Custom Motorcycle Builds

[DaveM]

Creative differences: HB-Custom’s Suzuki Katana 750

It’s not unusual for creative types to butt heads with their clients over design decisions. That includes custom motorcycle builders too—which is why some of them prefer to work without a brief, and an elite few even refuse to take commissions at all.

HB-Custom’s Holger Breuer is usually happy to take some direction, but he does have his limits. And the owner of this 1983-spec Suzuki GSX750S Katana had a very particular direction in mind when he booked it into Holger’s workshop in Husum, Germany. But as soon as he got stuck in, Holger realized that the client’s concept wasn’t going to translate well into reality.

“It felt wrong to me,” he tells us. “But any discussion with him to change the design failed. The result was that he got the bike, his deposit and the design back.”

With the project stalled, the Katana’s owner sought out another custom shop to execute his vision. But after two weeks, he started doubting the quality of the new shop’s workmanship. He pulled the plug, and Holger got another call.

“I got the bike and the first payment back, but this time without the design brief,” he tells us. “Hurrah! The customer trusted me completely, and I was free to interpret the design my way.”

We’re glad the project came full circle, because Holger aced this one. He’s managed to massage some café racer style into the Hans Muth-designed sport bike, while still retaining just enough of its 80s quirkiness.

With less than 12,500 miles on the dial, there was no need to tear into the Katana’s motor. So the engine work was limited to a thorough clean up and polish, and a new digital ignition. The airbox was deleted in favor of a set of K&N pod filters, while the burly four-into-one exhaust system came from Cobra.

Holger also rewired the Suzuki, using a control box from Axel Joost Elektronik and a Lithium-ion battery from Acewell.

Moving to the running gear, Holger dipped the stock front forks by a couple of inches, and installed new YSS piggyback shocks at the rear. The OEM wheels are still in play, but they’ve shed their retro two-tone finish for an all-black vibe, and are wrapped in all-weather Continental ContiGO! tires.

Those tweaks have given the Katana a flawless stance, amplified by a clever reworking of its bodywork. Holger ditched the Katana’s distinctive fairing and bench seat, but kept its heavily contoured fuel tank. Then he fabricated an aluminum tail section to complement it, and modified the subframe underneath—liberating it of its passenger peg mounts in the process.

Up front are new clip-ons and grips, a Domino throttle, a Magura brake master cylinder, and a V-Trec clutch lever. The LED headlight and minimalistic switches are from Gazzini, while the speedo comes from Motogadget. Other bolt-on bits include new rear-sets and an off-the-shelf front fender.

Look closely, and you’ll spot a stealthy set of LED turn signals mounted to the forks, just above the bottom yoke. A removable license plate bracket (not pictured) hosts the taillight and turn signals out back.

This Suzuki might not carry the flat bone line that purists yearn for on café racers, but we applaud how cohesive it feels. And it’s got a tasty livery to match its svelte new silhouette; a deep grey, with red accents and period-correct Suzuki logos.

It’s also probably worth mentioning that the client not only had to hand creative control over to Holger, but that he also had to wait to see the final result. “My customers do not get any pictures from me during the build,” says Holger wryly. “So of course he was very tense.”

So how did he react when he laid eyes on his radically altered Katana for the first time? “He just beamed… and apologized for all the back and forth.”

HB-Custom | Instagram | Images by Emayat Wahab

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[DaveM]

ASPAR’S AMIGO: Honda CBX1000 #BOLT50 by Bolt Motor Company.

Pressure: we will all experience it at some point in our lives and even the greatest GP riders in history have told tales of almost indescribable nerves before a race. It’s probably what ended Stoner’s career and Mr. Rossi has admitted that despite his decades of experience, he felt overwhelming stress even in his last race. So, imagine the pressure then for a custom bike builder to be asked to...

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[DaveM]

Walt Siegl’s 1952 Panhead: a Modern Antique

A client in France left the door wide open for Walt Siegl when he asked the New Hampshire-based craftsman to build him “a Harley.” Over three years, Siegl turned a 1952 Harley-Davidson Panhead bobber into a masterpiece.

While he’s best known for his high-end, Kevlar-clad Italian exotics, Siegl has a fondness for hot rod bikes of the 30s and 40s—and a particular soft-spot for Panheads. “There’s something about the small cylinder heads and castings,” he says. “The design speaks to me.”

The fact that this particular Harley would be a daily-ridden émigré in France meant Siegl wanted to have full confidence in the bike before shipping it across the Atlantic. He found a solid 52 1,200 cc Panhead engine and sent it to his go-to Harley mechanic, Andrew Rosa of Rosa Cycles in Long Island, New York.

As Rosa started a top-to-bottom rebuild, including boring it out to 1,340 cc, Siegl went to work on the bike’s frame. Rather than using an aged original, he went with a reproduction wishbone frame—a faithful reproduction with original markings on all the castings, and an overall shape that allowed him to get the stance he wanted.

Siegl used as many stock-looking components as he could, trying to stay true to the look of the original bike and wanting his creation to pass as a lightly customized Panhead. The oil tank, battery, clutch basket, and starter system all had to be heavily modified to fit.

“It wasn’t easy,” he confesses with a laugh. “It took a lot of massaging of stock components to make them work with the modern systems.”

Siegl bought the bike’s gorgeous rear fender some 20 years ago in New York and has dragged it around ever since, waiting to find the right application. “It had the visual attributes I was looking for,” he explains.

He narrowed an aftermarket tank and adorned it with a vintage-looking Motogadget speedo (in kilometers per hour, of course). The pipes were sleekly and tightly shaped, and capped with a Knucklehead-style exhaust.

The leather-wrapped seat is based off an old Bates pan with a urethane cushion-shaped by Siegl himself. He also replaced the original front drum brake with a disc for added safety, and the bike’s 19-inch front and 18-inch rear wheels wrapped in narrow tires give the Harley an aggressive stance and a trim, built-for-speed look.

A stout, streamlined bobber three years in the making, this Panhead exudes a strong sense of confidence and highlights Siegl’s creative range and expertise.

While it’s not representative of the direction his company is heading, “It was a very, very enjoyable build,” he says, smiling. “But then, of course, I just love building bikes.”

