Custom Motorcycle Builds

[DaveM]

Canyon carver: A BMW boxer restomod built for California’s twisties

Robert Sabel’s name is synonymous with ultra-clean BMW boxer restomods. His projects turn out so tidy, that it’s almost ironic that his California-based shop is called Roughchild. But they’re not just visually neat; Robert likes to imbue them with modern performance and reliability too.

This particular BMW boxer restomod was built for Randy Garver—a landscaper that counts the who’s who of Hollywood among his clients. “Now in his 60s, Randy had reached a point in his life where many of his friends had passed on,” Robert tells us. “He wanted the opportunity to ride the best motorcycle of his life now… before it’s too late.”

Robert sourced a 1985 BMW R80RT locally as a donor for the build. ”It belonged to the owner’s recently deceased father,” he explains, “who rode it sparingly, given the documented very low mileage. It just needed, well, everything, to get it roadworthy.”

“We bought the bike at roughly the same time we were moving into our new facility in Glendale, California, an existing motorcycle service shop. With existing orders on the books, I was keen to snap it up and get our first build underway in the new premises. With that we set about our mission—the R80 was stripped to the bones and thoroughly inspected for wear and tear before modifications commenced.”

A stock BMW R80 makes around 50 hp, but Randy and Robert wanted more from the vintage boxer. So Roughchild rebuilt the engine with a 1,070 cc kit from the BMW big-bore specialist, Siebenrock. Along with the bump in displacement, they added an upgraded cam and a twin spark ignition system.

The 1980s boxer motor now pushes out 75 hp (as verified on a dyno), and still uses its original airbox for reliability’s sake. It also looks brand new on the outside, finished in black with contrasting fins in all the right places, and adorned in custom Roughchild branding.

Take a peek underneath the motor, and you’ll spot a long and low oil pan. “That’s a special piece, made out of magnesium,” says Robert. “It has all the benefits of a deep sump pan without visually looking deep.”

“Extra oil cooling capacity becomes a vital piece of the puzzle when increasing the displacement as significantly as we did. This explains why we used an upgraded oil cooler in addition to the larger oil pan.”

For the suspension, Roughchild specced the BMW boxer with Öhlins components at both ends. The OEM wheels have been redone in satin black, and now sport modern Metzeler tires. Twin Brembo disc brakes slow the bike down up front, with the refurbished BMW drum brake doing duty at the back.

Custom yokes hold the upside-down forks in place, with OEM-style headlight brackets wrapped around the thicker fork uppers. They grip a JW Speaker adaptive LED headlight, supplied by Motodemic.

A digital Motogadget dash sits up top, followed by a set of handlebars that were fabricated specifically for this build. Robert wanted to keep the cockpit as uncluttered as possible, so the lever mounts are welded directly to the bars. Other considerations include tiny switches that are integrated into the left grip, internal wiring, and an internal throttle.

“The throttle now rides on a bearing,” says Robert. “It makes the motion of actuation incredibly smooth and, dare we say, dreamy.”

The bodywork is mostly standard Roughchild fare. The OEM fuel tank takes center stage, with a stubby fender up front, and a bobber seat for one out back. There’s no real subframe below the seat—just a tubular seat support that also houses an LED taillight.

Finishing off the lighting are stealthy Motogadget turn signals, and a pair of Denali spotlights. “Randy could light up a field and land a small aircraft, should he need to,” quips Robert.

As we’ve come to expect from Roughchild, the boxer’s paint job is as classy as they come. It’s a mostly black affair, save for a few pops of chrome and god pinstripes that match the Öhlins parts. Custom Roughchild roundels add an extra touch.

Compact and stylish, Roughchild’s newest BMW boxer restomod also looks like it’d be a fun ride too. “Randy is based in Ojai, California, and blessed with some of the state’s greatest riding roads,” says Robert.

“His favorite route, he told us, is a well-rehearsed 60-mile loop. He wanted a fast, reliable vintage motorcycle that had all the handling and stopping power of a modern machine. It’s a simple-looking machine, marrying high-end modern components and BMW parts from the airhead lineage.”

“Our best to you, Randy. May you ride the bike to the very last mile.”

Roughchild Motorcycles | Facebook | Instagram | Images by Leo Mayorquin

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[DaveM]

MAMMA MIA: Suzuki GSX-R1000 by Francis Von Tuto.

There is still some new stock sitting on showroom floors, but the legendary Suzuki GSX-R1000 has been discontinued. For more than two decades, no other superbike has delivered such bang for your buck, as well as winning countless racing championships and taking home motorcycle of the year honours on many occasions. But even with the big Gixxer gone from the Suzuki catalogue...

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[DaveM]

Weekender: A Yamaha XS650 scrambler seven years in the making

Many of the top dollar customs that grace these pages are built for one reason; to impress. But we’re just as enamored with motorcycles that look like they get ridden every day, with a deep connection to their riders. If you feel the same way, you’re going to love Norman ‘Sandy’ Sanders’ Yamaha XS650 scrambler.

Sandy has spent the last seven years transforming his Yamaha XS650 into the charming and eclectic scrambler that it is now. Clearly not in a rush, he tackled the project piece by piece, outsourcing the heavy lifting to a couple of hand-picked professionals. It was quite a task too, given how long the bike had been standing.

“The short version is that this 1982 Yamaha XS650 Heritage Special had belonged to my cousin in Houston, Texas,” Sandy tells us. “In around 1991, he left it in my father’s West Texas warehouse where it sat until 2016. He then gave me the bike, I took it out of the warehouse in April 2016, and this began the build that concluded in April of 2023, just before the Handbuilt show.”

If you’ve never seen a Yamaha XS650 Heritage Special, just imagine a regular XS650 mated with a cruiser. Yamaha created the variant to widen the XS650’s appeal, giving it pullback bars, a teardrop fuel tank, and a stepped seat.

The process of turning the old Special into a scrambler involved two very specific tasks. The first was to revive the tired old motor—and for that, Sandy turned to Chris Kelland at Limey Bikes in Austin. Chris specializes in old Japanese bikes, and XS650s in particular.

He rebuilt the motor from the inside out, re-boring it to 707 cc in the process. A Shell No.1 cam went in at the same time, along with a fresh pair of Mikuni VW34 carbs. Before he gave the vintage twin back to Sandy, he also treated it to a major external clean.

The second undertaking was all the custom work that Sandy envisioned. This time, he roped in Tyson Oak Carver—the brother of Eli Carver, whose retina-searing BMW we featured not too long ago. Tyson tackled all of the XS650’s fabrication and modifications, like the clever subframe and rack combo that sits behind the solo seat.

Tyson binned all of the XS650’s worn-out bodywork, then de-tabbed the frame and made some tweaks to accommodate a Yamaha XS750 fuel tank. The bike’s battery now lives under the tank, leaving space under the seat for the pod filters to breathe. Fenders from Lowbrow Customs bookend the Yamaha.

The XS650 stands a little taller now too, thanks to a pair of 19” Sun rims. They’re laced to a Yamaha RD350 hub at the front, and the stock XS hub at the back. The latter had to be modified to play nice with a new aluminum swingarm from MotoLanna, which is hooked up to a pair of YSS shocks.

Hanging off the right of the bike is a beastly two-into-one exhaust system from Delkevic in the UK. Sandy opted for the straight muffler option, rather than the conical mufflers that are so prevalent on retro-styled custom builds.

