Custom Motorcycle Builds

[DaveM]

SoCal Shredder: Norman Reedus’ spicy Indian Sport Chief

There’s no shortage of celebrities that own motorcycles, but that doesn’t make them real riders. Norman Reedus might be best known for his role on The Walking Dead—but he’s also spent five seasons chasing the passion of motorcycle riding with his own show, Ride with Norman Reedus. When it comes down to it, he’s just a guy that likes bikes and rides the hell out of them.

This is the latest addition to Mr Reedus’ stable—a brand new Indian Sport Chief, customized by Yaniv Even at Powerplant Motorcycles. It’s the ultimate LA machine for this LA motorcyclist, built by a stalwart of the LA custom scene.

Just as London is known as the birthplace of café racer culture, Southern California is widely regarded as the first place that choppers and custom V-twin show bikes really started to take off. Long stretches of road curving along sunny beaches, with winding hills just inland; those early days were an idyllic setting for a custom hardtail hotrod with limited braking power. But that was before a few million people moved in and jammed up the works.

Now there are 12 major freeways in Los Angeles alone. If cars aren’t bumping along in traffic, the average speed is somewhere around 80 mph. So, like the roads, traffic, and just about everything else, choppers in LA have evolved—at least at Powerplant.

Located on Melrose Avenue in Hollywood, Powerplant has been working on hot rods and V-twins for a long time—and, as tends to happen, Yaniv’s style has morphed over the years. His focus on old school choppers and traditional forms has shifted towards high-performance components and a mixture between old and new. Now, he blends that early chopper influence with West Coast custom culture and modern technology.

So when Indian Motorcycle approached him to build a bike for familiar customer Norman Reedus, Yaniv built a modern hot rod perfect for shredding the streets of LA. Starting with a brand new Indian Sport Chief—a bike that’s essentially already a little hopped-up—he was after equal parts show and go.

The rear section of the bike was slimmed down with narrowed rear shock mounts and relocated swingarm mounts, preparing the way for a slimmer rear wheel and new fender. The stock gas tank was also skinnied up as much as possible, while still retaining the stock fuel pump mechanism underneath. It sits higher on the frame now too, thanks to a reworking of the tank mounts.

To match the louvres cut into the sides of the Sport Chief’s OEM fairing, Yaniv stamped 3” louvres into the side covers and the gas tank’s center dash. It ties this original design element back to old school hot rod culture in a way the stock bike never did.

The tail section is a riff on Crazy Frank’s choppers, but done in Yaniv’s own way, with a blend of classic Indian Motorcycle style. It has an integrated backrest, license-plate mount and taillight mechanism, but with a lower shape reminiscent of early Indian Scout choppers. The seat pan was made custom, and a new seat was added in a classic cobra style; still able to carry to a passenger, as long as they don’t need foot pegs.

The wheels are chromed replicas of old Morris Mags, updated to fit the modern Indian’s brakes, sensors, bearings, and whatnot. 19 inches in the front and 18 inches in the rear give the bike an aggressive stance—upright with plenty of ground clearance. Lyndall Brakes made a set of chrome rotors to match, but a little smaller than stock to highlight that front wheel.

In order to run those smaller 11.5” rotors and a narrower front wheel, Yaniv had to machine down the fork lowers and make new caliper mounts, still working with the stock Brembo calipers. It’s these subtle details that take lots of work, and that really help deliver a stunning and unique machine.

Custom exhaust headers were fabricated in-house, and capped with a cone from Red Thunder. The system reduces weight, opens up the engine, and changes the auditory personality of the bike altogether. An upgraded air filter with a chromed Powerplant Motorcycles cover sits on the side of the motor.

Up front, Yaniv made a set of 8” risers and one-off handlebars with a lot of pullback, which he says are just what this bike needs. Stock controls are retained, as is the Sport Chief’s digital gauge—but that gauge is now set on a custom mount in front of the riser clamp. Working with modern stock electronics is not easy, and Indian’s digital system displays everything from navigation and music to tire pressure, so it made sense to keep it.

Lastly, and arguably the most effective tie to classic Southern California culture, is the paint job. The base was done by Walt at WW Cycles, using a mix of root beer hues inspired by some of Yaniv’s older builds. The hand pin-striping was laid down by the one and only Pacman Paint.

There are many styles of flames, but these are classic SoCal flames, done by one of the area’s best. The final product is a machine that blends classic California cool with high-performance function to handle the demands of modern LA streets.

With KYB forks and Fox shocks out the box, Indian’s massive 116 ci Thunder Stroke engine, and Powerplant’s tasteful upgrades, this thing is a weapon—both in its ability to garner the right type of attention, and get into or out of as much trouble as Norman desires.

Powerplant Motorcycles | Facebook | Instagram | Images by Drew Ruiz (studio) and Sean MacD (riding)

Continue reading...

 

[solomon]

I like the tail. Neat, but importantly, consideration given to worth of pillion's life. I always hated being pillion, thought I'd tip backwards off bike when rider accelerated with nothing high enough to hold onto with confidence.

Think I'd rather have a shiny Harley though. Can't see the attraction of a black engine. Going to look not good as it weathers and fashion changes.

 

[DaveM]

THE ALCHEMIST: Ducati 1098 ‘Unica Ferreti’.

Sitting at the top of the tree, the Panigale V4 has made Ducati the king of the superbike class, and their current dominance in the MotoGP category hasn’t hurt sales either. But the Bologna-based company has had a rocky road in the fast bike class over the journey and there have definitely been dark days. Two machines in the last fifty years that didn’t let the side down however...

Source

 

[DaveM]

Think Different: A hopped-up BMW R65 café racer from Slovenia

Last year, Žiga Petek did something truly refreshing—he built a custom BMW boxer that bucked all custom BMW boxer trends. With sharp lines and not an inch of pipe wrap in sight, it turned heads wherever it went, and it planted the seed for Žiga’s latest build.

Based on a BMW R65, this one is just as creative as his previous effort, while also being totally different. The story starts a few years ago, when Žiga became an ambassador for Flex Tools via Gas&Retro—his custom bike workshop in the Slovenian town of Notranje Gorice. Before long, Žiga and the head of Flex Tools Slovenia, Boštjan Vidrajz, became friends.

Then Žiga built the aforementioned BMW, and Boštjan was hooked. “He fell in love with BMWs,” Žiga tells us, “so it wasn’t long before he bought himself an 1983 BMW R65.”

“He drove it through the summer, and then he brought it to my work shop with some pics of custom BMWs. I asked him ‘do you trust me?’ He said ‘yes,’ and that was it.”

As it turns out, Žiga already had a design in mind. He envisioned a café racer—but, once again, it had to be a café racer that would eschew typical BMW café racer themes. So he stripped the R65 down to just the main part of the frame, and started scheming.

Starting with the rear section of an old Honda fuel tank, Žiga proceeded to shape up a new tank, tail, fairing, front fender and belly pan, all out of aluminum.

“The front fairing was a challenge,” he tells us. “I wanted to make as narrow as it could be, but still match the gas tank line and style. I worked hard to finish the fairing and rear end in the way that I wanted them—so the hammer, English wheel, shrinker, stretcher and welding machine were my best friends for quite some time!”

The BMW’s new body parts are as sharp as they are interesting. The bike’s silhouette tapers neatly to the rear, with bespoke side covers adding visual presence to the front half of the bike, without completely hiding the boxer engine. The belly pan even hides a custom oil sump.

The lines feel a bit traditional from the side—but rotate the bike 45 degrees, and all sorts of interesting details pop out. “I created these kind of aero wings that cover the sides of the engine and go over the cylinder heads, to add some performance style,” says Žiga. “Over those wings I added two small forged carbon winglets on each side.”

Taking advantage of the extra real estate, Žiga actually tucked the bike’s Motogadget keyless ignition receiver into one of the carbon winglets. There are more forged carbon touches front and rear, all of which took quite a process to produce.

To create each bit of carbon trim, Žiga first had the fairing and tail 3D-scanned to create a digital canvas to work on. ER Motorcycles’ Blaz Sustarsic then lent a hand, by translating Žiga’s ideas into digital renders. A company named VG Forma 3D printed each prototype part, then those prototypes went to Angström Performance, who replicated them in forged carbon fiber.

Up front, you’ll spot a MotoGP-inspired front wing—but if you look really closely, you’ll also spot a pair of LED turn signals sunken into it. The tail is dressed with side fins that also sport LED turn signals, and a rear strip that wears a vertically-mounted LED taillight strip.

