I am surprised they did not include the Royal Enfield Scrambler 411.
Custom Motorcycle Builds
- Thread starter DaveM
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Custom à la carte: A BMW R nineT streetfighter from France
Lionel Duke builds a little bit of everything. His Nice, France-based custom shop, Duke Motorcycles, has transformed Honda Goldwings, Kawasaki ER6s, and Ducati Scramblers into unique one-off creations in recent years. But the most interesting thing to come from his garage actually isn’t a bike at all—it’s a box full of parts.
More specifically, a box full of parts to convert any stock BMW R NineT into a radical-looking plug-and-play custom streetfighter. It was this very kit that caught the eye of Duke’s latest client, who saw a picture of Lionel’s prototype build online and decided he wanted one for himself.
The client loved the original kit’s supercar-inspired design, but wanted a few unique touches of their own to truly make it theirs. And Lionel was more than happy to oblige.
“He had been asking around Parisian workshops that offered their own R nineT kits,” he says, “but none of them were willing to modify their standard parts to suit his tastes. I told him that it wasn’t a problem for me, as I actually prefer to do different things on each project.”
After a little back and forth, the final brief landed somewhere between a streetfighter and a muscle car, infused with a number of café racer– and scrambler-inspired touches. Many of the core pieces of the kit were kept in the mix. Lionel fabricated and fitted the kit’s generous fiberglass belly pan lower down, and a stylish Alcantara saddle up top.
This one-off adaptation also retained Duke’s minimalist air box delete conversion, complete with a shiny new pair of K&N air filters to handle intake duty. Duke’s standard battery relocation kit was included as well, giving the R NineT a nice open space in the rear of the frame.
From there, things took a turn. The single Koso LED headlight of the original kit was swapped for a pair of round halogen lights, to better fit the gnarly streetfighter aesthetic.
The front fender comes courtesy of a BMW S1000RR, painted to match the rest of the bike. Out back, the client chose to forsake the kit’s original tail section for a minimalist square shell. So Lionel hand-shaped a new unit out of aluminum.
Another change from the established design was the exhaust. The Duke BMW R nineT kit includes a straight pipe that runs up under the tail, but this build called for something more discreet. So Lionel fabricated a full stainless steel system for the build, which he gave a ceramic black coating, and capped off with a GP-style silencer from HP Corse.
With the exhaust out of the way, Lionel also built a special ‘passenger kit’ for the bike. It employs a bolt-on pillion seat and pegs, taking the R nineT from solo ride to passenger-ready in under 10 minutes.
For the cockpit, Lionel went back to the laundry list of parts he usually adds to his kit-built BMWs. It features CNC-machined triples with blacked-out Bonamici Racing clip-ons, and Beringer clutch and brake controls. The speedo, and the bar-end turn signals and mirrors, are all Motogadget parts.
New rear-sets sit lower down, with a nearly-invisible Highsider three-in-one tail kit tucked cleanly away inside the rear cowl.
Keeping with the R nineT’s auto-inspired design, the paint job features a combination of Subaru blue and matte gold. Most of the hard parts are finished in black, including the OEM seat supports. There’s minimal branding, with additional blue and gold stitching highlights on the black saddle setting things off nicely.
Finishing touches include a set of Continental TKC80 tires to emphasize the build’s beastliness, as well as a set of OEM cylinder head guards to keep the bike as shiny as possible if things go sideways. Under the hood, the engine was remapped to run optimally with the new air filters and exhaust.
It’s pretty impressive to see just how far from stock a bike can look with zero structural modifications and a box of plug-and-play parts. If Lionel is happy to keep tweaking his formula, we’re looking forward to seeing just how far he can take it.
Duke Motorcycles | Facebook | Instagram | Images by Hubert Hainault
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Lionel Duke builds a little bit of everything. His Nice, France-based custom shop, Duke Motorcycles, has transformed Honda Goldwings, Kawasaki ER6s, and Ducati Scramblers into unique one-off creations in recent years. But the most interesting thing to come from his garage actually isn’t a bike at all—it’s a box full of parts.
More specifically, a box full of parts to convert any stock BMW R NineT into a radical-looking plug-and-play custom streetfighter. It was this very kit that caught the eye of Duke’s latest client, who saw a picture of Lionel’s prototype build online and decided he wanted one for himself.
The client loved the original kit’s supercar-inspired design, but wanted a few unique touches of their own to truly make it theirs. And Lionel was more than happy to oblige.
“He had been asking around Parisian workshops that offered their own R nineT kits,” he says, “but none of them were willing to modify their standard parts to suit his tastes. I told him that it wasn’t a problem for me, as I actually prefer to do different things on each project.”
After a little back and forth, the final brief landed somewhere between a streetfighter and a muscle car, infused with a number of café racer– and scrambler-inspired touches. Many of the core pieces of the kit were kept in the mix. Lionel fabricated and fitted the kit’s generous fiberglass belly pan lower down, and a stylish Alcantara saddle up top.
This one-off adaptation also retained Duke’s minimalist air box delete conversion, complete with a shiny new pair of K&N air filters to handle intake duty. Duke’s standard battery relocation kit was included as well, giving the R NineT a nice open space in the rear of the frame.
From there, things took a turn. The single Koso LED headlight of the original kit was swapped for a pair of round halogen lights, to better fit the gnarly streetfighter aesthetic.
The front fender comes courtesy of a BMW S1000RR, painted to match the rest of the bike. Out back, the client chose to forsake the kit’s original tail section for a minimalist square shell. So Lionel hand-shaped a new unit out of aluminum.
Another change from the established design was the exhaust. The Duke BMW R nineT kit includes a straight pipe that runs up under the tail, but this build called for something more discreet. So Lionel fabricated a full stainless steel system for the build, which he gave a ceramic black coating, and capped off with a GP-style silencer from HP Corse.
With the exhaust out of the way, Lionel also built a special ‘passenger kit’ for the bike. It employs a bolt-on pillion seat and pegs, taking the R nineT from solo ride to passenger-ready in under 10 minutes.
For the cockpit, Lionel went back to the laundry list of parts he usually adds to his kit-built BMWs. It features CNC-machined triples with blacked-out Bonamici Racing clip-ons, and Beringer clutch and brake controls. The speedo, and the bar-end turn signals and mirrors, are all Motogadget parts.
New rear-sets sit lower down, with a nearly-invisible Highsider three-in-one tail kit tucked cleanly away inside the rear cowl.
Keeping with the R nineT’s auto-inspired design, the paint job features a combination of Subaru blue and matte gold. Most of the hard parts are finished in black, including the OEM seat supports. There’s minimal branding, with additional blue and gold stitching highlights on the black saddle setting things off nicely.
Finishing touches include a set of Continental TKC80 tires to emphasize the build’s beastliness, as well as a set of OEM cylinder head guards to keep the bike as shiny as possible if things go sideways. Under the hood, the engine was remapped to run optimally with the new air filters and exhaust.
It’s pretty impressive to see just how far from stock a bike can look with zero structural modifications and a box of plug-and-play parts. If Lionel is happy to keep tweaking his formula, we’re looking forward to seeing just how far he can take it.
Duke Motorcycles | Facebook | Instagram | Images by Hubert Hainault
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Two smoking hot BMW K1100RS café racers from Powerbrick
Powerbrick has the most apt name in the custom motorcycle business. The Dutch workshop specializes in making parts for K-series BMWs, affectionately known as ‘flying bricks.’ And every part or custom bike they make has an edgy performance vibe to it.
For their latest project, Powerbrick has upped the ante in K-series customization, with a pair of striking BMW K1100RS café racers. Featuring a staggering number of one-off parts, the bikes are nearly identical—save for their inverted color schemes, obviously.
Powerbrick started with two 1994-model BMW K1100RS donors, then proceeded to rebuild them from the inside out. Dubbed ‘Vengeance’ [above] and ‘Lenience’ [below], both BMWs have had their engines overhauled. Notable mods include ported heads, enhanced timing with an NGK ignition system, and a hydraulic clutch conversion.
It’s not just about outright power. According to shop boss Tim Somers, the idea is to create a punchier connection between your right hand and the rear wheel.
Also present are new RC Racing aluminum radiators, with SamcoSport silicon hoses for extra performance and style. Perched on each flying brick’s inline-four motor is a row of DNA filters; less visible are the new Bosch EV14 injectors. On the exhaust side, each K wears a pie-cut stainless steel four-into-one system from MAD Exhausts, fitting with a Powerbrick muffler.
Going deeper, Powerbrick rewired each K with a Bluetooth-enable Motogadget brain. A NOCO Lithium battery powers each system, with a Ctek charging point wired in.
These K1100s also sport a slew of chassis mods. Powerbrick fitted them with new yokes from their own catalog, each with an integrated housing for a tiny Motogadget speedo. A set of BMW S1000RR forks does duty on both bikes; one with Bitubo cartridges inside, and the other with BMW M1000RR internals.
An adjustable shock from TFX Suspension sits at the back of each K. Their wheels are billet aluminum items from AC Schnitzer. They’re actually designed for the BMW R nineT, but Powerbrick made them work with custom-made adaptors. The braking systems use Brembo components throughout, with new brake lines from Venhill.
Rather than fight against the deeply scalloped, and slightly gawky, lines of the K1100RS’ fuel tank, Powerbrick opted to customize the rest of the bike’s bodywork to complement it. Most notable are the new subframes, each machined from a mammoth aluminum billet. It’s a seven-part design that accommodates not only the custom seat, but also the electronics, a small rear cowl and an integrated taillight.
The design is super sano, right down to the seat mounting mechanism. The tail end of the seat slides into place under the rear cowl, with two bolts hidden under the tank securing the front.
It’s one of many well-judged details on these builds that help them look as slick as they do. “I aimed for better-than-factory quality,” says Tim. “By machining the entire rear of the bikes from computer models, I managed to make it look like they are production bikes.”
“I opted for a lot more laser and computer-guided production parts than I did before, eliminating any human errors or inconsistencies. The right side of the bikes has completely been opened up, with just the battery being suspended above the engine. I managed to do this because we threw away the entire loom and redid all the wiring in a more efficient way.”
All of that consideration goes right down to the smaller details too. The cockpits are fitted with Powerbrick clip-ons, Brembo controls, and Motogadget push buttons and bar-end turn signals. Powebrick rear-set foot controls sit lower down.
Other bolt-on parts from Powerbrick’s catalog include the headlight cowls, each wrapped around a Koso LED headlight, plus the gas caps and tank roundels.
Top marks to Powerbrick for the matching Marlboro liveries too. Executed in a traditional red and white, and in contrasting black tones, each is offset with a number of color-matched details. Royal Kustom Works was responsible for the paint work, while Europe’s favorite motorcycle upholsterer, Silvermachine, did the seats.
Building two bikes at once is no small task, and Tim is quick to give credit to Powerbrick’s newest team members. “These are the first bikes that I’ve built since the team was expanded with some amazing guys: Sasza Tuahatu and Sam Clercx. They are industrial designer students and have been of amazing help!”
Once again, Powerbrick has established that they know how to squeeze the most out of the often-underappreciated K. And if these tickle your fancy, get in touch with the crew and take your pick—they’re both for sale.
Powerbrick | Facebook | Instagram | Images by Paul van Mondfrans Lindén
Continue reading...
Powerbrick has the most apt name in the custom motorcycle business. The Dutch workshop specializes in making parts for K-series BMWs, affectionately known as ‘flying bricks.’ And every part or custom bike they make has an edgy performance vibe to it.
For their latest project, Powerbrick has upped the ante in K-series customization, with a pair of striking BMW K1100RS café racers. Featuring a staggering number of one-off parts, the bikes are nearly identical—save for their inverted color schemes, obviously.
Powerbrick started with two 1994-model BMW K1100RS donors, then proceeded to rebuild them from the inside out. Dubbed ‘Vengeance’ [above] and ‘Lenience’ [below], both BMWs have had their engines overhauled. Notable mods include ported heads, enhanced timing with an NGK ignition system, and a hydraulic clutch conversion.
It’s not just about outright power. According to shop boss Tim Somers, the idea is to create a punchier connection between your right hand and the rear wheel.
Also present are new RC Racing aluminum radiators, with SamcoSport silicon hoses for extra performance and style. Perched on each flying brick’s inline-four motor is a row of DNA filters; less visible are the new Bosch EV14 injectors. On the exhaust side, each K wears a pie-cut stainless steel four-into-one system from MAD Exhausts, fitting with a Powerbrick muffler.
Going deeper, Powerbrick rewired each K with a Bluetooth-enable Motogadget brain. A NOCO Lithium battery powers each system, with a Ctek charging point wired in.
These K1100s also sport a slew of chassis mods. Powerbrick fitted them with new yokes from their own catalog, each with an integrated housing for a tiny Motogadget speedo. A set of BMW S1000RR forks does duty on both bikes; one with Bitubo cartridges inside, and the other with BMW M1000RR internals.
An adjustable shock from TFX Suspension sits at the back of each K. Their wheels are billet aluminum items from AC Schnitzer. They’re actually designed for the BMW R nineT, but Powerbrick made them work with custom-made adaptors. The braking systems use Brembo components throughout, with new brake lines from Venhill.
Rather than fight against the deeply scalloped, and slightly gawky, lines of the K1100RS’ fuel tank, Powerbrick opted to customize the rest of the bike’s bodywork to complement it. Most notable are the new subframes, each machined from a mammoth aluminum billet. It’s a seven-part design that accommodates not only the custom seat, but also the electronics, a small rear cowl and an integrated taillight.
The design is super sano, right down to the seat mounting mechanism. The tail end of the seat slides into place under the rear cowl, with two bolts hidden under the tank securing the front.
It’s one of many well-judged details on these builds that help them look as slick as they do. “I aimed for better-than-factory quality,” says Tim. “By machining the entire rear of the bikes from computer models, I managed to make it look like they are production bikes.”
“I opted for a lot more laser and computer-guided production parts than I did before, eliminating any human errors or inconsistencies. The right side of the bikes has completely been opened up, with just the battery being suspended above the engine. I managed to do this because we threw away the entire loom and redid all the wiring in a more efficient way.”
All of that consideration goes right down to the smaller details too. The cockpits are fitted with Powerbrick clip-ons, Brembo controls, and Motogadget push buttons and bar-end turn signals. Powebrick rear-set foot controls sit lower down.
Other bolt-on parts from Powerbrick’s catalog include the headlight cowls, each wrapped around a Koso LED headlight, plus the gas caps and tank roundels.
