Custom Motorcycle Builds

[DaveM]

Second time round: reviving a rotary engine motorcycle

The motorcycling world is replete with mechanical oddities that never really caught on. Think hub center steering, two-wheel drive, and even automatic transmissions. But top of the list has got to be the rotary engine. Despite its limited success in the mainstream car world, there are plenty of folks who have tried to make a Wankel-powered motorcycle.

Suzuki is probably the best known, with the RE5. But around the same time, the Dutch company Van Veen was also experimenting, and so was the German outfit Hercules—with its imposing W-2000.

This is the first time we’ve seen a custom Hercules, but it was built by a man who will be familiar to regular visitors of this site: Greg Hageman. Greg made his name with Virago customs, but these days, he can turn his hand to just about anything with two wheels.

That made him the perfect choice for client Alessandro Bonomi, who was intrigued by the idea of a first-of-its-kind rotary restomod.

Alessandro is particularly fascinated by the story of Hercules: “There’s something magical about forgotten automotive dreams and relics,” he ruminates. “One notion was the idea that rotary engines could have been the future of motorcycles.”

“On paper, the thought appeared to be genius. A system that would reduce vibration and provide uniform torque, while providing considerable weight savings. Unfortunately, it was the right idea but not the right time.”

Finding the right donor bike was paramount, because resuscitating or repairing a poor condition rotary engine from the 70s would be tricky. As luck would have it, Greg’s father-in-law happened to have an ultra-rare Hercules W-2000 in his collection. And believing in what Greg and Alessandro were setting out to do, he was willing to part with it.

“This human and emotional connection made the build that much more special,” says Alessandro. So I dedicated the bike and build to my own father, titling the adventure ‘Project Andy’.”

Alessandro pitched his vision to Greg, with ideas around design and performance upgrades. Because even by 1970s standards, a Hercules W-2000 is quite rustic—and the 294cc Sachs air-cooled single rotor engine is a pretty basic mill, despite the unusual technology.

“I saw this as a positive, because we had a ‘pure,’ early industrial rotary engine, undisturbed by unnecessary complexity. It was the parts surrounding the engine that needed the most attention.”

The Hercules had predictable if somewhat slow handling, so Greg has upgraded the suspension with Yamaha XS650 forks. These have been overhauled with new tubes and seals, plus innards from Race Tech—including Gold Valve cartridge emulators.

The hubs are XS650 too, both front and rear, and laced up to new 17-inch rims from Buchanan’s. They’re 3.5 inches wide at the front and 4.25 at the back, and laced up with heavy duty stainless spokes. The tires are Avon MKII, with a period-correct tread pattern matched to modern construction.

There’s no shortage of braking power though, because Greg has installed the front calipers from a 2003 Yamaha YZF-R1 using billet adaptors, along with 320 mm Brembo rotors. They’re fed by a Magura HC1 radial master cylinder.

At the rear, there’s an XS650 drum—upgraded with new shoes from EBC—flanked by a pair of custom-spec Hagon Nitro shocks.

The finishes are top-notch, from the steely glint of the CNC-machined Motogadget grips to the newly-plated hardware and the stunning metalflake paint, which was shot by Tampa-based Moe Colors.

The graphics on the stock tank are inspired, mirroring the shape of the side covers, and everything else has been neatly refinished in powder or Cerakote by Schwarz Powder Coating in Illinois.

In factory form the Hercules looks a little stodgy, but Greg has smartly lightened the aesthetics with a new seat upholstered by Tuffside, and a waspish little tail unit. He’s also added a classic quarter-fairing at the front, which houses a Custom Dynamics ProBEAM LED headlight behind a clear dome.

As always with builds like this, a lot of the work is hidden. That includes the new electrical system, which should banish any vestiges of vintage unreliability. The hidden goodies are mostly Motogadget componentry, with an mo.unit Bluetooth control box feeding out to a speedo, switchgear and turn signals from the same manufacturer.

This W-2000 is one of those builds that could have gone horribly wrong, but Alessandro is very pleased with the result.

“It’s like no bike I’ve ever ridden,” he enthuses. “She’s light, nippy, and unexpectedly fast. But more than anything, there is a different energy when you hit the throttle … the bike almost disappears from beneath, there are no real vibrations, and you simply find yourself gliding effortlessly.”

We’d give anything to swing a leg over this one and see what smooth rotary power feels like in a lightweight, updated chassis. Alessandro is the first to admit that the Hercules project is ‘idealistic,’ but his dollars and imagination have also turned the spotlight back onto a lost moment in motorcycle history.

More like this, please.

Hageman MC | Facebook | Instagram

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[DaveM]

Vespizzatevi! A custom vintage Vespa from 2LOUD

Ever since Max Yicheng broke onto the scene, he’s made one thing abundantly clear: he can apply his signature style to just about any bike. The man behind the 2LOUD Custom moniker has wrenched on everything from big fours to pint-sized Honda Cubs, with stunning results every time. So when a friend asked for a custom Vespa, Max was all too happy to oblige.

Max’s friend loves classic Vespa scooters in particular, so the donor bike was pieced together from the Italian marque’s greatest hits. The body is a 1960s Vespa 90 unit, while the two-stroke engine comes from the newer 1980s PK 125. But neither are in original condition any more.

Not only has the monocoque chassis been restored to showroom condition, but it’s sporting some tasteful mods too.

The horn, although customized, sits front and center like it always has on vintage Vespas—but the front fender adornment is new. Max kept the period-correct Vespa and Piaggio badging too, but that’s where the OEM stuff ends.

Vespatisti will immediate notice a major change up in the cockpit. This Vespa wears a set of custom bars, stretched and dropped in a sort of scooter-cum-café racer style. The steering housing has been rebuilt to match, and is kitted with a new headlight from Germany’s SIP-Scootershop.

Max installed a custom CNC-machined throttle and lever assembly too, along with new grips and one-off bar-ends. Finishing things off are vintage switch clusters, with a single mirror attached to the left of the fairing, lower down.

Also unmissable is this Vespa’s new café racer-style tail section. Featuring a traditional stitching pattern and a customary rear hump, it’s executed perfectly—right down to small details like the carefully crafted seat hinge. The seat flips up to reveal a storage compartment, while the hump forms part of the fuel tank.

Max finished the rear half of the scooter off with a hand-formed engine intake cover, and a cheeky Mooneyes taillight. The tidy floor trim kit and side stand are also fresh additions.

Look even closer, and you’ll spot non-standard wheels and suspension. The rims come from SIP, and are wrapped in Bridgestone Battlax BT-39 scooter tires.

Each end’s held up on a new BGM shock, and Max has even customized the braking system.

Then there’s the motor, which has had almost as much work as the rest of the bike. Inside you’ll find a 136 cc upgrade from Malossi, complete with a racing crankshaft from Mazzucchelli. Max also installed a new seamless clutch with carbon steel plates, and a lightweight CNC-machined distributor with a custom cover.

A PWK30 carb feeds the motor via an MRP intake manifold. Gasses exit via a custom JL titanium exhaust system (also supplied by SIP), featuring a ceramic coated header.

