Custom Motorcycle Builds

[DaveM]

Ciao, Vincenzo! A suave Honda CB400 café racer from New Jersey

The coronavirus pandemic continues to shrink into our rear-view mirrors, but its ripples are still being felt in some ways. We continue to hear reports of how the global lockdown either put workshops out of business, or gave both established and aspiring custom builders endless time to bring their projects to fruition. The story of this Honda CB400 café racer includes a little bit of both scenarios.

It’s the work of Alex Style and his newly-formed workshop, Casita Customs. Alex runs Casita, which loosely translates to ‘small house,’ out of a garden shed in Jersey City, New Jersey, with his brothers-in-law, Victormanuel and Cesar Salazar. But he’s actually a British ex-pat who had been living in Shanghai right up until the pandemic hit.

Alex was part of Shanghai Customs—the workshop responsible for the electric eTRACKER that would eventually evolve into the Switch eSCRAMBLER. Then the pandemic happened. Alex managed to hop a plane out of Shanghai just as the country locked down, and soon found himself in New Jersey, “bikeless and bereft,” as he puts it.

“We were all stuck indoors with family; eight in the house with four dogs,” he tells us. “So the three of us decamped to the shed out back in the garden, for our own sanity, and probably for everyone else’s too.”

Casita’s first build was a Honda C90 electric conversion, using leftover parts from Alex’s Shanghai Customs days. But Alex eventually found himself commuting into Manhattan—and the plucky little C90 wasn’t cutting it.

“We found a beaten-up 78 Honda CB400T barn find which wouldn’t start, was rusting badly, and had a pinhole-riddled tank,” he says. “It had had the whole back-end angle-ground off. It was a mess.”

Alex, Victormanuel, and Cesar got to work, tearing down the engine and carbs and putting them back together with fresh sundries. While the bike was stripped, the frame was shown some much-needed love. Alex cleaned it up, de-tabbed it, and welded in a new rear loop—but he didn’t mess with the kinked line of the CB400’s frame.

“The bent bar subframe was a large challenge, structurally and visually,” he explains, “but I wanted to keep that unique element, rather than cutting it off and welding in a standard ‘café racer’ triangular subframe. This meant that the rest of the bike had to work to find those nice lines. It was rewarding to see the challenge pay off.”

“Honda parts are so well designed and bulletproof, we tried to keep as much of the bike stock as possible, including the carbs, controls, fender, rims, and brakes. I was determined to keep that beautiful original tank too, despite it being almost a sieve with all the pinholes. It took endless tins of Redkote, epoxy, and Bondo, but it’s back in business.”

To finish off the rear end, Alex called on a friend in China who does beautiful hand-rolled aluminum work. He supplied a neat rear cowl, which was fitted along with an LED taillight strip. Next, a new seat pan was shaped out of fiberglass, and topped with multiple layers of high- and medium-density foam, to help Alex cope with New Jersey’s potholes.

The seat then went off to Great Buffalo, an upholsterer in Union, NJ, to create the handsome diamond-stitched cover. That and the aluminum tailpiece were the only bits that were outsourced. Everything else on this build was handled by Alex, Victormanuel, and Cesar—including the paint job, which was done in a makeshift tent pitched outside Casita’s shed.

“I’ve always loved Patrick Godet’s 1950s Egli Vincents, with those beautiful lines and black and gold John Player-esque liveries,” says Alex. “So that was front of mind as I set about designing this bike. Inexplicably, I can’t help but ‘Italianify’ people’s names when I give them nicknames, so ‘Vincenzo’ was born.”

A handful of modern pieces were selected to finish off the Honda, including an LED headlight, new clocks, Motogadget grips, and Highsider mirrors. Alex also rewired the bike and installed a small Shorai Lithium-ion battery. And the rusted exhausts were replaced by a shiny new two-into-one system.

We’re glad Alex found something to turn his hand to—but we’re even more stoked to hear that Casita Customs already has a few more projects in the works. In the meantime, if you’d like to see Vincenzo in the wild, you’ll find him roaming the streets of Jersey City or crossing the bridge into Manhattan.

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[solomon]

The seat is drooping backwards.

 

[DaveM]

Don’t call it a comeback: A custom Buell 1125CR by Ad Hoc

There was a time when David Gonzalez was blowing up our servers on a regular basis. But it’s been five years since we’ve heard from the enigmatic Spanish custom bike builder behind Ad Hoc Café Racers, which is a huge shame. David’s unique style constantly flits between futuristic brutalism and retro elegance, and he can work his magic on just about any make and model of motorcycle.

As it turns out, David has missed us as much as we’ve missed him. The truth is that he’s had his head down over the last season, grinding away at what he calls “filler projects” to keep the lights on. Between that and a plethora of other factors, including several workshop relocations, Ad Hoc has been firmly out of the loop.

But the shop has turned a corner now, and David is back to building the types of bikes that he wants to. He has a slew of Ad Hoc signature builds in the queue—starting with this brutal custom Buell 1125CR, which he’s named ‘Coco’ after his English bulldog.

“I promised myself that one day I would build a motorcycle as a tribute to my dog,” he tells us. “He was stubborn, aesthetically imposing, noble, played wildly, and made you smile as soon as you saw his face.”

The Buell 1125CR is the perfect starting point for a bulldog-inspired custom build. Released in 2008, it boasts a 146 hp Rotax-built V-twin engine, fully-adjustable Showa suspension, and signature Buell details —like perimeter brakes and a fuel-in-frame chassis. More importantly, it looks like a bulldog, thanks to its purposeful stance and broad-shouldered bodywork.

David saw an opportunity to strip the 1125CR back and make it look even more aggressive. But first, he wanted to visualize his ideas—so he called on Blaž Šuštaršič at ER Motorcycles to render the bike digitally. Blaž is an accomplished custom builder in his own right, but he’s also a dab hand at digital design (you’ve probably seen his work more than you know).

David and Blaž went back and forth on a few ideas before settling on the final design. But the rest of the process didn’t go as smoothly as expected. “I made a prototype in fiberglass to scan it and then reproduce it with 3D printing,” says David, “but we couldn’t find machines that had the capacity to make such large pieces.”

In the end, David abandoned the idea and reverted to his go-to method for building custom bikes, by shaping everything out of metal. “This was the first (and last) motorcycle that I designed by computer,” he quips.

The Buell’s fuel-carrying main frame was a boon, since it freed David from the hassle of designing a new fuel tank. He focused his efforts on shaping a new monocoque body to replace the OEM fuel tank cover and seat. The new bodywork follows the blocky aesthetic that we’ve come to know and love from Ad Hoc, while also complementing the 1125CR’s distinctive chassis design.

David built everything around the OEM air box and electrical installation, while also making sure that both are still easily accessible. A pair of chunky handmade side fairings replace the curved units that previously adorned the front of the bike.

A supermoto-esque seat is nestled in the top of the bodywork, upholstered in perforated leather. Move to the back, and you’ll spot a generous LED taillight, wedged into the rear of the bodywork. “We wanted to break the trend of minimalist LED taillights,” explains David.

“Under the seat, there’s a practical compartment with a lock. We’re sure that the bike’s owner, an Italian chef who has a fantastic gnocchi restaurant in Barcelona, can figure out what accessories to store inside!”

There’s more brutalism up front, where a rectangular LED headlight sits on a custom mount that doubles as a protective roll bar of sorts. The ignition sits to the left of it—but the bike’s been wired so that you can also start it via a remote or your smartphone. The original speedo still sits up top, since David reckons that “no aftermarket speedo will give us as much information as this one.”

Lower down, you’ll find a trimmed front fender that morphs into a partial wheel cover. David kept the OEM front wheel, deeming the Buell perimeter brake design too cool to ignore. The solid 18” rear wheel comes from a Harley-Davidson V-Rod, and the tires are Avon’s cruiser-specific Cobra items.

