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 :
REVIVAL OF A BRAND: Interview with Josh Sirlin from Black Bear Brand
We spoke with Josh Sirlin, creative director, curator and owner of the Black Bear Brand. The brand has had a long history in America and has now been revived after laying dormant for many years. Josh has a passion for motorcycles and the brand he has resurrected. The more we looked into the products Black Bear Brand are making, the more we were impressed. Grab a drink and have a read…
How did you get into motorcycles?
Thinking back I always had an affection for them… but in some odd way I can’t make sense of now; they felt out of reach. It’s really weird looking back at this and the fact it took me until I was a so called “adult” before I rode one and then was on a fast track to buy my first bike.
First time on a bike: I was in Panama doing a freelance odd-job creative project for a resort Travis Pastrana was starting with his Red Bull team manager Hayes Wheels. The resort wasn’t open yet, it was quite and I was one of the only ones there along with Hayes and a handful resort employees. One of Travis’s bikes was there; the bike he ended up crossing the pool in Nitro Circus Live The Movie. It wasn’t working… but over a few days of me nagging one of the employees I convinced him and one of the local kids to try to get it running so I could ride it. And they did! This is where and how I got my first taste and the motorcycle bug; wearing shorts, flip flops, ripping the beach on Travis Pastrana’s bike in Panama.
What’s your fondest memory on a motorcycle?
Riding my 1948 Panhead for the 1st time… never rode a Harley, a foot clutch, a jockey shifter (or a bike with no front break). I found my bike and despite everyone telling me I was crazy to get this bike when I saw a picture of it I wanted it and went deaf to anyone that said anything in conflict of me getting it.
The bike was in TX (where I found it) and I got it transported to Washington. The transporter couldn’t get their truck into narrow streets to my house so they off loaded it a mile away, on the side of Main Street. At that time I had never even kicked over a bike so I had to push it all the way to my house (it was also raining)!
The next day is the most memorable day on a bike for me.
I was by myself. I had hand written directions from the guy I bought the bike from on how to kick over the bike (still have them)! He wrote on a scratch paper and paper clipped them to the title that I got from the transporter; he called it the starting ritual… and I call it my “hand shake” with the bike.
It was a Sunday; I was all by myself. It took me about an hour to finally get it kicked over and after I did, with a huge grin on my face, I put on my helmet and just rolled out of my drive way and down the steep hill in front to my house. Not knowing a damn thing about how the hell I was meant to ride this thing! (I live on a steep hill in an old neighborhood in Seattle). That was it. Struggled and made an ass of myself for the next few hours but didn’t give a shit… I was in love; the rest of the world was irrelevant and nothing else mattered, only present in the moment of what I was doing… my world changed. I’ve been on a bike at least a few days every week ever since.
What was the reason for starting the Black Bear Brand?
I was searching for a channel to design clothing… and create clothing and I was just fucking lucky…
I was designing anything for anyone being paid or not. I knew the label and was searching for who owned it and/or a family member that could connect me with someone to pitch my idea for the brand and its resurrection.
After a couple months of turning everything I could upside down I found that the mark and brand was dead… left. So I start going after the TM and the journey began.
The brand has a long history. Is it really 100 years old?
What were you doing before Black Bear?
A wide variety of creative work and projects that range from: product work with: apparel, shoes, truck, boats, sun glasses, hats… etc.
Business development work with: pro athletes, finance companies, distribution… etc. Creative direction work with: boats, clothes, web, printing.. etc.
Basically anything creative people would let me touch.
I notice you do lots of collaborations with companies like Wesco. How did that come about?
I love working with folks and getting involved in their processes; learning all the amazing things they’re doing and creating cool shit within their process. Seeing what I can bring into their process/system! Design and creating something… while learning and contributing is amazing. I’m very fortunate to be able to mix with and design with amazing folks/brands. This will be an integral part of the brand forever.
Can you tell us about the Japan Ride you do?
Was invited to ride in Japan 3 times in the last 13 months… Over a year ago I met my now close friend Seiji; he helps out at the bike shop FREE WAY CUSTOM MOTORCYCLES in Oita (He knew the brand’s deep rooted history in American fashion).
He came across what I was doing with resurrecting Black Bear Brand; he reached out to me and we quickly became friends.
My design approach and process is similar to the Japanese. A connection and desired relationship with everything we invite into our lives. The attention to detail in everything from motorcycles to clothing. An affection for what I was designing/making and my story established connection. (I don’t speak Japanese, never been to Japan before the first trip 13 months ago).
Seiji, his friends, and the owner / builder of Free Way Custom Motorcycles wanted to meet me… they invited me to come to Oita and ride with them. Fuck, that’s all I needed. I was in!
Doing shit like flying across the world to a country with nothing but a lot of curiosity and excitement for an adventure… isn’t out of character though. I say “fuck it”… let’s do it; more often than not.
Riding in Japan is killer; the bikes Free Way makes are killer; my friends in Oita all rip and when I’m there we leave the Free Way shop early in morning rip through the city and to the countryside, into the mountains, to the coast and stop at temples, volcanoes, and WWII monuments. Its nuts… Japan and my friends there have become like brothers.
We do all this with little conversation (them speaking very little English and me speaking nearly no Japanese); the bikes and interests in what they do and what I do transcends the language barrier.
What’s your favourite thing about Japan?
There are a few things!
– the people.
– their interest in the stories behind things.
– their design and manufacturing processes.
– the devotion towards things in a way that feels pure.
– their attention to details.
– a love for Americana… they celebrate special American things
Is that because Black Bear is big in Japan through Wesco?
The history of Black Bear Brand’s and its vintage overalls and jackets are more known and celebrated in Japan than the U.S.. It’s part of the original American Workwear names that are celebrated alongside more commonly know names like: Carhartt, Lee, Oshkosh, JC Penny, Head Light. Vintage “collectors” flip for the very very rare Black Bear Brand denim overalls or coveralls… that are VERY rare. After I started resurrecting the brand and the story slowing started making its way on the internet and Instagram… the media owner and American vintage collector Mr. Onozato in Tokyo reached out to me for a feature they were doing for an issue called “Dads Style”. A photographer and writer came to Seattle and spent 2 days with me. They published an 8 page feature on me… this led to 2 more, and within 6 months I was headed to Japan to explore a project with a silver smith, take up the offer to ride bikes with a group in Oita, Japan and spend a day with Mr. Onozato…. Wesco really had nothin’ to do with our Japan connection; Wesco Japan has exclusive distribution into Japan and our collaboration boots aren’t even available in Japan.