Walt Siegl Motorcycles | Instagram | Words by Michael Hilton | Images by Gregory George Moore

Build specs 1952 Harley-Davidson Panhead Engine 1,340 cc Carburetor S&S Super E Transmission Early 4-Speed Primary drive Belt Ignition Electronic Fuel tank Narrowed Fat Bob Frame Wishbone reproduction Front fork Harley Springer Front brake Aftermarket disc Rear brake Drum Wheels Spoke, front 19″ X 325 mm, Rear 18” X 400 mm Seat Bates Sheet Metal, Spofford Upholstery

Article originally featured in issue 29 of Iron & Air Magazine. See it online here, or subscribe here.

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[Vector]

Gorgeous bike, I want that style but with a Shovelhead, best looking engine ever!

 

[DaveM]

Speed Read, March 6, 2022

We’ve gone global this week, with two-wheeled goodness from France, South Africa, Portugal and the USA. Our list includes a Triumph Bobber, a period-correct Triton, a custom electric Supermoto, and a new collaboration between Indian and Super73. We end off with a vintage dirt bike video from Age of Glory.

Triumph Bobber by BAAK Motocyclettes The Triumph Bobber looks classy as heck out the box—but that makes it tough to customize. Which is why a lot of builders opt to fine-tune it rather than overhaul it—and why the cleverest companies make bolt-on parts for it.

BAAK Motocyclettes are one such company. With headquarters in France and the USA, they’ve customized a bunch of Triumphs, and have a catalog stacked with Triumph-specific bits.

This Bobber features a tasteful mix of their parts, combined with sunny livery. Dubbed ‘Sacramento,’ it’s a homage to Californian custom culture (and their LA shop). And just about everything you see here can be replicated on your own bobber, with a credit card swipe and a weekend in the garage.

Starting up front, BAAK fitted their own Bobber-specific springer-style forks. A set of ‘BAAK No. 1’ handlebars do duty higher up, held by custom aluminum risers and fitted with Biltwell Inc. grips. Out front is a Bates-style headlight, with a Motogadget speedo sunk into it.

The switches are particularly cute; they’re BAAK’s own kit, held in place by leather straps. The team also installed a new cable kit (to accommodate the wider bars), and an underbar mirror.

Out back you’ll find a new BAAK seat, a new shock, and a leather cover blanking off the open part of the frame. The airbox has been deleted too, and the silencers have been swapped out. Oh, and the final drive’s been converted from a chain to a belt setup, too.

Added up, these seemingly small mods make a big impact on the Hinckley twin. And it’s hard to dislike that fresh white, yellow and black livery. [More]

Justin Steyn’s Triton This tidy Triton comes from Justin Steyn in South Africa, and took a whopping ten years to build. As Tritons go it doesn’t tread any new ground, visually, but that’s exactly how Justin intended it. He tells us that he first bounced some ideas around, but then “came to my senses, and decided to build her in a true, period-correct Manx style, from the mid to late 50s.”

The build is a tribute to the late Rhodesian racer, Ray Amm. He had the distinction of winning two classes at the Isle of Man TT in 1953, and bagged a number of prestigious titles at other events throughout his career. ’59’ was his number.

The Triton features a 1962 Triumph T120 650 cc pre-unit engine, fully rebuilt with new bearings, pistons and rings. It’s also sporting upgraded cams and lightened gears, with a Norton AMC transmission and Amal carbs.

The frame is a 1955 Norton Dominator Wideline Featherbed unit, and Justin’s quick to point out that it’s an original—not a replica. It’s hooked up to Norton Roadholder forks, fitted with new cartridge-type internals from Landsdowne Engineering. Morad Akront rims are laced to Triumph hubs, which have been machined for cooling and weight reduction.

Although the bodywork looks restored, it’s all new. The fuel tank, oil seat, number boards and fly screen were all hand-beaten from aluminum, and the exhaust is a one-off too. The custom tank strap is a combination of stainless steel and leather, and the seat’s covered in leather and Alcantara.

Justin didn’t go it alone though—Rob Godwin fabricated the bodywork, Kyle Harvey rebuilt the motor, and Alan Mendelbaum hand-painted the tank and number boards, in IOMTT regulation black and yellow. “I requested that he doesn’t try to hide the brush strokes,” says Justin, “to give the bike a more authentic feel.”

“South African British bike legends also worked on this bike: Peter Moody and Henry Kinnear, who have since passed and were well respected in the historic motorcycle fraternity.”

Finished off with a smattering of period-correct parts, this Triton is the perfect time capsule build. But despite spending a decade bringing it to life, Justin’s already sold it and moved onto the next project. [Justin Steyn Instagram | Images by Dom Barnardt]

Liion electric supermoto by Axiis Engineering Art The crew at Axiis in Portugal knows how to wield a CNC machine—the company makes a host of tasty parts for motocross and enduro bikes. Now they’ve stretched their abilities to the max, by building a whole motorcycle.

Powered by a 134 hp / 240 Nm electric motor of undisclosed origin, the Liion is a 133 kilo [293 lbs] supermoto four years in the making. And the good news is that Axiis are planning to put it into production soon.

The bike flexes the Lisbon-based company’s skillset in a massive way. The chassis and battery box are integrated for maximum rigidity, and the rear wheel is held by a stunning single-sided swingarm. The running gear is top-shelf; WP Suspension forks, an Öhlins rear shock and Brembo brakes.

All of Liion’s bodywork is custom too. Axiis created it by machining aluminum molds for the final carbon fiber parts to be shaped over. The design is svelte, minimal and purpose driven, and it’s clear that performance was top of Axiis’ check list.

One of Axiis’ founders, Luís Fialho, explains that their goals were rigidity, optimal weight distribution, a low center of gravity and a usable geometry. “The weight distribution is closer to what a sportbike uses,” he explains, “with 54% of the weight over the front wheel. The rider position is different from a typical supermoto, to be able to put more weight in the front and deliver all the power without flipping the motorcycle.”

