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Triumph auto :
Triumph moto :
Petites annonces :
G E O R D I E B I K E R
Dapper ‘n’ Dignified- here’s a chap looking quite at home leaning over the ace bars of his cafe’d Triumph. Good looking beard and shaped ‘tasche; which, along with the waistcoat, darkened goggles and slick half helmet, look perfect for the Distinguished Gentleman’s Ride that this fella was heading to.
Rider is Nigel Peacock
By Jamie Boss
Most young men in high school were passionate about something. It could be the young ladies. Definitely football. I even knew some who were passionate about math. I loved British cars. While some would read serious books for English class like Moby Dick, I preferred shop manuals with exploded views. Such was the depth of my passion.
In my sophomore year, I was blessed with the honor of working part time at a Triumph sports car dealership. I began with changing oil but soon graduated to complete tune-ups, new car prep, and doing whatever was needed to the various used sports cars in the front row line-up. I got to work on Alfas, MGs, Jags, an occasional Morgan, Sunbeams, and every Triumph made up to that point. I even worked on a Triumph Mayflower, much to my chagrin.
Calling it a dealership is a stretch, as the building was a converted A&W Root Beer stand with a two-car bay added to either side. My boss, T. Paul Kelly, had been a salesman at Lee Circle, which was in the early ’60s one of the premiere foreign car dealerships in New England. When Lee Circle closed, Mr. Lee helped T. Paul put together a little Triumph dealership that was lovingly called “Sports Car Land.” I practically lived there during my high school years.
As usual, I spent my Christmas vacation tinkering with the Austin-Healey Bugeye Sprite that I reassembled from piles of parts from two different cars. On Christmas eve it was T. Paul, Jo-Jo and myself at the shop rebuilding S.U. carburetors and figuring out how to put a new top on a Morgan 2+2. Jo-Jo was probably in his mid- twenties and was the main “wrench” during the day when I was at school. He was every bit as enthusiastic about British cars as I was.
Home for the Holidays
The snow had begun to fall on the almost deserted road. Most sane people were already snuggled safely in their homes, preparing for the joyous day of Christmas the next morning. Children were imagining what Santa was going to bring them and their parents were trying to do the last minute wrapping out of sight of prying eyes.
As our day was waning, we noticed a Triumph TR3 limping up the road at about 10 miles an hour. It barely made it into the lot. The snow was falling at a brisk rate and the driver, all bundled up in a car with questionable heat, hopped out and hurried to the showroom door.
Shaking the snow from his military uniform, he said, “I’m on leave and headed to Boston to see my family for Christmas before shipping out to Vietnam in two weeks. I barely got off the turnpike when my clutch started slipping badly. Is there anything you guys can do to help me out? I haven’t gotten paid yet, but if you can help me out, I promise I will send you a check next week for whatever it costs.”
My boss, T. Paul, had a soft spot for a sad story. To most he was a hardheaded Irishman, but those who know him, knew he went out of his way to help those in need. “Sure,” he said, “we should be able to get you going, one way or another. How long have you been driving?” The driver said he left North Carolina early that morning and had been driving all day in bad weather. Turning to me and Jo-Jo, T. Paul said, “You guys up for this?” I looked at Jo-Jo and he looked at me and we both blurted out “Yes!” at the same time. T. Paul said, “Why don’t you and I go down the road to the diner and get you something to eat while this crew gets your car up on jack-stands. They’ll pull the transmission out and we will bring them back a Christmas Eve snack.”
There was a sincere look of gratitude and thanks on the driver’s face when T. Paul gave us the go-ahead. Jo-Jo and I got the TR3 into the shop while the man and T. Paul piled into the shop’s TR4A demo, lovingly called the “Circus Wagon” because of its outlandish red, white and blue paint job. The two of them sped off into the snowstorm.
With a little bit of luck
Our dealership was extremely small. We had no car lifts. Everything was done with a jack and four jack-stands. Unlike the Jaguar XKE, where you had to remove the hood, take out the front torsion bars and drop the engine on the ground to get at the transmission, the TR3 was easy to work on. The transmission came out from inside the car. Once jacked two feet in the air on stands, we pulled the passenger seat out and removed the transmission tunnel. It seemed like there were a thousand special screws that held it into place. It was more like eight or 10 on a side. You pulled up the rug, took the shift knob and boot off, removed all of the hardware holding the transmission tunnel on and voilà, it pulled right out. With the tunnel off, we could now work on the rear mount, transmission-to-engine bolts and other minor annoyances that popped up here and there. In no time the transmission was out, with the jack holding up the rear of the engine. Bear in mind that one “lifted” the transmission out by hand. It helped to be small. One person straddled the transmission from above, crouched low and lifted while the other wiggled it from side to side and pulled towards the rear to get the input shaft out of the clutch plate splines.
The Final Stretch
Leaving Jo-Jo to remove the clutch assembly from the flywheel, I went down into the cellar to search out a pressure plate, clutch plate and throw-out bearing to finish the job. Finding all three on the shelf, I hauled them up to the bay and laid them out on the floor for Jo-Jo to see. “Damn,” Jo-Jo said, “we lent Harvey the clutch alignment tool yesterday for his race car. How are we going to install this?” Thinking quickly, I pulled a long wooden dowel out of my toolbox and began wrapping the first inch with electrical tape. As soon as it looked right, I stuck the end into the pilot bearing and it fit just fine. I then wrapped the next three inches with tape until it fit into the splines of the clutch plate. Totally not in the official repair manual but it worked just the same. We smeared some white grease in the pilot bearing, popped in our makeshift alignment tool and installed the pressure and clutch plates. Lastly, we put in a new throw-out bearing and began re-installing the transmission.