What bikes do you own and what are you riding now?
1948 Panhead “chopper”. (ride most days)
1937 Flathead! (first bike I helped build… “helped”; I no builder… but a hack. I’m lucky that I know folks that know what they’re doing!).
Where’s the best place you have ridden a motorcycles?
Mountains and countryside in Oita Prefecture, Japan!
What’s next for Black Bear Brand?
Design, design, design, make cool shit, and grow! We are at the beginning of resurrecting the brand and there’s a lot to come! We’re just getting started. We have a lot of exciting styles in the works and will be releasing new products every month!
We have to go for a ride together some day. We are going to Himalayas next year if you are keen to join us?
I would love to….!
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Black & White | I had to pick up my owners manual from Motoworks at the weekend. It gave me a chance to eye the current stable of Triumphs. This white Street Scrambler was a pearl shucked from the oyster that is the British motorcycle industry.
LIMITED EDITION: CCM Spitfire Stealth Series
Written by Tim Huber.
When CCM introduced the first Spitfire model in 2016, the handmade singles took the world by storm, generating an enormous amount of hype and punching well above the boutique manufacturer’s weight. After the first batch sold out in a matter of days, the Clewes boys were prompted to release another Spitfire-based model… and then another, and another, and another. So after offering the original model, the cafe racer, the scrambler, flat tracker, the bobber, and Foggy, and the Six, the small UK operation has just revealed its latest addition to the Spitfire platform with the new 2020 Stealth Series.
CCM is only offering three of its Spitfire models in this limited-edition flavor, with the Stealth Bobber, Stealth Foggy FT, and Stealth Spitfire SIX. Mechanically all three bikes go unchanged, still powered by the same 600cc four-stroke single and built around that beautifully-welded artisan trellis frame, but the new Stealth spec comes with a host of cosmetic changes to the small-batch British bikes.
In lieu of previous models mostly bare tank and bodywork (or Corso Red in the case of the Foggy), the Stealth series sports deep, glossy Midnight Black paint on its tank, headlight cowl, and fenders. The tank, cowl, and fenders also feature bronze-colored racing stripes to match the powder-coated bronze-chrome frame, wheels highlights, and forks — all exclusive to the Stealth versions.
Wheels on all three bikes – either 19” machined alloy or spoked — are also black with black hubs while the seats are all black Alcantara items with yellow contrast stitching. The trio of Stealth series CCM’s also come standard with Brembo four-piston calipers and Marzocchi front-ends. There are also additional parts anodized in titanium grey.
The Foggy Stealth seems to benefit most from the new murdered-out makeover, considering it has the most bodywork and the longest subframe of the three bikes. With the blacked-out tail cowl and belly-pan, the new sinister livery gives the Foggy a surprisingly different attitude compared to the standard red model (which looks great in its own right).
The Stealth SIX and Stealth Bobber do look fairly similar at first, though scratch a bit under the surface and the two models are pretty different beasts. For starters, there’s the different wheels and very different exhaust setup. Next, there’s the riding position; a leaned back and relaxed configuration on the Bobber with its controls further forward; and a more aggressive, hunched forward angle of attack on the SIX with its rear-sets and lower bars.
With earlier Spitfire models, CCM decided to highlight the handmade nature of these stunning two-wheelers by leaving the welding and metalwork on full display. The Stealth series, for this reason, is something of a novel approach for the British firm. This isn’t CCM’s first foray into producing limited edition Spitfire variants, as a little while back the outfit released the RAFBF Bobber, though that was more of a historical/cultural nod than it was a genuine attempt at revising the style of this idiosyncratic machines.
Overall, the small details and overall craftsmanship is still a big part of what sets these machines apart from mass-production models. Elements such as the machined Union Jack piece that occupies one of the empty brake caliper stanchions speak volumes about the amazing fit and finish exhibited on the Spitfire models. Like CCM said when it first released the inaugural Spitfire, these models really do give riders a chance to own something totally unique, that was built by hand in small numbers.
If you’re interested in adding one of these black-out beauties to your personal stable, we suggest you act fast as Spitfire models tend to go quick (like seriously quick), and it’s hard to think of why this sexy new Stealth series would be an exception. Prices start at £10,495 OTR for the Six Stealth and the Bobber Stealth, and £11,995 OTR for the Foggy Stealth – which works out to be around $15,000 USD.
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Winter Projects | with the oncoming off-season approaching I need to get the garage space organized. With limited space careful planning will ensure efficiency. A leaking roof needs to be addressed too.
GO LEFT: Honda CB250 ‘Americanos Flat Tracker’ by JasinTom Motorcycles
The last time we caught up with Tom he’d just finished a pair of early model Honda CB’s that were heavily inspired by the British bikes of the ’60s. Even sticking to the commuter bike sector for his donors it is still no easy task to source a suitable bike for a build in Poland. To track down this 1997 Honda CB250 meant that once again he was on the road “as always far from home,” he smiles. The name of the bike gives away the intent of the machine with the late ’70s being the period from which inspiration was drawn.
“The motorcycle was designed to be in the style of flat tracker, on smooth tires,” Tom tell us. But having previously used 400cc machines, the smaller capacity bike gives a considerable weight saving for better flickability “but it has enough power to bring a smile to your face,” Tom confirms. At just 135kg before any work was done it’s a featherlight machine, meaning every KG lost and any HP gained would make a noticeable difference when it came time to twist the throttle in anger.
With a basic plan mapped out in his mind Tom began pulling the little Honda apart until he was left with a frame on the lift and the engine on the bench. The chassis was the first to receive a makeover, with the grinder spun into action taking off a section of the subframe and removing any and all tabs and brackets that wouldn’t be used. Then with some tube bent up the shortened subframe was capped off with a new squared-off hoop and the chassis sprayed in silver.
