Custom Motorcycle Builds

[DaveM]

PRICELESS JOURNEY: Haas Museum goes to Mama Tried.

A thousand miles is the distance you have to travel from the home of Haas in Dallas, Texas, to the home of Harley-Davidson in Milwaukee, Wisconsin. But as The Proclaimers sang, to walk that 500 miles and then walk 500 more, is much more about the dream, the work and the reality of what awaits, than it is simply about the trip itself. And this is the story of three of the greatest custom...

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[DaveM]

MotoFocus: Out of this Galaxy Kawasaki Womprat & YZ250-Powered Go-Kart Racer

A Shrunken YZ250 for the Track: Anton Bongaerts races motorcycles on tracks…go-kart tracks, that is. The Circuit de Spa-Francorchamps in Stevelot, Belgium, or Spa as locals and regulars refer to it, is a just over 7-kilometer (4.35 mile) Formula 1 Grand Prix track that will let you run the tight and swoopy inner go-kart track for just €50 a day on a bike. So yeah, why not?

The tight bends of the go-kart track make bigger bikes feel a bit cumbersome and, well, slower. Twenty years ago Bongaerts built, raced, and even won a local championship riding a home-built bike with a Minarelli 70cc engine on the tiny tracks. He graduated to supermotos, but decided they were too big and heavy to really have fun. So, in 2018, he bought this “beaten up” 2001 Yamaha YZ250 two-stroke dirt bike, rebuilt the engine, and then shrunk it to Moto3 specs for go-kart track racing duty.

The two-wheeled kart track star has OZ Racing wheels wrapped in track slicks and trick 296mm disks clamped by Beringer calipers. He built the subframe from repurposed Honda CBR600RR tubes. The radiator core was sourced from a Kawasaki KLX650R, the carb is a trick Lectron Billertron, and Bongaerts hand hammered the tank. Swooping down under the frame, the expansion chamber resembles a python that just snacked on an opossum, which Bongaerts also crafted himself. The stout homemade swingarm was fabricated from 6082 T6 aluminum, and compliments the same chiseled design as the fuel tank.

When it was finished, he submitted it to Roland Sands Design’s #dreambuildoff competition, where it came in second in the under-750cc class in 2022. If you’re in the area, expect to hear this little zinger out terrorizing local kart tracks around Belgium this summer. You can find more of Bongaerts’ builds on his Instagram.

The Womprat Hits the Bullseye: “This bike has been through a lot,” said Chris Elliott. It was a survivor, pulled from a garage barely running for the tidy sum of $300. Elliott wheeled it out and stuffed it into a station wagon, literally. It even survived a garage fire. Now, after a complete rebuild, it sees plenty of hard riding around Phoenix, Arizona.

Like the pests that Luke Skywalker would bullseye on Tatoonie from his T-16 speeder, this Womprat keeps on going. “I came across the bike and it was already kind of hacked up, but in running condition. I’m a huge fan of ‘Star Wars,’ and a lot of the bikes I build, they’re for sand dunes and stuff. That’s where the name came from,” Elliott said.

“I built it because that’s what I wanted to build. I build bikes according to my whims,” Elliott said. His Womprat is mostly a 1978 KZ400 with some mods done for desert running around Phoenix. He tried to use as many OEM parts as he could, “but rearranged them,” he said for a custom look, working at the communal Eleven 10 shop in Phoenix. “A lot of people are drawn to Honda, but a lot of the Kawasakis were outperforming everyone at the time,” he said. “This one runs good,” and looks even better.

His use of stock parts gives the ‘rat a simple but effective style. Combined with the rodent name and catchy graphics, this Kawi demonstrates that even the simplest bikes drug from the back end of a station wagon can make awesome bugout machines. Give Chris a nod on his Instagram.

NOTE: Bike EXIF has a new Facebook group where we’ve found amazing builds from our readers. Join us in the group and show off your latest builds.



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[DaveM]

2023 Indian Sport Chief: Club style for the masses

The Sons of Anarchy TV show may have ended eight years ago, but it forever changed how people see motorcycles and motorcyclists. Though it never showed a perfect example of bikers, we can thank SOA for showing Southern California club-style bikes to the world.

Forget the ‘Sons of Arthritis’ parody shirts on Facebook and the guys trying to look like Jax on a Dyna Wide Glide at the local biker bar. The show will likely be remembered for exposing us to cruisers with jacked up, sporty suspension, mid-pegs, and quarter fairings that are meant for fast riding. They’re meant to handle. They’re meant to be ridden long and hard.

Those bikes have become the style of modern cruisers in America. But you don’t have to take our word for it. Ola Stenegärd, Indian Motorcycle’s Director of Design, agrees. As the style has taken over in the custom (dare we say ‘club’) scene, Stenegärd is seeing that buyers are gravitating towards that style in the showroom, too.

Today, Indian releases Stenegärd’s latest bike: the Indian Sport Chief. An upgraded version of the existing Indian Chief, it’s a blacked-out cruiser that includes a tall and narrow fairing, mid-pegs, raised narrow bars, a sportier stance, and a solo seat. There are no giant valenced fenders here.

“I’m careful with the term ‘club bike’,” Stenegärd says. “But of course I use it too, although something like ‘West Coast performance style’ is probably more accurate. I love subcultures and underground stuff, because that’s where I come from too and I love where things originate from. That whole scene has always fascinated me.”

“Sons of Anarchy took it to the mainstream, but that style has always been around.”

The bikes that were ridden in the 1960s and 1970s were closer to this style than the raked-out choppers we think of from the days of shag carpet. Think Dennis Hopper’s Billy Bike in Easy Rider, not Peter Fonda’s raked-out ‘Captain America’ chopper.

“Dennis Hopper’s bike was a typical late 1960s club bike. That’s the coolest bike in the movie,” Stenegärd continues. “It just has that stance. It’s badass.”

“The current Super Chief is like a club bike from the 1940s. That’s the kind of bike clubs would ride to the race tracks like Hollister, and you’d take the screen and the bags off for the weekend and maybe even race it, and you needed a club to race.”

“Now fast forward, and the Sport Chief really brings it home, full circle. It’s inspired by the West Coast scene today, but now you don’t go to the dirt track, instead you go to your local ‘brawl’ to do burn outs and wheelies.”

To drive home the performance aspect of the Sport Chief, Indian added 43 mm upside-down KYB forks, a pair of Brembo radial calipers on the front, Fox piggyback shocks and Pirelli Night Demon tires. Those are exactly the kinds of parts that club riders add to their bikes.