The fact that Žiga was busy making the anaemic R65 look fast wasn’t lost on him, so Gas&Retro treated the engine to a full rebuild—including a bump up to 890 cc. It also got new valves, valve springs and bearings, and a Motogadget-equipped rewire with a new charging system and a Silent-Hektik ignition. The original valve covers were trashed, so they were cleaned up, modified and dressed with more forged carbon trim.

The original Bing carbs were swapped for Mikunis with velocity stacks. At the opposite end, Jaka Legiša fabricated the BMW’s meandering exhaust system.

Gas&Retro specced the running gear to match. The R65 wears the same Showa forks as the Kawasaki ZX-10R, while the swingarm comes from a newer BMW GS model. A custom-made shock from YSS Europe props up the rear.

New spoked wheels sit at each end, finished in black and shod with Pirelli Phantom Sportscomp tires. The brake calipers are from Brembo, the discs are from Motomaster and the lines are from Goodridge.

The cockpit sports TRW clip-ons, fitted with a Tomaselli throttle, Brembo clutch and brake controls, and Motogadget grips, mirrors and push buttons. The digital dash is another Motogadget part, while the LED headlight comes from Koso. Lower down you’ll find new rear-sets, with a custom shift lever and a Brembo master brake cylinder.

Finer details include Alcantara on the seat, courtesy of Mitja Bizjak, and a handful of red anodized bits and color-coded hoses and wires.

With the finish line in sight, Žiga’s final hurdle was settling on a livery. “I was determined to use a dark metallic blue from BMW, but with all those gloss-coated forged carbon parts, I just couldn’t see it. Then I saw BMW’s 2023 ‘Brooklyn Grey,’ and I knew it would be the perfect fit.”

Matej Mrzlikar from MM Auto laid down the paint, right down to the logos, striping and honeycomb graphics. Everything was done by hand; no vinyls.

“This is probably my best build in my 13 years of custom bike building,” Žiga adds. “It’s been many long night shifts, but I would do it all again.”

“I remember myself 20 years ago, how I dreamt about bike building and admired what custom bike builders could do with their hands… and here I am now. It’s just who I am, and if I wasn’t doing this, I don’t know what I’d be doing with my life.”

Žiga is right to be proud—this R65 is a fresh take on the BMW boxer café racer genre, with a level of finish that few custom boxers reach. But is his customer happy?

“When Boštjan from Flex Tools Slovenia saw it for first time,” Žiga tells us, “he couldn’t speak for an hour.”

Gas&Retro | Facebook | Instagram | Images by Rok Plešnar

Continue reading...

 

[DaveM]

BACK WITH A BANG: BMW R100R by Diamond Atelier.

Their style is unmistakable, their work of the highest quality and few other workshops have had as big an impact on the scene as Germany’s Diamond Atelier. But things have been a little quiet the last few years from the Munich-based motorcycles masters, as the company has undergone a leadership change and restructure. In case you’ve forgotten, this is an outfit with three top-ten finishes in our...

Source

 

[DaveM]

Big Guns: Class-Leading Big CC Scramblers

Versatility without compromise, that’s the spirit of a big cc scrambler. Beyond the off-roady cosmetics, bikes in this class should have more power than your average commuter, and a few functional improvements for dirt riding. These aren’t dirt bikes, and won’t be suitable for aggressive single-track or enduro riding, but a good scrambler should be somewhat at home on gravel roads, fire lanes and light trail use, in addition to being perfectly streetable for everyday riding.

Powerful, and comfortable enough to ride all day, these scramblers from Indian, Ducati, Triumph and BMW have an adventurous image, and sufficient ability to back it up. Expect to pay a bit more for these class-leading offerings, but sometimes there’s just no replacement for displacement.

Indian FTR Rally Based on an elegant steel trellis frame and a thundering 120 hp V-twin, Indian’s FTR is a super versatile platform that’s competitive in the twisties and beyond. While the FTR Sport and R Carbon models prioritize street performance, the FTR Rally offers something different for adventurous souls, with knobby tires and a bit of retro flair.

The bulk of the FTR Rally’s mechanicals are unchanged from the standard model, and given its heavy dirt-track inspiration, most of it translates well to scrambler duty. The engine is the standard 1,203 cc liquid-cooled V-twin, good for 120 hp through a six-speed with a slipper clutch. Brembo brakes with ABS, cruise control and user interface are also carryovers from the standard FTR.

The FTR Rally starts earning its scrambler credit where it counts though, and that’s where the rubber meets the road (or lack thereof). Where the FTR is fit with 17F/17R wheel combo, the Rally has been upgraded to a more dirt-friendly 19F/18R setup, which helps improve ground clearance by a little over a half inch. For more sure footing on loose surfaces, the FTR Rally is equipped with Pirelli Scorpion Rally STR rubber as well.

Where some of the other FTR models are fit with fully-adjustable Öhlins or ZF Sachs, the Rally has non-adjustable suspension front and rear, but travel has been substantially increased—at 5.9” over the FTR’s 4.7.” To further separate it from the lineup, the FTR Rally also receives Pro Taper handlebars, which are 2” taller, and better suited for off-road conditions.

With key upgrades down low, retro-cool matte looks and a timeless tan scrambler saddle, the Indian FTR Rally takes the FTR platform to new heights. It has an adventurous attitude, but it could certainly stand to lose a little weight at 520 pounds, and we’d appreciate a beefy skid plate as well. MSRP starts at $14,499, which is a grand over the basic FTR, but it’s the second most affordable in the model lineup. [Indian]

BMW R NineT Scrambler Sometimes less is more, and in the case of BMW’s R NineT, the platform continues to be a simple and versatile avenue into the boxer scene. Combining the R NineT’s core mechanicals with rugged, go-anywhere charm, the BMW R NineT Scrambler is an affordable and venturesome entry into the premium marque.

BMW’s tried and true 1,170 cc boxer is the heart of the R NineT Scrambler, and sets it apart from the field. It’s a familiar and simple air/oil-cooled mill that produces 109 hp at 7,250 rpm, and BMW states that the newer Euro 5-compliant heads give the engine an increase in mid-range power. Flat out in sixth gear, BMW claims the Scrambler will exceed 124 mph.

While much is carried over from the standard R NineT, the Scrambler does receive a few changes down low, starting with the front fork. Gone is the R NineT’s inverted front end, and a standard telescoping 43 mm fork stands in its place with an extra 0.2” of travel. Out back, BMW cranked an extra 0.8” of travel out of the double-adjustable monoshock and single-sided swing arm. With the increased travel, the Scrambler makes the switch to a more dirt-friendly 19-inch front wheel, and seat height is up a half inch at 32.3.”

Finished off with a flat scrambler saddle and a high, twin-tip Akrapovič exhaust, the BMW R NineT Scrambler looks the part. But if you’re serious about getting out in the dirt, BMW’s $75 dirt tire option is a no brainer, and we’d love to see some optional skid plates and protection added. The R NineT Scrambler is also a bit heavy at 492 pounds, but presumably most of it is down low with the boxer.

Starting at $12,995, the BMW Scrambler sells at a significant discount over the standard R NineT, without sacrificing performance or build quality. [BMW Motorrad]

Triumph Scrambler 1200 XE Timeless looks with a surprising amount of tech, Triumph’s Scrambler 1200 models are formidable entries in the class. Beyond being a perfectly streetable machine all week long, the Scrambler 1200 offers legitimate off-road capability and techy features that rival modern adventure bikes. Both the 1200 XC and XE models are compelling options, but given the choice, I’m taking the XE’s hopped-up suspension everytime.

Billed as the ultimate scrambler, the 1200 XE is based on all the same goodies as the rest of the lineup, from the tubular steel chassis to the 1,200 cc, SOHC parallel-twin. Like the BMW, Triumph’s mill has also recently been revamped for Euro 5 compliance, without noticeably affecting peak power at 89 hp at 7,400 rpm.

While both models boast full-adjustable Öhlins piggyback rear shocks, the XE model receives a longer aluminum swingarm with increased travel at 9.84.” The Showa inverted 47 mm front fork is a beefier unit on the XE, also boasting nearly 10” of travel. As far as suspension goes, the Scrambler 1200 XE is pretty much in a league of its own, and it’s also darn light for its class at just 452 pounds.

