Custom Motorcycle Builds

[DaveM]

HAND-BUILT IN HIROSHIMA: Triumph T100 by Heiwa Motorcycles.

The recent Yokohama Hot Rod Custom Show proved once again that there is absolutely no let up in the land of the rising sun, as the country’s custom builders continue to turn out one masterpiece after another. From full-blown show bikes to those thrashed for thrills on the race track, the attention to detail is simply incredible. Of course, Kengo Kimura of Hiroshima’s Heiwa Motorcycles was in...

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[DaveM]

RD Reissue: A Yamaha R3 engine powers this RD350 tribute

Any conversation about the good old days of motorcycling will eventually include the words “they don’t build ’em like they used to.” And then someone will mention the Yamaha RD350.

The fiery two-stroke was loved when it was released, got even wilder as it evolved, and has been missed ever since it was discontinued. Given the motorcycle industry’s current obsession with nostalgia, the time is ripe for a modern take on the iconic RD—but there are no signs that Yamaha plans to resurrect it. After all, ever-tightening emissions laws have put the kibosh on two-stroke development.

Custom builder Renato Frateschi remembers the RD350 well—particularly the later RD350 YPVS F2, which made waves in his native country of Brazil when it was released in 1987. (If you don’t know it, it was called the RZ350 in the USA.) With over 60 horses on tap and a paltry curb weight, it was an instant hit.

Like many, Renato misses the RD350. So when he and a client couldn’t quite settle on a direction for a custom build, he came up with a radical proposal. “Look, I have an RD350 chassis and fuel tank here,” Renato told his client, “and I think we can do something amazing with it.”

The client agreed, and Renato set about sourcing an engine for the bike. Since the cost of an original, good condition RD350 power plant would have wrecked the budget, the idea was to create a modern tribute to the iconic Yamaha. So he settled on using the four-stroke, twin-cylinder mill from the entry level Yamaha R3 sportbike.

Housing the modern parallel twin in a vintage RD350 frame took some doing, but that wasn’t Renato’s only challenge. Those following the project were quick to point out that the R3’s performance is a long way off from the RD350’s. So Renato did the only logical thing he could: he added a turbocharger.

A small turbocharger was imported from Japan, and mounted discreetly just in front of the engine’s exhaust ports. Renato put it there to integrate it into the bike’s design—but the placement also helped to minimize turbo lag.

Next, he had to find space for the air intake, injectors, sensors, and an ECU chip that would allow him to tune the bike (via smartphone). So he designed and 3D-printed a tidy box to house everything. The R3 engine still looks petite, but now packs a sneaky punch.

As for the chassis, Renato performed a slew of modifications to accommodate the engine, and to reinforce the frame for a more secure ride. He also managed to pull it off without ruining the RD350’s classic lines.

The modern theme continues with a host of upgrades to the Yamaha’s running gear. It now rolls on 17” wheels (unlike the RD350’s original 18” units), with a Triumph Daytona 675 swingarm and shock out back. The front brake calipers are Brembo units; they’re mounted on CNC-machined aluminum spacers, and pinch 300 mm discs.

For the bodywork, Renato turned to digital methods to get everything just right. First, he created a rendering of the full bike, so that the customer could see exactly what he was buying into. Once that was signed off, the fairing, tail section, front fender and belly pan were all 3D printed in a tough ABS plastic.

The tail piece takes inspiration from Yamaha’s iconic race-spec TZ series, and features a unique wraparound taillight design. The front end echoes the design of the Suter MMX 500 race bike, while twin headlights pay homage to the 1987 RD350 YPVS F2. Sitting center stage is the original RD fuel tank, modified to accept the R3’s fuel pump.

Finishing kit includes a CNC-machined top yoke, with new clip-ons, grips and bar-end mirrors. The exhaust system is custom; its twin mufflers offer a small hat tip to the RD350’s twin pipes.

Renato has nicknamed his creation ‘RD Turbo,’ and wrapped it in a livery to match. Glossy red ‘speed blocks’ sit on a matte black base; another nod to the bike that inspired this build.

It took Renato two years to build the RD Turbo, stretching the limits of his and his suppliers’ skills. There were hurdles aplenty—from figuring out how to mate a new engine to an old frame, to 3D-printing parts with an unusually large surface areas.

But in the end, it all came together—proving that it is possible to build a modern take on the legendary RD350.

Frateschi Garage Facebook | Instagram | Images by Gustavo Epifanio

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[DaveM]

MALEVOLENT: Carbon BMW R nineT by Cytech.

When it comes to tackling the harshest environments known to man and needing a certain vehicle that just won’t let you down, only a handful of two and four-wheeled offerings have become relied upon the world over. The Landcruiser is the vehicle of choice in the Australian outback and the Toyota Hilux is so popular amongst terrorist groups that the US Government launched an investigation.

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[DaveM]

Working Class Hero: A custom Honda NX650 Dominator from Budapest

Many Honda Dominator customs use the same template. Swap the fuel tank for something slimmer, trim the subframe and you’re halfway there. But there’s another way to go about it; lean into the Dominator’s adventure bike DNA to build a utilitarian scrambler.

That’s the path that the Hungarian workshop, Neuga, took with this 1994 Honda NX650 Dominator. Wrapped in muted finishes, and sporting an imposing stance, it has the look of a retro Baja 1000 race bike—albeit with an air of refinement.

“This build was an ‘in-house’ project, for one of our crew members,” says Neuga founder, Benedek Eszteri. “It took about six months from teardown to finish. The idea was to have a bike as trustworthy as it gets—and we couldn’t think of a better donor than a Dominator.”

“The donor was in okay condition, but it was torn done completely, measured and rebuilt with everything replaced that had even slight wear. We wanted to have a double headlight and some carbon—that was the basic idea. Everything else took shape during the project… it was kind of freestyle.”

Neuga went deep, starting with a full engine rebuild. And we do mean full—there isn’t a single component that hasn’t been replaced or refurbished. It looks brand new on the outside too, with a fresh coat of heat resistant black paint punctuated by the polished fins and engine covers.

The guys also built the custom two-into-one (the single cylinder Dominator has two outlets) stainless steel exhaust system. It terminates in a classic Supertrapp muffler.

Equal attention was given to the Dominator’s chassis and running gear. Neuga kept the OEM forks, but rebuilt them with new springs, then re-installed them with new steering neck bearings. The rear shock was swapped out for a new YSS unit.

The wheels and brakes are stock, although they look brand new. Every last bearing and seal was replaced, all the fasteners were cleaned and freshly galvanized, and every black component was stripped and re-coated. Neuga rewired the bike too, and upgraded the brake hoses with Goodridge lines.

The Honda’s bodywork is a mix of stock, modified, scalped and custom parts. Neuga kept the stock 4.2 gallon fuel tank, so that this build wouldn’t suffer any range penalties. Then they took the OEM front fairing, and trimmed it down to just two ‘wings’ to help round off the front of the fuel tank, visually.

