Custom Motorcycle Builds

[DaveM]

Stile Italiano: Giving the Honda C100 a retro Euro vibe

We can’t get enough of custom Cubs around these parts: we’ve featured more than 20 of the step-throughs over the years. But the Cub scene is now saddled with the same problem that builders of CB café racers and BMW airheads face—they’re all starting to look the same.

So how do you come up with something different, without sacrificing practicality or heading into cartoon territory? That was the conundrum faced by Deus’ Bali outpost. But they’ve surmounted it with an elegant C100 that harks back to the style of classic Italian mopeds.

This C100 was built for a local client called Nicco. “We’ve done quite a few Honda Cub conversions over the years,” says Deus manager Anthony McInerheney. “But when Nicco approached us to do a complete build on a 1979 C100, we didn’t want to go back over old ground.”

“The streets of Bali are now littered with pretty people on Honda C70s heading from their yoga classes to their co-working spaces!”

“Perhaps the best thing we can say about the donor bike is that it’s one of the rarer C100s, and it had a full set of papers. Making it something of a unicorn find these days,” says Anthony.

It’s tempting to think all Cubs are the same, but there are differences. The concept was developed by a team led by Soichiro Honda himself, using a monocoque chassis stamped out of steel. Performance was always remarkably good, thanks to Honda’s focus on well-engineered and high-revving engines.

Despite the ‘100’ nomenclature, the capacity of the air-cooled C100 is just 49cc—but it pumps out a useful 4.5 hp at a heady 9,500 rpm.

The Deus crew decided on a ground-up rebuild. “In the past, we’ve put our Cubs on a hefty visual diet,” says Anthony. “The leg shield and other optically ‘bulky’ items are ditched, in favor of showing off the svelte lines of the underlying frame. But everyone’s now done that, so we went in the opposite direction this time.”

The leg shields on this C100 are inspired by those of Vespas and Lambrettas from the 70s to 90s, and are hand-crafted from plate aluminum. After several months—and several iterations that weren’t quite right—the workshop team of Dylan, Arwin and Koko finally hit upon a shape that worked.

It’s a silhouette reminiscent of Italian heritage rather than the Honda’s original Asian birthright.

This beautiful bit of metal folding sets the bar high, but Deus followed through with a slew of other clever details. A 5.5-inch Daymaker LED headlight is slotted into a stainless steel bucket, and Arwin coaxed out a new set of side panels using more aluminum plate. Further down are turned and knurled billet aluminum foot pegs, with little acid-etched logos added to their ends.

Then it was time to delve further into the logo archive, and fabricate handmade metal Deus badges for the front and sides. The long original seat was reworked via a little metal rearranging and a new seat pan, with the cushion upholstered in brown suede.

Engine wise, Deus had to start from scratch. The tiny four-stroke was stripped down and all the innards were refreshed—including bearings, rockers, and gaskets. New gears and a new clutch were fitted, and for added good measure, Deus rebored the cylinder to take an oversized piston.

A new slide carb keeps the motor well fed, and the workshop wizards fabricated up a classy stainless peashooter to handle the exhaust gases.

Stainless steel spoked rims from the Japanese brand TK Racing are shod with SP1 tires from IRC, to boost the classic vibe even further.

The C100 is now perkier than it’s ever been, so Deus upgraded the rear shocks with a new pair from a local specialist. They also replaced the rear brakes with new-old-stock items, and added a disc setup to the front—with a telltale reservoir next to the Japanese Posh switchgear.

The new stainless steel bars have been lifted from a Yamaha RXZ-135, a two-stroke commuter popular in Indonesia. And although it’s not exactly a triple tree, the plate that marries the risers to the forks is another inspired piece of fabrication.

The paint gave Anthony and the crew a few grey hairs. “Inspired by British racing greens, we agonized on how dark we could go before black came to town!” A clearcoat over the top and a small dollop of pearlescent keeps everything nice and shiny.

Deus have capped off their C100 with a brake light crafted from lathe-turned billet alloy, plus tiny LED indicators from Posh. As with all the other details on this build, the approach is classy rather than flashy.

Top marks to the Bali crew for avoiding the clichés—and building a custom commuter that would work brilliantly in any modern city, as well as the glorious beach roads around Canggu.

Deus Bali | Facebook | Instagram | Images by Didit Prasetyo Adiwibowo

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[DaveM]

MURDERED MOTORRAD: BMW R nineT by FCR Original.

Black has always looked cool on any kind of automobile and while Henry Ford is known for the quote, ‘Any customer can have a car painted any colour that he wants, so long as it is black’, just about every early car and bike was only offered in the hue. One of my favourite motorcycle brochures is for an early Brough Superior that does offer you a choice of sorts, black or traditional black.

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[DaveM]

Unbound: A custom Moto Guzzi Griso 1100 from Japan

Like many of Japan’s top motorcycle customizers, Kenji ‘Katsu’ Katsumoto got his start with vintage Harleys. But he’s not bound to any one brand or style these days—so when a client requested a Moto Guzzi Griso café racer with street fighter underpinnings, he didn’t hesitate.

Operating as Katsu Motorworks in Fukuoka, Japan, Katsumoto-san built his first Moto Guzzi café racer four years ago. Based on a rare V11 Sport Scura, it bagged him the ‘Best Café Racer’ award at the massive Mooneyes show. And it inadvertently led to this project.

According to photographer Kaz Matsumoto, the client for this build originally reached out to Katsu about the possibility of buying the V11 Sport Scura, and the two struck up a friendship. Before long, the client had commissioned his very own custom Moto Guzzi, requesting the Griso as a donor.

The 1,151 cc Griso 8V would have been the ideal platform, but Kaz tells us they’re hard to come by in Japan. So Katsu sourced a 2006-model Griso 1100 instead, and decided to upgrade it with a few key Griso 8V parts.

Even though Katsu’s award-winning V11 inspired this build, this is no carbon copy. As the project materialized it headed in a fresh direction, dictated by the client’s proclivities and a couple of particular requests. “The customer said he liked street fighters and café racers,” explains Kaz, “so Katsu decided to combine both.”

“Also, the owner is a speed freak, and so Katsu came up with a sharp, angular design.”

One specific request was that all the bodywork be shaped in aluminum—and left unpainted. So Katsu ditched all the Moto Guzzi bits, and began fabricating their replacements, starting with the fuel tank. It wasn’t all plain sailing though, and it took a lot of trial and error to achieve the aggressive, geometric vibe that this Griso now wears so well.

It takes a few passes to pick up all the subtle details. Just in front of the gas tank is a separate handmade housing for the ignition—a small part that undoubtedly took much effort to produce. We also love the air ducts that are integrated into the custom side panels, and the frame rails that Katsu built to sit underneath them.

The short boxed tail section hides a bespoke subframe, leaving the impression of a floating rear end. Details abound here too; a tiny LED taillight embedded in the back, a splash guard lower down, and a stylish hit of Alcantara on the seat. And if you’re looking for the turn signals, you’ll find them mounted to either side of the custom-made license plate bracket.

The front end is tidy too, with a hand-made fender that feels organic, but doesn’t clash with the other angular pieces. Higher up is a custom headlight nacelle, with two embedded LED headlights.

Katsu installed a set of CNC-machined yokes just behind that, so that he could run clip-ons without cluttering the cockpit with a pair of ’empty’ bar mounts. The bars are off a Ducati 999S and are fitted with Nissin controls. A Motogadget speedo sits perfectly in the gap in front of the top yoke.

