Custom Motorcycle Builds

[DaveM]

Cold brew to go! Federal Moto’s Honda CB350 sidecar rig

We’ve all been there: you stay up drinking with your buddies into the wee hours, hatching all sorts of genius plots that never live to see the sunrise. The way Mike Muller tells it, that’s how this Honda CB350-turned-sidecar coffee stand came to be.

The idea started when Mike’s custom bike workshop, Federal Moto, first moved into their Chicago-based garage. Over a few beers with their new neighbors and fellow business owners at Metric Coffee, the idea of a “cold brew-slinging sidecar motorcycle” was born. But both businesses were just getting their start in Chicago’s popular Market District at the time, so extra cash to fund the project was a precious commodity.

A few years passed and both businesses found their footing. The idea resurfaced, and the decision was made to make it a reality.

As for the donor bike, Federal Moto started with a 1971 Honda CB350—but stuck with a clean restoration rather than a radical custom. It was stripped down, and the frame was powder-coated black, as were the forks, wheels, and engine.

Most of the little details were given the all-black treatment as well. This CB350 now sports an all-black cockpit at the triple clamps, levers, and bars, with Biltwell Inc. grips and slim bar-end mirrors. The original chrome-bezeled Honda gauges were swapped out for minimalist (but still analog) gauges, also in black.

All of the lights and electronics were updated with cleaner, more modern units. The bulky stock tail assembly went in the bin, and Motogadget lights and signals were installed in its place.

The factory airbox and side covers went next. The rebuilt Keihin CV carbs now wear pod filters, and the electronic bits have been repackaged in a custom tray under the seat. Exhaust duties are handled by a pair of custom megaphone mufflers, made by Cone Engineering out of Los Alamitos, California.

Federal kept things clean and simple with the CB’s engine as well. The original twin-cylinder motor was rebuilt to OEM spec, with the exception of oversized pistons and a Cerakote treatment for reliability.

The original subframe was left intact, but the factory seat was scrapped in favor of a brown leather saddle, made by regular Federal collaborator Dane Ultech of Plzbeseated. Dane also made the matching leather straps that now adorn the cold brew cooler; another classy touch.

It’s a beautiful bike, but the real story here is the custom-built sidecar. This CB isn’t just some conversation piece that sits around the shop. It’s a fully-functional barista on wheels, that Metric Coffee employees ride (not tow) to events all around the Chicago area.

The setup is nothing short of genius. The massive cooler was custom made by Federal’s in-house mechanical engineer, Desmond Digiovanni, and built to the custom specs of Metric’s coffee kegs. The rig holds two full kegs of cold brew and plenty of ice to keep it chilled, with room left to accommodate canned drinks for folks on the go.

That’s all good and well, but truth be told it’s the dual nitrogen bottle setup in the rear that’s really got our attention. Is it legal? Who knows. Is it cool? Absolutely.

“Yes, for the haters out there: if you rear-end a nitrogen tank, it may blow up,” says Mike. “I guess motorcycles are dangerous… who knew!?”

Tucked in above the tanks you’ll find a custom-built countertop, capped in butcher’s block and wrapped in a rubber bumper (you know, for rush-hour traffic). A laser-cut helmet holder was custom-made and mounted below, as was an anodized wrench that turns on the nitrogen bottles.

As far as the sidecar chassis that this rig rides on, you’re looking at a one-off custom, hand-made with help from Mike’s friend, Chris Zahner of Zooz Bikes. The entire unit is completely detachable, so the bike can be enjoyed on its own. And from what we’re told, this Honda is a good time with or without its sidecar.

When the rig is fully loaded down though, the extra weight adds considerable “wackiness” to the handling, Mike tells us. So Federal fitted a steering damper to the bike, to keep it on the straight and narrow around town.

“Our favorite turn is left,” he says. “Sidecar wheelies!”

Anybody else want to see this thing run the 24 Hours of Le Mans this year? With this much caffeine onboard, Federal Moto stands to be the first outfit to run the full race with a single rider. And since it’s also capable of dispensing keg beer when called upon, it should be able to handle the post-race refreshments just as well.

Federal Moto | Facebook | Instagram | Images by Grant Schwingle

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[DaveM]

Speed Read, November 6, 2022

We dive into this weekend’s Speed Read with a quirky Honda Super Cub from Indonesia. We also take a look at the 2023 Triumph Street Triple 765, a Ducati 900SS café racer, and a Suzuki GSX-R1100 from Mr Martini.

Honda Super Cub by Enggal Modified The deeper down the custom Honda Super Cub rabbit hole we go, the more workshops we find that excel at that particular art form. Based in Banyuwangi, in Indonesia’s East Java region, Enggal Modified has a portfolio packed with zany Cub customs—including a number of ‘BMX Cub’ builds.

The bike we’re looking at here is not only handsome, but also a lot faster than it looks. That’s because it’s actually powered by the 225 cc engine from a Yamaha Scorpio commuter.

Enggal hasn’t told us precisely what chassis they wedged the Scorpio mill into, but we do have insight into its suspension. The front end is off a Honda C70, but it’s been heavily reworked into a Springer-style arrangement. Meanwhile, the rear’s propped up on a pair of piggyback shocks from Ride It.

The bodywork is a mix of custom and modified OEM bits. It looks killer too; combining street tracker and café racer elements, but tailoring them to match the scooter’s stature. The Cub’s 17” wheels are wrapped in Swallow tires, adding a hint of vintage style.

Up in the cockpit you’ll find a bicycle stem mated to a set of modified handlebars. The headlight’s a small LED unit, the grips are from Koso, and the switches are aftermarket items. Custom foot controls, and a solo seat with pleated upholstery, finish things off.

Then there’s the Cub’s metallic olive green paint job, which is both simple and stunning. Sweet little builds like this are the reason we never tire of custom underbone scooters. [Enggal Modified]

2023 Triumph Street Triple 765 One of the industry’s biggest trade shows, EICMA, kicks off this week. But some brands haven’t been content to wait to show off their latest work. Joining that list is Triumph, with the revised Street Triple 765.

The Street Triple 765 is one of our favorite motorcycles—it’s quick, it looks wild, and it’s almost clairvoyant in the way it responds to rider input.

The 2023 model ups the ante, with revisions to its motor, bodywork and standard equipment. It’s also now available in three models: the ‘base’ model Street Triple R, upgraded Street Triple RS, and a new limited edition Street Triple Moto2 Edition.

All three of those feature the same engine updates. The Street Triple’s 765 cc triple-cylinder mill now makes 120 PS [118.4 hp] on the R, and 130 PS [128.2 hp] on the RS and Moto2 Edition. The updates include a higher compression ration, and new pistons, con-rods, gudgeon pins, valves and camshafts.

80 Nm of torque peaks at 9,500 rpm, but Triumph say it’s already coming on strong from 7,500 rpm. The new Street Triple also has a revised transmission with shorter ratios, a new slip-and-assist clutch and a quick-shifter as standard.

