1996 Customs Triumph Tracker
A Taiwanese Tracker
No doubt we're huge fans of modified Hinkley Triumphs, and have seen our share of cool builds but we recently stumbled across another one worth sharing here. The killer street tracker here is from Taiwanese builders 1996 Customs. Just about all the details on the 1996 Customs Triumph Tracker are dialed and it looks like one hell of a time. Oh, and the build is made by a 23 year old...pretty impressive!
The slim sprint-style tank, custom headers, and number plate certainly look the part. The fork gaiters and fork protectors might be a little overkill but that's a minor detail.
Loving the old school Triumph logo and "fuel gauge".
Nice details on the rear number plate and a very positive message to anyone getting passed.
Curious everyone's thoughts on the side mounted gauges. They definitely allow to keep front end clean but I wonder if a tall person's knees might get in the way.
Contrasting suede and leather work together for a handsome saddle.
Not sure how bright that light is and could surely be upgraded to a bight-as-hell LED if needed.
As we're sitting here, pulling together a parts list and mock up of our new Triumph build (affectionately know as our Bullitt OG2) we can't help but admire 1996 Customs Triumph Tracker and will definitely keep this up on our mood board going forward.
1996 Customs: Facebook | Instagram || Spotted via Rocket Garage
After doing a little more digging on the builder, we've come to discover that Alex from 1996 Customs is only 23. Check the HYPEBEAST interview with Alex here, and see their video below.
RSD MV Agusta Dragster 800 RR
A modern-retro masterpiece
The crew at Roland Sands Design build some dream-worthy bikes. We've had a blown up poster of their RSD Desmo Tracker in the Bullitt garage for nearly a decade now. RSD does an amazing job on any of their builds but taking some fast Italian bikes and making them look even cooler, seems to be something they nail every time. Enter the RSD MV Agusta Dragster 800 RR. They taken an already quick and sexy bike, and turned it into something truly lust-worthy.
Words below from Roland Sands Designs
Commissioned builds are always fun and challenging. It's a subtle dance amalgamating styles, input, design, and vision. Ultimately it boils down to communication and trust. Depending on the client's style and or level of care, you can lean on one harder than the other. Luckily RSD has collaborated with this client on previous projects, and they've all been positive, so we felt confident to take liberties with the overall look and design.
This build started life as a 2015 MV Agusta Brutale Dragster 800RR and straight from the Varese factory the Brutale is designed to shred. 800cc of howling triple-cylinder goodness jammed in a compact GP like chassis. As with all our performance builds, maintaining a fully functional machine, and improving that performance are paramount in our process. With the MV Dragster, our goal was to bring a classic aesthetic to the platform while maintaining the MV's racer spirit.
"The RSD MV Agusta Dragster 800 RR was made to eat asphalt and look good doing it." - RSD
We began by replacing the top triple clamp and standard upright handlebars with a set of clip-ons more apt to manage canyon carver duties. The subframe was hand fabricated with Chromoly-tapered tubing, the same tubing used to construct BMX bikes. The one-off subframe also set the stage for the rest of the bodywork. We set a beautiful straight line through the bike, which maintained the new aesthetic from front to back. The shape of the entirely handmade aluminum gas tank was built in the spirit of championed MV racers of the past. However, we added a modern twist by replacing the typical twist off gas cap with a modern, quick fill style endurance racing fuel filler.
The front light was ditched in favor of a modern minimalist café style light and complimented with a handbuilt aluminum shroud following the lines of the tank and tail and capturing that racer essence. The radiator shrouds were also fabricated out of aluminum and then re-popped in carbon. A custom set of Roland Sands Design forged racing wheels were machined from blank billet aluminum using the standard MV hub design.
The wheels were then covered in a Cerakote “Blue Titanium H-185” finish by Specialized Coatings. Specialized also coated MV’s trellis frame and custom subframe in the same “Blue Titanium” to match. Using MV's hub design allowed us to take advantage of the beautiful architecture of the stock single-sided swingarm showcasing the intricate design details of the wheel while giving the bike an un-obscured splash of color.
