Sites cools :
- Foutraque Garage
- El Solitario
- Un pneu dans la tombe
- The Moto Lady
- The self centered man
- Smoke and Throttle
- Geordie Biker
- Flesh and Relics
- Old School Engineering
- Blitz Motorcycle
- Head Bolt Motorcycle
régler correctement ses amortisseurs
démonter l’embrayage à sec d’un desmodue
démonter un embrayage à sec desmodue
(dès fois que le premier lien ne vous aie pas aidé !)
Triumph auto :
Triumph moto :
Petites annonces :
RESISTANCE IS FUTILE. Pop Bang Classics’ ‘Borg’ Honda CB450
Written by Marlon Slack
Living next to the ocean is gorgeous, but as any surf-girted motorcycle nut will tell you, all that salty sea breeze just destroys motorcycles. It eats chrome, dulls aluminum and causes rust to flash up in weeks. So what’s the point of a polished custom if it’s just going to get eaten by the sea? Well, there’s not. That’s how Brisbane’s Pop Bang Classics came up with this, a post-apocalyptic 1971 Honda CB450 dubbed the ‘Borg’.
The owner of the ‘Borg, Kenny Smith, had been eyeing off a custom ride for a while. “I love motorcycles and design, so it seemed like a nice project to have ticking over in the background,” he says. “So through some friends I found a 1971 Honda CB450 for sale. It had been modified quite substantially from the original, however a lot of the modifications were backyard jobs that weren’t really worth salvaging.”
Then Mr Smith waltzed into Pop Bang Classics, a Brisbane-based motorcycle customiser headed by Justin Holmes. And Kenny knew what he wanted. It was all based around three specific criteria. “Firstly, the environment around me,” he explains, “I live in a coastal surfing town bordered by mountains and with a valley behind. It was important the bike reflected that. I was also inspired by machines in movies like District 9. A mix of dirty, rough metalwork exteriors and sophisticated electronics inside.”
The final reason was far more pragmatic. The nearby ocean. “I’d previously owned bikes with lots of chrome. And living in my area near the beach requires endless WD 40-ing to keep the corrosion away. Stainless steel just accumulates a patina and looks grittier the dirtier it gets.”
With such a clear brief Pop Bang Classics launched into the ‘Borg. Firstly the frame was detabbed and smoothed out, with the new rear subframe designed to form a continuous line under the seat and tank. In a neat nod to practicality the upper left hand portion of the tank under the frame can be removed, allowing easier removal of the engine.
Not that it’ll need it for a while. The peppy little CB450 powerplant has been sandblasted, brush finished and rebuilt. It’s now fitted with a Pamco electronic ignition and a single fire twin coil. It also runs a pair of K&N filters, JRC engineering PWK 30mm Keihins with clear float bowls and a custom-made 316 stainless steel twin exhaust. But the real magic is the litany of tiny little details scattered throughout the ‘Borg.
There’s repurposed brass fittings for the fuel tap and fuel level sight, a fire hose tap mounted to a machined alloy gas cap. A modified rear tail light with brass mesh cover with a similar thing up front, which holds two HID projector headlights.
But that’s not to say there isn’t some traditional niceties on the Borg. Take the front wheel for example. It’s a massive four leading shoe front brake stolen from a Suzuki GT750, with remade brake plates featuring bigger scoops and vents. The rear brake face plates have also been opened right up.
The Mad Max-esque look of the bike really belies the rideability of the ‘Borg. Most post-apocalyptic bikes kicking about have to sacrifice something in their execution. It might be fuel range. Suspension travel. But the ‘Borg still runs proper Gazi shocks, has all the lights required for registration and a seat that’s still functional. All packaged up in a kickass, weather resistant finish. Beat that, mother nature.
Vous avez passé le week-end dans votre chalet d’altitude et au petit matin, votre auto étant recouverte d’une gangue de neige fraiche. Le bonheur de retrouver son auto après quelques pelletés n’a d’égal que celui de la piloter sur les routes enneigées pour redescendre de la station. Très bon week-end à toutes et à tous !
Crédit photo inconnu
Cet article fut rédigé et publié pour la première fois sur Virage8 le 15 février 2019
G E O R D I E B I K E R
“Helen, I think we took a wrong return at Aylesbury.”
No. 1 Corinthian Arch – this year is the 60th birthday of the classic small British car: the Mini. So the blog will periodically dip into the history of the coolest vehicle ever devised. It beats the Beetle, dashes the Deux Chevaux, sinks the Cinquecento. I like this photo for the black and white photojournalist look as well as the Arch at Stowe where my wife live IN for a summer back in the mid-nineties.