Triumph has optimized the swingarm too, improving both torsional rigidity and lateral flexibility. The RS and Moto2 Edition benefit further from a steeper rake and raised tail, for even snappier handling. The R and RS are kitted with wider handlebars than before, while the Moto2 Edition actually features clip-on bars, set forward and low.

The suspension specs read full Showa (R), Showa forks with an Öhlins shock (RS), and full Öhlins setup (Moto2 Edition). Those are fully adjustable at both ends, for all three bikes.

Brembo brakes are present too, upgraded to the brand’s Styleema system on the front end of the RS and Moto2 Edition. Also improved are the electronics packages, with the two higher-spec bikes sporting new 5” TFT displays.

Then there’s the Street Triple’s enhanced styling. It’s not a massive leap forward from the previous model, but it is noticeably more aggressive, and now runs with the same slim headlights as the Speed Triple 1200 RS. The RS also gets a removable passenger seat cover, for a sportier look.

There’s a whole new set of liveries too, but none look quite as spiffy as the ‘Triumph Racing Yellow’ option on the Moto2 Edition. It’s also worth mentioning that this version features a whole whack of carbon parts, and will be limited to 765 units worldwide.

Pricing is yet to be announced, but we’ve already started saving. [Triumph Street Triple 765]

Ducati 900SS by Codex Moto Nick, who builds bikes under the moniker Codex Moto, has a story we can all relate to. He has what he calls a “normie job,” and built this Ducati 900SS simply because he saw an idea that resonated with him. But once he got started, things soon got out of hand.

We’re glad they did though, because this 900SS is about as gorgeous as they come. Nick took inspiration from custom Ducatis by XTR Pepo, Walt Siegl and, in particular, a 900SS by Speedy Siegl Racing (no relation to Walt).

One of Nick’s must-haves was a Yamaha TZ250-style tail piece, with an under-seat muffler. So he shaped a prototype out of foam, and sent it to Catskill Mountain Customs to shape from aluminum. The bike almost ended up with a fiberglass fairing, but Nick thought it best that the parts match—so Catskill shaped that out of aluminum too.

The subframe was modded to accommodate the new tail, before Nick had the entire frame powder-coated gold. If the livery looks familiar, it’s because it was loosely inspired by the legendary 1980s Ducati TT1 racer.

There’s a lot to admire lower down too. Nick treated the motor to a serious clean-up, with key parts finished in black. There’s an open clutch and open belt covers, plus a pair of Keihin FCR41 carbs to add a little pep. The titanium exhaust pipe is from Strada Fab, and was custom-made for this bike.

Going deeper, Nick yanked out all the wiring and set the bike up with a smattering of Motogadget parts—including the German brands Chronoclassic speedo. Revival Cycles switches and a JW Speaker headlight round out the list.

If you like what you see, we have good news: Nick’s ready to sell this Ducati and move onto the next one. Hit him up on Instagram if this would look good in your garage (or living room). [Via]

Suzuki GSX-R1100 by Mr Martini No one builds ’em quite like Nicola Martini. The Italian builder marches to the beat of his own drum—but it’s a beat that creates intriguing custom motorcycles. Case in point: this stunning café racer, built with a 1991-model Suzuki GSX-R1100.

Mr Martini’s take on the iconic GSX-R actually amplifies its boxed aluminum frame and big four-cylinder motor, but adds custom bodywork that radically reimagines the genre. With a hint of vintage endurance racing style thrown in, it’s an unlikely mash-up that works brilliantly.

The bike actually came to Mr Martini with a bunch of mods already done, but it was “definitely ugly.” So he stripped it down to expose its distinctive frame, and rebuilt the subframe to neaten it up.

Up top is the GSX-R’s stock fuel tank, now matched to a custom tail section made from fiber-reinforced plastic. It’s capped off with the sort of tuck-and-roll seat that you’ll often see on Mr Martini bikes, with a classic round taillight poking out the back.

A trimmed Ducati-style fairing does duty out front, mounted on a custom bracket system. A single headlight pokes out the front, with the Suzuki’s OEM dials tucked behind it. Other additions include Tomaselli clip-ons, bar-end mirrors, and tiny LED turn signals.

The engine’s stock, but it breathes in through K&N filters, and out through a chunky Supertrapp silencer. As for the paint job, it’s as sublime as you’d expect from Mr Martini. Executed by the paint shop +39Kustom, it combines a metallic blue front half with a black rear half.

Bellissimo! [Via]

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[DaveM]

PHANTOM: Honda NX650 Dominator by Morex Custom.

I think I’ve finally found my Shangri-La, scratch that, I have absolutely found it, the mythical utopia exists! Just outside the French city of Rennes, with a motorcycle dealership on each side, sits the place of my dreams. Morex Customs is a large restaurant and bar, with indoor and outdoor dining and bar facilities, there is stunning interior design throughout and endless incredible food and...

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[DaveM]

Highlanders: A pair of Royal Enfield 650 scramblers

Royal Enfield is one of few OEMs with a healthy, ongoing custom motorcycle program. Sometimes they farm their projects out to the scene’s brightest stars—but sometimes they like to get their own hands dirty. With a dedicated in-house team, and the chassis experts Harris Performance under their corporate umbrella, they tend to get good results too.

For their latest project, Royal Enfield collaborated with Bikerbnb to create the two handsome scramblers you’re looking at here. Based on the twin-cylinder Interceptor 650 (or INT650, if you’re in the US), the bikes are designed to traverse the roads and trails of the Scottish Highlands, in style.

These Interceptors are more functional than they are flashy, but there’s a good reason for that. Bikerbnb offers guided tours around the Scottish Highlands and, as of recently, Catalonia, Spain. Their fleet consists entirely of Royal Enfield singles and twins—so they know what works, and what doesn’t.

“The Team at Bikerbnb are market leaders in their field, and deeply knowledgeable about the demands that their tours place on any motorcycle and their respective riders,” says the head of Royal Enfield’s custom program, Adrian Sellers. “Taking their local insight, combined with our own long brand heritage of adventure touring, we were able to work with a number of our close partners to ensure the ‘Highland Scramblers’ are 100% fit for purpose.”

Many custom ‘scramblers’ are really just road bikes with adventure tires on, but Royal Enfield took this project a little more seriously. They didn’t just make the Interceptor 650 look like it enjoys a bit of dirt, but properly reworked its geometry and running gear too.

You’ll find fresh Öhlins suspension at both ends, re-valved and tuned to optimize travel, with a set of bespoke yokes from Harris Performance. The Harris crew also installed a custom offset headstock bearing cup to increase the rake, and a custom front spindle bush to reduce the trail—all to create more off-road stability.

