Custom Motorcycle Builds

[DaveM]

Chef’s choice: Walt Siegl Builds The Ducati Leggero His Way

Walt Siegl has built everything from 50s era Harley panheads to modern KTM enduros. But if there’s one thing his New Hampshire-based shop is known for over anything else, it’s custom Ducatis. Specifically, his vintage-inspired Ducati Leggero builds.

Ducati Leggeros are emblematic to the Walt Siegl Motorcycles brand. They are equal parts form and function, design and execution, modern performance and vintage sex appeal.

Every new Ducati Leggero that emerges from the WSM garage shares a common and unmistakable design thread, yet historically each new build has been distinct from any that came before it. This year, however, Walt is trying something new.

“I have been working by myself for the last few years, which I enjoy,” he tells us, “but it stretches the waiting list for my bikes to at least two years out. This fact was discouraging to some potential clients and put a lot of stress on me personally. Since the Leggero is my most ordered model, I decided to build, for the first time, four identical Leggeros—built to my preferred specifications—as inventory.”

This is a radical departure from the norm for Walt, and as such, required a radical reimagining of how the bikes themselves were built. Finding a way to replicate the quality and craftsmanship of hand built parts was a major challenge, and Walt had to turn his gift for design and engineering to the production process itself.

Heavy-duty tooling for an autoclave system had to be built by hand for the carbon fiber bodywork. New jigs had to be built from scratch to ensure proper fitment of parts that were previously one-off pieces. Concrete molds had to be cast for the distinctive aluminum tanks.

It was a monumental effort, but one that has clearly paid off for Walt. His previous one-off builds have absolutely oozed the better-than-factory quality and finish that WSM is known for. Yet somehow, for this new run of bikes, Walt’s ability to reproduce that same level of quality at scale is almost more impressive than the machines themselves.

Pick any one of the four bikes shown here and you’ll see what we mean. Without any input from his customers directing the design, Walt was free to choose finishes that accentuate the surface quality of each individual part and material, rather than simply painting over them.

The swingarms, for example, are covered in a clear semi-gloss coating, which Walt says allowed him to showcase both the intricate welds, and the deliberate hand finish applied to the metal. The beautifully shaped carbon fiber bodywork is a similar story, with the texture and quality of the weave left on full display for the fairing, fender, and tail sections.

Like all Leggeros that have come before, these latest four are also a love letter to the late 70s and early 80s Ducatis that Walt holds in such high esteem. The sweeping front fairing, narrow tail, and distinct fuel tank all hark back to the bygone era of early Ducati 750 and 900 Supersports.

Subtle badging is tastefully applied in a retro Ducati typeface. The dry clutches rattle away satisfyingly beneath their open covers. Walt’s latest Leggeros lack nothing in terms of retro charm—but as always, no stone was left unturned when outfitting these bikes with modern performance.

Each of the four Leggeros is built around a chromoly WSM frame. Their running gear includes full Öhlins suspension front and rear, with forged OZ Racing wheels, coated gold to match. Brembo calipers clamp down on beefy Brake Tech rotors all around, and run through braided Spiegler brake lines to Brembo master cylinders.

In terms of engine performance, the new Leggeros come in two flavors. Two of the machines sport donor engines from Ducati 900 Supersports, while the other two use 1000 cc power plants from GT 1000s.

The 900 engines have been bored out to 944 cc, while the 1000 cc plants maintain their original displacement. Both versions get the full performance treatment by Walt’s long time engine builder, Bruce Meyers, and are finished with immaculate ceramic coatings on all outer surfaces. The list of engine modifications is far too long to dive into here, but it includes Meyers Performance pistons, and extensive blueprinting, porting, balancing and lightening.

Walt says the electronics for this run of Leggeros is also a first for the series. Rather than using the factory performance ECUs that have adorned his previous builds, these Leggeros sport upgraded Fuel Tech ECUs and custom wiring harnesses from Racespec. These ECUs increase the tuning potential for the 90-degree twin motors, and come with the added bonus of handsome touch-screen displays.

These pure Leggeros want for nothing in style or performance, and if you want one for yourself, we’ve got good news: you can buy one, right now. No two year waiting list. No donor bike required.

If you’re still on the fence, we don’t recommend hanging there for too long. Two of the bikes have already sold, and if the current WSM waiting list is any indication of demand, this may be your last chance to add a new Leggero to the garage for a long time.

Walt Siegl Motorcycles | Facebook | Instagram | Images by Gregory George Moore

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[DaveM]

Style for miles: A Yamaha SR400 daily runner from Wedge

Takashi Nihira has won awards and taken commissions from major OEMs. But the man behind Tokyo’s Wedge Motorcycle also knows how to tone it down, when the brief calls for it. And whether he’s building an all-out showpiece, or a humble commuter like this tidy Yamaha SR400, his work always shines.

With factory-level finishes and a stance adjustment, this SR400 feels more like a restomod than a full-on custom job. But the magic lies in its subtlety. There’s no one big centerpiece here—instead, Nihira-san has treated the Yamaha to a flurry of well-judged tweaks.

Its low-slung and compact nature is a direct answer to the client’s needs. “The owner of the bike is a woman, and it’s her first bike,” explains Takashi. “So she wanted a bike that is easy to ride and manageable.”

“Therefore, I made it custom—but not too much—while trying to keep some of the stock look.”

Takashi kicked things off with a standard issue 2008-model Yamaha SR400. It was in fairly decent nick too, so the engine just needed some basic maintenance to keep it ticking over. A lick of wrinkle black paint on the cases added the first tasteful touch.

The SR’s single-cylinder mill is fed by the original carb, but the exhaust system is new. Takashi fabricated a tightly-routed stainless steel header, terminating in a Supertrapp muffler.

Getting the Yamaha’s stance just right was a top priority. The owner is rather petite, so Takashi wanted to make sure the bike would suit her frame, and that her feet would be able to reach the ground easily.

To get there, he shaved 2” off the front forks, and installed a set of shorter aftermarket rear shocks. Then he stripped the SR’s original 18” wheels, repainted the hubs and rims, and re-laced them with brand new spokes. They’re wrapped in vintage-looking Shinko rubber.

The bodywork is a selective blend of stock and custom. Takashi kept the SR’s iconic teardrop fuel tank, but tweaked how it sits by modifying the front and rear mounting tabs. “The reason for the modification was to make it level,” he says, “and to create a straight line from the fuel tank to the seat.”

Further back, Takashi cut and looped the subframe, then made a custom seat pan for one. Once the seat’s foam was shaped, he sent it off for upholstery and fabricated a rear fender to finish off the tail end. The side covers are stock, and the front fender’s been binned.

The build’s finished off with a laundry list of vintage-looking parts. A 4” Bates-style headlight sits up front, with a classic round taillight out back, and bullet turn signals at both ends. A set of low-slung chromed handlebars is adorned with Vans grips, and the original Yamaha levers and switches.

Takashi also fitted a small aftermarket speedo, but kept the OEM ignition—and the useful helmet lock that sits alongside the left shock mount.

Wedge is known for its paint work as much as it is for its custom bikes—but again, Takashi kept things simple and tasteful here. The SR is shot in a timeless red finish, complemented by white pin striping. Golden Wedge logos on the tank add just the tiniest amount of flair.

The end result is a handsome little runabout, perfectly suited to its rider with zero frou-frou. What’s not to love?

Wedge Motorcycle | Facebook | Instagram | With thanks to Tadashi Kono

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[DaveM]

TRICKED-OUT FOR THE TRACK: Yamaha XT600 by Holy Freedom.

Certain types of racing, be it on the flat track of Dust Hustle or the drag strip of the ’70s, allow for the personality of the driver and their vehicle to truly come alive. Half the fun is not just the racing but the name of the vehicle, the back story of the pilots and the rivalry it creates. The machines are alive and sometimes, as hard as you try, you just can’t tame the beast.

