Custom Motorcycle Builds

[DaveM]

DREAMSICLE: 1973 Honda CT90 by Shop Girl.

The music world is full of one-hit wonders that blew us away with their debut release and then slowly vanished amongst a following pile of stinkers. So it seems to me that you either want a follow-up as ground breaking as Nirvana’s Nevermind or go full punk rock and be like the Sex Pistols and just call it quits. Thankfully one of our scene’s most promising young talents has followed in the...

Source

 

[DaveM]

Exif Picks: Mecum Glendale 2023 Auction

Big auto auctions are good at a few things, namely presentation and drumming up some serious dream machines. But in the case of the upcoming Mecum Glendale, Arizona, auction (March 28 to April 1), we felt there were a few fantastic bikes that didn’t receive due credit. Either underrepresented, or a bit inaccurate, it was our duty to give these rides their time in the spotlight.

1987 Honda VFR400 NC24 If you were a fan of sportbike racing in the late 1980s, you probably knew, and longed for, Honda’s VFR750R RC30. With multiple Sportbike World Championship titles, Grand Prix victories and a lap record at the Nürburgring’s Nordschleife loop, the RC30 had more than proven its mettle, even into the early 1990s. Expensive and built in limited numbers, the RC30 wasn’t the most practical street machine for everyone. Honda had a solution for the motorsport masses, though, in the form of the scaled-down VFR400.

Honda unveiled the NC21 VFR in 1986, powered by a 399 cc, 16-valve V4 built in the spirit of the RC30. The bike was designed primarily for the Japanese market, where the sub-400 cc engine skirted tougher licensing regulations for higher cc bikes. But don’t let that statistic fool you, as the VFR400 has plenty of bite to match its bark.

The 90-degree V4 is good for 59 hp at 14,000 rpm (in the NC24 version), and its valvetrain is operated by straight-cut gears that produce a significant whine throughout the rev range. Honda also went to great lengths to incorporate all the 750’s attitude into the VFR400, utilizing similar geometry that placed the rider right over the top of the 17-inch front wheel. Clip-on bars, rearsets and minimal upholstery meant that you rode it like a proper sports bike, and huge dual-discs up front provided confidence in the bends.

Out back, Honda incorporated a single-sided “Pro-Arm” swingarm, making it one of the first companies to do so in a production bike. The rear wheel was affixed with four bolts (sometimes hidden by a plastic cover), and the exhausts were routed high to avoid obstructing the eight-spoke cast wheel. Mecum’s Lot W7 looks to be a very original, rider-quality NC24 VFR with just over 36,000 miles on the clock. This gray-market example is a rare sight in the United States, and its hammer price will certainly outpace your average 400 cc bike of the day.

1978 Harley-Davidson MX250 It’s no stretch to say that Harley-Davidson has characteristically been set in its ways, but that wasn’t always the case. Back in the 1970s, dozens of small cc bikes carried the HD nameplate from the acquisition of Italian Aermacchi, and snowmobiles hit the trails wearing AMF-HD decals. Attempting to cash in on the booming motocross scene, Harley-Davidson poured a hefty investment into an all-out 250 cc motocrosser for 1978, dubbed the MX250.

Like any other two-stroke HD of the era, Aermacchi was tasked with the construction of the MX250, but it proved to be an uphill battle. Initial attempts in 1976 resulted in a clumsy looking bike, with an underpowered engine and a set of modified forks grafted onto the rear swingarm. Harley and Aermacchi returned to the drawing board with motocrosser Rocket Rex Staten on board to improve the program, resulting in the new ’78 MX250.

Looking like a much more serious contender, the new MX utilized a more powerful, 242 cc Aermacchi engine with a 38 mm DellOrto carburetor — good for 32 hp. The previous rear suspension was ditched in favor of more conventional remote reservoir shocks in the rear, and KYB forks boasted 9 inches of travel up front. A lightweight aluminum fuel tank was held on with a leather strap, and the chassis was reinforced throughout.

The all-new Harley-Davidson MX250 was good, but unfortunately not all that good. Your 32 hp allegedly came on like a lightswitch between 7,000 and 9,000 rpm, making it a bit unwieldy, and it was heavier and more expensive than Japan’s competitive 250s. Even with a team of factory-sponsored pros on board, the MX250 failed to perform, and Harley abandoned its motocross dreams (and Aermacchi all together) after 1978. Just 900 MX250s were built for the ’78 model year, and rumor is that many went unsold.

While it wasn’t a win on paper (or on the podium), the MX250 is cool in my book for what it could have been, and its flashy ’70s MX looks. Mecum’s Lot W264 is said to be a ground-up restored example using NOS parts, and is probably one of the nicest out there. Barring any unforeseen issues, this one’s probably worth north of $7,000 today.

1948 Indian Chief An early Indian Chief is one of those bikes that totally defies brand loyalties. Stunning art deco influence shines through in its flowing bodywork and enveloping fenders, and chrome features abound. But as much as the 1948 Chief exudes American excess, the marque and model were in decline.

Despite numerous attempts at military contracts, Indian emerged from World War II with comparatively little to show for its efforts. Changes in leadership followed, and the Chief was the company’s only offering for a couple years. The Chief was dropped from Indian’s lineup for 1949 in favor of smaller, more affordable offerings, before making a brief comeback from 1950 to 1953.

Examining a late ’40 Indian Chief from tip to tail, it’s difficult to fathom the company’s financial struggles. Enveloping finders and bodywork outclassed its competition, along with all the chromework, lighting and road-going features you could ask for. Throw a leg over the Chief, and you were met with a large sprung saddle, graceful right-hand tank shift, full floorboards and a girder front end. And until Harley-Davidson unveiled the Panhead in 1948, the Chief’s 74 ci twin was good for the same 40 hp as the Knucklehead, and the Chief boasted a sprung plunger rear end over the HD’s rigid.

Maybe the Chief wasn’t prepared for things to come, as Harley’s ’48 Panhead would adopt telescoping front forks and another 10 hp. But these days the Indian Chief is as cool as it gets, and an instant “in” anywhere. A crown jewel fit for any collection, Mecum’s Lot T12 is a beautifully restored example with a numbers-matching engine and stunning two-tone paintwork.

1986 Suzuki GSX-R 1100 Skoal Bandit There’s a grin-inducing effect that happens when you apply liquor and tobacco sponsorships to a ’80s speed machine — and that’s no Skoal reference. This 1986 GSX-R 1100 pays tribute to one of the most iconic Suzuki Grand Prix liveries of the era — the Skoal Bandit.

When it comes to two wheels, the Skoal livery is most often associated with the Heron Suzuki team in 1985 and 1986. And while the team didn’t triumph over the other manufacturers in championship standings, the Skoal bandit was worth celebrating, and a limited number of Suzukis left showroom floors graced by the Bandit’s signature green and white. These bikes are very sought after today, commanding prices north of $50,000 in some instances.

The appearance of this 1986 Suzuki GSX-R 1100 was transformed over a two year period into a faithful Bandit tribute you see today, along with tasteful performance mods from Yoshimura, Öhlins and Tokico. Most notable is the livery, hand-painted by Scott Johnson in Skoal team style. This GSX-R 1100 is offered by Mecum as Lot T16, if you can swallow the off-highway use title. [Photos Courtesy of Mecum Auctions, Inc.]

Continue reading...

 

[DaveM]

TRACK RECORD: KC900 Ironhead Street Tracker by Kully Co.

Flat Track racing has played a huge role in Kully Millage’s life. As a kid, he spent his days at the track learning the skills to race and what it takes to build a competitive race bike. During his high school years, he took an interest in fabrication and used the skills he learnt to build his first custom motorcycle. It wasn’t long before Kully’s first custom was joined by several more and people...

