Custom Motorcycle Builds

[DaveM]

The best motorcycles for absolute beginners in 2023

There are few better ways to get away from it all than on two wheels, but the prospect of getting started with your first motorcycle can be a daunting one. Sales staff and private–party sellers have their own motives, and without a knowledgeable sidekick, it can be tough to decide which motorcycles are best for ABSOLUTE beginners in 2023. Having personally increased my weekend riding party from three to a dozen guys and girls, I’ve given more than my fair share of wisdom over the years.

Let’s get a few things out right away. Yes, a second-hand machine is usually a more affordable option, but it’s one that’s not always inclusive. If you’re really just getting your feet wet, haggling with a Craigslist seller and attempting a mechanical inspection might not be your thing.

If you go off the showroom floor, you know what you’re getting, and a trusted dealer can also be a good source for parts and maintenance as well. Buying new isn’t always the best option, but if you’re just getting started on your own, it could be the right one.

Next, remind yourself that a motorcycle is not one-size-fits-all. Think about your strength and height before getting starry-eyed over a big HD or gnarly KTM; you’ll ride a whole lot more if you’re comfortable on the machine, rather than being concerned with the image. Some of the most important considerations for comfort are the size and weight of the bike, ease and ergonomics of the controls (and perhaps most importantly) seat height. Now that I’ve come off like a full-fledged weekend motorcycle instructor, let’s look at some bikes.

Best all-rounder: Yamaha XT250 Humble, but endearing, the Yamaha XT250 is a super accessible motorcycle that’s at home almost anywhere. Beyond opening doors where the pavement ends, the XT boasts a super-low 32.7-inch seat height, air-cooled mechanical simplicity and one of the slimmest curb weights around at 291 pounds. The Yamaha XT250 is one of my first choices—especially for smaller riders—and there are still a couple racking up miles in my riding group today.

The XT250 is one of Yamaha’s long-standing offerings based on simple air-cooled architecture, but unlike the TW200, it’s been updated some over the years. The more modern 249 cc, SOHC four-stroke single puts out a modest 19 hp, but it’s enough to make the XT a lot of fun in the twisties. While the highway isn’t its natural habitat, the XT will handle it and is capable of over 75 mph.

Equipment on the XT is pretty basic, but its controls and LCD display are easy to use, and the fuel-injected engine starts with the press of a button. The cable-operated clutch pulls easily, and the hydraulic discs front and rear provide smooth, predictable braking. Most any rider can comfortably get both feet flat on the ground given its low seat height, which greatly improves confidence while you’re learning the ropes or riding off-road.

Priced at $5,299, the 2023 Yamaha XT250 is a super affordable motorcycle with everyday usability. The XT will take you off-road, haul a passenger and is a bit more confidence-inspiring in traffic than a mini—just a few reasons why this one always makes our list. [Yamaha]

Best café hopper: Honda Rebel 300 Maybe dirt’s just not your jam, and you need something a bit more pavement-oriented. In that case, there are plenty of beginner-friendly cruiser machines in the 300 cc range, but given its super relaxed geometry and ultra-low seat height, my first stop is the Honda Rebel 300.

The 286 cc liquid-cooled single in the Rebel 300 powers several of Honda’s models, including the CRF300L, CB300R and CBR300R, so why choose the Rebel? For one, the bobber-esque aesthetic might be more your thing, but beyond that, it’s all about ergonomics.

Seat height is number one, as the Rebel’s 27-inch saddle is over 7” shorter than the CRF300L and 4.5” shorter than the CB300R. Beyond inspiring confidence at stops, you’re sitting more relaxed on the Rebel, meaning less weight on your hands, and less fatigue while you’re learning. The Rebel 300 also carries its 364-pound curb weight low in the chassis, making the bike stable and easy to handle through intersections.

Clearly, the Rebel is safe, but is it fun? Honda’s DOHC 300 kicks out around 25 hp, meaning it’s no barnstormer, but it’s definitely enjoyable in all sorts of conditions. In sixth gear, the Rebel will do nearly 100 mph, so there’s enough passing power when you need it, and a sizable 296 mm disc up front to slow you down.

Honda’s Rebel 300 is a surprisingly affordable offering at just $4,749 for the non-ABS model, making it the cheapest of Honda’s 300 cc offerings. [Honda]

Best beginner sport nakeds: Yamaha MT-03, BMW G 310 R and Honda CB300R A small cc bike doesn’t have to look like one, as this group of 300 cc class sport/naked bikes from Yamaha, BMW and Honda all take inspiration and attitude from their larger cc siblings. Packed with aggressive styling and sharper handling, these featherweight flyers provide an accessible entry point into sporty street riding.

Some of our favorite 300 cc class street machines are Yamaha’s MT-03, BMW’s G 310 R and Honda’s CB300R, and each brings something different to the segment. All three bikes offer low seat heights between 30” and 31,” manageable weight in the mid-300-pound range and low centers of gravity. With low saddles and mid-height bars, all three bikes can be easily handled by anyone of slightly below-average height, and are a bit more comfortable than sportier machines like the CBR300R and Kawasaki Ninja 400.

All three bikes compete closely in price—separated by less than $200—and as such, hardware is pretty standard between them. Inverted forks, single discs and modern LED lighting are benchmarks in the class, and all three have sharp, naked appearances. Splitting hairs, we’d choose to ride the Yamaha, maintain the Honda and be seen riding the BMW.

Pressured to pick one, we’d have to go home with Yamaha’s MT-03, as its 321 cc parallel-twin puts out considerably more ponies than the single-cylinders in the BMW and Honda, but it is almost 60 pounds heavier than the CB300R. Point is, it’s a wash between them—pick the one you like. [Yamaha] [BMW Motorrad] [Honda]

Best beginner dirt bikes: Kawasaki KLX300 and Honda CRF300L Not everyone gets to live in a place where dirt roads and two-track are a short ride away, but if you are, there’s nothing better than riding small cc enduro bikes with your friends. With just enough power to get you places, and enough suspension to have some fun when you get there, small cc enduros are a great way to (more or less) do it all on a budget.

The 250 cc enduro class took a hit after Yamaha dropped the WR250R back in 2021, leaving Honda’s CRF and Kawasaki’s KLX to duke it out, and both models have since grown to 300 cc. Both bikes are based on a steel chassis with long travel suspensions, inverted forks and 21F/18R wheel combos. They both weigh right around 300 pounds at the curb and offer about 30 hp, meaning neither bike is all that much fun for long highway jaunts.

Choosing one is really a matter of personal preference—Team Red versus Team Green—but there are a few differences when you get past the spec sheets. The Honda CRF300L excels on pavement, soaking up bumps better, running smoother and feeling more planted at highway speeds.

The Kawasaki KLX300 has the edge in suspension feel off-road though, and the front end doesn’t dip as hard when you grab the righthand lever. That off-road prowess does come at a price though, as the KLX sells for $6,199 compared to the CRF’s $5,399 (both non-ABS models).

For beginner riders, both the CRF300L and KLX300 offer fun and predictable performance, but even these bikes aren’t for everyone. Seat height—we say it again and again—but a 35-inch seat height is too high for many new riders. Riders under 5’6” or so will find these bikes put them on their toes during stops, and more ground clearance moves the center of gravity up in a big way. [Kawasaki] [Honda]

What About the Minis? There’s a whole lot to love in today’s mini-moto sector, and we’re big fans of the Monkey, Grom, TNT135 and Z125 Pro. These bikes are super affordable, easy to handle and (above all) fun! For buzzing around town and carving backroads, minis are a riot, and if that’s where you’ll be riding, definitely consider one. It is, however, worth noting a couple of things that come with the territory.

These bikes are small (duh), but you’re going to feel that in traffic. Other motorists might not see you as easily, and passing a semi-truck in the opposing lane is downright terrifying at highway speeds—ask me how I know. Also, everything is smaller on a mini, including brakes and suspension travel, and a hard bump at speed isn’t always enjoyable.

We’re not here to scare anyone off minis, but these are a few things I’d definitely want to make a new rider aware of. There are benefits to a full-size motorcycle we don’t always consider, especially if you’re just learning the ropes.

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[DaveM]

Moto Guzzi V100 Mandello > First Impressions.

Headquartered on the breathtakingly beautiful Lake Como in Italy, Moto Guzzi remains one of the world’s oldest and most famed motorcycle manufacturers. In 2021 the company celebrated its 100th birthday and to usher in the incredible milestone, supremo Roberto Colaninno instructed his factory to craft a stunning machine to take the marque into its second century. Their creation is the gorgeous Moto...

