Custom Motorcycle Builds

[DaveM]

EXIF Picks: Rad Relics from Mecum’s John Parham Collection

It’s not everyday that you can bid on museum-caliber bikes, and Mecum’s upcoming auction at the National Motorcycle Museum in Anamosa, Iowa, is full of heavy hitters. The collection hits the market from the estate of John Parham, who founded J&P Cycles with his wife Jill in 1979. Having amassing one of the best private motorcycle collections in the country, John unfortunately passed away in 2017, and 300 of his bikes will be finding new homes.

With everything from road-racing Harleys, hill climb bikes and trick European racers in the collection, there’s plenty to see. Mecum is hosting the sale September 6th through the 9th, and if you’re in the midwest, do us a favor and bring one of the following bikes home—preferably the XRTT.

1971 Harley-Davidson XRTT The XRTT 750 is the most beautiful road-going Harley ever built, that’s a scientific fact. Okay, it’s more like an educated opinion backed by sources, but I welcome your challenges in the comment section. A road-racing version of the wildly successful XR750 flat tracker, the XRTT is a stunning, purpose-built piece of Milwaukee iron.

Harley’s KR750 was a dominant force in flat track racing, so why wouldn’t it work on pavement? Back in the 1960s, you could modify your KR for asphalt through HD’s parts catalog, or buy a factory-built KRTT and go racing in AMA Class C.

New rules from the AMA in 1969 leveled the playing field for British marques, and sent Harley back to the drawing board after seeing the KR750 struggle to compete. Hasty development of an XR750 racing engine based on the 900 cc Sportster, resulted in an iron-head mill that went into nuclear meltdown regularly, until a new top end was developed for ’72.

The new alloy XRTT (and some irons as well) gave European makes a run for their money in ’72, especially in the Transatlantic Match Races, but that’s another story altogether. This 1971 XRTT was piloted by Ohio’s George Roeder, who came within inches of a Grand National Championship in 1963 and 1967. The XRTT is powered by the updated alloy-head 750 engine, and is sporting a beautiful restoration with timeless HD orange and black paint and Roeder’s No. 94. Mecum estimates Lot S142 will bring between $40,000 and $48,000.

1949 Vincent Black Shadow The iconic Vincent Black Shadow is without-a-doubt one of the best motorcycles ever built. It was lightweight and well-designed with the 998 cc engine as a stressed member, and of course, it went like stink. The air-cooled, 50-degree twin was good for 55 hp, and propelled the Black Shadow to 125 mph in stock trim. Off the showroom floor or on the salt flats, the Black Shadow was indeed the world’s fastest motorcycle.

The Black Shadow would remain a speed freak favorite for years after production ended in 1955, and several American tuners perfected the bike for drag use. Minnesota-based Bill Lehmann was one of the best, and his supercharged fuel-burning Black Shadow drag bike is certainly one of the highlights of the Parham Collection.

Lehmann’s Shadow was based on a custom rigid chassis with a short Hagon inverted fork, a Harley clutch and a Burkhardt Engineering transmission. Engine output was maximized by pushing the V-twin to 1,200 cc, and installing rare Vincent Black Lightning heads. A nitromethane/alcohol blend was drawn through the SU CV carburetor and force-fed by a belt-driven supercharger from a small British car.

Rad by any definition, Lehmann’s ’49 Black Shadow is a drag racing time capsule, and one of the wildest Vincents in existence. Mecum estimates Lot F48 will sell for between $50,000 and $60,000.

1937 Brough Superior SS80 Walking out on your father’s motorcycle business to start your own right down the street is definitely a cheeky move. Even more so if you take his name, and add ‘Superior’ to the end. But if your aim is to build the best motorcycle out there, George Brough did indeed have a superior way of doing things.

Brough went out on his own in 1919, and his Brough Superior motorcycles cost nearly as much as the average person made in a year. For your sizable investment, you received a bike that was tailored to your personal taste and specification, and each Superior was fully assembled, and then disassembled for paint and plating. Brough would personally guarantee that each bike performed as it should, and in the case of the SS80, that meant it would achieve a top speed of at least 80 mph.

The SS80 was one of Brough’s earliest successes, with production starting in 1922, and ending with the outbreak of WWII in 1939. Initially, the SS80 was powered by a side-valve J.A.P. engine, and Brough became the first person to top 100 mph at Brooklands on a side-valve with one of these machines. From 1935 on, Brough used 982 cc V-twins from Matchless with modified bottom ends for the SS80.

Equipped with a brilliant alloy fuel tank with knee pads, the Brough Superior SS80 is a wonderful example of classic pre-war British bike design. Mecum expects Lot S131 from the Parham Collection to bring as much as $120,000.

1954 NSU Sportmax Sporting a massive silver-bullet fairing and a super complex little 250 engine, this 1952 NSU Sportmax may just be the most quintessentially German motorcycle ever built. Evocative of streamlined Mercedes and Auto Union race cars of the 1930s and ’40s, this NSU brings us back to an era when aerodynamics were unlimited in road racing.

BMW reigns king of the German motorcycle manufacturers today, but for many years that title belonged to NSU. Neckarsulmer Motorrad started building motorcycles in 1901, and they supplied motorcycles to the German army in World War I and II. In fact, NSU manufactured those goofy half-track bikes with a single steer wheel out front, called the Kettenkrad. In the 1930s and mid ’50s, NSU built more motorcycles than anyone in the world.

The NSU Racemax was the factory’s works machine for 125 and 250 cc road racing, instantly recognizable for its massive aluminum ‘dust bin’ fairing. The works bikes were very complicated and impractical for privateers, so NSU made a small number of Sportmax bikes available that were based on Max and Super Max models.

The 247 cc OHV four-stroke used in the Sportmax employed a pair of rods, similar to connecting rods, to operate the valvetrain—technology Bentley used in the ’20s. 250-class Sportmax bikes weren’t tuned as hot as the works bikes, but were good for as much as 20 hp.

These streamlined NSUs were quite successful in Grand Prix racing, with notable pilots like John Surtees and Mike Hailwood in the saddle, and NSU took home a World Championship in 1954. Unfortunately, the sanctioning bodies involved later banned large fairings after a bad experience with crosswinds. From then on, front fairings were not to enclose the front wheel.

The 1954 NSU Sportmax in the Parham Collection is an awesome piece of road racing history, but it’s worth noting that this particular bike is listed by the National Motorcycle Museum as a replica. As such, Mecum estimates Lot S15 will bring between $6,000 and $7,200.

1951 Sunbeam S7 Admittedly, we find ourselves most attracted to cool customs, or bikes with notable competition history, but sometimes it’s hard to ignore a bike that’s interesting, or just plain weird. I wouldn’t call the Sunbeam S7 weird, but it’s definitely unique. I mean, look at that longitudinally-mounted twin and balloon tires?

John Marston started Sunbeam Cycles back in 1887 with a focus on high-quality bicycles. He started experimenting with motorized bicycles around 1903, but it didn’t go well, and apparently someone was actually killed. Marston dabbled with automobiles afterward (completely separate from Sunbeam Motor Car Company), but reluctantly returned to motorcycles around 1912.

Marston’s Sunbeam motorcycles fit the standard for British bike designs of the era, and boasted modest performance (understandably so), and Marston marketed his bikes as ‘The Gentleman’s Machine.’ Marston passed away in 1918, but the production of Sunbeam motorcycles continued on.

Sunbeam is best known for its S models, which were manufactured between 1949 and 1956, and that’s where things start to get a bit strange. Sunbeam was acquired by BSA, and BSA had received the design of the BMW R75 in reparations after WWII. But the Brits were worried about the bike looking too German, so the boxer had to go.

A longitudinally-mounted 500 cc twin took its place, and propelled the S7 via shaft drive. Early bikes suffered severely from engine vibration, and the bronze worm gears in the shaft drive could strip from nothing more than excessive throttle. Sunbeam’s solution was nothing more than detuning the engine!

Despite these design faults, the early S7 model commands a premium over the S7 Deluxe and S8 models today. If the S7 from the Parham Collection is indeed one of these early models, Lot F51 could be a bargain at the estimated $7,000 to $8,400. [Mecum]

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[solomon]

View: https://m.youtube.com/watch?v=qTnz7_S6QSw


That's nice. Tasteful.

 

[DaveM]

London Calling: 40 images from the Bike Shed Show

Watching thousands of people flood into London’s Tobacco Docks for the Bike Shed Show, it’s amazing to see what can grow from a mere love and admiration for custom motorcycles. The Bike Shed started as a custom motorcycle blog in 2011, but eventually grew into a restaurant, retail space and gear brand. It first opened in London, and then expanded to Los Angeles last year.

Now the brand has put on more than 13 of these custom shows between London and Paris—so it’s safe to say they’ve cracked the formula. So much so, in fact, that the Bike Shed Show often sits on many a custom builder’s calendar, as the deadline for whatever project they’re working on.