There’s nothing too loud about the Vespa’s paint scheme though. It’s been finished in a timeless piano black, complemented by a selection of chromed and electroplated parts, and just a hint of pin striping.

The whole thing is so tasteful, that from a distance it could easily pass for a stock vintage Vespa. But under close scrutiny, it displays the kind of charming style that we’ve come to expect from Max’s work.

It also makes a strong case for customizing vintage Italian scooters that purists might otherwise leave alone. More Vespa customization, anyone?

2LOUD Facebook | Instagram

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[DaveM]

BULGARIAN BRUTALE: Yamaha TR1 from Tossa R.

When you’re a custom bike builder in countries like the UK or USA, the competition might be stiff but there are also endless opportunities to show off your wares to an adoring public. Monthly big bike shows, well-known hangouts, an established media presence, and even the chance to partner up with other builders and major companies. But many smaller nations only have a handful plying the trade and...

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[DaveM]

Retro Rescue: PBM’s custom Triumph Bonneville T140

I spend time around people who love old English bikes, and I feel like the Triumph Bonneville T140 cops a bit of flak from the Triumph crowd. Granted, its legendary predecessor, the T120, was a tough act to follow. But while the T140 doesn’t quite have the same allure, it does make for a brilliant custom in the right hands.

Built by the team at Purpose Built Moto from their Gold Coast workshop in Australia, this 1973 Bonneville T140V has been transformed into a very sleek desert sled. Vintage Triumphs aren’t usually their cup of tea, but the PBM gang were more than keen to handle something a little left field. And to make things even more interesting, the bike came to them in a sorry state.

“If you have a nice old bike and you want to keep it that way, make sure you use it,” says Tom Gilroy, ‘Chief of Escapades’ at Purpose Built Moto.

“This project came to us because it had been neglected for so long it was no longer running. Everything had seized up, and without some serious attention it was going to slowly fade away and crumble.”

To kick things off, the entire front end got one hell of a birthday. The forks and brakes were stripped down and rebuilt, with all new finishes applied. PBM fabricated a new front fender and brackets in-house, featuring a looped-over design not too dissimilar from a vintage motorcycle, albeit quite a bit shorter.

The wheel set is one of my favorite parts of this build. It consists of a new set of valanced rims for a bit more vintage flair, laced to the stock hubs. The trials-style rubber comes from Pirelli and certainly looks the part.

The original low profile Bonneville handlebars were retained, but retrofitted with vintage switches and new grips. PBM deleted the tachometer, then cleverly Frenched the factory speedometer into the Lucas-style headlight bucket, along with a set of warning lights. The factory headlight brackets were carried over too, with PBM’s own chrome LED indicators also acting as the headlight bolts.

Moving back to the fuel tank, it was decided that a riff on a factory design would suit the build well. Laid down by Justin at Popbang Classics, a fellow Gold Coast lad, the silver and off-white scheme oozes classic Triumph, but with a modern twist.

With the build progressing, attention was turned to the engine. The carburetors were rebuilt, the top end was adjusted and a new Boyer ignition was fitted.

“According to the owner, it used to run strong—and he was actually on the money,” explains Tom. “The motor was in great condition inside, so we polished up the outside to match, replaced the leaky gaskets and got it started on the second kick.”

All scramblers worth their salt feature a nice exhaust, and this one is no exception. Running high down the left side of the engine is a custom-built stainless steel system. A bit of back pressure never hurt anyone, so PBM used oversized piping so that they could hide some baffles in the end.

As someone who regularly experiences the sound of 744 cc Bonnevilles with lightly-baffled pipes screaming through tunnels, I bet this thing sounds spectacular at wide-open throttle.

Moving upwards, a new seat pan was cut to mirror the frame rails perfectly, and then topped with a nicely shaped piece of foam. The new seat was then sent down the road to Jamason at Timeless Auto Trimming, who stitched together a classic leather cover.

Out back are some more PBM parts. Their new rear fender kit cleans up the back end very nicely; it’s adorned with their own ‘Orbit’ taillight, and flanked by a pair of their LED turn signals. The old shock absorbers had seen better days, so they were promptly replaced with a brand new set that are 20 mm longer.

What do Tom and the PBM team think of the end result? It’s not exactly a surprising end note.

“Being our first vintage Triumph, I’d never actually ridden any of the old twins,” describes Tom. “About 3.5 seconds into the test ride I fully understood why these bikes were just so damn popular. The sound from the exhaust and rattle of the engine is what draws you in—then you rip back the throttle and realize that this dinosaur can move!”

“It is surprisingly fast and with the suspension upgrades, it’s a killer bike to get around on. Seeing as I had to hand it back to our client to enjoy for many years to come, I might have to add an old Triumph to my ever-growing list.”

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

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[Vector]

Oh hell yeah!

 

[DaveM]

Speed Read, July 16, 2022

We’re shaking things up by dropping our weekly round-up on a Saturday, to make space for an exclusive competition that’s launching tomorrow. Feast your eyes on a mean XJR1300 from Romania, a zesty Dominator flat tracker from Germany, and a short film featuring Untitled’s Zero XP.

But first, a look at Switch’s final, production-ready eScrambler electric bike.

The Switch eScrambler enters production Switch melted our servers when they revealed their eScrambler concept two years ago, and it remains one of our all-time favorite electric customs. Now they’ve put the work in to make that concept production ready.

Switch’s core team consists of founder and lead engineer Matthew Waddick, while ex-Yamaha Japan Advanced Labs designer and former speedway champion, Michel Riis Eriksen, operates as head designer. Every part of this electric scrambler was designed using 3D software before it’s brought to life… but that doesn’t mean it’s just 3D-printed and stuck together.

Making the bike ready for production meant having to produce tooling and molds that Switch’s factory could use to reproduce each part in bulk. But on the up side, Matthew always had production in mind—so much of this was taken into consideration at concept phase.

The team fine-tuned everything from the geometry to electronics to get the eScrambler pitch perfect. The swingarm pivot’s been moved, the rear shock mounts have been relocated, the suspension travel has changed, and the rake has been increased. The bike now runs with J.Juan brakes equipped with ABS, and a beefed-up Gates belt drive.

The seat’s been reshaped and kitted with new silicon foam, and there’s also a new, and very discreet, cooling tray beneath it. And although mirrors, full-sized fenders and a plate holder aren’t shown in these photos, they will ship with each bike.

Powering the eScrambler is a 50 kW motor that’s good for around 70 hp and a top speed north of 100 mph. Predicated range is upwards of 90 miles, with a charge time of four hours to reach 90% capacity. The considerable amount of electrical components needed to run the eScrambler are all neatly packaged under the bike’s faux fuel tank.

But the eScrambler’s big drawcard is its charming, minimalistic styling, which hasn’t changed too much from the concept. Matthew was heavily influenced by the burgeoning custom scene when he first penned it, particularly bikes like the Yamaha SR500.

“Like the old Yamahas, I wanted a product that people would be ripping apart in 30 years,” he says. “I want that people will be updating it with 2050 tech and styling, and in the process saying ‘wow, whoever designed and engineered this was really paying attention to detail’.”