The XS650 also sports new handlebars from LSL, fitted with Domino grips, Motone switches, and new levers from Dime City Cycles. The speedo is a Daytona unit, the LED headlight comes from LSL, and the vintage taillight is from Dime City Cycles.

The tiny LED turn signals were Amazon finds, but they’ve been mounted differently at each end. The front units sit just behind the lower yoke, but the rear units have been cleverly Frenched into the frame rails.

Finishing touches include a tail bag from Wheelborne, and a seat cover that was made from a camel saddlebag that Sandy purchased in Afghanistan a decade ago. Then there’s the paint job; a stunning two-tone gray affair, executed by Jerry Leach.

Sandy’s Yamaha XS650 scrambler might have taken seven years to see the light, but we’d say it was worth the wait. As we tick over into the weekend, we can’t think of a better machine to escape into the countryside on.

Images by Norman Sanders

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[DaveM]

Speed Read: A handmade 4.4 liter J.A.P. V8 motorcycle and more

Pavel Malanik doesn’t customize motorcycles—he builds them from scratch. We kick things off this week with his latest creation, a vintage bike with a handmade J.A.P. 4.4 liter V8 engine. We also profile a Suzuki GSX-R1000 and a Honda XR600R from Italy, and the limited edition Mickey Mouse Vespa Primavera.

Pavel Malanik’s 4.4 liter J.A.P. V8 motorcycle John A. Prestwich & Co (or J.A.P., as they are more commonly known) started making motorcycle engines at the start of the 20th Century. You may have seen some of them around—most notably in HRD (who later became Vincent), Brough Superior, and Triumph motorcycles. J.A.P. has a rich racing heritage, but also made aircraft engines during WWII, which is where the story of this fantastic creation begins.

This is a J.A.P. V8-powered motorcycle that was built entirely by hand. Its creator is Pavel Malanik, a toolmaker from Czechoslovakia who has been working with motorcycles for almost half a century. Being a skilled machinist means that Pavel can make anything out of metal.

He combines his extreme mastery of machine work and fabrication with his love of motorcycles—and the results speak for themselves.

Together with motorcycles, Pavel has a penchant for early flying machines. The engine inside this motorcycle is a hand-built recreation of J.A.P.’s 4.4 liter V8 aircraft engine. No, that’s not a typo—Pavel made this engine himself after taking a trip all the way from his home in Czechoslovakia, to the Science Museum in London.

The museum houses a surviving example of the J.A.P. V8, so Pavel was able to take measurements and photos of the engine’s inner workings before diving in and building his own. Did the museum actually let him take apart a piece of British aeronautical and engineering history? Well, no—but they didn’t have to.

Some industrious and forward-thinking people at the museum had actually decided that their J.A.P. V8 would better serve the public if they cut parts of it open. This not only made for a much more interesting exhibit, but it meant Pavel could get in there and study the engine’s internals.

The next challenge that Pavel had to overcome was the fact that the J.A.P. V8 was never actually fitted to a motorcycle. Sure, it was in planes and even a few cars, but it was never intended to be a two-wheeled form of transport. This meant Pavel also had to create everything else, not just the engine.

A tubular steel frame cradles the long engine and transmission, with a double-chain final drive. The lubrication system is handmade too, along with the fuel and oil tanks. Finished in grey paint with period-correct nickel plating, we just love everything about this. The result is a stunning and well-crafted engineering marvel. [Via]

Suzuki GSX-R1000 by Francis Von Tuto Since moving back to his homeland of Florence, Italy, from Australia, Francis Von Tuto hasn’t wasted any time getting stuck into another custom build. This naked Suzuki GSX-R1000 is the first project he’s completed since settling into his new workshop, and it’s a looker.

Like his previous creations, Francis started with a modern bike and made a slew of modifications and visual upgrades. A 2004-model GSX-R was chosen, arriving at his shop in a fairly original condition. Okay, it had been slightly crashed—but that made it all the easier to get rid of the factory fairings, since the damage was purely cosmetic.

With only 20,000 km [12,427 miles] on the odometer, and being the last Gixxer with 170 hp and no traction control, the old Zook still had plenty of life left in it.

“The good thing about building a special based on a modern sport bike, is that you don’t need to rebuild the engine,” says Francis. “You’ve already got plenty of horses and amazing ridability without the need of a front-end swap or wider rims, better suspension, or brakes. Just braided lines and a good set of tires will do.”

However, in typical Von Tuto style, Francis didn’t stop there; instead, he decided to build a stripped-down café racer. For this, he fabricated a new front section using a 4.65” LED headlight, custom bracketry, and a fiberglass biking fairing that looks very Norton Manx-esque. He then refitted the factory dashboard, along with a new set of clip-on handlebars for a very sporty look and feel.

The tank is stock, but with its custom Mercedes AMG-inspired paintwork, it looks a lot better. The GSX-R1000 was designed to be a sportbike, so the fairing usually hides some rather unattractive hoses and radiators. Francis made some custom radiator shrouds which not only cover these up, but look great too.

The original subframe was made from square-section aluminum but Francis decided to replace it with a tubular unit, covered by a custom fiberglass tail section. We love the elements of the old Kawasaki Z-series ducktail included in the rear end—and Francis has made a mold for it too, so expect to see it again on his future builds. The seat was upholstered by BF Tappezzarie, Von Tuto’s trimmer of choice.

As mentioned, Francis didn’t need to do any engine work but the bike did come to him with a full titanium exhaust. The muffler was dented and scratched, so he did away with that, chopping the end of exhaust and adapting an Arrow muffler to fit.

A lot of naked sportbike conversions are a swing and a miss, but we think Francis Von Tuto has hit yet another home run. [Francis von Tuto | Images by Rafael Montañes Ruiz]

Honda XR600R by GPgarage Moto If you’re into old Baja and desert racers from days gone by, you might already know GPgarage Moto—the motorcycle division of Italy’s GPgarage. This incredible Honda XR600R racer is the latest build from their workshop in Castelnuovo del Garda, near Verona, Italy. It’s big, it’s red, and we love what they’ve done to it.

GPgarage’s Matteo Gualandi is no stranger to Honda’s venerable XR, having built numerous Baja replicas in the past. However, for this build, he wanted to build something fresh for himself. Something that looked to the future, but respected the past.

“After various replicas, finally free from any historical constraints I made one to my liking,” says Matteo. “Inspired by the Baja races, it is the result of whole days spent sifting through the photographic archives of the American races of the 90s to find inspiration.”

Building on the vast amount of technological improvements people have made to old XRs over the years, Matteo was able to infuse this big thumper with performance. The engine was stripped down and rebuilt with an HRC 628 cc big bore kit. Running a Keihin FCR41 flat slide carb, a front fork-mounted oil cooler, and a lightened flywheel, this Big Red has a lot more poke.

The custom exhaust is a work of art with twin pipes (one for each exhaust valve, as is the way with Honda’s big singles) snaking their way through the frame. Terminating with a pair of 25-year-old Vance & Hines mufflers, it looks more like something you’d find on a two-stroke. Matteo assures us that the period-correct part actually increases the airflow over the original.

A clear Clarke fuel tank was fitted, along with rebuilt front and rear suspension. A solid HRC-style 270mm front brake disc with stainless steel braided lines provides more performance and feel.

