Custom Motorcycle Builds

[DaveM]

HEDGE FUN: Royal Enfield Hunter 350 by Hedgehog Motorcycles.

Since 1901 when the company was founded, Royal Enfield has always adopted a ‘functional simplicity’ to their engineering and design approach. Anyone with even half an interest in motorcycles can pick the aesthetic from a mile away and mechanically they’ve always been so bulletproof that they became the national motorcycle of India, where fuel quality is poor and the conditions are extreme.

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[DaveM]

SpeedRaf: A Honda CB750 hot rod inspired by a seven-year-old

Despite the shop’s name, there’s nothing scrappy about the custom bikes that roll out of Portugal’s Rusty Wrench Motorcycles. This slammed Honda CB750 illustrates our point skillfully. It was a ratty barn find when Rusty Wrench got hold of it—but they’ve transformed it into a polished drag-style custom.

There must be something in the water, because long-and-low hardtails seem to be the style du jour. And while they’re certainly not the most practical bikes around, we love their hot rod aesthetics. Besides, who said custom motorcycles need to be sensible?

There’s a very specific reason for this Honda CB750’s speed racer vibe though. Rusty Wrench’s founders, Vera and Francisco Correia, built it as a family project, taking inspiration from their seven-year-old son, Rafael. “He loves Sonic the Hedgehog and fast bikes,” Vera explains.

Given the state of the donor bike, Rusty Wrench had a stack of work to do to bring the 1979-model CB750 up to par—starting with a full engine rebuild. It now sports high-compression pistons, forged connecting rods, and a Dyna 2000 ignition. It also looks cleaner than the day it left the factory, with a mix of painted and polished finishes.

From the word go, Vera and Francisco wanted to include a smorgasbord of copper- and bronze-like details. The four-into-one Vance & Hines exhaust system wears a turned copper end cap, and the OEM front sprocket cover is perforated with copper-lined holes.

The team also stripped the Honda’s Comstar wheels, finished them in bronze, black, and clear, and put them back together.

The Honda’s OEM drum brake still does duty out back, but the front features the twin Nissin calipers from a Honda CBR600. In keeping with the drag racing theme, the bike wears an Avon Speedmaster up front and a slick Racemaster tire at the back.

Moving to the suspension, Rusty Wrench modified the original forks to lower the CB. Then they liberated the swingarm of its twin shock mounts and braced it in place to completely eliminate the rear suspension. With that sorted, a new subframe was fabricated to finish off the rear end.

Next, Rusty Wrench set about redressing the CB750 with fresh bodywork. An aftermarket fairing sits up front, trimmed with a tinted screen that echoes the bike’s gold-ish highlights. The fuel tank’s a handmade part, as is the knurled aluminum gas cap.

A custom-made tail hump sits out back, with a slim LED tail light Frenched into the back. As we’ve come to expect from Rusty Wrench, the seat upholstery is stunning, combining a flowing stitch pattern with multiple textures.

More copper highlights adorn the cockpit, in the form of an aftermarket throttle and Kustom Tech levers. Other upgrades include modern clip-ons, and a handmade ‘dash’ that holds a tacho and a pair of LED warning lights. If you’re looking for the headlight, it’s mounted lower down, on the left of the bike.

Rusty Wrench made the foot controls and their respective mounting brackets too, then sprinkled a few more copper details over the bike—while exercising restraint.

Finishing the bike off is an alluring livery that plays on classic chopper and hot rod styles. The base coat is a dark green, with yellow, red, and grey stripes sashaying their way from front to back. A pair of ‘SpeedRaf’ logos adorn the tank; an obvious nod to Rafael and his love for speed.

A custom Honda CB750 with little to no suspension surely won’t appeal to everyone—but we bet Rafael is stoked. And we’re sure his parents don’t mind holding onto it until he’s old enough to ride it.

Rusty Wrench Motorcycles | Facebook | Instagram | Images by Manuel Portugal, courtesy of Rev Magazine

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[DaveM]

Start ’em Young: 5 Fun and Friendly First Motorcycles for Kids

The bicycle is the first freedom machine most of us experienced, but you never look at life the same after your first motorcycle. Whether it was an XR50, a YZ80 or the classic Trail 70, we put these machines through the ringer, likening ourselves to Jeremy McGrath, Bob ‘Hurricane’ Hannah and Evel Knievel. The turf in the backyard was never the same, and our cherished first kids motorcycles endured all the broken levers, tank dents and wrinkled fenders that came with testing your limits on two wheels.

Most of those old relics are gone now, and for many of us, it’s time to pass that enthusiasm down to the next generation—hopefully with a little less daredevil activity. Thankfully, there are loads of options out there for getting kids off the couch and in the saddle, with a whole lot more safety and parental control. Consider your child’s size and riding aptitude, and your budget as well, but any one of these five machines is sure to ignite a passion for two wheels.

Yamaha PW50 The everpresent Yamaha PW50 has served as the first mount for countless riders over its four decades in production. While it’s hardly changed since its inception in 1980, there are still plenty of reasons to consider the PW for the youngest of riders, even if you’re not loyal to Team Blue.

Yamaha’s PW50 is based on old-school architecture, consisting of a steel backbone frame, drum brakes, twin rear shocks and a telescopic fork—each returning around 2” of travel. The powerplant is still two-stroke, a 49 cc reed-induction single that will return around 3 hp for years to come. Equipped with maintenance-free mag wheels and a driveshaft, there’s no need to tighten spokes or service a chain, and the auto-lube system means no premixing, as long as you remember to fill the oil reservoir.

The PW50 scores big points in packaging as well, as it’s one of the most accessible bikes for beginners aged roughly 3 to 7. It’s lightweight at just 90 pounds, and the seat sits just 18.7” off the ground. The PW is also fit with a centrifugal automatic transmission, so there’s no clutch or gearshift to worry about—just twist the throttle and go. Like many other bikes in the segment, an adjustable throttle stop helps keep parents in control of speed progression.

For absolute beginners, the Yamaha PW50 is one of the easiest bikes to learn on and it’s relatively maintenance free. If you want to split hairs, the PW is pretty expensive for what it is, considering it’s only $100 cheaper than the CRF50 at $1,699. [Yamaha]

Honda CRF50F Building on decades of mini-moto excellence, the Honda CRF50F has earned its place as the standard for youth motorcycles. Priced right and built to last, the CRF50F is a capable machine that kids can grow into, as long as they can keep the grown-ups out of the saddle; remember this bike almost singlehandedly built the 50 cc pit bike scene.

Honda’s 50 cc formula hasn’t changed in years, even since the XR days, but I’m convinced there’s nothing that needs fixing. The SOHC 50 cc air-cooled four-stroke makes just over 3 hp, and it’s hooked up to a three-speed transmission with an automatic clutch. That’s a small step up in complexity over the PW50, and will require a lesson on gear shifting, but the auto-clutch means you’ll never have to worry about stalling.

Most other features on the CRF are pretty standard, including 10-inch spoked wheels, drum brakes, chain drive and an adjustable throttle stop. Suspension travel is a step up at around 3” of travel, courtesy of an inverted fork and rear monoshock.

The CRF50F weighs in at 111 pounds, and the seat sits at 21.6,” making it an ideal fit for riders 4 to 9 years old. Any rider who can get a rough idea of how the shifter works can ride the CRF, thanks to the numerous training wheel kits on the market. The concept of shifting gears is a hurdle, but it’s an aspect that gives bikes like the CRF staying power. It’s hard to mess it up while you’re learning, and improving your shifting game will keep the bike fun until you’re ready for a 110.

There’s nothing especially unique about Honda’s CRF in the 50 cc youth segment, but the MSRP is certainly a huge bonus. Priced at $1,799, the CRF50F is $780 cheaper than the Suzuki DR-Z50, but the Suzuki does have electric start. I guess you have to pick your battles. [Honda]

KTM 50 SX MINI Better equipped for the track than cruising trails on the back 40, the KTM 50 SX MINI is somewhat of a fringe fit for this list. But for every 10 parents that buy a bike for their kids to tool around on, there’s certainly one that has visions of podiums, and that’s what the KTM 50 SX was built for.