“The riding position is set up for a trip down to the local café for a flat white, so with speed like this the bike is not for the faint hearted. Luckily we have the riding modes to make it a bit more sane, and I’ve decided that we will make a few adjustments, like limiting the top speed.”

With backing from both an investments company and an RND firm, Switch have just launched pre-orders for the eScrambler on their new website.

Units are expected to ship to the USA, Australia and New Zealand in the first quarter of 2023, and in Europe before the end of 2023, at a retail price of $11,999 (excluding shipping or import duties).

Switch also plans to have demo bikes to ride in various locations around the world. With any luck, we’ll swing a leg over one soon and report back here. [Switch Motorcycles]

Yamaha XJR1300 by Dezmembrez Moto Few modern classics are as bold as the now-discontinued Yamaha XJR1300. Muscular and purposeful, it pulls on our heartstrings with its unapologetic representation the golden era of the big four. And this custom XJR, from the Romanian custom builder Dezmembrez Moto, dials the boldness up to eleven.

Nicknamed ‘Kojirō’ after the legendary Japanese swordsman, this 2014 XJR1300 is a modern, performance-inspired take on the iconic Yamaha bruiser. One major change is out back, where the XJR’s traditional twin-shock setup was traded for a mono-shock arrangement with a single-sided swingarm. The custom subframe is new, as is the Öhlins TTX shock.

Up front are a set of Ducati Diavel forks, held by WSBK-spec yokes from CNC Racing. The steering neck had to be modified too, to accommodate the new system’s bigger bearings. Also present are a set of spoked wheels from Kineo, stopped by Brembo M4 monobloc calipers.

The fuel tank’s been trimmed and remounted, and is complemented by a tail section that was pieced together from plastic bits from four different bikes. The headlight should look familiar; it was liberated from a Ducati Scrambler.

Dezmembrez Moto also installed a Lithium-ion battery, pod filters and a lightweight Antigravity battery, and modified the radiator. The exhaust is a custom-made Titanium affair, terminating in an SC-Project muffler. Robymoto rear-sets, and a sprinkling of Rizoma and Motogadget parts, finish things off.

Kojirō simultaneously celebrates the XJR’s legacy while pushing into the next decade. And we bet it’s bananas to ride, too. [Dezmembrez Moto]

Honda NX650 Dominator by Berham Customs Based in Berlin, Martien Delfgaauw is the man behind Berham Customs, and one of the nicest guys you could hope to meet. And, like many customizers, he’s also a recent flat track racing convert.

Martien raced in Germany’s ‘Krowdrace’ series in the rookie class last year, on a beastly KTM enduro bike. Hooked on the sport, he decided to build something more appropriate for this year’s series. “I had a 1994 Dominator in decent condition with a good running engine, and tons of used parts in the workshop,” he tells us, “so the thought was to quickly put something together pragmatically.”

Martien stripped the bike down with the intention of lightly modding the subframe as a starting point. But once the angle grinder hit metal, he started spiraling down the rabbit hole.

“The KTM has a bolt-on rear frame which is great for maintenance,” he tells us. “As easy maintenance is what was my main goal for the Dominator flat tracker build, that’s what I wanted for this bike, too. So the Dominator’s rear frame had to go.”

With massive changes to the frame, the choice of what fuel tank to use was blown wide open too. Martien cut open a few old tanks he had lying around to mock them up on the bike, eventually settling on a 70s Honda CB200 unit. With a new tank on, Martien started conceptualizing an overall design for the bike—something he never intended to do.

“I didn’t want to go for a classic flat track look, nor did I want to give it the look of modern flat track bikes. So I had to find an independent design, without sacrificing simplicity, maintenance-friendliness and usability, of course. The core idea was: what could a European flat track bike have looked like, if there hadn’t been any archetypes from over the pond?”

Keeping with this theme, Martien built a new rear fender, shaped on a part that, ironically, came from Maier in the US. It’s a unique look that, together with the petite Honda tank, book-ends the sharp racing saddle nicely.

Martien put work into the Dominator’s running gear too. There’s a YSS shock out back (fitted after these photos), with Yamaha R6 forks up front, with the ride height adjusted at both ends. Marvin Diehl at KRT Framework modified the Yamaha upper yoke to fit the Honda, and to accept a set of LSL handlebars.

The 19” wheels are a mixed bag; a KTM hub up front, the Honda hub at the rear, DID rims and Mitas tires. Martien had to stretch the swingarm to squeeze the bigger rear wheel in.

The bike was rewired too, and the carb swapped out for a Mikuni part. WB Exhaust in Italy supplied the muffler, which sits on the end of a set of modified Honda racing headers. Martien also fitted oil drain valves from Stahlbus for ease of maintenance.

Parts like the foot pegs and carbon fiber number boards were all made in-house. As for the chic livery, that was all Martien too, armed with spray cans and a some stencils. Buttoned up, it’s one of the most handsome, and unique, flat trackers we’ve seen. [Berham Customs | Images by Hermann Köpf]

XPRMNTL by Untitled SF Untitled Motorcycles San Francisco’s Zero XP is one of the most striking custom electric motorcycles to hit the scene in recent years. Released three years ago, it eschews traditional motorcycle design in favor of lines that are daring and futuristic. It still turns heads today—which is why Untitled’s Hugo Eccles has made it the subject of this short film.

Titled ‘XPRMNTL,’ this one minute edit was put together by a veritable Hollywood dream team. The director is the award winning W. Spencer Davies, and the director of photography, Daniel Williams, has worked on everything from ads for Porsche to music videos for Machine Gun Kelly.

The VFX lead, Anthony Thomas, worked on Chris Nolan’s Interstellar; the colorist, Justin White, worked on Top Gun Maverick, No Time To Die, and the upcoming Brad Pitt movie, Bullet Train; the sound designer, Christian Stropko, works on music videos for The Weeknd.

As the title implies, the film itself is abstract—but it’s also a great way to see the Zero XP in motion, set against the backdrop of some stunning visuals.

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[DaveM]

NO REMORSE: Triumph Bonneville by Tamarit Motorcycles.

It’s been booming for a few years now, the craze that is off-road 4x4s, think utes/trucks pimped out with big mud tyres, spotlights, over the top bull bars, and super high suspension. It’s always been popular but now it’s definitely the trend du jour. In our own scene, the scrambler is the natural sibling to such machines, and not many have gone all out to build an off-road beast with a no...

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[DaveM]

Myth 002: An adventure-ready BMW born in Brooklyn

Mid-life career swerves don’t come much bigger than Matias Corea’s. The Barcelona native co-founded Behance, the world’s largest online creative network. But he then left the company to ride from New York to Patagonia on board a BMW R80G/S Paris-Dakar.

A book about the journey followed—Two Wheels South—and Matias now uses his multi-faceted skills to customize classic BMW motorcycles under the banner of Brooklyn-based Myth Motor.

Long distance riding is in Matias’ blood, and Myth Motor gives other riders the tools to create their own memories. “The core idea is to enable adventures on these beautiful airheads we love so much,” says Matias.

“Some dream of a six-month intercontinental journey, and some want smaller two-week journeys from time to time. Others prefer the thrill of peeling off for the weekend into the dirt roads of their home state.”