Complete with a 21-inch front wheel, tubeless off-roady rubber, handguards, a skid plate and a radiator guard, the 1200 XE is as capable in the dirt as a scrambler gets, but don’t think for a second that it’s forgotten its street manners. In addition to dual Brembo discs up front and standard ABS, the Scrambler 1200 is equipped with a trick multi-function display that keeps all parameters in check, and offers multiple riding modes from road and sport, to rain and off-road.

Combine all this with classic scrambler aesthetics, and it’s hard to find any fault in Triumph’s Scrambler 1200 XE. If you’re looking to squabble, the $16,195 MSRP may be prohibitive for many buyers, but looking at the spec sheet, it’s clear the investment is in the right places. [Triumph]

Ducati Scrambler Desert Sled Ducati takes their scramblers seriously, evidenced by the eight possible Scrambler model configurations they have to choose from, and the choice is not an easy one. On one hand you have the 1,100 cc models, especially the Tribute PRO and Sport PRO, which are equal parts powerful and beautiful bikes. But with a retro-cool machine like the Desert Sled in the stable, it’s hard not to imagine yourself blasting through the dunes.

Right off the bat, it’s clear the Desert Sled pushes Ducati’s Scrambler platform to the edge of off-road capability. The fenders are tall, the exhaust is short and routed high, a meaty skid plate protects the case and the eye-catching gold wheels are wrapped in aggressive Pirelli Scorpion rubber. The fuel tank is smaller, bars are tall and wide and ground clearance (while a figure isn’t published) appears to be ample.

While the Desert Sled has the same 5.9-inch rear travel as other models, the fully-adjustable, inverted 46 mm fork boasts an impressive 7.9” of travel. That’s quite a bit of cush, and while the Desert Sled still isn’t a dirt bike, you’ll find it more than capable of handling your average gravel potholes and mild single track.

With all that said, Ducati didn’t completely forego street practicality on the Desert Sled. The wheel combination is still a streetable 19F/17R combo, and you get a big disc up front with a four-piston Brembo and Bosch cornering ABS. At the curb, the Sled weighs 460 pounds, which is on the lighter side of the group.

While many hold out for an 1,100 cc version of the bike, the Desert Sled’s air/oil-cooled 803 cc desmodromic L-twin is still a competitive engine in the class. Power comes in at 73 hp at 8,250 rpm, and the transmission is a six-speed with a hydraulic slipper clutch.

When it comes to brass tax, the Ducati Desert Sled falls in the middle of the Scrambler lineup at $12,595. It’s considerably more affordable than some of the 1,100 cc models, and also one of the more affordable bikes on our list. If your scrambler ambitions include a healthy amount of loose terrain, this one’s worth considering. [Ducati]

Continue reading...

 

[DaveM]

The People’s Bike: A custom chopper with a VW Beetle engine

There’s a long history of purpose-built automobiles that use motorcycle engines. Combine a strong enough motor with a light enough chassis, and the results can be very satisfactory. But what about sticking a car engine in a bike? That’s an entirely different ballgame.

Fans of vintage German engineering should recognize the power plant at the heart of this hand-built chopper. It’s powered by the air-cooled four-cylinder boxer from a VW Beetle—and, as you’d imagine, it took a little bit of ingenuity to put together.

It’s the work of Paul Clark—an English hobbyist that builds custom bikes for the love of it, rather than for commercial gain. A fan of older and rarer marques, he’s built up quite a collection of machines (and spare parts) over the years.

“I’ve built a Dnepr chop, and a J.A.P. rotavator-engined bike, as well as others,” he tells us. “These bikes are not shiny—far from it—and they are not something where someone will pull alongside and say ‘I’ve got one of those.’ They are unique to me, my style, and I love them—but it’s also nice when other people appreciate them too.”

Paul also likes to keep his projects low-cost, by using as many up-cycled and scratch-built parts as possible. This one kicked off with an eBay find; a £300 [about $379] VW Beetle engine begging for a home. “Using the engine as a base, sat on my workshop floor, I started to visualize the finished bike in my head,” he says.

The first challenge was to attach a transmission to the motor. Paul mated a Dnepr MT 650 gearbox to the VW mill, via concentric flanges that were waterjet-cut from aluminum. A Dnepr clutch and flywheel were adapted to work, too, along with the alternator from a Kubota mini digger.

Wassel Evolution carbs inhale through an Amal velocity stack, attached via a custom manifold. The snaking pipes on either side of the engine seem messy at a glance, but if you trace them carefully you’ll be able to make out the line of Paul’s bespoke stainless steel, four-into-two exhaust system.

“Once they were fitted, they were dangerously close to the rider’s legs,” he adds. “I didn’t want exhaust wrap or heat shields, so I opted to buy some knee high boots to wear when riding; the things we do to keep the aesthetics as we want them!”

With the basics out of the way, Paul set up a makeshift wheel alignment jig using a steel beam. 16” rims were laced to a Dnepr front hub and a Honda Goldwing rear hub, shod with fresh rubber, and set in the jig, along with the engine and gearbox.

Starting with a partial 1983 Honda Goldwing frame, Paul mocked up the chassis with bits of spare tubing and broom handles (yes, broom handles). The final frame was welded up out of steel tubing, again procured from eBay, with the triples and forks from a Yamaha XJR1300 up front. The frame’s 50 mm stainless steel top tube also acts as an air reservoir, for a TC Bros ‘Air Ride’ system that sits under the slim chopper seat.

“I think that the seat always looks better as close to the tire as possible,” says Paul, “especially as there is no rear mudguard. It occurred to me early on that it would be great to have a seat that goes up and down—but I didn’t want springs, so I opted for an air bag. It looks great when the bike is parked up, and is really comfortable when riding.”

A small 12 V air compressor ‘charges’ the top frame rail to around 40 PSI, which is enough for the seat to go up and down about four times. Look closely, and you’ll spot a small air pressure gauge mounted just in front of the seat.

If the fuel tank looks familiar, it’s because it came off a Triumph Bonneville. Paul cut-and-shut it to sit wider, and adapted it to fit his frame. Just in front of it are custom-made handlebars, with Big Port Beston-style grips, a throttle, the brake and clutch levers, and little else.

Paul doesn’t like new and shiny bikes, so the frame was shot blasted and zinc plated, then wiped over with a firearm coating and stove polish. That gave it an aged cast appearance that would match the engine. First Choice Body Shop handled the red paint job, Central Wheel Components did Paul’s powder-coating, and Brimscombe Platers tackled all the polishing and plating jobs.

As a final touch, Whiteway Craft Foundry built a small battery box that doubles up as an alternator mount. The fact that it looks a little like an old VW bus is no accident.

With the project nearing the finish line, Paul pondered if his 132-pound frame would be able to kickstart (yes, he opted for a kickstarter) the chunky VW boxer. “Yes, it started—what a relief” he quips. “It’s actually quite easy to kick over.”

Almost ready for his first shakedown run, Paul then hit the biggest snag of the project. “I’m a bit of a hermit when building,” he explains, “but advice about strange technical details is always on hand from my oldest friend, Neil Baxter. He came over for a cup of tea one evening and casually said, ‘are you sure the rear wheel isn’t going to run backwards with the shaft on that side of the wheel?’”

“The propshaft was closely fitting with no room to change anything. We tried it, and, shock and horror, the wheel was running backwards! I was so dejected at this that I nearly scrapped the whole project—but with some encouraging words, it was a case of sorting out this unforeseen problem.”

In the end, Paul had to scrap the Goldwing rear wheel and bevel box, and replace them with a repurposed Dnepr final drive and hub. With a custom steel cover on the final drive, the whole arrangement only just fit into the frame—but the important thing is that it did fit. Two weeks later, the VW bike was ready for its shakedown.

“I got 20 feet, and it died,” says Paul. “A burnt-out coil seemed to be the problem. Two further coils later, it turned out that that the Lithium battery would not behave with the alternator, and replacing it with a small gel battery sorted the problem.”

Finally on the road, Paul’s happy to report that the bike pulls strong, topping out at around 60 mph. But since the Dnepr transmission has a four gears and one reverse gear, he might modify it to add a fifth gear.

“It’s not funny when you’ve spent a lot of hours building a bike, only to find that it has one forward gear and four reverse gears. Having to cut up a freshly built, laced and painted wheel is annoying in the extreme. That particular problem nearly did it for me—but I’m so glad it got sorted and the bike got finished.”

“The bike has its own logo, which is a reverse VW; the W on top with the V underneath, as a reminder to check such things much earlier in the build next time. It also goes by the name of ‘Bootsy,’ a reminder to put my new very high boots on unless I want to set fire to my trousers.”