The 50 SX MINI takes all the race-caliber features of KTM’s 50 SX and crams ’em into an even smaller package. The frame is chromoly steel, you’ve got a reed-induction, liquid-cooled 49 cc two-stroke with an expansion chamber and real-deal WP XACT suspension—returning nearly 6” of travel in the rear and 4” in the front. Like its big brothers, the 10-inch wheels have black anodized aluminum rims, disc brakes and MAXXIS MX-ST tires.

In most every way, the 50 SX MINI is more of a miniature KTM motocrosser than a child’s plaything, but that doesn’t mean it’s not a blast to ride. The bike uses a muti-disc, automatic clutch, so it’s a simple twist the throttle and go sort of affair, and the clutch can be easily adjusted to the track and rider using a tool-free clicker system. A power reduction kit is also available over the counter for improving safety when they’re learning the ropes.

While it’s certainly the stuff of childhood dreams, the KTM 50 SX MINI is really a purpose-built track machine. It’s more high-strung, kick-start only and that big hot expansion chamber should encourage parents to supervise riding closely. It’s also quite expensive at $4,199, which is a bitter pill, even if they receive top honors on Santa’s Nice list. [KTM, Fotografie Mitterbauer, Markus Berger]

STACYC Electric Stability Cycles From fueling up to changing oil and cleaning carburetors, there’s no denying that the operation and maintenance of a conventional motorcycle isn’t for everyone. Even most diehard ICE loyalists can imagine a scenario where they’d rather snap a fresh battery in and let the kids play, and bikes like the STACYC 12eDrive help establish the basics at a younger age.

STACYC Electric Stability Cycles are some of the most popular electric strider bikes, and their low-slung frames and lightweight construction make graduating from Flintstoning it to twisting the throttle a breeze. The 12eDrive is STACYC’s most accessible option for ages 3 to 5, with a seat height of 13,” and weighing just 17 pounds ready to ride. The 20 Volt, 2 Ah Lithium-ion battery allows for 30 to 60 minutes of riding on a charge, and the bike has three different power modes permitting top speeds of 5, 7 and 9 mph.

STACYC has several different models to choose from, and the top-dog 20eDrive model is fit with a MANITOU front fork, hydraulic discs and is capable of 20 mph. If you’re close to a BMX track, there are youth classes where bikes like the 12eDrive and 16eDrive can race, and STACYC will cover your USA BMX membership for the first year.

The explosion of the E-bike scene in recent years has caused all of us to rethink the definition of a motorcycle. Really, if they were supposed to be internal combustion only, wouldn’t it be an enginecycle? That’s a really terrible pun.

SSR SX50-A Even if you stay away from exotic offerings like the KTM 50 SX, there’s no denying that a motorcycle is one of the priciest things a kid could ask for. Thankfully, there are alternatives to the big names, and the SSR SX50-A is one of the most affordable options out there. Having put an SSR 125 pit bike through a significant amount of abuse, I can tell you that these machines are actually pretty good considering the price point.

Priced at just $569, you know the SX50-A is a pretty basic motorcycle, but there are a few pleasant surprises on the spec sheet. It’s powered by a carbureted 50.53 cc air-cooled two-stroke, and engine output is competitive at 2.4 hp. The transmission is fully automatic, there’s an adjustable throttle stop and the bike is a featherweight at just 48.5 pounds. We also appreciate that the SSR is fit with a tether switch to shut the engine off in the event of a crash.

Considering the hard use a youth motorcycle sees, affordable bikes like the SSR SX50 are worth a look. While they’ve come a long way in recent years, I’d make sure there’s someone mechanically inclined in the family to take care of the occasional loose fasteners. [SSR Motorsports]

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[DaveM]

Speed Read: A Krauser BMW R100 café racer from Poland and more

If you suffer from lower back problems, look away now, because all of this week’s Speed Read selects wear clip-on handlebars. We’ve got a Krauser BMW R100 café racer from Poland, a Royal Enfield Interceptor 650 café racer from America, and a Norton Commando drag racer. We conclude with a new retro-styled factory sportbike that’s emerged from China.

Krauser BMW R100 by Warkot Motorcycles Genuine Krauser parts are getting harder and harder to find these days, so Warkot Motorcycles really lucked out when a BMW R100 with a striking Krauser four-valve head conversion arrived at their workshop. But that’s not the only thing that’s special about this machine—even though the Polish outfit has been building custom bikes for years, this is their first café racer.

The venerable and versatile BMW R100 was stripped, and the engine was cleaned and rebuilt, ready for decades of service. Pod filters were slipped onto the Bing carbs and twin custom exhausts now hang from the cylinder heads.

Up top, a larger /5-series BMW airhead tank was sourced and installed for a more vintage BMW look. The headlight is original, but it’s mounted to the rebuilt forks by way of custom brackets.

The whole frame was de-tabbed and given a fresh coat of black paint, as was the custom rear subframe. A new seat is perched atop it, trimmed in cognac leather. The under-seat area is free of clutter, thanks to the simplified electronics, which are now run by a full suite of Motogadget components.

Warkot also picked Motogadget items for the speedo, bar-end mirrors and turn signals, and rear ‘three-in-one’ LEDs. Lower down, the factory wheels were painted black and wrapped in fresh Firestones. Six-piston Beringer calipers sit on adapter plates up front, plumbed in with new HEL braided brake lines, while new YSS shocks prop up the rear.

The fuel tank and custom-made fenders were all painting in Porsche 356 brown, completing the vintage café racer vibe in style. “The bike sounds awesome, accelerates great, and is very fun to ride,” the Warkot team tells us. “Building this motorcycle was a big challenge for us, but also gave us a lot of joy and satisfaction.”

And that’s exactly what building custom motorcycles is all about. Bravo, Warkot! [Warkot Motorcycles | Images by Rafał Gieleciński]

Royal Enfield Interceptor 650 by Shed Motorcycles Royal Enfield’s twin-cylinder 650s are arguably some of the best value retro-styled motorcycles on the planet. The platform is incredibly versatile too, and it doesn’t take much to make them look and perform even better. Alberto Benito, a Spanish expat living in Providence, USA, shares that opinion.

“I fell in love with custom bike projects thanks to blogs, magazines, and social media,” says Alberto. “I considered purchasing a custom bike, but then thought, ‘Why don’t I build one instead?’”

With his mind made up, Alberto went out and bought a 2021 Royal Enfield Interceptor 650 (known as the INT650 in the US). Suffice to say, the bike didn’t remain in its original condition for long.

Alberto first purchased a solo seat from the Enfield accessory catalog, in the style of the Interceptor’s stablemate, the Continental GT. He trimmed the subframe for a more aggressive look, and finished the end off with a slim LED taillight. A slew of parts from K-Speed in Thailand then arrived—including new side covers, finned engine covers, rear-set foot pegs, and a fuel tank strap.

The upright handlebar setup of the Interceptor was replaced with low-slung CNC clip-ons, and the headlight was converted to LED with integrated turn signals. The factory gauge cluster was shelved in favor of a Motogadget Motoscope Tiny Speedster speedometer. Rizoma bar-end mirrors and Biltwell Inc. grips maintain the low-profile front end.

Chunky Shinko Superclassic E270 tires were spooned on, with longer Bitubo shocks and a new front fender installed to accommodate said chunk. The final piece of the puzzle was a custom exhaust, painted in matte black. Not only is it 60% lighter than the stock cans, but it also unleashes the full audio potential of the 270-degree parallel twin.

Alberto went into this project with little to no fabrication experience, a limited budget, and a small workspace. But he’s proven himself smart and resourceful—and he’s certainly got good taste. [Shed Motorcycles]

Norton Commando by Jets Forever The Norton Commando is up there with some of the best classic motorcycles ever made. From the iconic English-made 360-degree parallel twin to the innovative isolastic engine mounts and good looks, the Commando has it all. While we prefer classic or restomodded Commandos, some builders like to push the envelope.

Jeff Duval and his Jets Forever workshop have just unveiled this—their ‘Monterey Class MkIV Commando.’ Monterey Class is a category of drag racing that fits in about halfway between a road racer and a dedicated standing quarter-mile drag bike. Jeff has always been a fan of the category, so he set about building his own Monterey bike.