The TR3 was the car of my dreams. It had that World War II bomber cockpit look, especially with the top down. Even 50 years later I can still picture my friend Ritchie driving down North Street in my hometown of Milford in his bright red TR3. The large steering wheel made it feel like you were driving a truck. The low door sills gave you the feeling of riding down the road on the seat of your pants. The short, straight shift lever fit perfectly into your hand. When you pressed hard on the gas pedal, the engine made this memorable sucking noise as the air screamed into the two S.U. carburetors. Everything about it made you feel connected to the car. You didn’t just drive a TR3, you “motored” in it. While I owned many British cars in my life including a Bugeye Sprite, two MG Midgets, an MGA 1600 hardtop coupe, a TR6 and, of all things, a Berkeley roadster, I’ve never owned a TR3. I know there is one out there somewhere with my name on it. By the time T. Paul and our traveler came back, we were in the process of bolting down the transmission tunnel and reinstalling the rugs. In no time we had the seat in, adjusted the clutch pedal, and started her up to make sure everything worked. All was well in Triumph land.
Hard Work Pays Off
As the man thanked us again and again for our help, we could see that our efforts brought out an emotional response in him. A solitary tear ran down his cheek. We watched as the TR3 motored off into the snowstorm on its way to Boston as we consumed the cheeseburgers and milk shakes they had brought us from the diner. T. Paul did receive his check the very next week. I often wonder if our Christmas Eve traveler ever thought of his Christmas present during his stay in Vietnam. I think of his visit often.
GULF COURSE. Kott Motorcycle’s Textbook Honda CB550 Cafe Racer
Written by Andrew Jones
While we’d argue that the Gulf Oil Fords and Porsches from the ’60s and ’70s are amongst the most beautiful racing machines ever made, it’s with a fair amount of trepidation that we click on bike submissions that have anything to do with the brand. The reason? My God, it’s been done to death. It’s been done to death, buried, dug up at midnight and then done some more. But when California’s Dustin Kott dared to have a go on a Honda CB550, he did it with the subtlety and taste you’d expect from one of America’s best customisers.
Despite some oblique references to Hollywood movie work he may or may not be involved in, Kott kicks things off with a quick description of his upcoming custom build. “It’s a brand new BMW airhead; there’s extensive metal work, including a handmade aluminum fuel tank, a full fairing and a bespoke seat. A custom subframe and unique rearsets will also be incorporated on the build which will be done for the 3rd annual OG Moto Show in Los Angeles.” But enough with the theoretical stuff.
West Coaster Dustin bought this bike from a friend in New York. Ironically, it’s now finished and on its way back to New Jersey. At least it got to see the sights before returning home. “I’m glad to have a number of custom builds on the East Coast now representing the Kott brand,” he says. Getting down to brass tacks, the donor machine is a 1975 CB550. Kott says it represents the culmination of a decade’s worth of skills development and a continuing of his efforts to perfect the CB series.
Obviously inspired by the legendary Gulf paint scheme, any specific references in terms of company branding or racing numbers have been eschewed in favour of a masterfully subtle homage to the legend. “The Gulf blue and orange is complemented by some copper highlights and caramel brown leather. And the proprietary splash guard in front of the rear wheel was given a carbon fibre finish in order to embellish the Gulf scheme and the racing feel as a whole.”
As always, Kott has fully rebuilt the motor and refreshed the carbs along with a raft of other nice touches. “The black anodized Sun Rims are laced with stainless spokes and the Lossa Engineering exhaust system was blacked out to create a stouter aesthetic presence. Additional features include a handmade wiring harness with a down-sized lithium battery, a bespoke seat, new rear sets and custom striping on the tank.”
With one foot in the here and now and the other stepping to the future, Kott shows that he knows what it takes to make a business great and keep it there. “I want to continue to perfect and innovate on what I think is a tried and true design in order to solidify the Kott brand and to have yet another rolling billboard on the East Coast.”
For Kott, the most challenging part of the build was incorporating the dual rotor on the front end; it was the one area where he was required to deviate from the initial plan. “Using a brand-new concept for the brake line splitter along with machining some of the original brake parts proved to be challenging. But the good thing is that now I have a viable option for running dual front brakes on my CB series Hondas.”
“Besides, the customer had a tremendous amount of creative input on this build which is satisfying on multiple levels. The fruits of your labour, coupled with a design reaching fruition before your very eyes is an incredible thing.”
Un pneu dans la tombe
Les Grandes Heures Automobiles : l’édition 2018, vue par Christophe Batut…
Comme son nom ne l’indique pas, Les Grandes Heures Automobiles accueille également des motos ; des bécanes à l’ancienne, piégeuses, bruyantes et caractérielles bien sûr ! Fin septembre, les passionnés de belles mécaniques avaient rendez-vous sur l’autodrome de Linas-Montlhéry. Ce fameux ovale aux virages inclinés, bâti en 1924, fût le théâtre de superbes courses et […]
L’article Les Grandes Heures Automobiles : l’édition 2018, vue par Christophe Batut… est apparu en premier sur Un pneu dans la tombe.