Source

 

[DaveM]

Lakeside Racer: A Sportster inspired by the Riva Aquarama

If you’re a classic watercraft aficionado, this custom Harley-Davidson Sportster should feel familiar to you. That’s because it’s modeled after one of the most exquisite and unique boats ever built: the Lamborghini Riva Aquarama.

The storied Italian boat maker Riva started out building ferries, and has since graduated to super yachts. But they’re best known for their classic wooden boats—specifically, the iconic Aquarama, in production from 1962 to 1996. One of the most notable Aquarama boats, is the one that Riva built in 1968 for Ferruccio Lamborghini.

The legend goes that Sig. Lamborghini ordered an Aquarama for himself, but wasn’t too keen on the American-made V8 engines that powered it. So he supplied Riva with a pair of V12 Lamborghini power plants, as used in the Lamborghini 350 GT. Thus, the fastest Aquarama ever was built.

It’s a story that Matteo Fustinoni at Hazard Motorcycles knows very well. He grew up on Lago d’Iseo—the home of Riva boat works—and recalls time spent on a family friend’s own Aquarama as a kid. So he’s built this Sportster as a tribute to Ferruccio Lamborghini’s special order Riva.

The homage goes a lot deeper than just the bike’s livery and trim. Matteo’s paid his respects to the Lamborghini Aquarama in myriad ways, with many details that you’d easy miss on the first pass.

For starters, he went to the trouble of rotating the ironhead motor’s front cylinder by 180 degrees. Why? So that he could install two Weber carbs—just like the ones found in the Lamborghini Aquarama.

The engine also features hot cams, S&S Cycle pistons and a modified Morris magneto. And it’s fitted with a Pingel electric gearshift kit; gear shifts are now handled by a pair of buttons on the handlebars. Exhaust gases exit via a pair of scarily short pipes.

The Harley’s overall layout recalls that specific boat’s most distinguishing feature: its speed. Matteo went for a drag bike silhouette, starting with a hand-built, stretched-out rigid frame. A shortened aftermarket springer fork does duty up front, gripping the 18” front wheel (and drum brake) from a Laverda 750.

Out back, a MH Racemaster drag slick wraps around a solid 16” wheel. Keen eyes will spot a disc brake caliper here too, alongside the bike’s foot pegs.

At the opposite end, vintage Tomaselli Matador levers are fitted to clip-on bars, with a single Jaeger tacho sitting front and center. But what the rider is more likely to stare at while aboard this magnificent machine, is the alluring fuel tank design.

It’s the work of Andrea Pozzoli, who was roped in to handle all the metal-shaping jobs on the project. Andrea fabricated the split fuel and oil tanks, and the Harley’s generous front fairing. Then master cabinetmaker, Davide Aresi, added a generous helping of rich mahogany to the build.

But it’s the overall color scheme that really drives the point home. Ivan Motta handled the paint, delicately balancing the original Riva’s white and blue tones. The engine was finished in the same blue as the engines in the Lamborghini Aquarama, while Luca Ronzoni upholstered the seat using original Riva materials.

Marvel at the finer touches—like the polished drillium bits, the contrasting fins on the outside of the engine, and the tiny carved winglets that pop up in various places. It’s a clear sign that this project was close to Matteo’s heart.

Considering that the Aquarama is widely considered the most beautiful runabout ever made, building a motorcycle as a tribute to it is a bold move—but it’s a move that’s certainly paid off.

Bravo, Matteo!

Hazard Motorcycles | Instagram | Images by Daniele Grassi

Continue reading...

 

[DaveM]

Game Changer: Retrorides launches an electric scrambler

Retrorides By Lourenço is well-known in custom BMW K-series circles. The Brazilian workshop has built some of the sharpest K-series café racers around, and even written a literal book on how to do it. Now, they’re looking to establish themselves in a whole new niche.

After 30 years of customizing petrol-powered motorcycles, Retrorides By Lourenço is launching its own small production electric motorcycle company. And their first offering looks pretty damn good.

Based in a town a couple of hours away from São Paulo, Retrorides is run by Gustavo and Rodrigo Lourenço, and their father José. “We always had the dream of having our own brand of motorcycles,” says Gustavo.

“But with internal combustion engines this was not possible for a small company like ours, due to the complexity of the parts and mainly due to the cost of building a combustion engine. With the advancement of technology and the arrival of electric motors, this dream became possible.”

“We wanted to fill a gap in the electric motorcycle industry. We were tired of seeing electric bikes either look like MegaBeast Investigator Juspion’s bike, or dull. We believe that electric motorcycles can indeed have the DNA of custom motorcycles, combined with performance and cutting-edge technology, but without losing personality and style.”

Retrorides’ new company is called RTR Electric Motorcycles, and this is the RTR 799e. Sitting somewhere between a neo-retro scrambler and a modern supermoto, the 799e will be built-to-order in Brazil, with a range of customization options available to buyers.

“The initial idea was for the bike to have the Retrorides DNA (custom motorcycle style), so we decided that this bike had to be a scrambler,” says Gustavo. “The style is very versatile for urban use, and allows for a super comfortable riding position.”

“With the opportunity for customization, we can preserve the spirit of ‘crafted by hand,’ while using new technologies to increase safety. We also believe that our motorcycles should be built with noble materials that do not harm the environment—so our bikes are built to last and designed to be upgradable.”

Rather than adapt an existing internal combustion bike platform to run with an electric drivetrain, Retrorides designed the 799e from scratch. The process involved a substantial amount of 3D design—including digital simulations to make sure the bike would function correctly in the real world.

“The engineering of electric motorcycles is completely different. There is no vibration, and we can change the center of gravity, among many other concepts that are different,” Gustavo adds.

The first big decision was whether the bike should have a ‘fuel tank’ or not. It’s a common argument: does it make sense to have a tank on a bike that doesn’t carry fuel, or does a tank serve a purpose beyond aesthetics?

In the end, the team decided that they’d only add one if it added to the bike’s overall practicality. So they built a seven liter glove compartment, big enough to carry a few essentials, or squeeze a rain suit into in a pinch. It, along with almost everything else on the 799e, was shaped out of aluminum.

Retrorides built the tubular steel frame and swingarm too. It’s an elegant design, with the upper frame rails hugging the ‘fuel tank,’ and the lower bits wrapping around the battery box. The battery is further protected by two custom-made guards—integrated with the bike’s sump guard, they’re covered in a military-grade anti-scratch coating.

Attached to the chassis are a set of Showa forks, with 17” wheels wrapped in Pirelli MT60RS tires. Retrorides have specced the 799e with disc brakes, with a regenerative braking system built in.

The bike’s powered by an 8 kW hub motor, with a 72 volt / 60 Ah battery. Early numbers point to a top speed of 127 km/h [79 mph], a 120 km [75 mile] range, and a five-hour charge time. The motor can be pushed to 12 kW via a boost button; Retrorides calls it ‘Road Runner Mode.’

All the bits in-between—like the motor mounts, yokes, levers, mirrors and foot pegs, were CNC-machined from aluminum. The bike features all the requisite LED lighting, and the seat is covered in a weatherproof synthetic leather.

Aiming to go into production in December, Retrorides—or, rather, RTR Motorcycles—are currently looking for investors, while working on homologation in Brazil, the USA and Europe. They’re also testing and tweaking the 799e as they go, by trying out different motors and setups.

Once it’s ready, RTR Motorcycles’ website will include a bike configurator, allowing customers to customize their build with different colors, seat materials, tires, headlights, and side cover options.

Gustavo praises the bike’s torquey feel and the fun of riding through the countryside silently. But what’s really struck him, is the feedback from others.