Other additions include a custom rear shock from Gears Racing, and a Race Spirits exhaust—which is reportedly no good if you have neighbors that like to nap.

We’re used to seeing bright and colorful liveries from Ad Hoc, so the murdered-out scheme on this Buell feels out of character. But David is embracing the change and has a similar vibe planned for some of Ad Hoc’s upcoming projects. Black is used to terrific effect here, with textured powder coating on the frame, and gloss and matte finishes on the bodywork.

Lack of color aside, this custom Buell 1125CR is a clear statement that Ad Hoc is back with its offbeat and unapologetic style of motorcycle customization. More, please.

Ad Hoc Café Racers | Instagram | Images by K. Rodriguez

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[DaveM]

ICONIC: Restored BMW R100GS from Croatia.

In the history of the internal combustion engine, only a handful of companies have been successful in the world of both two and four-wheels. Standing proudly at the top of that pile, BMW has ensured their meticulous German attitude to engineering has seen them always produce a quality product. And yet, one motorcycle has for decades held up the two-wheeled division on its lofty shoulders...

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[DaveM]

Speed Read: The return of the Honda Motocompo and more

The Honda Motocompo is back, electric, and cuter than ever. In other news, Deus Milan has just built a Ron Wood Rotax framer, the Classic GP Assen yielded an immaculate Cagiva C588, and our friends at Purpose Built Moto have turned the Harley Fat Bob into an adventure bike.

New Honda Motocompacto Back in 1981, Honda created a folding scooter that could fit into the trunk of a car. It was called the Motocompo, it was adorable, and it’s finally back… which makes us very, very happy.

Meet the new Honda Motocompacto—a 21st-century, all-electric Motocompo. And yes, it’s very real. So real, that you’ll be able to buy it in November, at the modest price of $995.

The Motocompacto adopts the same philosophy that the Motocompo did all those years ago. It’s designed as a last-mile solution—something that can get you from your parking spot to your destination in urban areas where parking is hard to come by. So it’s designed to be utilitarian and compact, with a limited top speed and range.

Like its predecessor, the Motocompacto is designed to transform into its own carrying case (loosely resembling a foldable picnic table with wheels). The idea is that you can stick it in your car’s trunk or take it with you while using public transportation, then stash it away easily when you get to work. Perfect for anyone who works in the city and parks far from their office—or for students who want to zip around campus.

This tiny scooter boasts a top speed of 12 mph, with a range of up to 12 miles. So it really is designed just for that last (or first) stretch of your commute. It also takes 3.5 hours to charge, so topping it up overnight or during the day is a piece of cake.

Naturally, the Motocompacto also has the same quirky and blocky aesthetic as its predecessor. It uses a heat-treated aluminum frame and wheels, and is stacked with a plethora of practical features. The side stand has a steel lock loop welded to it that’ll work with most bike locks, the lighting is all-LED, and there’s on-board storage too.

Honda has also included a digital speedo, and there’s a smartphone app that lets you adjust the Motocompacto’s settings. The OEM charger is stowed on board too.

Designed by Honda engineers in Ohio and California, the Motocompacto has only been announced for the US market so far. It’ll be available online or at Honda and Acura automobile dealers. Who else wants one? [More]

Ron Wood Rotax flat tracker by Deus ex Machina Milan The classic combination of a chromoly Ron Wood flat track racing frame and a single-cylinder Rotax engine is hard to beat. But it’s also hard to come by—so leaving one to gather dust in the corner of a workshop is borderline criminal.

That’s how the story of this svelte Wood Rotax racer started. Its frame and engine had been stashed at Deus Ex Machina’s Venice Beach shop in Los Angeles for years—until their Milan shop laid claim to them and had them shipped over to Italy. The second it arrived, Deus Milan’s mechanics set about turning it back into a fully functioning flat tracker.

As far as Deus Milan is concerned, the Ron Wood frame and Rotax motor are sacred—but every other component is fair game. So this isn’t exactly a period-correct restoration. This bike uses a Discacciati brake, Yamaha R6 forks, and fully adjustable piggyback shocks from TFX Suspension in the Netherlands. The bike’s been upgraded with an electric starter too.

Redmax Speedshop in the UK supplied the classic flat track-style tank and tail, with number boards at the front and sides. (And those aren’t just for show either—this bike gets raced.)

The radical vintage-style alloy wheels are from Performance Machine, and the custom exhaust system comes from DBR. A handful of custom-made parts are sprinkled throughout the build, while flat track handlebars with Biltwell Inc. grips complete the package.

It’s a well-judged combination of parts, and it makes for one very attractive machine. Next time we’re in Milan, perhaps we can convince the team there to let us take it for a spin. [More]

Randy Mamola Cagiva C588 Scores of racing enthusiasts and splendorous vintage machines descended on the Cathedral of Speed last weekend, for the TABAC Classic GP Assen. Photographer Sascha Nagal was there and spotted a very rare motorcycle among the other classics—a 1988 Cagiva C588.

What makes the Cagiva C588 so special, is that it was the bike that secured Cagiva Corse their first-ever Grand Prix podium, piloted by the legendary Randy Mamola. Mamola had been let go by Yamaha after the 1987 season and snagged by Cagiva for 1988. After a rocky season start, he eventually put the C588 on the podium—earning himself a Ferrari Testarossa as a reward in the process.

There’s also the fact that it’s drop-dead gorgeous. It was designed by another legend of the sport, Massimo Tamburini, and although it took cues from Mamola’s 1987 Yamaha YZR, it stands as an icon in its own right.

Putting it on the podium was no walk in the park though. The 150 hp Cagiva was the only bike running Pirelli tires in 1988, and the combination was reportedly not great. Both Mamola and his teammate, Raymond Roche, described the bike as ‘unrideable,’ suffering some gnarly crashes during the season.

But Pirelli made improvements, and Mamola eventually rode the Cagiva C588 to a third-place finish in the rain at the ninth race of the season, held at Spa-Franchorchamps. It was a big milestone for the Italian marque, who had entered Grand Prix racing in 1980, and picked up their first championship points in 1982.

Only six factory C588s were ever built, making this beauty ultra-rare too. Sascha tells us that this particular bike came to Assen from Scotland, which means it’s most likely the C588 that the Classic GP website reports as being restored by Dunbar Race Engineering in the UK. Either way, it’s a stunning example of a noteworthy motorcycle from one of the golden eras of racing. [Images by, and with thanks to, Sascha M. Nagel]

Harley-Davidson Fat Bob by Purpose Built Moto The idea of turning a meaty Harley-Davidson Fat Bob into something resembling an adventure bike might sound bonkers to most people—but no idea is off limits for the crew at Australia’s Purpose Built Moto. When their client rolled in with a 2021 Fat Bob and a desire to take it further off the beaten track than most Fat Bob owners would, the PBM team sprung to work.

The brief was to improve the Milwaukee-Eight-powered Harley’s handling, retain an upright riding position for long days in the saddle, and give it just a smidge of off-road capability for gravel detours. PBM’s client also wanted a little street tracker-slash-supermoto styling, removable luggage racks, and a nasty exhaust. The result is a bike that he loves—and purists are likely to hate.

PBM set its sights on the suspension and wheels first. They’re the Australian distributor for Canyon Wheels, so they ordered a set of custom 17” hoops for the build, fitted with Pirelli MT60RS tires. Speaking from experience, the MT60 hits the mark for light off-road duty, but still has oodles of asphalt grip; a wise choice.

Ride Dynamics helped out on the suspension setup, which ended up consisting of a longer-than-stock Legends rear shock and Öhlins fork cartridges. PBM added custom fork extensions too, effectively adding a significant lift to both ends of the bike.

