Custom Motorcycle Builds

[DaveM]

Dream Big: A BMW R18 café racer by XTR Pepo and 911 MX

Here’s a custom motorcycle matchup we never expected: the wily custom bike builder, XTR Pepo, and the monstrous BMW R18. But the results are in, and they are jaw dropping.

We have 911 MX Factory to thank for this. They’re a new outfit out of Madrid, Spain, with a mission to design and build one-off customs—regardless of how outrageous the brief is. 911 MX Factory’s founder, Diego Mena, takes inspiration from Ferdinand Porsche’s famous saying; “I couldn’t find the sports car of my dreams, so I built it myself.”

There’s a context for that mantra. Diego worked for Porsche Spain for over a decade, and now plans to bring that same sense of exclusivity to the custom motorcycle scene. So he’s partnered up with top builders, like Pepo Rosell of XTR Pepo, to bring these dream machines to life.

For 911 MX Factory and XTR Pepo’s first collaboration, they radically transformed the BMW R18 to display it at the Motor Bike Expo in Verona. The event was held last weekend, and, unsurprisingly, the R18 was picked as the best custom bike of the show.

Like every bike that Pepo touches, the R18 looks fast standing still, with a livery that defies subtlety. In fact, the donor bike is hardly recognizable at all. But what’s truly impressive, is that Pepo, Diego and their team managed to pull this off in just three months.

As you’d imagine, there was a lot of tweaking to be done to convert the Beemer from cruiser to endurance-style café racer. Getting the stance right meant hacking off most of the rear part of the frame, and fabricating a svelte new subframe to sit up top. The crew also added a pair of frame struts for extra strength, running along either side of the engine.

Re-valved BMW R nineT forks do duty up front, while a custom-made YSS shock takes care of the rear ride height. The front wheel’s been lifted from a BMW F800R, and is fitted by way of a custom axle. Brembo front brakes are matched to the R18’s stock Nissin rear caliper, with upgraded stainless steel brake hoses installed at both ends.

There’s a lot going on between the wheels too. The engine’s shed its airbox cover, and now breathes via DNA pod filters. The front end of the engine block’s had some visual tweaking too, and an upgraded oil cooler sits lower down.

The exhaust is particularly intoxicating. It’s a hand-built two-into-one affair that runs around the motor and pokes out on the right hand side. A custom muffler from Spark caps it off, along with a neat carbon fiber heat shield.

The ‘Polizei’ graphic on the green fuel tank is an obvious nod to German police-issue BMWs… but the tank itself comes from an unlikely source. It’s off a modern Moto Guzzi V7, tweaked to match the R18’s frame and fitted with an endurance-style filler cap. An inspired choice by Diego and Pepo.

As for the fairing and chunky tail piece, those were hand-shaped out of fiberglass. The front fender’s a modified BMW F800R part, and the small rear fender is a carbon fiber item.

Behind the fairing you’ll find a custom bracket that also houses the OEM speedo. Clever little clutch and brake reservoir mounts double up as blank-off plates for the original riser mounts, while clip-ons replace the R18’s original handlebars. Rear-set foot pegs round out the controls, along with a bespoke gear shift linkage system.

Complementing the green tank are splashes of red and yellow, creating an effect that’s a little German, a little Italian, a little Spanish and wholly awesome.

911 MX Factory and XTR Pepo’s creation is not only our new favorite R18 custom, but it’s a fitting testament to the new shop’s motto; “If your dream motorcycle does not exist, we’ll make it happen.”

911 MX Factory | XTR Pepo

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[DaveM]

8 Cool Retro Cafe Bikes That Won’t Break the Bank

CUSTOM CAFÉ BIKES get our blood pumping. But we get it: not all of us have the time and energy to devote to a full café racer build. Luckily, manufacturers are here to oblige with off-the-shelf café and vintage-inspired bikes that have the looks of old bikes, yet they have modern amenities like ABS and traction control.

These eight cool bikes are great for those who are learning to ride, or for those of us who don’t need 120 horsepower to have a good time. Importantly, they all have good retro looks that even the guys at the Ace Café would likely give a nod to.

The Yamaha XSR700, especially in black-and-gold, looks like a modern interpretation of a John Player Special Lotus. Yamaha took its fun 689cc two-cylinder MT-07 and then gave it a vintage suit. Sure, we would love more Kenny Roberts style graphics, but the XSR700 blends modern touches like a liquid-cooled parallel twin engine with a counterbalancer to smooth it out.

It has an LED headlight, a long flat seat, and one giant round taillight that sets it apart from the MT-07. The XSR700 weighs just 410 pounds, or 185 kilos, making it a lightweight willing companion in the mountain twisties and in narrow parking lots.

A lot has been made of the Kawasaki Z900RS and its retro looks with modern handling. Well, the Z650RS is what happens when Kawasaki decides to scale back the hairiness of the 900. Kawasaki took the successful Z650 and de-modernized its styling to create the RS. That means you get Kawi’s smooth (if not particularly powerful) 650cc four-cylinder, a retro tank, lower bars, and a proper round headlight.

Like the Yamaha, it has some nice modern touches, too. In this case, you get a slipper clutch to keep the rear wheel from locking up on downshifts and ABS. Though it has modern suspension, only the rear is adjustable, and that for preload only. To the casual eye, however, this bike looks right out of Kawasaki’s 1978 catalogue.

The least expensive Ducati is also one of the coolest. For 2023 the Scrambler in Icon trim brings killer 1970s scrambler/café styling with a long seat and low bars, yet adds Ducati’s quick revving wheelie-inducing (don’t ask) 803cc twin.

It’s a little bit more expensive than others on this list and will likely take a bit more maintenance long term with its fancy Desmodromic valves. But for an unintimidating entry into high-performance motorcycling, it’s hard to beat the Icon. Behind that old-school tech, you get ABS, different riding modes, traction control, and LED lighting.

Of course we have to include the Triumph Speed Twin 900 on this list of beginner cafe racers Last year it was called the Street Twin, but with some new graphics to update it to look more like its bigger 1200cc brother, it got a name update for 2023. When most of us think Triumph, we think Bonneville. But we think the Speed Twin captures the Bonnie’s retro café styling just as well, but in a less-expensive and friendlier-to-ride package.

For 2023, the Speed Twin gets the water-cooled 900cc Bonneville twin engine that makes adequate power for most types of riding. Don’t expect to keep up with a Daytona, but with 64 horsepower on tap it has plenty of oomph under its long, stepped, narrow seat and classic tank.

Few brands have as much old-school cred as Royal Enfield. Today, the company is working hard to overcome the reputation of the old Bullet 500 and is instead producing bikes with modern electronics and classic good looks. We love the Continental trim version which comes with a café seat and low bars off the showroom floor.

