Custom Motorcycle Builds

[DaveM]

Lane Splitter: A bratty little custom Suzuki 110 by K-Speed

Many people wouldn’t consider a small commuter bike a good donor for a custom project. They’re usually cheap, utilitarian and bland; hardly café racer fodder. But they’re also reliable and easy to work on, and they set the bar so low in stock form, that any changes can only improve them.

K-Speed in Thailand is well-versed in small bike customization. Even though they’ve worked on plenty of big bikes too, it’s their Honda Cub and Monkey customs that keep us coming back for more. It helps that custom work isn’t their core business; K-Speed is actually a massive importer and manufacturer of motorcycle parts.

To prove that the company can work its magic on just about anything, K-Speed boss, Eak, dragged a 2001-model Suzuki GD 110 into the workshop. The GD 110 is a small, unassuming 113 cc single that’s mostly available in Asian countries. It’s barely distinguishable from the scores of delivery bikes and commuters that it shares the road with—which is precisely why Eak picked it.

He wanted to prove that he and his team could convert a motorcycle with “delivery bike style” into a “baby brat.” And kudos to K-Speed, because they absolutely nailed the brief.

Straight out the gate it was clear that none of the Suzuki GD 110’s bodywork was going to make the cut. But it also shed its subframe, air box, wheels and all of its lighting. K-Speed built it back up with a mix of custom parts and items from their own catalog.

They didn’t mess with the engine though. A new carb and velocity stack went on, along with a new exhaust from K-Speed’s Diablo range of parts.

Next, K-Speed made some pretty drastic changes to the Suzuki’s stance. New rims were laced to the OEM drum brake hubs, and shod with vintage sawtooth treads from Vee Rubber. Measuring 4.00×17” in the front and 4.50×17” at the back, they add some visual heft to the skinny GD 110.

The bike’s been slammed as far as it’ll go too. K-Speed shortened the front forks and added rubber gaiters, then fitted a pair of chromed shocks out back.

Sitting up top is a fresh subframe. Shorter than before and finished off with a tidy rear loop, it cuts a much cleaner line than the stock setup. K-Speed also added a slim custom seat and an off-the-shelf taillight and license plate bracket, but little else; there’s no rear fender, and no visible components to clutter up the under-seat area.

Although the fuel tank looks like it’s from a vintage Suzuki, K-Speed actually fabricated it from scratch. The paint and graphics have a period-correct vibe to them, but for the matte black finish that matches the rest of the bike.

Like the tail end, there’s hardly anything going on in the cockpit. K-Speed added a set of custom bars, welded directly to the top yoke with no risers. They’re fitted with a new throttle, levers and grips… but that’s it.

There’s no speedo and no visible switches—not even a starter button (luckily the GD 110 still has a kickstart lever). Even the new LED headlight has been mounted close to the steering stem, to take up as little space as possible. There’s no front fender, and even the chain guard’s ended up in the bin.

Squat and pared back to almost less than the essentials, K-Speed’s Suzuki GD 110 is lesson in exploiting unexpected potential.

Is it practical? No. But do we love how unapologetically bratty it is in its minimalism? Absolutely.

K-Speed | Instagram | Images by Hipmotography

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[DaveM]

WRAP-UP: The One Motorcycle Show.

Billed by organiser Thor Drake as the ‘Best show on Earth’, the 14th annual running of the One Motorcycle Show in Portland, promised to be the biggest and the best, and visitors haven’t been let down. There were over 250 custom bikes on display parked inside the Zidell Yards on the city’s waterfront, plus a bunch of crazy cool cars, stunts, new bike demos and plenty of beer and bands.

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[DaveM]

Speed Read, May 14, 2023

This week, we’re profiling a new small-capacity electric motorcycle from a Colorado-based startup. But first, three petrol-powered bikes; a Royal Enfield Interceptor 650 café racer, a KTM 640 Duke street tracker, and the new BMW R18 Roctane.

Royal Enfield Interceptor 650 by Earth Motorcycles Sometimes a client has no idea what they want—other times, the brief is detailed and watertight. And once in a while, a client delivers a 3D rendering of their bike, so that nothing is left to chance.

That’s exactly what the owner of this Royal Enfield Interceptor 650 café racer did. He had a very specific vision for a custom bike, so he enlisted the help of his brother, who designed the entire machine using CAD software. Then he sent the file to the crew at Earth Motorcycles in Slovakia, along with a brand new donor bike—even though their workshop is nowhere near where he lives.

The Earth Motorcycles crew loved the design, and figured that, with such a detailed blueprint to work from, building it would be a walk in the park. But the project wasn’t without its hiccups. Just the task of trimming off old and welding on new mounting tabs had to be repeated twice.

On the up side, having a bonafide CAD drawing to work off did have its advantages.

Take the one-piece tank and tail unit, for example. The guys used the file to 3D print a mockup of it, which they then handed to a friend to replicate in metal. The friend built a shell, which Earth Motorcycles then welded to the OEM tank bottom, negating the need to remount the fuel pump.

The tail section was fabricated separately, then joined to the fuel tank, creating one seamless body. It’s topped off with a faux leather seat, and a monochromatic paint job.

Finishing touches include a custom headlight housing, custom-milled yokes and LED taillights that are embedded into the frame rails via aluminum inserts. Cognito Moto supplied the rear set foot controls, the air filters are from K&N, and the myriad electronic upgrades are from Motogadget. New adjustable shocks prop up the rear, while slash-cut pipes with hidden baffles handle the soundtrack. [Via]

KTM 640 Duke by Dubstyle Designs Three years ago, Garett Wilson at Dubstyle Designs wowed us with a custom KTM 640 Duke street tracker. He’s just built another one, and it’s even better than his first effort.

Though the 640 Duke doesn’t get as much love as its successor, the 690 Duke, it was still a cracking bike in its time. A lightweight, 55 hp thumper with unapologetic looks, it was a proper hooligan’s bike. It’s the perfect bike for Garett, who loves street trackers and has a background in motocross.

From the second his first custom Duke street tracker hit the scene, Garett was getting requests to build another. So he finally took the plunge, bought a 2001-model donor bike, and set out to customize it on as tight a budget as possible, while refining some of his concepts from the first one. “Then, as always I take it too far,” he quips, “and my ‘budget build’ turns into ‘let’s get more titanium for it’.”

The Duke now wears a salvaged Honda CB400 fuel tank, modified to fit. Garett rebuilt the KTM’s subframe, then placed a Goon Glass tail section on top of it. Then he made his own taillight by cutting a slot into the back of the tail piece, inserting an LED light and pouring in resin to fill it in.

Up front are the forks from a Yamaha R6, set up for Garett by Durelle Racing and held in place by Weiss Racing triples. The wheels are 19” Sun rims on the OEM hubs, the number plate is a carb fiber piece with twin LED headlights, and the radiator is a new, thinner-than-stock part.