Top marks to Powerbrick for the matching Marlboro liveries too. Executed in a traditional red and white, and in contrasting black tones, each is offset with a number of color-matched details. Royal Kustom Works was responsible for the paint work, while Europe’s favorite motorcycle upholsterer, Silvermachine, did the seats.
Building two bikes at once is no small task, and Tim is quick to give credit to Powerbrick’s newest team members. “These are the first bikes that I’ve built since the team was expanded with some amazing guys: Sasza Tuahatu and Sam Clercx. They are industrial designer students and have been of amazing help!”
Once again, Powerbrick has established that they know how to squeeze the most out of the often-underappreciated K. And if these tickle your fancy, get in touch with the crew and take your pick—they’re both for sale.
Powerbrick | Facebook | Instagram | Images by Paul van Mondfrans Lindén
Continue reading...
Speed Read, May 21, 2023
We’re feeling both retro and futuristic this week, so we’ve rounded up bikes that cover the full spectrum. Leading the charge is Verge’s new Mika Häkkinen edition electric bike, followed by the new Fantic Caballero 700 scrambler. We then profile a Yamaha SR400 from Australia, before coming in to land with a fetching Triton from France.
Verge Mika Häkkinen Signature Edition With an impressive 51 Formula One podiums and two championships to his credit with Lotus and McLaren, the Flying Finn knows mechanical excellence. So when Mika Häkkinen partnered with electric superbike manufacturer Verge Motorcycles, you knew it was something worth paying attention to.
Häkkinen joined forces with Verge early in 2023, and instead of just a plain endorsement, Verge announced that Häkkinen is now part of the company’s advisory board and has personally designed his own limited-edition bike. Capped at 100 units, each Häkkinen Signature Edition Verge comes with a numbered plaque with Mika’s signature, unique cosmetics and will sell for around $87,000.
But for the uninitiated, it’s probably worth digging deeper into Verge before you decide if an F1-inspired electric bike is something you should care about. Including the Häkkinen Edition, Verge has a lineup of four TS electric bikes, ranging in power from 700 nM (516 lb-ft) to 1,200 nM (885 lb-ft). The TS Ultra is the company’s flagship offering, boasting the equivalent of 201 hp, a 0-60 mph time of 2.5 seconds and a top speed of 124 mph. Sounds pretty brutal.
Also, how about that hubless rear wheel? That’s actually the motor, the world’s first hubless electric rim motor. All the guts are packed into it, ditching sprockets, chains and the like. The battery pack is nestled within the chassis and sends juice to the motor through three cables along the swingarm.
If you’re going to ride an electric motorcycle, it better take its inspiration from Tron right?
The Häkkinen Signature Edition is based on Verge’s TS Pro model, rated at 1,000 nM and 124 mph, and these special edition bikes receive a cosmetic upgrade by way of carbon fiber fairings and ceramic-coated gray and silver body panels. The rear suspension components receive a black-out treatment as well.
Boasting four unique riding modes, travel range up to 375 Km (233 miles) and fast charging capability that will bring you from 0 to 80% battery in 35 minutes, Verge Motorcycles certainly look to be one possible future. [Verge Motorcycles]
Fantic Caballero 700 What looks better than a Ducati Scrambler and goes as good as a Yamaha MT-07? The new Fantic Caballero 700, that’s what.
Announced some time ago, the Caballero 700 is finally about to go on sale. It’ll hit European dealerships from June—which makes the rest of us sad, because this genuinely looks like one of the best modern classic scramblers on the market.
The Caballero 700’s chassis is an all-new unit from Fantic, but its motor is on loan from Yamaha. It’s the same 689 cc ‘CP2’ parallel twin mill that powers the Yamaha MT-07 (and the XSR700 and R7). It delivers 74 hp at 9,000 rpm and 70 Nm at 6,000 rpm, but, more importantly, it’s a peppy and responsive engine.
It also helps that the Caballero 700 sports a usable 19F/17R wheel size combo, with 150 mm of suspension from the Marzocchi components that sit at both ends. And it weighs just 175 kilos [386 lbs] dry, which is respectable for a mid-sized scrambler.
The European RRP of €9,990 also gets you LED lighting, a round 3.5” TFT display, plus a full suite of electronic rider aids that includes cornering ABS and traction control, and three riding modes. It’s the first Fantic to offer this level of modern tech, but they haven’t gone overboard; named simply ‘street,’ ‘off-road’ and ‘custom,’ the riding modes are easy to figure out.
But what really has our tongues wagging is how good the Fantic Caballero 700 looks. Available in red or blue, it nails the neo-retro scrambler look, despite the clutter of its ultra-modern drivetrain.
In fact, it’s probably the best-looking bike to sport this particular engine. Wouldn’t you agree? [Fantic Caballero 700]
Yamaha SR400 by Black Cycles Often unloved and undermaintained, our affordable commuter bikes see a whole lot in their years of chewing up road grime and sitting in the elements. Years after its sensible product lifespan passed, this Yamaha SR400 was scooped up by Black Cycles and given a new lease on life. First the brainchild project of a rock star, and now in the hands of a big-time collector, this SR has been rebuilt by Black Cycles twice, and is certainly on to greener, racier pastures.
Built as a standard, air-cooled commuter for decades, Yamaha’s SR400 wasn’t exactly destined for greatness. After years of dutiful servitude, this particular SR was a little hacked up and rough around the edges, but still mechanically sound when it rolled into Queensland, Australia, based Black Cycles. Its owner, Joel Birch, frontman of the California metalcore band The Amity Affliction, had a simple request: It had to be all black, ‘murdered out.’
In the hands of Noel Muller, this first iteration of the SR came to life blacked out from front to back, with some of Birch’s artwork gracing the tank and fender. Unfortunately Birch was forced to sell the bike shortly after it was finished due to the effects of COVID on the music industry, but it fortuitously landed in the hands of a Sydney-based collector named Simon.
With several other Black Cycles builds in his collection, Simon knew just where to go when he decided to revamp the SR400 once again. While much of the previous work could be salvaged, this iteration turned back the clock to the 80s, starting with a modified Benelli Mojave tank coated in Yamaha’s nostalgic yellow and speed block finish.
Muller then disassembled the SR’s wheels and opted for a nostalgic set of gold alloy rims with stainless spokes, and wrapped them in Dunlop K180 flat track rubber. The front suspension was professionally lowered by Chris at XXX Rated Suspension, and paired with a custom aluminum front fender and short billet rear shocks.
For controls, Muller threw an assortment of Motogadget parts at the build, including mo.lock keyless start, Motoscope Pro digital speedometer, bar-end indicators and glassless mirrors. Next, the triple trees were smoothed, and lever perches were welded and smoothed onto the clip-on bars for a clean custom look.
With the saddle recovered scrambler style, and a knuckle-duster kick pedal installed, this SR400 eschews convention, and is ready for 40 more years of fun. [Via]
Nourish-Powered Triton Manx Norton or Triumph, why not both? Back in the 1960s and 70s, Triumph had the better engine, but Norton made the superior chassis. So in typical British cottage industry fashion, it was pretty commonplace to slap a more reliable Triumph parallel twin in your Norton Featherbed frame and go racing—common enough to coin the term Triton.
Coming to us from Legend Motors in Les Weppes, France, is a Nourish-modified Triton race bike that’s sure to draw a crowd at any vintage weekend.
Summarized in three rough sentences by the seller, it’s fair to say that details are slim on this one, but here’s what we know. The bike is based on a Norton Manx chassis, which was considered the backbone of Norton privateer racing in the 1950s and early 60s. Hiding under the polyester bodywork is a Marzocchi 38 mm front, and a pair of adjustable Falcon shocks suspend a period Dresda swingarm.
Things get even more interesting under the saddle, in the form of a heavily-modified Triumph that contains most of this bike’s speed secrets. The engine is based on TR7RV case halves, but almost the entire top end and rotating assembly is based on trick 850 cc Nourish parts, including the crankshaft, connecting rods and ‘Z cams.’
A gritty racer in the 1940s and 50s who raced in the Isle of Man TT and excelled in sidecar grasstrack, Dave Nourish later became known as the man when it came to tuning Weslake racing engines. Nourish could tune a Weslake engine better than the Weslake works team, and that’s exactly what happened when Peter Collins won the 1976 Speedway World Championship.
Nourish picked up where Weslake left off with the four-valve single, buying up all the assets and developing the engines. Weslake asked Nourish personally to develop and build their eight-valve twins, and Nourish went on to run his own business Nourish Racing Engines.
The history of this particular racing machine is unclear from the ad, but in the sum of its parts, some clear pedigree is apparent. Whether the trusty steed of an old weekend warrior, or a convincing period-inspired build constructed by talented hands, this one’s a cool piece. [More]
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We’re feeling both retro and futuristic this week, so we’ve rounded up bikes that cover the full spectrum. Leading the charge is Verge’s new Mika Häkkinen edition electric bike, followed by the new Fantic Caballero 700 scrambler. We then profile a Yamaha SR400 from Australia, before coming in to land with a fetching Triton from France.
Verge Mika Häkkinen Signature Edition With an impressive 51 Formula One podiums and two championships to his credit with Lotus and McLaren, the Flying Finn knows mechanical excellence. So when Mika Häkkinen partnered with electric superbike manufacturer Verge Motorcycles, you knew it was something worth paying attention to.
Häkkinen joined forces with Verge early in 2023, and instead of just a plain endorsement, Verge announced that Häkkinen is now part of the company’s advisory board and has personally designed his own limited-edition bike. Capped at 100 units, each Häkkinen Signature Edition Verge comes with a numbered plaque with Mika’s signature, unique cosmetics and will sell for around $87,000.
But for the uninitiated, it’s probably worth digging deeper into Verge before you decide if an F1-inspired electric bike is something you should care about. Including the Häkkinen Edition, Verge has a lineup of four TS electric bikes, ranging in power from 700 nM (516 lb-ft) to 1,200 nM (885 lb-ft). The TS Ultra is the company’s flagship offering, boasting the equivalent of 201 hp, a 0-60 mph time of 2.5 seconds and a top speed of 124 mph. Sounds pretty brutal.
Also, how about that hubless rear wheel? That’s actually the motor, the world’s first hubless electric rim motor. All the guts are packed into it, ditching sprockets, chains and the like. The battery pack is nestled within the chassis and sends juice to the motor through three cables along the swingarm.
If you’re going to ride an electric motorcycle, it better take its inspiration from Tron right?
The Häkkinen Signature Edition is based on Verge’s TS Pro model, rated at 1,000 nM and 124 mph, and these special edition bikes receive a cosmetic upgrade by way of carbon fiber fairings and ceramic-coated gray and silver body panels. The rear suspension components receive a black-out treatment as well.
Boasting four unique riding modes, travel range up to 375 Km (233 miles) and fast charging capability that will bring you from 0 to 80% battery in 35 minutes, Verge Motorcycles certainly look to be one possible future. [Verge Motorcycles]
Fantic Caballero 700 What looks better than a Ducati Scrambler and goes as good as a Yamaha MT-07? The new Fantic Caballero 700, that’s what.
Announced some time ago, the Caballero 700 is finally about to go on sale. It’ll hit European dealerships from June—which makes the rest of us sad, because this genuinely looks like one of the best modern classic scramblers on the market.
The Caballero 700’s chassis is an all-new unit from Fantic, but its motor is on loan from Yamaha. It’s the same 689 cc ‘CP2’ parallel twin mill that powers the Yamaha MT-07 (and the XSR700 and R7). It delivers 74 hp at 9,000 rpm and 70 Nm at 6,000 rpm, but, more importantly, it’s a peppy and responsive engine.
It also helps that the Caballero 700 sports a usable 19F/17R wheel size combo, with 150 mm of suspension from the Marzocchi components that sit at both ends. And it weighs just 175 kilos [386 lbs] dry, which is respectable for a mid-sized scrambler.
The European RRP of €9,990 also gets you LED lighting, a round 3.5” TFT display, plus a full suite of electronic rider aids that includes cornering ABS and traction control, and three riding modes. It’s the first Fantic to offer this level of modern tech, but they haven’t gone overboard; named simply ‘street,’ ‘off-road’ and ‘custom,’ the riding modes are easy to figure out.
But what really has our tongues wagging is how good the Fantic Caballero 700 looks. Available in red or blue, it nails the neo-retro scrambler look, despite the clutter of its ultra-modern drivetrain.
In fact, it’s probably the best-looking bike to sport this particular engine. Wouldn’t you agree? [Fantic Caballero 700]
Yamaha SR400 by Black Cycles Often unloved and undermaintained, our affordable commuter bikes see a whole lot in their years of chewing up road grime and sitting in the elements. Years after its sensible product lifespan passed, this Yamaha SR400 was scooped up by Black Cycles and given a new lease on life. First the brainchild project of a rock star, and now in the hands of a big-time collector, this SR has been rebuilt by Black Cycles twice, and is certainly on to greener, racier pastures.
Built as a standard, air-cooled commuter for decades, Yamaha’s SR400 wasn’t exactly destined for greatness. After years of dutiful servitude, this particular SR was a little hacked up and rough around the edges, but still mechanically sound when it rolled into Queensland, Australia, based Black Cycles. Its owner, Joel Birch, frontman of the California metalcore band The Amity Affliction, had a simple request: It had to be all black, ‘murdered out.’
In the hands of Noel Muller, this first iteration of the SR came to life blacked out from front to back, with some of Birch’s artwork gracing the tank and fender. Unfortunately Birch was forced to sell the bike shortly after it was finished due to the effects of COVID on the music industry, but it fortuitously landed in the hands of a Sydney-based collector named Simon.
With several other Black Cycles builds in his collection, Simon knew just where to go when he decided to revamp the SR400 once again. While much of the previous work could be salvaged, this iteration turned back the clock to the 80s, starting with a modified Benelli Mojave tank coated in Yamaha’s nostalgic yellow and speed block finish.
Muller then disassembled the SR’s wheels and opted for a nostalgic set of gold alloy rims with stainless spokes, and wrapped them in Dunlop K180 flat track rubber. The front suspension was professionally lowered by Chris at XXX Rated Suspension, and paired with a custom aluminum front fender and short billet rear shocks.
For controls, Muller threw an assortment of Motogadget parts at the build, including mo.lock keyless start, Motoscope Pro digital speedometer, bar-end indicators and glassless mirrors. Next, the triple trees were smoothed, and lever perches were welded and smoothed onto the clip-on bars for a clean custom look.
With the saddle recovered scrambler style, and a knuckle-duster kick pedal installed, this SR400 eschews convention, and is ready for 40 more years of fun. [Via]
Nourish-Powered Triton Manx Norton or Triumph, why not both? Back in the 1960s and 70s, Triumph had the better engine, but Norton made the superior chassis. So in typical British cottage industry fashion, it was pretty commonplace to slap a more reliable Triumph parallel twin in your Norton Featherbed frame and go racing—common enough to coin the term Triton.