With the factory tank hardly a looker and being even worse when the side covers come off it was never a consideration. And as we’ve seen from Tom before he’s always happy to dive deep into the parts bin for a left-field choice, with old MX hardware a favourite. The lines transform the bike, giving more of the tracker feel and drastically reduce the weight over the stock unit. While a fresh coat of paint and beautifully sprayed decals give it the factory racer feel.
At the rear the additional bodywork is minimal with a drilled and vented hand beaten alloy fender keeping the worst of the dirt off Tom’s back. While the side covers are perforated metal sprayed black that shield the cut down airbox and neatly hide the tiny battery. Above, the seat sits on a custom base bent up to match the frames new lines, with the slim foam covered in diamond stitched leather down the centre and double stitched sides.
Of course the little 250cc twin is never going to win a drag race, but with subtle mods and a rebuild it now spits out 25hp and happily helps the Honda hold a slide. The major change is the new heat coated header pipes venting back to a pair of twin mufflers with chrome tips, “I really like the sound of the beautiful little exhaust,” Tom says with glee. While polished and painted sides and drilled covers help to dress it all up.
A new set of MX bars and rear shocks help hold a line as the bike enters turn one with the tail kicked out. And the refurbished wheels in a gloss black powder coat and vintage Shinko rubber ensures it looks the part doing it. A new headlight and mini indicators add enough of the legal stuff to keep the lawman happy, and the side mounted tail light wears the proof with the Polish plates. Now all that’s left to do is for Tom to find a suitable place to slide and contemplate the next style he’ll add to his growing repertoire of commuter based custom builds.
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F Stop | The Original celebrity photographer Terry O’Neill passed away yesterday. His portraits of the spotlight denizens from the sixties through to the eighties are considered iconic. Clockwise from upper left: Robert Redford, Julie Andrews, Steve McQueen and Mickey Rourke.
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16th St | we were exploring the near South Side and the extensive murals along some railway embankments. Glinting under the clear skies was this rust edged vee twin parked up. The Hayburner was a Bonanza episode where Hoss and Adam buy a Thoroughbred and find themselves competing with Little Joe for the Virginia City Sweepstakes. Or it could just be the slang for a second rate racehorse…
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Escapism | Sun sinking in the West sets mountains aglow. Park the bike in a meadow and kick your smile to the skies. Enjoy what life can offer you.
ROUGH DIAMOND: BMW R100GS by Diamond Atelier
Written by Tim Huber.
When Diamond Atelier first burst onto the scene in 2013 with its inaugural BMW R80 project, it was abundantly clear that the two 20-something-year-old German builders possessed a near-prodigious level of talent and skill when it came to customizing motorcycles. And while the world-renowned shop has stepped out of the limelight for the majority of 2019, that doesn’t mean major moves weren’t happening behind closed doors.
Tomas Konecny — one half of DA — has just unveiled his latest work, with this stunning resto-modded 1990 BMW R100GS. After spending the last few years building bikes that were largely ‘on trend’, Tom wanted to do something different and try building a scoot with the potential to stand the test of time. “I wanted to create something with the timeless characteristics of a true classic in the same vein as the Porsche 911 or Rolex Submariner,” explains Tom.
Based on his time and experience working at the Munich shop, Tom knew right off the bat that he wanted to use a BMW 2V airhead as the basis for the project, so after a bit of digging he managed to source a shockingly clean, first-owner R100GS specimen. “It only had 37,000km (23,000 miles) on it and it looked like it could have just rolled out of the BMW museum. Some would argue it was too good to be taken apart but this was exactly the donor I was looking for,” Tom admits.
The chassis was stripped and de-tabbed prior to its subframe being shortened by two-inches, powder-coated in black, and then capped off with a custom leather two-up saddle that boasts waterproof stitching and three layers of foam. “The new rear frame was customized in a way that might not seem obvious, though it’s much cleaner and lighter than the original,” explains Tom.
The suspension is less “resto” and more “mod”, with a fully-custom Wilber Nightline shock out back and matching custom progressive springs in front. Stopping power has been increased thanks to a dual 320mm petal rotor brake setup bit by four-pot Brembo Gold calipers held in one-off CNC’d aluminum brackets.
“In order to have the brake caliper adapters on the right, I needed to get another left lower fork leg and mill it down to fit the other side. This sounds a lot easier than it actually is, and with the cost of such a fork leg, the anxiety kicks the moment you start milling it in the CNC without knowing the outcome,” reveals Tom.
Steel-braided ABM lines now connect the new braking hardware to an original BMW brake pump that’s been modified in order to generate enough pressure to work with the upgraded stoppers. There’s also a CNC-machined fork-brace from Wunderlich that, like the rest of the forks, rims, and framework, has been powder-coated in black.
Instead of taking DA’s typical radical transformation approach, Tom instead opted for a more subtle — yet no less involved — process that would declutter and modernize the early ADVer while still highlighting many of the GS’s hallmark traits. So, the bulk of the bodywork was kept original though Tom swapped the stock tank out for a Monolever cell that’s been raised slightly in front and lowered a tad in back in order to achieve a dead straight line through the tank and seat. The rear fender was also raised up for what Tom calls a more “off-roady” look, while the front item is an original BMW Dakar fender.
The revamped GS now rides on modern spoked wheels — a 2.50×19 front and a 4.00×17 rear, both wrapped in Metzeler Roadtec 01. “This setup is similar to what we used on our Mark II builds and it’s literally the best wheels you can mount on a classic BMW. Through a lot of trial-and-error we figured out the best spacing, lacing, and positioning of the wheels,” says Tom.
Despite the donor’s low-mileage, the air-cooled twin was torn down for a complete rebuild that included replacing the bearings, pistons, and a slew of other internals with original BMW parts. The Bavarian twin also got K&N filters paired with an R90S air-box and (top) engine cover, and the shaft drive and cordon tunnel were also refurbished for the project.
“I also got rid of the chunky and heavy mid-header silencer and replaced it with a stainless steel unit that hooks up directly to the stock, polished muffler, which I think is essential for capturing the true GS look. The carbs were re-jetted, too, in order to better work with the new airflow system and the free flow exhaust,” explains Tom.