“We have already broken a lot of prejudices with this bike,” he says. “I must confess that many bearded men in leather vests who have ridden this bike have returned with a smile on their faces and asked about the price!”

RTR Motorcycles | Instagram

Continue reading...

 

[DaveM]

Speed Read, March 26, 2023

We’ve got two very different Triumph Thruxton customs on the menu this week. One is a liquid-cooled supercharged brute, and the other a fully-faired air-cooled café racer. A tidy Yamaha Scorpio scrambler, and a skinny Harley FXD, fill the spaces in-between.

Supercharged Triumph Thruxton 1200R by Tamarit Motorcycles We’ve never thought of the Triumph Thruxton 1200R as underpowered. In fact, it’s one of the more powerful modern café racers you can walk into a showroom and buy today. But when Tamarit Motorcycles set out to create their 95th custom Triumph, they wanted something a little…more. And by ‘a little’ we actually mean ‘a lot.’

This is their latest custom Thruxton 1200R, and to be honest, from the left-hand side it looks like one of their more understated builds. It would be, if it weren’t for the huge TTS Performance supercharger bolted to the right-hand side of the engine. It’s added 60 buff horses to the Thruxton—so this 1200 now produces 160 hp. Giddy up.

Tubeless (and very flashy) Kineo spoked wheels were fitted, as was a whole suite of Motogadget electronics. The headlight is especially trick—it has a gyroscopic sensor inside and lights up the edge of the road as you lean.

The Thruxton’s clip-ons were swapped out in favor of a flat handlebar, and the factory tank was painted in a beautiful silver color. The tank proudly wears the Tamarit badge, and the engine side covers have been replaced with custom ‘San Jorge 95’ badges, which is the name of the bike.

The Zard exhaust is new, as is the whole centre section of the motorcycle. A custom airbox sits beneath the custom seat, which is stitched by hand in tan leather. We love the way the seat extends onto the tank and how the leather tank strap matches the seat. Very classy, indeed.

The bike has already been shipped off to its new owner in Texas, USA. This kind of thing lights our fire—so if someone would be as kind as to get in touch with Tamarit to build another, we’d appreciate it greatly. [More]

Yamaha Scorpio by Deus Bali We couldn’t quite figure out what this custom scrambler started life as when we first saw it. Believe it or not, this was a Yamaha Scorpio—a 225 cc commuter bike, popular in Australasia.

Owned by the manager of Deus ex Machina’s Bali outpost, this tower of power has been ridden every day for the last 10 years. The Deus team thought it was time to refresh the daily rider, so they promptly ripped into it—again. For the fifth time.

Deus Bali set out to breathe new life into the tired Scorpio, so they started by completely rebuilding the engine. No horses were left behind, especially thanks to the larger 30 mm Uma Racing PWK carb and appropriately oversized K&N air filter.

A new exhaust header was built from stainless steel, further increasing the already sky-high power figures. That supercharged Thruxton has nothin’ on this.

41 mm forks from another Yamaha bike were grafted on, as were the top and bottom fork yolks. A set of ProTaper handlebars were bolted on and finished with new grips and switches. An oversized LED headlight takes care of lighting duties, with a set of barely perceptible, but overly bright Kellerman Atto Dark turn signals fitted.

The bolt-on subframe is all-new too, and it really shows off the rear end. The alloy swingarm was donated by a Yamaha YZ250, and a box was built under the seat to house the battery and electronics. The tail light is especially nice and was custom-made by the Bengkel Boys themselves in the Deus Bali workshop.

Rossi rims and stainless spokes were laced to the factory hubs and then shod with Shinko SR428 dual-sport rubber. A pair of hand-made aluminum fenders round out the build.

Painted in metallic red paint, the custom tank was finished off with the Deus ‘Pistons-O-Power’ logo—a worthy stamp of approval from the Deus Bali head honcho himself. We love it. [More]

Triumph Thruxton by iT ROCKS!BIKES It’s big, it’s blue, and, despite its name, it’s still rocking a good old fashioned internal combustion engine. Dubbed ‘Lithium’ by its creators, this café racer is the latest build from Portugal’s iT ROCKS!BIKES.

The iT ROCKS!BIKES proprietors—Osvaldo, Ana and Luis—were approached by a customer with a request to build them a 70s-inspired Triumph endurance racer. Knowing a thing or two about building svelte, monocoque-bodied motorcycles, this wasn’t going to be a problem for the IRB team.

To make it even easier, the client specified only the classic Porsche blue color—leaving the rest of the decisions in the hands of the makers.

An air-cooled 2006-model Triumph Thruxton was put under the knife, and transformed into the fully-faired café racer you see here. Using designs that Ana penned, the team cut the back end down, then fabricated a custom mounting frame for the front.

This is what carries the beautiful classic full fairing, which was also made by hand, from steel. The stacked headlight is the only modern touch on the fairing, but we absolutely adore it. The one-piece tank and seat unit was also crafted by hand, as were the side covers.

Kineo wheels make another appearance in this week’s Speed Read, with ITB fitting a set to this Thruxton. The forks are from a Yamaha R1, and the rear shocks were swapped out for a pair of fully adjustable Bitubo units. The parts spec includes LSL clip-ons and rear-sets, and a Motogadget Chronoclassic speedometer.

Finished in classic Porsche blue, white and silver paint, with black leather on the seat, the iT ROCKS!BIKES trio has nailed the brief on yet another outstanding build. We bet the client is one happy chap. [Via]

Harley Davidson FXD by K-Speed It seems that every bike that rolls into, and then out of, the K-Speed workshop is a perfect 10. Based in Bangkok, Thailand, K-Speed has been banging out bangers since 2002—and they’re not showing any signs of slowing down.

This custom 2002-model Harley Davidson FXD Dyna Super Glide is the personal ride of K-Speed boss Eak. Nicknamed ‘Silver Sting’ (possibly because it’s long, narrow and pointy), Eak set out to create a vintage-inspired custom of yore. Suffice it to say, he and his crew have done a fantastic job.

The highlight of the build is the custom bodywork. Made from aluminum, the new tank and fender do a great job of slimming down the chunky American chop. K-Speed wanted to make the big Harley look skinnier and easier to use, and the bodywork was just the beginning.

The front end has been put on a diet too, and now rocks a classic front tire in front of a single bottom-mount headlight.

The swooping handlebars are new, as are the grips and controls. The front indicators are mounted low on the frame down tubes, right next to a Moon Equipment fuel container for emergency fuel top-ups (because whoa, that’s a small tank).

Moving rearwards, a new seat from K-Speed’s Diablo range of parts was fitted, along with new indicators and rear shocks. A side-mount numberplate and tail light bracket were added too, to keep the new rear fender clear of clutter.

The engine remained stock but was treated to a new set of exhaust headers. What they lack in length, they undoubtedly make up for in volume. Just Harley things, you know?

It’s gloriously simple, but cool as heck. It’s good to be the boss, hey Eak? [K-Speed | Images by Hipmotography]

Continue reading...

 

[DaveM]

CREAM OF THE CROP: Triumph Thruxton R by A&J Cycles.

A large, modern motorcycle dealership, that sells a huge variety of brands is one of my favourite places to go on a weekend, just to window shop and dream. But when you’re faced with the choice of slapping down your cash for just one machine, the incredible choice offered these days makes it a daunting task. Some bikes are quick but are brutal on the back, others look cool but don’t have the power...

Source

 

[DaveM]

BOTT Bruiser: A 1983 Harley XR1000 on auction at Mecum

A Harley-Davidson with sport bike goodies either trips your trigger or crosses your wires, but in our case, it’s almost always the former. If it’s done right, there’s something plain badass about a Milwaukee missile that looks like 100 mph standing still, all without losing its leaky old iron character.