“In the beginning, I was focused on building a machine that would be perfect for the long-distance adventure traveler. But I saw the opportunity to expand the offering to three different types of setups—Touring and Enduro, as well as Adventure.”

This particular bike was built for Eric Della Vedova, a man who is passionate about BMW. He owns a stock 1985 R80 G/S, but wanted more power, better handling, and a better riding position.

“Eric is 6’2″ and the stock airheads are a size too small,” says Matias. “So, he asked me to build his next touring machine.” The donor bike was to be a 1984 R80 ST, the dual sport OG.

Matias has installed a taller KTM front end with 11.8 inches (300mm) of travel, collaborating with an ex-Renault mechanical engineer to design a new aluminum triple tree for mounting the 48mm WP forks and custom bar risers.

The tree has two sets of holes: one for mounting an HPN faring, and another set for the stock G/S headlight bucket that Matias uses on his enduro builds. The plan is to reproduce the trees and risers for a range of proprietary Myth parts to go on sale in the future.

The Myth risers lift the center of the bar 1.7 inches (45 mm) higher than stock. They clamp onto aluminum alloy Magura bars, which have a taller bend than usual—to move the rider’s hand position considerably higher.

Lowering the foot pegs 1.5 inches also allows for a more relaxed and comfortable position, for long days in the saddle. “The combination of higher bars and lower pegs makes the standing position for off-roading much more comfortable than the stock G/S,” Matias notes.

The taller forks are matched to an elongated 15.7-inch swing arm that extends the wheelbase by four inches—increasing stability and reducing the ‘jacking’ effect of the BMW Monolever. It also makes the bike considerably taller, improving Eric’s riding comfort still further.

To give Eric the extra power he was looking for, Matias has rebuilt the engine from scratch, using a 1070cc Siebenrock kit with slightly shorter than usual ‘touring’ conrods, for more torque at lower revs. The pistons are 98mm short-skirt items; like other key components they have been balanced, and all the seals, clips and bearings are new.

To get more power out of that configuration, Matias also dual-plugged the heads and increased the intake valve size. With the rally air filter and a fairly ‘open’ Siebenrock exhaust, the R80 also needed an upgrade from 32mm to 40mm Bing carbs.

Temperatures are kept in check with a new seven-row cooler, with high-flow stainless steel lines and a mechanical thermostat.

The electrical side is robust rather than revolutionary, with a little help from Moto Borgotaro. “Eric likes being self-reliant and wants to maintain his bike,” says Matias. “So, I used an EME electronic ignition and charging system—they are reliable and plug into the main harness.”

To stiffen the frame and improve handling, the frame was reinforced with 12 plates, and the subframe is modified and pivoted upwards to allow for the increased swing arm travel. Matias then added a built-in luggage rack and new diagonal struts for longevity and rigidity, plus a mount for the exhaust and a locking mechanism for the seat.

“The seat needed to be slightly taller, to make the position more comfortable,” he says. “I turned to my dear friend Seba Achaval from One Eye Deer and we built it on top of a new G/S solo seat pan.”

It’s sculpted with memory foam and has been upholstered with vinyl side panels and an Alcantara top (for an anti-slide effect) by Ginger McCabe from New Church Moto.

The touring tank is from an R100GS and holds 6.4 gallons: “Big enough for a long day’s ride—but much smaller visually than the 11.4-gallon HPN tank that I use on our Adventure model.”

The wheels are certainly built for adventure: they’re 21- and 18-inch Takasago Excel rims with heavy-duty spokes. And if things get out of hand, Eric can squeeze on a 320mm front rotor with a modern Brembo caliper.

Matias has finished off the BMW with understated monochrome paint, plus a splash of warm red on the fairing and swingarm. Like everything else on this bike, it’s beautifully judged—and will stand the test of time. Eric now has the perfect companion for his adventures, wherever they may take him.

Myth Motor | Facebook | Instagram | Images by Rick Bajornas

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[DaveM]

Win the first LTD edition Malle London x NEXX helmet

Fancy adding a new helmet, jacket and duffel bag to your kit list? We’ve teamed up with our friends at Malle London and NEXX Helmets to create a giveaway worth more than $1,600.

To enter, just pop your details into the form below or here, before Saturday 20 August. (It doesn’t matter what country you live in, but you’ll need to be over 21.) Then you could win three stunning pieces of high-end gear.

The new, limited edition Malle x NEXX ‘A.T.P.’ helmet NEXX are one of the last European helmet brands, with manufacturing based in Portugal. This exclusive Malle collaboration took over two years to design and develop—and it shows.

The Malle x NEXX ‘A.T.P’ helmet is a new carbon fibre version of the X.G100 helmet. It boasts new and innovative features, like the reflective graphics boards on the sides for added visibility and safety, these can be personalised with the included number/graphics pack and Malle’s luxurious red fabric lining.

The carbon fiber shell is ultra-modern, but the vibe is timeless—with a classic peak and an old-school Lexan polycarbonate visor. The perfect way to stand out from the crowd without compromising visibility.

A Malle Expedition Jacket The original Expedition jacket was released in 2015, after the Malle team completed a 10,000 mile journey across North America to test it. Five years later, the Mark II was introduced, and it’s this item that could find its way into your wardrobe.

Handcrafted with hardwearing British waxed canvas, the Expedition hides a waterproof membrane beneath the canvas layer, and there’s soft performance-suede around the cuffs and collars for extra comfort.

You also get D30 armor to protect you at the back, shoulders and elbows, and no less than 11 pockets. A quilted interior provides extra insulation, and cinch snaps on the waist can adjust the size of the garment for year-round riding—with or without layers.

It’s a jacket that will go the distance, allowing you to go further and safer in all climates and across all terrain. [More]

A Malle Escape duffel This is the perfect weekend bag, perfect for safely carrying your Malle x NEXX A.T.P helmet in, handcrafted from beautiful British waxed canvas and luxurious bridle leather. The exterior is quilted and padded to protect the contents.

When needed, you simply loosen the two G-hooks at each end to increase the capacity of the duffel, in case you need to carry larger items like suits or crash helmets.

There’s also an adjustable padded shoulder strap, plus four pockets on the interior and heavy-duty brass zips for strong sealing. The rolled leather handles wrap around the entire duffel, creating a robust and durable design that will last for years. [More]

How to enter Just add your details here or the form below, before Saturday 20 August, and you’ll be entered into the giveaway. And we’ll let the winner know by Friday 26 August.

Good luck!

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No purchase necessary to enter or win. Purchase does not enhance chance of winning. Open to all citizens and legal residents of the fifty (50) United States and District of Columbia who are 21 years of age or older, except where excluded as described in these rules. International participants must be at least the age of majority in their jurisdiction of residence. Void where prohibited by law. By entering these sweepstakes, entrants agree to be bound by the official rules.

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[DaveM]

FORTUNA: Moto Guzzi SP1000 by Officine Rosopuro.

Flicking through motorcycle internet forums of late I’ve noticed two things riders are saying about modern bikes, they love them, and yet they want to be able to turn off those damn annoying electronic interventions. ABS, traction control, and other rider aids have made motorcycles far safer and even faster, but sometimes they just get in the way of that raw connection between man and machine.