As with a lot of machines that line up on the drag strip, Jeff and a dedicated team of experts and enthusiasts started from scratch with this build. Jeff’s friend John Parry built the frame by hand in a custom jig using chromoly steel. The 37-degree rake angle is massively different from a factory Commando, but a big rake helps with stability at high speed—which is what this build is all about.

The front section of the frame is 5” longer than a normal Commando. 35mm Ceriani adjustable forks were slipped into polished fork clamps, with a custom tubular swingarm installed out back. Beringer brake calipers were installed front and rear for extra stopping power, gripping ISR discs.

The 21F/18R wheelset is from Apollo Wheels in LA, and is wrapped in Avon rubber. The exquisite tail section, stretched tank, and bikini fairing are all custom.

The late-model Commando engine, complete with its left side shift pedal, was built by Pete Lovall. The heads were gas-flowed, the crank was lightened and a 4S cam was installed. 34mm Smoothbore concentric carbs fuel the beast, and the hot gases exit through Commando SS-style headers and aftermarket slash-cut mufflers.

Bikes of this style aren’t everyone’s cup of tea, but we can still admire the incredible amount of precision and workmanship that went into the build. Jeff hasn’t said how fast the old Brit is, but we reckon it would wipe the floor with a factory Commando. [Source]

Zeths ZFR 525 R Avenger With the café-custom craze hitting some of the largest motorcycle manufacturers in the world, the styles of the 60s and 70s are here to stay. Royal Enfield, Triumph, and Moto Guzzi all continue to produce the modern classics that have buoyed their sales in recent years. Honda, Yamaha, and Husqvarna have also dipped their toes in the retro market, but with a decidedly more neo-classic twist closer associated with the late 70s and 80s.

Extrapolating this trajectory through the decades, it must mean that the late 80s and early 90s are next in line, right? Yes, and we’re here for it.

Meet the Zeths ZFR 525 R Avenger. We’d never heard of Zeths before today, but they’ve been producing bikes for the Chinese market since 2016. Perusing their website shows two svelte bobbers, akin to a small-displacement Zero Engineering chopper, but they’re also developing a 1000 cc V-twin engine.

Skipping a few decades from their 50s-style bobbers, the Zeths ZFR 525 R is small-displacement retro sportbike with miles of early-90s style. Powered by a 494cc parallel twin (perhaps a Honda CB500 clone), Zeths is claiming around 50hp with 50 Nm of torque. The upside-down forks, aluminum frame, and single-sided swingarm are all positive signs; the radial-mounted twin front brakes and ABS, even more so.

We adore the twin round headlights and the smooth lines of the fairing. The tank is just modern enough for our taste, as is the sculpted tail section and single reverse cone muffler. No, there aren’t any wings or flying buttresses (we’re looking at you, Ducati), but that’s the whole point.

If the return of retro sportbikes is wrong, then we don’t want to be right. [Source]

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[DaveM]

IMPERFECTA: Royal Enfield by Shed Motorcycles.

Walking the halls of the great bike shows of the world or even scrolling through blogs dedicated to custom bikes can be a truly inspiring thing to do. But for those looking to enter the scene, it can also be pretty daunting. When you’re still learning Motorcycles 101, the work of a Hazan or Rodsmith can leave you questioning whether you have what it takes. The answer is you do...

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[DaveM]

This custom BMW R nineT pays homage to classic boxers

The BMW R nineT is one of the most charming factory motorcycles you can buy, and much of that charm comes from its storied family history. It’s descended from a long line of iconic boxer motorcycles—and the fact that its motor is still air- and oil-cooled helps it maintain a connection to that heritage.

The numerous tasteful details on this custom BMW R nineT Scrambler pay homage to the iconic boxers that came before it. Its silhouette and geometry are a nod to the genre-defining BMW R80G/S, but its paint takes inspiration from the BMW R90S. And when you dig deeper, you’ll find an array of key performance upgrades too.

It’s the work of MFix Workshop in Ho Chi Minh City, Vietnam, and was built at the request of a client. He wanted to add a dose of vintage BMW flavor to his R nineT, but he was also adamant that any changes be subtle and well-judged. Or, as he told MFix; “The details aren’t just details, but they’re what makes the design.”

Thanks to the R nineT’s popularity among custom bike enthusiasts, there are ample good-looking plug-and-play parts available for it. MFix put a list together that covered most of the bases—then built everything else they needed in-house.

The work started up front, where an ultra-powerful Rigid Adapt XP Pro light sits inside a custom-made headlight fairing. It mimics the shape of the classic BMW R80G/S Paris Dakar’s fairing—but where the original was made out of plastic, this one’s aluminum. It’s mounted to the front forks by way of CNC-machined brackets, with the R nineT’s OEM speedo tucked behind it.

The headlight itself sits on a custom-made bracket that bolts to the bike’s original attachment points. The enduro-style front fender is a transplant from an R nineT Urban G/S.

Moving further back, MFix installed a set of vintage scrambler-style handlebars from Unit Garage, lifted via CNC-machined risers. The switches are stock, but the clutch and brake controls are from Magura and Brembo, respectively. MFix also added Oxford grips and BMW R1250GS hand guards.

Peak just below the bars, and you’ll spot fork adjusters that belong to an Andreani cartridge kit. The R nineT also benefits from a steering damper and an upgraded rear shock, both from Öhlins’ ‘Blackline’ range.

MFix kept the BMW’s original fuel tank and rider’s seat, which now wears a new cover. Unit Garage supplied the side covers, and the luggage rack that’s replaced the pillion seat. (The bike still wears its passenger foot pegs, so that it can be reconfigured for two if necessary.)

The high-mounted rear fender and taillight assembly comes from Wunderlich, but there’s also a handmade inner fender hiding lower down. MFix added a license plate bracket to the setup, which includes a pair of Motogadget turn signals mounted on CNC-machined aluminum baseplates. The same turn signal design was employed up front, mounted just above a bespoke oil cooler grill.

Keen eyes will also notice that the distinctive silver air intake that traditionally sits on the right-hand side of the fuel tank has been replaced. A far more modern unit from Pier City Custom sits in its place, while a two-into-one air intake with a DNA filter hides behind the side covers. A Dynojet Power Commander tuning chip ensures optimal performance.

The R nineT Scrambler comes from the factory with a rather fetching (and decent sounding) pair of Akrapovič mufflers. MFix didn’t want to ditch those, so they simply removed their built-in baffles—then fabricated a full set of titanium headers to elevate the build.

Other improvements include a set of SW-Motech foot pegs, an Evotech sump guard, and aftermarket cylinder head covers from the BMW accessories catalog. The wheels are tubeless numbers from VMX, with Bridgestone Battlax AT41 tires wrapped around them.

The livery is a hat tip to the noteworthy paint jobs of the 1970s BMW R90S models. Originally available in ‘Smoke Black/Silver,’ the R90S later came out in a radical ‘Daytona Orange’ scheme, bucking BMW’s trend of mostly making black bikes. MFix riffed on this theme by picking a blue from later boxer models, but applying the ‘smoke’ effect made famous by the R90S.

Customizing a modern classic like the R nineT by making numerous subtle changes, rather than hacking it to pieces, is fast becoming a popular approach among builders. And we’re here for it—especially when it’s executed as well as this. Fresher-than-factory with performance to match, MFix’s custom BMW R nineT is just perfekt.

MFix Workshop on Facebook | Instagram

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[DaveM]

RCM-605: Kawasaki KZ1000 from AC-Sanctuary.

Not everything is always as it seems, and if you judge this book by its cover, then you are probably assuming it is simply another in a long line of incredible Z900 custom builds by Japan’s masters of the Resto-mod, AC-Sanctuary. But this incredible Kawasaki started life in a very different state to the usual flawless donors selected by head honcho Hiroyuki Nakamura. The differences to a normal AC...

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[DaveM]

The BMW Motorrad ‘Storied’ Series: The art of Christopher Myott

Christopher Myott can’t quite recall when exactly he decided to turn art into a career—or if he even made the decision consciously. As far as he was concerned, being an artist was his only possible future.

