Custom Motorcycle Builds

[DaveM]

Speed Read, March 20, 2022

This week’s edition of Speed Read is loaded with new releases from major OEMs. We’re looking at Honda’s new Dax and Hawk 11, Yamaha’s new electric scooter and the Royal Enfield Scram 411. But first, a tasty Yamaha XSR700 flat tracker from Mellow Motorcycles.

Yamaha XSR700 by Mellow Motorcycles Yamaha’s Yard Built initiative is one of the longest running, and prolific, factory-backed custom programs out there. It consistently produces great looking bikes too—like this Kenny Roberts-inspired Yamaha XSR700 from Mellow Motorcycles.

“There are not many things in the world I like more than King Kenny Roberts and the ‘Speedblock’ design,” says Mellow Motorcycles’ Patrick Sauter. But this custom XSR, aptly dubbed ‘King Kenny,’ wears more than just a lick of yellow paint.

The German workshop went all out—redesigning the XSR’s bodywork and treating it a host of flat track-worthy upgrades. The new body kit consists of a one-piece tank cover and tail section, hand formed out of aluminum. There’s a 6.5 liter [1.7 gallon] reservoir hiding underneath, with the fuel pump squeezed in there too.

Mellow installed a set of lowered XSR900 forks up front, kitted with a pair of fork guards instead of a fender. The 19” Excel rims were laced up by HE-Motorradtechnik, and wear Dunlop’s perennial DT3 tires.

Up top are new flat track bars, equipped with Renthal grips and Magura controls. There are new foot pegs lower down, pod filters in place of the airbox, and an aluminum number board out front.

The high-riding twin pipes are from Racefit, and were specifically designed to play nice with the revised bodywork lines. Patrick affectionately refers to them as “rude, indecent and loud.”

Once the XSR was all buttoned up, the crew took it to the track to tune it for race conditions. “After a few laps you immediately feel safe on this bike,” says Patrick.

“The chassis is stable and predictable, and the engine has a linear power development. The bike acts completely un-agitated, and lets you find the exciting point towards the limit smoothly.”

The fact that it looks spectacular doesn’t hurt either, right? [More]

Honda ST125 Dax Good news for fans of pint-sized Honda motorcycles: the iconic Honda Dax is back! Bad news for American fans of pint-sized Honda: so far, it’s only been announced for European markets.

The ST125 Dax slots into Honda’s burgeoning retro mini-bike range, alongside modern iterations of the Monkey, Grom and Super Cub. It’s powered by the same engine as the Super Cub too—a 124 cc air-cooled single that makes 6.9 kW and 10.8 Nm, with a claimed top speed of 90 km/h [56 mph]. The four-speed transmission shifts via a centrifugal clutch, so there’s no clutch lever.

Just like the original Dax (or ‘CT70,’ if you grew up in the US), the new ST125 is built around a T-shaped pressed steel frame. The fuel tank’s housed inside the frame too, and carries a whopping 3.8 liters [approximately one gallon].

You get 31 mm upside-down forks up front and twin shocks at the back, with 100 mm and 120 mm of travel respectively. The Dax rolls on 12” cast aluminum wheels, with 180 mm of ground clearance and an approachable 775 mm seat height. And it weighs just 107 kilos [236 lbs].

It’s also damn adorable. Available in grey or red, it’s a dead ringer for its predecessor thanks to its chromed muffler, banana seat and mini-ape bars. The silver fenders are a nice touch, as are the chromed rear lights and passenger grab rail.

Modern touches include LED lighting, a round LCD speedo and ABS-equipped disc brakes.

Kudos to Honda for tugging at our heartstrings with another tastefully revived classic—and for putting a Dachshund in the official photos. With fuel getting more expensive and inner city parking getting harder to find, bikes like this make more and more sense each day.

Honda Hawk 11 More news from Big Red, who unveiled the new Honda Hawk 11 at this weekend’s Osaka Motor Show in Japan.

So far, Honda has only announced the Hawk 11 for Japan, and they haven’t revealed too many details about it either. What we do know, is that it’s powered by a 1,082 cc twin-cylinder engine—most likely borrowed from the Africa Twin.

The frame is a semi-double cradle arrangement, with 17” wheels at both ends. The riding position is sporty, with the chunky exhaust muffler mounted high to optimize lean angle (according to Honda). Clip-on handlebars are tucked in behind a sleek molded fairing, and Honda have already revealed a number of custom parts for it too—like the Moriwaki exhaust shown above.

Honda are clearly aiming for a neo-retro café racer design here, but we’re not entirely convinced. Parts like the fairing and lipped tail cowl look good on their own, but the overall design lacks cohesion.

Time will tell if the Hawk 11 will make it to European and American shores—and if it’ll be a hit or a miss. [More]

Yamaha Neo’s electric scooter Big brands are fast realizing that electric drivetrains make more sense in small commuter bikes, where top speed and range are trumped by economy. And that’s where the awkwardly-named Yamaha Neo’s scooter fits in.

Yamaha’s been at the electric mobility game for longer than most, having debuted their first electric scooter way back in 1991. The Neo’s (seriously, we don’t get it) is billed as being the electric equivalent to a 50 cc petrol scoot. So it’s aimed squarely at city dwellers that cover short distances at restricted speeds.

It’s powered by Yamaha’s ‘Integrated Power Unit’—which is essentially a direct-drive rear hub-mounted brushless electric motor, with an integrated braking system. It’s attached to a single-sided swingarm that also houses the motor’s primary control unit.

Output is listed as 2.06 kW for a 40 km/h [25 mph] top speed in ‘standard’ mode, with an ‘eco’ mode that cuts power to maximize efficiency. The battery is a 50.4 V / 19.2 Ah Lithium-ion unit, offering around 37 km [23 miles] of range. A second battery can be installed to double that, and each battery takes eight hours to charge fully.

It’s an attractive little scoot too. The design is modern enough to look fresh, but not so futuristic that you wouldn’t want to be seen on it. The twin LED headlights are a nice touch, and there are rubber moldings fitted around the edges of the Neo’s to prevent scuffs.

The petite Yamaha also comes standard with a keyless ignition, an LCD display and the ability to connect it to Yamaha’s proprietary smartphone app. With the app, you can do everything from check your vehicle stats and share your rides with friends, to find your scoot when you forget where you parked it.

Right now Yamaha are only launching the Neo’s in certain European countries. Pricing will vary, but in the UK it’s currently listed at £3,005—which is about a quarter of the price of their flagship TMAX maxi-scooter. [More]

Royal Enfield Scram 411 Royal Enfield’s latest offering is basically just a rejig of one of their existing models, but that’s not a bad thing. Meet the Scram 411—a variant of the marque’s quirky Himalayan dual-sport.

While the Himalayan’s 21” front wheel and ample suspension travel set it up as a plucky adventure bike, the Scram 411 is more of a modern-day scrambler. The front wheel’s dropped to a more street-savvy 19” diameter, with 10 mm less front suspension travel. Despite this, the bike’s ground clearance has only shrunk by 20 mm, putting it at a usable 200 mm.

The Scram 411 gets the Himalayan’s Harris Performance-designed chassis, and its 411 cc single-cylinder air-cooled engine. So it’s good for 24.3 hp at 6,500 rpm, and 32 Nm of torque at 4,000-4,500 rpm.

The visual changes are less subtle though. Park them next to each other, and the Scram 411 looks like a stripped-back custom Himalayan.

Gone is the latter’s high front headlight and peculiar front ‘crash bar’ design. Instead, the Scram 411 wears a compact headlight nacelle, and a pair of tiny ‘wings’ that flank the fuel tank. The original split seat is replaced by a one-piece unit, designed with comfort in mind.

The Scram 411 also gets a low front fender, new side covers, a different taillight and a redesigned grab rail. And it appears to share the Himalayan’s exhaust and bash plate.

Like most contemporary OEM-built scramblers, the Scram 411 is built for commuting in the week and hooning on the weekends. So Royal Enfield have pitched it at younger riders, with seven different liveries that take inspiration from “hip-hop cultures like skating, and night streets in cities like Tokyo and New Delhi.” In other words, it’s colorful—with a full range of apparel and rider gear to go along with it, naturally.

The Scram 411 is available right now in India, and will be rolling out to Europe and Asia Pacific regions next, before eventually making its way to the Americas. And yes—we’ll be nagging Royal Enfield for a test ride. [More]

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[DaveM]

BUMBLE-BEEMER: BMW R nineT ‘Bullet’ by ARES Modena.

There is a certain image that the general public musters in their mind when they think of those who work in the custom bike industry. A cool mechanic or creative designer, a beard, jeans and probably chugging on a craft beer. Ok, so they’re not completely wrong, but every now and then someone comes out of left field and infuses their unique background into a bike we know and love.

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[DaveM]

Be Different: Gas&Retro’s BMW R80 street tracker

One hallmark of a good custom builder, is the ability to put a fresh spin on a motorcycle that’s been customized a thousand times before. By that standard, Žiga Petek is at the top of his class. His take on the classic BMW R80 is refreshingly contemporary—a sharp street tracker that maintains very little of the original bike.

Žiga runs his workshop, Gas&Retro, out of an old barn in the small Slovenian town of Notranje Gorice. He’s been tinkering on bikes since he left high school, but only went full-time within the last three years. And he’s already developed a signature style—favoring modern designs with cohesive lines.

