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Ride Red: A 90s Honda XR600R with retro chops

There’s a 295-pound Honda XR600R hanging on the wall at Dirtshop Thailand, in Bangkok. Made in 1990, it’s the actual motorcycle that introduced shop owner Ek Chalermphol to dirt biking.

It’s also the bike that prompted him to open his workshop with a friend, 30 years ago. So Ek has now honored this inspirational machine, and Honda’s desert racing legacy, with a stunning throwback build—an XR600R restomod.

Ek has a deep love for historic off-road racing and a sharp eye, as proved by the R nineT Urban G/S he built last year. This latest project pays homage to Honda’s XR and XL models of the 1980s, and its Dakar race bikes…with inspiration coming from custom builder on the other side of the planet.

“When I first saw Andrew Greenland’s XL600R it stunned me,” Ek tells us. “I wanted to build one so badly, but with my beloved XR600R model instead. So I started looking around to find a bike and parts.”

Ek’s build doesn’t follow Andrew’s to the letter, but it does pull parts and design touches from the same legacy Honda models. And while Andrew’s bike was a XL model with a Honda Dominator motor, Ek’s is a XR600R through and through.

It’s not the same bike that’s hanging on the shop wall though. Ek couldn’t bear to cut into his first love, so he sourced a 1996 model. With help from Dirtshop’s resident mechanic, Wichan Phikulthong, Ek stripped the bike down and got to work.

The idea here was build a retro machine—so this scrambler is devoid of any modern parts. The original wheels, suspension and brakes were all overhauled and refreshed, and the engine was rebuilt with OEM parts. Everything’s been repainted too, so this XR looks box fresh.

One of the biggest visual hits is the Honda ‘Flash Red’ theme. Ek had the frame and the engine’s top cover done in red, going so far as to import the powder for the powder coating from the US.

He also swapped the plastics with original 1983 Flash Red Honda XR items, which turned out to be one of the hardest, and most expensive, parts of the project.

“It is rare to find OEM plastics in Flash Red,” explains Ek. “I tried to get them from many places, and finally got most of them from a guy in Europe, and a side panel from someone in the US. They are used OEM parts, but with a very high price tag.”

Ek goes on to explain that the full kit cost him almost $2,000—where the same plastics in white would have only set him back $400. He simply couldn’t find original red Honda hand guards though. So, after a year of searching, he settled for UFO Plastics replicas from a vintage bike collector in the UK.

The bodywork only took minor fettling to fit, particularly the rear fender. The 96-model XR600R also has a different airbox setup to what Honda used in the 80s, so Ek had to make sure he had all the right parts to fit the left side cover properly.

The fuel tank’s another special find: it’s from an ultra-rare 1980s Honda XL600LM, found at a spares dealer in Europe. Ek fitted it by welding an original XL600LM tank bracket to the XR’s frame up front, and adding an additional aluminum bracket at the back. The LM tank itself managed to go unmolested.

Other add-ons include new fork boots, period correct brake protectors, and a sweet blacked-out SuperTrapp exhaust. Ek fitted oversized ProTaper bars with Renthal grips too, along with an OEM replacement speedo and levers, sourced from Japan.

Taking inspiration from 1980s Honda desert racing liveries, but adding his own twist, Ek sketched out a retro-fabulous new paint job for his XR—using his iPhone. It looks stunning, and is complemented by a blue leather seat cover with a classic ‘XR’ logo.

He might be 50 years old, but Ek still spends his weekends tearing up trails with his friends—just like he used to on his first Honda. “I rode hard on my 1990 XR600R those days,” he recalls. “I gained a lot of experience on how to ride a proper dirt bike… it was my passion!”

These days, Ek mostly rides modern Husqvarna or Gas Gas machines. This new build had to be one hundred percent thrash-able, and able to keep up with its younger stablemates. Because while Ek’s first XR is still hanging on his shop wall, he’s wasted no time in getting his new one dirty.

Dirtshop Thailand | Facebook | Instagram | Images by Ek Chalermphol

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The contents of SB47 spans 78 years of dirt track metal. From 1943 we have a wilfully period incorrect H-D WLA flathead, now raced in the Midwest, but once A. Lived in Russia, B, Belonged to Jon Bon Jovi.

In the modern corner we have an exclusive first test on the Royal Enfield FT Twin, a bunch of AFT twins and singles, with their riders, and a big feature on Trevor Brunner's gorgeous Turner Racing CRF450. In the middle is a rare Wood Honda monoshock framer and our own Yamaha MX250 vintage two-stroke. We have road bikes too, and they couldn't be more different - Icon have served up a 124cu in, S&S-powered Original Sin, and our art ed has a Mutt 125 on test.

But it's not all bikes - we have portfolio of our favourite artist, DSC - Death Spray Custom, and report from events dating back from 1967 to late-2021, with photos you've never seen before.

BUY SIDEBURN 47COVER: Royal Enfield Twin FT

BIKES: Royal Enfield Twin FT; Wood Honda CRF450 framer; 1943 Harley-Davidson WLA racer; Turner Racing AFT Honda CRF450; 1974 Yamaha MX250 short tracker; Mutt Razorback 125; Honda FTR223; Icon Homemade Sin*;

PEOPLE: Jared Mees, James Monaco, Michael Hill, Bryan Smith, Clayton Williams, Dan Bromley, Nick Armstrong; Ezra Brusky; Davis Fisher; Jesse Janisch; Morgen Mischler; Robert Pearson; Trevor Brunner; Dallas Daniels; Steve Lucero; Geoff Co-Built

INTERVIEW: James Monaco

PORTFOLIO: The art of DSC (Death Spray Custom)

EVENT: The Sacramento Mile; The Malle Mile; Lodi Cycle Bowl 'Night Before The Mile' short track; 1968 Arena Park Scrambler, Missouri

PAGES: 116

BUY SIDEBURN 47

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Speed Read, October 31, 2021

What have a rescued Rickman Triumph, the new Husqvarna Norden 901 and a Japanese hoverbike got in common? Absolutely nothing at all, except they’re in this week’s Speed Read. Enjoy.

Larry Maas’ Rickman Triumph T120 Some fifty years ago, Larry Maas worked at Kosman Specialties, one of the most famous names in motorcycle racing. He laced up about 3,000 wheels for Sandy Kosman in his time, and when not working, watched another employee put together a bike from a Rickman Métisse frame and tank, and Avon seat unit.

The engine had a ’67 bottom end, 800cc barrels, a modified TR6 head, and racing cams. The forks were Ceriani GP35s, with a Fontana 4LS brake. Then the build stopped, the Triumph went up for sale, and Larry tipped off a friend—who bought it.

“Everyone was amazed at how powerful it was,” says Larry. “It had the standard one-gallon Rickman motocross tank and weighed in at only 295 pounds with oil and gas!”

Larry welded up a pair of megaphone pipes for his friend, and added the necessities to make it road legal. And when his friend passed away in 1990, he inherited the bike.

The T120 had been sitting in a garage unused, and stayed like that until around two years ago. So Larry decided restore the bike, “As a street-legal ride but keeping it as period-correct as possible… and with no oil leaks.”

As you can imagine, it was a long and often frustrating process—complicated by Larry suffering from a degenerative nerve disease called Charcot-Marie-Tooth. But the result was worth it. “It now idles beautifully, a little rough from the hot cams, but it’s music to my ears!” he says. If you’re into Rickmans or old British iron, the story is long but worth a read.

Paul Smart, 1943-2021 One of the most famous (and likeable) British motorcycle racers passed away on Wednesday, after an accident while riding his bike in the south of England.

In the 1960s, Paul Smart was an extremely successful short circuit specialist in the UK, and a podium finisher at the Isle of Man TT. But he’s best remembered for his exploits across the pond—notably his win at the 1972 Imola 200 on a Ducati 750.

It was a hugely important victory for the Italian marque. At that time, Ducati was known for its small-capacity bikes, and had a low racing profile in the States. But today, anyone with a passing interest in historic racing would recognize the 750 that was piloted by the amiable Brit, with its blue frame and silver metalflake gelcoat.

Ducati celebrated Smart’s win with the stunning Paul Smart 1000 LE road bike in 2006, although the frame replicated the ‘sea foam green’ paint from the 750SS. Smart’s legacy has also inspired several custom builders.

He is survived by his wife Maggie (Barry Sheene’s sister) and two children.