ON THE GAS. Tattoo Customs’ ‘Blue Velvet’ BMW R80RT Cafe Brat
Written by Martin Hodgson
Forget the disco-era 1970s or even the golden age of the Renaissance, turns out men have been strutting the streets wearing colourful velvet since 200 BC in China. Personally I’ve never got the trend; unless you’re the legendary American pimp, Bishop Don ‘Magic’ Juan, then you’re probably best leaving the velvet in the draw! Thankfully there’s no goblets, canes or seedy side streets here, just a perfect stripped down and sleek 1985 BMW R80RT. From the creatives minds at North Carolina’s Tattoo Customs comes ‘Blue Velvet’, the only kind that will make anyone look good!
The workshop is unlike most others, “Born in Tattoo Projects ad agency, Tattoo Motorcycles applies the same principles of creative strategy and showmanship to customs as we do to making creative brand campaigns for our clients. Any given day at Tattoo, bikes are being built alongside TV spots, digital campaigns, print ads, and package design. This kind of creative influence produces bikes with an unusual and memorable style,” owner Rudy Banny explains.
Having already built a bunch of sweet BMW R series bikes, Rudy took to Craigslist to find a new donor, when he stumbled across this ’85 model. Sure it had seen better days, but with the popularity of bimmers now even a wreck can run a fair price. With the bike secured the goal was to restore it back to excellent running order and then bring out the soul of the machine; bigger tyres, sleeker profile, cool colours and plenty of custom tweaks. But how did the Honda tank fit into the puzzle you ask?
“There was a CB360 tank that we had sitting around the shop. No idea where it came from but it was in great shape, no dings. We painted it, put a new cap on it and set it on a shelf. It was literally just sitting there for a couple of years. When the R80 came in, the tank was shot. We stripped it down and stood back and stared at the naked frame like we do when we’re searching for the spirit of the bike; low and behold the CB tank was perched on a shelf directly behind the R80’s carcass,” for Rudy, it was fate!
To get the new tank fitting over the frame the angle grinder was fired into life and all the steel was smoothed out and shaped just so. Then the back-end was cut off, the passenger pegs removed and any and all unrequired tabs cut off. While for the new subframe some inspiration was drawn from their previous BMW/Bultaco mashup; with a short and kicked up design, this time also incorporating a built-in LED tail light. Now the frame and wheels could be sent out for some black powder.
Rather than try to disguise the tank in any way at all, the CB unit is resplendent in full factory Honda decals and badges, complete with that beautiful signature blue. With the frame back the 360 tank could finally be positioned one last time and it sits perfectly parallel to the ground. To match an old-school 5-3/4” King Bee chopper headlight was fitted with the lens painted in the crews current favourite hue. While beneath the generous black leather scrambler seat with plenty of room to move is also some more blue light.
To get the bike into a roller Rudy had found the perfect rubber for the job, a set of all terrains in the form of Pirelli Scorpions. While up front the R80 gets slammed to the ground with the forks moved down through a set of Toaster Tan’s CNC triple trees. Not to be outdone, the rear end gets closer to terra firma and handling drastically improved with the stock mono-shock replaced with a big dollar Ohlins unit that is adjustable in every way imaginable.
Shifting over to the engine and the Tattoo Customs team has the old girl ready for many miles of trouble-free motoring. Feeding the fire a pair of new carburettors draw their air via K&N filters ducted toward the centre of the bike for a clean look. Continuing the theme the exhaust is short and brutal, twin stainless pipes that end in their own reverse cone mufflers, “you can feel in the pit of your stomach.” Rudy smiles. The custom bars provide for a hell of a comfy ride, a result of cutting and bending a set of flat tracker items to suit.
The refurbished switch gear and controls look a treat and things are kept simple and sleek with a GPS speedo. While ensuring everything has all the power it needs is a Ballistic EVO3 battery neatly tucked away under the tranny. All finished up Tattoo Customs have once again shown that throwing off the ‘rules’ can lead to breathtaking results! Then when Rudy describes selecting the name “Cuz it’s blue and velvety smooth,” I start to wonder if this is just the ride for the Bishop Don Juan to use as his chariot on the way to the Players Ball!
Crédit Photo Steve & Andrea
Cet article fut rédigé et publié pour la première fois sur Virage8 le 14 février 2019
A Day with Richard Lockhart
The Mongrel in Tennessee: “A Day with Richard Lockhart”
by Ralph Arata
I previously wrote a driveline article on “Garage Tour – Tennessee Style” but this one is a bit different. Since relocating to the Knoxville Tennessee area, Susan and I have joined the Blount British Car Club (BBC) – an active club of 80 members. The club spent a day with Richard Lockhart, owner of English Auto in Knoxville, TN. English Auto conducts full restorations and services for British cars. Richard who has been in business for 20 years bought his first Triumph TR6 as a teenager and fell in love. His company English Auto works on all sorts of classic British cars with many being exotic.