“The Sport Chief was designed simultaneous with the Chief,” Stenegärd adds. “We set up the Chief with the typical ‘taildragging’ cruiser look, so the frame sits a bit lower in the rear and higher in the front. This was done deliberately, so that when we jacked up the Sport we knew it would sit pitch perfect horizontal—but not start to lean forward and look like a compromised afterthought.”

Maybe you could take your new Sport Chief to the track and try out some tail-sliding. The Chief’s big Thunderstroke 116 engine (with 162 Nm of peak torque) would likely be game for the antics.

However, the Sport Chief also makes a nod to riders who aren’t grouches about modern things like screens. On the Sport Chief, the moveable 4.0-inch round TFT display hides convenient touches like turn-by-turn navigation and phone connectivity.

As is the way with major OEMs, Indian has also released a full range of bolt-on accessories for the Sport Chief. But we’re keen to see what potential it has in the hands of pro customizers.

“We also want to see what people do to it,” says Stenegärd, “to make it their own, and to take it to the next level. It’s a blank canvas. That’s how I see my job—we aim at creating the best-looking blank canvas.”

Though SOA is off the air, it is responsible for giving non-motorcyclists an insight into what SoCal riders build, and what many of us now think of when we see a blacked-out custom bike with T-bars. Though not all of us want to look like a featured extra in SOA, let’s face it, it does feel cool to sit on a big, loud, bike with high bars.

We’d just skip the ‘Sons of Arthritis’ shirt.

Indian Motorcycle | Instagram

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[DaveM]

Huge x Zero: A radical concept from an electric dream team

There’s an unavoidable disconnect between a concept motorcycle, and the final production version of it. By the time you’ve added all the stuff you need to make a bike street legal and sufficiently practical, your original design is likely to get watered down. Unless you’re Zero Motorcycles, of course.

A couple of years ago, the Californian electric motorcycle manufacturer commissioned San Fransisco-based Huge Design to create a supermoto concept for them. It was a hit, and the design made it into production as the Zero FXE. And while some changes were made, the FXE is about as close to Huge’s original design as a production motorcycle can get.

Now the two companies are at it again. This time, Zero handed their fully-faired electric sportbike, the Zero SR/S, over to Huge Design, and told them to go wild. The results are astounding.

Dubbed the ‘Zero SR-X,’ this concept has Huge Design’s signature splashed all over it. It follows the same design language as the firm’s ‘MONO RACR‘—a futuristic concept originally created for the Honda CBR1000RR, and the design that first landed Huge on Zero’s radar. And despite being executed on a completely different platform here, it works remarkably well.

“The SR-X concept bike strives to hit a design sweet spot for the near future of electric motorcycles, by combining clean lines and disciplined design-detailing with the aggressive stance and raw performance found in modern liter bikes,” says Huge Design’s founder, Bill Webb.

“This bike is an attempt to define a new sub-category for high-performance electric, something between a streetfighter and a track bike. We wanted true sport riders to appreciate the subtle and balanced design approach—modern, futuristic and clean, without sacrificing the raw performance look and overtly mechanical appeal of high-performance motorcycles.”

In stock form, the Zero SR/S offers 110 hp, and 190 Nm of peak torque, from the company’s proprietary ZF750-10 electric motor. It also comes with fully-adjustable Showa suspension and J.Juan brakes out the box.

With that in mind, Bill and co. opted to leave most of the base bike alone. They did swap out the foot pegs and lower the clip-ons. But for the rest, the SR-X should ‘feel’ a lot like the SR/S—even if it looks a lot wilder.

The stock SR/S bodywork is standard sportbike fare—but Huge’s design sacrifices convention in favor of a front-heavy silhouette with a radical sci-fi vibe. Equal parts organic and mechanical, the modular bodywork starts with a muscular front fairing, before flowing over the bike’s ‘tank’ cover and tapering off towards its waspish tail section.

This forward-leaning style has become common in the custom scene. But if you’ve been reading Bike EXIF for a while, you’d know that it’s a style that Bill pioneered. On this particular build though, this approach serves more than one purpose.

Bill’s been quoted before as saying that “the biggest challenge with electric drivetrains is the lack of visual interest.” He’s not wrong—we can wax lyrical about what petrol-powered bike has the prettiest engine, but most electric motors are slabby by nature.

The way Huge has executed the bodywork here, it hides most of the drivetrain, while emphasizing the more aesthetically-pleasing mechanical elements towards the back of the bike.

Despite the progressive design, the SR-X’s surface finishes are remarkably minimalistic. Here, it’s all about the details; the tasteful red outline that frames the front of the bike, the LED head- and taillights that are perfectly blended into the design, and even the small bump fore of the bars that accommodates the dashboard. A handful of aluminum details help to visually connect the new parts to the donor chassis.

We shudder to think how many hours were spent on CAD software and 3D prototyping to get this right. But one thing’s for sure: Huge Design did indeed get it right. The Zero SR-X looks spectacular, and once again proves the versatility of the electric motorcycle as a vehicle for customization.

Does Zero intend to put the SR-X into production? We don’t know. But we do know that the company isn’t afraid to take risks—and we know that where there’s smoke, there’s usually fire.

We’ll leave you with this suitably cryptic quote from Brian Wismann, Zero’s VP of Product Development; “The result exceeds expectations and points the way forward for our internal design teams.”

Huge Design | Zero Motorcycles

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[DaveM]

POLISH PACKAGE: BMW R100S by 86 Gear Motorcycles.

A recent chat involving some of the world’s most experienced motorcycling journalists revealed a simple consensus, if they could only own one new bike to do it all, then it would be a BMW GS1250. The group included ex-racers and bike testers who have ridden every new bike for decades – and the owner of this here custom is lucky enough to also own one of the famed new GS machines.

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[DaveM]

High-flyer: An aircraft-style BMW R18 by VTR Customs

As the custom arm of an official BMW motorcycle dealership, VTR Customs is well-versed in the art of modifying BMWs. But that doesn’t mean that the Swiss outfit has it easy. Their builds aren’t always mild—and when they’re wild, they’re really wild.

That’s mainly because VTR boss, Dani Weidmann, isn’t one to shy away from a challenge. So when a client asked him to customize a BMW R18 in the style of a 1930s airplane, he said ja.

The commission came from an existing VTR customer (they had customized his R nineT previously), who was enamored with the German-made Junkers Ju 52. The project was dubbed ‘Iron Annie,’ after a famous Ju 52 that was restored and owned by the American author, Martin Caidin.