Coming to us from Legend Motors in Les Weppes, France, is a Nourish-modified Triton race bike that’s sure to draw a crowd at any vintage weekend.
Summarized in three rough sentences by the seller, it’s fair to say that details are slim on this one, but here’s what we know. The bike is based on a Norton Manx chassis, which was considered the backbone of Norton privateer racing in the 1950s and early 60s. Hiding under the polyester bodywork is a Marzocchi 38 mm front, and a pair of adjustable Falcon shocks suspend a period Dresda swingarm.
Things get even more interesting under the saddle, in the form of a heavily-modified Triumph that contains most of this bike’s speed secrets. The engine is based on TR7RV case halves, but almost the entire top end and rotating assembly is based on trick 850 cc Nourish parts, including the crankshaft, connecting rods and ‘Z cams.’
A gritty racer in the 1940s and 50s who raced in the Isle of Man TT and excelled in sidecar grasstrack, Dave Nourish later became known as the man when it came to tuning Weslake racing engines. Nourish could tune a Weslake engine better than the Weslake works team, and that’s exactly what happened when Peter Collins won the 1976 Speedway World Championship.
Nourish picked up where Weslake left off with the four-valve single, buying up all the assets and developing the engines. Weslake asked Nourish personally to develop and build their eight-valve twins, and Nourish went on to run his own business Nourish Racing Engines.
The history of this particular racing machine is unclear from the ad, but in the sum of its parts, some clear pedigree is apparent. Whether the trusty steed of an old weekend warrior, or a convincing period-inspired build constructed by talented hands, this one’s a cool piece. [More]
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AMERICAN SUPERBIKE: ‘VELOS’ by Audette Motorcycles.
Veterans have for generations been at the forefront of customising bikes, from the bobbers built following WWII to the wild ’70s choppers of the Vietnam era. But Tony Audette, a machine gunner in the US Marine Corps, had the sort of experience on deployment in Afghanistan that will quite literally make or break a man. He became a member of the “Exiled Eight” who were ‘lost’ on the front line by...
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Veterans have for generations been at the forefront of customising bikes, from the bobbers built following WWII to the wild ’70s choppers of the Vietnam era. But Tony Audette, a machine gunner in the US Marine Corps, had the sort of experience on deployment in Afghanistan that will quite literally make or break a man. He became a member of the “Exiled Eight” who were ‘lost’ on the front line by...
Source
Sinister: A Suzuki Katana Restomod by dB Customs
The word ‘iconic’ gets thrown around too easily sometimes, but there’s no disputing the Suzuki Katana’s claim to it. Its radical looks might not have won everyone over when it first hit the scene in 1981, but it went on to build a true cult following. So if you’re going to build a Katana restomod, you’d better do it justice.
Darren Begg sure knows how to treat the Katana right. He runs dB Customs out of Ottawa, Canada, and has a knack for building jaw-dropping 80s restomods and race bikes. Not one to sacrifice function for form, he also has a tendency to drown his bikes in well-judged performance updates.
Built for a client, this sinister Suzuki Katana is positively dripping with style. Darren’s brought it up to date with major changes to the bodywork, engine and chassis—but it hasn’t lost any of its retro charm.
The project started out with a 1982-model Suzuki GSX1100S Katana, but very little of the original bike remains. For starters, the engine’s had a full overhaul. It’s now running 1,216 cc Wiseco pistons, with Ray Mancini at Xtreme Motorsports responsible for reworking the head.
Other upgrades include oversized stainless steel valves, Webcams camshafts, and Hayabusa rods with custom spacer plates. There’s also a new ECU from NWT Electronics, and a Dynatek Dyna 2000 ignition with new coils, all made to work with Accel wires. Take a peek behind the front wheel, and you’ll also spot a new Setrab oil cooler.
The Katana inhales through a row of Yoshimura TMR-MJN carbs, and out through a Racefit titanium exhaust system. (You can get an earful of it here [
View: https://www.youtube.com/watch?v=Oj_nEq0H8pI
].)
Darren gave equal attention to the frame. It’s been braced in all the right places, and mated to a reinforced Suzuki Bandit 1200 swingarm. It’s also running a full complement of Öhlins suspension parts; upside-down forks for the front, and burly piggyback shocks for the rear.
For the wheels, Darren settled on a pair of lightweight aluminum hoops from Dymag, with Avon Spirit ST tires. Twin Brembo brake calipers sit up front, with a single Brembo unit sitting on a custom-made bracket at the back. Both sides run with new braided stainless steel hoses.
All of the Katana’s bodywork looks more or less original, but much of it has been swapped out. Darren kept the original fuel tank—but modified it to accommodate a new filler cap from Newton Equipment.
The front fairing and side covers are new-old-stock parts, fitted with a titanium coated windshield from Ohno-Speed in Japan. A pair of carbon fiber fins sit just below the headlight nacelle—those are from Magical Racing, also in Japan. A carbon fiber fender finishes off the front.
Darren sourced the bike’s new tail cowl, plus its headlight and taillight, from Unicorn Japan. The seat is a bolt-on part from Daytona and AC Sanctuary—two of the best names in the classic Japanese sportbike scene. A tail tidy from Ohno-Speed keeps the back end of the bike clean, while offering a discreet place to mount the license plate.
Darren went all-out on the rider cockpit too, starting with a set of custom-machined yokes. The clip-ons are ABM touring bike items, sitting a little higher than the usual race bike fare for added comfort. They’re fitted with a Yoshi throttle, Driven Racing grips, Brembo levers, and switches from NWT Electronics.
A Koso RX-2 gauge cluster sits front and center, while Rizoma bar-end mirrors flank the bike. Darren finished the bike off with slim Koso LED turn signals and Sato Racing rear-sets.
A menacing black paint scheme drives the point home, punctuated only by a handful of red and white accents. Those period correct Suzuki and Katana logos aren’t stickers either—Darren’s go-to paint shop, Sketch’s Ink, laid the entire livery down by hand.
Kitted to the nines with a flawless stance, this icon looks even better than the day it rolled off the factory floor. Long live the Katana!
dB Customs | Facebook | Instagram | Images by Darren Begg
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The word ‘iconic’ gets thrown around too easily sometimes, but there’s no disputing the Suzuki Katana’s claim to it. Its radical looks might not have won everyone over when it first hit the scene in 1981, but it went on to build a true cult following. So if you’re going to build a Katana restomod, you’d better do it justice.
Darren Begg sure knows how to treat the Katana right. He runs dB Customs out of Ottawa, Canada, and has a knack for building jaw-dropping 80s restomods and race bikes. Not one to sacrifice function for form, he also has a tendency to drown his bikes in well-judged performance updates.
Built for a client, this sinister Suzuki Katana is positively dripping with style. Darren’s brought it up to date with major changes to the bodywork, engine and chassis—but it hasn’t lost any of its retro charm.
The project started out with a 1982-model Suzuki GSX1100S Katana, but very little of the original bike remains. For starters, the engine’s had a full overhaul. It’s now running 1,216 cc Wiseco pistons, with Ray Mancini at Xtreme Motorsports responsible for reworking the head.
Other upgrades include oversized stainless steel valves, Webcams camshafts, and Hayabusa rods with custom spacer plates. There’s also a new ECU from NWT Electronics, and a Dynatek Dyna 2000 ignition with new coils, all made to work with Accel wires. Take a peek behind the front wheel, and you’ll also spot a new Setrab oil cooler.
The Katana inhales through a row of Yoshimura TMR-MJN carbs, and out through a Racefit titanium exhaust system. (You can get an earful of it here [
View: https://www.youtube.com/watch?v=Oj_nEq0H8pI
].)
Darren gave equal attention to the frame. It’s been braced in all the right places, and mated to a reinforced Suzuki Bandit 1200 swingarm. It’s also running a full complement of Öhlins suspension parts; upside-down forks for the front, and burly piggyback shocks for the rear.
For the wheels, Darren settled on a pair of lightweight aluminum hoops from Dymag, with Avon Spirit ST tires. Twin Brembo brake calipers sit up front, with a single Brembo unit sitting on a custom-made bracket at the back. Both sides run with new braided stainless steel hoses.
All of the Katana’s bodywork looks more or less original, but much of it has been swapped out. Darren kept the original fuel tank—but modified it to accommodate a new filler cap from Newton Equipment.
The front fairing and side covers are new-old-stock parts, fitted with a titanium coated windshield from Ohno-Speed in Japan. A pair of carbon fiber fins sit just below the headlight nacelle—those are from Magical Racing, also in Japan. A carbon fiber fender finishes off the front.
Darren sourced the bike’s new tail cowl, plus its headlight and taillight, from Unicorn Japan. The seat is a bolt-on part from Daytona and AC Sanctuary—two of the best names in the classic Japanese sportbike scene. A tail tidy from Ohno-Speed keeps the back end of the bike clean, while offering a discreet place to mount the license plate.
Darren went all-out on the rider cockpit too, starting with a set of custom-machined yokes. The clip-ons are ABM touring bike items, sitting a little higher than the usual race bike fare for added comfort. They’re fitted with a Yoshi throttle, Driven Racing grips, Brembo levers, and switches from NWT Electronics.
A Koso RX-2 gauge cluster sits front and center, while Rizoma bar-end mirrors flank the bike. Darren finished the bike off with slim Koso LED turn signals and Sato Racing rear-sets.
A menacing black paint scheme drives the point home, punctuated only by a handful of red and white accents. Those period correct Suzuki and Katana logos aren’t stickers either—Darren’s go-to paint shop, Sketch’s Ink, laid the entire livery down by hand.
Kitted to the nines with a flawless stance, this icon looks even better than the day it rolled off the factory floor. Long live the Katana!
dB Customs | Facebook | Instagram | Images by Darren Begg
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Sabotage: A custom Kawasaki KZ440 LTD from Australia
On paper, the Kawasaki KZ440 LTM made lots of sense when it hit the scene in 1980. It had a disc brake up front, cast wheels, an electric starter and that all-important Japanese reliability. All in all, it had the makings of a great street bike.
But life doesn’t happen ‘on paper.’ In the real world, riders buy with their hearts more than their heads, and if you saw a bone-stock Kawasaki KZ440 LTD in the wild, you’d grimace and turn the other way. It’s not especially good-looking.
It takes a special custom shop to see past ugly first impressions to the beauty that lies beneath. A special shop like Sabotage Motorcycles in Marrickville, just south of Sydney, Australia. When a customer approached shop founders Giles and Andy to turn his beat-up, neglected KZ440 LTD into a café racer, the boys had other ideas…
“The first challenge was to turn the client’s initial brief from a café racer on a cruiser base, to something more suitable to the bike’s frame geometry,” says Giles. “A little Japanese Harley-chaser perhaps—especially with the belt drive. Plus, these Kawasaki units were partly built in Lincoln, Nebraska, so an American flare isn’t as far-fetched as it may seem.”
With the client onboard, the bike was torn down and liberated of its cobwebs, leaves, dirt and grime. With just the bare bones of the bike remaining, Giles and Andy got their creative juices flowing (by imbibing a few imagination liquids, we’re sure).
Like a lot of cruiser-style bikes of the era, the KZ’s subframe was where most of the concern was focused. Its tall backbone and low, swooping subframe don’t lend themselves well to customization. But instead of chopping it all off and starting from scratch, the Sabotage team chose to subtly lean into these restraints.
The results speak for themselves. With a properly shaped seat, a loop in the back of the subframe and a small, square-shaped sissy bar, the guys have done an outstanding job of managing the bike’s proportions.
The sissy bar itself is a particularly nice retro chopper touch—especially how Lucas-style tail light and numberplate bracket are incorporated into it. It was made by hand in stainless steel, then polished to a mirror shine. The flat bar, square shape was inspired by bikes from the 80s, rather than the more slender designs of the 70s.
It also keeps the rear guard clear of clutter, with the rear turn signals hidden further back, closer to the shock mounts. It’s also a great place to strap luggage to, when there isn’t a passenger back there.
Sabotage absolutely nailed the handlebar design too. Made in-house from stainless steel, the rise and sweep are perfect for a bike of this style. Combined with the traditional UJM-like position of the foot pegs, it looks like a great place to chew up the miles.
A single Daytona speedo is the only thing between the rider and the view, with a mixture of Honda and OEM Kawasaki switch blocks to keep the vintage vibes. With fresh Vans Cult waffle grips (a personal favorite of Giles) and a new Bates-style headlight, the rest of the front end is now better, and better-looking, than new.
The cast wheels remain, since they lend themselves nicely to this street-brat style—especially with the chunky tire that was spooned onto the 16” rear wheel. A shortened front fender tidies up the front.
Moving to the motor, Sabotage treated the mighty 443 cc donk to a full rebuild and fresh paint. A pair of Mikuni carbs was subbed in over the factory units, and, to get as much power from the old beast as possible, a custom stainless steel exhaust was made. Capped with quiet core reverse cone mufflers, the bike reportedly has a nice note to it, without being “obnoxiously loud.”
The stunning blue paint job, which is a more vibrant version of the original 1984 color, was laid down by Kyle at Smith Concepts. It’s the only part on the bike with any color in it, which is why it pops so hard. The silver scallops and subtle grey pin strips are particularly sweet.
“Our aim was for a stand-out build, but with comfort and practicality in mind,” explains Giles. “The more we got into the design and the fabrication, we were surprised at how much we started to love what this build was turning into. We must admit, we were not that excited about this bike when it was first dropped into the shop—but it’s ended up being one of our favorites.”
Sabotage has taken the KZ440 LTD from a two-wheeled identity crisis, to a slick, street-ready machine that would be equally at home parked next to a suburban Sydney skate bowl as it would be on the open road. It’s no wonder that Giles and Andy ended up liking it so much.
Sabotage Motorcycles | Facebook | Instagram | Images by Andrew Jones
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On paper, the Kawasaki KZ440 LTM made lots of sense when it hit the scene in 1980. It had a disc brake up front, cast wheels, an electric starter and that all-important Japanese reliability. All in all, it had the makings of a great street bike.
But life doesn’t happen ‘on paper.’ In the real world, riders buy with their hearts more than their heads, and if you saw a bone-stock Kawasaki KZ440 LTD in the wild, you’d grimace and turn the other way. It’s not especially good-looking.
