Custom Motorcycle Builds

[DaveM]

Black belt: Is this the ultimate parts-built BMW R nineT?

Would you believe that the BMW R nineT has already been on the market for a staggering nine years? In that time, it’s also become a darling of the custom scene—so there’s no shortage of parts available for it. From full bolt-on custom kits to tiny doohickeys, there isn’t an inch on the R nineT that can’t be upgraded in some way.

This begs the question: what would the ultimate parts-built BMW R nineT look like? Vietnam’s M-Racing Performance has the answer.

Anyone with a fat enough wallet can throw a bunch of parts at an R nineT. But it takes a sharp eye, and the wisdom to know when to zig and when to zag, to make it all come together as well as M-Racing has. Based in Ho Chi Minh City, their main business is performance motorcycle parts—but they build custom bikes on the side too.

Their custom BMW R nineT looks compact and menacing, but it’s also delightfully cohesive. There’s nothing gaudy on this muscular street tracker, and no one part screams for attention. But the closer you look, the more goodies you’ll find.

Despite the eye-watering build sheet, M-Racing’s goal here was to keep things elegant and minimal. “It’s never easy to achieve minimalism while still maintaining all the necessary functions of a bike,” says the shop’s media guy, Uy. “Luckily the R nineT is a great blank canvas to start with.”

“Importing parts and accessories takes months and months in this bureaucratic system. But finally, we were able to get all the items on this long shopping list.”

Work started in the cockpit with a fresh set of Domino handlebars, clamped by new risers that push the bars higher and closer to the rider. They wear an Accossato throttle, with Brembo clutch and brake controls. Other accouterments include tiny switches and bar-end mirrors from Motogadget, new grips, and CNC Racing fluid reservoirs.

The first major cosmetic change is the R nineT’s new headlight arrangement. M-Racing fabricated a boxy number plate-like nacelle, then equipped it with a pair of LED headlights from Diode Dynamics. Barely perceivable Motogadget LED turn signals flank it.

There’s a digital Motogadget dash tucked behind it; a model that’s specifically plug-and-play for the R nineT. The stock BMW forks and yokes have been redone in black, and there’s a blacked-out Öhlins steering damper hiding in plain sight.

The engine wears new CNC-machined valve covers from BMW’s aftermarket catalog and a full airbox replacement kit from DNA Filters. A Wunderlich guard protects the oil cooler, while a Lithium-ion battery sits under the seat. The all-black ceramic-coated exhaust system comes from the Italian company Zard.

Up top you’ll find an elegant machined aluminum tail section, sourced from Le Motographe in France. It’s a bolt-on piece that comes complete with an embedded taillight and turn signals. Le Motographe also supplied stylish leather and Alcantara seat covers.

Carbon fiber covers hide the silver frame braces that sit just below the R nineT’s seat, while Le Motographe pillion peg brackets tidy things up further down. M-Racing also swapped the stock foot controls out for a rear-set kit from Rizoma.

The BMW’s new wheels are admittedly a tiny bit audacious. M-Racing fitted a new set of Jonich hoops, featuring a peculiar offset lacing system at the back that accommodates the bike’s single-sided swingarm. “They took quite a lot of work to get delivered,” Uy tells us, “and as far as we know they are the only pair in Vietnam.”

The wheels are wrapped in Pirelli Scorpion Rally STRs—which, despite their name, are road-biased dual-sport tires. The back end is also sporting a new K-Tech shock and an adjustable brace from AC-Schnitzer. Fitted to the BMW’s Paralever swingarm, it’s designed to add stability for better handling.

The braking setup includes upgraded Brembo calipers at both ends, twin Brembo discs at the front, and a Galfer disc at the back. The rear brake uses a Discacciati master cylinder with a Bonamici reservoir. M-Racing also swapped out all the oil and brake lines for HEL Performance items, with Earls fittings.

The final visual hit is the BMW R nineT’s fuel tank. M-Racing treated it to a kinetic black and white paint job, then topped it off with a Le Motographe fuel cap and tan badges. Almost everything else on the bike was finished in black.

There are plenty of custom BMW R nineTs out there that prove that money can’t buy taste. But this isn’t one of them. We wouldn’t change a thing—except maybe the name on the title.

M-Racing Performance | Facebook | Instagram

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[DaveM]

New and Noted: Techwear jackets from Aether, Icon, Rev’It! and more

Many motorcyclists want gear that doesn’t look like motorcycle gear—but that usually means buying something with a vintage vibe to it. What if you like techwear, and you simply want a feature-rich motorcycle jacket that matches the rest of your wardrobe?

We regularly see motorcyclists ride in puffer jackets, softshells, or anoraks, simply because they can’t find motorcycle jackets that offer the same aesthetic or protection from the elements. So we’ve rounded up five techwear jackets that are designed for motorcycling. Some of them keep things simple, while others are packed with riding-specific tech.

Akin Moto Alpha 4.0 motorcycle jacket We tested the third version of Akin Moto’s parka-style Alpha jacket last year and loved it…. mostly. Like any piece of gear, we managed to find a few nits to pick. But the Australian gear company is small and agile—so they’ve taken our input, and feedback from their customers, to upgrade the Alpha again.

The Akin Moto Alpha 4.0 jacket features a heavyweight 600D outer shell, backed by a waterproof membrane and a zip-out thermal liner. It’s cut long and boxy, with a removable hood that stays in place around the back of the jacket via a magnet. There are waterproof YKK zippers throughout, a storm flap along the front, and a smorgasbord of pockets and zippered vents.

Akin’s branding is stylish and minimal, and areas like the cuffs, neck and hand warmer pockets are trimmed with a plush fabric. Priced at AU$349.99 [about $233], the Alpha 4.0 comes out in a stealthy all-black and a blocky black-and-white combo. It also has pockets for elbow, shoulder and back armor, but you’ll need to spring for the protectors separately. [More]

Rev’It! Component H20 motorcycle jacket Rev’It!’s ‘DIRT’ range of gear is designed for adventure riders, but many of the pieces are subtle enough to pass for everyday gear. The Rev’It! Component H20 jacket sits at the top of the range. Styled sort of like an anorak, and available in black or the ochre yellow pictured here, it’s a full-featured motorcycle riding jacket that’s also waterproof and armored.