Mercredi, jour des enfants. De ceux qui apprennent dès leur plus jeune âge les bonnes manières pour pratiquer leur passion. Celles qui consistent à connaitre sa machine dans les moindres recoins, quitte à l’améliorer ci et là, avec un peu plus de puissance, de tenue de route, de freinage, de look ou de style …
Crédit photo inconnu
Cet article fut rédigé et publié pour la première fois sur Virage8 le 16 janvier 2019
G E O R D I E B I K E R
RTW – global traveling- it’s always the goal of the adventure seeking wanderer to go towards the horizon and keep going. Through the lands beyond it, they eventually return to the start with tales to tell and experiences of the planet. This Round The World trip is one such dream carried out by 60 year old Aditya Kapoor who rode his Triumph Bonneville 35000km from India, through Russia, Europe, the US, Indonesia and Malaysia.
RENAISSANCE IN VERMONT. John Stewart’s Restomod MV Agusta 250B
Written by Andrew Jones
There’s more than a few Italian moto designs that are so close to perfection, only Tamburini himself could improve on them. It seems that every line, bolt and curve was placed by the hand of il Dio himself. So to set yourself the goal of restomodding one is tantamount to tweaking the Mona Lisa or restoring the Colosseum. And for it to happen in Vermont – of all places – seems even more surreal. Yet that’s exactly what local retiree and self-confessed internal combustion freak John Stewart has done.
‘I have been a motorhead all my life,’ says the now-retired John from his idyllic Vermonter man cave. “If it had an engine on it, I wanted to play with it. Like most of us, my first introduction to motorcycling was minibikes. The first ‘real’ motorcycle I rode was a Honda Sport 90. It was owned by my sister’s boyfriend at the time. I’ve had various bikes over the years, but knowing that I can’t have them all, I have concentrated on Italian twins from the 70’s. My shop currently occupies the first floor of the house; we have recently downsized, but I still have a few bikes, a small metal shop and a pool table.” Let’s hope he’s on Airbnb.
The donor bike was a 1967 MV Agusta 250B. John’s brief to himself was to create a period cafe racer that could have been built in the late 60’s early 70’s. “I purchased the components from a friend in Colorado; he was going to build a bike around them, but he changed plans.” Far from being a rideable machine, the purchase primarily consisted of the motor and wheels, along with a few oil-stained boxes of old bike bits.”
John goes on to say that he wanted to build a bike that he could enter in a Moto Giro event. With visions of a small, early Italian motor in his head, he chased his friend for more and soon he was looking at a picture of the actual block in question. “As soon as I saw the motor, I knew it was the starting point. I consider the motor to be a beautiful design aesthetically: it has smooth, rounded lines and there’s not a sharp angle in sight. I designed the rest of the bike with these elements in mind. Not having the frame or any of the bodywork, the design of the rest was an open book. Visions of MV’s Disco Volante and Ducati‘s 900ss Imola filled my head as I designed the tank.”
“I started the build with a few priorities. Firstly, I wanted a full-duplex cradle frame. Secondly, I am a large guy at 6’2″, so I wanted to stretch the stock dimensions a bit. Thirdly, I had to use Magni’s beautiful curved mufflers. Lastly, the gentleman I acquired the bike from had machined a lovely eccentric swingarm pivot. He modeled it after an MV Racing bike unit. I had to use that. The frame is constructed out of 4130 tubing. The bodywork is all aluminum that was formed over a wooden buck and the fenders were made out of blanks I had obtained along the way.”
The wheels are the MV stock 18″ Borranis; John didn’t have the stock front forks, but he considered them too spindly for the build anyway. Then another friend offered up a set of 35mm Ceriani units. I think we all need friends like John’s. “I was then lucky enough to find some period Tommaselli handlebars and controls, and NOS CEV lights. I fabricated the steering damper and knob, light brackets and center stand. Then a local race car fabricator helped me with the exhaust headers.” Amazingly, they only made one bad one before they got them spot on. Most of the clearly minimal wiring is hidden in the frame and John notes that he used a modern solid state regulator.
“The Italian leather seat turned out to be the hardest part for me. I have never worked with leather before and I soon found out that I didn’t have the proper equipment to do the job. I ‘wet formed’ the leather on a mold to get the front to blend with the tank. My daughter has an industrial-strength sewing machine and she helped with the stitching. It turned out ok, but it might get a second go around at some point.”
“It’s hard to say what I like best about the build,” says John to finish up. “I would love to tell you how well it handles and goes down the road, but to be honest it’s only been ridden on a few short tests. Now winter is here and dialing it in will have to wait until spring. I do like staring at it however. I am really pleased with how the lines turned out. Other than the seat, there is nothing I would change.”
[ Photos by Seann Cram ]
G E O R D I E B I K E R
Learn to Fly
Fifty Foo Fighter – Drummer and front man Dave Grohl celebrates his fiftieth birthday today. As well as heavy garage rock he’s also an ardent biker. His compositions are perfect music for a road trip. Highway soundtrack.
Tom Rowland Photography
Début de semaine
Commencer cette semaine avec en tête la matinée d’hier passée dans Paris avec les participants de la Traversée de Paris. Une ambiance bucolique faite de nostalgie et de respect pour toutes ses machines, de toutes époques et de tout genres. Et puis, ces moments à l’écart du cortège dans une ruelle qu’on affectionne pour retrouver son Paris, celui qui ne s’offre qu’à celles et ceux qui inlassablement le sillonnent à toutes heures du jour et de la nuit pour y découvrir ses recoins. Une échappée belle… Très bon début de semaine à toutes et à tous !