Žiga actually picked an old boxer for this project specifically because he wanted to prove a point. “I’d seen so many old BMW R-models,” he tells us, “and I had a vision to do something different than what I’d seen.”

“I suggested it to a friend of mine, Ales Peljhan, and he said he’s in. So we started looking for a bike to buy and found a 1989 BMW R80RT. We went to test it out… and after a few beers, we bought it.”

Once the bike was stripped down, Žiga set himself a challenge of changing as much of the donor bike as possible. All that remains now are the BMW’s engine, main frame, swingarm, wheels and rear brake. Everything else is either custom, new, or scalped from another bike—making this one of the cleanest bitsas we’ve ever seen.

The first piece of the puzzle was an old Honda FT500 Ascot fuel tank that Žiga found. With some creative cutting and welding, he managed to fit it to the bike.

Žiga turned his attention to the rear end next. Inspired by Husqvarna’s Vitpilen and Svartpilen designs, he aimed for a tapered silhouette that was pitched slightly forward. So he actually sourced a Vitpilen 401 taillight—then based the rest of his design around that.

Using an English wheel and a shrinker, he fabricated a tail section that integrates neatly with the fuel tank and Husqvarna light. It’s supported by a tubular subframe, with a hidden storage space underneath it. Mitja Bizjak handled the stylish seat upholstery.

This boxer’s also sporting Öhlins suspension at both ends, courtesy of two very different Ducatis. The front forks and accompanying Brembo brakes were borrowed from a Ducati 900SS that Žiga still plans to customize. The forks are fitted by way of a custom set of yokes.

The rear shock came from a newer Ducati Multistrada. And since it’s equipped with Öhlins’ electronic suspension adjustment system, it had to be ‘programmed’ to suit this particular build.

Žiga got started on the cockpit mods by sourcing a set of TRW Moto handlebars—but then the project stalled. “I couldn’t envision any more of the details,” he says. “The reason was probably because I was so focussed on the Husqvarna Vitpilen I had bought for the project that would eventually become ‘Yellow Arrow‘,”

“Ales wasn’t happy about it, but I promised him his bike would be even better than the Husky.”

Once the Vitpilen was done, the remaining pieces of the BMW began falling into place. Žiga sketched out a concept for a headlight nacelle with aero-style ‘wings,’ then turned to long-time collaborator, Blaž Šuštaršič of ER Motorcycles, to create a digital 3D mockup of it. Another friend brought his 3D scanner to the party too, to make sure everything would fit perfectly.

The final part was 3D printed, and houses an LED headlight from Koso and an integrated pair of Kellermann turn signals. Further back are a set of Brembo controls, a Domino throttle and Motogadget switches, with a tiny digital Motogadget speedo mounted just forward of the fuel tank.

Moving onto the final touches, Žiga fabricated a new two-into-one exhaust system, capped off with a Spark muffler. The airbox was swapped for a pair of DNA filters, with a new airbox cover that traces the fuel tank’s lines. The battery was relocated to a custom-made box behind the transmission, and the whole bike was rewired around a Motogadget mo.unit control box.

Žiga also installed new Tarozzi foot pegs, and made a small luggage rack for the back. A swingarm-mounted bracket holds the license plate and rear turn signals.

With everything in place, the bike was stripped down again for a solid engine refresh, carb rebuild and paint. “Paint is always a pain in the ass,” quips Žiga. “Because for me, it can f-k up the bike, or take it to heaven.”

In the end, he opted for a clean combination of grey and white—executed by Matej Mrzlikar and punctuated by striping in BMW’s classic M Power colors. The livery is complemented by a ton of black finishes, some tasteful Gas&Retro branding, and the iconic BMW tank roundels.

A small plaque on the battery box reads “BE DIFFERENT”; a well deserved slogan for this delectable neo-retro street tracker. “Ales saw that difference in the end,” says Žiga, “and was happy that he waited a bit more to get what he got.”

Gas&Retro Facebook | Instagram | Images by Rok Plešnar

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[DaveM]

MODERN MAKEOVER: 1972 Honda CB750 by JAX Garage.

Fifty years is a long time in any industry, but in a highly technical game like the motorcycle business, it’s an eternity. And can you believe this bike that sits before you is exactly five decades-old this month, Honda could never have believed people would still be riding the K2. In fact, so unsure was the big H about the CBs success, that they limited their investment in the initial production...

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[DaveM]

Muscle R2 by Cohn Racers: The ultimate Sportster special

The market for modified Sportsters is crowded. Most builders of repute in the USA know their way around the venerable platform, and the array of aftermarket parts is dizzyingly large. It takes something very special to stand out—like this custom-framed, limited production special from Cohn Racers.

The man behind the Florida workshop is Chet Perez, who was born into a motorcycle-mad household over 4,000 miles away in Madrid, Spain. His destiny was predetermined from an early age: “At four, I was already riding a Yamaha PW50. And when I turned seven, I started racing Trials.”

Chet always worked on his bikes, so he was gaining mechanical knowledge while most kids were watching Rugrats. Then he moved to the USA to study and spend a few years with Apple, until he realized the tech world was not for him. So he set up Cohn Racers in 2017.

It was a jump into the deep end. “You don’t know how hard it is to start a motorcycle shop until you actually do it. This is why I have so much respect for every other builder in the industry.” Fortunately a turning point arrived in 2019, when Chet revealed his Harley XR1200 Muscle R.

“It went absolutely viral on social media because people just loved it. Knobby tires, great suspension, great brakes and an American soul. With a V-twin motor that actually felt in harmony with the rest of the motorcycle.”

As Chet built more Muscle R bikes, he was testing improvements. “I started getting into engineering with a friend, Joan Mataro. We invested in 3D printers, scanners and software.” But the idea for the Muscle R2 remained the same: A Sportster that had real power, braked and turned, and had an elegant, mean stance.

Using a Peel 3D scanner, Chet and Joan scanned a rubber-mounted 1200cc motor from the latest XL Sportster model, plus the OEM frame and the frame from a XR1200. “These scans gave us a ‘mesh’ with millions of points. We developed a proprietary frame with an aggressive look that does not compromise comfort, and handles turns in a spectacular fashion.”

After virtual testing and simulation, Chet and Joan 3D printed several frames out of tough PLA, with similar angles to the original XR1200. “Josh Lewis, our master welder, did an impeccable job in setting up a jig and making the first prototype frame. We can now build as many frames as we need, in any alloy. We are currently offering a titanium Grade 5 alloy frame to future MR2 owners.”

Next was the journey of designing a five-piece swingarm that could be welded and adjusted for a client’s height. SolidWorks software was used to simulate different forces, and David Sanchez of BottPower provided engineering help.

“We also had a current engineer from Aprilia inspect and simulate our final piece,” says Chet. “This is one of my favorite parts of the bike, because I love the hollowed X sections on the inside of the swingarm. Hard to appreciate with the rear wheel on though!”

Cohn Racers have used Öhlins for suspension since day one, and for the Muscle R2, they helped to select the best FGRT fork setup and rear suspension to fit every MR2 owner. “We also designed a set of triple clamps that are CNC-machined out of billet aluminum, with the right offset to tuck in the headlight and speedometer,” says Chet. “Being able to model things on CAD lets you work ahead.”

The Brembo-based brake system was trickier. “I could not find any disk brake on the market that would fit the bike, so with a piece of paper and a compass we started playing around with different patterns and we came up with a really unique design,” says Chet. “We went with floating 330mm front disks and a 260mm solid version for the rear.”

For the wheels, the crew has used Harley hubs with a custom set up to fit 18-inch spoked rims—6 inches wide at the back and 3.5 at the front. “It gives the bike a flat track feel, which was the whole intention of the original XR models from Harley Davison,” says Chet.

“There are many tire choices that would fit, but for some reason clients keep going for dual sport tires. They are super soft and have decent grip, but we’re excited to build an MR2 with street tires to push its real limits soon.”

The air-cooled Evolution V-Twin engine now musters more than 100 horsepower on 93-octane gas, but Cohn Racer’s mods do not compromise reliability. Aside from ECU trickery, the biggest change is a downdraft air intake system using a new manifold: it’s CNC-cut from an aluminum block with a 6-axis machine. Two large ducts catch way more air than stock and at the other end, spent gases exit via a full 2-into-2 titanium exhaust. It’s finished with Akrapovič titanium mufflers.

Less obvious is a small oil cooler plumbed into the original oil tank under the seat, which ensures a plentiful (and cool) supply. Chet has also kept the original battery setup—“which opens doors for people that don’t want to rely on lithium batteries.” Fuel is housed in a tank crafted from laser cut 2mm aluminum sheet, bent and welded together.

Carbon weave is everywhere, and beautifully made. “Anton, our carbon fiber guy, worked for the Scuderia Toro Rosso F1 team and Koenigsegg in Sweden,” Chet reveals. “The MR2 has over 20 parts using pre-impregnated carbon fiber and cured in an autoclave.”

“It’s one of the most expensive processes for making composite parts, but it will ensure the perfect content of resin per fiber—and makes the visual side exceptional. Paint jobs are something we offer in collaboration with many artists, and can mix the exposed carbon with really special designs.”

The same care has gone into the cockpit experience. A specially designed multi-function display shows RPMs in analog format and other information digitally. And the logo on the carbon fiber cover is cast in 24k gold from a wax mold by a master jeweler. (“He polished the piece with several compounds to achieve maximum shininess.”)