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[DaveM]

Optional Extras: A stylish BMW R nineT by Kingston Custom

BMW R nineT owners are spoiled for choice when it comes to personalization options. The bike has been out long enough that every major player in the aftermarket industry now has an array of bolt-on bits for it. But if you want something truly unique, you’re better off turning to a pro—like Dirk Oehlerking.

Operating as Kingston Custom out of his workshop in Gelsenkirchen, Dirk isn’t known for doing things in half measures. So when a customer asked for a mild makeover for his R nineT, Dirk said nein danke.

“He wanted an ‘Option 719’ [BMW’s own range of high-end bolt-on parts] 9T,” says Dirk, “and he thought of changing the seat and tank. However, this was not a challenge for me, and I felt it was too simple.”

“So I made a new appointment with the customer and we discussed the project all over again.”

Dirk had something entirely unusual in mind—a new riff on the art deco style that he’s applied to everything from older boxers to the BMW R18. The client loved the concept, specifying only the color scheme, and that the name ‘Platon’ be added somewhere.

It was a huge trust exercise too, because Dirk hadn’t completely figured out the finished design yet. He’s rather analog in his methods, preferring to use basic sketches as a starting block, then adapting his design as he goes about shaping up the final forms.

On this build, Dirk opted to leave most of the stock platform alone, and focus on the bodywork and accoutrements. Most of the R nineT’s running gear is more than adequate for nine out of 10 riders, so the client didn’t feel the need to splurge on upgrades. And since bits like the subframe can bolt straight off, there was no need to take an angle grinder to it either.

Once the bike was stripped down, Dirk started shaping his vision out of layers of foam. Then things turned digital; the shapes were 3D scanned and a mold was milled, so that Dirk could build the fully enclosed body out of fiberglass.

Dirk explains that there wasn’t any one source of inspiration here, but there are clear hints of classic BMW motorcycle and automobile design. The silhouette is part roadster and part café racer—and though it looks boxy from the side, it’s remarkably slim from the rider’s perspective, accentuating the boxer motor.

Fuel is stored in a 3 gallon reservoir mounted under the main body, shaped from aluminum with allowance for the OEM fuel pump. A brass ‘strap’ runs over the top of the bike, with leather upholstery on the seat to add some contrast. Peek around the front of the bike, and you’ll spot a pair of kidney grills in front of the engine.

The nose fairing is another custom piece, and repurposes the original headlight. Behind it is a Motogadget speedo, and a pair of ABM clip-ons fitted with Shin Yo mirrors. The original ignition is still mounted in its stock location, with a pop-up gas cap sitting just behind it.

Out back is an aftermarket fender and plate holder, with a pair of Shin Yo taillights. The stubby exhaust muffler comes from the BMW boxer parts specialists, Unit Garage.

The client did manage to add some Option 719 touches in the end. Dirk used the exact same paints that BMW uses for their special order Option 719 R nineTs, wrapping his client’s bike in a luscious combination of metallic black, silver and gold.

The few Option 719 parts that were installed all match this livery. The include the engine valve covers and foot controls, and smaller bits, like the brake and clutch levers and reservoir caps.

Once again Dirk has performed the magic trick of building a neo-retro BMW that looks like it was pulled from an alternate future. And if you simply must have one, there’s good news: he’s planning to build a limited run of nine of these.

Kingston Custom | Facebook | Instagram | Images by Marc Holstein

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[DaveM]

IMMACULATE: Kawasaki ZR-1 ‘RCM-576’ from AC Sanctuary.

One of these things is not like the other, this was the message that came loud and clear from bike building genius Hiroyuki Nakamura. The founder of Japan’s world-renowned AC-Sanctuary has dedicated his life to crafting custom motorcycles of the highest order, and it’s very clear he refuses to rest on his laurels. In May of this year, we featured another of his ZR-1 creations, the exact same model...

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[DaveM]

Pre-unit perfection: Recreating a 1950s desert sled

When you buy a new dirt bike, you expect the factory to offer you a stripped-down, light-as-can-be machine, ready to ride away. But in the early days of off-roading, this wasn’t the case.

Most dirt bikes were essentially road bikes that customers stripped down and lightened themselves, with no dedicated off-road steering or frame geometry. This 1956 Triumph TR6 ‘Desert Sled’ is a typical example—and that’s how Seth Neefus of Portland, Oregon likes it.

“I always dream about what a dirt bike or dual sport bike would look like if it rolled out of a factory back in the 1950s,” says Seth. “Just something simple and fun, with a little bit of style—to catch the eye of people when the motorcycle came roaring through the streets and off into the desert.”

As if building up a pre-unit Triumph from the 50s isn’t hard enough, Seth also started his desert sled project with nothing but a box of mismatched parts.

Luckily, the engine had already been rebuilt and the frame had a clean title so it could be registered for road use. Unluckily, Seth still had a lot of missing parts to find.

Seth rebuilt the forks with heavier springs and gave the wheels the same treatment, before wrapping them in trials-style tires. Like the ‘hare scramble’ bikes of yore, there is no front fender, speedometer or anything else that could break or weigh down the bike. However, there is a headlight—an old 6-volt Lucas that still has its original cover.

The frame, fork lowers and swingarm were powder-coated in gloss black, which pops nicely against the chrome of the new exhaust, engine covers and rear fender.

After finding an old, dented fuel tank, Seth painstakingly repaired it and got it ready for paint. “The paint design came naturally, and I knew I wanted to hand paint the pinstripe with one shot like they did back in the day,” he says.

“The color combination is something I have been wanting to bring to life for a long time and it just felt like it was meant for this bike.”

While Seth was mulling over the tank, his brother Casey made a custom Bates-style desert sled seat. The Neefus brothers have been collecting Bates seats for some time, so they took design elements from several to create this custom unit.

Seth and Casey own a company called Red Clouds Collective—a clothing and accessories brand that specialize in waxed canvas, selvedge denim and leather. This meant that Casey could also do the upholstery, a touch that Seth is quite fond of.

And they’re so proud of how the seat turned out, they are considering doing a small batch production run in the future.

The previously rebuilt engine came fitted with a Bonneville T120 head, which is twin carb. But Seth wanted to simplify the Triumph as much as possible—especially in regards to the engine. So he’s opted to replace the T120 head with an original TR6 head.

Once back to a single carb setup, a brand-new Amal Premier concentric unit was married to the intake. Seth also found a Webco-style air filter and it too was slipped on, allowing the bike to run like brand new.

Gregg Poirer took care of the charging system by way of a new magneto and generator.

The timing and primary covers were polished to a shine, and the rocker box fins were shaved off to mimic the design found on other pre-unit Triumphs. The oil tank looks to be from an early Triumph, with Seth having to modify the mounting tabs to fit it onto the frame. The asymmetrical air filter/oil tank pairing are dressed up to match the gas tank, and sure look the part.

“This Triumph was made up from random boxes of forgotten parts, and swap meet scores,” says Seth. “Plus endless miles of driving around the northwest searching for 60-year-old parts that had been left to rust. But this bike gave those parts a new life, and I enjoyed every minute of it.”