Images by, and with thanks to, Del Hickey

Continue reading...

 

[solomon]

Not my thing, but I like that. Wonder why it's top speed is 60mph ? Bit hilarious ending up with four reverse gears. Maybe it goes faster backwards,?

Will have fun explaining to insurance company under 'has motorcycle had any modifications? part.

 

[DaveM]

Road Tested: The Antigravity XP-20-HD Jump Pack

Like your brake fluid and intertubes, the battery on your motorcycle is one of those things you don’t think about until it’s too late. Considering less and less of us are blessed with a kick starter these days, a battery that’s past its prime, or leaving an ignition on for a few hours can really put you in a tight spot. We recently had the opportunity to test out Antigravity Batteries new Micro-Start XP-20-HD jump pack, and since we’re coming out of a long winter in the midwest, there was no shortage of dead batteries around.

To get some quick specs on paper, the XP-20-HD is Antigravity’s most powerful lithium jump pack to date, offering 930 starting Amps and 4,650 peak Amps. It’s compact at 9.5” by 4,” and includes a whole host of convenient features like a 240-Lumen LED flashlight, USB-A and USB-C output, dead battery bypass, etc.

The XP-20 feels really well built and has a nice display, and it’s really simple to use with just two buttons and full instructions on the back. It’s really a pretty compact and handy system for charging electronics and jump-starting vehicles, but that’s all information you can find on the web, let’s get out in the real world and apply some voltage.

While I was tempted to hook this thing up to my diesel pickup right away, this is Bike EXIF, so I did my due diligence analyzing the XP-20-HD for two-wheeled purposes first. So let’s talk logistics. Again, this thing is pretty compact, and stores away nicely with all its accessories in the included carry case. You wouldn’t have a problem stashing it in a saddle bag or backpack, and the ability to charge your electronics could make it worthwhile to do so—even if you don’t need the jumpers. In my experience, it charged up quickly and didn’t lose a whole lot of battery life sitting around, even when I left it in my 40-degree garage over the weekend.

It’s worth stating that the XP-20 and XP-20-HD come with beefier jump-start clamps, which aren’t as convenient in the tight quarters your motorcycle battery resides in. For this, the smaller clamps of the XP-10 would be a better fit, but that being said, I didn’t encounter a battery where I couldn’t make the XP-20 work. And I certainly tried.

For the first round of testing, I hooked the jump pack up to an older TW 200 and XT 250, both with tired, but still serviceable batteries. While these old Yamahas are notoriously hard starting in the spring, the XP-20 provided plenty of juice for extended cranking to fire them up. Next was a Polaris Sportsman four-wheeler, which required hitting the ‘bypass’ button, allowing the unit to send juice to a completely dead battery. Again, the engine fired up easily. Several other bikes yielded the same results without diminishing battery life, most significantly a 40-year-old Harley Shovelhead with a battery that had tested 0.9 Volts.

So clearly, you could do this sort of thing over and over again, even without a full charge, as most of the bikes I tested it on didn’t decrease the battery life by a single percent. It’s the same story charging your electronics as well, and topping my phone off from 70% battery only dropped the pack’s battery by 2%. But to really see what the XP-20 HD could do, I had more than my fair share of weak car batteries at my disposal.

The XP-20 HD has more than enough juice to start cars and trucks with serviceable batteries, and it won’t lose more than 5 to 10% of its battery life with extended cranking. You have to remember that it’s a jump starter, not a battery charger though. The instructions let you know to disconnect the jump pack within 30 seconds of starting the battery, and if your battery is stone-dead, this might not be long enough to keep it running. The internal temperature sensor is also in place for safety, and if you try to jump a dead battery more than one or two times within 10 minutes, it can prevent you from jumping again until it cools. I suppose that’s better than an exploded jump pack, though—ask me how I know.

This was my experience with an older Audi and Toyota 4Runner that had been sitting all winter. The Audi’s battery wasn’t completely dead, and the jump pack boosted it to life easily, but the 4Runner was a bit too far gone. A quick trickle charge brought that battery back from the grave, and the Micro-Start gave it enough juice to crank normally. And that really speaks to what a unit like this is designed for. It’s there to give you a boost in a slow cranking situation, not to replace the vehicle’s battery altogether.

I do have to award points for the built-in reverse polarity protection, which saved me from reverse zapping the 4Runner while in the dark. The built-in flashlight helped prevent that mistake going forward, and I have to say, that’s an incredibly handy feature when you’re continuously jumping batteries in the dark. Which always seems to be the case in my experience.

Bringing this thing to a conclusion, I was very pleased with the Micro-Start, and it’s definitely become a standard item in my road trip tool kit. The XP-20-HD kit sells for $249.99, complete with all the jumper cables, charging cords, etc. And if you think that’s too expensive, think about the last time you were stuck in the middle of nowhere after dark with a dead battery. Bet it sounds like cheap insurance now!

Continue reading...

 

[DaveM]

Speed Read, May 7, 2023

Variety is the spice of life, so we’ve rounded up four custom motorcycles from four different countries, all built using vastly different donor bikes. We kick off with a tastefully fettled Triumph Bobber, then move onto a classy BMW R80, before wrapping up with a zippy Honda CM200T scrambler and a sharp Ducati 1098 café racer.

Triumph Bobber by Vagabund Moto and Classicbike Raisch Triumph’s Bobber has turned out to be a popular platform for both riders and customizers. From mild to wild, the low seat height and powerful, torquey engine make it a good choice for riders of all shapes, sizes and experience levels.

For this 2022 model, Vagabund Moto teamed up with Classicbike Raisch to produce a rather tasty interpretation of the Triumph Bobber. Choosing to focus on plug-and-play components rather than out-and-out levels of fabrication, Vagabund and Classicbike Raisch are targeting riders who would rather do the work themselves, in the comfort of their own homes. Using mostly hand tools (with one exception), customers can turn their factory Bobber into this.

We’ll start with the exception—the wheels. The team swapped out the 16” factory wheels for a pair of 17” Excel rims, wrapped in Pirelli Diablo Supercorsa tires.

A Motogadget Tiny speedometer replaces the factory cluster, and a set of black aluminum sleeves covet the fork uppers. This is where the tiny turn signals are mounted, courtesy of Classicbike Raisch.

The headlight housing was 3D printed, with the mounting brackets made from laser-cut steel. Together with the upper fork covers, the headlight setup gives the whole front end just a touch of modernity which we are here for, in a big way. The short front fender was also taken from the Classicbike Raisch catalogue.

The centerpiece of the Bobber—and its most unique detail—is its cantilevered solo seat. Vagabund and Classicbike Raisch are well aware of this, so they decided to put their own spin on it. They’ve come up with a plug-and-play solution with no cutting or welding required. It’s a subtle change, but it makes a big impact.

A slew of small touches around the bike turn it from good to great. The lowered handlebars, blacked-out engine, new front brakes and custom paint job are just some examples of the Vagabund x Classicbike Raisch genius.

If any of this piques your interest, then you’re in luck—this particular bike is now for sale. At €35,000 [about $39,237] it’s a pretty penny indeed. If, however, you already have your own Triumph Bobber, fear not—the parts you see on this bike will also be available for sale soon.

So everybody wins. [Vagabund Moto | Classicbike Raisch | Images by Stefan Leitner]

BMW R80 by Ellaspede BMW’s boxer twins are the darlings of the custom world. They were built in good numbers over the course of many decades, and, even these days, they still occasionally pop up for sale at good prices.

The owner of this 1985 BMW R80, Kevin, is a big fan of vintage and classic things. So it’s no wonder he felt the allure of the Bavarian engineering.

“I just love the way things were designed back in the 70s and 80s,” he says. “I may be a bit of an old-fashioned guy, but I enjoy it when something has heritage. The BMW air-cooled boxer bikes go way back and still exist today—I love that.”

“The way the cylinder protrudes out just makes it seem extra-ordinary. The shape, the way it looks, is odd, but also pretty. The way the bike rocks left to right when the piston fires sideways gives the ride a strange sensation that I just love.”

Once Kevin got his R80, he rode it for about six months before he started itching for a custom motorcycle. He was due to head overseas for work—but he couldn’t resist scratching the itch. So he entrusted his steed to the trustworthy team at Ellaspede in Brisbane, Australia.

