80s. It outlasted all the other bikes I had throughout my career—and I had many. I raced motocross and enduro for over 30 years, so I owned about 38 motocross and enduro bikes.”

“I have not let her out of my sight since that time. It was on display in my Yamaha store back then like a sculpture, and locked with a safety chain. When I quit the store in 2010 to build custom bikes, I hid it.”

Dirk’s Hagon Yamaha originally came with Maico forks and wheels, and a Yamaha HL500 motor, but it’s evolved over the years. The biggest chunk of work happened last year, when he gave it a full top to bottom refresh—starting with an engine rebuild.

The Yamaha single was bored out to 535 cc, and kitted with SR500 clutch cover and a Mikuni carb. The stainless steel exhaust system is custom, fabricated to Dirk’s spec by Hattech in Germany. Power output now sits at 40 hp—not bad for a bike that weighs just 106 kilos [234 lbs] wet.

Dirk also made some changes to the Yamaha’s running gear. It still has its Maico forks, but the rear shocks were swapped out for a set of YSS piggyback models a few years ago. The rims are from Excel, and are laced to the original Maico hub in front, and a Honda hub out back.

This particular Hagon Yamaha has the rare distinction of being street legal too. Dirk made the necessary changes back in 1995—a mammoth task, given Germany’s uber-strict TÜV regulations. So this motocrosser has a headlight, taillight, bar end turn signals, and space to mount a license plate.

Up front are new Fehling handlebars, LSL grips, and basic vintage-style switches. An off-the-shelf speedo and a single mirror help keep it road-ready.

The bike was also treated to new bodywork during last year’s overhaul, in the form of vintage plastic motocross fenders, a new headlight nacelle and a new perch. The tank is original, because, if you hadn’t noticed, it’s part of the monocoque chassis. So the bike needed a full tear down before it could be repainted.

It’s now draped in a fresh coat of yellow with period correct tank graphics. But as great as the paint looks, it’s almost overshadowed by the gleaming aluminum frame—which still has Hagon’s original stamps on it.

Despite the love that Dirk poured into the bike, and the amount of time he’s owned it, he finally brought himself to part with it last year. “One day a customer called me and asked me for advice,” he tells us. “He wanted to buy a vintage enduro.”

“He was thinking of Maico, KTM, Husqvarna, Bultaco and co. I advised him against these bikes and asked him what really mattered to him. He wanted a vintage enduro that was special, something he could take to Wheels and Waves in Biarritz.”

“I said I’d get back to him. Then suddenly I had a brilliant idea: the hidden Hagon would be just the thing!”

“I called my customer and offered it to him. He didn’t even know what it looked like, he just bought it blind. Because I was so passionate about this bike, he knew he had to have it.”

We’re just a little bit jealous. How about you?

Kingston Custom | Facebook | Instagram | Images by, and with thanks to, Marc Holstein

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[DaveM]

Six photosets that nail the art of moto photography

It was 2008 when I started kicking around the idea for Bike EXIF. I wanted to showcase the best bikes from the best builders, with images to match. But in those days, good motorcycle shots were hard to find online.

High-quality photography was the domain of product and magazine specialists, and there was no business model for releasing work to websites. Within half a decade, that had changed rapidly.

Smart custom shops realized that images sell bikes and build reputations. After all, if you’ve invested hundreds of man-hours and thousands of dollars of parts in a build, walk-around snaps taken on a five-year-old Samsung Galaxy aren’t going to impress anyone.

Today, some builders have photography skills to match their fabrication skills and shoot their own bikes. But for others, it’s never been easier to get appealing images.

Mirrorless cameras with good APS-C sensors are affordable, image processing software and filters are easy to use, and inspiration is everywhere on social media. But even as the barriers drop, there is still an upper echelon of truly skilled professionals that have the eye and the equipment to deliver astounding results.

Most of these men and women have developed a subtle signature style and don’t restrict their work to motorcycles. But when they shoot a bike, magic happens. Here are a few of our favorite images featured on Bike EXIF in recent years.

Moto Mucci Husqvarna TE 570 by Jenny Linquist Photographer Jenny Linquist and builder/designer Dave Mucci have graced the pages of Bike EXIF on multiple occasions, and for good reason. Dave is a mainstay in the contemporary custom scene, and Jenny’s skills are apparent in every one of her photosets.