Other performance upgrades include a stage three Screamin’ Eagle engine kit, and a new braking package with Lyndall and Brembo components. The exhaust system is a custom two-into-one-into-two system, using a pair of rowdy Competition Werkes mufflers. Some crafty tuning courtesy of Dynomite Moto, and this Fat Bob now makes 116 hp at the rear wheel, with 125 Nm of torque at 4,500 rpm.

Moving to the bodywork, PBM wanted to add a tracker-style tail section, but the Fat Bob’s frame wasn’t playing ball. In the end, they built an aluminum box to ‘raise’ the seat, then fabricated the tail unit on top of it. The box doubles up as a storage space, and the tail unit houses a pair of LED taillights.

The Harley’s finishing kit includes Performance Machine foot pegs, custom-made handlebar risers, and a bunch of Rough Crafts engine trim bits. There’s also a set of removable saddlebag racks, made out of chromoly tubing.

Livin’ Loco Garage handled the bike’s paint job. It looks simple from afar, but get close and you’ll notice a host of details to complement the glossy black base, including copper candy, copper leaf work, and flat grey hand-brushed striping. Dubbed the ‘Gravel Gorilla,’ this Fat Bob is sure to raise some eyebrows… but we’d still ride it. [More]

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[DaveM]

The Ducati 900SS inspired by a dog named Otto.

Stepping inside the mind of an artist can be a wild and wacky place, anything can be an inspiration and everything a canvas. A piece of melting cheese for Dali, a suicide and beautiful women for Picasso. Others find their inspiration closer to home and for French artist and designer Emmanuel Dietrich, his faithful dog Otto became his muse and his Ducati 900SS the perfect canvas. But now living in...

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[DaveM]

Bulletproof: A crisp 1972 Honda XL 250 by Mule Motorcycles

The reliability of Honda motorcycles is legendary. When this 1972 Honda XL 250 arrived at Mule Motorcycles, Richard Pollock had a long list of performance upgrades and cosmetic changes to work through. But when it came to the engine, some timing adjustments and a carb rebuild were all it took for the 51-year-old thumper to run true.

“The donor bike was in top shape,” Richard tells us. “One lesson I learned long ago, was the better the donor, the better the end product.”

Remarkably, Richard remembers working on Honda XL 250s when they were brand new, because his first job was in a Honda motorcycle workshop. “It’s a good trail bike, but not a motocrosser,” he says. “In stock trim; 250 cc, a 6V electrical system, drum brakes front and rear, and manufactured before turn signals were a standard requirement on all motorcycles.”

“In modified form, with heavily upgraded motor output and in lightweight frames, these bikes and motors are still very popular in vintage flat track racing. This one, however, was sourced as a completely stock unit, with the customer requesting a somewhat more modern look.”

Mule Motorcycles is best known for its unparalleled flat track builds—but Richard is a far more versatile motorcycle builder than most people realize. He currently has ten builds in the queue, spanning myriad marques and build styles. And yes, he’s well-versed in vintage Honda scramblers.

At a glance, this Honda XL 250 looks like a mild restomod. But it’s sporting a bunch of subtle changes, that add up to give it a slicker vibe than it originally had.

Richard started by stripping the bike down, then cleaning up and sand-blasting the frame and swingarm. He then stretched the swingarm by an inch and a half, trimmed and looped the subframe, and added new steering stops up front. Everything was then coated black and reassembled with fresh suspension components.

A set of Mule yokes grips the forks from a Yamaha FZR600 up front, while new YSS shocks prop up the rear. The 18” drum brake-equipped rear wheel is still in play, but the project called for a disc brake upgrade on the front wheel. Richard made it happen by piecing together parts from an incredibly varied list of sources.

The 21” front wheel comes off a Yamaha YZ450F motocross bike, while the axle and brake caliper were borrowed from a Triumph Bonneville. Richard fabricated a custom bracket for the latter, then installed a 300 mm Yamaha rotor onto a custom-made carrier with Brembo floating bobbins. The retro trials-style rubber comes from Shinko.

The bodywork looks period-correct, but it’s only really the fuel tank that’s still stock. The seat specialists Corbin made the saddle to spec, combining the classic enduro bike chunkiness with a thoroughly modern gripper fabric. The fenders are reproduction Honda CR250 items, which suit this build perfectly.

The front fender sits on a custom bracket that doubles up as a headlight mount, while the rear fender wears a classic rectangular taillight. True to the era there are no turn signals—but there are reflectors.

A set of replica Cz 360 handlebars adorn the cockpit, fitted with Renthal grips, a Nissin brake master cylinder, a new throttle, and a few essential switches. The ignition now sits on the left of the bike, while the choke sits just in front of the bars. The cables are all-new, supplied by Xlint Performance, a company that specializes in OEM parts for XL-series bikes.

Even though the engine didn’t need any work on the inside, it now looks brand new on the outside. The covers were done in a tungsten-colored Cerakote finish, and Randy Troy rebuilt the carb. All told this XL 250 should be good for another century.

Rounding out the spec are a handful of smaller CNC-machined parts and a very cheeky exhaust system. It uses a stainless steel header pipe, a short MX-style muffler, and a custom-made exit pipe, all to create a setup that Richard admits “doesn’t muffle much!”

A crisp, and somewhat traditional, livery pushes the XL 250 over the finish line, courtesy of David Tovar at SBK Paint. And as shiny as it is, we can’t help but long to see it dirty.

Mule Motorcycles | Instagram | Images by Bart Cepek

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[DaveM]

Keep it Simple Stupid: Air-Cooled Motorcycles You Can Still Buy in 2024

There’s no denying the performance advantage of liquid cooling, but if you’re of the opinion that air-cooled machines are obsolete, we say not so fast. The fact is that there are loads of air-cooled motorcycles you can still buy for 2024 in most every discipline of riding, offering significant upsides in MSRP, mechanical simplicity and fun factor. Instead of listing off every machine you could buy without a radiator, we’d rather point out the ones we’d put hard-earned dollars towards, and the results may surprise you.

Yamaha TW200 The enduring Yamaha TW200 is a bike that simply couldn’t exist with liquid cooling—it just wouldn’t make sense. With every facet of the bike designed for simple and reliable terrain domination, the TW will take you anywhere on the globe if you’re patient enough.

All arguments aside, the TW200 is the oldest bike you can still buy today with uninterrupted (and nearly unchanged) production since the 1987 model year. In 2001, Yamaha updated the Tdub with a front disc and ditched the kickstarter, but since then, changes have been limited to cosmetics. The carbureted 196 cc four-stroke delivers modest power through a five-speed transmission, and is capable of 70 mph if you’re light enough.

But it’s not highway blasting that the TW was designed for. Its ultra-low 31-inch seat height and chunky Bridgestone tires provide even novice riders with sure footing off-road, and low gearing allows the bike to climb just about anything the light-duty skid plate will clear. Its humble 28 mm Mikuni carburetor sips fuel, providing exceptional range from the 1.8-gallon steel fuel tank.

The Tdub community has a cult-like following, and you can customize a TW for serious off-roading, wild wow factor or stylish urban fun seeking. A new 2024 TW200 will set you back $4,999, up $100 from last year, but you can’t put a price on looking this good.

Honda XR650L Too often dismissed by your average dual-sport or light ADV rider, we’re convinced that anyone tough enough could get into the XR lifestyle if they test-rode one. It’s not light, and the seat sits high at 37 inches, but Honda’s XR650L has proven itself over the last 30 years to be an exceptional workhorse with bulletproof reliability.

Honda introduced the XR650L back in 1993 by combining the XR600R platform with a more powerful 644 cc engine from the NX650 Dominator. The air-cooled, SOHC engine produces around 40 hp, and has a gear-driven counterbalance shaft to smooth out the thumper’s operation. The transmission is a standard five-speed, but the XR’s 47 lb-ft of torque infrequently leaves riders wishing for another gear.