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[DaveM]

An S&S Cycle café racer that’s so nice, they built it twice

Thunderous American V-twins and sportbike handling don’t usually go hand-in-hand, but that hasn’t stopped people from trying over the years. Andrew Marsden from Bristol, England is one of those people. He dreamed of riding a V-twin café racer that handled like a race bike and looked incredible—so he built one around a stonking S&S Cycle power train.

“I started thinking about building this bike in 2008 after I finished 17 years of racing on short circuits and the Isle of Man,” says Andy. “I wanted to build a big capacity V-twin in a chassis with nimble handling, but with the look of an older Manx Norton race bike.”

Andy kicked off his S&S Cycle café racer project in a big way—by making the frame himself. Using a borrowed manual tube bender, and a frame jig set to a Ducati 916 wheelbase and head angle, Andy taught himself as he went along. It was a gutsy move, but it paid off.

Those familiar with the Manx Norton will notice how Andy has taken inspiration from the Featherbed frame and applied it here. The curved, tubular frame expertly cradles the engine and gearbox, but has a slightly different geometry from the original.

At this point, Andy’s mate Pete Sutton came on board. Pete has a background in engineering and fabrication, so he dived into aluminum and stainless steel fabrication. Andy specializes in paintwork (he runs Ultimate Bike Pain in Bristol), so he focused on the bike’s aesthetics.

The first incarnation of the bike was finished 12 years ago, but that was just the beginning for Andy and Pete. From there, they spent considerable time testing, refining and improving the bike. Then they decided to take the concept from a one-off special [above] to a made-to-order café racer [below].

“Pete and I are regular visitors to the Manx GP on the Isle of Man,” Andy explains. “On one of these trips we took the newly finished S&S Cycle café racer, and every time we pulled up, the bike was immediately surrounded by a crowd of admiring people.”

“I was often asked if I wanted to sell it, which of course I didn’t. This then turned into the question, ‘Are you building any more?'”

“Such was the interest, that we decided to do just that; Pete and I set up a business solely for this project. The new company is known as Sutton & Marsden Café Racers, and we are planning to build a very limited run to customers’ specs.”

With the original Sutton & Marsden café racer going from testbed to template, Andy and Pete got to work on the new bike. They soon realized that working from a functional example would significantly streamline the project.

Both bikes are powered by the same engine—an S&S Cycle 1,600 cc V-twin with modified and ported S&S Cycle heads. The barrels, cams, and crank are from the American V-twin specialists too, with fuel delivered by a single 45 mm Mikuni carb. The gearbox is from Baker, and the clutch and primary drive components are from Belt Drives Ltd.

The exhaust on the original bike is a stunning two-into-one system with a carbon muffler, while the second bike wears classic twin pipes. They’re slightly bigger than what the guys would have liked, because they were designed to pass England’s strict SVA noise and emission restrictions.

One lesson learned from the first build was working out how to make the wheelbase as short as possible. To achieve this, the guys spent a lot of time trying to get the gearbox right up close to the engine. They eventually succeeded by having a custom billet primary backing plate made for them—but this wasn’t the only hurdle.

During early development, Andy and Pete found out that the power of S&S engines can cause an issue where the primary belt jumps on the pulleys. To overcome this, they devised a system to keep the belt at optimum tension and in contact with the pulleys, regardless of whether the bike is hot or cold. This is just one example of the type of problems that they had to solve, since they weren’t working with off-the-shelf parts.

The bikes share a handmade frame that’s heavily braced around the headstock (and in a few other key areas) to give it the required rigidity. The original bike has Ducati 916 forks with upgraded K-Tech internals, and a custom Nitron rear shock. The single-sided swingarm is also from a Ducati 916, and the wheels are magnesium Marchesinis.

The white bike has a very similar setup, save for a few small differences. Both bikes use a repurposed Ducati front fender.

The first thing that Andy bought for the original project all those years ago was an alloy Manx Norton tank, setting the tone for the rest of the build. The Sutton & Marsden frame has a slightly different design from the original Featherbed, so the tank needed a new tunnel to make it fit. The V1.0 bike features a Manx-style tail section, while V2.0 has a café racer-style carbon fiber seat cowl and leather seat.

The front end is held in place by modified Ducati yokes, with modified Woodcraft clip-ons on the prototype and more traditional handlebar setup on the V2.0 build. Both bikes use Koso clocks, Yamaha headlights, and small windshields to keep the bugs at bay. A smattering of Acccossato, Renthal and Brembo parts round out the spec sheets.

One more stand-out parts sits lower down—a front-mounted oil tank, skillfully made by Pete. This not only keeps the oil cooler, but it also carries the weight low and close to the frame. Pete also made the under-seat battery box, and both bikes feature all-new wiring looms.

“The latest bike is now finished to our specifications and is ready for the new owner—whoever that may be,” Andy says. “The white paintwork is just a prime undercoat with the idea that the new owner can decide on a paint scheme if required. This will be included in the price, and will be painted by me at Ultimate Bike Paint.”

Both bikes are incredibly well-engineered creations that represent countless hours of work from both Pete and Andy. While we love the clean, well-executed lines of the new bike, we can’t help but fall for the original—the wild paint and lived-in aesthetic are just perfect, like a well-worn pair of boots.

Alas, as Andy has confirmed, he’d never sell it. At least Sutton & Marsden Café Racers can build us the next best thing.

Sutton & Marsden Café Racers | Images by, and with thanks to, Del Hickey

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[DaveM]

Speed Read: A Yamaha XS650 chopper from Jakarta and more

From Jakarta to Bavaria, great custom motorcycles know no borders. Our weekly round-up includes a Yamaha XS650 chopper, a custom BMW R80RT, and a modern Suzuki GSX-R1000 with retro looks. We end things off with a 1974 Ducati 750SS that belonged to one of rock ‘n’ roll’s most prolific photographers.

Yamaha XS650 by Batakastem Workshop This cheeky Yamaha XS650 chopper comes from Abraham Simatupang and his team at Batakastem Workshop, based just southwest of Jakarta in Indonesia. It’s a little more colorful and a lot more irreverent than your average Yamaha XS650 chopper—but that’s what happens when your client cites their favorite anime character as an influence.

Batakastem started with a stock XS650 but quickly decided to discard most of the original bike. The only Yamaha parts left are the front section of the frame, the engine, and the wheels.

Abraham wanted to go down the bobber-slash-chopper path, so the back end was hacked off and a custom subframe was welded in. With the back end sitting low and mean, the team shifted their focus to the front.

The new forks are, remarkably, from a Suzuki GN250—but despite their humble origins, they look lean and mean on the bigger XS650. The upper fork clamp was made by hand in the Batakastem workshop—as was pretty much everything else on the bike.

The stubby front fork brace is particularly tasty, especially laid over that vintage Avon Speedmaster front tire. Complete with a drum front brake, yellow 5.5” headlight, and narrow handmade handlebars, the front end scores a straight 10.

A tiny Sportster-style tank was installed to drive home the chopper vibe; the team fabricated the fuel cap and petcock. The engine was cleaned up and given a set of pie-cut custom exhaust headers and slash-cut mufflers, along with a few hints of color on the oil lines and ignition leads.

The leather seat is custom, as is the under-seat storage area. A cast iron taillight was bolted to the abbreviated rear fender, which is finished with a handmade sissy bar. New shocks were bolted on too, keeping that three-inch-wide Avon Safety Mileage rear tire firmly planted.

Finishing touches include chrome bullet turn signals, and handmade foot controls and linkages.

The paint scheme was based on the customer’s love for the anime show One Piece, and his favorite character, ‘Tony Tony Chopper.’ The electric blue frame takes center stage, popping against the champagne silver tank and chrome parts. We especially love the hand-painted details on the fuel tank and storage box.

It’s outlandish, tongue-in-cheek, and beautifully crafted by a group of obviously-talented people. We’ll be watching Batakastem Workshop closely from here on out. [Batakastem Workshop]

BMW R80RT by Woidwerk Hailing from Lower Bavaria, Woidwerk’s Ralf Eggl is no stranger to the world of BMW boxers. This BMW R80RT, nicknamed ‘Kini,’ is his latest piece, and it’s as tidy as they come.

Older BMW boxers lend themselves well to many custom-build styles, but there are certain mods we see repeatedly—like bolting on a custom-made subframe. Ralf decided to take a different approach with this build. He’s designed a cantilevered two-up seat support that bolts directly to the BMW’s main frame, milled from a single block of aluminum.