The original 18” wheels were swapped out for a 19F/17R set, built up with Hagon rims, stainless steel spokes and nipples, and Pirelli Rally STR rubber. The Interceptor’s front brake was upgraded with a Brembo P4 four-piston caliper. Since there’s only one brake, the caliper mount on the opposite fork leg was shaved off for a cleaner look.

Next, Royal Enfield and Harris Performance did a little fine-tuning. The tank was nudged ever so slightly backwards, to increase the bike’s steering angle clearance. And the side stand was extended to compensate for the increased ride height.

The rider benefits from a set of high-rise ProTaper EVO flat track handlebars, clamped by Harris Performance risers. They wear custom-made hand guards, and aluminum rear view mirrors from Royal Enfield’s own aftermarket catalogue. The brake and clutch controls are from Brembo, and are hooked up to extended lines for both.

The original switches were retained, but the dials were swapped out for a single compact Motogadget unit. There’s no key either—an RFID fob from Motogadget turns the bike on instead.

Poking out the front is a custom-made enduro-style fender. Just above it is a Koso Thunderbolt LED headlight, tucked into a 3D-printed nacelle and protected by a handmade grill. If the windshield looks familiar, it’s because Royal Enfield lifted it off their own Himalayan dual-sport.

Further back sits a custom-made gel seat from Tom Hurley. It’s been built for one, with a new luggage rack mounted where a passenger would normally be. Hanging off it is a set of stylish saddlebags from Longride.

Finishing kit includes Kellermann turn signals at both ends, with the rear doubling up as taillights. There’s also a custom rear fender extension that also holds the license plates, and crash bars and bobbins from Royal Enfield’s stash.

A bunch of parts were finished in black, using the increasingly popular Cerakote coating. You’ll find it on the exhaust system too—a low-slung two-into-one system from S&S Cycle in the States.

Dressed in inverted blue-and-white liveries, these two Interceptor 650s are effortlessly cool. And given how easy Enfield’s twin-cylinder bikes are to ride, we’d imagine they’d be sublime to cruise through the Scottish Highlands on.

Royal Enfield will be showing Bikerbnb’s new rides off at the EICMA trade show this week. If you’re in town, head on down and tell them how badly we’d all like them to put something like this into production.

Royal Enfield | Instagram | Facebook | Bikerbnb | Images by Tim Stevens

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[DaveM]

F-16 INSPIRED: Honda CB500F ‘Fighting Falcon’ by Raw Metal Racers.

Sporting a sleek silhouette known throughout the world, few people on the planet wouldn’t recognise the ubiquitous lines of the ultra-capable F-16 Fighting Falcon. But pull back the layers and the 4th generation fighter is still a highly complex beast and with a price tag of up to $35 million, you have to know what you’re doing to spin the spanners on such a machine. Which until recently is...

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[DaveM]

Valkyrie: A Honda CX500 café racer by NCT Motorcycles

When Honda released the CX500 in 1978, they had no idea how significant it would become in the custom world roughly four decades later. Initially released to scores of adoring fans, it eventually fell out of favor—and it’s design hasn’t aged well. But the revival of the café racer scene has meant a resurgence in CX500 popularity, led by builders that have figured out how to navigate its awkward layout.

Austria’s NCT Motorcycles clearly know their way around the Honda CX500. They’ve just worked their magic on this 1982 model, turning it into a way sharper motorcycle than what originally left the factory floor. And they even managed to retain its original Comstar wheels in the process.

NCT founder, David Widdman, was approached by a customer from Dubai who wanted his own twist on the classic Honda twin. David was happy to oblige—so after a bit of back and forth with the customer, they eventually settled on a design and the project kicked off. The donor bike was pulled out of a barn on a vineyard in France, and gradually transformed over two years.

NCT started with one of the CX500’s major oversights: its spindly front forks. They were replaced with a set of Showa units, lifted from a Ducati. Powder-coated black to match the rest of the bike, the wheels wear Avon tires in the factory sizes; 100/90-19 at the front and 130/90-16 out back.

Up front is a Brembo caliper, mounted on a custom bracket and gripping a massive 360 mm disc. Even though it’s just a single disc, it’s a huge improvement over the original setup.

Another one of the CX500’s downfalls is the massive dip in its subframe. NCT made the wise decision to lop the whole thing off and start again, with a lithe custom unit. Not stopping there, they team also completed a mono-shock conversion by modifying the stock swingarm.

Next, all of the CX500’s bodywork was replaced with a full complement of hand-made parts, radically transforming the bike. The fuel tank was fabricated out of aluminum, with knee indents that ever-so-subtlely recall the stock bike.

NCT took a different approach with the waspish tail section though, opting to 3D print it instead. It’s capped off with an exquisite diamond-stitched brown leather seat, and an LED taillight that sits vertically in the rear hump. The turn signals sit on a custom-made license plate bracket, mounted off the swingarm.

The way the tank tapers effortlessly into the rear section is nothing short of masterful. Finishing touches include custom-made fenders and a Monza-style gas cap. NCT also built a custom aluminum shroud for the radiator—it’s a touch often overlooked on the CX, but it makes a huge difference.

An LED headlight, clip-on handlebars and a full suite of Motogadget components keep the rider cockpit simple, yet functional. Also present are new Domino grips, and a Brembo brake master cylinder. The battery is mounted in a custom housing under the gearbox, while a Motogadget mo.unit handles the brain work.

The Honda’s engine also got the NCT treatment, with a full tear-down and rebuild, and a fresh coat of black paint. The Keihin carburettors are original, but with the airbox removed they now breathe through K&N pod filters.

The crankshaft-mounted radiator fan was replaced with an electric thermofan, freeing up around 5 hp. Also assisting with power gains is a pair of hand-made stainless steel exhaust headers. With the pair of SC-Project mufflers on the ends, we bet this thing sings a lovely song at the 9,500 rpm redline.

From its flawless stance to its perfectly fluid lines, there’s a lot to love on this CX500 café racer. Taking it over the finish line is a coat of dark green paint, chosen from Aston Martin’s swatches, and earning it the nickname ‘Valkyrie’ after the British marque’s hypercar. Tasteful gold highlights add the perfect touch.

“We are very much looking forward to handing the project over to the owner, and seeing the bike on the streets of Dubai,” David tells us. We’re certain its new owner will absolutely love it—just like we’re certain it will inspire future generations of CX500 builders.

NCT Motorcycles | Facebook | Instagram | Images by Peter Pegam

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[DaveM]

Modernized: OWM’s custom Harley Softail Standard

During his first decade of building custom bikes as One Way Machine, Julian von Oheimb worked exclusively on older Harley-Davidsons. Then, about a year ago, a customer asked him to apply his signature touch to a modern Milwaukee Eight-powered Softail. Julian obliged—and even though the platform demanded a fresh approach, he still knocked it out the park.

