Custom Motorcycle Builds

[DaveM]

Rough and Ready: 6 Scramblers Under 650 cc

When you need one machine to do it all, it’s hard to beat the rugged charm of a scrambler. The formula is as simple as it gets, and is often little more than slapping a high-mounted exhaust, tall fenders and knobby rubber on your average street cruiser. Don’t mistake them for dirt bikes, but by improving the key areas of clearance and traction, street-derived scramblers are surprisingly capable, and above all fun! Not to mention the statement you make riding one.

We’re spoiled for options in the scrambler market these days, so before you sign the dotted line, it’s worth considering a few key factors. Beyond your usual bike buying considerations, you should take into account the balance of on and off-road you’re shooting for, and whether your dream machine is more rugged in spirit or practice. Engine size is another important factor, as more displacement will get you there quicker, but might sacrifice weight and ground clearance. And then above all, there’s price and availability.

These six scramblers under 650 cc all represent big fun and manageable weight, and are cheaper than larger bikes in the class.

Brixton Crossfire 500 XC A bold mix of new and old, the Brixton Crossfire 500 XC echoes everything we love in a modern scrambler. The majority of its mechanicals come from the street-going Crossfire 500 model, including the chassis, adjustable KYB suspension at both ends and the 486 cc twin engine — rated at 47 hp. Accordingly, it tips the scales at around 430 pounds, but it’s in the details that the 500 XC’s rugged nature starts to shine.

Aggressive Pirelli Scorpion rubber gets things off on the right track, and the 19/17-inch, externally spoked wheels are particularly eye-catching. An array of armor has been added to the bike in key areas, including an engine skid plate, radiator guards, crash bars and headlight protection. The exhaust system is entirely stainless, but does seem a bit vulnerable on the bottom side.

Ergonomics are classic scrambler, with a slim full-length seat and mid-height bars, and a large 3.6 gallon tank permits longer off-road excursions. Lighting is nicely executed, pairing a classic-looking round LED up front, with small indicators and a tucked tail light, and the number plates are a fun touch.

With a reported top speed of over 100 mph and Bosch ABS, the Brixton pairs its off-road performance with top road manners. MSRP for the Brixton comes in at about $8,400, which is on the higher end of the class. Brixton motorcycles are sold throughout Western Europe, East Asia and South America, but sadly there aren’t any North American dealers at this time. [Brixton]

Royal Enfield Scram 411 Based on the popular Himalayan adventure bike, the Royal Enfield Scram 411 is an affordable air-cooled scrambler with big character. It’s nearly identical to the Himalayan throughout, but made more sporty for road and dirt use.

To start, a 19-inch rear wheel replaces the Himalayan’s 21-inch front for better road manners. The ADV front rack was ditched in favor of a smaller gauge pack and nacelle, and the new one-piece seat has traditional scrambler appeal.

The Scram’s mechanicals are fairly utilitarian. Its air-cooled 411 cc SOHC engine produces 24 hp at the crank, and the transmission is a basic five-speed. Considering its low seat height of 31 inches and manageable 408-pound curb weight, the Scram 411 is well suited for entry-level riders.

The Scram won’t wow you with bells and whistles, or big-name components, but it’s the perfect machine for getting out there on a tight budget. Its MSRP is just $5,099, which makes it more affordable than almost any other bike in the category, and capable of pulling in entry-level dual-sport and street-bike riders as well. [Royal Enfield]

Honda CL500 Honda didn’t invent the scrambler, but it’s tough to think of a company that’s built more over the years. The latest chapter in Honda’s scrambler history is based on the familiar Rebel 500 platform, and wears the iconic CL name.

The modern Honda Rebel is immediately recognizable for its ultra-low seat height and tall tank, placing it firmly in bobber territory. It took a completely redesigned rear subframe to raise the seat and reposition the twin rear shocks, and the CL500 tops it off with slim, full-length seat. The pegs are moved rearward, and the tank shape has been altered as well.

To boost ground clearance, Honda ditched the Rebel’s 16-inch wheels for a 19-inch front and 17-inch rear. No Scrambler is complete without a high-mounted pipe, and the CL500’s 2-into-1 exhaust adds huge visual impact — even if it does eat up some ground clearance.

Since the Honda CL500 is only equipped with a radiator guard, it’s less off-roady than other offerings, but gains points in Honda’s venerable build quality. The 471 cc DOHC twin is as reliable as it gets, and makes 46 hp through a six-speed transmission. MSRP comes in at $7,450, and the bike is available in Europe, the U.K. and Asia. [Honda]

Husqvarna Svartpilen 401 The Husqvarna Svartpilen 401 is a rugged bruiser from Husqvarna that pushes the KTM Duke platform to new heights. With chunky bodywork and a 373 cc single, the Svartpilen is an urban warrior that’ll take you beyond the city limits.

Derived from the road-going Husqvarna Vitpilen (and the KTM Duke), the Svartpilen 401 adds Pirelli Scorpion Rally STR rubber and taller bars to this proven street platform. A unique color scheme and a rack on the fuel tank further separate it from the Vitpilen. Based on a steel trellis frame, the bike weighs just 335 pounds.

The Svartpilen suffers a bit in the areas of ground clearance and protection for off-road use, but does feature proven WP Apex suspension front and rear, and the punchy 373 cc single, good for 43 hp. The standard six-speed is also fit with slip-assist clutch and an easy-shift sensor, permitting clutchless gear changes.

The Husqvarna name does come at a premium though, and the Svartpilen 401 starts right around $7,200. [Husqvarna]

Moto Morini Seiemmezzo SCR Translated six and a half from Italian, the Seiemmezzo is a 649 cc bike platform from the recently revived Moto Morini brand. In addition to the street-oriented STR model, the company has also unveiled the Seiemmezzo SCR scrambler, boasting 61 hp and nearly 40 lb-ft of torque.

The Moto Morini Seiemmezzo SCR is based on a steel trellis frame, with adjustable front and rear suspension and an inverted fork. The DOHC, liquid-cooled 650 comes from CFMoto, and makes big power for its class. In scrambler fashion, the Seiemmezzo SCR differentiates itself with a tall tuck-and-roll seat, wire wheels, taller bars and high-mounted fenders.

Since the SCR is relatively new to the scene, you’ll likely be the only one around riding one, and the bike has great neo-retro appeal. With considerably more displacement, the SCR is a heavier bike at 440 pounds, though, and MSRP is nearly $8,680. With a recent entry into the U.S., Moto Morini bikes are available in the states and countries neighboring their Italian headquarters. An Asian dealer network is also said to be in the works. [Moto Morini]

Fantic Caballero 500 Rally Remember when we said you shouldn’t mistake scramblers for dirt bikes? Well, the Fantic Caballero 500 Rally might have to be an exception, and we’re here for it. The Caballero combines timeless scrambler looks with legit dirt bike running gear, stretching the scrambler market to new heights. If the dirt is your preferred playground, this one’s for you.

Unlike most other scramblers, the Fantic Caballero starts with a dedicated off-road platform, consisting of a chromoly steel tube chassis, inverted 43 mm forks and an aluminum rear swingarm. Suspension is adjustable on both ends, and provides 8 inches of travel, which is competitive even in the performance dual-sport scene. Peak power is rated at 40 hp, courtesy of a liquid-cooled 449 cc four-valve engine sourced from Zongshen. The transmission is a standard six-speed.

To tweak the dirt platform for scrambler use, Fantic fits the Caballero with a vintage 3.2-gallon tank and a slim scrambler saddle, and you still get passenger pegs as well! High fenders are mounted front and rear, and the Caballero is fit with an engine skid plate, a radiator guard and headlight protection as well. The twin-tip exhaust is manufactured by Arrow in Italy, and while it may be a tad exposed up front, the wow factor definitely makes up for it.

Fantic’s Caballero 500 Rally is a retro-cool bike that’s in a league of its own. Price is on the higher end of the market at around $9,100, and the bike looks to be only available in parts of Europe. [Fantic]

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[DaveM]

NUMBER 42: Moto Guzzi Le Mans III by Kaffeemaschine.

The historic German port city of Hamburg is one of the most interesting and beautiful destinations in all of Europe and features two entire areas that have been designated by UNESCO for their importance to world heritage. But on my next visit to Deutschland, which sits literally on the other side of the globe from me, is simply to one place I have to go. It is a 330square metre warehouse in the...