In terms of doing it right, it’s impossible to argue with this 1983 Harley-Davidson XR1000 with competition history in the Battle of the Twins. This rare racer is set to go across the block this week, as part of the Mecum Glendale auction.

Getting up to speed on this XR1000, you have to go all the way back to Harley’s sensational XR750 flat tracker, arguably one of the most successful race bikes ever built. After Harley worked the bugs out of the engine in 72, the XR750 was a dominant force in flat track racing for decades. The H-D loyal watched guys like Mert Lawill slide around the oval, and Evil Knievel launch over buses, and they couldn’t help but want a piece of the action.

While the majority of Harley’s resources were tied up in the construction of the upcoming Evolution engine, Harley’s skunkworks started modifying a regular 1000 cc XL Sportster to incorporate a bit of the XR750 flavor enthusiasts craved. The result was the 1983 XR1000.

In practice, it was little more than a XL Sportster with XR750-style cylinder heads, twin Dell’Orto carburetors and high-mounted pipes on the B-side. An XR750 for the street in theory, the XR1000 really shined on the big banks in the Battle of the Twins.

The series was born in the 1980s as a response to the increasing dominance of four-cylinders in sportbike racing, giving large displacement, air-cooled British, European and American bikes solace on pavement. Harley’s entries were the new XR1000 on paper, but could be more aptly described as overbored versions of the XRTT road racing bike.

The most successful of these entries was an unlikely hero known as Lucifer’s Hammer. After going up in flames at Daytona in 1973, the factory road racer was put into storage for 10 years before being reworked to race in the Battle of the Twins. Despite having little to no experience on pavement, flat track racer Gene Church piloted Lucifer’s Hammer to three Battle of the Twins championships.

In an iconic exchange, the Ducati factory team congratulated Church for hitting 156 mph at Daytona in 1986, but Church simply responded that something was up with one of the carburetors. Sounds like fancy talk—that is until they fixed the issue and topped 170 mph.

Lucifer’s Hammer is a well-documented machine, but the XR1000 offered here at Mecum’s Glendale auction is a bit more of a mystery. Mecum details that the bike was raced in the Battle of the Twins from 1983 to 1986, with Rick Ranno piloting. From there, it was sold to Sweden and raced by champion ice racer Posa Serenius at Linöping in 2007. Compared to the one period photo we were able to dig up, we’re assuming the bike has since been restored to Ranno’s V-Twins Cycle Shop livery.

Back in 2019, Mecum sold the Ranno XR for a paltry $6,600. For that kind of money, we should all be raising our paddles. [Via Mecum Auctions]

Continue reading...

 

[DaveM]

Back to basics: A Harley Fat Bob in Rough Crafts’ signature style

“Fender and Firestone police, here I come,” Winston Yeh quips, as we discuss the latest custom motorcycle to roll out of the house of Rough Crafts. Based on a 2020 Harley-Davidson Fat Bob 107, it’s a stripped-down, low-slung bobber, swathed in typical Rough Crafts finishes. And yes, it has no front fender and it wears sawtooth treads (although they’re from Duro, not Firestone).

Winston’s fully aware that his stylistic choices might irk some of our readers, but he’s unfazed. This is a special build for him; a throwback to his earlier work, and the realization of an idea that’s been marinating in his mind for the better part of a decade.

This custom Fat Bob traces its roots back to ‘Graphite Speedster’—a Harley Softail that bagged Rough Crafts a fourth place finish in the freestyle class at the AMD World Championships, back in 2014. “The bike was toured around the world and got numerous awards at different shows,” Winston tells us.

“It was well-loved, and I had many requests to build another. But due to the nature of the ‘freestyle’ class, it had an experimental billet top frame with built-in suspension, dual front heads, dual FCR carbs and more. All of those unconventional parts make it a difficult bike to maintain for your average customer.”

“I’ve been thinking about making a more ‘user friendly’ version of it for years, since I loved those lines so much. So when a customer came in with a love of our bobbers, but with an open brief, I immediately knew it was my chance to make it happen.”

One of Winston’s favorite things about Harley’s newer Milwaukee-Eight Softail, is how well its frame suits traditional bobber styling. Once this one had shed its bodywork and bolt-on rear fender struts, the build was already off to a stellar start. Winston kept the stock swingarm, but upgraded the rear shock with a new unit from Progressive Suspension.

The front-end was a different story altogether. “I’ve always liked springer forks,” Winston says, “but the old ones ride like ; all spring and no damper.”

To solve this problem, he reached out to long-time Rough Crafts supporter, Rebuffini. “They’re such an amazing company,” he adds. “They have a full billet springer fork that looks super retro, but includes two custom-ordered Öhlins shocks. It rides super smooth—like any modern bike.”

The wheels are from Roland Sands Design, measuring 4.25×18” at the front, and 5.00×16” at the rear. Take a closer look, and you’ll spot Beringer’s absolutely bonkers Aerotec 4D braking system at both ends. With this setup, each caliper grips two discs—so this Harley is stopped by no less than six brake discs.

Beringer is another long-time Rough Crafts supporter, which is why the brake calipers are adorned with Rough Crafts branding. If there’s a more badass-looking brake system for a spring-equipped Harley bobber out there, we don’t know about it.

With the major stuff out the way, everything else started falling into place in typical Rough Crafts fashion. The Fat Bob’s new fuel tank is actually a RC production part designed for the Sportster. It was modified heavily to fit the Softail, and topped off with a billet aluminum gas cap from Winston’s own catalog.

The bobbed seat came from BT Choppers in Poland, along with a blank-off kit for the area underneath it; the upholstery was added locally. A low profile rear fender rounds out the minimal bodywork.

Most of the finishing kit on this svelte bobber is either from the Rough Crafts aftermarket catalog, or from some of Winston’s favorite companies. The cockpit wears a set of RC risers, designed with a top clamp that’s designed to accommodate the small digital speedo from the H-D Street Bob. But on this bike, it holds a matching Koso unit instead.

The bars are RC’s signature ‘Fighter’ design, fitted with plug-and-play switches from Rebuffini. The grips, foot controls, cam cover, rocker arm cover and intake are all parts from a collaboration between Rough Crafts and Arlen Ness. And the turn signals and taillights are Rough Crafts x Koso items.

The engine’s dressed with a Rebuffini hydraulic clutch housing and a Performance Machine clutch cover. It also wears brass push rod tubes, and an obnoxiously short two-into-one exhaust, done in the same style as the Graphite Speedster’s.

As always, Winston created this machine via a carefully curated network of master craftsmen. Rover Works Custom Paint handled the livery, over forged carbon inlays that were done by SFC Simon Fiber Craft. 2 Abnormal Sides made the push rod collars and tank badges, while CT-Garage handled the final assembly.

Dubbed ‘Miltown Moonshine’ as a tribute to The Motor Co.’s hometown, the final product is as perfectly proportioned as it is well judged… just as we’ve come to expect from Winston. It’s a quintessential back-to-basics Rough Crafts build, but also shows just how far the shop has come in the last decade.

And if you’d like to see it in person, just book a flight to Taipei City, Taiwan for this weekend. There, Winston will be showing it off as part of Rough Crafts’ first official Speed & Craft custom bike show.

Rough Crafts | Facebook | Instagram | Photos by JL Photography

Continue reading...

 

[DaveM]

ANALOGICA: Moto Guzzi SP1000 by Officine Rossopuro.