Performance details are continued with the Brembo nickel GP racing calipers front and back coupled with RSD radial masters on the controls. Bitchin Rich stitched up a custom grippier suede Café seat. GP suspension rebuilt the forks and coated them in a slick black finish replacing the stock red fork tubes, which no longer matched the bikes' more subtle color pallet. The custom Aquamarine RSD wheels are wrapped in sticky Dunlop Sportmax Q4's. At the moment, no one makes a full system for the Brutale, so our friends Zard fabricated the unique custom header and exhaust in full titanium, ensuring the MV would scream when commanded.
The paint process and color scheme presented its own set of challenges. Getting the design perfect and ensuring the lines were straight required an extra trip to Chris Woods shop in Santa Barbara. Chris applied the precise taped linework on the freshly painted base job. The team at Airtrix did a brilliant job with the detailing, somehow color matching the Cerakote “Blue Titanium” used on the stripes which were meticulously laid over eggshell white, giving the bike a sort of Lux-Race feel. They got us the bodywork back just in time to complete the project and make our deadline for the One Moto Show in Portland.
The final product is an ultra-modern and performance-based take on a classic café racer and is as fun to ride as it is beautiful to look at. Unfortunately, this one of one masterpiece has already found its home and is being thoroughly flogged and enjoyed by its new owner. However, RSD is giving you a chance to own a bit of the same build quality and design superiority found in all of our hard parts and custom build projects with the limited edition RSD MV Dragster T-shirt.
Roland Sands Design: Web | Facebook | Twitter | Instagram
Photography by Jose Gallina: Web | Facebook | Tumblr | Instagram
Icon Motorcycles Modern Triton Cafe Racer
A Dutch-built Triton
A Triton cafe racer is the quintessential cafe racer. Back in the 60's and 70's, taking the superior Triumph motor and mating it into a Norton featherbed frame was a recipe for an amazing machine. To this day, this is a distinguished combination and when Dutch builders, Icon Motorcycles, set out to tackle a modern Triton cafe racer they stepped up to the plate ready to knock it out of the park.
Words below from Icon Motorcycles
The cafe racer history built in 1938 the Ace Cafe developed in to one of the most iconic landmarks in motorcycling history. Beginning life as a humble roadside cafe Ace’s two standout features were it’s location, right alongside of one of Britain’s fastest major road networks and it’s opening times, 24 hours a day. As it’s popularity grew among motorcyclists and the Cafe Racer trend developed the Ace Cafe became the place to go for any enthusiast. Teams of riders would gather and listen to Rock and Roll music with their girls before screaming off in to the night to race around a course and return before a song on the jukebox could end.
In 1969 the Ace Cafe closed it’s doors after the development of the motorway network. Motorcycle manufacturers were struggling with the increased price of production while the market for cars boomed. With the iconic Ace Cafe closed the spirit of the Cafe Racers lived on even though other popular cultures had stolen the Rockers lime light. Icon Motorcycles honors the motorcycles from that time and lets them revive. We return to the sentiment of then. We keep a history alive that must not be lost. We create rare motorcycles for the owner. Icon Motorcycles “The best of two worlds” Icon motorcycles goes back to the origins of the cafe racers. Cafe racers as they were originally intended.
By combining the best of two motorcycles into one, the ultimate café racer emerged. The famous Norton Featherbed frame bears a reputation that cannot be equaled. The featherbed frame, a double cradle frame with a wasps waist, the roadholder fork and swing rear suspension, built by the Irish McCandless is the legend of the British motor industry.