There, the BMW was stripped down and a new subframe was fabricated from scratch to slim down the rear. Kevin couldn’t bring himself to choose between the fuel tank from a mono-shock R80, or a dual-shock R80, but Ellaspede had an answer. Ingeniously, two different fuel tanks were mounted and two seats were fabricated, giving Kevin the option to change between the two setups.

Why two seats? Well, the rear section of each tank has a different profile—and Ellaspede wanted a perfect fit. Leaning into the idea of one bike having two personalities, the tanks and seats were finished in contrasting liveries.

An oft-overlooked aspect of custom BMWs is luggage space. Yes, that’s not quite necessary on a lithe, street-going café racer—but Kevin wanted this custom bike to be perfectly versatile. Liking the look of the stock R80 hard panniers, the Ellaspede team fabricated removable pannier racks, so that the bike can be converted for weekend jaunts.

As for the rest of the build, the handlebars were swapped out for wider units and the electronics package was overhauled with the usual Motogadget goodies. The front guard was cut down and reshaped, and the engine got some new crash bars, with a single yellow fog light mounted on the left. An R nineT donated its headlight, while Oberon supplied the mirrors.

It’s not often that a custom BMW is practical and good-looking, but Ellaspede have hit both marks in style. [Ellaspede]

Honda CM200T Custommade C.A. There is no way around it, small bikes are great. They are approachable, flickable and fun, which makes them perfect around the city and suburbs. This is the angle Honda took when they brought out the CM200T TwinStar (seriously, go look up the old ads—they are brilliant).

This is a recent build from Greece’s Custommade C.A. The bike originally came to Christos and the Custommade team in Athens after their client, Giannis, pulled the bike out of storage. It had belonged to Giannis’ father and had been sitting idle for almost 20 years. Not wanting to let the old bike go to waste, Giannis approached Christos after seeing their previous work.

Inspired by Paris-Dakar BMWs, Giannis thought a slick scrambler build would suit the plucky Honda, and by golly gosh he was right. Christos fitted the upside-down front end from a KTM 390 Duke and laced a set of new rims to the hubs. Now sitting on 18” front and 17” rear wheels, they are an inch larger at both ends, again suiting the scrambler aesthetic.

The swingarm was extended by five inches, which made ample room for the adventure bike tires that were spooned onto the rims. The tank was painted in a very Paris-Dakar paint scheme, which we can’t help but get Rothmans Honda vibes from. The Honda logos were airbrushed by hand by Vasilios Flets, a friend of the workshop.

There’s no point in having a wicked custom without being able to ride it. Not wanting to hamper Giannis with the pain of constant mechanical problems, Christos put a lot of effort into the engine and running gear.

The motor was rebuilt from the ground up with fresh pistons and gaskets. The single carb received the same level of treatment, and now breathes easy through a small pod filter, and a beautifully sinuous two-into-one stainless steel exhaust was added.

The under-seat area was liberated of clutter (including the airbox), and now houses all the electronics, neatly hidden behind custom side panels. All the wiring is fresh, replaced with components from Motogadget, Axel Joost and Daytona. The rear shocks and short rear guard are also new, and the subframe was customized to match the longer swingarm, with a custom seat perched up top.

It’s a bike any of us would love to see parked in our own garage. We’re more than certain that Giannis is a happy man. [Via]

Ducati 1098 by Ronaldo Ferreti A 70s-inspired paint scheme, 160+ hp on tap and acres of carbon fiber? Sign us up. This is Ronaldo Ferreti’s Ducati 1098-based cafe racer and it’s not just dripping with quality, it’s downright drenched in it.

Growing up in Cuba, but now residing in New York, Ronaldo’s interests in motorcycling hark back to the memories of his father, who would get around town on a red Jawa. As a self-professed ‘car guy,’ Ronaldo got into motorcycles some years ago when a mate of his needed help with an old Honda. Ronaldo had a ride on it, and memories of his childhood in Cuba came flooding back; it was time to get a bike of his own.

After working his way through a few machines, Ronaldo started this build with a bright yellow, completely stock Ducati 1098. Amazingly, this black and gold beauty is the fruit of two years and over 250 hours of labor. Even more incredibly, Ronaldo did all of this with no shop or tools of his own—just a firm vision, a rented space at a local community garage and a lot of hard work.

Not surprisingly, every single nut and bolt has received some sort of attention. After tearing the bike down, Ronaldo adapted the tank from a Ducati Sport Classic GT1000 to fit. The fairing is from Motoforza, and was mounted using custom brackets.

The subframe and seat are also custom, and can be detached from the main frame with just four bolts. There’s a small storage compartment beneath the seat too.

The paint scheme was inspired by Ducati’s beautiful 900SS from 1979. The black bodywork has been broken up with gold pin-striping, done with 23k gold leaf. The frame and clutch were also treated to a stunning gold finish. The lettering was all done by hand, with the cursive font designed by Ronaldo’s mother—a wonderful personal touch.

We mentioned the generous use of carbon fiber before and we meant it—there is a lot. From the engine belt covers and front guard, to the brake and clutch levers, this 1098 has gone on a serious diet. But the biggest chunks of carbon are the new BST wheels. Finished in bronze carbon, they not only look great, but also reduce unsprung weight, making for a more thrilling ride.

“With weight reduction and increased horsepower, this bike is capable of 190 mph,” says a very happy Ronaldo. “It’s a very powerful Ducati with no ABS or traction control, just raw power.”

From the bodywork to the high-quality parts and overall design, there’s nothing we don’t like about this bike. [Via]

Continue reading...

 

[DaveM]

The Original Triumph Speed Twin.

Walk into your local Triumph motorcycle dealership and the Speed Twin will instantly catch your eye as one of the best-looking examples of a modern classic; with its stunning retro lines and punchy on-road performance. But many may not know that the Speed Twin name and architecture goes back more than eighty years, to a time when the world was suffering through the great depression and the British...

Source

 

[DaveM]

Dreamy: The BMW R80 that won ‘Best Paint’ at the Handbuilt Show

Wandering between a sea of custom motorcycles at the Handbuilt Show in Austin, Texas last month, our Stateside team had the arduous task of picking the best bikes in three categories. When it was time to dish out the award for the best paint job, this psychedelic BMW R80 was an easy choice. The story only got better when we discovered that the guy who built it, Eli Carver, is color-blind.

Based in Wimberley, Texas—a village about an hour south-east of Austin—Eli got into wrenching on BMW boxers after building his first, and only, custom Honda CB550. “I’ve built a few custom airheads over the years,” he tells us, “and had the honor of having three of them featured in the Handbuilt Show. I’ve bought, refurbished, and sold a few airheads as well, and have really enjoyed learning how they are put together.”

Eli bought the donor bike for this particular project, a 1987 BMW R80RT, for a whopping $50. It had been neglected for years, but he managed to get it back on the road with only a handful of new parts. Then he fabricated some brackets to fit a Dnepr sidecar, and road it like that for about a year, before stumbling upon a 1977 Ural sidecar rig with a blown motor.

“I sold the original sidecar, and used the R80RT engine to get the Ural back on the road,” he says. “I then found myself going through a divorce, and really wanted a project to get my head away from the family issues.”

As if he needed any more motivation, Eli had also won the forks and brakes from a Kawasaki Ninja ZX-6R in an Instagram giveaway. They’d come with a BMW boxer steering stem already fitted to the lower triple, and were just begging for a bike to call home. Eli ordered a fairing that he’d been crushing on for years from Flat Racer in the UK, and got busy.

“I decided to build a true café racer using the forks and fairing,” he says. “I pulled the R80R chassis out and just start messing with it to see what happened.”

Eli’s BMW literally wasn’t going anywhere without a new engine. So he traded a bunch of airhead parts that he’d amassed for a 1990 BMW R100GS engine. It needed a couple of critical repairs, but he whipped it into shape, and mated it to the R80 transmission and final drive.

The stock carbs and air box were refurbished, because, as Eli puts it, “the BMW engineers knew what they were doing when they designed that intake for that engine.” The exhaust system features blacked-out two-into-one headers, with a Scorpion muffler.

Moving to the chassis, Eli installed the Kawasaki front end, then laced up a new Excel rim using parts from Cognito Moto. Like the motor, the rear wheel comes from a BMW R100GS; Eli modified it to fit the R80’s single-sided swingarm, and laced it with an offset to make sure the tire would have enough clearance. A Hyperpro shock props up the rear end.

A café racer-style tail unit sits further up, perched atop a custom subframe. Frankie Ynclan at Ballin’ Customz in San Antonio was responsible for the alluring contrast-stitched saddle.