The aluminum handlebars are custom made, with cabling run inside, and the switchgear lights up in blue for easy operation at night. The legal-necessity lighting is discreetly integrated, with the rear fender using just two parts to hold all necessary light units as well as the license plate holder.

The paint is not the only aspect of this Harley that can be modified: every client also gets to choose the hide for the leather seat. “We typically source our leather from Scotland, but this will depend on the client’s vision,” says Chet. “The leatherwork is carefully curated by our artisans. It defines the handcrafted process.” And if you want your MR2 further tailored to your tastes, Chet is happy to talk.

“We also tune and set up every bike for each client,” Chet says. “We adjust things such as ride height, suspension stiffness and other small details that will make the rider as comfortable as possible.”

As an aside, Chet is already working on his next venture, which will have four wheels rather than two. “We will be unveiling an incredible car that we’ve developed this year,” he reveals. “So we’re looking for investors who share the same passions that we do, to keep growing this new phase.”

If you’re salivating at this point, you’re probably not the only one. The first Muscle R series was in big demand, and one client has already sold his at a profit. Cohn Racers have now started building the first batch of MR2s, with nine orders already on the slate and production limited to 99 units worldwide. Pricing will start at $45,100 but will likely rise as demand increases.

A matching Cohn Racers bike and car parked together sounds like a dream garage to us. Interested parties, form a queue.

Cohn Racers | Instagram | Facebook | Images by Pepper Yandell

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[DaveM]

SIMPLE PLEASURES: Royal Enfield Interceptor 650 ‘Rango’ by Deus.

Look at the modern crop of Baja and Dakar motorcycles and the influence of motocross bikes on the premier desert racing events is simply undeniable. But in the ’60s and early ’70s, what we know as the modern dirt bike was so new that they were yet to be trusted for such an arduous task. So, the ‘desert sleds’ of the era were mostly street bike based machines, converted to go off-road and at a hell...

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[DaveM]

Adult Schwinn: A Stingray-inspired Yamaha XS650

We’ve had our eye on Sean Skinner at MotoRelic for a while now. The Virginia-based builder has a knack for creating tidy restomods and customs, and knows how to nail that ‘factory’ vibe. But he’s just thrown us a major curveball with his latest project: a vintage Schwinn-inspired Yamaha XS650.

This deviation from MotoRelic’s usual fare was conceived six years ago. Sean had the offbeat idea to build an upsized replica of Schwinn’s famed 1968 Stingray Orange Krate chopper bicycle, powered by a motorcycle engine.

“Let’s add to the mix that I had never built a complete frame before—or lots of other parts on this build that followed,” he tells us. “I acquired a clean stock frame that I cut the neck off of, so I could retain the proper VIN number. Then I installed the lonely neck onto my recently purchased frame jig, and started brainstorming how I wanted it to look.”

Sean’s challenge was to replicate the swooping curves of the Stingray’s tubular frame. First, he fabricated the lower loop of the frame, using a mockup of the engine to get the proportions right. Then he used PVC tubing to prototype the rest of the design, before shaping each steel tube using a ring roller.

Once all the tubes were tacked in place and resembled the photos Sean was working from, he went ahead and laid down the final welds. The chassis looks like a single structure from afar, but the two tubes that run along the bottom of the tank are actually separate pieces. They’re there for extra bracing, and to act as the upper engine mounts.

But that’s as far as Sean got before the project stalled. “I hit a stumbling block, and the frame sat for four years in my basement,” he tells us. “It was either the lack of money for all the engine parts or the lack of confidence in building the front end… probably both.”

“As time went on I never forgot about the build; it just wasn’t top priority. Until one day when I was surfing Marketplace and stumbled upon an XS650 that a good friend had built. He was selling a bike with the perfect engine for my build.”

Sean isn’t overstating it when he says “perfect.” The XS650 mill had been ‘re-phased’ by Hugh’s Hand Built—an extensive rebuild process that changes the firing order from 360 to 277 degrees. It was also fully polished with ‘big fin’ cylinders, an electronic ignition and a ton of freshly chromed parts.

With that one major component sorted, the project was back in full swing. The front end was next on Sean’s list—but first, he needed to sort out the Schwinn’s signature big rear wheel, to get the ride height just right. A 21” rim laced to a stock XS650 hub with Buchanan’s spokes did the trick.

“Having the comically large wheel mounted to the frame really allowed me to see my vision in real life,” he says. “It’s adorable.”

Sean knew exactly how the ‘banana girder’ front end should look—but executing it was going to be tough. So he scoured the internet, and found a shop that builds them for Harleys. The scale was all wrong, but Sean managed to convince them to sell him a steering stem and its ‘yokes,’ giving him a head start.

Using a 17” drum brake wheel that he picked up from a buddy at a swap meet, Sean started crunching numbers to get the geometry just right. With a crude jig to line up all the pivot points, he pieced everything together—machining custom spacers and bungs as he went. An adjustable mountain bike shock was added for a little extra compliance out on the road.

The handlebars were made by hacking up a brand new set of ape hangers, and welding them to the front end. Sean wanted to keep the cockpit as clean as possible, so he used an internal throttle, and welded hand-made lever perches directly to the bars. Everything’s linked up with new cables from Venhill.

The foot controls were pieced together using a set of aftermarket pegs, old Harley mounts and a Magura switch for the rear brake.

Another challenge was finding a fuel tank that would fit the Stingray’s classic lines, but still hold at least two gallons. “While sitting in the shop I noticed an old Virago tank hanging on the wall,” Sean tells us. “I could see from the side that it had a similar curvy shape in the side of the tank.”

“I made a tunnel and base for the new tank that followed the frame. Once that was in place, I cut up the Virago tank and found the shape I needed in two pieces. More sanding and test fits than I care to admit, and I had the tank parts tacked into place.”

For the classic banana seat, Sean built an aluminum seat pan, then shaped the foam to complement the curves of the fuel tank.

The original Schwinn Stingray used shocks at the bottom of the sissy bar to add some cushioning to the ride—and Sean was adamant about replicating that. So he sourced some springs and bushings from McMaster-Carr, and machined all the parts to create a full-sized version of the vintage seat shocks. The seat hinges on a well-hidden pivot up front.

The last thing Sean agonized over was the exhaust. After a few failed ideas, he settled on building a pair of curved pipes that would trace the frame in order to blend into the overall design. There’s a baffle welded into each pipe too, to keep noise levels reasonable.

The rest of the build is finished off with a host of thoughtful hand-made parts. The attention to detail is striking—and is visible even on functional parts like the fuel petcock and rear tank bracket.

The final color scheme is a winner too, and took a whole team to pull off. Right A Way Powder in Middletown handled the candy orange on the frame, while DGM Chrome Plating in Philadelphia did all the chroming. Roxan at Range Needlework in Arizona tackled the seat, covering it in a retro-fabulous white glitter vinyl.

Danny Knight at Knights Kustoms in Winchester, Virginia shot the heavy flake off-white paint on the tank. And John Ralph at Quail Run Signs created stencils to paint the Schwinn-style Yamaha logos on.

With everything buttoned up, there was only one thing left to do: ride it. “It took about five kicks to get her going,” says Sean. “Blame it on dry carbs, no battery, stage fright or whatever—but it started and sounded amazing.”

“It’s smiles for miles on this thing too. It handles well and rides very nicely.”

“You have to look at this bike and smile at the fact that it was built from inspired dreams of the Schwinn Stingray Orange Krate. A fun whimsical build that is art in motion and nothing else. A childhood memory of wacky bicycles with squared-off slicks that didn’t handle well, but were there for fun.”

Amen to that.

MotoRelic | Instagram | Images by Jonathan Thorpe

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[Vector]

I want it!

 

[DaveM]

Speed Read, March 27, 2022

Our favorite stories this week run the whole gamut from old school to new, starting with a stunning Ducati breathed on by the legendary Woods Motor Shop. There’s also a crisp CB750 from Australia’s JAX Garage, a gorgeous Kawasaki restomod from the Japanese specialists Auto-Magic, and news of the return of Can-Am. Enjoy.

Kawasaki KZ1000 MkII by Auto-Magic When it comes to meticulous muscle bike restorations in Japan, AC Sanctuary has the highest profile. But they’re not the only outfit playing this game. An hour’s drive south through the Chiba prefecture will take you to the front door of Kawasaki specialist Auto-Magic, which has a slightly different approach but an excellent reputation.

Auto-Magic focus more on the restoration side, with a smattering of mods to bring bikes up to date—rather than building ultra high-end restomods.

This newly-finished KZ1000 is a great example, and looks as good as the day it rolled off the factory floor. But closer inspection reveals a few interesting changes to the structure of the bike.

The biggest change is at the frame level, with stiffer sections of seamless steel tubing welded underneath the top tubes, which have been reinforced. There’s a matching new rear subframe too, and everything has been realigned on a jig.

There’s more major work on the swingarm, which is an adapted Yamaha XJR1300 unit with rebuilt pivots. It also allows Auto-Magic to fit a 200-section rear tire. (The rear wheel, incidentally, was found to be slightly out of alignment, and corrected.)

New sprockets allow a straight chain line, the Öhlins suspension package includes right-side-up forks, and power comes from a refurbished engine breathing through Yoshimura MJN-TMR carbs. Fabulous. [More]

The “Woods Bike” We tend to associate Brooklyn-based Moto Borgotaro with classy Italian restomods, but main man Peter Boggia also has a knack for tracking down some very interesting machinery to sell.