Myott lives with his wife in a Civil War-era house that he bought when he moved back to the small mill town he grew up in—Jaffrey, set alongside the Contoocook River in Cheshire County, New Hampshire. It’s an old house, but that suits Myott just fine. As far as he’s concerned, the more worn out something is, the more of a story it has to tell. And that rings true not only for his home but also for his daily runner—an old, well-worn BMW R 75.

“The artists that I looked up to, even when I was younger, were artists like Picasso, or Jackson Pollock working in his barn. I always loved that traditional romantic idea of just being a painter that works in my studio every day, and that’s how I make my living. The house sort of brought that dream to fruition, that romantic idea of being a painter.”

“I felt like I was surrounded by all of the very things that I’m inspired by. I filled my barn with a bunch of motorcycles, so I’m going out there painting and looking at the bikes every single day, and the tools that are just laying around on the ground.”

Myott’s love for old things is evident in his paintings. Using a unique set of techniques developed through years of experimentation, he imbues his work with an aged quality. But it’s not just in the colors he uses or the brush strokes he deploys; his paintings are layered and textured, begging to be touched as much as looked at.

He has a knack for taking the mundane and making it fascinating. Some artists will paint a bonsai tree; Myott will paint it planted in an empty chainsaw oil can, with a vice grip placed next to it. A potted plant on a table? Sure—but add a vintage wrestling figurine to the scene.

Myott’s work is whimsical, disarming even. He delights in knowing that his work demystifies the concept of fine art, and takes pleasure in hearing how different people read different messages in his paintings. And he’s happy to play fast and loose with his subject matter, jumping from paintings of baseball cards to still-life studies, guitar pedal boards, and fireworks.

Motorcycles are a recurring theme in Myott’s work, and even those can’t escape his enigmatic approach to still-life art. “With a motorcycle, there’s all these little elements that come together that make the bigger picture … and they can all be off a little bit,” he says.

“And when the whole thing is done, it’s still recognizable as a motorcycle, even if the tires are a little bit crooked or the bike’s a little bit longer than it should be. It still works.”

“It’s hard to describe it, but that old metal, old paint, and mechanisms—that’s part of what’s so inspiring about them. And specifically BMW boxer engines. They’re just so iconic—from any angle, you can tell that it’s a BMW. There’s something about that that I’m drawn to, these moving components that sort of make a bigger thing run, and that the BMW has all of that on display. It’s the perfect bike for drawing.”

Myott’s current ride is a BMW R 75—but his first BMW was an R 27. And, like everything else he’s surrounded himself with, it has quite a backstory.

“There’s a bicycle repair shop down the road that’s also an art store,” he explains. “And the couple who worked there actually gave me a scholarship when I was going into college. They paid for all of my painting supplies, they would just let me come into the shop and pick up whatever supplies I needed.

“Later on, when I moved back to Jaffrey, I would still go there to buy all my paint supplies. And the guy who owned the shop was getting older and needed help cleaning out the basement of his shop because he was moving it to a different location. He asked me if I would help him, and he told me that he had an old motorcycle in there that if I clear it up, I can take.”

“I went down in there—there were no lights, it was flooded—and the bike was actually an old BMW R 27. So, I pulled that out of the basement, fixed it all up, and I drove it back over to his house once I finished it just to give it back to him and say, ‘Thank you, but no thank you’.”

“I mean, it’s an R 27! I wasn’t sure if he really knew what he was giving me. And he was so happy that I offered it to him and that I got it fixed up that he was like, ‘I’ve got a bunch more BMWs that you can just have’.”

Myott walked away with two basket cases—an R 50 and an R 69. The intention was to fix them up, but, as so often is the way with bike projects, they just sat there. Eventually, Myott traded them for the R 75 that he still owns and rides today.

He hasn’t forgotten the R 27, though. He can’t forget the R 27. He has a tattoo of its key on his neck, something he had done on a whim at a sketchy tattoo shop in Texas.

“I don’t know, I was always sort of looking for ways to codify the fact that I’m an artist—this is what I do,” he shrugs. “I don’t have to do anything else. And a tattoo on my neck is almost a guarantee that I won’t have to work a job that I don’t like.”

Storied: 100 Years of BMW Motorcycling is a three-part video series and limited edition print piece by The Simple Machine, created with support from BMW Motorrad USA | Video directed and edited by Roberto Serrini | Art by Christopher Myott

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[DaveM]

First look: The 2024 BMW F900GS, F900GS Adventure and F800GS

Here’s some news that everyone saw coming—BMW Motorrad has finally bumped up the capacity of their popular middleweight adventure bike. The 2024 BMW F900GS predictably borrows the bored-out 895 cc parallel-twin from its cousins, the F900R and F900XR. But what we didn’t expect, is how radically different the F900GS looks from the outgoing F850GS.

The 2024 BMW F900GS stands alongside another two new models—the BMW F900GS Adventure, and the down-tuned F800GS (not to be confused with the F800GS that was discontinued in 2018). All three bikes share several upgrades, but it’s the F900GS that’s most noteworthy.

Adventure motorcycles with rally-derived looks are trending right now and BMW Motorrad has taken note. Joining established bikes like the Aprilia Tuareg and the immensely popular Yamaha T7, the new BMW F900GS stands tall and skinny, with a forward-biased windscreen and an enduro-style seat. With no blocky dual headlights and only the tiniest of headlight beaks, it barely even looks like a BMW GS.

BMW’s intention is clear: they’re pitching the F900GS at riders who prefer dirt to asphalt—or, at the very least, want to look like they prefer dirt to asphalt. The relationship between the three models in the middleweight GS range hasn’t changed though; the F900GS is the core model, the F900GS Adventure adds extra long-distance capability, and the F800GS is a down-tuned version.

All three bikes have more of a kick now. The new 900 engine is 10 hp up on power from the outgoing 850, bringing its output to 105 hp at 8,500 hp, and it features updated mapping. The torque bump is more modest; a whole 1 Nm, bringing the 900’s torque to 93 Nm at 6,750 rpm. The F900GS Adventure makes the same numbers, while the F800GS clocks in at 87 hp (which, interestingly, is 2 hp more than the 2018 F800GS made).

Each bike comes standard with LED lighting, a TFT display with a Bluetooth connectivity suite, a keyless ignition, ABS, traction control, and a plethora of riding modes. All of them wear redesigned body panels and come in new colors. But while the F900GS Adventure [below right] and F800GS still loosely resemble their predecessors (the F850GS Adventure and F750GS), the F900GS [below left] is a different kettle of fish.

The new BMW F900GS not only looks a lot slimmer than before, but it’s physically lighter too. BMW has swapped the 850’s steel fuel cell out for a 14.5 l [3.8 gallon] plastic reservoir, wrapped the bike in trimmed-down body panels, and given it a new subframe. It also wears an Akrapovič muffler as standard, which is notably lighter than your garden variety OEM can.

That’s brought the weight down by 14 kilos, with the F900GS now tipping the scales at 219 kg [483 lbs] wet. Another upgrade is the Showa front suspension, which is now fully adjustable. The amount of suspension travel hasn’t changed much though; 230 mm at the front, 215 mm at the back, and a seat height of 870 mm (890 mm if you get one with the rad-looking ‘rally’ seat).

BMW has tweaked its ergonomics too, lowering the foot pegs and moving the bars to optimize the F900GS for off-road use. Enduro-style foot pegs, an upgraded brake lever, and an aluminum side stand are all standard on the F900GS, while all three bikes get a new folding gearshift lever.

There’s a hardcore upgrade package for the F900GS too, which includes everything from a heavy-duty chain to additional off-road-specific rider modes, and even a set of titanium nitride-coated forks. BMW’s excellent dynamic electronic suspension adjustment system is also available, ex-works, for the F900GS and F900GS Adventure.

Moving to the F900GS Adventure, you get an adjustable touring windscreen, a comfier seat, and a 23 liter [6.1 gallon] fuel tank. The Adventure also appears to share the core model’s Akrapovič exhaust, 21F/17R wheels, and suspension. It’s also pictured with crash bars and luggage racks, which BMW has traditionally included on GS Adventure models.