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[DaveM]

Monster Enduro: Gasoline’s gnarly KTM 1290 Super Adventure R

Back in the mid aughts, KTM and BMW’s perennial rivalry reached fever pitch. KTM had just released the 950 Super Enduro R—a stonking 942 cc dirt bike that was widely believed to be a response to the equally bonkers BMW HP2 Enduro. The two bikes went head-to-head at the gnarly 2006 Erzberg Rodeo, but neither stayed on the market for very long.

As wildly fun as they are, big twin-cylinder enduro bikes aren’t massive sellers, and both bikes were out of production before the end of the decade. Each boasts its own cult following now—but neither brand has built anything quite as focused since.

If you have an itch for monstrous roost-kicking enduro machines, you’ll need to turn to imaginative custom motorcycle builders like Australia’s Gasoline Motor Co. to scratch it. They’ve just transformed a bone stock KTM 1290 Super Adventure R into a contemporary take on the Super Enduro R, and it is beastly.

For adventure riding, the KTM 1290 Super Adventure R is more than capable out the box. Like most of its stablemates, it comes with top-spec gear; adjustable WP suspension, Brembo brakes and Akront wheels. And like most of its stablemates, its look is an acquired taste.

“It’s pretty ugly as an OEM machine,” Gasoline founder, Jason Leppa, says bluntly. “But it has the most technology and performance in an off-road motorcycle on the market.”

“We were on the hunt for the fastest and most capable off-road machine we could possibly find, that could handle the expansive deserts, sand dunes, rough terrain and mountain ridges of Australia. As a bike building team, most of our workshop technicians ride off-road, adventure and motocross machines on the weekends and in their down time. So we have an experienced and educated understanding as to what is needed both in style design, functionality and performance to build such an off-road monster.”

In Gasoline’s mind, what the KTM 1290 Super Adventure R needed was a complete redesign of its bodywork, front to back. So they tore the bike down to its bones—even going so far as to remove its subframe, and the fuel tank that hides under the OEM plastics.

Sitting front and center is a new carbon fiber fuel tank, built and designed from scratch. Gasoline molded it out of clay first, then 3D-scanned it and created a master mold to shape the final part over. It’s been designed to work with the original fuel pump and fittings.

Out back, the team fabricated an all-new chromoly subframe, with a trellis layout that complements the the main frame. A set of blacked-out aluminum filler panels hid the bike’s new custom battery box and electronic component mounts. Gasoline repurposed the stock seat lock too, and made a new license plate mount.

The seat was shaped over a fiberglass base, then upholstered in a carbon-look fabric, adorned with a pair of stripes to match the chassis. Gasoline again used clay to mock-up the tail bump, then built it out of fiberglass. Look at the KTM from the side, and you’ll notice that it subtly mimics the silhouette of the fuel tank.

The bits that dress the front end were scalped from other KTMs. The headlight cowling and front fender are from the Austrian marque’s EXC range of enduro bikes; the latter is fitted via a laser cut adaptor plate. A high-powered LED headlight from Enduro-Tech sits inside the cowl, modified to clear the stock ignition and steering locks.

Lower down you’ll find a pair of carbon fiber fork guards, transplanted from a KTM 890 Adventure R. The suspension, brakes and wheels are all stock, but the wheels have been refinished in gloss black. The exhaust headers are stock too—but the connecting pipe that links them to the SC-Project end can is custom.

Additional lighting comes from two LED spotlights, mounted to custom-made crash bars that flank the fuel tank. Tiny LEDs handle turn signal and taillight duties.

Gasoline kept the stock bars and controls, but relocated the KTM’s digital dash to sit above the bar clamps. It sits on a laser-cut bracket, by way of a 3D-printed, rubber-mounted housing. Then there’s what you can’t see; the custom-made airbox, complete with laser-etched graphics and a DNA filter.

For the graphics, Gasoline went minimal and striking. The livery is a mix of black and glossed-over carbon, strategically placed to emphasize the curves of the new bodywork. Sharp graphics—some in white and orange, and some in reversed carbon cut out from the black—are sprinkled all over.

Keen eyes will spot GPS co-ordinates written on the side panels that form part of the crash bar setup. They drop right in the middle of the Finke desert in the Northern Territory—the perfect proving ground for a motorcycle like this.

Gasoline’s aggressive re-interpretation of the 1290 Super Adventure R looks completely mental—and reportedly has a soundtrack to match (“It sounds like a Dakar bike on steroids,” says Jason). Until KTM decide to build another Super Enduro R, this will do nicely.

Gasoline | Facebook | Instagram | Images by Adrian Veale

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[DaveM]

Metorbike: An electric Puch café racer with a soundtrack

If the design of most electric motorcycles leaves you cold, a pair of young engineers from Hamburg might just have the answer. Meet Metorbike; a pint-sized café racer that could pass for a vintage moped, in both looks and sound.

The idea for Metorbike was conceived by friends Michael and Marvin, back when they were studying together. Both of them love café racers, and both of them had wondered if an electric drivetrain could be as elegant as a vintage combustion engine. So they decided to build a prototype to test their ideas.

Tinkering away in one of their grandfather’s garage after hours, the duo put their mechanical engineering and mechatronics studies into practice. And when they ran into a task that was beyond their collective abilities, they simply up-skilled.

Working with an old Puch X40 moped chassis as a base, they built the first Metorbike prototype entirely by themselves… and then things escalated. Michael and Marvin decided to turn their hobby into a business, and take Metorbike from a proof of concept to an actual small-scale production bike. It took them three years to get there, but its finally paid off.

Limited to 50 units, the first edition Metorbike is now ready to order. It’s made to spec, meaning that you can pick not only the color of your Metorbike, but the trim too—right down to the wood, leather and switchgear. All for the tidy sum of €7,749 [around $8,510], plus extras.

Each Metorbike starts out with a repurposed Puch X40 moped frame, sourced from a number of suppliers. The frame’s modified to suit the Metorbike layout, then stamped with a new frame number. (Yes, Metorbike is registered as a motorcycle manufacturer.)

Next, a set of refurbished Aprilia RS 125 forks are fitted to the front end, via a set of bespoke yokes. Custom-made YSS shocks prop up the rear, and the bike rolls on 17” spoked wheels, with an Aprilia disc brake up front.

Powering Metorbike is a 7 kW [peak power] brushless motor, housed in a milled aluminum casing. It’s a gorgeous design, and we’re betting many a passer-by will mistake it for an old Puch engine out on the road. Power is sent to the back wheel via a traditional chain drive.

Even though electric bikes don’t need fuel tanks, this one has one—and it serves a purpose, too. The carbon fiber shell actually houses the battery, which comes from a partner company that up-cycles used Volkswagen batteries. It’s designed to be swappable too, if you’d prefer to keep a spare unit on hand rather than wait for a recharge every time.

Rounding out the bodywork is a solid wooden café-style tail unit, topped off with leather upholstery. Each unit starts out as a set of planks in a choice of three different woods. Those are bonded together to form a blank, the blank is then cut on a five-axis milling machine, and the final form is hand-finished to perfection.

Metorbike’s trim is as good as what you’d expect to see on most high-end custom motorcycles. There’s slick LED lighting all-round, and the cockpit wears clip-on bars dressed in leather grips. Many of these parts are customizable, too.

The speedo is another tidy detail. Embedded in the top yoke and made specifically for Metorbike, the round dash is completely touch-enabled. You can even use it to select the bike’s soundtrack.

Yes, you read that right—this electric moped makes a noise. What looks like a chambered exhaust under the motor is actually a sound system, pre-loaded with an array of motorcycle engine noises. It’s wired directly into the bike’s controller, so that the sound responds to throttle inputs in a realistic way.

As for the numbers that count, Metorbike weighs 75 kilos [165 lbs], tops out at 50 km/h [31 mph] and has a range of 50 km [31 miles], give or take. So it’s not going to go anywhere far, or get there particularly quickly—but then again, neither would a Puch moped back in the day.

What that does mean, is that it’s legally ‘small’ enough to operate with just a car license in Germany. So potential Metorbike owners need not go through the rigmarole of obtaining a bike license, making this tiny scoot not only adorable, but accessible too.

We wouldn’t say no to it for Sunday morning jaunts to the local café. Would you?