He’s just listed this 1974 Ducati 750SS, which is even more desirable than usual—because it was tweaked in the mid-80s by Jim Woods, proprietor of the famous SoCal hot rod outfit Woods Motor Shop.

In 2013, a no-expenses spared restoration began, including an engine rebuild by Ian Gowanloch in Australia. The original, non-Woods bodywork was restored by Back To Classics in the Netherlands, and every detail on the bike has been carefully considered—right down to the Alpina spokes on the beautiful Borrani rims.

“To say that the current owner is detail-oriented would be a gross understatement,” says Peter. “Included with the sale is a huge history file of the restoration process, original receipts, as well as hundreds of photos and notes over the nine-year restoration.”

In terms of provenance, this is as good as it gets. Well-heeled Ducatisti should contact Moto Borgotaro for more details and pricing.

Honda CB750 by JAX Garage It’s hard to believe that the iconic CB750 was released over half a century ago. It still looks terrific in stock form, and still exerts a pull on custom builders. This red-hot CB is exactly 50 years old, and comes from JAX Garage of Melbourne, Australia.

A lot of work has gone into this machine. The front end is custom, and part of a kit that JAX have developed. New triple trees clamp onto Honda CBR929 RR forks, with the brake calipers, discs and alloy wheel from the CBR carried over too.

The rear end is a custom set-up too, using a 2004 Ducati Monster rear wheel and upsized sprocket, and custom-spec YSS piggyback shocks. “We decided to go with this setup because the front and rear wheels were both three-spoke alloys and provided consistency for the entire build,” says shop owner Jas Babalija.

The iconic inline-four gets a boost from Mikuni RS34 carbs and a set of 50mm velocity stacks. It bumps up horsepower by 25%—“At least, that’s what Mikuni claim!”

JAX have simplified the back of the frame, and added a classy new seat and many less obvious details, such as a custom oil tank, a complete Motogadget fit-out and a lithium battery-compatible regulator/rectifier from Rick’s Motorsport Electrics. Multiple small items have been turned on the lathe or machined on mills, such as suspension bolt covers.

There’s even a five-piece crank case breather: “No-one will ever see it unless they duck in right under the fuel tank, but we’ll always know it’s there,” says Jas.

The CB750 is now about 30kg lighter than stock, and no doubt handles far better than the original—helped by modern Pirelli Diablo Rosso III tires. Here’s to another half century on the road! [JAX Garage]

Can-Am teases a family of electric motorcycles The moto industry is now starting to resemble the auto industry from a few years ago. New electric bikes are being teased every week, and the latest to join the fray is Can-Am.

Can-Am’s bikes are unlikely to be vaporware. If you live in the States, you probably know the brand for its 1970s motocrossers. If you live elsewhere, or on a farm, you probably know the company for its more recent ATVs.

Can-Am’s Canadian parent company Bombardier Recreational Products has annual revenues measured in billions of dollars, so this move is significant. It already owns the assets and IP of Alta, and the new bikes are projected to hit the market in two years.

Unfortunately, although it has filed patents, BRP hasn’t revealed any more details: all we’ve got is a murky video. Plus a telling quote from the press release: “Riders can expect these new state-of-the-art electric Can-Am motorcycles to be perfect for everyday commuting and, to stay true to the track & trail heritage of the brand, recreational on- and off-road riding.” Bring it on. [Via]

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[DaveM]

MAGIC TOUCH: Kawasaki KZ1000 by Auto Magic.

There is a pressure in the automotive world of Japan that those outside of the country will probably never fully understand. Perfection is not just something to strive for, but a standard one must achieve to become a mainstay of the industry. From the likes of JUN and HKS in the car scene to Yoshimura in the bike world, their work is of such standing that the major manufacturers still call on them...

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[DaveM]

Subtly brilliant: A flawless BMW R75/6 from 46Works

In the rarified world of artisan bike builders, Shiro Nakajima stands apart. His bikes are usually functional, and sometimes even practical: the kind of models a factory might conceivably build.

Some are designed to win races, and others to tackle the occasional dirt road. And then there are the machines that distill the pleasure of motorcycling down to its simplest, most mechanical elements. Like this BMW R75/6, which is almost fifty years old but perfectly capable of keeping up with modern traffic.

To the untrained eye, this R75 could be a restoration. But keen-eyed BMW aficionados will spot a huge number of well-judged modifications.

“I built this at the request of a customer,” Shiro tells us. “It’s simple and classic looking. But with 1000cc of displacement, a new gearbox and the forks from a Japanese bike, it can enjoy the mountain roads to the fullest.”

When it left the Berlin factory in 1973, this slash-6 boxer had 745cc and a modest 50 hp at its disposal. But when it arrived at Shiro’s workshop, a traditional wooden building on the island of Honshū, the engine was past its best. So Shiro dismantled it, down to every last nut and bolt.

He bored out the cylinders for a capacity increase, installed new pistons, and remodeled the valves and their seating. New big end bearings soak up the extra power and all the seals and gaskets are new too.

The headers are mostly stock, but refurbished and modified at the end to accept new mufflers. Unusually, these are chrome-plated brass, which is only slightly heavier than steel.

The brass mufflers are known for their ‘musical’ qualities—and sold in the Japanese aftermarket for Harley-Davidson fitments. A drilled inner silencer tube moderates the exhaust volume.

The original Bing carburetors are gone, replaced by Keihin FCR39s, which can take advantage of the bigger capacity and help deliver smooth power.

That power now hits the shaft drive via a complete new drivetrain, built from post-1982 BMW components—from the flywheel to the clutch and gearbox. (“The engine response is improved, and shift touch is better.”)

The entire powertrain has been blasted clean, from the gearbox to the engine cases and cylinder heads. Classic airhead motors have never looked so good.

The fuel tank was rusted out though, so Shiro sourced a larger reproduction unit with the classic kneepads, and subtly modified it to fit. The deep gloss paint (and iconic pinstripes) was shot by local specialist Stupid Crown.

The tank sits on the top rail of a modified frame, which has a new rear loop, seat pan and shock mounts. The tubing has been meticulously refinished and cleaned up, and coated in thick black powder.

Shiro sculpted the shape of the seat himself in urethane foam; it’s just long enough to accommodate a pillion passenger, but looks more like a factory option seat than a 21st century custom design.

Two leather seats were then built and upholstered by Razzle Dazzle. The customer can switch them out to suit his taste: one unit has an upper panel in soft gray buckskin leather, while the other is finished with a classic Porsche houndstooth fabric—a favorite of the customer.

So far, so good. But one area where classic style needs a bit of help is in the suspension department, so Shiro has grafted on the 41mm Showa forks from a much more modern Japanese sportbike.

They’re hiding new internals, and are hooked up via Honda triple trees and a custom-built steering stem. The front brakes use Yamaha 300mm discs, plus four-pot calipers and a radial master cylinder from Brembo.

The front end doesn’t look too out of place, helped by the old school rubber fork gaiters—and neither does the back end, suspended by equally old school Öhlins shocks.

The wheels are new Excel rims wired up to restored hubs. This meant machining up several spacers, for accurate fit and alignment, but it was worth the effort. The rubber is Dunlop’s K81/TT100 compound, a modern reproduction of a popular OE fitment on many 1970s bikes.

Muck from the tires is deflected by a pair of aluminum fenders. Shiro has taken regular universal fit fenders, modified the shape and sizing, and hand-made struts and brackets to fit them seamlessly to the fork legs and driveshaft cover.

He’s also fabricated multiple smaller, less visible components like the brake pedal and battery holder [above], which are works of art in themselves.

Simplicity rules in the cockpit though, which sports classic aftermarket bars furnished with Tommaselli grips and a mix of Honda and Kawasaki switchgear. Train spotters will note that the headlight casing and speedo are from a /5 rather than /6 though: a stylistic request of the customer.

To get the headlight to fit, Shiro had to machine up a new bracket. It’s not fabricated from metal, but machined from a block of Duracon, an engineering thermoplastic.

It’s all wired up to a brand new electrical harness, plus a keyless ignition system from Motogadget. And to completely eradicate electrical gremlins, Shiro has also refurbished the starter motor and alternator.

He couldn’t find a taillight or license plate bracket that suited the build though, or complied with Japanese regulations. So he designed and machined up these parts himself, along with a rather stylish fog lamp attached to the engine protection bars.

This is one of those deceptively subtle customs that will still draw appreciative glances in ten or twenty years’ time. And given the solid engineering, it’ll probably still be running smoothly too.

Shiro’s skills also extend into the digital domain: he’s created a mesmerizing video that showcases not only his next-level machining and fabrication skills, but also the workshop equipment and techniques he uses to get results.

The next time you get a few minutes to yourself, switch off the rest of the world and enjoy.

46Works | Facebook | Instagram

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[DaveM]

BMW K100 ‘Audrey’ by Dan’s Customs.

If you’ve ever needed that final bit of inspiration to own a custom bike of your own, cruise in the pack of incredible machines at the Distinguished Gentleman’s Ride on a stock bike. You’ll still feel all of the fun, comradery and exhilaration, but it’ll kick off a desire that simply can’t be ignored. For Dan Scott that feeling hit hard when participating in the 2019 ride on his Street Triple...

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[DaveM]

Busted Knuckles: Five knockout Royal Enfield twins

Royal Enfield are adamant that their Interceptor and Continental GT 650 models are ripe for customization. And so far, we’ve seen plenty of proof from some of the world’s best bike builders.