There are fresh Acerbis plastics all over, and a grippy cover over the stock seat base. Together with the red frame, black swingarm, wheels, and engine, the GPgarage XR looks like a thoroughly modern recreation. Moose Racing handlebars, an Acerbis bash plate, and some case savers round out the build.

Seeing as it’s supposed to be a racer, all the lights were removed (bar the taillight) with a slew of custom CNC parts all over the bike. The final touches are the stickers, which add to the 90s vibes. If we could start the big boy, we’d ride the heck out of it. [GPgarage]

Vespa x Disney Mickey Mouse Edition Bike EXIF’s staff are no strangers to the world of Vespa—they were once the commuter of choice for both Chris Hunter and Wes Reyneke. We also have it on good authority that Rough Crafts’ Winston Yeh commutes on a Vespa (finished in black, of course).

Today we are pleased to share that Vespa has teamed up with an equally iconic brand to produce a limited edition scoot. It’s another collab that nobody asked for, but that we’re glad happened. This is the Disney Mickey Mouse Edition by Vespa, built to celebrate Disney’s 100th anniversary.

Few motorcycles are as iconic as the Vespa and few cartoon characters are iconic as Disney’s Mickey Mouse, so what better way to celebrate kawaii culture than by combining the two? The Vespa Primavera 50 cc and Primavera 150 cc are the models that will receive Disney’s touch.

The limited edition run is purely a styling exercise, but that is not a bad thing. The front fender has been colored a bold yellow, which pops against the black and red front section. The red interior panel, black seat (with inlaid Mickey Mouse signature), and black rear panel give off iconic Disney vibes.

There are also subtle sketch designs added to the front and rear panels. We would’ve loved to have seen some wraparound Disney-themed hand warmers just for the memes. Then again, the factory mirrors do already look like Mickey Mouse ears.

Both models will be available in the US in August 2023. The 50 cc will be going on sale for $4,699 and the 150 cc (which would be our choice) is going for $6,049.

Piaggo’s Michele Colaninno calls it “a tribute to creativity, imagination, light-heartedness, and fun—the very values that have always anchored Vespa.” But the real question is, does Mickey Mouse even ride a scooter?

According to three different Disney shorts, one of which you can watch below, he sure does. [Vespa]

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[DaveM]

MOTO PHOTOS: 12th Edition of Wheels & Waves.

There are bike shows and there’s motor racing, but in the grand tradition of Woodstock, Wheels and Waves is an epic five-day festival, that celebrates the motorcycle culture in every possible way. Held this year for the past week – the 12th edition of the event was by far the biggest and arguably the best – as organisers ensured there was definitely something for everyone. Based as always in the...

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[DaveM]

Level Up: Another futuristic BMW R nineT by Vagabund

There are more ways to customize a motorcycle these days than ever before. You can take the traditional route and hammer your parts out of metal, or you can turn to modern manufacturing methods like 3D printing. Or you can play like Vagabund Moto—and throw every technique imaginable at one futuristic BMW R nineT custom.

Run by Paul Brauchart and Philipp Rabl, the Austrian shop has a reputation for pushing its limits on every custom build. They have a few BMW R nineT customs under their belt, each one just a little bit wilder than the last. And their latest cranks the radness up to eleven.

It’s the follow-up to a BMW R nineT that they built a couple of years ago. Designed with a monocoque body that lifted on hydraulic shocks, that bike landed in our annual editor’s choice top 10. This one’s in the same ballpark aesthetically, but sports several unique details.

Once again, Paul and Philipp roped in the enigmatic Bernard ‘Blechmann‘ Naumann to collaborate on the project. Blechmann is a metal-shaping wizard with a deft hand and a healthy imagination, so his job was to handle all the aluminum and stainless steel fabrication on the R nineT.

Blechmann’s metalwork and Vagabund’s 3D-printed parts work so well together, that it’s hard to tell them apart in some places. The sculpted one-piece body unit is aluminum, incorporating the fuel tank, tail section, and seat pan. Perforated leather adorns the seat, with a custom subframe supporting the structure from below.

Like the BMW R nineT build that preceded it, this one’s bodywork has a layered effect. Except that where the predecessor’s entire monocoque ‘opened,’ this one uses a simpler system. Simple—but no less complicated to build.

“All the bodywork was crazy stupid,” says Paul, exasperated. “We hadn’t planned to do an opening system again—but as stupid as we are, we did do it again.”

This time, it’s the bike’s custom-made dashboard that pops up. The unit features a black surround, with the OEM speedo mounted behind an acrylic panel. An aluminum hinge system with a hydraulic shock raises it, exposing storage for a magnetic card wallet, and the fuel filler.

When the panel is down, the overall design is impressively cohesive. It also adds to the BMW’s overall sci-fi feel, as does the vertically-oriented LED headlight. Built using a combination of aluminum and 3D-printed parts, it has an almost robotic vibe to it.

Vagabund kept the OEM speedo because it removed at least some of the complications associated with customizing a modern motorcycle. That’s because this particular BMW R nineT is a 2022 model, so it has electronic frou-frou like traction control and switchable rider modes. Keeping the stock clock and switchgear removed the headache of having to find a way around all of that.

“It was particularly challenging to handle the bike’s electronics,” Paul confirms. “Since the bike was a 2022 model, it was even more complicated than our last build. Integrating and preserving all the stock parts and functionality that we thought was necessary; the electronic rider aids, fuel pump, and catalytic converter.”

“Form follows function. It’s easier to build something that isn’t road legal—or, worst case scenario, something that doesn’t really work.”

There’s more mechanical art up front, where Blechmann shaped a custom aluminum front fender, which also houses the front turn signals. Vagabund repurposed the LED strips that you’d normally find on automotive mirrors to create them.

An LED taillight sits at the opposite end of the bike, tucked under the tail. It’s wedged into a custom housing that places it vertically to mirror the headlight design. A bolt-on Rizoma license plate mount (not pictured) takes care of the rest.

With the speedo now sitting on top of the tank, the R nineT’s cockpit is as sparse as they come. Vagabund installed a CNC-machined top yoke from Messner Moto, along with clip-ons, and brake and clutch fluid reservoir caps, from Rizoma. Rizoma also supplied the rear-set foot controls.

Subtle details abound, like the 3D-printed ignition surround and the indented panels that sit on either side of the fuel tank.

Paul and Philipp are obsessive about little touches like these. They could have used any number of aftermarket air filters on the boxer motor’s intakes—but they decided to 3D print their own filter housings instead.

The exhaust is a work of art too. Fabricated out of stainless steel, it’s a two-into-one system that exits low on the right-hand side, with a muffler design that can only be described as steel origami. The original catalytic convertor hides under the bike, and the exhaust’s noise levels are adjustable.

Vagabund’s signature look is minimal and clean designs, with strong industrial design and architectural influences. This BMW R nineT follows that style guide perfectly, right down to its paint job—or rather, lack thereof.

Opting to put Blechmann’s work on full display, Vagabund treated the bodywork to a brushed finish before sending it off to IFlow for a clear coat. The bike’s hard parts were done in black—including the fork legs, which Vagabund had anodized.

The BMW R nineT has been on the market long enough that that custom scene is slowly starting to become saturated with them. But that doesn’t faze Vagabund Moto—as always, their work has no trouble standing out.