The show not only features a ton of custom bikes with lots of variety, but also has live music, great food, top vendors from all over the world, and panel discussions with brands and builders.

This year’s London edition show took place at the end of May at the Tobacco Docks, a large, two story warehouse building constructed in 1812. Stone walkways lead from room to room, each hosting a different array of custom machines. The ‘Great Gallery’ was for garage builders without well-known shops, with more grassroots builds downstairs in ‘Shed Row.’ Mini bikes and electrics occupied the ‘Future Room.’

So you had a 430 hp Suzuki sitting next to a motorcycle that’s pulled a wheelie while going over 200 mph, right next to a Triumph Tiger chopper, a Honda Cub, and a Sinclair C5 recumbent E-bike thing. Other highlights included modern engines and chassis shrouded in 80s superbike bodywork, a scooter powered by a KTM LC4 engine, and even a bike that was completely virtual. (It existed only as an augmented reality design, shifting from cruiser to sport to adventure, right there in front of viewers as they pointed their phones at it.)

Major OEMs supported the show too. A dozen custom BMW R 18s formed a circle in the middle of the downstairs walk—perfectly viewed from the upper balcony, but easy to reach for closer inspection. From ape-hangered custom cruiser to a fastback flat-track inspired build, there was an impressive range of styles applied to the heavyweight airhead.

Indian Motorcycle unveiled the custom collaboration between Cheetah and Sideburn Magazine—a monocoque FTR 1200 with incredible hand engraving and stone inlay details. Norton Motorcycle’s new V4CR broke cover for the first time, showing a new, café racer-inspired take on the brand’s high-performance V4 platform. And Royal Enfield brought a few bikes from their own custom program.

The sprawling venue was easy to navigate, and it seemed like wherever you were, you weren’t too far from a bar or a bathroom. Food trucks lined the docks outside the venue, offering everything from fresh scratch-made pasta, to Korean fried chicken or smoked barbecue. There was live screen printing, leather jacket painting, and even one artist finishing a photo-realistic black and white pencil sketch.

The Bike Shed Show went from Friday night until Sunday evening, but the Bike Shed locations in London and Los Angeles are permanent structures, with custom bikes on display year-round. And if LA is closer to you than London, there’s good news—a Bike Shed LA show is already being planned.

The Bike Shed | Images by Shane Benson

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[DaveM]

SHOWTIME: Racing Mister Fahrenheit Film.

A fortnight ago we showcased the sensational Moto Guzzi sidecar, Mister Fahrenheit, dreamed up by the late great Bobby Haas and brought to life by the master Craig Rodsmith, for their attempt on a world land speed record. Now we can announce a captivating new documentary feature film, from Dallas-based award-winning filmmaker Michael Rowley: Racing Mister Fahrenheit. This is by no means a sequel...

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[DaveM]

Desert Raider: A Yamaha Ténéré 700 with retro Dakar style

Modern adventure bikes like the Yamaha Ténéré 700 seldom get customized. It’s partly because they’re purpose-built machines, designed to go anywhere—and any modifications outside of the usual dual sport remit can undermine that usability. But it’s also because a Ténéré 700 is a more complicated machine than, say, a vintage Yamaha XT500.

So why exactly did Gas & Oil Bespoke Motorcycles decide to customize this particular Yamaha Ténéré 700? The answer is simple: it was wrecked, and it had already served its purpose. So why not?

The 2020-model T7 belonged to a friend, who had bought it to travel from the Czech Republic, where Gas & Oil is based, to New Zealand. “Unfortunately his route ended prematurely in Iraq, when he had a frontal impact with a car, that was overtaking another car, that was overtaking a truck,” explains the workshop’s founder, Matej.

Matej’s friend managed to get himself and the bike back to Czechia, but his insurance wasn’t playing ball. “He decided to sell what was left of the motorcycle, fly over to New Zealand, buy another Ténére there, and at least travel across the island. We were left with a smashed machine without a front wheel or forks, a smashed water cooler and a few broken electrical components, but with a good frame and the engine still running.”

“Our intention was obviously to create a classic bike with the pleasant perks of modern components, which turned out pretty damn well. We chose a more difficult path, because using old components on a new motorcycle isn’t that hard—but it’s not that functional. We wanted to have good suspension, good lightning and good riding, but with late-70s looks.”

Providing extra inspiration was the 1979-model Yamaha XT500 that was parked in the Gas & Oil workshop. Coincidentally, the older XT and newer T7 had almost the exact same mileage on the clock, showing around 36,000 km [22,369 miles].

“I guess everyone that’s into motorcycling has their favorite era,” says Matej. “Since this wasn’t a customer project, but a personal thing, we chose the French 1970s, when some event called the Paris-Dakar Rally was trying to find its place in the world.”

“For the first year of this legendary event, the French Yamaha dealer Sonauto prepared a few XT500s. The modifications were far from today’s professional attitude, and consisted of a bigger tank, and different suspension, exhaust and seat. And one of those machines, ridden by Cyril Neveu, actually made it first to the finish line. So our main motivation was to build a modern tribute to these grandfathers of today’s enduro motorcycles.”

Gas & Oil’s first mission was to get the Yamaha Ténére 700 back on its feet, so to speak. Through some deft fabrication work, they managed to hook up a set of lengthened WP Suspension forks from a KTM, with a set of KTM 690 Duke yokes. The front hub was re-laced to a 21” D.I.D. rim, with a custom-made axle to attach it to the upgraded forks.

Next, the crew laced up an 18” Excel rim out back, then wrapped both ends in aggressive dual-sport rubber. A TFX shock props up the rear.

Not much has changed on the T7’s frame, but its bodywork is all new. A handmade aluminum fuel tank takes center stage, styled after the long range reservoir on the Dakar-spec XT500. A retro-style bench seat sits behind it, covered in a waterproof synthetic material.

The side covers are bespoke aluminum parts, the plastic fenders are from Acerbis, and the fork guards are from UFO. The luggage rack is an actual vintage part, adapted to fit the T7.

Most of the fettling that was done to the frame was focused on the back half of the bike. Gas & Oil modified the subframe to mount the seat and rear fender, and added a cover to hide away the bike’s electronics. They also fabricated a mount for the license plate and rear turn signals.

A laser-cut radiator cover plays host to the front turn signals, while a generous sump guard protects the bike’s tender bits. Gas & Oil also installed an upgraded Muller Motosport air box, a Shido Lithium-ion battery, and a Magura hydraulic clutch.

The guys could have bought an off-the-shelf headlight nacelle, but they wanted a very specific look. So they 3D-printed their own unit, equipping it with a pair of lights from LSK. Then they built a structure out of laser-cut plates to hold it, the lights, and some key electrical bits.

A set of Renthal handlebars sits further back, with a 3D-printed mount that holds the original dashboard. Other upgrades include a Kedo chain guard, heavy duty foot pegs and tiny Motogadget LED turn signals. A Sharon exhaust muffler provides the soundtrack, fitted to the stock headers by way of a stainless steel connector pipe.

Matej and co. opted for a period correct livery to drive the point home, wrapping the bike in white and black with a handful of tasteful graphics. “Since we were the ones paying for all this fun we were forced to stay in budget,” he adds, “but we had help from Yamaha Czech Republic, who got as excited as us for this project.”

Kudos to Gas & Oil for turning a busted up adventure bike into a true neo-retro rally bike. If there’s a better use for a crashed Ténére, we don’t know what it is.

Gas & Oil Bespoke Motorcycles | Facebook | Instagram | Images by Jakub Frey

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[DaveM]

FALCON: Yamaha MT-25 by Treasure Garage.

It is no secret that the Yamaha MT range has not only been a huge hit for the Iwata factory but has also become a fan favourite around the globe in the motorcycle scene. The range is all naked in style and designed to deliver usable torque, but the engines vary greatly in size, from 125cc to a massive 1700cc and you can have an MT with one, two, three or even four cylinders. But no single country...

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[DaveM]

Analog Dreams: A Moto Guzzi Le Mans café racer from Austria

Despite their growing rarity and cost, the allure of owning, wrenching and riding a vintage machine is strong. Older bikes have a certain je ne sais quoi—the vibration, the thunderous sound, the smell of warm oil and fuel. A vintage Moto Guzzi Le Mans, for example, can be downright intoxicating.

Martin ‘Sewy’ Fischer knows the potent attraction of classic motorcycles well. This 1982 Moto Guzzi 850 Le Mans III café racer, named ‘Latisana’ after his favorite little Italian town, was his gateway drug into this scene. “I got infected by the café racer style and culture many years ago,” he says, “and this project was the first outcome of this affection.”

Sewy was working in the digital communications and marketing department of a major Austrian OEM at the time, and felt like he was losing touch with what it really means to work with motorcycles. “I also became more and more disengaged with every new generation of an even more perfect motorcycle,” he adds. “Full of gadgets, but lacking soul.”