The F800GS [above] sits lower, with 19F/17R cast wheels, less suspension travel, and an 815 mm seat height. As usual with these down-tuned models, BMW is pitching it at newcomers, smaller riders, or anyone who doesn’t quite need the go-anywhere ability of its bigger siblings.

Each bike comes in a range of unique liveries, including BMW’s traditional white, blue, and red ‘GS Trophy’ scheme, and the unapologetic ‘São Paulo Yellow’ (which would be my pick, hands down).

There’s no denying that the new F900GS looks damn good (even if it does appear to have borrowed its headlight from the much smaller G310GS). What remains to be seen though, is whether it can tempt riders away from the competition. The Yamaha T7’s low-tech vibe and brilliant geometry have won it legions of fans, and although the F900GS now makes more power than the much-lauded Triumph Tiger 900 Rally Pro and only loses out on torque to the KTM 890 Adventure R, it still doesn’t have the same rally-bro appeal as the latter.

How well it fares will depend entirely on how well it rides.

Source: BMW Motorrad

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[DaveM]

FUNCTIONAL & FLURO: Yamaha Ténéré by Vagabund Moto.

One sector of the new motorcycle market is absolutely booming and every manufacturer is doing their best to get a piece of the adventure bike pie. We will all have our favourites, but two machines have a reputation above all others, built on the back of incredible sales figures and endless Paris-Dakar rally wins. One of course is the BMW GS, and the other is celebrating 40 years of success...

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[DaveM]

City Bike: A neo-retro Honda CB100 with a GL200 engine

First released in 1970, the Honda CB100 was only available in the US for three years—but it enjoyed a 15-year tenure in Asian markets. It was particularly popular in Indonesia, where its size, weight, and five-speed transmission made it a stylish and approachable commuter.

Its popularity hasn’t waned much either. Indonesia’s HEREX scene (it stands for ‘Honda Exciting Riders Extreme’), where bikes like the CB100 and other small-capacity Hondas rule the roost, is booming. It helps that they’re reliable and easy to customize—and that genuine and aftermarket parts are relatively easy to come by.

This 1973 Honda CB100 belongs to Raymond Nainggolan, who customized it via his workshop, EGO Project. EGO Project is a collaboration between Raymond and his friends—or, as he puts it, “a tight-knit community of kindred spirits fueled by an unwavering automotive passion.”

Although never confirmed by Honda, it’s widely believed that CB stands for ‘city bike.’ Leaning into that concept, Raymond and Co. decided to take the 1970s Honda CB100 and transform it into a slick and modern urban runabout. But by the time they were done, there wasn’t much of the original bike left.

To kick things off, the team stripped the bike down until there was nothing left but a bare frame. Raymond didn’t want to mess with the original design much, but he did want to tidy things up. So the coils and other electrical components were relocated to under the tank, mounted on laser-cut steel brackets, and the frame was reinforced in key spots.

After trying to revive the old CB engine, the crew ran into an issue with the factory kick-starter running foul of the new foot peg location. They tried their best to find a similar kick-start engine but eventually decided to swap the whole thing out for an electric start Honda GL200 engine. Even better, the GL200 engine is similar enough to the CB’s that it went into the frame with minimal tweaking.

One big visual change is the bike’s stonking upside-down front end. The EGO team installed a set of 50 mm Kayaba forks, with a modern fender mounted at the bottom and a 5” headlight up top. A pair of gold RCB shocks do duty at the back.

Is the bike over-suspended? Probably, but it looks great. 17” spoked wheels with disc brakes add to the sleek look, while also improving the old CB100’s rideability. There’s also a new stainless steel exhaust system, crafted by a local artisan, that probably unleashes an extra horse or two.

The Honda’s updated bodywork has a fantastic modern industrial vibe. EGO Project retained the OEM fuel tank but built an ingenious rear ‘cover’ out of fiberglass to stretch it visually. It’s a huge improvement over the stock setup, cleverly filling in the gap between the tank and seat.

Once it was done, the tank was painted in stunning champagne silver with dark grey for the new fiberglass bit. The resin Honda badges are custom items, drawing inspiration from the vintage-style badges that sit on Honda’s modern mini-bikes.

The CB100’s new back end is undoubtedly a stand-out feature. Inspired by neo-retro bikes like the Husqvarna Svartpilen, EGO Project 3D-printed a modular seat pan and rear cowl. They then covered the seat pan in foam and chic oxblood leather.

The team also 3D printed the LED turn signal housings and the taillight housing. The striking taillight ‘lens’ was inspired by long-exposure photos of light trails at night. Hidden steel brackets were employed to adapt the new parts to the frame, minimizing the need for cutting.

The control area was kept nice and simple. A set of bars, grips, and switches from a Honda CB150R were bolted on, and finished with a pair of Rizoma bar end mirrors. Raymond lucked out with the speedo when he stumbled on the perfect modern-looking LCD unit online.

The most remarkable thing about this hopped-up CB100 is how tidy it looks. A handful of subtle EGO Project logos are sprinkled throughout the build—but there’s some period-correct Honda branding too, giving the whole thing a sharp factory vibe. We’re sure it’ll be a hit on the local HEREX scene.

Raymond Nainggolan Instagram

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[DaveM]

Two-stroke terror: A twin-engine Yamaha RD350 drag bike

If you suffer from the misconception that Germans don’t know how to have fun, you’ve clearly never experienced the German sprint racing scene. Events like the popular Glemseck 101 are filled to the brim with wild and inappropriate motorcycles, all of which are guaranteed to make you smile. And what could be more fun than a twin-engine Yamaha RD350 drag bike?

This mad machine is the brainchild of Norbert Prokschi, a master mechanic based in the small Bavarian town of Johannesberg, just east of Frankfurt. He’s spent the last 37 years restoring classic British cars and motorcycles; everything from Jaguars and Morgans to Nortons and Vincents.

Norbert doesn’t exclusively work on English vehicles though—he’s restored a number of Japanese and Italian bikes too, and has been racing Yamaha TZ two-strokes for the past five years. It’s his experience with rebuilding those TZ motors that gave him the confidence to attempt this zany twin-engine Yamaha RD350 build. But the inspiration for the project goes even further back than that.

“I’ve been interested in drag racing since the early 70s,” he tells us. “What you’d see at the time in films from the USA, you could then see in real life at the US Army airbase near Hanau. The drag racing dates were always announced on a Saturday morning on the military radio station.”

“About 20 years ago I discovered an original dragster from the 60s at an auto jumble in England. I restored it, but so far I have not had the opportunity to use it, since I don’t want to damage this historic machine.”

Norbert’s hesitance to race his vintage drag bike prompted him to build something that he wouldn’t mind hurling down the strip. So he came up with the idea of combining a pair of two-stroke Yamaha engines into one beastly power plant and sticking it in a bespoke frame. With two 1974 Yamaha RD350 engines in hand, he got cracking.

The work needed to turn two RD350 mills into one four-cylinder stonker could fill volumes, so Norbert’s just given us a broad overview. He started by splitting the cases of the two parallel-twin motors, then CNC-machined adaptor plates to mate them together. Then he grafted pieces from three different crankshafts together to create a single four-cylinder crankshaft.

Not content to stop there, Norbert also flipped the middle two cylinders around. He did this to make it easier to accommodate four separate exhausts, but also because it would look way cooler.

Extensive work was done on the cylinders, and the compression ratio was increased in the process. Norbert ditched the original RD350 six-speed transmissions, favoring a single five-speed gearbox from a vintage Yamaha R5. It sits on the right-hand side of the bike, along with the gear shifter.

The carbs are modern aftermarket units and are slightly larger than the originals. Each cylinder exhales through its own exhaust; Norbert had the headers, expansion chambers, and silencers made to his spec by a British company, then welded everything up himself. It looks bananas and likely screams like a banshee.

It’s obviously tricky to wedge an engine of this size into a regular motorcycle chassis, so Norbert built a new frame from scratch. First, his friend Heinz Lange drew the frame according to Norbert’s requirements. Then the two of them set up a jig and fabricated the hardtail frame out of steel tubing.