For the seat, they started with the stock pan—then trimmed it, added gel inserts for a plusher ride, and re-upholstered it. Each side of the new seat cover has an illustration stitched into it; the left represent the owner’s favorite surf spot, and the right his favorite BMX trail.

Sitting below the seat is a set of custom body panels, hand-formed out of carbon fiber; “Not that it saves much weight,” quips Benedek. The rear’s finished off with a bolt-on license plate bracket, and a custom-built luggage rack. An LED taillight’s tucked in under the rear lip, with discreet LED turn signals flanking it.

The whole Neuga team is nuts about BMX, so they’re currently also working on a removable BMX rack for the back end. For now, the Dominator’s owner is content to simply lay his BMX flat on the rear rack, and tie it down.

Up front is the full headlight cluster from a Honda XR250 Baja—an arrangement that places two lights inside a ‘roll cage’ of sorts. Neuga refurbished it, before adapting it to fit the Dominator. A plastic fender from a Kawasaki KLX dirt bike sits just below it.

Taking advantage of the extra real estate afforded by the chunky headlights, the team created a carbon fiber dashboard to sit up top. It hosts a pair of Daytona gauges, a couple of custom switches and a charging port. The mirrors and turn signals are Motogadget items, while the handlebars come from Renthal.

Neuga paid attention to the little things too. The brake and clutch levers are ASV parts, but they’ve been modified to accommodate the stock brake fluid reservoir and choke lever. There’s a custom carbon fiber front sprocket cover lower down too.

The final paint scheme ramps up the Honda’s functional vibe. Neuga stuck to a warm grey for the tank and its side panels, broken only by a pair of super-sized Honda wings. Gold wheels offer a nod to the Dominator’s original design.

Shod with Continental’s evergreen TKC80 dual-sport tires, this Dominator looks ready for anything. From navigating the streets of Budapest, to hunting down new BMX spots, we’re sure it’s going to rack up plenty of miles.

Neuga | Facebook | Instagram

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[DaveM]

GREEK UNORTHODOX: BMW K100 by Custommade C.A.

There is absolutely no doubt that the custom world is awash with BMWs at the moment, and the classic R and K bikes are holding down the positions that were once the domain of Honda’s CB range and the Yamaha SR500. But while the two Bavarian bikes come from the same manufacturer, they are literally worlds apart. One has the technology that first launched the company into motorcycles, a boxer engine...

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[DaveM]

Mike Wolfe’s Moto Collection Isn’t for Sensible People, But Who Cares?

THESE ARE NOT BIKES for sensible people. Sensible people don’t want a vintage, rusting, non-running motorcycle in their garage. Alas, we are not sensible people. Mike Wolfe is one of us, a guy that simply falls in love with a bike because it’s old, or historic, or interesting, or cool. Certainly not sensible, but who cares?

A couple of years ago on the “American Pickers” TV show, I watched co-host Mike Wolfe yank a 1967 Triumph Bonneville out of an old barn, and I knew he was one of us, one of the guys who probably has a bumper sticker on the back of his van that reads, “My Other Car is a Classic Motorcycle That Doesn’t Run.”

Anyone who’s been around the hobby for any length of time knows guys like this. The big difference is that Wolfe has a TV show, “American Pickers,” a warehouse, and he’s paid to travel around the country and find old motorcycles, old scooters, or even the old tour van that once belonged to Aerosmith.

Over the years, we’ve seen him literally dig up classic bikes from the ground, haul them out of fields, or (usually) carefully roll them out of a barn. His personal collection has grown to over 150 vintage bikes, and it was a surprise when the notice for the 2023 Mecum Las Vegas auction said he was going to sell about 70 of his rarest cycles this month. Hoarders, ahem, collectors like him don’t sell their bikes, so this is a rare chance to see what he’s personally amassed before they go to auction in Las Vegas and likely disappear forever into a new private collection. Some of our favorites, if we had a barn big enough to hold them and cash to buy, include:

Many will tell you that Harley-Davidson’s dysfunction started when the company built its first race bikes. Harleys were fine, scoot-around town, bikes that were fun in the early 1900s. Even the company founder didn’t want to race his commuter cruisers at the time. But they did anyway, and the V-twin race bike was born with racers like Wolfe’s 1914 Harley Factory Racing Twin setting the pace. These single-speed bikes dominated flat track, board track, and early grand prix races.

By the 1960s, Harley nailed it. Ever hear a KR Racer on the pipe thumping out of a corner at a flat track race? Yeah, you’d want one, too. These first-generation KR bikes won 13 national AMA Class C championships and 12 Daytona 200 races. We wouldn’t have Evil Knievel and his XR750, or even the modern Sportster if it wasn’t for these dirt track bombers that threw mud at the grandstands. Wolfe’s is a 1962 45-ci version with a racing history. Definitely some vibes of this KR in Paul Hartman’s flat tracker build.

BMW purists are probably spitting on their computer screens right now. Who would take a 1951 BMW R67 and rip off the hinged fenders? Does it matter? This first-year 600cc R67 that Wolfe found already bobbed looks right. The chromed tank is about the only other major custom part to this mostly original first-year bike that, while not original, shows that 70 years ago custom builders saw the potential in airheads.

Something about Wolfe’s 1950 R51/3 struck me: It’s an early café racer built out of a bike that is, most definitely, not a racer. This cool custom has a vintage, hand-painted, fiberglass tank and flat seat that looks more 1970s than 1950s, and that’s probably when this bike was torn down. Most 1950s airheads get treated to a full restoration, but it would be a crime to take the disco-era pieces off this classic.

Unlike the BMWs, Harley racers, or even the Henderson in Wolfe’s collection, his selection of Indian bikes is lip-smacking good. They’re not sensible, and they don’t all run. While other manufacturers were still trying to figure out how to make two cylinders work, Indian was making gorgeous in-line fours that look like four stovepipes welded together and sound like WWII artillery. This Indian Four, a 1931 with a cut leaf-spring front suspension and amazing patina should sell for big money as this is one of the first-gen four-cylinder bikes that made Indian famous before they stopped producing the Four in 1942.

Photos courtesy Mecum Auctions, Inc.

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[DaveM]

Sportsters Forever: A custom Harley Evo Sporty from Australia

On November 18, 2022, Harley-Davidson rolled the last air-cooled Sportster ever to be built off their assembly line in York, Pennsylvania. The announcement marked the end of an era in the motorcycling world; a book-end for the iconic everyman’s V-twin that had been in constant production since 1957.

While the total number of Sportsters in existence is now officially capped somewhere well into the tens of millions, the death of the Evo comes with a silver lining: with obsolescence comes street cred.