Royal Enfield Meteor 350 by Ironwood The Meteor might be a low budget, no frills commuter bike, but it’s already winning fans. The design team included ex-Triumph people and Harris Performance, so the mini-cruiser performs well—enough to win the ‘Retro Bike Of The Year’ award from the British magazine Motorcycle News.

The Meteor is built down to a price, and sells for a mere £3,749/$4,399. Aesthetic corners have inevitably been cut, so Royal Enfield tapped Arjan van den Boom of Amsterdam’s Ironwood Motorcycles to add a little spice.

The brief was maximum effect for minimum cost, so Arjan had to temper his usual approach and focus on smaller changes. He’s done a remarkably good job though, tidying up the back end with a custom bobber seat, blacking out as much chrome as he could, and building a custom exhaust.

After adding new bars, YSS piggyback shocks and chunky Continental TKC tires, Arjan’s work was done. He handed over the bike to Royal Kustom Works, who finished it off with lashings of black paint and Star Wars-themed striping, complete with pinpricked star constellations.

Adrian Sellers, the head of Royal Enfield’s custom program, says: “This build reinforces how important accessibility is to us as a brand, and how much can be achieved with a little imagination. Full credit to Arjan and the wider Ironwood team.”

If you’re going to the EICMA show in Milan at the end of this month, look out for the Ironwood Custom Meteor 350 on the Royal Enfield stand. [US Meteor product page]

Husqvarna Norden 901 launched The ADV market sure is heating up. The Harley Pan America 1250 has made a refreshing splash, the Aprilia Tuareg 660 looks extremely promising, and a few hours ago Husqvarna revealed the long-teased Norden 901.

The Norden is based on the KTM 890 Adventure platform, with the same excellent 899 cc parallel twin pumping out 105 hp. The styling is clean and retro-futuristic; thankfully there’s no clumsy ‘beak.’

The spec list is impressive too. Claimed dry weight is a very reasonable 204 kilos (450 pounds), which is a substantial 50 kilos (or so) less than many of the higher-capacity ADV bikes. You won’t need a crane to pick this one up if you drop it.

Suspension is via KTM’s in-house WP brand, with 220 mm of travel in the 43mm Apex forks. The electronics package includes a 5-inch TFT display, multiple riding modes, switchable ABS, adjustable traction control, KTM’s superb quickshifter and auto blipper, and a slipper clutch.

It looks like the Norden 901 has actually been designed for off-roading and exploration. As well as the obvious F21/R18 wheelset, the projected range is over 400 km when the 19-liter tank is full. The engine also has knock sensors to prevent damage from low-quality fuel.

On paper it looks very promising, we love the aesthetics, and US pricing is sharp at $13,999. It remains to be seen how the Norden performs in the real world. But given that parent company KTM has won more Dakar rallies in the 21st century than any other manufacturer, we suspect Husqvarna is onto a winner. [Norden 901 product page]

A.L.I. Technologies Xturismo hoverbike We’re still getting to grips with the idea of electric motorcycles, so this one is a bit of a stretch. It’s not the first flying motorcycle we’ve seen—Lazareth attempted it a couple of years ago in France—but the Xturismo is going into production.

A.L.I. Technologies is a drone company based in Tokyo, and apparently counts the electronics corporation Mitsubishi as one of its backers. It plans to manufacture 200 hoverbikes by the middle of next year.

The Xturismo is around 12 feet long and weighs 661 pounds, which is about the same as a fueled-up Harley Softail Standard—and less than some of the bigger cruisers out there. With a rider weighing up to 220 pounds, it can fly for 40 minutes and reach a claimed 62 mph.

The Xturismo is available for pre-order right now, but there’s a small catch: the price is around $680,000. In other words, Ferrari Stradale money.

But even the most advanced hybrid supercar won’t transport you from your superyacht moored off Cannes to your favorite hotel on the Croisette. And that’s gotta be worth something, right? [Xturismo]

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A supercharged BMW R100 built by an F1 designer

Ben Norton builds custom motorcycles under the moniker 10 ’til 12, because those are the nighttime hours he dedicates to his hobby. During the day, he’s a designer at a works Formula 1 team. Which explains why his supercharged BMW R100RT is so damn mental.

Born and raised in Zimbabwe in southern Africa, Ben now lives in Oxfordshire, UK, where he wrenches out of a single home garage. He’s spent enough time in F1 to know how to make clever choices in manufacturing and materials, and what to outsource. He also has enough equipment in his home workshop to handle most things—but jobs like CNC machining, upholstery, paint and coating are all farmed out.

It’s hard to believe, but this BMW is only Ben’s second build. The first was an R80RT café racer, which he started at the same time as a friend who had a Ducati Monster project. Ben finished his first, so decided to rub salt in the wound by kicking off a second build—an R100.

“As a dare, the same friend suggested I should add a supercharger in an attempt to slow me down and buy some time for him to finish his project,” Ben jokes. “I enjoy a challenge, and the R80 cafe racer build was over too easily!”

Aiming for an aggressive street tracker style, Ben nicknamed the project the R107K. The 107 references the 1,070 cc Siebenrock kit he’s dropped into the motor, and the ‘K’ stands for Kompressor—the usual German designation for supercharged vehicles.

To call Ben’s work on the 1992-model BMW extensive would be a gross understatement. The engine work extends far beyond just the big bore kit, with modifications to the block itself to lighten it. Ben has also added low compression copper head gaskets and twin spark heads, and revised the breather system. The engine’s even been rotated nose up, so that the drivetrain runs in a perfect line.

Taking center stage is an Eaton M24 supercharger—but Ben tells us that he didn’t just install it for extra power. “The intent rather was ‘aero engine’ nostalgia,” he says. “The challenge, the sound, and having tons of low end torque, of course.”

Most of the setup consists of custom made pieces, a lot of which were CNC-machined by a friend of Ben’s: Fred, a fellow F1 engineer at Aximech in Sweden. Fred milled out new timing and front engine covers to accommodate the supercharger belt drive, which works with a custom-made brushless alternator. He then created the custom carb duct, inlet plenum, and a pair of ‘knuckle duster’ valve cover retainers.

Ben also installed a Setrab oil cooler with a remote filter sump from Motoren-Israel, and a Toyota starter motor. The clutch was converted to a hydraulic system, with a custom billet actuation arm. Ben credits Jochen Siebenrock for his endless advice on the internal mods.

After trying Lectron carburetion, the engine now breathes in through a single Mikuni HSR carb with a DNA air filter, because “fuel injection would have been too easy, and would not be right on an airhead.” Ben also installed a methanol injection system to keep the engine cool, because he couldn’t fit an intercooler into the mix. It uses a DIY ignition and methanol control computer.

The exhaust is custom too, with mandrel-bent (and tuned) stainless steel headers, terminating in a TYGA MotoGP-style muffler.

Mixing petrol and methanol meant that Ben needed reservoirs to hold both, so he fabricated separate aluminum tanks for each. Then he mounted them underneath a carbon fiber skin that mimics the classic R100 shape, but with lines to match his build. There’s a methanol pump and level sensor under there too, and the filler caps and breather valves are from Newton.

Further back is a custom seat, wrapped in Alcantara and leather by Scottish artisan Tom Hurley, with subtle bronze and charcoal accent stitching. It uses a CNC-molded foam insert to hold its unusual shape, with a stainless steel seat pan, and the subframe underneath is custom. The rest of the frame has been slightly modified with brackets and mounts for various bolt-on items, and powder coated in satin black.

It’s the swingarm and rear suspension that’s really intriguing, though. Ben started with the final drive assembly from a BMW R nineT, modified it heavily with a custom driveshaft, and built his own underslung, multi-link rear suspension setup. It includes a Ducati Panigale shock, and a ride height adjustment system to fine-tune the bike to the rider.

The front forks came off a first generation BMW S1000RR, and are held in place by custom triples from Aximech, with an integrated Motogadget dash, hidden bolts and internal wiring. The wheels are also R nineT units, wrapped in Metzeler Sportec M9 RR supersport tires. The brakes are a combination of Brembo and R nineT components, with custom lines and Atec motorsport fittings.

Ben fitted a plethora of Motogadget parts, including the turn signals, mirrors, a keyless ignition and their mo.unit control box. The custom wiring harness was built to race standards, as you’d expect, and runs off an Antigravity battery hidden under the tank cover.

Up in the cockpit are a set of ‘fat bars’ with a custom clamp, a Domino racing throttle, switches with color-coded LEDs from Rebelmoto, and Magura HC1 brake and clutch controls. There’s a Koso Thunderbolt LED headlight out front, and a set of Tarozzi foot pegs lower down, with custom linkages for the brake and gear shifter.