On this cool and clear Tennessee day with temps about 70°F we visited Richard’s shop. The shop is extremely neat, clean and well ordered. Richard does run a tight ship. On this particular day we saw 3 cars of special interest. The first an absolutely flawless black 1953 Jaguar XK 120. As a concourse vehicle, the paint alone was well above my pay grade. Richard said the car could be valued at somewhere in the $120-150k area. He had finished the engine and it was a thing of beauty.
Lurking behind the XK 120 was a dis-assembled silver 1963 Jaguar E-Type. Annnnd boy, do I mean DIS-ASSEMBLED! The front hood was off and leaning against the wall behind the chassis frame. Richard’s electrical expert had just finished wiring the entire car and mechanics were underway. English Auto is something special. I almost thought I was “live” on the Velocity Channel!
While walking to the back of Richard’s shop, I turned right and before my eyes was another rare and beautiful car – a 1956 Austin Healey 104! On this particular classic, parts are difficult to come by and in many cases they are special-ordered or manufactured. The body was done and painted an absolutely beautiful 2-tone black on red. When this Healey is done it will be a real show-stopper. Richard explained that his customers’ cars are not restored overnight but are 1 to 2 year projects. I assume that the $$ behind these restorations is supplied by people of means (of course the word “lawyer” came up a lot).
There is something our Triumph members would like to hear (are you listening Steve?). Richard restores Triumphs and from what I saw, there were lots of them.
The gray TR6 in the picture (above) was a full frame off restoration. The dark blue TR6 (below) featured a fully modified overbore engine, Toyota 5 speed and even a rear sway bar, along with an advanced wiring system with 7 relays and 15 fuses. Richard pulled the heater system and replaced it with his own including air conditioning. The AC brackets were completely fabricated from scratch.
After visiting Richard’s shop we all caravanned to a Garage rented by him. Between the warehouse and the ground there were probably 50-60 classic cars! To name a few, there was a mustard colored 1957 Alva, a red 1947 Dellow, and a host of vintage MGs, TRs and TVRs.
In this very unpretentious part of eastern Tennessee, I believe it absolutely baffling that these enthusiasts and their cars just keep coming. The Driveline will continue to contain even more of these kinds of articles.
WAR HORSE. David Meyers’ Majestic ‘Balios’ Honda CB550 Cafe Racer
Written by Andrew Jones
The parallels between riding a motorcycle and riding a horse are obvious. I’d argue that in a lot of ways, motorcycles are just the industrial revolution version of the good old Equus Caballus. In the 1850s, a horse would provide personal transport, you could use them at work, police would ride them as would soldiers, and they were a hell of a lot of fun on the weekends, too. Channelling this thought, Georgia’s David Meyers has created a happy medium of the two. No, it’s not some half moto, half horse cyborg. It’s actually an immaculate Honda CB550 cafe named after Achilles’ immortal war-horse, ‘Balios’.
David starts the briefing with some Ancient Greek lessons. “Balios was an immortal horse,” he tells us. “One of two which pulled the chariot of Achilles during the Trojan Wars.” And no, it wasn’t that giant wooden one that was full of soldiers. “It’s a fitting name for a bike that even after 40 years is more capable and beautiful than when it was first born.” As a jet aircraft engineer by day, David likes to let off steam after hours by working with some less high-tech hardware. “I love the wow factor of a functional machine that is also visually appealing. Just look at the underside of the wing of any of our Gulfstream jets. It’s beautifully smooth with no protrusions or bumps.”
“Bike building is somewhat of a return trip for me. Like many of us, I rode dirt bikes as a kid with my Dad. I had a well-used Honda SL70. I stripped off the lights, added number plates and put on big knobby tires. Dad caught me jumping dirt piles in the field nearby and took it off me before I broke the bike – or my neck.”
Fast forward in time, and Dave tells us he bought the ’77 CB550K donor bike from a friend who’d owned it for many years. “It was in excellent condition with very low miles. I was torn about modifying it as it was so nice.” Dave passed on the significant original parts such as the 4×4 exhaust, fuel tank and seat to others who were restoring survivor bikes, so his ‘keep-it-stock’ guilt subsided and the fun really began.