The stock bars were binned for an aluminum Magura TX unit resting in R nineT mounts fixed to a one-off CNC-machined top triple, and the original mirrors were jettisoned in favor of a single round aluminum billet unit hanging under the new bars. “I also added a side-mounted additional light on the left crash bar to visually balance the oil cooler on the right, and add a few lumens to the bike’s high beam,” relays Tom.
The BMW’s electronics also underwent an overhaul. There’s a new wiring harness discreetly running through the frame, as well as a small Lithium-ion battery stashed beneath the tank. Motogadget micro-pin LED indicators fore and aft keep things both tidy and street-legal. The gas cap is a one-off CNC’d piece made from scratch on a hand-lathe.
“The bodywork was painted in a 50:50 mix from original BMW colors, again remaining true to its origins, yet creating something unique. Half of the white is the classic “Alpina”, the other half is BMW Classic’s “Cream” – mixed together they come out in something just right for this bike. The blue-grey hand-painted stripes are from the BMW catalog, too,” says Tom.
And just like the original BMW factory Dakar racers, the inside/underside of the bodywork has been finished in a matte black to better mask any chips or dings from any kicked up rocks.
The end result is what its builder calls a “GS on steroids”. “It combines the classic feel you get when you think of a vintage BMW motorcycle with all the perks and benefits of a modern bike,” he explains. Tom’s transformation not only bolsters the GS’s appearance but also its performance prowess, with the Munich-based builder claiming the modified 1990 example to be “the best performing airhead BMW” he’s ever ridden… so far.
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M&M | Candy riding a sidecar combination. Seen on a display shelf at the noodle shop where I got our supper.
DRAWING INSPIRATION: Interview with Moto-Mucci
Can you introduce yourself to our readers?
My name’s David Mucci. I run a studio called Moto-Mucci where I build custom motorcycles and do design contracting for the motorcycle industry.
Where are you right now?
I’m based in Portland, OR
What was your first bike?
A 1978 CX500 that I bought mostly in bins about 11 years ago. I tore it down to the frame before ever riding it and turned it into a design project.
What’s your background?
I got my degree in Industrial Design from the College for Creative Studies in Detroit. There I focused on product and transportation design. My mechanical skills I’ve been acquiring since I was about 16 through repair manuals, tech school classes, industry mentors and the University of YouTube.
How did you get into building motorcycles?
I was into wrenching on cars for years before I bought a bike. Back in Chicago I had a 1989 BMW 325is that a buddy and I were rebuilding from the frame up. We probably put close to a year of work into it. Everything was out of the car, rebuilt, and on tables waiting to go back in after paint. Then my garage got broken into. They cleaned me out aside from leaving the chassis on jack stands. Losing everything from the car sucked but losing the lifetime of collected tools was worse. I had no interest in starting another car project after that, so I bought the CX500 and a $100 Craftsman mechanic’s tool set and started over.
We loved seeing the KTM 300 build up close at the One Moto Show. Your attention to detail is amazing. Do you use CAD? Do you sketch? What’s your design process?
Yes, all of the above. I go through a 4-round design phase with clients at the start of each build project. It starts with a wide range of loose sketches and we continue refining until we get to a fully detailed concept. During the build process I like using a wide range of techniques. The KTM is fitted with some old school, english wheel, hammer-and-dolly, formed aluminum body work. But I also went into CAD to design and build parts like the 3D printed carbon fiber headlight and CNC forged aluminum hubs. I try to learn at least a couple new skills with every build.
You are pretty handy at drawing your concept bikes. What’s the Kickstarter project you are involved in at the moment?
Over the past few months my buddy Matt Marrocco and I have been developing a sketch tutorial book called IDRAW Motos. It’s for anyone who has an interest in drawing and designing motorcycles whether to plan out their next custom, think up some rad future machine or simply sketch up their pride and joy sitting in the garage. The book is front loaded with a ton of foundational information on motorcycle dynamics so that readers understand the differences between model types. It covers basic anatomy, engine type and configuration, handling dynamics and how to set up a model-specific chassis. All that’s in chapter 1. From there the book gets into step-by-step tutorials, perspective lessons, wheel drawing techniques and layout fundamentals paired with 100+ templates to sketch over. The campaign is live right now here.
What’s inspires you?
It can be anything. I just try to keep my eyes open. If there’s one thing that fuels me to keep doing this, or creating in general, it’s the desire to put something out into the world that wasn’t there previously.
What’s the best ride you’ve been on?
Oh wow that’s a tough one. I think the most memorable and awe inspiring was riding Ducati’s from Ho Chi Minh City to Hanoi via the Ho Chi Minh Trail. Southeastern Asia blew my mind. There was one hell of a learning curve pulling out of the garage on a Hypermotard straight into a buzzing cloud of scooters. You almost just float with them like a current until you’re where you need to be.
What’s your favourite modern bike?
I have really been digging Husqvarna’s new direction for their street bikes. Honestly if I scooped up a 701 Svartpilen it’d probably be the first bike I owned but never modified. From a design perspective I think it’s right on the money. The Aero concept was a beaute as well.
What bike are you riding right now?
I’ve got the Husqvarna 570SM I built a few years back, a BMW R65, CX500 Turbo and the original CX500 I built back in 2010.
Dream bike if money was no option?
If money was no object I’d keep commissioning bikes from other builders; Thrive MC, Autofabrica, Max Hazan to name a few.
Is the future of motorcycles electric?
Yes but it depends on the timeline. I think we have a huge cultural divide to look forward to regarding gas vs. electric vehicles. It may be inevitable but I don’t think we’ll see gas vehicles banned in our lifetime. Not until those of us who grew up with found memories of combustion are long gone. But in the near future I’m eager to see how performance customization evolves in a grassroots fashion with these new powerplants. There have been a handful of impressive custom electric bikes popping up but with mostly aesthetic and suspension upgrades. I think there’s still a lot of fear around messing with the black box at the moment. It’s going to take a different kind of builder to start breaking into that but I’m sure it will happen.
What’s next for Moto Mucci?
I’ve got a couple builds I’m working on right now. One you’ll see gracing the pages of Pipeburn so keep an eye out!
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Reg ‘n’ Pete
The Leather Boys | classic early sixties biker film depicting a fictionalization of the rocker lifestyle in the UK. Gritty kitchen sink drama.