Metorbike | Instagram

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[DaveM]

Top 5 Motorcycle Jackets for 2023.

Along with your motorcycle helmet, a decent motorcycle jacket is likely to be one of the most expensive items in your riding gear garb. What defines a good motorcycle jacket is a topic that’s up for debate. For us, it’s one that takes safety seriously, tackles the elements with ease, and is effortlessly stylish in any situation.If you’re looking to invest your hard-earned in a quality motorcycle...

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[DaveM]

Speed Read, April 23, 2023

Two very different 90s Hondas—a CB750 and a Shadow—take the lead in this week’s Speed Read. Then we change gears with a rare Magni Australia, and a short film documenting Jared Mees’ campaign for a ninth AFT SuperTwins flat track racing title.

Honda CB750 by Bolt Motor Co. Bolt is back in another week’s Speed Read with this; a tasteful modified 1992 Honda CB750F2. Built for a client who wanted a no-fuss daily runner, this CB has shed its 90s styling—but also sports a number of stealthy upgrades.

First up is the stunning 1970s CB750K2 bodywork. Bolt transplanted the older oil and fuel tanks, adapting them to fit the later model frame.

For the wheels, wider rims were laced onto the factory hubs to allow for the fitment of the chunky tires. The front end was rebuilt, and the brakes were swapped for a mix of Honda and Brembo parts with Goodridge brake lines. The entire electrical system was replaced to ensure decades of problem-free motoring, the new lighting is all LED, and the cockpit wears a simple Motogadget speedo.

Bolt tore the engine down too, then cleaned and rebuilt it from the ground up. With every nut and bolt replaced, the engine was ready to receive a brace of clean Keihin carbs, complete with custom filters. The exhaust is from Supertrapp, and, being nice and short, would surely unleash the most almighty burble from the big inline-four.

The subframe was chopped, leveled out and looped, then topped with a brown leather seat from Tapizados Llop, an upholsterer who Bolt trusts with a lot of their seat work. A classic tail light sits alone on the back of the subframe, with a custom bracket cantilevered from the swingarm supporting the license plate and turn signals.

The blue paint job, done by Airbrush Custom, takes cues from the original factory paint, with a hefty dose of California style mixed in. It’s another fresh build from Bolt Motor Co., and we’re excited to see what they come up with next week! [Bolt Motor Co.]

Honda VT600C Shadow by Tumulte With a raked-out front end, low seat and cruiser styling, the obvious route to take when customizing a Honda VT600C Shadow would be to build a chopper. Well, former GT race engineer Frédéric Lagarde of Tumulte didn’t follow this trend—and we’re glad for it.

Frédéric was approached by a customer (a factory driver for AMG Mercedes, no less) with a 1990-model Honda VT600C Shadow cruiser. Why a VT600C? Well, the bike had been a birthday gift to his mother back in 1992, so it had a lot of memories associated with it. Instead of trading it in for another bike, the customer decided he would rather turn it into something a little more ‘performance-oriented.’

To give the Shadow a second lease on life, Frédéric tore down the entire thing, and tossed the front end, back end, wheels, exhaust and fuel tank all in the bin. Then he got down to business.

The Honda now wears the front end from a KTM 690 Duke, complete with custom twin headlights and small windscreen. There are new bars, grips, mirrors and switchgear. The electrics were replaced by a Motogadget setup with a tiny Lithium-ion battery. The lighting is a mix of Motogadget and Kellermann components.

A much less cruiser-y fuel tank was sourced and massaged to fit, and the subframe was made from scratch. The rear cowl was made by hand from fiberglass and houses all the electronics beneath the hump. The seat is also custom; black leather with red stitching to match the new paint.

The candy red paint was taken from an Alfa Romeo 8C Competizione, while the speed lines on the tank got their inspiration from AMG Mercedes GT cars.

The engine was overhauled and a pie-cut stainless steel exhaust was made by hand. The swingarm was lifted from an early Honda Transalp, and the rear wheel was retrofitted with a disc brake. A custom Shock Factory rear shock completes the package, with 17” wheels at both ends.

When it was all said and done, the Honda rolled out as the most heavily customized motorcycle to ever leave the Tumulte workshop. It’s a stunning build with a great story, and we’re betting its owner is one happy chap. [Via]

1994 Magni Australia The story of the Magni Australia is one that I’ve always felt a particular affinity to. Not because I have one, but because I live mere kilometers from where the Magni Australia story began. That, and I’m a Moto Guzzi owner and fanboy.

In the early 1990s, there was a man with a Moto Guzzi dealership here in Perth, Western Australia. His name was Ted Stolarski, and as well as selling bikes, he also had a racing team. It was through this love of racing that Ted got his hands on a pair of new Moto Guzzi 4V-OHC racing engines, directly from the factory in Mandello del Lario. This was a testament to the contacts that Ted had at the Moto Guzzi factory—even the most renowned motorcycling journalists of the day didn’t know the factory was thinking about new engines, let alone building them.

Ted and his team of mechanics (which included Mario Poggioli, Ted’s apprentice who bought the shop when Ted passed away) built two modern race machines around these special engines, collaborating with the storied Italian company, Magni, and fitting top-of-line components to each bike. It helped that Ted was Australia’s official Magni importer.

If you don’t know the Magni story, here’s a quick refresher. Arturo Magni ran the highly-successful MV Agusta racing team from the late 50s right up until the 70s, most notably winning 17 consecutive 500 cc World Championships between 1958 and 1974. When MV Agusta retired from racing, Arturo went off by himself and started his own company; Magni.

Suffice to say, Arturo knew a thing or two about building race bikes. Magni originally made performance parts for MV Agusta, but would eventually go on to build their own bikes.

Fast forward to the 90s, and Ted’s Moto Guzzi 4V-OHC bikes, which had been finding success on the track, caught the attention of Arturo Magni himself. He was so inspired by the Aussie-made machines, that he decided to make his own version—which he aptly named the Magni Australia.

Magni originally made 75 first-generation bikes, and they are every bit the glorious, sporting motorcycles of the 90s that they were meant to be. A second run of 50 bikes came a few years later.

This particular Magni Australia is one of those original 75 first-gen bikes. The inverted Forcelle Italia suspension, full fairing and race numbers are just to die for. The red paint, big white gauges and Termignoni exhaust complete the look.

The 4V-OHC Moto Guzzi engine, just visible through the gaps in the fairing, went on to run in the Moto Guzzi Daytona. But the fact that Ted had them first is wild, considering how far away Perth is from the rest of the world.

It’s hard to put a price on this sort of heritage, but someone has. This particular Magni Australia just sold for $15,250 on Bring A Trailer. [Via]

Chasing 9 Jared Mees documentary Although Indian Motorcycle has disbanded its official American Flat Track team, it would seem they still have a few fingers in a few pies. Jared Mees is an Indian-supported flat tracker who is chasing after his ninth title. If Mees achieves his goal, he will equal the record set by nine-time champion Scott Parker in 1998.

As the video alludes to, Mees is a contrasting kind of guy. He has a lot of fans, but there are also many other fans who would prefer to see someone else win. The Indian-made video shows the first few races of the season, where Mees misses out on the podium’s top spot each race so far.

AFT SuperTwins flat track racing looks brutal, and the video does a great job of showing how physical the sport is. When you think about it, riders are wrestling twin-cylinder, 110-plus horsepower, purpose-built lumps of metal around a dirt oval, while literally rubbing knees and elbows with each other. The sport is dangerous and exciting and the riders themselves are incredibly brave and skilled.

Close championship battles make for even more exciting racing and we wish Jared Mees luck on his way to a potential ninth title. [Via]

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[DaveM]

The One Motorcycle Show 2023.

Grunge music and gritty fishermen are what first spring to mind when someone mentions the Pacific Northwest of the United States, but there is a hell of a lot more going on. The One Motorcycle Show hosted annually in Portland, Oregon is not only one of the biggest custom bike shows in the world, but it’s also become a vital event for the region. Organised by Thor Drake and the See See Motor Coffee...

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[DaveM]

Don’t call it a comeback: The 2023 KTM 890 SMT breaks cover

Supermotos and touring bikes are built for very different purposes, but no-one bothered telling KTM that. They’ve just brought the SMT (Supermoto Touring) designation back to their line-up, in the form of the new KTM 890 SMT.