At the time, the amazing features of this frame were responded with amazement. From the top in the ball head, two parallel Reynolds 531 tubes in chrome molybdenum steel, walked toward the front bottom of the block to deflect behind the gearbox, where they made a wide 90 degree arc upwards. The two loops of the frame were connected to cross joints on several panels. For the straight-ahead stability of the assembly, the top of the ball head with the upper cross link of the frame and the cylinder head by means of a solid steel plate was secured together.
Icon Motorcycles has created a replica of the original "wideline" version based on an original factory drawing, creating a modern Triton cafe racer. These types of British frames with sublime properties form the basis of every “Icon" motorcycle. The engine heart of the Icon Motorcycle is formed by a Triumph 900cc air-cooled engine. Last real British standing twin with a 360 degree crankshaft guarantees a unique engine character. The main features that a real British café racer had to possess at that time must not be lost and guarantee the sentiment of yesteryear.
Quality and exclusivity is the look and feel of every part of the bike. These two characteristics run through the design as a thread. One of the last motorcycles in the world built by hand, each icon motorcycle is assembled by hand to meet the highest standards. In each part you feel that the British industry is represented. The components colored in the “British racing green", the two-tone color scheme, the short aluminum circuit tank and the curves from the swept back exhaust make you want the British era of yesteryear. The new Triton. The icon of the British cafe racer era.
This cafe racer is both man and machine. The human side of the cafe-racer was a perfect match for this type of motorcycle. The riders were young and speed was a requirement. With its spartan look and aggressive feel, the “Triton" is one of the most distinctive and respected motorcycles in the world. “Triton" is the combination of the abbreviations of Triumph (engine) and Norton (frame). Without the emergence of the “Triton" manufacturers might never have developed the modern sports motorcycle. There was also a flow that demanded that their machines be driven even faster and that the appearance be similar to the machines of British racing heroes such as Mike Hailwood and Geoff Duke. Reaching "the Ton", often achieving the top speed of 100 miles per hour, became a goal in itself. The motorcycle had to be tuned to accomplish this. This meant the birth of “The Legend".
Icon Motorcycles: Web | Facebook
Moto Guzzi V9 Scrambler by Moto Studio
Moto Sutdio's V9 Pro Build
Moto Studio’s Bruce McQuiston is normally a café racer type of guy. But his hometown of Miami is not really built for café racer living; the roads are less than perfect, and the traffic is dense. In that type of urban environment, a café racer simply doesn’t appeal to comfortable riding needs.
Regardless of what type of bike is perfect to take on Miami in comfort, McQuiston still believes in embracing style - especially styling taken from the architecture around Miami. What better way to do so than with a custom Moto Guzzi V9 Scrambler?
Moto Studio was selected as one of four builders for the Moto Guzzi V9 Pro Build series, and the Kutztown University graduate of Fine Arts and race car driver went to work on a bike that reflected the Sunshine State. When finished with the V9 Roamer, his creation and subsequent solution was dubbed the “Braapster.” And for good reason.
This urban scrambler is not just knobbies and handlebars with some custom paint. Rather, the entire bike was overhauled for a truly custom scrambler, and includes a swing arm fabricated at Moto Studio, Dellorto PHF carbs, and a front end borrowed from a KTM. McQuiston’s mission was to embrace the look of a Moto Guzzi, but the feel of a Moto Studio motorcycle, saying “where the Moto Guzzi design ends, the Moto Studio design begins.”
The Moto Guzzi V9 Scrambler was designed to handle well, and has some very unique suspension and a cushy 8 inches of suspension travel from the upside-down front fork. But it’s out back where things get interesting; the Braapster is equipped with a Sachs Formula Matrix 4 way damper designed for a race car. It was re-fabricated to use with the Braapster’s mono shock setup and fabricated rear swingarm.
The 853cc engine was next for customization. First, it was stripped of any modern electronics, including fuel injection. The transverse twin now breaths through a set of Dellorto PHF 36 carbs mounted on a gorgeous Moto Studio intake, the induction system providing a classic 1960’s feel. The exhaust is equally as gorgeous as the swingarm, McQuiston hand-building the 2-into-1 setup. Taking care of the firing is a Radical Guzzi ignition box.