LICENCE TO THRILL: Honda FT500 by Hombrese Bikes
Written by Martin Hodgson
The engineering professor who was the first to build functioning models of artificial neural networks has a quote he likes to use when explaining his work, “the simple things are the hardest”! It was a philosophy that Uwe Kostrewa of Cologne’s Hombrese Bikes was to discover when taking on this build. His girlfriend wanted to get her motorcycle licence and have him build an easy to ride yet cool looking custom for when she passed her test. But despite Uwe having a portfolio of incredible machines, he was still working on this slick Honda FT500 street scrambler when she’d achieved her half of the bargain.
Uwe was on a break in the Netherlands visiting his girlfriend and started to wonder if she shared his passion for two wheels. “I had one of my motorcycles with me and asked her if she would like to ride. After a short hesitation she said yes. After a few meters, she smiled and it was clear that she wanted her own motorcycle.” So while she got to learning and studying for her test, he was on the internet hunting for the right donor bike.
Having previously built custom SR500s and a GN400 that would be suitable for a learner, it was a Honda FT500 that caught his eye when browsing eBay. Wanting to check it out for himself he was soon to discover the bike was in good condition and was owned by a lady rider who’d enjoyed the bike, it was meant to be. So after some haggling on the price he was soon back at his workshop ready to start.
But Uwe smiles when telling us, “I had a time problem with building the bike because she was very fast. So, in the end, the license was finished before the bike.” That’s in part because despite it being her first motorbike he still wanted to make sure it looked cool while still being easy to operate, low clip-ons need not apply! The bike was stripped down and all the parts from the cheap ’80s commuter that he knew wouldn’t be going back on were tossed aside.
That included the ugly box-like fuel tank and Uwe started offering up to the frame spares that he had lying around. The perfect fit styling wise came in the form of an old Honda CB piece that was still complete with chrome filler and trim. “My girlfriend loves it, the tank had a nice patina and little rust on the inside”. So with some metal work done to the tunnel it was sitting sweet and with grinder still in hand the subframe was cut and a new hooped item welded in place.
Underneath the old chunky plastic airbox and electronics storage has been replaced with a neat single unit that is given some texture with perforated steel. While a Hombrese Bikes custom rolled rear guard is bolted up with the radius to match the tyre profile. To give his girlfriend a comfortable place to sit and add some style Holland’s Marcel Miller was called upon to shape a two-up seat that perfectly fits the frame and new tank combo.
A new set of bars were selected that would provide maximum comfort and control, with new factory style pegs to match. The rear pegs which are notoriously too far forward when stock have been cut off and replaced in their new location thanks to a set of custom designed and laser-cut brackets. To ensure no early interactions with the police a Motogadget mst speedster speedo, 3 in 1 taillight and custom front indicator bracket take care of the practicalities.
The single-cylinder engine has been treated to one of Uwe’s stunning stainless steel exhaust systems for an epic sound. With the handling improved thanks to revised front forks, new rear shocks and a set of scrambler style tyres from Mefo Sport. With the bike complete and his girlfriend patiently waiting with her new license in hand, the custom couple from Hombrese now have a new way to spend time together; and Uwe’s found the best way to convince a girlfriend that money spent on custom bikes definitely makes sense.
G E O R D I E B I K E R
Twenty One | My nephew Dan Cook turned 21 today. So to celebrate here is Triumphs 350cc (21 cu. in.) 3TA aka the Twenty One or more colloquially the Bathtub. It was the first unit constructed engine from Edward Turner’s engineering group.
G E O R D I E B I K E R
This position will be held
Lest we Forget | Anzac mechanics making field repairs in a muddy corner of the First World War. Ypres November 11th 1917
OFF THE CHAIN: Yamaha TR1 ‘Django’ by Remastered Cycle
Written by Martin Hodgson
In the proud city of Brescia, Italy, they’ve long valued innovation and tradition in everything they do. It is the home of motorcycling God Giacomo Agostini and firearms producer Beretta, so you can imagine they didn’t take it lying down when the Italian GP was moved from their city. Instead, they came up with the grueling Mille Miglia and like everything in the Lombardy region they do it their own way. So when searching for a workshop to breathe life back into his long-deceased Yamaha TR1, Alessandro Gallina stayed local and selected Remastered Cycle to build him a street scrambler that’s off the chain, appropriately called Django.
The TR1 was almost lost forever, having spent the last 25 years hidden from the world in a small barn near the beautiful Lake Iseo. Its owner had parked the bike up before passing away and for nearly three decades the V-Twin sat lifelessly. But after a chance encounter with the heir of the estate Alessandro had in his possession a Yamaha in need of life saving surgery and a thorough makeover. So he turned to award winning local builders, Luca Morelli and Samuele Borsarini, of Remastered fame.
“The goal was to transform the TR1 from a classic 80’s bike into a scrambler with urban connotations that would convey power and elegance; keeping intact two typical Yamaha aesthetic formats, the V engine along with the well-known XV rims and the original old license plate which by itself is a tangible link with the past,” explains Alessandro of his vision. Now all on the same page, the boys tore in, stripping the bike down to a bare chassis that was then cleaned of 25 years of built-up gunk.
The stock subframe was taken off with the grinder and an all new tubular item fabricated in a more aesthetically pleasing scrambler style. Then it was into the spray booth and the frame, new subsection, and swingarm were all painted black to leave a perfect foundation from which to work. To get things headed in the right direction a new set of forks were selected, WP 48mm items, that are held in place with KTM 990 triple clamps and a custom set of bearings. But with Alessandro wanting to retain the distinctive XV style rims, the boys had to get creative.
First, they found a second rear wheel that could be adapted to the front and machined and welded it up to accept a set of Brembo drilled disc brakes. With the lathe still spinning a new axle and spacers were turned to get it rolling and the Brembo calipers aligned. It’s not a look you’re likely to see recreated and with both ends wrapped up in aggressive Continental TKC80 140/80 r18 rubber the TR1 had an all-new attitude. Completing another project goal, the rear hub was modified to accept the new wrap around license plate bracket and the original piece was bolted in place.