Sewy decided to build a café racer in his spare time. Inspired by the long, low racing machines of the 60s and 70s, and needing a healthy dose of spirit, the Moto Guzzi 850 Le Mans III was an obvious choice as a donor.

The Le Mans III is often overlooked these days, with a lot of people lusting after its older siblings (the Le Mans 850 and Le Mans 850 II). However, it has been said that the Mk.III (as it is colloquially known) is much more of a rider’s motorcycle. Moto Guzzi’s famous Tonti frame supplies a telepathic ride—especially when going gets twisty.

Sewy was off to a good start, then. Focusing on aesthetic and reliability improvements, he removed the factory bodywork, and replaced it with molded fiberglass parts. The tank is based on an unknown racing motorcycle from the 1970s, which Sewy was able to make a mold from.

The fiberglass café racer hump, black leather seat and rear fender are also custom made. Combined with the black, red and white paint job, the new bits give the Le Mans the long, low silhouette that Sewy was aiming for.

Next, a fresh set of 18” Akront rims was laced to the stock hubs, with low clip-ons mounted below the custom top fork clamp. The factory air-assisted front forks were overhauled and dropped through the clamps a few inches, while a pair of adjustable Koni shocks were fitted to the back end. Tarozzi rear-sets round out the rider triangle.

The engine and transmission also had a good once over. The cylinder heads were overhauled, the valve covers were polished, and a pair of aluminum velocity stacks were fitted to the Dell’Orto PHF36 carburetors. An electronic ignition was fitted too, as was a small, more powerful battery (it’s hidden under the swingarm).

There’s new lighting all the way around, the most notable of which is the vintage headlight, which kind of looks like an old BMW unit. Finishing touches include an electronics tray that doubles as a inner rear fender, and an engraved transmission plate. The bike also sports a pair of Lafranconi mufflers, which we know sound incredible.

After the bike was built, Sewy used it as his personal ride for a few years—and even took part in the café racer sprint race at the Glemseck 101 festival, twice. But he eventually decided to part with it.

“I sold the Guzzi to a customer in Vienna, who is totally in love with it, and I’m going to use the money to fund a follow-up Guzzi in the same style, since I still have the molds for the fuel tank,” he explains. “Apart from that, I’m currently building an endurance racing-inspired four-valve Moto Guzzi.”

The good news is that both of these projects won’t have to happen after hours. Sewy had so much fun building and riding his Le Mans, that he eventually quit his job and opened a full-time moto workshop, Sewy Motorcycles.

“I’ve exchanged a desk for a workbench, and endless meetings for greasy hands,” he says. “From the digital back to the analog world, so to speak.”

Sewy Motorcycles | Instagram

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[DaveM]

Genuine Article: Peter Fonda’s Panhead from The Wild Angels

Warning: Pot-stirring chopper inbound, avert your eyes now.

If I asked you to name a chopper film, 99% of those polled would respond with Easy Rider—a fitting response for the genre-defining cult classic. But the iconic trio of Peter Fonda, Dennis Hopper and Jack Nicholson had all starred in their own chopper films before Columbia gambled on Easy Rider in 1968.

Hopper played the antagonist in a not-so-good film called The Glory Stompers in 1967, and Nicholson in Hell’s Angels on Wheels was decidedly meh that same year. Of the three, Fonda’s lead role in The Wild Angels in 1966 was the strongest, and reinforced his status as one of the most prominent counterculture figures of the day. All of which sets the stage for Captain America and Billy in 1969, as a sort of farewell to the genre.

While it’s not as strong a film as Easy Rider, The Wild Angels has become somewhat of a cult classic for those who can appreciate the trippy chaos of early biker movies. Peter Fonda stars as Heavenly Blues, the leader of a California motorcycle gang, and his 74 ci Panhead chopper plays a central role in the show. 93 minutes of sticking it to the man, The Wild Angels is a more angsty film about the biker lifestyle, but doesn’t paint as broad a stroke across the counterculture spectrum as Easy Rider.

The film reaffirmed that moviegoers were buying into the motorcycle scene, even its rougher elements, and went on to be one of the highest-grossing low-budget productions of its time. Critics detested it however, with noted film critic Leonard Maltin calling The Wild Angels “OK after about 24 beers.”

The Dragon Bike and the Captain America Bike are both modified rigid Panheads, but the two HDs couldn’t be more different. The star-spangled Pan from Easy Rider is a rolling symbol of late ’60s rebellion, with a chromed frame, a tall king-and-queen saddle and a massively raked wide-glide front end. A show bike through and through, the raked-out Pan would have been a nightmare to ride daily, and Fonda admitted it really only worked on the open road.

With far more reserved geometry, the Dragon Bike is more representative of street choppers of the era. The neck appears unaltered, both wheels have brakes and the tanks look factory and retain the stock speedometer and bezel. With a little extra height in the chromed springer, a 21F/16R wheel combo, a tall sissy bar and a pair of fishmouth tips, the Dragon Bike still exudes period style, but it’s a machine that’s still meant to be ridden.

“In some ways, the Dragon is even more of a biker’s bike; it’s the granddaddy of all choppers and it cemented my role as the original, in chopper history.“—Peter Fonda

Its defining characteristic is a pair of hand-painted dragons on the tanks, believed to be the work of Von Dutch. In addition to being the father of modern pinstriping, Dutch’s art often featured pigs, spiders, dragons and all manners of beasts, and the tank art here bears more than a strong resemblance to other known Dutch works.

The Dragon Bike was on loan to director Roger Corman for filming, and the Panhead more or less disappeared after its debut on the big screen. Decades later, the bike was allegedly discovered as a basketcase, and a blog post from December 2008 indicates that 80-90% of its parts were together at that time. A letter of authenticity from Mil Blair, co-founder of Easyrider magazine, also dates from 2008, indicating that the bike was the real deal, along with ‘many of its original parts.’

The HD was later restored to its previous glory utilizing period photos and film, with great care taken to preserve original parts, paint and chrome wherever possible. Receiving only minor reconditioning, it wears its scrapes and chips well, especially on the tanks, which match the 2008 photos. Having seen the movie a dozen times, I was surprised to find that the bike is actually purple, as it appears more blue on screen.

So what’s the point, why care about some leaky old chopper just cause Fonda rode it in a low-budget film way back when? Well, consider for a second that the only existing Captain America bike from Easy Rider sold for $1.35 million in 2014, and that bike has some really convoluted history—let’s leave it at that. Mecum estimates that Peter Fonda’s Panhead from The Wild Angels will bring between $100,000 to $120,000, and by all evidence, it’s the more original piece by leaps and bounds.

Between the two, I’d rather display this fire-breathing Panhead every day of the week, but that’s probably just my contrarian nature (read all snooty like). Captain America is king, but as long as stubborn fools continue paying tribute to the kidney-belted, rigid-frame days past, even lesser-known machines like the Dragon Bike will keep skyrocketing in value. Color me uncultured for this deep dive into blockbuster HDs, but someone will laugh their way to the bank with this one someday, and I certainly wish it was me.

Peter Fonda’s Panhead from The Wild Angels is offered by Mecum as part of the John Parham Collection at the National Motorcycle Museum.

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[DaveM]

Kawazuki: A Kawasaki Z1000 with a Bandit engine

David Anderson is the raddest custom motorcycle builder that you’ve never heard of. He has zero online presence, and the only two bikes we’ve seen from him were built 12 years apart. But he has a 100% success rate at knocking our socks off.

His last project, a Husqvarna street tracker that he built before street trackers were cool, still holds up today. And his latest creation is equally awesome. Based on a Kawasaki Z1000, but powered by a hopped-up Suzuki Bandit 1200 engine, it’s a glorious celebration of the excess of the 80s.

David makes a living as a copywriter and brand consultant in Sweden, so custom bikes are just a hobby for him. He does it under the banner of ‘Krook Street Racing,’ which he calls his “own little make-believe race shop.”

“Like many Gen X-ers, I love 80s AMA superbikes,” he says. “But the problem is that 80s bikes are a little underwhelming to ride. I wanted that chunky ‘Fast Eddie Lawson’ race look, but in a bike that was lighter and faster.”

David kicked the project off with a 1982 Kawasaki Z1000J donor bike and the pieces of a Suzuki Bandit 1200 engine from around 2001. But there’s nothing stock about the motor now.

“It started life as a garden variety Suzuki SACS oil-boiler,” says David, “but I had it bored out and rebuilt by the Swedish former European Top Fuel champion. It is now ‘extra everything’; bigger valves, ported head, high lift cams, 1,216 cc high comp pistons, stronger con rods, and more. It’s got some shove, to put it mildly.”

Transplanting the Suzuki engine into the Kawasaki frame was a little trickier than what David had initially anticipated. “I think I fabbed four or five different engine mounts before I got the drive sprocket in the correct place, while at the same time allowing space for the flat slide carbs under the tank. Thankfully the Bandit 1200 engine is way lighter to lift in and out than the old mill.”