It’s been a decade since the KTM 990 SMT fell from KTM’s line-up. A capable, if awkward-looking bike, it was effectively a bulked-up version of the 990 SMR. The idea was to meld the performance and agility of a supermoto, with the comfort and distance riding capability of a touring bike.

The KTM 890 SMT follows that exact same formula, with a look that’s sharper and less gawky than its predecessor. As is the norm for most modern KTMs, it’s still ugly—but in an intriguing mechanical alien sort of way.

At a glance, the KTM 890 SMT sits between the Austrian marque’s 890 Adventure R, and the 890 Duke R. Though it does lean more towards the former, visually, albeit in a more trimmed package. The 15.8 l [4.17 gal] tank is slimmed down, while the 860 mm-high seat traces a similar line to the 890 Adventure R’s, tweaked to suit the SMT’s intended usage.

The SMT gets the same LED headlight cluster as the 890 Adventure R, with a short windscreen and a ‘double’ front fender; the front half is a high-mounted affair, with a stubby rear section mounted near the wheel.

KTM also states that the 890 SMT’s chassis is similar to the 890 Adventure R’s, but with “tighter geometry.” Tweaks include a longer swingarm and a revised rear shock angle, all to pitch the rider into a more aggressive riding position.

The SMT is obviously more squat than its dual-sport sibling, with considerably less suspension travel. WP APEX suspension components sit at both ends, offering 180 mm of travel, front and rear. The SMT rolls on the same 17” alloy wheels as the 890 Duke R, with Michelin PowerGP tires specced as standard. Twin 320 mm brake discs sit up front, with a 300 mm disc at the back.

Powering the SMT is KTM’s 889 cc LC8c parallel twin engine, featuring a unique tune. Numbers come in at 105 hp at 8,000 rpm, with 100 Nm of torque on hand.

There’s a full suite of electronic aids, including switchable rider modes, a customizable ‘track’ mode, cornering ABS and traction control, and a special ‘supermoto ABS’ setting. The cockpit sports a TFT display, and the handlebars are adjustable through six different positions.

Optional extras include heated grips, a ‘Motor Slip Regulation’ software add-on, a quick-shifter and cruise control. Plus KTM will no doubt have a plethora of look-fast parts (and apparel) in their catalog too.

To launch the SMT, KTM handed it over to former AMA Superbike and Supermoto racer, and Pikes Peak Hillclimb winner, Chris Fillmore, who let it loose on a mountain climb in Sardinia. KTM say this is what they made the 890 SMT for; railing corners, but also being able to cover the distance between them.

We’re certainly tickled. The KTM 890 Duke R is tons of fun to ride—but it’s also extremely focused, which makes it rather uncomfortable for bigger riders, or for long days in the saddle. The 890 Adventure R adds off-road capability, but not everyone needs or wants that.

The SMT sits neatly in the middle, as an alpine weapon that’s sure to go down a treat in Europe, where most of the riding happens on well-groomed tarmac. North Americans need not apply just yet though—KTM say the 890 SMT won’t be available there this year.

Images courtesy of KTM

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[DaveM]

Event Report: Picking Favorites at the 2023 Handbuilt Show

Three days of live music, art and over 150 handbuilt motorcycles and custom cars—it definitely took a bit to get our you-know-what together after a fun weekend in Austin. Its eighth year running, Revival Cycle’s Handbuilt Motorcycle Show is one of the most diverse motorcycle events around, not to mention serious sensory overload.

Citing a lack of connectivity in our modern digital world, Revival Cycles held the first Handbuilt Motorcycle Show in 2014 with the goal of getting people out to appreciate craftsmanship in custom bikes. The show has become a massive attraction since, and Revival estimates that roughly 20,000 people attended over the course of the weekend. The 100,000 sq-ft Austin American Statesman is the center of the event, which gives you plenty of breathing room to appreciate what’s on display.

It’s a pretty immersive experience, and the crew at Revival does a great job creating a setting that inspires you to dig into the details of every custom bike. You’ll find everything from traditional choppers, to cutting-edge street bikes and classic cafes at the show, with each one being selected for its unique brand of handcrafted character.

After you take in the static entertainment, the Ives Brothers’ Wall of Death show is something you have to see in person. Where else do you get to throw $1 bills at guys riding motorcycles and go-karts around a vertical pit? And as always, the show coincides with the MotoGP event at the Circuit of the Americas to fill your need for speed.

This year’s show brought more of the great things we’ve come to expect from Revival, including live music. 15 or so bands played throughout the weekend, which is definitely more than previous years. It was also a big year for BMW Motorrad, as the brand is celebrating 100 years of building bikes. Not only was BMW one of the show’s biggest sponsors, but they also brought a diverse fleet of custom motorcycles to display.

But for us, the highlight of the weekend was being selected to give three awards for best design, best paint and best of show. Picking favorites out of a pool of 150 awesome bikes was like trying to pick a favorite child, but we eventually we hashed out three winners.

For best design, it was hard to beat Rick Dozer’s Harley board tracker with a handbuilt tank, front end and aluminum frame. Eli Carver brought home best paint with an eye-catching BMW cafe that screamed 1972. Helmut Siepman never skimps on details, and his BMW bobber named Brunhilde was our pick for best in show. Stay tuned, as we’ll be profiling all three of our winners in upcoming features.

Images courtesy of Revival Cycles and Ricky Casado

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[DaveM]

Silent Shredder: The Cake Bukk electric dirt bike enters production

First released last year as a limited edition, Cake’s new Bukk electric off-road motorcycle is now ready for mass consumption. And, as we’ve come to expect from the Swedish electric motorcycle company, it looks slick as heck.

Off the bat, the Cake Bukk doesn’t look too different from the brand’s existing premium dual-sport bike, the Kalk. But there are differences—if you know where to look. For starters, the Bukk sports an all-new drivetrain, developed from the ground up by Cake.

Dubbed ‘Jante,’ the mill in the Bukk is a new proprietary interior permanent magnet, radial flux motor, housed in an aircraft-grade aluminum housing. Using a dual-bearing shaft, it’s said to offer optimal efficiency, power output and reliability, with smoother acceleration and more control at low speeds. Which makes a dirt bike like the Bukk the perfect vehicle to showcase it in.

The Jante motor makes a maximum of 16 kW peak power and 11.01 kW nominal power in the Bukk. That’s for the flagship ‘Power Light’ model; there’s a ‘Super Light’ model too, which is rated at 13 kW [peak] and 8.5 kW [nominal]. Torque figures for the Power Light version are 76 Nm at the driveshaft, and 456 Nm at the wheel.

That’s a fair amount of grunt, when you consider that the Bukk weighs just 89 kilos [195 lbs], battery included. It’s built around a forged aluminum frame, and swathed in beautifully designed, lightweight componentry. (We’ve seen the Cake Kalk up close, and if the Bukk is even remotely as tidy, it’ll warrant hours of ogling.)

Powering the Bukk is a 72 Volt Lithium-ion battery, good for an estimated three hours of trail riding (actual performance may vary according to usage, naturally). And if you’d like to stay out longer, the battery can be swapped out in 30 seconds, sans tools.

Most notably, Cake will allow each customer to spec their Bukk to suit their riding. The 19F/18R wheels and Formula brakes are standard, but you’ve got a choice of WP Suspension or Formula forks, and a WP Suspension, RacingBros or Öhlins shock. You can also spec your Bukk as off-road or on-road only, or as a dual-purpose bike.

Geometry-wise, the Bukk sports a 1,340 mm [52.8”] wheelbase, 335 mm [13.2”] of ground clearance, and a whopping 955 mm [37.6”] seat height. There’s a host of electronic rider aids too, and even these can be customized—or upgraded—via Cake’s own smartphone app.

The Bukk Super Light will set you back a minimum of €10,270 or $10,270, with the Power Light starting at €11,070 or $11,070. That’s in standard trim, with prices climbing according to each individual’s spec. It’s also cheaper than the company’s Kalk, which currently makes less power than the Bukk.

If you want to compare it to a gas-guzzling enduro, the KTM 300 XC-W two-stroke comes in at a RRP of $11,099 in the USA… but the Bukk is less likely to upset the neighbors. Which is ironic, when you consider that ‘Bukk’ means ‘Thunder Cloud’ in Gutnish—an ancient language from the island of Gotland, where Cake tests their bikes.

