Custom Motorcycle Builds

[DaveM]

EASY, TIGER: 1953 Triumph 6T from The Tiger Shack.

In the 21 st century, success seems to be measured in only one metric, size and it’s all about quantity over quality. From how many followers a company or celebrity has on social media, to a songs streaming numbers or sheer volume of sales for any product you care to name. Rich lists are packed with talentless hacks, but it seems just getting on one means you’ve made it. Not here...

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[DaveM]

Skate or die: A custom Honda CRF250L with a skateboard rack

When I was a kid, my skateboard took me everywhere. It was a chunky Variflex (that’s all I could get in our small town), complete with neon rails and a tail guard. I couldn’t do a kick flip and I could barely ollie—but I could go anywhere, and I had fun along the way.

These days I ride motorcycles, but the vibe hasn’t changed; wheels equal freedom, with a dab of self-expression thrown in for good measure. And that’s the idea behind this dope little custom Honda CRF250L, built by Deus ex Machina Japan.

Inspired by a scrambler built by Deus’ Bali outpost, the customer on this project wanted something to revive the passions of his youth. “When talking about custom builds, you find about the customer’s hobbies, tastes, occupations and childhood memories,” says our man at Deus Japan, Lloyd Seino. “Then you realize that these custom requests are often generated by one’s mid-life story of self-reflection.”

With the brief locked in, the customer had one final request. “He added, ‘let’s mount a skateboard rack on it while we’re at it’,” says Lloyd.

Deus Japan’s head wrench, Tomoyuki Soeda, started off with a stock Honda CRF250L. The wildly popular dual-sport is known for being light and practical, but also ultra reliable. Perfect for the needs of this scrambler project.

Soeda-san stripped the CRF250L down, ditching all the plastics, save for the OEM fork guards. Then it was time to re-dress the plucky little single.

The Honda’s new outfit uses a mix of aluminum pieces, and new parts formed using fiber-reinforced plastic (FRP)—an increasingly popular choice on custom bikes. Deus Japan used FRP for the CRF’s asymmetrical side covers, and its vintage-inspired headlight nacelle. A pair of mismatched LED headlights pokes out the front.

The ‘fuel tank’ is another FRP part, but it’s really just a cover. Hiding underneath it is the Honda’s OEM fuel cell, accessible via a classic-style polished gas cap.

Popping against the clean off-white backdrop of the bodywork is a collection of polished aluminum parts. Tomoyuki fabricated a new radiator shroud (on the left), and a custom electronics box (on the right), which also now houses the ignition. Vintage enduro-style fenders sit at both ends.

Hand-bent steel protectors adorn the left and right of the bike. Tomoyuki also made a new bracket for the stock speedo, and a mount for the front fender.

Out back, the frame’s been shortened and looped to match the CRF’s slim new synthetic leather seat. Behind it, an LED taillight sits in a custom housing that also acts as a plate mount. The rest of the mods are minimal and tasteful.

Deus Japan kept the stock handlebars, but fitted them with new grips and a single rear-view mirror. The suspension and wheels are stock too, but fresh Shinko rubber has been spooned on. A Yoshimura muffler rounds out the parts spec.

One of our favorite mods takes a couple of passes to spot. Check out the gear shifter, and you’ll notice that Tomoyuki has welded a brake lever to it, pointed backwards, to act as a heel shifter.

And yes, the client got his skateboard rack too. It sits on the left side of the bike, and is designed to accommodate a cruiser-sized board. A strap keeps the board secure, and the whole thing can be removed with a couple of socket wrenches.

To some, cruising around on custom scrambler with a skateboard strapped to it smells like a mid-life crisis. But to us, it just looks like the most fun you can have on six wheels.

Deus Japan | Facebook | Instagram | Images by Toyohiro Zenita

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[DaveM]

New and Noted: 5 motorcycle riding boots for sneakerheads

We’re always on the hunt for motorcycle gear that balances protection with low-key aesthetics. If you’re the same, there’s a good chance that you’ve skimped on riding footwear before. Motorcycle boots tend to look like, well, motorcycle boots—and, unlike a jacket, they usually stay on when you reach your destination.

We’ve rounded up five motorcycle riding sneakers that’ll appeal to sneakerheads, or anyone that’s after motorcycle-specific footwear with a casual vibe. If you’re currently riding in a pair of Vans SK8-Hi or Converse Chuck Taylor sneakers, you might want to look into these instead.

Icon Carga Fresh from the mad scientists at Icon Motosports, the Icon Carga is a dead ringer for a high top skate sneaker. Priced at $125, it comes in black, black or black, the only distinction being the black, white or gum-colored sole on each version. Flip the Carga over, and you’d swear you’re looking at a traditional Vans ‘waffle’ sole—except this one is oil- and slip-resistant.

The Carga’s upper is genuine suede leather, with cushioned in-soled, low profile D30 inserts at the ankles and reinforced shifter overlays. The closure is a simple lace-up system, and the only branding is Icon’s signature ‘i’ graphic on the outside of each shoe. Simple, yet effective. [More]

Rev’It! Kick The Rev’It! Kick is another riding shoe aimed directly at motorcyclists that like skateboarding and/or skateboard fashion. The look is a little more detailed, with layered panelling and a padded collar. The uppers are suede—oil and waxed for longevity—with laces up front and a nifty pull tab around the back.

For the environmentally conscious, the Kick’s sole is made from 20% recycled materials. Hidden details include an OrthoLite insole, and Rev’It!’s proprietary SEESOFT protectors at the ankles. As for colors, your choices are black with a white sole, or dark green with a speckled gum sole, both at $199.99. [More]

TCX Ikasu WP If you prefer footwear that’s a little more fashion forward, and you regularly ride in the rain, consider the TCX Ikasu WP. The Ikasu’s upper is a mix of reflective textiles and suede inserts, backed by a waterproof membrane to keep you dry. A front zipper gets your foot in and out; the look is sure to be polarizing, but it is practical.

An OrthoLite insole does duty inside, with a D30 inserts at the ankle and added protection at the toe and heel. The sole comes from Groundtrax, and there’s a molded polymer insert in the shoe that adds transverse rigidity. The idea is to add enough rigidity to improve protection, without making the Ikasu too stiff to walk in.

If you like the look of the TCX Ikasu, but ride in warmer weather, there’s an ‘Air’ version as well. Either version will set you back €179,99 in Europe, or $199.99 in the States. [More]

John Doe Neo If dirty white sneakers are your thing, the John Doe Neo is worth a look. Using a combination of leather, suede and canvas, it’s one of the few riding-specific shoes that comes in white—although you can get it in black too. Laces up front give it a casual look, with a zipper on the side for quick access.

John Doe punts the Neo as both breathable and water repellant, and have added a gusset around the tongue. Protection comes via John Doe’s XTM-Fiber—an abrasion-resistant material woven into the uppers. Ankle, toe and heel reinforcements help, and the sole is slip-, oil- and vibration-resistant. Yours for €169 [about $185]. [More]

Alpinestars Speedforce Rounding out our list is the Alpinestars Speedforce—a riding shoe that’s styled sort of like a high-top trail running shoe. Available in all-black, black and white, or black with red accents, the $239.95 Speedforce is an all-textile affair. The upper uses a mix of abrasion- and tear-resistant fabrics, with a neoprene-like sock liner for comfort.

There are TPU protectors at the ankle, reinforced heel and toe counters, and a hidden shifter pad inside the shoe; a neat detail. An OrthoLite insole insole adds comfort, while a combination of a stiffened midsole, TPU shanks and a special built-in frame increases rigidity for better performance and protection on the bike. [More]

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[DaveM]

LIMITED EDITION: DGR Triumph Bonneville T120.

Just sitting down for a spot of tea and over the wireless thundered some truly splendid news. It appears a certain Mr Hawwa donned his dapper and headed over to the Hinkley factory for high tea, and what do you know, together Triumph and the Distinguished Gentleman’s Ride have come up with one very marvellous machine. To celebrate the 10th anniversary of the splendid partnership between Triumph...