The 650 looks the part of a 70’s racer, and they ride the part, too, with power delivery and a sound that makes you feel like you’re riding something made during the Nixon era. But unlike a vintage bike, the Enfield will start every time thanks to well-sorted modern fuel injection. The 650 Enfield also makes a good platform for custom builds.

Mandello del Laro, Italy’s Moto Guzzi has always made some good looking motorcycles. Though they’ve been updated through the years, the company hasn’t strayed from its transverse 90-degree V-twin layout. Today’s V7 range, the smallest in the lineup, comes with a new 853cc engine that gives it much more oomph than the old 744cc mill that was discontinued after 2020.

While other companies proudly tout their new round headlights and classic styling, Guzzi never strayed from that style. It’s hard to call the V7 a retro bike, in some ways, because it’s really a continuation model that with the right paint could be mistaken for an early 1980s 850 T3. But, like the others, it has ABS, traction control, and bright LED lights.

If you want to put a smile on everyone’s face at the café, show up on Honda’s new Monkey Bike. Looking every bit like a 1970s minibike, which includes its 12-inch tires and 125cc engine, this bike is small and fun. But it weighs just 231 pounds, or 104 kilos, so there’s not a lot of weight for that air-cooled single to push around.

To build the Monkey, Honda simply took a Grom and fitted a retro-looking seat, tank, and headlight. Though it looks comically small, the Monkey is a real bike that has fuel injection, ABS on both hydraulic disk brakes, and a five-speed transmission. And, it’s more fun than a barrel of you-know-whats to ride around town, while also providing a good platform for a cafe racer customization.

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[DaveM]

Auction Report: Missed Bargains in the Mike Wolfe Motorcycle Collection?

SEVERAL OF US know of Mike Wolfe from his “American Pickers” TV show, where he travels the states looking for long-neglected treasures. He seems to be an expert on everything from vintage pinball machines to “Star Wars” memorabilia. But, he’s also a bike guy, and over the years he’s made it a point to pull rare, interesting, and cool bikes out of sheds, barns, and garages. Though his collection has more than 150 bikes in it, he recently paired down his herd and decided to sell about 70 of the bikes he’s collected.
These are not sensible bikes for sensible people that want to ride. They’re cool, interesting, historic, mostly non-running bikes that are more sculpture than anything else.

Many had high hopes for some of his sales to set records. Some did, some didn’t, and for those of us who see potential in some of these bikes, we may have missed some bargains when Wolfe’s As Found Collection crossed the auction block in Las Vegas, Nev.

Wolfe’s 1951 R67 found a new home for $7,700, which puts it on the low end of the sales prices for these classic Beamers. Though it’s unclear if it runs (doubtful), just try and find a good example of an R67 for less than $10,000.

It’s a similar story with his 1950 BMW R51/3 bobber with 1970s-era mods that sold for $6,600. Though it’s clearly missing some important bits, it’s a pretty bike that likely will find its way back on the road.

Wolfe’s 1914 Harley-Davidson Factory Racing Twin sold for $61,600. These early Harley racers dominated early grand prix and closed-circuit competition racing.

The 1962 KR Racer that Wolfe sold at $29,700 similarly holds a special place in many people’s hearts. After seeing mid-century American racing dominated by Norton, BSA and Triumph twins, Harley responded with these cool 45ci racers. By the 1960s, the KR was dominant on dirt tracks.

One of the coolest old American bikes in his collection, a 1931 Indian, sold for $71,500. Sure, it’s rough, and it’s coated in a well-earned patina, but it’s one of the rarest bikes from the first iteration of the company that was re-born with new bikes released in 2013.

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[DaveM]

Four Banger Blast: Why the New Kawasaki Ninja ZX-4RR Matters

It’s been a while since any manufacturer offered a mass-produced tiny four-cylinder sport bike. This week Kawasaki finally launched the new highly-anticipated Kawasaki Ninja ZX-4RR, a 400cc four-cylinder sport bike.

Many of us started riding on little four-cylinder bikes. Many of us will remember, fondly, CB400Fs or 350Fs, or if you were lucky enough, maybe you got to ride a Suzuki GPZ400R or GS500. They weren’t powerful, but they were fun.

One of my first bikes was a 1976 Honda CB550, with a four-into-one exhaust, that sounded like a banshee when I got on the pipe. That bike (I apologize for the old photo) was fun, nimble, and let me grow into a higher-revving motor. That is why the new ZX-4RR matters. Without learning how to tap that horsepower then, I wouldn’t feel comfortable on a racetrack or on a high-powered bike now.

The little Kawasaki Ninja ZX-4RR will likely inspire a legion of new motorcycle fans to go out and buy it, not because it’s cool (it is) or light (it is), but because they can learn how to handle a bike as the power builds. Four-cylinder bikes build power in a special way, and many times it’s not linear. They feel broken and slow down low, then you get a burst of speed as they come on the pipe.

The little oversquare 400cc in the new Ninja should do that, too. The Ninja has light cast aluminum pistons that allow for quick-climbing revs, which means you’ll have to pay attention to the 11,000 rpm redline. It’s backed up, in KRT Edition trim, with a new Showa SFF-BP upside down fork, and a fully adjustable rear shock, too.

The new Ninja, too, has a quick shifter with an assist and a slipper clutch. That means that a hard shift won’t lock up the rear wheel when you’re crossed up trying to enter a turn hard, which I wish my old Honda had. But it also has several power and riding modes to allow riders of different skills in different weather conditions to handle the power. Unfortunately, we don’t know how much horsepower it makes, but we do know it makes 26.5 lb.-ft (36 Nm) of torque.

Kawasaki | Instagram

In the U.S., the new Kawasaki Ninja ZX-4RR KRT Edition will be a nearly $10,000 bike, which puts it into contention with 600cc four-cylinder bikes on price. But, as anyone who’s ever ridden a small four-banger can tell you, it should be lighter and whole lot more fun.

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[DaveM]

Oldest New Bike: The TW200 Hasn’t Changed in 35 Years

I recently had the opportunity to throw a leg over a 1996 Yamaha TW200. Or was It a 2008? Or a 1988? Who cares, they’re all the same bike. For 35 years the Yamaha TW200 has soldiered on as the funky big-tired carousel horse of the Yamaha lineup, basically unchanged.

No other current bike has the, dare we say, panache of the balloon-tired TW200. And, in a motorcycle world where retro bikes are all the rage, why not just buy a bike that hasn’t changed since 1987?

Yamaha has a history of keeping bikes around past their sell-by dates. The V-Max and the YZF-R6 remained in the catalogue for decades (with some upgrades). We think the 2023 TW200 is the oldest new motorcycle you can buy in the U.S., and we’re better off for it.

Sure, some will remind me that the Honda Cub has been around forever, and so has the Royal Enfield Bullet (not without interruption), and Honda made the CB125 decades, too. Of course, there are model names that have survived for decades, too, like the Harley-Davidson Sportster. But nobody would confuse a 1957 Sporty with a modern one, or even an 80s Evo for today’s bike.