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[DaveM]

FROM CLAY TO CARBON FIBRE: Royal Enfield GT650 ‘Cerra 865’ by Skunk Machine.

When you hear the names Bertone or Pininfarina, your mind is instantly transported to the automotive world’s most beautiful designs. Independent design studios, run by some of the most brilliant creative minds, have played a key role in helping major manufacturers to transform their already excellent products into works that tear at our every desire. Skunk Machine is an automotive design studio...

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[DaveM]

Pre-sling Perfection: A GSX-R750 with Bandit power

The Suzuki GSX-R has been in production for almost 40 years, but the first-generation bike is still a banger. The round headlights, slabby bodywork and 80s color scheme look as good now as they did then. As far as we’re concerned, it’s ripe for customization.

Victor Wilkens of Seattle, Washington shares this sentiment, so he’s gone all-out with his 1986 Suzuki GSX-R750. This retro superbike wears a slew of mods—including an engine swap and an appropriately bonkers livery.

“I have this habit where I buy cheap bikes to commute with and then I tinker, buy new parts and keep tinkering,” explains Victor. “Rinse, repeat, and the bike quickly transcends into a precious artifact. A couple of years ago I fell into this trap again and built this.”

After months of searching through classifieds, a GSX-R750 popped up for sale in Monterey, California. It had lived a hard life until it was adopted by Victor; it was raced in the 90s, had been through a number of owners, and was then parked outside for years in the salty Monterey air. But Victor saw potential in the old Gixxer—plus it had a few period race parts.

Those parts included a set of Dymag magnesium wheels. But Victor knows that magnesium tends to corrode after a few decades, so he got in touch with Dymag for advice.

There was good and bad news. The bad news was that Dymag advised him not to use the wheels, due to their age and condition. But the good news was that Victor was able to sell them (presumably to someone with a display-only bike), and use the money to get the build started.

Replacing the Dymag wheels are the hoops from a 1999 Suzuki Bandit 1200. Apart from the wheel, the front end is mostly stock. Victor considered installing upside-down forks, but was particularly taken with the retro compression adjusters on the original forks. So he rebuilt those instead.

New EBC brake pads and a modern Brembo master cylinder provide improvement in the braking department.

The original GSX-R750 engine was badly corroded, so it was pulled out. The aforementioned Bandit 1200 donated its engine to the cause, which slotted in with little persuasion. The GSX-R and Bandit produce comparable power, but the 1200 has 90 Nm of torque at just 4,500rpm—20 more than the GSX-R.

Having such a strong engine meant Victor only needed to make a few choice mods to get it running right. Pod filters, a jet kit and an ignition advancer from Holeshot Performance were fitted, with the filters shortened to squeeze them in between the frame rails. The bike came with a Yoshimura exhaust system that looked and sounded the part, but it was modified to fit the taller engine.

To compensate for the extra torque, Victor braced, boxed and gusseted the frame. The swingarm received the same treatment, along with a Yamaha R1 shock. To improve the riding position, a Frankenstein set of rear sets was made from KTM, Tarozzi and Motobits parts, mounted on adjustable plates that Victor machined himself.

“The result is a fun driver with tons of torque and plenty of power for the street,” Victor describes. “The stiffer chassis and the reworked suspension make for a bike that handles very well.”

The GSX-R750 front fairing was in poor condition, so Victor looked to a friend who works in the aerospace industry. They made a new fairing using pre-impregnated carbon fiber, which is stronger and lighter than the original fiberglass. It was cut down to expose the engine, and since it was made anew, Victor opted for a single headlight design.

A yellow perspex lens cover added the perfect touch to this 80s weapon. The front and rear guards were also made of carbon, with the rear integrating a chain guard.

When it came time to turn his attention to the rest of the bodywork, COVID-19 hit hard, and Victor found himself with a lot of spare time. Not content with perfecting a sourdough recipe like the rest of the world, he tried his hand at metal shaping. With just basic hand tools, time and a double helping of patience, he knocked out a tail section and belly pan himself—incredible work for a first-timer.

The tail light was recessed into the rear end and covered with a smoked perspex lens. You can’t get much more 80s than a blue seat, so that was finished in marine grade vinyl by JP Custom Seats in Los Angeles. Matching Oury grips add to the vibe.

Describing the raw carbon finish as “less than perfect”, Victor turned to the paint. A matte clear was applied to the carbon, with blue swooshes and a large R logo. Sneakerheads will recognize the black and white pattern splashed over the fairing, tank, seat and belly pan—it’s modeled after the elephant print on the 1987 Air Jordan III.

Amazingly, the stripes and pattern were drawn freehand, before being sealed in with a clear coat. Together with the fresh paint on the engine, Victor has nailed the new color scheme. Equal parts retro and modern, its funky freshness hits the mark.

So what does Victor think of the finished Gixxer? “Ultimately, this bike is a failure,” he says.

“I set out to build a grungy commuter, but ended up with something too nice to abuse daily. The pandemic not only allowed me time to try metal shaping, but it also removed my daily commute. Perhaps my daily rider can be something nice after all.”

Victor Wilkens | Instagram

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[DaveM]

Asphalt Glider: Rough Crafts’ menacing Harley Breakout

Black. Menacing. Muscular. Three words that describe the quintessential Rough Crafts custom build. This long and lean Harley-Davidson Softail Breakout, nicknamed ‘Asphalt Glider,’ is Winston Yeh’s latest creation—and it checks those boxes harder than anything else that he’s built so far.

Don’t get us wrong; Winston’s Taipei, Taiwan-based shop has turned out some bright builds in its day. But you can count them on one hand. We wouldn’t have it any other way though, and apparently his customers feel the same—which is why he repeatedly gets orders for “Rough Crafts style” builds.

“People are always curious about how we build a bike that’s never been done, for a customer that doesn’t necessarily know how to describe what they want,” Winston tells us. “This time the task was very simple: the customer loved our World Championship bike, ‘Stealth Bullet,’ but he wanted something more extreme, more exaggerated.”

Take a glance at Stealth Bullet, and you’ll understand that these two bikes are cut from the same cloth. They share the monochromatic black treatment that Rough Crafts has become known for. And they both make the most of such a limited palette, combining a diverse assortment of hues, textures, and finishes.

They also share an instantly recognizable sampling of custom parts that could only come from the Rough Crafts catalog. Deep, dark fins adorn everything from the headlight cover to the rocker boxes, and their menacing uniformity looks like something pulled straight from an H.R. Giger exhibition. The influence is clear, but the bikes are vastly different if you know where to look.

Asphalt Glider’s suspension is a prime example of this. Like the bike that inspired it, it wears a girder fork up front. But this particular girder is nothing like the minimalist version that adorned Winston’s previous show winner.

Instead of building something in-house, Winston sourced a complete fork setup from FG Racing—an Italian components brand that specializes in high performance girder designs. The FG unit is made entirely from billet aluminum, and incorporates modern geometry with an equal eye toward performance and aesthetics.

A set of custom handlebars are fixed directly to the forks, fitted with Rough Crafts x Arlen Ness grips, and plug-and-play Rebuffini switches. Elsewhere, Winston added Thunderbike Custom foot controls, a Rough Crafts headlight and Koso turn signals. There’s also a Rough Crafts exhaust, and a Rebuffini hydraulic clutch slave cylinder.

Asphalt Glider’s rear suspension is also a sharp departure from the twin-shock simplicity of Stealth Bullet. You can’t tell by looking at it, but the Softail’s mono-shock has been removed entirely. In its place sits a performance air shock from the folks at Legend Suspension, complete with an onboard air compressor neatly tucked away behind the transmission.

Winston says the option to go with air suspension was born of necessity. He wanted the rear fender to sit as tight as possible, but the bike still needed to ride well out on the road. The Legend unit allows the meaty 230-wide rear tire to tuck neatly inside the fender when parked, but can be raised on the fly for riding with the touch of a button.