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[DaveM]

Slabshot: A custom Suzuki GSX-R1000 with 90s superbike steeze

Any fan of the evergreen Suzuki GSX-R has their favorite model. Some are drawn to the nostalgic appeal of the older ‘slabside’ and ‘slingshot’ GSX-Rs, while others prefer the refinement and performance of the newer Gixxers. Marc Bell plays on both sides of the fence.

His latest project proves it. It’s based on a 2009 Suzuki GSX-R1000 K9, but it’s been treated to a retro-fabulous makeover, with new bodywork and a retina-searing livery. He calls it the ‘Slabshot.’

Day to day, Marc works as a fabricator under the moniker HAXCH, specializing in high-end metal work for designers, architects and artists. But part of his workshop is set aside to build custom bikes and prep his race machines. It helps that he has a lathe, milling machine and welding setup on hand at all times.

The idea for the Slabshot was conceived after last year’s Bike Shed custom motorcycle show. Marc had brought his recently-completed custom 1980s slabby to the show, and the attention it garnered got him thinking.

“The idea came to me to combine the aesthetics of the beautiful old school bikes with the advanced performance of modern machinery,” he tells us. “Riding modern sports bikes is an amazing experience on track—they’re so planted, turn beautifully and have insane power. But they’re horribly ugly!”

Marc crunched the numbers, and figured that the Suzuki GSX-R1000 K9 would give him the performance he wanted and still stay within budget. He snatched up a suitable donor, and took it and his slabside build to the Snetterton Circuit in Norfolk, England, to compare them.

“The difference was incredible,” he reports. “There’s 20 years of development between the two, and you can feel it instantly. I’m used to riding classic bikes on track and road, so it was a massive surprise to me how easy it was to ride and corner with—it’s so planted, and the power’s just amazing throughout the rev range.”

With that, Marc was sold on the concept—but he wasn’t quite sure how it would translate in the real world. So he stripped the GSX-R1000 down, and crudely attached some Yoshimura-style fairings that he had to it (with cable ties, no less).

Next, he hacked open an old slingshot fuel tank to fit it over the bike’s airbox, and started mocking up a tail section in cardboard. Things were coming together—but Marc could see potential to take the concept further.

“I wanted to progress things along from the slabside style,” he tells us, “so I started looking at the early slingshot endurance bikes. They seemed like a more natural fit, slightly more aerodynamic and a natural evolution from last year’s build. With this transition came the name of the build—a homage to both iconic bikes.”

With a final direction set, Marc ordered a Suzuki Endurance Racing Team-style front fairing, and a Yoshimura-style tail section, from a shop that specializes in classic racing bodywork. Getting the fairing to sit right meant fabricating not only a new fairing mount, but also a new aluminum dash plate to relocate the stock speedo. Then came the arduous task of massaging the tail section and tank to harmonize.

Marc took the slingshot tank that he’d been using for the mockup, then modified it at the back to change its angle. Next, he cut the front open, filled the void in with polyurethane foam, and shaped it into the profile he was after. Lots of hours of fiberglass work later, and the final tank and tail now flow seamlessly into each other—as if it rolled out of the factory like this back in the 90s.

Once the bodywork was sorted, Marc stripped the bike down again, and sent the frame and swingarm off for soda blasting. With the OEM black paint stripped, the parts were sanded and brushed repeatedly, until they had the same bare aluminum look found on 90s sport bikes. “This was a key detail in the build to get that 90s aesthetic,” says Marc.

Another nod to older race bikes is the new CNC-machined top yoke. Marc kept it blocky and basic, with cut outs underneath to save weight. The ignition mount is gone now too; the bike’s been rewired with a keyless system.

Upgrades include new clip-ons, a quick action throttle, race-style switches, braided lines, Brembo M4 calipers and a Nitron rear shock. Marc also milled out new rear-sets for the bike, emulating retro Yoshimura race bike designs. The overall vibe is pared-back and functional… until you get to the paint job, of course.

A glorious tribute to the neon-drenched excess of the 90s, the Slabshot’s livery was a result of hours spent in Adobe Photoshop and Illustrator, layering potential designs over a photo of the bike wearing its blank fairings.

“There were lots of 90s font packages tested, and lots of inspiration drawn from my favorite 90s bikes,” Marc tells us. “I think a lot of it filtered in subconsciously; the drop shadow logo font is slightly like an early Fireblade, the pink tank line and logo a bit YZF750, and the zig zag pink and purple comes directly from my current road bike, a little 1992 GSX-R400.”

As a final detail, Marc slipped an LED headlight into the fairing’s front air vent, and replaced the air box with a custom system that mimics the ‘Hoover tubes’ you’ll find on many 90s sportbikes.

So what’s next for HAXCH and the Slabshot? Marc’s planning a track day with it, after which he’s taking it to this year’s Bike Shed show in May—where it has the honor of being one of the bikes on the show’s official poster.

After that, it’ll be for sale. Interested parties, please form an orderly queue.

HAXCH Instagram | Images by Amy Shore for The Bike Shed

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[DaveM]

EXIF Picks: The 2023 Lightning Bolt NYC custom bike build-off

$20 grand, winner takes all—that’s the philosophy behind the Lightning Bolt custom motorcycle build-off. The regional, invitation-only event attracts bike builders from every corner of the hobby, from scramblers to choppers, for a chance at the biggest winner-takes-all prize in the country. There’s a catch though—qualifying bikes have to be rideable, and you’ll have to prove it.

We got a look at the bikes from the recent New York event, and handpicked our favorites. Last month’s NYC show was the third Lightning Bolt event, following the first two that were held in Cape Town, South Africa.

Hosted by The House of Machines and sponsored by BMW Motorrad, the Lightning Bolt is a low-key event with a massive prize purse. It also forms part of a greater series of build-offs; the individual shows are considered regionals, with winners gaining entry into the upcoming international Golden Bolt contest.

The event welcomes bikes of all types, provided you can wow the organizers in the registration process. Rather than pack out a massive venue with bikes, the Lightning Bolt whittles entrants down to just 10 finalists, pre-show. So the competition is stiff.

Three separate judges, wrangled by Kevin Dunworth, comb over every detail of the bike, awarding points for overall design, fabrication and paint. BMW Motorrad’s design boss, Edgar Heinrich, Brian Buttera of Buttera’s Metal Werx and Indian Larry’s John the Painter presided over the New York event.

Your vision and handiwork gets you a seat at the table, but you’ll have to prove your bike’s roadworthiness for a real shot at the prize. This year’s contestants saddled up for a ride around NYC, departing from The House of Machines, through Chinatown and Little Italy, before arriving at Foley Gallery in Manhattan.

There, the bikes were showcased to both the judges and the public, before the show’s official afterparty at The House of Machines. Of the 10 finalists, only seven bikes passed the rideability test—we picked our favorite 5 from that pool.

Yamaha XS650 by Evan Favaro The head honcho at Speakeasy Motors in Wallkill, New York, Evan Favaro was building two-strokes for himself and his buddies to race around town at age 12. So it comes as no surprise to see that his 1981 Yamaha XS650 is inspired by speed; in this case, the board track racers of the 1920s.

Getting the XS to look the part starts with a long rigid frame section from Voodoo, coupled with an Indian-style, leaf-spring front end. The split tanks and rear fender were handmade, and mounted with custom stainless brackets.

Peek under the low saddle and you’ll find custom triangulated brackets and a small monoshock. For extra wow factor, Evan added a bevel-gear throttle assembly, and custom cam covers were made from billet and Lexan.

Harley-Davidson shovelhead by Larry Curik Larry Curik of Lone Star Choppers in Texas dug deep into 70s Harley-Davidson history to build a shovelhead-based tracker with XR750 flair. It’s based on an Arlen Ness frame with heavy modifications to the backbone, steeper rake and a custom rear subframe. 19” Harley wheels and the steel tail section complete the tracker look, and the front number plate is perforated for the hidden headlight to shine through.

Getting the S&S Cycle shovelhead engine to look the part was no small feat though. Larry replaced the rear cylinder and head in order to hang a pair of carbs on the right, and twin Supertrapps off the left. Finish it all off with slick paint, Hoosier track rubber and a steering stabilizer, and you’ve got a big cube XR fit for the track or the street.