Since 1987 Yamaha’s made this little two-wheeled mountain goat. Other than adding an electric starter, its basics are still from the Triassic. It still has a tiny Mikuni 28mm carb feeding the 196cc air-cooled single-cylinder engine. It’s not powerful, and in my short trip around a parking lot, I don’t think I exceeded 25 mph. But it felt fun at 25 and that’s not something I can say for other bikes I’ve ridden lately.

Pretty much everything about this dual sport is designed around fun. It’s not fast. It’s fine off road, but it’s no Maico 490. But, for a bike that’s approaching 40 years on the market, it’s hard to fault. Its 31-inch (78 cm) seat height makes it approachable for a beginner, yet those big balloon tires are up for more shenanigans than you would expect.

In the U.S., it sells for $4,900 (€4,530) making it a bargain. We hope Yamaha keeps selling the TW200 for another 35 years, though we’d like to see fuel injection soon, please.

Yamaha | Instagram

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[DaveM]

Lucky Explorer: A Cagiva Elefant with a Ducati 1098 engine

Remember the Cagiva Elefant? The legendary Dakar-winning dual-sport was built while Cagiva owned Ducati, and was powered by the latter’s widely used 904 cc Desmodromic L-twin engine. It epitomized the rally raid style of the 90s—especially with giant “Lucky Explorer” graphics splashed on the side.

The Ducati DesertX is probably the closest thing you can get to a modern interpretation of the Elefant. But thanks to a confusing jumble of red tape (MV Agusta owns the Elefant name), Ducati couldn’t call it that. Luckily Paolo Balbo isn’t bound by such corporate trappings; he’s called his latest creation an Elefant, even though it isn’t technically one.

Based in Parma, in Italy’s stunning Emilia-Romagna region, Paolo customizes bikes as a hobby. At a glance, his Elefant looks like a tidy restomod. But get close to it, or twist the throttle, and you’ll soon realize it’s a different animal entirely.

That’s because Paolo didn’t just want to own an Elefant—he wanted to own the fastest Elefant in the world. So instead of finding a single donor bike, he sourced a frame and engine, then cherry picked the best parts to combine them with.

The frame is actually from the Elefant’s successor—the 1998 Cagiva Gran Canyon 900. But the motor is even more modern. Using a series of laser-cut engine mounting plates, Paolo managed to wedge in the 1,099 cc Desmo V-twin from a 2007-model Ducati 1098.

The 1098 also donated its electrical system. It’s been upgraded with an EVR electronic gearbox control unit, and now runs with two different engine mappings—one full power map, and one for rainy conditions. So not only is Paolo’s Elefant good for 160 hp, but it behaves like a modern motorcycle too.

With that much power on tap, Paolo knew he had to spec the running gear to match. A set of burly Showa upside-down forks went onto the front end, with modified internals to optimize performance. They’re held in place by bespoke yokes—machined by Style & Performance to Paolo’s specifications.

The front wheel uses the 19” rim from a KTM 1090 Adventure, laced to an original Cagiva Elefant hub. Custom mounts hold a pair of Brembo calipers from a Ducati 999, gripping 320 mm discs.

There’s more trickery going on at the back, where Paolo managed to adapt the swingarm from a Honda Hornet to fit his Elefant. It’s hooked up to a modified WP Suspension shock, lifted from a KTM 990 SuperDuke.

The rear hub’s another OEM Elefant part, the 17” rear rim is from an Aprilia SVX550, and the rear Brembo brake’s a Ducati 1098 item.

The Cagiva’s bodywork is an inspired cocktail of refurbished and handmade parts. The tank and rear side panels are original Elefant pieces, but the front fairing was built from scratch, using a mix of fiberglass, carbon fiber and kevlar. Ditto for the front and rear fenders, sump guard and hand guards.

Behind the fairing, a set of enduro handlebars are matched to the 1098’s grips, switches, levers and dashboard.

Subtler touches include a custom-made luggage rack, an open clutch cover, and an Akrapovič muffler. Under the hood, you’ll even find a custom-made carbon and kevlar airbox.

The color scheme is a simple grey and white affair, with a classy two-tone cover on the seat. With period-correct Cagiva logos, and an OEM-style rear light and license plate bracket, you’d be forgiven for mistaking this for a restored classic. Until it comes screaming past you, of course.

If it were up to us, we’d have finished this off with those iconic “Lucky Explorer” logos. That said, we don’t hate this look—and besides, Paolo’s other Elefant wears that livery.

Paolo Balbo | Images by PGK

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[DaveM]

Interview: Alec Ferguson, the Face of Indian Motorcycles

For 10 years you’ve seen his face on Indian Motorcycle posters and in commercials. But Alec Ferguson is more than just the pretty face you see on nearly every poster in an Indian dealership; he’s a racer and rider like us who just happens to be living a biker’s dream getting paid to ride.

Since 2013 you’ve seen Ferguson’s face usually obscured by a helmet on Indian motorcycle advertisements. Sometimes he’s on a Scout or a Challenger, sometimes he’s at a café with friends, or sometimes he’s taking a break near a scenic overlook. But in every case, he’s wearing an Indian jacket, and an Indian motorcycle is close by.

But Ferguson is more than just a pretty face.

“I wanted to be a road racer, to do Daytona,” Ferguson said. “I worked for a Honda dealership, and my manager raced locally, and he gave me a shot. That is where I met this guy named Ben Spies (an AMA Superbike Champion). I had a pit pass. We were similar in age and he’s like, ‘I got to go do a practice sesh and keep talking to you.’”

Though the two didn’t connect at the track, they did later in the evening at a sushi restaurant where they talked racing. Spies helped Ferguson connect to other racers and teams. Those initial conversations led to Ferguson moving to Houston, and later Austin, Texas, where he got his shot, but not as a racer. “I was a mechanic on AMA and they would let me ride and I would get track days. I slept in more backs of trucks living the racer’s dream.”

Eventually, he was able to start racing: “I was a complete independent, racing for Roadracer Supply on a Ninja 636.”

But, like many racing careers, Ferguson couldn’t keep the sponsorship money coming in and the grueling week-in-week-out schedule took a toll on him. “We ran out of resources,” he said .Indian Motorcycles couldn’t immediately comment on Ferguson’s role, but the company told BikEXIF his riding ability is one of the many reasons he gets calls for shoots. For example, Ferguson said he rides at 70 miles per hour behind photo trucks and has to pilot unfamiliar $30,000 big bikes like a new Challnenger safely around unfamiliar roads.

But Freguson never thought he’s a model. A stint in the U.S. Air Force brought him to Albuquerque, New Mexico, in the United States. When he got out of the military, he started doing what he knew: motorcycle repair.

Then, one day, the shop got a casting call email that a company was looking for models who also ride. “I thought, what in the world is this?” Ferguson said. “I show up, and there’s beautiful people everywhere, and I’m still wearing a Dickies shirt covered in oil.”