Eli installed the Flat Racer fairing up front, but had to modify it to accommodate the beefier shocks. Just behind it sits the BMW’s OEM fuel tank. Other than the frame, transmission and final drive, it’s the only original R80 part left on the build.

The R80’s stock front fender is technically still in use too, but Eli split it to make separate fenders for the front and rear. Each is mounted on its own bespoke bracketry. The battery box, exhaust hanger and license plate mounts are all one-offs.

Complementing Eli’s handiwork is a smorgasbord of classy off-the-shelf parts. The headlight, turn signals and taillight are all LED units, and the bike’s been rewired with an Antigravity battery and a full set of Motogadget items. The cockpit wears new clip-ons, fitted with a Domino throttle and controls.

A single Koso gauge does duty behind the windscreen, with a custom kill switch sitting just below it. It’s labeled ‘Flight’ and ‘Ground,’ because it was borrowed from a 1940’s French airplane.

And then there’s the award-winning livery. “I had seen a photo of an old Land Rover online that had a color scheme that I liked,” Eli tells us. “I had always built bikes with black frames, and had wanted to do a colored frame on this bike. I also wanted a ‘beachy’ vibe to the bike, just to force me out of my comfort zone a little.”

“I decided to alter the color scheme of the Land Rover a little bit and use the color palette of teal, orange, yellow, and jade green. Being colorblind, I had to find colors that I liked, but also looked good to everyone else.”

Eli went back and forth with Jerry Leach at Leach Custom Cycles on the final paint scheme, before Jerry masterfully laid it down. “He suggested the ghosted pearl texture down the middle of the dash, tank, and seat cowl,” says Eli. “I was a little uncomfortable with it, because I had no idea what he really wanted to do.”

“But since I knew I was also already out of my comfort zone regarding colors, I gave him the go-ahead, because I trusted that we shared the same vision for the bike. When the paint was done and I went to pick up the pieces, I absolutely loved what he had done.”

If you told us a month ago we’d be giving a bike with an orange frame an award for its paint job, we wouldn’t believe you. But there’s no denying that Eli’s BMW is a jaw-dropper, in the best sense.

And if you agree, we have good news: he’s selling it. Anyone have a riding suit to go with it?

Eli Carver Instagram | Images by Ana Valdez Carver

Continue reading...

 

[solomon]

Well. He is colour blind. Like the fairing. Orange frame, hmm.

 

[DaveM]

GUZZI NESS: Ghezzi-Brian V-Twin Supersport.

It’s often been said that to fall in love with a Moto Guzzi, you have to look away from the spec sheet and get on one and ride. The Italian firm has never built bikes to win horsepower contests, they build motorcycles to win over your heart. And 30 years ago two men with a love for the brand created a boutique Italian outfit that produces limited number machines that are both utterly gorgeous and...

Source

 

[DaveM]

Greatest Hits: Rough Crafts’ Best Harley-Davidson Customs

Bringing a truly unique style to the scene is not an easy task, and it’s even more impressive if you can make it stick. Winston Yeh started Rough Crafts in Taiwan more than ten years ago, and every bike he builds is a fresh take on his signature style. With a list of regular collaborators assisting with fabrication, assembly and paint, Rough Crafts is a crowd sourcing of talent, so to speak—but Winston’s eye for design is apparent in every bike.

Blacked out paint schemes with a delightful application of carbon fiber are hallmarks of a Rough Crafts machine, in addition to trick suspension, devilish details and imaginative monikers. Winston’s style has been exercised on Ducatis, Yamahas and more, but there’s something special about a Rough Crafts Harley.

Asphalt Glider Rough Crafts’ ‘Stealth Bullet’ Sporty set the internet ablaze years back when it won its class at the AMD World Championship, so it comes as no surprise that one of Winston’s customers would request something similar. But for ‘Asphalt Glider,’ the customer wanted something more extreme, more exaggerated, and that’s exactly what they got.

To suit the build’s more extreme proportions, Winston started with a Softail Breakout model and dropped it on the ground with a rear air shock from Legend Suspension and a girder fork. The latter was built by Italian FG Racing, a company that specializes in performance girders, and the whole thing is made from billet aluminum.

The Glider rolls on a somewhat unlikely wheel combination, creating much of its visual effect. Out back, is a solid steel wheel from HD Designs wrapped in meaty 230-section rubber, while the front is a slender 23” Arlen Ness. While the two couldn’t be any more different, the whole thing works, and Winston chalks it up as the right “weird balance of visual weight.”

With one last request, the customer specified that the bike needed to be done ‘shrimp style,’ meaning long-reach drag bars and forward foot controls. That puts the rider low over the quintessential Rough Crafts fuel tank, sort of folded over the bike like a cocktail shrimp. If ya didn’t know, now ya do. [More]

Tarmac Raven Ever since Winston first test rode the new Milwaukee Eight Softail, he couldn’t get the idea of a hot performance Softail out of his head. With an amenable customer on the line, the idea came to life as ‘Tarmac Raven’—a Street Bob that’s so bold, you wouldn’t believe it’s on a stock frame.

With its core geometry unaltered, transforming the Softail required significant suspension work, starting with beefy 48 mm Öhlins FGRT301 forks—originally designed for the Ducati Diavel. Next, Winston contacted Florida-based Roaring Toyz, who designed an all-new, single-sided billet swingarm. “They actually bought an M8 Softail to develop a whole new billet single-sided system,” says Winston, impressed.

To match the aggressive stance, Winston opted for a set of trick carbon fiber wheels from BlackStone Tek. To complete the package, Winston installed Pirelli Diablo Supercorsa SP V3 rubber, Beringer four-piston brakes up front and a modified Ducati Panigale brake kit in the rear.

With the Softail on sure footing, Winston phoned phoned S&S Cycle, who provided their latest 124 ci Power Package for the Milwaukee Eight, to the tune of 124 hp and 135 lb-ft of torque. Winston finished the engine off with an array of Arlen Ness, 2AbnormalSides and Rough Crafts’ parts, and a custom titanium exhaust with a SC-Project Titanium S1 muffler dominates the side profile.

No Rough Crafts’ project would be complete without the requisite black shades and carbon fiber, and a heavily modified Sportster tank and carbon-wrapped tail section complete the cockpit. [More]

Thunder Chaser How do you celebrate a decade of building custom bikes? For Rough Crafts, it was about getting back to basics, all while putting a new spin on things. With roots firmly planted in retro-modern bobbers, Winston had a few ideas, and his customer’s prompt gave him the opportunity to shake up the script a bit.

Winston was a big fan of the new Softail after building Tarmac Raven, and his unofficial 10th anniversary bobber, dubbed ‘Thunder Chaser,’ would be a completely different take on the platform. “The final answer was to go back to our roots: bobbers with retro lines and modern finishes, but with different silhouette that we haven’t done before.”

Starting with stance, Winston ditched the factory 19F/16R wheels in favor of 18” Arlen Ness wheels and retro rubber from Coker. Progressive Suspension supplied an uprated rear shock and a lowering kit up front, and Winston added black inner tubes from TopLineTubes and Arlen Ness ‘Hot Leg’ lowers.

Cosmetically, Thunder Chaser follows Rough Crafts’ signature style, with ample use of carbon fiber and black paint with silver pin-striping. The aluminum tank was fabricated by MS Pro, and is slightly more rounded than Winston’s usual scalloped design. A significant diversion, the tilted rear fender was shaped from fiberglass over a 3D mold and finished off with a carbon fiber overlay.

The upswept exhaust was also a Rough Crafts first, and the whole system was custom fabricated and finished with black ceramic coating. [More]

Raging Dagger You can do just about anything with a Harley Sportster, and Rough Crafts has more than a few genre-bending examples to its credit. But when it came to ‘Raging Dagger,’ Winston had some interesting design constraints to work with.

“So I went over and found out that the customer had already ordered a brand new Forty-Eight, and was waiting for me,” says Winston. “All he told me was: ‘I like the look and feel of American V-twin engines, but I want something over the top. Something that you won’t recognize as a Harley, but is still easy to ride’.”

Inspired by Buell, Winston elected to transform the Sporty into a street fighter, prioritizing lightness, and keeping the engine and frame as stock as possible. Suspension, brakes and weight savings would be the focus to maximize the Forty-Eight, all without sacrificing rideability.