Images supplied by Cake

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[DaveM]

PURPLE HEART: Honda CB400F by Purpose Built Moto.

There are at least eleven different models released by Honda known as the CB400, but the one that built the reputation is the unmistakable ’70s F, with its iconic 4 into 1 exhaust and deliberate cafe racer styling. It was meant to be a ‘slap together’ while Honda’s engineers focused on cars like the Civic, but the small team on the two-wheeled project knocked it out of the park and helped to set a...

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[DaveM]

Stealth operative: A Honda Dominator scrambler from France

There’s a plethora of reasons to pick the Honda Dominator as a donor for a custom build. But for the crew at Morex Customs in France, it was one particular attribute that sealed the deal; its reliability. Honda thumpers are notoriously bulletproof, and the guys wanted to build a custom scrambler that would not only look great, but run forever.

Based in Vezin-le-Coquet, a commune in Brittany in the northwestern region of France, the Morex workshop is run by brothers Joan and Kévin Morel, with their friend, Valentin Pointeau. Since all three are motocross riders, they wanted to imbue the Dominator with a little modern off-road racing style.

“The idea was bold,” Kévin tells us. “We wanted to take the robust and reliable heart of a legendary motorbike, and rethink the running gear with high-performance parts. The result is a perfect blend of eras—a bike with character and modern lines.”

Transforming the bike from a bone stock Honda NX650 Dominator into the sharp street scrambler you see here took the trio almost a year. They employed a wide range of techniques too—from 3D design, to good old-fashioned mechanical work.

Since reliability was top of the list, and since the donor bike was in a shoddy condition, Morex decided to split the engine open and rebuild it. The cylinder went off to Revaltec to be honed, before everything was put back together with a new piston and a full complement of gaskets, seals and bearings. The transmission is factory fresh, too.

On the outside, everything was cleaned up and vapor-blasted to the point that it’s no longer recognizable. A BMC air filter was installed to replace the airbox, before Kévin fabricated an all-new two-into-one exhaust system.

Most of the Honda’s running gear is new too. Morex re-laced the Honda hubs to 18” Excel rims with new spokes, then wrapped them in Continental TKC80 rubber. The original brake calipers were refurbished, but the front now grips an oversized disc from Braking, with a custom-made carrier to make sure everything lines up.

Also fitted up front are the yokes and upside-down forks from a Yamaha WRF450, shortened to suit a supermoto stance and riding style. A YSS shock does duty at the back.

The Dominator’s new bodywork is remarkably svelte. The set includes a repurposed Yamaha 125 DTMX fuel tank, modified to fit the Honda. Behind it, Morex redesigned the subframe to create a stepped profile.

The supermoto-inspired headlight nacelle and front fender, and the tapered rear cowl, were designed using CAD software. The final parts were then 3D printed in a robust nylon material, and finished in gloss black. LED lights are embedded at both ends.

The work is incredibly tidy, and loaded with neat details. Morex’s logo is embossed into each 3D-printed part, and the back end is finished off with a honeycomb grill over the taillight, and a discreet inner fender lower down. A blank-off plate under the seat hides the wiring, which has been redone around a Motogadget controller.

Equal consideration went into the super-sparse cockpit. Neken motocross handlebars sit front and center, fitted with new grips and Beringer clutch and brake controls. There’s even a single mirror perch on the left side, for when you’re riding the bike instead of taking photos of it.

The push button switchgear, and the tiny digital speedo, come from Motogadget. The latter is mounted on a clever little bracket that clamps directly to the handlebars, along with a discreet warning light array.

Finished in gloss black with custom Morex badges on the tank, the Dominator now goes by the apt nickname, ‘Phantom.’ Kévin is also happy to report that it rides just as good as it looks.

Morex Custom | Facebook | Instagram

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[DaveM]

New and Noted: 5 motorcycle jackets for summer

Summer is on the horizon for our Northern Hemisphere readers, and with hotter weather comes the temptation to wear less gear. But it doesn’t need to be that way—we’re spoiled for choice these days with season-specific gear that you’ll still want to reach for, even when temperatures get toasty. Here are five motorcycle jackets to keep you cool, while keeping you safe.

Knox Urbane Pro Mk3 Armored shirts are a great way to add impact protection under jackets that aren’t already equipped with protectors. But Knox Urbane Pro Mk3 takes the concept a step further. Its shell is abrasion resistant, which makes it a CE approved ‘Class AA’ garment by itself; no jacket required.

The Urbane Pro Mk3’s shell is a combination of heavy duty nylon and mesh sections, with stretch panels in between. It’s designed to sit snug, keeping Knox’s proprietary ‘micro-lock’ elbow and shoulder protectors, and a generous back protector, close to your body. There’s the option of adding a chest protector, a security loop to attach it to your belt, minimal branding and a handful of discreet pockets.

Available in three different colors, the £249.99 [about $312] Knox Urbane Pro Mk3 is a great summer option on its own, or under a lightweight outer layer, if form-fitting gear isn’t your vibe. [More]

Icon Upstate Mesh The Icon Upstate Mesh riding shirt sits in the Portland-based gear company’s Icon 1000 collection, where muted styling reigns supreme. So it’s as casual and understated as it is effective. Available in black, grey or olive green, the Upstate’s shell is mostly mesh, with canvas overlays in impact zones.

D30 protectors at the elbows, shoulders and back offer impact protection. The cut is relaxed and the layout is clean, with two chest pockets, two hand warmer pockets and zippered closures at the cuffs. Subtle Icon branding on the front keeps things casual. [More]

Merlin Shenstone Air If you’re a fan of traditional British waxed canvas riding jackets, the Merlin Shenstone Air is worth a look. Its shell uses Merlin’s own brand of waxed cotton, developed in collaboration with Halley Stevensons. But look closer, and you’ll notice mesh panels at the front and back, to encourage airflow on hot days.

The chest pockets and quilted shoulder and arm panels add all the right style cues, and a full set of D30 protectors comes standard. There’s also a removable waterproof liner for when the weather suddenly turns, and reflective details for added visibility. You can get it in black or olive at Revzilla for $349. [More]

Rev’It! Hyperspeed 2 Air At the other end of the styling spectrum sits the Rev’It! Hyperspeed 2 Air. The only leather jacket on our list, it’s aimed squarely at street riders that like sportier gear. So it features a form-fitting cut, with a mix of solid and perforated leather, air mesh areas and stretch textile panels.

There’s a zip-in body warmer for cooler days, a handful of pockets for stashing valuables away, and solid plastic pucks on the shoulders. Inside, Rev’It! has specced the Hyperspeed 2 Air with their own brand of flexible, low profile armor at the shoulders and elbows. You’ll have to buy the back protector separately, though, and you can get a chest protector for it if you want maximum impact protection.

The Rev’It! Hyperspeed 2 Air comes in black and white, with red accents [above], but also black and red, with neon yellow accents, if you’re feeling loud. Priced at $699 at Revzilla, there’s also a stealthy all-black option. [More]

Fuel Arizona The crew at Fuel Motorcycles in Spain has a thing for riding old bikes in hot places. They organize Scram Africa—a 1,500 mile trip through Morocco on classic and custom scramblers. And they produce some good looking bike gear, too.

The €240.00 [about $264] Fuel Arizona gets its styling inspiration from 1940s American military garments. It’s mostly constructed from abrasion resistant textiles, with mesh panels on the chest, back and sleeves for maximum airflow, and impact protectors all-round. Myriad leather and suede details make the Arizona one of the best looking summer jackets out there. [More]

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[DaveM]

MAGNUM OPUS: Kawasaki Z1 by Bull Dock X Nitron.

The last few years have been a little disappointing in terms of new bike releases, with many companies still struggling with the double impact of Covid-19 and ever-expanding emissions laws that have curbed development in the superbike section. So you would think excitement might be down at the recent Tokyo Motorcycle Show of 2023, but never fear, the Japanese always have a way of saving the day.

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[DaveM]

Bang for your Buck: 6 Street Bikes Under $5,000 for 2023

Whether you’re about to test for your Class M license, or just itching to add a new toy to the stable, you’d be surprised how far your dollar goes in the entry-level street bike market. Features like standard ABS, inverted forks and slipper clutches are becoming increasingly common on budget-friendly offerings, and most big-name brands have at least a bike or two priced under $5,000.