Few understand this as well as Sydney, Australia’s Zen Motorcycles. They’ve turned this 2015 Harley-Davidson Sportster Seventy-Two into a reliable daily driver, with all the classic cool of an old ironhead. All that’s missing is a kickstarter (if you know where to look, of course).

This build started when a client approached Zen asking for a 70s-style chopper, with modern performance and reliability. An abundance of chrome was high on the priority list too, but everything else was largely left up to the Zen crew. A late-model Sportster Seventy-Two was sourced as the ideal starting point.

Work smart, not hard, as they say. Harley first introduced the Seventy-Two back in 2012, and both the name and style were meant to invoke the 70s-era chopper craze of the time. Included in the factory package was the classic 2.1-gallon peanut tank that still lives on the bike today, as well as a full suite of factory chrome options, including the engine, wheels, and shocks.

This laundry list of OEM chrome bits shortened the build to-do list considerably, but transforming the stock Sporty into the clean custom you see here was no easy task. The team had made up their mind early on that a springer front-end was just what the Seventy-Two needed to truly capture that 70s charm. Sourcing the forks was easy enough—but making them work with the modern frame took some creativity.

The shiny set of stock-length springers you see here was sourced directly from Lowbrow Customs in the US—but unfortunately, they weren’t exactly plug-and-play with the customer’s needs. The main hurdle was maintaining the Seventy-Two’s factory ABS braking, which required some serious fabrication to adapt to the springer.

For that, Zen handed the bike off to their friend Edi Buffon at Machine 1867—a one-man fabrication shop a few miles down the street. Edi worked his magic on the forks, and when the bike came back to the shop, Zen was able to finish off the front-end setup. Chrome calipers were supplied from Performance Machine, the factory rotors were swapped with drilled stainless units from Russell, and custom spacers were added to bring it all in line.

Out back Zen largely left the Sportster unmolested, keeping the factory swingarm, shocks, and brake components in place. The factory belt drive was swapped for a chain conversion kit for a little extra ironhead style, and the rear sprocket was given the chrome treatment to match the rest of the Sporty’s brightwork.

With the chassis sorted out, it was time to add some color to the Seventy-Two. Zen says the client’s only stipulation there was that gold be worked into the theme to some degree, giving them free rein to choose their own muse from a catalog of 70s influences.

The result is really something special. From a distance, it’s easy to mistake this as your typical ‘vivid black’ Sporty with an added Ohio flame job. Up close, however, it’s a whole different story.

That’s because Zen used the deepest purple paint we’ve ever seen, with metal flake buried under more coats of clear than we care to count. The flames themselves are done the old-school way, with hand-laid gold leaf gilding outlined in purple pinstripes.

Zen continued the gold theme throughout the bike, but opted for polished brass details rather than 24-karat bling, for reasons we shouldn’t need to explain here. The bar risers, grips and gas cap are all done in brass, while the spark plug leads put an extra pop of gold glitter front and center.

The final piece of the puzzle was finding a way to stash all the clunky modern electronics, which Zen pulled off handily. Stock lighting was replaced top to bottom with minimalist Kellermann LED hardware; the dime-sized turn signal pods on the front of the springer are a particularly nice touch. The OEM gauge cluster was retained, but Zen moved it down by the front cylinder for an unobstructed cockpit.

As for the controls themselves, Zen integrated flush-mount single-press buttons into a set of custom-made handlebars, giving the look of a properly bare-bones machine. They were able to wire all the new components without losing any of the CAN bus functionality—so as far as the onboard ECU is concerned, the Sportster is still completely stock.

Final touches include a Mustang leather seat, a chrome sissy bar from Lowbrow Customs, a full chrome nuts and bolts kit, and the addition of braided brake and clutch cables. Zen even added a bit of performance for good measure, with an S&S teardrop intake and a set of Vance & Hines ShortShot pipes, to help the Seventy-Two’s bite match its bark.

The Sportster as we know it may be relegated to the pages of history, but bikes like Zen’s Sporty Seventy-Two will continue to carry the torch for generations to come.

It’s unnerving to think that all new Harleys may be powered by something other than internal combustion fifteen short years from now. But we take comfort in knowing we won’t have to go digging for old ironhead parts to have a timeless classic in the garage when that time comes.

Zen Motorcycles | Facebook | Instagram | Images by Andrew Jones

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[DaveM]

Speed Read, January 22, 2023

A stunning Moto Martin restoration headlines this weekend’s round-up. It’s followed by a pair of lightly modded modern Triumph twins, a look at the 2023 Harley-Davidson Nightster Special, and news of Ducati’s electric motorcycle racing plans.

Moto Martin restoration by Cafe Racer SSpirit Stunning race bike lines, a powerful engine and track-focussed running gear—what more could you want? That’s the exact kind of product you got when you ordered a Moto Martin.

Founded by Frenchman Georges Martin in 1972, Moto Martin produced bikes in a similar vein to that of Bimota. They shoehorned the latest, most powerful engines of the day into custom frames, wrapped them in new fairings and garnished them with high-end suspension and braking systems.

All those years ago this is what the original owner, Jorge, did with his Suzuki Katana 1100 donor bike. He bought the big Kat, and took it to Moto Martin where it underwent a full conversion, with little expense spared. All that remained of the original bike is the engine, carbs and speedo.

Fast-forward to today (after 21,000 miles) and Jorge’s Martin was looking a little worse for wear. Jorge decided to tear the bike down with the intention of starting the restoration himself—but sadly, he was soon diagnosed with ALS and was unable to continue. So he sold the bike to the team at Cafe Racer SSpirit in San Sebastian.

The entire bike was treated to a nut and bolt restoration, with not a single aspect of the bike left untouched. The bronze-welded Chromoly frame, together with Moto Martin’s own suspension and wheels are breathtaking. Everything is perfect, right down to the stunning fiberglass and paint work, which was completed by Sergio at Classic Garage Motorcycles.

The project took more than a year to complete—but Jorge tragically passed away before he could see his old bike in all its glory. The team at Cafe Racer SSprit have done an incredible job bringing the bike back from the brink. We’re sure Jorge is looking down with pride. [Via]

Triumph Street Twin by Motone The Triumph Street Twin is one of our favorite bikes in the English brand’s modern classic lineup. The approachable 900 cc water-cooled engine, combined with the comfortable ergonomics of the larger Bonneville line, has made the Street Twin a hit around the world.

Motone Customs, the British motorcycle parts and accessories company, are no strangers to the Triumph modern classic lineup. Founded more than a decade ago, Motone specializes in the design and manufacture of accessories and parts, for discerning customers who want their bikes to stand out.

They’ve just finished kitting out a Triumph Street Twin with some of their new parts. It looks so good that it’s hard to believe that the bike is made of bolt-on parts only—no cutting or welding required. This is the genius of Motone; what might have cost an arm and a leg from a one-off custom shop, has been made easy enough for all but the most spanner-shy.