On the intake side, the Kawazuki’s Keihin carbs suck air through chunky RamAir foam filters. Attached to the opposite end of the engine is a custom exhaust system, from Racefit in the UK. It not only looks rowdy as heck, but it reportedly weighs a considerable amount less than the original system.

David also braced the Kawasaki Z1000J frame in several places, and rid it of any superfluous mounting tabs. The shock mounts were moved forward, while a friend with a large press stamped out new gussets to reinforce the frame triangle under the seat.

With the Suzuki engine taking up less space than the Kawasaki motor did, David needed a way to fill in the unsightly gap behind it. So he fabricated a catch tank to sit in front of the swingarm and welded in an aluminum blank-off plate to round things off. Look closely, and you’ll see a repurposed Yamaha rear hugger tucked away in there too.

The rest of the build’s parts spec just reinforces how good David’s judgment is. Gawk with us at the burly 52 mm right-side-up forks, swiped from a Yamaha V-Max and treated to a black anti-friction coating. Then cast your eyes to the rear of the bike, where new Öhlins shocks (finished in black) connect to a custom swingarm.

“It was made to my specs by GIA Engineering,” David adds. “I wanted to keep the original wheelbase, and most modern aftermarket swingarms are just too long.”

17” forged Aprilia wheels sit at both ends, wrapped in grippy Pirelli Diablo Rosso III tires. Getting them to fit involved executing what David calls the “AC Sanctuary mod,” which involves ‘widening’ the chain line to clear the wider rear rim. A skateboard wheel chain roller adds another stylish, albeit subtle, touch.

The brakes come from David’s compatriots at ISR, who were also kind enough to machine the yokes he needed to hold the massive V-Max fork stanchions. The cockpit sports wide ProTaper bars, with ISR brake and clutch levers that feature push buttons integrated into their mounting clamps. Under the hood, David rewired the bike with a Motogadget brain and installed a lightweight Lithium-ion battery.

A smorgasbord of smaller custom parts ties everything together—like the rear brake mount, handlebar risers and fork brace, and a pair of ‘wings’ that protect the radiator. “One of my favorite things about tinkering with bikes is looking over the shoulder of people who, as opposed to me, actually know what they’re doing,” he tells us. “This time I managed to pick up enough tips to do some TIG-welding and CAD-drawing of my own.”

“I designed many of the parts on my computer and then had them milled or printed. I wanted to keep the iconic ‘angular; original front fender, but like all of the original components it was super heavy, and didn’t conform to the curvature of a 17” wheel. So, I made a mold in Fusion 360, had it 3D-printed, and then did a carbon fiber wet layup.”

The fact that everything sits together so well with the Kawasaki’s blocky bodywork, is a testament to how sharp David’s eye is. From the wide ProTaper handlebars to the endurance-style fuel filler and twin taillights, there’s nothing we’d change. Even the olive green and orange paint job, which sounds awful on paper, is inspired.

And if the chunky carbon fiber number board and headlight arrangement remind you of Bottpower’s work, you’re right on the money. “The look and placement of the lights, and the second oil cooler under the number plate, was heavily inspired by Bottpower’s amazing Buell XB Racer,” David confirms, “which is still my favorite bike on Bike EXIF, ever.”

“It annoys me a little that I didn’t weigh the bike before I started, but according to the MOT man, it now weighs 202 kg with oil and half a tank of gas. I like to pretend that it could give Eddie’s 1982 race bike a run for its money at Laguna Seca—if only I could send it back through time.”

Although we’ll never know, what we do know is that this monstrous mash-up is another smash hit from Krook Street Racing. We’re itching to see what David comes up with next—we’re just hoping we don’t have to wait another 12 years to find out.

Images by CarlMagnus

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[DaveM]

THE NORIEL: Norton + Ariel bobber by Stile Italiano.

The middle years of the last century were a good time in the UK, the war had been won, the music was incredible and the nation’s motorcycle industry was absolutely booming. Brit bikes were getting it done on the track and proving to be the weapon of choice for street riders who wanted stunning performance, but of course there were those who had to go one better. To create the ultimate motorcycles...

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[DaveM]

The New Black: A Ducati Monster 821 by Rough Crafts

At this point in his career, Rough Crafts designer Winston Yeh is almost cheating. He has such an extensive catalog of top-tier builds, that he can pick and choose the best features of each, and end up with something fresh and fabulous. Which is exactly how he designed this diabolical Ducati Monster 821 café racer.

“It’s called ‘modular design’,” Winston hits back. And he might just be onto something. Rough Crafts is a hitmaker that rarely misses the mark—so why mess with a good thing?

On this project, Winston duplicated a subframe design that he’d used on a previous Ducati Monster, and modeled the fairing after the one on his groundbreaking BMW R nineT build. The scalloped bodywork, brooding livery, and thoughtful pin-striping are also typical Rough Crafts details, as is the bike’s kooky nickname; ‘Bologna Dogfight.’

“I wanted it to have those classic café racer lines,” Winston tells us. “A bit rounded and elegant—but still very recognizably Rough Crafts.”

The 2019-model Ducati Monster was chosen for the build simply because the client already owned it. But that suited Winston just fine.

“I’ve always been a big fan of the Monster, especially the 1200 and 821 platform,” he tells us. “The minimal bolt-on tubular subframe makes it very easy to modify with a custom tail. And even though there’s the more powerful V4 Streetfighter in the Ducati line-up, the simplicity of the L-twin engine still makes for a much better platform for a custom build.”

To kick things off, Winston pulled up the digital files for the aforementioned subframe design and had a new unit CNC milled. It’s far more compact than the stock arrangement, while still paying homage to the Monster’s love affair with trellised frames. Sitting up top is a 3D-printed tail cowl featuring a stunning two-piece leather seat.

The scalloped aluminum fuel tank is custom too. It’s adorned with a Rough Crafts fuel cap and a pair of handmade tank badges.

Up front, a 3D-printed fairing hosts a trimmed windshield, and a pair of vertically stacked Koso headlights. The parts might have all come from different sources, but the overall look is fluid and cohesive. That’s partly due to the slick livery, which includes carbon fiber inlays on all the parts, and double pin-stripes that trace the Monster’s new lines.

Peek behind the fairing, and you’ll spot a CNC-machined top yoke wearing integrated clip-on bars. Winston specced the Ducati with Motogadget grips and Beringer controls, but kept the OEM switches and dashboard, relocating the latter to mounting points on the new top yoke. A CNC Racing brake lever guard adds a little racing flair.

Moving to the suspension, Rough Crafts installed an Andreani cartridge kit in the stock front forks, and swapped out the bottom yoke for one from CNC Racing. A blacked-out Öhlins shock props up the rear.

17” carbon fiber wheels from BST help to save weight, while Pirelli Diablo Rosso IV Corsa tires offer sporty grip. The braking setup utilizes Beringer calipers with MotoMaster discs at both ends. The Ducati Monster 821 goes, turns, and stops pretty damn well in stock form, so we can only imagine how much fun it would be in this trim.

With the Monster almost completely murdered out, it’s impossible to ignore the elegant twin exhaust system that hangs off the right-hand side of it. At a glance, it looks like a pair of headers following each other into a pair of SC-Project retro megaphone mufflers. But the actual flow is two-into-one-into-two.

“I’ve always noticed that Ducati does this two-into-one merge super nicely on both the Monster 821 and the Scrambler series,” he explains. “It’s blended so well, that it looks like the dual headers just flow into each other. I decided to keep that, and then copy it where the collector splits into the twin mufflers.”

Other upgrades include Sato Racing rear-sets, a Sprint Filter air filter, and Koso LEDs to handle turn signal and taillight duties. Winston also added a neat carbon ignition trim from CNC Racing.

As usual, Winston worked closely with his coterie of local craftsmen to bring his vision to life. Rover Works Custom Paint handled the paint, Anodizing handled all the hard part finishes and Chirui Leather Custom tackled the upholstery. Artitek Ltd. was responsible for all the CNC work, MS Pro was on fabrication, SFC Simon Fiber Craft did the carbon trim, and 2 Abnormal Sides created the tank badges, and CH Moto helped out with the final assembly.

Does this custom Ducati Monster 821 tread familiar ground for the Taiwanese custom builder? Absolutely. But that’s no bad thing. As far as we’re concerned, the Monster has never looked this good.

If Rough Crafts offered this as a kit, we’d be hard-pressed to say no.

Rough Crafts | Facebook | Instagram | Photos by JL Photography

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[DaveM]

The Style of Speed: 2023 MotoGP race bike liveries, ranked

Although we usually fawn over custom motorcycles here at Bike EXIF, you can also find us glued to our screens during the MotoGP season. We love racing, and, by extension, racing motorcycles. The engineering on a proper MotoGP race bike is mind-boggling, and often trickles down to more high-end custom builds.