Axiis are now looking into funding options, to make a commercial version of the Liion a reality. And we hope they get it right, because this thing looks wild, and we want to see a street-ready version of it. [More]

Indian eFTR Hooligan 1.2 Indian Motorcycle has just added a new FTR to their line-up, but it’s not what you might think. The American motorcycle company has teamed up with the American e-bike company, Super73, to offer a pint-sized e-bike called the eFTR Hooligan 1.2.

Using one of Super73’s popular pedal-assist electric bikes as a base, the eFTR Hooligan 1.2 adds a huge dose of FTR styling. Priced from $3,999.99 it’s not billed as a full-on electric motorcycle—instead, it’s pitched as a sassy urban runabout.

The 1.2 kW motor can get you up to a maximum speed of 28 mph (with pedal power), and can run either just with the pedals or throttle, or in multiple pedal-assist power modes. The removable 960-watt battery claims a minimum range of 40 miles while using just the throttle, and up to 75 miles in the ‘Eco’ pedal-assist mode. There’s also a faster “Off-road” mode for use anywhere that’s not a public road.

Everything’s packed into an aluminum frame, with inverted forks, disc brakes and 20” wheels. The styling’s on point, with BMX-style handlebars sporting a cross-bar pad, a tidy headlight nacelle, knobbly tires and a generous bench seat. The FTR-inspired paint job and Indian branding on the battery look at home here too.

Using an existing platform to create something that speaks to a wider audience is a clever ploy by Indian. They’ve realized that smaller EVs appeal to a different crowd than their regular clientele, and buying into something that’s already been developed beats starting from scratch.

Ultimately the eFTR Hooligan 1.2 is also an easy entry into the Indian brand, because you can ride it without a license in the US. Plus it looks pretty rad, and should be a hoot to dart around on.

We’d park one in the garage in a heartbeat… would you? [Indian eFTR Hooligan 1.2]

The Last Romantics by Age of Glory Is it riding season where you are yet? If not, this short film from the French motorcycle apparel brand, Age of Glory, should keep you encouraged until the weather warms.

Produced by Chez Moi Prod, the video reflects the company’s love for vintage motorcycling. It follows a dead simple formula too; there’s no cheesy blues soundtrack and not a single grinder spark, just some dudes hooning on vintage dirt bikes and looking fly. [Age of Glory | Chez Moi Prod | Images by Tom Tubiana]

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[DaveM]

IN THE BLACK: KZ1000 ‘RCM-574’ by AC Sanctuary.

There is an obvious curiosity about each and every custom motorcycle that is very rarely revealed. Just how much did the whole thing cost? Well, there is a bunch of reasons we don’t know the answer; protecting oneself from the wrath of a significant other, not wanting to reveal how much cash you have to splash around and workshops protecting themselves from unreasonable expectations.

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[DaveM]

The Survivor: A Harley Sportster hardtail by MB Cycles

You know you’ve been building custom motorcycles for a long time, when a bike you built two decades ago makes its way back into your workshop. That’s the story of this Harley-Davidson Sportster hardtail from MB Cycles. Or rather, it’s the story of its frame—because that’s the only original part left on it.

MB Cycles owner Martin Becker first built the Sporty hardtail for his brother twenty years ago, when he was just starting out. His brother eventually parked the Harley and moved onto other bikes, until recently, when he sold it back to Martin.

“It was in a bad condition and hadn’t run in years,” Martin tells us. “Everything was f-d up except the frame. But the cool thing was that the title had ‘MB Cycles’ listed as the manufacturer—this isn’t possible anymore nowadays.”

The frame had originally come from the Dutch frame builders, VG Motorcycles. “They do top replicas of old Harley frames, custom frames to order, and frames like the one I used on this Sportster,” says Martin. “This is their standard Sportster frame, with stock measurements like the old OEM hardtail frames.”

Martin stripped the bike down to its nuts and bolts, sandblasted the frame and stuck a 1996 Harley-Davidson XL883 Sportster motor in it. Once he’d cobbled together a rolling chassis of sorts, he parked it in his showroom to elicit a commission from potential customers. It didn’t take long for someone to bite—so Martin set about resurrecting one of his oldest projects.

To finish off the rolling chassis, he matched the hardtail frame up to a replica springer front end. Next he laced up a set of 16F/15R wheels, using hubs from a late 80s Harley Evolution model. There’s a two-piston Samwell brake caliper out front and an OEM Harley brake at the back, both running with Goodridge hoses.

The old Sportster motor has been refreshed—and beefed up. It’s now a 1,200 cc mill, thanks to new S&S Cycle cylinder heads and Wiseco pistons.

Martin also installed a Dynatek Dyna S ignition and S&S coils. The aftermarket CV-type carb and ‘fly eye’ style air cleaner are off-the-shelf items, and the exhausts come from BSL Products in Austria. The humble Sportster now makes 65 hp, which is 12 more than it did in 1996.

The worn-in look on the exhaust system is a theme that’s repeated throughout the build. Some parts have been finished in muted tones or made to look beat up, while others wear bona fide patina.

The fuel tank’s actually from the 1930s, borrowed from Martin’s own stash of vintage parts. It needed some mods to fit, but it still wears its original paint. There’s a modified Penz fender out back; a new part that Chiko’s Pinstriping painted to match the tank.

The aftermarket oil tank is new, but fits the vintage theme perfectly. Above it is a custom spring-mounted saddle, upholstered in leather from an old office chair. A tiny handmade front fender finishes off the bodywork.

Metal Skin Works handled the powder coating on the project, including the frame, which is done in a sort of matte metalflake effect. But despite the aged look of the bike, it’s packing a number of stealthy modern parts.

Up in the cockpit are tapered handlebars and fresh risers from ABM, attached to a burly top yoke from Wunderkind. They’re kitted with modern mini-switches, Kustom Tech controls and Biltwell Inc. grips. A Motogadget speedo sits discreetly to the left of the fuel tank.

The headlight’s a custom part, made by combining the internals of an aftermarket light with the housing of an OEM Harley fog light.

Martin also added Kellermann turn signals all round, with the rear units doubling as taillights. The footpegs are from Biltwell Inc., the license plate bracket is from Hippy Killer Kustom, and the chain guard is hand made.