The carb is a Lectron, and exhaust system features two-into-one stainless steel headers with a titanium silencer. A bunch of parts were finished with Cerakote by NeCo Customs, while Whitey’s Paint Shop handled the 1979 World Championship-style livery.

It’s a gorgeous machine that reportedly goes just as good as it looks. “This Duke weighs in at 289lbs, compared to the 320 lbs it comes as stock,” says Garett. “Wheelie numbers are sky high… get it, sky high?” [Via]

BMW R18 Roctane Despite the lukewarm reception that the BMW R18 has had so far, the German marque keeps releasing new variants of it. Borrowing various details from the existing four models in the R18 series, the new BMW R18 Roctane (coming in 2024) dresses the mammoth boxer as a fairing-less bagger.

With a brooding paint job and a blacked-out engine, the R18 Roctane appears to have the Harley-Davidson Road King Special firmly in its sights. It wears 21F/18R wheels and ape hangers, giving it a laid-back cruiser stance. Out back are two 27 l panniers and a pair of barrel mufflers, with a slick black chrome finish on the exhaust system.

The wheels and bars look to be borrowed from the R18’s existing accessories catalog, while the panniers and exhaust have likely been carried over from the R18 touring variants. The R18 Roctane also gets a stepped seat, floorboards instead of pegs, and a toe-and-heel gear shifter. And, if you look closely, you’ll notice that the speedo is embedded in the headlight bucket; a neat touch.

But that’s where the differences from the base model R18 end. Under the hood, it uses the same chassis and 1,802 cc boxer engine, along with the same electronics package. Plus it comes with the R18’s optional reverse gear as standard.

Perhaps the most noteworthy thing about the Roctane (like ‘octane,’ but with an ‘R,’ get it?), is that its configuration arguably suits the R18 platform more than any of its stablemates. The BMW’s biggest strengths are its stonking motor and visual presence – what better way to emphasize those than with big wheels, high bars and cases? [Images supplied by BMW Motorrad]

Terra Prime electric scrambler Despite the push from many countries for vehicle manufacturers to go electric, there is still a remarkably low number of full-size electric motorcycles on the road. Where the electric bike market is really booming, is with smaller bikes from independent manufacturers. If you don’t need to go particularly fast or far, there’s a plethora of options available to you.

Terra Bikes is once such company. Based in Colorado, their new $12,000 Terra Prime is a short-range, go-anywhere electric scrambler with tons of custom bike style. You’re looking at the prototype, but the final version will be going into production imminently.

Terra Bikes was founded by Dylan Brown. Dylan’s been on two wheels since the age of two, and has experience working as a moto mechanic, racing mountain bikes, and running a motorcycle magazine.

He also grew up watching his dad wrench on old Hondas and Kawasakis, which explains a lot of the decision making on this project. Billed as a “bike for big kids,” the Terra Prime follows a design language from a time that bikes were simple, easy to work on and easy to find parts for. The frame, battery box and faux fuel tank are all handmade parts, styled after the sort of bikes that often grace these pages.

The Prime rolls on 19” SM Pro rims, with chunky dual-purpose tires. There’s 8” of suspension travel up front, 6” at the rear, and a generous 11” of ground clearance. Other bits include wide bars for leverage, LED lighting and an LCD dash. There’s also a USB charging port, and a storage compartment inside the ‘tank.’

The Prime’s numbers are modest, but enough to have fun. It tops out at 55 mph, can do up to 60 miles on a charge, and recharges in under two hours. That’s ample for a short commute—even with some off-road detours along the way.

What we really dig about the Prime though, is that it’s been built to be modified. Terra are planning optional saddlebags for it, but it’s also put together using readily available components, with a very traditional motorcycle layout—so DIY customization is very viable option indeed. [Terra Bikes]

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[DaveM]

FINAL REVEAL: Honda CB550 by Purpose Built Moto.

A fortnight ago we brought you the preview, as Queensland’s Purpose Built Moto teamed up with Shannons Insurance to take you behind the scenes of a ‘Dream Bike Build’ for one very lucky customer. The six-part YouTube series captured every moment, from the concept and securing a barn find Honda, to the complete overhaul of the motorcycle from top to bottom and everything in between.

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[DaveM]

SPEED BLOCK SR: Yamaha SR400 by Black Cycles.

When a motorcycle has been on this earth for more than four decades, you can bet your bottom dollar it’s seen a hell of a lot and has more than a few stories to tell. And for a machine that left Yamaha’s Iwata factory as a humble single-cylinder commuter bike, this steed could never have imagined the life it would live. But this Yamaha SR400 has just in the last handful of years, been the baby of...

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[DaveM]

Top 5 Motorcycle Pants for 2023.

For decades motorcyclists had two choices when it came to what pants to wear. Either you were prudent and wore leather or you took your chances in your flimsy 501s. Around the mid-nineties, Kevlar entered the scene and it transformed both the motorcycle pant industry and rider’s attitudes forever. As more abrasion-resistant tech fabrics entered the fray (pun intended), we’ve been given even more...

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[solomon]

Top 5 Motorcycle Pants for 2023.

For decades motorcyclists had two choices when it came to what pants to wear. Either you were prudent and wore leather or you took your chances in your flimsy 501s. Around the mid-nineties, Kevlar entered the scene and it transformed both the motorcycle pant industry and rider’s attitudes forever. As more abrasion-resistant tech fabrics entered the fray (pun intended), we’ve been given even more...

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In the UK, these are pants. Not seen any in leather.

No, that's not me!

 

[DaveM]

SPORT EDITION: BMW R80 by Lord Drake Kustoms.

Given the sheer prevalence of the BMW R series of bikes in the custom world, finding a way to use the platform and still stand out from the crowd is becoming increasingly more difficult. But from the time he built his first motorcycle, Fran Manen has never had to worry about those accusations. His machines funnel his unique personality into two-wheeled form and the results often leave people...

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[Vector]

That BMW Octane is a good looking ride!

 

[DaveM]

AUCTION BLOCK: Harley-Davidson Board Tracker.

Saint-Tropez on the French Riviera, has been mentioned in the lyrics of rappers and rock stars for decades and has been the hot vacation location for the international jetset for nearly a century. The historic town with the stunning blue sea serving as a backdrop also happens to be one hell of a place to hold a bike show. And having been going for years, a visitor named Richy wanted to get in on...

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[DaveM]

YELLOW EDITION: Triumph Bobber by FCR Original.

The rumours floated around for months that something new was set to emerge from Triumph’s Hinckley factory. But nobody could quite guess what it was going to be, a new Daytona perhaps to satisfy the high-tech sport bike fans or maybe it was to be the company’s entry into the world of electric motorcycles? No, it was neither and almost nobody had guessed it until it was made absolutely official at...

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[DaveM]

M Sport: A racy BMW K100RS café racer by Bolt

The BMW K100RS was borderline futuristic when it hit the scene in the 1980s. Between its blocky horizontal inline-four engine and its geometric fairings, it was a significant side-step from the boxer models that the marque was famous for.