Vagabund Moto | Facebook | Instagram | Blechmann | Instagram | Images by Stefan Leitner

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[DaveM]

First Look: The new Triumph Scrambler 400 X and Speed 400

After much anticipation, Triumph’s worst-kept secret is out. Here’s a look at the all-new Triumph 400 range, including the Triumph Scrambler 400 X and Speed 400, both slated for release in 2024

Anyone familiar with Triumph’s usual nomenclature should be able to figure out which is which. The Triumph Scrambler 400 X quite obviously borrows its styling from the existing Scrambler 900 and 1200, while the Speed 400 is styled in line with the Speed Twin 900 and 1200. But, as the ‘400’ designation applies, both share the same chassis and 400 cc engine.

Developed in partnership with the gigantic Indian manufacturer Bajaj, the new 400 cc range is a play by Triumph to offer a lower point of entry into the brand. Triumph hasn’t announced any pricing yet, but they have claimed that the bikes will be “competitively priced.”

We expect them to go head to head with bikes like the KTM 390 Duke, Husqvarna Svartpilen 401, and BMW G 310 R.

The engine’s an all-new 398 cc single-cylinder mill, sporting fuel injection, and liquid cooling. It has a four-valve, DOHC head, a weighted and balanced crankshaft, and a finger-follower valvetrain with DLC coatings to help reduce friction. All this, and a six-speed transmission.

Triumph calls it their ‘TR Series’ engine, as a nod to the legendary Triumph Trophy. They’re claiming a power output of 40 PS [39.45 hp], with 37.5 Nm of torque. That puts it in the same ballpark as the Husky and KTM, albeit a smidgen down on horsepower.

The new 400 range also features all the modern-day electronic frou-frou. The platform uses a ride-by-wire throttle, with switchable traction control, ABS (switchable on the Scrambler 400 X), and a torque-assist clutch. The lighting is all LED, an immobilizer comes standard, and the dash is a tidy analog and LCD combo unit.

Visually, the Triumph 400 motor can’t quite escape its budget bike underpinnings, but it still manages to bring some panache to this end of the market. There’s a lot to pack in—but Triumph and Bajaj have done an admirable job of dressing it up like their bigger bikes. The cylinder head wears fake cooling fins and a stylish ‘TR Series’ badge; contrasting black and brushed finishes keep things classy.

The Speed 400 [above] and Scrambler 400 X share a chassis, save for a few model-specific differences. It’s a new frame design for Triumph, complete with a bolt-on rear subframe and a cast aluminum swingarm. The seat heights are listed as 790 mm (Speed) and 835 mm (Scrambler X), and the weights at 170 and 179 kilos [375 and 395 lbs].

The Triumph Speed 400 wears 43 mm upside-down forks, 17” wheels, and a road-orientated geometry and wheelbase. The brakes use braided lines, with a radial caliper gripping a 300 mm disc up front.

Triumph has given the Scrambler 400 X [above] a longer wheelbase and longer travel suspension, with a bigger front wheel (19”). Combined with a wider set of handlebars, it should give the Scrambler X at least a measure of stability on gravel roads. Helping it achieve its desert sled aspirations are a larger brake pedal, grippy footpegs that are repositioned for an optimal standing position, and a larger (320 mm) front brake disc.

Each model has a unique muffler design, but both exhaust systems are low-slung; no high-mounted pipes for Scrambler X. The trim varies from model to model too. The Speed 400 wears bar-end mirrors, while the Scrambler 400 X opts for traditional mirrors.

The Scrambler X also adds a headlight grill, hand guards, a handlebar cross-bar, a two-piece seat, and a more roomy front fender. And yes—as is customary, Triumph is releasing a whole bunch of accessories for each bike.

Each bike is available in three different color schemes, and all of them look rather spiffy for an entry-level motorcycle. And although we’re still on the fence about the overall aesthetic of Triumph’s 400s, we can’t deny that they look well put together. The fuel tank’s design is on point, and while the tail end has a bit of a kick to it, the rear fender arrangement is hella tidy.

The new Triumph Scrambler 400 X and Speed 400 might not look quite as modish as their bigger stablemates, but then again, do they need to? If Triumph is out to attract younger riders on tighter budgets to the brand, these two bikes might just tick the right boxes.

Triumph Motorcycles

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[Vector]

The 400's look cool.

 

[DaveM]

Retro ‘Crosser: A Modern Husqvarna Cross tribute from Slovenia

It’s impossible to talk about vintage off-road motorcycles without mentioning the legendary Husqvarna Cross. Released in the 1960s, it was one of the bikes at the forefront of the transition from big four-stroke desert sleds to lighter purpose-built two-strokes. And who could forget a shirtless Steve McQueen wheelieing a Husqvarna 400 Cross on the cover of Sports Illustrated?

If there’s one bike hankering for a modern remake, it’s the Husqvarna Cross. Husqvarna hasn’t built it yet, so until they do, we’ll happily settle for “what if” custom jobs like this Cross tribute from Gas&Retro in Slovenia.

Gas&Retro’s Žiga Petek collaborated with the Slovenian Husqvarna dealer MotoXGeneration on the build. MotoXGeneration is a family business, run by brothers Rok, Martin, and Jure Rus. All three of them are motocross riders, and their father, Slavko Rus, was a top Slovenian motocrosser in the 1970s.

Rok reached out to Žiga about possibly building a custom motorcycle together, to commemorate Husqvarna’s 120th birthday. MotoXGeneration had a 2018 Husqvarna TC250 engine lying around and paired it up with the frame from a new Husqvarna FE 250. All they needed was a design direction for the build.

“Me and Rok started talking about what the bike should look like,” Žiga says. “We both agreed that should look like something Steve McQueen would ride—even though we were working with a four-stroke and not a two-stroke.”

The TC250 might not be a two-stroke, but it makes a respectable 46 hp in stock form. And both the TC250 and FE 250 hover around the 200 lbs mark in factory trim. So no matter how you cut it, Gas&Retro and MotoXGeneration had a spritely donor bike on their hands.

Rok’s brother, Martin, got to work on rebuilding the TC250 engine, while Žiga started playing with the frame. Rok had the idea to show the frame’s bare metal, so Žiga sand-blasted it, brushed it, and applied a clear coat to protect it. A custom subframe now sits at the back, with a kicked-up tail loop that tips its hat to the classic Husqvarna Cross design.

The team over at MotoXGeneration refinished some of the engine parts in gloss black, before mounting it into the FE 250 frame. From there, the Rus bros focused on building up the rest of the rolling chassis, so that they could send it over to Žiga to fabricate new bodywork.

On went a set of WP Suspension forks, lowered by 30 mm and upgraded with WP Pro internals. A new aluminum swingarm went on at the back, hooked up to a WP Suspension shock with a bladder system for easy adjustment. New DID rims were laced up to complete the set, measuring 21” at the front and 18” at the back.

Braking is courtesy of Brembo calipers, Galfer discs, and Magura master cylinders. MotoXGeneration also tweaked the Husky’s wiring, and installed a new speedo, push buttons, and a keyless ignition, all from Motogadget.