True to its roots, the XR is still based on a basic steel tube frame with an internal oil reservoir, and it’s shod in basic plastics and a steel fuel tank. There’s nothing flashy about the 43 mm Showa front forks and Pro-link rear shock, but you’ve got preload and compression adjustment, with a competitive 11” of travel on both ends.

Priced at $6,999, the XR650L is still one of the most capable new bikes you can buy for the money. It has everything you need to tackle extreme terrain, and enough grunt from the big air-cooled thumper to handle highway commuting. Whether you customize an XR with racks and screens for light ADV fun, strip it down to its simple utilitarian mechanicals for a throwback scrambler, or even just keep it stock, there’s no denying the XR650L is one of the best motorcycles ever built.

Ducati Scrambler Icon Ducati has done an admirable job of expanding its Scrambler brand, and while we’ll miss the outgoing Desert Sled dearly, there are still a few Scramblers in the stable we’d happily own. But even for 2024, there’s still something to be said about the versatility of the standard 803 cc Icon model. While it’s not as showy as some of the other variants, the Scrambler Icon still has all the right stuff for a thrilling ride, and it couldn’t be easier to customize.

The basic Scrambler looks a whole lot like it always has, but it’s fresh out of a major overhaul for 2023, with a revised chassis, swingarm and wheels in the name of making it lighter and more refined. Electronics took a massive leap forward as well, with Bosch cornering ABS, lean-sensitive traction control, a new 4.3-inch TFT dash and Road and Sport riding modes.

The heart of the Scrambler is Ducati’s desmodromic 803 cc L-twin, providing 73 hp and 48 lb-ft. And while it’s no powerhouse in the scrambler market, the air-cooled twin feels grunty and matches the Icon’s easy-going attitude. With the clutch reworked for an easier pull and fresh Euro 5 compliance, expect the 803 L-twin to remain the entry point into the Ducati scene.

Priced strategically at $10,995, the Ducati Scrambler Icon faces stiff competition from the likes of Moto Guzzi’s V7 and Triumph’s Scrambler 900. Between the three, the Ducati enjoys a handsome advantage in horsepower and a unique image. And if stock doesn’t do it for you, the Scrambler Icon has a huge selection of off-the-shelf parts to make it your own, and its simple air-cooled platform is a blank slate for modification.

BMW R 12 nineT Chiseled nostalgic lines, top-tier components and classic boxer cylinders hanging off the side are all noted hallmarks of the wildly successful BMW R nineT, but the company’s centennial has brought a new nineT to the party. Boasting refined cosmetics and a more powerful 1,200 cc air-cooled mill, the 2024 BMW R 12 nineT is poised to shake up the retro street scene.

BMW hasn’t revealed all on the new nineT, but from what we’re seeing, there’s a lot to like. Most of the changes over the outgoing nineT are visual, as BMW has reshaped a good deal of the bike’s profile. The new tank shape is a bit more retro, the air inlets above the cylinders are gone and the new side covers feel more vintage as well. The redesigned seat and tail section also boost throwback appeal, allegedly taking inspiration from the legendary R90S.

Information is pretty limited on the R 12 nineT’s powerplant, other than a displacement of 1,170 cc and the tried-and-true boxer air- and oil-cooling. If the mill was indeed lifted from the old R 1200 GS, power should come in north of 100 hp.

Other mechanical details of the R 12 nineT are much like you’d expect, with upside-down forks up front, BMW’s ‘Paralever’ swingarm at the rear, and 17” spoked wheels at both ends. Twin radially mounted four-piston monobloc Brembo calipers sit up front, hooked up to steel braided brake lines.

BMW has yet to announce other figures on the new R 12 nineT, including weight and MSRP, but for perspective, the old nineT sets you back $15,945.

Moto Guzzi V85 TT Next to the BMW boxer, there are few more iconic cylinder arrangements than Moto Guzzi’s air-cooled, transverse V-twins. Boasting top build quality and enough grunt to traverse all forms of terrain, the Moto Guzzi V85 TT proves there are still options for a top-tier air-cooled adventure bike.

Moto Guzzi’s V85 TT takes aim at the light ADV scene, with less bulk and more around-town practicality than most of the big 1,000-plus cc offerings. There’s no shortage of players in the market, including more powerful bikes like the BMW 850 GS and KTM’s 890 Adventure, but the V85 TT has a few tricks of its own. For one, its down-to-earth bodywork is refreshing in a segment dominated by sharp, angular lines, and the Guzzi’s air-cooled cylinders and dual headlamps have a timeless look. It’s also relatively cheap compared to many of its liquid-cooled peers at just $12,190 for the base V85 TT.

A 90-degree, 853 cc transverse mill powers the V85 TT to the tune of 79 hp, delivered to the rear wheel via shaft drive. Known for torquey performance, the Guzzi V-twin provides the majority of its torque before 4,000 rpm, and scoots along pleasantly on road or off. When the going does get rough, though, the 90-degree cylinders can affect comfort in the saddle.

Fit with an intuitive TFT display, excellent Brembo brakes and double-adjustable forks, the Moto Guzzi V85 TT is a serious player in the ADV scene. While underpowered slightly compared to offerings from BMW and KTM, the Guzzi will take you all the same places, and do it in unrivaled Italian style.

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[DaveM]

TREVOR: The Electric Flat Tracker from Belgium.

It’s one of the oldest disciplines of motorsport on the planet and while it might look simple to the outsider, part of the addiction to flat track racing is finding the ability to take those handful of turns just that little bit faster each time. The American manufacturers have been a dominant player for a long time, with the Japanese always biting at their heels, but now a European challenger has...

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[DaveM]

Can you turn the BMW F650 Funduro into a street tracker?

Very few people would pick a mid-90s BMW F650 Funduro as a donor for a flat track-style custom build, but Georg Godde reckons the idea has merit. He runs the BMW specialist workshop Cafemoto in Gelsenkirchen, Germany, with his partner-in-crime, Holger Maninger. And even though the Cafemoto portfolio mostly features BMW boxers and K-series bikes, Georg has a soft spot for older BMW singles.

Cafemoto’s last single-cylinder build was a BMW G650 Xcountry street tracker, and Georg was keen to build another Rotax-powered Beemer. So when his son turned 18 this year and could finally step up from 125 cc bikes to bigger machines, he talked himself into the project.

So why choose the humble Funduro this time around? “There are a lot of really beautiful Honda Dominator conversions, and the BMW F650 has a similar frame design behind its fat and boring fairings,” Georg answers. “It also has a better, liquid-cooled engine, with more torque and horsepower than the Honda.”

“There aren’t many custom F650s—and those that have been customized often have really bad proportions. And the price of the Funduro is really low—even compared to the BMW G650 series.”

Turning the bulbous BMW F650 Funduro into the zesty street tracker you see here wasn’t exactly a walk in the park though. Cafemoto’s first challenge was the fact that the bike’s subframe is welded directly to its main frame, which limits how much modification is allowed under Germany’s uber-strict TÜV standard. The guys trimmed off as much as they could, then devised a plan to hide the rest away.

“We decided to take a modified fiberglass flat track tail section with large side panels to hide the ugly rear frame away,” explains Georg. “To create a slim profile, we then customized a beautiful Yamaha DT400 gas tank to make it fit the BMW frame. It was not easy.”

Resisting the urge to simply zip-tie a generic number board to the front forks, Cafemoto shaped a custom unit out of aluminum instead. They then built a boxy mounting bracket that not only pitches it forward but also helps to tidy up the bike’s cabling and hosts the gauges. An LED projector pokes out the bottom, with slim LED turn signals sitting higher up.

Cafemoto swapped out the handlebars and grips but kept the OEM controls and switches. Out back, combination taillight and turn signal LEDs flank a custom license plate bracket.