It’s not the first time that VTR have built a custom BMW with an aeronautical theme. Their aluminum-wrapped, fire-spitting BMW R1200R lit up the European Sultans of Sprint race series a few years ago. But Iron Annie had to do more than just go fast in a straight line; she had to be completely street legal too.

VTR started with a stock BMW R18, which they stripped down to rid it of all of its chrome. The engine was refinished in black with custom-made ‘Iron Annie’ badging, and even the fork stanchions were treated to a black diamond-like carbon coating.

The forks were shortened too, with a new Wilbers shock fitted out back. VTR wanted to tweak the R18’s stance to make the big boxer feel more compact, so they swapped out the wheels for a bigger set. Measuring 21” up front and 18” at the back, they were custom built for the project by Kineo.

All of that was relatively straightforward compared to VTR’s next task; sculpting the R18’s new aircraft-style aluminum bodywork. The fuel tank looks like fairly traditional fare from a distance—but the bodywork gets progressively more detailed as it tapers off.

A number of aluminum panels flank the bike, joined by dome head fasteners that look like rivets from afar. Details include mesh-lined vent inserts, and side scoops to accommodate the air intakes. The whole arrangement tapers to the rear, with a slender tail piece that mimic a plane’s tail fin.

The closer you look, the more interesting little additions you’ll find. See that indentation on the left side with what looks like a plane’s door handle? That’s actually the lever that engages the R18’s electrical reverse gear.

“One of the big challenges was the replica cooling fins in the area of the rear silencers,” says Dani. “Shaping these parts into parallel and beautiful radii, and at the same time still fastening them harmoniously, took a number of attempts.”

Moving to the front, VTR fabricated a small nacelle to house a Highsider LED headlight, finishing it off with a small cockpit-like window instead of a traditional windscreen. A stubby front fender sits just below it, with a handmade belly spoiler mounted further down.

The R18’s cruiser bars were swapped out for ABM clip-ons, fitted with Magura HC3 brake and clutch controls. Clip-ons seem like a weird choice for a bike of this size and stance, but there’s method to VTR’s madness; the idea was to tighten up the R18’s profile as much as possible. Besides, it’s unlikely that its owner will go touring with it.

The speedo was relocated to a housing at the front of the fuel tank, and customized with a new arm by the watchmaker Zeitzone Zürich. Further back is a handmade leather saddle, upholstered by frequent VTR Customs collaborator, Yves Knobel.

Accompanying VTR’s custom work is a handful of top-shelf parts from other custom workshops. WalzWerk supplied the exhaust silencers, while Berham Customs took care of the number plate holder. Avon Cobra tires, and turn signals and taillights from Kellermann, round out the parts spec.

For the R18’s final livery, VTR dug into the annals of Junkers history. With help from Freuler AG, they painted the bike in the same colors as the Ju 52 the Lufthansa flew in the mid-30s. It looks great—but it could have turned out very differently.

“What almost pained us a little when we saw all the handmade, bright aluminum sheets shimmering and shining, was that they would have to be painted,” says Dani. “However, we are extremely satisfied with the result—because Iron Annie differs even more clearly from our well-known ‘Spitfire’.”

Aeronautically-themed motorcycles can so easily become rolling clichés. But VTR Customs has proven, once again, that they know how to execute this style with supreme elegance.

VTR Customs | Facebook | Instagram

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[DaveM]

As seen on TV: An S&S-powered panhead by MB Cycles

There’s not much reality in reality TV these days. But there are still shows out there that are more interested in their source material than they are in hype. The German program, Handwerkskunst!, is a prime example.

Handwerkskunst! (which translates to ‘craftsmanship’) is dedicated to craftspeople of varying vocations and backgrounds. Each episode focuses on an object, whether it be a cabinet or a carnival float, and the process of building it from beginning to end. There’s no fancy title sequence or even background music—just selective narration, and the rustling of the tools and machines used in the process.

If you tune in to the show a month from now, you’ll get to see how Martin Becker at MB Cycles built this shimmering Harley-Davidson panhead. The project itself was commissioned by a friend and regular client (this is his fifth MB Cycles custom), but it provided the perfect opportunity to go behind the scenes. So Handwerkskunst! filmed the whole process—from raw frame to final test ride.

As we’ve come to expect from MB Cycles, this panhead is an intoxicating mix of vintage, reproduction and custom parts, all masterfully blended together. Like a good chef, Martin knows how to pick the right ingredients—and how to turn them into a five star dish.

Calling it a Harley-Davidson is a little deceptive, because very little here actually comes from The Motor Co., save for the bike’s frame. Martin started with a 1946 H-D ‘Wishbone’ unit, then matched it to a reproduction Springer front-end from W&W Cycles.

The wheels are a mixed set, and both sport drum brakes. A 21” Kustom Tech item sits up front, with an aftermarket part of undisclosed origin at the back. Both are wrapped in sawtooth treads from Firestone.

The engine is just as tasty. It’s a 93 ci panhead motor from S&S Cycle, hooked up to an S&S Super E carb, and aftermarket exhaust headers with MB Cycles mufflers. The ignition, coils and oil pump are from S&S too, while the charging system and regulator are Accel parts.

Other changes include a six-into-four transmission conversion, an FXR clutch cover, and a BDL Shorty open belt primary with an Antigravity battery wedged ‘into’ it. Martin converted the panhead to an electric starter too; you’ll spot the start lever tucked away under the oil tank.

With a foot-operated clutch and a hand-shifter, the panhead’s cockpit is delightfully sparse. Martin started with a set of his own ‘Snake Low’ handlebars with integrated risers, fitted with a single Kustom Tech lever and an internal throttle. A teeny tiny Motogadget speedo sits just below the bars, with two LED warning lights mounted to the top yoke (the bike does have switches, but you have to know where to look).

Rounding off the front end are a single rear-view mirror and a tiny headlight. Both are neatly mounted to the springer forks.

Further back you’ll find the repurposed tank from a Harley-Davidson Sportster. A slim seat sits just behind it, with a cutout that offers access to the oil dipstick. Rounding out the bodywork are a custom oil tank, and a rear fender from Cooper Smithing Co. that Martin tweaked a little.

Mounted to the left of the frame are a MB Cycles license plate bracket, and a single-sided fender strut that also holds mini taillight from FNA Custom Cycles.

These sort of trick details are lurking everywhere on this vintage dreamboat. The small brace that secures the back end of the fuel tank is ridiculously elegant for such a small part. And the gas cap and Prism Supply Co. foot controls are all adorned with engraving work, masterfully executed by Carsten Estermann.