Along with the finned lower engine and gearbox covers (a Motone staple) are the matching bash plate and side covers. There are a slew of other Motone parts which have been bolted on too, but this bike was built to specifically highlight a few new parts.

Most notable are the new flat tracker seat and ‘Nautilus’ exhaust pipes. But eagle-eyed viewers will also spot the new Motone ‘PICO’ LED indicators, which are microscopic but still have full ECE certification.

If you like what you see, and have a Street Twin in need of a no-fuss makeover, check out the Motone website.

Triumph Thruxton by Purpose Built Moto Another stunning bike in the Triumph modern classic lineup is the Thruxton 1200. It took the world by storm when it was released in 2016, and the fanfare hasn’t really settled down to be honest. It’s almost perfect out the box—but this also means that you see it everywhere.

A customer with this exact problem rolled his 2016 Thruxton R into the Purpose Built Moto garage in Burleigh Heads, Queensland, Australia. He wanted to change things up, but not overly so; the team at PBM knew exactly what to do.

“These conversions are always met with a little bit of criticism,” explains shop boss Tom. “The keyboard warriors sing out with ‘why would you ruin the street capability of the bike?’”

“The answer is always the same: it’s our job to deliver a motorcycle the customer gets excited about, loves, and thinks about even when they’re not riding. If our customer wants knobbly tires on a 1200 cc twin with Öhlins suspension, that’s what they’re going to get.”

The Thruxton’s 1200 cc engine is a real peach, so it remains mostly stock—but it wouldn’t be a custom bike build without a soundtrack to match. The factory headers were left alone, but the system was liberated of its catalytic converter, and now exhales through a set of PBM Torpedo mufflers.

Up front is a Purpose Built Moto 7” Flashpoint LED headlight with a custom cowl. The twin clocks have been replaced with a Daytona gauge, sitting in front of an LSL triple clamp, new bar risers, and ProTaper handlebars. Continental TKC80 tires were spooned onto the stock rims (this is a street scrambler, after all).

The tank and cowl were painted by Nathan at Livin’ Loco (just down the street from the PBM garage) and the new seat was expertly shaped and covered by Timeless Auto Trim. Behind the seat is a looped rear end, capped with Purpose Built Moto’s own 3-in-1 LED lights.

Hats off to the PBM team for once again turning a stock bike into a mean-as-heck custom machine. We just know the customer is stoked. [Purpose Built Moto | Images by ]

2023 Harley-Davidson Nightster Special Harley-Davidson has just unveiled their 120th Anniversary model range. And while there are a few new bikes in the mix, most of the models are just anniversary editions with bold new graphics. The new Nightster Special sits somewhere in the middle.

The Nightster Special comes standard with the same chassis, and same 975T Revolution Max engine as the ‘regular’ Nightster. However, while the engine remains the same, the ergonomics have gotten a slight upgrade. The handlebar risers have been stretched out to 5 inches, and the new handlebars put the grips two inches higher, and an inch closer, to the rider.

This should make the Nightster Special a little more comfortable around town and on longer rides. In that vein, it also gets a pillion seat and passenger pegs—both missing from the standard issue model. New alloy wheels round out the parts spec (admittedly, they do look good).

The Nightster Special is available in Black Denim, Vivid Black, Bright Billiard Blue and Industrial Yellow. All color options get the AMF-inspired striping on the tank, with prices starting at $14,999 in the USA.

It’s a neat set of upgrades for the Nightster, but it’s still left us wanting. A little more differentiation from the stock bike would have been nice—and an announcement of the much-anticipated Bronx would have been even nicer. [Harley-Davidson Nightster Special]

Ducati MotoE 2023 marks the start of Ducati’s electrification. This year, the Italian marque will be producing an electric motorcycle for teams to run in the new MotoE championship.

Dubbed the ‘V21L’ by Ducati, production of the 23 bikes for the spec series started in December 2022, with the factory aiming to have them completed by February 2023. Each prototype is assembled by Ducati’s top technicians in the Ducati MotoE Racing Department at their Borgo Panigale factory. With their experience with MotoGP, we’re expecting to see the same attention to detail and flawless craftsmanship in their MotoE bikes.

As you’d expect—along with the electric powertrain and top-shelf suspension and braking components—there’s carbon fiber as far as the eye can see. With this much bodywork, there is plenty of real estate for race liveries. And with the MotoE bikes being so similar, it almost guarantees exciting racing, since it’s all up to the riders.

If you’re interested to see how this all-new electric chapter unfolds, the first race will be at the French Grand Prix on Saturday, May 13th 2023. But what’s almost more interesting, is the possibility of a fully electric Ducati being added to their current lineup. Judging by the words of the company CEO, Claudio Domenicali, it’s only a matter of time.

“The start of production of the Ducati MotoE is a historic moment for our company,” he’s quoted as saying, “which with this project is thoroughly studying the technologies of the future for the world of motorcycling.”

“It is an important area of experimentation, in which we are investing to build know-how so that we will be ready when battery technology should allow the creation of an exciting electric road bike with the weight, performance and range that enthusiasts expect from a Ducati. We are therefore embarking on this new adventure with the aim of developing the people and skills within the company to shape what the character of a future Ducati electric road bike might be.” [More]

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[DaveM]

WE ALL FLY: Kawasaki ER6N by Batakastem Workshop.

You need a vivid imagination, but swap the quiet corn fields of Iowa for the hectic city streets of Jakarta, and the dream begins to chart the same storyline. The field of dreams becomes the workshop of wonders and instead of a baseball diamond to bring in the legends of the game, it is the creative genius of Abraham Simatupang that has the crowds eagerly obeying, ‘if you build it, they will come’.

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[DaveM]

The K: A sharp BMW K75 café racer built for a sushi chef

BMW’s K-series is legendary, but its legend was not made on racetracks or crossing deserts. No, the large block-shaped engines, lovingly known as ‘Flying Bricks,’ are shrouded in lore developed through millions of touring miles. There are stories of Ks reaching hundreds of thousands of miles without a rebuild, or even running without oil.

BMW stopped manufacturing these bulletproof engines in the mid-90s, but they’re still easy to find because, well, they just never die. And while reliability can make an engine an icon, 72 HKG Performance wanted to build a machine that begs a more visceral reaction.

“The best BMW K that can be manufactured,” as they put it. A stripped-down and aggressive BMW K75, with vintage superbike flare and no stone left unturned. This was to be 72 HKG’s ultimate K-model; “The K.”

72 HKG Performance is a collaboration between builders Antonio of 72 Cycles Performance and Jorge of Hell’s Kitchen Garage. Based in Burgos, Spain, the duo has only been working together under this title for a short time, but has managed to produce some incredible motorcycles. Engine performance and handling are clearly a priority with sporty angles, aggressive ergonomics, and high-end components showing through as a common thread.