The front forks and 18” wheel were lifted from a 1980s Honda MBX80, while the 18” rear wheel comes from a first-gen Suzuki GSX-R750. A steering damper and custom-made fork brace add stability to the front end, while disc brakes at both ends handle stopping duties.

Norbert fabricated the Yamaha’s aluminum fuel tank and, uhm, ‘seat.’ He made the foot controls and linkages himself too, but the handlebars, grips, and switches are aftermarket parts. A single Yamaha RD350 tachometer dominates the cockpit.

With fresh paint on the frame and exhausts, but nowhere else, Norbert’s engineering and fabrication are on full display. His 700 cc two-stroke drag bike looks mental—and, more importantly, it looks like it means business. But is it quick?

The truth is, Norbert doesn’t know yet. He’s only just buttoned it up, and is yet to start testing and tuning it. But once he has, he plans to unleash it on the classic racing circuit.

If we were his opponents, we’d be very afraid.

Images by, and with thanks to, Marc Holstein

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[DaveM]

RACE REPORT: Glemseck 101 – Starr Wars.

The custom motorcycle scene is blessed with incredible events around the globe, on every continent and catering for every two-wheeled contraption you can possibly name. But then there is a place where a weekend-long festival has become a Mecca, the race rules are known as the Bible and there is even a motorcycle church service, it’s Germany’s Glemseck 101. Returning for its 16th edition...

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[DaveM]

Road Tested: The TCX Street 3 Air motorcycle riding sneaker

I have a confession to make. Even though I have a closet full of motorcycle riding gear, I do sometimes skimp. And the one item I skimp on most often is shoes.

The importance of proper motorcycle boots can’t be overstated, yet I’m often guilty of throwing on a pair of Vans high-top sneakers and jumping on my bike, especially when it’s hot out. My only excuse is that I prefer the style and comfort of sneakers over boots. I blame it on my 90s skate-brat youth.

It’s a lame excuse when you consider how the market for motorcycle riding sneakers has exploded over the past few years. The options are too endless to ignore—so I recently snagged a pair of TCX Street 3 Air riding shoes, to see if they can tempt me away from my faithful high-tops.

TCX is an Italian company that’s owned by Dainese, putting it in the same group of brands as AGV and Momo Design. But unlike their parent company, TCX only produces footwear. Their range includes everything from touring and off-road boots to vintage-style leather boots, but their sneakers caught my eye.

The TCX Street 3 is part of the brand’s urban range and comes in ‘WP’ and ‘Air’ versions in multiple colorways. WP stands for waterproof—but since I’m based in Cape Town, South Africa, and summer is on the horizon, I picked the breezier Air model in camo green.

There’s probably a joke in there about a forty-something reformed skate punk wearing camo sneakers in an attempt to be cool (and failing), but I can take it. This particular version of the TCX Street 3 has olive green suede at the front, back, and edges, with a breathable mesh camo fabric at the sides, and all-black soles. There are black and grey options too, plus a couple of women-specific designs.

The overall vibe is simple and timeless. The silhouette mimics classic high-top skate sneakers, with stitched padding around the ankle that’s reminiscent of the iconic Vans Sk8-Hi. That padding hides slim D30 inserts, and there’s extra reinforcement in the heel and toe areas.

Flip the TCX Street 3 Air over, and you’ll discover a rubber outsole covered in geometric lugs. The lugs are chunky enough to offer grip, but not so chunky that the shoe looks like a work boot.

Hidden inside the outsole is a molded polymer reinforcement plate. TCX calls it ‘Zplate’ in reference to its Z-shaped curve, which is designed to follow the natural contour of your foot. The idea is that it’s compliant enough to walk in comfortably, but rigid enough to protect you.

Those features added up help the TCX Street 3 Air achieve a CE rating, putting it streets ahead of my Vans (or even a pair of Red Wings) in terms of safety. But do they make the Street 3 Air as comfortable as TCX claims it is? That’s a “yes” from me.

A rigid sole isn’t just crucial in a crash—it also offers essential stability while riding. (The next time you see someone riding in tennis shoes, take note of how the soles droop over the foot pegs.) TCX has nailed the balance between on-the-bike stiffness and off-the-bike compliance so well, that I can spend a couple of hours riding and not feel the need to kick the Street 3 Air off the second I get home.

It helps that TCX has sized the riding shoe generously. I typically wear a US13, but I took a US12.5 this time and it fit with a little wiggle room to spare. It also helps that there’s a cushy Ortholite insole inside; as riding boots go, this is one of the most comfortable pairs I’ve ever worn.

The Street 3 Air closure is a simple lace-up affair; no zips or straps. And it’s flexible enough to slip into without having to unlace the top couple of eyelets, which is not something that every pair of high-tops can boast. There’s a tidy leather pull tab at the back, and a clever elastic loop at the front that you can use to stash the ends of the laces.

Once it’s on, the Street 3 Air has a stealthy look that blends well with the rest of my semi-casual riding wardrobe. It sports minimal branding, with a tiny TCX tag on the side and the Italian colors on a strip of fabric that hides under the pull tab. There are no bulky shifter pads either—just some embossing on each shoe where a shifter pad would be.

It’s worth noting that while the fabric that flanks the sneaker is breathable, it’s not as perforated as it looks in photos. It’s more akin to the mesh knit fabric you’ll find on a pair of trainers, albeit a little thicker. To be fair, TCX does market this as a ‘mild’ rather than ‘hot’ weather shoe, and it does run noticeably cooler than other riding shoes I’ve tested.

Is the TCX Street 3 Air as comfortable as a skate sneaker when you’re off the bike? Not quite. But it is damn comfortable, more stable while riding, and a heck of a lot safer. That makes it an easy choice over my Vans when I head out on two wheels—and at a very reasonable RRP of €169.99 [or $143.99 at Revzilla], it’s easy to recommend to friends too.

TCX Street 3 Air | Images by Devin Paisley

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[DaveM]

Speed Read: A rare 1997 Ducati 916 SPS and more

These four motorcycles prove that performance comes in all shapes and sizes. There’s a rare 1997 Ducati 916 SPS for sale in New York, a 1970s Kawasaki KZ1000 restomod from the legendary AC Sanctuary, and a Honda CB1000 customized by a racing enthusiast. We end off with a sneak peek at Triumph’s upcoming motocross race bike.

For sale: 1997 Ducati 916 SPS The Ducati 916 was Massimo Tamburini’s greatest gift to motorcycling. And that’s saying something, since he also penned the MV Agusta F4 and Brutale, the Bimota DB1, and a slew of other masterpieces.

Released in 1997, The Ducati 916 SPS was a special edition of the 916, built to homologate the new 996 cc engine for Superbike competition. The SPS version was built in limited numbers, so it demanded a premium price.

It included a new set of camshafts, and an upgraded fuel injection and ECU setup. This, along with an 11.5:1 compression ratio, lightened crankshaft, and larger combustion chambers with bigger heads, meant that the engine punched out more horses; 123, to be exact.

This particular Ducati 916 SPS is being offered by Peter Boggia of Moto Borgotaro in Brooklyn, New York. Peter has a gift for sourcing exotic and desirable European machines, so we keep his website bookmarked to feed our dreams.

Numbered ’59,’ this 916 SPS was originally sold to the current owner by the Ducati dealer Fast by Ferraci, in Willow Grove, Pennsylvania. It’s only been ridden 7,500 miles since then so it’s barely broken in, and it has a dyno sheet quoting 115.2 hp at the rear wheel.

The quick-release bodywork is still in tip-top shape, displaying the beautiful Ducati 916 Desmoquattro in the gold ‘Varese’ logotype. It has different wheels and a few extra carbon fiber accessories, but the original parts are included with the bike, along with an additional fairing.

The bike is currently located in Moto Borgotaro, where it’s on sale for $45,000. Given the beauty and rarity of the bike, we wouldn’t be surprised if that price rises over time. [More]

Kawasaki KZ1000 by AC Sanctuary There’s no denying that AC Sanctuary builds some of the best restomods in the world. They’re most known for their early Kawasaki Z- and KZ-series builds. And if you think donors are getting harder to come by, you’d be right—which is why shop boss Hiroyuki Nakamura has a habit of stockpiling good examples for future projects.