The paint job is just as exquisite. Done by frequent MB Cycles collaborator, Chiko’s Pinstriping, it features a deep yellow metal flake base, punctuated by silver leaf striping. The panhead’s finished off with powder-coating work by Metal Skin Works, and chroming and polishing by Polierservice Zwickau.

Martin’s Handwerkskunst! episode airs on German television (and on YouTube) on the 24th of March. You can bet we’ll be tuning in—we’ve admired his work from afar for the longest time, and the chance to see his process up close is too good to pass up.

MB Cycles | Facebook | Instagram | Images by Riders Eyes Photography

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[DaveM]

ICE RACER: RGNT attempts Ice World Speed Record.

In the ’60s, American East Coast Ford dealer Bob Tasca Sr coined the term ‘win on Sunday, sell on Monday’ and sixty years later his grandson has set multiple drag racing world records and the family is still selling a huge number of Fords. Many claim the old adage is yesterday’s news, but Swedish Electric Motorcycle manufacturer RGNT has chosen to pick up the gauntlet and race toward the light.

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[DaveM]

CHOPPAGEDDON: Still Lovin’ Chopper Show.

When it comes to chopper shows, there are a some things that will never go out of fashion: sissy bars, flames, chrome, tattoos, live music and cold beer. And we wouldn’t have it any other way. For a sub-culture that started in the 60s, it’s safe to say the chopper scene is still alive and kicking. We took a time capsule back to 1969 and spent the weekend drooling over some of Australia’s most...

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[DaveM]

Speed Read, February 26, 2023

Deus ex Machina returns to their roots with a no-nonsense Kawasaki W650. We also profile a Honda CB550 café racer, a Kawasaki KZ400 restomod and RGNT’s all-electric ice land speed record-breaker.

Kawasaki W650 by Deus ex Machina It feels like we don’t see that many Kawasaki W650 customs around as we used to, and more’s the pity. The plucky little twin is a joy to ride; easy going with one of the best-looking engines around. And it’s fun to customize, too.

Deus Ex Machina has been building custom W650s since the Australian shop’s early days. So it’s refreshing to see head wrench Jeremy Tagand return to the platform, with a tidy custom W650 nicknamed ‘Goldy.’

If you’ve been following Deus’ work for a while, you’ll recognize some of Jeremy’s signature W650 mods. The banana seat is a popular aftermarket part, while the handmade side covers recall Deus’ early W650 builds. An aluminum TT-style fuel tank sits up top, with a cutout that traces a line over the top of the engine.

The stock 19F/18R wheels are wrapped in dual-sport rubber from Pirelli, with stainless steel fenders floating above them. Jeremy’s seen to the W650’s biggest weakness—its rear shocks—with a pair of custom-built Icon units.

Other upgrades include a pair of DNA pod filters, and a two-into-one exhaust from SC Project in Italy. The LED headlight is a Highsider part, the turn signals and rear three-in-one LEDs are from Purpose Built Moto, and the speedo’s Daytona item. New handlebars wear Vans grips and Rizoma bar-end mirrors.

Compact and minimal, Goldy is the perfect blueprint for anyone that wants to mod their W650, without shedding an iota of its approachable nature. More of these please, Jeremy. [Deus ex Machina]

Honda CB550 by Skog Motorcycles It’s hard to imagine a better donor for an archetypal café racer than a Honda CB. You could argue that the new wave café racer scene was built on Honda CB750s, CB550s and CB450s.

This tidy Honda CB550 comes from Dave Skogerson in Seattle, Washington. It’s quintessential café fare; stripped to the bare essentials and “built to ride,” as he puts it.

Sensibly, Dave kicked the project off with an engine rebuild. The heads were ported and polished, the clutch was rebuilt with a Barnett kit, and anything beyond its sell-by date was replaced. Dave ditched the airbox for a row of velocity stacks and fitted four-into-one headers from MotoGP Werks, then tuned the fueling to squeeze the maximum performance from the inline four.

The Honda also had its wiring redone, and upgraded with a Motogadget controller, a modern ignition and a tiny Lithium-ion battery. The suspension was overhauled, with Hagon springs inside the OEM forks and new Hagon shocks out back, and the wheels were rebuilt. They wear modern Continental ContiGo! treads, while a number of tweaks to the brakes help to slow them down.

Shedding weight was high on Dave’s agenda too, so he de-tabbed the frame and installed lightweight aluminum yokes up front. The CB550 tank is the only piece of stock bodywork remaining. The tail section is an aluminum unit from Bedlam Werks, and the side covers and fenders are now in the bin.

The entire bike is delightfully minimalistic, wearing only what it needs and nothing more. Woodcraft clip-ons, a pair of aftermarket gauges and a classic 5 3/4” headlight adorn the front, with tiny Motogadget turn signals fitted at both ends. Tarozzi rear-sets round out the kit.

The paint job is equally restrained. The CB is mostly black, with a hit of brown on the seat and tasteful Honda ‘wing’ logos on the tank. [Via]

Kawasaki KZ400 by Andy Greaser This 1978 Kawasaki KZ400 restomod belongs to longtime RevZilla Common Tread writer, Andy Greaser. Andy’s name has appeared in Common Tread bylines for about six years now, but he’s recently left the team to pursue new opportunities. And he’s going out with a bang—by using his last article to feature his very own bike.

To be fair, Andy’s article isn’t really about his bike. It’s about something else that we’re very passionate about; photography. Working with RevZilla staff photographer, Luke Darigan, Andy unpacks what it takes to commission a pro photographer to photograph your bike, with the express goal of having it featured on websites like Bike EXIF.

Using Andy’s KZ400 as a model, Luke delivers a set of textbook glamor photos worthy of any website or magazine. Based off that process, Andy delivers sage advice to anyone that loves building custom motorcycles—but isn’t quite sure how to present their work to a wider audience. Whether you’re a builder or a photographer, it’s a must-read.

As for the bike itself—it’s as unassuming as it is charming. It wears the fuel tank from an older KZ400, with its natural patina left intact, with a ‘bread loaf’ seat that uses recycled material from an old hot rod’s soft top. The fiberglass fenders are Triumph parts, and the rear shocks are aftermarket items, scalped from a Sportster.

The engine was treated to a top-end rebuild, with a new clutch and a row of Mikuni VM carbs, tuned for midrange power. Other changes include new wiring, Renthal bars, a vintage oil temp gauge, oversized exhaust flanges, and the Peterson Air Force Base (now Space Force Base) parking sticker from the bike’s past life.

It’s not a wild custom by any means—but Andy knows that. “I’d say this KZ400 is a perfect example of a custom anyone could build at home with a MIG welder, some basic tools, and a little know-how,” he says. “I took my time and tried all kinds of ideas before finding solutions I liked.”