Next, Georg and Holger shifted their focus to the Funduro’s stance. A tried-and-tested suspension lowering kit from Touratech helped them bring the ride height down to where they wanted it, with progressive springs improving the ride quality.

The BMW F650 Funduro wears 19F/17R wheels in stock form, but this build called for a more balanced look. So Cafemoto re-laced the wheels with aluminum Akront rims, bumping the rear wheel up to 18 inches, and spooned on Avon Trekrider tires. “We didn’t use a 19” rear wheel, because there are only a few tires in that size on the market,” says Georg, “and those tires that you can get are not competitive for street use.”

A custom-made titanium exhaust from G.P.R. Exhaust Systems in Italy adds a thumper-worthy bark to the build. Keen eyes will notice that the muffler now sits on the right of the bike instead of the left—a deliberate move to add even more flat track flavor to the bike. The guys trimmed the bodywork to accommodate it, doing such a tidy job that it looks factory.

Stealthier details include a custom chain guard, a tidy front fender, and a beefy bash plate to fend off the shower of stones that an 18-year-old is likely to subject it to. Cafemoto also swapped out the chain and sprockets, going up a couple of teeth on the rear.

Since the fuel tank came from a Yamaha, Cafemoto decided to stick to Yamaha styling for the livery. The Funduro looks resplendent in period-correct Yamaha ‘Competition Yellow,’ with subtle tweaks to work the shop’s name into the tank graphics. Matte gold powder-coating adds extra vintage style to the wheels.

“Due to the color and the fact that it is really hard to recognize it as a transformed F650 Funduro, our project is named ‘Bumblebee,’ after the Transformer,” Georg quips. “Although it’s a really light street bike, it has the soul of a flat tracker.”

Not only has Cafemoto proven that you can turn the BMW F650 Funduro into a street tracker, but they’ve given Georg’s kid a much better runabout than anything we owned at 18.

Cafemoto | Facebook | Images by Michael Larssen

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[DaveM]

Retrospektive: The BMW R 18 gets the 100 Years treatment

Few motorcycles possess the on-road presence of the formidable BMW R 18. It’s a cruiser designed for purists, featuring discreet, no-frills technology and the most extensive displacement boxer engine ever installed in a production BMW motorcycle.

The R 18 is also a distinct homage to BMW Motorrad’s heritage, drawing inspiration from renowned models like the 1936 R 5, designed by Rudolf Schleicher. That model introduced innovations such as a double-cradle frame and hydraulically damped telescopic front forks.

The R 5 elevated riding pleasure and curb appeal to new levels, and the Berlin-built R 18 100 Years continues the theme decades later.

It’s also eminently collectible, since production is limited to only 1,923 units worldwide—reflecting the year the very first BMW motorcycle rolled out of the factory.

So what’s extra special about this big boxer? At first glance there’s a strong nostalgic vibe, with a gleaming drop-shaped fuel tank leading the way. BMW calls the finish ‘Classic Chrome,’ and it’s a contemporary reincarnation of old school craftsmanship.

Layers of lustrous black paint are laid on top of glossy chrome, topped off with elegant white pinstriping and a ‘100 Years’ badge.

Black has always been the color associated with classic BMWs, so it also adorns the engine and drive train of this R 18. The paint code is Avus Black—named after the legendary 12.1-mile-long racetrack in the the Grunewald Forest near Berlin. This was the venue of many BMW Motorrad triumphs, and the spiritual home of legendary factory rider Ernst Henne.

Most parts that aren’t black invariably have a glossy, durable coat of chrome. That includes the handlebar fittings, the foot controls, the mirrors and the brake calipers. There’s even chrome on the engine and cylinder head covers.

The BMW R 18 engine is renowned for its stump-pulling torque, but the 100 Years edition takes it up to another level—both audibly and visually. Exhaust gases exit via chromed Akrapovič mufflers and if you look closely, you’ll also spot perforated tailpipe trims echoing the BMW logo ‘propeller.’

Amidst this essay in monochrome, the only obvious flash of color is the Option 719 seat. The upper section is oxblood red leather with high-quality diamond quilted stitching.

Despite the unapologetically vintage vibe, there are subtle modern touches to make life safer and more comfortable for riders. The headlight incorporates an adaptive turning system, and there’s a ‘reverse gear’ driven by the starter motor.

For the long hauls, the R 18 100 Years also gives you electronic cruise control—and heated grips to take care of chilly mornings.

It adds up to an extremely desirable package, so it’s probably fortunate that buyers of the 100 Years bike can also specify it with an anti-theft alarm system.

Other options on top of the $18,990 MRSP include a pillion package, old-school style running boards and even Hill Start Control.

If you’re more of a roadster fan than a cruiser guy, there’s also a matching R nineT 100 Years edition.

But no matter what your preference is, both machines are a fine way to celebrate a very big anniversary—and of course the birth of the iconic BMW boxer engine.

Proudly sponsored by BMW Motorrad USA | Images by The Simple Machine

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[DaveM]

A screaming Yamaha RZV500R restomod from Championship Cycles

Only available in Japan and limited to just 1,600 units, the mid-80s Yamaha RZV500R is as rare as it is iconic. Based on the RZ500, the Japanese-market RZV500R sported a handful of upgrades—the most noteworthy of which was an aluminum frame.

The RZ500 was a desirable machine in its own right; a four-cylinder two-stroke race replica that mimicked Kenny Roberts’ YZR500. But its 88 hp output was too much for Japanese legislation at the time, so Yamaha restricted it to 64 hp and swapped the steel frame for a lighter aluminum unit to compensate for the drop in power. It was rebadged as the Yamaha RZV500R and sold out within the first week of its release (or so the legend goes).

Despite its allure, Mike Vienne reckons that the RZV500R has room for improvement. He runs Championship Cycles in Los Angeles, California, where the philosophy is “less is more—because more is heavy, and heavy is slow.”

“The original RZV500R from Yamaha had many quirky features baked into it from the factory,” says Mike, “like a longitudinally mounted rear shock, anti-dive linked front brakes and forks, and cast 16” front and 18” rear wheels. Additionally, it was hampered by emissions constraints, and then, to add insult to injury, it weighed in at over 400 lbs. It all totaled up to a rather lackluster spec machine.”

When this 1985-model Yamaha RZV500R rolled into Championship Cycles’ workshop, the initial discussions revolved around creating a Wayne Rainey Marlboro replica. “Those have already been done many times before,” says Mike. “I proposed an alternative design—one that recalled the GP motorcycles that ran the Daytona 200 in the early 1980s.”

“The concept was to incorporate a combination of new, period-correct components in conjunction with custom fabricated parts, influenced by the design of those 80s-era race bikes. We steered clear of modern anachronisms like upside-down forks and radial brakes. and instead opted for fully adjustable conventional forks, axial calipers, and a pair of custom-made full floating rotors that looked like they belonged on a mid-1980s race machine.”

The RZV500R’s hand-welded aluminum frame was too good to ignore, so Mike used it as a jumping-off point for this pseudo-restomod project. New front and rear subframes were fabricated, along with a billet aluminum swingarm and rear-sets, all of which echo the triangular design of the main frame’s gussets. Well-known fabrication guru, Mark Atkinson, was responsible for the jaw-dropping CNC work.

“Yamaha had some pretty wild engineering going back in the day,” Mike adds. “The exhaust routing on the original bike essentially displaced the shock’s typical vertical layout and relegated it to a longitudinal position beneath the bike. Although that feature was retained on the build, all of the original heavy cast linkage and relay arms were remade in billet aluminum, and coupled to a new fully-adjustable Nitron shock.”

The Yamaha’s new forks are from Nitron too, and are held in place by a set of billet aluminum yokes that feature a more contemporary width and offset. The RZV’s original 16F/18R wheels are unique—but they’re also heavy and hard to find tires for. So Mike swapped them out for a gorgeous set of classic racing-style three-spoke forged aluminum hoops from Dymag.