The build’s chunky Avon Chrome tires are wrapped around an unconventional pair of wheels. Out back is a standard 15” Harley wheel, a veritable mass of solid metal with a Roland Sands rotor and Beringer caliper nestled tightly inside. Up front, it’s the exact opposite; a massive 23” Arlen Ness wheel appears skeletal by comparison, dominated by the same striking negative space as the girder it’s bolted onto.

The stark asymmetry of the Glider’s wheels give the build just the right “weird balance of visual weight,” according to Winston. Open and stripped down at the front, dense and muscular at the rear; if exaggerated proportions were what this customer wanted, he’s got them in spades now.

Finishing off the build are a signature Rough Crafts fuel tank, and a deeply scooped tail section. Both are finished in carbon fiber textures, punctuated by subtle white pin striping. Tank badges and pushrod collars from 2Abnormal Sides also adorn the bike.

Winston turned to his Rolodex of regular collaborators to push this one over the finish line. Rover Works Custom Paint handled the paint job, while SFC Simon Fiber Craft took care of the fiberglass and carbon fiber work. Fabrication was done by MS Pro, and CT-Garage did the final assembly.

In addition to Asphalt Glider’s striking appearance, the customer had one other specific request: he wanted the bike done “shrimp style.” You might be wondering what the heck that means—and you’re not alone. Winston wasn’t too sure himself at first, but his customer explained that shrimp style means long-reach drag bars paired with forward foot controls.

In other words, the customer wanted to sit low over the tank, legs forward, folded around the front of the bike, resulting in a body position not unlike (you guessed it) a cocktail shrimp.

Personally, we prefer the name Asphalt Glider to other potential seafood-inspired alternatives. ‘Dark Shrimp,’ ‘Midnight Crustacean,’ ‘Prowling Prawn;’ none of them quite capture the character of a proper Rough Crafts machine.

But whatever you choose to call this particular rose, there’s no denying it’s pretty sweet.

Rough Crafts | Facebook | Instagram | Photos by JL Photography

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[DaveM]

Speed Read, October 9, 2022

For your eyes only: a KTM 690 with all-aluminum bodywork, a humble Daelim commuter turned beach racer, a Ducati 1098S café racer, and a special James Bond edition Triumph Speed Triple RR. We also say goodbye to one of motorcycling’s greatest racers, Phil Read, who sadly passed away this week.

KTM 690 Enduro R by Unikat Motorworks What takes 60 hours to design, progresses through three different concepts, and then takes 480 hours to build? If you guessed this KTM 690 from Unikat Motorworks in Poland, then you’d be right.

Amazingly, this build started out as a 2012-model KTM 690 Enduro R—what some describe as a unicorn among adventure bikes.

It’s lightweight, produces gobs of power and can be loaded up for multi-day trips away from home. It also has a six-speed transmission that’s geared for highway speeds, good suspension and a 3.43 gallon fuel tank.

But what Unikat wanted from the KTM was an urban assault vehicle that eats corners for breakfast, lunch and dinner.

The 690 is one of the few motorcycles to feature a rear-mounted fuel tank from the factory. So Unikat put a large amount of time and effort into this aspect of the build. It had to be sturdy (because it’s also the subframe), look good and function flawlessly.

A new fuel tank was hand-shaped from aviation-grade aluminum and fitted to the frame. Then the rest of the body panels, and the headlight nacelle, were shaped from aluminum to match.

Once finished, the aluminum bodywork was brushed by hand and clear-coated. A modified skid plate and tiny front fender were added, while the engine, swingarm and other metal parts were polished or brushed.

The custom leather seat is long, providing plenty of comfort and room to move—and it’s generously padded, perfect for long days in the saddle, cutting up canyon roads.

The front wheel was re-laced to an 18” Excel rim, and street tires were spooned onto both wheels. Unikat installed a K&N racing filter too, and an Ixil muffler that complements the bodywork flawlessly.

Shiny enough to start fires, it’s just as well this doesn’t spend much time in the forest anymore. From an off-road weapon to a one-of-a-kind street tracker, we bet the KTM’s new owner is very happy indeed. [Unikat Motorworks]

Daelim Daystar by Garage94 Based in Seoul, South Korea, Garage94 recently teamed up with Vans Korea to create a series of custom bikes, inspired by the sneaker giant’s most iconic shoes. Based on Vans’ tagline, ‘Classic Since Forever,’ Garage94 built five different motorcycles in five different styles.

This tiny cruiser was the second build in the series, and it’s based on the humble Daelim Daystar 125. In stock form, the Daystar is a small-capacity commuter bike with some stylish cruiser aspects. The 4-stroke single is popular in Korea, which is one of the reasons it was chosen for this build.

Garage94’s Smith Kim made some impressive changes to the Daelim. The inspiration was Harley-Davidson’s venerable WL Flathead race bikes from the 30s and 40s, and it shines through.

Custom-made split tanks sport the iconic Vans checkerboard pattern on one side, with a scalloped design on the other. The frame has been converted to a hardtail, with the rear mudguard topped with a pillion pad to match the custom solo seat. A conservative sissy bar completes the back end.

Grips sporting Vans’ classic ‘waffle’ tread pattern are a perfect touch, as is the tight exhaust header and tulip-style muffler. The Daystar also wears chunky tires and a front number plate, because Garage94 runs the largest vintage dirt event in Korea. It’s called the Camel Race, and this bike is set to take part.

From a bland commuter to a stunning, vintage-inspired dirt dragger. We love it. [Smith Kim of Garage94]

Ducati ‘Evo Racer’ by NCT Motorcycles David Widmann and his Austrian-based outfit, NCT Motorcycles, have just pulled the covers off their first limited series bike. Called the NCT Evo Racer, the series is based on the Ducati 848, 1098 and 1198 made from 2007 to 2011.

Inspired by the café racers of the 1950s, but still retaining the stunningly modern Ducati running gear, the series took over two years to develop. The test bed, the bike you see here, is a 2009 Ducati 1098S.

NCT chose to rework this Italian stallion without clothes, so gone are the factory fairings and bodywork. A new subframe supports a classic café racer-style seat unit, made of carbon fiber. The rear hump houses a range of electrical parts, and has an LED tail light integrated into the rear.

NCT developed their own carbon side covers to tie the new seat into the tank, and all the plastic covers on the engine we replaced with carbon parts. Up front is a round LED headlight, supported by custom mounting brackets.

A new Akrapovič exhaust system replaces the underslung factory exhaust. Together with a retuned ECU, it now yields 20 extra horsepower. Weighing in at just 156 kilos [344 lbs] and now pushing out 180 hp, this thing must be a blast to ride.

Finished in British Racing Green with the wheels painted gold to match the factory Öhlins forks, the completed bike cuts a fine figure.

Now that the test build is complete, NCT is taking orders for customer bikes. So if you’d like one, get in touch with them quickly. Given the option between taking a stock 1098 and this on a twisty mountain road, you know which one we’d choose. [Source]

Triumph Speed Triple 1200 RR Bond Edition Another week, another Bond special edition motorcycle from Triumph. This time it’s the Triumph Speed Triple 1200 RR that gets the 007 treatment.

This 1200 RR wears a special James Bond 60th anniversary paint scheme. It’s a combination of black and two different greys, with the titles of all 25 James Bond films listed on top of the tank, each in their original title font. 007 graphics and gold pin-striping add more detail, and there’s a gun barrel design on the fairing which, admittedly, looks quite nice.

Numbers are limited to just 60 worldwide and each bike is individually numbered. A hand-signed certificate of authenticity and a Bond-themed indoor bike cover is included.

As far as we can tell, it’s a ‘regular’ factory Speed Triple 1200 RR underneath the paint job. But that’s a good thing—it’s one of the best-looking bikes in the entire modern classic segment, and it has the go to match the show.