Pro-Kustom handled the paintwork, wrapping the carbon fiber tank cover in an exquisite livery that emphasizes the brutal mechanics of this build. It’s complemented by a host of Cerakote’d parts, courtesy of Tactical Coatings. And if you’re wondering why it looks so cohesive, it’s because Ben mapped out the entire build with CAD software, updating it as he went.

The BMW’s dry weight sits at around 188 kilos (415 pounds) now—about 30 kg less than stock. Ben hasn’t put it on the dyno yet though, because he’s still running it in. “I’m only running 0.5 bar boost,” he says, “but I plan to run more boost and methanol in the future, once confidence is gained.”

It took Ben 18 months to wrap up the R107K, and frankly, we’re surprised he did it that quickly. It’s a remarkable build for a hobbyist, and we can’t wait to see what he’s got planned next.

Ben Norton Instagram | Images by Christopher Bailey

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Friday Inspiration 305

This hit home for me: A not-new (but new to me) TED Talk in which Joseph Gordon-Levitt explores how our need for attention affects creativity (video)

A headline: Meet The Guy Who Spends Just $150 A Year To Eat All His Meals At Six Flags

Scooby-Doo Refuses To Get The Rabies Vaccine

Would it make you feel good to look at the photos in an article titled “The most brilliant bookshops in the world”? click here

This tweet is funny, but even more interesting are the replies to it, in which many people share stories about people who used some version of the line “do you know who I am?” in some past situation

I know nothing about this couple but the fact that they took engagement photos in their favorite grocery store suggests that I could probably be friends with them

I am admittedly not much of a zombie movie watcher, but this is an interesting dive into the metaphorical meanings (and history) of zombie stories

A fun fundraising campaign by Mountaineers Books, in which you can get your name in Lauren DeLaunay Miller’s upcoming book, Valley of Giants

Also: I don’t know why it took me so long to do this, but I finally put this chart about remembering to attach files to emails on a coffee mug:

—Brendan

The post Friday Inspiration 305 appeared first on Semi-Rad.com.

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How I Look Running By Myself Vs. When I Appear In Race Photos

  Thanks for reading. Before you go: If you enjoyed this piece, please consider supporting my work via Patreon, which enables me to keep writing and drawing, and will also make you feel good (and get you a bunch of members-only stuff, including discounts to my shop).

—Brendan

The post How I Look Running By Myself Vs. When I Appear In Race Photos appeared first on Semi-Rad.com.

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Ikigai: A rowdy Triumph Thruxton RS from Tamarit

Modern classics are all about style, but the Triumph Thruxton RS boasts a healthy measure of sportiness too. Its parallel twin engine makes a respectable 103 hp and 112 Nm—plus it comes specced with fully adjustable Showa forks and Öhlins shocks, and twin Brembo brakes up front. So it’s the closest thing to a factory performance cafe racer you can get.

But cafe racers aren’t for everyone. As comfortable as the Thruxton is for its genre, some riders wish Triumph would pack the same features into a more roadster-like package. That’s what the owner of this Thruxton RS wanted—and the Spanish shop Tamarit Motorcycles obliged in spectacular fashion.

Tamarit has built its business on customizing Triumph’s modern classics, and their catalog is jam packed with bolt-on parts. But this is no paint-by-numbers build. Instead, it’s a beguiling mixture of off-the-shelf and one-off items, masterfully woven together to create a rowdy hybrid between a cafe racer, street tracker and supermotard.

They’ve dubbed it ‘Ikigai,’ after the Japanese concept of having a sense of purpose, or a reason for being.

With good suspension and brakes out the box, there was little sense in messing with the Thruxton’s rolling chassis. Tamarit simply stripped and blacked out parts like the rear shocks and yokes, to better fit the overall color scheme.

They also swapped the wheels for a stunning set of tubeless Kineo hoops, and wrapped them in Heidenau K73 supermotard tires at the client’s behest.

Up top, the team kept the Thruxton’s beautifully sculpted fuel tank, but ditched its seat. In its place is a custom solo unit, covered in a synthetic waterproof fabric.

The subframe beneath it’s been shortened and looped—but it’s more than just a cut-and-shut job. Tamarit shaved off the the passenger peg mounts, de-tabbed the frame, and repackaged all the electronics, swapping the bulky battery for two smaller units. Tearing into the modern Triumph’s electrical system is a daunting task, but the guys have worked on enough of them to know their way around.

Adding some special touches was key to the brief, so the team decided to color outside the lines when it came to replacing the Thruxton’s airbox. Using a pair of curved intakes from Race Spirits, they set up a pair of forward-facing pod filters. It’s an unusual visual touch—but it’s had no adverse affect on the bike’s performance.

The engine now breathes out via a twin stainless steel exhaust system from the Italian specialists Zard. It’s considerably lighter, and raspier, than stock.

Another crucial change happened in the cockpit: the clip-ons were swapped for a set of riser bars, taking the Thruxton one more step away from its traditional cafe racer roots. Tamarit kept the switches and clocks for the sake of practicality and reliability, and installed Highsider mirrors and Motogadget bar-end turn signals.

The client liked the Thruxton’s original headlight, so it was simply remounted on modified aftermarket brackets, and treated to a Tamarit grill.

There’s an LED taillight embedded into the rear of the frame, and a pair of Motogadget LEDs mounted on a new license plate bracket. The short fenders at each end are custom parts, and the chain guard, sump guard and radiator cover are from Tamarit’s own store.

Tamarit have a knack for flawless liveries, and Ikigai’s is no different. It’s wrapped mostly in black, with both matte and gloss finished on the fuel tank. Tasteful gold highlights punctuate the brooding paint job—including bespoke tank and engine badges that were milled by a local shop.

Compact and poised to strike, this Thruxton RS looks bonkers, and is almost certainly more fun to ride than before. It’s another smash hit for the Alicante workshop—and a brilliant reminder that form and function don’t always need to compete.

Tamarit Motorcycles | Facebook | Instagram

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Not so mellow yellow: A Triumph Scrambler from FCR

Most successful custom builders are based in big cities. They need the client base, the close network of suppliers, and the buzz of a metropolis for inspiration. But one of the top workshops in France is based in the tiny medieval town of Chauvigny—tucked away in the middle of nowhere, about four hours south of Paris.

The geographic obscurity has not hampered the success of FCR Original in any way. Shop owner Sébastien Guillemot has just revamped his brand, moved into small-scale manufacture, and now sells a range of accessories too.

Custom builds are still at the core of the business though, and this zingy 2016 Scrambler is the latest to roll out of the shop. “It has the last of the 865 cc air/oil cooled engines,” says Sébastien. “With 270° timing, the engine is more ‘torquey’ and fun than the liquid-cooled 900 cc.”

The Scrambler continues the line of FCR’s retro-themed ‘Legend’ builds—a lineage that started a couple of years ago, with 20 bikes completed so far.

Like all its predecessors, ‘Yellow Legend’ has a gorgeous nickel-plated frame, with a shortened rear loop. But this time, the eye is also drawn to the engine cases, which have a beautiful bronze ceramic treatment.

According to Sébastien, it’s a nod to the magnesium cases of the Matchless G50 engine.

The sprocket cover has a matching finish, perforated with holes, and FCR have also installed their own bash guard—which completely encloses the front lower parts of the frame downtubes.

The plush new seat is big enough to carry a passenger, at a pinch, and finished off in black leather. There’s a sizeable aluminum fender to keep mud off one’s jacket, and a microscopic pair of turn signals. These are FCR’s own design, and have a 3-in-1 setup: “It allows us to remove the rear light, to make the bike visually lighter,” says Sébastien.

More noticeable is the handmade stainless steel exhaust system, terminated with FCR’s own mufflers in stainless steel with aluminum tips. (“The sound is identical to an enduro bike, with the 270° engine timing of the Scrambler.”)

The twin shock rear suspension now comes from the French company Shock Factory. The blacked-out aluminum-bodied units are 20mm longer than stock—to raise the stance—and include compression and rebound adjustment.

The rims are gorgeous Borranis, at 18 inches both front and rear, with stainless steel spokes and that classic ‘H’ rim profile. They’re shod with Heidenau K67 tires, an old school trials-style pattern that hints at the iconic Dunlop Trials Universal.