Although the donor bike’s engine was running, it was in rough shape—unable to put out even the measly 64 hp that it offered from the factory. “Once it was opened up,” says Mike, “we found that three out of the four pistons were different sizes, and the heads looked like a chopping block.”

Wilson Performance rebuilt the motor, upgrading it to the tune of 100-plus horsepower. The transmission was modified too, and the Mikuni carbs were replaced with new single-circuit metering rod carbs from Smart Carb.

A two-stroke superbike is nothing without a good set of pipes, so Mike called on Wayne ‘Wobbly’ Wright in New Zealand to blueprint a set of custom chambers to match the fresh motor. Fellow Kiwi Bryce Meads then rolled and welded dozens of titanium strips together to complete the incredibly light—and very sexy—exhaust system.

Just like on the OEM setup, two of the RZV’s four exhausts exit through the tail section. Mike built a new carbon fiber rear cowl to accommodate them, pulling inspiration from the aesthetics of early Yamaha race bikes. The tail is a two-piece unit, held in place by quick-turn fasteners.

There’s more carbon fiber work further forward, where a custom fuel cell mimics the bike’s original lines in a slimmer form factor. A billet endurance-style dry break fuel filler does duty up top.

The race fairings are heavily modified period-correct Yamaha parts, made out of fiberglass. Mike specifically started with a three-quarter fairing design to expose more of the RZV’s screaming engine. A single offset headlight adds another dose of classic endurance racing style.

A custom dash sits behind the windscreen, hosting a Motogadget speedo and a water temperature gauge. Clip-on handlebars wear a Brembo brake control to match the up-specced brake system, with a hydraulic clutch master cylinder mounted on the opposite side. Additional weight-saving measures include a Lithium-ion battery, a pared-down wiring loom, an aluminum radiator from PWR, and more aluminum, titanium, and carbon fiber than you can shake a stick at.

“Even though we didn’t go to full race bike extremes, we were able to lose over 100 lbs of weight,” Mike tells us. “The whole bike is an outright sensory experience to ride. The quartet of pipes ringing and popping with surliness; it just wants to be unleashed and it’ll turn any enclosed space into a hookah lounge instantly.”

“Of course, there’s no mistaking the smell of pre-mix as it unlocks primitive memories of shenanigans and hooliganism. It feels like two 250 cc motors strapped together—which it kind of is—but with more guts down low than you’d expect from a two-stroke.”

“Everything is rather tame-ish below 7,500 rpm, then two things happen simultaneously as it gets on the pipe: the revs rise extremely fast and the front wheel reaches frantically towards the sky. Shift, rev, repeat.”

Championship Cycles | Instagram | Images by Shaik Ridzwan of The Mighty Motor

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[brooke]

Scary

 

[DaveM]

BIG FOOT: Honda CT125 by K-Speed.

The Honda CT range of motorcycles is a unique line in the company’s long history, with names for the exact same bike chopping and changing, endless differences from country to country and not in keeping with the usual Honda nomenclature. All of this has made many of us assume the big H didn’t ever believe the Cub with an off-road bent would succeed. But boy have they, they’re a national...

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[DaveM]

Family Wagon: A four-up Moto Guzzi V7 sidecar rig from Madrid

The Moto Guzzi V7 platform is well-known to us here at Bike EXIF. Since its re-release in 2008, the practical modern classic has graced the garages of multiple Bike EXIF writers, including our founder, Chris Hunter. But despite its popularity, we don’t see that many truly wild Moto Guzzi V7 customs.

That’s because the Moto Guzzi V7 looks good enough when it leaves the Mandello del Lario factory that most owners only make minor adjustments over time. But when Efraon Triana at UFO Garage in Madrid, Spain, was tasked with building a family-friendly Moto Guzzi V7 sidecar rig, he knew that he and his team would have to go all out.

The customer, Mike, already owned one UFO Garage bike and wanted another to enjoy the Swiss countryside with. But there was a catch—Mike has two daughters and a wife who all want to be part of the fun. So not only did UFO Garage have to add a sidecar to the Guzzi, but they had to build it with two seats.

Efraon and his crew started by building the sidecar’s tubular steel frame by hand, adding an 18” wheel to match the V7. The wheel uses an aluminum rim on a CNC-machined hub—and if you peek through the spokes, you’ll spot the sidecar’s suspension system.

For the capsule itself, steel sheets were formed by hand into the work of art you see here. The details are as exquisite as they are numerous—from the government-approved child car seats, upholstered in vegetable-tanned leather, to the sidecar headlight and wood-trimmed sidestep. A modified windshield from an early Kawasaki GSX-R, and a flowing side fender, protect the girls from the elements.

The V7’s frame was modified to accept the sidecar and its subframe was chopped and looped. The finished frame, rocker covers, and alternator cover were then sent off for chrome plating. The stock seat was reshaped and covered in the same vegetable-tanned leather as the sidecar’s interior, while new heat shields were fabricated and added to the mufflers lower down.

As with the vast majority of sidecar hacks, it’s not just the sidecar that received special attention. The distinctly different handling characteristics of this rig necessitated the use of an Earles fork—a type of leading-link front end where the pivot point is behind the front wheel. Efraon built the front suspension himself, basing his design on a BMW R69 and adding a steering damper for stability.

The front fender is also a custom item, held in place by elegant handmade mounting brackets. The headlight bucket was 3D-printed; it’s also based on early BMW designs, with the factory Moto Guzzi speedo embedded into it. Motogadget LED turn signals sit just in front of the headlight brackets up front, and just behind the shock mounts at the back.

The rest of the trim includes Renthal handlebars, leather-wrapped grips, and Motone switches. The V7 and its sidecar wear matching taillights too, and the latter sports a custom-made roll bar at the back.

For the paint job, UFO chose a three-layer candy apple red from House of Kolor and absolutely nailed it. Coupled with just the right amount of chrome, this sidecar rig gives off a strong vintage hot rod vibe that we adore.

“To be honest, this project was fun and difficult in equal measure,” Efraon tells us. “Since it was the first time I had built a motorcycle with a sidecar, it was a challenge—but I’m sure it will be the center of attention on the beautiful Swiss roads.”

We’re sure Mike and his girls will get a lifetime’s worth of memories out of this gorgeous Moto Guzzi V7 family wagon. And if that’s not what motorcycling is all about, we don’t know what is.

UFO Garage | Facebook | Instagram

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[DaveM]

Speed Read: A flamingo pink custom Ducati XDiavel and more

Some like their custom motorcycles classy and restrained, others like them loud and edgy. Whatever your preference, we’ve got you covered. A flamingo pink custom Ducati XDiavel leads the charge, followed by a Ducati 900SS built by an artist, a 700 cc two-stroke supermoto, and a beautiful Moto Guzzi V1000 G5 café racer.

Ducati XDiavel by Helmade x Vengine What do you get when you cross Ducati’s edgiest power cruiser with Miami Beach? You get ‘Project Flamänko’—a custom Ducati XDiavel from Helmade and Vengine. Slathered and pink, but nevertheless fast, it wouldn’t look out of place in Grand Theft Auto: Vice City or piloted by everybody’s favorite Mattel male.

Based in Frankfurt, Germany, Helmade has been pumping out custom motorsports and motorcycle helmets for quite some time. They recently teamed up with fellow German Adrian Majewski (A.K.A. Vengine), to create a custom Ducati XDiavel with a matching Bell helmet, to run at the eponymous Glemseck 101 drag racing event.

Taking inspiration from their racing heritage and the Bell Star XF GP (the first helmet that Bell made for Formula One), Helmad turned a brand new Bell Bullitt into a retro racing lid. The helmet’s shell is standard, but the visor is a custom-made carbon fiber piece. Finished in flamingo (or Barbie) pink with dark green graphics, it’s a real statement piece.