Those yokes also hold a set of fully-adjustable upside-down forks from a newer Griso 8V. Katsu also wanted to use the 8V’s radial-mount Brembo calipers, but they wouldn’t match up with the 1100’s retro-fabulous three-spoke wheels. In the end, a set of custom disc spacers with new Pro Brake discs solved the problem.

Katsu didn’t tear into the Moto Guzzi’s engine internals, but he did clean it up on the outside and treat it to fresh paint. The airbox has been tossed in favor of a pair of K&N filters, while a burly stainless steel exhaust system provides the soundtrack.

Finishing parts include new rear-sets, and a set of grippy Michelin Power GP tires.

Before launching Katsu Motorworks, Katsu cut his teeth in a Harley-Davidson dealership for twelve years, focussing on metalwork and paint. His portfolio is stacked with gorgeous paint jobs, but he respected his client’s wishes here and let the aluminum shine through.

The client did want at least some color on the Griso, so Katsu picked a deep candy burgundy from House of Kolor and coated the frame. With accents on the wheels and cylinder heads, it’s the perfect touch to offset the jagged bodywork.

It’s hard to believe that a modern café racer like this could roll out of the same workshop as a Shovelhead chopper—but it’s true, and it’s awesome. Here’s hoping that Katsu never settles.

Katsu Motorworks | Facebook | Instagram | Images by (and with thanks to) Kazuo Matsumoto

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[DaveM]

Eye of the Storm: An aircraft-inspired custom R nineT

The custom motorcycle scene truly is a global village. We’ve featured bikes from Indonesia and Japan this week—but today we’re heading south, to the port city of Gqeberha in South Africa.

This aircraft-inspired BMW R nineT is the work of Wayne Buys, who works out of his home garage as FabMan Creations. It’s shrouded in aluminum bodywork that Wayne built by hand, using a homemade English wheel. It’s probably also worth noting that he worked freeform, without a single sketch, render or template—and that his metal-shaping skills are self-taught.

Wayne originally trained as a millwright, before moving to Canada for 15 years. But when he came back to South Africa, he was jobless, so he threw himself into custom motorcycles.

“I was enamored with the Cherry’s Company ‘Highway Fighter’ BMW R nineT, built by Kaichiroh Kurosu,” he tells us. “I have never owned a motorcycle that I could leave stock, always modifying it as soon as I get it. These boys, however, are in a different league altogether—and I wanted in on it.”

Wayne couldn’t afford an R nineT back then, so he settled on an older BMW R1200R, and created his first ground-up custom build. With a skillset that included welding, machining, fabrication, and electrical and mechanical work, all he couldn’t do himself was shape aluminum. So he figured it out through trial and error—hammering the panels out on a tree stump and planishing them by hand.

That was a decade ago. Wayne’s upgraded his garage since, and now earns his keep by building custom bikes, and fabricating parts like fuel tanks, fenders and one-off stainless steel exhaust systems.

This R nineT was commissioned by a client, who supplied a low-mileage R nineT and specified the aeronautical theme. Most of the stock bike still remains under the aluminum, but that doesn’t mean that this was an easy win. Wayne had to figure out some clever workarounds to put it together, and it took him 8 months to wrap up.

The whole bike assembles like a Meccano set. The upper shell secures to a hidden aluminum fuel cell, via a locking nut around the gas cap. There’s another fastener hidden under the seat pad, with extra attachment points up front.

Wayne trimmed the frame around the upper shock mount to accommodate the new tail section, and moved the foot peg brackets further back. Custom foot pegs ‘pinch’ the belly pan to hold it in place, with four bolts below the bike to secure it.

Each body panel interlocks with the next, connected via small allen head fasteners that mimic the rivets you’d find on aircraft. The various scoops and air intakes aren’t just for show either; each one directs air to a crucial part of the bike, like the massive side ducts that keep the boxer motor cool.

Two small intakes on either side of the fully-enclosed front fender direct air to the brakes, while a scooped intake at the back of the bike, equipped with a fan, helps to chill the repositioned oil cooler. There’s another fan up front to cool the electronics, which all sit under the tank cover. And there are mesh panels up top to help hot air escape.

The exhaust is particularly stealthy. The headers are hidden from sight, exiting via three ports on either side of the belly pan. A grid of holes underneath the headers help stop hot air from pooling up inside.

Equal consideration went into the control area. Wayne fabricated a pair of aluminum handlebars that clamp to the forks, effectively acting as raised clip-ons. The grips, bar-end turn signals and mirror are among the few off-the-shelf parts used here—but the reverse levers are custom, as is the internal throttle.

All the cabling and wiring runs inside the handlebars, with the brake and clutch master cylinders tucked away under the bodywork. Up top is a custom dashboard built around an Acewell speedo, with a few push buttons to perform basic functions. The ignition is keyless; a remote turns the bike on, and one of the buttons starts it.

Dubbed ‘Storm,’ and wrapped in a slick matte silver finish by Auto Trust, FabMan’s retro-futuristic R nineT is both impressive and intriguing. And we’re not the only ones that have noticed; Wayne’s already had multiple requests for a kit, but says it’ll be too complex to reproduce without some serious funding.

There is good news for interested parties though: this particular bike is for sale. Tempted?

FabMan Creations | Facebook | Instagram

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[DaveM]

BOTH SIDES OF THE STORY: Buell S1 ‘Double Face’ by GDesign.

There is no time for fluff nor filler, this is a tale that starts with a Kiwi genius, stops in at one of the biggest failures by a major manufacturer in motorcycling history and ends happily with Italian custom bike builder extraordinaire, Giacomo Galbiati. Our Italian friend is the top dog at GDesign Custom Motorcycle in Como, Italy and has previously been a top ten bike of the year awardee.

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[DaveM]

VR1000 tribute: A two-faced Buell S1 from GDesign

If there’s a bike that symbolizes the uneasy relationship between Harley-Davidson and sporting performance, it’s the VR1000. Developed in the late 80s to compete in the AMA Superbike series, it finally appeared on track in the mid 90s.

By that time it was down on power compared to the competition, and despite excellent handling, never achieved the wins that Milwaukee hoped for. Still, it was an excellent machine in some respects, and it has many fans today, over 20 years after the race program was canned.

One of those fans is the Italian customizer Giacomo Galbiati—who builds under the name GDesign. He’s been working on bikes and engines since he was 13 years old, and has never stopped since.

‘Double Face’ is his brilliant homage to the VR1000, using a reworked Buell S1 that was registered in 1999—making it one of the final S1s to leave the Michigan factory.

Giacomo’s builds focus on details, design and aesthetic: his attention goes first to shapes and colors, he tells us, and then he works on performance. He also describes himself as being ‘mad about history and motorcycles’ and fueled by a desire to build something out of the ordinary.

“I’ve always liked Harleys,” he explains, “but seeing them in the same custom context all the time made me give up on them—despite their engines, torque and unmistakable sound.”

But then Giacomo saw a VR1000 superbike—one of just 50 that exist today. It was love at first sight and he was inspired to create something new. “I already had the idea to build a custom on a Buell S1 base, but seeing the VR1000 in its most iconic color made me understand what I really wanted to do,” he says.

For Giacomo, a Harley engine represents a pure riding experience, able to transmit ‘the sensations of a real motorcycle’ without electronics. And the Buell S1, with its tubular frame, is a much better performing bike than a typical 90s Harley.