It takes a special custom shop to see past ugly first impressions to the beauty that lies beneath. A special shop like Sabotage Motorcycles in Marrickville, just south of Sydney, Australia. When a customer approached shop founders Giles and Andy to turn his beat-up, neglected KZ440 LTD into a café racer, the boys had other ideas…
“The first challenge was to turn the client’s initial brief from a café racer on a cruiser base, to something more suitable to the bike’s frame geometry,” says Giles. “A little Japanese Harley-chaser perhaps—especially with the belt drive. Plus, these Kawasaki units were partly built in Lincoln, Nebraska, so an American flare isn’t as far-fetched as it may seem.”
With the client onboard, the bike was torn down and liberated of its cobwebs, leaves, dirt and grime. With just the bare bones of the bike remaining, Giles and Andy got their creative juices flowing (by imbibing a few imagination liquids, we’re sure).
Like a lot of cruiser-style bikes of the era, the KZ’s subframe was where most of the concern was focused. Its tall backbone and low, swooping subframe don’t lend themselves well to customization. But instead of chopping it all off and starting from scratch, the Sabotage team chose to subtly lean into these restraints.
The results speak for themselves. With a properly shaped seat, a loop in the back of the subframe and a small, square-shaped sissy bar, the guys have done an outstanding job of managing the bike’s proportions.
The sissy bar itself is a particularly nice retro chopper touch—especially how Lucas-style tail light and numberplate bracket are incorporated into it. It was made by hand in stainless steel, then polished to a mirror shine. The flat bar, square shape was inspired by bikes from the 80s, rather than the more slender designs of the 70s.
It also keeps the rear guard clear of clutter, with the rear turn signals hidden further back, closer to the shock mounts. It’s also a great place to strap luggage to, when there isn’t a passenger back there.
Sabotage absolutely nailed the handlebar design too. Made in-house from stainless steel, the rise and sweep are perfect for a bike of this style. Combined with the traditional UJM-like position of the foot pegs, it looks like a great place to chew up the miles.
A single Daytona speedo is the only thing between the rider and the view, with a mixture of Honda and OEM Kawasaki switch blocks to keep the vintage vibes. With fresh Vans Cult waffle grips (a personal favorite of Giles) and a new Bates-style headlight, the rest of the front end is now better, and better-looking, than new.
The cast wheels remain, since they lend themselves nicely to this street-brat style—especially with the chunky tire that was spooned onto the 16” rear wheel. A shortened front fender tidies up the front.
Moving to the motor, Sabotage treated the mighty 443 cc donk to a full rebuild and fresh paint. A pair of Mikuni carbs was subbed in over the factory units, and, to get as much power from the old beast as possible, a custom stainless steel exhaust was made. Capped with quiet core reverse cone mufflers, the bike reportedly has a nice note to it, without being “obnoxiously loud.”
The stunning blue paint job, which is a more vibrant version of the original 1984 color, was laid down by Kyle at Smith Concepts. It’s the only part on the bike with any color in it, which is why it pops so hard. The silver scallops and subtle grey pin strips are particularly sweet.
“Our aim was for a stand-out build, but with comfort and practicality in mind,” explains Giles. “The more we got into the design and the fabrication, we were surprised at how much we started to love what this build was turning into. We must admit, we were not that excited about this bike when it was first dropped into the shop—but it’s ended up being one of our favorites.”
Sabotage has taken the KZ440 LTD from a two-wheeled identity crisis, to a slick, street-ready machine that would be equally at home parked next to a suburban Sydney skate bowl as it would be on the open road. It’s no wonder that Giles and Andy ended up liking it so much.
Sabotage Motorcycles | Facebook | Instagram | Images by Andrew Jones
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The Yamaha Ténéré 700 World Rally and its Dakar-inspired livery
Yamaha has just thrown the wraps off the new Yamaha Ténéré 700 World Rally, an upgraded version of the immensely popular Ténéré 700 adventure bike, that pays homage to their illustrious Dakar Rally history. Since they won the inaugural Paris-Dakar Rally in 1979, the Japanese marque has logged 9 Dakar victories to their name. That makes them the second-winningest manufacturer in the Dakar (next to KTM).
The Ténéré 700 World Rally celebrates this heritage with a special livery, and a slew of upgrades over the base model T7. Drawing its inspiration from Stéphane Peterhansel’s 1993 Dakar race bike, the World Rally’s livery sure is eye-popping.
Peterhansel is synonymous with Yamaha when it comes to motorcycle rally racing. He bagged six of the brand’s nine titles, before switching from bikes to cars.
The color scheme is a true replication of his 93 bike, starting with its bold blue, almost metallic, base coat. Pink and silvery-blue stripes run down the side, tracing the same line as the original, but manipulated to fit the T7’s sharper contours. All that’s missing is a bunch of sponsor logos.
The Ténéré 700 World Rally is pitched as a premium adventure bike, so it’s more than just a repainted base model. It wears a number of top-shelf components, like premium long-travel KYB suspension components with a generous 230/220 mm of travel, front and rear. An adjustable steering damper from Öhlins adds extra stability.
Dual 23 l [6.1 gal] side-mounted fuel tanks offer decent range, while carrying most of their fuel low. Yamaha say that their design was derived from their actual Dakar race bikes. Sitting up top is an enduro-like bench seat, and the cockpit features a 5” TFT display, with smartphone connectivity and three-mode switchable ABS.
The T7’s 690 cc ‘CP2’ motor is an absolute peach; on the World Rally, it benefits from an appropriately fruity soundtrack, courtesy of a titanium Akrapovič muffler.
Most of the rest of the bike matches the base model, but that’s no bad thing. The Ténéré 700’s been turning heads since it hit the scene—not only for its capability, but also for its modern rally raid aesthetic. This upgraded spec, and Peterhansel’s livery, dials the World Rally model’s rally vibe up to 11.
Yamaha say it’ll hit European dealers sometime in the near future, but there’s no news on if or when it’ll be available in the US. In the meantime, Yamaha off-road riders Alessandro Botturi and Pol Tarrés will also sport these colors during the 2023 race season. So at least we’ll get to see it ridden in anger.
Images courtest of Yamaha Europe
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Yamaha has just thrown the wraps off the new Yamaha Ténéré 700 World Rally, an upgraded version of the immensely popular Ténéré 700 adventure bike, that pays homage to their illustrious Dakar Rally history. Since they won the inaugural Paris-Dakar Rally in 1979, the Japanese marque has logged 9 Dakar victories to their name. That makes them the second-winningest manufacturer in the Dakar (next to KTM).
The Ténéré 700 World Rally celebrates this heritage with a special livery, and a slew of upgrades over the base model T7. Drawing its inspiration from Stéphane Peterhansel’s 1993 Dakar race bike, the World Rally’s livery sure is eye-popping.
Peterhansel is synonymous with Yamaha when it comes to motorcycle rally racing. He bagged six of the brand’s nine titles, before switching from bikes to cars.
The color scheme is a true replication of his 93 bike, starting with its bold blue, almost metallic, base coat. Pink and silvery-blue stripes run down the side, tracing the same line as the original, but manipulated to fit the T7’s sharper contours. All that’s missing is a bunch of sponsor logos.
The Ténéré 700 World Rally is pitched as a premium adventure bike, so it’s more than just a repainted base model. It wears a number of top-shelf components, like premium long-travel KYB suspension components with a generous 230/220 mm of travel, front and rear. An adjustable steering damper from Öhlins adds extra stability.
Dual 23 l [6.1 gal] side-mounted fuel tanks offer decent range, while carrying most of their fuel low. Yamaha say that their design was derived from their actual Dakar race bikes. Sitting up top is an enduro-like bench seat, and the cockpit features a 5” TFT display, with smartphone connectivity and three-mode switchable ABS.
The T7’s 690 cc ‘CP2’ motor is an absolute peach; on the World Rally, it benefits from an appropriately fruity soundtrack, courtesy of a titanium Akrapovič muffler.
Most of the rest of the bike matches the base model, but that’s no bad thing. The Ténéré 700’s been turning heads since it hit the scene—not only for its capability, but also for its modern rally raid aesthetic. This upgraded spec, and Peterhansel’s livery, dials the World Rally model’s rally vibe up to 11.
Yamaha say it’ll hit European dealers sometime in the near future, but there’s no news on if or when it’ll be available in the US. In the meantime, Yamaha off-road riders Alessandro Botturi and Pol Tarrés will also sport these colors during the 2023 race season. So at least we’ll get to see it ridden in anger.
Images courtest of Yamaha Europe
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BLACK BAVARIAN : BMW K100 by Jax Garage.
There is a nightmare aspect to building a custom bike that doesn’t get talked about enough; when all the work is done and you try to get the motorcycle registered and road legal. There are different schemes, rules and regulations around the world, some places make it easy, and others practically want a pint of blood and your firstborn child. In Victoria, Australia, that minefield is known as the...
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There is a nightmare aspect to building a custom bike that doesn’t get talked about enough; when all the work is done and you try to get the motorcycle registered and road legal. There are different schemes, rules and regulations around the world, some places make it easy, and others practically want a pint of blood and your firstborn child. In Victoria, Australia, that minefield is known as the...
Source
Scandi-ly Clad: NUEN’s neo-futuristic electric motorcycle concept
There’s much debate around the aesthetics of electric motorcycles. Should they follow traditional motorcycle design norms, or should they take advantage of their radically different drivetrains to tread new ground? This sharp prototype from NUEN MOTO in Vietnam does both, and we’re here for it.
NUEN MOTO is an electrical motorcycle startup with its roots firmly in the world of design. Co-founder Gia Nguyen first launched NUEN as a design studio, then added an apparel label and a custom motorcycle business. Now, they’re looking to release their first production electric bike.
You’re looking at their first prototype, the NU-E. But it’s not quite the same bike as the one that they’ll eventually be taking to market. The NU-E was built as a proof of concept, and as a test bed to gather rider feedback and make improvements.
“We’re focused on designing and building the sleekest and most innovative electric motorcycles for the Vietnamese and Asian market,” says Gia. “We’re a team of true motorcycle enthusiasts, experienced builders and engineers from Vietnam, Sweden and the USA. We’re really passionate about building a bike that we’d love to ride and be proud of.”
The biggest custom piece on the NU-E, and the focal point of its design, is its modular aluminum chassis. It cuts a svelte silhouette while providing enough structural bulk to negate the need for additional bodywork. Its upper line mimics the shape of a fuel tank, but it’s not pretending to be something its not.
Gia reports that the initial design came together in less than a month—but then the real work began. The team’s sketches formed the basis for a full CAD rendering, which was used to 3D-print a mockup of the chassis. Once it was refined, the final pieces were CNC-machined in aviation-grade aluminum, then assembled.
Complementing the bespoke frame is a smorgasbord of top shelf parts. Custom yokes hold a set of race-spec forks from K-Tech Suspension up front, matched to the 17” wheel from a Triumph Trident 660. A modified Yamaha R1 swingarm does duty at the back, connected to a EMC shock via custom linkages.
NUEN picked Swedish-made ISR braking components for the build. The set includes twin six-piston calipers up front, a four-piston caliper at the back, and ISR master cylinders all-round.
NUEN also fabricated a set of covers to encapsulate the central area of the bike, which is where the battery and controller are housed. The only other real bodywork is a modified BMW S1000R front fender, and a tidy tail bump behind the full-length leather bench seat. Oh, and a stunning set of rear wheel covers, inspired by the turbofan rally rims of the 80s.
The team added new clip-ons, fitted with push button controls and Hookie Co. grips, plus a Quad Lock phone mount, so that you can use your smartphone as a dashboard. Finishing touches include a clear number board, a small rear wheel hugger, custom-made foot controls, and an LED taillight that’s Frenched into the tail.
As for its drivetrain, the NU-E uses a rear hub motor with a rated output of 6 kW (nominal) and 10 kW (peak), good for a maximum speed of 150 km/h [93 miles]. Its battery is good for a minimum range of 100 km [62 miles] of highway riding. But NUEN estimates that it could manage 200 to 300 km [124 to 186 miles] in the city.
Those numbers don’t mean too much though, because NUEN are already working on the next prototype—which is likely to feature a vastly different drivetrain.
Gia picked this particular hub motor because it served the minimalistic design that he wanted. And since this build isn’t street legal, he’s only been testing it on the race track. So the rear wheel weight penalty that might be a hinderance on rougher roads, hasn’t been that noticeable on the groomed track surface.
It also helps that the bike weighs just 160 kilos [353 lbs]. Regardless, NUEN are planning to install a mid-mounted motor on the next NU-E, with a higher power output.
If they can pull that off without ruining the NU-E’s neo-futuristic Scandinavian vibe—and add some lights to it—they might just have a winner on their hands.
NUEN MOTO | Instagram | Photos by NUEN and Rafik Duy at Revons Studios
Continue reading...
There’s much debate around the aesthetics of electric motorcycles. Should they follow traditional motorcycle design norms, or should they take advantage of their radically different drivetrains to tread new ground? This sharp prototype from NUEN MOTO in Vietnam does both, and we’re here for it.
NUEN MOTO is an electrical motorcycle startup with its roots firmly in the world of design. Co-founder Gia Nguyen first launched NUEN as a design studio, then added an apparel label and a custom motorcycle business. Now, they’re looking to release their first production electric bike.
You’re looking at their first prototype, the NU-E. But it’s not quite the same bike as the one that they’ll eventually be taking to market. The NU-E was built as a proof of concept, and as a test bed to gather rider feedback and make improvements.
“We’re focused on designing and building the sleekest and most innovative electric motorcycles for the Vietnamese and Asian market,” says Gia. “We’re a team of true motorcycle enthusiasts, experienced builders and engineers from Vietnam, Sweden and the USA. We’re really passionate about building a bike that we’d love to ride and be proud of.”
The biggest custom piece on the NU-E, and the focal point of its design, is its modular aluminum chassis. It cuts a svelte silhouette while providing enough structural bulk to negate the need for additional bodywork. Its upper line mimics the shape of a fuel tank, but it’s not pretending to be something its not.
Gia reports that the initial design came together in less than a month—but then the real work began. The team’s sketches formed the basis for a full CAD rendering, which was used to 3D-print a mockup of the chassis. Once it was refined, the final pieces were CNC-machined in aviation-grade aluminum, then assembled.
Complementing the bespoke frame is a smorgasbord of top shelf parts. Custom yokes hold a set of race-spec forks from K-Tech Suspension up front, matched to the 17” wheel from a Triumph Trident 660. A modified Yamaha R1 swingarm does duty at the back, connected to a EMC shock via custom linkages.
NUEN picked Swedish-made ISR braking components for the build. The set includes twin six-piston calipers up front, a four-piston caliper at the back, and ISR master cylinders all-round.