The beautiful Italian seaside city of Pescara is the birthplace of some of the country’s great artists, from incredible poets to the enigmatic writing partner of Fellini, Ennio Flaiano. But it’s time we call on the old Roman city situated on the Adriatic Coast to add a new name to its honour roll, that of custom bike builder extraordinaire, Filippo Barbacane. In his small workshop located just a...

Source

 

[DaveM]

Off the Wall: A BMX-style motorcycle with a Ducati engine

Elbert Hubbard said “If you don’t wish to be criticized, say nothing, do nothing, be nothing.” For Vitaly Selyukov, owner of Balamutti Workshop, this came as more of a challenge than anything else; say something, do something, be something, and welcome the inevitable criticism that comes with it.

And if you know criticism is coming anyway, why play by anyone else’s rules? You might as well go as weird and as wild as you want. Like, say, building a custom BMX-style motorcycle with a Ducati Pantah engine.

This wild Ducati/BMX hybrid took Balamutti over three years to complete. A complex mish-mash of Ducati parts, handmade, and repurposed components, it will have even the most storied custom-bike experts scratching their heads. But there is method to Vitaly’s madness.

He claims the bike is actually the perfect bike for a “relaxing ride,” with its light weight and what he calls an “unobtrusive appearance.”

The build is named ‘Malavita’ (Italian for ‘Underworld’), and is based entirely around what was once a Ducati Pantah engine. ‘Was once,’ because this power plant has gone through a rather extreme transformation. The vertical cylinder was removed, and the remaining cylinder was over-bored, converting the L-twin to a 426 cc single.

The six-speed transmission was converted to a dry five-speed with an automatic clutch as well, using the input shaft from a Monster 600 and the output shaft off of a Hypermotard 1100. Lastly, an oil cooler was mounted to the front of the engine to help maintain a low running temp.

The welded trapezoidal frame is inspired by BMX bikes, with the engine hung on a couple of small mounts on the main frame. The one-sided dual-fork setup is arguably the most staggering design detail on Malavita. It was designed and fabricated in-house using Marzocchi components, while carbon brake parts were used to save weight.

Out back, a single-sided swingarm was borrowed from a Hypermotard 1100, and hooked up to a Penske mono-shock. The handlebars were made in-house, and the bicycle seat was taken from a roughly 70-year old pedal bike, completing the minimalist BMX aesthetic.

The front wheel is spoked, laced up by Balamutti, while the rear was taken from a Ducati 916 and fitted with Pirelli MT60 rubber. Finally, the frame, wheels, and small details were painted this unique fresh shade of green.

Malavita was clearly one builder’s vision, and as one builder’s vision, that builder can do whatever he wants with it—even if that means turning the whole bike into a rolling Scotch dispenser. No, the filler cap toward the front of the bike, and the fuel tap below the seat, are not for gas. They’re for fine Scottish malt—Vitaly’s favorite.

Fuel is actually held in a custom-made 7 liter tank, hidden inside the boxy dual-exit muffler that’s tucked under the bike. The Lithium-ion battery sits in there too, but don’t worry—the muffler’s a fake. Look closely, and you’ll see the actual exhaust exiting just in front of it.

When making something for yourself, criticism doesn’t really matter. You want to make a weirdo super-light, ultra-quick BMX motorcycle? Do it. Want it to spew Scotch? Why not.

This is exactly the sort of fun-fueled absurdity we love, and we hope it inspires more builders to take the leap and just build whatever they want—critics be damned!

Balamutti | Instagram | Images by Ostrovsky Roman

Continue reading...

 

[DaveM]

Operation Numbnuts: Biltwell’s Arctic Circle Excursion

“All motorcycles are adventure bikes,” the intro of Biltwell’s Operation Numbnuts blog reads, and it takes no more than a second to get the innuendo. Photos of mud-covered Pans and Shovels, juxtaposed perfectly with Harley’s new Pan Pam ADV bikes, immediately spells out the message.

It takes more than a few loose screws to do what these guys did, covering 4,000 miles across Alaska, Yukon and British Columbia, with nothing more than camping gear and a military surplus chase vehicle. But if it wasn’t a bit nutty, would it really be an adventure?

The whole endeavor was several years in the making, and almost didn’t happen at all, due to COVID lockdowns and technical difficulties with Biltwell’s demilitarized LMTV chase rig. Not to mention the effort required to prepare five vintage HDs and spare parts for the excursion, including two Panheads and three Shovels — some of which are full-fledged choppers.

With a fleet of six well-used Harley Pan Am press bikes added to the equation, the crew set off from Washington to Whittier, Alaska, as prepared as could be for at least 20 days in the elements.

Prudhoe Bay was the ultimate destination, and the route would take them through Anchorage, Denali and desolate Coldfoot on their way to Alaska’s northern coast. Covering something like 200 miles a day, the crew would then turn back south, traveling through Yukon and British Columbia before returning to Washington.

Harleys in the Arctic Circle, who does this? The amount of mischief and mechanical hiccups encountered along the way left nothing to be desired, with everything from mud and rain, to bears, broken transmissions and oil leaks.

To get properly immersed in experience, you need to check out Biltwell’s blog and photography, and I’ll file the part about running the Dalton Highway under mandatory reading. The route is one of the most isolated stretches of “road” you’ll find anywhere, and is mostly gravel. And these guys ran it on vintage Harleys — in the rain!

Great motorcycle adventure odysseys are few, but like the first viewing of 21 Days Under the Sky, Biltwell’s Operation Numbnuts will inspire you to get out into the unknown on two wheels. It’s impossible to summarize the soul-altering journey in the saddle from my desk chair, so take it from the Bilwell crew themselves in their blog. [Biltwell]

Continue reading...

 

[DaveM]

FUTURE CLASSIC: Kawasaki Z900RS by AC-Sanctuary.

The fundamental styling of one of the world’s most beautiful classic motorcycles which is then combined with an excellent modern drive-train and you should have a fan favourite amongst the custom crowd. But while many of the factory retro remakes have been a huge success, the Kawasaki Z900RS has struggled to take off. Pipeburn tested the cafe racer styled Kwaka when it was launched five years ago...

Source

 

[DaveM]

Mushashi: A custom TVS Ronin by Smoked Garage

It’s become common practice for major OEMs to launch new bikes by showing off custom versions of them. And we’re here for it—especially when those companies pick the right workshops, and the results turn out this good.

You’re looking at a custom TVS Ronin—a brand new 225 cc modern retro, customized to great effect by our friends Smoked Garage in Indonesia. If you don’t know the TVS Motor Company, you really should. They’re India’s third-largest manufacturer, sell three million units a year and own Norton.

To celebrate the release of the Ronin, they handed four bikes over to some of the world’s best custom shops. Smoked made the cut—and responded with a custom beach scrambler as sharp as a katana.

The Ronin is best describes as an accessible single-cylinder retro-styled standard. It looks charming as heck out of the box, but also comes loaded with modern amenities like ABS, rider modes and Bluetooth connectivity. And, as Smoked has shown, it’s got potential for customization too.

Taking inspiration from the Ronin’s designation, Smoked designed the bike as a homage to Miyamoto Musashi. Born in 1584, Musashi was a writer, philosopher and rōnin; a samurai without a master. He is widely considered a kensei; a swordsman of legendary skill, directly translated as ‘sword saint.’

The bottom half of Smoked’s custom Ronin is typical fat-tire beach cruiser fare. The bike’s stock 17” wheels were swapped for a 120-wide 18” front hoop, and a chunky 180-wide 14” rear. But the conversion was far from plug-and-play.

Enamored with the Ronin’s stock frame, Smoked figured that a rework of the front forks and a swingarm stretch would do the trick. So they simply lowered the original front forks a bit to perfect the bike’s stance.