Harley-Davidson panhead by Rick Dozer We’re used to seeing trick aluminum fab and loads of brightwork in Rick Dozer’s vintage H-Ds, and his Lightning Bolt build doesn’t disappoint. Taking inspiration from the one-piece Tracy’s Fiberglas Works bodies of the 1970s, Rick built a panhead show bike with seamless aluminum bodywork from the tank to the rear fender.

The bike is based on an OE-type rigid frame, but Rick raised the neck, seat post and axle plates, and also stretched the rear 3 inches. Tall 18- and 21-inch wheels complement the long low stance, as does the narrow chrome springer.

Among the numerous fine details, you’ll find an internal throttle cable setup, chromed pipes on the B-side and teardrop shapes worked into the cam cover, kicker pedal and axles.

Honda XR650R by Spencer Parr Retro styling with modern performance, that’s Spencer Parr’s motto, and his Honda flat tracker build for the Lightning Bolt provides plenty of both. Hidden under the slim bodywork of this flat tracker, is Honda’s mighty XR650R.

Starting with the basics, Spencer rebuilt the 2002 XR650R thumper, improving performance with a Lectron carburetor and custom twin exhausts with Supertrapp mufflers.

A new rear subframe, tail section, number plate and radiator guards were handmade from aluminum to get the tracker look, along with a pair of 19” Excel wheels and DOT flat track rubber. With a nostalgic Honda racing livery added, this XR is a big cc dream machine that any hooligan would covet.

Harley-Davidson Softail by Steve Iacona [Winner] When Steve Iacona of Iacona Custom Cycles started work on his Harley Softail chopper, he said that he was building the bike he always dreamed he had time to build. After countless hours of work, he had a real showstopper with great road manners to boot. But we’re sure a huge check for $20,000 was beyond even his wildest dreams.

It’s not Steve’s nature to leave anything stock, so his new-school Softail chopper started out with a fully worked-over chassis. Every part of the HD was modified, chromed or polished, right down to brackets, linkages and plumbing.

Retro chopper details are juxtaposed against modern touches, like the aggressive club-style handlebar positioning and the contemporary street tires.

With eye-catching flake and paintwork, and a wild looped exhaust, this Softail looks to be a real street sweeper. And according to Steve, the real fun is in riding it.

The Lightning Bolt | Instagram | Images by Mark Velazquez

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[DaveM]

Speed Read, April 9, 2023

This week’s Speed Read selection might just cover the biggest age gap we’ve ever featured in one round-up. It kicks off with a 2007-model Yamaha MT-07, and ends with a 1953 Triumph 6T Thunderbird. Wedged in between are a custom BMW R45 from Bolt Motor Co., and a Kawasaki W650 hooligan flat tracker from Down Under.

Yamaha MT-07 by LM Creations Luuc Muis of LM Creations has built a plethora of incredible bikes over the years. It’s not often we see his bikes for sale—but if you are in the market for a new bike, we have some great news for you. This custom Yamaha MT-07 street scrambler from Luuc is currently on auction.

Nicknamed ‘The Rooster,’ Luuc originally built the bike for himself, relying mostly on 3D scanning and printing processes. He first scanned the entire bike (sans factory bodywork), and from there was able to design the new, far more LMC-appropriate bodywork.

The tank is actually a cover, which sits over a custom 2 mm aluminum fuel cell that Luuc made by hand. The tank cover, headlight cover and flat track-style seat were originally 3D printed, and then served as a mold which fiberglass was laid over. The rider dashboard was taken back to basics, with a single gauge behind the headlight cover.

The custom exhaust was also designed in 3D, before being crafted in stainless steel in real life. Capped with an aftermarket muffler, we bet this thing sounds incredible. Before hitting the road for the first time, the engine was treated to a new clutch and new Pirelli MT60RS tires.

The front end was lifted from a Ducati Multistrada for a big upgrade in suspension and braking. Along with the performance benefits, the USD forks also look better.

Motorcycle apparel and helmet company Roeg liked the build so much, that they wanted to use it for some marketing duties last year. So Luuc painted the panels in black, ready for the Roeg-supplied decal set, which looks fantastic.

For potential buyers, we have even more good news. Luuc is more than happy to make slight modifications to the bike or graphics. So what are you waiting for? [Luuc Muis Creations]

BMW R45 by Bolt Motor Co. The BMW R45 was created to fill a gap in the market. They wanted to offer potential younger customers the same BMW reliability and quality, but in a more approachable package that cost less than an R65. A stepping stone into the full-power BMW boxers, if you will.

Unfortunately, because it was basically the same size and weight as the R65 but with less power, the R45 was a bit slow. It’s found new life in today’s custom scene, though—with bikes like this custom BMW R45 from Bolt Motor Co. in Valencia, Spain, making a strong case for the smaller boxer.

Bolt’s idea was to take the portly R45, put it on a diet, and load it with modern amenities that would appeal to younger riders. The team started by dragging a long-forgotten R45 out of a garage and checking for vital signs. Once it was alive, they got to work on the transformation.

A pair of knobbly tires were spooned onto freshly powder-coated wheels, and the suspension at the front and rear was overhauled. An LED headlight replaced the factory candle holder, bolted to the front end by way of custom brackets. A single Koso multi-function gauge sits front and center.

The spindly rear factory subframe is gone, replaced by a stout custom unit. The handmade seat looks the part with its water-resistant leather and contrast stitching. A taillight sits in the back of the frame loop, with the turn signals barely visible on the custom license plate bracket.

Even though the R45 has been put on a serious diet, it’s got a bit of go to match the show. The engine was upgraded with modified pistons, cylinders and heads. The Bing carbs were ditched in favor of Del’Ortos, and the mufflers are from GPR. Lastly, the battery was relocated to down low, under the engine.

Finished in stunning grey paint by Airbrush Customs, it’s certainly a handsome build. And being an old BMW, it should last another lifetime at least. We bet the new owner is stoked. [Bolt Motor Co.]

Kawasaki W650 by John Bancroft-Arnott Auctions can be quite dangerous. Not physically, of course, but financially speaking they can pose a serious hazard. Other times, they’re a damn good idea—like in the case of this custom Kawasaki W650.

“I picked this bike up cheap as a written-off bike, not much more than an engine in a frame, intending to keep it as spares for my daily,” says John Bancroft-Arnott of Brisbane, Australia. “But then I got into flat track and decided instead to build it up as a hooligan racer.”

To get the W650 race ready, the frame was de-tabbed, looped at the rear and generally lightened where possible. A custom aluminum electrics box was bent up and fitted under the seat, and now houses a very simplified wiring setup, along with a small Antigravity battery.

The starter motor was removed (it’s a race bike, after all), shaving even more weight. Twin Mikuni carbs were fitted with huge K&N air filters, and the stock W650 headers were relieved of their mufflers altogether.

The swingarm that came with the bike was bent, so it was replaced with a shorter Yamaha SR400 unit. This got the bike closer to a flat track-style geometry, as did the rebuilt forks with stiffer springs, and the longer shocks at the back. The seat uses the factory base, but it’s been reshaped and trimmed in marine-grade synthetic leather.

A factory W650 front wheel rim was laced to the rear hub, so it now wears twin 19” wheels. Shod in Dunlop DT3 tires, it certainly looks ready for the dirt oval. A small aluminum fender with a rubber guard was fitted to the rear, to at least give the appearance of trying to limit the amount of dirt flying around.

Triumph Western handlebars were fitted, along with new grips and controls. The tank is from an old Honda CB100, and has been ingeniously repurposed to fit the W.

In a real rags-to-riches kind of tale, John has built an absolute belter of a bike. And if you’re wondering if this one really is a runner, don’t fret—John’s already had a few race outings on it. [John Bancroft-Arnott Instagram]

Triumph Thunderbird by Tiger Shack We’re suckers for well-customized vintage Triumphs. Bonus points if they’ve been bobbed and chopped—and extra bonus points if they feature eye-popping paint. So this shocking pink 1953 Triumph 6T Thunderbird from Ryan Mullion has us fired up on every level.

Based in Southern California, Ryan runs the workshop The Tiger Shack—where we’re assuming he specializes in vintage Triumph builds. If you’re familiar with the 1953 6T, you’ll be well-acquainted with its pre-unit motor and rigid frame. And Ryan has made both of those shine—literally and figuratively.