With the shortened rear end the stock tank was too bulky and next on the Italian menu was the selection of a Benelli Mojave unit to take its place at the table. New mounts were fabricated to suit, a retro filler cap installed and the badges replaced with Yamaha items. Sitting atop the new subframe is a hand formed seat base with the foam neatly contoured in house and a clever Whale shark like tailpiece hiding the rear light in its mouth for an ultra-clean finish.
“The color was chosen specifically to reflect the livery of Bernese mountain dogs: dull black, brown, silvery white and voilà,” enthuses the patriotic Alessandro. A muscular front fender was hand rolled and mated to the modern forks with simple round bar struts. To fill the scrambler brief a set of Rizoma bars get the call-up, while the instrumentation is kept simple, “a Motogadget Motoscope was chosen to give a modern and minimal footprint at the same time the front end was completed with Highsider top indicators and Highsider mirrors.”
Having sat silent for so long the big litre V-Twin was given a full overhaul to ensure perfect operation and repainted with contrasting file finished fins. To ensure everyone knows when Django is off his leash the boys fabricated a stunning two into one stainless steel exhaust that finishes in a twin tip MASS muffler. Fuelled up and fed the Yamaha comes to life with an all new purpose, no longer the poor man’s tourer, the angry animal prowls the city streets with a snarling presence and pointed towards the trails this TR1 is ready to reap revenge.
THE BIKES THAT GOT US MOVING: EICMA 2019
Honda CB4X Concept
Designed by Honda’s European R&D team lead by Valerio Aiello, the CB4X is Big Red’s latest CBR650F-based concept bike. The 4X boasts a sharp futuristic design with a one-piece tank and front-fairing unit with wing-esque protrusions just above the radiator, and a host of LED lights tucked beneath the nose, resulting in a smooth form somewhat reminiscent of race bodywork. The front of the bike also sports aggressive looking hand guards, an adjustable windscreen, Ohlins forks, and a dual disc Brembo brake setup.
Other highlights on the Honda include a single-sided swing-arm, a four-into-one-into-two SC Project exhaust, and a sharp, angular tail section, and 17-inch wheels front and back. The tires, wheel size, suspension, and lack of protection around the engine and exhaust — amongst other things — clearly point to the CB4X being more of an adventure-themed road-goer than a genuine on/off-roader. There’s been no word from Honda as to whether this concept is merely a design exercise or if the Japanese marque has plans of putting the thing into production, though time will tell.
Husqvarna Norden 901
In recent months rumors had been swirling about a new 901 platform from Husqvarna (based on KTM’s 899cc engine), but this week we were treated to the first proto-offering from Husky to feature the parallel twin with the all-new Norden 901 Concept. The Swedish sled sports Dakar-style bodywork with a single-piece tank and front fairing and a no nonsense ADV saddle. Noteworthy features include LED lighting throughout including dual auxiliary lights, a massive bash-plate and crash bars, disc and fork guards, WP suspension, an off-road-friendlty 21-inch front and 18-inch rear wheels, sleek-looking und-guards, and even what appears to be some Husky-branded prototype soft luggage.
The Norden retains some of its Svartpilen/Vitpilen neo-retro flavor, albeit it leans a bit more towards the “neo” end of the spectrum. The futuristic adventurer also hides a few cool tricks up its sleeve, with the large TFT display being augmented by a horizontally-mounted smartphone which acts as the top half of the screen, doubling the size of the full-color instrumentation. In typical Husqvarna-fashion, the livery is pretty slick, comprised of a mixture of matte greys, popping fluo-yellows, and a wavy, typography-inspired pattern on the fairing and rear luggage. Based on how little the company ended up changes its 401 and 701 models between concept and production, there’s reason to believe we might see something very similar in showrooms in a year or two’s time.
Aston Martin X Brough Superior AMB 001
Another noteworthy reveal from this last week was that of the AMB 001; an ultra-exclusive track-only motorcycle born out of a joint effort between Brough Superior and Aston Martin. Unlike the revived moto marque’s recent retro-inspired bikes, the AMB takes things in a profoundly more modern and performance-oriented direction with its sharp, space-ship-esque bodywork — which was penned by Aston Martin, and painted in their iconic Stirling Green — and 180hp, liter-sized, turbocharged V-Twin.
The AMB 001 also sports a ridiculous amount of CNC’d parts like the swing-arm, engine cases, chassis, and double-wishbone Fior fork. There’s also a shit ton of carbon fibre on the thing as well like its subframe and the entirety of the bodywork. The two British companies haven’t yet announced an official release date beyond stating deliveries are slated to commence in toward the tail-end of 2020, and that the run will be limited to just 100 units, all of which will carry an MSRP just shy of $120,000.
MV Agusta Rush 1000
Fresh on the heels of MV Agusta unveiling its new (non-Serie Oro) Super Veloce and Brutale 1000 RR, the elite Italian brand also debuted another highly-stylized model based on the same 200hp+ inline-four and Chromoly steel tubular trellis found in the new 1KRR. Dubbed the Rush 1000, this idiosyncratic Italian two-wheeler is actually a production model and not just a concept or prototype. MV says the unique new model was inspired by the drag-racing scene, as well as touting the bike as being the first production model to utilize radial valves and titanium connecting rods.
Rolling on what appear to be beefy Kineo rims with a disc insert in the aft unit, the Rush features an interesting tail section with a raised bumstop of sorts. The sleek tail section feeds into a sculpted tank and radiator covers — that like the Brutale appear to generate some down force on top of looking the business — before reaching a circular LED headlight that looks to be borrowed from MV’s ultra-trick RVS#1. The dual-pipe SC Project exhaust is another noteworthy element on the MV, as is the top-of-the-line running gear; Ohlins electronics suspension and Brembo Stylema Monoblocs. There’s also a TFT dash and a host of carbon fiber and billet items rounding out the impressive naked. MV hasn’t announced pricing yet, but if the rumors are to be believed, it’ll be in the $35K ballpark.
Aprilia Tuono 660 Concept
Alongside the debut of Aprilia’s RS660, the company also showed off its “naked” version of the mid-sized twin with the Tuono 660 concept. The T6 gets the same parallel twin engine and aluminum chassis as its fully-faired brethren, as well as the same LED headlight (with DRL’s), and to be frank; the majority of its bodywork. For a so-called “naked”, the thing sure has a lot of bodywork, though it’s hard to knock when it looks this good.