“You can avoid a lot of frustration by being honest about your motorcycle. Don’t waste time, don’t waste money, and don’t waste potential.” [Andy Greaser | Images by Luke Darigan]

RGNT sets new electric land speed record The Swedish electric motorcycle company RGNT has just set the new land speed record for an electric motorcycle on ice. And they did it with a motorcycle styled like a classic café racer, no less.

RGNT kicked off the ‘Aurora’ project with their own RGNT No. 1 Classic SE model. It’s effectively an electric retro standard, with slick styling that wouldn’t look out of place in a Triumph or Royal Enfield showroom. Working after hours and on weekends, they rebuilt it into a café racer that’s more racer than café.

The No. 1 Classic SE shed its original seat and fenders, but kept its ‘fuel tank.’ RGNT’s in-house team fabricated a lightweight fairing to cut through the air, equipping it with an HMI race screen. With studded tires, clip-ons to tuck the rider in tight, and a software hack to unlock another 9 kW from the motor, the crew was ready to race.

RGNT headed to the Svenska Motorsport Alliansen-sanctioned and -licensed Speed Weekend in Årsunda, Sweden this weekend to take Aurora to the ice. With RGNT engineer Timmy Eriksson behind the bars, RGNT set three new records with this bike, and a bone stock RGNT No. 1 Scrambler SE.

Those records are the fastest electric motorcycle on ice (155.14 km/h), the fastest electric A1 motorcycle (135.03 km/h) and the fastest electric motorcycle production model (114.3 km/h).

RGNT didn’t have to make their bike look this pretty to set those records, but they did it anyway, because aesthetics are baked into the company’s DNA. As their company motto reads; “Ride clean. Ride in style. 100% electric.” [RGNT Motorcycles]

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[DaveM]

BLOCKHEAD BEAUTY: Harley Sportster by Adam’s Custom Shop.

The Evo-powered Harley-Davidson must easily be the most customised of all motorcycles and it’s arguably the engine that saved HD’s bacon. They were made in enormous numbers, it’s rare to see one that’s been left totally stock, and thousands more have had that famous blockhead engine transplanted into all manner of hand-built frames the world over. So, to build an Evo and yet still manage to stand...

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[DaveM]

Bolt Racer: A custom Suzuki DR Big with Schwantz style

Remember the Suzuki DR Big? Born from Suzuki’s late-80s factory Dakar rally bike, it featured bold styling and the biggest single-cylinder engine on the market. It would go on to become iconic—so iconic, that Suzuki even brought back its styling in recent years, with their V-Strom 1050 XT adventure bike.

Despite how distinct the DR Big’s aesthetic is, there’s not a shred of it left on this custom street tracker from Bolt Motor Co. In fact, the only recognizable parts left on this DR Big are its frame and its stonking 727 cc motor.

Bolt shop boss, Adrián Campos, also happens to be the team principle of the Campos Racing team (Bolt even uses the Campos Racing workshop). So it’s usually a given that their custom builds are imbued with a sense of performance. On this build, that meant turning the DR Big into a squat street tracker with an assortment of upgrades.

Starting with a 1989-model Suzuki DR750 S Big, the crew stripped it down and tossed all of its plastics in the bin. The engine was rebuilt with a lightened flywheel, and two 42 mm Keihin carbs that inhale via a pair of Uni filters. Bolt fabricated a new exhaust header too, running it through the frame and terminating it in a Supertrapp muffler.

Sitting just in front of the engine, off to the left, is a custom-made radiator, plumbed with Goodridge lines. The placement is purposeful—Bolt put it there to create more clearance for the front wheel, because the whole bike’s been lowered.

Up front are the upside-down forks and dual Brembo disc brakes from a Suzuki GSX-R. Bolt CNC-machined custom yokes to install the new front end, and added a tidy little fender. Tucked between the yokes is a 3D-printed number board with an LED headlight poking through it.

Just above that you’ll find a set of tracker-style handlebars, fitted with the original Suzuki switches, new grips and Brembo levers. A tiny digital Motogadget speedo sits neatly between the risers, along with the bike’s LED warning lights.

Not content with just sprucing up the front of the bike, Bolt had ambitious plans for the rear too. They had the idea to fit a matching Suzuki GSX-R swingarm, but it turned out to be the biggest headache of the whole build. The main issue was that the swingarm was narrower at its pivot point than the frame—but Bolt managed to make it work in the end.

Next, a pair of 19F/18R wheels were adapted to fit the Suzuki, and shod with Dunlop rubber. They’re a welcome departure from the stock 21F/17R combo, which would have look comically unbalanced with the bike’s revised suspension.

Bolt was just as discerning when picking out the DR Big’s new bodywork. After bouncing a few ideas around for a new fuel tank, they settled on the reservoir from a Honda CB750 K2. The idea of putting a 70s Honda tank on a late-80s Suzuki sounds nuts, but it works remarkably well.

Paired with the new tank is a flat track-style tail unit, complete with removable side boards and an integrated LED taillight. Bolt designed and produced it in-house, using 3D design and printing tech. The Suzuki’s subframe was modified to suit it.

Thanks to a judicious rewire job, the area under the seat is clear to show off the exhaust and shock. Other custom parts include a license plate bracket [not pictured] and new foot pegs.

Classic motorcycle race fans should recognize the Suzuki’s new livery. Bolt designed the DR Big as a tribute to Kevin Schwantz, and his Lucky Strike-sponsored Suzuki RGV500. They even added the number 43, as a homage to Schwantz’s race number, 34.

Bolt put their own spin on this classic paint job with a recurring lightning bolt theme. It’s even repeated on the seat stitching, courtesy of the automotive upholstery expert, Llop.

We never would have imagined that a Suzuki DR Big would make for a good street tracker with classic GP racing underpinnings. But Bolt did—and they’ve brought it to life with all the panache that we’ve come to expect from them.

Bolt Motor Co. | Facebook | Instagram

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[DaveM]

MASTERPIECE: Ducati Monster ‘Euforia’ by Luca Pagani.

Battista “‘Pinin’ Farina, Bertone, Tonti, Taglioni and my personal favourite Tamburini (the Michelangelo of motorcycles), all of them Italian automotive designers who for the last century have delivered absolute works of art to the world on four wheels and two. They will always be regarded as the legends of the industry, but rather than get teary eyed, we’d rather celebrate the new generation who...

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[DaveM]

Race Bred: Jeff Palhegyi’s Yamaha MT07 flat tracker

Any custom workshop that’s been operating for a decent length of time is sure to have a multitude of leftover parts lying around. But how often are those the right kind of parts to build a thoroughbred race bike with? It’s a rare scenario—but it’s the story behind this race-bred Yamaha framer.