The engine’s been polished to a better-than-factory sheen, and treated to stunning ribbed covers. The frame’s mostly original, but Ryan’s taken the time to smooth out any inconsistencies that may have come from the factory.

Up front, Ryan rebuilt the forks, added aftermarket covers and fitted a 21” front wheel. There’s no front brake and very little to make this bobber street legal, so the cockpit is super sano. Sneak a peek at the back end too, if only to appreciate Ryan’s integrated chain guard and taillight housing.

But it’s the combination of the custom tank, seat and tail that really hits the mark for us. Perfectly proportioned, with subtle creases and scallops that take multiple passes to fully appreciate, the whole thing feels almost liquid.

Matt Ross’ paint job, using a custom-mixed hot pink from House of Kolor, unapologetically adds to the vibe. And then there’s the exhaust—a flawless two-into-one system, resplendent in chrome.

If there are any nits to pick on this pared-back Triumph bobber, we can’t think of them. [Via]

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[DaveM]

LIKE FATHER, LIKE SON: A pair of BMW’s by Incerum Customs.

Not every moment of life can be a fun-filled crazy good time, and in the hours and days that are magnificently mundane, we escape our reality by daydreaming of that next adventure. My father and I once dreamed of building a ’66 Mustang pro tourer, shipping it over to the States and slowly making our way down Route 66. Of course, like most fantasies, it remained fiction but as we’ve come to expect...

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[DaveM]

Dominate all trails: HB-Custom’s rally-style Honda NX650

It’s hard to deny the allure of a rally motorcycle. Every inch of it is built to perform, and every part on it serves a specific function. Add it all up, and it’s a total vibe; the very definition of form following function.

It’s little wonder then, that many modern adventure bikes take styling cues from purpose-built rally machines. And why the aftermarket is loaded with parts to convert dirt bikes into rally bikes—either to actually race them, or to simply make them more suitable for dual-sport use.

This custom 1989 Honda NX650 Dominator, from Holger Breur at HB-Custom in Germany, was built to do a little bit of everything. It’s the second Dominator that Holger has done up in this style, both with the specific purpose of tackling the Trans Euro Trail.

The Trans Euro Trail is an 80,000 km [49,710 mile] adventure riding route, 64 percent of which occurs on dirt roads. It’s a virtual navigation rally of sorts—participants can download free GPS routes, stretching from the Arctic Circle all the way to Africa, and tackle them at their leisure, bit by bit. And this Honda looks perfect for it.

Holger took some of his inspiration from a friend’s Husqvarna 701 Enduro, which had been equipped with an aftermarket navigation tower. 701 conversions are commonplace, and parts for them are easy to find. But this isn’t the case with the Dominator.

That’s why the nav tower on this particular bike is a mash-up of repurposed, modified and one-off parts. Holger started with a handful of KTM bits, then pieced them together with a number of custom-made items. The actual windscreen comes from Rade Garage, a company near Prague that specializes in this sort of stuff.

Lighting the way forward is a pair of Hella headlights. The nav tower is flanked by a pair of hand-made panels that tie everything together. But there are many mods that can’t be seen, too—like the tweaks to the steering neck and steering stops.

The layout behind the screen is tidy and practical. A digital Koso dash sits front and center, with a smartphone mount higher up for navigation. Holger’s added a charge port too, to make sure he doesn’t get lost.

Also in play are a set of Magura handlebars, fitted with cushy rally-style grips, hand guards and new switches. The brake lever’s another Magura part, and the brake hoses at both ends have been upgraded to braided stainless steel items. Holger also fitted a pair of grippy KTM foot pegs, but he had to modify the peg mounts to accommodate them.

Most of the bodywork is actually OEM, but the whole package has been refined somewhat. Holger left the fuel tank and seat pan alone, but added a gel insert and fresh upholstery to the latter. The front fender is from Polisport, while the rear fender is stock, with the addition of a pair of grab handles for dragging the bike out of tricky spots.

The wheels are stock too, but they’ve been stripped, powder-coated, and re-laced with stainless steel spokes. Other upgrades include Brembo brake discs, Michelin dirt tires and protectors for the front and rear brakes.

Holger upgraded the factory forks with new, adjustable internals, and swapped the rear shock out for a fully-adjustable YSS unit.

The Honda’s guts were also overhauled. Holger rebuilt the motor, and installed a Mikuni TM40 carb. He also fabricated a two-into-one-into-two exhaust system, and capped it off with matching titanium Leo Vince mufflers designed for the Honda CRF-series.

All the wiring’s new, built around a control unit from Axel Joost Elektronik in Germany.

The Dominator’s livery is simple, yet highly effective. Tasteful swathes of black and red adorn the bike, complemented by graphics ripped straight from Honda’s style guide.

Holger went to great lengths to add a sense of authenticity to the graphics. The Honda ‘Wing’ logos, seat logo and ‘PRO-LINK’ motif on the swingarm are obvious hits. But look even closer, and you’ll even spot Honda’s ‘Rally Touring’ logo on the side covers; a graphic that’s adorned countless Honda Transalps and Africa Twins throughout the years.

It’s details like these that make this Dominator so tasty. But the irony is that Holger probably won’t ride it on the Trans Euro Trail after all. He’s got another NX650 already lined up—so he’ll either make this one available to his girlfriend for the trip, or sell it.

Either way, we’re hoping it gets used for what it was designed for; dominating trails and getting dirty.

HB-Custom | Instagram | Images by Emayat Wahab

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[DaveM]

Top 5 Honda Super Cub, Monkey and Dax customs

We’re firm believers that small bikes equal big fun. And we’re not alone. Just look at the humble Honda Super Cub—it might be small, but it’s the most produced motor vehicle ever, with well over 100 million sold worldwide.

Honda has more skin in the mini moto game than most. Over the years, the Super Cub has shared the limelight with other pint-sized legends, like the CT125 ‘Postie’ bike, Grom, Monkey and Dax. And each of those has found their place in the custom scene, too.

We’ve rounded up our five favorite custom Honda mini motos for your viewing pleasure. Our list includes two Cubs, two Monkeys and a Dax. Bon appétit!

Honda Super Cub by K-Speed Has anyone built more custom Honda Super Cubs than K-Speed? We don’t think so. The Thailand-based powerhouse is exceedingly prolific; it helps that they’re a major importer and manufacturer of custom parts, too. Most of their builds are either draped in items from their own ‘Diablo’ range, or act as test beds for new parts.

It’s hard to pick a favorite Super Cub from K-Speed (they’ve built so many), but this particular design stands out. The shop took a pair of 2022-model Honda Super Cub 110i donors, and turned them into little art deco masterpieces.

Finished in all-black and all-white, both Super Cubs wear identical bodywork. The wheels wear covers and sit under generous ABS plastic fenders, the headlights have been relocated lower down than stock, and both bikes wear new handlebars with custom enclosures.

Each also wears new grips, ribbed side covers, a custom seat and a Diablo exhaust muffler. K-Speed also modified their subframes, and extended their swingarms. So although they wear a lot of bolt-on parts, these stylish scooters are far from plug-and-play. [More]

Honda Cub by 2LOUD Custom Max Yicheng of 2LOUD Custom has worked on all sorts of bikes, big and small—and his work always impresses. This city-slicking Honda Cub was built for a close friend, and remains one of our favorite custom mopeds to date.

Max’s first job was to swap the pint-sized 80 cc motor out for a 190 cc Zongshen mill, equipped with a Keihin CVK30 carb. The frame was tweaked to accept the new engine, and to convert it to a hardtail setup. The forks from a SYM Wolf sit up front, and the Cub rolls on 18F/17R wheels.

The setup is far from standard though. Max converted the fork to a single crown affair, added a mountain bike’s steering stem, and fabricated custom bars with an integrated luggage rack. Upgrades include a Frando front brake, Frando levers and a hydraulic clutch conversion.

But it’s the little details that really sing on this build. There’s the two-tone leather seat, the elegant polished hinges that it mounts to, and the always-accessible fuel filler neck. All work in harmony to create the most charming of grocery-getters. [More]

Honda Monkey by Kingston Custom The Glemseck 101 festival in Germany is an event known for power and speed. But when Honda Germany wanted to make a splash at Glemseck a few years ago, they picked an unlikely candidate for a custom project; the 125 cc Monkey. After all, there’s no replacement for displacement—or, in this case, a lack thereof.