The cockpit continues the vintage theme, with a Monza gas cap, and Fehling bars in a classic motocross bend sitting behind FCR’s own Bates-style headlight. (The little aluminum ‘cap’ above the lamp is a throwback to 70s enduro bikes).

The aluminum hand controls and front brake master cylinder are also FCR parts, but the discreet switchgear is from Motone and the speedo is a Motogadget Tiny.

FCR Original bikes tend to use relatively muted colors, with the occasional pop of French Blue or a deep green. But to celebrate the next stage of the brand and business, Sébastien has finished this Scrambler in an especially vibrant yellow—close to Ferrari’s famed Giallo Modena paint.

“We wanted to make a very ‘flashy’ bike, but also very classy,” he smiles.

We reckon he’s got the balance exactly right. This is one good-looking machine, and if it’s a little shiny in places, a quick thrash along a dusty trail should sort that out nicely.

FCR Original | Facebook | Instagram

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Speed Read, October 24, 2021

We’re mixing up classics and oddities this week, with a Kawasaki W650 desert sled, a stylish BMW K100, and an art deco electric prototype. We also take a look at a Royal Enfield sidecar rig with a built-in espresso machine, and Kawasaki’s throwback WorldSBK race liveries.

Kawasaki W650 by Dirty Dick’s Motos Rick Hannah, who goes by the cheeky moniker of Dirty Dick’s Motos, knocked our socks off last year with a stunning Kawasaki W650 desert sled. Then he decided to build another one—and do it better.

“The album after the breakthrough is always the hardest, right?” he quips. “How do you build a better bike than the last?” We’d say Rick figured out the answer to that question, because this W650 certainly ups the ante.

Rick started with a donor that was mostly in good nick, with the exception of a botched tank lining job that had leaked into the carbs. Once the bike was torn down and those issues seen to, the real work could begin.

Rick de-tabbed, chopped and looped the frame, and then had it nickel plated, along with a few other parts. The fuel tank is stock, but heavily fettled: it’s had its seams removed, the brackets that normally hold the knee pads have been shaved off, and the filler cap’s been moved. A short seat and generous fenders drive home the 1960s desert sled vibe.

This build is a lot more than a simple outfit change though. There’s a billet aluminum swingarm out back, hooked up to a pair of custom length Hagon shocks. The front forks were kitted with Andreani cartridges and a Dirty Dick’s Motos fork brace, and the fork lowers were treated to a brushed finish.

Rick re-laced the wheels with Morad rims, then wrapped them in Continental TKC80 tires. Then he upgraded the brakes with one of his own ‘big brake’ kits, taking the front disc up to 320mm with a Dirty Dick’s caliper. The front brake and clutch controls are from Kustom Tech.

Other changes include a new set of high and wide bars with internal wiring, a bunch of Motogadget bits, an RFID ignition from Axel Joost and a Lithium-ion battery. Lower down you’ll find a pair of K&N filters, and a pair of stainless steel exhausts.

Wrapped in a green paint job that’s deep enough to drown in, with hints of gold flake, Rick’s latest W650 is definitive proof that he has the desert sled genre on lock. P.S. It’s for sale. [Dirty Dick’s Motos | Images by Mihail Jershov]

BMW K100 by North East Custom Restoring a tattered BMW K100 to factory condition would be an expensive and laborious task—and most people don’t like the look of a stock K anyway. So when brothers Diego and Riccardo Coppiello at North East Custom were handed a heavily abused K100, they decided to give it a light scrambler treatment instead.

The Italian crew is known for building sensible, no-frills customs, so this build was right up their alley. There’s nothing too wild going on here; all the stock bits that could be restored, were, and everything else went in the trash.

North East kept the K’s stock fuel tank, but built a new seat for it. Generously padded, it sits on top of a custom subframe, with a short fender and enduro-style taillight capping off the rear end. Lower down are a pair of handmade side covers.

The stock airbox is still in play, but the exhaust’s been swapped out for a full system from Virex. The OEM wheels now wear Michelin Anakee Wild rubber, and North East saw to little upgrades like braided stainless steel brake lines too.

Out front is a new headlight, mounted on custom brackets. Just behind it is an Acewell speedo, with new handlebars and grips matched to the stock switchgear, and the ignition relocated to the side of the bike.

It’s a clean and simple restomod, and a great way to rescue an old BMW without going overboard. Top marks for the period-correct GS livery and matching seat, too. [North East Custom | Images by Filippo Molena]

Royal Enfield coffee cart by Trip Machine Company Based in India, Trip Machine’s specialties are leather motorcycle products and coffee. Their latest project combines both into one ultra-classic, and super fun, machine.

We’ve seen coffee sidecar rigs before, but this is the first time we’ve seen one from India. Trip Machine started with a Royal Enfield 350 Classic, added a sidecar, then kitted it to serve up black gold.

The setup includes a Rancillio espresso machine that can kick out 1,000 cups a day, plus a grinder, a blender, a rinse station, adequate drainage, and cold and dry storage.

The bike itself has had some modifications too, to keep it looking as classic as possible. Trip Machine added subtle touches like custom-made fenders, different lighting, and a set of bars from an older Royal Enfield model.

Since the company specializes in leather, there’s a lot of that too. The grips, ‘X’ on the headlight, sidecar cover and traditional sprung saddle are all custom pieces. Wood trim on the counters adds another classy touch.

The rig’s license plate holder reads “I fuel humans,” so Trip Machine carried the ‘fuel’ theme through to the livery. Gulf Oil colors are often overused—but this rig is more than cute enough to pull it off. Coffee, anyone? [Trip Machine Company | Images by Vijay Krishnan]

Kawasaki’s throwback WorldSBK race liveries If you’re as put off by modern motorcycle racing liveries as we are, here’s a look at how to do it right. Kawasaki’s WorldSBK race team had something special on track at last weekend’s Argentinian round: two classic liveries for their Ninja ZX-10RR race bikes, to celebrate the company’s 125th anniversary.

Both color schemes were yanked right out of the 90s. Six-time WorldSBK champion Jonathan Rea’s bike [above] was wrapped in a green, blue and white scheme, taken from the Kawasaki ZX-7R that raced the Daytona 200 in 1993.

Alex Lowes’ bike [below] recalled the iconic Kawasaki GPZ 900. Yes—the one that Tom Cruise rode to instant fame in Top Gun.

The only down side is that these liveries only ran in that Saturday’s race, and now only exist in our memories. Perhaps Kawasaki will do the right thing, and release these as limited edition models for the masses. Better yet, perhaps other manufacturers will be inspired—and we can make race liveries great again. [Source | Images: Kawasaki]

Guido custom electric bike by Box39 Our counterparts over at Bike-Urious have a knack for digging out obscure and odd motorcycles. This one takes the cake—we had to do a double take just to figure out which end is the front.

Listed on Bike-Urious’ partner, Iconic Motorbike Auctions, this custom electric prototype is named ‘Guido’ after the 17th century Italian painter, Guido Reni. It was built by the Russian workshop Box39, and commissioned by a local distributor for the machine tool company Haas Automation Inc. machines, to show off the capabilities of their products.

The inspiration for Guido’s design came from a Rolls-Royce concept car drawing. The main hook is the fully enclosed full fender that partially showcases the front wheel. The wheel itself measures a whopping 30”, and took 200 hours of machining time to create.

Guido’s bodywork is all aluminum and was formed by hand. Hidden underneath is an electric motor and battery, an adjustable rear suspension system, and a 17” rear wheel. And despite looking like one fluid piece, the front is actually able to turn independently.

Although the project was a pure design flex and not actually meant to perform, it technically does go, stop and turn—just without any sort of enthusiasm. If you’re looking for an eye-popping showpiece or something to bend necks outside your local cafe (as long as it’s literally down the road), you can always bid on Guido. [Source]

[olivereliott]

Yellow Arrow: Gas&Retro finesses the Vitpilen 701

If you want a fast and agile bike for blasting around tight city streets or swooping country roads, you can’t go wrong with a machine powered by KTM’s ‘LC4’ single-cylinder engine. That includes not only the 690 Duke, but also the Vitpilen and Svartpilen 701s from KTM sister company Husqvarna.

The Kiska-designed Huskies have a small but passionate following. They weigh less than 160 kg (350 pounds) dry, have a lusty 75 hp on tap, and are blessed with pinpoint handling. I’m a fan, and when it came to shelling out my cash on a bike, put a Svartpilen 701 in my garage.