NUEN also fabricated a set of covers to encapsulate the central area of the bike, which is where the battery and controller are housed. The only other real bodywork is a modified BMW S1000R front fender, and a tidy tail bump behind the full-length leather bench seat. Oh, and a stunning set of rear wheel covers, inspired by the turbofan rally rims of the 80s.
The team added new clip-ons, fitted with push button controls and Hookie Co. grips, plus a Quad Lock phone mount, so that you can use your smartphone as a dashboard. Finishing touches include a clear number board, a small rear wheel hugger, custom-made foot controls, and an LED taillight that’s Frenched into the tail.
As for its drivetrain, the NU-E uses a rear hub motor with a rated output of 6 kW (nominal) and 10 kW (peak), good for a maximum speed of 150 km/h [93 miles]. Its battery is good for a minimum range of 100 km [62 miles] of highway riding. But NUEN estimates that it could manage 200 to 300 km [124 to 186 miles] in the city.
Those numbers don’t mean too much though, because NUEN are already working on the next prototype—which is likely to feature a vastly different drivetrain.
Gia picked this particular hub motor because it served the minimalistic design that he wanted. And since this build isn’t street legal, he’s only been testing it on the race track. So the rear wheel weight penalty that might be a hinderance on rougher roads, hasn’t been that noticeable on the groomed track surface.
It also helps that the bike weighs just 160 kilos [353 lbs]. Regardless, NUEN are planning to install a mid-mounted motor on the next NU-E, with a higher power output.
If they can pull that off without ruining the NU-E’s neo-futuristic Scandinavian vibe—and add some lights to it—they might just have a winner on their hands.
NUEN MOTO | Instagram | Photos by NUEN and Rafik Duy at Revons Studios
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Speed Read: Rodsmith’s wild Moto Guzzi sidecar rig and more
The motorcycle racing influence is clear in this week’s Speed Read. We start off with a Moto Guzzi sidecar hack built to set a land speed record, then profile the new Norton V4CR limited edition café racer. A vintage Triumph Trackmaster flat tracker follows, before we conclude with an endurance racing-inspired Yamaha XSR900.
Moto Guzzi sidecar rig by Craig Rodsmith A classic Moto Guzzi of dubious origins with handmade, flowing bodywork, built for ludicrous intent; you betcha, it’s another Craig Rodsmith build. What started as a functional motorcycle sculpture for Craig’s best mate, the late Bobby Haas, founder of the Haas Moto Museum, quickly evolved into a more ‘focused’ build.
As well as being a successful businessman, an ace photographer for National Geographic and becoming the ‘Patron Saint of Custom Bike Builders,’ Bobby Haas was an avid sidecar rider. Originally approaching Mr. Rodsmith to make a sidecar that he and his partner Stacey could ride around Dallas, Bobby soon had another idea rattling around in his head. He wanted to attempt a land speed record at the Bonneville salt flats—and he wanted to do it with a sidecar rig.
Motorcycles are inherently risky, so you’d think that bolting another wheel onto them would make them safer, right? Not so much. Just like a date with your crush, a third wheel is not something you want or need.
Regardless of this, people have been riding and racing sidecars for a long time, and Bobby really wanted to go down this path. It’s lucky he’s such good mates with Craig, because we can’t think of a better guy to build such a contraption.
Starting with an early loop-frame Moto Guzzi, Craig modified the frame extensively until it was slimmed down and reinforced into the vision you see here. The front end was raked out and the trail was increased for added stability. The sidecar itself is very minimal (you can’t actually do a legal speed run with a passenger), but it has its own suspension to aid with stability.
The engine and drivetrain were seen to by Craig’s friend Joe Walano, who is also known as ‘The Guzzi Doctor.’ Starting with an early 70s roundhead engine, it was punched out from 850 cc to 977 cc. New cylinders, a lightened flywheel, a set of Carrillo rods and forged high-compression Venolia pistons were thrown in, before the whole rotating assembly was balanced.
The heads were ported and Kibblewhite valves and springs were installed, along with a new Raceco cam. 40 mm Dell’Orto carbs supply the fuel.
The bodywork was done in Craig’s brilliant Rodsmith style. The flawless dustbin fairing, tank cover, rear cowl and sidecar streamlining were all made by his hand in aluminum. There’s no paint, so Craig’s work is on full display.
Sadly, due to COVID-19 restrictions, Bobby was not able to attempt his record speed run on time. And with his untimely passing in 2021, it looked like the Moto Guzzi would never taste salt. But Craig has pushed on, and the bike (nicknamed ‘Mr Fahrenheit,’ after a lyric from Queen’s hit track, Don’t Stop Me Now) is still going to be run at Bonneville.
A documentary about the attempt is being produced, and we can’t wait to see it. [Via]
Norton V4CR Building on the latest round of investment by giant Indian vehicle manufacturer TVS, Norton has pulled the covers off their latest bike—the Norton V4CR café racer. Norton, who must still be recovering from a disastrous few years, look like they are finally on the up and up. Thanks to TVS they have improved the 961 Commando, released the V4SV, and are now moving forwards with the V4CR.
It’s essentially a Norton V4SV, but in a state of undress. And, if we’re being honest, we like it a bit more now. Gone is the V4SV’s sculpted fairing, replaced by a beautifully crafted naked front end.
The 43mm Öhlins NIX30 fully-adjustable front forks remain, but they are now in full view of the general public. A new LED headlight sits up front, and the CNC top and bottom fork yolks are works of art. The headlight bezel incorporates a tiny windshield, which looks more like a sculpture than motorcycle part (in a good way).
The loud and proud 1,200 cc, 185 bhp Norton V4 engine is tucked away behind various shrouds and radiators. Without the fairing, even more of the handmade aluminum frame and titanium exhaust is visible. English craftsmanship is on full display here, and we’re digging it.
Another favorite detail is the exposed air intakes at the front of the tank shroud. Like the V4SV, the tank is actually under the seat, made from a carbon-kevlar composite. The bodywork is still all carbon fiber, helping to bring the curb weight down to just 204 kg [450 lbs].
The new V4CR is available in two color ways—Manx Platinum and Carbon. The Manx option has silver bodywork with forged aluminum matte black OZ Piega wheels, and a gorgeous orange seat cover. The Carbon (which is the color we’d choose) sports exposed carbon bodywork, a black seat and carbon fiber BST Rapidtek wheels.
The injection of cash from TVS means that Norton is staying put in their Solihull factory, where they continue to build every new Norton by hand. Limited to 200 units, the new V4CR looks damn good and will set you back a mere £41,999 [about $52,291].
But what we’re really curious about, is how it rides. There’s only one way to find out. (Norton, are you listening?) [Via]
Triumph T120 Trackmaster by Storagebuilt From a literal box of bits to a One Moto Show masterpiece—this is the story of Storagebuilt’s Caleb Grissom, and his 1969 Triumph T120 Trackmaster.
Growing up with a dad who raced pro flat track in the 70s, Caleb must have had a pretty awesome time as a kid. All the right things imprinted on young Caleb, because he grew up riding—and continues to do so today. Born in Indiana, he moved to Portland where the local bike scene only nurtured his love of motorcycles.
Ten years ago, Caleb’s dad traded some stuff for an early 70s Trackmaster frame and other associated parts from Gary Beach (the father of current flat track racer, JD Beach). Gary kept these parts with him all the way up until last year, when Caleb was able to drive up to Seattle and collect them. With the rolling chassis taking up valuable space in his imagination, Caleb quickly got to work turning the basket case into this incredible flat tracker.
Living around the corner from See See Motor Coffee, Caleb had the brilliant idea of building the bike in time for the 2023 One Moto Show. He had the parts, and now he had the deadline, but what he didn’t have was the space. So he set about building the bike on his covered patio.
The engine that Caleb paired up with this Trackmaster frame also came from Gary… sort of. It belonged to Caleb’s dad, who had handed it over to Gary for a rebuild around the same time as the frame deal. Gary kitted it out to 750 cc with high-performance internals, with a pair of Amal carbs squirting the fuel.
The engine breathes in through a huge pod filter, and out via a short TT twin exhaust that terminates under the bike. The vintage forks are from Betor, the brakes are Brembo and the rims are from Akront. Wrapped in Dunlop flat track rubber, they look incredibly purposeful.
Caleb wanted the bike to look like it had rolled straight off the track in the 70s, so that dictated the overall style of the bike. The front and rear number plates were from his dad’s old race bike, so they actually have some race providence which is a very neat touch. Caleb also designed the tank graphics, which suit the vibe perfectly.
Above all else, it looks like an absolute hoot to ride. The only change we’d make is a liberal splashing of mud. We can’t wait to see what Caleb comes up with next! [Via]
Yamaha XSR900 by CROIG Our friends over at CROIG are not only custom motorcycle aficionados of the highest order, but they like to get their hands dirty too. This carbon-clad Yamaha XSR900 is their latest project—or, more specifically, it’s the first phase of their latest project.
Supported by the Yamaha Yard Built program, the project is titled ‘Yard Built for Good.’ This version of the bike is just a teaser, unveiled recently at the Bike Shed show in London. CROIG will eventually be transferring the kit they’ve developed here to a second bike back in the USA, add a suitable paint job and trim, and auction it off for charity.
CROIG’s David Chang, and his partner on this project, Ben Holmes, took inspiration from Yamaha endurance race bikes from the 80s and 90s for the bike’s design. They then roped in Dragos Toma and Alex Ferreirinha at Strange Industries in LA to do the heavy lifting.
The guys started by laying foam over a factory-fresh Yamaha XSR900, to develop the bike’s new form by hand. After mock-ups of the fairing, tank and seat had been filed and shaped to perfection, everything was 3D scanned, and then 3D printed, to make full-size plugs. Carbon fiber was then laid over the plugs to form the bodywork that could then be draped over the XSR.
The Rotobox wheels are also carbon fiber, to sharpen the handling of the already maneuverable XSR. A smoked bubble windshield provides added wind protection, flanked by wing-style mirrors from Rizoma. Look past the the sea of carbon, and you may spot the custom aluminum air ducts that snake their way from the front of the fairing, and into the intakes under the tank.
Finished with a black leather seat, it sure does look the business. But the genius of the CROIG design is that it can be installed on the XSR900, without altering the base bike.
“This has been a passion project of mine, to build motorcycles with the motorcycle community, with talented people that I have always admired and followed, and create something that people really enjoy,” says CROIG co-founder, David Chang.
Proceeds from the sale of the bike will go to support a charity close to his heart. Called Waves for Water, it’s an NGO that aims to bring clean water to those in need. [Yamaha Yard Built]
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The motorcycle racing influence is clear in this week’s Speed Read. We start off with a Moto Guzzi sidecar hack built to set a land speed record, then profile the new Norton V4CR limited edition café racer. A vintage Triumph Trackmaster flat tracker follows, before we conclude with an endurance racing-inspired Yamaha XSR900.
Moto Guzzi sidecar rig by Craig Rodsmith A classic Moto Guzzi of dubious origins with handmade, flowing bodywork, built for ludicrous intent; you betcha, it’s another Craig Rodsmith build. What started as a functional motorcycle sculpture for Craig’s best mate, the late Bobby Haas, founder of the Haas Moto Museum, quickly evolved into a more ‘focused’ build.
As well as being a successful businessman, an ace photographer for National Geographic and becoming the ‘Patron Saint of Custom Bike Builders,’ Bobby Haas was an avid sidecar rider. Originally approaching Mr. Rodsmith to make a sidecar that he and his partner Stacey could ride around Dallas, Bobby soon had another idea rattling around in his head. He wanted to attempt a land speed record at the Bonneville salt flats—and he wanted to do it with a sidecar rig.
Motorcycles are inherently risky, so you’d think that bolting another wheel onto them would make them safer, right? Not so much. Just like a date with your crush, a third wheel is not something you want or need.
Regardless of this, people have been riding and racing sidecars for a long time, and Bobby really wanted to go down this path. It’s lucky he’s such good mates with Craig, because we can’t think of a better guy to build such a contraption.
Starting with an early loop-frame Moto Guzzi, Craig modified the frame extensively until it was slimmed down and reinforced into the vision you see here. The front end was raked out and the trail was increased for added stability. The sidecar itself is very minimal (you can’t actually do a legal speed run with a passenger), but it has its own suspension to aid with stability.
The engine and drivetrain were seen to by Craig’s friend Joe Walano, who is also known as ‘The Guzzi Doctor.’ Starting with an early 70s roundhead engine, it was punched out from 850 cc to 977 cc. New cylinders, a lightened flywheel, a set of Carrillo rods and forged high-compression Venolia pistons were thrown in, before the whole rotating assembly was balanced.
The heads were ported and Kibblewhite valves and springs were installed, along with a new Raceco cam. 40 mm Dell’Orto carbs supply the fuel.
The bodywork was done in Craig’s brilliant Rodsmith style. The flawless dustbin fairing, tank cover, rear cowl and sidecar streamlining were all made by his hand in aluminum. There’s no paint, so Craig’s work is on full display.
Sadly, due to COVID-19 restrictions, Bobby was not able to attempt his record speed run on time. And with his untimely passing in 2021, it looked like the Moto Guzzi would never taste salt. But Craig has pushed on, and the bike (nicknamed ‘Mr Fahrenheit,’ after a lyric from Queen’s hit track, Don’t Stop Me Now) is still going to be run at Bonneville.
A documentary about the attempt is being produced, and we can’t wait to see it. [Via]
Norton V4CR Building on the latest round of investment by giant Indian vehicle manufacturer TVS, Norton has pulled the covers off their latest bike—the Norton V4CR café racer. Norton, who must still be recovering from a disastrous few years, look like they are finally on the up and up. Thanks to TVS they have improved the 961 Commando, released the V4SV, and are now moving forwards with the V4CR.
It’s essentially a Norton V4SV, but in a state of undress. And, if we’re being honest, we like it a bit more now. Gone is the V4SV’s sculpted fairing, replaced by a beautifully crafted naked front end.
The 43mm Öhlins NIX30 fully-adjustable front forks remain, but they are now in full view of the general public. A new LED headlight sits up front, and the CNC top and bottom fork yolks are works of art. The headlight bezel incorporates a tiny windshield, which looks more like a sculpture than motorcycle part (in a good way).
The loud and proud 1,200 cc, 185 bhp Norton V4 engine is tucked away behind various shrouds and radiators. Without the fairing, even more of the handmade aluminum frame and titanium exhaust is visible. English craftsmanship is on full display here, and we’re digging it.
Another favorite detail is the exposed air intakes at the front of the tank shroud. Like the V4SV, the tank is actually under the seat, made from a carbon-kevlar composite. The bodywork is still all carbon fiber, helping to bring the curb weight down to just 204 kg [450 lbs].