It’s also blessed with ample power—just under 90 horses—from its air-cooled 1,203cc V-Twin. And like most pushrod motors of that ilk, it’s got substantial torque. With 78 ft.lbs on tap, it almost renders the five-speed gearbox redundant.

With the donor bike in his Milan workshop, Giacomo set about building a classic Harley café racer—except each side looks different. Everything is painted black on one side and Harley’s traditional racing orange on the other. That’s from the engine to the frame, right down to the brake calipers and the paddock stand.

The fairing was recovered from a demolished Benelli 500 and adapted for the project, with a small cut-out on the lower front to keep it in harmony with the lines of the S1. The dashboard has been repositioned to suit.

“The double headlights are a reminder of night endurance races,” says Giacomo. “All the lights on the bike are now LEDs, with the exception of the yellow high beam, and repositioning the oil cooler under the fairing improves engine temperatures.”

The new ‘tank’ is, in reality, a fiberglass cover sitting over the original tank, and derived from a 1980s Ducati 750 SuperSport. It’s been tweaked with softer curves in the rear and on the sides of the tank are 3D printed badges that unite the logos of Harley and Buell.

The tail is fiberglass too, taken from a mold used by endurance motorcycles, and finished with a leather saddle designed by L. R. Leather Goods.

Another change that catches the eye is the exhaust system. Most Buells, including the S1, had a muffler set low under the engine as standard, but Giacomo wanted something different. So he’s modified the manifolds to fit a SuperTrapp exhaust originally designed for the XR1200.

At the front, there’s a new braking system with custom-made double discs and Discacciati brake calipers, and Tommaselli clip-on bars with a USB outlet (and cellphone holder). The rims look as good as new, but they’re not—they are the stock S1 wheels with a slinky ‘gray chrome’ finish.

The engine gets a fillip via a DynoJet control unit, which is hidden behind the leather side panel. With the new exhaust and a foam air filter, it’s made the Buell ‘a real fiery horse.’

It’s one of those bikes that we’d love to throw a leg over and ride, but sadly, that isn’t going to happen. But if you’re lucky enough to be visiting the Biker Fest in Lignano Sabbiadoro in a few days, you’ll see this stunning machine on display there.

And towards the end of May it will pop up in London, at the Bike Shed show, alongside a previous GDesign creation—the ‘Elettracker’ board tracker that we featured last year. That’ll be a stand worth visiting.

Giacomo Galbiati Instagram | Images by Mattia Negrini Fotografo

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[DaveM]

DESERT RAT EDITION: Yamaha XV1100 built for Scram Africa.

The Dakar Rally is one of the toughest tests of man and machine on the planet, but sadly like so many major motorsport events, it’s become corrupted by the big dollars of government, sponsors and manufacturers. So, to get back to the grassroots of tackling the sweeping sands of the Sahara, you need look no further than Scram Africa. The 2022 event kicks off this weekend under the banner ‘The...

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[DaveM]

Speed Read, May 15, 2022

Meet the new LiveWire S2 Del Mar—a bike so hotly anticipated, the first 100 sold out in 18 minutes. Then peruse a tasty club style BMW R18 from California, a Kawasaki KLR from Colorado, and a race-ready Honda GB350 from Japan. We finish things off with a bonafide 1960s motorcycle safety video.

New LiveWire S2 Del Mar When Harley-Davidson branched LiveWire off into its own, electric-focused brand, we wondered how long it would be before we’d see them release a new model.

What you see here is the S2 Del Mar, the first all-new bike since LiveWire moved out of home. Based on the Advanced LiveWire ARROW Architecture, this all-electric street tracker looks like an absolute hoot. Developed in-house at LiveWire Labs in Mountain View, California, the ARROW Architecture is a scalable, modular system that will share the proprietary battery, motor, charging and control systems with future LiveWire releases.

The targeted output of the S2 Del Mar is 80 horsepower and they are aiming to keep the weight below 440lbs. Estimated 0-60mph is 3.5 seconds or less and the range around the city will be approximately 100 miles. Those figures have me so excited I can almost ignore how confusing I find the imperial units of measurement.

The striking paint job pictured is reserved for the first 100 Del Mar models, which will be released as numbered Launch Edition models. The front and rear 19” cast wheel designs are modelled after the intricate patterns found on printed circuit boards and the flat track seat will make the S2 Del Mar a great way to get around the city.

The paint finish and wheel design is exclusive to the Launch Edition of the S2 Del Mar, which has an MSRP of $17,699. The forward tilt of the lines on the “engine” suggests there’s an aggressive racer underneath the tracker bodywork, and I can’t help but imagine the same bike with clip-on handlebars and rear-set footpegs. I personally think LiveWire have hit a home run with the new design and I can’t wait to see these out and about.

The 100 Del Mar Launch Edition Models sold out in 18 minutes. Those lucky 100 should see deliveries starting in the Spring of 2023.

If you missed the boat on the first 100 bikes then have no fear. The production S2 Del Mar will deliver immediately after the Launch Edition, with a target MSRP of $15,000 USD. Head to livewire.com to find out more.

BMW R18 by Roland Sands Design BMW developing a big-bore cruiser and Harley Davidson developing electric motorcycles and an adventure bike? Is it me or is it getting a bit chilly in hell?

Regardless of the weather, when BMW dropped the R18 it felt just like that—as if they’d dropped an R18 on us. The 1802cc, 345kg, air and oil-cooled boxer twin took us all by surprise. Sure, it’s a hefty bit of kit but so is the competition. And one guy who is more than comfortable with big bikes and big torque is none other than Roland Sands of Roland Sands Design.

Part of the Geico Motorcycle #dreambuildoff series, RSD have transformed this R18 Pure cruiser into a brawny, Californian Club-Style street machine. The most notable change is the addition of the Saddleman mini FXRT fairing and the Saddleman seat, which completely alters the personality of the build. I expect this to pique the interest of more than a few Dyna bros.

RSD bar risers are topped with ProTaper Carmichael moto bars and the stunning paint scheme is the work of Taylor Schultz. There are a smattering of braking improvements by Brembo and the stainless steel exhaust is custom made in-house. RSD also milled the wheels themselves, in new sizes, to accommodate wider Dunlop Sportmax rubber.

There are also a number of changes you can’t see—like the quick-connect wiring that allows for rapid exchange of parts when changing bar heights, rear subframe setups and lighting.

“In the end, the BMW R18 has transitioned from a pedestrian machine fitting a cruise down PCH with your dad to a rip-roaring high bar R18 with attitude and performance to match,” says Roland Sand. “The sweetest thing about the bike is how stock it is, retaining much of what people love about the standard R18 but with swagger.”

I didn’t really know what to think when BMW released the R18 but after seeing the magic worked by RSD, I think I get it now. [BMW R18 by RSD]

Kawasaki KLR650 by 485 Designs Kawasaki’s venerable KLR650 dual sport has been a staple in the Japanese firm’s lineup since 1987. Euro 5 emissions standards were looming, ominously, over the KLR’s future but not even that could keep the big single down.

The KLR is still available to this day and if you distil the latest model down, you’ll see that not a whole lot has changed in the last 34 years.

This KLR650, by 485 Designs of Littleton Colorado, has changed quite significantly though. Starting with a bone stock 2006 model, they promptly tore it down and threw almost all of the original bike in the bin. KLRs have never been celebrated as the lightest machine on the market but the 485 diet looks to be the most effective weight loss strategy I’ve seen to date. Move over, Mr Atkins.