Žiga Petek, the man behind the Slovenian workshop Gas&Retro, is also a fan of the middleweight Huskies. He’s just finished this custom Vitpilen 701, which makes him one of the few people who dare to mess with Kiska’s design.

“I bought this bike from local dealer MotoxGeneration for my girlfriend,” Žiga tells us. “She’d sold the Sportster I built for her, because we were building a house. Then she wanted something to ride to her job, and I saw the potential in the Husqvarna.”

Žiga has given the Vitpilen (‘’White Arrow’ in Swedish) an even sportier vibe, and the finish is factory-level good. It looks like the work of a well-established shop, but Žiga has only been operating as a professional builder for two years.

He’s been messing around with bikes for 11 years though, inspired by his grandfather. “Ever since I left high school, I wanted to do something that makes others happy and is handcrafted,” he says. “And I love motorcycles, so it wasn’t hard to decide what to do.”

Gas&Retro is based in an old barn in the small country town of Notranje Gorice, but Žiga’s approach with this bike is very modern. He decided to give the Husqvarna a contemporary, racy style without losing streetability, or cutting into the frame.

It’s essentially a kit approach, and he’ll be able to replicate it for his customers—even the ones who want to do their own custom work.

“All the parts are bolt-on,” he says. “Anybody can buy them from us, and mount them on their own bike without any problems.” That includes the new bodywork: a headlight mask, and the new seat and tail unit. Plus a set of very cool front and rear aluminum ‘wings’ with in-built turn signals.

Prototypes for the new bodywork were scanned in 3D on computer, with the finer details polished by Blaž Šuštaršič of ER Motorcycles. “We then did a few 3D prints and corrections to make everything fit perfectly,” says Žiga. A revised licence plate holder and titanium mesh for the muffler exit were added to the kit.

This build goes beyond just the bodywork though. The biggest change is to the suspension, with 43mm Showa BFF forks from a Kawasaki Ninja ZX-10R. And the twin disc brakes now feature Brembo M50 monoblocs.

Speaking from experience, the stock WP adjustable forks are pretty good once dialed in, and the single disc brake is way more than adequate. But Gas&Retro’s setup will be next level, especially since the bars are now graced with Brembo Corsa Corta levers and cylinders.

“The bike stopped ‘on the front wheel’ with the original brakes, so you can imagine how hot the stops are now! The feeling is amazing,” says Žiga.

Most of the other tweaks are subtle, and for protection—such as the CNC‘d mesh over the radiator, the lever guards, and a small plate at the front of the split belly pan that surrounds the exhaust headers. The exhaust muffler itself has been discreetly shortened by 100 mm.

The first Vitpilens were painted white, and last year’s model was a rather fetching metallic blue/white combo. But Žiga has gone for a completely different look, with a piercing metallic yellow. Laid down by regular collaborator Matej Mrzlikar, it’s punctuated by vibrant red highlights and we love it.

“The bike is just as I wanted it to be,” says Žiga. “Racy, a bit different, and with clean detailing.”

“The suspension and brakes look ‘big’ and fit perfect. I’d love to have it for myself or give it back to my girlfriend, but I think we will sell it. I already have something new in my head to build next…”

Gas&Retro Facebook | Instagram | Images by Rok Plešnar

[olivereliott]

Friday Inspiration 304

It’s been a few years since I’ve watched a La Blogothèque video, but I somehow landed on this one of my favorite Hamilton Leithauser song, and was overjoyed to finally hear the story behind it (video)

  OK, I love that this prop exists and has appeared in so many films since the 1970s, but even more, I love that someone put the time and effort into cataloging all the different films it has appeared in. And that the video in this post is only one of three videos in the series, called “The Most Important Device in the Universe.”

So holiday shopping sounds like it’s going to be a bit of a shit show this year, with supply chain issues, shipping delays, et cetera. Here’s a free no-stress idea from me: Get someone in your life a subscription to the quarterly print edition of Adventure Journal for $60. [I am saying this as a subscriber, fan, contributor to the publication, and also as a dear friend of the founders/owners, but also as a person who likes to see wonderful things succeed]

I was previously unaware that there was something called the Epson International Pano Awards, but this is its 12th year, and dammmmmmmmn some of these panoramic photos are great

As a fan of Jon Acuff’s work and general presence in the world, I was honored to be a guest on his podcast, and talk about goals, creativity, running, and other stuff. The best idea put forth in this interview was (not surprisingly) from Jon—that Pizza Hut should create a Book-It! program for adults, in which we receive free pizza as a reward for reading books.

This is not new, but new to me: The Zillow Gone Wild Instagram, where you can see some very *interesting* ideas people have had about what to do with their living space

If you read my post about Wikipedia yesterday, maybe you Googled “Ball’s Pyramid” and went down a rabbit hole. If not, here’s an old web page with photos from the 1965 first ascent of the 1800-foot tall sea stack between Australia and New Zealand. The sea stack itself is pretty bananas, and the climbing of it even more bananas, especially the giant cans of centipede deterrent spray.

The post Friday Inspiration 304 appeared first on Semi-Rad.com.

[olivereliott]

Ithaca: A Buell Ulysses street tracker from Milan

Erik Buell sure has designed some interesting motorcycles during his career, and the Buell Ulysses XB12X is right up there. The quirky adventure tourer has all the Buell hallmarks: a fuel-in-frame chassis, perimeter disc brakes and a stonking Harley-designed motor. And it makes for a pretty interesting custom donor, too.

This Ulysses has been transformed into a menacing street tracker by brothers Filippo and Giacomo Tagliabue at FTG Moto in Milan. “The Buell Ulysses is a hulking bike,” says Filippo, “a powerful American twin wrapped in an imposing frame.”

FTG’s client picked the Ulysses over the smaller XB9-series Buells for its bigger motor, longer wheelbase and improved comfort. So when he dropped it off at the workshop, he delivered strict instructions for the guys to maintain some level of comfort, and to not alter the rider triangle.

“For the rest, we started with a clean slate,” says Filippo.

FTG opted for a full redesign of the Buell’s bodywork—starting with the airbox cover that sits where a fuel tank normally would. A new cover was hand-formed in aluminum, with a cutout for an oversized K&N filter. The filter itself isn’t a Buell-specific part; FTG fabricated a custom manifold to install it.

The metalwork extends to the front fender, and a redesigned cooling duct on the left side of the bike.

Out back is another custom aluminum piece: a boxed tail unit that bolts straight to the main frame, with no need for a subframe. The suede-covered seat is mounted on a hinge, and can be lifted via a compact hydraulic piston, granting access to the battery and a small storage compartment. There’s no latch—the piston itself ‘locks’ in place when the seat’s all the way down, and will lift with a little encouragement.

There’s a custom-made Plexiglas taillight sunk into the back of the tail, with additional lighting via a pair of turn signal/stoplight combos further down. They’re custom units that use 3D-printed carbon housings, and they’re mounted on a custom-made license plate bracket.

The front lighting’s equally interesting. FTG machined a pair of headlight housings in their signature style, then fitted them with homologated projectors from Highsider. Two vertical LED strips are embedded in the custom-made framework, and serve as turn signals.

The lighting assembly sits between new yokes that FTG designed themselves, then had machined by a supplier. Up top is a custom bracket for a Motogadget dash, along with new risers and bars, fresh grips and bar-end mirrors.

To keep things ultra clean, FTG machined mini switch assemblies that double up as clamps for upgraded Beringer brake and clutch levers.

Filippo and Giacomo left the Buell’s suspension, wheels and brakes alone, but swapped out the tires for Pirelli MT60RS rubber. “Good on tarmac,” says Filippo, “but also trustworthy in case of a little detour.”

FTG settled on a brushed aluminum effect for the Ulysses’ bodywork, covered with a clear coat for protection. The saddle stitching adds a hint of blue, as a callback to the donor’s original paint color. A full exhaust system from Termignoni completes the puzzle.

Now named ‘Ithaca’ after Ulysses’ mythological homeward journey, there’s one more thing we like about this reimagined Buell: it’ll get frequent use.

“The owner is an accountant and a professor,” says Filippo, “but despite that, he is not the boring type. He is a true rider who crunches real miles and actually uses his bikes for more than just going to class.”

“He is one of a kind, like his bike.”