The Husky was then sent back to Gas&Retro so that Žiga could work his magic. The idea was to shape most of the bodywork out of aluminum—starting with a new vintage-style fuel tank that wears a Monza gas cap. “There was a lot of work to make it fit just right,” he admits.

Žiga also built a chunky retro-inspired seat base, and a pair of aluminum side covers. Hidden behind them is a custom intake with a K&N filter, along with the battery and electronics.

Handmade aluminum fenders bookend the bike; Žiga went big on the front, to emphasize the Husky’s retro style. The back’s finished off with a small Bates-type taillight, and turn signals that sit inside the frame rails. Žiga also handled some of the finer details—like the radiator’s new mesh cover.

Throughout the process, the bike continually ping-ponged between the Gas&Retro and MotoXGeneration workshops. It even made a turn at Akrapovič’s factory, where the Slovenian exhaust manufacturer built a custom titanium exhaust system specifically for this project.

One sticking point, however, was the headlight nacelle. “At the beginning, Rok bought an Acerbis fairing and plastic fenders,” says Žiga. “But then we talked, and I said to him ‘Mate, if I’m doing it all in aluminum I want to do the front fairing as well’.”

Rok agreed, so the bike went back to Gas&Retro once more for Žiga to shape the new headlight nacelle. The guys built it around an LED light, adding a modern touch to the retro setup.

By this point, the Husky’s livery was a no-brainer. Matej Mrzlika at MM Car Paint laid down the iconic Husqvarna red, white and yellow color scheme, with a few black touches thrown in for good measure. And Mitja Bizjak wrapped the seat in black leather with white stitching.

This might not be McQueen’s Husqvarna Cross, but it’s a damn fine tribute—and it probably goes like stink too. If Husqvarna is ever planning to build a modern classic Cross tribute, this would be a good blueprint.

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

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[DaveM]

2024 Triumph Speed 400 and Scrambler 400 X Revealed.

The rumours are true. Triumph has launched a sub-500cc bike for the first time in over thirty years – two of them, actually – and we were lucky enough to be invited to the launch at The Bike Shed in London, seeing the new Speed 400 and Scrambler 400 X in the flesh. Amongst all the hype and crowds at the event, we were blown away by how aesthetically pleasing these 398cc bikes look.

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[DaveM]

Plug and play: A radikal BMW R18 custom kit with paint to match

It’s been three years since the BMW R18 hit the scene, and the massive boxer cruiser still hasn’t quite found its feet. It comes in five different variants, but we’re honestly not sure which one we’d pick, nor what we’d do with it once we had it. But the BMW R18 hits the mark in one notable way; it has huge potential for customization.

BMW pitched the R18 as a highly customizable bike from day one—and even though there’s some modern elec-trickery to get around, the bike has good bones. Love it or hate it, you can’t deny that the R18’s 1,802 cc boxer motor and classically-styled frame are works of mechanical art. Remove a few bits and slap on a few others, and it can quickly turn into a much sharper machine.

That’s the idea behind this uber-slick BMW R18. Created by the Munich workshop Motoism, in collaboration with Arjan van den Boom of Ironwood Motorcycles fame, it wears a brand new bolt-on custom kit with a handful of swanky off-the-shelf parts. Nothing’s been hacked, welded or rewired here, but the results are still radikal.

Each part in the kit was either 3D-printed, made from carbon fiber-reinforced polymer (CFRP), or laser-cut from stainless steel. Since the project covered myriad techniques, Arjan and Motoism founder Ben Ott roped in additional help. The team included Jakob Jarusek, the former head of design at the boutique car tuning shop Mansory, and graphic designer Andy Werner.

The party starts up front, where a 3D-printed fender sits on custom mounting hardware. Just above it, a 3D-printed headlight surround houses the BMW R18’s OEM LED headlight. The third major piece sits lower down; a generous CFRP belly pan.

The overall aesthetic is sculpted and layered, giving the R18 a modern urban vibe. We’re picking up performance car details too, like the louvered ‘intakes’ on the belly pan, and the way it’s molded around the R18 engine’s front cover.

Out back, the crew replaced the R18’s bobbed seat and generous rear fender with a sportier tail unit. It’s constructed from a blend of 3D-printed and CFRP pieces and capped off with a faux leather seat, with a cutout that shows off the rear shock. A small BMW roundel adorns the back of it, embedded in a center ridge that mimics the one on the fuel tank.

Finishing off the kit are a pair of CRFP ‘spacers,’ that reposition the stock tank badges a few millimeters away from the tank. It sounds silly when you say it, but within the context of the whole build, the effect is perfect.

With the kit developed, the team started piecing together the rest of the R18’s parts list. And it sure is a lust-worthy set of items.

Rotobox carbon fiber wheels sit at both ends, wrapped in Metzeler Sportec tires. An Öhlins shock sits tucked under the new seat, offering a little more rear-end compliance. ABM supplied the handlebars, risers, footpegs, and clutch and brake levers.

The machined fuel cap is from BMW’s aftermarket catalog for the R18, while the LED turn signals are Motoism parts. The R18’s overbearing fishtail silencers are gone, replaced by a Jekill & Hyde system that includes an electronically-controlled loudness limiter. The full exhaust system has been Cerakoted in black, including the heat shields.

The guys also refinished the fork covers, valve covers, air intakes, and intake shields in black, creating a dark base to help the R18’s vivid livery pop. Keen eyes will notice BMW’s traditional motorsport colors worked into the design too.

Three years on, we’re still not sure how we feel about the BMW R18. But we do know that we’d be a lot more keen on it if it looked this good from the factory.

Motoism | Facebook | Instagram | Arjan van den Boom | Images by Paul van Mondfrans Lindén

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[DaveM]

Turbo & Nitrous boosted Honda Grom.

If you saw our coverage at the start of the week of the recently wrapped up Wheels and Waves festival in France, you know it’s a motorcycle show that literally has something for everyone. And for the fourth year in a row, Honda Europe has sponsored a custom bike build-off to add a little friendly competition. This year the selected builders from seven nations had the chance to choose from the...

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[DaveM]

Road Tested: Motorcycle Phone Mounts from Peak Design, Freakmount and Quad Lock

Sometimes we throw a leg over the saddle to get away from it all, but there are plenty of times when it’s handy to have your cell phone within reach while riding. While you shouldn’t be texting or scrolling at intersections, motorcycle phone mounts are great for keeping your maps app front and center, switching tracks and preventing your phone from falling out of a pocket while riding. From personal experience, the right motorcycle phone mount is cheaper than an unplanned upgrade.

There are plenty of mounts on the market, and choosing the right one comes down to a lot more than price. Consider what you ride, and how you ride it. Look at what sort of mounting locations work on your bike, and what level of protection and convenience you can live with. Different mounts work better in different scenarios, and the following phone holders from Quad Lock, Peak Design and Freakmount are some of our favorites for all the ways we ride.

Peak Design Handlebar Mount “Radical gear for the detail-obsessed,” Peak Design’s website reads, and even before bolting this slick handlebar mount up, it’s apparent this is a well-thought-out piece. Versatile and boasting one of the best locking mechanisms we’ve tested, the Peak Design handlebar mount is one of our new favorites for everyday riding.

Peak’s system is similar to many other handlebar mounts on the market, utilizing a bar clamp, swiveling joints and a proprietary phone case, but it’s in the execution that this mount shines. Nearly the whole assembly is made from nicely machined aluminum, and the swivel joints use meshing teeth to provide 24 different positions the mount can be locked into. Installation is like any other bar-mounted accessory, and the single-bolt bar clamp took just a minute to install.