Luckily Honda Germany had one of the country’s most prominent custom bike builders in their corner. Dirk Oehlerking of Kingston Custom, best known for his high-end BMW builds, was tasked with customizing the pocket-sized Monkey. And he knocked it out the park, with a uber-tidy scrambler that tips its hat to Honda’s heritage.

Dirk started by throwing on some parts that were taking up space on his workshop shelves—like the handlebars and foot pegs. Then he upgraded the fork internals, and mounted a set of new YSS shocks at the back. A set of custom side number boards added some vintage race style, while a modified Kepspeed exhaust gave the Monkey a louder bark.

Sitting somewhere between a 70s pit bike and the world’s cutest flat tracker, Kingston’s Honda Monkey looks flawless in the brand’s traditional red, blue and white racing colors. A chunky seat and abbreviated subframe finish it off. [More]

Honda Monkey by Bunker Custom Cycles Istanbul’s Bunker Custom Cycles has a style that’s easy to recognize. Their builds are perfectly proportioned, and wrapped in ultra-classy liveries. But does that vibe suit the Honda Monkey? Oh yes indeed.

The brothers behind Bunker, Mert and Can Uzer, customized the Monkey for a client that bought it to take it along on his boat, but wanted a look that was more classic. They started by modifying its stance, by way of a lowering kit and new rear shocks from Racingbros in Taiwan. A pair of 12” spoked wheels completed the rolling chassis.

Other mods include clip-on bars that sit on a special bolt-on clamp, and smaller mirrors. There’s leather on the seat and custom side bags, with aluminum fenders at both ends. The headlight wears a protective grill, and sits closer to the bike now, courtesy of shorter mounting brackets.

But the real gem is the ‘Gorilla’ tank graphic. Bunker pulled in a local illustrator to design it, and to apply it by hand. It’s one of the raddest graphics we’ve seen—on any size bike. [More]

Honda Dax by Zambrag Garage We don’t see enough Honda Dax customs. There are probably tons of them out there—but we don’t see them, and more’s the pity.

This cheeky little number comes all the way from Bali. It’s the work of Zambrag Garage, who built it with a mix of Super Cub and Dax parts, and dubbed it the ‘Lil’ Pussy Chopper.’

The engine’s from a 1966 Honda C100, wedged into a modified Honda Dax frame. A new fuel cell sits inside the stamped frame, with a custom-built girder fork propping up the front. The front wheel’s a brakeless 17” item, while a 10” wheel from a vintage two-stroke Suzuki automobile sits at the back. There are no rear shocks—just a pair of rigid struts.

Covered in an eye-popping paint job, with white accents on the grips and seats, this Dax chopper is totally bagus. We’d ride it… would you? [More]

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[DaveM]

BETTER THAN NEW: Ducati Pantah by Purpose Built Moto.

One of the great things about doing a full custom makeover is when you’ve finished your build, by definition you’ve already annoyed the Anoraks so much, that they quickly walk past your bike at a show and don’t pass judgement. This is not something you can avoid, however, when you do a full classic restoration, put one single part in the wrong place and they will damn you to hell for eternity.

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[DaveM]

Unlikely Combo: How Porsche Helped Harley Build the V-Rod

They say opposites attract, and aside from a historic reliance on air-cooled engines, Porsche and Harley-Davidson couldn’t be more apples to oranges. Back in the 1990s, Porsche was the foremost name in German performance engineering, while Harley’s offerings had become decidedly stagnant since the mid 80s. The result of this unlikely partnership was the Harley-Davidson V-Rod, a bike that would not only break Harley’s air-cooled mold, but also ring in a new era of OEM performance cruisers.

The Evolution engine has long been credited as the engine that saved Harley-Davidson, but Sportster, Dyna and big twin models still couldn’t challenge the performance and variety of foreign offerings. Harley needed a more powerful option, with a whole new image, and they rekindled an old relationship with Porsche to do it.

Porsche and Harley had first gotten together in the 1980s for Project Nova, which could have produced some game-changing, water-cooled V4 and V6 engines if it had come to fruition. For their second collaboration, a handful of H-D engineers traveled to Porsche Engineering’s facility in Germany to design an all-new roadgoing v-twin.

The Revolution engine, as it would come to be known, was not a clean-sheet design though. The project started with the water-cooled, 60-degree v-twin from the Harley VR1000 superbike, which already boasted quad cams and fuel injection, and was capable of over 10,000 rpm.

Clearly the race-only mill needed to be detuned for street use, and displacement was increased to 1,131 cc since it would no longer be used for AMA Superbike racing (where displacement was limited to 1,000 cc for twins). Its controversial liquid cooling opened the door for higher horsepower and higher rpm, and when it debuted in 2001, the Revolution engine was rated at 115 hp at 8,250 rpm, with a 9,000 rpm redline.

Porsche’s hand in the project started and ended with the Revolution engine, but Harley had a few tricks of their own in developing the rest of the VRSC (V-twin Racing Street Custom, or V-Rod). The hydroformed chassis was a first for Harley, and the split backbone surrounds the engine and tank like sport bikes of the day. The fuel tank was placed under the seat to bring the center of gravity down, and the faux conventional tank concealed the air box.

To complete the ‘racing street custom’ look, HD designers equipped it with solid disc wheels, a wide 240-section rear tire and shallow 34-degree rake. The radiator and other cooling components were streamlined and hidden whenever possible, and the swept exhausts were fine-tuned to achieve the distinctive Harley v-twin sound.

Throughout its 15-year production run, the V-Rod was offered in many different configurations and tested the market for some of Harley’s more radical ideas. The VRSCR Street Rod model, for example, was fitted with inverted forks, a steeper 30-degree rake, Brembo brakes and mid-mounted controls, clearly expanding H-D’s definition of a global cruiser bike.

By the end of the V-Rod’s time in 2017, the Revolution engine had grown to 1,247 cc, and made as much as 125 hp at the crank. In addition to proving itself on the street, Harley developed the track-only VRXSE Destroyer, which was capable of quarter mile times under 10 seconds.

Sporty and high-revving, the V-Rod provides a unique experience in the saddle. It runs smooth from idle to redline, and won’t shake your teeth out like some of its stablemates. While Harley’s v-twins have a reputation for low-end grunt, the V-Rod pulls strong over 6,000 rpm, and will light the rear tire up on a whim. It’ll outperform stock Evo Sportys and big twins in a straight line, and in the corners as well, given its low center of gravity.

While often brushed off by Harley’s air-cooled faithful, the V-Rod succeeded in bringing new faces into the orange and black fold. Love it or hate it, the Harley-Davidson V-Rod not only paved the way for modern liquid-cooled HDs, but also ushered in the OEM performance cruiser market that remains popular to this day.

Images courtesy of Harley-Davidson and Porsche

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[DaveM]

Slick Slider: A Godden GR500 speedway restomod from Unikat

Speedway bikes are the very definition of purpose-built. They’re brakeless, single-gear machines with bizarre proportions, designed to do one thing—go around a dirt track at angles that defy physics. But, like all racing motorcycles, they’ve evolved over the years.

Early speedway racers would simply modify existing ‘regular’ bikes to perform as best they could. It was only by the late 1950s that legends like Alf Hagon had start fabricating speedway-specific chassis. And today’s race bikes sure don’t look like they did back then.

This particular example is a 1970s Godden GR500, immaculately restored and ever-so-slightly modded by Grzegorz Korczak, and his team at Unikat Motorworks in Poland. Back in 1969, Don Godden bagged the world long-track championship aboard a Hagon-framed bike with a JAP engine. By the 70s, he’d formed Godden Engineering—first building his own frames, then, eventually, engines and complete bikes.

The Godden GR500 was a complete package, featuring a 493.8 cc single cylinder mill, good for 64 horses. It was built in an era when the engines were mounted upright in the frame—unlike on today’s machines, where the engines are pitched forward. [There’s a great Godden GR500 history lesson here.]

The idea for this restomod project was born on a tennis court, of all places. Grzegorz met the client, Zbyszek, at a tennis tournament, where the two immediately started talking about bikes (and got so excited that other players had to shush them).