The rear end was a more tedious affair. First, the crew fabricated an extended swingarm with enough space for the fat rear tire. But they soon realized that the new setup was clashing with the OEM mono-shock arrangement.

After much back-and-forth, Smoked figured that a horizontal suspension system would do the trick, with the added side-effect of being almost invisible. Neither the front nor rear suspension tweaks were guesstimates either; Smoked put both to the test to make sure that the bike would still handle well.

Smoked turned their attention to the bodywork next, and it’s here that the samurai parallels became a priority.

Similar to how samurai carry two swords, the fuel tank cover and front air ducts were shaped to look like two blades cutting through the air. The curved blade of a katana, and its tapered tip, informed the silhouette of the custom tail section.

Rounding out the bodywork is a full set of carbon fiber wheel covers. Smoked added them to reduce the amount of drag coming off the wheels—though they did leave gaps on the front covers, to minimize the effect of crosswinds during highway riding.

With most of the big stuff ticked off, all that was left to do was sort out the finer details—like the lighting. The team bounced around a bunch of headlight ideas, but in the end, actually circled back to using the original TVS headlight. A custom stone guard was built, with a ‘T’ design that matches the daytime running light on the OEM unit.

Smoked also wanted to install a pair of LED fog lights lower down, which in turn prompted them to build a pair of fork guards. The TVS Ronin’s original speedo and switches are still in play; since they include everything the rider needs to pair their smartphone and switch rider modes, Smoked deemed it wise to leave them alone. They did move the speedo to the side of the bike though, to clean up the cockpit.

The final piece of the puzzle was the exhaust. Smoked started by building a short, low-slung exhaust—but it ended up messing with the bike’s sleek aesthetic. So they built a bash plate that would not only hide the exhaust, but also protect the engine from wayward stones.

Opting for a raw aluminum finish to emphasize the contours of the tank cover, Smoked finished the rest of the bike in black, with a handful of gold accents riffing off the front forks. The effect is striking—this custom Ronin is minimalist, sharp, and somehow serious and playful at the same time.

Finally, Smoked rolled the bike off the bench, out of the workshop, and into the surrounding roads, beaches and jungles. They’re happy to report that the bike is a total hoot to ride, no matter the terrain.

Smoked Garage | Facebook | Instagram | TVS Ronin

Continue reading...

 

[DaveM]

Ducati Launches new Communication System V3 by Cardo

The Ducati Communication System V3 is an innovative intercom technology designed specifically for motorcyclists by Cardo. It offers Dynamic Mesh Communication (DMC) connectivity that ensures stable performance and allows for connection to up to 15 riders within a 1 mile (1.6 km) radius.

The V3 intercom is designed for rider comfort and practicality from the ground up, with an antenna-free, streamlined silhouette that is aerodynamic and reduces noise. The magnetic helmet mount attachment simplifies installation and a 13 hour battery life makes it practical for long rides. A full re-charge takes less than 2 hours.

The V3 by Cardo also features Bluetooth connectivity and voice command functions that allow riders to manage functions easily, switching between intercom and phone automatically. Additionally, Cardo’s proven Mesh connectivity enables the device to leave and rejoin the group automatically, without complicated re-pairing procedures.

The Ducati Communication System V3 by Cardo is available at Ducati dealerships and Shop.Ducati.com.

Continue reading...

 

[DaveM]

Honda’s Bulletproof XR650L Turns 30

The year is 1993, and your brand new Honda XR650 is just about the most capable thing on two wheels. Twist the waffle grip and you’ve got nearly 40 hp on tap from the carbureted 644 cc thumper, and the speedometer needle will tickle 100 mph if you’re brave enough. Weaving through the masses of Pontiac Bonnevilles and Chrysler Lebarons, you make your way to the gravel, where the XR will take you further than anything else with a license plate.

Blink for a second, and it’s 2023. The world has changed, and the Bonnevilles and Lebarons are gone. But the XR650 is still here, and isn’t going anywhere. Celebrating 30 years of nearly unchanged production, here’s to Honda’s unkillable XR650.

Compared to the rest of Honda’s off-road roster, including the Africa Twin, MX-inspired 450RL and even the 300L Rally, the XR650L looks like it should come with vintage registration. I mean, this thing really shouldn’t be. Except for a few minor tweaks, the XR650 is available today in the same specification as when it was brought to the U.S. 30 years ago.

The top dog of Honda’s old XR off-road lineup for ’93, the XR650L combined the tried and true mechanicals of the XR600R with a more powerful 644 cc engine from the NX650 Dominator. The air-cooled, SOHC engine features a gear-driven counterbalance shaft to smooth out the thumper’s operation, and its low end torque makes the five-speed transmission more than adequate.

The carburetor is one of the only things to change on the XR. It’s still fed by a Kehin CV carburetor, but it’s grown from 40 to 42.5 mm. But even without fuel injection, and burdened with necessary smog equipment and a road-legal exhaust, the Honda XR650 is still good for 40 hp and 47 lb-ft of torque. It will even return 40 to 50 mpg if treated right.

While most have made the switch to aluminum, the XR is still based on a basic and robust steel tube frame, which has an internal oil reservoir. Suspension is virtually unchanged, consisting of 43 mm Showa front forks and a Pro-link rear shock. Both ends feature preload and compression adjustment, and are good for 11 inches of travel (that’s 2 inches more than the Africa Twin and just an inch shy of the 450RL).

Ergonomics in the saddle are going to feel like 1993. The seat is tall at 37 inches, and the 2.8-gallon steel fuel tank is high and in your business. One-piece steel bars front the analog speedometer and four status lights keep the vital information in check. The clutch is still cable operated, and the lights are still all rectangular. Full of fuel, the XR weighs in at just under 350 pounds, meaning she’s certainly no lightweight.

Sure, the old XR isn’t going to win many battles on paper, but when you need one bike to do it all, and do it cheap, the XR650 is your bike. MSRP on the 2023 model comes in at $6,999, which is still competitive for what you’re getting, but dealer holdovers and low-mileage used bikes can offer a significant discount.

Hop on the classifieds anywhere, and you’re sure to find several XRs for $4,000 or less, ready for a new set of rubber, and a new lease on life. Build a cheap ADV bike, or a stripped-down tracker — this bike is literally a blank slate. All the best mods, or any issues you could possibly have, are all well documented in the forums. But for the most part, all an XR needs for a happy life over 20,000 miles is regular oil changes and valve checks.

Its robust features aren’t for everyone though. Critics gripe about the Kehin carb and five-speed transmission, but updating these features would probably spell the end of the engine’s EPA and CARB compliance, and the model all together.

In a way, the XR650L is a well kept secret for those in the know. Owners are a different breed, and are either on their second XR, or are keeping their first 40,000 mile bike running on 15W40 diesel oil. They eat sand for breakfast, and tackle a 50-mile work commute for dinner. And they wouldn’t post it on Instagram, even if they had one.

There’s nothing glamorous or techy about the XR650L, but as long as the world needs a bulletproof, tried-and-true machine, the XR will continue to sell. Considering the number of inexpensive, throwback bikes we’re seeing on the market today, we wouldn’t expect the end of the XR650 anytime soon.

Heck, Honda just unveiled the new XR150L for 2023, also air-cooled with a steel frame. And even if the XR were to drop from Honda’s lineup for the next model year, the 650 will remain relevant (and prevalent) for years to come. So next time you come across one of these dinosaurs on the trail, give a wave, and salute the backbone of Honda’s dual-sport lineup for the last 30 years. [Honda]

Continue reading...

 

[DaveM]

Speed Read, April 2, 2023

A modern Kawasaki Z900RS gets the AC Sanctuary treatment this week, followed by a wild Yamaha RD400 street tracker. On the back half of our round-up; a Triumph Street Twin prepped for flat track racing, and a twin-turbo BMW R100 destined for a museum.