To transform the relaxed, upright touring stance of the K75 into this sharp-handling café racer, all of the bodywork and the subframe was removed. A taller, narrower tail section was made out of tubular steel, cleaning up the bike’s lines and placing the rider higher up above the rear wheel. Aluminum Tarozzi clip-on handlebars and rear-set foot controls now have the rider leaning forward over the bike, balanced and easily capable of shifting their weight.

A set of beefy Öhlins forks from an Aprilia RSV4 Factory were fitted with Brembo Serie Oro radial calipers on 320mm rotors. These forks are shorter than stock, further contributing to the forward-leaning, aggressive stance, and a custom wind-deflecting front fender exaggerates that even more. By using the single-sided swingarm of a BMW R1100RS, and the shaft-drive system from an R850, the wheelbase was extended by 5 cm from stock.

A structure was built to mount the Öhlins monoshock in the most vertical orientation and optimize its function. The shock’s remote reservoir is mounted off of the subframe nearby, for on-the-fly adjustment. Spoked wheels, 18” in the front and 17” in the rear, were wrapped with Michelin Pilot tires.

A custom four-to-one exhaust system was fabricated, snaking up underneath the seat and coming out of the back like a rocket booster. That muffler at the tail goes through a cylinder housing internal LEDs, which serve as an auxiliary taillight—a subtle but incredibly dramatic detail. A louvered carbon fiber rear fender covers the exhaust and ties the livery together nicely.

The gas tank on a K75 has accommodation for the stock model’s radiator shroud, which can look awkward once removed. But 72 HKG built smaller carbon fiber panels that totally change the line of the front of the bike, while still covering the intake and sides of the radiator.

Stock wiring and electronics were almost entirely removed and replaced. A Motogadget mo.unit serves as the brain of the bike’s electrical system, with a Motoscope Pro speedo from the German brand serving as the instrumentation. A minimal license plate mount extends from the rear axle, to which small three-in-one LED lights are mounted.

The team at 72 HKG went all-out with the modern feel, too, installing a full range of monitoring systems to work with the Motogadget controller. A keyless system, an alarm; there are even LED lights worked into the custom solo seat (masterfully upholstered by Senen Leather Works), controllable through the rider’s smartphone.

To finish it all off, the build was painted in a deep candy green with a sharp orange stripe across the gas tank, down the carbon fiber side panels, and onto the belly pan. The end result is a bike with stunning details and clean lines. The stock geometry has been refined, suspension and braking systems are radically improved, and it’s all built around an iconically reliable and consistent engine.

All that’s left now is for its new owner, a top sushi chef based near Madrid, to enjoy it. “He has boundless creativity,” Antonio tells us. “He is a guy who is always looking for the best for his customers, who enjoys watching from his kitchen how each dish provokes a reaction in his diners.”

“When he told me he wanted a motorcycle from us, it was clear to me that we had to build something excellent.”

Considering the short time that the 72 HKG Performance collaboration has existed, and the caliber of motorcycles the brand has produced, we can only hope the duo continues—because they’re onto something great.

72 Cycles Performance | Hell’s Kitchen Garage

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[DaveM]

MODERN VINTAGE: KTM 500 EXC Six Days.

Vintage Motocross and Enduro bikes hit us hard with nostalgia feels and take those of us with a few extra miles on the clock back to a truly different time in bikes. This factor alone and the sheer fun of riding an old crosser helps to explain why they’re so popular at the moment and their prices so insanely high. But rarely do we come across a truly custom example of such a machine...

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[DaveM]

CARBON CLASSIC: Moto Guzzi Le Mans #40 by Kaffeemaschine.

There is a great privilege in being given the opportunity to witness a master craftsman fine-tune their skills over the years and hear from them the passion that drives them in the pursuit of perfection. It is impossible for words or pictures to ever truly convey just how incredible their creations are, but we do our best to tell their story. Hailing from Hamburg, Axel Budde has been giving us...

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[DaveM]

Firecracker: Steady Garage’s custom Honda Grom 125

On paper, a 10 hp motorcycle with a seat height of 30 inches doesn’t sound particularly exciting. And yet the Honda Grom remains one of the funnest and most adored motorcycles on the planet.

If you can’t understand why, stop reading right now and go take one for a spin. It’s zippier than its diminutive stance and 12” wheels would imply, and is sure to elicit more smiles than bikes twice its size (and price) at your local watering hole. Oh, and it’ll go for miles on nothing more than a whiff of petrol.

Honda updated the Grom last year with a slew of upgrades, and a major styling refresh. The third generation Grom puts the emphasis on customization—with body panels that are clearly designed to be swappable, and various graphics kits available straight from the factory.

That’s not enough for the mad scientists at Steady Garage though. Run by Kevin Dunn, Jimmy Chen, Bahwee Suh and Duy Nguyen, the Californian shop specializes in custom mini-motos. Which is exactly why Honda USA handed them a third-gen Grom and tasked them with unleashing its full potential.

“Our vision for the project was to build something that is futuristic looking with an end-of-the-world vibe,” Kevin tells us. “A utilitarian moto that would take on some crazy terrain and look tough.”

Steady’s redesign of the Grom isn’t just a radical example of what’s possible—it’s also a testament to how big the mini-moto aftermarket scene really is. There’s a lot of custom stuff on it, but there’s also a long list of off-the-shelf parts. So if you own your own Grom, take note.

The small bike parts specialist, Chimera Engineering, features heavily. They supplied the ram air intake, and the host of covers that adorn various parts of the engine. Steady also upgraded the Grom’s clutch, with new plates and stiffer springs from SMR.

The one-into-two exhaust system is custom, and terminates in a pair of modified Yoshimura mufflers.

Moving to the Grom’s Running gear, Steady treated the front end to two kits from Racing Bros—one to lower the forks, and the other to make them adjustable. Out back is a handmade aluminum swingarm from GCraft, hooked up to a Gears Racing shock.

The wheels are particularly interesting. They’re modular units matched to special offset hubs and spacers, so that they’re ‘deeper’ on the right hand side than they are on the left. Chimera Engineering supplied the full set—right down to a custom left-side rear brake mount, to keep the right side of both wheels unobstructed.

Steady flipped the front brake to the other side by way of a custom made fork stanchion bracket. The brake calipers are Anchor parts, and the rotors and braided lines are from Galfer. The tires are Shinko Mobbers; all-terrain rubber for small wheels.

Other Chimera parts include the front and rear axles, the swingarm bolt, foot pegs, and a full set of fasteners and washers for the Grom’s pronounced body panel mounting points. The headlight is a powerful Baja Designs LP9 unit, but the mounting plates, headlight visor and flush-mounted are from, you guessed it, Chimera. The cockpit also features a Chimera clip-on adapter plate, matched to a set of Woodcraft clip-ons with Vans waffle grips and an ASV clutch lever.