Like Tarmac Raven, Winston used trick suspension to supercharge the Dagger’s geometry, starting with the Öhlins AG629 shock. He also added a lightweight Trac Dynamic swingarm with a custom oil reservoir, and installed modified Öhlins FGRT206 forks (originally made for the Yamaha R1). Keeping things light, the bodywork is a combination of carbon fiber and aluminum, and MS Pro fabricated a custom titanium exhaust for the Dagger.

With the addition of carbon fiber BST wheels, Rough Crafts managed to shave 90 pounds off the Sporty. [More]

Obsidian Fighter The idea of a ‘modern performance Frisco bobber’ sounds like a tough sell, but one look at Rough Crafts’ Obsidian Fighter has us saying ‘of course.’ Proof that it’s all in the execution, this Sportster Roadster combines traditional Frisco cues with Rough Crafts’ signature look, and loads of custom parts.

Born from necessity, Winston’s customer for this build was a fan of traditional chopper era styling, but already had a 2019 Sporty XL1200CX in hand. “The main question,” says Winston, “was: ‘How do we combine a Roadster with chopper style, wrap it in a Rough Crafts package, and still surprise the owner?’ The answer is a ‘Frisco’ Sportster bobber with race influence.”

Changing up the Roadster’s stance started with a new set of wheels from Gale Speed, 19F/17R, with a pair of custom carbon fiber covers added to the rear. Next, Öhlins provided a set of slightly shorter-than-stock FGRT 206 forks with blacked out lowers and a single disc conversion. Blackline HD 757 rear shocks keep the rear slammed, accentuated by the carbon fiber, almost tracker-style, tail section.

To nail the Frisco vibe, the Sporty tank sits high and pulled back from the bars, and it’s finished in Rough Crafts’ style with carbon inlays and custom badges from 2AbnormalSides. Another of Winston’s trusted partners, MS Pro handled the fabrication on the project, including building a custom slash-cut exhaust with a slight industrial twist.

With no shortage of custom details, Obsidian Fighter is finished with Arlen Ness foot controls, Rebuffini switches and an array of Rough Crafts’ parts, including the headlight, risers, fuel cap and engine covers. [More]

Rough Crafts | Facebook | Instagram

Continue reading...

 

[DaveM]

Team Blue: A custom Yamaha XSR900 with retro style

Modern superbikes are complex machines, both inside and out. Not only have their engines and electronics evolved in leaps and bounds over the past couple of decades, but their bodywork has changed radically too. The the aerodynamic packages developed for MotoGP racing are trickling down to street bikes now, so OEM superbikes with wings poking out of their fairings are commonplace.

Like many of us, Josh Merrill misses the days of fast bikes with slabby fairings… so he’s built one of his own. Based on a 2022-spec Yamaha XSR900, and wrapped in 90s race replica bodywork, his latest custom build is a modern classic of the highest order.

Technically the Yamaha XSR900 isn’t classified as a superbike—but it’s not far off. Its 117.4 hp / 93 Nm output is nothing to sneeze at, and its chassis feels sharp and focussed. And if you’ve ridden it, you’ll know what a peach its triple-cylinder motor is.

Josh currently works for a major OEM, but he’s also the crew chief for a MotoAmerica race team and runs his own industrial design business. With a decade in the motorcycle industry, he knows what works and what doesn’t.

“I have experience with motorcycle electronics, engine work, chassis, exhaust and component fabrication, as well as years of racing experience both for myself and for professional race teams,” he tells us.

“I’ve also worked at different race shops, one of those shops focusing on vintage race bikes. This taught me that even though I like the classic look, I do not like old bikes with old parts, heavy frames and out of date components.”

Using the Yamaha XSR900 as a donor was a no-brainer for Josh, especially since the 2022 model sports a number of upgrades over its predecessor. The trick was to match components to the bike that would fit the retro theme he was after, without compromising performance. Working out of Create Moto—a communal motorcycle garage in Milwaukee—he got down to business.

To nail the look, Josh turned to Yamaha’s history. Inspired by the legendary 1992 Yamaha YZF750, he ordered a YZF works racing fairing and belly pan from Airtech Streamlining. All he had to do then, was figure out how to fit it to the XSR.

For the fairing, Josh fabricated a series of brackets out of steel tubing and plates, with the upper fairing mount also hosting the instrument cluster. A trimmed race windscreen from Gustafsson Plastics finishes off the front end. Lower down, the Airtech belly pan had to be modified to fit the XSR’s chassis properly.

Working to Josh’s advantage were the stock XSR900 tank cover, side covers and seat; a testament to bike’s neo-retro vibe. So with the fairing and belly pan in place, he simply added a passenger seat cover from Funny Customs in Japan. Remarkably, everything fits together like it came from the same source.

With no real need to split the engine cases, Josh focused on relatively easy power gains. Those include a full titanium exhaust system from Akrapovič, a DNA air filter and an ECU flash, courtesy of 2 Wheel DynoWorks.

Next, the front brakes were treated to upgraded lines from Core Moto, with integrated brake pressure ports, since he plans to install a data monitoring system in the future. Josh added 310 mm rotors from Braketech, with longer bolts and spacers to reposition the calipers. They’re equipped with race-spec pads.

Josh plans to upgrade the XSR’s forks, rear shock and rear brake at some point. Why not now? It’s simple: he’s waiting until there’s a wider range of options available on the market.

That didn’t stop him from throwing a bunch of other top-shelf components at this build though. The Yamaha benefits from a set of GB Racing engine covers, an Evotech performance radiator guard and a Motion Pro coolant recovery tank. Josh also installed adjustable rear-sets, clip-ons with a 1” rise, and Woodcraft rear stand lift plates.

Moving to the smaller stuff, Josh 3D-printed a bunch of custom parts, including plugs to fill the OEM riser mount holes and brake line mounts, and support plates for the sides of the fairing. The clutch cable’s from an R6, and attaches to a custom-made end bracket that’s designed to help it clear the fairing stays. A full complement of Pro-Bolt fasteners rounds out the spec.

You’ll notice that the XSR still wears its rear lights and plate bracket, but has no front lighting. Josh is on the fence; he might leave it like this, or he might add a headlight-equipped fairing.

Finishing the build off is a fetching Kenny Roberts-inspired livery. What’s really clever though, is that Josh designed all the graphics to complement the original bike’s tank cover design, which is still as it left the factory. The new parts were color-matched to the OEM look by FineLine Design, and the decals were made up by Inline4Designs.

Now dubbed the ‘XSR900R,’ Josh’s bike is the perfect blueprint for a modern sportbike with retro looks. Hopefully Yamaha is paying attention.

ByJMR Design | Facebook | Instagram | Images by Brooke Tilidetzke

Continue reading...

 

[Greyfell]

I'm not interested in Super Bikes, but this certainly is a head-turner.

 

[DaveM]

EARTH-SHATTERING: Royal Enfield Interceptor.

For an industry where vintage, classic and retro are common terms, the custom bike scene is proving to be one of the true early adopters and innovators in using the latest technology. CAD software has become infinitely more affordable these days and so to additive manufacturing processes. However, because you have access to these tools doesn’t guarantee a great result, but this bike just might be...

Source

 

[DaveM]

Unveiled: the new BMW R 12 nineT roadster

With BMW Motorrad turning 100 this year, it’s natural to expect a slew of limited edition centenary models. But here’s one we honestly didn’t see coming. Meet the new BMW R 12 nineT—an evolution of the much-loved R nineT, ten years after its debut.

Confusing nomenclature aside, there’s a lot to love about this face-lifted nineT. For starters, BMW have managed to keep the R 12 nineT air- and oil-cooled, despite ever-tightening emissions regulations. Secondly, keen eyes will notice that the R 12 nineT cuts a very different line than the outgoing model.

BMW hasn’t said much about the R 12 nineT’s boxer motor, other than that it features a redesigned air box and exhaust, and still has a capacity of around 1,200 cc (hence the ’12’). Visual giveaways include a lack of the prominent air intake that sits alongside the existing nineT’s fuel tank, redesigned valve covers, and a number of smaller engine trim pieces.

The R 12 nineT still runs with upside-down forks up front, BMW’s proprietary ‘Paralever’ single-sided swingarm at the rear, and 17” spoked wheels at both ends. Twin radially mounted four-piston monobloc Brembo calipers sit up front, hooked up to steel braided brake lines.

But the biggest changes are visual. The ‘old’ R nineT is still an attractive bike, but it’s a lot more angular than most retro-styled bikes. For the R 12 nineT, BMW’s designers have straightened out the boxer’s silhouette with fresh bodywork.