To push their point even further, Royal Enfield has just held their second Busted Knuckles build-off. Five Royal Enfield dealers in Australia and New Zealand were each tasked with customizing the 650 twin of their choice, in a no-holds barred custom build contest. Royal Enfield hasn’t picked a winner yet—but they have given us a peek at the entries.

Take a gander, and let us know which one you’d take home.

‘Regency’ by MotoMax The last time MotoMax entered the Busted Knuckles build-off, they built a track-specific race bike. So the Perth shop decided to shuffle the deck this time around, with a scrambler that takes inspiration from the Californian desert sleds of the 60s.

It was an easy decision for shop boss Ric Steele, who adds that he “wanted it to be something that customers could build for themselves, with parts that are off-the-shelf.” But despite Ric’s aspirations to not build anything “too crazy,” MotoMax’s Royal Enfield Interceptor looks incredible, thanks to a well-judged list of parts and mods.

It starts with the front end, which features the forks and 21” front wheel from a Royal Enfield Himalayan. The wheels are blacked-out and wrapped in Pirelli MT-21 knobblies, with a set of YSS shocks propping up the rear.

A few tasteful changes to the bodywork complement the stock Enfield fuel tank. The stubby scrambler-style seat is custom, as are the side covers. The bike’s capped off with generous polished aluminum fenders at both ends.

Up in the cockpit you’ll find a wide set of tracker bars, with Biltwell Inc. grips and pared-down switchgear. A Motogadget speedo is embedded in the Bates-style headlight, which sits just in front of a custom number board. There’s a matching taillight out back, and this scrambler even features a license plate bracket and tiny LED turn signals.

Another highlights is the high-riding exhaust system, which terminates in a pair of Zard mufflers. MotoMax also added a sump guard, and a radiator cover and chain guard from Enfield Precision. The simple, yet stunning, paint job was requested by the bike’s new owner, who made an offer to purchase it before it was even finished.

Despite the fact that it’s street legal, Ric assures that this Interceptor is made for hooning in the dirt. “We’ve built plenty of road-biased scramblers in the past,” he says. “This isn’t one of them.”

“It’s a true off-road bike and we want it to get dirty.”

MotoMax | Facebook | Instagram

‘RevElation’ by Revelry Cycles Sydney’s Revelry Cycles is run by the husband and wife team of Will and Santina Keith, and they know how to build motorcycles that go fast. The shop has a vast portfolio of custom builds—including a recently-built 10 second Royal Enfield drag bike, which, in a way, inspired this project.

“From that build we realized that the 650 motor is totally over engineered,” says Will. “For a bike that’s so user-friendly and has such a broad appeal for so many riders, it has a forged crank and an incredible robustness, too. We’ve done some crazy things with it and we’re yet to find its limits.”

With that thought in mind, Revelry Cycles set out to turn the Royal Enfield 650 Twin into a pukka salt racer. A daunting task, but as Will puts it: “How do you eat an elephant? One piece at a time, that’s how.”

Step one was to 3D model as much of the bike as possible, to make sure it would fit Santina perfectly. That’s right—she’ll eventually be piloting this down a salt pan. “I think of it as a token of Will’s affection,” she says. “It’s like a love letter in metal.”

The Enfield’s low slung stance, custom frame and extreme ergonomics are all designed for going fast in a straight line. It has an engine to match too; Will’s not keen to disclose every detail, but we do know that it’s been bumped to 960 cc with an S&S Cycle big-bore kit and an upgraded crank. Revelry also built their own throttle body setup, along with a pneumatic shifter.

It also features a deafening free-flowing two-into-one exhaust, and nitrous, obviously. There’s a lot to digest here, from the stretched swingarm to the chunk rear fender. But the big takeaway is that this bike is all about function.

Revelry didn’t just build it for Busted Knuckles fame either. They’ll be making a play for the Australian land speed record, as soon as the opportunity presents itself.

Revelry Cycles | Facebook | Instagram

‘Dr. No’ by Fast Fuel Fast Fuel in Albury, New South Wales picked the Continental GT 650 for their build, opting to amplify its out-the-box café racer styling. It was a good move, too—their Busted Knuckles entry might not break any new visual ground, but it’s a neat example of the genre.

The shop started with a bolt-on fairing and tail from C-Racer in Greece, then tweaked the latter to suit their vision. “It had a brake light incorporated into the tail piece,” says shop owner Lincoln Smart, “but we really wanted that to be sleek. So we modded the plastic to get that minimal look we were going for.”

The Continental GT come with clip-ons fitted, so there wasn’t much work to do in the cockpit. Fast Fuel simply swapped the stock trimmings out for a set of Motogadget grips and switches, and installed bar-end mirrors. Instead of the tiny LEDs we’re used to seeing on builds, the crew fitted bigger, square turn signals up front, giving the bike a neat 70s vibe.

For the exhaust, Lincoln originally envisioned a set of low-slung drag pipes. But when he pitched the idea to local exhaust company Lextek, they suggested something a little more unique. This high-mounted two-into-one system was the result—and it reportedly sounds mad, too.

Lincoln’s biggest concern was getting the finishes just right. “I wanted it to be done using modern coatings, but in classic 1970s colors,” he says. So he roped in Mitch at 74 Works to treat a number of parts with a gold Cerakote finish, with the rest of the bike done in black—a classic combo.

“I hope that it inspires people to customize their own 650s,” adds Lincoln. “Nothing we’ve done here is really rocket surgery; we kept that in mind to make sure people could do something similar themselves.”

Fast Fuel | Facebook | Instagram

‘No. 55’ by Royale Motorcycles This Hamilton, New Zealand shop also customized a Continental GT 650 for the contest. But they took theirs to the extreme, turning the GT into something resembling a production race bike. And frankly, it’s totally bonkers.

“It was all about doing something very different,” says the shop’s resident talking head, Dylan. “We kind of went a little crazy. Mainly because we didn’t want to build another café racer, bobber or tracker.”

The team sourced a number of parts from various other bikes to piece this sharp racer together. The front forks, wheel and twin Nissin brakes were lifted from a Triumph Daytona. There’s another scalped alloy wheel out back, complete with a Brembo caliper.

Royale also ditched the classic twin-shock setup at the back for a monoshock system. It uses the modified alloy swingarm from an old Honda of undisclosed origin, hooked up to an Öhlins shock. The tires are grippy Pirelli Diablo numbers.

Then there’s the Enfield’s sharp new bodywork. The fuel tank is stock, but the fairing, tail section, front fender and bellypan all sport contemporary designs.

Other tweaks include a custom subframe, crash bars for the engine, and an airbox delete. Royale also installed new rear-sets, clip-ons and levers, then removed all the street legal bits they didn’t need—along with half of the switches.

The sultry black and grey livery is somehow both modern and classic at the same time, punctuated by the polished engine and swingarm. The exhaust system is equally tasty, with custom headers flowing into HP Corse silencers. It’s an intriguing mix of parts that shouldn’t work—but it does, beautifully.

Royale also assures us that their radical reimagining of the Royal Enfield twin hasn’t wrecked its usability one bit. Extra care was taken to make sure that the final geometry was just right—and it has enough adjustable bits now to be tailored to any rider.

Royale Motorcycles | Facebook

‘No. 40 Himalayan Twin’ by SurfSide Motorcycle Garage We’ve been pining for Royal Enfield to release a 650 cc twin-cylinder version of their robust Himalayan dual-sport for a while now. And this scrambler from Sydney’s SurfSide Motorcycle Garage is exactly what we’d like it to look like.

SurfSide’s in-house custom builder, Trevor Love, recently teamed up with German transplant, Tomy Thöring (of Schlachtwerk fame) to handle the shop’s custom work. But when the Busted Knuckles contest rolled around, Trevor’s plate was full. So he handed this one over to Tommy and told him to “go big.”

Tommy was all too happy to oblige. “I wanted to take all the best parts of the Himalayan and the 650 and mash them together,” he says. “The Himalayan itself is a great bike for going pretty much anywhere.

“But for someone with plenty of off road experience, it might be a little too gentle. So what if you were to triple the power?”

With that in mind, SurfSide sprung for an 865 cc kit from S&S Cycle. Then Hallam Engineering in Melbourne worked their magic, doing the head work and installing bigger valves, performance springs and a Hallam camshaft. The Enfield’s also running oversized throttle bodies, and a Verex muffler fitted to custom two-into-one pipes.

Up top is a full complement of custom aluminum bodywork that rides the line between the Himalayan’s vibe, and classic scramblers. We particularly dig the headlight nacelle, and the subtle way Tommy blended the taillight into the rear fender.

There’s more trickery lower down, with a custom swingarm hooked up to a custom mono-shock arrangement. The front end’s sporting longer forks and a 21” front wheel, and there’s a generous sump guard keeping the important bits safe. Up top, a Garmin GPS dashboard takes center stage, mounted off a set of scrambler bars.

Anyone who’s followed Tommy’s work knows that he’s a meister of shaving weight off builds. Here, he’s shed a whopping 30 kilos [66 lbs] from the Royal Enfield twin. “We ended up with a bike that weighs 182 kilos on a full tank, and makes a bit over 70 hp,” he says. “It’ll be a weapon in the dirt!”

As we’ve said to numerous manufacturers before: Royal Enfield, please build this.