Interestingly, certain aspects of the Tuono are decidedly un-concept-like, as the bike actually looks more like production model sans mirrors and license plate than it does a concept. The fact it has passenger pegs and pillion are more in line with a motorcycle slated for production than a prototype. It’s definitely an attractive offering, and with the raised handlebars, the mid-sized Tuono looks like it would make for a stellar road-bike, now we just have to wait to see if it’ll end up on roads.
BMW R18 /2 Concept
Back in May BMW debuted its new 1,800cc boxer engine in what was dubbed the R18 concept; a big-bore bobber inspired by the Bavarian brand’s models of yesteryear. The initial R18 was followed up by a pair of custom bikes constructed around the 1.8L protomill; one from Revival Cycles; and the other from Custom Works Zon. Fast forward to this week and BMW pulled the cover off yet another concept model powered by the aforementioned lump with the R18 /2.
The /2 is a more contemporary take on the original antique-flavored R18, with the new concept bike featuring more of a cruiser-style tank, and LED headlight shrouded behind a bikini fairing. Meanwhile, the older concept’s Pegusa-style saddle has been swapped out for a tuck and roll unit, and the fishtail exhausts were replaced with more modern, round pipes. In the past, BMW has missed the mark with its cruiser attempts (to put it mildly), though the same can’t be said for the R18 /2. The /2’s lack of exposed shaft drive, side-covers, and airbox definitely suggests that the company may be nearing production on the 1.8L workhorse.
Ducati Desert X and Motard Concepts
Last week as we got ready to kickoff EICMA, Ducati decided it would shake things up and get an early start on generating hype for some of its upcoming wares by releasing images of two Scrambler concepts at Ducati World Premier Week with the Scrambler Desert X and Scrambler Motard Concepts. And as promised, the Bologna firm has now revealed these two protoScramblers.
The first of the two bikes is the motard, and is a slick city bike with MX-style number plate, fender, and hand guards, plus tracker-style number plates on either side of the Scrambler’s signature saddle. The “62” numbers slapped onto various parts of the Motard raise the possibility that the Motard, should it see production, may be based on the entry-level Scrambler Sixty2 platform, though from looking at the engine it’s clearly the 803cc size.
The more interesting of the two Scrambler concepts — at least in my opinion — is the Dakar-style Desert X. It may seem like an odd choice for Ducati with the brand already offering Desert Sled and Urban Enduro variants of the Scrambler, though the flavor is pretty different with this one as it’s more based on rally raider machines than McQueen-style desert sleds. Like the other two ADV bikes on this list, the Desert X gets a single-piece tank and front fairing complete with navigation tower and an off-set gas-cap in its plus-size fuel-cell. A tall windscreen is also in the mix, as are two front discs (which is standard on the Scrambler 1100, which is what the DX is based off of), a Termignoni pipe, and what appears to be the same long-travel suspenders seen on the Desert Sled.
Here’s to hoping one or both of these beauties see production.
Written by Tim Huber.
G E O R D I E B I K E R
Under African Skies
Dakar or Bust | evocative photography from Nikon wielding Roger DeSilva (1925-2008) who, after capturing atrocities of WW2, settled in Senegal and recorded the young country’s independence spirit amongst the chic lifestyle of celebrities and politicians. He has a retrospective in Paris exhibiting many of his beautiful imagery.
Un pneu dans la tombe
La Honda 600 Shadow custom de Lolo…
Lolo souhaitait nous présenter sa Honda 600 Shadow custom… Voici son petit mot et ses photos ! « Salut, Moi c’est Lolo, moniteur de jet-ski à Fréjus. Et ma passion, c’est de modifier des bécanes ! J’aime les motos différentes de ce que l’on voit habituellement. Aussi je vous envoie quelques photos, prises par LINA, de […]
Harley-Davidson Sportster Scrambler Episode 3 by Purpose Built Moto
Words and video by Tom from Purpose Built Moto.
If you’ve been following this build series, you’ve noticed I’ve mentioned a few times that the two adventure scramblers I’m building at the moment, a Nemesis 400 and the Harley Sportster are for an upcoming film project. I’m happy to announce that the official Instagram for the film is now live! @wideofthemarkmovie. After the success of our first film “Handcrafted” produced in collaboration with Electric Bubble we’ve decided to go bigger, better and way f**king out there. Go and check out the instagram to keep up with the project. Ok, now on with the important stuff.
In this instalment of the scrambler build we show you:
• Making the Sportster Tracker tail functional
• Building the tail tidy/plate mount
• Off road peg position + ergonomics
• Sportster Air filter prototype – YEP! I’m going to try building an air-box!
• Handlebar switches + West Sliders
It’s a difficult thing building a bike in front of a camera, but bear with me as we stumble through!
Tracker tails are usually for two things – looks and weight saving. This one however, has a twist. It will also serve to support my baggage strapped to the back, with a good amount of storage. I’ve achieved this by lifting the seat from the frame about 40mm, and boxing in the tail section at the rear.
Boxing the tail in I marked out my mounting points and templated the cover on some cardboard before transferring it to a 2.5mm thick aluminium sheet that was trimmed and shaped to suit the contours of the frame. There’s more to come on this, but we need to get some other things done first.
Nothing says I’m building a Dirt Bike quite like a fat aluminium swing arm bolted to a heavy American V-twin. The Trac dynamics swinger is a real piece of eye candy on the sportster build. It also serves as the mounting point for the bikes tail tidy and rear fender.
Using an off cut from a Triumph Bonneville rear guard, my tig welder, a cheap but super handy tube bender and my trusty oxy torch I put together a strong, small fender mount to stop roost from hitting my ride buddies when I crack open that Lectron Carb that the sportster will be breathing through. Because I’m a bloody nice guy, that’s why.
Next job is fabricating a set of foot peg mounts. I have a few different sets of parts I’m building with here. Some PBM stainless steel fabrication bungs a set of Free spirits parts shift and brake levers and some British customs off road pegs. With some creative… problem solving? I was able to modify some Triumph foot peg brackets, and mount them onto the sportster cases in what ended up like the peg mount version of the demogorgan from Stranger Things. Regardless of how you think it looks, I reckon its rad, and its strong as fuck. So there ya go.