Not starting with a basket case also made the process much more enjoyable. “My favorite part of a vintage car or motorcycle is the emphasis on the power plant,” notes David. As such, my design theme for this bike was to focus the visual center-of-balance and details around the engine. The stock tank did not meet my requirements, so I sourced a CB500T unit which is taller and narrower in the rear thanks to the knee recesses. I relocated the tank attachments to raise and move it forward. This, combined with opening the frame triangle, better exposed the engine and velocity stacks.”
“I wanted the tank and cowl to seem like they were forged from the same billet with the seat section milled out for the rider. Even in the plan view, I put much effort into creating an hourglass shape with the tank, seat and cowl. This exposes the head and carbs from above and makes the engine seem much larger than it is. Once I had the metal work of the cowl and seat structure complete, I worked with my local upholsterer to tie both the ends together. As the design dictated a small seat cowl without a hoop, the electronics packaging became more difficult.”
“I built the electronics enclosure to house the compact battery and other components. This gave me freedom to integrate the seat attachment with the license plate thumb screws so no tools were required to access the electronics. It also hides the tail light and license plate, but it is fully street legal.” The headlight and tail light also incorporate some turn indicators and license plate illumination. Up top, Dave built a shock-isolated gauge plate. This cleaned up the control area allowing for a small speedometer, factory choke knob and an easily accessible ignition.
Dave wanted to reuse many of the Honda components, including the brakes, suspension and controls. The result is a look that seems very integrated and that wouldn’t have to try too hard to convince a moto layman that it was actually a factory job. The aluminum components – as well as many of the engine elements – were stripped, vapor honed, polished and then coated. “When I could not build a custom part, I procured the highest quality aftermarket components, such as Tommaselli and Tarozzi.”
“I built this bike to be ridden often, so I maintained the stock shocks to compensate for the firmer seat padding. I also kept the electric starter. Finishing up, I painted it in a BMW dark metallic that appears black except in bright sunlight. I also wrapped the grips with the same materials as the seat to provide a clean, integrated look.“ Note to self: check the Gulfstream website to see if they are currently selling a cafe racer-styled G5.
While not War and Peace, Dave’s extra parts receipts do make for impressive reading. There’s the Tommaselli clip-ons, Tarozzi rear sets, Apex brake lines and a Delkevic stainless steel exhaust. The battery is a Shorai Li-Ion item and it sends its juice to both HID and LED lights. Upholstery is from Coastal Empire Moto and the whole freaking party is running on the very cafe-friendly Avon Roadriders. “This build has been very enjoyable,”
Dave says in closing. “I am already planning my next one as I love the creative stress of blending vintage and modern elements into a functional machine that even non-riders find appealing.” And no prizes for guessing the next bike’s name; our money’s on ‘Xanthus’.
[ Photos by Phil Hawkins ]
Mercredi, jour des enfants. De celles et ceux qui au péril de leurs jeunes vies défient les lois de la pesanteurs pour se mesurer aux plus grands des cascadeurs, Evel Knievel en tête. Quelle satisfaction de passer ainsi l’obstacle et de se retrouver de l’autre côté, du côté des vainqueurs. Avant de repousser encore et toujours les limites … La passion, les défis, les challenges commencent tôt.
Crédit photo inconnu
Cet article fut rédigé et publié pour la première fois sur Virage8 le 13 février 2019
G E O R D I E B I K E R
N66 º 33′ 45”
Spindrift Shadows – low arctic sun, hazy frozen sky and wisps of ice particles wash across some upper latitude highway. Make sure you’re wrapped up and heated devices and garnets are switched to ‘Sahara’. This looks cool – literally and figuratively.
El Solitario MC
EL SOLITARIO PETARDO AT THE PETERSEN AUTOMOTIVE MUSEUM
The Petersen Automotive Museum in Los Angeles, opened a new exhibit to the public dedicated to the art of alternative motorcycle customization. The exhibit titled “Custom Revolution” gathers the works of the most influential and innovative alternative bike builders of the past decade, marking the very first museum display in the world devoted to this groundbreaking movement.
Guest curated by motorcycle historian and author Paul d’Orleans, “Custom Revolution” celebrates visionaries who are pushing the creative edges of motorcycle design and dramatically influencing the current generation of factory-built machines. Twenty-five bikes are on display representing builders such as, Shinya Kimura, Kengo Kimura, Alp Sungurtekin, Cristian Sosa, Woolie Woolaway, Ian Barry, Thrive MC, Roland Sands and El Solitario.