SurfSide Motorcycle Garage | Instagram

With thanks to Royal Enfield

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[DaveM]

FMX FTR: Indian FTR 1200 by Indian Metz.

It was one of the earliest engine configurations used in motorcycles and it remains incredibly popular to this day, the big V-Twin and its thumping torque is an addictive animal. Those men in Milwaukee have built an empire on them, but if there is a criticism that remains, it’s not the engine design but the bikes they get put into. From manufacturers in America, Indian solved that problem with the...

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[DaveM]

Glory Days: Paying tribute to BMW’s ISDT enduro racers

Everyone knows the story of the BMW R80 G/S. It’s the bike that ignited the dual sport market, and created ripples that are still felt in showrooms today.

Conventional wisdom says that the launch of the G/S in 1980 saved BMW Motorrad from extinction. But the story goes further back than that, because the idea for the G/S came from BMW’s successes in European off-road events.

BMW fielded a full works team for the 1979 season, and the team dominated the unlimited classes of the International Six Days Trial and Enduro Championship. These exploits tend to be overshadowed by BMW’s Paris Dakar history, but they are not forgotten by all Enthusiasten.

This history is well known to a group of five friends from the Cataluña region in northeastern Spain. So they approached Efraón Triana of UFO Garage in Madrid, and asked him to build five identical machines as a tribute to the Six Days BMWs.

Many builders would baulk at the idea of creating five bikes at the same time, but Triana has a lot of experience—he was the co-founder of Café Racer Dreams, which has always had a prodigious output.

“The clients wanted five exactly-the-same motorcycles, with the original numbers used in the race of ’79,” says Efraón. “We have taken things from the originals—but we have also used current components to improve aspects of the bikes.”

Still, this was no easy task. Spain was the first European country to pass one million COVID-19 cases, triggering a State of Emergency—and exacerbating the supply chain problems found around the world. Efraón recalls a “scenario of multiple crises,” but he got there in the end.

The machines are all based on the R100RS, BMW’s biggest-selling R100 variant. As well as being relatively easily sourced, the R100 is a useful power upgrade over the R80, with 70 stout German horses on tap.

To avoid any surprises, UFO Garage rebuilt all the engines, with new seals, gaskets and valve guides, plus fastidious work on the valve seats. “Everything necessary, so that they do not consume or lose oil,” says Efraón.

A Siebenrock oil pan ‘distance ring’ increases oil capacity by a substantial 1.3 liters, and it’s protected by a 6mm thick guard.

The engine cases have all been treated to Cerakote, in a finish that resembles aluminum but is easily cleaned. And when installed back into the frames, new clutches were fitted as well.

Efraón resisted the temptation to order off-the-shelf exhausts. He’s handcrafted a stainless steel system for each bike, inspired by the setups you’d see on classic enduro machines.

The forks come from Yamaha XTs, for extra dirt road prowess. “We’ve dropped the original alloy wheels and converted to spoked wheels, equipped with Excel rims.” And of course there are fenders galore, including chunky custom-designed rear units in fiberglass, which sit snugly between the rails of new subframes.

Efraón has also modified and reinforced the chassis of each bike, taking inspiration from BMW’s own chassis reinforcements on the original Six Days bikes. That new subframe mimics the layout of the enduro bikes, using 20mm tubing.

There are subtle differences in the geometries, according to the size of each client, but all frames are beautifully finished in Sky Blue powdercoat and topped off with a deep, plush seat of UFO’s own design, upholstered in tuck-and-roll style.

The tank eschews the bulk you often find with enduro tanks, but these bikes aren’t going to be running through remote forests for several hours without a stop. And the proportions are perfect. “The tanks only have eight liters capacity,” says Efraón, “so we decided to install extra five-liter cans for a little more autonomy.”

The front part of each tank is cut away, and fitted with a leather bag for easy storage. Inside each bag are 12V power and USB outlets. They’re wired into a completely new electrical system based around proven Motogadget components.

The lighting is distinctly old school though, with analog headlights set into UFO’s own enduro mini-fairings, plus ancillary lights mounted onto the crash bars for extra illumination at night.

We’re deeply envious of the buenos caballeros who commissioned these machines. Congratulations and respect to Joseph Bach, Rai Grifols, Jose Maria Vidal, Julia Luna Nova and Andres Vidal. We wish you well on your adventures.

UFO Garage | Facebook | Instagram | Images by Pere Nubiola

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[DaveM]

Eight of the Most Influential Japanese Motorcycles Ever

After the Japanese got serious about making motorcycles in the late 1960s, bikes from every country became more sophisticated, more refined, more practical, and more reliable. Back then, no American or European motorcycle company would ever admit it; fortunately, those culture wars are now behind us.

When we look back at the Japanese motorcycles that debuted between 1960 and 2000, we see several standout bikes. Not all of them were successful—or even good—but each shows us the things we like about all motorcycles, not just those from Japan. These are motorcycles that have a little something in their souls and make us proud to be riders.

In each of these eight icons, you’re likely to find something that influenced the design of the motorcycle that you’re riding today—no matter where it was built.

Kawasaki H1 Mach III (1968-76) When the Kawasaki H1 Mach III came to the US in 1968, the American motorcycle market was the largest in the world. If you thought of a Japanese motorcycle at the time—which you typically wouldn’t—something cheap and cheerful like the Honda CB350 came to mind. The Kawasaki H1 Mach III wasn’t cheerful; it made you hold your breath in fear.

As one of the smallest of the Japanese motorcycle makers, Kawasaki needed a marketing breakthrough and set its sights on producing a 60-horsepower engine for the street—a leap beyond what you could get from the best British bikes of the time. Kawasaki embraced the two-stroke engine concept that Ernst Degner brought to Japan from MZ’s Grand Prix bikes after defecting from East Germany in 1961.

The H1’s air-cooled, piston-port 499 cc inline-three made 60 hp at 7,500 rpm. Power from the triple and its three Mikuni carburetors came in a typical two-stroke rush, and the torque curve was, as the saying went, as steep as the back of God’s head.

Unfortunately, there wasn’t enough motorcycle around this engine to keep that power contained. The quick-steering, mild-steel frame had a short 56.3-inch wheelbase and rudimentary suspension, and with a rearward weight distribution the H1 had a distinct tendency to wheelie away from a stoplight; nearly every H1 you saw had a broken taillight.

The 384 lbs (dry) H1 Mach III turned a quarter-mile in a breathtaking 12.4 seconds on its way to a top speed of 124 mph. But hard, narrow tires, flexible wire-spoke wheels, and ineffective drum brakes contributed to wobbly handling and gave the bike a reputation as something of a widow-maker. [Kawasaki H1 customs]

Kawasaki Z1 (1972-75) As the 60s came to a close, Honda, Kawasaki, and Suzuki stopped deferring to the dominance of Harley-Davidson and started building bigger 750 cc bikes for the U.S. market. In 1969, Honda debuted its safe and sane CB750, an immensely successful motorcycle distinguished by its air-cooled, transverse inline-four engine.

In response, Kawasaki built a bike with a large-displacement, air-cooled, transverse inline-four engine that had a racing-style DOHC, eight-valve cylinder head. The prototype bike carried the code name ‘New York Steak.’ American test riders developed the new Kawasaki simply by riding it on the street as fast and as far as possible, then fixing whatever broke.

When it debuted for 1972, the Kawasaki Z1 was the motorcycle equivalent of a muscle car—powerful, mean, and more than a little crude. The 82 hp, 903 cc inline-four buzzed, and the handlebars and chassis wobbled. The tall center of gravity meant you had to seriously muscle the bike into a corner, and the wide engine’s limited ground clearance at full lean forced you to hang off to the inside instead of clinging to the saddle.

The Z1 defined the Universal Japanese Motorcycle (UJM): street bikes with transverse inline-four engines that came to dominate all categories.

In the 80s, the Z1 changed its name and incorporated new mechanical bits—a turbocharged version even appeared—and the bike earned its place in the winner’s circle of AMA Superbike racing and helped Eddie Lawson and Wayne Rainey become Grand Prix World Champions. Even now, the 1982-83 Kawasaki KZ1000R Eddie Lawson Replica is one of the coolest Japanese classics out there. [Kawasaki Z1 customs | Kawasaki KZ1000 customs]

Yamaha RD400 (1975-1980) There were two kinds of riders for the Yamaha RD400: the guys in Bell helmets and Bates leathers trying to become racers at the track, and the guys in polycarbonate helmets and board shorts who looked to be late for an appointment at 7-Eleven. Either way, you’d probably call them ‘punks.’

When Yamaha got itself into the motorcycle business, it created two lines of bikes: one for purebred racing bikes suited to European regulations, and the other for production-based street bikes in accordance with American racing rules.

The purebred TZ250 helped turn flat-tracker Kenny Roberts into the first American champion in Grand Prix racing, while the production-based RD400 helped turn flat-tracker Eddie Lawson into the second American Grand Prix champion.

But make no mistake: the RDs were really pocket-size bikes for punks. Yamaha’s simple-yet-refined, air-cooled, piston-port, two-stroke 399 cc vertical twin made a very usable 44 hp, and the lightweight, 352 lbs (dry) package encouraged you to ride hard and chase the top speed of about 105 mph, even if you were wearing board shorts and flip-flops.