Two months after he booked the job in, Martin was ready to hand the keys to this Sporty’s new owner. But she had changed her mind, and wanted something wilder to upstage her boyfriend and his MB Cycles-built Buell.

Martin put it on the market, and it was snapped up in no time by a friend and regular MB Cycles client. And we’re not surprised—as retro Sportster hardtail bobbers go, this is as good as it gets.

MB Cycles | Facebook | Instagram | Images by Riders Eyes Photography

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[DaveM]

CHUNKY TRUMPY: Thruxton 900 by Purpose Built Moto.

The Australian motorcycle adventure documentary ‘Wide Of The Mark’ showcased not only a spectacular two-week adventure but proved an average road bike can actually do some pretty cool things off-road with a few tweaks and the right tyres. Luckily for the customers of Queensland’s Purpose Built Moto, boss Tom Gilroy was also a producer and participant in the film. So, he’s taken the lessons he...

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[Vector]

NICE!!

 

[DaveM]

Low Rider, high praise: The Mooneyes ‘Best of Show’ Dyna

The most prestigious custom event in Japan is the Yokohama Hot Rod Custom Show, better known as Mooneyes. If you pick up a trophy there, it means you’re at the top of your game. And at the most recent show, the top award went to Takuya Aikawa of Sureshot for this skinny Dyna Low Rider.

This is not the first time Aikawa has enjoyed a short walk and a handshake at Mooneyes. He took out the ‘Best of Show’ award in 2019 with a 1968 Shovelhead—a very different build to this 1997 FXDL.

Aikawa has been running Sureshot since 2003, and is based in Chiba, just to the east of downtown Tokyo.

“Slender and skinny customs are the style of my shop,” he tells us. “I wanted to make a slender Softail-style frame for this machine, based on the Dyna frame with the evolution engine.”

He’s called this machine ‘DST’—an amalgam of Dyna and Softail. But turning the concept into reality was easier said than done, because it meant changing the twin rear shocks to to a monoshock setup, and installing a cantilever swing arm.

Aikawa-san first considered the structure of the frame. “I was pondering how to create a beautiful silhouette like, a rigid frame chopper,” he says. “I wanted to recreate the beautiful triangle that stretches from the neck to the axle shaft, on a bike with suspension.”

The factory Low Rider frame is thick, with a square main tube. It didn’t fit Aikawa’s concept, so he fabricated a new main tube. Other parts, such as the down tubes, are modified factory components.

Harley’s own Softail frames are pretty rugged, and not suitable for making skinny choppers. So Aikawa decided to use a cantilever aluminum swingarm, which is a very heavily modified Ducati S4R unit.

“It’s slender and beautiful, with a very organic design,” says Aikawa. “The structure, with the drive chain going outside the swing arm, feels ‘fresh’.”

A detachable swingarm, more akin to a subframe is on the opposite side, making it easy to change tires. And to emphasize the skinny frame, the underside of the seat unit has been made narrower than the frame itself.

Local specialist Studio Wokini upholstered the seat, and right ahead is the very visible monoshock. Originally designed for current Milwaukee-Eight softails, this shock was made by Racing Bros in Taiwan. It’s a most unusual placement (and piece of engineering), and probably tipped the Mooneyes judges into giving the bike the top award.

The suspension linkage is underneath the front part of the slim seat; the seat itself is mounted on the frame, and the rear fender is mounted on the swingarm.

Like the tail section, the tank was hand-made from aluminum—without any filler to smooth it off—with the heads of the Big Twin engine cutting into the base line a fraction. The candy orange paint was applied by Rod Design, with Rio Studio adding the logo and pinstriping. It’s a nod to Harley’s traditional racing colors.

The blacked-out 96ci engine is now running new pistons, 510-spec high-torque cams and a 4-5/8″ Stroke Flywheel from S&S Cycle. It’s visually cleaned up a little too, with fussy parts like the carburetor stay and breather hose either eliminated or concealed.

The engine breathes through a Screamin’ Eagle Keihin carb, and the high-set exhaust system was fabricated by Aikawa-san himself. A Dyna 2000i programmable ignition system keeps everything running smoothly, and power hits the back wheel via a hydraulic clutch and an Ultima open primary belt drive.

The wheels are much less familiar. The front is 21 inches, and the rear 18, the golden ratio size favored by Aikawa when making skinny choppers.

Both wheels are entirely original designs, machined up from five pieces at the front and four in the rear. The spokes are offset to one side and the brake calipers and hubs are contained within the width of the rims, in keeping with the slimline vibe.

At the front, the brake caliper is from Brembo, but the rotor is from the Italian company Braking—originally designed as an aftermarket part for Honda CBRs.

The forks have been narrowed with the help of new triple trees, and re-sleeved in aluminum for a minimalist look. Custom bars are integrated with the risers, and set deep between the fork tubes is a vintage fog lamp from a car—with a discreet nacelle above.

Aikawa only finished the Low Rider on the load-in day of the Mooneyes show. So he must have been relieved when media crews and other builders cheered as the bike rolled into the venue.

Did he have an inkling he might take home ‘Best of Show’? Who knows. But this beautifully engineered Dyna is a more than worthy winner.

Sureshot | Facebook | Instagram | Images by (and thanks to) Kazuo Matsumoto

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[DaveM]

SEVEN YEAR CYCLE: Ducati ‘Fuse’ by Revival Cycles.

As the custom scene matures, we can step back and reflect upon the people, events, and philosophies that have brought us to where we are today. An important part of that journey has been the contribution of Alan Stulberg and his team at Revival Cycles, who have a dedication to absolute perfection that has always raised the bar. A custom motorcycle for the Austin-based outfit is not just a form of...

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[DaveM]

Formosa: A Moto Guzzi Mille GT cafe racer by Rusty Wrench

The custom scene has evolved in myriad ways since we first launched Bike EXIF, but we’re still suckers for motorcycles that play on classic themes. This quintessential café racer from Rusty Wrench Motorcycles ticks all the right boxes, with clean lines, subtle upgrades and an immaculate livery. Remarkable, when you consider that it started out as a busted up 1987 Moto Guzzi Mille GT.