While welding a set of threads to the frame for bag racks/sissy bar mount, re-locating the coil and fitting up the Lectron carburettor, I started dreaming about the airbox idea I’ve been toying with. Having the air filter sat out the side of the motor I’ve seen a heap of offroad sportsters having issues getting instantly clogged up on the intake. My idea to help that situation is to fabricate an airbox that will sit where the old coil mount was. DNA performance filters to the rescue, I’m pretty psyched to see how this turns out.
Last job is fitting a bit of jewellery to my Pro Taper Outlaw tracker bars. ISR master cylinders and Clutch lever, a pair of 3 button Purpose Built Moto switches and a set of a great little product I recently found. West slider lever protectors form Moto Products Australia. I’m going to see how they go at protecting my levers when I bin the sporty off road. They’re a strong looking billet designed part that I’m hoping will limit the damage done to my levers when I drop the bike.
That will finish up part 3 on the Adventure Sportster Scrambler. Thanks for taking a minute to get the lowdown on the second ever personal build I’ve done. Make sure you subscribe to The Purpose Built Moto YouTube Channel so you don’t miss the next one.
BACK IN BLACK: 2012 Kawasaki W800 by Mike Andrews
Written by Martin Hodgson
The last time we caught up with Kiwi Mike Andrews he’d finished building his epic Honda Muscle Racer and after its Pipeburn feature he was looking forward to clocking up the miles before retiring the bike to his living room. But life has a way of turning the rudder for us and sending us on a path totally planned. For Mike that meant the sale of his beloved creation and major surgery, but always setting an example for his boys he’s back with another blacked out custom creation. Now working under the name Bonnievill he’s turned out a sleek and slick 2011 Kawasaki W800 to get him back on the road in style.
Just like the late great legend of motorsport Bruce McLaren, a fellow Kiwi genius, Mike had been diagnosed with Perthes disease as a child. Now four decades on, the Honda had to be sold as Mike prepared himself for a full hip replacement. But as he recovered his body, the creative mind of a man who always has an idea on the boil got the better of him. Onto the internet and he found the W800, “it was a fresh Japanese import into New Zealand and was a bit of a basket case, dings in the tank, one fork leg punctured, the engine cases were shabby,” Mike Recalls.
But in addition to that brilliant creative mind, Mike is damn good with his hands and his other venture The Tot Rod Shop had him hand-delivering to the USA one of his builds to Bryce Green and his kids at Kindig-it Design. “I was fortunate to meet and visit workshops like Troy Ladd, Dave Shuten, Gene Winfield and had a private tour of Kindig, travel to the basement of the Petersen museum and see the likes of the McGee Roadster, the Rolls Royce round door, McQueens D-type and we were even fortunate to be invited to meet Lynn Park.”
With the W800 always in the back of his mind and having been ordering parts while he was away, the inspiration of what he saw across the Pacific had given him a clear direction. “Build a quick Japanese hotrod; little, loud and nimble,” Mike Smiles. Starting at the front the wrecked front forks were swapped out and replaced with a set meant a W650. With custom bushes in place to accept the W800 hub and axle, the rest of the front wheel is 18×3.5 with custom stainless spokes and a Shinko e270 tire.
At the rear end a set of new shocks from Goods Co. Japan measure 260mm eye to eye and get the stance just right! While the stock rear hub is retained and laced up with custom stainless spokes before being wrapped up in the same Shinko rubber. “The steering is solid and corners better than expected on the style of tyres,” Mike is happy to report. Next was another Japanese sourced item with a set of ‘Daytona Trucker Bars’, which could also be a watering hole for thirsty big rig drivers in Florida.
To get the bodywork right the front guard was first used to create a mould for the rear, before being slammed down over the front tyre. The rear fibreglass piece Mike then hand made, which serves a functional purpose but also “when the bike has a rider onboard it settles out like the front; nice and tight!” The modifications to the tank are subtle to get the ultra-smooth look, but that doesn’t mean they were simple. Being injected meant lowering the unit isn’t so easy with the fuel pump taking up considerable room under the left side.
The solution came by frenching the lower section before the knee rubber mounts were cut off and new contoured plates welded over to seal the deal. The seat shell was also fibreglassed up by Mike, who then shaped the foam before having a local upholsterer finish off the job. The Daytona Speedo is mounted where the steering lock bolt hole used to be with the top triple trimmed and milled to fit. While an oil pressure light is mounted where the ignition key once called home.
The parallel-twin engine has been beautifully restored back to its British looking best. With a set of wrapped header pipes ending in reverse cone mufflers ensuring the Kwaka emits a triumphant sound. But it’s the deep gloss black paint that appears to be a signature of Mike’s builds that truly completes the two-wheeled Japanese Hot Rod build. With his hip healing well we hope this is the bike that one day makes it to his loungeroom. But with boys to raise, Tot Rods to build and bikes a true love, it might not be too long before another Bonnievill beast comes our way.
Lamborghini Miura Barn Find
Découvrir une auto au fond d’une grange est comme découvrir une pépite d’or dans le lit d’un ruisseau. Un moment d’excitation ultime où tout est permis. Les rêves les plus fous circulent alors à grande vitesse dans notre esprit. Quand Jeremy Cliff découvrit cette Lamborghini Miura restée quelques trente années dans ce garage près de Chicago, Michigan, elle était recouverte de poussière que seul le temps peut déposer sur les personnes et les objets. Dans un état de conservation très honorable, il ne fallut pas beaucoup d’efforts pour lui redonner l’éclat de sa jeunesse.
Crédit photos et vidéo Jeremy Cliff
Cet article fut rédigé et publié pour la première fois sur Virage8 le 4 Novembre 2019
Début de semaine
Un week-end de 3 jours à tout casser sur les routes du pays malgré la pluie, la tempête et le vent. Des tours et des détours, sur 2 comme sur 4 roues, et à la fin de ce looooooong week-end, un fort sentiment de fatigue, et par que pour les machines.
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 4 Novembre 2019