Documenting Dave’s Husqvarna TE 570 is one set that stands out in particular: the brutal lines of a concrete bridge contrast with the clean curves and radiuses of Dave’s Husky. There’s careful craftsmanship in both the bike and the images.

[More | Moto Mucci | Jenny Linquist]

Huge Moto x Zero Motorcycles by Aaron Brimhall What is there to say about Aaron Brimhall that hasn’t already been said? He’s got the Midas touch, and it seems like every tap of the shutter is a hit. This explains why he’s a hot commodity, and why this set from Huge Moto x Zero makes its way onto our list.

Simultaneously natural and synthetic, this set communicates the bike’s familiar yet forward-thinking aesthetic. It’s a taste of a hopeful future, where we get more of the good and less of the bad. Techno-optimism on display.

[More | Huge Moto | Aaron Brimhall]

Ronin Pikes Peak by Brandon LaJoie When Magpul founder Mike Mayberry revealed the Ronin Project after the demise of Buell, the world was paying attention—especially to the incredible visual content that was being created alongside the bikes. Then came Oishi Yoshio, a Ronin purpose-built to take on the mighty Pikes Peak.

On race day, Travis Newbold captured the second-fastest time up the hill, beaten only by a factory-supported Honda CBR1000RR.

Thankfully, Brandon LaJoie was there to document the heroics, and produced simple, yet stunning, images of this very special machine. These pictures capture a battle-hardened warrior at rest, and we can almost feel the heat rising off the engine as we stare at them.

[More | Ronin Motorworks | Brandon LaJoie]

Titan Motorcycles BMW R50/3 bobber by Klemens Koenig When Klemens Koenig’s photoset for Titan’s R50/3 hit the internet, our jaws almost hit the floor. The motorcycle alone is a sight to behold, but stick it in the foreground of this truly epic Austrian Alpine backdrop and you have magic.

We’re not sure if it makes us want to shoot more photos, get out and ride, get the wrenches spinning, or simply stare in awe.

[More | Titan Motorcycles | Klemens Koenig]

Earle Motors Ducati Alaskan by Chris Thoms There’s something inherently beautiful about a machine that was designed and built for a purpose—especially when someone who understands that beauty is behind the lens of the camera, and is willing to go to the ends of the earth to capture it. That’s just what Christopher Thoms has done in this photoset of Alex Earle’s Alaskan ADV build.

Alex and Chris ventured into the Alaskan wilderness to test the timbre of the redesigned Ducati Scrambler—and themselves—and returned with these stunning, otherworldly images.

[More | Earle Motors | Chris Thoms]

Yamaha SR500 by Auto Fabrica Auto Fabrica is one of those shops where the talent extends far beyond design, engineering, and machining. Not only did they build this remarkably elegant and stripped-down Yamaha SR500 scrambler; they also photographed it—and photographed it beautifully.

The sunny, beach-going vibe of the photoset is the perfect backdrop for this lust-inspiring build. Because often, getting a great photo means getting out of the way of the subject, and giving just enough subtle context. The beach is synonymous with carefree and fun, and this beautiful little scrambler is your ticket there. The adept hands at Auto Fabrica know just how to communicate that.

[More | Auto Fabrica]

Article originally featured in issue 42 of Iron & Air Magazine. Subscribe here.

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[DaveM]

STEALTH STREETFIGHTER: Futuristic Yamaha GTS1000.

For all of the wild advancements in motorcycle technology over recent years, the basic infrastructure remains very much the same. Every now and then one of the major manufacturers tries to shake things up, but rarely if ever do those changes stick. In 1993 Yamaha introduced a motorcycle that was set to change it all, and like the rest, it didn’t. But nearly 30 years on, one very clever custom...

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[DaveM]

Speed Read, February 27, 2022

A Suzuki Bandit rescued in the Czech Republic, an immaculate Honda CT70H going under the hammer, and a wonderful Vincent discovery. Plus significant news on the Harley-Davidson apparel front, with Milwaukee’s first outsider collaboration in 119 years.

Suzuki GSF600 by Blackout Custom Design The Suzuki Bandit 600 is one of those solid, reliable roadsters that will keep going forever—if looked after properly. Unfortunately, this one wasn’t. The bodywork and frame were damaged and, worse, it’d been sitting outside in the rain and snow for a couple of years, slowly rusting away.

Most folks would have loaded the bike onto a trailer and taken it to the local wreckers, but the owner of this Czech machine decided to right the wrongs instead.