Topped with a brown leather seat, the unit also houses the bike’s electronics, including a Motogadget controller. An LED taillight is flush-mounted into the back, with Motogadget turn signals mounted to the sides. Set against the deep green tank and black frame, the new tail section is just modern enough to give the bike an updated feel, while still blending in with the BMW’s classic lines.

The front end is from a Kawasaki ZX-7R, complete with Tokico six-piston brake calipers and a custom front fender. A Highsider headlight sits in front of a custom top yoke, which houses a tiny Motogadget speedo. The clip-on handlebars are from LSL and are adorned with CNC switchgear, leather grips, and Motogadget bar-end turn signals.

YSS shocks prop up the rear, while Heidenau tires wrap around the factory ‘snowflake’ wheels. New rear-set foot controls are hooked up to custom linkages.

The engine is mostly stock but has been treated to a new set of Hattech mufflers and custom headers. The original Bing carbs suck air through a new set of pod filters, with a tidy cover sitting where the ugly factory airbox used to be. Ralf also relocated the ignition to the engine’s top cover, and finished the engine block off with a pair of subtle Woidwerk badges. [Woidwerk]

Suzuki GSX-R1000 by Cafe Rider Custom We waxed lyrical in last week’s Speed Read about a curvaceous late-90s GSX-R that was dressed to the nines. This week, we’ve got another Gixxer in the bag. But instead of a restomod, Dubai’s Cafe Rider Custom has gone the other way and turned back the clock on a modern Suzuki GSX-R1000 K7.

Fahim Rehman and the Cafe Rider Custom team have turned this 2007-model Gixxer into a late-80s GSX-R1100 ‘Slingshot’ lookalike. You could say that making an old bike look newer is easier than making a new bike look older, and you’d be correct.

Frames and fuel tanks have changed over the years, especially with the rapid uptake of electronic fuel injection systems. This has altered internal tank designs dramatically, as there needs to be space for the fuel pump and filter. And that makes a custom builder’s job a lot harder.

So Cafe Rider wisely left the GSX-R’s fuel tank alone, opting to change just about everything surrounding it.

Sourcing a set of new GSX-R1100 fairings from German supplier Ricambi Weiss Racing Parts, the crew went to work. After painstakingly fabricating all kinds of brackets and tabs to mount the fairings, the team finally got them in place and looking sharp as heck.

The headlights were donated by an original GSX-R1100, while the turn signals are from Posh in Japan. The stock 998.6 cc K7 engine pumps out a healthy 157.2 hp, so nothing is lacking in the power department. But a set of Yoshimura mufflers, sourced from the USA and fitted to custom headers, help to unleash a few extra horses.

Our favorite part of the build would have to be the livery. Finished in a classic black, white, and red that looks almost identical to the iconic GSX-R1100, the paint even disguises the factory K7 tank. Hats off to Cafe Rider Custom; this Gixxer looks fast, even when standing still.

Suzuki has habitually recycled old parts, releasing ‘new’ models that are really just old models with ‘bold new graphics.’ Maybe it’s time they did something like this instead. [Via]

For sale: Guy Webster’s 1974 Ducati 750SS The provenance of Ducati’s 1974 run of homologation specials is the stuff of legends. Most commonly known as the ‘Green Frames,’ the 748 cc desmodromic L-twins from Bologna are coveted all over the world.

From A-list Hollywood types to that one eccentric super fan who has one hiding in a shed, the 401 examples that Ducati originally built have found their way into the hearts of many. And after their spectacular one-two at Imola in 1972 in the hands of Paul Smart and Bruno Spaggiari, it’s easy to see why.

This particular example is from Guy Webster’s extensive motorcycle collection. Before he passed away in 2019, Webster was a world-renowned photographer. When he wasn’t pointing his lens at the likes of The Rolling Stones, The Beach Boys, and The Doors, Webster was scouring the globe for sporting European motorcycles. A true aficionado, he amassed a beautiful array of bikes—including this 1974 Ducati 750SS.

It’s currently being offered for sale through Peter Boggia’s Moto Borgotaro outfit. Peter’s made a name for himself in the rare and collectible European motorcycle scene. This isn’t the first Green Frame for sale through his shop.

Martin’s 1974 750SS is extremely well-presented and in almost one hundred percent original condition—it even has the original case seal intact. The paintwork is original and has a stunning level of patination that has resulted in the silver paint fading to a pistachio-olive green. The headlight is the original JOD unit, and the 40mm Dell’Orto carburetors are still intact, complete with fine mesh velocity stacks.

We’re happy to report that despite its originality and fantastic condition, Webster and the bike’s current owner rode this bike regularly. The odometer reads a tad over 4,800 miles on the odometer, and we bet that every one of those miles was an absolute blast.

If you’d like to own this piece of motorcycling history (and make us jealous), reach out to Moto Borgotaro. [More]

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[DaveM]

FAMILY SILVER: Honda VF1000F2 by Woidwerk.

It is easy to look at the current state of GP and Superbike racing around the world and conclude that Ducati simply beat everyone to the V4 punch. And it’s true the Bologna factory is dominating and only Yamaha are left, helplessly flying the flag for the inline-4 brigade. But decades ago Honda knew the V4 was the way of the future and staked their racing fortunes on the configuration.

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[DaveM]

Le Mans sleeper: A Moto Guzzi V11 with a Tonti frame

Paul Führmann’s mission in life is to build custom motorcycles that “seamlessly blend artistry and engineering.” That’s not only a noble goal, but it’s also a great way to describe the machines that he chooses to work on. Paul specializes in classic Moto Guzzis—especially the mythical Tonti frame Moto Guzzis of the 1970s.

This Moto Guzzi café racer is one of his best builds yet. It cuts an elegant silhouette, while still giving off a raw, mechanical vibe. And it’s a bit of a sleeper, combining the engine of a Moto Guzzi V11 with the Tonti frame of a 1970s Le Mans Mk II.

Based in Vienna, Austria, Paul builds custom bikes as Horizontal Moto. His background is in engineering, so he tends to do most of the heavy lifting on his projects himself, outsourcing only a few select jobs. His closest collaborator is Carl Auböck; a fifth-generation metal shaper that takes care of all of Horizontal Moto’s major fabrication jobs.

“The name ‘Horizontal Moto’ represents my commitment to creating motorcycle designs that embody sleekness and elegance, and embrace horizontal lines,” Paul explains. “Having delved deep into Moto Guzzi’s history, I appreciate the significant contribution of Lino Tonti’s frame design, which has become a must for my customization projects.”

This Guzzi café racer is dubbed ‘Horizontal 723,’ and, despite its minimalist appeal, it boasts an exhaustive list of mods. Paul started with a 1978-model Moto Guzzi Le Mans Mk II donor, but there’s not much of the original machine left. The Tonti-designed frame and OEM front forks remain—but everything else has been upgraded in some way.

The first major highlight is the bike’s new drivetrain. Paul wedged the 1,064 cc engine, transmission, and final drive from a Moto Guzzi V11 into the Tonti frame. But, like the rest of the bike, the motor isn’t stock anymore.

It now sports a lightened flywheel, a high-torque camshaft, bigger intake valves, a dual ignition, and a pair of 41 mm Dell’Orto carbs. Paul also redesigned the engine ventilation and oil separation systems, and installed an expanded sump and CNC-machined oil pump. The wiring is all-new, featuring an upgraded alternator, a keyless ignition, and a smorgasbord of Motogadget components.

“Every single part has been assessed, and refurbished or replaced, with continuous advice from Moto Guzzi tuning legend Peter Horvath,” Paul tells us. “He’s been pushing the limits of Moto Guzzi bikes for over 40 years.”

Paul turned his attention to the suspension next. The original Le Mans forks were lowered and fitted with Bitubo internals, and new YSS shocks were installed out back. A set of 18” rims was laced up for a more vintage look, with Metzeler Roadtec tires offering modern-day grip.

The braking system was spruced up with fresh rotors and braided stainless steel lines. The rear caliper now mounts to a custom CNC-machined bracket.

Paul tapped multiple sources to piece together the Moto Guzzi V11’s classic café racer-styled bodywork. The polished aluminum fuel tank was supplied by Tab Classics in the UK; it wears a Monza-style filler cap and handmade brass tank badges. The gorgeous suede leather seat was done by a local high-end upholstery shop, Ledernardo.