Julian’s clearly wrapped his head around modern machinery now, because his vintage-only rule has all but disappeared. He’s just built his third contemporary Harley custom, this time based on a zero mile 2021-model Harley-Davidson Softail Standard.

“With the modern technology and the power of the M8 engine, it’s not as easy as you would think to build an old school bike,” Julian tells us. But he’s unnecessarily modest. At a glance, this newer machine is almost indistinguishable from his typical retro builds.

The order came from a regular client, who wanted a fresh OWM creation to park next to the three he already owns. Other than specifying that the donor bike should be new, he had only a handful of requests. So Julian had free rein to flesh out the concept his way—which is just how he likes it.

This Softail Standard is dripping with OWM’s hallmark style. But it’s not just evident in the obvious stuff—true to form, Julian’s made a ton of small changes that have a big impact.

It starts with the Harley’s flawless stance. Julian lowered the suspension at both ends, then wrapped the front fork uppers in hand-made steel sleeves to add some visual heft. TTS Motorcycle GmbH laced up a new set of spoked wheels, using 21F/18R rims from HD Wheels and wrapping them in Bates rubber.

An inordinate amount of thought went into the rear brake setup. First, Julian converted the Harley from a belt to a chain drive, with a stainless steel rear sprocket that was machined to resemble a vintage drum brake hub. It’s kept secure by a special nut lock unit, from the German parts company In Max We Trust.

Next, he installed a OWM drive-side brake system, which had to be modified to fit the newer Softail Standard. It’s a low-key setup that tucks the brake disc in ‘behind’ the sprocket. The front uses a more traditional single-sided arrangement, and both ends are sporting Beringer calipers, with custom discs from Zodiac.

The Softail’s slender new fuel tank is another stand-out piece. Julian hammered it out of steel, masterfully blending flowing lines with a few well-placed angles. It’s adorned with a pair of OWM badges, and a gas cap built from an old car’s hood ornament.

The top curve of the tank flows gracefully into a custom leather solo seat. It uses a custom-made seat pan on a Thunderbike mounting kit, with upholstery by Spirit Leather. The stamped OWM logo adds another neat touch.

The rear fender started out as an off-the-shelf part, but it’s been heavily modified. It sits on a pair of custom-made stays, and is flanked by a pair of tiny Kellermann combo LEDs. An OWM license plate bracket sits lower down.

Julian also modified the OEM Harley side covers, but opted to leave a front fender off this build. (The original fender mounting points are still in play, just in case.)

Up front is a CNC-machined headlight grill, with a set of OWM handlebars mounted behind it. The handlebar risers are from our good friend Winston Yeh at Rough Crafts in Taiwan, a regular OWM sponsor. They’ve been designed to incorporate the Softail Standard’s original digital speedo.

The “sinfully expensive” switches are from Rebuffini. Julian was happy to splash out on them though, because they’re currently the only units on the market that work out the box with Harley’s CAN bus system. Tiny Kellermann turn signals keep the front end street legal.

Other changes include a forward foot controls kit from Thunderbike, capped off with Rough Crafts pegs, and a hydraulic clutch from Rebuffini. Julian swapped the primary cover out for one from a Fat Bob, and added a Rough Crafts derby cover, cam cover and rocker boxes. The burly air intake is from S&S Cycle in the USA.

For the exhaust system, Julian took an off-the-shelf system from Vance & Hines, lopped off the muffler and welded on a Jekill & Hyde part instead. “A ‘legal’ exhaust was on the customer’s wish list this time,” he says. “But he still wanted a unique piece that not every other Harley rider rides around with, and I guess it worked out that way.”

Like most OWM builds, this Softail’s color scheme is desaturated and menacing. BK-Lack GmbH laid down the base coat, while Chikos Pinstriping handled the details. Most of the hard parts are black, with Schwartz Optical Tuning polishing a select few metal bits to add a little contrast.

Julian’s customer is reportedly extremely happy with the results—and why wouldn’t he be? This slick cruiser has all the traits of a top-shelf OWM custom, with the benefit of modern power delivery and components.

It’s also not the last modern Harley that Julian plans to build. He has six projects in the pipeline right now—a mix of old and new. Clearly the age of the motorcycle he’s working on is nothing but a number.

One Way Machine | Instagram | Images by Clave Rodriguez

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[DaveM]

KING KWAKA: Kawasaki Z1 by Bull Dock.

Buying a car or a motorcycle from a dealer can be a painful experience, you sometimes get the feeling that not even the salesman believes in the product, but he’ll do his absolute best to make sure you don’t go anywhere else to buy. Japanese outfit Bull Dock has the completely opposite approach, they encourage their clients to go and look at both new motorcycles and those at other custom workshops...

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[DaveM]

Enduro AF: Auto Fabrica customizes the BMW G450X

If it wasn’t for the massive logos that run the length of this creation, we wouldn’t have picked it for an Auto Fabrica build at first glance. But the closer you look, the more you see the English workshop’s DNA everywhere. It’s also the first time they’ve customized a bonafide enduro bike—so this project was never going to be mild.

Designated the ‘Type 17,’ the build was commissioned by a client who told the Auto Fabrica brothers, Bujar and Gaz Muharremi, to “go nuts.” Sifting through archived designs with their client, Bujar and Gaz were delighted when he chose one of their more extreme concepts. It had originally been penned for a KTM enduro, but the client wanted something more unconventional—so they settled on a 2009-model BMW G450X.

As far as enduro machines go, the G450X is fascinating. Built during a time when BMW owned Husqvarna, its short-lived production only ran from 2008 to 2011. Brimming with unconventional design, some aspects struck a chord—and certain components are now common among European off-road bikes.

The G450X’s 449 cc single-cylinder engine is angled forwards by 30 degrees, and the crankshaft rotates backwards, thanks to a drive-basket clutch setup. The airbox takes up the space where a conventional fuel tank would be, so the fuel cell is nestled between the subframe rails under the seat. We told you it was weird.

Rather than throw these quirky parts away, Bujar and Gaz decided to incorporate them flawlessly into their design. So they left all the whacky BMW engineering in place, and got started on their specialty: bodywork. With the bike stripped down, CAD (cardboard-aided design in this case) was used extensively to develop the concept.

Once they were happy with the mockup, Auto Fabrica hand-made the new bodywork from aluminum. Designed to work with the factory suspension, it flows so well you’d think it was a concept bike from a major manufacturer.

The G450X still resembles a dirt bike, but that aesthetic has been elevated, with a vibe that blends organic and mechanical elements. Large side panels channel air into the radiator, then taper towards the narrow tail section, just like a conventional enduro bike.

This also leads your eye towards one of the bike’s more unusual design elements—the seat. Or rather, the seat cover. Using a clever latch system, it pops off to reveal a plush seat that wouldn’t look out of place on a rally race bike.