Crédit photos Virage8
Cet article fut rédigé et publié pour la première fois sur Virage8 le 14 janvier 2019
G E O R D I E B I K E R
Small -Far Away
Scaled Down – another model bike for my select collection. This one is an eighteenth scale Tiger 800.
it has a decent level of detail for the XR version of the multipurpose Triumph.
G E O R D I E B I K E R
Tee Triumph – once relegated to undergarment duty the ubiquitous t-shirt has become the mainstay of casual clothing. Whether the plain white tee as worn by US sailors in WW2 or the black concert tee adorning teens at their bands live show. Me? I’m fond of a soft cotton ‘shirt emblazoned with my favorite motorcycle marque. There are more and more out there every year. Vintage graphics work the best.
Un beau soleil d’hiver, bas et éblouissant, une route déserte qui serpente au gré des circonvolutions du relief et du paysage, votre auto de caractère dont la mécanique ronronne comme une jeune fille à laquelle les soins attentifs des générations de mécaniciens qui s’en sont occupée ont conservé tous les attributs de sa jeunesse, vous êtes dans un moment de plaisir intense. Un moment rare que votre vie trépidante vous fait apprécier à sa juste valeur. 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 11 janvier 2019
EARL GREY. KR Custom’s ‘Grigio’ Royal Enfield Bobber
Written by Marlon Slack
It’s easy for us in the west. Want to build an old airhead? Fire up Craigslist, go kick some tires and sooner or later you’ll have some Bavarian moto-goodness sitting in the shed. But in other parts of the world the dance is much harder. Like in Chennai, India, where Royal Enfield gurus KR Customs have crafted a sawn-off, BMW-inspired Continental GT.
KR’s Krishna Rajan is a huge BMW fan. “During a trip to Switzerland last year I had the pleasure of riding a GS800. I knew wanted to make a custom bike with BMW at its heart.” And things started well, with Krishna stumbling across a great big ol’ airhead tank during a work trip to Princeton. “The tank was from the 80’s but looked in pretty good nick,” he says. “It was always a dream to make a cafe or brat style bike with a airhead tank as a centrepiece”.
But there’s problems when trying to build a custom airhead in India. There aren’t any donor bikes kicking about. “We had no hope of getting a used boxer engine so we settled on a Royal Enfield Continental GT as a base,” Krishna recalls, “We picked up a used one for a couple of grand that had around 10k miles on it”.
But this wasn’t going to be an easy case of a tank swap and calling it a day. Krishna and the team wanted to delve a little deeper into what makes a classic BMW look… well, like a classic BMW. After sending the engine off to blasting the frame was stripped and plans for a mono-lever were laid out. “There’s only a few choices for the rear shock set up,” Krishna says, “but we wanted to stick with an authentic BMW Monolever”.
“We had to get our geometry right to mount to the GT Frame,” he recalls, “After a month of trying we finally had a position that worked well with all aspects and was also safe. The safety angle was definitely an issue as the whole bike is literally mounted on a single point so it had to be strong!”. Keeping the rear end under control is a YSS shock specifically designed for old airheads.
Up front there’s a bit more going on than you might first expect. Honda CB750 triple trees were mounted and a pair of forks taken from a Royal Enfield classic were mounted. On the bars themselves, billet switchgear designed in-house was matched to a Domino throttle assembly. The headlight remains stock, attached with a new set of brackets.
Then the centrepiece of the bike was mounted. Happily, the big airhead tank offered plenty of room for sneaking in the electronics underneath. The team opted to stick with the EFI system rather than go back to a carb, so the tank was holed out underneath and the fuel pump system installed.
“The seat was configured in a more aggressive style,” Krishna says. “As a result we needed to use the space underneath to accommodate an electrical box that also housed an anti-gravity battery. The back part of the bike ended up looking a little ‘plain Jane’ so we decided to mount a hanging number plate, which seems to be the trend nowadays”.
The wheels are stock hubs mounted to aftermarket rims that run vintage-style tires. And then finally for a style decision. “We were were deciding to go for a Cafe or Brat Style. But since the owner requested some comfort on longer trips we decided to go in the direction of a Brat.” As a result, the Grigio runs an 18” hoop at the front and a 16” rim at the rear.
And why the ‘Grigio’? “We felt the tank was the pièce de résistance of the build, and needed a special color,” Krishna says. ‘Grigio’ grey, taken from a Ferrari palette, was laid down giving the stubby Royal Enfield a gorgeous, understated look. In my mind, KR’s airhead-inspired Enfield is every bit as beautiful as a BMW custom.
Type H Café San Rivo
Le 6 février prochain, pour fêter le début de la semaine de Rétromobile, la maison d’enchères RM Sotheby’s organise place Vauban à Paris une vente qui recèlent quelques trésor comme ce Citroën Type H de 1950.
Un des véhicules utilitaires français les plus emblématiques jamais construits, le Type H a été présenté au Salon de l’Auto de Paris en 1947. Utilisant de nombreuses pièces de la production Citroën de l’époque, Traction et 2 CV, le Type H fut utilisé pour de nombreuses activités : boulangers, bouchers, épiciers, fleuristes, menuisiers, brocanteurs, jardiniers, éleveurs, corbillards, mais aussi par La Poste, l’armée, les hôpitaux, les administrations, et la police pour son célèbre panier à salade noir et blanc.