The new V4CR is available in two color ways—Manx Platinum and Carbon. The Manx option has silver bodywork with forged aluminum matte black OZ Piega wheels, and a gorgeous orange seat cover. The Carbon (which is the color we’d choose) sports exposed carbon bodywork, a black seat and carbon fiber BST Rapidtek wheels.
The injection of cash from TVS means that Norton is staying put in their Solihull factory, where they continue to build every new Norton by hand. Limited to 200 units, the new V4CR looks damn good and will set you back a mere £41,999 [about $52,291].
But what we’re really curious about, is how it rides. There’s only one way to find out. (Norton, are you listening?) [Via]
Triumph T120 Trackmaster by Storagebuilt From a literal box of bits to a One Moto Show masterpiece—this is the story of Storagebuilt’s Caleb Grissom, and his 1969 Triumph T120 Trackmaster.
Growing up with a dad who raced pro flat track in the 70s, Caleb must have had a pretty awesome time as a kid. All the right things imprinted on young Caleb, because he grew up riding—and continues to do so today. Born in Indiana, he moved to Portland where the local bike scene only nurtured his love of motorcycles.
Ten years ago, Caleb’s dad traded some stuff for an early 70s Trackmaster frame and other associated parts from Gary Beach (the father of current flat track racer, JD Beach). Gary kept these parts with him all the way up until last year, when Caleb was able to drive up to Seattle and collect them. With the rolling chassis taking up valuable space in his imagination, Caleb quickly got to work turning the basket case into this incredible flat tracker.
Living around the corner from See See Motor Coffee, Caleb had the brilliant idea of building the bike in time for the 2023 One Moto Show. He had the parts, and now he had the deadline, but what he didn’t have was the space. So he set about building the bike on his covered patio.
The engine that Caleb paired up with this Trackmaster frame also came from Gary… sort of. It belonged to Caleb’s dad, who had handed it over to Gary for a rebuild around the same time as the frame deal. Gary kitted it out to 750 cc with high-performance internals, with a pair of Amal carbs squirting the fuel.
The engine breathes in through a huge pod filter, and out via a short TT twin exhaust that terminates under the bike. The vintage forks are from Betor, the brakes are Brembo and the rims are from Akront. Wrapped in Dunlop flat track rubber, they look incredibly purposeful.
Caleb wanted the bike to look like it had rolled straight off the track in the 70s, so that dictated the overall style of the bike. The front and rear number plates were from his dad’s old race bike, so they actually have some race providence which is a very neat touch. Caleb also designed the tank graphics, which suit the vibe perfectly.
Above all else, it looks like an absolute hoot to ride. The only change we’d make is a liberal splashing of mud. We can’t wait to see what Caleb comes up with next! [Via]
Yamaha XSR900 by CROIG Our friends over at CROIG are not only custom motorcycle aficionados of the highest order, but they like to get their hands dirty too. This carbon-clad Yamaha XSR900 is their latest project—or, more specifically, it’s the first phase of their latest project.
Supported by the Yamaha Yard Built program, the project is titled ‘Yard Built for Good.’ This version of the bike is just a teaser, unveiled recently at the Bike Shed show in London. CROIG will eventually be transferring the kit they’ve developed here to a second bike back in the USA, add a suitable paint job and trim, and auction it off for charity.
CROIG’s David Chang, and his partner on this project, Ben Holmes, took inspiration from Yamaha endurance race bikes from the 80s and 90s for the bike’s design. They then roped in Dragos Toma and Alex Ferreirinha at Strange Industries in LA to do the heavy lifting.
The guys started by laying foam over a factory-fresh Yamaha XSR900, to develop the bike’s new form by hand. After mock-ups of the fairing, tank and seat had been filed and shaped to perfection, everything was 3D scanned, and then 3D printed, to make full-size plugs. Carbon fiber was then laid over the plugs to form the bodywork that could then be draped over the XSR.
The Rotobox wheels are also carbon fiber, to sharpen the handling of the already maneuverable XSR. A smoked bubble windshield provides added wind protection, flanked by wing-style mirrors from Rizoma. Look past the the sea of carbon, and you may spot the custom aluminum air ducts that snake their way from the front of the fairing, and into the intakes under the tank.
Finished with a black leather seat, it sure does look the business. But the genius of the CROIG design is that it can be installed on the XSR900, without altering the base bike.
“This has been a passion project of mine, to build motorcycles with the motorcycle community, with talented people that I have always admired and followed, and create something that people really enjoy,” says CROIG co-founder, David Chang.
Proceeds from the sale of the bike will go to support a charity close to his heart. Called Waves for Water, it’s an NGO that aims to bring clean water to those in need. [Yamaha Yard Built]
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That sidecar rig is certainly, IMO, a work of art. The only criticism I can offer is that it is on a Motoguzzi.
BLAST OFF: Royal Enfield Super Meteor 650.
More than just rising like the Phoenix from the ashes, the ascent of Royal Enfield in the last decade has been closer to a thunderous climb from a supersonic jet. Having utilised their highly acclaimed 648cc twin in a number of super successful models over the last five years, the company believed it time to create an all new motorcycle around the brilliant engine. Enter the Super Meteor 650...
Source
More than just rising like the Phoenix from the ashes, the ascent of Royal Enfield in the last decade has been closer to a thunderous climb from a supersonic jet. Having utilised their highly acclaimed 648cc twin in a number of super successful models over the last five years, the company believed it time to create an all new motorcycle around the brilliant engine. Enter the Super Meteor 650...
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Future Classics: Motorcycles to Buy and Hold in 2023
What makes a brand new motorcycle a worthy investment? If you’re buying off the showroom floor, you’re definitely playing the long game, as most will depreciate significantly the second you sign the dotted line. Beyond that, the future is uncertain, and few know what the manufacturers will build in coming years or what trends will age better than others.
If you’re investing in 2023, one approach is to analyze what bikes are rare and significant now, and predict whether they’ll beat the appreciation of your average machine. Without a crystal ball to account for these things, we’ll rank the following motorcycles according to the advice of another wise sphere—the Magic 8 Ball—fitting right?
BMW R NineT 100 Years Anniversary edition bikes come out all the time, but when a storied marque like BMW celebrates a centennial, I wouldn’t sleep on it. In honor of the occasion, BMW Motorrad added two limited-edition 100 Years models to the Heritage lineup, the R 18 and R NineT. Limited to 1,923 units, and a brilliant representation of riding in 2023, I’d take the R NineT.
Boasting spoked wheels and a timeless 1,170 cc air/oil-cooled boxer engine, the standard BMW R NineT will likely age better than most cruisers or naked bikes. But long before your average R Nine starts to appreciate, the 100 Years model will probably have doubled, given its unique specification and place in BMW history.
The added flavor of the 100 Years model is mostly cosmetic, consisting of 100 Years badging, special finishes and a number of BMW’s Option 719 milled parts. While you could spec-out a regular R NineT with most of these parts, the badging and paint-over-chrome finish are special, the latter of which takes inspiration from the 1969 R 75/5.
Sure, you’ll pay an extra $4,050 for the R NineT 100 Years edition, and that might not be worth it for everyone. But when it comes to an investment-grade motorcycle, the $19,995 MSRP is pretty cheap for a bike that’s sure to be desirable in the coming decades. Jostle the Magic 8 Ball, and this one comes back ‘signs point to yes.’ [BMW Motorrad]
Ducati Panigale V4 R Why would someone pay $20 million for a 1995 McLaren F1? For one, because it’s awesome, but also because it’s a halo car from a golden era before electronics and boost completely ruled the roost. There are plenty of super bikes out there that fit this logic, but I’m thinking the F1’s current two-wheeled counterpart is the Ducati Panigale V4 R.
In Ducati’s words, the Panigale V4 R is “the closest production model to a competition bike ever,” and they’ve got a compelling case. At the crank, the 998 cc Desmosedici Stradale R engine produces 240.5 hp and turns 16,500 rpm in sixth gear—when equipped with the track exhaust setup and special Ducati/Shell Course oil naturally.
The V4 R’s spec sheet is a gearhead’s treasure chest, including lightweight magnesium wheels, brushed aluminum fuel tank, gun-drilled titanium connecting rods, titanium intake valves and aluminum pistons with a DLC (diamond like carbon) treatment applied to the skirts. Then you’ve got a single-sided swingarm, Brembos, adjustable Öhlins shocks and multiple performance and track modes—the list goes on and on.
Production numbers haven’t been published, but we’re told the bike will be a numbered series with each bike bearing its sequence number on the billet triple tree. A technical masterpiece clothed in a brilliant MotoGP livery, the Ducati Panigale V4 R is, and will always be expensive. MSRP comes in at $44,995, which is up there, but a far cry from the $100k Club. Will a mint-condition V4 R return handsomely on its investment someday? The 8 Ball replies ‘outlook good.’ [Ducati]
Harley-Davidson Electra Glide Highway King 1968 called, and they want their FLH back. How about the opposite? With the charming aesthetic of Harley’s classic deluxe touring models, the 2023 Electra Glide Highway King is a time machine with modern Milwaukee-Eight performance.
Starting in 2021, Harley has been unveiling limited-edition throwback models as part of their Icons Collection, and the 2023 Highway King is a total knockout. The model builds on the current single-spar touring chassis and Milwaukee-Eight 114 engine, with two ’60s-era color schemes of Hi-Fi Orange and Hi-Fi Magenta.
Beyond just flashy paint, you get all the chrome, white walls, period fender designs and badges that made these bikes iconic. The saddle takes its shape from HD’s patrol bikes, and is accented by a unique chrome ring. The saddle bags are white, just like they used to be, and the detachable windshield comes with color-matched tint on the lower half.
This one certainly ticks the box for classic, but what about the future? Well, the Highway King is a 2023-only model, and just 1,750 will be built—1,000 in Hi-Fi Orange and 750 in Hi-Fi Magenta, and then it’s gone. The HD fanbase is far and wide, especially for nostalgia items. For this one, the 8 Ball reads ‘it is decidedly so,’ especially in magenta. [More]
Norton V4SV Norton, there’s an interesting choice given recent history involving pension fund schemes, financial issues and the problematic V4SS. Recently acquired by TVS Motor, the new Norton is set to right the wrongs of recent years, and restore the brand’s status as a premium British marque. For this, the new V4SV makes a compelling argument.
The flagship of the new Norton, the V4SV looks a lot like the old V4SS, and shares much of its dimensions and specifications as well. But after thoroughly analyzing the bike and compiling a list of over 30 design faults, it was clear new Norton would have to go back to square one.
Among the lengthy list, the team addressed the issue of faulty welding in the chassis and swingarm. Both items were reworked, and the new chassis is TIG-welded aluminum and fully hand polished, contributing massively to the bike’s character. Its 1,200 cc V4 engine was also completely re-engineered, and while it’s down to 185 bhp (compared to the V4SS at 200 bhp), the 72-degree V4 provides manageable, torquey performance for the street.
Equipped with big radial Brembos, adjustable Öhlins and a full assortment of carbon fiber, billet aluminum and a little kevlar for good measure, Norton’s V4SV is certainly a work of functional art. While the V4SV will always be compared to the Ducati Panigale V4 (where it won’t win on paper), the Norton brings something different to the table, chalk it up to soul.
With an MSRP of $53,037, investing in the V4SV is a bit of a gamble, but one that could pay dividends if it becomes the bike to turn things around for Norton. For this one, the Magic 8 Ball replies “cannot predict now.” [Norton]
MV Agusta Rush 1000 Talk about a hyper naked! The stout and stocky aesthetic of the MV Agusta Rush is probably a love it or hate it sort of thing, but considering you’ve got 208 hp on tap and a top end of over 187 mph, the MV is much more than just a funky look.
MV Agusta debuted the Rush back in 2021 as a hot, 300-unit limited edition based on the 1,000 cc Brutale 1000 RR. Boasting 13.4:1 compression, DLC-coated cam followers, four 50 mm Mikuni throttle bodies and radial valve distribution, the Rush’s inline four is rated at 208 hp at 13,000 RPM and 86 lb-ft at 11,000 RPM. Unsatisfied? Check the box for the race kit and output is up to 212 hp at 13,500 RPM.
The rest of the machine is riddled with top-of-the-line components to handle the grunt, including radial Brembos, Continental ABS, Pirelli Diablo Supercorsa rubber and an electronically-controlled Öhlins NIX EC fork, TTX EC rear shock and steering dampener. Its six-axis IMU is also a premium unit, which controls the bike’s cornering ABS, traction control, cruise control, launch control and wheelie control.
MV hasn’t shared many details about the 2023 Rush, other than that it comes in new Mamba Red/Intense Black colors, and there’s no word on if its production numbers will be limited like the 2021 version. Either way, the MV Agusta Rush is a pretty spectacular street machine with outlandish show and go, but will it appreciate enough to eventually offset its $45,598 MSRP? The 8 Ball is hesitant on this one, and returns ‘reply hazy, try again.’ [MV Agusta]
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What makes a brand new motorcycle a worthy investment? If you’re buying off the showroom floor, you’re definitely playing the long game, as most will depreciate significantly the second you sign the dotted line. Beyond that, the future is uncertain, and few know what the manufacturers will build in coming years or what trends will age better than others.
If you’re investing in 2023, one approach is to analyze what bikes are rare and significant now, and predict whether they’ll beat the appreciation of your average machine. Without a crystal ball to account for these things, we’ll rank the following motorcycles according to the advice of another wise sphere—the Magic 8 Ball—fitting right?
BMW R NineT 100 Years Anniversary edition bikes come out all the time, but when a storied marque like BMW celebrates a centennial, I wouldn’t sleep on it. In honor of the occasion, BMW Motorrad added two limited-edition 100 Years models to the Heritage lineup, the R 18 and R NineT. Limited to 1,923 units, and a brilliant representation of riding in 2023, I’d take the R NineT.
Boasting spoked wheels and a timeless 1,170 cc air/oil-cooled boxer engine, the standard BMW R NineT will likely age better than most cruisers or naked bikes. But long before your average R Nine starts to appreciate, the 100 Years model will probably have doubled, given its unique specification and place in BMW history.
The added flavor of the 100 Years model is mostly cosmetic, consisting of 100 Years badging, special finishes and a number of BMW’s Option 719 milled parts. While you could spec-out a regular R NineT with most of these parts, the badging and paint-over-chrome finish are special, the latter of which takes inspiration from the 1969 R 75/5.