He took the Suzuki to Marcel Galuszka of Blackout Custom Design [above] and asked him to make a café racer with room for a pillion passenger. Along the way, the style meandered more into what Galuszka calls ‘brat tracker’ territory, but it shows how relatively few mods can transform the vibe of a bike.

Galuszka fixed the bent frame, built a new rear section, and repaired and remodeled the tank. The new stepped seat is commodious yet unobtrusive, and much more attractive than the massive unit on the stock Bandit.

On the electrical front, there’s LED lighting all round—including a sharp new headlight—plus a neat Motogadget speedo. The electrics are all tucked neatly away under the seat, concealed with simple side panels.

The rest of the bike was restored and refreshed, with extensive powdercoating, and subtle updates are scattered throughout. Excellent work on a donor bike with notoriously ‘difficult’ styling and in very dubious condition. [Via]

Harley-Davidson x Todd Snyder Times are certainly changing at The Motor Co. We’ve just seen the successful launch of two very competitive bikes, the Pan America and the Sportster S, and in the last quarter of 2021, sales rose 8% in North America—by far Harley’s largest market.

‘General Merchandise’ is one of Harley’s most profitable divisions, with reportedly even bigger margins than accessories and hard parts. And now, for the first time in the company’s 119-year history, Milwaukee has partnered with an outside designer for a clothing range.

Harley-branded clothing has always been ubiquitous, but rarely fashionable. And not all fans of the bar and shield want to look like they’ve spent a week at Sturgis, or wear a ‘turtlezip’ sweater with giant stripes.

The designer tasked with bringing Harley’s satorial image into the 21st century is New York-based Todd Snyder, and his first release looks pretty crisp. Champion is the manufacturing partner, so quality should be good.

Why did Harley chose Snyder? Maybe it’s because his angle is ‘reinventing the classics,’ and he has a particular rapport with men in their 30s and 40s. He’s also known for successful collaborations.

As you’d expect, the collection leans heavily on heritage. The most expensive item is a set of coveralls at $498, which is pretty reasonable considering the cost of some high-end moto themed gear. Browse the collection here.

1970 Honda CT70H from the Iowa Collection Next month, Mecum is set to hold an auction of around 100 motorcycles at its Glendale, Arizona event. The centerpiece is the ‘Iowa Collection,’ a shipment of 19 bikes owned by Larry and Tim Molzen.

There are some truly fantastic machines in this collection, and most are in as-new condition with very low mileage.

This little CT70H caught our eye: finished in the rare Candy Emerald Green color, it is unrestored and has just 896 miles on the clock.

According to Mecum, the CT70H was “a small and agile trail-hopper that rose to popularity in the early 1970s for its compact design and efficiency … successfully marketed to tribes who preferred the RV and camping lifestyle.”

This is a 1970 model, so it has a four-speed manual gearbox rather than a three-speed semi-automatic. It also has fold-down handlebars and carrying handles built into the frame, making it easy to stow in the trunk of a car.

The collection has a strong emphasis on classic, trail-ready Hondas that will be especially familiar to our American readers, but there are some oddities in there too—such as a 1971 Sachs 125 Scrambler and a 1968 Rupp TT500 mini moto. Interested bidders can find more information here.

J. Shia finds a 1951 Vincent Black Shadow We love the stories behind bikes as much as the machines themselves. And stories don’t get much better than this one.

The multi-talented J. Shia runs Madhouse Motors, a Boston shop that specializes in motorcycle restoration, maintenance, and occasionally customization. She’s well known in the Massachusetts area, and in wider custom circles, for the quality of work coming out of Madhouse.

A few months ago, J. Shia was contacted by an older lady called Ruthie, whose husband Bill had passed away. Bill had amassed a superb collection of machines, some in need of restoration or repair, and it became J. Shia’s job to catalog the garage, cost up repairs, and present the collection for sale.

In the midst of all this, J. Shia spotted something on a shelf, hidden by an old t-shirt.

“I walked over, lifted up the shirt, and saw none other than the iconic black and yellow Vincent ribbon on a dusty black tank. I stared at it for a moment, then turned and asked Ruthie if she knew how or why that tank was there.”

“She shrugged and admitted that she wasn’t sure, but that maybe it was for one of the junk bikes Bill had in the basement.”

Continued here.

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[DaveM]

BLACK FURY: Royal Enfield Continental GT 650 by XTR Pepo.