Now sporting a GSX-R750 front end and custom Warp 9 Racing supermoto wheels, 485 have turned this bike into what they call a ‘Super Cafe’—part cafe racer, part supermoto, all fun. Stopping power is provided by way of dual, 6-piston brake calipers. The GSX-R braking package was already pretty good but now, combined with the drastic reduction in mass, the KLR will stop on a dime.

485 did all the powder coating, frame modifications and electrical upgrades (with Motogadget parts littered throughout the build). They even relocated the radiator using mounts of their own design. Luke Langren of Rod & Custom Pinstriping laid down the paint on the tank and the powerbomb-style exhaust system was made by 485 themselves. [485 Designs]

Honda GB350 by Moriwaki Several years ago, the custom builders’ bike of choice seemed to either be a Honda CB750 or a Honda twin of the same era. In late 2020 (probably because we all needed some cheering up around that time) Honda re-released the CB in India as the H’Ness CB350. A far cry from the old CB in all but looks, the new CB350 is a 350cc single, sporting technological whizzbangs you wouldn’t usually associate with a small-capacity, economy motorcycle.

Shortly after the launch in India, the CB350 was released in Japan as the GB350. It’s here where Moriwaki, the legendary Japanese engineering firm, got their hands on one. In fact, this build is based on the new GB350 S which has just been released in Japan. With the clip-on handlebar conversion, rear-set footpegs, a custom exhaust, belly pan and single cafe racer seat (with racing number plates!), Moriwaki has turned a standard GB350 S into a thoroughbred race bike.

Moriwaki knew they were onto a good thing here so they entered a one-make race, just for the GB350, held on May 1st, 2022 at Honda Safety and Riding Plaza Kyushu in Kumamoto Prefecture, Japan. This Moriwaki bike was piloted by Misuzu Kaneko and at the end of the day, she took her place on the top step of the podium.

There’s not much else to say about the Moriwaki GB350, other than it looks incredible and that I would love to rip one around a race track. Wouldn’t it be nice to see these in Honda dealerships everywhere? [Via]

The Invisible Circle—1960s Motorcycle Safety Film To me, riding a motorcycle is a skill that I want to keep developing over time. I love training videos and getting proper instruction from professionals, like at a local track day. Away from the track, it’s inevitable that we will encounter more hazards when riding on busy streets and even people back in the 1960s were aware of this.

The Invisible Circle is a motorcycle safety and training film that was released almost 60 years ago, in partnership with Honda USA (which is why all the motorcycles in the film are Hondas). Even though it’s worth watching for the slow plot, music and incredible fashion, I picked up a few things that I will incorporate into my regular street riding.

I especially like the part where a lady opens the door of a moving car right in front of the main protagonist. He politely stops, patiently waits for her to cross the road and then gives the camera a bewildered shake of his head. It’s 28 minutes of cinematic, educational gold. [Via]

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[DaveM]

LEGAL AID: Honda CB750 by Fuze.

The real-life of a lawyer is not one often portrayed in the movies or on TV, the devil really is in the detail, whether hidden deep in the forensic evidence or tucked away in the fine print of a contract. So, it makes sense then that a lawyer who turns his attention to the world of custom bikes will reflect his craft in his creative endeavour. But that doesn’t mean the passion for the aesthetic is...

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[DaveM]

Mallorca Bound: A slammed Triumph Bonneville by Tamarit

Some of the most prolific custom shops out there have found success by settling on a winning recipe, then replicating it countless times. But the real trick is to find new ways to riff on the same style, so that it doesn’t become stale. And Tamarit Motorcycles has that down to an art.

Sure, if you browse their portfolio you’ll see a common thread; unavoidable, since they specialize in Triumph customs and produce a plethora of bolt-on parts. But you’ll also see a clear progression. The Spanish shop is over 100 builds in, and they’re still finding new ways to do things.

Their 104th build, a Triumph Bonneville dubbed ‘JBBS,’ testifies to this. Take it apart, and you’ll quickly spot ideas that have been borrowed from their previous builds—but put it back together, and it stands on its own.

Based on a 2008-model Triumph Bonneville T100, JBBS was built for a client in sunny Mallorca—a part of Spain where multiple Tamarit builds reside. The brief was wide open, so Tamarit proposed a few ideas, all of which were accepted enthusiastically. They’re calling it a café racer, but we’re picking up a strong bobber undercurrent too.

For starters, this 14-year-old Bonnie sits lower and longer than it did from the factory. It now rolls on 16” spoked wheels, wrapped in Dunlop Roadmaster tires that are chunky without being cartoonish. Custom-made discs enclose the rear wheel, making it look heavier than it is.

Up front is an aftermarket springer fork, originally designed for a Harley-Davidson. Tamarit picked that particular model because it was stronger than most, then modified it to work with the Triumph. The mods included a custom mount for the front brake caliper, and a stubby front fender.

Out back, the team extended the swingarm and installed a pair of Hagon Nitro shocks. The subframe was trimmed and looped, then closed off underneath with a custom blank-off plate. It features an integrated housing with a pair of LED taillights.

Up top is a café racer style seat that loosely mimics some of the designs in Tamarit’s catalog, but was built as a one-off for this bike. It’s covered in marine-grade vinyl, with a neat Tamarit badge riveted into the cover.

Just in front of the saddle is the Bonneville’s OEM fuel tank, with a few tasty mods. Keen eyes will spot an aftermarket fuel cap, and slick Tamarit badges that are finished in black and chrome. But peek up top, and you’ll notice a handmade ‘strap’ running over the top.

Shaped out of metal, it’s welded to the tank and doubles up as the housing for a tiny digital speedo from Motogadget, along with a strip of LED warning lights. It’s a clever trick that helps keep the cockpit impossibly clean.

Located at the fore are Tamarit risers, gripping a chunky set of drag bars. They’re fitted with Biltwell Inc. grips, along with a new throttle and levers. The micro-switches, bar-end LED turn signals and mirrors are all Motogadget parts—as is the Bluetooth-capable control box around which the whole bike’s been rewired.

Lighting is by way of an adaptive LED headlight, with an auxiliary LED mounted higher up. (If you’re not yet familiar with adaptive headlight technology, it ‘shifts’ the focal point of the light as the bike leans through corners).

Hanging off the side of the Triumph is a stunning two-into-one exhaust system, made specifically for Tamarit by the Italian exhaust specialist Zard. The team deleted the air box too—and treated the engine to a thorough once-over, as they do on all their projects.

Other changes include new foot pegs, a Tamarit chain guard, and a swingarm-mounted license plate bracket.

The generous belly pan might look familiar, because it’s the same design that Tamarit used on their recent Triumph Thruxton café racer. The first unit was originally made by sculpting clay to create a mold—but that mold now exists, so this one was marginally easier to produce. Shaped out of fiberglass, it uses an asymmetrical design that wraps around the engine while shadowing its curves.

Top marks to Tamarit for using that extra real estate to execute a stellar livery too. Their client wanted a red bike at first—but the second the shop pitched this monochromatic scheme at him, he loved it. And it’s easy to see why.

104 builds in, Tamarit still knows how to keep things fresh. And if this Bonneville is a sign of what’s to come, they should be in good shape for quite some time still.