Le Type H proposé à la vente par RM Sotheby’s est un exemplaire original de 1950, non restauré, offert avec sa plaque d’immatriculation parisienne originale à une lettre et dans ses peintures et livrées originales «Café San Rivo». Considéré comme ayant servi de camionnette publicitaire pour la marque de café française, il est accompagné d’une charmante publicité des années 1950, montrant le véhicule qui suit plusieurs cyclistes dans une course, peut-être le Tour de France.
Crédit photos RM Sotheby’s
Cet article fut rédigé et publié pour la première fois sur Virage8 le 11 janvier 2019
G E O R D I E B I K E R
Miniature Portrait- Before the advent of photography people would have a small painting of their loved one prepared and mounted in a suitable pendant. Here is someone’s rendition of a Triumph Trident T160.
VIVE LA ÉVOLUTION. Viba’s Space Age Honda Monkey
Written by Martin Hodsgon
The all new Honda Monkey was always going to be a sales success; packed full of nostalgia in an era of retro remakes, cheap to buy and easy to ride. Based around the framework of the Grom, the decision to make the Monkey must have been one of the easiest ever made at Honda headquarters. But little could they imagine that their entry-level commuter machine would so quickly be used as the basis for one of the most technologically advanced bikes we’ve ever featured on Pipeburn. French design house VIBA is back, with a sweet little lady they call ‘Jane’ and she’s taking 3D printing to the next level.
Designer Yann Bakonyi has never been a man to be confined by convention, always using the latest technologies from design to manufacture to produce an end product truly like no other. He’s already completed two limited production run motorcycles, with a mental MV Agusta and a Triumph Bobber tailored to the rich and famous. The success of both spurred him on to find an even greater challenge and a way to emulate his remarkable computer rendered designs in equally advanced physical form.
So the French company reached across the border to Germany to partner with two companies who are leading the way in 3D printing. The first is SLM Solutions who has built such a reputation that Audi used their skills and machines in developing parts for their aerospace adventures. And Rolf Lenk who were the first company in Northern Germany to 3D print metal parts and form the third arm of this formidable team. So why in such an endeavour use a commuter bike like the Monkey, Yann explains.
“Jane is playful, could not take herself too seriously, as John Lennon or the Jackson Five, driving feverishly like the iconic version from the 70’s. But melancholy isn’t VIBA’s business, and because it seems ridiculous to associate mobility and austerity, Jane is transcending several concepts to unite them: elegance, innovation, design and accuracy, which are essentials to any objects of style. VIBA is highlighting the craftsmanship from the 21st century, through the smart use of 3D printing, to find a clean design and simple values, aiming simple mobility, with style and smile.”
The most significant piece of the collaboration is also a world first, it may look like a standard Monkey fuel tank in a metal finish; it’s anything but. From Yann’s brilliant design to SLM Solutions big dollar machines, the item is entirely 3D printed aluminium. The single piece not only provides added strength but also a significant weight saving over the factory item. But it’s inside where the real magic happens, honeycomb like structures fill the tank to prevent sloshing of fuel and ensure perfect pick-up. You can hear the race teams calling already, no more blocks of foam!
Where the tank shows off to the world what this team can do, the front end adds functionality to the design. “The front rack, hosts a shopping bag, and represents the spirit of Jane: convenient, stylish, technical and playful,” smiles Yann. With the addition of straps so you can carry a little shopping or your school books its high end technology producing practical results. This work was carried out by Rolf Lenk who also printed a Voronoi-inspired structure to support the lenticular lighthouse, with 50mm lense that hangs underneath.
Integrated into the stylised design is a very conventional front fender and proving how revolutionary this technology is, the whole structure including guard weighs just 430 grams. Smaller pieces finish out the printing work, these done on the smaller SLM 280 machine, with the larger parts made on the 500 and 800 variants. A gauge support, stunning levers with integrated turn signals and LED tail light bracket complete the 3D parts with a total time for all printed parts at just under three days.
Of course, under all this high-tech aluminium mastery is still the fun little Monkey with plenty of Honda goodness. The 125cc air-cooled engine will go all day long and while it only packs 10hp it now has even less weight to push around. The suspension is more than up to the task, who thought we’d ever see USD forks on such a budget orientated bike and the IMU-based ABS will keep you from getting into too much trouble. And for such a visually tiny bike, the new Monkey allows bigger riders to throw a leg over where the old version left you cramped.
Finally to ensure you’re even more comfortable Yann contracted the services of a Compagnon du Devoir to bolster and stitch the seat in anthracite grey linen. And Jane is not simply destined to be parked up in a museum, but like its older siblings Lara and Qora will go into a limited production run. She’s “impatient to overrun coasts roads and urban centers to share it’s idea of freedom,” Yann enthuses. It’s probably going to be the most expensive Honda Monkey money can buy, but you’ll be riding a machine that paved the way for how we’ll build motorcycles for generations to come!
BMW Adrian by Heiwa Motorcycle
Certaines préparations vous donnent le frisson dès le premier regard. Vous ne savez pas s’il s’agit de leur ligne, des détails de finition, des couleurs choisies, de la base, mais il se passe quelque chose que vous pouvez difficilement décrire. Comme un coup de foudre. Le déclic qui met en route votre machine à rêves.