Sure, it still looks like it came from the 80s, but that doesn’t make it a bad bike. Strip off the bodywork and throw a bunch of top-shelf components at it, and you could have a sharp, high-performing café racer on your hands. Which is exactly what Spain’s Bolt Motor Co. has done to this 1986 BMW K100RS.

Bolt’s client had requested a BMW K100 café racer with a race-inspired aesthetic. But while most clients usually only have a vague idea of what they’re after, his ideas were very specific. So specific, in fact, that he gave Bolt a detailed, full color sketch to work from.

“The entire team was stunned when a freehand drawing of how he wanted the bike arrived at the workshop,” says shop boss Adrián Campos. “It was a drawing that was ready to frame, where every detail came to life. From that moment on, our goal was to bring that drawing to life.”

From the skeletal subframe to the Öhlins suspension, everything was laid out unambiguously. Performance was top of the list; no problem for Bolt, whose sister company is the Formula 3 racing team, Campos Racing.

From their shared workspace in Valencia, the team stripped the BMW K100RS down to its bare bones and got to work. It’s not the first time that Bolt has torn into a K-series BMW, so they’ve figured out a few clever ways to eke more than the original 90-ish horsepower out of it.

See that canister sitting on top of the engine block on the left side? That’s a custom-made intake, developed specifically for the K’s motor. Flip to the other side of the bike, and you’ll spot the relocated ignition, and a Motion Pro coolant recovery bottle.

For the exhaust, Bolt tweaked the headers and fitted twin Akrapovič mufflers. They rewired the bike too, with a Formula 3 racing-spec wiring loom and Motogadget components. Adrián can confirm that he and his team did some other “fancy things” to the engine, but he prefers to keep those secrets to himself.

Moving to the chassis, Bolt sourced the upside-down Öhlins forks and twin Brembo brakes from an Aprilia RSV. Getting everything to fit meant not only machining new yokes, but a whole new steering stem too. They also added a new mounting tab to the frame, to accommodate an Öhlins steering damper, borrowed from the Aspar motorcycle racing team.

The K100 retains its original wheels and Brembo rear brake, but now sports an Öhlins piggyback shock. It’s connected to the BMW’s new bespoke subframe, which features a few unique details of its own. There’s a custom seat and 3D-printed tail cowl up top, an electronics tray tucked underneath, and an LED headlight embedded out back.

Bolt also kept the K100’s original fuel tank, but modified it to sharpen up the bike’s silhouette, and to hide the radiator away. Also present are discreet fenders at both ends, custom made by Bolt.

An LED headlight sits up front, mounted on custom brackets. The cockpit wears new clip-ons with internal wiring, Motogadget bar-end turn signals and Highsider mirrors. There’s also a Motogadget dash, housed in a 3D-printed surround, and LED-backlit push buttons.

Complementing the numerous mods is BMW M-inspired paint job, masterfully executed by Ángel at Airbrush Custom. Frequent collaborator, Tapizados Llop, handled the leatherwork on the seat. If you look closely, you’ll spot blue and red threads that match the asymmetrical highlights on the fuel tank and wheels.

Other add-ons include Goodridge brake hoses, Tarozzi rear-set foot controls, and a one-off license plate mount that attaches to the swingarm. There’s a lot of detail to take in, which suggests just how many man-hours went into this build.

“It has been a tough build which has been hard to get out, and has needed many hours of work,” says Adrián. “We know that we have put the client’s patience to the test on more than one occasion, because the time has gone a little more than we expected. But making a work of art like this is not quick or easy.”

“In the end, the final result has been worth every day of waiting. We have managed to give life to a unique and super special motorcycle, just like its owner. I hope he enjoys it as much as we have enjoyed customizing it!”

Bolt Motor Co. | Facebook | Instagram

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[DaveM]

Torque Wars: Hot Performance Baggers for 2023

You or someone you know is certainly guilty of tossing shade at baggers. Admittedly, they’ve been an easy target for years, with more than a few catchy nicknames like land yacht, road sofa and chrome fortress. But a new day has dawned for dressers, and some of today’s hottest OE freeway liners make well over 100 hp in stock trim, not to mention wild aftermarket options like (oh yeah) forced induction.

Not convinced? Go watch a King of the Baggers race once. Pitting Harley versus Indian, the series draws thousands and is promoting serious performance development. Who would have imagined a dresser (albeit a seriously modified one) could lap a pro race circuit within 4 seconds of a Superbike. And we’ve all seen the videos of modified baggers dragging rear fenders down the street (not that we can back this sort of behavior).

Before we get into it, let’s address the elephant in the room—somewhat literally. These bikes are heavy, some of them nearly 850 pounds, and that’s just not for everyone. But since less than 90 pounds separates the lightest and heaviest on our list, it’s not worth dwelling on any longer. A thrilling mix of power and practicality, it’s no surprise much of the touring crowd is made up of baggers, and the following bikes are the hottest you can buy right now.

Harley-Davidson Road Glide ST You’ve gotta start somewhere, and it might as well be with HD. Considering their market share in the sector, Harley would be remiss to not embrace the bagger arms race head on, and several Milwaukee-Eight models make the grade. I could go either way between the Street Glide ST and Road Glide ST, but having mentioned KOTB, I have to go with the sharknose Road Glide.

Billed by Harley as the king of baggers, the Road Glide ST combines the power of the 117 ci Milwaukee-Eight engine with HD’s most aggressive touring bodywork. Separating it from the Street Glide ST, is a frame-mounted sharknose fairing sporting a pair of LED headlights. While it’s somewhat of an acquired taste, we think it’s a more modern and racier look than the batwing fairing.

The Road Glide’s bags have a chiseled look, and combined with blacked-out components, bronze cast wheels and a classic HD tank design, the bike has a pretty imposing image. Credit where credit is due, the Road Glide is definitely the least plastic-y bike of the bunch.

There’s more to it than just the image though, and the 117 ci, air/oil-cooled Milwaukee-Eight is the heart of the Road Glide. Sporting electronic sequential port fuel injection, the M8 produces 127 lb-ft and an estimated 103 hp. Torquey, but sacrificing a bit in horsepower, you know what you’re getting with an air-cooled V-twin.

Armed with dual front discs, four-piston calipers and raised suspension to maximize lean angle, Harley has definitely catered to the performance minded tourers with the Road Glide ST. It all comes at a price though, and it’s a tough pill to swallow at $29,999, making it the most expensive bike on our list by a small margin. If you’ve got that kind of coin burning a hole in your pocket, I’d urge you to hold off for a few months, though, as a new 121 ci M8 is on the horizon. [Harley-Davidson]

Indian Challenger Dark Horse Harley and baggers go hand in hand, but at the conclusion of the 2022 KOTB season, it was Indian’s Tyler O’Hara who came out on top on his Mission Foods S&S Challenger, and the brand has momentum. If you’re not one of the lucky 29 to shell out for Indian’s ready-to-race Challenger RR, the Dark Horse is your chariot, and it’s no slouch.