E.S. Petardo: ESMC’s tenth bike, reflected our anime at this stage: We just wanted to destroy the current trend that dictated a minimalist approach to electronics & other components in a custom motorcycle. In fact, we now believe that hiding all the necessary equipment that makes a motorcycle fast is a coward-ish, hideous, pointless job… It is very encouraging to see one of our dearest creatures represent El Solitario in this awesome exhibition and just tells us that maybe we did something right.
“This exhibit is an impressive accomplishment for the Petersen in more ways than one,” said Petersen Executive Director Terry L. Karges. “’Custom Revolution’ represents the world’s first-ever custom bike exhibit and the museum’s 42nd exhibit opening since our grand re-opening in 2015. We’re excited to keep pushing boundaries year after year and especially thrilled we could accomplish this with an exhibit as artistically significant as this one.”
“Custom Revolution” will run through March 10, 2019. For more information about the exhibit or the Petersen Automotive Museum, please visit www.Petersen.org.
HERD MENTALITY. Two Yamaha XV Cafe Fighters from Moose Motodesign
Written by Andrew Jones
It seems pretty clear to us that there’s something weird going on with the Polish water. Forget fluoride or vapour trails; this conspiracy seems to make entire countries fall in love with certain bikes. Poland’s fate has been deemed by some secret cabal to hold an undying love of Yamaha’s XV. If one appears in our inbox, chances are it’s from Polska. How these shadowy masters manage to make this happen is unclear; all we know is that the country is the current and undisputed king of Virago builds. And clearly Tom from Moose Motodesign has been staying very well hydrated. He’s only gone and built two amazing XV Virago cafe racers for our viewing pleasure.
A mere anchor’s throw from the shipbuilding powerhouse and revolutionary hotbed of Gdansk, Tom hails from the Baltic Sea-side city of Gdynia. “I am a lawyer by trade, but since my teenage years all my energy was focused on the automotive industry. Since I was 8, the only thing I could think about after school was pulling out my old ‘Romet’ from behind my house – the motorbike restored by my dad for me – and riding until the fuel ran out. Then there was the motocross and sportsbikes, but my heart has always beaten faster at the sight of powerful v-twins.”
“I am a perfectionist and that was always a little bit annoying,” continues Tom. “This is because I was often unsatisfied with my motorcycles, so I tried to improve and polish them until they were a perfect fit for me. My friends used to tell me that I had a way with bikes.” What a coincidence. My wife says the same thing – but she uses the word ‘problem’ instead of ‘way’. “So my small boutique garage called ‘Moose Motodesign’ was born.”
Deemed ‘cafe fighters’ by Tom, he notes that both bikes are XV920s that were originally delivered to the US from Yamaha‘s Japanese factory in a brazen attempt to sway the Harley faithful away from their Milwaukee temple. Channelling that battle, Tom continues. “They represent the struggle between good and evil, so I call them “The Good One” and “The Bad One. My friend from the Netherlands found them for me. Their owner was an elderly man and the bikes were a little worn out, but complete, in agood shape and with quite low mileage.”
“When I was thinking about the perfect cafe racer, it was always the XV920: easy to modify due to the stressed member box frame with the exposed V-twin engine, reliable thanks to the cardan shaft, and a beautiful line with a light back and central monoshock.”
Then two years ago, Tom bought his first XV920. “I already had a complete vision of what my cafe racer was going to look like, but at the time I could not get involved in the construction process because of my job. That’s why I handed it over to another workshop to build. That project turned out to be a success, so when I sold the motorcycle to a German collector I felt a little disappointed. I knew that it couldn’t just end like that. I wanted more.”
At the beginning of 2018 Tom’s head was full of ideas, so he started to assemble the mass of parts he had collected. “I soon realised that I had way too much. I decided to build two bikes instead of one.” As you do. “I think of them as two separate, contrasting beings representing the struggle between good and evil. I wanted them to be perfect, stylish and reliable. Something that shouted ‘my way or the highway.’ That’s why I asked my friend Adam Wojtkowiak to join my team. Adam is the best master mechanic and most dedicated v-twin lover I have ever met.” Yes, but is he pure evil?
But Tom’s no slave to outmoded machinery. His approach when building is to combine tradition, craftsmanship and modern technology so that they all work together seamlessly. “So for the front suspension, I used a ZX10R set. They are very durable and the fit perfectly – both physically and stylistically. The brakes consist of 310mm double discs, Tokico calipers and custom-made and colour-matched HEL brake lines.”
The upper triples have been modified and integrated with specially designed casings for the Koso Pro digital dash. The ignition switch has been moved and rethought so that it fits into the standard frame opening. For the rear suspension, Tom says that the best choice was Sachs shocks from MV Agusta. They were dismantled and the springs were covered in colors and graphics corresponding to the tanks.