Paul designed the Guzzi’s new fairing in collaboration with his shop mate, Carl. Carl then went ahead and fabricated it out of aluminum, along with the bike’s front fender, a subtle inner rear fender, the license plate bracket, and a handful of smaller parts.

Sitting behind the fairing is a CNC-machined speedo mount, holding a combination analog-and-digital speedo from Motogadget. Also present are clip-ons, fitted with a Tomaselli throttle, and Motogadget push-buttons, bar-end turn signals and mirrors. Rounding out the controls are rear-set foot controls from Motocicli Veloci in Italy.

Smaller details are sprinkled throughout the rest of the build. A CNC-machined battery plate adds extra bracing to the engine and transmission; a common Tonti frame mod. The fairing mounts and cylinder head protectors are also custom CNC-machined parts, while the electronics tray under the box is 3D printed.

The burly twin exhaust system comes from the Italian company MASS and was built according to Paul’s design. The discoloration on the headers adds a subtle hint of color to the otherwise monochrome Guzzi.

With 90 hp on tap and a mere 419 lbs on the scale, Horizontal 723 is not just a looker, but a goer too. It’s fully street legal in Austria too—which Paul cites as one of the biggest challenges on the project.

Making bikes roadworthy is a necessary evil though, because every bike that Paul builds gets sold afterwards—including this one. “There’s no client order upfront,” he explains. “I do projects based on my own design ideas, and keep iterating and refining those ideas during the build process.”

This Tonti-framed Moto Guzzi V11 looks so good, that we bet it’ll sell quick. And we can’t wait to see what Paul comes up with next.

Horizontal Moto | Facebook | Instagram

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[DaveM]

Slick Suzuki GS500 from Poland.

When it comes time to buy a new motorcycle, plenty of people turn to their favourite magazine to see which bike comes out on top in their latest multi-machine shootout. But the winning motorcycle is very often not the best bike to actually own, with journalists just as capable of being won over by gadgets, gizmos and flashy PR presentations as anyone else. Take for example the Suzuki GS500...

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[DaveM]

Cobalto: A custom Honda CB750 from sunny Portugal

There was a time when we couldn’t open our inbox without seeing another custom Honda CB750. Honda’s revered four-cylinder UJM was one of the original darlings of the new-wave custom scene—and even though its popularity has waned somewhat, it’s still adored by customizers the world over.

This custom Honda CB750 is a testament to the Seven-Fifty’s enduring appeal. It comes from Maria Motorcycles in Portugal, and it’s dripping with the laid-back coastal style and vivid colors that the workshop is known for. And if you look closer, you’ll spot an assortment of modern upgrades too.

“This motorcycle was commissioned by one of our special clients who we had previously built a 125 cc bike for,” says shop boss Luis Correia. “He was a young man who had just started riding motorcycles, and now, years later, he contacted us to build him a bike with a larger engine that was also more daring and unique.”

Maria started with an extremely tidy 1993-model CB750 F2 donor. Thanks to its condition, and Honda’s legendary reliability, the engine needed nothing more than a quick once-over. The only significant engine work happened on the outside, where Maria cleaned and polished the covers for a better-than-new finish.

The OEM airbox was ditched in favor of not four, but two K&N filters. Each oval filter accommodates two carburetors, and each wears a chrome cap that perfectly complements the freshened-up engine. The burly four-into-four exhaust system is completely bespoke, and the perfect fit for the CB750’s hunk of an engine.

Under the hood, Maria ripped out all of the CB’s wiring and started over. A fresh wiring loom now runs off Motogadget’s ubiquitous Mo.unit controller, which helps to keep things clean and simple.

Luis and his team wanted to bring the 30-year-old CB750’s handling into the modern age, so they grafted on the entire front end from a Yamaha MT-09. The Yamaha’s upside-down forks, yokes, steering stem, brakes, and even its front fender, were all adapted to the Honda. Maria trimmed the fender to give it a more classic feel and upgraded the brakes with a pair of Brembo discs.

A set of Öhlins piggyback shocks sit out back, set up specifically for the bike’s owner. The 17” laced wheels are from Jonich in Italy and feature polished alloy rims, with modern Metzeler Roadtec Z6 tires.

Shifting their focus to the bodywork, Maria ditched everything but the Honda’s original fuel tank. “We decided that the original shape was good,” says Luis, “except for the attachment ‘wings’ for the side covers. We decided to remove them, resulting in a tank with cleaner and simpler lines.”

A CNC-machined fuel cap was retrofitted too, and new side covers were shaped from aluminum. Maria also fabricated a new battery box, license plate holder, and mounting points for a custom seat.

The stubby café racer-style seat was requested by the client. Maria shortened the subframe to match it, then finished it off with a slightly kicked-up rear loop. Beige suede might seem like an odd choice for a motorcycle seat, but there’s no denying how well it picks up the subtle gold highlights in the CB’s new livery.

The paint job even extends to the headlight; an up-cycled Harley-Davidson part. Behind it, the cockpit is dressed with new handlebars, and an assortment of Motogadget bits that include the speedo, grips, and mirrors. The ignition has been relocated to the side of the bike, and tiny Motogadget LED turn signals sit sneakily at both ends.

Maria has nicknamed the bike ‘Cobalto’ (the Portuguese word for Cobalt) as a nod to its blue base coat. We’re not quite sure if we’d call this a bobbed café racer or a beach-cruising street tracker. But one thing we do know is that it sure looks like it would be fun to ride—especially with the sun on your face and the salty smell of the Atlantic in the air.

Maria Motorcycles | Facebook | Instagram | Images by Manuel Portugal

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[DaveM]

Greatest hits: The best of Walt Siegl Motorcycles

Walt Siegl’s work has graced the pages of Bike EXIF since the publication’s early days. Based in New Hampshire, USA, the Austrian-born designer and custom motorcycle builder specializes in high-end Ducati customs that exemplify good taste and expert craftsmanship.

With over a decade of Walt Siegl Motorcycles content to sift through, narrowing his portfolio down to just five motorcycles is no easy task. We could fill a book with our favorite WSM bikes—and we could wax lyrical for hours about what makes them so appealing. From one-off specials, to ‘series’ models that are built in limited numbers, Walt’s machines typically leave our jaws on the floor.

WSM Ducati Leggero If there’s one thing that Walt Siegl is known for above anything else, it’s his made-to-order ‘Leggero’ Ducatis. Few custom motorcycles strike the balance between form and function as well as a Walt Siegl Motorcycles Leggero, and few are as instantly recognizable.

Effortlessly blending vintage looks with modern performance, and finished to Walt’s typical exacting standards, the Leggero is the stuff of dreams. What’s better than a WSM Leggero then? How about four Leggeros, each built according to Walt’s own specifications, to store as inventory for potential buyers?

Walt built these four bikes with the same template he uses for all of his Leggero Ducatis. Each features a chromoly WSM frame, fitted with Öhlins suspension, forged OZ Racing wheels, and Brembo brakes. It then gets a special Ducati motor built by Bruce Meyer—a known Ducati specialist, and Walt’s go-to engine guy.

Two of the bikes built in this production run sport Ducati 900 SuperSport engines, while the other two use GT1000 mills. As is customary, they boast a laundry list of upgrades and are aided by modern custom-specced electronics packages.

Visually, Walt’s Leggeros are love letters to the late 70s and early 80s Ducatis that he loves. The signature bodywork is equal parts muscular and flowing, tracing a graceful line from the fairing through to the tail. The finishes are well-considered, serving to accentuate the craftsmanship at work here.

Building four motorcycles at once presented a unique set of challenges for Walt, but he overcame them. If there’s one motorcycle that effortlessly embodies performance and style, it’s the WSM Leggero. [More]

WSM Ducati SBK Series Most modern superbikes leave us cold, but Walt’s idea of a superbike warms our hearts. His ‘SBK’ series builds are made-to-order Ducati superbikes that combine modern performance and timeless style. Pictured here is Walt’s fourth SBK build, and one of the best.

The SBK philosophy is not unlike the Leggero’s. Each WSM SBK starts with an aircraft-grade chromoly frame, powered by a bespoke engine built by Bruce Meyers. It then gets carbon fiber bodywork and a bunch of components that operate at (or above) the level you’d expect from a high-end performance motorcycle.

This SBK’s motor is particularly special, featuring a Ducati 848 crankcase and a 1,040 cc big bore kit with Pistal race pistons. Ported and flowed heads, titanium connecting rods, and a lightened and balanced crank; the motor’s spec sheet is exhaustive. Other performance mods include a WSM airbox, a custom-programmed ECU, and a quick-shifter.