The 1,160 cc triple-cylinder produces 180 PS at 10,750 rpm and 125 Nm of torque at 9,000 rpm. There’s a full suite of electronic safety features, a large TFT dashboard, electronically adjustable semi-active suspension, and Pirelli Diablo Supercorsa SP V3 tires. It all comes together to make a convincing argument as to why you should park one in your garage.

If you can look past the obvious marketing ploy, and the fact that Bond hasn’t actually ridden this bike in any of the films, there’s no denying this is a pretty bike. If you’d like to own “a piece of motorcycle and film history,” then get in touch with your nearest Triumph dealership.

Or don’t. Because, just like Bond, we all know that Triumph will be back (presumably with yet another Bond special edition). [Triumph Motorcycles]

Vale, Phil Read The motorcycle world lost a true legend of the sport this week, with the passing of eight-time world champion, Phil Read MBE.

Read was the first rider to win the junior, intermediate and senior world championships which, in those days, were the 125 cc, 250 cc and 500 cc classes respectively. To put that in perspective, only two others have ever matched this incredible achievement—two gentlemen by the name of Valentino Rossi and Marc Marquez.

Phil triumphed in an age before many of the safety devices and regulations we are familiar with today. Half-helmets and basic leathers were common on the grid. There were no articulating gloves and boots or carbon fibre helmets, and there were certainly no airbag suits. Lives were lost in every season that he raced in, but despite the danger, Read rose to the top and lived his life like every moment was his last.

Phil passed peacefully at his home in Canterbury, England. He was 83 years old. [Source: This great account of Phil Read’s life and achievements, by accomplished MotoGP journalist, Mat Oxley]

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[DaveM]

CYPRUS CB: Honda CB400SF from Underground Custom Cycles.

The introduction of the Universal Japanese Motorcycle into the global marketplace transformed the two-wheeled industry in a way that no other moment has. Cheap, reliable and easy to ride, they became the thing to have and with good reason, from a Kawasaki Z1 to a Honda CB250, there was something for everyone and the price was good too. The ’70s and ’80s saw the big Japanese companies dominate the...

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[DaveM]

Black and white: Two Honda Super Cub customs by K-Speed

The fact that you can still buy a brand new Honda Super Cub today, more than six decades after it first launched, is pretty cool. But what’s even wilder is that the Super Cub hasn’t strayed much from its original look. It’s so iconic, that calling it a modern classic would be a gross understatement.

The Super Cub custom scene is just as enduring—and one outfit that stands head and shoulders above the rest is Thailand’s K-Speed. They have a knack for tweaking the popular ‘underbone’ enough to make it special, while still retaining some of its base aesthetic. K-Speed’s Cubs almost look like they could have been built by Honda themselves, in an alternate reality where the brand’s designers were a little more daring.

K-Speed has produced a staggering number of Super Cub customs to date. And since their primary business is parts manufacturing, they’ve got a laundry list of bolt-on bits for it too. Yet they still manage to find ways to put a fresh spin on it each time.

This latest iteration is laced with elements from previous K-Speed builds, but it ups the ante with custom bodywork that lends an art deco vibe to the Honda. The two bikes you see here are based on brand new 2022-model Super Cub 110i units, and are identical apart from their paint.

Grabbing the most attention are the Super Cub’s generous new fenders. They’re based on an idea that K-Speed’s founder, Eak, has had milling around in his head for two years, while waiting for the right project to try it out on.

It reportedly took some doing to fine-tune the design, but in the end it paid off. The fenders complement the Super Cub’s standard lines perfectly, while also adding a healthy dose of K-Speed’s hallmark styling. The shop brought them to life by first creating molds, then producing the final parts out of ABS plastic.

A set of custom-made wheel covers add more visual bulk to the pint-sized scoot. K-Speed’s rework of the Super Cub retains some of its original plastics, but adds neat touches, like ribbed side covers.

It also sports a handful of clever off-the-shelf mods from K-Speed’s own ‘Diablo’ range of parts. Up front, the Honda’s OEM LED headlight’s been relocated to a Diablo housing that places it lower. Further back, the original speedo sits closer to the rider—also in a plug-and-play Diablo bracket.

The Super Cub’s cockpit’s been trimmed down too. Up top is a new set of handlebars, encased in a custom enclosure with a small tinted fly screen. They’re fitted with new grips and vintage-style micro switches.

Out back is a side-mounted license plate bracket, which also hosts the LED taillights. Tiny LED turn signals flank the bike. A new seat is perched on top, with modified foot pegs and a Diablo exhaust keeping things classy lower down.

K-Speed plans to produce 100 Super Cubs just like these—50 in black and 50 in white. The lack of any livery or graphics is deliberate, with Eak wanting to emphasize the lines of the bodywork without any distractions.

Despite sharing a spec sheet, the two versions stand in stark contrast to each other. The white bike feels elegant, while the black bike feels distinctly moody. Branding is limited to a tasteful K-Speed logo on the front, with Super Cub badging further back.

Even though you’ll find some of the parts used here on K-Speed’s online store, you’ll need to put in an order if you want one of these for yourself. While some of the bits are easy to swap out, others require a little extra fettling.

You can’t tell at first glance, but these prototypes are running lowered suspension, modified subframes and extended swingarms. Wide-ish 17” sawtooth tires round out the package.

If you’d like to see these two Super Cubs in the flesh, K-Speed will be taking them to the Yokohama Hot Rod Custom Show later this year. The standard at the show is high—but somehow we don’t think these cuties are going to have any trouble garnering admiration.

That leaves only one question: black or white?

K-Speed | Instagram | Images by Hipmotography

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[DaveM]

METAL MAGGOT: Honda CX500 from Sabotage Motorcycles.

Since the very first time we heard the story of two guys who met in a hardware store car park, bonded over classic Hondas and created their own workshop, we’ve loved the journey that has been the rise and rise of Sabotage Motorcycles. Some things in life just unite people with a glue-like bond and the Honda CX500 is also one of those passions. While some just see an old courier bike...

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[DaveM]

Unfazed: A Yamaha Fazer with vintage TZ500 style

Maarten Poodt is a creature of habit. Each winter he drags another Yamaha into his workshop, rebuilds it to his taste, and sells it to fund the next one. But he’s changed things up since last year, and now takes on commissioned work too.

Judging by the stellar job Maarten has done on this Yamaha Fazer, working to a client brief hasn’t cramped his style one bit. That’s because he’s stuck to the same formula that he uses for his personal projects: retro-inspired sportbikes with an OEM feel.

The ‘factory’ effect that Maarten aims for isn’t just about the fit and finish. He tends to put his own spin on classic Yamaha designs, and he often keeps his bikes street legal, with the sort of chunky turn signals and plate brackets you’d get on a stock bike. So it’s easy to mistake a Poodt special for a restoration of a classic Yamaha—albeit one that you can’t quite identify.

The donor bike for this project, a 2000 Fazer 600, was supplied by Maarten’s client. The brief was straightforward; it was simply a photo of the iconic Yamaha TZ500.

Making a modern four-stroke road bike look like a vintage two-stroke race bike is a tall order. But that’s just the sort of challenge the Maarten relishes, so he took it very seriously. “This is not a replica,” he explains, “but a very user-friendly Yamaha with classic racer looks.”

To nail the aesthetic, Maarten started with the wheels. He ditched the Fazer’s three-spoke units, and sourced a set of classic 18” PVM hoops instead. They had to be massaged on the lathe a little, so that they could accommodate common bearing sizes.

There’s another nod to the TZ500 out back. Maarten removed the Fazer’s stock rear suspension linkage, and built a brace for the swingarm that closely resembles the TZ’s. A new adjustable shock from WP Suspension is wedged in.