The bodywork’s been heavily modified too. The stock tank covers are some of the few parts that remain, but they’ve been treated to custom-made vented aluminum insert panels. Steady fabricated a new seat pan and a stainless steel rear frame loop, while Rogelio’s Auto Upholstery handled the stylish two tone cover.

Also notable are the Grom’s new triangular side panels. “They consist of over 13 different parts on each side,” says Kevin. “It’s quite a complex part that we designed and worked together with Chimera Engineering to machine.”

Finishing kit includes a Steady Garage skid plate, and carbon fiber fenders that were made for the project by the carbon specialists Detailed By Panem, in collaboration with RAU Engineering.

When it came time to paint the Grom, Steady opted for Honda’s classy Sonic Grey Pearl color. There are no graphics, save for a couple of small Honda and Steady Garage logos. Instead, the crew picked a mix of contrasting finishes for the custom parts on the bike, to emphasize just how many there are.

It’s clear that the Steady Garage team pulled out all the stops in their pursuit of pint-sized motorcycle perfection. If there’s a wilder custom Grom out there, we haven’t seen it.

Steady Garage | Facebook | Instagram

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[DaveM]

HAND-FORGED: Suzuki Katana by AC-Sanctuary.

It is almost impossible to describe the impact the original Suzuki Katana had on the motorcycling industry and the culture at large. The combination of a European design team and the finest Japanese engineers produced a bike with world-beating performance and styling that had simply never been seen before. Many predicted it would be a failure and oh how wrong they were, so it should come as no...

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[DaveM]

Foray: A Ducati-powered custom with upcycled Bimota parts

No one upcycles quite like Roland Groteclaes. Based in Belgium, he’s a multi-talented creative that splits his time between illustration, design, painting and sculpture. And the latter is almost always done using salvaged parts.

This approach to his art is reflected in the custom bike he’s just built. Dubbed ‘Foray,’ it’s best described as a Bimota/Ducati hybrid. But this wasn’t a simple engine swap job—instead, it was pieced together almost entirely with leftover parts from multiple donor bikes.

The inspiration for Foray came from a particularly unusual source. “A friend form England gifted me a used Honda F1 carbon fiber heat exchanger,” Roland tells us. “He thought I could use it in a sculpture, but it was more than clear to me that I should give this piece a new identity, as an upcycled motorcycle fuel tank.”

“So the creation of Foray—its mere existence—revolves around one piece: the fuel tank.”

Roland needed to piece a motorcycle together to host his new fuel tank, so he took stock of what he had in his garage. “I ride a Bimota DB3 Mantra,” he explains. “And, like most motorcycle maniacs, I have a lot of new and used parts, all saved with the idea that one day I may make use of them.”

Roland’s stash included a Bimota DB3 swingarm, a pair of DB4 Antera wheels, and a DB2 exhaust system. Given that those parts all came from Italy, he decided that a Ducati engine would be the perfect fit.

After some searching, Roland found the perfect motor in Germany; an ex-Battle of the Twins 944 cc race-prepped Ducati mill, complete with open Keihin FCR carbs. He immediately sent it to friend at a Ducati dealership in the Netherlands for a clean bill of health.

But there was one more part that Roland needed before the project could start in earnest: a suitable chassis. He managed to hunt down what he calls “the Holy Grail”—an original Bimota Tesi Omega frame. But even that wasn’t left stock.

The Bimota’s frame was stripped down to its distinctive CNC-machined mounting plates, which were flipped around to get the geometry just right for a new trellis frame that Roland had conceived. “The construction of the trellis frame, and the cutting and filling of the tubes into different shapes and angles was truly complex, and a complete mixture between meditation, frustration and excitement,” he tells us.

“I have always been honest with myself, and I am aware that I am not a good welder. And since all motorcycle frames need perfect welding, I decided to delegate this task. So I contacted a friend who is a talented metalworker to give me a hand.”

Roland’s connection TIG welded the whole thing together out of 15CDV6 tubing—a low carbon, high strength steel used in the aerospace and motorsports industries. True to form, a few upcycled scraps of salvaged aircraft steel were added to the mix too.

Once the frame was ready, Roland spent 18 hours on it with a silver marker—covering every inch in an intricate hand-drawn pattern. A few custom-made badges were sprinkled on it too, to personalize it even more. (Roland even added a stamped Ducati badge just behind the steering neck, since the engine is the only truly identifiable part on this build.)

With a set of CNC-machined yokes from a shop in Germany, and the Showa forks from a Ducati 916, Foray started to come together. The cockpit features a pair of CNC-machined fork preload adjusters, plus BKG clip-ons, a Keihin throttle, Renthal grips and Spiegler master cylinders. A custom-made headlight lights the way.

Foray has no speedo or tacho; instead, Roland added a timepiece from his favorite horologist. “I love Sinn-Spezialuhren from Germany,” he tells us. “I wanted a Sinn NaBo aircraft clock on the motorbike, so that I would always be home in time for dinner.”

With help from another friend, Roland ticked off the last of the electrical and mechanical tasks. The Bimota swingarm, wheels and exhaust that he had in hand went onto the bike too—but there was one final component missing, and it required a quick trip to Switzerland.

“I wanted to install eight-piston Spiegler front brakes on the bike,” he explains. “But the owner of these parts insisted that the only way he would sell them to me, was if I showed up and had a cup of coffee with him.”

“The Foray project reflects work that was conducted with passion and determination, and a good level of lunacy and caffeine, which also relied greatly on camaraderie and craftsmanship.”

Sounds like a great recipe to us.

Roland Groteclaes | Instagram | Images by Gregor Collienne

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[DaveM]

Speed Read, January 29, 2023

This weekend’s edition of Speed Read starts off with four of our favorite words—“Suzuki Katana” and “AC Sanctuary.” We also profile a vintage Triumph Tiger, a rare BMW R68 ISDT Special, and a tastefully modded Triumph Street Twin from Deus.

Suzuki Katana by AC Sanctuary What happens when a legendary Japanese workshop customizes an iconic motorcycle? Magic, that’s what. Pure retro magic.

The commission for this particular Suzuki Katana project came from a source close to AC Sanctuary. The bike belongs to Mr Wang—who not only runs a hugely successful motorcycle dealership in Taiwan, but is also the country’s only licensed AC Sanctuary dealer. Given their tight relationship, he was happy to give AC Sanctuary’s Hiroyuki Nakamura free rein on the project.

True to form, Nakamura-san did not disappoint. Step one was to tear the bike down, and set its frame into a jig to make sure everything was straight. AC Sanctuary also reinforced the frame in all the right places, then added a gorgeous alloy swingarm.