“The icing on the cake are the seats,” grins Tom. “They were supposed to be solo, raw and elegant but with a modern look. The most important was the line; the saddle had to correspond perfectly with the raised tank, creating a dynamic, slightly aggressive body.” Together with the custom mounting, it was entirely made of steel, then plumbed for LED lights and covered with chrome and gilding. The finish was achieved with a high quality Italian tan leather and a custom brass logo.
And it’s not just the big things that Tom and Adam spent time on. “The headlamp LEDs correspond with the racing-style cross on the lens glass. And we created some easy-access boxes for the batteries.” And while the exhausts look not all that different to some older XVs, Tom says that no expense was spared on the grade of stainless or the welds to ensure they were toppest of top quality items. “They were then matched with some large K&N filters and fully restored carbs replete with DynoJet Jetkits to make sure the maximum horsies are spun up. “I’m not a big fan of colours,” Tom says in closing. “I prefer them softer and less bold. And don’t forget – the devil is really in the details. A good custom must look perfect both up close and from afar.” Should you be interested in those details, you can see even more of them in a little video that Tom and Adam made here.
G E O R D I E B I K E R
Oily hands and a 10mm socket – just read about the passing of the creator of the global mechanics phenomenon, known as the Haynes Workshop Manual, John Haynes (1938-2019) aged 80. The step-by-step photographic and illustrative descriptions of dismantling and reassembly was conceived whilst he was a public schoolboy recording the renovation of an Austin Seven into an Austin Seven ‘Special’. The first published book in ’66 was for an Austin Healey Sprite. Hundreds of manuals for cars and motorcycles later the library stretched from the Solo’s Millennium Falcon, Kirk’s Enterprise to NASA’s Space Shuttle, and Apollo.
Notre Rétromobile 2019, c’était géant !
Un grand merci à celles et ceux qui se sont mobilisés pour assurer notre présence à Rétromobile 2019 et à toutes celles et tout ceux avec qui nous avons partagé nos passions durant ces cinq jours. Il y eut énormément de moments de bonheur et de transmission entre nous et ça, c’était géant !
Au plaisir de vous retrouver lors de nos prochains rendez-vous :
Dimanche 24 Mars 2019 – Spring Ride
Mercredi 1er Mai 2019 – Secret Ride
Du 30 Mai au 2 Juin 2019 – La Normandie dans tous ses états
Dimanche 23 Juin 2019 – Summer Ride
Du 14 au 20 Juillet 2019 – Les Grandes Alpes
La 6ème édition de Motors and Soul, les 7 et 8 Septembre 2019
Crédit photos Yann Brindejont, Dominique Planche/La PariZienne.com et Virage8
Cet article fut rédigé et publié pour la première fois sur Virage8 le 11 février 2019
Début de semaine
Un début de semaine en manque d’énergie en ce qui nous concerne après ces cinq jours passés à Rétromobile à partager nos passions avec vous. C’était absolument géant. Merci à vous toutes et tous qui êtes passés nous dire combien vous appréciez ce que nous faisons. Vous nous avez donné l’énergie nécessaire pour continuer encore et encore.
Allez ! Excellent début de semaine à toutes et à tous !
Crédit photo inconnu
Cet article fut rédigé et publié pour la première fois sur Virage8 le 11 février 2019
G E O R D I E B I K E R
Sand Lot Galloping
Cactus Cavorting- winter has descended again in the Midwest so some imagery of warmer 2-wheeled adventure can feed the riders soul. Here is Julian Heppekausen on his ’66 T120, called Terry, belting down the Baja Peninsula.
VIDEO: ‘Handcrafted’ – A Custom Motorcycle Film
It’s not often these days that we post videos, but sometimes something comes your way that just makes you sit up and pay attention. For us, it was an email from Tom at Brisbane’s Purpose Built Moto. Already a local Pipeburn favourite, the passion and enthusiasm we noticed as Tom told us that he’s basically gone and made a full length movie on the Australian custom bike scene was really inspiring. That fact that he’d done it on a shoestring budget just upped the ante even more.
In his own words, “We made it by interviewing and riding with some of Australia’s most interesting and influential custom bike builders. It takes a look inside the minds and garages of 7 entirely different motorcycle craftsmen, giving you an insight into the struggles, triumphs, and most importantly the creative process behind the handcrafted machine.” And the best part? They uploaded the entire thing to YouTube. Enjoy.