Cette BMW Adrian préparée au Japon par Heiwa Motorcycle déclenche en nous le rêve de rouler une nuit de pleine lune sur le lac salé de Bonneville. Le ciel dégagé, la lumière de la pleine lune, le silence intense de ce lieu désertique seraient d’abord éblouis par les lignes de cette moto avant que le son rageur de son moteur laissé en échappements libres ne viennent transpercer toute cette tranquillité dans une extase absolue. Let’s enjoy our dreams, let’s enjoy our rides!
Crédit photos Heiwa Motorcycle
Cet article fut rédigé et publié pour la première fois sur Virage8 le 10 janvier 2019
G E O R D I E B I K E R
Fettled & Fast
Pops – The post-war period in Japan saw a push in engine tuning to wring out any available additional horsepower to not just be faster but the fastest. This would eventually lead to the superbikes of the seventies and eighties and the current flock of hyper sports.
Leading this evolution of power and speed was Hideo ‘Pops’ Yoshimuro (1922-1995). After maintaining aircraft for the Japanese Empire during WW2 he redirected his masterful talents to the British bikes being brought to the land of the rising sun by American servicemen. This photo shows our man astride a fettled BSA preunit drag bike readying for a speed run.
Later he shifted his works and racing team to California where big reliable Japanese superbikes like the Kawasaki KZ and Suzuki GS’s went on to dominate the burgeoning AMA road racing circuit.
Un pneu dans la tombe
La Harley-Davidson Panhead 1956 beach racer de Fabien…
Fabien souhaitait nous présenter sa Harley-Davidson Panhead 1956 beach racer…Voici son petit mot et ses photos ! « Tout est parti d’une annonce en ligne, et d’une poignée de photos floues.J’étais alors en quête d’un Pan pour tenir compagnie à mon Sporster cafe-racer.Les autres que j’étais allé voir autour de chez moi m’avaient plutôt déçu jusque-là, […]
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BAGS OF FUN. Nico Naeye’s ‘Brut Voorut’ Harley Super Glide Cafe
Written by Andrew Jones
It’s time for an embarrassing confession. In the past, I have looked at some of the winners of the AMD World Championships and had a giggle. Or two. Hell, sometimes I’ve LOL’d, if that’s what the kids are still calling it these days. I’ll be frank – there’s some totally insane bikes in there. Crack smoking, batshit flinging, head scratching, crazy-ass bikes. Which somehow makes the cool ones look even better than if they were all by their lonesome. Enter Dutchman and bike builder, Nico Naeye. Without the prerequisite airbrushed skulls, flaming eagles and lime green neon lights, Nico has somehow managed to deliver the best and most unique Harley cafe we’ve seen in ages.
“I’m a 43-year-old bike nut that has been tinkering on motorcycles for 25 years now,” says Nico. “At first, I was a complete novice at the mechanical stuff but I learned the hard way by messing up cheap Japanese bikes which nowadays seem to have become classics. The internet wasn’t around back then, so you had to get all your knowledge from books, magazines and the old bikers. And if there is one thing I learned over the years, it’s to shut up and listen when the old timers are sharing some valuable info with you on how to solve problems – especially the roadside repair tips.”
Nico had been working in transport for 15 years when he got a shot as a mechanic at a Harley-Davidson dealership, some 8 years ago. “They needed someone who knew how to do maintenance and change tyres; the rest they would teach me in the shop and at the ‘Harley-Davidson University’ in wintertime.”
“I got the Super Glide 10 years ago as an already-chopped bike, but it was in good running condition and I rode it for 8 years, further customizing it along the way. The wife prefers the Honda GL1000 with the Ural sidecar to cruise around in, so the FXD was just sitting there collecting dust. But eventually the time came to give her a complete transformation.”
The goal Nico set himself was to make it a better braking, better handling, cooler-looking bike; he wanted it to be the bike Harley-Davidson should have built in ‘97. “You have to aim high, right? The front forks are a design I had been thinking about for 15 years now, and I was wondering why nobody had tried them before. They work great, and can be easily adjusted in minutes.”
The fuel tank and rear fender were built from some bent touring bike crash bars that Nico had lying around in the scrap bin. “Four crash bars was all I needed for the tank and the fender. They may be a little on the heavy side, but they’re definitely sure strong enough to do the job.”
“The rest of the parts was stuff I had kept from older bikes which I adapted for this build. It was a great way to clean up the shed and find some forgotten treasures.” And speaking of hidden treasures… “My favourite part of the bike is probably the hidden headlight, tail light and indicators.” Also note the combo engine lights and the rear view mirror box mounted above the air cleaner. Nice.
Nico says that the seat was a headache to say the least, mainly because he felt he wasn’t sitting high enough on a normal pillion pad and a 10 cm cushion looked out-of-place… and kind of wacky, too. “That’s how a bent steel plate on springs came to mind, which I’ve never seen on a sporty kind of bike.” Next came the brakes; at first the bike used only one front disc, but Nico decided to link the left front disc brake to the rear brake via two brake pumps and have it operated by the foot brake lever. Honda‘s ‘Combined ABS’ and BMW’s ‘Integral ABS’ systems come to mind. “It took some experimenting to make it work properly.” No kidding.
“For the paint, a professional was needed and Radical Customz did a hell of a job covering all my welding mistakes and making it look generally amazing. Another friend did the sign painting in Flemish. I called the bike ‘Brut Voorut’, which translates to ‘Brutally Forwards.’