The Katana now rolls on OZ Racing wheels, with Öhlins suspension at both ends. The rear wheel is wider than stock, so AC Sanctuary modified the engine mounts to make sure that the rear sprocket still lines up perfectly. The brakes are a mix of AC Sanctuary’s own ‘RCM’ parts and high-end Brembo stuff, and the tires are Pirelli Diablo Rossos.

The Katana’s bodywork looks stock-ish, but it’s actually all-new. AC Sanctuary built most of it from scratch, buying in only the smoked screen, headlight and front fender. YF Design laid down the graphics; an intoxicating livery with a Suzuki factory racing feel to it.

AC Sanctuary put considerable effort into upgrading the engine too. It’s gone through a full rebuild, complete with bored and honed cylinders, skimmed heads, modified valve seats, a balanced crank and forged Wossner pistons. Now sitting at 1,135 cc, power delivery is optimized via a programmable ignition, an array of Mikuni Yoshimura carbs and a full titanium exhaust system.

A sprinkling of tasty bolt-ons and subtle mods drive the point home. The dashboard is particularly neat, complete with a carbon fiber backplate and a Stack tacho. If you’re wondering what motorcycling perfection looks like, this is it. [Via]

Serge’s 1973 Triumph Tiger 750 It’s rare that we feature a custom motorcycle without knowing the history of how and why it was customized. But the story of this fetching Triumph Tiger 750 is less about its mods, and more about its owner. It belongs to a Frenchman by the name of Serge Reveneau, and it symbolizes his return to two wheels.

Serge has been a fixture on the local moto scene for quite sometime, and has built a couple of interesting bikes already. But things took a nasty turn when, one fateful day, he took one of his bikes out to quickly check some carb adjustments. An SUV made an illegal U-turn in front of him, and Serge had nowhere to go.

Serendipitously, the car behind him was an ambulance—but his road to recovery was tough. He was in surgery for 10 hours, in a coma for 19 days, and in intensive physiotherapy for the longest time (with a few follow up surgeries thrown in for good measure). All the while, Serge battled with the sort of physical and emotional pain that usually accompany this sort of traumatic event.

Luckily Serge counts renowned motorcycle photographer, Kati Dalek, and her boyfriend, Basti, among his friends. The two visited him relentlessly during his recovery, started a social media campaign to rally support for him, and reminded him of how much fun motorcycles can be, by way of photos that she’d taken of him pinning it on the beach at the popular Wheels and Waves festival.

More than two years after his accident, Serge got back on the horse with this 1973 Triumph TR7RV Tiger. It was originally owned by a woman who had never owned a car, then a second owner who rebuilt it as a scrambler—but didn’t ride it much.

Serge is the third owner, and plans to keep it going as a street legal desert sled.

To celebrate Serge’s comeback, he, Kati and Basti took his Tiger down to the beach, to cut loose and shoot these photos. Welcome back, Serge. [Via]

Sold: BMW R68 ISDT Special The BMW R80G/S might be the first proper dual-sport motorcycle that the German marque ever built—but it wasn’t the first time they’d competed in off-road racing. Back in 1952, BMW fielded three R68 boxers in the International Six Days Trial in Austria.

Rider Hans Roth came close to winning the event with a perfect score card. But a mechanical failure during the speed trials, where he reached 104 mph, knocked him out of the event.

The BMW R68 was a follow-up to the earlier 594 cc BMW R67. With improvements to the engine and brakes, and larger carbs, it was billed as “The 100 mph Motorcycle” by BMW. It made 35 hp at 7,000 rpm—up from the R67’s 26 hp.

BMW offered the R68 in a ‘standard’ road model, and the ‘Gelandesporte’ version—recognizable by its high-mounted exhaust system. The rarer of the two models, it was this version that BMW ran in the ISDT.

The R68 you’re looking at here is about as clean as these rare machines come. It’s been restored to concours standards by a BMW expert, with matching numbers and the manufacturer’s original ID plate still on the frame and engine.

If you’d like to park it in your garage, we have bad news: it went on sale at Mecum’s Las Vegas auction this weekend, and was sold. We shudder to think for how much. [Via]

Triumph Street Twin by Deus ex Machina It’s tough to beat a Triumph modern classic as the starting point for a custom build. They look really good out the box—which means you can change as little, or as much, as you want to, and still end up with a handsome motorcycle.

This Street Twin comes from the workshop of Jeremy Tagand, at Deus ex Machina in Australia. And it while it hasn’t strayed too far from the classic Triumph Bonneville formula, it’s actually sporting a lot of clever mods. Park it next to a stock Street Twin, and it won’t take long to spot the differences.

For starters, it’s rolling on much fatter rubber. Jeremy installed wider yokes from Down and Out Motorcycles, along with a set of beefy Canyon Motorcycles wheels. Measuring 150 wide in the front and 180 in the rear, they’re wrapped in Pirelli dual-sport rubber.

The forks have been upgraded with new internals, and the rear sits on longer shocks; all courtesy of YSS. Beringer braking components add extra stopping power.

Jeremy also installed alloy fenders at both ends, and a custom seat. A lot of work went into the cockpit, which now wears wide 1” bars, Kustom Tech levers, Purpose Built Moto mirrors and Motone switches. BAAK Motocyclettes in France sent over leather fork gators, leather ‘cable ties,’ a skid plate, front turn signal mounts, an ignition relocation bracket and a headlight kit with an integrated Motogadget speedo. Kellermann LEDs take care of turn signal and taillight duties.

The engine now breathes in through a K&N filter, and out via a pair of HiTech Mufflers headers with SC Project mufflers. It’s been tuned too, courtesy of RB Racing and a Dynojet chip.

Wrapped in a luscious blue paint job (by Jud’s Kustom Paint), with a hit of leather on the seat (by Badarsetrimco.), this Triumph should look right at home on New Zealand’s North Island, which is where it’s headed. [More]

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[DaveM]

Million Dollar Harley: This Strap Tank Set a Record for Mecum

This 1908 Harley set a new record for Mecum in Las Vegas. MEcum Auctions.

A 1908 Harley-Davidson Strap Tank, Mecum Auctions

WE LOVE CAFÉ racers, we love bobbers, and we love a killer scrambler. But we also love great classics, and sometimes they come from an unlikely manufacturer. This year at Mecum’s Las Vegas auction, a rare bike nearly sold for $1 million, and it wasn’t a Henderson, or an MV Agusta, not even a Vincent or a rare Indian. Nope. It was a Harley-Davidson.

1908 Harley-Davidson Strap Tank, Mecum Auction

The most expensive motorcycle sold this year at the 2023 Mecum auction was a 1908 Harley-Davidson Strap Tank. This rare bike has an interesting pedigree that makes it a one of a kind. Less than a dozen of these bikes exist, however this one could be the most original. This Strap Tank, so called because the gas tank and oil tank are held to the bicycle-like frame with nickel strap, is one of the oldest surviving HDs and predates panhead Harleys by decades.