This clean engine simplicity transitions to the bodywork, which was fabricated in house at Moto Studios. Noticeable is the tank’s wideness, a tail piece that perfectly blends into the air, and the custom black-leather seat with metal accents. Other highlights include an LED combo rear tail light, a flush-mount headlight with a grille built out of machined Guzzi parts, and Renthal bars dressed with a Motogadget tach and Domino parts.
And you can’t forget about the gorgeous gas cap, or equally gorgeous black wheels that are shod in Allstate Dirtman tires.
This is one Guzzi that will remain at the forefront of the custom urban motorcycle scene for some time. Great work on this one Moto Studio!
Moto Studio: Online | Facebook | Instagram
Indian FTR 1200 S - A film study
Spending a day in analog
There's no question today's digital cameras offer stunning images and a slew of advantages over their analog predecessors. That's right, film cameras. And while we love modern technologies and conveniences, like you, we also appreciate vintage. Coincidentally, my brother Braedon is a professional photographer and also runs a company that specializes in equipment and gear for film photographers called Film Supply Club. Before the coronavirus lockdowns, he wanted to shoot a video for his site on some newly re-released Fuji film and needed a subject to shoot. I was already out riding the new Indian FTR 1200 S and was happy to oblige.
Throughout the video — which you can see below — Braedon goes through different camera settings and a slew of different settings to see how the film reacts. The point of his testing is so those interested in the film don't have to experiment quite as much, as experimentation with film can be costly. I'm not an avid film photographer myself so it was fun to watch the process, and even more interesting to see the results. And for those of us who haven't shot with film in some time, remember you have to wait to see the finished product. What a novel concept!
Our friends at The Brand Amp, Indian's agency, were kind enough to lend me the FTR 1200 S and I had been dying to give that bike a go. Ever since my days at Ducati, I had loved the Monster 1200 S and assumed this bike would be similar. It short, it was. The suspension is adjustable on both ends but I didn't mess with settings. For the riding I was doing, I was plenty happy with the stock settings. Being on the S model, the bike was equipped with an impressive high-visibility 4.3" LCD touch screen. Bluetooth connectivity was super easy. This particular model was slightly accessorized with tank covers and their "Rally" seat.
Initial impressions on the bike were that there was plenty of power and the chassis felt solid. A 1203cc V-twin engine delivers 123 hp and 87 ft-lbs of low-end torque. Power delivery was progressive and responsive. I put in a full day in the saddle and was plenty comfortable and happy at the end of the day. Cruise control helped for longer stints of highway riding.
We couldn't have asked for a nicer day. Shooting up in the local orange county hills around Cook's Corner, we had plenty of open roads and good times. Check out the video below and let any of your friends who shoot film to check out Film Supply Club!
Film Supply Club: Online | Facebook | Instagram
Pat's Riding Style
- Helmet: Nexx X.G100
- Goggles: Equilibrialist Leo Maska
- Jacket: Dainese 36060 Harrison Jacket
- Gloves: Dainese
- Pants: Ugly Bros Featherbed-K
Ducati Monster 1200S...Superbike?
A Ducati medley
Ducati Monsters are a great choice for customizers and have gone under the knife more than a Beverly Hills housewife. Being one of the original naked bikes, very few choose to "dress them" with fairings. And while few have dared over the years, Raul Fattori from Calenzano, Italy was up for the challenge.
Fattori has been in love with the lines of the 90s motorcycles for years - especially the Ducati 888 and 900SS - but had never pulled the trigger on getting a bike of his own. Two years ago he purchased a Ducati Scrambler and converted it into a nice little cafe racer. While he fell in love with his new Scrambler, he found it too small and lacking in power.