As the casting call progressed, they had him try on jackets, pose, and before he could say Yoshimura, he was cast. “This is now my 10th year. That’s how it started,” he said. His first shoot was on a then brand-new Chief near a rural airport.

He said the enormity of the job didn’t set in until he was in an airport and saw himself riding an Indian on the cover of “Popular Mechanics” magazine. “That’s when everything changed,” he said. Since then, he’s worked on campaigns for Red Wing Shoes and even Coors Light.

However, he can’t resist going into an Indian dealership to see a poster with his face on it. Sometimes dealers will recognize him, sometimes not.

“I get people all the time, ‘Is this you?’ and it’s a billboard in Korea or Mexico,” he said.

Ferguson, whose family is from Jamaica, is one of the few African Americans in the industry.

“I want to applaud Indian. I don’t want to speak for Indian, but they want to show the best. Indian has done a great job of diversification,” Ferguson said. “One time I was in a dealership, and a guy came up to me and said, ‘You’ve been my wallpaper for the last six years (on my computer). When I saw you, I saw myself.’ That was amazing.”

“I never thought when I was a kid I’d be inspiring people. I’m a road racer, a dirt biker, and I never thought I could influence that many people,” Ferguson said. “When I was a kid, Eddie Lawson was my hero. Now, people can look at me and say, ‘I can do that.’”

Indian | Alec Ferguson Instagram

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[DaveM]

NIFTY THREE-FIFTY: Royal Enfield Hunter 350.

You’ve got to start somewhere, right? Remember back to your first bike, it was probably a ratty-old 250cc that you didn’t care if you dropped, crashed or bashed. Fast-forward to today, and you’re probably burning through your weekends on a 100+hp speed machine. Now, a 350cc single-cylinder may not be the bike of choice for a seasoned rider, but as the old adage goes – it’s not the size that...

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[DaveM]

Hydrogen Powered: Could Hydrogen Power Your Next Bike?

Kawasaki Motorcycles made a splash with a hydrogen-powered bike at EICMA last year, and now several custom manufacturers are stepping in to show what a hydrogen-powered motorcycle could look like. There’s a new crop of concept bikes coming forth that shows hydrogen could be the next big thing in motorcycling. Maybe.

Hydrogen-powered cars are gaining momentum. Hydrogen is, after all, one of the most abundant molecules on Earth. And, when you combust it, you get water vapor as a byproduct. Manufacturers are taking notice. Honda, for example, will be selling a version of its most popular SUV, the CR-V, with a hydrogen engine in 2024. But for motorcycles, we may be on the cusp of something new.

Now, custom designers are getting in on the potential of hydrogen. Anton Brousseau, one of the three designers behind the Hydra hydrogen concept bike, told BikeEXIF: “Electricity might not be right for motorbikes. What else do you have? Hydrogen is closer to combustion, and it’s closer to that feel.”

Brousseau, with Andon Guzhov and Andre Taylforth (who have design experience with Ford and Mercedes-Benz) designed the Hydra as a futuristic hydrogen-powered café racer, he said. “It has a café racer feel. That was the inspiration. It’s just such a simple and clean idea and it was inspired by custom motorbikes.”

Anton Brousseau | Instagram

The Hydra concept uses a more traditional, if you can call it that, fuel cell technology. In a fuel cell, hydrogen is passed through a membrane made of rare-earth metals. That creates a charge that can then power an electric motor. While the output is electric, the input is chemical. “In an EV, all you have is this big box and there’s no heart to it. It misses that mechanical character that keeps it alive,” Brousseau said.

The trick to getting hydrogen into a combustion engine, however, is direct injection. Kawasaki has mastered powerful direct injection with its H2 line bikes, which have powerful superchargers built in that pump highly compressed fuel and air into the cylinders. Hydrogen needs more air than gasoline, and this system could be modified for hydrogen. Kawasaki is planning a new line of EV bikes that will come out by 2025.

Others are now seeing potential in hydrogen fuel cell tech, too. Segway, the folks who make the standup self-balancing scooters, have shown a new hydrogen-electric powered motorcycle concept, too. Called the APEX H2, Segway’s first concept motorcycle makes big promises, including a top speed of 150 kph, or 93 mph, with 60 kw, or 80 hp, of power.

The specifics of where you get hydrogen, the dangers of riding with a highly-pressurized tank between your legs, and other logistical issues still have to get figured out. But it’s in use. Since hydrogen simply emits water vaper when its used, many forklifts that are used indoors, like in warehouses, are now hydrogen powered.

But with this much attention on hydrogen and its potential especially in the automotive world, it’s possible that we could throw a leg over a hydrogen production bike in the next few years.

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[DaveM]

Special Report: The 30th edition of the Mooneyes show

The custom scene’s calendar is stacked with bike shows the world over—but none of them are quite like the Yokohama Hot Rod Custom Show. Colloquially known as ‘Mooneyes’ (named for the company that organizes it), it’s a show as unique as the Japanese custom scene itself.

Held in the Pacifico Yokohama exhibition center, Mooneyes has the unique distinction of being a one-day-only event. Which is a little crazy, when you consider the sheer volume of custom motorcycles and hot rods on display, and the sprawling vendor stalls that line each end of the venue. Still, Mooneyes is a must-visit.

Our good friends and talented photography power couple, Marc Holstein and Christine Gabler, are massive fans of the show—and Japanese culture in general. They attended their first Mooneyes in 2019 and had planned to go back the following year. But then the pandemic hit, and global lockdowns left them stranded at home in Germany.

By December of last year, things had mostly returned to normal, and another pilgrimage to Mooneyes was on the cards for Marc and Christine. Since we couldn’t be there ourselves, we hit them up for a report.

“After Japan finally opened its borders again, it was clear that we had to go and finally meet up with friends and relatives, and start working on personal projects again,” says Marc. “We managed to combine everything with a visit to one of the world’s finest custom shows.”

“The Mooneyes show was impressive, to say the least. As usual, it was perfectly organized—and the level of the custom builds was simply jaw-dropping.”

Since this was the show’s 30th anniversary, the custom builders that attended pulled out all the stops. Frequent show visitor, Winston Yeh of Rough Crafts [above], was in attendance again. Although he’s based in Taiwan, he keeps a close eye on the Japanese scene.

“They never copy others, and they don’t care about the world’s trends,” he says. “They all try to develop their own distinctive style, so there’s never a need to compare price or fight each other. If a customer likes your style they’ll come to you, plain and simple.”

“You can see that café racers are not the main focus of the show,” Marc adds. “But there were certainly some nice examples to see.”

“However, the chopper builds were simply outstanding—and for somebody that comes from a totally different motorcycling background, I have to say that I fell in love with some of the builds shown. The level of detail, the paint jobs, the perfection…it’s hard to put into words.”