The wheels are carbon fiber items from BST, the suspension is Öhlins and the brakes are Brembo. Finished in a Ferrari-inspired livery, SBK #4 is an absolute beast. If only all superbikes looked this good. [More]

1980 Ducati 900 SS ‘Bedeveled’ When the late Bobby Haas commissioned a custom bike from Walt for the Haas Moto Museum in Texas, Walt hit back with an ambitious idea. He wanted to use the oft-maligned ‘square case’ bevel Ducati engine, “to prove that one can still build a sexy machine around that engine design.” And he succeeded.

Walt started with a 1980-model Ducati 900 SuperSport and turned it into a pure track machine. Even though the bike was destined for a museum, he wanted to know that it could perform if it ever needed to, so the engine went off to Bruce Meyers for a smorgasbord of upgrades. It now makes between 85 and 90 hp, running with 40 mm Dell’Ortos and a free-flowing stainless steel exhaust system.

The sculpted bodywork feels vintage, but it was all made using very modern materials; namely carbon fiber. Everything is assembled around a custom-built chromoly frame, with upside-down forks, a mono-shock rear end, and MV Agusta wheels rounding out the chassis package.

Finished in a Paul Smart-inspired silver with a pop of red on the frame, this square case would surely look just as good on the track as it would in the Haas Museum. [More]

MV Agusta Brutale 800 ‘Bol d’Or’ Walt might be best known for his Ducati customs, but he’s no one-trick pony. On this project, he applied his signature style to the MV Agusta Brutale 800—proving that he’s as versatile as he is talented.

Named ‘Bol d’Or,’ the bike was heavily inspired by vintage endurance racers. To nail the aesthetic, Walt used a mix of shaping foam and automotive clay to form the MV Agusta’s new bodywork, then had a third party build the final parts out of Kevlar composite. The weight saving was considerable; the 5-gallon fuel tank, for example, weighs just 3.5 lbs.

Even though a new chassis is standard issue on a WSM Leggero build, Walt left the Brutale’s frame alone, citing that he “didn’t want to undo something that’s so good.” Small performance mods included an ECU flash and a new SC-Project exhaust, with an aluminum subframe and WSM rear-sets adding further weight savings.

Walt nailed the design, finishing the fairing off with an offset headlight and ram air vents that aren’t just for show. The vibe is part endurance racer, part track bike, with a livery that is both simple and impactful. And according to Walt, it’s a ferocious animal out on the track too. [More]

Alta Redshift ‘PACT’ If you think that all electric motorcycles are sterile, soulless machines, this alluring custom offers evidence to the contrary. Walt partnered up with industrial designer Mike Mayberry, one of the co-founders of Ronin Motorworks, to build it. They started with the drivetrain from an Alta Redshift—the now-defunct company’s lauded electric dirt bike.

Almost everything else was built from scratch, including a new chromoly frame with street-biased geometry. The swingarm is custom too, and the bike rolls on custom-machined 17” wheels, with Öhlins suspension and Brembo brakes.

Then there’s the PACT’s tantalizing bodywork. Walt prototyped it all using cardboard and paper rather than a computer so that he could get a sense of its real-world dimensions. Prototype parts were shaped out of carbon fiber sheeting, but the final parts were made using forged carbon fiber and compression molds.

Complete with more tasty goodies, like a carbon fiber subframe, PACT looks like no other motorcycle out there—electric or otherwise. [More]

Walt Siegl Motorcycles | Facebook | Instagram

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[solomon]

Wicked!

 

[DaveM]

Fever pitch: A Kymco KTR 150 scrambler from Taiwan

In Taiwan, 150 cc motorcycles like the locally-produced Kymco KTR 150 sell like hotcakes. They’re nimble, utilitarian and economical, and small enough to qualify for cheaper licensing fees, too. But it’s not just commuters that see the appeal—the KTR 150 and its ilk are fast becoming darlings of Taiwan’s blossoming custom scene.

The country’s best custom motorcycle builders are adept at turning the likes of the humble Kymco KTR 150 into spunky customs. If you don’t believe us, just take a look at this street scrambler from Fever in Taoyuan City just outside of Taipei. Svelte and stylish, it makes a compelling argument for the KTR’s potential.

The brief was to create a stripped-down scrambler while weaving together retro and modern aesthetics. Fever responded with a tasteful symphony of styles. The fuel tank recalls vintage Japanese dirt bikes, the seat and tail have a classic Brit feel, and the exhaust almost has a performance scooter vibe going on.

That fuel tank was the first part to go onto the KTR 150—even though it wasn’t originally designed for this particular bike. It was the first part that Fever’s founder, Xiao An, fabricated while he was busy with his metalworking apprenticeship years ago. When he opened Fever, he hung it on the wall for nostalgia’s sake.

Once it was adapted to fit the Kymco’s frame, the tank dictated the rest of the build. Fever tweaked the bike’s subframe, finishing it off with a bolt-on rear loop. The loop isn’t just for show either—it’s also sporting mounting tabs to stabilize the rear fender.

The overall design is tidy, cutting a straight line from the tank through to the tail. A solo seat sits up top, upholstered with a white stripe along the edge that makes it look skinnier than it physically is. A ribbed fender sits just behind it, while a cast taillight from Heiwa in Japan sits against the back of the rear loop.

Fever also fabricated the trials-style front fender and bracket, voluptuous bash plate, sprocket cover, and chain guard A custom-made battery box sits under the seat, flanked by the exhaust on one side and a number board on the other.

The box hosts the main electronic components, along with a Bluetooth-enabled Motogadget controller. The KTR 150’s owner, Jia-Hong Xu, built the new wiring harness himself from scratch. The bike can be switched on from a smartphone now, with a secret key ignition offering a backup in case your battery dies.

Moving to the suspension, Fever transplanted the forks, yokes, and front drum brake hub from a Yamaha SR400. The crew drilled out the front brake casing and treated it to a brushed finish, then laced it to a 19” rim. The front end also uses a custom axle, spacers, and fork caps.

An 18” rim does duty at the back, with new shocks from Gears Racing offering a better ride. The tires are Dunlop K180—street-specific tires with flat track looks.

The Kymco’s single-cylinder motor went under the knife too, with a full refresh inside and out. Its polished covers add to the bike’s retro charm, while its new Yoshimura carb and DNA filter free up an extra horse or two.

Fever is best known for its exhaust work, so they pulled out all the stops here. A single header snakes behind the sump guard and around the engine, before exiting in a boxy oval muffler. The design is remarkably well-considered; note how the heat shield echoes the shape of the muffler, right down to its perfectly parallel louvers.

For the controls, Hong and Fever pieced together a spec sheet of tasty parts from all over. The handlebar risers come from Biltwell Inc. in the US, while the bars themselves are from BAAK in France. The headlight comes from BAAK too, complete with an integrated Motogadget speedo.

It’s a tidy setup, with subtle push buttons integrated into the headlight, lever clamps, and custom-made housings on the bars, and all the wiring run internally. (Admittedly, Hong is probably the only guy that knows how to operate it all).

The paint job is another feature that demands closer inspection. It’s the work of Jeffrey’s Finishing Touch, who shot the bike in blue and white, then adorned it with subtle silver pin-striping. Extra touches include an illustration of a whale on the tank, and an appropriate slogan pasted on each side of the battery box; “Slow down for the better life.”

Fever’s Kymco KTR 150 is not only a testament to how much you can do with a simple commuter bike, but also a great reminder that small bikes can have big attitude.

Fever Taiwan | Images by Dong Lin

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[DaveM]

BUELL TO FUELL: Electric motorcycle from Erik Buell.

When news comes through of a new electric motorcycle coming to market, there is still a distinct lack of excitement, but with the name Erik Buell involved, suddenly everyone is pricking up their ears. It’s news to nobody that unlike in the car world, electric power is just not taking off on two-wheels and it hasn’t been for a lack of serious effort and investment from many of the biggest...

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[DaveM]

Speed Read: The Yamaha XSR900 DB40 retro racer and more

Two very different Yamahas dominate this weekend’s edition of Speed Read. We take a closer look at the new Yamaha XSR900 DB40 Prototype, and we profile a slick Yamaha XS650 street tracker from Canada. We also check out a new BMW R18 kit from Poland, and a tasty Honda VF1000F2 from Bavaria.

Yamaha XSR900 DB40 Prototype Since it broke cover in 2016, the Yamaha XSR900 has been a hit. Effectively a tweaked MT-09 in neo-retro trim, it looks, sounds and rides amazing—and it gets even better when you customize it.