While you shouldn’t expect to rule the roost on a sub-$5,000 machine, these budget street bikes boast impressive features and technology for the price, not to mention curb appeal that suggests you paid significantly more. You’ll find dozens of bikes on the web for under $5k, but for our list, we wanted to focus on full-size bikes that most anyone could hop on and enjoy for years to come.

BMW G 310 R A BMW for $5k? The compact naked G 310 R from BMW Motorrad expands the brand’s appeal to the entry-level market. Offering 34 hp, a low 31” seat height and a slipper clutch, the G 310 R has the look and feel of a more expensive bike.

For its first foray into sub-500 cc territory, BMW collaborated with Indian TVS to build a premium small cc naked bike for global sales. Designed in Germany and assembled in India, the G 310 R has sharp lines and great naked bike appeal befitting the BMW badge.

The bike is based around a 313 cc liquid-cooled single-cylinder, with the cylinder head rotated 180 degrees to push the center of gravity forward. Punchy for its size, the DOHC engine delivers 34 hp at 9,250 rpm, which is strong for the class. Power is delivered through a six-speed transmission with a slipper clutch, which prevents the rear-wheel from locking up during aggressive downshifts.

Based on a basic steel spaceframe, the G 310 sports an inverted fork and a rear monoshock, which is adjustable for spring preload only. Brakes are single disc front and rear, with standard BMW ABS. The bike weighs 362 pounds at the curb, which combined with the low seat height, makes it super accessible for most any rider.

With an MSRP of $4,995, the BMW G 310 R is a compelling choice for city streets and curvy backroads. It’s light and powerful for the class, and its 10,500-rpm rev limit should make any trip a fun one. [BMW Motorrad]

KTM 200 Duke Imagine having the 390 Duke’s attitude in a more accessible package, all for $1,500 less. That’s the idea behind KTM’s 200 Duke, a model that’s existed in other markets for several years, and now makes its U.S. debut.

The entry-level Duke has all the aggressiveness and sporty character we expect from a Duke, and enough crossover with its big brother to feel familiar as well. The bike is based on a lightweight steel trellis frame, with a sharp front end, large headlight and a minimalist fairing.

Suspension components are borrowed almost entirely from the 390, with an inverted WP APEX 43 mm inverted fork and APEX monoshock in the rear. The rear has been shortened slightly to bring the seat height down to an accessible 30 inches.

Sure, its 199.5 cc DOHC four-stroke is one of the smallest in the naked bike class, but the 200 Duke’s single-cylinder has some grunt. Power figures from KTM come in at just over 25 hp, and the engine feels torquey down low like its big brother. A six-speed transmission and hydraulic clutch make the most of the displacement, and single discs with standard ABS keep things under control.

With an LCD display, ABS and a switchable supermoto mode, KTM’s 200 Duke is loaded with cool features and attitude worthy of the Duke name. MSRP is just $4,199, and for that, the little Duke is more than just an exciting bike for the money. [KTM, Schedl R., KISKA]

Honda CBR300R If you want quality at an affordable pricepoint, I’m going Honda every time, and the brand has multiple offerings under $5,000. For this list, I’m going with the CBR300R instead of the Rebel or any of the minis, because it provides the most mph for your Benjamins.

300 is the new 250, and the CBR250R made the leap to 300 back in 2015. To get technical, the CBR300R is powered by a DOHC 286 cc single with a six-speed, which is essentially the same mill as the CB and CRF models. Tuned for higher rpm operation in the CBR, the engine produces 30 hp at 8,500 rpm, and it’ll spin to 10,500 rpm. Honda’s 300 single is a bulletproof engine, even if it isn’t the most exciting, and it gives the CBR a unique feel.

The single-cylinder slims the whole bike down compared to other models, and combined with its low 30″ seat height and 354-pound curb weight, the CBR300R feels comfortable and flickable in corners. Its posture is less aggressive than your average sports bike, given the raised clip ons, making it an easier adjustment for less-experienced riders. It’s worth noting that the CBR300 is a smaller bike, and best suited for smaller riders.

Priced at $4,899 (or $5,099 with optional ABS), the Honda CBR300R is worth considering if you’re after a worry-free and approachable street bike. It looks the part with aggressive styling and crisp Honda quality, and it’ll certainly go the distance. [Honda]

Royal Enfield Hunter 350 For dedicated city commuters, or super green riders dipping their toes into motorcycles, Royal Enfield’s air-cooled standards offer quite a bit of charm and utility for a rock-bottom pricepoint. Royal’s Hunter 350 model is a more nimble take on the brand’s 350 platform, offering sharper handling and unique cosmetics for as little as $3,999.

Expectations should be conservative when you’re looking at a full-size that’s priced like a mini, but the Royal Enfield Hunter 350 is a pretty capable machine within its intended purpose. For city riding and occasional highway use, the 349 cc engine provides a sufficient 20 hp at 6,200 rpm, and the five-speed transmission shifts easily with minimal clutch effort. Seat height is an approachable 31 inches, and the Hunter is roughly 30 pounds lighter than the Classic 350.

The basic steel chassis, suspension and powerplant are fairly standard items on the Hunter 350, but dual-channel ABS, a USB charge point and tubeless tires are nice additions. The combination of analog and digital gauges is also a solid improvement over the Classic, and is compatible with Royal’s Tripper navigation system. [Royal Enfield]

Yamaha MT-03 When you’ve got a good thing going, try making a smaller version. Like the other brands on the list, Yamaha hit sub-400 cc paydirt by building a beginner-friendly naked bike around the venerable YZF-R3 platform.

Billed as your entry to the dark side, Yamaha’s MT-03 builds on the popular MT lineup by providing a sporty naked-bike experience on the cheap. In passing, the MT-03 could easily pass for the MT-07, as it receives the same edgy plastics and eye-catching color schemes, but at a $3,000 discount.

More than just aggressive looks, the 321 cc parallel twin from the YZF-R3 is good for 50 hp in the MT-03, which is a distinct advantage among its peers. Power is funneled through a six-speed transmission, but the MT-03’s clutch pull has been reviewed as a bit harsh.

The MT-03 uses a KYB inverted fork up front, and a preload-adjustable monoshock in the rear. Brakes are single discs front and rear, with standard ABS. Like its peers, the MT-03 is based around a 30″ seat height, and curb weight is pretty light for its class at 373 pounds.

The Yamaha MT-03 offers very strong specifications for the small cc naked bike class, not to mention proven Yamaha build quality. Priced at $4,999, the MT-03 is a bike that you can start on, and have fun with for years to come. [Yamaha]

Kawasaki Ninja 400 Alright, I’m bending the rules a little with this one, but hear me out. While Kawasaki’s Ninja 400 busts the budget by a few hundred bucks, I’m going to shamelessly group it in with the others given the similar size and displacement.

The Ninja 400 is good right out of the gate, considering it’s based on a steel trellis frame and weighs just over 360 pounds. Seat height is still low at 31 inches, but the Ninja is larger than some other bikes on the list, and probably a better fit for larger riders.

Powered by a DOHC 399 cc parallel twin, the Ninja 400 is a nice step up in power. Compression is up at 11.5:1, and the engine makes a solid 45 hp at 10,000 rpm. Depending on your size, the Ninja 400 will push beyond 115 mph flat out. On the flipside, the bike is also fit with an ‘economical riding indicator’ and an assist/slipper clutch that permits lighter clutch pull, as well as clutch slip under aggressive downshifts.

Call it unfair, but for $5,299, you’re considering the Kawasaki Ninja 400 if you’re considering the others on the list, and you really should. It has to be stated that this price is for the non-ABS model, as that feature will cost you extra, but with the right dealer incentives, the Ninja is my choice for $5,000. [Kawasaki]

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[DaveM]

Fantastic Four: A modern Honda CB1100 from Wedge

If there’s one word that describes Takashi Nihira’s style, it’s restraint. His custom bike builds are tidy and unassuming, but they reward closer inspection with myriad tasteful details. So it’s little wonder that Nihira-san’s Tokyo-based custom shop, Wedge Motorcycle, has won multiple awards.

His latest build epitomizes this ethos. Finished in desaturated tones, it’s compact and perfectly proportioned, despite the heft of its four-cylinder engine. It’s classic vibe also belies it’s true nature; under the custom work lies a 2016-model Honda CB1100 EX.