“The purist design language is dominated by the clear tank/seat/rear line, in the style of the traditional /5 or the legendary R90S of the 70s,” says BMW Motorrad’s Head of Design, Edgar Heinrich. “At first glance, the tank itself is a classic BMW boxer tank, with a typical bend in the lower edge and classic knee contact.”

The R 12 nineT’s new fuel tank is reminiscent of the memorable BMW R100R Classic, and the new side covers feel a lot more vintage than the subframe braces on the outgoing model. The seat and tail unit are new too, as is the plastic trim that hides the subframe (a detail we could probably live without). And the new exhaust cans look damn good for OEM parts.

BMW say that the goal here was a “classic, purist design.” And while the R 12 nineT is undeniably a modern motorcycle, it sure is tidier than the R nineT. Other details include a redesigned front fender mount, an LED headlight and tweaks to the twin dials.

Ease of customization is still high on the list for the R 12 nineT. To our eye, the chassis looks like it’s been redesigned too—but the subframe is still a bolt-on unit, making it easier to tweak. The LED taillight is also part of the seat unit rather than the license plate mount, making ‘tail tidy’ conversions less of a hassle, and since we’re not seeing any passenger peg mounts, we’ll assume that those are removable.

BMW will no doubt have a slew of accessories available for the R 12 nineT too. Until then, they’re keeping mum on what it will cost, its power and weight numbers, and whether we’ll be seeing Scrambler and Urban G/S versions of it too.

Until then, who’s the first custom shop that you’d like to see customize the new BMW R 12 nineT?

Images supplied by BMW Motorrad

Continue reading...

 

[DaveM]

Knickers and Knuckles: The 2023 Quail Motorcycle Gathering

I’m not much of a golfer, so the beauty of the Quail Lodge and Golf Club is largely lost on me. But you’d be surprised how quickly you can spruce a joint up by splashing a bit of used motor oil about, and wafting some unburned 110 octane around. Classing up the greens one day a year, The Quail Motorcycle Gathering in Carmel, California, is reason enough to dust off your flat cap and blazer.

Since 2009, The Quail Motorcycle Gathering has become one of the most popular events for high rollers and dreamers alike, attracting several thousand spectators a year. Mirroring the automotive world, these prestigious golf course events aren’t the cheapest to get into, but the caliber and variety of the vehicles on display is usually worth the price of admission.

The Quail was pared down to around 200 motorcycles this year, presumably so you could get through the whole lot in a day. All the traditional classes were represented, but they throw some fun ones in the mix as well, such as the Choppers Award, Bring on the Baggers and the Extraordinary Bicycles and Scooters Award.

If you were too busy wrenching on your not-so-rare scooter in your not-so-pristine garage, here’s a quick rundown of some of our favorites from the event.

1939 Miller-Balsamo 200 Carenata You can’t argue with Best of Show, and this year’s title went to John Goldman’s 1939 Miller-Balsamo 200 Carenata. With enough art deco influence to make an Indian Chief look like a Honda Rebel, the 200 Carenata is an especially spectacular machine from Italy’s golden era of motorcycles.

The brand that would become Miller-Balsamo was started by brothers Ernesto, Edgardo and Mario Balsamo in Milan back in the early 1920s. Previous sales reps for Ariel and Excelsior, they had a vision of building motorcycles that were fast and stylish, and the effort is certainly evident in the 200 Carenata.

Miller-Balsamo built some pretty trick bikes for the day, and snatched up some records in the late ’20s, but the brand never returned to full strength after WWII. Despite the savvy design and beautiful enclosed bodywork of the 200 Carenata, sales of the 196 cc two-stroke fell short of expectations, and the brand is better known for coining the name ‘Vespa’ these days.

A marvel of craftsmanship that exemplifies what could have been, Goldman’s Miller-Balsamo 200 Carenata is incredibly rare, and a worthy and exciting choice for Best of Show.

Hazan Special Velocette Custom Exif readers will instantly recognize this stunning twin-Velocette powered custom by Max Hazan, and owner Marco Diaz walked away from the Quail with a 1st place in the Custom/Modified class.

This one deserves its own category, I’d call it the ‘Pick Your Jaw up off the Floor Award?’ It’s a working title, but either way, Hazan’s handcrafted custom is simply in a league of its own. While it looks more like a living room centerpiece, this one runs and rides, despite being a literal pain in the ass according to Hazan.

The whole project started when a pair of 349 cc Velocette MAC engines came up on eBay, and Hazan immediately envisioned mating them together in a chassis. If that wasn’t enough, the engines are actually stressed members in the handbuilt chromoly frame, and the whole setup runs belts on custom-machined pulleys through a Matchless four-speed that’s been tipped on its side.

Okay, but anyone with a flux core and a crescent could do that, so Hazan added a supercharger to the mix. The polished Eaton TVS R410 is actually driven off the final belt in the system, which is double sided, sending power to the transmission and the supercharger. And don’t think for a second that it’s for show only, as Hazan has the blow-through system set to 6 psi! [More]

1929 Indian 402 ‘Rare means no one wanted one when they were new,” the old guys quip, and when it comes to Indian Fours, that statement has some truth in it. Despite a production run that ran from 1928 to 1942, Indian didn’t sell very many Fours, and the model’s lack of success hurt the brand as a whole.

But with the passage of nearly 100 years, Indian Fours have become a technical spectacle for the eyes. There’s just something different about an air-cooled four-cylinder running lengthwise under the saddle that makes the Four interesting. While they didn’t receive the Chief’s deco-inspired bodywork, these bikes are among the most valuable in the world, commanding prices above $200,000 in some cases.

Mike Lynch’s 1929 Indian 402 is a stunning example of the model, with its leaf-spring front end, gold pinstriped bodywork and sprung tan saddle. Looking ’29 showroom fresh, Lynch’s Indian was Bonham’s choice for Antique 1st Place.

1961 Ducati 350 Racer Ducati didn’t make a 350 in 1961, and in fact, the first Ducati 350 racer left the factory as a 200 cc bike. Frank Scurria was racing his 200 cc Ducati in the 250 class back in the early 1960s, and even though the bike was a screamer, he was tired of giving up so much displacement to the competition.

Modified with a stroker crank and an aluminum spacer under the cylinder, Scurria’s Ducati was now a square 247 cc, and he won the AFM 250 cc Championship in 1961 with this engine. But Scurria knew his little Ducati had more to give, and with a borrowed piston and cylinder, he pushed the engine to 254 cc, and raced it in the 350 cc class.

With a second place finish behind an AJS 7R, Scurria’s Ducati was lethal in both the 250 and 350 cc class, but things got even better in 1962. Ducati had unveiled a new over-square 250, and with Scurria’s mods, a square 344 cc engine could be built. Maximizing every aspect of the new engine, Scurria’s 350 was the fastest Ducati he ever raced, and netted him a third place finish in the 350 cc Championship for 1963.

Realizing the value in Scurria’s creation, the Ducati factory requested his technical drawings for a production 350, which were used to develop the 1965 Sebring 350. Even though the factory wouldn’t heed his advice to start with fresh castings, and build the 350 over-square, the Ducati 350 engine owes its existence to a young racer’s stroker crank and aluminum shim.

Frank Scurria accepted the Hagerty HVA Historical Preservation Award for his 1961 Ducati, which he restored after being reunited with his original chassis in the early 2000s.

1972 Moto Guzzi Eldorado But what about the baggers? We wouldn’t leave you hanging on that one. While you’re likely picturing something with apes, tassels and a bit more chrome, MotoAmerica’s Bring on the Baggers award went to a 1972 Moto Guzzi Eldorado, outfitted for police duty with the California Highway Patrol.

There was much to gain financially from building a suitable patrol bike, and Moto Guzzi understood the assignment. Building on the strengths of the rock-solid Ambassador, Moto Guzzi added another 100 cc to their venerable air-cooled V-twin to better suit American highways. The torquey engine was mounted low and forward for stability, and auxiliary systems like oiling and electrical were hopped up for long hard miles.

Considered a workhorse, and suitable for long haul riding, the Eldorado sold well to civilians and highway patrol departments, with the majority imported into the States. Still sporting its radio, siren, bags, cherries and berries, Daniel Crowley’s 1972 Moto Guzzi took home the award in the brand new bagger class.

The Quail Motorcycle Gathering | Via Kahn Media

Continue reading...