The Component H20’s made from a stretch ripstop fabric, with extra bits of Cordura in key impact areas, and Rev’It!’s proprietary ‘SEESMART’ protectors at the elbows and shoulders. (Since it’s an off-road-inspired piece, the assumption is that you’ll wear a separate back protector underneath it.) The hood and storm collar can be removed and stowed in the generous back pocket, and there are multiple zippered vents for when the day heats up.

If you like what you see, you can snap it up over at Revzilla for $519.99. [More]

Saint Puffer jacket A good puffer jacket is a must-have for cold weather—but how about one you can ride in? This motorcycle-specific puffer jacket from the Australian outfit Saint fits the bill, ticking boxes for style, warmth, and protection.

Available in black with minimal branding, the AU$399 [about $266] Saint Puffer has a Cordura outer (coated for waterproofing), a recycled polyester synthetic down filling a wind- and water-resistant internal membrane. A dropped hem at the back adds extra coverage, while pockets for shoulder, elbow and back armor add extra protection—if you cough up extra for the D30 protectors, that is. [More]

Aether Apparel Divide motorcycle jacket Aether Apparel’s forte is high-end technical clothing, and that ethos is reflected in their motorcycle gear. At $995 the Aether Divide jacket ain’t cheap, but our experience with Aether’s gear is that it’s well-designed, well-made, and feature-rich.

Designed for long-haul adventures (although we’d wear it day-to-day too), the Divide comes in olive green, bright blue, and grey. The outer is abrasion- and wind-resistant, and waterproof, with zippered vents, extra material at high-impact spots, and an interior neck gaiter that can be cinched down when the weather gets nasty. Tasteful details abound—like the lamb leather neck trim, and the thumb loops behind the storm flap’s snaps that make it easier to close them with gloves on. [More]

Icon1000 Basehawk 2 motorcycle jacket We’re suckers for the dark and brutal vibe of Icon1000’s gear, and the Portland company’s new Basehawk 2 jacket is the perfect example of this. It’s basically a bike-specific softshell hoody, albeit a burly one, with leather reinforcements along the shoulders and upper arms.

The vibe is murdered-out, the logos are stealthy, and the Basehawk’s hoody is stowable. You also get four zippered vents, and a unique double zipper system at the front that effectively lets you turn the entire closure into one long vent. That makes the Basehawk best suited to mild to warm temperatures.

It’s also excellent value at $299, complete with a full set of D30 protectors, no less. [More]

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[DaveM]

GRIZZLY BARE: Moto Guzzi Griso 1100.

By the time the new millennium had rolled around and the Y2K bug had been nothing but an anti-climax, the management at Moto Guzzi knew they had a problem. The company had largely been relying on late ’70s technology and designs, and they needed a motorcycle that would prove the company could still be a maker of beautiful machines for years to come. They turned to Marabese Design who had drawn up...

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[DaveM]

First Look: The new $7,599 BMW CE 02 electric bike

We’re firm believers that electric drivetrains work best for smaller motorcycles that blur the lines between bikes and scooters. One look at the hip new BMW CE 02, and it’s crystal clear that the Bavarian marque feels the same way.

The BMW CE 02 is the company’s second electric motorcycle release in as many years, following on from the CE 04. A smaller machine than its sibling, BMW is pitching it as neither a motorcycle nor a scooter, but something in between. They’re calling it an ‘eParkourer’—which, although it isn’t a real word, implies that its geared towards traversing urban environments.

To convey this message, BMW’s marketing material places the CE 02 smack bang in the middle of the urban jungle—surrounded by concrete, graffiti, skateboarders, and impossibly cool youths. It all feels a bit try-hard, which is ironic, because the CE 02 actually looks good enough without all the frou-frou.

Styled like some sort of futuristic mini-bike-slash-motorized BMX, and rolling on cute 14” cast aluminum wheels, it looks compact and fun. The base model is a mostly black affair, but a higher-spec version (called the ‘Highline’) sports a much livelier livery. With a bench seat and high bars, it looks like the perfect setup for zipping through traffic and down side alleys.

The chassis uses a double-loop tubular frame, with telescopic forks up front, and a mono-shock connected to a single-sided swingarm at the back. There’s 4.6″ of suspension travel up front, with 2.2″ at the back. A single disc brake does duty at each end, with ABS on the front wheel only.

The CE 02’s mid-mounted engine sends power to the back wheel via a belt drive. Two versions of the scoot will be available. The standard version has a maximum power output of 11 kW [15 hp] with 55 Nm of torque, but there’s also a 4 kW [5 hp] variant that’s limited to a top speed of 45 km/h [28 mph]. The slower CE 02 meets the requirements of Germany’s ‘AM’ license class, which means it can be ridden by anyone with a car licence (regulations will vary by country).

The 11 kW CE 02 tops out at 95 km/h [59 mph], with a minimum claimed range of 90 km. It comes standard with two riding modes; ‘Flow’ for cruising through traffic, and ‘Surf’ for a more dynamic ride. A livelier mode, ‘Flash,’ is available as an optional extra, and as part of the Highline spec.

The CE 02 also comes standard with BMW’s Automatic Stability Control and Recuperative Stability Control. The 11 kW one weighs 132 kilos [291 lbs], the 4 kW one weighs 119 kilos [262 lbs]. The seat stands at a beginner-friendly height of 750 mm [29.5″], and has just enough space for two.

Charging is via an included external charger, with a more powerful fast-charger available (again, as aftermarket equipment or as part of the Highline pack). Both will work with any household electrical socket.

BMW touts the CE 02 as being packed with innovative features, but most of the really techy stuff is confined to the cockpit. The bike uses a mini-TFT display, outputting the usual info like speed and battery status. Like most BMWs, it can connect to your smartphone via Bluetooth, with a USB-C port to keep your phone charged.

The Highline model takes this functionality up a notch, by also featuring a smartphone mount that places your phone alongside the TFT screen. Pair it to the CE 02 and put it into ‘Cradle’ mode, and it acts as a second display. Other highlights include a keyless ignition, and LED lighting all around.

While the CE 02 has our curiosity piqued, its price could be a sticking point. BMW Motorrad USA has it listed at $7,599 for the base model, and $8,474 for the Highline spec.

Crusty old bikers are likely to balk at that while listing the many petrol-powered bikes they could buy with that money. But they aren’t the CE 02’s intended audience, since BMW is clearly pitching it at youngsters.