The zippy RD400F Daytona Special appeared in 1979, and Yamaha hoped it could prolong its oil-injected two-stroke engine’s usable life in America, but the RD400 was finished in America after 1980. The water-cooled RD350LC never came to the US, because EPA standards for hydrocarbon emissions killed off two-stroke engines on the street, and 400 cc motorcycles had become stereotyped in America as cheap bikes for beginners.

Punks moved on to the 1985 Kawasaki GPZ600R Ninja, a racy middleweight bike that aroused feelings of high-speed invulnerability much like the RD. Emergency-room doctors subsequently created a new name for the consequences of this syndrome: ‘Ninja-cide.’ [Yamaha RD400 customs | Yamaha RD350 customs]

Yamaha SR500 (1978-1981) The Yamaha SR500’s mechanical simplicity and graceful styling is deeply appealing and has been since the beginning. It was plain and slim and reminded us of everything good about the traditional single-cylinder British bike, but with disc brakes and cast-aluminum wheels.

The SR500’s 499 cc SOHC engine made just 31.5 hp, which meant the 348-pound bike topped out at 90 mph, if you had the time to wait.

The engine’s deep wet sump and tall cylinder head didn’t do much for the center of gravity, but the SR500 proved easy and fun to ride. You could kick-start the engine easily enough thanks to the compression release and a clever window to indicate the compression stroke, but you couldn’t wish away the vibrations on a long ride.

The Yamaha SR500 was a wonderful bike, but it belonged back in the 1950s—just like the British singles it resembled. It was the first self-consciously retro-style bike, and it made it possible for new motorcycles to be loved simply on the basis of heritage and appearance, not just performance.

Now there are SR500s everywhere, and it’s clear that each one is cherished by its owner, who has no doubt customized it to their liking. [Yamaha SR500 customs]

Honda CBX (1979-1982) The 1979 Honda CBX was a masterpiece, as if everything that Honda had ever learned about motorcycles had been distilled into a single bike. It’s also the poster child for everything that can be wrong-headed about Japanese motorcycle design.

As the 1970s wore on and the CB750’s contribution to the progress of motorcycle technology seemed less important, Honda assigned the creation of a new generation of bikes to Shoichiro Irimajiri, a young, optimistic engineer who had been a driving force behind the company’s Grand Prix racing bikes in the mid 60s. When American Honda’s motorcycle dealers visited Japan in late 1977 and first saw the CBX, they literally stood up and cheered.

Irimajiri stacked six cylinders in a line, used a motorsport-style central power take-off to minimize torsional loads on the crankshaft, and positioned the ignition accessories behind the crank to minimize overall width. With six smooth-acting constant-velocity carburetors and a 24-valve cylinder head, the air-cooled, 1,047 cc engine made 105 hp at 9,000 rpm; the exhaust sounded like an F-16 Fighting Falcon on the flight line.

The CBX took your breath away with its sheer audacity and 135 mph top speed, but the bike was too thirsty for fuel, too heavy for quick cornering, too hot for long-distance riding, and too expensive to repair.

Honda gave the CBX a sport-touring makeover in 1981 with a bikini fairing, saddle bags, and mono-shock rear suspension, but the model disappeared from production after 1982; it was just too much.

Still, the CBX served Honda well, sharing its technology with the remarkable CB750F and CB900F and encouraging even more audacious engineering, as the company adopted V-4 engines in 1982 for the Sabre and Magna. The Honda CBX is an expression of the Honda way of doing things, and is more desirable now than ever. [Honda CBX1000 customs]

Suzuki GS1100S Katana (1981-1987) The 1981 Suzuki GS1100S Katana successfully modernized motorcycle styling. Suzuki hired Target Design—ex-BMW motorcycle design chief Hans Muth, joined by Jan Fellstrom and Hans-Georg Kasten—to create a hyper-European look that evoked not only motorcycle road racing, but also pure art.

Against all expectations, the Katana became a raging success. It helped that the motorcycle beneath that angular bodywork was very good, an evolution of the era’s best superbike, the 1978 Suzuki GS1000.

The Katana had the right kind of hardware: a structurally rigid frame with sound geometry, compliant high-quality suspension, and a powerful, yet tractable, 100-hp engine with a 16-valve cylinder head. Suzuki’s cadre of ex-GP development riders dialed in the performance on the company’s aging (but daunting) Ryuyu test track.

We now appreciate the design-conscious Katana’s accomplishments as well as the missteps it inspired, most notably the 1988 BMW K1, 1986 Ducati Paso 750, and the 1982 Honda CX500 Turbo.

The Suzuki GS1100 Katana remains contemporary, not just in its wind tunnel-tested aerodynamics and solo-rider configuration but also in its equally modern balance between street-specific refinement and track-ready performance.

And let us not forget that a couple of close encounters between a Katana and the pavement led Nick Ienatsch into writing one of the best-ever books about riding technique, Sport Riding Techniques: How To Develop Real World Skills for Speed, Safety, and Confidence on the Street and Track (2003). [Suzuki Katana customs]

Honda CR500 (1984-2001) In the 60s, a dirt bike was a scrambler, a cool name for a slow British street bike that had a high exhaust pipe, which was a feature for added ground clearance that would invariably burn your girlfriend’s leg when you gave her a ride home from high school. Then came the 70s, Bruce Brown films, and a slew of lightweight Japanese mixed-use trail bikes.

In 1974, the Honda CR250 Elsinore appeared, a two-stroke motorcycle that the legendary Soichiro Honda said he would never build. It was the first Japanese motocross bike that could beat a European motocross bike straight up.

For the next decade or so, dirt bikes were the coolest things on the planet, and the Japanese bike manufacturers conducted a war of brand superiority by introducing new technology not just every year, but every race.

When the Honda CR500 appeared in 1984, it represented everything that Honda had learned in a decade of motocross racing; it was the closest thing to your own factory-built racing bike. It was a monster, with an air-cooled, 491 cc two-stroke thumper that made 53 hp. If you pointed the CR500 in the wrong direction when the engine came on the pipe, it could kill you; along one section of the engine’s powerband, output would change by 18 hp in just 1,500 rpm.

The Honda CR500 continued in production until 2001, when a new generation of four-stroke off-road bikes superseded it. Nevertheless, the Honda CR500’s reputation is so powerful that rumors continue to suggest that Honda will revive the CR500 model as a 92-horsepower dual-sport.

For us, the Honda CR500 recalls that special time when On Any Sunday made us wish that we could ride as well as Malcolm Smith, travel the country like Mert Lawwill, and look as cool as Steve McQueen. [Honda CR500 customs]

Suzuki GSX-R750 (1985-1987) From today’s perspective, there’s not much about the Suzuki GSX-R750 to get excited about. It has a 750 cc inline-four engine, a stout frame of extruded aluminum, and wraparound, racing-style bodywork.

So, what’s the big deal? Well, this Suzuki feels so familiar because it’s the template for the modern high-performance sport bike, and much the same GSX-R that is being built today, more than 30 years on.

The GSX-R’s story really began after Kevin Schwantz took his Yoshimura-tuned GSX-R750R to second place in the 1986 Daytona 200 behind Eddie Lawson’s factory-fettled Yamaha. The first GSX-R750 weighed just 388 lbs (dry), while the air-cooled 749 cc inline-four had extremely over-square cylinder dimensions to achieve 100 hp at 10,500 rpm.

Flat-slide carburetors improved throttle response, square-section aluminum improved frame rigidity while reducing weight, double-action brake calipers improved stopping power, and 18-inch wheels and tires delivered tremendous cornering balance. You’ll recognize a similar formula in the GSX-R that you can buy today: explosively powerful engine, lightweight package, fat tires, and something for the rider to hide behind when the blast of air becomes more than the human body can withstand.

Over the past 30 years, elements of the GSX-R formula have changed—liquid cooling, fuel injection, and frame configuration—but what hasn’t changed is the basic premise that the GSX-R is a street-legal showcase of racing technology. [Suzuki GSX-R750 customs]

Words by Michael Jordan | Illustrations by Martin Squires | Article originally featured in issue 33 of Iron & Air Magazine. See it online here, or subscribe here.

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[DaveM]

Speed Read, April 3, 2022

Deus leads the charge this week, with a Royal Enfield sporting the same style as their earlier builds. Plus we look at a vintage BMW restomod from Bolt, a Sportster desert racer from Rusty Butcher, and a new electric motorcycle from the Ukraine.

Royal Enfield Interceptor by Deus ex Machina The most striking thing about this Interceptor, is that it reminds us of the bikes that Deus Australia was churning out in its early days. Head wrench Jeremy Tagand put the shop on the map with his bobbed Yamaha SR500s and Kawasaki W650s; this Enfield could blend in with them effortlessly.

Dubbed ‘El Presidente,’ Deus describe it as “2 parts chrome, 1 part slammed, a dash of Japanese restraint.” It was built for a client who referenced an earlier Kawasaki W650 build—so Jeremy had something of a template to work from.

The work started with a subframe edit, with a shortened and kicked-up rear loop. Up top is a skinny bench seat, upholstered by Bad Arse Trim Co. Stainless steel fenders cap the bike off at both ends, and the tail’s finished with a classic Bates-style taillight.

The front forks were dropped a touch, and equipped with progressive springs. A set of shorter-than-stock Icon shocks were installed to drop the rear end.

Up top are a set of high-rise bobber-style handlebars, kitted with Motone switches that run off a ‘blackbox’ controller from Purpose Built Moto. There’s a Bates-style headlight out front, with a tidy little Motogadget speedo tucked in where the ignition used to be. The bike’s now switched on via a Motogadget RFID fob.