Between the Chieftain and Challenger Dark Horse models, you have to go with the Challenger for its 108 ci PowerPlus liquid-cooled engine. Blacked out, with its cooling components well disguised, the 11:1 compression V-twin is good for 122 hp and 128 lb-ft.

Scroll through the Dark Horse spec sheet, and a couple big names grab your attention. To start, you’ve got radial four-piston Brembo brakes, six-axis Bosch cornering ABS and Apple CarPlay integration. There’s also a hydraulically-adjustable Fox shock out back and an inverted front fork.

With a wide chassis-mounted fairing, LED lighting and sculpted bags out back, the Challenger has the look of a premium bagger that’s a bit more contemporary than its HD counterpart. With that usually comes a more plastic-y feel, and parts of the bike have it, but not overwhelmingly so.

Embracing modern tech and evolution, the Challenger Dark Horse will top the HD’s acceleration rolling or from a dig, making it the current king of the V-twins. MSRP comes in at $29,499, which is still expensive, but there’s no doubting where the money’s been spent. [Indian]

BMW R 18 B Roctane or R 18 B? The Roctane is sure to get more attention, but for the sake of continuity, I’m taking the one with the fairing. The pride of BMW’s Heritage lineup, the R 18 B is BMW’s bid at the performance bagger scene for fans of the classic boxer engine.

BMW took aim at the classic cruiser scene back in 2019 with the unveiling of the R 18 prototype, and cited the classic 1936 R5 for the majority of its design inspiration. The R 18 B takes a different spin on the platform, though, with the inclusion of more touring-friendly bodywork and saddlebags. It’s a bike with conflicting sides to its character, but overall an intriguing prospect and premium offering at just $19,945.

Underneath the swept bodywork, you have BMW’s 1,802 cc air/oil-cooled boxer twin, good for 91 hp and 116 lb-ft in the R 18. It’s not a super hot mill, with 9.6:1 compression and chain-driven cams, but the boxer is super reliable, and its classic looks are unparalleled in today’s market.

The R 18 B gets a reserved selection of BMW tech, with active cruise control, integrated ABS and dual four-piston calipers up front. BMW wouldn’t leave you hanging in the cockpit, and the digital display is massive at 10.25,” and the Marshall Gold Series sound system is a treat for the eyes and ears.

If I could hack into BMW’s configurator tool and make some risky decisions, I’d spice things up a bit by adding the R 18 B’s headlight fairing to the Roctane. Just a thought BMW… [BMW Motorrad]

Kawasaki Vulcan 1700 Vaquero ABS Not much has been said about Kawasaki’s Vulcan 1700 Vaquero, other than that it has ‘nice’ features and it’s comfortable to ride. While we typically find American-style Japanese cruisers to be a little uninspired, the Vulcan 1700 Vaquero is unshook by animosity, and keeps doing its thing to the tune of 104 cubic inches and 108 lb-ft.

The heart of Kawasaki’s 1700 Vaquero is a 1,700 cc, liquid-cooled V-twin, producing 81 hp. While it’s down a bit over the rest of the field, the Vulcan is no slouch, and its 0 to 60 times are less than a second behind Harley’s.

The Vulcan’s not at a loss for technology either, boasting air-assisted rear shocks, electronic cruise control and dual four-piston calipers up front with ABS. The Vaquero is also fit with Kawasaki’s K-ACT co-active braking technology. This system pairs standard ABS function with the ability to moderate the front and rear brakes together. In other words, the system will apply some braking effort to the opposite end if you panic brake with just one wheel.

Overall, the Vulcan 1700 Vaquero is close to being a real threat. It’s mechanically competitive, and its cosmetics are on-par with more expensive offerings—with the exception of the tiny 16-inch front wheel. But that’s just preference I suppose. [Kawasaki]

Yamaha, Moto Guzzi, et al. In lieu of presenting you with another Harley, Indian or BMW, I give you the Honda Goldwing. The Goldwing isn’t a bagger, it’s a touring bike—I know. But Victory’s dead, Yamaha killed the Eluder and Moto Guzzi’s MGX-21 is gone as well. Polaris is onto better things with Indian than Victory, but we’ll miss the others.

Consider a comeback Yamaha and Moto Guzzi, until then, the class fades into tourers like the Goldwing. We need options, and this list needs more bags. And consider for a moment the spectacle of four diverse brands battling for the KOTB championship, instead of two. Or would that be the Battle of the Twins all over again? [Honda]

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[DaveM]

Look the part: The DMD Rivale retro full face helmet

Given the rise in popularity of modern classic motorcycles in recent years, it’s only natural that motorcycle gear and apparel would follow suit. Just like most major OEMs have at least a couple of retro-styled bikes in their catalogs, most major gear and helmet companies have at least a couple of retro-styled items to match those bikes. But the Italian company DMD does it differently.

DMD doesn’t just dabble in café racer gear… they live and breathe it. Case in point: the DMD Rivale retro full-face helmet.

Based in Bergamo, an impossibly picturesque city in Italy’s alpine Lombardy region, DMD specializes in helmets and apparel. Specifically, helmets and apparel that combine modern materials and manufacturing processes, with all the style and panache of yesteryear.

This family-owned enterprise traces its roots back to 1975 California. While traveling to the US, the patriarch of the family, Amilcare, decided to start a motorcycle gear import and distribution company.

Many years later, he and his son, Davide, found themselves in a warehouse filled with archived motorcycle products from the 70s—and an idea was sparked.

Amilcare and Davide reasoned that the market was ripe for a modern remake of one of the helmets that they’d seen there. The neo-retro and new wave custom scenes were only just starting to blossom, and the market for vintage-inspired gear was largely untapped. So, in 2007, DMD was launched, named after Amilcare’s kids; Davide, Michela and Danila.

Since then, the company has produced a slew of vintage style helmets—including both open and full face designs, with and without visors. The graphics range from timeless solid colors, to occasional special editions that feature bespoke illustrations from collaborators. Supplementing the brand’s helmets is a full apparel catalog, with jackets, pants, gloves, bandanas and more.

DMD might have been born in the 70s, but the full face Rivale borrows its design from the motorcycle and auto race helmets of the 80s and early 90s. Available in an assortment of solid colors and tasteful graphics, it sports a minimalist aesthetic that’ll look right at home on anything from a classic Ducati Pantah to a modern Triumph Bonneville. Slap a Marlboro or Elf decal on it, and you could easily mistake it for an old racing helmet.

Its shell is sleek and compact, punctuated only by a pair of slim chin vents and very discreet branding. The outer shell uses a fiberglass and carbon kevlar composite, with two shell sizes across the five-size range [XS to XL]. Inside, you’ll find a cushy anti-bacterial lining, with synthetic leather trim to add a touch of class. The liner is removable, washable and even replaceable, plus it’s hella comfortable against your head.

The Rivale ships with a clear visor, but you can order a smoked shield for it too. The visor retainer bolts and guides look and feel solid, requiring an Allen key to remove, while a simple tab at the bottom left of the visor snaps it into place while riding. Although the visor doesn’t have any stops on the way up or down, it’s easy to snap in and out of place with gloves on.