That might prove to be an even harder sell though. After all, how many 15-to 25-year-olds do you know that are itching to spend eight grand on a bike?

BMW Motorrad

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[solomon]

Having just spent a week in Naples surrounded by noisy two-wheeler ICE bikes, roll on electric.

That's a weird sitting position though. Sporty legs folded back, cruising torso upright. Looks awfully uncomfortable.

 

[DaveM]

Kingston’s elegant new R18 celebrates BMW Motorrad’s centenary

Whenever Dirk Oehlerking builds another custom BMW boxer, it feels like his signature art deco style has reached its zenith. But then the next project rolls into the Kingston Custom workshop, and the German artisan flips the script again. Flitting between vintage boxers and the newer BMW R18, Dirk constantly pushes himself, and his imagination, to new and exciting heights.

Dirk hasn’t only worked on BMWs in his career, but he’s certainly become known as a boxer specialist. The Bavarian marque is close to his heart—so he built this custom BMW R18 to celebrate its 100th anniversary. Nicknamed ‘The Crown,’ it’s currently bending necks at the BMW Motorrad Days event in Berlin.

It’s a fascinating machine, laced with retro-futuristic, art deco, and aeronautical elements. Everything is inch-perfect—from the elegant hand-formed bodywork to the finishes. As usual, we’re scratching our heads trying to figure out how he built it.

In a world where digital design is ubiquitous, Dirk’s process is refreshingly traditional. He started by stripping the R18 down to its frame, then he used shaping foam and sheets of cardboard to figure out the design. His goal was to create a machine that represents speed and power, but in an unorthodox way—and he nailed it.

With the R18’s silhouette defined, Dirk started fabricating the custom fuselage out of 2 mm thick aluminum sheeting. And the more you examine it, the more impressive it becomes.

The lower half reaches forward to hug the front wheel, while the upper half ends in a shroud that wraps around the headlight. The body tapers gracefully from front to back, ending in a curved cutout that follows the rear wheel, and puts the R18’s looped swingarm and exposed shaft drive on full display. Incorporated into the design is an 8 liter [2.1 gal] fuel tank, accessible via a classic Monza-style gas cap just in front of the rider.

Most of the R18’s chassis has gone untouched, but the bike’s new body called for a redesign of the front end. To make sure the bike would still drive—and turn—Dirk engineered a front swingarm and a cable-operated steering system. It’s operated via a set of custom-made handlebars, and there’s a Wilbers shock to add some cushioning.

Dirk kept the R18’s original wheels, brakes, and rear shocks, and re-fitted its switches to the new handlebars. But the hydraulic brake and clutch controls are upgraded Magura parts.

Dirk’s fabrication skills are impressive, but so is his judgment. He’s re-purposed many of the R18’s stock parts, integrating them into his custom work in a way that elevates the overall design.

Out front, the BMW’s LED headlight gives the bike an almost robotic visage. On the sides, neat cutouts in the aluminum accommodate the R18’s gargantuan cylinder heads and intakes, and its foot controls. The left side even features the bike’s original chromed reverse gear lever and a power socket.

The stock chroming pops against the new bodywork, while a pair of slash-cut stainless steel exhausts offer a tighter fit than the original ‘fishtail’ units. The way they hug the bike and end perfectly in line with the bodywork is a testament to how much Dirk obsesses over his work.

Higher up, the top panel flows into a sculpted housing for the stock speedo. An aluminum seat pan forms the base for the luxurious suede seat, with a custom loop at the back to keep the rider from sliding off the back. It’s probably not particularly comfortable, but it does look spectacular.

The rear fender and its struts are some of the few off-the-shelf parts on this custom BMW R18. They’re from Wunderkind in Germany, and feature LED taillights discreetly embedded in the struts where they meet the fender. Teeny tiny Kellerman LED turn signals sit up front.

The bike looks bigger and heavier than a stock R18, but it’s not. It now weighs 305 kilos [672 lbs]—40 kg [88 lbs] less than before. It’s only 2 inches longer than before, and, with the mirrors off, it’s actually narrower.

Finishing things off is a sophisticated livery that once again proves how good Dirk’s taste is. Champagne and mother-of-pearl tones play off against raw aluminum and chromed parts masterfully. The pin-striped sections on the sides of the bike recall vintage BMW fuel tank designs—but they continue all the way to the rear, tracing a line that continues into the swingarm.

Subtle Kingston Custom and BMW logos, and tiny brass fasteners throughout the bodywork, add additional accents. And if you pay close attention to the stainless steel exhausts, you’ll notice how their natural discoloration ties together the various hues that adorn the R18.

At this point we’re not sure if these design decisions are intentional, or if Dirk’s instincts are so good that they just come to him naturally. We’re not sure how he’s going to level up from this build—but knowing him, he’ll find a way.

Kingston Custom | Facebook | Instagram

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[DaveM]

The 5 Best-Looking Adventure Motorcycles Out Now

The adventure bike spectrum is expanding far and wide, with more brands jumping into the fray, and powerplants ranging from 300 to 1,300 cc. If you’re in the market, you’re probably considering all the usual factors, like cost, comfort, electronic gadgetry and standard features, and that’s probably smart. Sometimes the intrusive thoughts win though, and blind to reason, we shell out for pure aesthetics.

In the ADV world, the most aggressive-looking bike is rarely the most ridden, but every forum has a hero, and there’s always an exception to the rule. Throwing all the usual metrics to the wind, we asked the question; what are the best-looking adventure motorcycles on the market right now?

Yamaha Ténéré 700 Rally Edition The Ténéré 700 debuted in the U.S. in 2019 and immediately established itself as a serious contender in the middleweight ADV market. It’s lightweight at 452 pounds, has excellent rock-taming suspension and its 689 cc liquid-cooled parallel twin (lifted from the old FZ-07) provides reliable performance to the tune of 72 hp.

What the Yamaha Ténéré 700 doesn’t have, is most of the other things we’re used to seeing in the ADV segment. You get switchable ABS, but there’s no traction control, no cruise control, rider modes, integrated GPS, etc.