Tamarit Motorcycles | Facebook | Instagram

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[Greyfell]

Mallorca Bound: A slammed Triumph Bonneville by Tamarit

Some of the most prolific custom shops out there have found success by settling on a winning recipe, then replicating it countless times. But the real trick is to find new ways to riff on the same style, so that it doesn’t become stale. And Tamarit Motorcycles has that down to an art.

Sure, if you browse their portfolio you’ll see a common thread; unavoidable, since they specialize in Triumph customs and produce a plethora of bolt-on parts. But you’ll also see a clear progression. The Spanish shop is over 100 builds in, and they’re still finding new ways to do things.

Their 104th build, a Triumph Bonneville dubbed ‘JBBS,’ testifies to this. Take it apart, and you’ll quickly spot ideas that have been borrowed from their previous builds—but put it back together, and it stands on its own.

Based on a 2008-model Triumph Bonneville T100, JBBS was built for a client in sunny Mallorca—a part of Spain where multiple Tamarit builds reside. The brief was wide open, so Tamarit proposed a few ideas, all of which were accepted enthusiastically. They’re calling it a café racer, but we’re picking up a strong bobber undercurrent too.

For starters, this 14-year-old Bonnie sits lower and longer than it did from the factory. It now rolls on 16” spoked wheels, wrapped in Dunlop Roadmaster tires that are chunky without being cartoonish. Custom-made discs enclose the rear wheel, making it look heavier than it is.

Up front is an aftermarket springer fork, originally designed for a Harley-Davidson. Tamarit picked that particular model because it was stronger than most, then modified it to work with the Triumph. The mods included a custom mount for the front brake caliper, and a stubby front fender.

Out back, the team extended the swingarm and installed a pair of Hagon Nitro shocks. The subframe was trimmed and looped, then closed off underneath with a custom blank-off plate. It features an integrated housing with a pair of LED taillights.

Up top is a café racer style seat that loosely mimics some of the designs in Tamarit’s catalog, but was built as a one-off for this bike. It’s covered in marine-grade vinyl, with a neat Tamarit badge riveted into the cover.

Just in front of the saddle is the Bonneville’s OEM fuel tank, with a few tasty mods. Keen eyes will spot an aftermarket fuel cap, and slick Tamarit badges that are finished in black and chrome. But peek up top, and you’ll notice a handmade ‘strap’ running over the top.

Shaped out of metal, it’s welded to the tank and doubles up as the housing for a tiny digital speedo from Motogadget, along with a strip of LED warning lights. It’s a clever trick that helps keep the cockpit impossibly clean.

Located at the fore are Tamarit risers, gripping a chunky set of drag bars. They’re fitted with Biltwell Inc. grips, along with a new throttle and levers. The micro-switches, bar-end LED turn signals and mirrors are all Motogadget parts—as is the Bluetooth-capable control box around which the whole bike’s been rewired.

Lighting is by way of an adaptive LED headlight, with an auxiliary LED mounted higher up. (If you’re not yet familiar with adaptive headlight technology, it ‘shifts’ the focal point of the light as the bike leans through corners).

Hanging off the side of the Triumph is a stunning two-into-one exhaust system, made specifically for Tamarit by the Italian exhaust specialist Zard. The team deleted the air box too—and treated the engine to a thorough once-over, as they do on all their projects.

Other changes include new foot pegs, a Tamarit chain guard, and a swingarm-mounted license plate bracket.

The generous belly pan might look familiar, because it’s the same design that Tamarit used on their recent Triumph Thruxton café racer. The first unit was originally made by sculpting clay to create a mold—but that mold now exists, so this one was marginally easier to produce. Shaped out of fiberglass, it uses an asymmetrical design that wraps around the engine while shadowing its curves.

Top marks to Tamarit for using that extra real estate to execute a stellar livery too. Their client wanted a red bike at first—but the second the shop pitched this monochromatic scheme at him, he loved it. And it’s easy to see why.

104 builds in, Tamarit still knows how to keep things fresh. And if this Bonneville is a sign of what’s to come, they should be in good shape for quite some time still.

Tamarit Motorcycles | Facebook | Instagram

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Hmmmmmmm...

 

[DaveM]

SECOND GEAR: Triumph Street Scrambler by Ellaspede.

If you wanted gag-worthy quotes of inspiration, you’d have headed over to Instagram, but indulge me just this once. “Real generosity toward the future lies in giving all to the present.” The fact it’s from Camus’ The Rebel makes it a little more relevant to what brings us all together and one custom bike mad Australian has taken the attitude to heart. After a recent health scare, he decided he was...

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[DaveM]

Value Proposition: An Estrella BJ250 from KlassikKustoms

The very nature of Bike EXIF means we tend to focus on high-end customs: bikes that push boundaries, set trends, or reveal incredible levels of craftsmanship.

But those machines are only a tiny part of the global custom scene. And there are plenty of workshops focusing on bang-for-the-buck, with good-looking builds that don’t cost the earth. And one of those shops is KlassikKustoms in Germany, the creator of this nimble Kawasaki Estrella.

Jan Schulte-Meyer started KlassikKustoms in 2010, because he was fed up of the daily grind. He now fixes, builds and customizes older motorcycles. Cafe racer culture is his main influence, with a particular slant towards Japanese bikes from the 70s. “I build them the way I like them the most—flat and low,” he says.

Jan is also a very realistic man, keeping his prices down by making smart decisions along the way. “They’re bikes for those who are working their asses off, but still don’t have the money for a $25,000 custom. Customizing is not about being rich, it is about being different.”

Jan’s workshop is in Herdecke, a town in the Ruhr area of Germany that’s known for its old half-timbered houses. He only builds bikes under 750cc, and prefers to keep the patina rather than go for the polished restomod look.

This 1996 Estrella BJ250 fits that bill perfectly. Europeans will know the good-looking 249cc single better than Americans, because it was only sold on the continent (and in Asia) for a few years.

On this Estrella, there’s quite a bit that wasn’t on the original bike though. For starters, the front end has been upgraded to an SR500 setup, from the triple tree to the forks and front hub.

The front brakes are from an XS650, with a new vintage-style disc from EBC. And the wheels have gone up a size both front and back, with a new alloy F19/R18 wheelset. They’re shod with Avon’s Safety Mileage Mk II rubber.

The bars are from Fehling, with a vintage MX bend, with grips from the German company Dock66 and a Tommaselli throttle. The levers have been snaffled from a Yamaha TT500 and a Honda CBR, and the speedo is from Racetronics, but the switchgear is from KlassikKustoms’ own range.

Lower down and tucked in tight between the fork tubes is an old Ford foglight, rebuilt inside to meet regulatory approvals. Like the other electrics, it’s wired up to a new loom—with the core components hiding inside a box under the swingarm.

The beautifully integrated gas tank is from a Yamaha DT360, topped off with a one-off gas cap, and heavily modified to fit with a cutout on the left side to clear the top of the engine.

The airbox is custom, designed to accommodate a free-flowing cylindrical air filter, and finished off with a neat ‘porthole’ on one side. And if you look closely, you can see that the engine cases have been intricately engraved—by hand, by a local artisan called Von Frankenberg.

The engine itself has been refreshed and treated to a Japanese-made carburetor kit, which bumps up output by 5 hp. (That might not sound like much, but the stock output is around 20 hp.) The custom-made exhaust system should help with power too, especially with the ‘powerbomb’ bulge in the header pipe.