FTG Moto Facebook | Instagram

[olivereliott]

I Recommend Wikipedia

Have you ever pulled your phone out of your pocket to do something useful, like check the weather forecast or Google the business hours of a restaurant, and then, 10 or 15 minutes later, you: 

a) have not done the Useful Thing, 

b) forgot what the Useful Thing was, and 

c) could not, a day later, while being interrogated at gunpoint, remember what you actually did during that 10-15-minute span?

OK, me too. I would draw a humorous visual representing this exact scenario, but I believe there is no way to improve on this piece by Matthew Inman of The Oatmeal: 

    View this post on Instagram

  A post shared by theoatmeal (@theoatmeal)

Look, I am not here to talk shit to anyone about their social media usage, or habits, or addiction, or whatever we’re calling it now. I am not the regular at the bar who shows up every night and drinks eight beers and then looks across at someone and says, “Now, THAT GUY is a real alcoholic.” 

But why do I feel so, I don’t know, not that great after I spend a few minutes scrolling through social media? Like I realize I’m hungry, and I should eat a sandwich, but instead I eat like 10 M&Ms, as if that’s a substitute? 

Social media isn’t all bad, obviously. Every once in a while, I find something inarguably fun, like this video of the most perfect slide ever recorded in a baseball game. 

  This might possibly be the most satisfying slide i’ve ever seen in my life pic.twitter.com/OvhvFis8fY

— ?????????? (@TheBlazingKing_) August 11, 2021

And that was great. But most of the time, instead of getting a sandwich, I get 10 M&Ms. But it’s not like grabbing 10 M&Ms out of a bag—more like sitting down in front of a big bowl of dirt and digging for a few minutes and eventually finding a few M&Ms. 

I don’t like eating dirt, but I like M&Ms, and somehow I’ve convinced myself that hours and hours of digging in dirt is worth it for a small handful of candy. And some days, it feels like I don’t even find a piece of food — I just spend all day eating dirt. 

You’ve probably seen dozens of headlines about quitting social media, or going on a social media fast, or other sorts of drastic options, such as announcing to all your followers on a Saturday that you’re taking a long break from Twitter/Facebook/Instagram, and then posting just a few times, really quick, the following Monday, Tuesday, Wednesday, and Thursday. 

I don’t have any hacks or tricks that have changed my life. But I did, several months ago, delete some apps from my phone and then download the Wikipedia app, and move it to the home screen. 

Now, why would you do that? 

Well, let’s just say you have a few minutes for some Internet stuff (and we have already established that you do, somehow, quite often, have a few minutes, RE: previous paragraph about trying to look up a Useful Thing on your phone). A question for you: 

Would you rather:

a) learn some basic information about a random topic, which you may then bring up in a conversation sometime in the next few months

b) scroll through opinions, jokes, hot takes, arguments, complaints, maybe some GIFs, and/or photos of attractive people doing things, and maybe get some basic information about something through part of that process

If you answered a), Wikipedia is for you. 

Another question: 

Do you think life would be more fun in general if we all said more sentences that began with the words “Did you know …”? 

Did you know that the summit elevation of Mt. Logan, the highest mountain in Canada, is still rising due to active tectonic uplifting?

Did you know that the cooking method for Tacos Al Pastor is based on lamb shawarma brought to Mexico by Lebanese immigrants? 

Did you know that Alexander “Zee” Grant, who paddled the Colorado River through the Grand Canyon in a folding kayak in 1941, did not know how to roll his boat? 

Did you know AJ McLean was technically the first Backstreet Boy? 

Did you know that Ball’s Pyramid, an erosional remnant of a shield volcano rising 1,844 feet out of the ocean off the coast of Australia and the world’s tallest sea stack, is home to the last known wild population of the 8-inch-long Lord Howe Island stick insect, a species thought to be extinct in 1920, but rediscovered in 2014 by group of climbers on an unauthorized expedition to climb the spire? 

Did you know that Count Chocula’s full name is Count Alfred Chocula? 

Because all that stuff is on Wikipedia, which literally has a section on its home page titled “Did You Know?” 

Some things that are not on Wikipedia:

People from your extended family/high school/old job selling you on pyramid schemes/conspiracy theories/“science” they learned about on TikTok

People arguing with each other

People you know calling you an asshole

People you’ve never met calling you an asshole

People who do not actually exist calling you an asshole

People calling other people assholes

A like button

A dislike button

Any sort of feature that would allow people to comment

ads

But, you might say, Wikipedia has lots of issues. And you would be correct—there are problems, many of which are documented on the Wikipedia page titled “Why Wikipedia is not so great”. 

Is it a be-all, end-all source of objective information? It is not. (What is?) 

Is it a springboard for beginning to learn about something? It is. 

Does it make me feel better than scrolling through social media feeds? Often.

Are the rabbit holes on Wikipedia more satisfying than social media rabbit holes? Subjectively, yes.  

Does it make me feel empty on a regular basis? Not typically. Yes, there is lots of stuff about world history on Wikipedia, and because the world has often been (and still often is) a fucked-up place, you can find yourself reading some fucked-up stuff about the past. But, hear me out: Learning from the past can be a lot more productive than winding yourself up trying to predict the future based on social media posts and daily news. 

I’m not saying replacing Twitter and/or Instagram with Wikipedia is going to transform your life. But I can definitely vouch for spending some time following your curiosity, instead of an algorithm. 

If you liked this story, please consider supporting my work via Patreon, which enables me to keep writing and drawing, and will also make you feel good (and get you a bunch of members-only stuff, including discounts to my shop).

—Brendan

The post I Recommend Wikipedia appeared first on Semi-Rad.com.

[olivereliott]

The right kind of hybrid: A genre-bending Triumph Bobber

There’s an increasing trend of genre-hopping happening in the custom scene at the moment. Ten years ago, you’d occasionally see Sportsters turned into dirt bikes, or roadsters into scramblers. Nowadays, anything is fair game—like this Triumph Bobber with a strong café racer flavor.

It comes from Grzegorz Korczak of Poland, who has a reputation for unusual builds: in recent months, his Wroclaw-based workshop Unikat Motorworks has revealed a radical Yamaha TMAX scooter and a ten-speed Honda CB900C.

“When Triumph launched the Bobber in 2016, I immediately printed out a side view,” says Grzegorz, “and sketched out a floating/hanging cafe seat and long exhaust pipes.”

“It was a ‘love at first sight’ situation. And ever since, I’ve waited for a client to order such a project, but nobody was able to imagine it. So I asked Triumph Poland for a deal on a Bobber. Our job is to build our clients’ dreams, but we’ve got to build our own as well, from time to time.”

When the Triumph Bobber arrived in his workshop, Grzegorz anticpated an “easy and fast build.” But that soon proved to be a tad optimistic, especially since he wasn’t prepared to compromise his vision or choose half-assed solutions.

Even something as simple as changing the wheel sizes caused problems: “It’s not that easy with modern bikes, as every model has changes in the hub designs, number of spokes, offsets and more. Finally, some friends in Italy made the wheels for us—with 18-inch rims, as retro cafe racers should have.”

The rims are Excel Takasago aluminum alloy items, fitted with a BARTubless system—a polymer rubber band that seals the rim to make it airtight. The tires are Pirelli Angel GT, a high performance sport touring compound.

To get even more of a café vibe, Grzegorz has replaced the usual tractor-style bobber seat with a ‘floating’ humped seat unit. There’s a custom hidden subframe underneath, and the upholstery is classic black leather with red stitching.

It’s an extremely minimalist effect that would be ruined by large lights, so Grzegorz has fitted EU approved Highsider 3-in-1 LEDs, which have both stoplight and blinker functions. (Off to the side, lower down, is an equally discreet license plate holder with a mini LED light.)

“I wanted this bike be to be clean as possible, so took a lot of time to mount the lights in a smart place,” says Grzegorz. “It’s hard to combine design and function and make it road legal.”

The engine in the Bobber is a pearler in stock form: an 8-valve, SOHC parallel twin with a hefty 78 lb-ft of torque, and a pleasing rumble thanks to the 270° crank angle.

Unfortunately the factory exhaust system is pretty hefty too, with a long and fat muffler running from the primary cover to almost the rear axle. So Grzegorz has cut off the muffler, and extended the header pipes in a straight line, right back to the rearmost edge of the tire. Yes, it’ll be loud—but hopefully not MotoGP loud.

On the intake side, the airbox is now gone and replaced by K&N filters for a classic look.

The standard Bobber foot controls are much further forward than any other Bonneville variant. So Unikat have fabricated custom rearsets bolted onto the frame under the seat, rather than under the tank, to avoid trips to the chiropractor.