On this project though, Nakamura-san was happy to use his customer’s personal bike—a Kawasaki KZ1000 that had been through the ringer. The bike was a victim of some shoddy ‘custom’ work, arriving at AC Sanctuary’s shop a little worse for wear. Sick of his sick motorcycle, the customer asked for the full AC Sanctuary treatment.

The shop tore the bike down to its bones, then put it back together like only they can. To those well-versed in the mythos of classic Kawasaki Zeds, the most obvious change is the bodywork.

To those well-versed in the dark arts of the Kawasaki Z-series, the most obvious change is the bodywork. The boxy KZ tank, tail unit, and side covers were all replaced with the bodywork from the older 900 cc Zed. But the KZ needed extensive groundwork to get the new tins fitted.

AC Sanctuary first set the frame up in a jig to be cleaned up and reinforced. The Kawasaki rolls on stunning 17” OZ Racing wheels, with Öhlins forks and Brembo brakes up front. An alloy swingarm from Sculpture sits at the back, hooked up to a pair of Öhlins shocks.

AC Sanctuary isn’t known for leaving engines along. The KZ1000 now sports flowed heads, Kent ST high-lift cams, and the full gamut of race-style valve train modifications. It’s also housing a new crank with forged pistons, taking it up to 1,166 cc.

A brace of Mikuni TMR MJN dual stack 38 carbs was bolted on, complementing the increased flow rate. The hand-built titanium exhaust is a work of art in itself, terminating in a Nitro Racing muffler. The final color scheme is all-black without a lick of chrome, making this look like a thoroughly modern machine.

Given AC Sanctuary’s reputation, we’re sure it will keep pace with modern liquid-cooled bikes with ease too. Where do we sign? [Via]

Honda CB1000 by Cus’Tom Motorcycle Tom Boissel grew up in rural France, and spent his weekends on a motorcycle chasing his father along narrow, winding roads, or racing on the track. They would spend evenings together pouring over the iconic Joe Bar Team comics, which is where he first experienced the Honda CB1000 Big One Super Four. Ridden by Edouard Bracame, one of the Joe Bar comic characters, the big CB firmly imprinted on young Tom.

Tom has always held onto the motorcycling dream—even after a big crash on the Dunlop Curve at the Le Mans circuit racing, and after the passing of his father. So when an opportunity to buy a Honda CB1000 presented itself, Tom jumped at the opportunity. He’s been tinkering with bikes from a very young age and already has a few custom builds under his belt under the moniker of Cus’Tom Motorcycle, so there was no way that the Big One would stay stock.

As a veteran racer, Tom knows the importance of good suspension—so the stock front end was replaced with one from an Aprilia RSV4 factory superbike, upgraded with Öhlins internals. Complete with twin radial-mounted Brembo calipers, it’s a big upgrade. Modified Ducati fork yokes grip the forks, while a round headlight with aluminum brackets gives the front end a retro-naked look.

A Ducati 996 wheel was bolted onto the front, with a Honda CBR900RR hoop out back. A Brembo caliper was added to the rear end via a custom bracket, with Öhlins shocks completing the setup. The carbs were treated to a re-jet, while a chunky carbon fiber muffler added a dose of 90s style.

Tom reworked the OEM seat unit by cutting it down and remixing it, as he wanted to keep the original ducktail. Red Alcantara adds a little racing style, and complements the Ayrton Senna Marlboro McLaren F1-inspired livery.

Tom’s Honda CB1000 Big One Super Four is pure perfection. And judging by the melted rubber on those slick tires, it appears to be a strong runner too. [Via]

Triumph teases their 250 cc motocrosser Motorcycle sales figures during the COVID-19 pandemic were obscene. All segments saw huge growth in those years—but we had to name a clear winner, it would be the off-road segment.

So it’s little wonder that Triumph are after a piece of that pie. Back in 2022, the British marque announced that it had teamed up with legendary motocross star Ricky Carmichael with a view to producing a motocross bike.

Triumph has racing experience in Moto2, and their adventure bikes are widely lauded. But a dedicated motocross bike is an entirely different beast; it probably would have been easier to design a jet ski. Still, they’ve forged ahead, and now we’re finally getting glimpses of what Triumph’s upcoming 250 cc motocross contender will look like.

Built from the ground up, the bike’s four-stoke engine was unveiled a few weeks ago. Now Triumph has set the bike loose on a motocross track, drawing praise from Carmichael and amateur motocross racer, Evan Ferry.

Sure, all dirt bikes basically look the same—but we’re still excited to see the finished product in all its dirty glory. [Triumph Motorcycles]

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[DaveM]

The Lamina Nera: Rotax Flat Tracker from Deus.

We have a serious soft spot for flat trackers here at Pipeburn, they are purpose-built for one thing: go fast and go left. And the holy grail of flat track racing bikes is the combination of the legendary Rotax engine and a Wood frame. In the Deus Workshop in Venice, Los Angeles, they had one such package sitting in the corner of their garage waiting patiently to be called upon again for the...

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[DaveM]

Take Flight: A custom Honda Hornet by Italy’s Francis Von Tuto

Honda has a long-standing tradition of building middleweight bikes that are highly capable but visually dull. The mid-2000s Honda CB600F Hornet is a prime example. It makes just under 100 hp, handles well, and boasts Honda’s legendary reliability… but it’s ugly.

We don’t see a whole lot of custom Honda Hornets, which is a real shame. The punchy four-cylinder naked has tons of potential—if you know how to massage it into shape.

This custom 2006-model Honda CB600F Hornet (known as the Honda 599 in the US) comes from Francis Von Tuto in Florence, Italy. Francis is no stranger to older Japanese sportbikes, so he came into the project with a clear idea of how to take it from bland to beautiful. But before he could bring this custom Honda Hornet to life, he had to get his client on board.

From the client’s perspective, the project had been off to a rocky start. He’d originally given the bike over to a different custom builder—a good friend of Francis’ who specializes in performance bikes and manages a WorldSBK race team. But, due to unforeseen circumstances, the workshop never got further than stripping the bike.

Francis was called in to take the project over. The client agreed, but he was understandably frustrated at the prospect of having to explain all his ideas to a brand-new workshop. But one look at Francis’ portfolio set his mind at ease, and the two slowly started building a rapport.

“He initially had ideas that didn’t really match the style of the build, or in some cases that would compromise the rideability,” says Francis. “In many cases, it doesn’t help when you look for inspiration on the internet, since people post everything from six-figure builds to unrideable showpieces. It’s sometimes difficult for the average user to tell the difference.”

“After a few mock-ups and meetings, we found a way to straighten things out. Let me say this is nothing uncommon, it happens more than you would expect… and I get it! Luckily in the end we found a compromise and it all started to make sense.”

“One of the downsides of the Honda CB600F Hornet, apart from its terribly long and tall rear frame section, is its voluminous tank. But the owner wanted to keep it—so first I had to create a new design to work around it. That meant the exhaust, dash, and headlight all had to go, and the whole rear section had to be shorter and narrower, but still comfortable for a pillion.”

Francis started by reworking the Hornet’s subframe; a chore in itself. The OEM subframe is a rectangular tube affair that was designed to be hidden under bodywork—but the redesign was going to leave it exposed. So Francis cut the end off, did some judicious de-tabbing, and welded in a new rear loop, fabricated from round tubing.

Extra care was taken to ensure that the new setup wouldn’t affect the rear suspension geometry, and that there would still be room to squeeze a passenger on. Next, Francis shaped a seat pan out of fiberglass, then handed it over to BF Tappezzerie, an auto upholsterer in Florence, to finish it. It now wears double-density foam and a vinyl cover, with stitching details that were requested by the owner.

Lower down, Francis ditched the Hornet’s airbox to slim it down more. Alloy side panels now flank the bike, wrapping around the remnants of the rectangular subframe for a more cohesive aesthetic. Hiding behind the side panels are a Lithium-ion battery, a coolant reservoir, and the essential electrical bits.