Up front are the forks, brakes and clip-ons from a newer Yamaha R6. The setup has been enhanced further with adjustable Wilbers fork internals, braided stainless steel brake hoses and upgraded brake discs.

New bodywork was a must—and Maarten absolutely nailed it. For the fairing and tail section, he started with bits of original TZ bodywork, which had to be heavily modified to suit the Fazer. Maarten added a few custom sections too, and built new brackets to hold everything.

He also rebuilt the bike’s subframe to accommodate the new solo seat and tail bump. An inordinate amount of work went into parts that will likely never been seen. Lurking under the tail section are a new battery box, inner fender, crankcase breather reservoir, and all of the electronics, neatly repackaged.

The Fazer’s original fuel tank is still in play, but it’s also gone under the knife. Maarten carved out space for the remounted rear shock, and relocated the fuel tap. Further down, the airbox was swapped for a row of K&N filters.

The engine was in good enough nick that it just needed a good refresh to get it back on the road. Maarten serviced it, adjusted the valves and tuned the carbs, and it was purring like a kitten.

Getting the exhaust right was high on Maarten’s list of priorities. So he fabricated stainless steel four-into-two headers, spitting a pair of Laser mufflers out where you’d more or less find them on an old TZ.

An indentation on the right side of the tail emulates the same design on the TZ. On the opposite side, Maarten cut a piece out of the fairing to make space for the header and ignition cover. No stone was left unturned.

Elsewhere, you’ll find a new speedo and tacho, and factory-style switches and grips. A single offset headlight pokes out the front, with twin taillights embedded at the back. A generous tail bracket holds the license plate, bigger turn signals than you’d typically see on a custom bike, and even a reflector.

Maarten replaced all the bike’s perishables too, and fitted new Bridgestone rubber. It might be a twenty-year-old bike styled like a forty-year-old-bike, but it’s factory fresh.

Picking a livery was a no-brainer. The Fazer’s new paint job is a riff on the TZ500’s, complete with gold Yamaha logos and wheels. If Maarten’s well judged mods are the alleyoop, then those tasty red ‘speed blocks’ are the slam dunk.

Winter is fast approaching in the Netherlands, where Maarten is based, and he already has the next bike booked in. It’s a 90s Yamaha TDM, and it’s for the same client.

Maarten Poodt | Instagram | Images by Mark Meisner

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[DaveM]

Trellised Treat: Gas & Oil’s custom Ducati Monster S2R

The Ducati Monster might have been a parts bin special, but it was also a sales hit—and it’s easy to see why. Riders were enticed by its stripped down design, comfortable riding position and great engine. Designed by Miguel Galluzzi way back in 1993, the Monster all but saved Ducati from financial woe.

Ducati’s brand new Monster has lost some of the design elements that made the original so iconic—most notably its trellis frame. But this is a 2006-model Monster S2R 1000, and its owner is a fan of the classics. So when he decided it was time for a makeover, baking in some of that quintessential Monster DNA was a must.

He wanted to emphasize the simple trellis-framed naked bike layout, with a few tasteful design tweaks. So he called on Gas & Oil Bespoke Motorcycles in the Czech Republic to bring his vision to life.

“The customer is a big Ducati fan and he gave us some sweet instructions,” says Gas & Oil founder, Matej. “The goal was to step away from the traditional ‘Ducati Red’ comfort zone, but still preserve typical Monster elements. We wanted to combine modern and classic into one machine.”

The Monster S2R left the factory with some tasty running gear: Marchesini wheels, big Brembo brake discs and fully adjustable Showa forks. The Gas & Oil team left all of this in place, but added new Dunlop Mutant tires, and a custom-made steel front fender in place of the original.

Just above it is a new LED headlight, suspended on custom brackets. The front end is a perfect example of classic Monster elements that have been mixed in with contemporary touches.

The Monster’s cockpit has always been straightforward, but Gas & Oil has simplified it even further. The dashboard has shrunk down to a single Motogadget speedo, clamped to the handlebar risers. Together with new blacked-out bars, micro switches, and Motogadget mirrors and bar-end indicators, it’s a minimalist’s dream.

Matej and the team decided to turn the Monster’s trellis frame into a true showpiece. So they one-upped the factory by stripping the frame down, and powder coating it a lustrous gold. It pops against the fuel tank, which now wears a stunning coat of blue, with gold 70s-style Ducati logos.

The subframe received some modifications too, with the small extension at the back being the most notable. Besides being looped, a tiny brake light was embedded into the rear, above a custom tail tidy.

It’s nothing but class out the back, with a handmade seat, covered in aged brown leather, blending flawlessly into the tank. A hint of practicality was added behind the seat by way of a storage pouch—good enough for a bag of tobacco or a first aid kit. A pair of magnets keeps it in place.

When the bike was delivered to Gas & Oil’s workshop it was showing signs of wear and tear, especially around the engine. To freshen up the 992 cc Desmodue, it was rebuilt and painted. The archetypal rattle of a Ducati dry clutch couldn’t be resisted, so Gas & Oil opted for an open clutch basket setup.

With the “if you’ve got it, flaunt it” approach already in full effect, the engine’s timing belts were also exposed. Next, the crew put their own spin on the original S2R stacked exhaust design, with a custom-built system that looks way better than the factory effort. The sinuous, golden pipework snakes its way along the bottom of the engine, subtly complementing the gold frame.

The air box was deleted in favor of open filters, and the original ECU was replaced with an Ignitech unit. Even though it took more than 40 test runs to reprogram, Matej says the juice was definitely worth the squeeze. They only upped the output by 5 hp, but the weight loss and incredible soundtrack make it all the more special.

“When it comes to riding, it’s just pure happiness,” beams Matej. “It just shoots you out of a cannon if you pull the throttle, but you can easily change direction. And with the sound that this machine is putting out, you won’t be bored any time soon.”

We’ve always been drawn to the simplicity and ridability of the Monster platform, and would happily park one in the Bike EXIF garage. Gas & Oil Bespoke Motorcycles has certainly done it justice—and if we see a sudden shortage of second-hand Monsters, we know who to blame.

Gas & Oil Bespoke Motorcycles | Facebook | Instagram | Images by Petr Klempa

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[DaveM]

CARBON CAFE: BMW R nineT by Cytech Motorcycles.

It’s been a big week for BMW Motorrad, unveiling a pair of 200+bhp carbon-clad killers, the M1000R hyper naked and the WSBK-bound M1000RR. These are the latest motorcycles from the company to adopt the M branding from the car part of the business, and bring with them a rich heritage of racing and high performance. But as most motoring journalists have observed this week, the two new releases are...

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[DaveM]

Evergreen: This Moto Guzzi V9 is a spin on the iconic V8

The Roman philosopher Seneca said that “luck is what happens when preparation meets opportunity.” If that’s true, then the story of this fetching Moto Guzzi V9 Bobber is one of supreme luck. Here’s how the stars aligned for a Dutch designer to build a homage to an Italian classic, with support from a French motorcycle dealer.

A while ago, Luuc Muis, the talent behind LM Creations, found himself inside the Motoplex Metz showroom in France’s Lorraine region. He’d made the trek down to pick up a new Indian Chief as a loaner, so that he could 3D-scan it to develop some parts. While he was there, he and Motoplex’s owner got to chatting.

“They learned that I had built the Vanguard V85 TT that got released a few months before that,” Luuc tells us. “Soon we were talking about doing an anniversary project build, based on the new V9 Bobber, for Guzzi’s 100th birthday. Motoplex Metz is a flagship store for Piaggio, so they do a couple of out-of-the-box builds to promote the brand.”

“After about 10 minutes the owner said: ‘Take the V9 with you as well, create a design based on Moto Guzzi’s heritage and send us a quotation. If we like it, start building; if not, just bring the bike back when you return the Chief’.”