And that’s putting it mildly, by the way. The Guzzi rolled into Rusty Wrench’s workshop in proper barn find condition; its frame was bent, half its seat was missing and it was buried under dust. So the Portuguese crew truly performed a miracle to get it looking this tight.

For starters, some key parts were so damaged that they had to be scrapped entirely—most notably, the frame. Rusty Wrench transplanted the motor into an older Le Mans Mark III frame, then modified the subframe to suit their concept.

Next, the team rebuilt the Moto Guzzi’s worn-out motor. It looks factory fresh now with a delightful combination of black and polished finishes. The original Dell’Orto carbs run with DNA filters, and the exhaust system is from the Italian specialists Zard.

This Mille GT still wears its original wheels—resplendent in a gold powder coated finish and wrapped in modern Avon rubber. But its suspension is all-new, with a set of upside-down Suzuki GSX-R forks doing duty up front and YSS shocks out back. The forks are held in place by custom yokes, and feature a black diamond-like coating on the lowers.

The forks’ original fender mounts have been repurposed to hold a custom-made fender and struts. A pair of Tokico calipers lifted from a Yamaha R1 give the old Guzzi substantially more stopping power than it had in the 80s.

Higher up is a classic race-style fairing, mounted to an elegant hand-made system of brackets. Sitting dead center behind it is a handsome analog speedo from Motogadget, flanked by a Moto Guzzi-branded Motogadget RFID touch point for the keyless ignition system.

The switches, grips, and bar-end turn signals and mirrors are also from the German electronics company, as is the Bluetooth-enable mo.unit control unit that the whole bike’s been rewired around. The throttle and levers are Kustom Tech parts.

Another original part that managed to survive was the Mille GT’s fuel tank. Rusty Wrench adapted it to the Le Mans frame, then modified it slightly to suit the lines they were going for. It looks right at home here, and is equipped with a new filler cap.

The bodywork’s capped off with a hand-shaped aluminum tail cowl. The taillight’s mounted into a neat recess out back, while the license plate lives on a swingarm-mounted bracket further down.

Rusty Wrench designed the seat pan to be invisible, giving the seat the impression of floating between the tank and tail. Perforated leather and contrast stitching add another charming touch. Other upgrades include new rear-sets, and a custom-made reinforcement plate tucked between the frame rails behind the engine.

But this Moto Guzzi’s best attribute is its incredibly tasteful paint job. From the piano black base, to the classic Guzzi eagle and copper leaf striping, it’s flawless. Take a gander at the engine, and you’ll even notice that the fasteners are a mix of stainless steel and brass parts.

The final result is a far cry from the dirt-encrusted donor that first rolled into the Rusty Wrench garage. So the crew has named it ‘Formosa,’ after the picturesque Ria Formosa lagoon near their home base in Faro.

It’s a fitting tribute to the region—and to this resurrected Italian classic.

Rusty Wrench Motorcycles | Facebook | Instagram | Images by Paulo Teixeira

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[DaveM]

PIPEWRAPPED #006

Welcome to another edition of Pipewrapped, this week we check out a Ducati Sports Classic from the collection of one of the model’s biggest fans, get the first look at a wild Wankel from Mr. Hageman, find out if the all-new MT10 has what it takes for a Yard Built Yamaha, witness a win for an ex-MotoGP star on a very different machine and watch as an Indonesian workshop puts all the welfare rules...

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[DaveM]

Speed Read, March 13, 2022

Honda goes electric—sort of—and Indian launches a limited edition FTR to celebrate its flat track successes. We also take a look at a Vincent-powered beauty from the French artisans at Godet Motorcycles, and have news of The Quail Motorcycle Gathering…

Indian FTR Championship Edition It’s not often you get the chance to compare dozens of motorcycles side-by-side. But a few weeks ago I was in one of New Zealand’s largest showrooms, with new models from several brands displayed alongside a dizzying array of secondhand machines.

It was an illuminating exercise. Some of my preconceptions were confirmed, and many others were thoroughly debunked. But the machine I kept returning to was the Indian FTR 1200.

It just looked ‘right,’ with great stance and style, good paint and build quality, and none of the bloat that seems to afflict most American V-twins.

It’s now three years since the FTR 1200 was launched, so Indian has juiced things up with a new ‘Championship Edition.’ It’s a tribute to the all-conquering FTR750 flat track racer, and the cost is $16,499.

The mods go further than just a snazzy paint job, because the CE uses a mix of parts from the other four FTR models. The suspension is ZF Sachs, fully adjustable and with 150mm of travel front and rear. That’s the same as the FTR Rally model, and 30mm more than the Öhlins kit on the FTR Carbon.

The Championship Edition also gets the touchscreen and electronics from the existing S and R Carbon models, red frame paint, and a bunch of carbon fiber parts—including the seat cowl, front fender, airbox covers and headlight nacelle.

The red cast wheels are F19/R18, as opposed to the standard 17-inch fitment for flat track, but the rubber is Dunlop’s DT3-R, which apes flat track tread patterns in a road legal format.

It’s all rather appealing, but you’ll need to be quick to secure this FTR. Just 400 will be made. [Indian Motorcycle]

Greenger Powersports x Honda CRF-E2 The electric dirt bike market is niche, and shrinks even further on the youth end of the size scale. But if you have $2,950 to spare, you can now buy an electric CRF from American Honda.

The CRF-E2 is not technically a Honda production vehicle: it’s built by the SoCal EV specialist Greenger. But it has many of the hallmarks of a small-capacity off roader from Big Red, including an aluminum frame, decent suspension and quality disc brakes.

The CRF-E2 is an alternative to 50cc mini bikes, but can handle riders weighing up to 99 pounds—which is probably the average 13-year-old boy in the US.

The (adjustable) seat height is about four inches higher than a CRF50 though, at around 25 inches. Fortunately the CRF-E2 weighs a fraction less, at 48kg (106lb).

Output is 3.3 hp, torque is a useful 18.4 ft-lbs, and there’s a rider mode that can limit top speed to 10 mph until the young ‘un is used to the machine.

Run time is listed as two hours, which is probably optimistic for aggressive riders or hilly terrain. But if you stump up the cash for an optional extra battery, you can quickly swap that in to extend the fun.