The choice of a modern donor bike was a very deliberate one. Wedge’s customer wanted a motorcycle with tons of vintage style, but also planned to use it as a daily runner—so reliability was high on the list. “He wanted a custom bike that he could ride for the rest of his life,” says Takashi.

“In the used bike market, older air-cooled inline-four engines are very very popular, and so, expensive. Also, because they have been on the market for a long time, the condition of used bikes vary widely, and there is a high probability that they will have problems after starting out on the road.”

A newer Honda CB1100 is far less likely to break down—but customizing one is not without its challenges. Takashi had to find his way around the Honda’s 1,140 cc inline-four engine, the sturdy frame that holds it, and its modern electronics. Still, it doesn’t look like any of that slowed him down much.

For extra peace of mind, Takashi split the engine open and put it back together with new gaskets. The covers were polished to a brilliant sheen, but that’s as far as the mods go—the fuel injection module and emissions sensor are all still stock. That means that the CB1100 runs great without the need for any additional tuning, and it’ll pass the vehicle inspection that’s required every two years in Japan.

Takashi also kept the original airbox, but slimmed it down enough to suit the bike’s redesign, but not so much that it would affect performance. The four-into-two headers and mufflers come from Moriwaki, but they’ve been modified and coated black. And the bike was rewired too—but only so that there’d be fewer wires and components sticking out everywhere.

The wheels and brakes are also OEM parts, but the brake master cylinders are Brembo items. Firestone’s vintage-style Deluxe Champion treads were spooned onto the 18” wheels at the client’s request. The chunky rear tire caused a clearance issue though, so the swingarm had to be altered to make room.

Next, Takashi shortened the front forks and fitted a pair of Öhlins shocks at the back. That not only slammed and balanced the Honda’s stance, but also brought the seat height down for Wedge’s client, who’s a little on the short side. But it took a lot more than just those changes to create the flawless silhouette you see here.

“I believe that the Wedge’s unique style is a straight body line,” Takashi explains. “In order to create such a simple and beautiful line requires more than just a straight bottom line created by the fuel tank and seat. It includes the height of the headlight, how close or far it is from the body, the line leading from the headlight to the top of the fuel tank, the size and the positioning of the bodywork in relation to the wheels, and many other elements.”

Takashi started by fabricating a new fuel tank, using pieces of the old one. Starting with the top section of the OEM unit, he built a new unit that’s narrower and sits lower than before, but still retains some of its original DNA. There’s even space for the stock fuel pump.

“I slimmed the rear end of the fuel tank to the width of the seat rail which I made,” he adds. “This allowed the in-line four-cylinder engine to be emphasized. When a rider sits on the bike, the engine can be seen protruding from both sides of the fuel tank—I think this powerful rider’s view is one of the best features of this vehicle.”

The slim custom seat has a slight dip and taper to it too, so that it flows out of the tank harmoniously. Handmade fenders and aluminum side covers round out the new bodywork. “I took the bike off the workbench and took it outside to verify the body lines many times, from different viewing angles and at different distances,” says Takashi.

Sitting up front is a classic round headlight, held by the same type of wraparound headlight stays that the older CB750 Four uses; an idea that came from the bike’s owner. Sitting behind it are a Motogadget speedo, and new bars fitted with vintage-style grips and switches.

There’s a lot of work that most people would never pick up on—just take a look at the yokes. Takashi liberated them of any unnecessary stays and mounts, smoothed them off, and relocated the front brake line junction to below the lower yoke.

Wedge’s good taste extends to the paint job, too. The tank, fenders and headlight stays wear a simple, but effective, root beer color, while the frame’s been redone in silver. It’s as attractive as it is timeless.

Takashi adds that the CB1100’s more compact dimensions and lower weight have had a significant impact on how it handles—in a good way. He adds that the bike has turned out just as he envisioned it.

Is his client happy though? He is, and he’s already started racking up miles on his new whip.

Wedge Motorcycle | Facebook | Instagram | Images by Hiromitsu Yasui | With thanks to Tadashi Kono

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[DaveM]

Speed Read, April 30, 2023

This week’s edition of Speed Read lives up to its name. It starts with an endurance racing-prepped Suzuki GSX-R1000, and ends with a replica of an early 1900s land speed bike. Sitting in the middle are a 890 cc KTM dirt bike, and a totally bonkers Kawasaki Z1 restomod.

Suzuki GSX-R1000 by Team Classic Suzuki If you’d like to feel old, consider this: the Suzuki GSX-R1000 K1 was released over twenty years ago. Lighter and faster than its predecessor, it’s considered by many to be a future classic. It’s also now officially old enough to race in the European Endurance Cup—which is why Team Classic Suzuki has just prepped one for racing.

Team Classic Suzuki is a staple of the European endurance racing scene, where they’ve been fielding a highly-tuned Suzuki Katana since 2017. But the rules have changed, and the GSX-R1000 is considerably quicker. So the Katana is out, and the Gixxer is in.

Team Classic Suzuki’s GSX-R1000 wears a laundry list of hop-up parts. Under the hood lies a freshly-built GSX-R1000 engine, with Yoshimura cams and a full titanium Yoshi exhaust system. A factory Suzuki GSX-R750 endurance racer lent the project its swingarm, and the wheels are from OZ Racing.

The front forks are Team Classic Suzuki’s own design, upgraded with K-Tech internals. A K-Tech shock props up the rear, while Brembo brakes handle stopping duties.

Some of the parts used come straight from Suzuki’s Race Parts Programme. It’s an initiative that offers support and discounts on race-spec parts for club racers in the UK—so weekend warriors can take notes from Team Classic Suzuki to mod their own contenders. And there’s a lot to take notes on.

Dressed in Team Classic Suzuki’s signature livery, this GSX-R1000 makes a strong case for the model’s future classic status. We can’t wait to see it ridden in anger. [More]

KTM ‘890 SX-F’ by JZ Handmade Even if you don’t know Jan Žuži’s name, you’ve seen his work. He’s the fabricator responsible for the jaw-dropping Praga ZS 800 prototype (a fact that he was only able to reveal recently).

If you need more evidence that the man has skills, we present this buck wild KTM. Built for the 67-year-old Czech off-road racer, Jiří Heiník, this Franken-dirt-bike features a KTM 890 Duke R engine in a KTM 250 SX-F chassis. And it’s not just for show, either; Jiří plans to race it in the legendary Erzberg Rodeo.

What’s nuts is that the ‘890 SX-F’ looks a lot like a stock KTM enduro bike from a distance… but it’s really not. As you’d imagine, dropping a twin-cylinder engine into a slim motocrosser frame isn’t exactly a walk in the park. Jan started by liberating the SX-F’s steering tube from its frame, then welded up a new frame using cut-up pieces of the original.

Jan also widened the OEM swingarm to accommodate the wider engine. Next, he built an aluminum fuel tank that ‘hides’ inside the subframe, a new airbox, and a pair of custom radiators.

The bike also sports new wheels and yokes, a custom engine guard and shift lever, and new wiring. The titanium exhaust headers are handmade, and terminate in a titanium Akrapovič muffler.

The result is a totally bonkers off-road race bike that makes 120 hp and weighs just 290 lbs. “It is gnarly and insane,” says Jan, “but it can also ride surprisingly smooth and calm just like a regular 250 dirt bike. I can also imagine that with a road-legal plate and supermoto wheels, it could be the bike of the millennium!” [Via]

Kawasaki Z1 by Bull Dock In the world of iconic Japanese superbike restomods, a handful of shops operate on a whole other level—and Japan’s Bull Dock is one of them. It takes just one look at this eye-popping Kawasaki Z1 to know that they’re in a league of their own.

Built with support from the British suspension brand Nitron, the ‘GT-003’ is stacked with top-shelf parts, and some pretty wild mods.

For starters, the engine’s been bumped up to 1,230 cc, with flowed heads, forged pistons, new valves and Yoshimura cams. Other upgrades include a set of Yoshimura flat slide carbs, a hydraulically-actuated dry clutch and a bunch of parts from Bull Dock’s own Win McCoy range.

Given how much work went on in and around the engine, the Kawasaki Z1 needed an exhaust to match. It wears a full titanium system, hand-welded and capped off with a Win McCoy silencer.