Luuc went back to his studio, and whipped up a rendering based on what is arguably the most iconic Moto Guzzi ever: the legendary V8 racer. Motoplex loved the idea, and the project was signed off.

Moving from behind his computer into the workshop, Luuc stripped the donor bike down and started creating physical mockups of the new parts. “I started by shaping foam blocks into a shape that represented the gas tank, to get a feeling for the size and shape,” he explains. “The fairing mockup I did with ‘CAD’—Cardboard Aided Design.”

Next, the LM Creations team started shaping a new gas tank and fairing out of aluminum. While running sheets through his English wheel, Luuc constantly had the original V8 in the back of his mind.

“They were all hand built out of aluminum,” he says, “so no two were exactly the same. And if you look at photos, they are actually a bit rough around the edges. So we wanted to include a bit of this rough exterior in the design.”

LM Creations managed to pay tribute to the V8 with their fairing design, while still adding a modern twist. The scoops on each side are a nod to the classic Guzzi, but they also serve to direct air to the V9’s transverse twin engine.

“This was one of the most challenging fairings I’ve ever made,” Luuc says. “Partly due to the size of the panels, and because it’s super hard to imitate the same fabrication pattern for both left and right, and get them even. It took me multiple tries to get it right.”

Equal consideration was given to the fairing’s paint job. The guys knew it had to be green, just like on the V8. But they opted for a green hue out of Moto Guzzi’s modern day catalog instead, adding another connection between past and present.

“As I mentioned, we wanted to keep that hand-built feel,” says Luuc. “So instead of smoothing the fairing with Bondo and a glossy paint, I asked Custom Coatings to put a matte metallic powder-coating on it. This will never chip off, and you can still see a few of the imperfections that you would with hand-built bikes and cars in the 50s.”

LM Creations built the fuel tank from scratch, adding knee idents and ‘wings’ that emulate those on the V8. Topped off with a knurled filler cap, the raw aluminum effect is delightfully classic and contrasts nicely against the green finishes. Again, Luuc put effort into keeping things particularly rustic.

“One of the oldest tricks in the book is to hide the welds, by using strips of the same aluminum as filler rod,” he tells us. “But we actually bought a different aluminum that’s darker, to emphasize the hand-built gas tank and the way it was constructed.”

Complementing the custom bodywork is a custom solo seat, upholstered by Silver Machine in the Netherlands. Luuc also designed a new top yoke, complete with integrated clip-ons, and a mount for the OEM speedo. Kellermann supplied a pair of discreet taillight and turn signal combo LEDs, and headlights that are tucked in below the fairing.

Motoplex got their hands dirty too. They polished up the shoulders on the V9’s otherwise black wheels, installed longer rear shocks and added vintage off-white grips.

With a bold Moto Guzzi centenary logo emblazoned on the front, this modern Guzzi wears its heritage with pride. It’s a fantastic homage to an icon—and we’d wager that Luuc and Motoplex Metz are equally grateful for that serendipitous meeting.

LM Creations | Facebook | Instagram | Motoplex Metz | Images by Jo Cappitta, workshop images by Dominique Posthuma

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[DaveM]

Speed Read, October 16, 2022

It’s a week for boutique production bikes, as Arch Motorcycle launches the 1s and the new Norton Commando breaks cover. We’ve also got an Indian Chief racer, a Sportster built for desert racing, and a brilliant spoof of one of the best motorcycle films ever made.

Arch Motorcycle 1s In case you’ve been living under a rock, Arch Motorcycle is a boutique motorcycle company, launched in 2011 by Gard Hollinger and Keanu Reeves. Yes, that Keanu Reeves. Founded on their mutual love of motorcycles and design, Arch currently offers two models, the KRGT-1 and the brand-new ARCH 1s.

Taking elements of American cruisers, and smashing them together with race- and sport-style machines, the Arch 1s is a unique motorcycle. The company is calling it a ‘Sport Cruiser,’ but this kind of bike transcends classification.

A proprietary 124 ci [2,032 cc] S&S Cycle twin cam engine is nestled inside a custom-made frame. Like the KRGT-1, the 1s frame features classic tube steel elements merged with billet aluminum structural members.

That sounds like a mismatched nightmare, but Arch has pulled off something truly beautiful. It’s the kind of engineering you’d expect from an aerospace engineering company, not an indie motorcycle manufacturer.

The swingarm is also billet aluminum, and it’s the first time Arch has used a single-sided design. There is premium Öhlins suspension both front and rear, and the brakes are from the Swedish brand ISR.

Carbon fiber is used extensively too; the fuel tank side panels, front and rear guards, curvaceous exhaust muffler and ultralight BST wheels are all carbon.

As with all Arch motorcycles, the 1s is completely handmade in Los Angeles by a team of craftsmen. They are all built to order, and customers can spec a variety of ergonomic and engine packages to suit their style. All that, for the eye-watering price of $128,000.

The 1s looks like a sportier offering than the more power cruiser-orientated KRGT-1, and it’s not as flashy as the company’s Method 143 prototype. In fact, it’s my favorite Arch motorcycle to date. [Arch Motorcycle 1s]

New Norton Commando 961 SP and CR The Norton Commando is loved the world over by people from all walks of life (people like Keanu Reeves, for example). It’s one of the most iconic British motorcycles ever produced—but the Norton name has taken a beating over the last decade.

Smothering the blazing dumpster fire left by Stuart Garner is Norton’s new owner, TVS Motor Company. Their plan to revive the brand includes a £100-million investment, and a new, state-of-the-art production facility at Solihull, England.

Yes, even though TVS is the third-largest motorcycle producer in India, Norton’s production is staying in Ol’ Blighty. And they’ve just thrown the wraps off their first new bike—the redesigned Norton Commando 961 SP and CR.

Under TVS management, Norton is turning over a new leaf concerning its build quality. The previous generation Commando was plagued with problems that TVS has addressed head-on by re-engineering more than a third of the bike, including its frame, gearbox and cam-train. We can only go by the photos provided, but the fit and finish seem to have been stepped up.

The Commando 961 SP and CR are essentially the same bike, but with two different riding positions. The SP continues the traditional Commando setup with a more upright handlebar system, while the CR features clip-on handlebars. There is a full suite of adjustable Öhlins suspension, while the braking system is courtesy of Brembo.

The new bikes are available in two color options—Matrix Black and Manx Platinum, which are both traditional Norton colorways. The air- and oil-cooled 961 cc parallel twin produces 76.8 hp at 7,250 rpm and 81 Nm of torque at 6,300 rpm. That doesn’t sound like much, but it’s classic Commando, even if the re-phased crank now fires at 270 degrees instead of the traditional Norton 360.

The top-shelf components, the company’s ‘prestige’ and the hand-built construction does mean that the price is high. At £16,499 [about $18,432] for the SP, and £16,999 [about $18,990] for the CR, the new Commando doesn’t seem to have a good bang-to-buck ratio—on paper, at least.

But this bike is not built for spec sheet scientists. It’s built for those who want the feel of a classic Commando, but without the headaches often associated with vintage motorcycles.

It looks like Norton is finally onto a good thing. [Norton Motorcycles]

Indian Chief by Noise Cycles and Zach Hindes This intriguing vintage racer-styled Indian Chief makes a strong case for the old adage; “teamwork makes the dream work.” It’s the result of a collaboration between DicE Magazine and Indian Motorcycle, who pulled together some of the best names in the custom bike business to bring it to life.

To design the bike, DicE and Indian turned to Scott Jones from Noise Cycles in Nashville, Tennessee. Drawing on Scott’s vast experience in the custom motorcycle world, they decided to take the Chief somewhere you’d least expect it—the racetrack.

Starting with a bone stock Indian Chief Dark Horse, the bodywork was stripped away to reveal the solid underpinnings. Scott points out that cruisers and race bikes have fundamental differences in frame and steering geometries, so he had his work cut out for him.