Anyone who has owned a conventional petrol-powered dirt bike will know that engine maintenance can be time consuming, especially for two-strokes. So this could be a breakthrough product for the kids’ market. And there’s little noise, even less smell, and no gearshifting.

You can bet the other Japanese manufacturers will be watching this development with interest. [American Honda Powersports]

Godet Motorcycles Grey Lightning If you’re lucky enough to own a Vincent motorcycle, or are acquainted with the history of the brand, you’ll know of Godet Motorcycles. The French workshop is one of the world’s leading Vincent specialists and can repair, restore or even recreate virtually any Vincent.

Godet also have permission from Fritz Egli to reproduce his famous Vincent chassis, but for this ‘Grey Lightning’ build, they created their own chassis based on another Vincent design.

This project has been planned for a long time, and is loosely based on the ‘Grey Flash’ classic race bike.

According to shop foreman François Guerin, “Our dream for some years has been to put a twin engine into our Grey Flash. So we had a lot of discussions with the customer and finally, he let us do what we wanted.”

The ‘twin engine’ is Godet’s own 1330cc Vincent-inspired v-twin, which has around double the 70 horsepower of the original 998 cc Black Lightning—helped by Mikuni TMR 40mm carbs and a stunning stainless steel exhaust system.

The chassis is optimized for handling and riding comfort, and the front end features Vincent ‘girdraulic’ forks—with updated geometry, modern dampening and Godet’s own brake system. Godet also fabricated the bars and hand controls, footpegs, the fuel tank and saddle.

The grey-blue paint is not a color you often see these days, but looks sublime—and matches the Godet race bike. A jaw-dropping example of timeless style and clever updates. [Via]

The Quail Motorcycle Gathering is back After cancellations in 2020 and 2021, The Quail is scheduled to return to the lush green lawns of the Quail Lodge in Carmel, California. The date is Saturday, May 14, 2022 and more than 350 vintage and modern motorcycles, scooters and bicycles will be on display.

As well as the usual broad range of categories, this year’s featured classes include the Harley-Davidson XR-750, two-strokes, mini bikes and the BMW /5 series.

The MC will be long-time friend of Bike EXIF and founder of The Vintagent website, Paul d’Orléans. Roland Sands will be there too, since he’s been nonimated as the Quail’s 2022 Legend of the Sport.

It’s always a brilliant show, on a par with the best automotive concours events. Tickets for the day start at $55, which includes parking if you’re riding a motorcycle to the event.

A selection of food trucks will be providing nourishment and beverages, but you can also plump for a $90 Admission + Hospitality ticket that includes a buffet lunch in a private seating area.

If you’re within riding distance of California, get your tickets here. And if you’re not, the next best thing is this video recap of the 2019 show. Enjoy.

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[DaveM]

Streamlined: A French designer reimagines the Sportster

There are a million ways to customize a Harley-Davidson Sportster, so it’s tempting to look to those that have gone before for inspiration. But French designer Guillaume Radomski used an entirely different approach for this art deco Sportster. His cues came from classic aerodynamic vehicle design concepts—and the results are striking.

With a mood board made up of vintage automobiles, trains, and even land speed racing motorcycles, Guillaume pondered how that approach to design would translate onto the venerable Sportster. The streamlined Sportster that Harley-Davidson never built, if you will. Armed with 2D renders based off a simple pencil sketch, he looked for ways to bring his concept to life.

Based in Lyon, Guillaume is an experienced graphic, furniture and interior designer. But although he’s a total bike nut, he doesn’t have all the skills needed to build a custom motorcycle from scratch. So he assembled a dream team of craftsmen to do the heavy lifting.

Starting with a 1998-model Harley-Davidson XLH1200 Sportster and a plethora of technical drawings, Guillaume started farming out each job.

First up to the plate was master metal-shaper, Cédric Trenquier at Cévennes Rétromotors. Working from Guillame’s designs and cardboard templates that he’d created, Cédric set about forming the Sporty’s new aluminum bodywork.

His most distinctive pieces are the generous fenders; tastefully lined with rivets, they contribute greatly to the Harley’s vintage streamliner vibe. He also shaped the headlight nacelle, a battery cover, and an integrated rear housing that holds two vertical taillights. And he built the bike’s elegantly tapered fuel tank.

Cristophe Decombard from Eight Cycles tackled the rest of the fabrication, starting with a new tubular steel swingarm. He also built the handlebars, which mimic clip-ons but are actually integrated with the fork covers. The fender struts, brake caliper mounts, top yoke and bracket for the Lithium-ion battery are all his work.

Cristophe also took point on all the mechanical stuff—like rebuilding the motor and overhauling the electrical system. For the exhaust, he modified a set of Supertrapp headers and a repurposed Harley Breakout tailpipe to work together. And he took care of stripping the bike for paint, and putting it back together.

For the wheels, Guillame called on Metalsport Wheels to machine up a set of solid aluminum discs. Measuring 19” at both ends, they’re wrapped in Avon Roadrider tires. The brake calipers, discs and master cylinders are all Beringer Aeronal units.

Complementing the custom bits is a laundry list of tasty aftermarket parts. The air intake is a Kuryakyn Velociraptor unit, and blends with the rest of the design effortlessly.

Up top is a small Motogadget speedo, sunk into the top yoke. Other upgrades to the cockpit include new grips, micro switches, and Highsider bar-end mirrors with integrated LED turn signals. The ignition now sits just below the fuel tank on the left, suspended between the cylinder heads by a tidy little handmade bracket.

There are new footpegs further down, and a pair of rear LED turn signals poking out from under the seat.

Finishing touches come from Olivier Habault, who upholstered the seat, and L’Aero, who laid down the paint. It looks like a simple job, but it actually took multiple clear coats and much polishing to achieve the deep piano black effect you see here.

In fact, nothing on the project was quick and easy. Guillaume actually pencilled the first sketch for this idea four years ago—and estimates that 1,400 hours have been spent on realizing it.

But what’s really impressive here, is how cohesive the final product is. It’s a testament not only to Guillaume’s vision, but also to how well each individual craftsman’s work complements the next.

Let’s hope we see more from this dream team in the future.