Kawasaki Z900RS by AC Sanctuary Out for a few years now, the Kawasaki Z900RS is a modern classic that riffs off the nostalgia of Kawasaki’s 70s era—specifically, the iconic Z1. It’s a solid effort from Big Green, but, like many modern motorcycles, there isn’t a whole lot of room for customization. Unless you’re AC Sanctuary, of course.

The Japanese powerhouse never fails to impress with their hopped-up classic big four Kawasaki restomods. They’ve built almost 600 bikes as part of their ‘RCM’ (‘Radical Construction Manufacture’) series already. But this is the first time they’ve applied the RCM philosophy to the Kawasaki Z900RS.

From a distance, RCM-534 doesn’t look too dissimilar from a stock Z900RS, albeit with an extremely high-end paint job. But AC Sanctuary’s genius becomes more apparent the closer you get.

For starters, the Kawasaki’s steel trellis frame has been augmented with something it didn’t have before—lower frame rails, added to improve the chassis’ rigidity. There’s also reinforcement at the swingarm pivot, and a widened aluminum swingarm. And the good news for customizers, is that these particular mods will be made available in kit form.

The Z900RS also sports Öhlins suspension at both ends, gorgeous OZ Racing wheels, Brembo brake calipers and Sunstar discs.

The engine remains stock inside (it’s no slouch), but it’s been treated to a high-performing aluminum radiator, and a titanium four-into-one exhaust from Nitro. And if you’re ordering your own Z900RS-based RCM, AC Sanctuary can spec it with a row of Mikuni carbs too, if you’d like.

Smaller mods include a custom rear brake caliper bracket, upgraded risers, bars and levers, CNC-machined headlight ears and a fender delete kit. As for the aforementioned paint job, it’s a subtle hat-tip to the Z1 of old. [Via]

Yamaha RD400 by Gaston Motorcycle Werks Sifting through the boxes at an estate sale some time ago, the team at Gaston Motorcycle Werks struck pay dirt. The woman holding the sale had just lost her husband, and among the crates were the bits and pieces of a Yamaha RD400. More specifically, a coveted 1979 Yamaha RD400F Daytona.

The team intended to restore it to its former glory, but didn’t quite get around to it. Then the perfect customer for it came along—and what started out as a tidy restomod became a full-blown custom street tracker.

There’s a lot to take in here. One of the big ideas was to ditch the RD400’s classic twin-shock rear suspension. So GMW adapted a 1980s Yamaha RD250LC swingarm to the bike, then fabricated a new subframe and upper shock mount.

The front forks are Ceriani GP replicas, held in place by custom yokes and aided by a steering damper. The wheels feature Borrani rims and drum brake hubs; the four leading-shoe Robinson twin brake unit on the front is particularly drool-worthy.

The engine’s been treated to a crank rebuild by HVC Cycles, new Wiseco pistons, Lectron carbs and more. Then there’s the stainless steel Jim Lomas exhaust system, terminating in twin carbon fiber mufflers. (Seriously, pause for a moment to take it in.)

Dressed in flat track garb, with wide bars to match, the RD400 is finished off with a simple grey and blue palette. With lights and a cleverly-integrated Motogadget speedo, this zesty two-stroke probably isn’t destined for the track. And that’s perfectly fine with us; we can’t think of a better whip to hop from café to café on. [Via]

Triumph Street Twin by British Customs I’ve just put a pre-owned Triumph Bonneville in my garage—so, naturally, I’ve been scouring cyberspace for parts. And no British twin parts expedition would be complete, without a visit to British Customs’ online store.

Trawling their archives, I came across this Triumph Street Twin. Built a few years ago, it belongs to 2000 AMA Pro Flat Track champion Joe Kopp, who modified it to run in the American Super Hooligan flat track race series.

The twin-cylinder modern classic wears British Customs’ bolt-on ‘Slammer’ seat, with a set of high-mounted twin exhausts modified to run on the right. It rolls on 19” wheels, with a set of Fox shocks propping up the rear. The fuel tank is stock, but the headlight’s been ditched in favor of a number board.

Up in the cockpit, Joe fitted British Customs’ ‘Tracker’ handlebar kit, complete with risers that sport four bolts per side. He modified the controls too, but had to leave the speedo connected, or else the bike wouldn’t run. A handful of smaller add-ons round out the build, like Bates-style pegs, a drilled chain guard and a finned clutch badge.

As Triumph flat trackers go, we’ve seen wilder. But what makes this build so charming, is its grassroots vibe. By taking a bone stock Street Twin and throwing a bunch of function-first, race-specific mods at it, Joe and British Customs have encapsulated the ‘run what ya’ brung’ nature of hooligan flat track racing.

But is it competitive? Sure is. From what we can dig up, Joe damn near won the championship in the year that he fielded the Street Twin. [More]

Sold: twin turbo BMW R100 by Boxer Metal Long time custom bike fans should recognize this gold-hued boxer. Built by Boxer Metal in California, it broke the internet when it first popped up seven years ago. And it’s just sold on Bring a Trailer, for the tidy sum of $23,500.

Run by the husband and wife team of Chris and Rebecca Canterbury, Boxer Metal originally built the BMW R100 to enter it into the One Show in Portland. It’s a knockout build—the highlight of which is undoubtedly the two turbo chargers that encapsulate the boxer engine.

The mods are endless. There’s the countless pieces that make up the turbo system run, plus the stretched and slammed hardtail frame. It rolls on a 21” spoked front wheel and a modified 18” Lester alloy rear wheel, with a M&H Racemaster drag slick doing duty out back.

A Dnepr fuel tanks sits up top, finished in an unforgettable gold metal-flake paint. The custom-made leather seat sits atop a one-piece seat pan and rear fender. Boost gauges are embedded into the back of the fuel tank, just in front of the rider’s groin. It’s a stunning machine, no doubt.

But the most notable detail, is where the bike’s headed. After a week of bidding, the BAT user Seriousvintagecollector came out on top. A glance at his profile reveals that he’s recently snapped up a 1959 BMW R26, a 1962 BMW R27, a 1964 BMW R69S, two 1967 BMW R60/2s, a handful of 1970s R-series BMWs and more.

Highlights of his current collection include a 1936 NSU 601 with a Royal Seitenwagen sidecar, and a 1957 BMW Isetta 300 that cost him a cool $50,000. He’s more than just a passionate collector though—once he’s amassed enough vehicles, he’s planning to open a museum, either in Georgia or South Miami.

By the looks of things, he’s off to a cracking start. [Boxer Metal]

Continue reading...

 

[DaveM]

EURO-VISION: Honda CX500 by Kaspeed.

Some of the earliest builds in this wonderful period of the cafe racer revival were based on the Honda CX500 with its distinctive Guzzi-like v-twin engine. The often maligned bike proved to be an unlikely star and yet we always had to remind people of its nickname, the “Plastic Maggot”. But truth be told, almost all of the custom examples built were the early versions that barely had any plastic...

Source

 

[DaveM]

Love Language: A Yamaha SR500 flat tracker by Hombrese

Most guys can’t think beyond a box of chocolates or a bunch of flowers as a gift for their significant other. But Uwe Kostrewa is a true romantic. He’s just built this peachy Yamaha SR500 flat tracker for his girlfriend, Steffi—and it’s not the first custom bike he’s built for her either.

Uwe works as Hombrese Bikes out of his workshop in Cologne, Germany, and regularly races and builds custom flat track motorcycles. He has a knack for creating machines that are low-key handsome, trading polish and pretentiousness for high doses of retro charm.