After Scott’s design was finalized and mocked up, the bike went to Zach Hindes of Prism Supply Co. fame, to address the frame and fabrication. An alloy tank was made by hand and polished to a mirror shine. The fairing is a vintage unit from the 1970s that Zach modified to fit.

The modified rear fairing is also from the 70s, and now sits on top of a custom subframe. Going for a sportbike style, the twin shock rear was replaced with a mono-shock. Knowing the heavy bike would be thrown around a racetrack with reckless abandon, Zach beefed up the subframe to account for the extra stresses.

Roland Sands sent over a set of custom-made wheels (19” front and 17” rear), along with new rear-set mounts for the build. The front forks were modified to fit a second brake disc, provided by Beringer, along with all the other braking components. Sticky Dunlop Sportmax tires replace the factory options.

The engine was left alone, but the team couldn’t resist the custom stainless steel exhaust system made by Zach. The 111 ci twin produces a mighty bellow from the Racefit muffler.

From lazy cruiser to fire-breathing track weapon, this built team is a match made in heaven. But they’re not done yet… next, the bike will go to the inimitable Ornamental Conifer for paint.

Stay tuned if, like us, you can’t wait to see how it turns out. [Indian Motorcycle | Images by Scott G Toepfer]

Harley-Davidson Sportster by Good Times Racing There’s something about a Sportster dressed up as a dirt bike that just feels right. Maybe it’s the sheer impracticality, or just the aesthetic awesomeness.

Whatever the reason, I’ve got a soft spot for dual-Sporties. And ever since the AMA added a ‘Hooligan’ class to the National Hare and Hound Championship in the States, it’s become common to see big bikes on grids usually populated by purpose-built dirt bikes.

This is the ‘Bajarley’—a 1995 Harley-Davidson Sportster 883, heavily modified by Rich Silva of Good Times Racing. Starting at the business end, it wears a set of Honda CRF450 forks with RaceTech internals and a Scotts Performance steering damper. The 21” front and 18” rear wheels are from Dubya USA, and the knobbly tires and tubes are from Shinko.

The 17.5” piggyback rear shocks are from Racetech and the rear fender is from Lowbrow Customs, who also supplied the fuel tank and cap. The outlandish paint was laid down by Donnie Walker Jnr, with lettering by Bill Walker.

The stock Harley seat had to go, and was replaced with a Vyrus Moto x Saddlemen Sportster motocross seat. Stealth Pipes provided the stainless steel high-mount scrambler exhaust, and a custom-made bash plate was bolted on.

Even though it looks like a showpiece, this bike has been put to good use. Rich and his teammate Joey Elms have raced the Mint 400 twice on the Bajarley, finishing fifth in 2021, following up with a third place in 2022. Rich also took third place at the Biltwell 100 in 2022. [Source]

On Any Other Sunday No, that’s not a typo. This isn’t the revered motorcycle film, On Any Sunday. It’s On Any Other Sunday—a spoof by Hoxton Moto, based on Mert Lawwill’s segment from Bruce Brown’s iconic 1970s documentary.

Hoxton followed everyman, Dave, to the Malle Mile in the UK recently, and filmed his shenanigans. Dave is a 31-year-old truck driver; an average guy that races a Honda Cub and a Suzuki GS400 for kicks. A regular Malle Mile attendee, he was the perfect subject for Hoxton’s short film.

“We adapted the original script of the Mert Lawwill sequences, and mimicked the visual set-ups and structure, trying to be as loyal to the original as our non-existent budget allowed,” explains the film’s producer, Shaun.

“Dave brings a natural comedy to his scenes. The original opening reveal of a man walking down a street, the workshop and traveling shots and the tire modification sequences were direct from the original.”

“Dave doesn’t have the huge fan base of Mert Lawwill, but his mates were happy to step in as spoof ‘fans.’ Dave’s wife has a tongue in cheek role when we see her absolutely delighted to see the back of Dave as he leaves home to compete. And even Dave’s dad steps in to appear as his coach, friend and father figure.”

Finished off with a 70s soundtrack, and a voiceover by the infamous Ichiban Moto, it’s a smile-inducing slice of Sunday cinema. [Hoxton Moto | Images by Sam Barham]

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[DaveM]

SIGNATURE STYLE: Moto Guzzi Le Mans 850 by Stile Italiano.

When you start a new business there are generally goals you want to reach, both in terms of the achievable, that will keep the bank manager happy, and the big dreams of breaking new ground. In the late ’90s with a love for all things automotive pumping through his veins, Gianluca Tiepolo founded Stile Italiano and simply refused to place a limit on what could be done. With a close team around him...

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[DaveM]

Ice Kool: A custom 1985 BMW K75 by Motocrew

It’s no longer uncommon to see old K-series BMWs go under the knife. But that doesn’t mean that every custom K is a home run. It remains a tricky bike to customize—and it takes a keen eye to get it right.

There’s no doubt that Chris Scholtka, better known as Motocrew, has cracked the code. Based in Cottbus in northeastern Germany, Chris is a firefighter that creates custom motorcycles in his spare time. His vibe is minimalist and modern, with an emphasis on aggressive lines.

The visual trickery that Chris has employed on this 1985 BMW K75 is inspired—but this job was more than just a makeover. The donor bike was in a less than ideal condition, so Chris first had to split the cases to make sure it wasn’t a total dud.

“The engine was rusty on the outside, and full of dirt and oil from the last 30 years,” he says. “The speedo was lost, so it wasn’t possible to check the mileage for a quick assessment. I was flying blind on this build—I didn’t even know if it would start or not.”

Chris got lucky; the engine looked better on the inside. All it needed was new gaskets, O-rings and fluids, and a major scrub-up on the outside. He also deleted the airbox, replacing it with a DNA Filters pod filter.

The exhaust is custom—a pie-cut stainless steel affair that took about 22 hours of welding and cutting to construct. It snakes around the bottom of the K’s bricky engine, termination in a Leo Vince silencer on the right side. The placement was a deliberate move, to keep the rear wheel fully in view.

None of the K75’s running gear remains. Chris swapped the front-end out for the setup from a 2013-model Kawasaki ZX-10R, including its forks, twin disc brakes, clip-ons and three-spoke alloy wheel. The fork stanchions were treated to a black low-friction coating.

There’s a matching three-spoke wheel at the back, but it’s from a completely different bike. Chris borrowed it, and a longer final drive arm, from a newer BMW K1100. The fully adjustable rear shock is from the German suspension company Black-T.

Higher up, Chris lopped off the end of the subframe, then bolted on a new full-length unit to anchor the bike, visually. It sounds like a cheap trick, but it works brilliantly. Since the new subframe’s silver coat stands out against the black main frame, your eye is naturally drawn to the sharp baseline that it creates.

Chris has used this method before, but he’s tweaked the design for this particular project. “It’s my way of hiding the ugly original rear frame of the K-series,” he quips.

Perched on top is the BMW’s OEM fuel tank, lifted slightly in the rear to further improve the overall silhouette. A pair of custom-made side panels tie the frame to the tank, while a custom seat finishes off the back half.

Chris capped the OEM subframe tubes off with a pair of taillight and turn signal combo LEDs. The license plate sits further down, on a custom-made bracket mounted to the swingarm. Further forward are new rear-sets from the K-series specialist shop, Powerbrick.

There’s an LED headlight up front, with a pair of daytime running lights embedded in the tubes of the new subframe. The handlebars wear Motocrew branded grips from Hookie Co., along with Motogadget switches and bar-end turn signals. If you’re looking for the speedo, it’s mounted in front of the fuel tank; a tiny digital unit, also from Motogadget.

Chris is a fan of the German company’s electronic components, so he also rewired the bike around their mo.unit blue control box. A tiny battery is tucked away under the tank, and the bike is switched on via a keyless RFID system.