Sure, you’ll pay an extra $4,050 for the R NineT 100 Years edition, and that might not be worth it for everyone. But when it comes to an investment-grade motorcycle, the $19,995 MSRP is pretty cheap for a bike that’s sure to be desirable in the coming decades. Jostle the Magic 8 Ball, and this one comes back ‘signs point to yes.’ [BMW Motorrad]
Ducati Panigale V4 R Why would someone pay $20 million for a 1995 McLaren F1? For one, because it’s awesome, but also because it’s a halo car from a golden era before electronics and boost completely ruled the roost. There are plenty of super bikes out there that fit this logic, but I’m thinking the F1’s current two-wheeled counterpart is the Ducati Panigale V4 R.
In Ducati’s words, the Panigale V4 R is “the closest production model to a competition bike ever,” and they’ve got a compelling case. At the crank, the 998 cc Desmosedici Stradale R engine produces 240.5 hp and turns 16,500 rpm in sixth gear—when equipped with the track exhaust setup and special Ducati/Shell Course oil naturally.
The V4 R’s spec sheet is a gearhead’s treasure chest, including lightweight magnesium wheels, brushed aluminum fuel tank, gun-drilled titanium connecting rods, titanium intake valves and aluminum pistons with a DLC (diamond like carbon) treatment applied to the skirts. Then you’ve got a single-sided swingarm, Brembos, adjustable Öhlins shocks and multiple performance and track modes—the list goes on and on.
Production numbers haven’t been published, but we’re told the bike will be a numbered series with each bike bearing its sequence number on the billet triple tree. A technical masterpiece clothed in a brilliant MotoGP livery, the Ducati Panigale V4 R is, and will always be expensive. MSRP comes in at $44,995, which is up there, but a far cry from the $100k Club. Will a mint-condition V4 R return handsomely on its investment someday? The 8 Ball replies ‘outlook good.’ [Ducati]
Harley-Davidson Electra Glide Highway King 1968 called, and they want their FLH back. How about the opposite? With the charming aesthetic of Harley’s classic deluxe touring models, the 2023 Electra Glide Highway King is a time machine with modern Milwaukee-Eight performance.
Starting in 2021, Harley has been unveiling limited-edition throwback models as part of their Icons Collection, and the 2023 Highway King is a total knockout. The model builds on the current single-spar touring chassis and Milwaukee-Eight 114 engine, with two ’60s-era color schemes of Hi-Fi Orange and Hi-Fi Magenta.
Beyond just flashy paint, you get all the chrome, white walls, period fender designs and badges that made these bikes iconic. The saddle takes its shape from HD’s patrol bikes, and is accented by a unique chrome ring. The saddle bags are white, just like they used to be, and the detachable windshield comes with color-matched tint on the lower half.
This one certainly ticks the box for classic, but what about the future? Well, the Highway King is a 2023-only model, and just 1,750 will be built—1,000 in Hi-Fi Orange and 750 in Hi-Fi Magenta, and then it’s gone. The HD fanbase is far and wide, especially for nostalgia items. For this one, the 8 Ball reads ‘it is decidedly so,’ especially in magenta. [More]
Norton V4SV Norton, there’s an interesting choice given recent history involving pension fund schemes, financial issues and the problematic V4SS. Recently acquired by TVS Motor, the new Norton is set to right the wrongs of recent years, and restore the brand’s status as a premium British marque. For this, the new V4SV makes a compelling argument.
The flagship of the new Norton, the V4SV looks a lot like the old V4SS, and shares much of its dimensions and specifications as well. But after thoroughly analyzing the bike and compiling a list of over 30 design faults, it was clear new Norton would have to go back to square one.
Among the lengthy list, the team addressed the issue of faulty welding in the chassis and swingarm. Both items were reworked, and the new chassis is TIG-welded aluminum and fully hand polished, contributing massively to the bike’s character. Its 1,200 cc V4 engine was also completely re-engineered, and while it’s down to 185 bhp (compared to the V4SS at 200 bhp), the 72-degree V4 provides manageable, torquey performance for the street.
Equipped with big radial Brembos, adjustable Öhlins and a full assortment of carbon fiber, billet aluminum and a little kevlar for good measure, Norton’s V4SV is certainly a work of functional art. While the V4SV will always be compared to the Ducati Panigale V4 (where it won’t win on paper), the Norton brings something different to the table, chalk it up to soul.
With an MSRP of $53,037, investing in the V4SV is a bit of a gamble, but one that could pay dividends if it becomes the bike to turn things around for Norton. For this one, the Magic 8 Ball replies “cannot predict now.” [Norton]
MV Agusta Rush 1000 Talk about a hyper naked! The stout and stocky aesthetic of the MV Agusta Rush is probably a love it or hate it sort of thing, but considering you’ve got 208 hp on tap and a top end of over 187 mph, the MV is much more than just a funky look.
MV Agusta debuted the Rush back in 2021 as a hot, 300-unit limited edition based on the 1,000 cc Brutale 1000 RR. Boasting 13.4:1 compression, DLC-coated cam followers, four 50 mm Mikuni throttle bodies and radial valve distribution, the Rush’s inline four is rated at 208 hp at 13,000 RPM and 86 lb-ft at 11,000 RPM. Unsatisfied? Check the box for the race kit and output is up to 212 hp at 13,500 RPM.
The rest of the machine is riddled with top-of-the-line components to handle the grunt, including radial Brembos, Continental ABS, Pirelli Diablo Supercorsa rubber and an electronically-controlled Öhlins NIX EC fork, TTX EC rear shock and steering dampener. Its six-axis IMU is also a premium unit, which controls the bike’s cornering ABS, traction control, cruise control, launch control and wheelie control.
MV hasn’t shared many details about the 2023 Rush, other than that it comes in new Mamba Red/Intense Black colors, and there’s no word on if its production numbers will be limited like the 2021 version. Either way, the MV Agusta Rush is a pretty spectacular street machine with outlandish show and go, but will it appreciate enough to eventually offset its $45,598 MSRP? The 8 Ball is hesitant on this one, and returns ‘reply hazy, try again.’ [MV Agusta]
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BEEFY BONNIE: Triumph T100 ‘Sigma’ by Tamarit Motorcycles.
When a workshop has built a couple of hundred complete customs from the same model of motorcycle and then proceeds to say they’ve built something totally out of the box, you sit up and take notice. Spain’s Tamarit Motorcycles has done it all with the Triumph Bonneville T100 and for their latest build they had the support of a client who wanted something that really was different. The name says it...
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When a workshop has built a couple of hundred complete customs from the same model of motorcycle and then proceeds to say they’ve built something totally out of the box, you sit up and take notice. Spain’s Tamarit Motorcycles has done it all with the Triumph Bonneville T100 and for their latest build they had the support of a client who wanted something that really was different. The name says it...
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Green with envy: A Bonneville T120 scrambler from France
In the 60s, a Rickman Metisse Triumph was the bike to own if you wanted to go scrambling. But technology has moved on, and modern off-road racing motorcycles are faster, lighter and sharper than the legendary Metisse. That said, they’re also a lot less pretty.
Like many other race bikes of the era, the Metisse has become iconic—not only for its proprietary frame and its prowess in the dirt, but also for its unmistakable bodywork. Which is why Thomas Vinçon, the founder of Thomis Motorcycles in Paris, used it as the inspiration for this custom Triumph Bonneville T120 scrambler.
Thomas’ T120 isn’t meant to be a faithful recreation of the Metisse, nor a competition off-roader. Instead, it’s a homage to the original aesthetic; a way to give the contemporary Bonnie extra retro style. “This is my favorite vintage purist bike, and I wanted to do a modern reinterpretation of it,” he tells us.
The Triumph Bonneville T120 is about as sensible a donor bike as you’ll get. It’s a good performer (and a handsome machine) out the box, that gets better and better as you mod it. Thomas designed the build as a daily runner that’ll spend most of its time on public roads, so everything you see here is bolted to the OEM chassis, with little more than a judicious subframe tweak.
The centerpiece of the build is the new aluminum bodywork. Hand-formed by an external fabricator, the tank and one-piece tail section mimic the vibe of the Metisse, but with their proportions tailored to the chunkier Bonneville T120. Those two parts alone took 140 hours of work to fabricate.
The beautifully upholstered solo seat might look like a bit of an afterthought, but it’s a dead ringer for those found on older Metisse builds. Also in the mix are a number board with a small headlight poking out of it, and a braced front fender.
The rest of the Bonneville is dressed in premium parts from a couple of well-know French Triumph specialists. FCR Original supplied the sump guard, while BAAK Motocyclettes sent over a stubby underslung exhaust system. The foot controls use a mix of SW Motech and FCR bits.
A set of Biltwell Inc. Moto handlebars dominate the cockpit, their crossbar design reinforcing the vintage MX look. The levers and switches are from BAAK, as is the side-mounted license plate bracket at the opposite end of the bike. The speedo and LED turn signals are Motogadget items, with the rear LEDs doubling up as taillights.
Thomas opted to keep the Bonneville T120’s stock suspension, brakes and 19F/17R wheels, but wrapped the latter in Continental TKC80 rubber. The engine is fully original, and the air box has gone unmolested. So this Bonnie should run as well, and as reliably, as it did before.
“When I created this bike in Photoshop, the idea was to draw my perfect bike,” says Thomas. We reckon he’s succeeded. We’re big fans of Triumph’s modern classics, so the idea of drenching one in vintage off-road racing style appeals to us, even if it’ll spend most of its time on asphalt.
Resplendent in British racing green with subtle gold details, this particular T120 is also just one in a series of 10 that Thomas plans to build. Each bike will be painted a different color, which should set you at ease if you’re thinking of ordering one, but worried that it might be a bit samey.
If, however, you like to get your hands dirty yourself, you’re out of luck. Even though these parts are plug-and-play, Thomas doesn’t plan to offer them as a kit. So they only way to get your hands on one of these is to commission a build directly from him.
You’d better hurry up though—this one’s already sold.
Thomis Motorcycles Instagram | Facebook
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In the 60s, a Rickman Metisse Triumph was the bike to own if you wanted to go scrambling. But technology has moved on, and modern off-road racing motorcycles are faster, lighter and sharper than the legendary Metisse. That said, they’re also a lot less pretty.
Like many other race bikes of the era, the Metisse has become iconic—not only for its proprietary frame and its prowess in the dirt, but also for its unmistakable bodywork. Which is why Thomas Vinçon, the founder of Thomis Motorcycles in Paris, used it as the inspiration for this custom Triumph Bonneville T120 scrambler.
Thomas’ T120 isn’t meant to be a faithful recreation of the Metisse, nor a competition off-roader. Instead, it’s a homage to the original aesthetic; a way to give the contemporary Bonnie extra retro style. “This is my favorite vintage purist bike, and I wanted to do a modern reinterpretation of it,” he tells us.
The Triumph Bonneville T120 is about as sensible a donor bike as you’ll get. It’s a good performer (and a handsome machine) out the box, that gets better and better as you mod it. Thomas designed the build as a daily runner that’ll spend most of its time on public roads, so everything you see here is bolted to the OEM chassis, with little more than a judicious subframe tweak.
The centerpiece of the build is the new aluminum bodywork. Hand-formed by an external fabricator, the tank and one-piece tail section mimic the vibe of the Metisse, but with their proportions tailored to the chunkier Bonneville T120. Those two parts alone took 140 hours of work to fabricate.
The beautifully upholstered solo seat might look like a bit of an afterthought, but it’s a dead ringer for those found on older Metisse builds. Also in the mix are a number board with a small headlight poking out of it, and a braced front fender.
The rest of the Bonneville is dressed in premium parts from a couple of well-know French Triumph specialists. FCR Original supplied the sump guard, while BAAK Motocyclettes sent over a stubby underslung exhaust system. The foot controls use a mix of SW Motech and FCR bits.
A set of Biltwell Inc. Moto handlebars dominate the cockpit, their crossbar design reinforcing the vintage MX look. The levers and switches are from BAAK, as is the side-mounted license plate bracket at the opposite end of the bike. The speedo and LED turn signals are Motogadget items, with the rear LEDs doubling up as taillights.
Thomas opted to keep the Bonneville T120’s stock suspension, brakes and 19F/17R wheels, but wrapped the latter in Continental TKC80 rubber. The engine is fully original, and the air box has gone unmolested. So this Bonnie should run as well, and as reliably, as it did before.
“When I created this bike in Photoshop, the idea was to draw my perfect bike,” says Thomas. We reckon he’s succeeded. We’re big fans of Triumph’s modern classics, so the idea of drenching one in vintage off-road racing style appeals to us, even if it’ll spend most of its time on asphalt.
Resplendent in British racing green with subtle gold details, this particular T120 is also just one in a series of 10 that Thomas plans to build. Each bike will be painted a different color, which should set you at ease if you’re thinking of ordering one, but worried that it might be a bit samey.
If, however, you like to get your hands dirty yourself, you’re out of luck. Even though these parts are plug-and-play, Thomas doesn’t plan to offer them as a kit. So they only way to get your hands on one of these is to commission a build directly from him.
You’d better hurry up though—this one’s already sold.
Thomis Motorcycles Instagram | Facebook
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Rickman Metisse (Steve McQueen desert racer) = 300 lbs .
Standard (Modern) T120 = 520 lbs.
Looks like the project is a fail. Never stood a chance.
Mach 9: CNCPT Moto goes full speed on the R nineT
The BMW R nineT has just had its first major update since it first launched, but many have wondered if the changes were necessary. After all, the outgoing model is as capable as it is attractive—and it has oodles of custom bike potential in the right hands.
This uncompromising BMW R nineT café racer comes from two of the deftest hands in the business. It’s the work of CNCPT Moto, an ongoing collaboration between Arjan van den Boom, the founder of Ironwood Motorcycles, and Powerbrick’s Timothy Somers. Each of them has a strong portfolio of their own—but their individual styles mesh together extremely well.
CNCPT’s debut build was a tricked-out R nineT with an ultra-futuristic vibe. Closer to a concept bike than a run-of-the-mill custom, it was made to showcase the team’s capabilities. Now Arjan and Tim have hit back with a slightly more subdued café racer.
“After debuting our ‘Cloud 9’ BMW R nineT, we trimmed down its controversial outline to turn it into a comfortable road warrior,” says Arjan. “A motorcycle with custom looks, but fully usable and rideable.”
Even though the guys toned down their 9T concept aesthetically, they still went hard on the parts spec. The OEM front forks were rebuilt with carbon fiber uppers from CeraCarbon on the outside, and a cartridge kit from Matris on the inside. They’re fully adjustable now, as is the TFX Suspension rear shock.
The 9T’s Brembo brakes are still in play, but its laced rims have been swapped out for something juicier. Sitting at each end is a stunning Rotobox Bullet carbon fiber wheel, wrapped in Pirelli Diablo Rosso IV rubber.