Just in the last handful of years, the legend that is Madrid-based bike builder Pepo Rosell has built around 50 complete one-off custom motorcycles. It’s not only an incredible achievement and testament to the high demand for his bikes but shows quite clearly what a fine art he has made of this game. These are no bolt-on specials, but complete custom bikes, that somehow he still manages to turn...

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[DaveM]

Black Swan: Workhorse’s 90s-inspired Indian FTR 1200

Workhorse Speed Shop wowed us two weeks ago, with a retro AMA superbike-inspired Indian FTR 1200 specced to the hilt. But that was just one of two FTRs that Workhorse’s Brice Hennebert had been working on. We’ve now got a look at the other—and even though the bikes were built for a pair of brothers, they couldn’t be more different.

This one’s called ‘Black Swan,’ and it’s a brutal, carbon-clad superbike that takes cues from multiple sources. Brice’s mental mood board on this project included 90s sportbikes, contemporary MotoGP racers, and even the Porsches of the German tuning company, RAUH-Welt. Think of it as Batman meets Top Gun, only much more radical.

Brice first had the idea to build something in this vein several years ago, while racing at the popular Wheels & Waves festival. “I had the vision to build a sports bike for road use—really sporty, built like a GP bike,” he explains. “It’s deeply inspired by 90s sports bikes, all made from carbon fiber.”

“The owner of the bike gave me total freedom around the project. So, I pushed all the levels to my maximum. It’s pretty unique and the most complicated build I’ve done to date.”

Brice isn’t overstating it—there really is a lot going on with this build. The biggest visual change here is the carbon fiber body kit. It combines the fairing, tank cover and tail into one piece, and it was considerably technical to execute.

Working from his own concept sketch, Brice started by constructing a wire mesh around the stock bike. Next, he shaped the parts out with modeling clay—or at least, half of them. “I did not need to create a full symmetric body in clay, just one half of the bike as a master,” he explains.

“Once I was happy with the shape, I used a 3D scanner to pass the form to Formae Design who worked with me to refine the virtual model, create the full-body symmetry, and integrate all the accessories and fittings. Christophe at Formae helped me a lot with all the different components of the body.”

The next step was to 3D print a prototype of the one-piece body. It then went off to 13.8 Composites, where Robert Colyns recreated it in carbon fiber.

“As I’d decided to show off the carbon fiber and not paint it,” says Brice, “I gave Robert the freedom to choose the carbon weave that would look the best and still work with the design I had given him. After a few weeks of waiting, he came back with this hell of a piece. The whole body only weighs about 1.8 kg [less than 4 lbs].”

“Creating the bodywork was a major part of the build. It’s everything but practical, but I was determined to have a one-piece body.”

With the body ready to go, Brice set about implementing one of his quirkiest ideas. As a wink to classic sports cars, he added a pair of ‘eyelids’ that open and close over the OEM headlight. The system’s operated by two stepper motors, controlled by a custom-programmed Arduino controller.

“It may look simple and easy for some people,” says Brice, “but for me, that was quite a challenge.”

There’s a ton of fabrication hiding under all that carbon fiber too. This FTR 1200 has a hidden aluminum fuel cell, a one-off belly pan, and a custom made swingarm. Just like with his ‘AMA’ project, Brice called on Tim at Vinco Racing to CNC machine the components needed to fabricate all those bits, along with new yokes and chassis reinforcement plates.

The entire exhaust system is from Akrapovič, but it’s no off-the-shelf affair. Brice actually traveled to the exhaust company’s HQ in Slovenia to spec it, and only just made it back to his workshop in Belgium before the country’s borders closed due to COVID-19.

As we’ve come to expect from Workhorse, this FTR is loaded with ultra-desirable parts. Öhlins supplied a set of front forks and a custom piggyback shock for the back, both blacked-out to match the overall aesthetic. And Beringer came to the party with an ultra-light prototype braking system.

The hits keep coming with a gorgeous set of carbon fiber wheels from Rotobox, and a set of Dunlop Sportmax GP Racer tires.

Brice finished the build off with new clip-ons and grips, Beringer controls and tidy bar-end turn signals. Jeroen at Silver Machine Seats covered the seat in Alcantara, then upholstered the dash in the same fabric as a nod to hypercars.

Brice admits that it’s a totally nonsensical addition… but points out that it looks “hella cool.” And we can’t argue with that.

Brice’s other FTR 1200 build certainly stirred the pot, and Black Swan is likely to do the same. But we’re into it. It’s excessive, nostalgic and unapologetic… just the way we like it from Workhorse.