In an age where spec sheets are typically dominated by computers, lean sensors and color gauge displays, the Ténéré 700 is a breath of fresh air. Its approach is minimalistic with standard dirt-bike geometry boasting nearly 9.5” of ground clearance, a 21F/18R wheel combo and stand-up ergonomics. Sprinkle in a larger 4.2-gallon fuel tank, a meaty skid plate, dual front discs and a slim frame-mounted fairing, and the Ténéré has just enough capability for long-haul riding across any terrain.

Finished in Yamaha’s classic white-and-red speedblock livery and gold wheels, the Ténéré 700 Rally Edition is an eye-catching homage to Yamaha’s Dakar history. The Rally Edition will set you back about $14,534—an extra $1,500 ish dollars over the standard Ténéré. [Yamaha]

Husquvarna Norden 901 Edgy angles and pointed lines are common in the adventure segment, but it’s hard to deny the appeal of the classic slab-side aesthetic. Based on KTM’s proven 890 mechanics, Husqvarna’s Norden 901 is a slightly more refined everyday adventure machine with textbook Husky character.

The majority of the Norden’s nuts and bolts come from the KTM 890 Adventure, including the chromoly trellis frame, Bosch EMS and 103 hp, 889 cc parallel-twin as a stressed member. Suspension is a bit of a contention point, as both the KTM and the Norden 901 Expedition model are upgraded with WP XPLOR suspension systems, while the standard 901 sticks with WP APEX.

With both bikes parked at the curb, I’m giving the Norden the edge in appearance though. Nothing against Team Orange, but I like that Husky gets away from KTM’s sharp-cut angular bodywork and extraterrestrial headlight, in favor of flat slab sides, a low front fender and a high-mounted circular headlight.

Finished off with a massive skid plate, tinted windshield and an eye-catching lime over slate finish, the standard Norden 901 is rugged and functional, with capability to back it up. Its $14,499 MSRP is also quite competitive in the segment. [Husqvarna, KISKA Gmbh & Rudi Schedl]

Honda Africa Twin Adventure Sports There are few looks more synonymous with rally excellence than the pairing of Honda’s HRC colors, gold hoops and the Africa Twin script. Made famous in the late ’80s on the XRV650, the scheme continues to represent off-roady touring capability for Team Red on the 1,100 cc Africa Twin.

True to Honda form, the Africa Twin occupies a unique niche in the ADV market. Its 101 hp, 1,084 cc parallel twin is not particularly powerful in the over 1,000 cc class, and its 529-pound curb weight is heavier than many of its middleweight peers. But Honda’s never one to skimp on quality, and recent improvements have taken the Africa Twin’s tech savviness and dirt capability up a notch.

The new Africa Twin has an active Showa suspension system integrated into the riding modes, returning 9.1” of travel up front and 8.1” in the rear. The bike has also lost 10 pounds thanks to a new aluminum subframe, and the optional Automatic Dual Clutch Transmission provides selectable shifting and terrain modes—if that’s your kind of thing.

But hey, we’re here for aesthetics, and Honda’s frame-mounted fairing is sharp and purpose-built, without being too knife-edged and angley. Across the different Africa Twin trims, the Pearl White Adventure Sports model is a knockout. It comes equipped with a taller windshield and a larger 6.5-gallon fuel tank, not to mention the classic HRC colors and gold wheels. The Adventure Sports model will set you back an extra $2,800 over the standard Twin, at $17,299. [Honda]

Ducati DesertX The Ducati DesertX blends into the ADV crowd a whole lot for being one of our favorites. It looks like most any other adventure bike from a distance—albeit with a sea of white plastic affixed to the front—and the whole side profile is pretty plain and dichromatic. The devil’s in the details though, and when you add up the factors, the Ducati’s beauty is more than skin deep.

The DesertX is built like many others in the multi-cylinder middleweight ADV class, sporting a steel trellis frame, a dirt-friendly 21F/18R wheel combo and a full-length skid plate covering the essentials. Things get spicey under the 5.5-gallon fuel tank, though, as that’s where the 937 cc Testastretta 11° V-twin resides. This sweet mill pumps out 110 hp at 9,250 rpm, high for the class, and output can be fine-tuned to the terrain with six riding modes.

Getting off the beaten path, the DesertX will go just about as far as a multi-cylinder ADV bike wants to be pushed. Its manually adjustable KYB suspension soaks up whoops and returns 9.1” of travel up front and 8.7” in the rear. That’s the type of terrain where you’ll be wanting the off-road accessory package, including improved engine protection, crash bars, a radiator guard and hand guards—consider that mandatory equipment if you’re filling out an order form and want to be somebody.

Sporting trick spoked wheels, tubeless Pirelli Scorpion Rally STR rubber, a stellar powerplant and the right accessories, the allure of Ducati’s DesertX starts to become clear. It’s a functional beauty, consisting of all the right hardware, and eliminates the need for wild graphics or loud colors. But sometimes even functional beauty gets expensive, and the DesertX will set you back at $17,695. [Ducati]

AJP PR7 Every roundup needs a wildcard, and just beyond the outermost edge of what you could feasibly consider an adventure motorcycle, there’s the AJP PR7. It lurks in the wild unknown, preying on your desire to blast through terrain. And while it’s no tourer, you have to admit it’s the baddest thing out there with a windscreen.

The lone adventure offering from Portugal’s successful supermoto and enduro bike manufacturer, AJP takes a minimalist approach on the ADV scene. There are no fancy electronics besides the gauge display, and it’s powered by a 600 cc single producing an undisclosed amount of hp. But one look at the spec sheet, and it’s hard to argue with Brembo brakes, ZF SACHS suspension, a wet weight of 364 pounds and an under-seat fuel tank.

For most ADV customers, the AJP is just a bit too radical. The suspension is aggressive and wind protection is minimal at best. You’re essentially riding a modified enduro, and that’s just not going to cut it for long-haul riding. But considering (at least one person) has logged over 50,000 miles on a PR7, I’m dying to know what this machine has to offer.

A slightly more usable replacement for my CRF450L? I think maybe so. So AJP, if you’re listening, I’ll take one shipped to northern Wisconsin, please, before winter comes. [AJP Motorcycle]

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[DaveM]

SIX APPEAL: Benelli Sei 900 ‘Sinfonia’.