This Harley sold for $935,000 at auction, Mecum Auction

When the auction gavel fell, the bike went for $850,000. That works out to $935,000 after auction fees. Watch the gavel fall in Mecum’s video.

The seat cover is one of the original parts of this 1908 Harley, Mecum Auction

This particular Strap Tank was found by motorcycle collector David Uihlein in 1941, and he kept it for 66 years. Yes, it was restored, but it’s one of the most correct and original bikes from that era. It has the original tank, wheels, engine belt pulley, seat cover and muffler sleeve.

The tank is held on by a nickel strap, Mecum Auction

Yes, that’s a lot of scratch for an old Harley. It’s not the most expensive motorcycle ever sold, but it is the most expensive bike ever sold by Mecum in Vegas. It wasn’t the first Strap Tank that Mecum ever sold, in 2021 the company sold a 1907 Strap Tank for $297,000. But this bike has a well-documented history, as well as well-documented original 115-year-old parts.

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[DaveM]

Request Line: A Bottpower Buell XB12 built to spec

Riding a motorcycle is about more than just getting from A to B—it’s an experience. Someone who truly understands this sentiment is David Sánchez at Bottpower in Valencia, Spain. They’re known for creating some of the wildest custom motorcycles on the planet.

When David isn’t spinning spanners in his workshop, he’s spinning spanners for other people. Last year marked his 16th season as a data and race engineer on the European Superbike and Supersport circuit. On top of this, Bottpower’s XR1R won its class at the Pikes Peak International Hill Climb and finished 4th overall in 2017; David knows a thing or two about making well-engineered bikes.

This is the latest build in Bottpower’s XR1 series. For those who aren’t in the know, Bottpower XR1s are based on Buell’s XB12 series of bikes. David and his team take a stock XB12, and, using parts that they also sell in kit form, transform it to great effect.

Buell fans will notice that the bike’s distinctive twin spar aluminum frame has been replaced. Hiding under the carbon fiber tank cover is a brand new backbone-style frame, which now uses the 1,203 cc Buell Thunderstorm engine as a stressed member.

Since the Buell frame usually does double duty as the fuel tank, Bottpower has a three-stage fuel cell system for their XR1 builds. One cell sits under the tank cover, while the other two cells are located on either side of the bike, behind the rear cylinder and under the seat. It’s a wild way to store fuel—but so was the factory’s method.

The engine is treated to a new fuel system, handmade titanium collectors and a Torque Hammer exhaust. Breathing through a Bottpower intake system, this thing would thunder down the road like few bikes can.

The front forks are from a Buell 1125R, complete with the obligatory radial mounted brake disc. Also packing a set of K-Tech cartridges, this thing would handle like a dream, especially with those Pirelli Diablo Supercorsa tires.

The rear shock is replaced by an Öhlins TTX unit, built to Bottpower’s exacting specifications. As for the brakes, up front is a Brembo master cylinder with an eight-piston Buell caliper. At the rear is the stock Buell master cylinder, paired to a Brembo caliper that is hidden behind the swingarm.

The handlebars are Bottpower’s own TA-KE composite bars, mounted on their own risers and triple clamps. The cockpit area is blissfully simple, with a single Motogadget Chronoclassic gauge and keyless ignition. Brembo controls and race-spec switchgear indicate that the XR1 means business.

The client did have two requests that deviate from Bottpower’s usual XR1 formula. “Instead of using a flat track-style number plate like the ones we normally use on our XR1s, our client suggested we use a JvB-moto signature headlight,” David explains.

“It is curious to see how simply by changing the headlight, the aesthetics of the motorcycle can change completely.”

And what a difference that one detail makes. David Sanchez and Jens vom Brauck (the ‘JvB’ in JvB-moto) are a match made in motorcycling heaven. The JvB-moto headlight gives the Bottpower bike just the right amount of neoclassic café racer style.

The client’s second request was the seat. He asked David if they could build him a tail unit without Bottpower’s usual flat tracker side panels, and David was more than happy to oblige. Although in the end, the team ended up building two seats—one with the number plates, and one without.

Both hand made in carbon fiber, the customer can switch them over in a mere minute. They both look fantastic—but if it were up to us, we’d take the number plate seat, for that signature Bottpower look.

This Buell is a testament to experiential motorcycling. Blending form and function in the way that only a vastly experienced craftsman can, it’s the kind of bike you could spend hours looking at, poring over every last detail. And it would be hours well spent, too.

If you think we didn’t do a search for cheap Buells to see how much we could build an XR1 for, you’d be wrong. And really, can you blame us?

Bottpower | Facebook | Instagram

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[DaveM]

What Is It: Can You Identify This Survivor?

A UNIQUE BIKE is going up for sale this week at The Grand Palais Ephemere auction in Paris. It’s a bike so unique, its builder or brand is unidentified. From the Dr. Peter and Ulrike Buhner Collection of Important Pioneer and Collectors Motorcycles and Motor Cars, comes a 1905 motorcycle that’s simply called the Unidentified Veteran Motorcycle. We can usually count on Bonhams to find some rare and interesting bikes from its high-profile auctions, like a vintage Curtiss but this one’s so rare, nobody knows what it is.

Even the experts at Bonhams can’t tell you who built this early motorcycle. There are a few clues, but not enough to solve the mystery. Many of these early motorcycles were built by privateers who assembled parts from many different bikes, while others were prototypes for later production motorcycles. After all, this is how Harley and Davidson started their partnership.

We know a few things about this funky bike, but it’s not the first mystery we’ve written about. It has a frame number of 31224 and an engine number of 32. It’s a single-cylinder engine attached to a bicycle frame. Like many early motorcycles (and later mopeds), you have to pedal it to start it. It has a direct belt drive.

The Veteran has a Phanomen acetylene gas brass headlamp, which adds a new meaning to “safety second.” The un-braked front wheel on a rudimentary springer-like front suspension also adds to a sense that in 1905 safety and comfort were after thoughts.

Bonhams | Instagram

The collection is being sold after the passing of the Buhners. They displayed their collection of pre-war motorcycles and cars in local museums or stored them. Other cool motorcycles from the collection include a 1921 Cyklop Lightweight, which is another single-cylinder bicycle-frame motorcycle, as well as several other early three-wheeled delivery bikes.

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[DaveM]

BLITZKREIG: BMW R18 endurance racer.

“If your dream motorcycle does not exist, we’ll make it happen”, this is the founding statement of the new Spanish curator of all things custom cool, 911MX Factory. Founded by Diego Mena, who spent more than a decade working for Porsche, the showroom in Madrid is packed with inspiration from the best of the two-wheeled world. But, their main service is helping clients to create custom motorcycles...

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