It’s the work of Jeff Palhegyi, the man behind Palhegyi Design. An accomplished fabricator and frame builder, Jeff’s no stranger to Yamaha flat trackers. That’s because he’s been pivotal in developing the Yamaha MT07-derived race bike that Estenson Racing has been fielding in the US flat track TT racing series; the MT07-DT.

If you’re not familiar with the flat track TT format, it’s just like regular flat track racing—except the track has both left and right turns, and at least one jump. Estenson Racing’s Yamaha MT07-DT has dominated the format for the last couple of years, with rider JD Beach behind the bars.

But the story goes further back than that. The MT07-DT was actually born out of a concept bike that Yamaha USA and Palhegyi Design collaborated on back in 2015, to show the potential of the punchy MT07 motor. That concept evolved into a flat track race bike, and Jeff’s been churning them out since.

This particular Yamaha’s chassis is now the 18th that Palhegyi Design has produced. But despite the graphics, this one’s not destined for the Estenson team. Jeff built this one just for himself, using parts leftover from the four prototype race bikes that he’s worked on over the past three years.

“Always experimenting with lighter and smaller tubing, different swingarms and linkages, and adjustable geometry, can leave a lot of parts floating around the shop,” he explains. “So I put this bike together for my personal collection.”

At the heart of Jeff’s bike lies the 689 cc parallel twin engine from a 2021 Yamaha MT07. It’s good for 74.8 hp and 68 Nm in stock trim, with Yamaha’s 270-degree ‘crossplane’ adding maximum character. (If you’ve ridden a Yamaha MT07 or XSR700, you’ll know how much of a peach this motor is.)

The engine’s suspended from a chromoly trellis frame, with a tubular swingarm out back. The swingarm sits on an eccentric pivot, giving it a full range of adjustment fore and aft, and up and down.

The Palhegyi Design chassis is complemented by a smorgasbord of top-tier parts. The forks and rear shock are from Öhlins, the brakes are from Brembo, and the 19” flat-track wheels and tires are from Roland Sands Design and Dunlop, respectively.

There’s some trick stuff attached to the Yamaha motor, too. Mounted underneath it is a Yamaha Racing oil pan, machined out of a solid 18 lbs aluminum billet. It’s designed to offer extra cornering clearance—but it’s also stronger than the factory part, so it can take a knock.

The ignition cover is another Yamaha Racing part, again engineered for durability. Chunky K&N filters replace the airbox, with a titanium two-into-one exhaust system from Graves Performance at the opposite end. The cockpit sports Duralle racing triples, Vortex handlebars and a AIME dash.

Every last part on this build is premium—from the carbon fiber front sprocket cover, right down to the foot pegs and fasteners. Even the coolant recovery tank looks swish.

It’s all in the name of performance and weight saving. We don’t know what the bike’s overall weight is, but Jeff’s confirmed that the frame weighs just 15 lbs—making it the lightest one he’s fabricated so far. The Estenson Racing carbon fiber bodywork doesn’t add much more to the scale, coming in at under 6 lbs, painted and with the Saddlemen seat pad fitted.

Benny Flores was responsible for laying down the Estenson Racing livery. And as always, Jeff had help from his right-hand guy a Palhegyi Design, Craig Smith, every step of the way.

Buttoned up and race-ready, Jeff’s MT07-DT looks absolutely phenomenal. But since he didn’t build it specifically to race with, we wonder what he has in store for it.

“It’s just some lighting away from being a street tracker,” he quips. “That may be the next step.”

Palhegyi Design | Instagram | Images by Jordan Penchion

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[sikatri]

Love looking at these projects! So full of inspirational ideas!

 

[DaveM]

TURNING JAPANESE: Norton Commando 850 ‘Asohka’ by Mifune Werx.

For the last few years, the only talk about Norton Motorcycles has been about bankruptcy and disgraced former CEO Stuart Garner. But the brand name remains one of the most prestigious in the automotive world and the Commando is still its king. So to customise one, and to do it in a way that the anorak brigade certainly won’t approve of, comes with some trepidation. But as it turns out...

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[DaveM]

From road to track: A look at the Buell SuperTouring 1190

Buell is on a mission. Hot on the heels of the release of their Roland Sands-designed Super Cruiser concept, the American company has just thrown the wraps off the latest iteration of the upcoming Buell SuperTouring 1190. And we have questions.

First teased a year ago, the SuperTouring was originally pitched as a high-speed tourer. But Buell has refined and evolved the concept since, and it’s now being touted as a ‘modular superbike’—or an ‘adaptive motorcycle.’

In plain English, that means that all the bits that make the SuperTouring a tourer, are designed to bolt on and off in minutes. The idea, according to Buell, is to build a bike that can go from street-legal to track ready in less than an hour. Which, although not entirely groundbreaking, is sort of clever.

Motorcycling in the US is more about leisure than transport. So a bike that can do multiple things—like hit the open road one weekend, and the track the next, while also maybe commuting—is a nifty proposition.

On the surface, the SuperTouring looks like a revival of the Buell XB12XT Ulysses. Which is unavoidable, really, given the marque’s inherent design language, and the touring underpinnings of both bikes. On closer inspection though, it’s more akin to a bulked-up 1190SX.

It was designed in collaboration with J. Ruiter—an award-winning industrial designer with a knack for creating left-field motorcycle concepts. You’ve probably seen his blocky, utilitarian Moto Undone and Snoped concepts.

The differences are easy to spot. The SuperTouring features a sturdier subframe, no doubt to support luggage and passengers. It also sports a comfier-looking two-up seat, and removable passenger pegs, luggage racks and hard panniers.

Sitting up front is a pair of LED headlights (a classic Buell touch), wrapped in a modular fairing with varying screen heights on offer. The faux tank covers and side panels look to be largely carried over from the 1190SX—and like on the SX, they’re all made from carbon fiber.

Buell haven’t released too many details yet, but they have confirmed that the SuperTouring’s chassis and engine are the same as those on the 1190SX and Hammerhead 1190. And that tells us a few things.

The 1,190 cc V-twin engine in the 1190SX is good for 185 hp and 137.8 Nm. And while the SuperTouring is likely to feature its own engine tune, we can probably expect numbers in the same ballpark. Compare the SuperTouring to the 1190SX and Hammerhead 1190, and you’ll also spot the same swingarm, wheels, and Buell’s signature perimeter disc brakes.