The back end of the Estrella has been completely reworked, and there’s a definite Japanese custom vibe here. The neatly upkicked seat sits on a truncated subframe, with a modified Dock66 fender slotted in underneath.

Suspension comes from a new set of YSS shocks, with a black alloy JT sprocket right behind. The swingarm had to be modified to accommodate the larger rear wheel, but it’s a factory-level finish.

To protect Jan’s work, there’s fresh powdercoat everywhere—even on the tank. All that remains is to swing a leg over the ample seat (made by local outfit TheHugs), hit the starter button, and zoom off. Whoever gets to put this in their garage is going to have a lot of fun—for not a lot of money.

KlassikKustoms | Facebook | Instagram | Images by Michael Rauscher

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[DaveM]

Gelände/Strasse: The Dyna Low Rider S, done two ways

The 2016-model Dyna Low Rider S was the last hurrah for Harley-Davidson’s beloved Dyna. The Motor Co. was on the cusp of absorbing the Dyna range into their new Milwaukee-Eight Softail line, and had time to cram in one last variant. So they restyled the iconic Low Rider, bumped it from 103 to 110 ci, dropped in a hotter cam and tacked an ‘S’ onto the name.

The resulting bike was a total hoot to ride—noodley Dyna frame and all. And while the newer Softail Low Rider S is a rad bike in its own right, there’s still something special about the original Low Rider S that gets Dyna bros all hot under their Carhartt collars.

Most Low Rider S customs get the Californian ‘club style’ treatment, but these two tire shredders from MB Cycles in Heidelberg, Germany walk a different path. Dubbed ‘Cross’ [below left] and ‘Racer’ [below right] for obvious reasons, they feel like two sides of the same coin—but were actually built for two different customers.

Both bikes stand taller than the slammed bobbers and choppers we usually see from MB Cycles, and both feature an unconventional mash-up of styles. But that’s exactly what builder Martin Becker enjoyed so much about these projects. “It’s cool to mix different styles in a bike,” he says, “like a chopper with high performance parts.”

The Low Rider S Cross was the first of the two Harleys to go onto the bench. “My client knew he wanted a Harley, but didn’t know exactly what style,” says Martin. “He used to be a professional dirt bike rider, so I proposed the idea of making something with a bit of off-road character—and enough power to have fun.”

Martin sourced a suitable donor for the ‘scrambler‘ and got cracking. But a week into the project a different client walked in to collect his custom Harley Road King, and freaked out about the Low Rider S. Within three days he’d found his own donor bike and dropped it off at Martin’s workshop, with instructions to “build a cool racer.”

Building both bikes simultaneously meant that Martin could order all the parts he needed at once. And healthy budgets meant those parts could come from the very top of the top shelf. “It’s always cool to order stuff like this without caring about what it costs,” he quips.

As a result, the two builds share a number of key parts. Both wear complete front ends from Rebuffini; an Indianapolis Special setup with a Scott steering damper on the Cross, and a Nexo 4.0 system with Öhlins forks on the Racer. And both sport Öhlins shocks at the back, finished in gold and black respectively.

Martin also treated each Low Rider S to an extended swingarm from Krüger & Junginger in Germany. The bikes roll on their stock wheels, but there are plans to swap the Cross wheels out for a pair of spoked hoops from Kineo (they’re currently on backorder). The knobblies are Bridgestone AX41s, while the street tires are Avon Cobra Chromes.

The brake setups are identical too: twin four-piston calipers up front, with a single four-piston caliper at the rear. The calipers are from Rebuffini, while the discs come from Galfer.

The stock bike’s 110 ci Twin Cam mill is plenty fun out the box, so Martin didn’t get too fancy there. He simply dropped an Andrews cam into each engine for good measure, and converted each bike’s final drive from a belt to a chain.

The two-into-one exhausts are from MCJ in Italy; both setups include a valve that can be opened or closed via a lever, to adjust the volume. The air cleaners are standard Screamin’ Eagle fare.

Moving to the chassis, Martin trimmed a little off the back of both bikes. But each has been dressed up differently.

The Cross bike features a custom subframe that cradles the custom two-up seat, ending in a tidy rear loop. There’s a custom fender out back, with a pair of integrated Kellermann LEDs acting as turn signals and taillights. A modified Cult Werk fender does duty up front, with an aftermarket fly screen mounted higher up.

The Racer wears a tail section from R&R Customizing, styled after the classic Storz designs on vintage flat trackers. There’s an LED taillight out back, along with a pair of tiny LED turn signals from Kellermann.

Up front are a carbon fender and a carbon sump guard, both from Rebuffini. A Thunderbike fairing, modified with a red windshield, wraps around an upgraded LED headlight.

Other Rebuffini goodies include both bikes’ foot pegs, handlebar risers, grips, levers, and backlit switches that are made to plug right into the Harley’s CAN bus system. Both sets of handlebars come from Biltwell Inc., while the mesh-covered fuel caps and fuel level gauges are Kuryakyn parts.

Cross is finished off with Highsider mirrors and a Cultwerk license plate bracket, while Racer wears a glassless Motogadget mirror and a Heinz Bikes plate holder.

Top marks to Martin for showing restraint on each bike’s finishes. One of the best things about the Low Rider S is its factory paint scheme: lots of black, with matte gold wheels. Martin’s left that all alone (along with the stock speedo and tach arrangement on top of the fuel tank), and simply added an accent color to each version.

Chiko’s Pinstriping handled some detailing on the Racer build, while Metal Skin Works tackled all the powder coating work.

Does it make sense to put knobbly tires or a flat track tail piece on a hooligan cruiser? Probably not, but do we care? Also no.

Like all of Martin’s bikes, these two Low Rider S customs are lean, mean and perfectly judged. We’ll take one in black, please.

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

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[Vector]

I like the street version, the one with knobbies is asinine.

 

[DaveM]

Urban Drifter: A Kymco street tracker from Taiwan

Kymco isn’t a big name in the West, outside of scooter circles. But it’s a different story in their home country of Taiwan, where this custom Kymco KTR 150 hails from. The KTR is one of Kymco’s more popular models there—and as you can tell, it lends itself fairly well to customization.

Taiwan’s custom scene is rapidly expanding, and the shop behind this KTR 150, Twentytwo Custom, is dedicated to the cause. They’re the custom branch of Persist Motorcycle Company—a Taiwanese motorcycle culture and apparel brand. Collaborating with Tough Tracker from Taichung, they set about creating this cute street tracker, which they’ve named ‘Urban Drifter.’

The client gave Twentytwo mostly free rein over the bike’s design. “He had only two requests,” says Twentytwo’s lead designer, Dong Lin. “A bike suitable for his height; 1,82 m [6,1 feet], which is above average here in Taiwan, and black as the overall color.”

“The rest was up to us to get creative. We decided to build a bike that represents a modern, urban lifestyle. We kept the original mainframe and front suspension but all the other parts on the bike were redesigned and replaced.”

Given the KTR’s popularity, finding a donor was easy. Since the plan was to customize it, they landed on a rather tired-looking carbureted model from 2007. Dong mockup up the design and laid down a battle plan, then handed the bike over to Tough Tracker to bring his vision to life.

Right up front is a Bates-style headlight, bolted to a neat bracket from another Taiwanese outfit, 2LOUD Custom, which also holds the new front indicators. Behind the lighting setup is a Daytona digital speedometer and a handlebar of Twentytwo’s own design. And the top section of the fork tubes have been blacked out to blend in with the new fork gaiters.