He was a fiery automotive industrialist, who raced briefly in Formula 1, owned a motoring empire and even dabbled in a little coup d’état on the side. Alejandro De Tomaso was anything but boring and although he is best known for his De Tomaso sports cars, at one time he also owned Maserati, Ghia, Benelli and Moto Guzzi among other famous Italian household names. When he purchased Benelli...

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[DaveM]

Speed Read: A lush Laverda 1000 Jota custom and more

A burly custom Laverda 1000 Jota leads our selection this week, with a rare collection of vintage British and European bikes sitting at the opposite end of the list. Wedged between them is a pair of wild Suzukis; a custom 90s Suzuki GSX-R750 SRAD, and the new 25th anniversary Hayabusa.

Laverda 1000 Jota by Motorcycle Mania Despite being one of the lesser-known Italian marques, Laverda has always had a certain mystique around them. After their founding in 1949, they went on to produce a slew of unique (and often orange) bikes, meant to take on the likes of Moto Guzzi and BMW.

Laverda came under pressure from the big four Japanese manufacturers in the 1960s. Their answer to the inline-fours from the Land of the Rising Son was a new 1,000 cc triple, based on the gorgeous Laverda 750 twin of the day. The Laverda 1000 made good power—and, although it wasn’t a lightweight, it handled well.

The Laverda 1000 Jota came in 1976—a racing-derived 1,000 cc triple with plenty of go-fast bits. The overall power output was bumped from 85 hp to 95 hp, and it was clocked at speeds of over 130 mph, which made it one of the fastest production bikes at the time.

You don’t regularly see Jotas (or Laverdas in general) riding around, let alone custom examples. This one was built by Stephen Anstis of Motorcycle Mania. Based out of his workshop in Frome, a town in Somerset, England, Stephen has been in the game for more than 40 years.

Stephen started with a 1983 model 120 Jota (named for the 120-degree crank phasing), then got rid of basically everything. A set of large-diameter USD forks were fitted to the front, along with modern cast wheels with tubeless tires. Double twin-piston Nissin calipers take care of the braking duties up front; a considerable upgrade over the factory options.

The Jota also sports a large single headlight and a completely new rider cockpit. Out back, a custom subframe supports a handmade tail section and seat. The flowing tank is also custom—it’s a far cry from the classic lines of the original, but it works.

Lower down, you’ll find the single-sided swingarm and belt drive from a BMW F800S, adapted to fit the Laverda. Three slash-cut mufflers poke out on the open side of the rear wheel. The red and orange livery is as lush as they come, while the reworked engine looks clean enough to eat off.

The bike was on display at this year’s Bike Shed Motorcycle Show, and it took the Judges Excellence Award at the recent Kickback Thruxton Custom Classic Bike Show. Why are we not surprised? [Via]

Suzuki GSX-R750 SRAD by Mim Moto We’re suckers for classic superbikes—especially those produced by Suzuki. There’s something about their lines, paint schemes, and outrageous performance that just feels right. Early Suzuki GSX-R models are fast becoming cult classics, and you’d be mad to not want one in your garage.

The late-90s Suzuki GSX-R750 SRAD (‘Suzuki Ram Air Direct’) is a prime example. With 134 hp on tap, and the only rider aid being your right wrist, the early fuel-injected Gixxer is a streamlined monster. Even the bulging, shapely bodywork is starting to look on trend again—which is something that nobody saw coming.

Someone who did see it coming though was Ammar—the owner of this 1997 model SRAD. Ammar wanted to fill a vacant spot in his garage with a 90s racing bike, something with classic headlights, steel bar work behind a big fairing, and a bulky tail. Naturally, the old SRAD was at the top of his list.

He eventually found a well-kept model with only 21,000 km [13,050 miles] on the odometer. He brought it home and rode it… a lot. But eventually, Ammar decided it was time to add some custom touches to his SRAD.

Ammar started by upgrading the brakes to Brembo calipers with braided stainless steel lines; an apparent weakness of the bike. But pretty soon, he had sent the whole bike over to a fellow SRAD lover who works under the handle of Mim Moto. This was no small undertaking, as Ammar is in the Netherlands and Mim Moto is in Turkey!

Mim stripped the bike down and rebuilt with all-new factory parts. Suzuki reportedly has an excellent classic parts department, making this step all the easier.

No classic superbike would be complete without custom graphics, and this GSX-R is no exception. Inspired by the J.David Porsche 935 Moby Dick Le Mans race car, Ammar chose a stunning blue and white livery that puts the RAD in SRAD. Rather than paint the factory fairings he chose to swap them out for race items, which was a good move.

The final modification was a period-correct Yoshimura exhaust—because why not? Next time we’re in the Netherlands, you had best believe we’ll be begging Ammar for a test ride. [Via]

Suzuki Hayabusa 25th Anniversary edition How are you feeling today? Old? Then look away now, because this is going to make you feel really long in the tooth; the Suzuki Hayabusa turns 25 years old next year.

That’s right—the big bird is all grown up, has left home, graduated from university, and is paying taxes on a full-time income. How time flies.

For its 25th birthday, Suzuki has decided to glam up the upcoming 2024 ‘Busa with a special throwback livery. The special edition features a unique orange and black paint scheme that recalls the 2008 model. (We would’ve loved to have seen Suzuki bring back the ‘Busa’s classic bronze and silver scheme though.)

Aside from the paint, the badging on the tank is unique to the anniversary edition. There are also commemorative etchings on the mufflers, and on every sixth chain link (which is a weird flex, but OK). The pillion seat cowling is included in the package, and the brake rotor carriers and chain adjusters are anodized gold.

When the Hayabusa hit the scene in 1999 it boasted a 175 hp output and a top speed of 194 mph. The motorcycling world rejoiced again when Suzuki brought out the third-generation Hayabusa in 2022. Power is a whopping 190 hp now, although a limiter caps its top speed at 186 mph.

In the age where a lot of iconic bikes are falling foul of the latest Euro emission regulations, it’s great to see that Suzuki has managed to muscle the ‘Busa through. Now boasting a host of modern material and electronics upgrades over older models, it should stick around for many years to come.

Now if only Suzuki would take a page out of Kawasaki’s book, and add a supercharger. [Suzuki Hayabusa 25th Anniversary Edition]

The Anthony R. East Classic Motorcycle Collection Hot on the heels of the 2023 running of the Isle of Man TT, Bonhams auction house has announced the upcoming sale of the Anthony R. East collection of motorcycles.