CNCPT wanted to retain some of the 9T’s original DNA, so they kept its original fuel tank. The chunky air intake that’s normally tucked into the right side of it is gone though, replaced by a better looking one from Pier City Cycles in the UK.
Next, Arjan and Tim unbolted the boxer’s subframe and seat brackets. A stubby 3D-printed subframe sits out back, with a slim LED taillight Frenched into the rear. The Netherlands’ most popular upholsterer, Silver Machine, was responsible for the gorgeous leather and Alcantara seat.
Up front, a headlight nacelle from Powerbrick’s existing catalog of BMW parts sits above the OEM fender. It hosts a powerful LED headlight from Koso.
Further back, you’ll find new custom yokes and clip-ons, both machined by Tim. The bars wear leather-wrapped grips, Motogadget push buttons and Beringer master cylinders for the brake and hydraulic clutch. A digital dash from Motogadget handles speedo duties.
The R nineT’s air- and oil-cooled boxer motor is still stock inside, but CNCPT swapped the air box out for a pair of DNA pod filters. The stainless steel exhaust system is custom, from the two-into-one headers, right through to the retro sportbike-inspired end can. It was fabricated by MAD Exhausts to CNCPT’s design.
CNCPT didn’t mess with the wiring either, limiting their work to accommodating the air box removal and the changes to the lighting. The bike doesn’t currently have turn signals, mirrors or a license plate bracket, but that’s because it’s been busy touring the show circuit. CNCPT are now selling it, so they’ll be bolting those parts on soon.
Rounding out the bodywork is a generous belly pan supplied by the BMW parts specialists, AC Schnitzer. It changes the bike’s profile drastically—but, remarkably, it’s actually a plug-and-play part. Tim added an extra dose of style, by machining a custom ‘breastplate’ for the engine, and slick branded valve covers.
The R nineT’s livery is as sharp as its revised silhouette. CNCPT opted for a smart black and silver design, then set it off by finishing the front half of the frame in silver, and a whole lot of smaller bits in black. Royal Jack handled the paint work, while Brother Coating did all the powder coating and anodizing.
Dubbed ‘Mach 9,’ this 9T might not be as wild as CNCPT’s debut bike was. But it’s no less lustworthy. There’s no denying it; Arjan and Tim are a force to be reckoned with.
CNCPT Moto Instagram | Arjan van den Boom | Powerbrick | Images by Paul van Mondfrans Lindén
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The BMW R nineT has just had its first major update since it first launched, but many have wondered if the changes were necessary. After all, the outgoing model is as capable as it is attractive—and it has oodles of custom bike potential in the right hands.
This uncompromising BMW R nineT café racer comes from two of the deftest hands in the business. It’s the work of CNCPT Moto, an ongoing collaboration between Arjan van den Boom, the founder of Ironwood Motorcycles, and Powerbrick’s Timothy Somers. Each of them has a strong portfolio of their own—but their individual styles mesh together extremely well.
CNCPT’s debut build was a tricked-out R nineT with an ultra-futuristic vibe. Closer to a concept bike than a run-of-the-mill custom, it was made to showcase the team’s capabilities. Now Arjan and Tim have hit back with a slightly more subdued café racer.
“After debuting our ‘Cloud 9’ BMW R nineT, we trimmed down its controversial outline to turn it into a comfortable road warrior,” says Arjan. “A motorcycle with custom looks, but fully usable and rideable.”
Even though the guys toned down their 9T concept aesthetically, they still went hard on the parts spec. The OEM front forks were rebuilt with carbon fiber uppers from CeraCarbon on the outside, and a cartridge kit from Matris on the inside. They’re fully adjustable now, as is the TFX Suspension rear shock.
The 9T’s Brembo brakes are still in play, but its laced rims have been swapped out for something juicier. Sitting at each end is a stunning Rotobox Bullet carbon fiber wheel, wrapped in Pirelli Diablo Rosso IV rubber.
CNCPT wanted to retain some of the 9T’s original DNA, so they kept its original fuel tank. The chunky air intake that’s normally tucked into the right side of it is gone though, replaced by a better looking one from Pier City Cycles in the UK.
Next, Arjan and Tim unbolted the boxer’s subframe and seat brackets. A stubby 3D-printed subframe sits out back, with a slim LED taillight Frenched into the rear. The Netherlands’ most popular upholsterer, Silver Machine, was responsible for the gorgeous leather and Alcantara seat.
Up front, a headlight nacelle from Powerbrick’s existing catalog of BMW parts sits above the OEM fender. It hosts a powerful LED headlight from Koso.
Further back, you’ll find new custom yokes and clip-ons, both machined by Tim. The bars wear leather-wrapped grips, Motogadget push buttons and Beringer master cylinders for the brake and hydraulic clutch. A digital dash from Motogadget handles speedo duties.
The R nineT’s air- and oil-cooled boxer motor is still stock inside, but CNCPT swapped the air box out for a pair of DNA pod filters. The stainless steel exhaust system is custom, from the two-into-one headers, right through to the retro sportbike-inspired end can. It was fabricated by MAD Exhausts to CNCPT’s design.
CNCPT didn’t mess with the wiring either, limiting their work to accommodating the air box removal and the changes to the lighting. The bike doesn’t currently have turn signals, mirrors or a license plate bracket, but that’s because it’s been busy touring the show circuit. CNCPT are now selling it, so they’ll be bolting those parts on soon.
Rounding out the bodywork is a generous belly pan supplied by the BMW parts specialists, AC Schnitzer. It changes the bike’s profile drastically—but, remarkably, it’s actually a plug-and-play part. Tim added an extra dose of style, by machining a custom ‘breastplate’ for the engine, and slick branded valve covers.
The R nineT’s livery is as sharp as its revised silhouette. CNCPT opted for a smart black and silver design, then set it off by finishing the front half of the frame in silver, and a whole lot of smaller bits in black. Royal Jack handled the paint work, while Brother Coating did all the powder coating and anodizing.
Dubbed ‘Mach 9,’ this 9T might not be as wild as CNCPT’s debut bike was. But it’s no less lustworthy. There’s no denying it; Arjan and Tim are a force to be reckoned with.
CNCPT Moto Instagram | Arjan van den Boom | Powerbrick | Images by Paul van Mondfrans Lindén
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BIG BOXER: 2024 BMW R 12 nineT
If you’ve walked into a BMW Motorrad dealership lately then it will have been impossible to miss the fact the motorcycle division of the Bavarian brand is celebrating its 100th anniversary. But this year also marks another important milestone, ten years of their Heritage range which was launched with the hugely successful BMW R nineT. As part of the company’s larger celebrations...
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If you’ve walked into a BMW Motorrad dealership lately then it will have been impossible to miss the fact the motorcycle division of the Bavarian brand is celebrating its 100th anniversary. But this year also marks another important milestone, ten years of their Heritage range which was launched with the hugely successful BMW R nineT. As part of the company’s larger celebrations...
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Missile: An elegant Triumph Thruxton 1200 by Tamarit
Tamarit Motorcycles has enough plug-and-play parts in their catalog to turn any Triumph modern classic into a passable café racer. But the Spanish shop also knows how to take a bike like the Triumph Thruxton, and turn it into something truly spectacular. With over 100 custom Triumph builds in their portfolio, they’ve learned a thing or two about how to make them click.
This Triumph Thruxton 1200 R is one of the most radical café racers that Tamarit has built yet. Its aggressive stance and exaggerated proportions are what catch your eye at first. But once you’re drawn in, you’ll spot an interesting set of mods—and some deft part swaps.
The Triumph Thruxton 1200 R is about as good a donor as you can get for this type of build. It’s one of few factory café racers currently on the market, with enough go to match its show. With 97 hp from its 1,200 cc parallel twin mill, and a mix of Showa, Öhlins and Brembo components, it’s no slouch.
That said, Tamarit saw fit to upgrade the Thruxton’s already capable running gear even more. They kept the Brembo brakes, but swapped out the Showa forks out for a set of upside-downs from the Öhlins Blackline range. A stealthy Öhlins steering damper adds extra stability to the front end.
Moving to the rear of the bike, Tamarit made a change that we haven’t yet seen on the Thruxton; they installed a Triumph Scrambler 1200 swingarm. Not only is it better looking than the original unit, but it’s also longer, stronger and lighter.
Gone is the OEM twin shock setup. In its place, Tamarit braced the swingarm and built a svelte bolt-on seat support with a new upper shock mount. An Öhlins unit connects the two, with a remote preload adjuster mounted just under the tail for easy access.
The bodywork is a mixed bag of custom and repurposed parts. Tamarit started by adapting a Triumph Speed Twin fuel tank to the bike, then fabricated a tapered tail section directly onto it, effectively creating a one-piece body. LED taillights are embedded into cut-outs at the back, with a slim seat flowing right up onto the back of the fuel tank.
Hit a button on a remote, and the whole body lifts up on a hydraulic shock, offering access to the Thruxton’s wiring. It’s a trick that Tamarit has used on a number of builds already, but we’re nowhere near sick of it yet.
The front fairing is a riff on Triumph’s own aftermarket part for the Thruxton, but with a few notable changes. For starters, the traditional headlight arrangement has been traded for a slim LED daytime running light, with a more powerful round LED light sitting lower down. Tamarit also lined the inside of it, with a dashboard that molds itself around a digital Motogadget speedo.
The Thruxton’s clip-ons are fitted with tiny Motogadget push buttons, and Rizoma grips, mirrors and bar-end turn signals.
To help the motor along, Tamarit installed a pair of Free Spirit pod filters, mounted on intake tubes that thrust them forward. The twin exhaust system comes from the Italian exhaust specialists Zard.
Going deeper, the team rewired the bike with a Bluetooth-enabled Motogadget mo.unit control box. But that presented its own challenge, since the Thruxton’s stock ECU is extremely fussy about what it’ll work with. In the end, Tamarit found an additional box that acts as a conduit between the OEM ECU and the new brain.
Other mods include a generous sump guard, that also doubles as a radiator protector, and a custom-made front fender. The stunning 17” wheels come from Canyon, and the tires from Pirelli. No stone was left unturned—which is why it’s no surprise that this build took almost a year to complete.
Taking the build over the finish line is an elegant black paint job, and a lot of chrome. Tamarit chrome-plated obvious parts like the swingarm and wheels, then went even further by stripping, chroming and re-assembling the brake calipers. Custom engine and tank badges, and a contrasting Tamarit logo on the swingarm brace, add tasteful finishing touches.
The Thruxton’s stretched, forward-biased design likely won’t appeal to everyone. But there’s one person that’s a big fan: Tamarit’s client. He traveled all the way from California to Tamarit’s shop to take delivery of the bike in person, and has already ordered another custom Triumph from them.
We’ll count that as a win.
Tamarit Motorcycles | Facebook | Instagram
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Tamarit Motorcycles has enough plug-and-play parts in their catalog to turn any Triumph modern classic into a passable café racer. But the Spanish shop also knows how to take a bike like the Triumph Thruxton, and turn it into something truly spectacular. With over 100 custom Triumph builds in their portfolio, they’ve learned a thing or two about how to make them click.
This Triumph Thruxton 1200 R is one of the most radical café racers that Tamarit has built yet. Its aggressive stance and exaggerated proportions are what catch your eye at first. But once you’re drawn in, you’ll spot an interesting set of mods—and some deft part swaps.
The Triumph Thruxton 1200 R is about as good a donor as you can get for this type of build. It’s one of few factory café racers currently on the market, with enough go to match its show. With 97 hp from its 1,200 cc parallel twin mill, and a mix of Showa, Öhlins and Brembo components, it’s no slouch.
That said, Tamarit saw fit to upgrade the Thruxton’s already capable running gear even more. They kept the Brembo brakes, but swapped out the Showa forks out for a set of upside-downs from the Öhlins Blackline range. A stealthy Öhlins steering damper adds extra stability to the front end.
Moving to the rear of the bike, Tamarit made a change that we haven’t yet seen on the Thruxton; they installed a Triumph Scrambler 1200 swingarm. Not only is it better looking than the original unit, but it’s also longer, stronger and lighter.
Gone is the OEM twin shock setup. In its place, Tamarit braced the swingarm and built a svelte bolt-on seat support with a new upper shock mount. An Öhlins unit connects the two, with a remote preload adjuster mounted just under the tail for easy access.
The bodywork is a mixed bag of custom and repurposed parts. Tamarit started by adapting a Triumph Speed Twin fuel tank to the bike, then fabricated a tapered tail section directly onto it, effectively creating a one-piece body. LED taillights are embedded into cut-outs at the back, with a slim seat flowing right up onto the back of the fuel tank.
Hit a button on a remote, and the whole body lifts up on a hydraulic shock, offering access to the Thruxton’s wiring. It’s a trick that Tamarit has used on a number of builds already, but we’re nowhere near sick of it yet.
The front fairing is a riff on Triumph’s own aftermarket part for the Thruxton, but with a few notable changes. For starters, the traditional headlight arrangement has been traded for a slim LED daytime running light, with a more powerful round LED light sitting lower down. Tamarit also lined the inside of it, with a dashboard that molds itself around a digital Motogadget speedo.
The Thruxton’s clip-ons are fitted with tiny Motogadget push buttons, and Rizoma grips, mirrors and bar-end turn signals.
To help the motor along, Tamarit installed a pair of Free Spirit pod filters, mounted on intake tubes that thrust them forward. The twin exhaust system comes from the Italian exhaust specialists Zard.
Going deeper, the team rewired the bike with a Bluetooth-enabled Motogadget mo.unit control box. But that presented its own challenge, since the Thruxton’s stock ECU is extremely fussy about what it’ll work with. In the end, Tamarit found an additional box that acts as a conduit between the OEM ECU and the new brain.
Other mods include a generous sump guard, that also doubles as a radiator protector, and a custom-made front fender. The stunning 17” wheels come from Canyon, and the tires from Pirelli. No stone was left unturned—which is why it’s no surprise that this build took almost a year to complete.
Taking the build over the finish line is an elegant black paint job, and a lot of chrome. Tamarit chrome-plated obvious parts like the swingarm and wheels, then went even further by stripping, chroming and re-assembling the brake calipers. Custom engine and tank badges, and a contrasting Tamarit logo on the swingarm brace, add tasteful finishing touches.
The Thruxton’s stretched, forward-biased design likely won’t appeal to everyone. But there’s one person that’s a big fan: Tamarit’s client. He traveled all the way from California to Tamarit’s shop to take delivery of the bike in person, and has already ordered another custom Triumph from them.
We’ll count that as a win.
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