But the motorcycle itself is only part of the package. Once the engineers have built it, the team’s designers have the arduous task of mashing together the team’s corporate identity with a whole lot of sponsor branding, to create a livery that’s distinguishable at 200 mph.

It’s those liveries that are remembered years on, sometimes going on to become iconic. Who can forget Valentino Rossi’s yellow Camel-sponsored Yamaha, or Suzuki’s Lucky Strike era?

We’re roughly halfway through this year’s season, so we thought we’d hit pause and take stock of this year’s MotoGP race bike liveries. We’ve ranked them according to who we thought hit (or missed) the mark, and noted designs that we think will go on to be remembered.

10. GASGAS Factory Racing Tech3 Remember Tech3’s blue, silver and orange KTM from 2020? Or the blue GO!!!!!!! Yamaha from the early 2000s? How about last year’s Tech3 bike; mostly orange with a bold KTM logo splashed on the side?

This year’s Tech3 contender is nowhere as cool as any of those.

Rebranded as GASGAS Factory Racing Tech3, the pairing of Pol Espargaro and Augusto Fernandez are basically running KTM RC16s under the GASGAS banner (if you didn’t know by now, KTM owns GASGAS). So they’ve taken the same approach as last year, and kept the livery dead simple—the brand’s signature color, accompanied by their logo.

It’s not that dissimilar to the bikes that GASGAS fields in other disciplines, like motocross, enduro and rally racing. Except that the brand’s primary color is red… just like another marque who has much more experience in MotoGP. If there’s one livery that needs a serious injection of imagination before 2024, it’s this one.

9. CryptoDATA RNF The new CryptoDATA RNF livery would have landed at the bottom of the list, if not for the fact that, unlike GASGAS, they actually added some graphics to their bike. Using what the team punts as a “bold combination” of green, black, blue, red and rose gold, the team’s Aprilia RS-GP looks like each part of it was conceived by a different designer, without each one knowing what the other was doing.

Parts of it look great. But throw it all onto one canvas, and it’s a mishmash that’s seriously lacking in cohesion.

We’d wager that this one’s not the fault of the team’s designers though. RNF has reinvented itself for 2023, swapping from Yamaha to Aprilia for their bikes, and from WithU to CryptoDATA as their title sponsor. Chances are, the graphic designers behind this were handed an impossibly long list of colors and motifs that had to be included.

The mass of blue used up front looks great, as does the olive green tail section. But the line that divides them (they call it rose gold but it’s closer to a faded coral pink) doesn’t do the bike any favors And spare a thought for the Italian dairy company, Sterilgarda; they must have been the last sponsor to sign on, because their logo looks like it had to be tacked on at the last minute.

8. Yamaha Factory Racing If you don’t know Aldo Drudi’s name, you’ve definitely seen his work. He’s been responsible for countless helmet designs and race bike liveries, and he’s designed all of Valentino Rossi’s helmets. Drudi penned this year’s Yamaha MotoGP design too—but despite his pedigree, we’re not feeling it.

Last year’s Yamaha bike was slick and menacing; a striking blue and black design punctuated by Monster Energy logos that somehow managed to not look garish (as Monster Energy logos normally do). This year’s bike keeps that color scheme, but mixes in some grey to splash the YZR-M1 in an urban camo-inspired design.

Yes—urban camo. Welcome back to the mid-90s. Vanilla Ice would approve, no doubt.

The YZR-M1’s ‘funky’ design is likely a bid to appeal to a younger audience. But, like a balding, middle-aged man in skinny jeans and Converse sneakers, it’s trying too hard.

7. Ducati Lenovo The biggest news out of the factory Ducati camp at the start of the season, was that Pecco Bagnaia had opted to run the #1 plate on the front of his bike this year. It’s a bold move from the defending champion; the last time someone won back-to-back championships with the #1 plate was when Mick Doohan did it in 1998. But it’s paid off so far.

The second biggest news, was that Monster Energy had come on board as a sponsor. As for the rest, most of the Desmosedici GP’s design remained unchanged for 2023, save for a few subtle tweaks.

Which is fine… I guess. Ducati has been racing in MotoGP for 20 years now, and pretty much has the monopoly on red bikes. Sure, it’s not as stylish as the tricolor design that Rossi and Hayden piloted in 2012, or as cool as that time that Fila sponsored the team—but it’s not the worst-looking bike on the grid.

6. Mooney VR46 Racing Valentino Rossi’s team is another that hasn’t changed its livery much (or at all) for 2023. But that’s a good thing.

Luca Marini and Marco Bezzecchi’s satellite Ducati race bikes wear a black base coat, with bold stripes running down the sides. One is in Rossi’s signature yellow, and the other an orange hue to represent the team’s title sponsor, Mooney.

It’s a striking color combination, but what really makes it great, is how well the graphics complement the silhouette of the bike. Despite the fact that there will be no less than eight Ducatis on track this year, the VR46 team won’t have any trouble being spotted.

Of course, we wouldn’t be opposed to an audacious all-yellow livery, either.

5. Red Bull KTM Factory Racing Did the KTM factory team even update their livery for 2023? We can’t tell. Is there anything going on here other than a massive Red Bull logo? Unsure. Does the RC16 look wildly cool and lightning fast? Yup.

Remember when tobacco brands were allowed to sponsor race teams? That era produced some of the most iconic liveries ever seen. Ducati and Marlboro, Honda and Rothmans; you’re picturing them as we list them, right?

Here’s the deal: energy drink companies are the new tobacco sponsors. In fact, Red Bull isn’t even an energy drink company any more—they’re an enormous sports media company that also happens to produce an energy drink.

Just like Red Bull Racing’s F1 cars, the Red Bull KTM factory bikes are already iconic. 20 years from now, we’ll be remembering Brad Binder and Jack Miller’s glory days together—and commenting on how rad the KTMs of the 2020s looked.

4. Aprilia Racing The 2023 season will be notable for Aprilia for two reasons. For starters, they’ll have an extra two bikes on the grid, running in the RNF Aprilia team. Secondly, they’ve lost their concessions, courtesy of Aleix Espargaró’s standout 2022 season.

One thing that hasn’t changed, is Aprilia’s race livery. The factory team’s RS-GP race bikes wear the same black, red and purple colors that they did last year, with little to no changes. And we’re totally fine with that.

Sans-paint, the RS-GP is the best-looking bike on the grid. And the combination of a black base coat with kinetic red and purple stripes only improves it. Standing still or in motion, the Aprilia A-team’s RS-GP is simply one of the best-looking bikes on the grid—even if its riders are struggling to put it on the podium right now.

Our only gripe? It needs more purple. Much more purple.

3. Gresini Racing Gresini’s 2022 bike smashed together the team’s Pantone 2122 blue with Ducati’s signature red. But it felt a little slap dash.

The team’s designers have cleaned up the Gresini bike’s graphics for 2023, and it looks sharp as heck. There’s a clearer division between the powder blue and red, with red stripes cutting their way across the middle of the bike. A lick of white on the grips and inside the fairing wings add a neat touch.

The sponsor logos don’t vie for attention—and, best of all, the design on Alex Marquez and Fabio Di Giannantonio’s leathers integrates perfectly when they’re in attack position.

So far, they haven’t been able to squeeze as much performance out of the Desmosedici GP as what Enea Bastianini did last year. But there’s no doubt that this is one of the best looking machines on the track.

2. Repsol Honda It’s turning out to be a difficult year for Repsol Honda. They’re the only team with two MotoGP champions on their team, but Marc Marquez and Joan Mir have spent more time in the gravel than at the top of the timesheets so far this season.

One thing that hasn’t changed, is Honda’s relationship with Repsol. They’ve been in this together for almost three decades now—so it’s no shocker that their livery has stayed the same for 2023.

The Honda RC213V once again wears its signature white, orange and yellow Repsol graphics. Although this year, they seem to have tweaked them to be ever so slightly brighter, making the bike pop even more than before. (Bonus points for orange wheels, too.)

There’s no denying it—Honda and Repsol are an iconic pairing. And that makes the RC213V the closest thing to a modern classic currently in the MotoGP paddock.

1. Prima Pramac Racing Pramac kicked off their 2022 season with a frenetic white, blue and red livery. Then the Italian insurance company Prima signed on as a title sponsor, and Pramac changed their design mid-season. Blue was swapped out for purple (Prima’s corporate color), and the team’s Desmosedici GP went from distinctive to completely unmissable.

There’s a big difference between shoehorning a new color into an existing design, and creating a livery from scratch with an established palette. Which is exactly why the Prima Pramac Racing design has come into its own for 2023.

The red hue seems like an obvious nod to Ducati—but it’s actually Pramac’s corporate color, and substantially brighter than Ducati’s red. It’s splashed onto a striking white base and interspersed with the purple bits, with the whole design tapering to the rear

The new look is somehow more tidy and more chaotic than before. And as it stands, it’s the best looking bike on the grid—and one of the fastest.