So, he set his sights on something still retro with performance and modern reliability, but with a nod to some of the historical Ducati's he'd grown to love.
Selecting a modern Ducati Monster 1200 S as his new base, Raul set off with the basic plans to mate the bodywork of an old Ducati 900 SS to the Monster. For a slight twist, Fattori decided he wanted to run headlights derived from the 999 front end. And as things tend to go in full-custom situations, that was the point in which the build started to get a little out of hand.
After getting the bodywork roughly mounted, Raul felt that the rear didn't work as-is, having to much of a dirt-oriented feel. He'd seem some previous attempts online before, most opting for the rear borrowed from a SportClassic, which he knew he didn't want to pursue himself. After some online and offline mock ups, he settled on the tail of an 888, and paired that with the original base of the Monster's saddle. The original lines of the 888's tail needed to be extended get the profile he was going for.
While the profile was important, the Italian didn't want to sacrifice a proper riding position. To enhance the overall ride, he added adjustable rearsets, reversed the gearbox, and modified the Quick shifter's plug. The original steering stabilizer was repositioned along with the gauges to fit under its new skin.
Raul wanted to stress that he's not a professional bike builder and doesn't sell his parts. This is just something that he had a passion for and set of to get it done. Throughout the bike there are various carbon fiber pieces - all of which were made by Fattori - in his spare time. Another interesting fact about his build is that all of the work is plug & play, meaning the bike could theoretically be set back to stock.
Gear Review :: Nexx Helmets X.G200 Purist Modern-Retro Helmet
Retro styling. Modern Safety.
It's safe to say that most riders here understand the importance of wearing a helmet when riding a motorcycle. It always blows my mind to travel to a state where there are no helmet laws and to just see people cruising the highways in a backwards hat. This sport is dangerous enough WITH proper gear on! And while we completely understand the necessity of wearing a helmet, we also know that style matters. All things "modern retro" are in at the moment, and that's not a bad thing. Back in the 60's and 70's styles were on point. While style ruled back then, the safety features in modern equipment is far, far improved. So, with the modern retro styling, you're really getting the best of both worlds. Old school style with new school tech. There are plenty of modern retro helmet options these days, but when we saw the Nexx Helmets X.G200 Purist, we knew we had to get our hands on one.
The Nexx Helmets X.G200 Purist comes is either matte white or matte black. Both shells come with a black visor in the Purist family. There are a number of retro-inspired paint jobs available as well. The Superhunky version is pretty rad but nothing matches better than all black, right?
The Nexx Helmets X.G200 Purist embraces the vintage MX-spirit and pairs it up with a modern fit and finish.
Features:
- Adjustable peak
- Forehead ventilation
- Large vintage-proportioned viewport
- Removable lining
- Peak/visor with 2 positions
- Double-D ring buckle
- Top ventilation
- Chin ventilation
- Ergo padding system
- Weight: 2.65 lbs + - 50grs
- 2 shell sizes: XS-MD, LG-2XL
Overall riding impressions with the helmet were good. As expected, it's well ventilated and also lets in plenty of road and wind noise. That's just the nature of the open face MX-style helmets. The liner looks and feels of high-quality and is also removable. So go ahead, get dirty, have fun, and don't forget to wash your helmet when you're done. If you're in the market for a well styled lid to pair with your vintage bike or modern classic, look no further than the Nexx Helmets X.G200 Purist. Solid bang for your buck quality and looks that reach well beyond the price point.