Having already built a Honda XL500 flat tracker for Steffi, Uwe made the mistake of letting her test his Yamaha SR500 on the track. Naturally, she fell in love with it. So when the couple decided to both enter the beach race at the Wheels and Wake festival in Germany a few months later, they ended up sharing Uwe’s SR500.

That worked well enough in the early heats—but trouble came when Uwe and Steffi both found themselves in the final. Uwe borrowed a bike from a friend, only to be beaten by his girlfriend, riding his bike. There was no question; Steffi needed her own Yamaha SR500.

Back at the workshop, Uwe took stock and realized that he had enough spare parts lying around to construct a worthy contender. Starting with a 1979 Yamaha SR500 donor, he stripped it down and began cutting off all the superfluous bits.

“I first asked Steffi what color scheme she wanted,” he tells us. “But there was an old Yamaha DT50 tank that had been in my workshop for two years, with nice patina and a few little dents. It was clear that the tank had to stay original—so for the rest, Steffi chose black.”

With a little persuasion, Uwe managed to get the skinny DT50 fuel tank to fit the SR500’s wide frame backbone. A custom seat sits behind it, upholstered with a delightful quilted stitching pattern. Uwe shortened the subframe underneath it, terminating it in a new kicked-up loop.

Since this is a pure track bike, the rest of the bodywork is minimal. The SR500 wears number boards at the front and sides, with a shortened aluminum rear fender finishing off the tail.

For the suspension and wheels, Uwe kept things simple and practical. His race bike uses a set of Yamaha R6 forks, but he actually prefers the geometry of the SR’s stock forks and yokes for flat track racing. So he decided to improve the OEM setup on Steffi’s bike rather than swap it out.

The forks were shortened a touch, then stiffened up with heavier oil. A pair of modern YSS shocks sits at the back.

The wheels are a mixed bag. The 19” front is straight off of an Aprilia Pegaso adventure bike, while the rear features a 19” Excel rim laced to the original SR500 hub. Uwe picked a Dunlop DT3 tire for the front, with Maxxiss rubber out back.

Of course, with no need for a front brake, Steffi has to rely on engine braking and the original SR500 rear drum brake. Take a closer look though, and you’ll notice that Uwe’s cleaned up the front end so that it doesn’t look like the front brake is missing. Tidy work, as always.

Higher up you’ll find a set of Tomaselli flat track handlebars, fitted with new grips and only the bare essential controls. Under the hood, Uwe rebuilt the engine with a new 500 cc piston, and bigger and better valves. A custom exhaust header flows into a blacked-out Supertrapp muffler.

Steffi’s new flat track whip is as svelte as it looks, tipping the scales at just 122 kilos [269 lbs]. And since her and Uwe now have matching race bikes, they can share spare parts at the races.

The downside, though, is that Steffi couldn’t keep both of her flat track bikes.

“She loves both of them, but she had to choose between the two—there’s not enough space here for all the toys,” Uwe tells us. “In the end, she chose the SR500, because it works a little better on the track.”

Hombrese Bikes | Facebook | Instagram | Images by Marc Holstein and Christine Gabler

Continue reading...

 

[DaveM]

Fun Size: 5 Street-Legal Mini Bikes for 2023

Mini motorcycles have always been something of a novelty. Beyond the absurd visual effect of an adult on a kid-sized machine, they bring many of us back to our roots, with our PW80s, XR50s and Trail 70s. The mini bike market of 2023 has evolved though, and we’re seeing more and more street-legal mini bikes from more manufacturers, boasting quirky-cool looks and legitimate performance. These pint-sized machines offer fun for all skill levels, and they’re a great way to bop around and hone your skills.

Honda Grom Introduced nearly a decade ago, there’s no conversation about street-legal minis without the Honda Grom. The Grom set the standard for the class, and its quirky, customizable character has stood the test of time.

Combining modern street bike flair, with scaled-down dimensions and a 30-inch seat height, the Grom has always been about fun and accessibility. The fuel-injected, 124 cc four-stroke engine and five-speed transmission provide predictable performance for entry-level riders, with a top speed around 60 mph for backroad commuting.

The Grom’s inverted fork, disc brakes, 12-inch wheels and passenger pegs have become standard equipment in the mini moto class. Suspension travel is right around 4 inches, which is still competitive among its peers. Ready to ride, the Grom weighs 223 pounds and has an estimated economy of 166 mpg and a 1.6-gallon fuel capacity.

In surfing language, grom refers to an amateur who will someday go pro, and indeed, the Grom provides thrill for all skill levels. Honda’s MSRP starts at $3,499, and the Grom has some of the best aftermarket support in the industry for customization. [Honda]

Benelli TNT135 Sharp European looks in a tiny affordable platform, the Benelli TNT135 is a pleasing synergy of Italian design and Chinese manufacturing. It’s more than just a Grom alternative, and the influence of Benelli’s 302S model can be seen in the triangulated backbone chassis and svelte plastics.

Power comes from a 135 cc air-cooled, four-valve engine, making a tick above 11 hp, and the transmission is a standard five-speed. The TNT’s important dimensions are right in line with the Grom, with welcome improvements in suspension travel and extra fuel capacity. You’ll feel the extra 30 pounds of curb weight, but the extra beef can be a benefit for many riders.

Benelli’s TNT135 gets extra points for its flush signals, projector-style headlight and twin-tip exhaust. The TNT is available through SSR’s U.S. dealers, and MSRP comes in at $3,199, making the TNT one of the more affordable bikes in its class. [Benelli]

CAKE Makka flex The CAKE Makka flex is a funky electric option for the street if changing oil and pumping gas isn’t your jam. The Makka flex is much lighter than standard minis at 154 pounds, and its 2.8kW power plant will return 34 miles of range and 28 mph. Rugged build quality makes the Makka flex suitable for city commuting and light off-road use.

The Makka is equipped with regenerative braking and multiple riding modes, allowing riders to balance top speed and battery life. A full charge from 0% can be achieved in three hours with a standard home outlet.

The CAKE Makka flex starts at $4,470 with everything you need to hit the road, and available accessories range from tinted windscreens to surfboard racks. [CAKE]

Kawasaki Z125 Pro Kawasaki’s entry in the mini bike market has been fiercely compared to the Grom since its debut in 2015, and you’ll find plenty of advocates for each on the web. Boasting comfortable ergonomics and sporty dimensions, the Z125 Pro was built for mini moto performance.

The Kawasaki Z125 Pro has a refreshing degree of fit and finish, with more complete plastics and a sporty full-length seat. You’ll sit a little higher on the Z, with its 31.7-inch seat height, which could be a benefit for larger riders. Its 125 cc engine is fit with fuel injection and a four-speed transmission, and power is on par with the Grom.

The Z125 Pro’s sporty 46-inch wheelbase and high-revving engine make it an attractive option in the mini bike class, and arguably more fun in the twisties. Pricing starts at $3,399, with three eye-catching color schemes to choose from. [Kawasaki]

Honda Monkey Fun size with huge character, the Honda Monkey puts a completely different spin on the Grom’s mechanicals. The design comes from the iconic 1970s Honda Z50, and despite an increase in dimensions, the visual effect hasn’t suffered.

In addition to its retro cosmetics, the Monkey ditches the Grom’s full length seat and passenger pegs for a solo saddle. Dual rear shocks replace the Grom’s single, and the wheelbase is shorter at 45 inches. It’s also lighter at 231 pounds, and squeaks out a few extra mpg.

With chunky tires and high-mounted fenders and exhaust, the Monkey feels more off-roady than the Grom, even if it has the same 4 inches of suspension travel. You’ll pay a premium for this throwback at $4,249, but what’s $750 between friends? [Honda]

Continue reading...