Motocrew’s bikes flip between wearing slick graphics and clean, one-color paint jobs. Chris went for the latter here, settling on a stunning champagne silver from BMW’s M color palette. It’s a striking choice that further emphasizes how well-proportioned this BMW is.

If you’re looking for the freshest custom K-series blueprint, this might just be it.

Motocrew Instagram | Images by kylefx

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[DaveM]

This one’s a keeper: Hombrese’s Honda XL500 flat tracker

If you fancy yourself a romantic, consider this: have you ever built a custom motorcycle for your significant other? Uwe Kostrewa has, and it’s an absolute peach.

We all know Uwe as the guy behind Hombrese Bikes in Cologne, Germany. His style is distinct; if it’s a flat tracker or scrambler with a charming retro vibe, Uwe probably built it. This time he’s applied that recipe to a humble 1979 Honda XL500S, turning into a zesty race bike for his girlfriend.

“I needed a flat tracker for my love, Steffi, because she wanted to start riding and racing flat track,” Uwe tells us. “I’m a big fan of flat track bikes and their design. This is not my first build, so the idea for a design normally pops into my head automatically.”

“But in this case, Steffi also had a lot of ideas that I implemented. It was supposed to be her bike, after all.”

The main reason for picking the XL500 as a donor, other than the fact that Honda thumpers are notoriously bulletproof, was its size. Steffi has zero flat track experience, so she needed something light and manageable. A stock XL500S weighs around 135 kilos [297 lbs] dry—this one’s now down to 114 kg [251 lbs].

The couple tracked down a donor that was, according to Uwe, “in a normal condition for an enduro bike of that age.” The engine was good enough not to need a rebuild, so he simply repainted it and swapped the air box for a K&N filter. (A carb upgrade is on the cards for next season.)

The XL500S came from the factory with a comically large 23” front wheel, and an 18” hoop out back. It’s a unique combination, but it’s no good for flat track use. So Uwe laced up a pair of 19” rims, using a BMW F 650 GS hub up front.

Since this bike won’t run on the street, there’s no front brake. The stock Honda drum brake does duty out back, with a fresh set of stainless steel sprockets sending power to the wheel. The tires are Dunlop’s popular DT3s.

Uwe swapped out the old Honda dirt bike’s suspension components too. It now wears a set of right-side-up forks from a pre-2005 Yamaha R6 up front, and new YSS shocks out back. The XL’s OEM shocks are unusually long, so Uwe relocated the shock mounts on the swingarm in order to run shorter units.

The whole bike sits lower and more level now. Higher up, the subframe was cut-and-looped, and the main frame was liberated of any unnecessary tabs.

Moving to the bodywork, Uwe adapted a late-70s Honda XL125 fuel tank to fit the 500. A slim custom-made seat sits just behind it, upholstered in material salvaged from a Volkswagen Beetle. The rear end’s finished off with an off-the-shelf fender, trimmed to fit.

With no lights, speedo, starter button or front brake lever, the cockpit is uber-basic. Uwe installed a set of Tomaselli handlebars, with a new kill switch, throttle and grips.

Because this is a bonafide race bike, number boards were mandatory. Uwe cut a set out of Dibond—an aluminum composite material, typically used for signage.

Lower down, a handmade stainless steel exhaust system snakes its way around the engine, exiting through a cutout on the right side number board. It’s adorned with a well-placed heat shield, and a stubby Ixil muffler.

Uwe does his own paint work—and he has a knack for coming up with chic liveries. The white, black and yellow scheme on Steffi’s Honda is as cool as it gets, complete with period-correct Honda ‘wings’ on the tank. Uwe illustrated the number boards by hand too.

As for the rest of the bike, the frame, swingarm, wheels and fork lowers were all powder-coated in a chrome-like finish. It adds an extra classic touch to the build, faintly reminiscent of the nickel-plated frames on vintage dirt racers.

As romantic gestures go, building a custom race bike as cute as this one has to be right up there. If you ask us, Uwe’s a keeper.

Hombrese Bikes | Facebook | Instagram | Images by Rick Parker

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[DaveM]

SUPER SPORT: Ducati SportClassic by Zanik Design.

Booming sales and absolute success on the racetracks of the world has Ducati at the top of its game, but it wasn’t always so rosy. The late ’70s and ’80s were an uncertain time for the Italian marque, with ownership changes and a constant lack of capital nearly killing off the brand. But with the success of the 916 and its sports bike siblings, the Ducatisti were celebrating a string of Superbike...

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[DaveM]

Baked to perfection: A Sportster-driven Harton café racer

Building the perfect custom bike is a lot like the science of baking. You’re combining ingredients in the correct ratios to produce something special—and if you get those ratios wrong, your recipe flops. Judging by this ‘Harton’ café racer, Stile Italiano are master custom motorcycle bakers.

For a small European motorcycle workshop, Stile Italiano has created a disproportionate amount of stunning customs. From their workshop in Roveredo in Piano, in northern Italy, the small team has been pumping out builds steadily since 1999. Rarely taking on commissions, they prefer to build bikes to their own taste and let their work speak for itself.

This time, Stile Italiano chose an iconic café racer project: a Harton. Also known as a ‘Norley,’ it follows the same recipe as a ‘Triton‘—a combination of a Triumph engine and a Norton frame—but with a twist. Instead of using a Triumph mill, the Harton’s powered by the V-twin from a Harley-Davidson Sportster.

As with baking, using good ingredients always yields a better result. Stile Italiano started with an original 1957 Norton wideline featherbed frame, and a 1992 Sportster 883 engine. Sure, the Sportster engine isn’t America’s best ingredient, but it’s iconic and produces an almighty rumble.

The first hurdle was shoehorning the Sportster engine into place. Once the engine was fully rebuilt and in position, the team fabricated a set of custom engine mounts. An S&S Cycle Super-E carb kit was fitted to squeeze a few extra horses from the Harley engine.

The Sportster also donated its swingarm and rear brake setup, installed alongside a pair of Bitubo shocks to keep the ride plush. The forks are 38 mm Marzocchi units, with custom brackets to hold twin Brembo Series Oro calipers. 18” aluminum Morad rims were laced up and shod with Avon Roadrider tires.

Next, Stile Italiano perfected this already tasty dish the only way they know how: by adding some Italian flair. The vintage-style fuel tank is an aftermarket part, painted in the shop’s signature black, gold and silver colors. Thoughtful touches include an offset fuel cap and a stainless steel belt.

The oil tank was made from scratch, as was the traditional café-style seat. The rear fender only accommodates a small, Vincent-style stop light. But to be honest, if you were riding this, would you really want to stop?

The front fender is aftermarket, modified to fit the Marzocchi forks. Just above it is the headlight from a Moto Guzzi T3, held by Tomaselli brackets. The front end is remarkably simple; a pair of clip-on bars, an Amal throttle assembly and classic-style switchgear.

Stile Italiano repurposed the Sportster’s original speedo, but remounted it in a custom bracket that also houses new warning lights. Lower down, the guys fabricated a set of aluminum brackets to convert the standard footgear to rear-sets.

To finish off the build, a two-into-one stainless steel exhaust system was built by Virex to Stile Italiano’s specifications. Flowing down the right side of the bike, it makes the left side look beautifully clean—and exposes stunning details like the engine’s drilled derby cover. Honestly, it’s hard to figure out which side looks best.

This isn’t the only Harton that Stile Italiano has built. In fact, it’s one of their earlier Harton builds—and every single one is as jaw-dropping as the next.

“Our Team is as eclectic as our taste,” explains Cristian from Stile Italiano. “We’re defined by our people—each one with their own peculiar characteristics, with specific responsibilities and skills, but with a single goal: ‘the bike’ as a lifestyle. Substance, not appearance.”

Once again, this small team has proved that they’re among the best in the business. We can’t wait to see what they cook up next.

Stile Italiano | Facebook | Instagram | Images by Max Trono

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