For the bike, Adrian picked up a Ducati XDiavel and went full Miami on it. A new LED headlight, resembling those found on modern enduro bikes, adorns the chunky front end by way of custom mounts. Custom clip-ons replace the factory handlebars, slung low for an extra racy position. CNC rear-set foot pegs replace the forward factory controls.

The rear subframe was unbolted and replaced with a custom unit from Motocrew. The cantilevered single-seat conversion and the custom taillight ‘fin’ transform the XDiavel into an entirely new bike.

Darksiding (putting car tires on a motorcycle) is frowned upon in most situations, but Helmade and Vengine have gone ahead and wrapped the rear wheel in Hankook auto rubber anyway. They assure us that it’s for race use only though.

The flashes of pink bodywork on the fender and belly pan are exquisitely done. Set against the black frame and engine, it’s a radical departure from the typically moody and aggressive look of the XDiavel. Flamänko is finished with a titanium exhaust system from Shark, and a Ducati 1199 rear shock.

From Miami to Malibu, we’re feeling the Kenergy. If you are too, the good news is that the XDiavel is for sale via Vengine. [Helmade | Vengine]

Ducati 900SS by Emmanuel Dietrich French artist and designer Emmanuel Dietrich has a habit he can’t seem to shake. As far back as he can remember, he’s never been able to leave anything in stock condition. So it’s only natural that his motorcycle, a Ducati 900SS, would eventually go under the knife.

Emmanuel graduated from the École Boulle School of Fine Art, before going on to design watches (one of which was for Hermes) and working with luxury brands around the world. He has a sharp eye and a refined style—but he clearly also has a knack for quirkiness, because the idea for this custom build came from a very unusual source. Nicknamed ‘Otolino,’ the Ducati is inspired by Emmanuel’s gorgeous whippet, Otto.

Behind their cute, spindly, and sometimes trembly exteriors, Whippets are built for speed. Emmanuel used Otto’s lean frame, muscular shoulders, and sloping haunches as the inspiration behind the custom bodywork that he crafted for the Ducati 900SS.

Using a full-sized 3D-printed mold, Emmanuel built a monocoque body out of fiberglass. The body hides a fuel cell and is affixed to the frame via a clever hidden mounting system that makes it all look impossibly slick while still being easy to remove for maintenance. Can you tell that Emmanuel has worked in product design?

The ‘tank’ section now features softened curves and a black panel on top to break the stunning red paint. The seat was expertly crafted to Emmanuel’s exact specifications, and despite the tiny amount of foam looks like a very comfortable place to sit. The front fender and headlight nacelle were also made by Emmanuel, the latter of which has a distinct snout-like appearance.

In terms of finer details, the belt covers, footpegs, and exhaust hangers have all been redesigned to better suit the overall theme of the bike. The exhaust features the factory headers, bolted to new mid pipes and carbon fiber mufflers. The tail light and rear fender are hidden beneath the seat.

The result is a motorcycle as unique as its inspiration. We’re not sure that Otto would enjoy the thunderous V-twin overly much, but we’re sure he appreciates the sentiment nonetheless. And look at it this way—Emmanuel now has two best friends. [Source]

‘Megasgas’ 700 cc two-stroke supermoto One of the most hilarious motorcycles I’ve ever ridden was a 300 cc two-stroke enduro bike from the KTM family. It’s a recipe for madness; super low weight with an on/off power delivery that pulls like a freight train and feels more like a rocket ship than a dirt bike. But that’s not enough for some people.

This might look like a tricked-out GasGas EC300 supermoto, but it’s so much more than that. Built by a bloke named Sebastian (‘Sib’ to his friends) out of his workshop in Germany, this is no ordinary supermoto. That’s because Sib has thrown out the old 300 cc engine, and replaced it with a 700 cc two-stroke engine from the Austrian company Rübig Motortechnik.

Rübig’s 700 cc ‘Mega’ engine is built for sidecar motocross racing and features liquid cooling, twin spark plugs, vastly more power, and no balance shaft. Sib had to modify the frame to shoehorn the engine in, but he’s managed to make the ‘Megasgas’ look factory.

The modifications didn’t just stop with the engine and frame though. There’s a new CNC alloy swingarm, modified rear suspension, and a supermoto wheel conversion. That exquisite exhaust is also new, as is the trick bronze-anodised carb from SmartCarb.

Everything was blacked out, with copper accents and graphics inspired by the Nissan Cupra R. The bike looks bananas, but it’s reportedly a handful to ride—mostly because of how much it vibrates.

It begs the question as to why Sib would build something like this in the first place. Seeing as how he’s already planning a two-stroke turbo build, we’d say it’s because he’s just wired differently. [Source]

For sale: 1979 Moto Guzzi V1000 G5 The Moto Guzzi V1000 G5 was originally built by the Italian company to soften the blow of the less popular V1000 Convert. The 1000 cc V-twin had the same frame and basic engine architecture as the legendary 850 Le Mans, albeit with a few changes.

The Sachs hydraulic torque converter sapped power, so the engine was bumped to 949 cc, but the two-valve heads remained, as the V1000 Convert was meant for touring and police work. But the biggest change was the bike’s semi-automatic transmission. Suffice it to say, it wasn’t popular—so, in 1979, Moto Guzzi offered the V1000 ‘G5,’ referring to the new model’s five-speed gearbox.

The bike you see here, offered for sale through Historics Auctioneers, started life as one of those G5s. The current owner bought the bike in bits and put it back together over three years. But rather than undertake a complete nut-and-bolt restoration, the owner opted for a café racer project instead.

In terms of collectability, the G5 is a long way from the 850 Le Mans, 750 S3, and the 1000S, so a custom project makes a lot of financial sense.

This one has been treated to a full engine rebuild with new 88 mm Gilardoni pistons, rings, and barrels. There are new valves, springs, and guides, and the Dell’Orto PHF36 carbs were rebuilt and re-jetted by Dynojet Research.

HMB Guzzi in Germany rebuilt the transmission, and this old Goose now pumps out a healthy 55 hp according to Dynojet’s dyno. Treated to fresh brake discs, refurbished calipers, and braided brake lines, this G5 should have a lot more stopping power than it did from the factory. And with fresh suspension and new wiring, it should be reliable too.

The seat and tail unit are custom, and the tank is a classic Norton Manx-esque design that suits the lines of the Guzzi perfectly. Tarozzi clip-on handlebars and a thoroughly modern Brembo radial brake master cylinder take over from the factory controls. A Koso speedo and an oil pressure gauge sit inside a custom dashboard.

The price guide is £5,000-£8,000 so you’d better be quick if you’d like to park this in your garage. [Via]

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[DaveM]

CLEAN-CUT: Honda CB400F café racer by MotoRelic.

There is simply no doubt about it, Sean Skinner is the king of clean in the custom world and once again he’s proven there is no chance he’ll be stepping down from his reign anytime soon. He’s the one-man band behind Hamilton, Virginia’s MotoRelic and for years now we’ve been featuring his incredible custom builds. The quality of his bikes is remarkable and whether he’s wrenching on a classic or re...

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[DaveM]

Make some noize for the Kawasaki H1 that didn’t race at Glemseck

The Glemseck 101 is the European event for anyone who loves fast, impractical, and highly imaginative machines. Those who partake in it do so with cult-like levels of obsession—returning year after year in a bid to outdo each other and themselves.

Rolf Reick is a regular face at the Glemseck 101. Based in Heidelberg, Germany, the perpetually cheerful industrial designer heads up a design school in the nearby town of Mannheim. But he also has years of experience building custom bikes—like this wild Kawasaki H1 two-stroke—under the banner of Krautmotors.

Rolf has stockpiled a number of rad bits and pieces over the years. So he set himself a goal of building a drag bike for this year’s Glemseck 101 using only recycled parts from his personal stash, turning to external sources only when necessary. (It’s not the first time he’s used this approach.)