The Rivale also features a padded chin strap with a D-ring closure, and a removable chin curtain. And despite its retro appeal, it meets with the ECE 22.05 standard.

If you’re considering getting one, it’s worth noting that the Rivale has a very close-fitting chin bar, and that its ventilation is limited. But those tradeoffs are what make the Rivale look as good as it does (and besides, the chin vents are just sufficient enough to stop the helmet from being stuffy). And it does look good; the off-white paint job is as tasteful as it gets, and every last piece of trim is tidily finished.

It also runs true to size, and won’t tire out your neck, showing a respectable 1,428 grams [3.15 lbs] on our scale. Out on the road, it isn’t quite as quiet as some high-end touring helmets, but it’s aerodynamic enough to adequately mitigate excessive wind noise.

DMD used the same process to design and develop the Rivale that they do with all of their helmets, under the guidance of Davide, who acts as the company’s CEO and lead designer. It started out as a sketch, before moving to digital design and simulations. From there, DMD built a prototype and started testing it—including putting it in a wind tunnel.

As a family business, the DMD team is extremely hands-on when it comes to not only helmet design, but testing too. The siblings share a love for motorcycles and travel, which informs and inspires every decision they make.

When a new helmet is in prototype mode, they often airbrush or hand-paint it to figure out precisely which direction to go in. And if you’re buying a DMD helmet, you can be sure that it’s been worn and critiqued by the hands that designed it.

Add that experience up, and the Rivale hits the mark for a simple, café racer-appropriate lid. It’s available now directly from DMD, starting at €469 for solid colorways.

Produced in partnership with DMD

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[DaveM]

Desert Special: A custom Triumph Bonneville by Purpose Built

The best thing about modern classics is their ability to pass for vintage bikes on the street. Although seasoned motorcyclists know what to look for, most passersby can’t tell the difference between a modern Triumph Bonneville and a 1970s T140 as it zips past them. And it gets even better when you add some judicious custom work into the mix.

That’s the thinking behind this Triumph Bonneville desert sled, built by Purpose Built Moto on Australia’s Gold Coast. The inspiration came from the US desert racing scene of the 60s, and from a 1973 Triumph T140 that Purpose Built had just finished customizing. But their client wanted old school style with new school reliability, so they settled on a 2007-model donor.

With a low-mileage example sourced, PBM boss, Tom Gilroy, pondered how to approach the scrambler build. “Old desert sleds were street bikes stripped down, with knobby tires, lifted suspension and as much weight as possible removed, pointed at a searing hot desert and held wide open for as long as you could hang on,” he says.

“The bikes were slapped together with crudely modified parts, and anything the riders and mechanics could get their hands on, in the name of speed. I love the idea that drove this form of racing, especially the privateers that were out there giving it a go.”

The PBM crew started by tearing the fuel injected, air-cooled Bonneville down to its bare bones, then focussing on its stance. The front forks were stripped, polished and rebuilt with stiffer internals. And the rear end was picked up slightly, thanks to a new set of YSS shocks.

The original Bonneville hubs were re-laced to a pair of polished 18” H type rims, then shod with Pirelli MT43 trial tires. “And there was our riding stance,” says Tom.

With the rolling chassis perched on the bench, PBM started visualizing all the bits that they’d need to fabricate. Their client had a few specific requests—starting with a set of custom-built Webco-style handlebars, which are essentially high-bend tracker bars with a rounded crossbar. “They’re very fitting for the style,” says Toms, “so I was happy to oblige.”

Next, PBM took a DIY fender kit from their own catalog, and used it to fabricate the Bonneville’s tidy new front fender and brace. But when it came to looping the subframe and creating a suitable rear fender, things got tricky.

“Not because it was hard to build,” adds Tom, “but because it was hard to wrap my head around creating something so ill fitting. The idea here was to intentionally make the seat and fender not fit perfectly. Remember what I said about these bikes being slapped together?”

“I had to channel that and build the worst fitting fender and seat set up I’ve ever done.”

Tom started by hacking off the rear frame rails, and fabricating a loop that could double up as a grab rail and fender mount. A PBM tail light pokes out the back, with its wiring discreetly routed back to an electronics tray under the seat. A pair of turn signals sit just behind the shock mounts, while a license plate mount is welded directly to the rear fender.

“The seat pan was given the same horrible fit, with air gaps and cut-outs galore,” says Tom. “We built it in a Bates style, and mounted it to the fender directly by way of a hand made seat bolt. A tiny little crank handle that latches into a hidden channel behind the seat leather allows for removal of the seat, without any tools.”

Moving to the front, PBM installed new risers to hold the custom handlebars, then added new grips, push buttons, KustomTech levers, and underslung mirrors. Custom fork sleeves hold a pair of LED turn signals, with a vintage style headlight. “Most of our builds wear the PBM LED headlight range,” Tom adds, “but if they’re not right for the build, I’m not going to force it.”

Just above the headlight sits a stainless steel speedo cup, holding an all-in-one Daytona gauge. Like the bars, headlight bucket, fork shrouds and OEM engine covers, it’s bright and shiny—just like a vintage bike.

All that was left was to make new side covers, and finalize an exhaust design. PBM had removed the airbox, but kept the stock battery box and fuse box—so they needed something to hide those behind. The exhaust had to come first though.

“Desert sled means high pipes,” says Tom. “So twin high pipes were the answer, with oversized header and hidden muffler sections, to give them that distinct 60s straight pipe look, but subdue their bark enough to keep the neighbors happy. The lines of these bikes allows the exhaust to tuck in nice and close, which helped us avoid the need for heat shields on the sections that may come into contact with the rider.”

Once the exhausts were built, PBM hammered out a pair of aluminum side covers to to complement the overall aesthetic. With everything bolted to the bike in bare metal, Tom broke out some painters tape and markers, and began laying down a template for the build’s livery. Justin at PopBang Paint took it from there, dressing the Triumph in a stunning combination of blue and off-white.

As for the white seat, that, according to Tom, was unavoidable. “I had a creeping feeling it was time for me to do a white seat, and this was the perfect bike for it. It was trimmed up by Vintage Seat Co. on the Gold Coast. This seat and grips combo will only get better with age, as they get dirty and work in to show their age a little better.”

Purpose Built Moto’s work has dragged the Bonneville deeper into the past, while also giving it a timeless look that’ll suit any decade. As modern classics go, it doesn’t get much better than this.

Purpose Built Moto | Facebook | Instagram | Images by Brandan Trudinger

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[solomon]

. Although seasoned motorcyclists know what to look for, most passersby can’t tell the difference between a modern Triumph Bonneville and a 1970s T140 as it zips past them

True. I've got T140s, and I'm always fooled by photos. Initially big front disc gives it away. Then, the heavier-looking build. Believe they weigh 100lbs more, so anyone moving one about would notice a difference.