We can also expect the SuperTouring’s fuel-in-frame chassis to hold the same amount of petrol as its two stablemates; 17 l [4.5 gallons]. That leaves it with slightly shorter legs than some of its competitors, like the Harley-Davidson Pan America (5.6 gal) and the Ducati Multistrada V4 (5.8 gal).

You can’t blame Buell for using an established platform though. They’re still a relatively small company—and developing a new types of bikes on an existing platform is far less expensive than building everything from scratch. But the SuperTouring will probably need a few more tweaks to truly shine.

Given the modular concept at play here, will Buell offer some sort of auxiliary fuel cell to help the SuperTouring go further? And will parts like the foot pegs be adjustable, so that riders can optimize the bike for each riding scenario? Only time will tell.

One thing’s for sure though—Buell is listening. The SuperTouring is only slated for production in 2025, but Buell are showing it off at Daytona Bike Week right now, because they want to know what people think of it. The company’s CEO, Bill Melvin, has stated that customer feedback is central to Buell’s development process.

So if you have an opinion on the SuperTouring, let ’em have it.

Buell Motorcycle | Facebook | Instagram

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[DaveM]

Always awesome: The DicE Magazine x Indian Chief racer

Never perfect, always awesome. It’s a motto often used by Nicolai Sclater, the artist better known as Ornamental Conifer. And it sits perfectly on the side of this bonkers Indian Chief racer.

Dubbed ‘R/T Four Thirteen,’ this eclectic machine is the result of a collaboration between DicE Magazine and Indian Motorcycle, with Noise Cycles, Hindes Design and Ornamental Conifer all laying hands on it. The idea of turning a cruiser into a café racer is a little left-field—and probably ill-advised. But it’s also awesome.

The project kicked off with a brand new, 2022-model Indian Chief Dark Horse, in the hands of DicE co-founder, Dean Micetech, and Scott Jones at Noise Cycles. The bike was stripped down at Scott’s shop, and ideas were sketched out. The original plan was for Scott to handle both design and fabrication—but he unfortunately had to tap out midway through the project for personal reasons.

Changing tack, the team roped in Zach Hindes to take over the next phase. An accomplished fabricator, Zach is one of the founding brothers of Prism Supply Co., and part of the championship-winning NASCAR team, Joe Gibbs Racing. So the bike was in capable hands.

With the bike in the Hindes Design workshop, Dean and Zach started rethinking the build. The idea of mashing together café racer and endurance racer concepts to create a track-focussed V-twin remained, but Zach had some new ideas in mind too. “The form and function of this motorcycle was very important on this build,” he explains.

“Myself and my team at Hindes Design come from a racing background, so we understood the challenge at hand, and approached it with that mindset. We wanted to find the perfect blend between a vintage-inspired track bike and a modern-day sport bike. Something that was timeless, yet handled to its best ability.”

One of Zach’s most ambitious ideas, was to convert the Indian cruiser’s rear end from a twin- to mono-shock setup. To pull this off, he fabricated a new subframe that would also double up as a sturdy support structure for the Chief’s new tail section. Then he machined a bolt-on upper shock mount, to connect an Öhlins shock directly to the main frame.

Next, the OEM swingarm had to be modified and braced to match. The final arrangement looks aggressive and purpose-built—and it’s made a big difference to the Chief’s stance.

Pushing the concept further, Zach fitted a set of 19F/17R race wheels, custom built for the project by Roland Sands Design. Next, a full set of Beringer braking components went on—including an extra disc for the front, which meant modifying the stock forks to mount a second caliper. Dunlop Sportmax Q3+ tires round out the rolling chassis.

As for the motor, the team left the Chief’s stock 116 ci motor alone, opting to upgrade only the intake an exhaust. A new breather went on, along with a custom-built two-into-one stainless steel exhaust system, hand-built by Zach. A Racefit muffler takes care of the soundtrack.

The Chief’s new race-style bodywork is a mixed bag of styles and origins. Zach fabricated the fuel tank himself, drawing heavily on vintage Manx racers for inspiration. The fairing and chunky tail section are 1970s style reproduction items, modified to fit the Indian.

With no immediate need to make the bike street legal, creature comforts were kept to a minimum—or rather, eliminated entirely. There’s nary a light in sight, and the cockpit consists of little more than new clip-ons and grips, and Beringer levers. Heck, there’s not even a seat pad.

Motoary lent a hand with reworking the Chief’s wiring loom, while Roland Sands sent over a set of rear-set mounts to round out the controls. With the fuel tank left raw, the frame done in black and the swingarm coated in white, the project was ready for its final phase; paint.

This is where Ornamental Conifer stepped in, adorning the Indian in his unique brand of lettering and illustration. A master of typography, Nico describes his work as “an exploration into the concept of branding in a post-consumer society.”

“In a world where signage and advertising are no longer required to sell products or drive business, there is a risk that our lives could feel empty, at least aesthetically,” he explains further. “As an artist, I thrive in an urban environment, my work relies on it for inspiration.”

“I love being surrounded by the visual cacophony of advertising and signage but I can’t help imagining, how might it be if the messages we are force-fed daily were messages of social connection, empathy and optimism? How would we, as a society, evolve if this narrative had the same weight and could issue the same impact as major brand messaging carries today?”

That philosophy is splashed all over the Chief, complementing the work that’s gone into it with a hefty dose of unbridled optimism. All that’s left now, is to set it loose on a track.

DicE Magazine | Indian Motorcycle | Images by Thaddeus James, workshop image by Scott G Toepfer

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[DaveM]

Speed Read, March 5, 2023

Two Ducatis lead the charge this weekend; an iconic 1974 Ducati 750SS, and a neo-retro café racer based on the Ducati 996. We also take a look at Harley-Davidson’s stonking new 2,212 cc crate motor, and the new Husqvarna Norden 901 Expedition.

Adam Lindemann’s 1974 Ducati 750SS Picture the scene: It’s Italy in 1972, and you’re sitting in the stands at Imola, waiting for the start of the inaugural Imola 200 road race. Earlier, you saw Fabio Taglioni arrive at the track with a strange bus with glass sides. Inside, behind hand-painted lettering, were seven fully-faired, silver Ducati racing bikes.

Little did you know that this would become one of the most important races in the history of Ducati. Furthermore, those brand new 750cc bevel gear-driven V-Twin desmodromic motorcycles you saw getting unloaded, would go on to become some of the most iconic motorcycles in history.

Two of those very bikes would finish one and two at that race in Imola. First across the line was Paul Smart, followed by his teammate, Bruno Spaggiari. They dominated the race with their silver Ducatis, famously passing the champion Giacomo Agostini on their way to victory.