The Neefus brothers finished the desert sled just in time for the One Moto Show, held in their Portland neighborhood. Then they headed a thousand miles south to California, for the recent Born Free Pre-Unit/All Desert Sled show.

Right now, Seth and Casey have still got most of the riding season ahead of them in the USA. That’s not the case for most of us southern-hemisphere folks, but it’s builds like this that get us through a wet, cold winter’s day.

Red Clouds Collective | Facebook | Instagram | Images by Seth Neefus

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[DaveM]

Speed Read, July 24, 2022

We kick this week’s edition of Speed Read off with further proof that Yamaha SRs make great café racers. We also cover news of Guy Martin’s latest exploits, and a custom Yamaha RD400 and Honda CB750.

Yamaha SR250 by deWolf Moto Co. Built in his hometown of Zaragoza, Spain, this is Santi deWolf’s third build under the deWolf Moto Co. banner. Santi started with two donor Yamaha SR250 donors; the first SR to go under the knife was turned into a bobber, with the second patiently waiting its turn. This is that second SR, and the end result of a lot of hard work.

Yamaha’s SR platform is perfect for custom builders, and it looks like Santi has taken full advantage of this. Small, lightweight and extra fun, deWolf has transformed the diminutive commuter bike into a full-blown neo-classic café racer. When he’s not building bikes he’s a mechanical engineer, working for a large home appliance company, so he’s used his engineering skills to good effect.

“Why can’t small bikes be fun, perform better than stock and be classy?” asks Santi. “The objective was to build a much different café racer with modern flair on a very tight budget. It was a non-runner—wrecked but cheap.”

With this ethos in mind Santi got on with it, tackling every aspect of the build himself except the paint and the upholstery. The front fairing and seat were mocked up using foam blocks before being made in fiberglass. Everything was rebuilt, including the engine, suspension and wheels.

The rear subframe was modified to fit a new seat unit, with the electrics all cleverly hidden away. The frame was powder coated, and the bike was entirely rewired, since the donor bike had come in a sorry state.

Santi has proven that he has what it takes to build a stunning machine, and even scored an invite to this year’s Bike Shed Motorcycle Show in London. The bike is currently for sale, so that Santi can move onto his next project, a Honda SLR650.

We will be watching with great interest. [deWolf Moto Co. Instagram]

Guy Martin on the Crighton CR700W Guy Martin is at it again. No, he’s not building another Spitfire—he’s out to break another land speed record. This time he’s aiming to double the ton (200 mph) on the rotary-powered Crighton CR700W.

Brian Crighton is the man behind the machine, and the very same guy who worked for Norton all those years ago, when they were leading the rotary charge on the race track with the iconic JPS Nortons. Working out of a garden shed in the Norton factory grounds, Crighton took it upon himself to prove to the Norton higher-ups that rotary power and motorcycles were a match made in heaven. Quickly making breakthroughs, Norton was, all of a sudden, back at the top of the timing charts.

The Crighton CR700W is the direct descendant of those first rotary-powered Nortons. As if the aluminum frame, swingarm and carbon fiber bodywork weren’t impressive enough, the engine is the standout feature. An excerpt from their website puts it all into perspective:

“220 hp at 10,500 rpm from the CR700W’s fuel-injected twin rotor 690 cc engine means 319 hp per liter. By comparison, the most powerful normally aspirated Formula 1 engine—the Ferrari F2004—generates 309 hp per liter at a frantic 18,500 rpm, and the very latest MotoGP bikes deliver around 300hp per liter.”

Piloted by Martin, the team have already cracked 188 mph, 16 mph faster than the previous record. With a myriad of options to choose from (like different gearing and fairings) it sounds like another record will soon be added to Martin’s already-impressive resume. [Via]

Yamaha RD400 by Coti Sanders Moving onto another bike that benefits from lubricated fuel, is this: a 1976 Yamaha RD400 built by Coti Sanders. Hailing from the south of Maine in the USA, Coti grew up with two-stroke dirt bikes and quads. When he got his first classic it was always going to be a smoker.

Picking up the RD400 12 years ago, it was around the time a certain global epidemic hit that Coti tore into the bike in earnest. Getting the party started was a complete front-end swap, donated by a Suzuki GSX-R.

The spoked front wheel is from a Suzuki GT750, rotating before a custom-made belly pan. The engine is running Banshee pistons, with the work to make them fit carried out by Coti himself. He also made the entire exhaust system.

The tank is original, albeit treated to a fresh coat of Jaguar ‘Underhood Blue’ and a recessed fuel cap. The flat track style seat is new, and sits above the swingarm and rear wheel from a KTM. Coti, a self-confessed “cheap bastard,” found parts for the bike from all over, the aforementioned KTM parts coming from the local rubbish dump.

Even though the bike is quite literally a parts bin special, I think Coti has done a bang-up job. I’m not the only one impressed with his skills, either—Coti landed himself an invite to the Handbuilt Motorcycle Show in Austin, Texas.

With his first build under his belt, I’m excited to see what he comes up with next. [Via]

1975 Honda CB750F by Mile Zero Racers When I was getting into bikes all those years ago there was an incredible Honda CB750 that was featured on Bike EXIF. It has lived rent-free in my mind ever since, so to this day I have a soft spot for Honda’s legendary inline-four.

Thomas Manno of Mile Zero Racers has the same love for the CB. He rescued his from a seller on Facebook Marketplace in 2020. This means that has no problem finishing what he starts, as evidenced by two things. Firstly, the bike itself. Secondly, the fact that he actually followed through after the initial “Hi, is this still available?”

To top things off, Thomas was at college when he started his custom motorcycle journey, and also had little previous experience with wrenching or fabrication. Teaming up with Honda CB guru Mike Rieck of Cycle X to rebuild the top end, Thomas tackled the bottom end himself. Talk about throwing yourself into the deep end!

The front end is from a Suzuki GSX-R (this week’s custom bike builders front end of choice) which reportedly does wonders for the ride. The bike was rewired with a complete suite of Motogadget gear, and it looks like every nut and bolt was replaced at some point along the way. I particularly like the sporty-looking belly pan which barely hides the new four-into-one exhaust.

Traditionally motorcycles are more about metallurgy, but from the beginning of the build, Thomas wanted to add timber details. The tank badges and seat hump were made with help from a friend with woodworking experience. They really look the business, especially with how the tail light is recessed into the hump.

Thomas also took inspiration from Porsche Clubsport racing cars but wanted to retain as much of the CB as possible. All of my CBias aside, this is a cracking good build and it proves that you can do anything you set your mind to. [Via]

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[DaveM]

XRR PARR: Honda XR680R Scrambler by Parr Motorcycles.

Over recent years we’ve been on a journey with Spencer Parr that has seen him show off his first custom bike which was an absolute ten out of ten, and then go on to better it each and every time. The arrival of a new Parr Motorcycles build is a time for excitement around here and as a two-time entrant in the Pipeburn Top Ten Bikes of the Year, it’s clear the entire scene loves his work.