Image sources: MotoGP.com, Ducati Press, KTM Press

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[DaveM]

Speed Read: A Yamaha MT-25 street tracker from Bali and more

This week’s edition of Speed Read is a pick ‘n’ mix of interesting machines from all over. We start with a Yamaha MT-25 from Indonesia, then look at Australia’s fastest Honda CT90. A Danish company offers us an electric bike with a suitcase for a tank, then a German garage builder transforms a 1990s Triumph Thunderbird Sport.

Yamaha MT-25 by Treasure Garage Underlining the extreme popularity of Yamaha’s naked MT range is a fascinating fact; you can buy an MT with one, two, three, or four cylinders, depending on where you live in the world. We can’t think of another manufacturer who has this level of versatility in their range.

We’re looking at the smaller end of the MT spectrum today with this 249 cc, twin-cylinder Yamaha MT-25 street tracker. It’s been artfully reworked by Imanuel ‘Nuel’ Prakoso and his outfit in Bali, Treasure Garage.

Due to budget constraints, the team started with an older model as a donor bike. Earlier models had spindly little front forks so they started by ripping these off. A set of upside-down forks from a later model MT was installed, along with a twin braking setup.

Blessedly, the stock MT fairing and lighting also found their way into the bin. In its place is a custom unit, complete with twin stacked LEDs. It looks approximately 3,995,739 times better than the factory design.

All the bikes’ bodywork was actually replaced, shaped by hand from sheet metal. After the rear subframe was shortened, the single-piece tank cover and seat unit was designed to fit over the MT’s awkward frame design. The ‘winglets’ on either side of the tank house some sneaky custom indicators, for the eagle-eyed amongst you.

The side covers and top tank cover were crafted from carbon fiber, which looks great against the blue paint. The diamond-embossed black seat with contrasting blue stitching ties into the overall theme perfectly.

The bike’s instruments were integrated into the carbon fiber part of the tank cover for a clear view over the new handlebars. Sporting all-black grips, switches and mirrors, it’s got a mean look to it that we are all about.

The engine was left mostly alone. However, like most great custom builds, this one sports a full custom exhaust system, terminating in an Akrapovič muffler with a carbon cover. A pair of Michelin Pilot Sport tires were spooned on, rounding out the build sheet.

We don’t know many people who would call the factory Yamaha MT-25 good looking, so what Treasure Garage has done is exemplary. With the high quality of the finishes, you wouldn’t for one second think this was a ‘budget’ build.

You could say they are providing a valuable public service, by saving the world, one ugly MT at a time. [Source]

Honda CT90 land speed racer by SXK Moto No matter where you are from, you should be familiar with the Honda CT90. It was sold around the world before production mostly ended in 1979. We say ‘mostly,’ because there are a few places in the world where the CT90 went on to become as iconic as Vegemite on toast.

Yes, we’re talking about Australia and how Big Red’s scrappy scoot went on to dominate the local mail delivery industry. Before Amazon, before eBay, before almost every delivery method down under, there was the Honda CT90—or as we call it, the ‘postie bike.’ Some say they emerged in the late Cretaceous period and survived, virtually unchanged until they reluctantly evolved into the CT125 that they are today.

Straight from the Japanese factory, the Honda CT90 had a mind-boggling 7 hp on tap. The carbureted 89 cc powerhouse had an aluminum head, a dual-range gearbox, and… not a lot else, to be honest.

This postie bike, however, does have a lot else. This extreme CT90 was built by Matt Sheppard and Matt Kennedy, two enterprising Aussies that have joined forces to form SXK Moto. Based out of their workshop in Enfield, South Australia, they have built what is (possibly) the world’s fastest postie bike.

That’s right, this mail delivery machine lives for the salt flats. The boys wanted to compete in the 100-MPS-CG class (meaning up to 100 cc, modified, partially streamlined, classic and running on regular gasoline), and the CT90 seemed like the perfect starting point.

Matt ported the head and fitted a new intake manifold and exhaust. A 28 mm Yoshimura downdraft carb delivers the fuel and, amazingly, there’s a performance camshaft inside. Also, Matt found that by using a Honda CB175 piston (and some persuasion) he could get a bit closer to the 100 cc limit.

The hotted-up engine was then transplanted into a highly modified Honda CT110 frame. The front end was raked out, a steel wrap-around fender was fabricated for the front wheel (to slice through the air), and a Yamaha RD350 fairing was fitted. New handlebar mounts and a modified seat setup got Matt’s six foot-plus body tucked in behind the new fairing.

With the fabrication done, the bike got a fresh coat of paint to make it extra slippery.

The bike was completed just a few days before Speed Week, so the real test runs had to wait until the salt flats opened. After waiting for the weather and working through a few electrical and fueling issues, Matt was rewarded with a timing ticket of 66.06 mph. His average speed for all of his runs was 62.81 mph—the new Australian record for the 100-MPS-CG class.

“As a fun side note,” quips Matt, “I can’t find any info on a Honda CT90 with the standard engine going any faster. Is this the world’s fastest CT90? Maybe…” [Source]

Poulsen Motors electric motorcycle Tank bags are a bit dorky, but you can’t deny their convenience. Plus there are companies out there that make tank bags that actually look good. Well, if you like tank bags then you’re going to love this electric bike from Poulsen Motors in Denmark.

Poulsen has eschewed traditional motorcycle design in more ways than one. The first and most obvious way is something we’ve never seen before—using the tank space to stash a copious amount of luggage. Since an electric motorcycle has no need for fuel storage, Poulsen has flipped the script.

What we’re essentially looking at is 60% motorcycle and 40% tank bag. Poulsen calls their suitcase design a “lifestyle product that can be used with or without the bike.” They plan on releasing suitcase designs in different colors, sizes, and materials.

Buyers can choose which style they like or need, depending on their activities. Just nipping to the shops to grab a few things? Slip on a small bag. Going away for the weekend? Slide the full-size suitcase into place. Poulsen also plans to offer customers the same customization options for the seat.

But the funk doesn’t stop there. Poulsen has also designed their concept with a less-than-traditional frame design. According to their website, each part is designed so simply that the same part can be used in several different places as a way of cutting down on manufacturing costs. We’ll gloss over the fact that hub-centered steering systems are wildly more complex and far more uncommon (and therefore more expensive) than a traditional motorcycle fork, but we appreciate the sentiment and dedication to the craft nonetheless.

Smack bang in the middle of the bike sits the powerplant. It sports a beautifully designed casing and drives the rear wheel with a belt drive. Mono shocks and matching mudguards are used front and back, again to cut down on manufacturing costs. There are no range or power figures just yet, as the bike is still in the concept phase.

While the looks don’t necessarily light our fire, it’s certainly an interesting and practical package from the Danish firm. And it’s refreshing to see an electric bike with a useful ‘fuel tank.’ [Poulsen Motors]

Triumph Thunderbird Sport by Erik Before Triumph released their wildly popular Bonneville range, the British marque had already tried tapping into the retro market. That market was a far cry from what it is today in terms of popularity, but Triumph was trying nonetheless. Leading the charge was the Triumph Thunderbird 900.

Released in 1995, it had a 900 cc inline triple engine, a classic-shaped tank, and Triumph’s ‘portcullis’ tank badges. Side by side with a Hinckley twin, the Thunderbird 900 is an obvious relative.

This particular Thunderbird started life as a Thunderbird Sport—the slightly more aggressive evolution of the Thunderbird, produced a few years later. This one’s owned by a German guy named Erik Wankerl, and is his interpretation of what a modern Thunderbird could look like.

To get a bit more pep out of the Thunderbird’s step, Erik swapped the engine out for another of Triumph’s triples—the Trident T300. Dyno tested at 108 hp, it’s got a lot more juice than the 70 hp Thunderbird, and it still manages to retain a few retro styling cues.

The bodywork, as you may have guessed, is all handmade from aluminum. The bike was sent off to Erik’s mate Ekkehard Homann, a mechanical engineer and artist, who made the exquisite bodywork from aluminum. The small front fairing houses a twin LED headlight and the fuel tank was designed to hug the engine, cutting a fine figure from all angles.

The combined seat and tail unit looks like something from an aircraft, which we love. An exquisite brown leather seat sits up top, while a small LED tail light rounds out the package.

The wheels and brakes were donated by a Ducati 999, and look especially purposeful wrapped in Pirelli Scorpion Rally STR tires. The engine produces more than enough power but it was still treated to a new three-into-one-into-two exhaust. A YSS rear shock was bolted on to provide a more supple ride.

For a garage build, Erik and Ekkehard have done a stunning job with the Thunderbird, don’t you think? [Images by Ben Schmelter]

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[DaveM]

TRIDENTE: Moto Guzzi SP1000 by Officine Rossopuro.

The year was 1993, Bill Clinton was sworn in as President, Seinfeld was cleaning up at the Emmy Awards and Whitney Houston was belting out ‘I will always love you’. That was thirty years ago, and these cultural facts help us to remember just how long ago it really was. It was also in that year that Italy’s Filippo Barbacane began to build custom motorcycles, and now you can start to really...