Workhorse Speed Shop | Facebook | Instagram | Images by Antoine Hotermans | With thanks to Indian Motorcycles Europe

Workhorse Speed Shop would like to thank Akrapovič, Dunlop, Beringer Brakes, Cerakote, Liteblox, Silver Machine, 13.8 Composites, Formae, Rotobox, Öhlins, Vinco Racing, JoNich Wheels, Rais3d, Sunblast, REV’IT!, Veldt Helmets and Flybike.

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[DaveM]

MONKEY BUSINESS: Honda Z100 ‘Donkey’ by Deus.

It was never meant to go into production, but such was the popularity of the Honda Z100 at the company’s Tama Tech amusement park, that it wasn’t long before the ‘Monkey Bike’ was soon on sale in dealerships around the world. From the original variant to the latest incarnation of the minibike, it’s an important reminder to all in this industry, that at the heart of two-wheeled success is always a...

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[DaveM]

Made like a gun, goes like a bullet: The BAAK GT Racer

There’s a lot to like about the Royal Enfield Continental GT. The styling is ace, it’s a doddle to ride, and running costs are minimal. It’s also a bargain—with extremely low pricing in most markets.

If the Continental GT has any kind of downside, it’s engine power. The parallel twin is smooth and easy to manage, but it’s also a little low on output—sending just 48 hp to the crank. That’s enough for some owners, but there are others who would love more oomph.

The French workshop BAAK has answered the call, with help from the American tuning wizards at S&S. There’s a necessary visual refresh too: five years after the launch, Royal Enfield is now exporting over 3,000 of its 650 Twins every month to international markets.

Adrien Bihel of BAAK explains how this Enfield custom came about. “It was originally commissioned, then we decided to add it to our catalog,” he says. “Two versions are available: the Racer and the better equipped Racer LTD.”

The LTD is the one with the S&S engine mods, and the one we’re looking at here. “We used a 865cc Big Bore kit from S&S, plus a camshaft and a reinforced clutch,” says Adrien.

This kit increases bore from 78 to 90mm, and raised-dome pistons increase the compression from 9.5:1 to 11.0:1. The new cam has higher lift and a longer duration, and helps lift engine output to around 70 hp.

The hefty factory mufflers are gone, with BAAK’s own stubby ‘Bobber’ items swapped in—which will save a few kilos, and boost power still further. The engine note is apparently much deeper than usual, but still under 100 dB.

BAAK have also fitted an airbox delete kit, which also frees up most of the space under the seat and lightens the look of the bike. It includes two air filters and an oil breather, plus a pair of black side panels.

The bulky stock battery has been replaced by a compact Solise lithium unit, hidden right under the seat, and new aluminum covers shield the air intakes.

To maximize the benefit of these mods, BAAK have installed a Power Commander V. It also keeps fueling smooth, and BAAK have programmed in a custom map. This is probably as far as you can push the 650 Twin engine without compromising reliability or drivability. “It accentuates the sportiness without falling into an arms race,” they say.

The suspension of the factory Continental GT is fine for commuter use, but a little soft and unfocused when you start pressing on. So BAAK have fitted blacked-out Öhlins forks, using new triples machined up in-house.

The brake system is upgraded to Beringer, for more effective stopping (and a luxurious feel). New 17-inch rims have been laced to the stock hubs, for better handling and tire choice.

Öhlins piggyback shocks hold up the new and very neat rear subframe and seat. “The seat is a custom job, based on our ‘short kit’,” Adrien explains. “The frame has been cut and shortened, and the seat is a prototype made by our saddlers. Commercialisation is on its way! It’s made of the same nice leather we use for other products.”

At first we thought the tank was modified, but it’s actually stock—an illusion created by a clever two-tone paint design. It’s the work of in-house designer Thibault and BAAK’s master painter, with the deep black and luscious orange creating a 3D effect.
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The more you look, the more details come to light: such as the LSL clip-ons, the minimalist turn signals, and the stubby front fender on a custom mount. The headlight with an integrated Daytona gauge is an especially neat touch, and will soon join BAAK’s extensive online catalog.

It’s one of the best real-world Royal Enfield customs we’ve seen lately. In Europe, BAAK can build one for you right now, and BAAK’s Los Angeles workshop is working on a version too—but keeping the factory fork this time. Interested parties, form a queue.

BAAK Motocyclettes | Facebook | Instagram

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