“We took the initial design that we’d shown our client, and started developing that over the new donor bike,” explains Bujar. “The design aesthetic from the beginning was a ‘mono-body’ setup. We kept drawing the side profile fully enclosed, without a seat or a dip where the seat would be, and loved the look.”

“I was super conceptual, but weirdly, it made sense. This is where the idea for the seat cover came from; why not have a cover for the bike that, when parked, is complete? Like a car has a door to reveal the interior.”

Admittedly it’s not the most practical arrangement. But it’s really just there for display purposes, and the bike looks just as good without it.

“We’re super pleased with how this turned out,” says Bujar. “It gives the bike two personalities, both more vibrant than I thought they would be. So much so, that a lot of our future concepts are adopting this seat idea.”

Classic Dakar Rally bikes were also the inspiration behind the color scheme and graphics. The brothers admit that bright colors and bold graphics are outside of their usually remit, but the bold design perfectly complements the bodywork.

An LED headlight is tucked away inside the ‘fairing,’ which also hides integrated LED indicators. Behind the front cowl sits a custom stainless steel handlebar that ties into the angular look of the bike. Eagle-eyed readers will spot the Highsider LED taillights, neatly hidden on either side of the subframe.

It wouldn’t be an Auto Fabrica special without a custom exhaust. For the Type 17, the guys sand-bent the headers by hand, but used a three-piece arrangement instead of their signature single-piece swept design. A box-style muffler is ingeniously blended into the rear fender, inspired by the Ducati Desmosedici.

“Type 17 was a lot of fun to build,” says Bujar. “We really wanted to create something unique and interesting, and introduce new ideas to the motorcycle world which we are happy about.”

If you find the Type 17 as intriguing as we do, watch this space. Auto Fabrica intends to make more—but they’ll base them on KTM or GasGas donors, and will likely build the bodywork out of carbon fiber.

If this is what they can do with a dirt bike, image what they could do with an adventure bike.

Auto Fabrica | Facebook | Instagram

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[DaveM]

EICMA 2022 Bike Round-Up.

The annual EICMA motorcycle trade show is wrapping up today in Milan, Italy, and it’s been another huge year at the world’s biggest motorcycle event of its kind. The two-wheeled press has been down on this year’s event, as not a single all-new superbike was unveiled and these are the machines that are splashed across their covers. But for those of us with a more eclectic taste, it was one of the...

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[DaveM]

Speed Read: The biggest hits (and misses) from EICMA 2022

If you’d like a snapshot of how the COVID-19 pandemic has affected the motorcycle industry, this year’s EICMA trade show is it. It’s clear that budgets have shrunk over the past two years, and it’s even clearer that major OEMs have found more cost-effective ways to release motorcycles to the public, than to splash out on floor space at a trade show.

Notable players like BMW and Triumph opted to reveal their 2023 updates in the weeks leading up to EICMA, rather than waiting for the show itself. And many of the brands that did pitch up, did so with mildly updated versions of current bikes.

Major revelations were few and far between, but we did manage to pick out a handful of highlights (and lowlights) for your reading pleasure. If we missed anything, feel free to holler at us in the comments.

Royal Enfield Super Meteor Royal Enfield’s modern 650 twins are lauded for how easy they are to ride, how delightfully minimalistic they are, and how their classic design lends itself to customization. But despite the platform’s versatility, it only comes in two flavors: the Interceptor roadster, and the Continental GT café racer. Until now, that is.

The new Royal Enfield Super Meteor cruiser adds a third style to the mix. It’s powered by the same 648 cc engine as its siblings, but it’s closer to the smaller Royal Enfield Meteor, design-wise (hence the name).

Its low-slung silhouette is courtesy of its unique tubular steel frame, designed by Harris Performance. The bodywork has been designed to match, with a sculpted tank that rolls down into a scooped saddle. It’s propped up on upside-down forks with a 19” wheel up front, and twin shocks with a 16” wheel out back.

Sure, the Super Meteor is a little small compared to most cruisers, but we reckon that’s part of its charm. The real question though, is whether Royal Enfield will finally add a 650 scrambler to their range, now that every other box is ticked. We wait with bated breath.

MV Agusta 921 S Concept One of the most intriguing bikes to come out of EICMA this year, is this neo-retro café racer concept from MV Agusta. Dubbed the 921 S Concept, it’s a stunning design that borrows from MV Agusta’s heritage without trying to look like a vintage machine.

It was designed as a tribute to one of the most iconic MV Agusta motorcycles ever, the 1973 750S. And although the two machines are worlds apart, there are hints of the 750S sprinkled all over the 921 S—plus its livery is a dead giveaway. The design is visually light and extremely well-balanced, emphasizing the bike’s inline-four engine.

And that’s the real news here; the 921 S motor is a brand-new, ground up design, not currently found in the MV Agusta range. The 921 cc, 115.5 hp unit hangs from a steel trellis frame with aluminum pivot plates. There’s a lot of interesting stuff here—from the unique ‘spoked’ rear wheel to the floating tail bump.

There’s no news on whether the 921 S will make it to market in its current form—and if it does, when it’ll arrive and what it will cost. But it looks incredible, so our fingers are crossed. [Source]

Bimota KB4 RC Bimota brought a couple of new machines to EICMA (including a dirt bike based on the Kawasaki KX450X). But the biggest neck-bender, was the Italian brand’s KB4 RC ‘café racer.’

Bimota first teased the KB4 RC in 2021, as a naked concept of their fully-faired KB4 sportbike. Now they’ve finally fleshed out, and revealed, the final bike. And all we want to do is put the fairing back on.

The faired KB4 is actually a rather attractive motorcycle, laden with high-end materials and parts and powered by a 140 hp Kawasaki engine. But remove its fairing, and its distinctive, flowing design turns into an awkward mess. No matter what angle you look at the naked KB4 RC from, there’s just too much going on—and that doesn’t gel with the ‘less is more’ aesthetic that most café racers aim for.

No doubt the KB4 RC’s exclusivity and exotic nature will appeal to some… but we’re not seeing it.

Honda XL750 Transalp Everyone knew that Honda were about to release an updated version of their popular Transalp adventure bike. But scores of Honda fans still rejoiced when Big Red made it official at EICMA. After all, the Transalp has always been popular for its versatility and reliability—but it’s been missing from Honda’s line-up for a decade.

The new 2023 Honda XL750 Transalp takes everything that was good about its predecessors, and cranks it up a notch. It’s powered by the same 755 cc parallel twin mill that you’ll find in the new Honda CB750 Hornet, with an output of 67.5 kW [90,5 hp] at 9,500 rpm and 75 Nm at 7,250 rpm. A 270-degree firing interval adds character, while Honda’s ‘Unicam’ head design helps keep the motor tight.

It gets a ride-by-wire throttle with multiple riding modes, a 5” TFT display and LED lighting. The frame is a steel diamond affair, with preload-adjustable Showa suspension running at both ends and a curb weight of 459 lbs. And if you like your adventure bikes with big wheels, the Transalp has you covered with a 21F/18R combo.