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[DaveM]

This custom BMW R75/5 dominated the Handbuilt Show

It takes a lot of faith to hand your custom motorcycle project over to someone else—and then give them free rein over it. But if you find the right person to work with, the results can be spectacular. That’s the story behind this custom BMW R75/5, which turned out so great that we awarded it our ‘Best of Show’ pick at this year’s Handbuilt Show.

It belongs to Helmut Siepmann, a product designer based near Toronto, Canada. The donor bike, a 1971 BMW R75/5, was a true barn find, complete with rust, perished upholstery, and missing parts. Helmut planned to revive it and turn it into a café racer.

Needing help with the hard parts, Helmut called on his friend, Johnny Lorette, a retired tool and die maker. “Johnny works on exciting custom car and bike projects out of the best equipped two-car garage north of the US border, under the label of 1755 Customs,” Helmut tells us. “There’s no website and no phone number—but there certainly is a waiting list.”

“He got excited and offered to help, but it soon ended up with him simply taking the project over completely. Johnny said, ‘There’ll be no café racer, just leave it to me.’ So that’s what I did—with no regrets.”

Johnny’s idea was to modernize some aspects of the BMW R75/5, while also grafting on some features that predate the 1970s boxer. Key features of the stock bike, like its drum brakes, shaft drive, and iconic headlamp, were all kept as a nod to its origins. “Nothing was off the table,” adds Helmut.

Johnny went deep on this bobber; so deep, that the work took two and a half years and 1,400 man-hours to complete. “There was never a rush or sense of urgency, and everything was executed with precision and focused planning. If there was something that was not quite right, we did it again.”

Keeping with this ethos, Helmut sent the drivetrain off to Air Support BMW for a factory-spec overhaul. The engine came back with rebored cylinders, Mahle pistons, overhauled heads with new guides, valves, and springs, and new seals, rings, and bearings. The transmission and drive shaft were refurbished too, and the clutch is all-new.

Gone are the OEM Bing carburetors. Instead, 3D-printed intake manifolds connect the heads to a twin Weber carb, fed by Uni foam filters. Since the carb sits much further back, the throttle cable now pulls on a custom-made linkage to actuate it.

Moving to the electronics, Johnny installed a new Bosch unit, along with an aftermarket regulator/rectifier and a Motogadget mo.unit controller. The ignition was upgraded to a new one from Euro MotoElectrics. But it’s how the electronics are packaged that’s impressive.

Johnny fabricated a split fuel tank for the BMW; the left carries fuel, while the right covers the electronics. Underneath it, a 3D-printed box hosts every last component, including the battery, with obsessive levels of tidiness. Aluminum tubes carry the relevant wires to the engine, eliminating the mess of wires that normally occupies this space on old airheads.

Running between the two halves of the tank is a CNC-machined structure that Helmut has dubbed ‘The Fish.’ It not only acts as a support for the tank halves and the seat, but it’s also a structural member of the chassis. And it hides the wiring that runs to the taillights, which are embedded under the tail end of the saddle.

The seat itself sits on a hand-hammered aluminum base, with a special mechanism to pop the upholstered portion off when you need to access the taillight’s wiring or bulbs. “It’s not a coincidence that it somewhat resembles a bicycle seat,” Helmut adds. “Johnny is well known for his contribution to downhill and cross-country racing bicycles, that he designed and constructed for Ruthless Cycles.”

Further back, a generous rear fender hugs the back wheel, mounted on a custom-made support that complements the design of the ‘Fish.’ Neither the fender brace nor the seat mount show any visible fasteners, giving the whole rear end a surreal, bobbed vibe.

Needless to say, achieving this look also meant ditching the OEM shocks. Johnny mounted a pair of pull-type shocks in their stead, hiding them under the engine. He then braced the swingarm to compensate for the new load angle.

The front suspension was swapped out for a springer front end, with several notable modifications. Johnny shortened the springs to make the forks more compact at the handlebar area, then fabricated headlight and fender mounts to keep everything tidy. The BMW’s steering head also needed a significant rework to accommodate the springer setup.

The original headlight sits up top, retrofitted with a GPS-enabled speedo from Legendary Motorcycles. The cockpit also wears a set of handbuilt direct-mount bars, fitted with modern switches, and Motogadget bar-end turn signals and mirrors. The little wiring that is exposed is wrapped in cloth conduit, with colors that match the subtle brass accents that are sprinkled throughout the build.

Even the wheels sport a long list of mods. At a glance, they’re classic 18” Boranni rims, wrapped in Firestone rubber. But the front hub features a custom brake cooling scoop and venting ports with 3D-printed covers.

Both wheels also run with custom axles, bearings, and spacers. The front wheel needed those mods to work with the springer fork, but the rear end was simply done to match the front in diameter. The rear hub assembly actually still uses the original BMW axle internally, with hidden wires that run to the light on the custom license plate bracket.

Rounding out the spec sheet is a custom exhaust system, mounted as close to the frame as possible. Johnny tucked it in so tight, in fact, that he had to create cavities in the back of each muffler to make room for the engine mounting bolts. A CNC-machined aluminum badge adorns each end can.

Complete with a tasteful color scheme, Helmut’s custom BMW R75/5 is flawless. It’s been a minute since we saw it in person, but we’re still struggling to get it out of our heads.

Images by Mark Luciani

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[Greyfell]

First time I've ever liked a Beamer.

 

[DaveM]

RALLY READY: Yamaha XTZ750 by Exesor Motorcycles.

From the time the Paris-Dakar began in the late ’70s, this unique and iconic event launched a motorcycle arms race that we’re still benefiting from today. The combination of traversing from one of the world’s great city’s into the sandy North African desert, had the marketing departments of the big manufacturers salivating. A single photo of their motorcycle launching to victory over the dunes...

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[DaveM]

Outside the Box: 5 Offbeat Motorcycles for Custom Builds

Some bikes just build easier than others. Honda CBs, Yamaha XS650s and Harley Sportsters are a few that come to mind, and you’ll find tons of parts and inspiration for these platforms. But there are many reasons it can pay to start with a less known quantity, and give a little love to the weird ones. The following motorcycles are a small taste of the road less traveled—the best weird motorcycles you wouldn’t immediately consider for custom builds. Some of them are complicated, some are a little ugly and others have strange features that are just hard to design around. On the flip side, most of these bikes are super cheap, and if you play your cards right, there’s extra glory in breaking the mold.

Flat-four Honda Gold Wing Sporting a big flat-four and weighing in the neighborhood of 700 to 900 pounds, the Honda Gold Wing isn’t exactly on the bike builder’s 101 list. The Gold Wing started carving out a niche in the long-haul touring scene in 1974, and won over customers with comfort, torquey flat-four engines, fool-proof five-speed transmissions and shaft drive.

Honda built a ton of these bikes, over 640,000 by 2010, and owners pack serious miles on these machines before retiring them. 100,000 miles, no big deal with proper maintenance, and there’s a Gold Wing out there that reached 457,000 miles—talk about seat time!

Point of the story is that Gold Wings are tough, and there are plenty of them languishing on your local classifieds that are hardly broken in. In our neck of the woods, we find a couple Gold Wings a month that are asking less than $600, only in need of a little TLC, and good running machines for less than $1,000. First-generation GL1000 Wings are probably the pick of the litter, usually sporting wire wheels and more minimalistic bodywork, but later GL1100 and 1200 models are also viable options.

There are a few big things to keep in mind if you plan to chop up a Gold Wing, starting with that monstrous flat-four engine. The 80 hp mill, its transmission and induction system take up a lot of space, and the cylinder heads stick out pretty far from the side of the bike, but if BMW can do it then so can you.

It’s also worth noting that the Honda’s nicely shaped fuel tank actually houses an airbox, glove box and radiator expansion tank, and the real fuel tank is actually under the seat. With this setup, the frame is super wide in the backbone, and modifying the fuel system is quite the chore.

Even with these hurdles in mind, Gold Wings make pretty fantastic cafe racers and off-the-wall customs, evidenced by these builds from Craig Rodsmith and Kevin Rowland.

Yamaha TW200 Ahh, air-cooled simplicity. Atop the short list of bikes that haven’t changed in decades, you’ll find Yamaha’s enduring, fat-tired TW200, boasting 35 years of (more or less) unaltered production. Other than a few swapped part numbers, the only thing separating an ’88 TW from a 2023 is graphics and a front disc.

As simple and reliable as they come, the Yamaha TW200 is still built with a steel fuel tank, a basic telescoping fork, a 28 mm Mikuni carburetor and a 16 hp, 196 cc air-cooled single. It’s not quick, and there’s no changing that, but the TW is fun and rugged, and couldn’t be easier to work on.