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[DaveM]

Vincent Black Flash: Dark brilliance from Fuller Moto

Bryan Fuller is one of those guys who can work magic on anything with wheels and tires. He’s a next-level fabricator who learned his skills with legends such as the So-Cal Speed Shop and Chip Foose, and today he’s at the top of the custom tree in the USA.

Despite his regular TV work, he still gets on the tools in his Atlanta, Georgia shop—and he aims as high as ever. This incredible Vincent has been three years in the making, and it’s one of his most exciting builds yet.

“When I first was exposed to these quirky-looking engines, I thought they were overrated,” Bryan tells us. “But after a couple of decades in the custom industry, my view of Vincents has changed. These motorcycles are masterpieces that combined engineering, art, and speed—far ahead of their time.”

The story of this build starts in 2019 when Fuller’s client Shaun Lamb bought a reproduction Vincent Series C 1000cc engine. He arranged for it to be shipped to the Fuller Moto workshop.

As well as the engine, Bryan received “a nice pile of parts” including a modern 12V charging system, electronic ignition, basic wiring and gauges, and an electric start. “The parts list also included a reproduction Egli frame with the oil tank built into the top tube, and a swingarm … with some mediocre shocks.”

“When the parts showed up we did a full inventory and began the mockup process,” says Bryan. “Shaun liked our ‘Misty Green’ Norton Commando from a few years ago, but the frame mockup just wasn’t quite ‘there’ for either of us.”

Bryan removed any parts that weren’t hitting the mark and began redesigning the entire foundation. To start with, the rear frame area was too wide and bulky, and not suitable for the tidy little tail section that Bryan had in mind.

So, he scrapped the tubing from the oil tank backward and fabricated new Chromoly tubing in its place. Fox shocks now suspend the rear.

Then he took Ducati’s Imola-style tank design and integrated it with a compact fairing. “This was a function of necessity; we wanted to get at least two gallons of gas capacity while keeping the large tubular oil reservoir.”

The center portions of the tank and tail started life as a five-inch-wide strip of aluminum. Bryan then water-jetted a custom die for his Pullmax [metal shaping] machine to keep the shape consistent in the front and rear.

“This is a great way to get started and keeps the design cohesive. The tail and seat came together pretty good after some tweaking and tacking.”

Next was the stainless exhaust, which uses 1¾-inch tubing rolled on a three-wheel roller to get the long swooping pieces. “The u-bends were then made on a mandrel bender and are spliced together to create the rest.”

“It’s very tight in the head area, and since the header flanges are threaded, we needed to be very careful that they didn’t get stripped. We made a special tap to chase the threads at one point.”

The windscreen is much higher tech. “The concept was to be able to look straight into the bike and see directly into the guts of the triple tree and headlight area,” says Bryan. Dallas-based 3D printer Adam Tulin took Bryan’s cardboard templates and made (as far as we know) the first printed motorcycle windscreen.

“It took a few sample prints to get things dialed in,” Bryan notes. “Adam nailed the design, and we even integrated the factory mounts of the headlights into the print—which made assembly very easy.”

Shaun requested a Smiths tachometer be put on the bike, to match the originals. Bryan didn’t have the unit in his hands until very late in the build, but a roll of 2-inch masking tape worked as a placeholder.

The birdcage bracketry uses bungs made on the lathe and a ¼-inch steel rod painstakingly bent into configuration. “There was a good deal of back and forth adjusting, untacking, retacking and making sure each hole lines up just right. This screen is about as tight as you can make it.”

The brakes and triple trees are reproduction magnesium units from Argentina, supplied by Shaun. “I was worried the raw mag finish was going to look weird with this highly polished machine,” says Bryan. “So we powder coated and then painted the side plates to have the most visible parts match.”

A trickier job was printing oval titanium intake runners and stacks. “Custom-making intake tubes can take some time, and metal finishing is always a long process,” Bryan explains. “We printed several mockups out of plastic to get the positioning just right.”

“Metal printing is an amazing technology that we are using more and more on our projects. I’ve yet to find an impurity in the stack of parts we’ve done so far.”

After a little extra finesse for the lines of the tank and fairing, Bryan sketched out the flying buttress seat cover idea with Fuller Moto staffer Cato. “We had an old leather jacket to use as the seat material. I love how the design came together—I don’t remember seeing another like it.”

The compact tail unit hides the electronics and a battery compartment, and Bryan has water-jetted a clear ‘spear’ that runs over the top and around the cylindrical taillight. It’s a neat see-through trick that adds a touch of magic in the dark.

As with all Fuller Moto projects, almost every fastener on the Vincent was swapped out with ARP stainless 12-point fasteners. (“This project was an even harder swap than usual, due to the mixture of Whitworth, Standard, and Metric thread patterns and sizes.”)

After a couple of years of on-and-off work, everything was ready for painting and polishing. “Our in-house paint shop laid out some flawless, killer black flat paint. Chastin Brand came in to help with the logos and stripes.”

Bryan says that the name ‘Black Flash’ was an easy choice: “One of the few names in the Vincent family not used, as far as I know.”

‘Black Flash’ has just finished touring the shows in the US, and she’s now ready for a real shakedown. “I’m getting chills thinking about heading down an open road, getting the throttle open, and seeing that Smiths head towards redline!” says Bryan.

And who wouldn’t? Black Flash is as close to motorcycle art as you can get—and a brilliant homage to the classic Egli cafe racers.

Fuller Moto | Facebook | Instagram | Images by Steve West

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[DaveM]

BOARD TRACK BOBBER: Yamaha Y15ZR scooter.

If you’re thinking about competing in motorsport these days, the first thing you’ll have to do is bury yourself in the rulebook. It’s all about conformity for parity and if you don’t conform then you can’t compete. But in the early days of board track and beach racing, the rules were considered about as important as safety, with a shrug of the shoulders; and this allowed early innovators to move...

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[DaveM]

Blurred Lines: Turning a humble 200 into a street tracker

Flat trackers make for a compelling argument as practical, everyday street bikes. They’re lightweight with comfortable ergonomics, but don’t tower seven feet off the ground like dirt bikes. So it’s a mystery why more manufacturers don’t make factory-issue street trackers.

Someone else keen on the flat track style is Irwann Cheng, of the Malaysian custom bike outfit FNG Works. He’s just worked his magic on a customer’s bone stock MLE XTM 200; a Chinese-made supermotard sold in Malaysia.

The project was a well-timed one. With the world slowly shutting down a few years ago, Irwann was forced to take on motorcycle work that he didn’t particularly love. Sure, it paid the bills—but it was smothering his creative flame.

Luckily, a customer approached FNG Works for a flat track-style bike. It was just the right project to rekindle Irwan’s love for customization—especially since the customer gave him full creative control.

Street trackers are all about stance, so this is where Irwann started. The stock front end was lowered internally by four inches, and the wheels were wrapped in new dual-sport rubber. Irwann chose to stick with the 17” wheels, as he thought that matching 19” wheels would be disproportionate—and it was a good way to keep the cost down.

The MLE’s swooping bodywork design is unusual, but there’s a particular thought process behind it. “The frame of this bike is a twin-spar type,” explains Irwann. “I have seen others make a tank that wraps around the frame to create a horizontal bone line but I decided that instead of working against the frame, I should cooperate with it.”