We’ve already profiled the bike that won the ‘Best Detail Work’ award at this edition of the HRCS; a stunning Harley Dyna by Takuya Aikawa at Sureshot. And tomorrow, we’ll have an exclusive on the ‘Best in Show’ winner; a mind-blowing shovelhead from the Japanese custom scene stalwart, Custom Works Zon [above].

Check back later this month too, when we’ll be featuring the latest build from Cherry’s Company builder, Kaichiroh Kurosu. It’s based on a BMW HP2 Sport—and like everything Kurosu-san touches, it’s out of this world.

We asked Winston and Marc to list their personal favorites from the show. “I was debating between Sureshot’s new bike, Custom Works Zon’s full aluminum bike, and Humongous Custom Cycles’ shovelhead—which is very close to my taste,” Winston tells us.

“A few that I would like to mention would be Custom Works Zon, Hide Motorcycle, and Hammers Cycle with their beautiful knucklehead beach racer. Winston from Rough Crafts also brought his custom Royal Enfield to the show.”

Poring over Marc and Christine’s photos has us jonesing to go back to Mooneyes. The visual overload of highly imaginative vehicles, all crammed into one chaotic day, juxtaposed against Japan’s distinctly polite culture; it’s something to behold.

And then there’s the people themselves. Most of Japan’s top custom builders are simultaneously the most talented and most humble people you’ll ever meet. It’s almost as if they don’t realize quite how much they blow the rest of the world’s minds with the level of creativity and craftsmanship that they produce; to them, it’s business as usual.

All this to say, if you haven’t been to Mooneyes yet, add it to your bucket list right now. You won’t be disappointed.

Images by, and with special thanks to, Marc Holstein and Christine Gabler

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[DaveM]

ÜBER-CLEAN: BMW R80RT ‘Roadster’ by WaltzWerk Motorcycles.

Among the greatest achievements in the custom bike world, this BMW R being WalzWerk Motorcycle’s 1010th full custom build stands in the upper echelons of success. For the last 33 years, the proudly German company, spearheaded by master builder and designer Marcus Walz, has been at the top of the game. He’s built incredible machines that have won international awards, been featured on global TV...

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[DaveM]

Exclusive: CW Zon’s Mooneyes-winning Harley shovelhead

Yuichi Yoshizawa is a rare custom builder that can conquer multiple styles, while still giving each build an organic and immediately recognizable feel. Together with his right-hand man, Yoshikazu Ueda, he runs the Custom Works Zon workshop in Japan’s Shiga Prefecture. Their work is clean, functional and artistic—highlighting the base of each machine, but also transforming it into something completely new.

This Harley-Davidson shovelhead just won the ‘Best of Show’ award at the recent ‘Mooneyes‘ Yokohama Hot Rod Custom Show. It’s a perfect example of how wildly different and creative the bikes from CW Zon can be, while still maintaining standards high enough to win gold in one of the world’s greatest custom shows.

The devil truly is in the details, but too much attention to detail can muddy the overall form and initial impact of a build. That’s not the case here.

The bike’s frame is made entirely of 7N01 aluminum, an alloy developed in Japan and known for its light weight and hight tensile strength, often found in aircraft construction. In fact, the majority of this bike, spare the engine and obvious pieces like the tires, were all handmade in Zon’s shop.

One of the most stunning details on this shovelhead is the seat and tail section, which also doubles as the bike’s oil tank, with braided stainless steel lines leading down to the engine. Of course, this tail section, like the gas tank and Zon’s signature-style girder fork, were all made by hand out of aluminum too.

The gas tank is split by the frame and top-mounted directly to it. Like much of the bike, hand engraving by Silver Smith Fin adds a burst of personality to this section of the frame and the gas tank. On display are a winged tiger head, a crying eye, thunderclouds, and, of course, Zon’s signature shining sun (‘Zon’ means ‘sun’ in Japanese).

The handlebars and top clamp are all one piece, integrated into the girder fork. And while the bold metal look of the fork implies solid metal and a sense of timeless permanence, a tiny digital Motogadget speedo is juxtaposed into the aluminum, flush with the rider-facing pivot plate. Other modern touches are well-hidden… but they are there.

A mountain bike shock is tucked into the girder setup, the head and taillights are all LEDs, and a basic dashboard hosts modern push buttons and a single LED ‘dummy’ light. The controls are from Kustom Tech and are hooked up to braided stainless steel lines; the reservoir on the left side gives away the presence of a hydraulic clutch. Shiny grips, and Rough Crafts foot pegs, round out the controls.

The 1973 shovelhead engine was rebuilt into a fire-breathing 93 ci hot rod, with a Weber dual-throat side-draft carburetor, dual Morris Magnetos, an S&S Cycle flywheel, larger pistons, and a custom CW Zon cam. Two spark plugs per cylinder help ensure efficient and complete combustion, and all of that spent fuel is spit out of a short two-to-two open exhaust system on the left side. Finally, all this is paired with a Baker six-speed transmission, with a 2” primary and a chain final drive.

Spoked 21” wheels are filled with aluminum covers, giving them a tremendous visual impact and contrasting the small gas tank and hard lines of the frame. The 3-inch-wide Firestone tires are remarkably skinny, almost head-scratchingly so. But the aesthetic works—like a sliver of metal cutting through time itself.

Kustom Tech braking systems do duty at both ends. There’s a dual-piston disc caliper up front, attached directly to the girder fork via an integrated mount. The rear brake’s a hydraulic hub item, and sits on the same side as the rear sprocket.

Poring through these photos time and again, I feel almost certain that there are things I am missing. There’s the “Custom Works Zon” engraved on the center section of the handlebar, plus the engravings on the inner primary and frame junctions. Then there’s the way that the seat’s leather embroidery connects to the leather taillight cover with a small bronze embellishment.

And while the whole build initially looks to be void of paint, there is subtle black pin-striping by Kamikaze Pinstripe, almost disguising itself as shadows.

It may not take entirely this level of work to win ‘Best of Show’ at Mooneyes, but Yoshizawa-san will never know. He only works at one level, no matter the style.

CW Zon | Facebook | Instagram | Images by Kazuo Matsumoto

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[DaveM]

Golden Eagle Returns: Moto Morini Wants to Return to the U.S.

Moto Morini has a history going back to 1937, but these new bikes are nothing like your father’s Golden Eagle. The Italian company’s motorcycles found their way around the world off and on, however now under new ownership (again), the brand is looking to distribute a new line of affordable twin-cylinder 650cc motorcycles.

Alfonso Morini started by making loophole motorcycles in Italy in the 1930s. They made since at the time because you didn’t need a driving license to operate one, they were cheaper than cars, and were taxed at a lower rate. After the war, though, the company switched to making two-stroke 125cc motorcycles, which quickly led to 125cc four-stroke bikes that even won a grand prix in 1951 at Monza, and 175cc screamers.