Zbyszek actually manages a speedway race team—and his wife, Betty Rose, is so passionate about the sport, that she has a speedway tattoo on her forearm. “When it turned out that Betty Rose’s birthday was coming up, we shook hands on an unprecedented joint project,” says Grzegorz.

After a little hunting Unikat found the GR500; “a cult classic,” as Grzegorz puts it. The idea was to restore it, but also add some unique details. Unikat’s motto is “one of one,” after all.

The GR500’s engine was healthy on the inside, but filthy on the outside. So the first job was to clean everything up. Unikat glass-blasted the engine and carb, and polished all the aluminum bits, including the engine’s mounting plates. The primary drive’s been exposed, and a handcrafted velocity stack sits under the seat.

Next, Unikat had the frame, rear triangle and front forks treated to a fresh coat of powder. An impressive number of original parts are still in play, but they’ve been restored to better-than-new condition. Look closely, and you’ll spot the stamped Godden badge on the steering neck, and a Godden logo etched into the oil cap (the GR500 carries its oil in the top tube of its frame).

Unikat tore the wheels apart, polished the hubs and rims, then re-laced them with stainless steel spokes and nipples. The tires, inner tubes, chain and sprockets are all fresh. Speedway enthusiasts will also note that the rear wheel cover that race bikes of this era normally wear, is gone.

The fuel tank and fenders are also original parts. Unikat stripped the paint off the fiberglass fenders, then painstakingly smoothed out any inconsistencies before repainting them.

The tank was a little beat up—but for Unikat, that just added to the bike’s charm. So they simply cleaned it up and clear coated it to keep its personal history intact. A milled gas cap with Unikat’s logo etched into it adds a neat touch.

Up front, the handlebars are clamped by new risers, and wear a Magura clutch lever and handmade leather grips. Further back, Unikat recovered the seat in leather, and propped it up on new mounting plates. The exhaust is custom, fabricated from stainless steel.

This GR500 also wears new cables and hoses, and every last nut and bolt has been glass-blasted and freshly galvanized.

Finished in white with red accents, and adorned with the owner’s name and date of birth, this GR500 restomod looks just as good parked as it would flying around a dirt track sideways. We can’t think of a better birthday present.

Unikat Motorworks | Facebook | Instagram

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[DaveM]

British Chic: STG Tracker’s custom Triumph Bonneville T100

The modern day Triumph Bonneville no doubt owes its popularity to its looks. It’s a handsome machine out the box, with a lot of room to tweak it further and make it look even better. But what separates a lightly modded Bonnie from a professional custom job?

This 2011 Triumph Bonneville T100 holds the answer. Built by Marcelo Obarrio and Germán Karp at STG Tracker in Buenos Aires, Argentina, it’s a great example of how experience, good taste and a sharp eye can create a custom bike that just looks ‘right.’

The brief for this project was fairly straightforward. STG’s client asked for a lowered, chunky retro standard, pared back to the minimum. The Bonneville T100 donor was supplied in stock condition, save for a pair of shorter rear shocks of undetermined origin.

STG pulled it off by adjusting the bike’s stance, modifying some of its OEM parts, and adding a couple of custom-made items. A carefully selected set of bolt-on goodies—some from STG’s own stash—finish the build off.

With the aftermarket shocks already lowering the bike to the client’s satisfaction, STG turned their attention to the wheels. The original 19F/17R rims were ditched, and the hubs relaced to 18” rims with 4.5-inch-wide sawtooth tires.

Higher up, the guys trimmed back the Triumph’s subframe and welded in a kicked-up rear loop. A custom-trimmed seat sits up top, covered in solid and perforated leather. A modified Royal Enfield fender finishes off the tail.

STG kept the original Triumph fuel tank, but swapped out the front fender for a shorter custom unit. Then they modified the stock side covers with deep cutouts, to show off the K&N filters that replace the airbox. It wasn’t a simple hack job though; take a closer look, and you’ll notice that the crew finished each cutout off with a lip, to minimize the gap between it and the air filter.

Up front, STG installed a grilled headlight, mounted on shorter brackets. Sitting just above it is a tiny round speedo from Motogadget, attached to a handmade mounting plate. Marcelo and Germán cleaned the font up even more, by relocating the Triumph’s unsightly rectifier to the frame’s down tubes.

A pair of LED turn signals are discreetly bolted to the headlight brackets. The lighting at the rear is even more subtle—STG integrated the rear turn signals with the shock housings, and tucked a pair of LED taillights between the fender and frame rails.

The wide tracker handlebars come from STG’s own online shop. They wear new grips and vintage-style micro-switches, with the wiring routed to inside the bars. One of the client’s requests was to swap the foot controls for the rear-sets from a Triumph Thruxton, so that was done too.

There’s more work hiding under the hood. The guys rewired the bike, installed a Lithium-ion battery, and tucked everything into a hidden electronics tray. While they were at it, they ditched some of the pesky emissions controls, and added a Power Commander chip to squeeze a little more pep out of the Bonneville’s parallel twin motor.

The swooping exhaust system is custom too, with a brushed chrome finish that we don’t see enough of on builds. A CNC-machined sprocket cover adds a final touch. Like many of the parts on this bike, it’s been finished in black—which makes the Bonneville’s distinctive polished engine covers pop even more.

When it came time to paint the bike, the client asked for British Green. But STG felt that would be a little too predictable—so they asked for some leeway. Working with their usual painter, they wrapped the bike in a dark turquoise hue with a subtle flake effect, offset by white accents.

Perfectly proportioned and neatly finished, STG’s Bonneville is as tidy as they come. If you’re planning to customize your own Bonneville, we won’t blame you for sticking this one on your wall as inspiration.

STG Tracker | Facebook | Instagram | Images by Darío Rodriguez

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[DaveM]

FRENCH DIET: Ducati 749 by Jerem Motorcycles.

The SuperSport class of motorcycles in 2023 is all but dead, and for those who owned the race-inspired 600cc machines of the last forty years, that is a huge shame. Bikes like the Kawasaki ZX6R and fellow Japanese offerings like the CBR600RR and R6 gave riders an affordable and reliable bike they could use in everyday traffic and then take to the track and be ultra-competitive.

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[DaveM]

EXIF Picks: 5 Classics from Bonhams’ Spring Stafford Sale

If you’re obsessed with vintage motorcycles, take note. The International Classic MotorCycle Show takes place next weekend, at the Staffordshire County Showground in Stafford, England, and with it, Bonhams’ annual Spring Stafford Sale.

As you’d expect from Bonhams, the auction lot is packed with rare motorcycles and vintage motorcycle memorabilia. We’ve picked the five that we’d be bidding on… if we had the means to, of course!

1931 Brough Superior SS100 George Brough took a great deal of pride in each of his Brough Superior motorcycles, having ridden each bike personally to guarantee its performance, but this 1931 SS100 model is especially significant. Specially prepared for the 1931 Olympia Motor Cycle Show, this SS100 carries factory ‘show model’ stampings and enhanced cosmetics, and has been with its current owner since 1973.

Quality and performance were Brough’s utmost concerns, but by the mid 1920s, a more serious contender was needed to match the output of America’s Harleys and Indians. Brough started with a 867 cc JAP OHV v-twin, but eventually moved up to 980 and 996 cc JAP OHV twins for the new SS100 model.

The fork was a modified Harley springer, and a proprietary rear suspension system was optional. George Brough personally certified that every SS100 model was capable of at least 100 mph.

To make the biggest impact at the Olympia Motor Cycle Show, this SS100 received a special combination of black paint and chromium plating on the fuel tank, mudguards and wheels. While it’s now covered by a layer of old black paint, the seller states that the show paint is still present. Given the special significance and well-documented history of this Brough Superior SS100, Bonhams estimates the bike will sell for between $187,000 and $225,000.

1930 Montgomery-JAP 996 William Montgomery invented the motorcycle sidecar, and up until World War I, his company focused on fine commuter cycles with innovative sidecars affixed. It took several years to resume production after the war, but when they did, Montgomery motorcycles were some of the fastest and highest quality bikes of the era.