The new Transalp slots into the gap between the smaller CB500X, and the bigger CRF1100L Africa Twin. Its middle-of-the-road styling reflects this; it’s not quite as visually exciting as the Africa Twin, but it’s much better looking than the CB500X. Some might call it bland, but we think it looks uncomplicated and utilitarian—and that vibe has always been the Transalp’s strength.

Honda CL500 Honda brought more than one bike to EICMA. Switching focus from adventure bikes to modern classics for a minute, they threw the wraps off the new Honda CL500 scrambler.

The new CL500 isn’t exactly a replica of the Honda CLs of the 60s and 70s, but rather more of a homage. It borrows its 471 cc twin-cylinder engine from the Rebel 500, with changes to its fuel injection, and intake and exhaust setup. So it makes an adequate 34.3 kW [46 hp] and 43.4 Nm.

The Rebel’s influence is felt in the lines of the CL500’s frame and fuel tank too—and we’re not quite sure how we feel about that. That sharp upward line at the front of the tank doesn’t do the bike’s looks any favors, but we don’t totally hate it either. The drilled heat shield over the high-riding exhaust is a clear nod to the vintage CL series.

The CL500’s rough-and-tumble looks are backed up by a 19F/17R wheel combo, shod with blocky dual-sport tires. Quirks aside, it’s a handsome little motorcycle that should be fun enough to ride, and, if the price is right, could do really well.

Ducati Scrambler Ducati previewed updates to their Scrambler range at EICMA, marking the first time they’ve done anything major to the platform since it was first unveiled eight years ago. The new bikes don’t look radically different from before, but there are a number of marked differences.

The next generation Scrambler is still propelled by Ducati’s twin-cylinder Desmodue engine, and is still built around a trellis frame. But that frame’s been redesigned to shave weight off, the subframe is now a separate unit, and the rear shock now sits closer to the center of the bike. The engine’s gone on a diet too, and there’s a totally new clutch.

Visual changes include a new fuel tank with swappable side covers, and new wheels. The headlight is now a full LED affair, with a daytime running light. And the speedo’s been replaced by a rather awkward-looking TFT unit.

The Scrambler now comes in three versions: Icon [top], Full Throttle [above] and Nightshift [below right], each with its own final trim. There’s no mention of the wholly radical Desert Sled, which leads us to believe that it’s been dropped from the range—which makes us sad.

But perhaps the biggest change to the Scrambler line-up is in the text itself. Ducati has finally stopped referring to it as the ‘Scrambler Ducati,’ and has finally joined the world’s press in simply calling it the ‘Ducati Scrambler.’ That alone is cause for celebration.

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[DaveM]

LIMITED EDITION: The Distinguished Gentleman’s Ride: A Decade of Dapper.

It’s fair to say that any event that’s able to bring hundreds of thousands of people together for over ten years is doing something right. In such a community, surrounding and raising awareness for two deeply important causes and still growing every year, there are bound to be many inspiring individual stories that many of us can relate to. From a love of motorcycles and custom culture...

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[DaveM]

PORTO TO PARIS: Suzuki GS1100 by WKND Customs.

Team Suzuki recently won the last round of the MotoGP season, and despite winning the rider and team title in 2020 just two years ago, they’re leaving the sport. The company has also confirmed that the range-topping GSXR1000 will be no more, with tighter emissions laws forcing it out of the production line-up. So it’s worth looking back and considering just how important the Suzuki GS has been to...

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[DaveM]

Neon ADV: North East Custom’s Honda NX650 Dominator

If you’re looking for an adventure bike to customize, the Honda NX650 Dominator makes for a compelling argument. It will go anywhere, do anything and last forever, without breaking the bank. Its only downside is its looks—which is why you won’t feel guilty tearing into it.

Brothers Diego and Riki Coppiello are out to make the world a more beautiful place, one custom Dominator at a time. They run North East Custom in northern Italy, and are nuts about classic enduro and rally racing. So although they build a wide variety of custom styles, they especially relish working on adventure bikes.

The brothers were approached by a couple of friends that wanted to commission a custom build together. Taking inspiration from retro rally raid machines, North East Custom hauled the Dominator into the shop and got going.

“The base was a 1994 Honda NX650 Dominator—the ugly one,” Diego tells us. “So we changed the tank with a 1989 model, and built a new fairing.”

The older Honda fuel tank was a straight swap, but the rally-style fairing was built from scratch, using fiberglass. The two blend flawlessly into each other, giving the build a slick factory-like feel.

A pair of LED headlights sits behind a metal surround; the mismatched sizes are faintly reminiscent of BMW’s iconic R1150GS. There’s more lighting lower down, in the form of LED strips tucked into the fairing’s leading edge. A supermotard fender from UFO finishes off the front end.

Behind the windshield is a custom dashboard, which plays host to a GPS mount, digital instrumentation from Koso, the light switches, and the fuse box. The custom leather pouch below the dash is a particularly nice touch. It’s the perfect stash spot for sunglasses, earplugs and trail snacks.

A matching North East Custom bar pad adorns a new set of Neken bars, along with Domino grips and foldable mirrors.

Further back, the stock seat was reshaped with a modern, slimmer profile—without reducing its height. Covered in black leather with a yellow contrasting stitch, it looks more than comfortable enough.

Handmade aluminum side covers perfectly envelop twin Virex silencers, protecting the rider, passenger and any luggage thrown over the saddle from heat. A new fiberglass fender sits out back, with a neat LED taillight tucked below the rear lip. The tail’s finished off with a custom luggage rack, complete with a quick-release bracket for a bag from the Indonesian apparel company, Orbit.

The rest of the bike features minimal (and practical tweaks), starting with a set of grippy off-road foot pegs. North East Custom also refreshed the factory 21F/18R wheels, with new gold rims and Continental TKC80 tires. The forks look brand new too, thanks to a fresh coat of paint and new gaiters.

The Dominator’s retina-searing paint scheme was inspired by Husqvarna’s Norden 901, although it’s not a straight rip. The bold colors and retro graphics look right at home on this neo-classic adventure bike, and should pop as much in the woods as they do in the city. Emblazoned on the tank is the number 782—it’s a combination of 1978 and 1982, the new owners’ birth years.

Most adventure bikes are good examples of function over form, but we reckon Diego and Ricki have ticked both boxes here.

Everything on this Dominator looks like it belongs, almost as if it’s some forgotten rally prototype that was never released. We can see only one problem: with two owners, who gets to ride it first?

North East Custom | Facebook | Instagram | Images by Filippo Molena

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[DaveM]

BEACH SCRAMBLER: Yamaha TTR250 by Purpose Built Moto.