Because it’s so basic, the only limiting factors for a TW are your imagination and (possibly) the big wheel format. The fork and swingarm are set up for fat rubber, and that’s something you should embrace in your build, but just about anything is possible with the right tools. We like the direction of Wolf Moto’s tracker-esque TW, which embraces the bike’s rugged, fat rubber origins, but with a racier spin on things, and these wild customs from Mike’s Garage and Deus Ex Machina do it for us as well.

T-dubs can be found just about everywhere, from your local classifieds, to your local dealer if you’re feeling spendy. A new TW sells for just under $5,000, but used bikes can go for under $1,000 if they’re in need. I personally bought a minty ’96 model a couple years ago for $1,600, but that one’s a bit too nice to go under the knife.

Yamaha Virago Making something out of the Yamaha Virago isn’t for the faint of heart. That’s by no means a dig at anyone who’s ever thrown a leg over one, but if you want to talk about design constraints, this bike’s full of ’em.

The Virago has pretty laid-back cruiser geometry, and the frame drops under the saddle, meaning you’ll need to be handy with a welder if you have something a bit more aggressive in mind. The boxy backbone chassis isn’t a particularly handsome piece either, and can be hard to work around. Additionally, the stock tank sits high on the backbone, and swapping it will likely necessitate a fair bit of cutting and welding as well.

The Virago’s 75-degree, air-cooled twin hangs from the frame, and it gets pretty close to the pavement when you start dropping the front end. While some Virago engines look better than others (the less chrome the better), the look works when you add the right attitude, like these customs from Kerkus and Greg Hageman.

If you’re skilled at turning challenges into opportunities, the Virago is your next build, as its most problematic features make a unique visual statement in the finished product. Viragos are plentiful and cheap, and there are at least three on our local classifieds for less than $1,000.

Honda CX500 The more everything starts to look alike, the less afraid you should be to stick out. And the Honda CX500’s heads definitely stick out—not in Boxer fashion like BMW—but more akin to Moto Guzzi. While its shaft-driven, longitudinally-mounted V-twin goes against the grain of conventional bike building wisdom, there’s reward in the undertaking.

Honda’s standard CX bikes have been described as malaise, and even milquetoast (feeble, insipid or bland) by Revzilla, but as Rev aptly points out, they actually have a fair bit going for them. For one, it’s a liquid-cooled Honda, that’s just about as reliable as it gets, and the V-twin is actually a stressed member in the chassis.

The CX was Honda’s first V-twin, and after prototyping with a 90-degree setup, Honda tightened the cylinders up to 80 degrees and twisted the heads 22 degrees to keep the carbs out of your business. Each head has four valves, but the engine arrangement forced Honda to use stubby pushrods, instead of overhead cams, and the engine is no hot rod at just 48 hp.

Like the Yamaha Virago, the backbone chassis of the CX500 isn’t very sharp looking, but it’s much easier to disguise. The platform actually works quite well as a slightly modernized cafe racer, as is the case with Harry Blaise Fryer’s CX500 that’s been upgraded with a GSXR fork and a monoshock conversion. Extra points are awarded for spoked wheels, which will require some effort to make work with the shaft-drive hub.

As is the case with other bikes on our list, the Honda CX500 is as cheap as they come. A quick look at my local classifieds, and I found four bikes for sale within a couple hours drive, all for under $600.

Suzuki GT550 The Suzuki GT550 and its long-stroke, undersquare engine was never designed to be an all-out performer, and those old enough to remember the heyday of two-stroke triples will be sure to remind you of that. While it’s no Kawasaki Mach III, the GT550 is a pretty cool motorcycle for the rest of us, and makes all the right noises for less coin.

It’s sort of ironic that Suzuki would name the GT380 and 550 motorcycles after race circuits like Sebring and Indy, when their long wheelbases and long-stroke engines were, in fact, built for touring use. The GT550 is no powerhouse, with advertised output at 50 bhp, but it’s no slouch either, and will take you to triple-digit speeds in stock form.

The most interesting aspect of the GT is the unique Ram Air System, which is nothing more than a fancy cooling shroud. Designed to duct ambient air over the cylinder head, the Ram Air System seems to have been somewhat effective at keeping the center cylinder cool, but today, it’s just cool in a goofy way to look at.

Somewhat of a forgotten triple of the era, the Suzuki GT550 engine makes a huge visual statement in any sort of build—a sort of party piece if you will. If you have the coin, expansion chambers are still available from a few manufacturers, and will give the GT a little more of that ‘ring-da-ding-ding’ we all crave.

MotoHanger and Macdonald Hastings Design both lit up the internet a few years back with some wild GT550 customs, and Sean Pelletier of The Motoworks built this beautiful CAD-designed GT380 in 2020. Enticed by this strange ’70s triple, we picked up a patina’d ’73 K Model out of a barn a few weeks back—now we just need the pipes… [Mecum]

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[Vector]

GT550 was me second bike at age 16, I keep looking for one.

 

[DaveM]

The PiperMoto J Series is a KTM powered 120 mph super scooter

Flicking through photos of the recent Bike Shed custom motorcycle show, one bike in particular caught our eye; the PiperMoto J Series. On the outside, it looks like a scooter, albeit a rather stylish one. But pop the hood, and you’ll discover a KTM 690 Duke engine hosted in a bespoke chromoly chassis.

PiperMoto’s founder, John Piper, calls it a “super scooter.” Maxi-scooters are nothing new—but the J Series’ high-end aesthetic, 67 hp motor, and wild engineering put it in a class of its own. Which is not surprising, given John’s pedigree.

An engineer and designer, John’s portfolio includes F1, Le Mans and World Rally Championship cars, plus numerous prototypes and concepts. He designed the gearbox for Nigel Mansell’s 1985 Williams FW10, the Foggy Petronas FP1 World Superbike motorcycle, and the vehicle that currently holds the diesel-powered World Land Speed record.

John formed PiperMoto a decade ago—drawing on his experience to build motorcycles that combine precision engineering with a hand-built feel. And that’s exactly what the J Series is. Sticking a big engine into a scoot is one thing, but this is a ground-up machine that also happens to look impossibly stylish.

At the core of the J Series scooter sits a TIG-welded chromoly space frame; a work of art on its own. The KTM 690 mill is housed toward the back of the bike, tucked into a life-sized Meccano set that links up the custom rear suspension system. Offering 120 mm of progressive travel, it features an ExeTC remote reservoir shock, hooked up to a custom swingarm via a push rod and rocker.

The front suspension is slightly more traditional, utilizing a set of KTM upside-down forks with 150 mm of travel. 17” laced wheels sit at both ends, wrapped in Bridgestone Battlax BT090 tires. The brakes come from Brembo, with a four-piston caliper grabbing a 320 mm disc up front, and a single-piston floating caliper biting down on a 240 mm disc at the back.

Accompanying the KTM LC4 engine is an assortment of tasty upgrades. It inhales via a generous pod filter and exhales via a stainless steel exhaust system. The exhaust terminates in a box muffler that blends seamlessly with the bodywork, and even includes a catalytic converter.

Other features include a semi-dry sump with twin Eaton oil pumps, and a pair of aluminum core radiators with electric thermostatically controlled fans. Fuel is held in a 14 liter [3.7 gal] reservoir that sits in front of the engine, with an internal fuel pump. And the six-speed transmission shifts gears via an electronic system, triggered by paddles on the switchgear.

And then there’s the J Series’ elegant bodywork. Made from a woven carbon composite material, and finished with well-judged chrome touches, it has a premium OEM feel. Where most scooters are utilitarian and basic, the J Series makes a statement.

To create it, the PiperMoto team started by building a wooden armature to work around. Next, they perfected the riding position and ergonomics. Pieces of cardboard were laid over the structure next, then the final form was shaped out of clay.

The final design is incredibly cohesive, showing ridiculous levels of consideration. The scooter sports twin storage compartments in the front fairing, both lockable, while the rear shell flips up to offer access to the engine and rear suspension. It’s finished in a jaw-dropping blue paint job, with split saddles that recall vintage Vespa and Lambretta designs.

Twin Smiths gauges sit in the cockpit, alongside a mix of beautiful CNC-machined details and more OEM-style trim. The mirrors, turn signals, headlight, and taillight all feel like factory items, as does the rear license plate bracket. Packaged neatly under the bodywork are a maintenance-free gel-type battery, and a military-grade wiring loom.

If you like geeking out over numbers, the J Series scoot has a 1,500 mm wheelbase, a 52-degree lean angle, and a dry weight of 160 kilos [353 lbs], with a 50-50 weight distribution. It can do zero to sixty in four seconds, with a top speed of 120 mph.

If that piques your interest, the good news is that the J Series is not a one-off. PiperMoto will build these to order, with several personalization options to suit potential customers.

Maxi-scooters are typically sporty, angular affairs. But what PiperMoto has created, is a high-performing custom KTM scooter, with a timeless look that straddles the line between retro and modern. More of this, please.

PiperMoto | Instagram

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