And what about the words on the air filter? “They say ‘Teure Vors,’ which roughly translates to something like, “Stop staring and get on with it”. The end result of all this outside-the-box thinking is a bike that runs and handles great, says Nico. “But the truth is that I like working on bikes more than actually riding them. Sure, I’ll be riding it around a little, but in my head I’m already thinking about doing another one. Who knows, I might even put it up for sale in the near future.”
G E O R D I E B I K E R
All Smiles Old Triumphs with enthusiastic owners ready for racin’ & ridin’. The sun is shining and the outlook is rosy.
THE FAST BOY SCOUT. WalzWerk Racing’s Tough Indian Dragster
Written by Andrew Jones
Marcus Walz has a sort of infectious energy that both inspires and amazes. It seems like every time we talk to him, he has two or three new bikes ready to go – each one as different and as interesting as the last. It’s a Norton. Then it’s a BMW. Then it’s a Ducati. And as of right now, it’s an Indian Scout Bobber that’s been prepped to tear up you local biker hang-out in a fashion that would bring a smile to Burt Munro’s face and tears to the eyes of the opposition.
“Yes, we do have a lot of work on at the moment,” says Marcus happily. “We’re working on a modern Norton which hopefully will be finished in spring 2019 and there’s also an old, race-inspired BMW which we’re calling ‘GT1’. We have already finished the chassis build and now we’re working on the body and the suspension.“ We’re pretty sure the wait will be worth it.
But let’s focus on the bike du jour. With 20 years of custom bike experience, a quick Google will reveal that Marcus and his ‘Walz Hardcore Frames’ have been hot poop in the US of A since the early noughties. So much so that forum fans began swapping the phrase ‘drag style’ for ‘German Style’. To say that Marcus has some experience with street drag bikes is like saying that Trump has some experience with fake tans. So Marcus put this knowledge to work on a 2018 Indian. “It was a team effort in conjunctions with Indian Germany and Europe’s leading US car specialist, Geiger Cars. They built a matching Camaro ZL1 with over 700 horsepower.”
“I’ve been building bikes for a living for around 30 years. Up until 2010, I only built customs based on my own frames. But I sold the rights and patents for those bikes in 2010 and then focused on building cafe racers, scramblers and roadsters, mainly on BMW, Ducati and Triumph bases. So when Indian asked me to build them a custom, I immediately thought it would be a cool idea to build a genuine Walz drag-style bike, but as an Indian and not a Harley.”
From the beginning of the build, Marcus had planned to use the opportunity to transform his ‘drag style’ from a 20th Century look to something more suitable for the 21st. “So we started with completely new bodywork. The tank is a bespoke part, rather than a modified stock item. It still has that typical Indian design, but it is about 14 centimetres more narrow and it has lost around 6 centimetres from the side profile. You have to look twice to note the difference, but when you have a stock tank right beside it, the difference is incredible.” The rear section is also a newby and gives the bike that Walz Drag Style look together with the WalzWerk handmade seat. “And because of my racing background, all of my bikes have proper suspension. This Indian is no exception.”
For the suspension, Walz teamed up with ‘Touratech’ – one of Germany‘s top suspension manufacturers. “They have a new subdivision called ‘Black-T’ that developed a custom set of fully adjustable rear shocks with only 10mm of travel. It keeps the bikes design as low as possible but which still gives a fair amount of riding performance. The front end is also lowered about 70mm with a newly developed Black-T cartridge system.” The motor was dyno tested and mapped to work with the new air box and a fully handmade titanium exhaust system, manufactured at the race department of SC-Project in Milan using a genuine WSBK S1 silencer and 60mm header pipes.
Yes, Marcus’ experience with choppers pushed him towards some massive diameter wheels, but he eventually (and thankfully) settled on these seventeen inch units from CCI wrapped with a set of Metzeler K3 Supersport tires to complete the racing treatment. “The ABM clip-on handlebars use a special mid-control system, meaning that the brake calipers stay stock; we just swapped the hand brake‘s master cylinder to a radial ABM WSBK unit. The stock Scout Bobber headlight housing was modified and lowered to fit the clip-ons and to accept the digital MotoGadget speedometer. Then the stock upper triple was machined to get rid of the old handle bar mounts. The belt and pulley cover was also machined from a solid block of aluminum.”
As always, the manufacturing of the new tank gave Walz a headache or two; the factory fuel pump was huge and needed to be properly integrated in the new design. He notes that he would have loved to make an even smaller tank but the fuel pump just wouldn’t have fit. “We thought also about an external fuel pump, but there was simply no space to hide it.” And his favourite part of his new creation? “I like the fact that the bike is so low but still so rideable. The stance is really incredible, especially when the bike is parked beside a stock Indian.”
LiveWire sera commercialisé en 2019 au prix de 33900€
Beaucoup vont pousser des cris d’orfraie : Une moto électrique ? Jamais ! A ce prix-là ? Non mais jamais ! A ceux-là, nous rappellerons qu’au début de 20ème siècle, quand les voitures hippomobiles étaient remplacées par des voitures automobiles propulsées par des moteurs à pétrole comme on disait alors, beaucoup poussaient les mêmes cris d’orfraie : Une auto à pétrole ? Jamais ! A ce prix-là ? Non mais jamais !
Un siècle plus tard, l’histoire est en passe de se répéter. Parce le besoin de mobilité de 7,4 milliards d’habitants sur Terre pose des problèmes que les quelques 1,6 milliards de 1900 n’avaient pas. Parce que si nous gardons nos croyances élaborées au 20ème siècle pour vivre le 21ème, nous risquons de passer à côté et, nous pouvons le craindre, l’humanité tout entière. Alors, à défaut de mieux, la propulsion électrique représente actuellement la meilleures des solutions à la mobilité urbaine, avant qu’une autre technologie la supplante.