Moto Morini, though, was an innovator. The brand became famous for its V-twin 3 ½ bikes and its 500cc enduro bikes from the 1970s, as well as for being the first to incorporate a six-speed transmission. But, by the late 1980s the brand was stagnant and snapped up by the trademark-happy Cagiva brand, which also acquired Husqvarna, Ducati, and MV Agusta around the same time. Though Moto Morini tried again in the early 2000s with some large-displacement performance bikes like the Corsaro and 9 ½, the new company wasn’t able to survive.

In 2018 the company became part of the Zhongneng Vehicle Group. Znen, as it’s often called, has made 50cc and 150cc near copies of Vespa scooters, quads, and inexpensive electric scooters. But Znen has ambitions to make Moto Morini relevant again, and especially in the U.S., where the company recently announced it would launch a dealer network.

Today, the reborn Moto Morini makes two bikes, a classic naked-styled bike called appropriately the Seiemmezzo, or the “six and a half,” and the X-Cape, an adventure bike. The Seiemmezzo, stylized with an extra M, comes in STR, or street style, and the SCR, or scrambler, style. It has the same parallel twin that CF Moto uses in its new 650cc bikes.

The X-Cape has the same 650cc engine with the same bore and stroke. It can, however, come outfitted with Marzocchi forks, Brembo brakes and heated grips. It also has available aluminum cases and trunk and off-road accessories like engine and hand guards.

Eventually the brand will reportedly import a 97-horsepower 750cc V twin engine, but there’s no word if the monstrous 1187cc and 998cc V-twins from 20 years ago will return.

Moto Morini | Instagram

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[DaveM]

BRONZE MONSTER: Ducati S4 by P.M Motorbike Garage.

One look at the social media pages of P.M Motorbike Garage and you quickly realise this crew doesn’t just work on motorcycles, they absolutely love them. The shop gets its name from the proudly Italian pair, Pier and Marco, who are as passionate about everything two-wheels as you’re ever likely to find. They are listed as a repair shop, and they do carry out that kind of work, but what they love...

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[DaveM]

World’s Oldest Motorcycle: Would You Ride a Direct-Drive Bike?

This sounds terrifying. The 1894 Hildebrand & Wolfmuller motorcycle that recently sold at a Bonhams auction proves that old-school motorcyclists were built of something more than we are today.

We take transmissions for granted, but in 1894 this motorcycle was direct drive. The connecting rods for the Hildebrand’s pistons were connected directly to the rear wheel, and it has no clutch. The faded white bands on the frame? Those are rubber bands that helped yank the pistons back on the return stroke.

The brakes? Well, they’re simply a “spoon” that presses a metal pad into the tire, and when you press the brake, the throttle automatically closes. Speaking of the throttle, it’s simply a thumbscrew. Since there’s no clutch, that means you had to push-start the bike and hop on it while it’s running. Yikes. But what do you expect from the world’s oldest motorcycle?

Though the Hildebrand is primitive and terrifying, at the time it was a state-of-the-art motorcycle that set competition records and today is recognized as the first series production motorcycle. This particular model sold at a Bonhams auction in Paris for €195,500, or about $209,000, last week. Interestingly, the term “motorrad,” which is German for “motorcycle,” was patented in 1894 by Hildebrand, according to Bonhams.

Also at the Bonhams auction, an early 1924 BMW R32 motorrad sold for €143,750, or about $154,000. This particular bike has sales records going back to December of 1924, and it has a BMW Club membership card from 1925. Its sales price likely got a lift thanks to BMW celebrating its 100-year anniversary in 2023.

Compared to the Hildebrand, it seems positively modern. The BMW R32 has a twin-cylinder side-valve engine with two horizontally-opposed cylinders, a layout that many BMW purists still prefer today. Today’s R bikes still use the internal gearbox and shaft-drive layout of these early BMWs. Thankfully, the drum brakes have long since been ditched.

Today, we know Maybach as the premium brand of Mercedes-Benz. But in the 1920s the company built special high-performance engines for other manufacturers, and one found its way into the German White Mars MA 20 motorcycle that was introduced in 1920. The twin-cylinder 956cc side-valve engine was mounted horizontally in the frame (the opposite of the BMW) and had a two-speed twin-chain transmission or an internal three-speed. While most motorcycles of the era were built on bicycle frames, the Mars had steel box-frame construction that set it apart as a premium steed.

The Mars sold for €95,450, or about $102,000, at the Bonhams auction. Most modern riders could hop on the BMW, and likely the Mars, without too much trouble. But would you take a chance on riding the push-start, direct-drive, Hildebrand?

Bonhams | Instagram

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[DaveM]

Duke 790 or 890: With the Duke 790 Back for 2023, Which Is the Better KTM Duke?

KTM made an unusual decision with its 2023 lineup. For 2023 the company brought back the Duke 790 after a two-year absence. However, the company is leaving the old 790’s replacement, the 890 Duke, in the lineup. That begs the question, is one Duke better than the other?

KTM launched the original Duke 790 in 2018 to great fanfare. The steel-tubed middleweight naked bike came with the brand’s first parallel-twin engine that made an alarming 105 horsepower. Magazine testers and owners loved the Duke 790 because it could be a track weapon on Sunday, and a fast commuter on Monday.

Then, KTM killed it. It retired the 790 and replaced it with the Duke 890. Again, testers who threw a leg over the new bike loved it. It has a more powerful engine, better suspension, and some even say better looks than the 790.

But, now KTM is making things confusing again by re-introducing the 790.

KTM purists may scoff at the 2023 790 because its 799cc LC8c engine now comes from Chinese manufacturer CFMoto. But it has the same reported power ratings, and warranty, as the old mill. Critically, though, the new 790 Duke comes with a new traction control computer that has more modes (Sport, Street, Rain, and now Track), and an independent anti-wheelie mode, if you like that sort of thing. It also has a trick Supermoto mode that lets you deactivate the rear ABS so you can slide the rear around with a stomp of the pedal.

Then, we have the 114-horsepower 2023 890 Duke. It comes in three flavors this year, from the regular Duke 890 to the 890 Duke R, and the 890 Duke GP. The Duke R comes with adjustable WP Apex suspension, Brembo brakes, and Michelin Power Cup II tires to help it stick to the corners. It also has slightly more horsepower, though KTM hasn’t released figures yet.

The Duke GP is the everything package for the Duke. It includes the same ride modes and throttle control systems as the 890 R, but adds a 6D lean angle sensor and fully-adjustable shocks. The new sensor detects side-to-side movement, as well as pitch and drift positioning. Its optional track mode and quick shifter should make it a formidable track day toy, as well.

While the 2023 KTM 890 Duke R starts at $12,949 in the U.S., the 790 retails for just $9,199, which is less than the old model sold for new. With new power modes and a better computer on the 790, it may be a big ask for KTM dealers to ask a buyer to step up to the 890, even if does have more power.