Up top is a Suzuki BS125 fuel tank, modified to fit the Kymco. It suits the bike perfectly, plus it carries more fuel than the original tank—and nobody ever complains about extra fuel range.

As Dong alluded to before, the whole back end of the bike was chopped off and discarded. The new subframe kit came from another Taiwanese motorcycle shop, Kick Garage. But Dong and the team had to put some effort in to make it blend with the rest of the bike.

“For us, the challenge was to maintain the visually compact feel, and try not to make the bike look empty with the bigger frame,” he says. “So we welded two extra bars to the subframe.”

The new bars are just below the two side covers and cleverly fill out the negative space beneath the seat. Those side covers were made by hand out of aluminum sheet, as was the rear fender with its integrated tail light.

Replacing the cast wheels on the original bike is a set of spoked items, measuring 19” at the front and 18” at the rear; really leaning into the street tracker vibe. Wrapped in Firestone-esque rubber, they look very slick (pun intended), especially against the new black rims.

There isn’t much on this bike that wasn’t made by hand, and the seat is no different. Built on an aluminum pan with a custom-made suede cover, it’s a lot taller than on most builds of this style, with almost desert sled-like proportions. It not only ties into the design of the bike well, but it would surely also be more comfortable for the long-legged owner.

The rather curvaceous exhaust is also handmade, and, along with the foam filter on the carburetor, should extract a few extra horses from the 150 cc single. New shock absorbers from the Taiwanese brand MJP do duty out back.

The Marques Brownlee-approved ‘matte black everything’ theme is continued throughout the entire bike. The only exception is the gloss black fuel tank, adding just the right amount of shine to the build.

There is a shift in sentiment towards smaller, lighter motorcycles and that’s a good thing. After all, it’s more fun to ride a small bike fast than it is to ride a big bike slow. The Kymco’s perky 150 cc single is more than enough to propel the lucky owner around the streets of Taiwan, especially on a bike that looks this good.

Our only complaint is that the Kymco KTR 150 is not readily available outside of Taiwan.

Persist Motorcycle Company Instagram

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[DaveM]

BELLISSIMO: 1962 Parilla 250 Grand Sport.

To say Europe and much of the world had been utterly decimated by WWII is about as large an understatement as one could make, and for a generation like ours where anything and everything is just a smartphone app away, it can be almost impossible to really know what it was ever like to live through such a traumatic period. But just as people left the lockdowns of COVID-19 to quickly get back to...

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[DaveM]

Speed Read, May 22, 2022

This week’s offering includes two very different Honda CB750 customs from two different parts of the world. But first, we look at a KTM SuperDuke 990 by Outsiders Motorcycles, and a rare ISDT Triumph.

KTM Super Duke 990 by Outsiders Motorcycles Judging by this radical KTM Super Duke, ‘Outsiders’ is as on the nose as custom shop names get. Builder BertJan Blok has built his fair share of trad customs—but he’s also know for thinking way outside the box.

BertJan’s client on this project spotted one such bike (a bright pink Husqvarna Vitpilen 701), and wanted something similar. But he stands well over two meters tall, and so the 701’s proportions would have been way off. A 2006-model KTM Super Duke 990 was picked as a donor instead, and soon the entire concept morphed into entirely its own animal.

The 990’s plastics were cracked and rattle-canned black, so BertJan tossed those straight into the bin. Then he ripped out the original speedo to see if the bike would still run without it, and started hashing out the design. “I like to keep the designs rough and raw,” he says, “because it leaves room for improvements and ideas along the way, as long as the big picture is clear.”

The KTM now wears a full complement of hand-shaped aluminum bodywork, with a one-off fuel cell acting as the base for everything. BertJan shaped the fuel cell by first mocking it up with cardboard, then moving to aluminum. The reservoir mounts to the stock frame up front, and sits on a custom chromoly subframe at the back.

Once the main section was done, BertJan fabricated a tank cover, a tail section and a sharp headlight nacelle. All of them have some of the original bike’s DNA in them, but they’re not carbon copies. The tank cover is quick to remove too, because it provides access to the air filter, battery and key electronic components.

Getting the seat right was a challenge, given the client’s frame, so BertJan went for a ‘floating’ design. The seat is built on an aluminum pan that’s 10 mm thick, so that it can carry the rider on its four mounting points. The foot pegs were remounted lower too, to optimize the rider triangle.

BertJan installed a KTM 990 Adventure front end, and a Hyperpro rear shock, which both help the Super Duke stand taller. He also built the stainless steel exhaust system, and machined a bunch of smaller parts to help the Super Duke wheels work with the Adventure forks. Neken handlebars and risers and a Motogadget speedo round out the spec.

As the project neared completion, BertJan put the bike together, took a photo and used Photoshop to experiment with liveries. In the end, a simple root beer finish over some raw aluminum did the trick.

If you’d like to know if this KTM looks as rowdy in person as it does in these photos, it’ll be on display at The Bike Shed Show in London later this week. [Outsiders Motorcycles | Images by Winchester Creatives and Lynn Hofenk]

Honda CB750 by Tyson Carver Based in Texas, Tyson Carver’s been customizing bikes in his home workshop for over a decade already. But this 1974 Honda CB750 is the first build he’s done for an actual customer—and we’re pretty sure it won’t be his last.

The brief was for a classic café racer with a no holds barred approach. So Tyson worked with the Honda ‘hot rod’ specialists at Cycle X to hop up the motor. It now runs with a 915 cc big bore kit, a long list of internal mods, a Mikuni RS 34 mm carb kit and a custom four-into-one exhaust system.

Keen eyes will spot a classic ARD magneto housing on the side of the engine—but it’s a red herring. The ARD magneto wasn’t working, so Tyson stripped out its guts and hid a Dyna electronic ignition and a set of small coils inside it.

The chassis is pretty special too. It’s from an old drag racing bike, built by Bill Benton at BentON Racing in Georgia. “Because it started as a race frame and I had sourced the ARD magneto ignition, we wanted to make it a sort of a sleeper café racer and a tribute to old Russ Collins type race bikes,” says Tyson.

Tyson made some tweaks to make the frame street-able, then installed a Suzuki GSX-R front end, and Öhlins shocks that are hooked up to a Honda CB550 swingarm. The rear drum brake was rebuilt, while the front wheel is stopped by the Suzuki’s Tokico calipers.

Tyson also added a café racer seat from Tuffside, Messner Moto clip-ons, Rebel Moto switchgear, a Speedhut speedo and an LED headlight. The bike was rewired with Motogadget components too, and upgraded with a Cognito Moto oil tank.

Top marks to Tyson for the classic color scheme, which definitely adds to this Honda’s vintage sleeper persona. And it really is a sleeper, according to Tyson.

“The engine will straight up scare you,” he says. “It revs like an F1 car.” [Via]

Sold: Cheney Triumph ISDT When it comes to vintage enduro racing Triumphs, the Rickman Metisse seems to get the most airtime. But there were other icons of the sport building top-shelf race bikes back then that also deserve the spotlight—like Eric Cheney.

Born in 1924 in England, Eric began racing motorcycles after the Second World War. But then he contracted an illness while in Algeria that ended his racing career, so he became a frame builder, building some of the best race bikes of the 1960s

Eric passed away in 2001, but Cheney Racing still exists—and you can still buy frames and parts from them. This particular bike is noteworthy because it’s not from the 1960s, and it’s not quite new either. It was actually built in 1995 by Eric himself, and has just sold on Collecting Cars for the bargain price of £5,600 [just under $7,000].