You may know of the A.R.E. Classic Motorcycle Collection if you’re an Isle of Man TT regular. Assembled by collector Anthony R. East, it is housed within the grounds of The Old Vicarage at Kirk Micheal—a village located on the TT Course itself.

Tony East had a successful career as an automotive parts supplier, and his fascination with motorcycles started when he was quite young. He retired in 2002 and shortly thereafter moved to the Isle of Man, bringing his impressive collection with him. He was the president of the IoM section of the VMCC, organizing and hosting events at his museum over the years.

Sadly, Tony passed away in 2022 and he left behind what some describe as the best collection of privately owned vintage Triumphs in all of the British Isles. Over 80 motorcycles are going under the hammer at the Bonhams Autumn Stafford Sale in October.

Of particular interest to some enthusiasts will be the meticulously restored early Triumphs. This includes 1938 and 1951 Speed Twins, a range of 1930s Triumph Tigers, and a wonderfully attractive example of a 1937 Ariel Red Hunter.

There are Nortons, BSAs, and even a few European bikes in there as well. The 1952 Moto Guzzi 500 Falcone Sport (complete with the salami-slicer flywheel) is rather tasty looking, as are the Sunbeam S7 and the Greeves 24RDS Silverstone.

There is something for everyone in the auction. It’s a representation of Tony’s love for motorcycling, and we’re glad that even after his passing, this love can still be shared. [Bonhams Autumn Stafford Sale]

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[DaveM]

Copperhead: A brooding BMW R100R scrambler by Deus

As custom BMW boxers go, the BMW R100R doesn’t get nearly as much love as its older siblings—but it should. BMW released it in the early 90s as a road-focused version of the popular R100GS dual-sport, but also as a modern classic of sorts.

With an adventure bike fuel tank and seat, ‘retro’ chrome on the headlight and dials, and classic peanut-style valve covers, the visual mash-up didn’t quite work. But under all that awkwardness lay a rock-solid bike. The 980 cc boxer motor had reached its zenith, plus the R100R came with tubeless wire-spoke wheels and the R100GS’ new-style Paralever swingarm.

This BMW R100R scrambler from Deus ex Machina in Australia proves the stout boxer’s potential. Deus’ French-born head wrench, Jeremy Tagand, has heavily tweaked the R100R while leaving just enough original parts intact to recall the original.

A custom bike’s finishes are usually the last thing on the list, but they sat at the top of the brief on this project. Deus‘ client is a jeweler; he was responsible for the copper plating on the frame and the hand-smelted BMW roundels. With that settled, black was an obvious choice for almost everything else.

But this custom BMW R100R is not just about flash. Jeremy dropped a set of YSS internals into the forks to upgrade them and installed an Ikon shock at the back. The stock 18F/17R wheels were wrapped in Continental TKC80 tires for a little go-anywhere appeal, and the OEM Brembo front brake was refurbished.

The engine was treated to a digital ignition and a pair of DNA pod filters. MotoRRetro supplied a new cover to replace the original airbox, which now houses the battery. Discreet twin exhausts round out the spec—and before you heap hate onto the pipe wrap, consider how well it complements the bike’s color scheme.

Jeremy kept the R100R’s chunky fuel tank but reworked the rest of the bodywork so well that the tank actually looks good now. Sitting just behind it is a custom two-up seat, upholstered in black leather on top of an aluminum base. An LED taillight is Frenched into the back of it.

The subframe is new too, finished off with an integrated plate mount and turn signal brackets. Lower down, Deus upgraded the rider and passenger pegs, opting for grippy off-road items for the former.

Nothing in the BMW’s cockpit is original anymore. Deus swapped the bars out for a set from Rizoma, then added a throttle from Messner Moto in Germany. The brake and clutch levers are Beringer items, and the grips, micro-switches, bar-end turn signals, and mirrors are from Motogadget.

A digital Motogadget dash sits further forward, just above a Koso LED headlight. To keep things super neat, Jeremy moved the ignition to a new mounting tab on the left side of the frame.

The bike’s finished off with a handful of well-judged details and finishes. Deus moved the stock oil cooler slightly higher up, then adorned it with a new copper grill and fresh plumbing. A set of crash bars keep the cylinder heads safe, while the BMW’s unique original gas cap adds a little vintage charm.

And while most of the primary finishes are black, they’ve been executed with varying textures. The fuel tank and custom front fairing wear matte black paint, while the engine block’s been done in wrinkle black.

BMW designed the R100R as a retro roadster, but Deus has turned it into something far more fun—and far more attractive. As for how those copper highlights pop against the black; superbe!

Deus Customs | Facebook | Instagram | Images by Chris Grundy

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[DaveM]

INDO STYLE: Yamaha XS650 Chopper.

When you’ve been part of a scene long enough, you begin to appreciate more the people that power it and those who pour their heart and soul into driving that culture forward. Indonesia’s custom bike-building scene has been booming over the last few years, first based around new scooters and small-capacity bikes, and now taking on anything and everything in sight. But as it grows...

Source

 

[DaveM]

Custom 1,478-Piece Yamaha MT-10 SP by L. Ego

This futuristic-looking Yamaha MT-10 SP was assembled over almost eight hours and some 1,497 customized individual components by master Danish crafter L. Ego. While the first impression may look a bit plastic-y, the sum of the parts is a truly custom motorcycle for any age bracket. Although over age 18 is recommended, we believe even younger enthusiasts could partake in this ride with proper supervision, knowledge and patience.

Throw your tiny leg over the seat, and the three-speed transmission mates up perfectly with the all-new four-cylinder engine—which amazingly—requires no oil. The gold drive chain, considered ostentatious by some, delivers quiet and efficient power to the beefy rear rubber. Up front, the signature Öhlins, or Fauxlins perhaps more fittingly, offer both sport and comfort whether cruising hard kitchen tile or soft bedroom carpet.

At only 17.5″ long (44 cm), the naked Yamaha sport bike has a ridiculously small turning radius, and carves up corners like bikes 1:10 its scale. Some riders commented that the rubber both front and rear felt a little too stiff, but our editors unanimously agreed that a bike of this nature wouldn’t see much street use anyway.