G E O R D I E B I K E R
Marcus Motorcyclist – lead singer of folk rock musician troupe Mumford & Sons enjoys Triumphs old and new. His distinctive raspy voice is a perfect accompaniment to the upbeat music that husband performs. Lookin’ cool MM!
G E O R D I E B I K E R
Oxblood Docs – whizzing hardtail bobber being piloted by a bandana masked gal who wears jeans under her skirt. Badass! A Wild Cat indeed! Old time Triumph twin motor with a surefooted attitude.
Pour fêter les dernières journées de Rétromobile 2019, nous vous proposons un Morning Ride dans Paris dimanche 10 février 2019 dès 7h00 et jusqu’à 9h00. Entre ces deux horaires, la ville lumière sera toute nôtre, ses avenues, ses places, se boulevards. Plaisir intense garanti.
Rendez-vous dimanche 10 février 2019 à 7h00 devant la brasserie Aux Trois Obus, place de la Porte de Saint Cloud à Paris aux motos et aux autos de caractère pour ce Morning Ride spécial Rétromobile !
Crédit photo Virage8
Cet article fut rédigé et publié pour la première fois sur Virage8 le 8 février 2019
QUICK AND THE DEAD. Exesor Motorcycles’ ‘Santoku’ ’76 SUZUKI GT250 Racer
Written by Martin Hodgson
Let’s face it. The days of new road legal two-stroke motorcycles are fast being resigned to the scrap heap of history. Thankfully, the scrap heap is exactly where Christian Schwarzenlander gets the donors for his projects, he simply refuses to start a build with a bike that runs. The owner of Austria’s Exesor Motorcycles had stumbled across an old, dead smoker at a giveaway price and with a love for 1970’s racing it was the perfect chance to combine the two. The end result is this simply stunning ’76 Suzuki GT250 two-stroke racer called ‘Santoku’.
Think of any style of custom bike and Christian has built one, but a race replica was the last on the list and finding the GT was the chance to complete the set. “It was a typical barn find, it was a piece of scrap. A rolling chassis with an open engine, very rusty and extremely dirty. About a 10mm layer of dirt covered the engine and I was thinking about leaving it there where I have found it. But in the end I bought it for a few bucks and made into my new project,” he smiles.
The state of the bike meant this would be a full rebuild as well as customisation job, a challenge Christian loves as he relishes the chance to make his own parts to go on each build. “The 2-stroke bike era is over. The winning race bikes from the 70 ́s are forgotten. That is a pity since the technology is quite simple… Tougher environmental laws have banned the 2 stroke bikes from our streets. This fact guided Exesor to build a 2-stroke bike; The plan was to build a bike which should be a combination of a classic race bike and a custom machine,” he recalls.
The build started by breaking down the bike into its bare bones, boxing things up and deciding which parts could be saved and which ones were too far gone. Then Christian fired up the angle grinder and started to smooth and shape the frame into the design he had created in his mind. Much of the rear subframe has been cut off, tabs cut and thrown away left right and centre, and changes made for the bodywork that was planned to follow. Before sending the finished item out for a coat of colour, a very cool yellow mustard.
The bodywork is make or break on a race replica and the first piece chosen for the job was a replacement fuel tank. This was taken from an old Yamaha LS2, that has been totally smoothed out and restored before being fitted up with a machined race style filler cap. The large front fairing is a quality item, made from polyester resin reinforced by fibreglass, the only problem being it was designed for a much larger Yamaha race bike. This meant that not only did it have to be trimmed and massaged to fit but that each and every mounting bracket had to be fabricated by hand.
But that’s just the way they like things done at Exesor, and the tail-piece is another example of being willing to take on a challenge. The rear hump started life as a well used and badly beaten old fender that has been carefully shaped and polished until the brilliant piece before you was revealed. While underneath an old Ural valve cover was chosen as the metal from which the oil tank would be made. But this too provided problems, being so gunked up and ingrained with grease that it had to be cleaned multiple times before the welds would take.
From every angle the paint job is stunning and truly befitting that of a race replica ready to look resplendent in the pit paddock. It was purely by chance that the colours chosen happen to match the Mooneyes logo, of which Christian is a big fan, and was added after the job was completed. Also adding to the period drama is the stunning front drum brake taken from an old 500cc Suzuki race bike. With polished hubs front and rear, a set of new chromed rims and stainless spokes, the vintage rubber completes the look.
But the engine the bike had come with would never have run left untouched, having spent much of its life, cases split, in the open rain. A full rebuild in-house was undertaken including a completely overhauled crankshaft to get the bottom end spinning. Feeding the fuel is a set of new Mikuni carbs, fitted with Exesor’s own velocity stacks that along with the entire engine has been beautifully polished. But like with any smoker, the sight and sound all comes down to the pipes and the in-house rolled and fabricated expansion chambers are a feast for both eyes and ears!