It’s quite refreshing to see someone work with what they’ve got, and Irwann has pulled it off superbly. Instead of making the body out of fiberglass, Irwann decided to stick to what he knows, and build it entirely from metal. The monocoque construction lifts up on gas struts to reveal the genius that lies beneath.

The speedometer, engine electronics and Dynavolt Nano Gel battery are all housed above the engine. The speedometer protrudes through the bodywork—a simple touch that makes so much sense in terms of practicality and design.

With the electronics up front, there is one glaring omission: the fuel tank. You’ll find it tucked snugly between the rails of the rear subframe. The 7.8 liter go-juice container not only looks cool underneath the tail, but having a rear tank also helps with weight distribution.

The striking bodywork needed a paint job that could keep up. Irwann decided on a red and yellow scheme—a throwback to his younger years spent watching Malaysian Cub Prix racing. We can’t stop looking at it, even if it does hurt our eyes a little.

“The ‘FNGWORKS’ and ’87’ were made to look blurry like an out-of-focus camera, because I like the effect,” says Irwann. “I like to imagine, maybe in a race, that it will make the other racers feel dizzy looking at it.”

The number is in reference to the owner’s birth year, and the Dynavolt and RK Takasago logos are a nod to Irwann’s sponsors for this build. The engine and frame were powder coated black, and the swingarm was swapped out for an aluminum unit, which Irwann polished to a shine. Eagle-eyed viewers will spot a clear float bowl on the carb—a nice touch that ties in with the paint scheme.

Back up top, the stock handlebars were swapped for a set of blacked-out flat track bars. The switchgear was whittled down to a bare minimum, as was the lighting. Motogadget mo.blaze disc bar-end turn signals run through the bars.

The LED headlight is actually a spotlight that was lifted from a car. Nestled inside the front number plate, it helps the bike look like a proper flat track racer, especially with the trimmed fork guards that Irwann had painted to match. A small LED tail light is buried into the rear of the monocoque.

With Malaysia’s mega-popular Art of Speed show on the horizon, Irwann decided to enter the bike. Then, with a mere ten days to go, he hit a road block: the bike wouldn’t start.

Irwann quickly figured out that the 200 cc MLE XTM engine is based on the Suzuki GN125, and that the wiring is a copy of the Suzuki Thunder 125. Armed with that knowledge, he rewired the bike and brought it back to life.

“For the last ten days at the shop, with only two to three hours of sleep every day, I hustled to finish the bike,” states Irwann. “I didn’t even celebrate by birthday with my wife and son. I felt like I was on the other side of the world, even though they were only about 30 minutes away.”

The juice was certainly worth the squeeze. FNG Works bagged the International Guest Favorite Pick of the Show award, chosen by Mama Tried’s Scott Johnson, along with three other awards. If we were there, we surely would have picked it too.

FNG Works Instagram | Facebook | Images by Amin Hamid

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[DaveM]

Radicale: A svelte Moto Guzzi V85 TT street scrambler

Moto Guzzi doesn’t make too much noise these days, but they do have some gems in their collection. One of these is the Moto Guzzi V85 TT. Sure, it’s not the most exhilarating adventure bike on the market—but it has oodles of character, and charming looks that set it apart.

Filippo Barbacane of the Italian workshop Officine Rossopuro is a fan, citing the V85 TT’s no frills design as its biggest drawcard. “It’s a motorcycle dedicated to touring, but without the pursuit of extreme technology and the growing need for horsepower that enthusiasts seem to have,” he says. “I am increasingly convinced that the most important characteristics of a versatile bike are lightness, drivability and simplicity.”

But as much as Filippo loves the stock V85 TT, he’s been itching to customize one for a long time. So by the time a client handed him a fresh donor to build a lightweight, go-anywhere scrambler with, he already had a head full of ideas. Luckily that was the full extent of the brief, leaving Filippo free to execute his vision.

“The first thing I did was to completely strip it of all its parts,” he explains, “discovering a frame that is really light, small, and almost made-to-order for building the sort of bike I had in mind.”

Despite the V85 TT’s throwback appeal, it is still a modern motorcycle. So Filippo’s first major challenge was navigating its complex wiring, so that he could perform seemingly simple tasks—like swapping out the lighting. Once he’d done his homework, he figured out a way to ‘trick’ the Moto Guzzi’s OEM control unit.

Once that box was ticked, Filippo could install a full complement of LED lights, including a Koso headlight, slim turn signals, and an embedded taillight. The headlight’s mounted on aftermarket brackets, and wrapped in an aluminum nacelle. Tucked behind it is the OEM dash, which Filippo describes as “functional and light.”

Next, Filippo redressed the Moto Guzzi in custom-made bodywork. He started by building a polystyrene model of the design, then shaped each part by hand out of aluminum. Unlike most modern dual-sports, there’s no plastic here.

The array of new parts includes a svelte, sculpted fuel tank, and an abbreviated rear cowl that caps off the end of the frame. The tank looks small, but it’s been built to tuck into the frame, maximizing capacity. Other changes include a high-mounted front fender, and sharp new side panels.

Being a fan of the stock frame’s appearance, Filippo opted not to hack it up too much. He simply shortened and tweaked the subframe’s rails, and machined a pair of heel plates to cover the passenger peg mounts. Mounted just in front of those are adjustable aluminum foot pegs.

This V85 TT has been designed for alone time, so Filippo added a synthetic leather seat for one, with a little extra wiggle room for comfort.

Officine Rossopuro’s client plans to use the Moto Guzzi more for everyday riding than touring, so Filippo tweaked the ergonomics too. The new bars and risers sit lower than before, making for a more aggressive rider triangle. LSL mirrors keep things tidy and practical at the same time.

Filippo also fabricated a burly bash plate for off-road excursions. Out back is a swingarm-mounted license plate holder, keeping the bike road legal without cluttering up the tail section.

Final upgrades include new fork cartridges and a new rear shock, all from Bitubo. Filippo kept the 19F/17R spoked wheels and stock Brembo brakes, but threw a pair of Pirelli Scorpion Rally STR tires in the mix. The custom exhaust system comes from MASS, a frequent Rossopuro collaborator.

The V85 TT’s new livery is a more radicale riff on Moto Guzzi’s centenary color scheme from last year, with a little red thrown in for good measure. It works so well, that Filippo didn’t need to re-coat any of the bike’s hard parts to make everything harmonize.

The real trick here is how effectively Filippo has reimagined the Guzzi, and its intended use. “It’s an expression of the total change of mind from the original V85 TT,” he says, “moving from a touring bike, to an agile bike designed for versatile everyday use.”

And, as most good customs do, it makes a strong case for the factory to release a similar machine. Agree?

Officine Rossopuro | Facebook | Instagram

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[DaveM]

STEALTH MODE: Ducati S4R by Unico Moto.

No other motorcycle brand generates the passion like the bikes from Bologna! Having only concluded days ago, World Ducati Week attracted more than 80,000 visitors over three days, hailing from 84 countries and 235 official Ducati clubs were present to fly the flag. The action was hot on and off the track, and the CEO and MotoGP stars rubbed shoulders with fans from around the world.

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