All of this technology and customization does come at a price, though, and the Yamaha MT-10 SP by L. Ego is tagged with an eye-watering $239.99 MSRP. Most of the eye-watering is caused by the sadness endured as your mother instructs you to put it back on the shelf, and opt for the far less expensive Land Rover Classic Defender.

Diehard builders may submit that competitive sets come in as low as $9.95, but we’d argue the complexity and detail of this build justify the higher ask. All things considered, the price is a bargain and couldn’t be duplicated in an assembly of spare parts on any kitchen table or countertop. Look for this mini motorcycle to be an instant collector classic on Lego.com available August 1, 2023. [Lego]

Continue reading...

 

[Greyfell]

Custom 1,478-Piece Yamaha MT-10 SP by L. Ego

This futuristic-looking Yamaha MT-10 SP was assembled over almost eight hours and some 1,497 customized individual components by master Danish crafter L. Ego. While the first impression may look a bit plastic-y, the sum of the parts is a truly custom motorcycle for any age bracket. Although over age 18 is recommended, we believe even younger enthusiasts could partake in this ride with proper supervision, knowledge and patience.

Throw your tiny leg over the seat, and the three-speed transmission mates up perfectly with the all-new four-cylinder engine—which amazingly—requires no oil. The gold drive chain, considered ostentatious by some, delivers quiet and efficient power to the beefy rear rubber. Up front, the signature Öhlins, or Fauxlins perhaps more fittingly, offer both sport and comfort whether cruising hard kitchen tile or soft bedroom carpet.

At only 17.5″ long (44 cm), the naked Yamaha sport bike has a ridiculously small turning radius, and carves up corners like bikes 1:10 its scale. Some riders commented that the rubber both front and rear felt a little too stiff, but our editors unanimously agreed that a bike of this nature wouldn’t see much street use anyway.

All of this technology and customization does come at a price, though, and the Yamaha MT-10 SP by L. Ego is tagged with an eye-watering $239.99 MSRP. Most of the eye-watering is caused by the sadness endured as your mother instructs you to put it back on the shelf, and opt for the far less expensive Land Rover Classic Defender.

Diehard builders may submit that competitive sets come in as low as $9.95, but we’d argue the complexity and detail of this build justify the higher ask. All things considered, the price is a bargain and couldn’t be duplicated in an assembly of spare parts on any kitchen table or countertop. Look for this mini motorcycle to be an instant collector classic on Lego.com available August 1, 2023. [Lego]

Continue reading...

I think Lego outdid themselves on this one!

 

[solomon]

Nice enough. I prefer the original Lego, a big box of bricks, nothing much else other than an active imagination.

 

[solomon]

View: https://m.youtube.com/watch?v=CXJI8J3ooGI&cbrd=1

 

[DaveM]

Yellowjacket: A waspish Ducati GT1000 by Purpose Built Moto

The Ducati SportClassic range is universally adored, but some SportClassic models get more love than others. The limited edition, Öhlins-equipped Paul Smart is the pick of the bunch—provided you have deep pockets and can actually find one. At the other end of the spectrum, you’ll find the Ducati SportClassic GT1000.

To the uninitiated, the GT1000 is just another SportClassic. But put it side-by-side with its siblings, and you’ll spot a number of obvious differences. Designed as a practical variant of the café racer-like SportClassic, it wears riser handlebars instead of clip-ons, a chunkier seat, and a different fuel tank with generous knee cutouts.

It’s also distinguishable by its twin rear shocks, and its chromed exhausts that sit on either side of the bike, rather than being stacked together. But while it might not have quite the same appeal as sportier SportClassic models, it has the same bones and is no less attractive. You still get a 992 cc desmodromic L-twin engine, a trellis frame, and oodles of retro charm.

Tom Gilroy, founder of Purpose Built Moto on Australia’s Gold Coast, is a fan of the Ducati GT1000. As far as he’s concerned, it’s a great bike that only gets better the more you tweak it. And Purpose Built Moto sure knows how to tweak it.

The owner of this 2008-model GT1000 brought it in for a makeover, with only a handful of specific requests. He wanted the GT1000’s basic suspension and heavy wheels upgraded, and he wanted an under-tail exhaust system. As for the rest of the brief, PBM was asked to modernize the GT1000’s looks without ditching its distinct fuel tank.

With those principles guiding the project, Tom and his crew got to work stripping the Ducati down and ordering the parts they’d need. The custom café racer that they envisioned would call for some top-shelf parts, an array of handmade bits, and a radical paint job.

Sorting out the suspension and wheels was an easy win—once the parts finally arrived. PBM swapped the forks out for the Öhlins setup from a Ducati Monster 1200R, then installed a pair of GT1000-specific Öhlins rear shocks. Brembo brakes add extra stopping power.

The GT1000’s hefty steel rims had to go, so PBM ordered a set of exotic Jonich M9 hoops. Using carbon-wrapped aluminum hoops, they not only look spicy but are a heck of a lot lighter too (Tom reports that the difference is tangible out on the road). They’re wrapped in Pirelli Diablo Rosso IV rubber, with a chunky 200/55-17” tire at the back.

In between ordering those parts and fitting them, PBM got to work on a slew of fabrication jobs. The subframe was trimmed back a little, effectively shortening and narrowing the bike’s tail, while also making space for the new exhaust system.

Tom had to start fabricating the exhaust before the subframe was done, because he wasn’t exactly sure how the two components would work with each other. He designed a two-into-one-into-two system with a collector that passes through the gap in the swingarm, before splitting into the two mufflers that sit under the tail. With the exhaust finished, it was time to finalize the subframe and move to the bodywork.

A new tail cowl was shaped out of sheet metal, designed to hug the twin mufflers while picking up several design cues from the OEM tank. The details are subtle but incredibly well-judged. The top of the tail bump traces the same line as the top of the tank, while the curved cutaways at the back echo the tank’s knee indents.

Notice how the edges of the tail dip below the line of the subframe? That’s a throwback to the GT1000’s original seat design.

Peek around the back, and you’ll spot a custom diamond-shaped taillight, tucked neatly between the silencers. Tiny LED turn signals are Frenched into the back of the cowl too; they’re prototype units that PBM will be adding to their online store soon. The Ducati’s electronics are now housed inside the tail unit, with multiple layers of heat-shield material to stave off heat from the exhausts.