Eric built the bike in the same style as the International Six Day Trial bikes he created in the 60s, with a hand-built nickel-plated frame. The engine comes from a 1970-model Triumph Daytona; a 500 cc parallel-twin mill with a four-speed transmission.

The forks are Ceriani units, the shocks are from Koni and the wheels are Akront rims on Grimeca hubs. It also features an alloy fuel tank, fiberglass side panels and chromed fenders.

Even though it isn’t technically from the 60s, it ticks all the right boxes as a charming ‘vintage’ enduro bike. It’s also cute as a button, and we’re sad that we weren’t the ones that bought it. [Via]

Honda CB750F by Fuze Modern manufacturing techniques like 3D printing have permeated the custom scene in a big way over the last few years. And even if you’re a traditionalist, it’s hard to ignore the benefits—especially when it comes to prototyping, refining and reproducing parts.

That’s the approach that Fuze took on this Honda CB750F café racer. Based in Salerno, Italy, Fuze is the after-hours endeavor of three motorcycle nuts with vastly different day jobs; Gerardo Di Maria (lawyer), Maurizio Accarino (mechanical engineer) and Raffaele Squitieri (doctor).

Fuze’s whole vibe is minimalism, so this CB has been stripped down to the bare essentials. The guys kept its OEM fuel tank, but redesigned everything else—opting for an 80s neo-futuristic look that takes cues from the tank’s angles. Most of the parts were 3D printed using hardy ABS plastic, and are now available as plug-and-play kits.

Fuze started at the back, with a new tail hump that plays on classic café racer and endurance racer shapes. It also houses a Lithium-ion battery, and an integrated taillight arrangement that uses LEDs borrowed from a Honda scooter. The team went through 30 prototypes before they were happy—but the final part will fit any CB750, as long as you trim the subframe first.

At the opposite end is a custom-made nacelle, wrapped around a KTM headlight. There’s a new front fender lower down, and both parts feature ‘winglets’ that were inspired by Honda’s fire-breathing CBR1000RR-R.

Just behind the headlight is a CNC-machined top yoke that also holds a tiny Motogadget speedo, new clip-ons, and custom-made switches. The whole bike’s been rewired too, using a Motogadget mo.unit blue control box, and high-end automotive electrical connectors to make maintenance and troubleshooting a breeze.

The CB750 retains its stock wheels, but they’ve been wrapped in Continental ContiAttack tires. The front forks have been overhauled and refilled with heavier weight oil, and there’s a new pair of YSS shocks at the back. Fuze also designed their own air intake, fitted a four-into-one exhaust from Devil, and tuned the bike with a Dynojet kit.

Other upgrades include blacked-out Raask foot pegs, Accossato brake hoses and a Brembo front master cylinder lifted from a Ducati Monster. As for the paint job, it’s a ‘frozen grey’ BMW color, that took five attempts to get just right; not too matte, not too shiny.

Fuze’s contemporary take on the CB750 is a welcome departure from the usual Honda café racers we see. And we love the fact that it can be replicated—provided you have a healthy credit card and at least a little know-how. [Fuze]

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[DaveM]

RESTO MASTERS: Kawasaki Z1-R ‘RCM-564’ by AC Sanctuary.

You can have all the money in the world and seek out motorcycle royalty, but that still won’t give you the bike of your dreams if you can’t find the needle in the haystack. The last time we checked in with Hiroyuki Nakamura, founder of Japan’s legendary outfit AC Sanctuary, he told us demand for resto-mod Kawasaki Zs was so high that he’d filled his storage unit with donors for upcoming builds.

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[DaveM]

Diabolical: K-Speed’s gnarly Honda Dax custom

Every time Honda releases a modern iteration of one of their iconic pint-sized motorcycles, K-Speed pounces. The Thai workshop and parts manufacturer loves little bikes, and regularly sets the internet ablaze with their Honda Super Cub and Monkey customs. Now they’ve worked the magic on the new Honda Dax—and, predictably, it’s another hit.

That’s right, the beloved Honda Dax is back (although it’s yet to be released in the US, where it was originally known as the CT70). Its official title is the Honda ST125 Dax, because it’s powered by the same 124 cc air-cooled single as the modern Honda Cub. It blends the Dax’s classic T-shaped pressed steel with a few modern touches, and it’s as cute as a button.

K-Speed founder, Eak, has a particular love for the Dax; he owned the 50 cc version of it when he was thirteen. Fueled by nostalgia, he set out to give the new Dax a major dose of K-Speed’s signature style—and in the process create what is quite possibly the first custom 2022-model Dax.

Dubbed ‘Daxster,’ this murdered-out mini-scrambler is also a test bed for prototyping new parts, for K-Speed’s in-house ‘Diablo’ brand. So although it features a number of one-off mods, it’s also loaded with parts that Dax owners will be able to slap onto their own bikes.

We’re not just talking about turn signals and grips either. One of the most significant plug-and-play mods on this Honda is the burly upside-down front end. The setup includes specially designed forks and yokes, and sits 3” lower than stock (with an option to lower it by another inch).

The fork legs also sit wider, enabling the use of ultra-chunky rubber. The Honda Dax’s stock 12” wheels now wear aptly named ‘Tractor-Grip’ tires from IRC, measuring 130/80-12 at both ends. Diablo wheel covers, made from ABS plastic, add to the brawny aesthetic.

K-Speed fitted a pair of lowered Diablo shocks out back, then extended and braced the swingarm. The Dax’s OEM rear fender and grab handle are gone, replaced by a custom made luggage rack that wraps around a Diablo taillight. As for the frame itself, that’s still stock.

The team did some clever tidying up around here too. The passenger pegs are gone, but their mounting brackets have been trimmed back rather than binned, since they protect and support various other bits. Sitting on the left is a tidy license plate holder, bolted to the lower shock mount.

Up top is a new seat, and just in front of that is a second luggage rack. Sitting alongside the frame is the Honda’s OEM speedo, mounted on a new bracket.

But it’s the custom handlebars and risers that really caught our attention. The handlebars are actually two separate pieces, held by risers that have been rotated 90 degrees, with a solid top clamp for added strength. This setup enables the user to rotate the bars individually, to set them narrower or wider.

The rest of the cockpit features typical K-Speed fare. The Dax’s single brake lever is accompanied by Diablo grips, vintage-style micro switches and LED bar-end turn signals. The two silver hand dials at the bottom of the bars are just for show—a homage to those on the original Dax.

An LED headlight sits up front, with tiny Diablo turn signals doing duty at both ends. New foot pegs complete the list.

K-Speed treated the Dax to a custom-made exhaust system too. It mimics the original by following the same routing—but it looks like it’ll shatter eardrums. It’s finished off with a drilled heat shield, and a neat little hanger to mount it to the original muffler’s attachment point.

As we’ve come to expect from Thailand’s most prolific custom shop, this Dax is finished in a whole lot of black—right down to the blacked-out Honda logos on the sides of the frame. A custom ‘Daxster’ graphic mimics the original Dax logotype, while brown upholstery adds some contrast.

K-Speed’s first run at the Honda Dax looks bonkers, and is bound to have their order books filling up fast. And if you’re curious about what else can be done with the parts used, take a gander at the blue Dax below.

Cute, no?

K-Speed | Instagram | Images by Hipmotography

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