KTM | Instagram

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[DaveM]

Roots Revival: A custom R nineT Urban G/S from Spain

The BMW R nineT Urban G/S is a tough pill to swallow. From a styling standpoint, we totally get it; the original BMW R80G/S was iconic, and one of the few motorcycles to ever truly pull off a red seat. Many riders give it credit for kickstarting the entire adventure riding genre—and while there’s some debate to be had there, there’s no denying the street cred of an original Paris Dakar G/S.

Unfortunately, the modern BMW R nineT Urban G/S is a G/S in name only. Its 19” front wheel helps—but it has about as much business off pavement as any other 500 pound street bike with extremely limited (and soft) suspension. And that’s a shame, because, as any BMW boxer fan will tell you, it’s built around one of the most enjoyable engines in the history of motorcycling.

The folks at Monduke Moto understand this better than most. As the custom build division of the production company, Monduke Productions, they’ve already converted four Urban G/Ses into off-road-worthy scramblers. Their latest is dubbed ‘Sweet Caroline,’ and it’s the sweetest one to date.

“I traveled to Africa on a motorcycle for the first time back in 2003,” say founding partner, Dani Rodriguez. “It was a group of seven friends, all riding these huge BMW R1150GSes, and we covered nearly 2,000 km in the Atlas and Sahara. On that trip I fell in love with the Atlas mountain tracks, the silence and light of the desert, and how agile and versatile those huge and heavy BMWs can be.”

In the years that followed, Dani’s obsession with Africa only festered. He joined Fuel Motorcycles on eight consecutive runs of their ‘Scram Africa’ trip—an adventure tour for modern scramblers and custom builds only. With each trip he learned more about what made for a functional off-road custom, and how to turn a heavy factory ‘scrambler’ into a proper tool for the open desert.

Then in 2019, lightning struck. Dani found himself with the opportunity to create his own adventure trip through the Sahara, and along with the project came commissions to build five off-road bikes for customers on the ride. Of those five bikes, two of the donors happened to be BMW’s R nineT Urban G/S—and thus Monduke Moto’s unique niche was born.

They’ve developed a winning formula for the platform at this point; swap out the lackluster front end for a set of long travel forks, rework the factory Sachs rear shock, and lace up a set of proper 21F/18R enduro wheels that can take a beating off-road.

This particular build uses a set of inverted Marzocchi forks, custom tuned by the folks at TNT Suspensiones out of Barcelona. They more than double the original suspension travel to a whopping 11” of fully-adjustable bliss. The wheels are also particularly interesting—Monduke retained the original BMW cross-spoke hubs, but laced them up to a set of traditional Excel Takasago wheels.

This allowed the bike to retain its factory ABS, but also gave ol’ Caroline a proper selection of off-road rubber to choose from—including the MotoZ Tractionator Adventure tires (and heavy duty Michelin tubes) currently on the bike.

From there, this off-road build truly took on a life of its own, with Monduke doubling down on the Urban G/S’s retro roots.

The 24 liter [6,34 gallon] tank, for instance, was pulled from an R75/5 police bike and modified to fit the nineT frame. You’ll notice it still wears its tank-mounted utility box, which Monduke says is fully functional, and still uses the original square key.

Interestingly enough, Monduke also kept the original dual petcock setup on the fuel tank intact. This meant painstakingly relocating the factory fuel pump and filter to outside the tank—but considering how well the vintage metal pulls this build together, we’re glad they put the extra work in. (That extra fuel also comes in handy for long stretches of desert.)

The bright red seat was replaced with a chunkier arrangement, with white leather and tan Alcantara upholstery. An elastomeric gel topper was added as well, for long days in the saddle. Additional creature comforts include 40 mm bar risers from Wunderlich, much-improved High Sider Montana mirrors, and Rallye low foot pegs.

If you follow Monduke’s team on social media, you’ll also know that they don’t just build these bikes for off-road use, they actually take them out and get them dirty. To that end, Monduke added an extra touch of protection as well via an SW Motech skid plate, folding gear levers, and a set of crash guards from Unit Garage.

They also replaced the Urban G/S’s factory air box with a custom made unit fashioned after the original R80G/S. Dani says that accessing the OEM filter requires disassembling half of the bike, which doesn’t bode well for the frequent cleanings required of desert rigs. This new unit simply requires removing two clips, which can be done easily by hand without any tools.

Finishing touches here include a set of Motogadget Blaze turn signals (cleverly tucked into the radiator shrouds), custom made fenders and fender supports, and a vintage NOS OSSA tail tidy, complete with a license plate holder and taillight assembly.

And, because no boxer would be complete without that trademark ‘angry chainsaw’ soundtrack, a full titanium Akrapovič exhaust system was bolted up as well. It’s been through a few heat cycles already and it looks utterly magnificent—as does Sweet Caroline’s white and orange livery.

A BMW R nineT Urban G/S built for the Sahara desert… the irony is just too good. Who says you can’t teach a new dog old tricks?

Monduke Productions | Monduke Moto Instagram | Images by Andrea Caredda on location at Dust’n Sardinia

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[DaveM]

Canyon Companions: 8 Great Middleweights For 2023

It’s hard to beat a great middleweight bike. Bikes in the 650cc to 800cc category bring most of the power you need, without the heft or the high prices of bigger bikes. That means you can get a great commuter and a great weekend canyon companion in one. Sure, you’re not going to see MotoGP levels of performance from (most of) these bikes, but that’s not the point of a great middleweight.

For 2023 many manufacturers have updated their bikes or introduced new ones. It seems like the middleweight sector is where many are focusing their attention in 2023.

Aprilia 660

We know the Aprilia RSV4 is an amazing bike. But, not all of us want 230 horsepower and race bike ergos. So Aprilia launched the 660, a a 100-horsepower twin-cylinder sport bike. It competes with the in-line four-cylinders of the competition very well, thank you. It also has a suite of rider aids, a roomy cockpit that makes it comfortable on the road, and cool Italian styling that lets it stand out.

New for 2023, Aprilia launches the Extrema, the sportiest version of the RS 660. The new bike weighs just 365 pounds, or 166 kilograms, yet it makes 100 horsepower, giving it an Extrema-ly great power-to-weight ratio. The Extrema also ditches the passenger pillion in favor of a single-seat tail section, and comes with software that allows you to set up quick-shifting in an upside configuration so you can play Moto GP racer whenever you want.

Ducati Scrambler Icon

Ducati launched the new Scrambler in 2015 and quickly realized it had a hit. Since then, the bikes have evolved slowly. For 2023, the 803cc mill in the Scrambler makes the same 73 horsepower, but it has more torque than last year’s model. Speaking of the motor, for 2023 it’s lighter and has a new, slimmer, eight-disk clutch and it’s mounted in a lightened trellis frame, which should improve its already quick handling.