In the flesh, the new Bonnevilles look weirdly small, maybe because they are dumpier but same size.

The real problem will arise when someone admiringly asks how old it is. They will, because I'm often asked. That someone might have difficulty hiding their disappointment with the answer.

Here's a TR6, precursor to the TR7 oil-in-frame (T140 with a single carb, the Tiger). Looks like it's been copied! Except above custom lacks the lightness. Seems a wasted effort to me, and expense.

 

[DaveM]

Speed Read: Sideburn x Cheetah’s custom Indian FTR and more

Unveiled this week: a custom Indian FTR, designed by Sideburn and Cheetah. Plus a Triumph Bonneville from Indonesia, a Triumph Bobber from France, and an impossibly slick Ducati Monster 600 café racer from Italy.

Indian FTR by Sideburn and Cheetah One of the biggest custom bike shows on the calendar, the Bike Shed Show, wraps up today in London. It’s a flurry of visual treats, with builders often rushing to finish their projects in time to wheel them into the show. This shiny Indian FTR broke cover at the Bike Shed this weekend—which is impressive, when you hear how far apart the collaborators that worked on it are.

The brains behind this build are Gary Inman, the UK-based founder of Sideburn magazine, and Toshiyuki ‘Cheetah’ Osawa, one of Japan’s leading custom motorcycle builders. The concept was to build a bike that would play on the FTR’s flat track heritage, while sprinkling in nods to the blossoming grassroots flat track scenes in Japan and the UK. Appropriately dubbed ‘Tokyo Connection,’ it radically reimagines the 1,203 cc roadster’s silhouette, with a one-piece tank and tail unit.

“Cheetah is a complete pro,” Gary tells us. “He explained his workload was huge and the only way he could hit our deadline was to finish the bike very close to the planned Bike Shed Moto show debut by flying over with the bodywork.”

Yes, you read that right. Since Cheetah couldn’t get to everything in time, he put all of his focus into fabricating a monocoque body for the FTR. The bike would also need a new subframe and a custom aluminum fuel cell to go under the seat, so those were outsourced to Toshihiro Watanabe at Garage Ducktail.

“In terms of design, I deliberately ignored the definition of custom bikes or racing bikes, which call for small petrol tanks,” says Cheetah. “Instead, for the FTR, I created a larger petrol tank cover and crafted a line that narrows from the cover to the tail cowl. A simple, yet beautiful body line that can be appreciated not only from a side silhouette but also from directly behind or at a diagonal angle”

While Cheetah sculpted the FTR’s new body, Toshihiro sent the fuel reservoir and subframe to Gary to fit it in the meantime. Gary also flipped through the Sideburn Rolodex, gathering together bolt-on parts from companies that he’s collaborated with before. On went an S&S Cycle exhaust, along with rear-sets, levers, a radiator cap and an oil tank cap from the Indian Motorcycle x Gilles Tooling collection.

The front wheel was swapped out for a 19” unit from an Indian FTR Rally, and the original rear hub was re-laced to another 19” rim, courtesy of Hagon wheels. The parts spec also includes Dunlop DT4 tires, Neken flat track handlebars and Rizoma turn signals.

With bike nearing completion, Cheetah put the finishing touches on the monocoque body by adding a spun texture to the aluminum. Atelier Tee upholstered the seat, S Paint works handled the paint, and Tomomi ‘Shakin’ Shimizu laid down the lettering.

Cheetah flew over to the UK with the final piece, fitted it to the bike, et voilà—one of the stars of this year’s Bike Shed show was complete. [Sideburn | Cheetah | Images by Sam Christmas Photography]

Triumph Bonneville by Thrive Motorcycle It’s been a minute since we’ve heard from Thrive Motorcycle, but the Jakarta-based shop hasn’t been dormant. They’ve just unveiled their latest build—a 2015-model Triumph Bonneville Newchurch with a number of interesting details.

The commission came from a family member of a friend, who wanted to spruce up his Bonneville. Thrive kept some of the Bonneville’s original character, but mixed in a number of touches that cover myriad styles; from street trackers to classic UJMs.

Thrive kept the Bonneville’s fuel tank, but dressed the bike with new front and rear pieces. The headlight nacelle and high-mounted front fender were both hand-shaped from aluminum, following a neo-retro enduro aesthetic. The tiny LED light that pokes out the front only acts as a daytime running light, with a PIAA spot, mounted to the left side of the bike, lending a hand.

Out back is a swooping tail section that gives us strong classic Kawasaki vibes. It’s also made from aluminum, as are the ‘side panels,’ one of which is actually the bike’s new electronics box. A solo seat sits up top, with an LED taillight tucked away under the rear cowl.

The seven-spoke wheels actually are from a classic Kawasaki. Measuring 19” at both ends, they were adapted to the Triumph via custom spacers, painted white and wrapped in Pirelli Scorpion Rally tires, chosen for their ride-anywhere appeal. Öhlins rear shocks sit sneakily at the back end of the bike too.

The control area features a new bracket for the OEM speedo, and Brembo brake and clutch controls. The foot pegs and turn signals come from Thrive’s own parts catalog, as do the twin mufflers, which are mounted on custom headers. A custom aluminum sump guard adds a little off-road protection.

The Bonneville Newchurch is a special edition that came out with a very fetching red and white paint scheme. Not wanting to ruin it, Thrive instead painted the new parts in a matching cherry red scheme with black and white details.

It’s a style that we haven’t seen for the venerable Bonneville before—but then again, we’ve learned to expect the unexpected from Thrive. [Thrive Motorcycle | Images by Iqbal Mughniy]

Triumph Bobber by FCR Original One Triumph that’s a little harder to customize than a Bonneville, is the Triumph Bobber. It’s a really good-looking bike out the box, with very little that needs to be removed or tweaked. Your best move is to make a lot of small, clever changes—which is exactly what France’s FCR Original has done here.

FCR Original is known for manufacturing and stocking a wide range of bolt-on parts for various bikes, so they tapped into their own stash for a lot of this Bobber’s upgrades. It features a pair of blacked-out FCR original exhausts and an FCR gas cap, plus LSL handlebars and risers, Behringer controls and a smattering of Motogadget items. The front fender’s another FCR item, while the stock rear fender’s been bobbed as much as possible.

One obvious change is the seat. FCR reshaped it, upholstered it in stylish nubuck leather, and then modified the seat pan with a custom-made cowl. It’s a small detail that makes a big difference.

More subtle are FCR’s changes to the rolling chassis. Take another look, and you’ll spot a set of fully adjustable upside-down forks up front, fitted via custom triple clamps. FCR had the uppers anodized black, while the lowers were treated to a black diamond-like coating.

The team also re-laced the stock hubs to new 17” rims, then spooned on Michelin Road 6 tires. An adjustable shock from 2Win sits under the seat, where you’ll also spot a pair of pod filters and a distinct lack of visible wiring. Lower down, the Triumph’s chain has been swapped out for a belt drive.