Radom Design | Instagram | Studio images by Erick Saillet Studio | Outdoor images by Bertrand Bremont

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[DaveM]

SHOP BIKE: Triumph Thruxton by A&J Cycles.

No single manufacturer has been as committed to their retro range as Triumph, it’s not even close. Others have presented wonderful offerings, some exist solely as retro brands, but the Hinckley factory stands head and shoulders above the pack. But don’t think they’ve done it alone, a huge proportion of their success comes from a loyal customer base and incredible custom workshops who give their...

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[DaveM]

New Kid on the Block: Super73’s C1X electric motorcycle

We’ve had our eye on Super73 for a while. The Californian company’s electric bikes are cheeky and fun, bridging the gap between bicycles and motorcycles to focus on accessible two-wheeled mobility. Now they’ve cranked it up a few Watts with the reveal of the Super73 C1X concept.

The C1X is Super73’s bid to add bonafide electric motorcycles to their already popular e-bike range. So it doesn’t have pedals, can go 75 mph (claimed) and requires a motorcycle driver’s license to ride. Plus it looks rad, too.

Super73 designed the C1X in response to direct feedback from their customer base. They found that a third of their existing riders wanted to step up to a street-legal motorcycle. So while other motorcycle manufacturers are trying to figure out how to get new riders onto two wheels, Super73 are figuring out how to keep them in the fold.

Because it’s designed as a next step for riders already on Super73’s smaller e-bikes, the C1X is deliberately compact. It actually has similar proportions to their current flagship e-bike, the RX, and there’s even a nifty interactive tool on their website, that lets you compare your height to the bike’s size.

To get there, Super73’s design team started by researching current production motorcycles, to figure out what aspects of them stopped potential new riders from taking the plunge. A smaller overall footprint became one of their top priorities—informing many of their design decisions.

That’s why the C1X rolls on 15” disc wheels, rather than more common 17” hoops. The motor also sits just behind the swingarm pivot point, bringing the wheelbase down to 51” and eliminating potential chain slack issues. It’s an intriguing design, and one we’re curious to see in action.

We’re fans of the C1X’s visual design too. We’re picking up strong supermoto, flat tracker and BMX vibes, with clean lines and a fresh livery. The kicked up subframe is a neat touch, and the sleek LED lighting adds to the overall minimalism that Super73’s designers were clearly aiming for.

That chunky block in the middle hides the battery, and gives a hint to the C1X’s engineering too. Super73 haven’t revealed too much detail, but cite mass centralization as the reasoning behind the layout.

The company also hasn’t quoted any numbers beyond the 75 mph top speed, a 100 mile range and a fast charging system that’ll get the battery to 80% in less than an hour. Those numbers all carry the usual “results may vary” disclaimer, but they do help define who the C1X is aimed for.

This one’s an urban runabout, through and through—small, easy to park and probably a hoot to ride. Between its proportions and the typical twist-and-go convenience of an electric bike, it has all the convenience of a scooter but with far more street cred.

Super73 say that the design process for the C1X started over a year ago, but that it’ll probably be a while still before it’s ready to hit the market (they’re aiming for late 2023).

The C1X is a bold move from Super73, but we can see it paying off—provided that the price is right. There’s no word on that yet, but a refundable $73 deposit secures you a slot—which is far less cheeky than some pre-release deposits we’ve seen.

The C1X isn’t the only new model that Super73 pulled the wraps off of this week. Get a load of the new Super73 Youth Series—pint-sized e-bikes aimed specifically at kids. A $100 deposit secures you pre-order pricing of $995, and it’s is set to launch later this year.

The Youth Series is another response to existing customer feedback. Super73 realized that a lot of their riders had young families, and wanted to cut their families in on their hobby. This was highlighted even more during the COVID-19 pandemic, where families were suddenly spending more time together than usual—and had a need to get outside.

Specifically designed for children aged four to eight, the Super73 Youth Series features a motocross-inspired seat and adjustable foot controls, making it suitable for varying rider heights.

The styling is inspired by Super73’s existing e-bikes, and ramped up with BMX and motocross cues. It looks amazing in all of the four colors it’s offered in, and has us wishing Super73 would release an adult version of it.

Highlights include a lightweight aluminum frame that can easily be carried (any parent knows that that’ll happen a lot), and a removable battery. We’re also loving the flat track-style seat and two-tone fat tires, and practicalistas will surely smile at the sight of an inner rear fender.

Super73 have cleverly added red grip to the throttle control, to clearly communicate its usage to first-time riders. And the power is adjustable, so that parents can tailor it to their kid. Despite its size and intended audience, Super73 assures that it uses the same level of component spec as their other bikes.

One recurring theme in our recent panel discussion on electric motorcycles, was that the resistance to them is largely driven by petrol-fueled nostalgia. Another was that the growth of the market will be driven by younger riders—riders that are exposed to electric bikes at a young age, and therefore won’t have the same mental block. And Super73 clearly understand this.

Both the C1X and Youth Series are not only on point visually, but fill two very specific niches in the greater motorcycle market. We’re excited to see how this plays out—and we’re itching for a ride.

Super73 | Facebook | Instagram

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[DaveM]

CALIFORNICATION: Moto Guzzi California by UNIKAT.

At any one time, there are tens of thousands of custom bikes being built around the world, and for those entrusting their build to a workshop, there can be the full spectrum of experiences. As a customer, you’re not only handing over your bike and hard-earned money but leaving your dreams in the hands of largely unknown others. Usually, we focus on the end result and the bike itself...

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[DaveM]

Low, loud, and black: Motocrew’s 1979 XS650 custom

When we think of Motocrew, we think of sleek, muscular customs with a very modern edge. But sometimes it’s good to try something new, even if that ‘new’ is something old. And that’s what’s happened with Chris Scholtka’s latest build.

The full-time firefighter, part-time builder has taken a swerve with his latest creation. The style is familiar but beautifully executed, and designed to meet a very tight brief from the client.

The donor bike is a 1979 Yamaha XS650, and for most of its life, it had just two owners. “The second owner bought it from his best friend in 1981, and has ridden it ever since,” Chris tells us. “He handled it with a lot of care. The bike was in nice condition, and in some ways, too good to take apart!”