Nexx Helmets: Online | Facebook | Instagram
Photography by Mr. Pixelhead
Riding Style
- Helmet: Nexx Helmets X.G200 Purist
- Goggles: 100% Barstow
- Jacket: Levi's Trucker Black Denim
- Gloves: Oscar by Alpinestars Robinson
- Pants: Ugly Bros Featherbed-K
- Boots: H-D Footwear Hickman
Championship Cycles Ducati 900 SS SuperStrada
A lightweight Italian supermodel
I met Mike Vienne in person a few years ago at a track day and he had shown up with some pretty killer builds. Over conversations not only discovered that he builds awesome "track ready: street legal" bikes but that I had actually featured one of his previous builds; a Triumph T120R on The Bullitt back in 2014. Small world! Needless to say Mike stayed in touch and when he started working on his super-light Ducati 900 SS SuperStrada we wanted to hear and see more. After wrapping up the build, we eagerly waited for some details and photos. Mike shared a detailed write up in the Championship Cycles Ducati 900 SS SuperStrada and share the story in his own words below.
"Sandro Parra (Service Manager at Pro Italia) actually connected the owner with me. The client wanted to to revive his very worn out 1995 900SS. In it’s past it had been through a few mechanics and been modded with several upgrades (carbs, wheels, etc) but it was ridden hard and put away wet. From a distance the bike looked ok, but the nearer you got… It had been sitting parked for many years after the motor gave out. A good portion of the original bodywork was damaged and the tank and carburetors were caked solid with the evaporated remains of 5 year old fuel.
As these things typically go, there was a process. Expectations versus funds versus reality. Many discussions regarding the very ambitious goals coupled with a less than equal to the task budget was an early challenge. I compiled a quick (long) list of what it would take to fix everything that we were starting with which led me to conclude that in fact, there wasn’t all that much. From what we had to start with, the idea of trying to obtain Superbike levels of performance was going to be difficult on the initial budget.
The 900SS is an iconic motorcycle. In fact, the first Ducati I ever rode was my buddy’s back in the early 90’s. I loved everything about it immediately (the torque, the sound, the Italian “soul”, did I say, the torque!) but it’s a SuperSport afterall not a 916 and its very heavy. 415lb dry, I think.
So, like most all of my builds I chose to focus on handling and lightness as the foundation of the build. Lotus design engineer Colin Chapman once said, “simplify, then add lightness”. I use that a lot. Performance upgrades to the broken motor were discussed and dismissed. Upgrading and rebuilding the existing motor and carburetors was going to be costly and ultimately less than satisfying from a performance standpoint. In terms of horsepower, the stock bike puts out roughly mid 70’s. I proposed that we build a more modern version of Ducati’s own 900SS Superlight, which was a limited edition, produced for 2 years in the mid 90’s, with a few carbon bits and Marvic wheels, etc. It’s pretty collectible now.
However, in the end the bike is much more likely to spend time carving roads in the nearby canyons than on the track- so we stepped away from the Superlight moniker and I chose SuperStrada as it’s new name. The paintwork and graphics are an homage to the Cagiva era bikes, yet with a modernish feel. I’ll tell you though it took quite of bit of work to get those wavy original fairing panels straight so that the paint looks like glass, but the results speak for themselves." - Mike Vienne of Championship Cycles
Hookie Co BMW Scrambler - Grey Chameleon & Moto-Kit
Life is a one way street
Dresden, Germany based Hookie Co. is a custom motorcycle shop that has a passion for building unique motorcycles. As previously noted, they have a paired-down aesthetic that we here at The Bullitt love. And while they have built customs based off a number of different marquees, it's become clear that BMWs are a favorite at the Hookie Co camp. They've actually built "moto kits" that you can purchase, and with no cutting or welding, can build your very own custom BMW R nineT. And if building your own isn't your thing - you can purchase the fully baked version dubbed the Grey Chameleon.
The Hookie Co Moto-Kit has numerous options, allowing you to choose your favorite cover design and change it the way you want it. It's "plug and ride", so in just seconds can have a fresh new design. The kits comes with a custom tank, subframe, seat, filters and more. The kits range from €6,100.00 – €6,450.00 depending on options. Not cheap for sure, but damn do they look good!
The subframe and seat combo is one of the big changes to the Beamer, physically and aesthetically, and one that you're likely to not want to do yourself. The frame practically stretches the length of the bike, and the upswept tail is a nice touch with a convenient cargo strap incorporated.