To build a scrambler you really can start with almost any motorcycle you like, we’ve seen everything from factory superbikes to little scooters get the treatment. But just because you can, doesn’t always mean you should and the best donor is usually going to be the one already most suited to the type of roads and terrain you wish to tackle. If you’re living here in Australia that’s going to be...

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[DaveM]

Twinshock Twins: Two Yamaha flat trackers built to race

Alex Winkler wears many hats. By day he’s an industrial mechanic—but by night, he puts those skills to work in his home garage, restoring and rebuilding vintage bikes. When the weekend rolls around, Alex wheels his creations out of the garage and goes racing.

While we can all appreciate a no-expense-spared showroom build, there’s something special about home-made customs that are built to be ridden. Alex lives and breathes this philosophy. Both of the bikes you see here—a 1978 Yamaha SR500 and a 1980 Yamaha XS650—also happen to be his personal flat track racers.

Based in Stuttgart, Germany, Alex has been building his own bikes for the last ten years as Twinshock Motorcycles. The SR500 was actually one of the first motorcycles he ever put a wrench to. He originally picked the bike up for around $900 on eBay, with a view to building a café racer out of it.

It was in rough shape and barely running, so Alex started by rebuilding the engine, bumping the displacement up to 620 cc in the process.

He tackled the cylinder head work himself as well, which included porting, polishing, and machining to accommodate larger valves. Megacycle performance cams were installed for good measure.

Alex also added a full hand-made exhaust system, from the manifold to the silencer. A fresh Mikuni TM40 flatslide pumper carb was added, and the stock airbox was swapped for a less restrictive pod filter, to keep things running smoothly.

By the time the engine went back together, the little café racer was running like a champ and putting down a healthy 49 hp… but it didn’t stay a café for long. A few years later, Alex took an interest in flat track racing, and once again the little Yamaha went onto the chopping block.

The front end was upgraded with a set of Yamaha XT550 yokes, while adjustable Koni 7610 shocks went on the rear. Alex kept the standard 19” SR500 front wheel, but laced a 3.00×19” KTM rim to the rear hub. That meant he could fit proper Mitas H18 flat track tires at both ends.

A fiberglass fuel tank and flat track tail piece sit up top. Alex finished the build off with custom sprocket and brake guards, machined rear sets, and a home-made fork stabilizer to shore up the handling for race use.

As Alex continued to build and tinker over the years, his collection of spare parts took on a life on their own. At some point he realized he had everything he needed to build a second Yamaha track bike—so naturally he did just that.

Legally the white motorcycle you see above is a Yamaha XS650, but it’s about as much XS as your typical pound puppy is a Labrador Retriever. We’ve got no complaints with this mutt’s pedigree though, because Alex worked some serious magic with that parts bin of his.

Technically, you’re still looking at an XS650 engine sitting in an XS650 frame. Alex bored the cylinders out to 840 cc, and installed a pair of Wahl Spezialkolben pistons (that’s German for ‘special piston’), with a set of Nissan Bluebird (yes, the car) cylinder pins. There’s a performance ignition from Boyer Brandsden too.

The carbs are Mikuni TM36 flatslides, the filters are from K&N, and the exhaust system is completely custom. According to Alex, the engine now makes a solid 68 horses—which ain’t too shabby, considering the bike has been stripped down to just 340 pounds.

The stock front wheel was replaced with a spare 19” SR500 hoop that Alex had handy, which now sits between a set of first-gen Yamaha FZR1000 forks that also happened to be laying around. The entire rear end was put together from spare parts too, and includes a swingarm from a Yamaha SRX600, a rear wheel from a Suzuki RMZ, and another set of Koni 7610 shocks.

The bodywork includes a custom-painted gas tank pulled from a Suzuki GT50, and a stubby rear fender. The XS also sports the first seat that Alex has stitched together himself. It’s a handsome two-piece leather affair, and is perched atop a custom subframe.

Alex had a nice Brembo brake setup from a KTM 690 Duke stashed away, so he machined a custom bracket and put it to work on the rear. It was the same story (albeit a much more difficult install) for the Yamaha’s new hydraulic clutch system, which was pulled from an unidentified Ducati at some point over the last decade.

There’s no shortage of hand-machined parts scattered through this build. All of them carry the same unmistakably utilitarian design that Twinshock Motorcycles’ builds share—like a plethora of ‘speed holes’ to add lightness.

Remarkably, there’s not an inch of CNC-machining on either of these bikes. Alex refuses to use digitally-aided methods, preferring to fabricate everything by hand to keep his builds as “old school” as possible.

These two vintage Yamahas make a handsome pair, but we’d wager that they look even better in motion. The fact that they get raced damn near every weekend, and still clean up this well, gets major props from us.

Twinshock Motorcycles Instagram | Images by (and with thanks to) Kati Dalek

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[DaveM]

BESPOKE BULLET: Royal Enfield ‘Goonj’ by TNT Motorcycles.

Racing at the TT, breaking world records, riding the wall of death and building his own land speed record bike amongst many other accomplishments, Guy Martin is motorcycle crazy! But it wasn’t until he went to India that he saw a whole other side to the world of motorbikes, the pride in ownership, the miracle fabrication with almost no tools and the sheer joy of his fellow travellers in this two...

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[DaveM]

Roughchild’s BMW R75/5 is a love letter to the airhead

Calling Robert Sabel a purist would be missing the point. His Los Angeles-based shop, Roughchild Motorcycles, works exclusively on BMWs, without ever straying too far from their original looks. But their builds are more than just restoration jobs; they might look vintage on the surface, but they’re loaded with stealthy modern upgrades.

“We sympathetically combine the latest technology with classic aesthetics,” explains Robert. Now Roughchild has pushed that philosophy to the limit, by taking their signature RSWB (Reisesport Short Wheel Base) design and kitting it with every upgrade in their arsenal. The build combines a 1970 BMW R75/5 chassis with a 1993 BMW R100R engine, and it’s an absolute stunner.

“This bike is a love letter to the airhead,” says Robert. “Yes, it’s custom, but done in such a way that it honors the original design in a refined manner. We’re not looking for extreme, we’re aiming for extremely refined, with a focus on safety, compliance and reliability.”

“In this instance, we’ve taken the earliest frame and put the latest engine in it, a cool 23 years apart. Then incorporated top of the line suspension and brake components to make the extra power usable all of the time. Modern electronics on an entirely rebuilt and upgraded drivetrain optimize the experience.”

One look at this build’s spec sheet proves that Robert isn’t overstating things. There isn’t an inch of this airhead that hasn’t been improved in some way—starting with its engine. Roughchild rebuilt it with long connecting rods and short skirt high compression pistons, supplied by Moorespeed in the UK.

They also performed a twin-spark ignition conversion, added classic peanut valve covers and installed a racing clutch with sintered plates. The carbs are Dell’Orto PHM40s, hooked up to the original airbox. And the exhaust system is a combination of stainless steel headers, and Cone Engineering mufflers.