To celebrate their win, Ducati decided to build 401 homologation specials in 1974, based on the bikes used at Imola. At the time, it was the closest thing to a factory race bike any average Joe could buy (if they had the money). The went on to be known as the ‘Green Frame’ Ducati, due to the remarkable color used to paint the frames.

Along with the history of the model itself, this particular bike has even more providence. This is the personal bike of esteemed art collector and investor, Adam Lindemann. Naturally, being owned by an art connoisseur, this bike has impeccable documentation and has been verified by marque experts. The engine and frame numbers are recorded in all 750SS registries, including the 750 Super Sport Registry by Ian Falloon and Phil Schilling.

The previous owner had the bike for 24 years, and at some point it had a sympathetic restoration which focussed mostly on cosmetics. Most interestingly, this is the only known Green Frame to be exported to Puerto Rico, and it still retains its original license plate from the 1970s. You can’t fake that kind of cool.

Mr Lindemann is well aware of the cool factor—so much so, that this beautiful piece of motorcycling history is being auctioned by Christie’s as part of “ADAM: Works from the Collection of Adam Lindemann.” The only motorcycle in the auction, it’ll be in good company alongside works from Andy Warhol, Jeff Koons, Damien Hirst and more.

Come for the fine art, stay for the motorcycles. If only there were several extra zeros on the end of our bank balance, hey? [Via]

Ducati ‘Euforia’ by Luca Pagani Luca Pagani is an Italian designer who teaches clay modeling at Istituto Europeo di Design (IED) in Torino. So he’s the kind of guy who can take an idea that’s spinning around in his head, and bring it to life.

That’s how this neo-retro Ducati café racer came to be. It started as a simple sketch, which Luca then translated into a digital render. From there, he tested his design over a number of donor bikes, to figure out which would be best suited.

Naturally, the Italian designer settled on a Ducati. More specifically, the rolling chassis from a Ducati 996. Matching it the motor from a Ducati Multistrada 1000DS, Luca started designing the bike’s new bodywork.

For obvious reasons, Luca first brought his dream to life in clay. Once he was happy, molds were taken and the bodywork was made in its final form.

The fairing is hands down the best part of the bike. It’s immaculate, all the way down to the side winglets, and the embedded LED headlight that matches the bike’s modern classic vibe. Ingenious pieces of bodywork tie the fairing to the tank in a way that only a master designer could have managed.

The fuel tank is organic, yet sporty, and almost looks like it was shaped by the wind itself. The red leather seat flows effortlessly into the rear of the bike, ending in a slight ducktail that surely has Kawasaki designers picking up their jaws. Painted in root beer bronze, red and black, the finished bodywork is flawless.

Under the rear end is a two-into-two stainless steel exhaust, courtesy of FF by Fresco. Snaking its way around the engine and up under the seat, it’s yet another drop-dead gorgeous component.

If you like what you see then you’re in luck. You can order your own ‘Euforia’ from Luca—either in the spec you see here, or based on a Ducati Monster 937. We wouldn’t change a thing. [Via]

Harley-Davidson Screamin’ Eagle 135 Stage IV Performance Crate Engine If you’ve got a 2021 or newer touring model Harley, and have always wanted more power, you’re not alone. For well over a century, Harley has been making large-displacement, over-engineered (ignoring the AMF years), under-stressed engines. There’s a reason Harley Davidson doesn’t shout their power figures from the rooftops; their engines are more about monstrous, usable torque and ridability. Until now.

Feast your eyes on the Harley Davidson Screamin’ Eagle 135 Stage IV Performance Crate Engine. The new donk delivers 194 Nm of torque at 3,500 rpm and 130 hp at 5,500 rpm, at the rear wheel. For reference, The Motor Co.’s Milwaukee-Eight 114 engine puts out 115 Nm and 94 hp, while the bigger 117 that powers its premium tourers makes 168 Nm and 102 hp.

H-D is really leaning into the “there’s no replacement for displacement” saying with this one. The Stage IV engine packs a whopping 2,212 cc of room to make explosions with.

Developed in partnership with the MotoAmerica Mission King of the Baggers road racing series, the new engine has a 68 mm throttle body matched to a CNC intake manifold. The heads have been ported to go with the high-lift camshaft and high performance valve springs. High-capacity fuel injectors feed dino-juice to the forged pistons, with a 10.7:1 compression ratio.

The Screamin’ Eagle 135ci Stage IV Performance Crate Engine can be bolted into in an original 2021 (or later) Harley-Davidson Touring bike. No special fabrication or engine-mount relocations are required, and the engine is also backed by a two year warranty.

All this (and more) can be yours for just $7,999.95. That might sound expensive—but can you really put a price on freedom? [Harley-Davidson]

Husqvarna Norden 901 Expedition Adventure bikes aren’t typically the prettiest things, but the Husqvarna Norden 901 bucks that trend. The tidy Scandinavian styling makes a strong statement, especially considering it is draped artfully over what is essentially a KTM 890 Adventure.

This week, Husqvarna announced this: the Norden 901 Expedition. Essentially an upgraded version of the base-model Norden, it adds better suspension and a smorgasbord of touring-friendly bits.

Up front are a new set of fully adjustable WP XPLOR forks, with suspension travel bumped up to 240 mm (20 mm more than the standard model). A taller, touring-style windshield has been added, along with heated grips for those colder months.

The Expedition boasts a larger, thicker skid plate compared to the standard model too. Along with offering more protection for the engine and tank, it also makes one hell of a visual statement (and will look fantastic when it’s covered in mud).

For easy chain and tyre maintenance, Husky has fitted a centre stand to the Expedition model, improving the convenience factor. It also comes standard with a set of soft panniers and mounting hardware. Lucky owners get 36 liters of storage space, which is perfect for day trips and overnighters.

For tech-minded riders, the Expedition also comes with a Husqvarna Connectivity Unit. This provides Turn-by-Turn+ navigation, call functions and music selection from the rider’s smartphone. And it wears its own unique paint job too—a combination of metallic blue and white that makes the stock Norden look a touch pedestrian by comparison. [Husqvarna Motorcycles]

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[DaveM]

RIDE IN PEACE: Yamaha XS650 by JM Customs.

A motorcycle can simply be a bunch of bits or take on a value that can’t be expressed in monetary terms, only sentiment. It doesn’t matter whether it’s a limited-run Ducati or a Honda Cub, some bikes have a deeper meaning, usually because of a special someone who was riding that steed – infusing it with a special significance. For Collas, this Yamaha XS650 is that bike, because it was owned and...

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