At the other end of the rider triangle are custom-made clip-ons with Motogadget bar-end blinkers and custom-stitched leather grips. Under those grips are compact mirrors mounted on custom struts; the brake and clutch levers are from the Polish company Womet-Tech.

The speedo and headlight have been lowered to give the front end a tighter look, with extra cleanliness coming from a cable tidy-up. In-house fabrication includes fork covers, alongside a neat front fender to match the curvature of the new wheel.

There are too many other smaller details to mention here, but the 130 man-hours of labor also encompassed blacking out some of the shinier components on the stock bike, CNC-milling and anodizing a custom gas cap, and installing a blacked-out drive chain. This is one of those bikes that will bear close inspection.

It’s also one of only two bikes that Unikat will build this year that are not client commissions, and Grzegorz is justifiably proud of it. “It’s the purest modern cafe racer we have built,” he says. If you share his enthusiasm, hit him up and you might just be able to put it in your own garage.

Unikat Motorworks | Facebook | Instagram | Images by Grzegorz Korczak

[olivereliott]

Daily dose: A Honda Twister street tracker with HRC vibes

If you’re looking for an easygoing and dependable commuter, the Honda CBX250 Twister is a solid option. Known as the CBF250 in Europe, you might think it’s an odd choice for a street tracker wrapped in HRC colors. But not according to Juan Taurel at Low Budget Customs.

The shop with the most approachable name in the biz is based in Palermo, a suburb of Buenos Aires, Argentina. It’s mostly a solo gig, but Juan often pulls in an extra pair of hands for a few days at a time.

Low Budget Customs has dabbled in bigger bikes, but the smaller machines are Juan’s forte. This 2013-model Twister was built for a client with an LBC creation already in his garage; he wanted another, and requested a simple street tracker design. But then Juan suggested injecting some HRC dirt racing style.

“The bike was built for daily use on the streets, with a race bike look,” he explains.

It takes a hefty dose of imagination to see the lines of a street tracker under the CBX250’s skin. To get there, Juan had to massage the Honda’s rolling chassis—radically tweaking its stance in the process.

He lowered the front forks a touch, then fabricated a new anchor point for the rear shock, to adjust its angle. The rear of the frame was lopped off, and a new, shorter subframe built in its place. Since the bike’s destined for street use, Juan kept the stock 17” wheels, and wrapped them in dual-purpose tires from Rinaldi.

Sitting up top is a fiberglass flat track tail unit—designed and manufactured in-house, and finished off with a special MX-style gripper fabric on the seat. The arrangement’s flanked by a pair of hand-made aluminum number boards that hide a custom electronics tray.

Further forward is the fuel tank from a 1980s 125 cc Honda, modified to fit the CBX frame. The tank and seat combo match up perfectly, and go a long way to making the Twister almost unrecognizable.

Juan swapped out all the lighting too, ticking all the boxes to keep the bike street legal. There’s a new LED headlight up front, a slim LED taillight tucked under the tail section, and tiny LED turn signals. (There’s a removable license plate bracket, too.)

The cockpit’s been treated to a new set of anodized handlebars, fresh grips, and a simple analog speedo. The aluminum foot controls are custom items.

LBC didn’t mess with the motor, but they did install a pod filter, and a new stainless steel Powercore 4 exhaust system from Pro Tork. It wasn’t just fit-and-forget though—the carb was tuned to optimize the output of the 250 single.

No points for guessing what the reference for the Twister’s new livery was. It proudly wears a vintage red and blue HRC scheme, trading white for silver. Alejandro Minissale shot the paint job, while Rodrigo Banchero helped elsewhere on the project.

LBC also cleaned up and repainted the motor, finished the frame in red, and added an extra hit of gold by way of a new DID chain.

Cheeky, charming, and reportedly now 22 kilos [about 49 lbs] lighter than before, LBC’s Twister is a master class in single-cylinder street trackers. And it has us asking the perennial question: shouldn’t Honda be making something like this?

Low Budget Motorcycles

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Speed Read, October 17, 2021

We’re pushing the extremes this week: a BMW R18 with air suspension, a land speed project powered by a radial engine, and news of Kawasaki’s all-in move to electric. But if that fare is a little too rich for you, we’ve also got a beautifully understated custom Fazer 600.

Zillers BMW R18 kit If this wild machine looks slightly familiar to you, well spotted. It’s related to the slammed R nineT that’s on the cover of the 2021 Bike EXIF calendar, and was built by the same Russian workshop. That bike obviously got the attention of BMW, because it commissioned Zillers Garage to create a similar machine as part of its global R18 customization program.

Shop boss Dmitry Golubchikov is an AMD Championship winner, and given the level of skill involved here, that’s not surprising. The bike is distributed via NMoto, limited to 13 units worldwide; two have already been built for customers, and another six have been ordered.

“The bike is available both as a complete turnkey or as a kit,” says Nmoto’s Vlad Klepach. “The client can just take their R18 and the kit to a local workshop, and they’ll take care of it. We provide assistance if needed, but there’s no rocket science here—the assembly is not too difficult.”

A certain degree of mechanical ability is undoubtedly required though, because this R18 includes Zillers’ signature air suspension setup. Once that’s out of the way, you’ll need to fit a full complement of carbon fiber bodywork, a new seat, CNC-machined engine covers and forged wheels, a titanium exhaust system, and a custom LED headlight and tail light.

New bars and clamps keep the front end clean, with a speedometer now embedded in the cap of the custom gas tank. You’ll also need to install new brake rotors and lines, and obviously get everything painted or refinished.

It’s a ton of work but the effect is amazing—there is literally nothing else out there like this. If you’re tempted, the time needed for production is around four months and the price for the kit is $44,900. Yes, that’s a lot of money, but it’s also about the same cost as a new Harley-Davidson CVO Limited. [Nmoto]

Kawasaki goes electric The writing has been on the proverbial wall for a long time, but we finally have a major OEM admitting it. Kawasaki has revealed that its entire motorcycle range will be electric or hybrid by 2035, which is only 14 years away.

Nearly all car makers are a long way down this path, and resigned to the imminent demise of petrol and diesel engines. But despite tightening emissions standards applying equally to motorcycles, most two-wheeled brands have been curiously quiet on the matter.

Harley has the LiveWire and BMW has made a big play of electric power lately, but neither have yet committed to converting their mainstream bikes. (Which is probably not surprising, since the enormous V-twins and GS models will not respond well to shock treatment.)

According to a report on the Japanese website Autoby, picked up by Visordown, Kawasaki will have at least ten EV bikes on sale by 2025 and also revealed the work in progress shown here: a hybrid prototype that appears to have a battery system alongside a Ninja-derived 250cc DOHC twin.

Kawasaki is not putting all its eggs into the electric basket though, telling local journalists that it’s also investigating hydrogen power. It has already developed a prototype engine using a high-pressure direct injection system that could later be converted from petrol to hydrogen. Interesting times, indeed. [Autoby]

Yamaha Fazer 600 by Blackout Custom Design Nostalgia is a powerful emotion. And sometimes it’s more than just a yearning for a ‘modern classic’ bike, or a taste for pipewrap and Firestones.

Marcel Galuszka of Blackout Custom Design in the Czech Republic built this Yamaha for a friend, who owned a Fazer 600 about 20 years ago. “Within a few days we found, bought and delivered a 2000 Yamaha Fazer to the workshop,” he says.

After fixing up two decades of wear and tear—and neglect—Marcel transformed the Fazer into a clean, stripped-back roadster.

The original fairing is gone, and wide tracker-style bars provide a comfortable riding position. The appearance is easier on the eye too, with a slimline rear end and seat unit, and a simple frame loop with built-in LED lighting.

The engine was refreshed, the brake system was overhauled and fitted with new discs, and the cooling system was rebuilt too. Anything that was worn or cracked was replaced or carefully repaired.

After stripping down and rebuilding the forks, Marcel relocated the ignition system, installed an Acewell tacho, and replaced the tired exhaust muffler. The paint is now a pearlescent white, providing a stark contrast to the black refinishing elsewhere.