Chris describes the current, third owner as “a car guy living in Stuttgart.” He had three requirements for the custom build: the XS650 should be low, loud, and black all over.

Last November, with the wintry European nights drawing in, Chris started work. “The decision was to build a classic cafe racer,” he says. “After building more modern bikes, such as my BMW K100 and a Ducati 848, I was fired up to build a classic.”

That’s not to say this Yamaha is full of archaic technology. One of the biggest changes is a switch to Honda CBR1000RR forks, using a frame conversion stem from Cognito Moto.

Using a CBR wheel would make the transplant pretty easy, but Chris wanted to use spoked wheels all round. “The concept was to fit the biggest tires I could find—and fit legally.”

He located a company in Kiel that could make 3.0 x 18” rims, complete with an all-important certificate for the German TÜV. The rims were pressed and drilled specifically for the hubs, and wear chunky Shinko E270 rubber—tires with a modern construction but a traditional sawtooth tread pattern.

The front hub was problematic, but Cognito Moto helped out with a CNC machined black anodized unit. “It allowed me to put the wheel in without resorting to a spacer.”

It also meant that Chris could use the CBR calipers, which he’s matched to a new disc from TRW, Brembo brake pads and a Brembo brake cylinder. (The rear brake is stock, rebuilt.)

To get the low stance desired by his customer, Chris has used Touratech fork springs and Black-T shocks. “I got a custom setup for the rear, which fitted perfectly for the rider weight and ride height I wanted.”

Although the XS650 had been well looked after, it was still a 43-year-old bike. So Chris removed the parallel twin engine and stripped it down. He treated it to new pistons and replaced worn parts, then installed a new clutch before slotting it back into the frame.

The exhaust pipes sneak just under the Cognito Moto rearsets, and Chris fabricated the whole system himself, using 48mm tube. “I sawed it into 42 pieces per side, and welded it up. Trust me, it’s loud enough!” The overhauled carburetors are running larger jets to compensate.

New clip-on bars are finished with grips from regular collaborator Hookie Co., alongside new switchgear, turn signals and a glassless aluminum mirror from Motogadget—and a complete rewire.

A Motoscope Mini speedo sits in a 3D-printed fascia, the ignition system is keyless, and it’s all controlled by a bluetooth-enabled mo.unit box—including the 6.5-inch LED Puig headlight.

After modifying the gas tank with cutouts to retain the steering lock, Chris topped it off with a classy pop-up cap and shaped up a rear hump to fit the classic cafe racer design. It’s sitting atop a simple but effective new subframe, which also houses discreet lighting from Highsider.

Not many builders can switch styles with ease, so this is another feather in Chris’ cap. And we have to admit we’d love to put this machine in the EXIF garage—even if it would mean annoying the neighbors.

Motocrew Instagram | Images by kylefx

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[DaveM]

Plan B: STG Tracker’s cheeky Suzuki GN250 bobber

The Buenos Aires-based custom shop STG Tracker has a very specific style. The clue’s in their name—builders Marcelo Obarrio and Germán Karp have a thing for street trackers and scramblers. But they also like to shake things up from time to time.

This cheeky Suzuki GN250 bobber isn’t STG’s usual fare, but that didn’t stop them from having fun with it. The client that commissioned it only had a few requests, leaving the guys a lot of wiggle room. So they looked to the East, drawing inspiration from the Japanese chopper and bobber scene.

Ironically, the 1994-model Suzuki had already been customized as a street tracker when it rolled into STG’s shop. But since its owner wanted a change, Marcelo and Germán quickly stripped it down to its bones, effectively starting from scratch.

STG had built a similar looking GN125 bobber in the past, but that one still had its rear suspension. And Germán had built a few hardtail frames in the days before he and Marcelo formed STG. So on this project, they decided to take the best bits of their smaller GN build, but go all-in with a hardtail design.

The Suzuki’s frame was cut and rebuilt, with a rigid rear end that uses classic Harley-style chain tensioners. That left the front end sitting even higher than it does now—so STG hunted for shorter forks, with a bigger diameter than the spindly GN units. A Honda CBX250 setup did the trick.

Next, STG laced up a set of 19F/16R wheels to get the stance just right. The front wheel uses an old hub that was lying around the shop, with a vintage-style Imperial tire. The rear uses the OEM hub, and is wrapped in Dunlop D404 rubber.

The new forks and front hub didn’t play nice with the Suzuki’s disc brake, so some machine work was needed to match everything up. The other end still uses a drum brake, but it’s been refurbished with new shoes.

There’s some clever fabrication out back too, where Marcelo and Germán built a chain guard that doubles as a taillight and license plate mount.

None of the GN250’s original bodywork made the cut. Up top is a hand-made steel fuel tank, sporting a classic scalloped design and a seamless lower edge. It’s topped off with a knurled aluminum gas cap.

The only other bit of bodywork is the relatively generous rear fender. It’s mounted on a pair of custom-made struts, which are flanked lower down by a set of LED turn signals.

Up top is a slim spring-mounted saddle, made in-house and covered in leather. STG fabricated a faux oil tank just below it to hold the electrical bits, including the ignition.

The motor’s still stock, but it’s been treated to a proper clean up and sports a classy mix of black and polished finishes. There’s a new carb too, added for reliability’s sake. A pie-cut stainless steel exhaust system runs along the side, with just enough pipe wrap to mitigate the potential for burns.

There’s more custom work up in the cockpit, starting with a set of one-off handlebars. It wears Biltwell Inc. grips, and micro-switches with internal wiring. There’s no speedo either—just a small chrome headlight out front, mounted to a custom-made bracket.

Despite its fun-loving nature, this stumpy bobber features a high grade of finishes. The deep burgundy paint has just the right amount of sparkle, and is complemented by black powder coating on most of the hard parts, with a handful of shiny bits for contrast.

Thoughtfully designed and tastefully executed, STG’s take on Suzuki’s beloved commuter is as sassy as it is stylish. Not bad for a shop that supposedly doesn’t specialize in bobbers.

STG Tracker on Facebook | Instagram | Images by Darío Rodriguez

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