During the final assembly Christian rebuilt the front forks, added a set of his own CNC’d bars and installed a new set of rear shocks. While Tarozzi rearsets add to the racing feel, the leather seat and lithium battery add a touch of luxury and usability to a bike that stays true to the stunning hand-built race bikes of old. So what’s in a name; Santoku, it comes from the Japanese knife that has three precise tasks to perform. In this case, to resurrect the old, to build a truly remarkable one-off racer and to revive that two-stroke magic; for Exesor Motorcycles it’s job done, with cutting precision!
G E O R D I E B I K E R
Apple – lookin’ like it’s come straight from an orchard this custom Triumph has a decidedly cool hardtail vintage appearance. Head turning for sure.
Sultans of Sprint 2018
Retour en images sur la saison 2018 des Sultans of Sprint. Ce Championnat de Sprint qui s’est déroulé en quatre étapes à Monza, Spa-Francorchamps, Glemseck et Saint Raphaël. Des épreuves sans pareil, avec les courses et les activités avant, pendant et après. Une nouvelle manière de vivre la course et la compétition qui plait au plus grand nombre. Et ce n’est que le début… Enjoy !
Crédit photo : Christine Gabler
Crédit Vidéo : Sultans of Sprint
Cet article fut rédigé et publié pour la première fois sur Virage8 le 7 février 2019
SUPER DOOPER HAWK. Moto Conspiracy’s Stunning ’64 Honda Street Tracker
Written by Marlon Slack
In a place where bigger is always better, it’s surprising to see a shop like the Moto Conspiracy. The Dallas-based workshop is a neat little operation that specialises in ultra-clean little cafe racers. But this time they’ve branched out, with their first street tracker — a 1964 Honda Superhawk designed to look like a factory optioned build.
That’s right, The Moto Conspiracy’s Isiah Booth is new to the whole tracker thing. It all started a few years ago when made a trip from Texas up to Milwaukee, Wisconsin, to check out a motorcycle show. And he was blown away by the flat tracking scene in the cheese state. All those wide-bar, fat-tired, left-and-left-again bikes had him drooling. “I decided I wanted to build one for myself,” he recalls.
“It was a little later,” Isiah recalls, “after lacing up Sun rims to a Harley rear hub and front spool, that I decided on a Honda CB77 Superhawk as a base for the build.” And then his brain started ticking over one night on the internet. “I was scrolling through Facebook and an original CYB came up on the screen. I’ve always loved those bikes.”
“For those of you not familiar with the CYB, it’s simply a CB77 equipped with a factory race kit available at Honda dealers at the time. Similar to a HRC kit available today,” Isiah explains. “That’s when I thought, since Honda offered a road race kit, why not a flat track kit for the same bike, using interchangeable parts? So I decided to build what I imagined Honda would have offered a flat track enthusiast way back when.”
And Isiah was lucky, having a womble-like tendency to accumulate old bits of British and Japanese iron. So the Superhawk you’re seeing here is a medley of different parts. “I honestly can’t remember where I found this particular Superhawk,” he says, “and I’ve built a few over the years as it’s one of my favourite designs. I’m pretty sure this is at least three or four mixed up together, with some Ducati, Harley, Norton and Yamaha parts thrown in for good measure.”
But almost immediately there was a problem with his plan. Isiah’s huge wheels wouldn’t fit the original Honda forks and swingarm. So he swapped out the forks for a larger pair, redesigned the rear half of the frame and built a custom swingarm for the larger wheel and whopping four pot Brembo caliper.
“While I was doing all that I utilized as many original frame parts as I could, so I could keep a stock feel,” he says. There’s still a fair bit of trickery going on here. The seat, a CYB fibreglass copy, was modified to fit, while a set of period Works Performance Shocks help raise the rear end of the bike. Tidy lights are hidden away in the front number plate and a small LED projector in the rear.
Isiah’s understandably ecstatic with the way the CYB turned out. “The CB77, in my opinion, has some of the best lines of any bike from that era. I simply tried improving on an already gorgeous motorcycle. The hardest part was trying to keep it looking like a factory option, give or take a few modern conveniences.”
And what a job he’s done! The Moto Conspiracy’s CYB is a gorgeous example of a build that straddles the line between out-and-out custom and a respectful restoration. And the best thing? Isiah and the team are going through some big changes at the moment. They’ve moved to a new shop and they’ve got a whole bunch of really cool projects in the pipeline. So watch this space!