This custom Yamaha XSR900 comes directly from the Japanese marque’s in-house design team. Dubbed the ‘DB40 Prototype, it broke cover last weekend at the Goodwood Festival of Speed. And we absolutely love it.

The DB40 Prototype follows on from CROIG’s ‘Yard Built for Good’ custom XSR900, and from the launch of the brand’s new range of café racer-style XSR accessories. It’s a nod to Yamaha’s illustrious racing history, and draws inspiration from 80s and 90s racing motorcycles. We can clearly see inspiration from the Yamaha TZR250, YZR500 OW01, and other classic Yamaha race bikes.

The DB40’s most obvious feature is its incredible front fairing. Supported by custom brackets and fairing stays mounted behind the top yoke, it does a bang-up job of injecting some old-school-cool into this modern performance motorcycle. But that’s not all that Yamaha has carried over from their heritage.

The ‘DB40’ designation refers to Yamaha’s 40-year-old Deltabox frame design. First featured on the Yamaha YZR500 Grand Prix machine in 1982, it’s been updated over the years and is still being produced today. The highlight this, this bike’s frame has been painted silver, putting it on full display against the dark bodywork.

Öhlins suspension, a moody paint scheme, and a very slick tail section transform the naked XSR900 into a slippery retro race bike. The taillight and seat are particularly neat, and we love how the bottom half of the engine is left exposed.

The Yamaha XSR900 DB40 Prototype was ridden up Goodwood Hill on each of the festival’s four days in front of an adoring crowd. If it wasn’t for the lack of indicators and headlight, we would think that this is a production bike—it’s that well-finished. And with rumors swirling that Yamaha are planning to release a new R9 based on the XSR’s cracking triple-cylinder engine, we’re hopeful. [Yamaha Motorcycles]

Matt Thomas’ Yamaha XS650 The Yamaha XS650 was quite advanced when it was released in 1969, and gave the British parallel twins of the time a good run for their money. Its second lease on life came in the 2010s, when it quickly became a darling of the burgeoning café racer scene.

Matt Thomas is a fan. Based in Canada, he picked up a 1979 Yamaha XS650 for just CA$450 [about $340] last summer, then tore it down in his home garage. Spending every evening and weekend through winter while his kids were tucked away in bed, Matt turned the salvaged bike into a svelte street tracker.

The big win here is how well Matt has slimmed down the XS650. A 1974 DT360 fuel tank sits up to, with its narrow lines suiting the style of the build nicely. It’s been painted in a stylish Lamborghini Titanium Silver.

The engine was cleaned and polished, and the top end was rebuilt. The factory headers were probably tubes of rust by the time Matt got his hands on the bike so he replaced them with a beautiful two-into-one system, terminated with a reverse cone muffler. A pair of Mikuni VM34 carbs finishes off the engine.

The frame was liberated of all unnecessary tabs and brackets, while the subframe was chopped and looped. It was then finished with a custom seat that Matt’s wife was kind enough to upholster for him.

The rear fender was made by welding pieces of a 1979 and a 1983 Yamaha fender together, then painted to match the tank. Matt fabricated the chain guard and tailight setup himself. Low-profile turn signals are hidden on the bike, and the build is kept street legal by way of a side-mounted license plate.

The wheels were painted black and treated to a new set of chunky tires, a cut-down front fender, and drilled brake rotors. Fork gaiters and a 5” bottom-mount headlight give the front end even more attitude.

Mounted on new risers and 1” bars are a set of Vans x Cult grips, a new throttle assembly, a new master cylinder, and a few basic switches. A tiny Motogadget speedo was squeezed into the space between the frame and the tank, further reducing clutter.

Matt tells us that he’s been fixing up bikes for years, but this is his first complete teardown and custom build. And if this is his first, we can’t wait to see what he comes up with next. [Matt Thomas Instagram]

BMW R18 kit by Unikat Motorworks When BMW first pulled the covers off the production version of the R18, the motorcycling world was a little… taken aback. The idea of the traditionally pragmatic German marque releasing a cruiser was a little weird. And even thought the BMW R18 looks a lot better than the last cruiser BMW released, the ill-fated R1200C, it’s still long, low and heavy, with a few awkward design points.

That said, there’s a distinct beauty lurking deep within the R18 that can be persuaded to rise to the surface. That’s where Poland’s Grzegorz Korczak and his workshop, Unikat Motorworks, come into the picture. They have created a bolt-on bobber kit for the BMW R18 that transforms the bike entirely via a handful of well-judged tweaks.

The most notable design improvement is the new muffler design. Unikat has fabricated tighter and shorter silencers that blend beautifully with the OEM headers and heat shields. They take over 100 hours to make by hand but they are a marked improvement over the bloated factory fishtails.

Unikat has installed dB killers, so that the exhausts unleash a bassy rumble rather than a harsh scream. And they can produce these in black too, if that’s your jam.

The kit also includes a single bobber-style diamond-stitched seat, and the necessary mounting hardware. It sits on small struts that are adjustable, offering an inch and a half of movement back and forth, and the ability to adjust the angle. Lower down are a set of stainless steel foot pegs, designed to mount to the frame without any mods.

Custom 18” wheels have been laced onto the stock hubs, and there are custom fenders both front and rear. The headlight and gauge cluster have been lowered using more custom brackets to improve the lines. Motogadget bar-end turn signals and mirrors, and leather grips, sit on custom handlebars, slimming down the control area.

The engine has been painted to match the sides of the tank and various covers have been blacked out. Real silver flake was used to pinstripe the tank, adding an extra touch of class to the otherwise classic BMW paint scheme. Highsider LEDs sit under the seat, doing double duty as taillights and turn signals.

Unikat are selling most of the above as a bolt-on kit. The set includes the seat, exhausts, fenders, foot pegs, headlight and gauge lowering kit, and a license plate mount. The rest is up to you. [Unikat Motorworks]

Honda VF1000F2 by Woidwerk Looking at a stock Honda VF1000F2, you’d never really know that a 998 cc, 122 hp V-four hides under all those fairings. Back in 1985, Honda squeezed the big four into a sports tourer, equipped with an extra radiator, and proved that it could be quite a versatile package.

Fast forward 40 years, and Ralf Eggl of lower Bavaria’s Woidwerk came into possession of a very special VF1000F2. This particular 1985 example was bought, brand new, by Ralf’s grandfather, and is the very bike that introduced a young Ralf to the world of motorcycling. His grandfather used the bike every day until 2005, after which it was parked for ten years.

The bike was in sore need of attention, and Ralf was all too happy to oblige. He started with the most obvious modification—getting rid of much of the fairing. But this was easier said than done.

First, he had to remove the lower fairing and its mounts, then, he lowered the entire front section of the fairing by a few inches. This left ugly gaps between the fairing and tank, but Ralf was able to fabricate aluminum air scoops to blend the two back together. The smoked screen was cut down to complete the package

The tank, engine, and front end were mostly left alone—but they were rebuilt and given a fresh coat of paint. The back end is where Ralf got tricky again, by chopping a chunk out of the factory seat and narrowing the entire rear section. A new two-up seat with custom stitching sits up top, and although it doesn’t look like anything Honda would’ve done in the 80s, it still has a factory feel.

Finishing touches include a new exhaust (donated by an Aprilia V4), red coolant hoses, a slick Martini-Porsche style paint scheme, and new Wilbers rear suspension. It’s another fantastic build from Woidwerk, and it’s a great way to honor the man who got Ralf into bikes in the first place. [Via]

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[solomon]

Well, that was a lot of work. Noddy might like this custom BMW trike.

 

[solomon]

View: https://youtu.be/zuD1Rdr3Ag4

 

[DaveM]

SUPERCHARGED: Triumph Bobber from Thornton Hundred.

Just about every truly incredible machine from the world of two-wheels and four has made the spectacular dash up the hill climb at Goodwood’s Festival of Speed. Amongst the priceless race machines and the hypercars for today’s uber-rich, it can be pretty hard to stand out. But in recent years, one man has done that with ease, as he’s blazed the back tyre off his supercharged and nitrous slurping...

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[DaveM]

This custom build is the Yamaha R9 we deserve

Rumors of a new Yamaha R9 have been percolating for a while, but there’s been no official word from the Japanese marque… yet. The theory is that Yamaha is planning to transplant the magnificent 889 cc tripe-cylinder engine from the popular MT-09 into a sportbike—as they did with the YZF-R7. But some Yamaha devotees are growing impatient.