A row of filters from BMC handle intake duties, with red bases that match the other red accents on the bike. Francis also installed a stage three performance kit from Dynojet, to make sure that the bike runs smoothly with the open filters.

The Hornet’s upside-down forks and 17” alloy wheels were retained, but the forks needed a rebuild. A chic sculpted fender sits above the front wheel; it looks like it’s been borrowed from a modern sportbike, but Francis actually shaped it out of aluminum using an English wheel, a hammer, and a sheet roller.

The bike’s owner supplied a new LED headlight, but the rest of the cockpit’s layout was up to Francis. He installed the light on aluminum stays, then added a laser-cut fly screen above it. A laser-cut dashboard sits flush with the screen and hosts a digital Motogadget speedo, while low-rise handlebars and bar-end mirrors complete the package.

Since the bike needed to be street-legal and somewhat practical, Francis needed to create a few extra pieces to dress the rear. A fiberglass hugger keeps muck away from the rear shock, while laser-cut stainless steel brackets hold the license plate, bolted to new CNC-machined chain adjuster plates. There’s a custom-made chain guard back there too.

Highsider LED turn signals do duty up front, with three-in-one Highsider items doubling up as turn signals and taillights at the back. The Hornet’s finished off with a pair of gnarly stainless steel mufflers, hooked up to the OEM headers via a custom connector pipe.

The Hornet’s owner wanted his bike to match his Jeep, so that took the guesswork out of picking a color. The livery needed a few small details though, so Francis enlisted the help of a friend—an illustrator who operates as The Junkers—to create a few renders. In the end, all the design needed was numbers on the side panels, a hint of black along the bottom of the tank, and classic Honda logos.

“I owe him,” says Francis, “because he hates this kind of work and never does it. So the fact that he did it for me is a big plus!”

Like everything on this custom Honda Hornet, the livery is simple, tasteful, and striking. It’s proof that the vanilla donor bike has oodles of potential—and that Francis knows how to extract that potential.

Francis Von Tuto | Facebook | Instagram | Images by Rafael Montañes Ruiz | Francis would like to thank Aero Club Serristori and Etruria Volo

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[DaveM]

VINTAGE VIBES: Yamaha SR400 by Sabotage Motorcycles.

There is a video on YouTube where the star is an absolutely bone-stock Yamaha SR, and yet it has accumulated over 4 million views in less than a year, and no, there isn’t a supermodel or a cash prize involved. What makes the video worth watching is that the forty-year-old bike had been found still brand new in the box. There has always been a hunt for those rare unicorns in the motorcycle world...

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[DaveM]

The BMW Motorrad ‘Storied’ Series: The photography of Yve Assad

Wanderlust and contentment seldom go hand-in-hand, but somehow Yve Assad manages to exude both qualities in ample measure. She wears the mantle of new mother with a reserved joy that speaks volumes of how madly in love she is with her family, even if she is a little tired. Yet when the conversation turns to motorcycles, travel, and the sentimental connection to her 1976 BMW R 90/6, another special part of her soul bubbles to the surface.

It’s right there in Assad’s photography. Her work covers myriad genres, yet there’s a common thread woven through all of it: everything she captures is imbued with a sense of adventure, a subtle urgency that compels you to go beyond the next horizon.

Assad’s propensity for storytelling through photography is so deeply ingrained that it’s uncertain whether it’s deliberate or automatic. She credits her upbringing. A child of a military father, Assad, who now resides in Nashville, was born in Monterey, California, but moved to Georgia at the age of three.

Her dad had a Nikon camera and would shoot with slide film, and he had an old Land Cruiser. Frequent road trips and weekly slideshows were a staple in the Assad household, and even if Yve was too young to remember some of those trips, she relived them over and over again through her father’s photographs.

“Seeing those pictures of the West definitely informed my wanderlust, and my desire to travel and see exciting new places,” she says, “because it was so different-looking to what we had in the Southeast. I had always wanted to drive since I was five years old. I begged to drive. I loved being in the car.”

“And so travel has definitely been a big muse for my photography. Even with commercial projects I like to incorporate some travel aspect, or the idea of being on the road.”

By around the 11th grade, Assad had casually started picking up her father’s camera and taking photos. By the time university rolled around, her long-standing plan to study chemistry gave way to a photojournalism major. Then she discovered the immersive documentary work of Danny Lyon, and his groundbreaking 1968 book, The Bikeriders.

“When I saw Danny Lyon’s work for the first time, it was so impactful because it was just a different subculture than I’ve ever seen before,” Assad explains. “Motorcycles were a part of my life growing up, but when I saw that, I was just magnetized to it. I did my senior project in photojournalism school on biker culture, and I didn’t even ride at that time.”

From that root, Assad’s path to motorcycling was set. Years later she met her husband, a motorcyclist and MotoGP enthusiast, who took her to the Indy Mile and the MotoGP race at Indianapolis. A couple of years down the line, Assad was living in Chicago and shooting flat track racing on a regular basis, while also growing tired of riding on the back of her partner’s bike. So she got her motorcycle license and went on the hunt for a ride of her own.

A visit to the International Design Museum in Munich years prior had planted a seed in Assad’s heart. The museum had a number of 1920s BMWs on display at the time, and the vintage R 47 had stopped her dead in her tracks.

She’d felt a pull towards vintage BMW boxers ever since. So when it came time to get her own bike, she was predisposed to Bavarian metal. But her partner was way ahead of her.

“When Will, my husband, proposed to me, he actually proposed to me with a 1976 BMW R 90/6,” she tells us. “That was my engagement ring. He was working at Motoworks in Chicago, and I had seen this R 90/6 there. It was in impeccable shape—but they said that it had sold, and I was so bummed. It turned out Will had bought it to propose to me.”

That the R 90 is basically a two-wheeled engagement ring is one reason that Assad can never part with it. The other is that she’s created so many memories on it, that it’s become a part of her, even earning the nickname ‘The Frau.’

Even though she’s added a second motorcycle to her garage since — one that’s newer, faster, and more polished—the R 90 is her old faithful. It’s the one that’ll never let her down, and the one that still gives her goosebumps every time she thinks about riding it.

Since getting the R 90, Assad has traveled far and wide on it, including a 5,000-mile journey from Nashville to Novia Scotia. “Literally, the only thing that broke on that trip was the speedometer,” she laughs. “It’s like a Led Zeppelin album—it’s just good the way it is. You don’t have to do anything to it. One volume, done, just put gas in it and you go. It’s ready.”

“I’ve felt on occasion like, oh, it’d be so cool to have this other bike, or maybe put a different seat on it, or maybe even repaint the tank, or whatever. But the imperfections are perfect on it. I love that there is a tiny little scratch from my jacket, and I know exactly when that happened. It happened on my trip to Nova Scotia.”

“One of my taillights has always been at 70 degrees, and I’ve tried taping it, I’ve tried to do all the band-aid things to fix it. But it’s cute to me. It tells a story, and I feel like I can share that with my daughter and it’ll be special.”

“If you repaint something or if you redo something, you’re getting rid of all of those stories. The patina speaks.”

Telling stories will always be central to Assad’s life, whether it’s the motorcycle she can never part with, or the photographs that she takes. She’s a conduit, immersing herself in different places and with different people, absorbing the moment, and transferring it into imagery to share with others.

Like her motorcycle, her images tell stories. And like the multiple battle scars her old BMW boxer wears, the patina in her photographs speaks.

Storied: 100 Years of BMW Motorcycling is a three-part video series and limited edition print piece by The Simple Machine, created with support from BMW Motorrad USA | Video directed and edited by Roberto Serrini | Additional images by Yve Assad and Heidi Ross

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[DaveM]

GRAVEL GORILLA: Harley-Davidson Fat Bob by PBM.

Here at Pipeburn, we’ve had a long association with Tom Gilroy of Purpose Built Moto, and two things are for certain every single time we get an email from him about his latest build. The first is that no matter how hard you try, you’ll just never guess what kind of bike he’s built and in what style. And the second is the incredible detail he goes into, explaining all of the ins and outs of the...

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