FCR cites streetwear and skate culture as the inspiration behind the build, which probably explains the lemon yellow paint job. It’s a refreshing change from the muted tones we often see on bobbers, and hints at how fun this Triumph must be to ride. [Via]

Ducati Monster 600 by Officine GP Design There are certain Ducati Monster models that either notable, desirable or downright iconic. And the Ducati Monster 600 isn’t one of them. Released in the late 90s as a more affordable entry point into Monster ownership, the only Monster 600’s biggest claim to fame is that it was (and still is) cheap.

That said, there’s nothing cheap about this surprisingly stunning custom Monster 600 from Officine GP Design in Turn, Italy. Run by Luca Pozzato, the shop prides itself on building what it refers to as “only for you” bikes. They’ve built over 100 one-off customs to date, and each one testifies to just how sharp Luca’s eye is.

The brief for this Monster came from Roberto Passaro, who runs DucatiSpecial’s social media channels. Roberto wanted “a black motorbike that would catch the eye,” and Luca and his crew delivered.

Nicknamed ‘Lucenera,’ the Monster’s transformation started with a custom fairing, fuel tank and tail section, designed to take it from entry-level naked to classy café racer. LED lights are embedded at both ends, with FG Racing clip-ons sit behind the fairing, fitted with a handful of Rizoma parts.

The Monster 600’s push buttons and clutch housing came from STM, the foot pegs and sprocket cover are Ducabike parts, and the clutch actuator and frame caps are from AEM Factory. The Ducati also wears HP Corse mufflers, Jonich wheels and a full set of Pro-Bolt fasteners.

But it’s the little 600’s livery that truly punches above its weight. It’s finished in a mix of gloss and matte black tones, with a sort of olive-gold hue for the frame and pin-striping.

As an added bonus, Officine GP Design even painted Roberto’s helmet to match—and the bike comes with a matching cover, display carpet, riding suit and watch. Bellissima! [Officine GP Design]

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[DaveM]

Lighter Fare: Beginner-Friendly Adventure Motorcycles for 2023

A mystic combination of dual sport and cruiser, with a little bagger sprinkled in for good measure, adventure bikes are the ultimate Swiss army knife of motorcycling. Beyond the ability to make long treks comfortably, a good ADV bike has enough dirt prowess to tackle gravel roads and fire lanes, all without sacrificing its street manners for average city commuting.

But if you’re light on riding experience, there’s nothing attractive (or appropriate) about a bulky 600-pound machine with a 35-inch seat height. To quote the internet, you’re gonna have a bad time. Making adventure bikes more accessible means dropping seat height, ccs and some serious heft, and, thankfully, we’re seeing more and more options in this category. If you’re pretty green in the saddle and interested in the ADV lifestyle, these five bikes from 300 cc to 400 cc are worth considering.

Royal Enfield Himalayan Air-cooled and affordable, Royal Enfield’s Himalayan goes 100% against the grain of conventional ADV wisdom, but hey, that can be a good thing. Staking its claim in the market with mechanical simplicity and rugged, military-esque charm, the Himalayan is one of the most affordable ways to get off the beaten path.

Equipped with a large 4-gallon fuel tank, an engine skid plate and racks front and rear, the Himalayan certainly looks the part. The tall front windscreen fronts a combination of analog and digital gauges, including Royal’s Tripper navigation system, which is based on Google Maps. A wide seat accommodates you and a passenger, and the meaty racks allow you to clamp on auxiliary fuel tanks, gear bags and most anything else you could need.

A fairly basic machine mechanically, the Himalayan is based on the same steel tube chassis and 411 cc engine as the Scram 411. Power output from the fuel-injected, air-cooled single is a modest 24 hp through a five-speed transmission. The Himalayan also shares the majority of its suspension with the Scram, albeit with a small uptick in travel at 7.9” from the non-adjustable 41 mm telescopic fork, and a preload-adjustable rear monoshock provides 7” of travel.

The low 31.5-inch seat height and simple, air-cooled mechanicals make the Royal Enfield Himalayan a pretty accessible machine, and the dual-channel ABS allows users to switch off the rear ABS for fun in the dirt. While the bike’s a little heavier than it should be at 439 pounds, it’s certainly light on the wallet at $5,449. [Royal Enfield]

Honda CRF300L Rally Introduced back in 2020, Honda’s CRF300L built on all the strengths of the 250L, and made an effort to supply the increase in power we begged for. While it’s no powerhouse at 27 hp, the base 300L is a great beginner machine, and is as easy to ride and reliable as they come. Boasting a larger fuel tank and Dakar-inspired windscreen and plastics, the CRF300L Rally offers a few functional improvements for longer days in the saddle.

For what it is, the standard 300L is a pretty good looking bike, and even more so with the Rally. You could blend in with most any ADV crowd, and your average passerby won’t guess that your machine retails for a fraction of the others. Underneath its racy skin, the Rally is almost entirely based on the regular 300L’s mechanicals.

The Rally’s specs are unchanged for 2023, offering the same steel semi-double cradle chassis, 286 cc DOHC single and 21F/18R wheel combo. The 300L’s non-adjustable inverted fork and preload-adjustable Pro-Link rear provide a surprising 10.2” of travel, but is known for being a bit on the soft side. Even so, the 300L Rally is clearly one of the most capable bikes in the class off-road.

For longer trail days, Honda increased fuel capacity from 2.1 to 3.4 gallons on the Rally, and installed a larger 296 mm front brake disc. A frame-mounted windscreen, more enclosed bodywork and standard hand guards offer more protection and boost the 300L’s ADV cred.

In Rally trim, the 300L is a little taller in the seat at 35 inches and a bit heavier at 331 pounds, which makes the bike a little tall for shorter riders, but certainly not heavy. At $6,149, the Honda CRF300L Rally sells at a $750 premium over the standard 300L. [Honda]

Kawasaki Versys-X 300 Not to be left out of the micro-adventure segment, Kawasaki’s Versys-X 300 borrows its soul from the successful Ninja 300 sport bike. Sporty and affordable for the class, the Versys-X 300 entices riders to team green with rev-happy performance, sharp looks and a low, comfortable seat for long-haul riding on the cheap.

In its price bracket, Kawasaki’s 300 competes mostly with single-cylinders, and its 296 cc parallel-twin gives it a solid advantage at 40 crank hp. Sourced from the Ninja 300, it comes as no surprise that peak hp comes in north of 11,000 rpm, which makes the Versys a thrill in the twisties.

For adventure duty, the Versys-X is fit with frame-mounted windscreen and fairing, a big 4.5-gallon tank and a rack out back for tying down travel accessories. The seat is wide and comfortable for two, and sits low at just 32.”

While it excels on pavement, the Versys-X leaves a bit on the table for off-road use. Its telescopic front fork is good for 5.1” of travel, and the preload-adjustable monoshock out back returns 5.8.” The stock rubber is more at home on tarmac than gravel, and the 19F/17R wheel combo isn’t as inclined to tackle larger obstacles.