Seb Hipperson is so tired of waiting for the factory Yamaha R9, that he’s literally taken matters into his own hands and built his own R9 prototype. We hope Yamaha’s designers are taking notes because it is glorious.

Based in London, Seb is a full-time fabricator focusing mainly on furniture, but often dabbling in other interests. He’s also a motorcycle enthusiast, customizer, and racer—hence the burning desire to see the R9 concept come to life.

“I’m pretty sure I’m not the only one who has become impatient while waiting for Yamaha to put its lovely ‘cross-plane’ triple into a chassis and body suited for the track,” he tells us. “The vision I had in my mind was influenced and inspired by the Yamaha GP two-strokes of the 90s, like the TZ250 and YZR500, mixed up with the design of the current Moto2 race bikes.”

The project kicked off with a low-mileage Yamaha MT-09 donor bike, which was then unceremoniously stripped down to the absolute basics. Seb then set to work building a bespoke frame to house the MT-09 mill. Using the cradle from a Yamaha TRX850 as a cornerstone, he TIG-welded together an elegant trellis steel frame to construct his R9 around.

Technically, Seb welded three frames together, because it took a little trial and error to achieve the right geometry and aesthetics. The swingarm is from a Ducati 749, the rear shock linkage comes from Corse Dynamics, and the shock itself is a custom-built unit from Mupo Race Suspension in Italy.

Seb grafted a set of Ducati Panigale forks on at the front, but not before he upgraded them with Bitubo internals. Five-spoke alloy wheels from an Aprilia RSV Mille went on next, along with Brembo brake calipers at both ends.

With the rolling chassis in place, Seb turned his attention to the bodywork. The MT-07 features plastic panels over a hidden fuel reservoir and a few other key components, but none of that was going to work for what Seb had in mind. So he covered the chassis in foam blocks and started shaping his R9.

Once the parts were formed, Seb used the foam to create fiberglass molds. The front fender, fairing, belly pan, and tail unit were all shaped by hand out of fiberglass. The tank is a two-piece affair; a fiberglass airbox sits up front, with an aluminum fuel reservoir at the back, complete with a built-in sight glass.

The bike’s silhouette is flawless, and it’s easy to forget that you’re looking at a one-off special rather than a retro factory superbike. Carefully considered details abound, like the muscle car-inspired vent on top of the airbox. It’s not just there for show either—it directs air to the airbox, as does the vent at the front of the fairing.

With over 110 hp on tap and a throttle response second to none, the MT-09 is as lively as they come. But Seb still added a couple of non-invasive mods to make sure it runs strong and smooth. For starters, the ECU was flashed on a dyno to squeeze the maximum performance out of the custom airbox and exhaust system.

The exhaust itself consists of Lextek headers and an Arrow muffler, with a custom-made pipe connecting them. Other track-specific mods include a thumb lever for the rear brake, a protector for the front brake lever, and crash bobbins. Clip-ons, aftermarket levers, and a GPS-based speedo round out the spec sheet.

Seb’s Yamaha R9 would be impressive enough wearing nothing but a coat of primer, but he’s wrapped it in a livery that pushes it into the stratosphere. It’s hard to argue with Yamaha’s iconic red, white, and black ‘speedblock’ design, and the raw aluminum tank gives the build a factory prototype vibe.

Seb didn’t just build this to look good though. He’s already spent a season shaking it down on the track, and he plans to take it racing. That’s why the only light on the entire bike, is a small track-approved LED taillight.

If an official Yamaha R9 is coming, it’s likely to be announced at EICMA later this year. But as far as we’re concerned Yamaha should just make Seb an offer on his design, add lights to it, and put it into production.

Seb Hipperson Instagram | Images by Sam Napper

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[DaveM]

Built to Shred: Best Street-Legal Dirt Bikes for 2024

Boasting track-caliber suspension, powerhouse thumper engines and just enough equipment for street legality, today’s 350 to 500 cc dual-sport motorcycles are truly a hooligan’s dream come true. Often descended from real-deal cross-country racers, these 2024 street-legal dirt bikes pull double duty so you can leave the ramp and trailer at home.

Don’t expect stellar road manners or comfortable long-range highway cruising, but if you’re after a machine with enough dirt prowess to make you feel like Ricky Carmichael, and a license plate for the trip back, these bikes from Honda, KTM, Husqvarna, Beta and Christini are worth considering.

Honda CRF450RL Based heavily on the modern CRF450X cross-country racer, the Honda CRF450RL is the street-legal triple threat that Team Red riders were demanding. The 450RL is completely unchanged for 2024, but Honda’s always been an if it ain’t broke sort of brand.

Before the 450’s debut in 2019, Honda had a sizable gap in their street-legal lineup between the 250L and XR650, and riders were begging for a more aggressive option. Instead of a bigger, badder 250L, which is what many anticipated, Honda delivered a real 450 cc class contender, borrowing all the best stuff from the 450X and 450R motocrosser.

Despite being softer all around than its off-road cousins, the 450RL brings the fight to the Europeans in a big way. The 450 cc Unicam engine puts out 41.7 hp with all emissions equipment affixed, and its adjustable Showa suspension returns around 12 inches of travel at both ends. It’s also quite a bit cheaper than the competition, priced at $10,099.

It’s hard to go wrong with a Honda, especially when it comes to build quality, maintenance costs and an extensive dealer network—all reasons why I have a 450L in my garage. [Honda]

KTM 450 EXC-F Six Days Any off-road machine with a license plate affixed is somewhat of a compromise, but if your compass points toward the extreme, Team Orange has a little something for that. KTM’s 450 EXC-F is one of the most aggressive bikes in the segment, and checking the box for the special ISDE-inspired Six Days version gets you a machine that KTM assures you is 100% ready to race.

KTM’s entire EXC range receives extensive updates for 2024, and the 450 EXC-F Six Days is said to have 95% new components. It all starts with an orange chromoly frame, with new 48 mm WP XACT fork and XPLOR PDS rear. With a peak power output of 57 hp, KTM’s 449.9 cc engine is seriously potent and weighs just 64 pounds. Fit with a new clutchless Quickshifter, the Six Days four-stroke models can be shifted a wide-open-throttle without depressing the clutch.

Inspired by the International Six Days Enduro event, the 450 EXC-F Six Days is littered with enhancements for the roughest riding. The standard saddle has been swapped with a special gripper seat, and you get Metzler Six Days extreme rubber, a special map-select switch, high-strength wheels from GIANT, a composite skid plate and a host of signature orange off-road components.

Choosing between the 450 and 500 EXC-F Six Days machines is all about preference, as both bikes weigh about the same, with the 500 dishing out an extra 7 ponies. While we haven’t thrown a leg over the big 500, we found the 450 to be lethal in the dirt and well-balanced. But it’s your checkbook that will need balancing, as the Six Days 450 sells for $13,949. [KTM]

Husqvarna FE 501s The big 500 cc thumpers from KTM and Husqvarna are one of the final steps up you can make in the street-legal, pseudo dirt-bike world before you take a big step up in weight. Beyond looks, choosing between the two really comes down to the rear suspension—and while it’s splitting hairs—we’re admittedly linkage guys.

Husqvarna’s FE 501s received much of the same updates as KTM’s EXC line for 2024, including a new chromium molybdenum steel frame, new subframe, die-cast aluminum swingarm and WP XACT suspension front and rear with 11.8” of travel. The lightweight and compact 510.9 cc engine delivers north of 60 hp, which is the sort of grunt you’ll definitely notice in the saddle if you’re used to a 40 hp bike.

Offering brutish power, premium suspension and a competitive dry weight of 258 pounds, the FE 501s is one of the least compromising street-legal machines money can buy. As such, you’ll need to pony up $13,049 to get one. [Husqvarna]

Beta 390 RR-S All the displacement in the world doesn’t mean anything if you can’t control it, and when the going gets rough, there’s something to be said about a well-balanced machine. Italy’s Beta is well-versed in enduro competition, and their catalog of street-legal dual-sport machines offers four different power levels from 350 to 500 cc.

The street-legal RR-S line shares many of the same components across the board, including new ZF Sachs forks, progressive linkage rear suspension, titanium intake valves and integrated traction control. Closely related to the prior year’s RR race-edition machines, the RR-S models are sold in basically race tune and only gain about 4 pounds from their DOT-friendly equipment.