With the Ducati slowly taking shape, Tom felt inspired to push the design a little further. So he built a sharp chin spoiler to complement the motor, with cutouts to accommodate the exhaust system. A removable mesh cover at the front offers quick access to the battery and regulator/rectifier.

Next, Tom turned his attention to the bike’s new headlight nacelle. It houses one of the shop’s own LED headlights, with LED turn signals stealthily used as headlight mounting bolts. Lower down, PBM staffer Dylan fabricated an aluminum fender, with a unique ‘twin wall’ look.

Before they wrapped the project up, PBM dragged their client into the shop to test fit his bike. He’s a tall guy, so the team ended up making custom brackets to lower the foot pegs and create more legroom. The cockpit wears LSL bars with Brembo levers, wrapped grips, and PBM switches and mirrors. There’s an aftermarket speedo, too, mounted where the ignition barrel used to sit.

Nearing the finish line, PBM finished the Ducati off with a few more handmade details. New side covers hide the ugly fuel pump, but still offer quick access to the fuel hoses, while custom belt covers adorn the engine. A swingarm-mounted license plate bracket does duty at the back.

The striking black and yellow livery combines classic lines with modern hues—but it took some doing to execute. Tom turned to regular PBM collaborator, Justin at PopBang Classics, to lay it down, but he wasn’t quite sure what he wanted until Justin started painting. The two spent hours in the shop laying down strips of tape and fine-tuning the design—and it paid off.

We’d be perfectly happy with a stock SportClassic in our garage, but this custom Ducati GT1000 ups the ante. Lighter, tighter, and better equipped before, it scores high on both form and function.

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

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[DaveM]

Six-cylinder symphony: A Benelli Sei café racer from Portugal

If you’ve never heard a six-cylinder motorcycle at full tilt, you’re missing out. It’s nothing short of a mechanical symphony—or, if you’re Portuguese, a ‘sinfonia.’ That’s the nickname that Lisbon’s Unik Edition has given their latest project; a screaming, six-cylinder Benelli Sei café racer.

The Benelli Sei might not be the most recognizable classic six-cylinder motorcycle (that honor belongs to the Honda CBX), but it was the first six-cylinder production bike to hit the market. Benelli released the 750 Sei in the early 70s, then followed it up with the redesigned 900 Sei in 1979, which boasted an 80 hp output and angular bodywork. Only 2,000 units of the Benelli 900 Sei were produced, and they were not cheap.

Unik Edition founders Tiago Gonçalves and Luis Gonçalves (not brothers) kicked this project off with a 1979 Benelli 900 Sei, but very little of the original bike remains. Tiago and Luis stripped the bike down to its frame and engine, and replaced or rebuilt everything else.

“The aim was to create an incredible piece with six exhausts, but easy to drive,” says Tiago.

To make sure they were building on a good foundation, the guys gave the engine a solid refresh and tune-up. They’ve serviced several six-cylinder Benellis and Hondas, so they know their way around these monstrous motors. The Sei’s three Dell’Orto carbs (yes, three) breathe through new pod filters.

It’s when Tiago and Luis moved to the chassis that things really got interesting. First, they hacked off the factory subframe and fabricated a new one, then they trimmed the frame in some areas and reinforced it in others. All of this was child’s play compared to the swingarm swap that Unik had in mind.

The plan was to mate the single-sided swingarm from an early-2000s Ducati Monster S4R to the 1979 Benelli chassis. The first challenge was to redesign the rear end with a new shock mount, converting it from a vintage dual- to a modern mono-shock setup. The next was re-aligning everything, from the swingarm pivot to the sprockets, to accommodate a 190-wide rear tire.

It’s a radical change, but it’s well-executed. Complemented by a set of upside-down sportbike forks, and a pair of Kineo wire-spoke wheels, the rolling chassis is flawless.

Next on the list was the Benelli Sei’s elegant new café racer-inspired bodywork. The Sei came from the factory with molded bodywork that covered a separate fuel tank. Unik threw most of that in the bin, save for a small piece of the tank cover.

A new monocoque body was designed using 3D software, then 3D-printed molds were used to shape the final part out of carbon fiber. It’s adorned with a pleated seat and a neatly integrated taillight.

Unik originally wanted to retain the original fuel cell underneath the new body, but ended up fabricating new fuel and oil tanks out of aluminum instead. That allowed them to make space for the bike’s battery under the body too, along with a compact Motogadget control box, around which the whole bike has been rewired.

A custom headlight nacelle sits up front, fitted with an LED light. Lower down, a new front fender adds a little retro superbike flair.

The rider looks down on a digital Motogadget speedo, neatly molded into the headlight housing. The German electronics company also supplied the switches, grips, keyless RFID ignition, and bar-end turn signals and mirrors. The handlebars are from LSL, and the throttle is a Domino part.

Out back, a tidy license plate bracket puts the plate behind the rear wheel without adding unnecessary length to the tail section. It wears a Koso license plate light and a pair of tiny Motogadget LED turn signals.

Finishing things off is the cornerstone of any good six-cylinder custom build; the exhaust. Unik Edition built a complete six-into-six system out of stainless steel, with three stubby mufflers stacked on either side.

With the stance, silhouette, and soundtrack all sorted, Tiago and Luis finished the Benelli off with a chic white and green paint job. Gold pin-stripes add a touch of class, red accents tip their hat to the Italian flag, and a checkered stripe across the top recalls the British café racers of yore.

Fresher than the smell of grass after a rainstorm, Unik’s Benelli is begging to be ridden. Just imagine unleashing that six-cylinder symphony on the sunny streets of Lisbon…

Unik Edition | Facebook | Instagram | Images by Tiago Almeida

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[solomon]

Lisbon’s Unik Edition has given their latest project; a screaming, six-cylinder Benelli Sei café racer.

Very nice. Would note, however, they've chopped up an expensive and rare motorcycle. Bit of cultural vandalism leaving them out of pocket.

The Sei came from the factory with molded bodywork that covered a separate fuel tank. Unik threw most of that in the bin

QED

 

[solomon]

View: https://m.youtube.com/watch?v=1KZZ0o91OyM

Listen and look at that.

 

[solomon]

Here one thundering away.


View: https://m.youtube.com/watch?v=d7QvvnpyQfs&embeds_referring_euri=https%3A%2F%2Fwww.triumphtalk.com%2F&source_ve_path=MA&feature=emb_rel_end