The one thing you have to know about this mount is how simple the mechanism is. It uses a combination of neodymium magnets and mechanical locking tabs to secure the phone. All you have to do is set your phone against the mount and apply slight pressure, and boom, it’s locked in. Squeeze a button on the side of the mounting head, and the locking tabs release the phone. Compared to all the motorcycle phone mounts I’ve used, this mechanism is by far and away the easiest and quickest, and I never doubted its grip on my iPhone.

Phone cases can be problematic with these kinds of mounts, because how often do you really want to be swapping your case? Peak Design’s case isn’t bad though. It looks like any other case you might use and provides ample protection. It also works with most big-name MagSafe chargers as well. The case side of the locking mechanism isn’t intrusive at all, and you can add a loop on the back, or upgrade to a tougher polycarbonate case.

Peak Design’s mount is almost perfect, but I wish the built-in vibration dampener was a little tighter. It just feels a little loose, but this really isn’t much of a factor while you’re riding, and overall, I’m just glad the vibration dampener comes standard.

The Peak Design handlebar mount is hard to beat for everyday riding on a cruiser bike, especially one without built-in nav. It’s super simple to use, sturdy, smart looking and works with Peak’s line of MagSafe lifestyle accessories, including their mini tripod, wireless charging stand and more. To get you rolling, the handlebar mount sells for $99.95, and the standard case is $39.95. [Peak Design]

Freakmount Billet ADV bikes look good with added functional accessories, but for many customs and cruisers, a motorcycle phone mount isn’t exactly an aesthetically pleasing addition. Designed to be unobtrusive and simple, the Freakmount Billet is a sweet little spring-loaded clamp that latches onto your gas tank with super strong magnets.

Right out of the box, the Freakmount is a pretty sweet piece. The whole thing is billet aluminum, and the spring mechanism is stout. Six N52 neodymium magnets are housed in the circular mounting surface on the back of the Freakmount, and these things are strong! Simply pull the spring-loaded clamp apart and slide your phone in. Set it on the tank, and you’re in business.

I know, you’re suspicious about a magnet holding a $900 phone to your tank, and so was I. Be sure ‘Track my iPhone’ is on, right? But I can assure you, this mount won my confidence. Stuck onto a Sporty tank, I’ve hit the roughest roads you’d want to run on street tires, broke into triple-digit speeds and thrown every bit of whacky maneuvering I could at this mount, and it never budged.

Having read some reviews where people claimed the Freakmount shifted or spun while riding, I applied some painter’s tape reference marks and tried to find the limit. I’ve shifted the mount away from the center of the phone, and even placed it on more rounded sections of the tank, and had no issues. I thought I’d prevail by hitting the single track with the Freakmount stuck to the side of my TW200 fuel tank. But even then, it held.

The only thing I questioned on the Freakmount is vibration. The mount isn’t dampened like the Quad Lock or Peak Design, and vibration is what can kill cameras on certain phones. The Sporty I’ve used the Freakmount on has a rubber-mounted engine, and it’s a pretty tame ride. That being said, I couldn’t find any instances of this happening with the Freakmount, and my iPhone is perfectly fine.

Naturally, there are a few things you want to consider before you hit ‘add to cart.’ It should go without saying, but this mount is obviously not for you if your fuel tank is made of non-ferrous materials. Plastic, titanium and aluminum fuel tanks need not apply. It’s probably best if you have some sort of flat-ish surface on your tank to put this thing, and preferably somewhere within easy sight. Also, if you care about your paint, you’re going to want to keep both surfaces clean to avoid scratches.

The Freakmount won me over, and it’s a great fit for anyone with a Harley-Davidson or other steel-tank cruiser who doesn’t want to fuss around with an unsightly mount. After you unbox, I’d add a dab of thread locker where the mounting pad attaches to the clamp, just in case, and hit the road. The Freakmount Billet sells for $49.00, which feels like a bargain for the build quality. [Freakmount]

Quad Lock Handlebar Mount Quad Lock has been in the business for many years, and their simple and rugged mount can be used on everything from your motorcycle, to your car, fishing boat, golf bag and even your helicopter. That’s a redeeming quality for a system that forces you to use a proprietary phone case, which is only available in black.

The heart of the Quad Lock is a circular, dual-stage locking mechanism with the receiving end built into the phone case. Locking it in is a press-and-turn sort of affair, and removal is the opposite while pressing a locking tab.

Quad Lock’s standard handlebar mount is made from glass-filled nylon, plastic really, but it’s a rugged piece. I dropped my Honda 450 at least 10 times in Moab, Utah, with my phone in the standard Quad Lock and had no issues. If you’re plastic-averse, you can upgrade to the Pro model, which is made from CNC-cut aluminum.

Quad Lock is one of the more secure options on the market, in my opinion, but there are a few other huge pros to this mount out there in the real world. For one, it’s super universal and works with all of Quad’s other sports and lifestyle products. It’s also nice that you can modify it with other bits and different colored pieces, and the weather-proof phone poncho gave me peace of mind while riding in the rain and dusty conditions.

If you’re buying a Quad Lock, you NEED to add the vibration dampener to your order. Equipped with rubber isolators, this piece prevents vibration damage to your phone’s camera, and it’s the best dampener I’ve used. It feels secure and doesn’t wobble around, and I wish Quad would make this a standard part of the mount. If you don’t add the vibration dampener, there’s a good chance you’ll damage your iPhone—check the small number of one-star reviews for proof.

My only gripe with the Quad Lock is that the mechanism is a bit more temperamental than others. If you don’t position your phone square to the mount, it won’t twist in right. The twisting motion also can interfere with cables on your bars, and my phone always hits my front brake line when I’m snapping my phone back in. And if you really want to split hairs, the case side of the lock is just a hair bulky.

Most everything that I don’t like about the mount can be attributed to its level of security, and for this motorcycle phone mount, that’s the bottom line. While it’s not as quick to use as other mounts, it’s the one I’m using for rough riding on dual-sport motorcycles and ADV bikes. For my setup, the Quad Lock will set you back $29.99 for the case, $25 for the poncho, $69.99 for the standard handlebar mount and $19.99 for the vibration dampener, don’t forget that part! [Quad Lock]

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[DaveM]

DUCHAMP DUCATI: ST3 by Jerem Motorcycles.

From Terblanche and Tamburini to Mitsuyoshi and Morton, the greatest motorcycle designers in history have always had one big advantage over their customising counterparts. Aside from vast sums of money and the backing of a big team, they can work from a completely blank canvas and are unrestrained by the mistakes of others, poor parts placement and strange fashion trends. So, one of the best ways...

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[DaveM]

Saturday Cinema: Malle’s Coverage of the Enduro Vintage Trophy

Competitive off-road racing is hard on equipment and harder on your body—a young man’s sport at the end of the day. But what happens to the heroes of years passed when their joints and trusty steeds are a bit long in the tooth?

Like the peaky ring of a high-strung two-stroke, the heart of a competitor is never too old to feel young again. And both see the thrill of competition each year, at the Enduro Vintage Trophy event.