The tank is stock, but Jeremy stripped the engine covers off to have them chromed. A set of classic reverse-cone mufflers finishes things off. And yes, it has sawtooth tires and pipe wrap—but they suit the overall style, no? [More | Photos by Kenyon Batterson]

BMW R27 by Bolt We’re used to seeing high-spec performance-orientated machines from Bolt Motor Co. After all, they share a workshop with the auto racing team that Bolt founder, Adrian Campos, owns.

So this beautifully restored BMW R27 came as a total surprise. Bolt say they wanted to get “the maximum potential out of a bike that was on its last legs,” which is why they opted not to mess with its appearance. But it does hide some sneaky tweaks.

For starters, Bolt couldn’t source a complete Earles front end for the vintage R27. So they scraped together what parts they could to build a set of conventional forks, using exaggerated fender struts to subtly mimic the shape of the original setup.

The engine was fully restored—or rather, rebuilt from the ground up. The bike had stood for a long time and needed a lot of love to bring back to life, but finding parts was a chore, since many of them had been discontinued. Eventually, the crew managed to replace every last bit—including the crankshaft, connecting rod, cylinder, piston, valve guides and more.

Parts like the handlebars and controls are originals, but they’ve been refurbished. Bolt installed a 60s-era speedo into the original headlight bucket, which was reportedly quite challenging, and rewired the bike with modern components. The new paint is simple, with pin striping that pays respect to BMW’s heritage.

In the end, this R27 might not be as wild as Bolt’s usual fare, but it’s still elegant and charming. And given how hard it was to come by the right parts, it was likely even more challenging to build than a ‘regular’ Bolt custom. [Bolt Motor Co.]

Harley-Davidson Sportster by Rusty Butcher We wanted to drop this rowdy number into last week’s Speed Read—but there are only so many pixels on a page. If you know Rusty Butcher, you’ll know that they like to do fast and reckless things with Harley-Davidson Sportsters, bringing new meaning to the word ‘hooligan.’

This 2003-model Sportster 883 was built by Rusty Butcher’s founder, Mark Atkins, to hoon around with on dusty desert rides with friends. But as it happens, it was wrapped up in time for the Mint 400 desert race in Las Vegas. So Mark entered it in the Hooligan class—and finished fourth.

Rusty Butcher has built all manner of ‘dual-sporty,’ but this is probably the wildest example yet. The motor’s been bumped up to 1,200 cc with a kit from S&S Cycle, and runs with an automatic clutch from Rekluse. There’s an S&S air cleaner too, and a custom carbon exhaust that Mark designed, and TBR built.

Up front are the forks from a Honda CRF450 with Race Tech valves; custom 16.5” Race Tech shocks do duty out back. The wheels are a dirt-loving 21F/18R combination, built by Dubya with Excel rims.

The bodywork on this H-D scrambler is inspired. Wedged between a pair of motocross-style fenders are an IMS gas tank and a Saddlemen seat. The tank might look familiar—it’s the same design that was used on the groundbreaking Carducci Harley adventure bike.

Other tweaks include a custom oil tank and battery holder, a bash plate and some light frame edits. Up in the cockpit are ODI bars with pared-down switchgear and Cycra hand guards.

So what’s it like to ride? “I always tell people it’s like hanging onto a bull full speed that’s out of control,” says Mark. [More]

EMGo ScrAmper We can only imagine how hard it must be to run a business in the Ukraine right now, but one electric motorcycle company is forging ahead. The Odessa-based company EMGo has just launched a round of crowdfunding on Indiegogo for their ‘ScrAmper’ electric scrambler.

Starting at a pre-order price of €6,000 [about $6,620], EMGo have slated November as their projected shipping date. To achieve that, they’ve moved production to Poland, and their warehousing operation to Germany. And to support Ukraine’s resistance against Russia’s invasion, they’ll build one motorcycle for the military for every 15 sold.

The ScrAmper itself is an intriguing prospect. It’s good looking for starters, styled as a sleek scrambler that packs its electrical components away neatly. Its trellis frame feels decidedly Ducati-esque, and there’s more than a hint of Monster styling in its fuel tank.

It’s powered by a 9 kW engine that hits peak power at 16 kW, and has a four-speed transmission, which they say works just like a petrol-powered bike’s transmission. It has a listed top speed of 130 km/h [81 mph] and a maximum range of 160 km [99.4 miles], depending on how you ride.

The battery can be charged to 50% in 30 minutes, and 80% in 90 minutes. The charge cable is stored on-board, with an adapter to plug it into public car charging stations.

Crowdfunding is always risky business, and war only makes things harder. But we’re hoping the EMGo pull this one off. The ScrAmper looks the business, and we’d love to swing a leg over one to see if it goes as good as it looks. [EMGo ScrAmper | Via]

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[DaveM]

ROYAL RACER: Continental GT 650 by Royale Motorcycles.

You have to hand it to Royal Enfield, since the very first announcement of their new twin-cylinder engine, they’ve been happy to have the Interceptor and Continental GT 650 models put to any test. They keep coming up trumps, and to show off the bike’s customisation potential they’ve just unveiled the machines from their second Busted Knuckles build-off. Involving five Royal Enfield dealers from...

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[DaveM]

Hit Machine: A Honda XR650R from Mule Motorcycles

Repeat custom is the lifeblood of most businesses, including bike builders. Ten years ago, Matt Helders bought a very sharp Triumph T100 from Richard ‘Mule’ Pollock—and he’s just gone back for more.

This time, Matt has taken delivery of an absolute weapon: a crisp, vintage-style Honda with a most unusual exhaust system. And despite the knobby rubber (for road use and the photo shoot), it’s street legal.

If you know the name Matt Helders, that’s because he’s the drummer of the hit British rock band Arctic Monkeys. The band has sold well over 20 million records worldwide, so Helders could probably have chosen any custom builder he wanted.

Mule, however, is a singular talent. And there’s nothing else on the road (or off) quite like this Honda.

“This build started life as a 2000-spec XR650R,” Richard reports. “Matthew asked for a modern-ish dirtbike that looked like a 70s motocrosser. So I decided the look would resemble a 1973 CR250 Honda Elsinore—with the same paint scheme!”

The XR650R is more of a desert racer than motocrosser, with a tough liquid-cooled single pumping out just over 60 hp. Dry weight is just under 300 pounds, helped by the aluminum frame and lightweight engine, so performance is spritely even by modern standards.

Mule started by stripping the XR650R down to the frame, and started optimizing the suspension setup.

“I shortened the shock to lower the stance slightly, and installed a Triumph Bonneville lower triple clamp,” he says. That had the most offset, for light-to-the touch steering.

The original Honda fork stem is now matched to a billet top triple clamp, from Cognito Moto. And the forks, although older than the rest of the bike, are an upgrade for road use.

Mule liberated them from a 1993 Honda Hawk 650GT: “They’re 41mm longer than most conventional forks, and super light.” The wheels are light too, for spoked rims, and taken from a CRF450R.

The front brake rotor is a Magura Supermoto unit, but the caliper is from a Triumph Bonneville. “As this will see occasional road use, I went with the bigger brake,” Mule reveals. “The tires are for the dirt and the pictures!”

If you’ve successfully identified the tank, give yourself a pat on the back. It’s from a mid 70s Yamaha MX400, highly modified and trimmed to fit. It’s as far from a bright red plastic cover as you can get, thanks to aluminum construction and a lovely, low-key paintjob inspired by the CR250 Elsinore.

The cutaways in the tank—for the radiator and plumbing—must have been difficult to get right, but Mule singles out the elegant, vestigal subframe as the ‘major task.’

“I got a junk CR250 and cut the subframe off,” he says. “Then made a wooden ‘fixture’ and bent new cro-moly tubes. It uses the original rear fender mount section, and a side-to-side support for the seat.”

“That was all done so that a stock CR250 seat could be fitted. Which it didn’t. I ended up getting a one-off seat made by Saddlemen!” The rest of the bodywork was a simpler operation: the side number panels and fenders are CR250 Elsinore reproductions from VMX Racing.

On the mechanical front, Mule went through the four-valve SOHC 649cc motor from top to bottom, replacing multiple parts to get it back to as-new spec. “Radiators, hoses, cables, chain and sprockets and every single nut and bolt are new,” he reports.

But what about that exhaust? “The exhaust was made to look like a two-stroke chamber,” Mule says, “but it’s a four-stroke pipe internally.” The expert craftsmanship is by regular collaborator Randy Blevins, and will no doubt create lots of confused looks from bystanders.

The legalities are covered off with a simple taillight, a classic Piaa headlight, a mirror clamped to the ProTaper bars—and a small Acewell gauge.

Knowing Mule’s technical prowess, this machine will be a blast to ride.

Let’s hope Matt Helders gets enough free time to put his sticks down, and get some solid miles onto the XR.

Mule Motorcycles | Instagram | Outdoor images by Olivier de Vaulx

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[DaveM]

TIMELESS: BMW R32 from the Motos of War Collection.

Over a hundred years ago, when genius engine designer Max Friz put pen to paper, he would not only revolutionise the world of motorcycles but create a driveline layout that is still in use and beloved to this day. We sure do feature a lot of BMW R series bikes around here, the absolute current darling of the custom bike scene, and they all derive their existence from the work of Herr Friz.

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