Like others on this list, the Scrambler Icon comes with new tech and you can connect your smartphone to manage the bike’s apps and also add a quick shifter, though Ducati’s allows clutch-less up and down shifts. Custom builders should take note: the rear subframe is now easily removable!

Honda CB650R

Every other bike on this list is down at least one cylinder to the Honda CB650R. This middleweight naked bike comes with a 649cc liquid-cooled inline-four cylinder. That sounds like sportbike stuff, and in some ways it is. It makes a respectable 82 horsepower, and it stops thanks to two 310mm full-floating disks.

The Honda is a bit heavier than others on this list, but its willing motor makes it feel quite a bit lighter – though don’t expect it to perform like an RS 660. Honda calls the styling “Neo-Sport Café,” but to our eyes it’s more of a standard. It does, however, come with a cool four-into-one exhaust that makes you think of 1970s CB500s and CB350 Fours.

Kawasaki Z650 and Z650RS

Kawasaki and Yamaha both found success with middleweight streetfighter-styled bikes, and both now make retro versions of those bikes. The Z650 has modern good looks, while the Z650RS does its best impression of a 1970s UJM. Both bikes make enough power, 67 horsepower, to get you up to highway speed and beyond.

Both bikes come with a slipper clutch and traction control, however the Z650 comes with a modern TFT screen while the RS comes with a more traditional gauge cluster. You do pay more for the coolness of the RS, however. It’s about $1,500 more than the streetfighter.

Royal Enfield 650 Twin

Royal Enfield has made a name for itself by making bikes that look like they came from 1970, so it’s no surprise that for its 650 range of twins, there’s not a huge update for 2023. In most of the world, the 650 is called the Interceptor, but because Honda owns the Interceptor name in the U.S., the bikes here are simply called the INT 650.

Royal Enfield bikes have quickly become popular for their low price and neutral, fun, handling. The company has drastically improved its build quality compared to its older machines as well. The Continental GT version comes with a cool café kit, which includes a solo seat and clip-on handlebars. Unlike others on this list, the 650s are charmingly devoid of most modern electronics.

Suzuki GSX-8S

The Suzuki GSX-8S should be showing up in dealer showrooms about now. The new bike slots in above the SV650 and the GSX-S 750 (which both continue), but has a different character. The new 8S has a 776cc parallel-twin engine that uses a 270-degree crank, with a balancer, for a strong torque curve. It also has a new bi-directional quick shift system that lets you up shift or down shift without the clutch.

While the SV and the GSX-S bikes are starting to look a bit long in the tooth, the new 8S shows that Suzuki is pouring some R&D money into the growing middleweight sector.

Triumph Street Triple 765

We’re not sure why Triumph triple engines have an intake whistle like they do, but it’s an intoxicating sound when your right hand is cranked toward the pavement. For 2023, the special editions of the Street Triple lineup get all the attention. Triumph upgraded the R and RS trims, and it has now added a Street Triple 765 Moto2 Edition, which brings Moto2 racing levels of equipment to the class.

The R and RS versions now get a more aggressive riding stance, as well as new electronics and brakes to help you control the 120 horsepower in R trim, or 130 horsepower in RS and Moto2 trim. Every Triple now gets a new gearbox with shorter gear ratios and an improved factory exhaust.

Yamaha MT-07 and XSR700

The Yamaha MT-07 and XSR700 are two versions of the same platform. If you like modern streetfighter styling go with the MT, while fans of traditional bikes will go for the XSR700. Both bikes come with Yamaha’s 689cc parallel twin that makes 73 horsepower.

Fans of the 1970s XT500s should love the XTribute, which adds a bit of disco-era enduro flavor to this street bike. The bikes got a slight overhaul in 2022 that added bigger brakes and retuned forks. For 2023, the MT-07 gets smartphone connectivity and new electronics that allow you to install Yamaha’s Quick Shift System.

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[DaveM]

TWICE THE TORQUE: Moto Guzzi ‘La Tana’ by Matteucci Garage.

In the custom world of four wheels, an engine swap is not only nothing to write home about, it’s practically par for the course. LS engines go into everything from American Muscle to 4x4s every day of the week, and the all-conquering JDM motors of the 90s are still fan favourites. Rarely, however, do we see such conversions carried out in our own scene, but this Moto Guzzi is more than just a big...

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[DaveM]

Big Fun: Small Bikes Rule at the Barber Small Bore Event

Get your small bike ready. We’re already looking forward to the Barber Small Bore event this summer, an annual event dedicated to very small street and dirt bikes. And we’re not the only ones.

The rules of the Small Bore event are simple: if it’s bigger than 200cc, it stays home. Small Bore event regular Johnny Cintron of Athens, Georgia, is prepping his converted 150cc Honda Ruckus and a few other bikes for the event. But for Cintron, it’s not just about the bikes but the community of little bike enthusiasts.

“Everybody is super friendly and you just want to talk and hang out,” he said. “In any state you’ll find clubs but Barber Small Bore is where everybody goes.” This year, Cintron will bring his Honda Ruckus scooter and 125cc Honda Monkey, a CRF 110 dirt bike, and his 49cc Honda Elite.

Cintron has a caféd yellow-and-black Honda Monkey that became a fan favorite in 2022. It’s stretched and lowered with aftermarket shocks front and rear, a race cam, and pipe. “There’s endless possibilities to these little bikes. You can look at 20 to 30 bikes, and none will be identical,” Cintron said.

This event is more than a meet-and-greet, though; Barber organizes several competitive events at the Small Bore. Experienced racers can join the two-hour endurance race on the full Barber race track, while amateurs can try their hand at the 20-minute street race. There’s a hill climb, drag races, an off-road trail race, and this year a technical pit-bike race.

The Small Bore is a chance for lovers of little bikes like the Honda Grom, the Kawasaki Z125, Honda Super Cub, and vintage bikes like the Yamaha Chappy, or CT 70, or even the Aprilia RS50 to find like-minded souls who are into riding slow bikes fast. Also, it’s on the grounds of the Barber race track and the Barber Vintage Motorsport Museum in Birmingham Alabama, which means it’s in the shadows of the world’s largest motorcycle museum.

Cintron, though, doesn’t wait for Small Bore to ride his bikes. His yellow Monkey is a daily commuter bike in the summer. “People ask, what is it? Is it street-legal? How fast is it? Any minibike I’m on, that’s what I get.” Monkey bikes are street legal, and while a stock Monkey can hit 55 mph, Cintron says his will hit 80 mph, thanks to his mods. And that’s on 12-inch tires, which sounds terrifying.

The Small Bore event will be June 9 to 11 at the Barber Motorsports Park in Birmingham, Alabama. Tickets are on sale now, with daily tickets starting at $30 and weekend passes for $50. Paddock Club passes are $120 Camping passes are also available. So, get to the Grom!

Barber | Instagram

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