The original Fazer wasn’t a bad looking bike, especially for its time, but this one now has the looks to match its abilities. With a bulletproof engine and just under 100 hp on tap, the Yamaha has always been one of those ‘well sorted’ machines that owners love to hang onto—and we suspect this one will be plying the mountain roads of Moravia for a long time to come. [Via | Blackout Custom Design]

Low Flying Object: Radial Motion’s land speed bike Next March, a small group of enthusiasts will attempt to set a new land speed record on Lake Gairdner in South Australia, using the world’s fastest radial-engined motorcycle. It’s a collaboration between three companies from down under: the workshops Sheppard Motorcycles and Kennedy Motorcycles, and engine developer Radial Motion. The plan is to exceed 200mph (320kmh) on the dry lakebed.

Radial Motion has been developing a compact engine for aviation use over the past three years. It’s inspired by the aircraft engines of the 1930s, with a 120° three-cylinder layout. The engine used for this project will have a capacity of 2100cc, and has already been used in an Outlaw Porsche 356, a VW Beetle and a VW van.

We don’t normally feature unfinished projects, but this one is too good to ignore. The motorcycle will be a full custom build with a bespoke twin spar chromoly tube frame, and an aluminum single-sided swingarm.

Other confirmed parts on the spec sheet include Marzocchi USD forks, race-spec brakes from Brembo, and a close-ratio 6-speed transmission like that of a road race bike.

Monocoque bodywork will allow quick and easy access to all electrical and mechanical components, and create as little turbulence as possible. A streamlined fairing will cover the front and part of the side of the bike for maximum aerodynamic efficiency.

“I wanted to do something more interesting than the standard ‘service and repair’ work that’s the bread and butter of most bike shops,” says Matt Sheppard. “I share a workshop with Kennedy Motorcycles; their director Mat learnt his trade as a fitter machinist while serving in the Australian defence force. We both build custom motorcycles, predominantly road-going specials based on American, European and Japanese machinery.”

With an engine capacity of 2100cc, the land speed bike will fit into engine class 3000, which allows for engines up to three liters. The designation will be ‘3000 APS G,’ with the G denoting that the team uses gasoline or standard pump fuel, as opposed to an alcohol-based fuel.

The current class record for Australia is 132.37 mph and the current world record is 208 mph. Both are within reach, we are told, and even better, a road-legal version of the motorcycle is also being planned…

[olivereliott]

Sekepal Aspal: Top customs from the big Indonesian show

A pause on motorcycle shows has been one of the many disappointments of the COVID-19 pandemic. But rather than sulk, the organizers of Indonesia’s Sekepal Aspal custom show took the event online for the second time in a row this year.

Officially titled the Sekepal Aspal Indonesia Motoart Exhibition (or SAIME), the nine-year-old show is one of the biggest fixtures on the Indonesian custom scene. This year, SAIME offered up the goods via a specially-designed website that included hand-picked custom motorcycles, art, and live-streamed music acts. We’re big fans of the Indonesian scene’s creativity and ingenuity—so we took a peak inside, and rounded up our favorites.

Yamaha XS650 by Flying Piston Garage This gleaming Yamaha XS650 is a friendly reminder that the Indonesian scene can build choppers with the best of them. It’s the work of Flying Piston Garage in Bandung, and it’s loaded with handcrafted parts.

The build’s powered by a freshened up 1979 XS650 motor, complete with custom velocity stacks and straight-through pipes.

The motor’s wedged into a handmade hardtail frame, with a springer front end handling suspension duties. There’s no brake on the 21” front wheel, but the 18” rear uses the stock XS650 drum brake.

The XS650’s bodywork has been scalped from all over. The fuel tank’s off an old German-made moped, while the rear fender’s old British stock. Flying Piston also made the foot controls, and the integrated risers and ‘Z’ bars. The hand controls are imported parts from Japan, and the head- and taillights are “old stuff.”

Lokal Hiro handled the turquoise flame job, which is complemented by a custom white seat and pad.

There’s a ton of detailing to take in—like the intricate fuel plumbing. Compact and full of attitude, Flying Piston’s chopper certainly does the venerable Yamaha XS650 motor justice. [Flying Piston Garage]

Kawasaki-Meguro K-series by The’rez Custom Garage Ever heard of Meguro Manufacturing Co? They were a Japanese motorcycle manufacturer that was bought by, and later absorbed into, Kawasaki in the 1960s. This 1964 500 cc ‘K-series’ was one of the last models made before the Meguro name fully disappeared; an unusual donor, for sure.

This one comes from The’rez Custom Garage, based in Indonesia’s West Java region, about an hour’s drive from Jakarta. Redesigned as a cheeky scrambler, it still uses its original frame, motor and transmission—but it’s also borrowed some parts from newer bikes.

You’ll find the forks and handlebar risers from a Yamaha SX225 up front, along with the brake from a Suzuki TS125. The wheels have been swapped for 21F/18R hoops, wrapped in off-road rubber. Sitting above them are generous vintage trials-style fenders.

The fuel tank’s custom too, complete with a red candy flame paint job by Zandria Arriela. There’s fresh upholstery on the seat, new side covers lower down, and a pair of hand-made exhausts that are sure to wake the neighbors.

The’rez swapped out the handlebars, grips and foot controls as well, and installed a new headlight from TT&CO. in Japan. It’s the perfect vintage whip for social distancing on secret forest trails. [The’rez Custom Garage]

Harley-Davidson Sportster XLB by Hiro Motorcycles Small Japanese bikes rule the roost in the Indonesian custom scene, but you’ll find some cracking American machines too. This 1962 Harley-Davidson Sportster XLB from Jakarta’s Hiro Motorcycles flies the flag high.

Hiro started by wedging the XLB engine into a hand-made rigid frame, and grafting back on the Harley’s original front suspension. The original transmission’s still in play, but the carb is an S&S Cycle E-series part, and there’s a Joe Hunt magneto in the mix too.

The wheels are 1970s Kimtab snowflakes, measuring 19” up front and 18” out back. They’re wrapped in Allstate Dirtman tires. An Edart brake is attached to the rear wheel, but the front is brakeless.

The peanut tank and rear fenders are handmade parts, with subtle aged graphics done by Salim Airbrush. Hiro also added a set of low-rise buckhorn bars, mounted on custom risers, and Beck hand controls.

There’s a generic aftermarket headlight out front, and a BratStyle taillight attached to a side-mounted license plate bracket.

We love the subtle details too—like the spare spark plug holder on the rear end of the frame, with the owner’s company name etched into it. And the sticker on the oil tank that reads “Run by faith, doubt nothing.” [Hiro Motorcycles]

‘Boltie’ by Backyard Customs Inspired by BMX culture and the rise in interest in electric motorcycles, Backyard Customs in Bali decided to create their own battery-powered whip—from scratch. Collaborating with a couple of skilled partners, and employing tech like 3D printing, they produced this adorable beach cruiser.

Boltie uses a 3000W motor packaged into an entirely custom-made frame. The front suspension comes from a small-capacity Honda, but there’s no traditional rear suspension. Instead, the seat’s mounted on a pivot system that uses a pair of small mountain bike shocks to smooth out bumps.

The wheels measure 17” at both ends, and use disc brakes with Nissin calipers. Backyard built the tiniest of fenders too, and kitted the bike with wide BMX-style handlebars. The lighting is LED all-round.

Boltie’s ‘bodywork’ is really clever: with no fuel tank to worry about, the layout includes a generous seat, and an excess of luggage rack space. Peak down between the grid just in front of the seat, and you’ll spot a USB charge port and a battery level indicator.

It’s that blend of funkiness and practicality that makes this design so appealing. And there’s even a detachable surfboard rack, too. Who else wishes this would make it into production? [Backyard Customs]

Honda GL200 by Very David We had to do a double take to realize that this slick chopper is actually based on the modest 2006 Honda GL200 Tiger Revo commuter. And it’s as sharp and appealing as bikes more than twice its size.

The Honda’s single-cylinder motor’s sitting inside a custom hardtail frame, braced by custom mounting plates. It breathes in via a velocity stack now, and out via a stunning exhaust that uses an upside-down fishtail design of sorts.

Very David modified the Honda’s forks to suit the front end, then laced up new wheels with a 21” Excel rim up front, and an 18” DID rim at the back. The tires are a Swallow Sprinter (front), and a sawtooth Fuckstone (back). There’s only one brake on this one too: a Kawasaki KLX150 system at the rear.

It’s the extremely tight proportions that seal the deal here. Very David fabricated the bars, risers, foot controls, peanut tank, rear fender and sissy bar—and they all work in perfect harmony.

A sharp flame job on the tank by Agung Castavo finishes things off nicely, adding a sassy hint of chopper styling. [Very David]

SAIME | With thanks to Putra Agung at Thrive Motorcycle