One of Beta’s best sellers is the 390 RR-S, a bike that’s not afraid to break convention. There are no published power figures available, but the 390 RR-S is probably in the low 40-hp range and weighs just 241 pounds (wet, without fuel). Given the similar spec between models, Beta’s larger 430 and 500 RR-S models offer more power without an appreciable jump in weight, but again, that’s not always the name of the game.

Sold on a BYOB (Build Your Own Beta) basis, pricing hasn’t been announced for Beta’s street-legal dual-sports just yet, but expect the 390 RR-S to sell for around $11,599. [Beta Motorcycles]

Christini AWD 450DS Every list is best concluded with a wildcard, and even among such racy company, the Christini 450DS has an unparalleled trick up its sleeve. Concealed within the frame and fork of this street-legal dirt bike is a trick all–wheel-drive system that delivers game-changing performance off-road, without sacrificing street manners or suspension travel.

While it sounds a bit like reinventing the wheel, Christini has been perfecting its AWD motorcycle formula since 2002, and the system has reached a new level of seamlessness. In a nutshell, power is taken off the drive sprocket by chain up to a gearbox in the frame. From there, a driveshaft runs to the head tube where opposing bevel gears are housed. Then a pair of gears and chains in the lower triple clamp power two telescoping driveshafts along the fork tubes to the front hub.

Sounds complicated, but an untrained eye wouldn’t even notice the system, and the big-name publications have reviewed the quality of Christini’s AWD parts favorably. Of course, this system leads to a whole different experience off-road, most of which is good, but that’s a bit outside of our scope here.

Christini’s bikes are getting better and better, and the AWD 450DS would nearly stand on its own without the trick front drive. The 450 cc liquid-cooled single makes a competitive 42 hp, and the adjustable Fast Ace front end is good for 12” of travel. You’ll pay for the AWD tech, as the bike sells for $16,500, and it weighs as much dry (288 pounds) as the competition weighs at the curb, but you have to keep things in perspective here. It’s an all-wheel-drive 450 cc dirt bike that’s 100% street-legal—what a time to be alive. [Christini]

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[DaveM]

FURY ROAD: Triumph Bonneville by Tamarit Motorcycles.

When it comes to custom bikes of any and all kinds, the British Twin, the Universal Japanese Motorcycle and the American V-Twin have been the donor for a huge percentage of all builds. But just because you start with a popular platform, doesn’t mean you have to end up with a cookie-cutter result. This is the clear thinking of Spain’s Tamarit Motorcycles and it is a philosophy that their enormous...

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[DaveM]

An exclusive look at the 2024 Krämer GP2-890RR race bike

Tucked away in Upper Bavaria a stone’s throw away from the Austrian border, the town of Burghausen is notable for two things. It’s home to the world’s longest castle, and it’s where the new Krämer GP2-890RR race bike is being built.

As we speak, the German boutique motorcycle manufacturer Krämer is busy moving to their new Burghausen factory. If you’ve never heard of Krämer, it’s probably because they’re a relatively small company with a very niche focus. Krämer’s jam is race bikes—specifically purpose-built track motorcycles with high-end engineering and mouth-watering parts specs.

“The focus of Krämer Motorcycles is squarely on track enthusiasts, and that includes both amateur racers and track day riders,” says the company’s global head of sales, Jensen Beeler. “The fact that we can take these bikes to professional races, like the British Superbike series, and be competitive against some of the best racers in the world just proves the level of purpose-built machinery we are creating here in Germany.”

Krämer’s GP2 platform has been in development for about five and a half years now, with the last 18 months dedicated to the 890RR model. It takes up residence as the brand’s flagship offering, boasting the highest level of spec in Krämer’s range. It also has the best power-to-weight ratio in its class, with 138 hp on tap and a weight of just 313 lbs, with a full tank of race fuel.

Krämer builds all of its race bikes around KTM engines (it helps that Mattighoffen is just around the corner). As its name implies, the GP2-890RR gets KTM’s much-lauded 889 cc parallel-twin mill, as found in the KTM 890 Duke. But the version found in the GP2-890RR isn’t quite stock.

Inside, you’ll find high-compression pistons and titanium connecting rods, both from Pankl, titanium valves, and a new race-spec camshaft. Other upgrades include CNC-machined cylinder head ports, Dell’Orto fuel injection with 48 mm throttle bodies, and a custom-tuned ram-air system. A two-into-one stainless steel exhaust system rounds out the package.

All of those tweaks add up to a peak output of 138 hp, with 100 Nm of torque on offer and a redline of 11,500 rpm. That’s a hefty bump over Krämer’s GP2-890R model and KTM’s own ready-to-race RC8C variant. A quick-turn throttle ensures rapid and predictable power delivery, while a flat torque curve offers maximum punch throughout the rev range.

The GP2-890RR is also kitted with an all-new electronics package, built around a Mektronic brain with an integrated six-axis inertia measurement unit. So it has adjustable traction control and wheelie control, plus the ability to adjust the fuel mapping on the fly, based on information from a lambda sensor that measures burn efficiency in the combustion chamber, via the exhaust.

An AiM MXS 1.3 dash sits in the cockpit as the bike’s primary dashboard, but it also does double duty as a full-specced data-logging system. The Mektronic ECU is also an open system, leaving riders free to tweak the GP2-890RR far beyond what’s possible with your average superbike. Krämer plans to release free software updates and upgrades in the future, as a means of offering support to their customers.

The GP2-890RR’s drivetrain package is housed in a proprietary chromoly steel trellis frame (specifically 25CrMo4 steel, if you want to geek out), with a cast aluminum swingarm out back. The amount of adjustment points on the Krämer chassis is pretty nuts. You can tweak the swingarm angle, steering head angle, triple clamp offset, seat height, the length and angle of the clip-on bars, and the position of the rear-set foot controls.

Adjustable WP Apex Pro closed-cartridge forks do duty up front, with a matching WP Apex Pro shock at the back. Connected to a bespoke progressive linkage, the rear shock can be adjusted for high- and low-speed compression settings, preload, rebound, and ride height. A steering damper is standard equipment too.

The wheels are ultra-light forged aluminum Dymag UP7X items, measuring 3.5×17” at the front and 6×17” at the back. The GP2-890RR ships with Pirelli Diablo Superbike SC1 slicks. Braking is by way of twin 290 mm rotors and Brembo Stylema calipers up front, and a floating 230 mm disc at the back.

Every split-second counts in racing, which is why even small changes can make a big difference. And that’s exactly the approach Krämer took with the GP2-890RR’s bodywork. Starting with the GP2-890R’s design, they nipped and tucked it in increments, eventually ending up with bodywork that is 9% more aerodynamically efficient.

Out back you’ll find the hallmark of Krämer’s bikes—the 16-liter [4.2 gallon] fuel tank. Made from rotationally molded plastic, it acts as a reservoir, a subframe, and a place to put the bike’s scant seat pad. With its cohesive design and the way every single part handles a very specific function, the GP2-890RR is the very definition of purpose-built.

Krämer is releasing the GP2-890RR as a limited edition 2024 model, with only 125 units slated for production. It’s expected to start shipping in September of this year, for €41,990 in Europe, $39,995 in the USA, and £35,990 in the UK. There’s also local pricing for Switzerland, Australia, and New Zealand.

You can only get it in the matte ‘Brno Blue’ livery pictured here, unless you live in the US, where it’ll be available in black too. But the real question is, where can you race it?

“The GP2 platform is part of the next-generation Supersport category, which is seeing 900 cc twins and 800 cc triples filling the grids that were once for 600 cc four-cylinder bikes only,” Jensen explains. “Many racing organizations are moving to this rules package now, and that’s where the Krämer GP2-890RR finds its home.”

The GP2-890RR is also race-legal in the British Superbikes series, as part of the GP2 class which runs within the Supersport division. Krämer has already been fielding the GP2-890RR in this series, via their UK importer’s race team. So when they say that the bike is race-bred, they mean it.

“The Krämer GP2-890RR is the pinnacle of what we are capable of achieving with our GP2 racing platform, and therefore it is the first bike worthy of an ‘RR’ designation from our factory,” says the company’s CEO and namesake, Markus Krämer.

For him, and the whole Krämer team, the GP2-890RR represents a big step up. It coincides with the company’s 10th birthday, their move to a headquarters that’s three times bigger than their previous site, and their intention to grow their dealer network.

“If I had to boil down our whole narrative, it’s that we’re a company that’s having that big moment in time right now where we go to the next level,” Jensen adds. “The GP2-890RR is a bit of a celebration of that fact, and marks that transition point.”

Krämer Motorcycles

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