This 1930 Montgomery was likely one of the company’s most exotic offerings of the day, as it’s powered by a 996 cc side-valve JAP v-twin — likely good for around 26 hp. Heavy use of polishing and chrome with black paint gives this Montgomery timeless visual appeal, and the bike is said to be in outstanding original condition. Bonhams estimates a hammer price between $63,000 and $69,000.

1932 Matchless Model X The Matchless name was established by success in road racing, especially its single-cylinder models at the Isle of Man. But as early as 1912, the company was experimenting with larger v-twins equipped for sidecar duty.

One of the most popular Matchless cycles of the period was the charming Model X, which was fit with a proprietary v-twin engine and a reinforced rear frame section for sidecar use. The Model X stayed in production from 1929 to 1940, and was capable of speeds over 80 mph. Even after its side-valve v-twin was outclassed by the latest OHV v-twins in the 1930s, the Model X continued to sell, and the Matchless v-twin was used in other British bikes of the era.

Bonhams’ lot 492 is a 1932 Matchless Model X with matching numbers and an older restoration. The lot is expected to bring between $25,000 and $30,000.

1930 Scott Flying Squirrel Like so many of his peers, Alfred Angas Scott got his start in the early days of motorized bicycles. Scott believed in the power of two-strokes, and his water-cooled engines easily outclassed similar four-strokes from 1908 to 1914. Competition wasn’t his original intention, but he recognized the sales potential, and his bikes achieved notable victories at the Isle of Man and in hillclimb racing.

The Squirrel was Scott’s return to form model after World War II, and the model evolved into the Flying Squirrel by 1946. Power came from 498 and 596 cc two-strokes, cooled by a massive aluminum radiator. Relative performance wasn’t as dominant as Scott’s earlier machines, but was still quite sporty for the period.

Bonhams’ lot 340 is a 1930 model Flying Squirrel with a 596 cc engine sourced from an earlier Super Squirrel. The pre-auction estimate comes in at $8,800 to $11,000.

1963 Honda CR72 It was a wide held belief in the 1950s that four-stroke motorcycles couldn’t compete with two-strokes in road racing, that is until Honda rewrote the program in 1961. By incorporating a staggering amount of valvetrain technology, Honda brought home a 250 class world championship title in 61, and kicked off an era of road racing dominance.

Honda’s CR72 was based on the CB72, but was upgraded for competition use with dual overhead camshafts, four valves per cylinder and a six-speed transmission. The CR was good for 41 hp and 12,500 rpm, and was a fantastic performer for Honda’s factory team at grand prix and short circuit events.

This particular 1963 Honda CR72 was raced in period by Jim Redman and Bruce Beale, and has since been ridden by Redman at modern classic events. The bike has been restored, and has been in its current owner’s care since 1971. Considering Redman’s notable competition career with Honda, Bonhams estimates the bike will sell for between $149,000 and $186,000.

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[DaveM]

Speed Read, April 16, 2023

We’re starting and ending with two color-matched Ducatis this week; a Ducati Pantah restomod from Australia, and a Ducati 749S custom from France. Wedged between them are a wood-clad Yamaha XS650, and the wildest supercharged Honda CBR900 we’ve ever laid eyes on.

Ducati Pantah by Purpose Built Moto We have a soft spot for red bikes with gold wheels—so this 1981 Ducati Pantah ticks all of our boxes. It’s the latest bike to roll out of Purpose Built Moto’s garage on Australia’s Gold Coast, and we couldn’t be happier that the PBM team is still pumping out the jams.

Tom Gilroy and his crew were approached by a customer who had owned this bike since the early 90s. He was after a sympathetic restoration—but Tom convinced him to make a few minor changes.

“I love the styling on these bikes—they scream 80s Euro-bike with their iconic shape,” says Tom. “But the lawman had gotten in the way, and made the visionary Ducati designers hide their beautiful work behind some pretty lackluster fenders and lighting.”

From the get-go, the team focused on shrinking the lighting and slimming down the back end. The front turn signals were streamlined into the fairing, and the whole rear fender assembly was removed. New lights and indicators (all from PBM’s own catalog of electric parts) were incorporated into the fiberglass seat for a svelte, smooth appearance.

The wheels were stripped down and fully restored, as was the suspension. The engine was torn down, inspected and rebuilt from the ground up—using newer components where possible—then polished to within an inch of its life. The Staintune exhaust system was fitted to the bike decades ago, so it too was restored and refitted.

The eye-popping red paint and silver pin striping was based on how the bike arrived at the workshop, having been repainted by the owner many moons ago. It’s a far cry from the original color scheme, but it’s no less classy.

A new seat was made by Timeless Auto Trim based on the original, but with a new Ducati logo embroidered into the back. To top it all off, a yellow-tinted, streamlined screen was fitted, along with a yellow headlight.

It’s another straight 10/10 from the Gold Coast crew. [Purpose Built Moto | Images by Brandan Trudinger]

Yamaha XS650 by Atelier JAB Using wood on a motorcycle isn’t common—but the results can be spectacular. After all, Morgan used wood to construct the substructures on their cars for many decades. It’s easy to work with and visually stunning, especially in the hands of a true craftsperson.

That’s exactly what has happened here, on this 1978 Yamaha XS650 café racer, built by Jacques Jouvin of Atelier JAB from Avignon, France.

Using his extensive knowledge of woodcraft, Jacques had an idea to combine some of his passions—wooden-hulled boats and motorcycles. If you’re thinking that he may have been inspired by the work of Riva, makers of luxurious runabouts and yachts, then you’d be right.

Jacques joined forces with a number of his designer friends, and the build commenced. After stripping the frame down and customizing the rear subframe, Jacques started on the bodywork. The details are light on where the fuel is, but we assume there is a fuel cell sitting underneath the stunningly crafted timber monocoque.

Seeing as this was a special build, Jacques chose to use some special timber; Wenge. It’s a rare and endangered African wood from the Millettia Laurentii tree, and it was supplied by a fellow craftsman. Taking 10 months to create, and reinforced with aluminum, the bodywork is nothing short of incredible. 12 layers of UV-resistant varnish bring out the stunning grain.

The engine received a full rebuild, and every electrical component was replaced. A new wiring loom is completely hidden from sight, and the engine now breathes through a pair of K&N pod filters. The rear turn signals are particularly swish—they are LEDs, set into the rear subframe using orange methacrylate from a pair of 1970s door handles.

The battery was relocated to under the swingarm and the frame was powder coated in silver chrome. It really pops against the dark wood grain and aluminum accents. A new front wheel (complete with a twin-leading shoe) was laced to the factory hub for a more classic look.

Sure, purists and anoraks probably won’t like it, but variety is the spice of life, right? As for the craftsmanship, you cannot deny that it is top notch. [More]

Supercharged Rau-Honda CBR900 by Rocket Sprocket Customs Rau frames were originally conceived by Manfred Rau, a German engineer. He made quite the name for himself back in the day by adapting frame construction technologies made famous by Fritz Egli and Bimota. His backbone-style frames were used to carry large-capacity Japanese four-cylinder engines, and they achieved great success on the racetrack.

What you’re looking at here is a Honda CBR900 engine, housed in a modified Rau Honda frame, and kitted with a slew of custom accoutrements for good measure. It’s the work of Andy Neuhold and friends, operating as Rocket Sprocket Customs out of Switzerland.

Any sourced the Rau Honda frame, shoehorned a CBR900 engine into place and slapped on the forks from a Suzuki GSX-R. A Ducati Monster S4R supplied the single-sided swingarm, rear shock and wheels.

As if the Honda power unit wasn’t supplying enough power from the start, Andy opted to adapt a Rotrex C15 supercharger. Fitted by Andy himself, it must’ve taken an age to work out how it was all supposed to go together.

From there, Andy turned to the bodywork, fabricating the tank, seat and mini headlight fairing all himself. He also created a new wiring loom from scratch, and upgraded a bunch of electronics along the way. The handlebars are from LSL and a Motogadget tiny speedometer is embedded in the top clamp.

Judging by the figures, we’d hazard a guess that this would absolutely rip down the strip—Andy’s goal was 180-200 hp, and the bike only weighs 440 lbs. But we don’t know quite how fast it is, because Andy ran into some serious engine trouble while running it at the 1/8th-mile airfield drag races at the Kilomètre Lancé in St. Moritz. All the best with the rebuild, Andy! [More]

Ducati 749S by Jerem Motorcycles In terms of aesthetics, the Pierre Terblanche-designed Ducati 749 was a wild departure from its predecessor, the 748. The sharp, angular bodywork and twin, stacked headlights were radically different to the smoother lines of the 748.