Dans ce contexte, nous voulons saluer les efforts des constructeurs, tel Harley-Davidson qui vient d’annoncer la commercialisation de LiveWire au Consumer Electronic Show de Las Vegas, pour nous proposer des véhicules au design non seulement attractif mais aussi au comportement très réjouissant. Pour qui a essayé le prototype LiveWire, comme nous l’avions fait en 2015, les sensations de couple instantané que permet le moteur électrique sont enthousiasmantes, sans oublier le design et le comportement de ce roadster.
Premier modèle d’une nouvelle gamme de motos qui propose une toute nouvelle expérience deux-roues, LiveWire offre une accélération remarquable, une maniabilité unique, des matériaux et des finitions premium, et une foule d’aides et interfaces électroniques permettant au pilote de vivre une expérience complètement connectée.
Les performances du modèle LiveWire offriront un pilotage exaltant aux motards confirmés, tandis que sa conception sans embrayage rendra l’expérience plus facile que jamais aux nouveaux motards.
Une toute nouvelle expérience de pilotage
Accessible aux nouveaux motards et garantissant un frisson aux motards avertis, le modèle LiveWire propose la parfaite combinaison de puissance, performance et technologie.
Ses atouts :
- Une accélération époustouflante : de 0 à 100 km/h en moins de 3.5 secondes. Le couple instantané proposé par la motorisation électrique H-D Revelation (petit de ce premier moteur électrique de la firme de Milwaukee) peut produire 100% de son couple nominal dès que la poignée d’accélérateur est enclenchée et 100% de ce couple est toujours disponible.
- Une facilité d’utilisation Twist-and-go : cette puissance électrique est délivrée sans avoir recours à un embrayage et un passage de vitesses, simplifiant sensiblement l’utilisation pour les nouveaux motards. Tous les motards apprécieront le freinage du mode de régénération de la puissance, participant à la charge de batterie, en particulier dans les zones urbaines où la circulation est dense.
- Le Connect Service H-D : le modèle LiveWire est équipé du Connect Service H-D qui associe les motards à leurs motos grâce à une unité de contrôle télématique compatible LTE, couplée à des services de connectivité et de Cloud utilisant la dernière version de l’application Harley-Davidson. Grâce à H-D Connect, les données sont collectées et transférées à l’application pour offrir des informations sur le smartphone du motard à propos de:
- État de la moto : les informations fournies par H-D Connect incluent le niveau de charge de la batterie et l’autonomie disponible à partir de n’importe quel endroit où le signal cellulaire est disponible. Cela permet au motard de vérifier à distance l’état de la batterie, y compris le niveau de charge et le temps nécessaire à sa charge. Les motards pourront facilement localiser une station de charge grâce à un système de localisation intégré à l’application H-D,
- Alertes et localisation du véhicule : H-D Connect indique la localisation de la moto LiveWire en stationnement et des alertes peuvent être envoyées sur le smartphone du motard si la moto est vandalisée ou déplacée. Le suivi du véhicule volé par GPS offre une tranquillité d’esprit en permettant de suivre la position de la moto,
- Rappels de service et notifications : des rappels sur les exigences d’entretien du véhicule et d’autres notifications d’entretien du véhicule seront envoyés au motard à travers l’application H-D. De plus, les motards recevront des rappels de service automatisés.
- Des performances et une autonomie optimisées pour un usage urbain : avec la capacité de parcourir environ 170 kilomètres en milieu urbain avec une charge de batterie.
- Maniabilité et contrôle : le châssis du modèle LiveWire est conçu pour optimiser la maniabilité, mettre en confiance dans les rues de la ville et proposer des sensations uniques sur les petites routes. La motorisation est installée en position basse pour abaisser le centre de gravité, participer au comportement de la moto à toutes les vitesses et faciliter le contrôle à l’arrêt. La moto est également équipée d’une technologie premium : le contrôle électronique de châssis (Electronic Chassis Control) est proposé en série et intègre un dispositif ABS amélioré et un système de contrôle de traction. Ces systèmes sont entièrement électroniques et recourent à la dernière génération d’unité de mesure inertielle et de technologie de capteur ABS.
- Sonorité distinctive Harley-Davidson, vibrations minimisées : la motorisation électrique H-D Revelation réduit les vibrations, la chaleur et le bruit, le tout pour optimiser le confort. LiveWire a été développé pour produire une nouvelle sonorité distinctive Harley-Davidson lorsqu’il accélère et gagne en vitesse; ce nouveau son futuriste est le signe distinctif de la puissance électrique du modèle LiveWire. Bienvenus dans le 21ème siècle !
En Europe, LiveWire sera disponible courant 2019 dans la concession Harley-Davidson ATS de Paris Bastille au prix de 33.900€. Certains pousseront des cris d’orfraie, d’autres courront se procurer cette moto, qui comme celles d’autres constructeurs, ouvre la voie à une révolution des modes de transport, et vraisemblablement des modes de loisirs !
Plus d’informatif sur le site Web de Harley-Davidson
Crédit photos Harley-Davidson
Cet article fut rédigé et publié pour la première fois sur Virage8 le 8 janvier 2019
L’article LiveWire sera commercialisé en 2019 au prix de 33900€ est apparu en premier sur Virage8.