Once a class of the International Six Days Enduro, the Vintage Trophy has now become an independent race, celebrating the rich global history of motorcycle enduro racing. The Fédération Internationale de Motocyclisme (FIM) sets strict guidelines for entry, mandating that core components of the bikes are real-deal vintage, and the picturesque town of Santiago do Cacém, Portugal, hosted the 2022 event.

157 period-correct enduro machines and their nostalgia-driven pilots were drawn to the event from 12 different countries, many driving thousands of miles for an epic journey in the saddle. Some are former champs in their 60s, and others are just hardcore vintage enthusiasts, but all are there for the fun, and the thrill of seeing the gate drop for another stage.

The Enduro Vintage Trophy attracts a diverse selection of bikes from the sport’s most innovative era, with a backdrop of beautiful countryside, cobblestone streets and wooded stages. A once-in-a-lifetime riding opportunity, the 2021 event was held on the Italian island of Elba, and the 2023 Trophy will be held in Spain between the towns of Fontanals de Cerdanya and Alp—scheduled October 18-21.

Our friends at Malle London won’t miss a good throwdown of vintage iron, and recently gave us an exclusive, first-hand look at all the happenings in Portugal. Their short film NEVER ENDING documents the sights and heroes of the Enduro Vintage Trophy, and is sure to elicit fond memories of two-stroke smoke.

Sure-fire inspiration to get out and twist a throttle, this is our most recent selection for your essential weekend viewing.

Credits
Produced by Malle London.
Directed by Jonny Cazzola and Manuel Portugal
Cinematography by João Alves and Henrique Leones
Edited by Manuel Portugal
Post Production by Hello Movement

Supported by
Malle London
NEXX Helmets
The Lisbon Motorcycle Film Festival
Motoni Motorcycles

With thanks to
Fédération Internationale de Motocyclisme
Motor Sport Vila Nova de Santo André

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[DaveM]

Speed Read: A Ducati ST3 café racer and more custom superbikes

This edition of Speed Read is our sportiest one yet, jam-packed with custom superbikes. First, we profile a Ducati ST3 sport tourer-turned-café racer from France. Then we run through a Honda CBX1000 restomod from Dubai, Buell’s new Freedom Edition Hammerhead, and a Nicky Hayden Edition Honda RC51 that’s just popped up for sale.

Ducati ST3 by Jerem Motorcycles Despite its sport touring prowess, you could say that the Ducati ST3 is the most Honda-looking Ducati that Ducati ever made. The square-ish headlight, full fairing, and single-piece twin seat are more VFR than Desmosedici—even when painted red.

Happily, Jeremie from Jerem Motorcycles in France is back with another one of his stunning Ducati builds. He’s turned a rather vanilla-looking sport tourer into a razor-sharp café racer.

Starting with an ST3S model, Jeremie got rid of the fairing, putting Ducati’s glorious 992 cc L-twin back on full display. The original forks were refurbished and then anodized in gold. A round LED headlight from a Jeep was fitted to the front, along with a custom fender.

A pair of black spoked wheels from Kineo replaced the factory cast wheels; they look the business wrapped in sticky Pirelli Diablo Rosso II tires. The ST3 frame was liberated of all superfluous bracketry and given a dose of gold powder coating (which was inspired by a Peugeot 106 hatchback, of all things).

The swingarm (which is a work of art in itself) is from a Monster S2R, as is the Öhlins rear shock absorber. New Brembo twin-piston calipers and discs were bolted on too, along with custom brake hoses from Exact. Other accouterments include clip-on bars, a new top yoke and a carbon dash from Avia Compositi.

The engine was refurbished, inside and out. The radiator is usually hidden behind a fairing, so Jeremie swapped it for the more aesthetic unit from a Ducati 749. This also let him tuck the hoses inside the frame for a cleaner look.

High-performance coolant hoses and a clear clutch cover were bolted on, along with case savers from GB Racing. The voltage regulator was relocated for better cooling, and the fusebox was moved for easy access. The belly pan is another custom part, made by Jeremie himself.

The tank is stock, but the rear end is not. With matching upholstery on the seat and tank pad (done by Yaya Brush Saddlery), it certainly cuts a fine figure. Finally, the bodywork was painted in satin grey, with the bottom section done in black to give the bike a more assertive stance.

It’s more sport than touring, and we love it. That’s another one in the bag for JeremMotorcycles. [Jerem Motorcycles]

Honda CBX1000 by Cafe Rider Custom First released in 1978, the brawny Honda CBX1000 wasn’t the first inline-six motorcycle, but it is one of the most iconic. The enormous engine sticking out either side of the fuel tank is just one reason why. Another reason was the sound (we recommend googling it, turning it up to 11, and thanking us later).

This CBX1000 from Fahim Rehman, of Cafe Rider Custom in Dubai, looks like a neatly restored original. But once you delve a little deeper into the details you’ll see that it’s far from factory.

We love a good restomod, and Fahim and his team have given us a real doozy. Like most restomods, this CBX1000 still wears its factory seat and tank. But everything else has been slightly modified—with emphasis on ‘slightly.’

The entire front end was lifted from an Aprilia, with a custom top yoke gripping the forks. The new front end allowed the Cafe Rider crew to upgrade the front brakes with a pair of new Nissin calipers and braided lines. The front fender is from a CB400 and the headlight is an aftermarket 7” unit.

Retro turn signals were fitted, and twin horns were installed below the headlight. (The original CBX came from the factory with a single horn mounted under the headlight, so this is a wonderful throwback from Cafe Rider Custom.)

The dashboard was upgraded to a fresh tacho and a GPS speedo, set into a new mounting bracket. They look flashy but don’t steal the show. The tracker-style bars, switch blocks, mirrors, and Biltwell grips are all new.

The engine received a thorough overhaul and cleaning, and the oil cooler was upgraded to a larger unit. A Motogadget mo.unit blue takes care of the brainpower, with the rest of the bike rewired from scratch with a new Lithium battery. An aftermarket six-into-six exhaust was installed—if you listen hard enough, you can hear it scream through the photos.

The rear end is where things get a bit whacky (in a good way). The entire subframe was chopped off and replaced to accommodate a new mono-shock rear suspension setup—which also created space for a mean-as-heck wide rear wheel.

The seat was trimmed to match the slightly shorter design, and the large square taillight and ducktail cowl were refitted. The Honda’s stock side covers were reinstalled and the bodywork was painted in Honda red.

With original CBX decals finishing it off, it looks downright incredible. Fahim and the rest of the Cafe Rider Custom team have done an outstanding job. [Source]

Buell Freedom Edition Hammerhead Since Buell returned to the world of motorcycles, the American company has been on a mission. They plan to release 10 new models over the next few years (including the ridiculously bonkers Baja Dune Racer), and they are well on their way to reaching that goal.

They’ve just pulled the covers off their newest bike: the 40th Anniversary Freedom Edition Hammerhead. And if that’s not the most American name for a bike you’ve ever heard, we’ll eat our stetsons.

The Hammerhead 1190 is based on the older 1190 model, but it’s been thoroughly updated for 2023. It still has all the best things that Buell brought to the table all those years ago—the Rotax engine (now pumping out 185 hp), the frame that is also the fuel tank, and the amazing perimeter brake setup on the front wheel.