Moving to the chassis, Bull Dock ditched the twin rear shocks for a custom mono-shock arrangement. It’s hooked up to a Win McCoy swingarm, with a custom-specced piggyback shock from Nitron.

The rear suspension setup was designed digitally and tested using software simulations, to optimize handling. Not only is the rear suspension different from stock, but the frame’s been straightened and braced in numerous places too.

The front end wears billet yokes and a set of adjustable Nitron right-side-up forks, with a Bitubo steering damper. Between the tweaked front end, and the carefully designed rear end, the Z1 now handles miles better than it did in the 70s.

Forged Lavorante wheels bring down the rotational mass, while Pirelli tires offer modern-day grip. The brake system uses Brembo calipers with Sunstar discs, and a one-off rear master cylinder. A set of Win McCoy rotor fasteners are color-matched to the green wheels.

And then there’s the bodywork. Using a mix of OEM-style and custom parts, built in everything from carbon fiber to reinforced fiberglass, it’s oozing retro superbike steeze—especially when you factor in the audacious livery. [Via]

1909 North London Garage 2.7 Liter J.A.P. The North London Garage was a boutique motorcycle manufacturer that existed in London in the early 1900s. In 1909, they built a motorcycle for the racer Will Cook, with a view to setting a new land speed record.

Their formula was pretty simple; the current record-holding motorcycle had a 2.5 liter engine, so their bike would use a 2.7 liter J.A.P. V-twin. The built a bespoke race bike around the 20 hp J.A.P. motor, capable of around 90 km/h [56 mph]. Will Cook took it to Brooklands to make history, but the timing equipment failed during his run and he never officially recorded a time; the record stood.

This is not that motorcycle, even if it looks exactly like it. It’s a faithful recreation, built by Pavel Malanik—a machinist and engineer in Czechoslovakia with a passion for motorcycles made between 1900 and 1910. He’s built a handful of replicas now, even going so far as to build their engines from scratch.

The project was conceived when Pavel discovered photos and historic information about the North London Garage J.A.P., and decided that it was worth replicating. Details about the bike were scarce, so he used photographs to work out the bike’s dimensions, then created drawings to act as a blueprint.

After a year of research, Pavel began building the J.A.P. engine from the ground up. Each cylinder was machined from a solid block of steel, the cylinders were bored out, the crankcase’s two halves were milled out, and the crank- and camshafts were turned on a lathe. Working one part at a time, Pavel eventually had a working motor.

Next, he fabricated a frame from steel tubing. This was a mammoth task on its own, since the bike’s original design included a lot of bracing to compensate for the monstrous engine.

Every single part of this intriguing motorcycle was made by hand—except for the Avon tires. When the bike was ready, Pavel started learning how to ride it (it’s quite a handful, as you’d imagine), then took it to the track. You can hit ‘play’ below to see how that went. [Via]

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[DaveM]

DREAM BIKE BUILD: Shannons X Purpose Built Moto.

There is some amazing custom bike content on YouTube, but with 3.7million new videos uploaded to the platform each day – finding what you’re after can be a nightmare. So to ease the burden of searching for hours and watching endless duds, we’ve got just the new show for you. Shannons Insurance has teamed up with Pipeburn regulars and custom builders, Purpose Built Moto of the Gold Coast...

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[DaveM]

BAAK COUNTRY: Royal Enfield Interceptor Trail.

When you distil it down to its raw essence, a motorcycle is a tool to take us places, near and far, and essentially all of them are adventure vehicles. A sports bike simply takes you on a rapid romp around a track, while a basic commuter bike has you tripping your way through traffic – and if you don’t think that’s an adventure – you’ve never ridden in Jakarta or any other bustling big cities.

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[DaveM]

Americana Overload: The new Harley Electra Glide Highway King

There’s a new tradition at Harley-Davidson. Each year, The Motor Co. dives deep into their archives, finds a bike that set hearts ablaze in its heyday, and releases a modern replica of it. They call it their ‘Icons Collection,’ and it’s now in its third year.

This year’s Icons Collection bike throws it way back, to the year that Nixon won the election, Led Zeppelin first took to the stage and a Big Mac cost 49 cents. Dubbed the Harley-Davidson Electra Glide Highway King, it’s a modern day re-creation of the ultra-groovy 1968 FLH Electra Glide.

Editor’s note: Yip, we’re featuring a cruiser-slash-tourer from a major OEM today. It’s part of our drive to bring you, our loyal readers, more than just your weekly dose of the world’s best custom motorcycles. Plus it looks spectacular and comes in magenta—so we’re finding it hard to hate.

Harley-Davidson turns 120 this year, which means that the company has a lot of history to sift through when figuring out which legacy bikes to highlight with its Icons series. We’ve been lucky enough to not only visit the Harley-Davidson museum in Milwaukee, but to gain access to the hallowed archives. Filled to the brim with everything from memorabilia to historic photographs, it’s a deep rabbit hole.

So what exactly does the H-D team consider when picking each Icons model? “Many factors,” says Brad Richards, Harley’s Vice President Of Design and Creative Director Of Motorcycles, bluntly.

“We try to keep a balance between what decades to lean into—and which models ignite the most passion within our customers’ hearts. We also consider the current narrative within the entire portfolio each year. For instance, the Electra Glide Revival [Harley’s first Icons release] was launched adjacent to the Pan America, as a reminder that our current customers are as important as future customers.”

The 1968 Electra Glide is as Americana nostalgia as vintage Harleys get. Splashed in a magenta paint job, with white trim and chrome accents, it’s clear which era it lived in. Customers also had the option of buying it with a deluxe ‘King of the Highway’ touring package at the time, which included fiberglass panniers, a windshield, a luggage rack and engine guards; it’s clearly where the Electra Glide Highway King nomenclature comes from.

The Electra Glide Highway King is based on Harley’s existing single-spar touring chassis, and powered by the company’s Milwaukee-Eight 114 engine. So it has all the trimmings of a modern touring bike; linked Brembo brakes, cornering ABS, traction control and drag-torque slip control, cruise control, and a hill hold feature. You can also upgrade the 160 Nm mill with Harley’s full range of Screamin’ Eagle hop-up kits.

Sitting on top of that chassis is bodywork that mixes existing Harley parts with a few unique items. The fuel tank, tank-mounted clocks, fenders, side covers and fork shrouds look like they come straight from other touring bikes, like the Road King. It’s a testament to how consistent Harley’s design language has remained over the years.

“We’ve stayed so true to our roots, even with our most recent bikes,” says Brad. “The proportions, forms, and the way we visually manage electronic components, means that most bikes are great canvases for future Icons.”

Even the saddlebags have been borrowed from the existing touring range; “Again, the form factor is still very close to the originals from the late 60s, so it worked perfectly,” adds Brad. What makes the Electra Glide Highway King stand out then, is how well its unique trim has been executed.

For starters, the two paint jobs that it comes in are equally eye-popping. You can get it in ‘Hi-Fi Orange’ or ‘Hi-Fi Magenta,’ and each version comes with color-matched tinting on the lower half of the detachable windshield. Bodacious.

The saddlebags on both versions are white, just like they were in the 60s. The center console features a chrome surround with a black center strip, punctuated by white striping. An Icons Collection graphic and serialization badge are etched into the console too.

One utterly unique detail is the Electra Glide Highway King’s saddle. Harley started with parts from their police motorcycle seats, then built a new unit with a custom rail design. Upholstered in black and white, it’s a standout piece.

The rest of the bike is finished with swathes of chrome—from the engine itself, to the crash bars, front fender trim and saddlebag guards. Chromed ‘Electra Glide’ scripts adorn the front fender, while period-correct Harley badges sit against the tank. Twin spotlights flank the headlight, while the classic laced wheels wear whitewall treads.

All that comes at a premium, naturally. The Harley-Davidson Electra Glide Highway King will set you back $26,999 in the States—three grand more than the current Road King Special. As is customary for their Icons bikes, Harley will produce this as a 2023 model only, limited to 1,750 units (1,000 in orange, and 750 in magenta).

Added up, the Electra Glide Highway King sits somewhere between a factory custom and a modern classic. It’ll surely appeal to the Harley faithful, who are known to go gaga over special edition models (especially when they’re released in an anniversary year). But we reckon it could have appeal beyond Harley’s existing fanbase, too.

Would you be tempted?

Images supplied by Harley-Davidson and Harley-Davidson Archives

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