Offering rev-happy acceleration and enough comfort for longer excursions, the Kawasaki Versys-X 300 is an intriguing buy at just $5,899 (add $200 for ABS). [Kawasaki]

BMW G 310 GS BMW went all in on the 300 cc class back in 2017 with the launch of the G 310 R and G 310 GS models. Designed by BMW and manufactured by TVS in India, both bikes are very affordable for the marque, but have totally different characters. While the 310 R keeps things tight on the pavement, the 310 GS lets its hair down, and is ready for spontaneous offshoots on all sorts of terrain.

The G 310 GS is based on the same steel tubular frame and 34 hp, 313 cc DOHC single as the 310 R, along with the six-speed transmission and slipper clutch. Both bikes have pretty much the same fuel tank, seat and upright ergonomics as well. But from here, the bikes start to diverge.

To start, the GS has less aggressive rake for more cruising stability, and makes the jump to a 19-inch front wheel as well. BMW also cranked an extra 1.5” of travel into the 41 mm inverted fork, and an extra 2” in the preload-adjustable rear shock. From there, the GS is fit with the requisite chassis-mounted ADV bodywork, rear luggage rack and a different skid plate. In full kit, the 310 GS weighs 386 pounds at the curb.

Given its close relation to the 310 R, and its street-oriented rubber, the 310 GS registers a little lighter on the ADV spectrum than some of its competitors. Its character is really that of a commuter and urban explorer, that can go from city streets to gravel roads all day long. If that’s your jam, you’ll find the BMW G 310 GS to be an attractive prospect at just $5,890. [BMW Motorrad]

KTM 390 Adventure Team orange is well-known for its off-road prowess, so when KTM announced a light ADV bike based on the 390 Duke, we knew it was sure to shake things up in the 300 cc segment. In true Austrian fashion, the 390 Adventure boasts class-leading power, killer looks and (finally) spoked wheels.

The 390 Duke’s trick steel trellis frame and 373 cc DOHC single (manufactured by Bajaj Auto in India) form the basis of the 390 Adventure. Rated at 43 hp, KTM’s 373 continues to be a dominant force in the 300 cc segment, and a six-speed with a slipper clutch helps you make the most of it.

As per usual, WP Apex suspension systems are used front and rear, with a preload and rebound-adjustable monoshock in the rear, and a non-adjustable inverted front fork with a more relaxed 63.5-degree steering angle. Travel comes in a little lighter than we’d expect at 6.7” in the front and 6.9” in the rear, but travel isn’t everything, and WP’s products are proven performers.

Gearing up for the trails, the 390 Adventure gets a minimalist front fairing with LED lighting and a windscreen, a 3.8-gallon fuel tank and an engine skid plate. Bosch Cornering ABS comes standard, and an engageable off-road mode turns off the rear ABS and reduces it in the front. For 2023, the 390 Adventure upgrades to spoked wheels, 19F/17R, and Continental TKC 70 tires provide a nice balance between dirt and tarmac.

More aggressive, and pricier at $7,399, the KTM 390 Adventure pushes the entry-level ADV market as we’d expect KTM to do. If you can stomach the MSRP, the bike is still super accessible, weighing 371 pounds with a 33.6-inch seat height, and is sure to return years of enjoyable performance. [Rudi Schedl & KISKA GmbH, KTM]

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[DaveM]

LARGER THAN LIFE: Mister Fahrenheit.

You know something is bloody dangerous when fellow adrenaline junkies wonder out loud if those other blokes might be a few sandwiches short of a picnic – or as we say in Australia – a few stubbies short of a six-pack. That’s how normal two-wheeled motorcycle racers look at those who compete in any form of sidecar racing, and it’s hard to argue. But when you’re a man who got as much out of life as...

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[DaveM]

Cool Whip: HB-Custom’s crisp Suzuki DR650 scrambler

If we had to use one word to describe the bikes that roll out of Holger Breuer’s workshop, it would be ‘crisp.’ Whether he’s building a bobber or a scrambler, the man behind HB-Custom has an eye for perfect proportions and liveries that pop. Even when he’s working with a tired old Suzuki dual-sport as a donor, Holger manages to make magic.

This 1994 Suzuki DR650 came to the HB-Custom workshop in Husum, Germany, all the way from Berlin. Holger’s client actually booked two bikes in at once; an old BMW boxer to turn into a bobber for solo rides, and the Suzuki, which was destined for around-town duties and the occasional two-up jaunt.

The bike arrived as a rolling chassis with a very loose brief, so Holger envisioned a svelte scrambler for whipping through Berlin’s city streets. He’s built a number of handsome custom Honda Dominators, and figured that he could apply the same formula to the Suzuki DR650. And he was right.

But first, the Suzuki’s well-worn motor needed attention. Holger tore it down and rebuilt it, complete with new seals and gaskets and a fresh coat of paint. This engine might be almost three decades old, but it’s clean enough to eat off of.

Holger installed a Mikuni TM40 carb too, equipped with a K&N air filter in place of the airbox. The exhaust header is custom, while the muffler is a repurposed Shark unit, attached to a handmade hanger.

None of the Suzuki’s OEM bodywork remains. Starting up top, Holger adapted a Yamaha XT500 fuel tank to fit the Suzuki. New tank mounts had to be added to the frame too, along with new steering stops.

Further back, Holger hacked off the subframe and fabricated a new one. It’s flanked by a pair of handmade aluminum side panels, which hide most of the bike’s electrical components.

A new seat sits up top, upholstered in a mix of solid and perforated leather. The client likes to take his son along on rides, so Holger had to make sure there was enough room for two. He also retained the original passenger peg mounting points, but swapped the actual pegs and mounting brackets out for newer ones.

The bike’s bookended by custom-made steel fenders, with enough meat on the rear fender to keep muck off the air filter. Look closely, and you’ll also spot an attachment point at the back for the bike’s license plate bracket.

Holger retained the DR650’s original forks, wheels and brakes, but everything’s been refurbished—right down to a new set of stainless steel spokes for the wheels. The rear shock comes from YSS, and the adventure-type tires are Mitas E-09s.

A decently-sized Koso LED headlight sits up front, mounted on new headlight brackets. A slew of Magura parts sit just behind it, including the risers, handlebars, levers and grips. A single KTM 350 EXC switch cluster is attached to the left side of the bars, covering the basic functions.

Motogadget supplied the tiny digital speedo, along with its housing, which also holds the LED warning lights. Holger also rewired the Suzuki using components from the German company Axel Joost Elektronik, and installed Kellermann turn signals and taillights to complete the spec.

We said that Holger has a talent for picking good color schemes, and we weren’t kidding. He finished the DR650’s tank off with a design that plays on Suzuki’s traditional logos and racing colors, with a little black to modernize it. The frame, and a bunch of other hard parts, were powder-coated black to match.

HB-Custom’s Suzuki DR650 is as crisp as any of Holger’s previous builds, and proof that he can adapt his style to just about any platform. Then again, we expected nothing less.

HB-Custom | Instagram | Images by Emayat Wahab

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