One of the parts that Ralf already had on hand was the triple-cylinder two-stroke engine from a Kawasaki H1 Mach III; the original ‘Widowmaker.’ But it was far from stock. It had previously been rebuilt by the Kawasaki specialist Ralf Gille, with a host of upgrades that included extensive head work, a new crankshaft, and a set of Mikuni carbs.

All Ralf needed now was a frame to stick it into. One of the Glemseck 101’s flagship races is the StarrWars sprint, which is limited to rigid-framed bikes only. Rolf had long wanted to build a Kawasaki triple to take on StarrWars, and this was the perfect opportunity.

Without a suitable frame in stock, Rolf took to the internet. He soon found a rigid frame built for a Yamaha XS650 engine, and priced cheap because, as he says, “the steering head pointed in a different direction than the rest of the frame.”

A friend with a frame jig helped Rolf massage the chassis into a usable form. Next, Rolf welded in the engine mounts from a bent Kawasaki H1 frame, then turned new bearing cups so that he could install a set of Kawasaki KH500 forks that he had lying around. The 19” front and 16” rear wheels also came from Rolf’s stock, but the latter needed a new axle and spacers to fit the frame.

The bodywork is a cocktail of items from diverse sources. The tiny fuel tank is a vintage Victoria part, while the rear cowl is something that a parts dealer set aside for Rolf back in the 90s, knowing that it would appeal to his taste. The fairing was pieced together from a Monza-style upper section and the lower half of a Habermann fairing.

Rolf kept rummaging through boxes, producing the bike’s foot pegs, paddock stand spindles, and just about every other part needed to complete the build. The ‘clip-ons’ use a set of hacked-up handlebars on recycled clip-on mounts, and the exhaust is an old Denco system. The only new parts on this build are the battery and chain.

With some deft wiring work, Rolf’s Kawasaki H1 sprinter was almost ready to race. All he needed was a suitable livery—the one thing you can’t skimp on if you’re planning to turn heads at Glemseck.

“My first big bike was pink,” Rolf tells us. “At 18, my favorite color was pink. At that time my bass guitar was pink, my girlfriend knitted me pink things, and I even had a pink helmet with hair down to my belt. Truck drivers whistled at me, and the police were too embarrassed to deal with me.”

“Then came black motorcycles for a while—one in ‘friendly black,’ another in ‘youthful black,’ and yet another in ‘life-affirming black.’ But at some point, I wanted a pink bike again, and this was exactly the right time. The design is based on the racing Kawasakis of the 70s, just with pink instead of green.”

The saying goes that if you’re going to show up at a race in pink, you’d better be fast. But sadly, Rolf’s Kawasaki H1 never made it to Glemseck.

“It was not finished in time,” he confesses. “I screwed around until the night before the race, but it wouldn’t work, so I took my rigid-framed BMW instead. It was painful not to finish in time—it’s the first time it’s happened to me.”

“Anyway, life goes on,” he adds. “Now I have another year to optimize it.”

Krautmotors | Facebook | Instagram | Images by, and with special thanks to, Marc Holstein

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[DaveM]

RETRO RACER: Suzuki SV650 by Purpose Built Moto.

It might sound obvious, but when you commission a custom bike, it’s important to ask for exactly what you want. Most clients brief the builder on how they envisage the finished product. The more detailed the brief, the less surprises you’ll have when you pick up your shiny new machine. And, let’s be honest, when you‘re spending large amounts of moolah, you don’t want too many surprises.

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[DaveM]

Prizefighter: A custom Ducati Monster 600 built for a Turkish actor

The Ducati Monster is widely credited with saving the Italian marque in the 90s. Part of its success lies in its minimalist brawler aesthetic—and part of it lies in the fact that Ducati has always offered the Monster in myriad engine sizes at varying price points. If you couldn’t quite spring for an M900 back in 1994, the Ducati Monster 600 looked just as cool, cost less, and still made adequate power.

Decades on, the Monster is a very different beast and has even shed its trademark trellis frame. But the mid-90s Monster still has appeal—and it’s got tons of custom bike potential, as evidenced by this custom Ducati Monster 600 from Turkey’s Bunker Custom Cycles.

The 1998-model Monster 600 belongs to the Turkish actor Kadir Doğulu, who went through considerable effort to obtain it. The story goes that the bike was one of four imported to Turkey in the late 90s as show bikes for a major local 4×4 event. Kadir spotted it in the corner of a parking garage gathering dust and hassled the owner for ten years before he finally agreed to sell it.

By then, the Monster 600 was desperately in need of rescue. A decade of being parked had given the elements time to work, leaving the chassis, fuel tank, and a whole whack of alloy parts covered in rust. Kadir held onto the bike for a while, then called in the brothers at Bunker Custom Cycles, Mert and Can Uzer, to revive it.

“He explained to us that he wanted a reliable bike to ride, with max performance and better braking,” Can tells us. “He also wanted to use it as a single seater, but with a detachable secondary passenger seat.”

Removing the rust that was littered throughout the Monster was a high priority too, so Bunker stripped the bike down to its nuts and bolts and began sorting through the mess. The frame, engine casings, and smaller oxidized parts were all sandblasted, refurbished, and powder-coated. But the Monster’s original fuel tank wasn’t so lucky.

“We tried to save the gas tank but it was full of rust,” explains Can. “The carbs were full of gunk too, all the O-rings and gaskets were tired, and it had a huge battery under the original tank. So once the gas tank was out of the picture, it allowed us to rearrange everything.”

Can and Mert fabricated a steel fuel cell that would hold just about the same amount of fuel as the OEM unit, then shaped an aluminum cover to sit over it. The shape is a departure from the classic Monster style, but now shows faint hints of Ducati’s iconic SuperSport models. More importantly, it sits on the Monster’s trellis frame like it was always meant to be there.

Next, the Uzer bros. re-jigged the space underneath the tank to make room for a pair of massive K&N pod filters, with a small Lithium-ion battery placed beneath them. The filters were chosen specifically to match the stage four tuning kit from Dynojet, which has helped the Ducati’s 583 cc L-twin engine reach its full potential. The Monster has a better soundtrack now too, courtesy of a two-into-one exhaust system with a Cone Engineering muffler.

It was decided that the Monster 600’s OEM headlight and speedo would remain in place for the sake of nostalgia. Bunker kept its distinct three-spoke wheels too, but swapped the old rubber for new Anlas Capra RD tires. The Ducati’s stock Brembo brakes were refurbished and upgraded with fresh Galfer discs.

Moving to the rear of the bike, Bunker modified the subframe to accommodate their customizable two-up seat design. Tucked under the bobbed rider’s seat is a pair of frame rail channels that the removable pillion pad slides into. Neat side panels hide the mounting system, and the whole arrangement cuts a very similar line to the original Monster.

The taillight is a Ducati Scrambler part, mounted flush under the rider’s seat but still visible when the passenger section is in play. A custom-made rear wheel hugger hosts the license plate, and a pair of three-in-one LEDs from Rizoma that offer even more rear visibility. There’s a stealthy inner fender sitting further forward.

The modern front fender is a custom part too, designed to complement Bunker’s new fuel tank. LED turn signals are bolted to the original headlight ears, while new grips adorn the handlebars.

As we’ve come to expect from Can and Mert, this custom Ducati Monster 600’s livery is simple and striking. A hint of yellow pops hard against a warm grey foundation, with vintage Ducati logos emblazoned on the tank. Brown Alcantara on the seat finishes things off with panache.

This Monster might have started as a neglected 90s beginner bike, but it now punches well above its weight. Now if only Ducati would bring back the entry-level Monster (with a trellis frame, please).

Bunker Custom Cycles | Facebook | Instagram | Images by Onur Aynagöz

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