Weighing in dry at 416 lbs, the Hammerhead is rather svelte for a big American sportbike. Couple that with the new 72-degree Rotax V-twin, and it has a fair bit of go to match the show. The upside-down forks are fully adjustable, as is the rear shock; both are from Showa. With the fuel carried low in the frame (and the oil carried low in the swingarm), the new Hammerhead has all the makings of a great sportbike.

The 40th Anniversary Freedom Edition Hammerhead adds a red, white and blue paint job. And we have to say, the Hammerhead sure looks spiffy in stars and stripes.

It’ll be available online and at dealers from July 1st, 2023, just in time for Independence Day. Prices start at $24,990, with top-tier models available from $26,775 for anyone who wants a side of fries with their new bike. [Buell Motorcycle]

For sale: Honda RC51 Nicky Hayden Edition The Honda RC51 ranks high on the list of collectible superbikes that we’d love to own. Also known as the RVT1000R in the US, and the VTR1000 in other parts of the world, the 999 cc V-twin was launched to take Ducati on in the World Superbike Championship.

The first generation Honda RC51—the SP1—hit the scene with a liquid-cooled, fuel-injected DOHC mill, a six-speed transmission, and an aluminum twin-spar frame. It was good for 130 hp and a top speed north of 165 mph, and weighed 440 lbs, dry. The second-gen SP2 came out in 2002 with a stronger (but also lighter) frame, a longer swingarm, revised geometry, a bit more power, and a bigger windscreen.

Although it wasn’t quite as successful on track as Honda would have hoped, it managed to take Colin Edwards to two championship victories, in 2000 and 2002. It also claimed the 2002 AMA Championship, piloted by the legendary Kentucky Kid, Nicky Hayden.

Honda released a run of RC51 SP2s two years later to commemorate this victory. The Nicky Hayden Edition bikes wore a special red, white and silver livery, with white number plate areas on the fairing and tail. They also got brushed aluminum frames and swingarms, and Hayden’s signature on top of the fuel tank.

This Honda RC51 Nicky Hayden Edition is currently on auction over at Iconic Motorcycles. And it’s being sold by none other than Darren Begg at dB Customs. Darren is a regular on these pages, known for his retro Japanese superbike restomods.

Darren bought the bike eight years ago from the original owner, and, as you’d expect from him, has taken good care of it. It’s just had a service with new brake pads and tires, a brake fluid flush, an oil change, and a fresh chain and sprockets. He’s also replaced the windscreen since the old one was starting to yellow.

This particular example features a few mods too. A Power Commander V chip optimizes its power output, while an Elka rear shock, tuned by Accelerated Technologies, improves the ride quality. There’s also a carbon fiber under-tail section with integrated turn signals, and a carbon fiber rear hugger from Magical Racing Japan. Kyle Racing clip-ons, custom aluminum bar-ends, an HRC tank pad, and a full set of Pro-Bolt fasteners complete the set.

The auction only runs until the end of the week. So if this tickles your fancy, you best hurry! [Source]

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[Vector]

That CBX is sweeeeet!

 

[DaveM]

DAILY DRIVER: Yamaha XS650 by Wedge Motorcycle.

Two things never cease to amaze me about the elite custom bike builders from Japan; the nondescript locations they inhabit and the jaw-droppingly clean bikes they build. Tokyo’s Wedge Motorcycle is no different, a small building hidden away, alone on a back road at the edge of a large university. It is here that multi-award winning super talent Takashi Nihira plies his trade and he doesn’t need a...

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[DaveM]

Urban Drifter 2.0: A sparky custom Kymco KTR 150 from Taiwan

Using a commuter bike as a platform for customization is hardly a new idea. But we’re still impressed whenever a custom builder manages to turn a humble runabout into a bodacious custom moto. And that’s exactly what TwentyTwo Custom has done with this Kymco flat tracker.

It’s not the first time we’ve featured a custom Kymco from TwentyTwo. This one is sort of a spin-off; the first was called the ‘Urban Drifter’ and this one’s the ‘Urban Drifter Flat Track Edition.’

Based in Taiwan, TwentyTwo Custom is the custom motorcycle arm of the apparel brand Persist Motorcycle Company. Just like before, they collaborated with Tough Tracker in Taichung to rework Kymco’s plucky KTR 150 commuter.

At the risk of stating the obvious, the idea was to build another Kymco in roughly the same style as before, but with a strong flat track vibe. “I wanted a bike that could be used in dusty races, but can also be used on the street,” says TwentyTwo’s head designer, Dong Lin. So while this Kymco looks like it’s a dirt-only machine, it’s just a few tweaks away from being street-legal.

Step one was to tweak the Kymco KTR 150’s stance. The team laced up a new set of wheels with fresh Dunlop K180 rubber, measuring 19” up front and 18” out back. Flat tracker rear wheels usually measure 19”, but TwentyTwo was aiming for a more versatile setup.

The back end also wears a longer swingarm, courtesy of another one of our favorite Taiwanese custom shops, 2LOUD Custom. 2LOUD has launched itself into the world of parts manufacturing, and the swingarm is a bolt-on part for the Kymco KTR series. The elegant chain guard is another off-the-shelf 2LOUD item.

A pair of new MJP shocks props up the rear, sitting perfectly parallel to the bike’s main frame thanks to the revised swingarm geometry. A single Brembo brake does duty at the back.

The front forks are stock, save for a set of plastic fork protectors. The fork lowers still wear their original brake mounts, but that’s not because the builders were lazy. The front brake setup is in storage, ready to be installed when the bike needs to do duty on the street.

For the bodywork, the crew adapted a Honda CB100 fuel tank to fit the Kymco’s frame. Sitting behind it is a fiberglass tail unit from another Taiwanese outfit, Twist Co. It’s topped off with a luxurious elk leather seat pad, and the subframe’s been trimmed to accommodate it.

Flanking the bike are blacked-out aluminum number boards, fabricated to sit perfectly against the flat track tail’s contours. A pair of drilled mounting plates hold them in place.

TwentyTwo Custom and Tough Tracker also ditched the bike’s speedo and headlight, adding an alloy number board in place of the latter. They’ve wired in a special connector though, so that they can plug a headlight in in minutes. The blacked-out handlebars are TwentyTwo’s own design, while the blocky grips come from Oury.

Look closely, and you’ll also spot a license plate bracket and up-cycled Honda CRF300L taillight tucked under the tail unit. Tiny LED turn signals sit just below the number board up front, and just behind the upper shock mounts out back. Finishing things off is a custom exhaust header, terminating in a handsome Supertrapp muffler.

Although TwentyTwo Custom set out to build another Urban Drifter, they’ve taken the design a few steps further. The key parts on this build might have come from different sources, but they match up remarkably well. The overall aesthetic is compact and playful, with just the right amount of paint and graphics to keep things interesting.

It’s another win for TwentyTwo, and another reason to love small, unassuming bikes.

Persist Motorcycle Company Instagram

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[DaveM]

90s CLASSIC: Suzuki GSX-R750 SRAD by Revv Motorcycles.

If we could turn back the clock and pick which bargain bikes were going to become future classics, there would be some serious money to have been made. And one of those bikes you’d have bought is without a doubt the 1996 to 1999 Suzuki GSX-R750 SRAD. Anytime they come up in conversation among bikers someone chimes in “I owned a ’97, such a great bike, I can’t believe I sold it”.

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