Moving to the suspension, Roughchild upgraded the front end with a set of Öhlins FGRT forks, held in place by a set of custom-machined yokes. A pair of Öhlins Blackline shocks prop up the rear.

For the wheels, the crew laced 18” Sun rims to custom aluminum hubs with stainless steel spokes, then wrapped them in Metzler RaceTec tires. The rear wheel is offset to accommodate the 3.5” wide rim, and now sports a disc brake assembly. Nickel-plated Brembo GP4 calipers do duty at both ends.

Most of this build’s key body parts were scalped from various classic R-series BMWs. The headlight bucket is a /5 part, complete with its original light switch and its recessed speedometer and tachometer. Roughchild converted the tacho from mechanical to electronic, since the newer R100R motor doesn’t have a tach drive.

The headlight brackets look period correct, but they’re actually custom pieces. The crew designed them specifically to slip over the wider Öhlins fork tubes.

The fuel tank comes from a /6 BMW, and has been repainted in Avus black with traditional white pinstripes. It’s adorned with a traditional gas cap and vintage BMW roundels. Tucked underneath it is the front brake master cylinder, and a Lithium-ion battery in a hand-made box.

Sitting further back is a custom seat, finished in Alcantara and vinyl, with a tidy café racer-style hump. It’s perched on a custom bolt-on subframe, with an LED taillight and turn signal strip Frenched into the back.

There’s more slick stuff happening in the cockpit, where Roughchild matched a set of custom-built handlebars to black anodized risers. Micro-switches are embedded into the edges of the grips, and the throttle runs internally. The brake and clutch levers are welded directly to the bars.

All the wiring’s been run inside the bars to keep everything super sano. Roughchild rewired the bike too, around Motogadget’s ubiquitous mo.unit control box.

Lower down you’ll find a pair of Marchal fog lights, mounted to a set of classic BMW crash bars. They’ve been wired to operate at 60 percent brightness when on, and to flash brighter on the appropriate side when engaged, effectively operating as turn signals.

Rounding out the street legal bits is a swingarm-mounted license plate bracket at the back.

Robert’s obsessive attention to detail can be found throughout this RSWB build. The classic BMW paint job is attractive enough on its own, but the way the gold suspension parts are complemented by the tank roundels and custom engine badges is beyond tasteful.

Every last fastener was swapped out for a high-end ARP part too, with subtle Roughchild logos sprinkled throughout the bike.

This version of the LA shop’s RSWB series is not only an effective showcase of what they’re capable of, but a testament to how timeless and iconic the BMW boxer is. It’s done so well, it might even make purists smile.

Roughchild Motorcycles | Facebook | Instagram | Images by Webb Bland | Video by Carousel NYC

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[DaveM]

Hot Pursuit: A replica of the Mad Max Kawasaki KZ1000

The thought of a Mad Max-inspired motorcycle typically conjures up a very distinct image. But not every vehicle in George Miller’s dystopian film series was a scraggy death trap, covered in scavenged materials and rust. Cast your mind back to the very first Mad Max flick, and MFP officer Jim ‘Goose’ Rains’ 1977 Kawasaki KZ1000 highway patrol bike.

Goose’s bike was originally custom-built by La Parisienne in Melbourne specifically for the movie, with inspiration taken from the Bol D’Or-style endurance racers of the time. Highlights included a high front fairing, a boxy tail section, alloy wheels, and a slick silver and blue paint scheme that was a far cry from the gritty aesthetic of later Mad Max sequels.

This faithful replica is the work of Tiago Gonçalves and Luis Costa at Unik Edition in Lisbon, Portugal. And the idea to build it actually started as a joke.

“We had a 1981 Kawasaki KZ1000 in the shop,” says Tiago, “and a passing friend asked if we knew that this bike was the same model from the 1979 movie, Mad Max. Of course we knew, and that was one of the reasons why we liked the bike so much. He jokingly suggested that it would be interesting to build a replica of the bike.”

As implied by their name, Unik Edition’s main focus is customization. But they do restoration work too, and don’t mind building the occasional replica. “Obviously we like the whole creative process of building and developing pieces,” says Tiago, “but above all we like challenges and honoring art.”

Two weeks after the idea was sparked, Tiago and Luis dragged the entire team into the workshop and screened the original film to get into the spirit. One year later, Unik’s Goose replica was done.

It took them a full year, because building a replica of a bike from a 43-year-old movie isn’t as straightforward as you’d think. Bodywork kits for Goose’s KZ do exist, but the project called for more than just a few bolt-on parts. And Tiago and Luis were adamant about getting every last detail right.

As an added complication, Unik’s donor bike was an 1981 model—not a 1977 like the movie bike. So nothing was going to fit without at least some fettling.

Case in point: the fairing and tail section that Unik managed to import. Both were a dead ringer for the original, but the team had to fabricate new brackets to adapt them to the newer model KZ. As per the reference material, only the bottom of the seat pan is padded, with a storage compartment in the rear hump.

Unik had to swap the side covers out too. So they sourced a pair of fiberglass reproduction items, and modified them to fit the donor bike.

Getting the fuel tank right was another challenge. The crew found a 1979-model tank that fit the bill, but the 1981 frame’s backbone was too wide to accommodate it. So they reshaped its tunnel to get it to fit.

Luckily the alloy wheels that the 1981 KZ1000 came with were an accurate copy of the Lester wheels on the movie bike, so those could stay. But the donor bike’s front fender came painted—not chromed, like in the movie. So Unik stripped the paint off and had it chromed.

This obsessive approach can be seen throughout the build. Take the turn signals, for example—they’re new items, but they’ve been mounted on custom stems to locate them exactly where they sit on Goose’s bike.

Then there’s the exhaust. Unik built it especially for this bike, taking care to make sure that the four-into-two headers cross over each other exactly like they do on the original bike.

Finishing the build off is a stunning silver and blue paint job, which reportedly took some doing to get just right. The stickers come from a replica sticker kit, while the blue lights and siren are actual ex-police parts.

There is one small detail that doesn’t quite match up, but you’d need to be a fanatic to spot it.

“It was a big discussion,” says Tiago, “but the one thing we changed, was the rear view mirror! Because the movie is Australian, and they drive on the opposite side of the road from Europe, the mirror was originally on the right. For obvious reasons, we changed it to the left side.”

“It’s a minor change… or not!”

Unik Edition | Facebook | Instagram | Images by Manuel Portugal for REV

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[DaveM]

FIRST RIDE: Benelli Leoncino 800 & Leoncino 800 Trail Review.

If there is a God, he obviously loves the Italians. He blessed them with an eye for design, a beautiful-sounding dialect and an abundance of self-confidence. So whenever the Italians build a motorcycle, it’s usually easy on the eyes, sounds amazing and is obviously sold with a lot of hand gestures. Which brings us to the latest offerings from one of the oldest Italian motorcycle manufacturers...

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