Ducati never made a naked version of the 749—but if they did, it might have looked something like this. Built by Frenchman Jeremie from his Jerem Motorcycles workshop, this café racer is his interpretation of a Ducati 749S.

Starting with a 749 Dark as a base, the first thing Jeremie did was remove the fairings. He then fitted a set of spoked wheels from Ducati’s SportClassic lineup, after machining parts to get them to fit. The front forks were reconditioned, and a custom front fairing with an oval headlight was mounted with custom brackets.

A custom windscreen was added to the fairing, with an Avia Compositi rev counter sitting front and center behind it. A set of clever CNC Rizoma wing mirrors were fitted; they look like aero wings when not in use, but can be rotated to function as intended when riding.

The frame was de-tabbed and chrome plated, along with the custom subframe. It supports a new rear hump, with the single seat upholstered in black leather by Yaya Brush Saddlery. The numberplate protrudes from the rear by way of a CNC aluminum bracket, and all the lighting has been upgraded to LED.

The engine remains factory, but it was repainted and visually upgraded by way of clear belt covers and clutch cover. The bodywork was painted in Panigale red, with chrome accents.

It’s not going to be everybody’s cup of tea, but we like the neo-retro touches. It’s part Monster, part sportbike, and almost certainly all fun. [Jerem Motorcycles Instagram]

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[DaveM]

ELECTRIC AVENUE: C1X from Super73.

If you’re reading this article then you’re currently either plugged into a wall or holding a device with a battery providing the power. The fact is electricity drives modern society, from your home, your workplace and all the major infrastructure we rely on, and that’s been true for your entire life and you barely think twice about it. So, for this reason, the ubiquitous nature of electricity...

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[DaveM]

The R100X: A BMW boxer enduro bike from an F1 engineer

There’s something special about taking a classic motorcycle, and transforming it to the point that it’s fit for an entirely different purpose than it what was originally created for. It’s the difference between customization and re-engineering; modern materials and processes augment vintage style, and every last nut and bolt is carefully considered. And that’s exactly the way that Ben Norton likes to do it.

His latest project started out as a 1995 BMW R80R, but ended up a very different animal. It’s the same radical approach to custom bike building that we saw with his last build—a jaw-dropping supercharged BMW R100.

The secret to Ben’s approach lies in his vocation. By day, he’s the chief engineer at a works Formula One team, where the pressure to make things perform better is immense. After hours, he unwinds by tinkering in his home garage, under the workshop name 10 ’til 12.

So while the rest of us are sleeping or binge-watching Netflix, Ben’s figuring out how to build insane machines like this. He calls it the ‘BMW R100X,’ and its off-road inspired vibe is not just for show.

Ben lives in the UK now, but he was born in Zimbabwe, in the south of Africa where dirt roads abound and off-roading is a big deal. His goal on this project was to build a lightweight desert racer, with an emphasis on practicality and fun. “And to go back to my African off-road heritage,” he adds.

“It’s a hybrid of old and new technology, while trying to retain the airhead character and BMW’s off-road legacy. The ‘X’ is a nod to the BMW G450X enduro bike, which was stuffed full of innovative engineering—much like I feel the R100X is.”

There’s very little left of the original BMW R80R donor bike. Ben kept the engine block, transmission casing and some of the frame—but the rest is a mix of transplanted, upgraded or bolt-on parts.

The work done to the engine alone could fill volumes. It started out simple enough, with a 1,000 cc kit from Siebenrock, running a 9.5:1 compression ratio. Ben also added a Silent Hektik programmable ignition and alternator system, and the starter motor from a Toyota Denso… and then things escalated.

Ben designed his own billet aluminum timing and front covers for the boxer motor, which were CNC-machined by a good friend, Fredrik Larsson at Aximech in Sweden (it helps to have good contacts). That shaved 3.5 kilos [7.7 lbs] off the engine’s weight, and added extra clearance for the front wheel. The engine block was cut down too, to save even more weight.

Vintage BMW fans will notice that the engine’s been pitched nose-up, in a bid to improve ground clearance and front wheel travel. The oil sump and bash plate are also one-off parts, again designed to offer more ground clearance, but also to sit perfectly in line with the frame and exhaust. The transmission is all-new inside too, with revised gear ratios.

Higher up, an oversized K&N filter sits on a custom mounting plate, with quick-change tie down straps for breezy services. Hanging off the left side of the bike is a beefy titanium muffler from SC-Project, hooked up to mandrel-bent stainless steel headers.

To say that the drivetrain looks factory fresh would be an understatement. It has a purpose-built look to it, helped along by a generous helping of Cerakote finishes.

Moving to the frame, Ben set about removing anything that wasn’t fit for purpose. On went a new subframe, built around laser-cut braces to increase stiffness and save weight. What isn’t as obvious, are the other places where the frame has been reinforced, and where extra brackets have been welded on to hold the myriad add-ons this bike sports.

Out back sits the single-sided swingarm and final drive from a BMW R100RT. It’s been extended by 100 mm and linked to a custom-made Penske shock, for a whopping 225 mm of rear wheel travel. A set of WP Suspension forks, taken from a KTM 690 Enduro R and Cerakoted to match the build, offer 250 mm of travel up front.

The R100X rolls on a 21F/18R wheel set, perfect for off-road shenanigans. They use Excel hubs, with a custom-made hub (designed by Ben and machined by Aximech) at the rear, that allows Ben to run fewer and larger spokes than stock.

The front brake uses a Brembo caliper and a 320 mm disc. The rear still uses a drum brake, but it’s been converted to hydraulic by way of an AP Racing master cylinder and a Willwood slave, and setup so that there’s no change in brake actuation with the increased suspension travel. All of the brake lines are custom, using Atec motorsport fittings.

The bodywork is remarkably run-of-the-mill by comparison—but it works beautifully. Plastic fenders from Acerbis do duty front and rear, while a BMW R65 fuel tank, chosen for its smaller capacity and slim, angular lines, sits center stage. Pro-Kustom shot the minimalist paint job, offset against satin black powder-coating on the frame.

To get the seat inch-perfect, Ben first designed it using CAD software, then had a laser-profiled mold made. Tom Hurley Custom Seats was responsible for the final product. It uses an alloy seat base, with a synthetic material on top to give it a modern dirt bike look and feel.

The cockpit features a burly set of Renthal handlebars, fitted with Acerbis hand guards, a Domino racing throttle, and Rebelmoto switches. The switches are particularly clever—they include color-coded LED backlights that act as the bike’s warning lights, so there’s no need to have separate warning lights wired in.

A pair of Baja Designs headlights sit up front. There’s a full complement of Motogadget goodies too—from the control unit that runs the motorsport-spec wiring loom, to the dash, keyless ignition and turn signals.

And then there are all the ‘small’ things—like the main electronic module’s custom-made aluminum carrier, the billet aluminum and fully-adjustable gear lever, and the ‘cookie cutter’ style fuel cap. An Antigravity battery hides under the seat, all the bike’s breather lines are plumbed into the central air filter for maximum protection… the list goes on.

And if you’re wondering if all that weight saving worked, it did. Ben’s BMW R100X clocks in at 160 kilos [353 lbs]—a whopping 40 g [88 lbs] saving over the stock bike.

It’s rare to see a custom bike where the engineering is allowed to shine at this level, and where the bike’s performance is sure to match how wild it looks. But it’s what we’ve learned to expect from Ben—and it’s what he expects from himself, too.

Ben Norton Instagram | Images by Christopher Bailey

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[DaveM]

BEST OF BOTH WORLDS: BMW R80 by SRC.

A few years ago, a group of highly experienced former racers, engineers and journalists sat down to decide just which motorcycle with a flat twin engine was the best of them all. Amongst the pack was the legendary racer, author and recipient of the Order of Australia Medal, Jim Scaysbrook. Their conclusion, the BMW R69s “now regarded as one of the finest and certainly most collectable bikes of all...

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