Arrow exhaust sold separately, but a much needed addition!
The Grey Chameleon and the Moto Kit utilize 2 DNA air filters and a single DNA engine breather filter.
For the Hookie Co Moto Kit, the quickly exchangeable tank covers come in 4 different colorways sure that each has it's very own look and feel. Kits are compatible with all new BWM R nineT models.
While we don't have a R nineT in the garage ourselves, but ogling these kits has made us want to get one. Everything is handmade in Germany and is clearly high quality and well thought out. If you have a R nineT yourself, we recommend putting the Hookie Co Moto-Kit on your short list of mods to add in 2020.
Grey Chameleon Specs
Donor Bike: 2019 BMW R NineT Scrambler
Hookie Co Moto-Kit, including:
- Custom subframe
- Modified passenger frame
- Aluminum fuel tank
- "URBAN” carbon-fiber gas tank cover
- Alcantara seat
- Aluminum E-Tray (black)
Exhaust: Arrow Pro-Racing Titanium
Tires/Wheels: Front 19″ Pirelli Scorpion Rally STR, Rear 17″ Pirelli Scorpion Rally STR
Electronics: Antigravity 12-cell lithium ion battery, Kellermann Atto front, Kellermann Atto DF rear
Other Modifications: DNA Air Filter, Motogadget m.view Spy mirrors
PRICE: €27,900.00 (INCL. VAT)
Hookie Co. Web | Facebook | Instagram | YouTube
Harley-Davidson ‘The Hardley’ by Revival Cycles
A bespoke Sportster from Austin, TX
The dudes at Austin-based Revival Cycles definitely do their own thing, and they've been doing it that way since they first started. Revivial has put out some amazing builds over the years - Pyro is still one of my favorites and their BMW Birdcage I covered this year was mental - yet somehow raw little Harley speaks to me. Meet The Hardley - a customized Harley-Davidson street tracker.
Revival founder, Alan Stulberg, posted a photo of The Hardley on his Facebook page recently and reminded me how much I dug this thing when it came out it 2014. I went to see what I wrote about it then and was shocked to see that we didn't cover it here. There's something about the minimalistic aesthetic that demand my attention and convinced me that almost six years later, it deserves a feature here.
Even from a distance, it's clear that the Hardley is unique and interesting, but the more you dig in, the more clearly the beauty comes into focus. Utilizing a 2010 Harley-Davidson Sportster 883 as the donor, the team made quick work of tearing it down and removing most of it.
The 883 isn't know for being exceptionally light...or powerful, but that just added to the challenge. The engine received a new piston kit as well an increase in capacity to 1250cc. Once all was said and done, with the addition of the custom mapped fuel injection and ECU, larger valves and new ports, the modified engine now produces a total of 73 lb-ft of torque and 100 horsepower, which is a significant improvement.
The three-piece tank is certainly a standout feature on the bike. It was originally built as a single piece, then split into three separate compartments. The left half houses 3 gallons of gas, with the right being split into two quarters. The electronics are neatly hidden in the front quarter and the rear right is now an oil pan.
Another hand-built feature on the bike we love is the unique exhaust completed with a SuperTrapp muffler is another focal point. The Supertrapp allows the bike to purr at idle but roar when pinned.
For suspension, they swapped in some upside-down forks from a Kawasaki ZX-14, and paired them with fully adjustable Ikon shocks.
To get the stance dialed in, Revival opted for 19” wheels wrapped in the very sticky Maxxis dirt-track tires. Braking is made possible via alloy and ceramic composite rotors paired with Brembo monobloc calipers and custom-built stainless steel brake lines.
Rather than converging to a chain drive, The Hardley's belt drive was retained. Revival CNC-milled their own beautiful rear pulley, matching the shape of the rear brake rotor. To keep belt tension on point, they made a custom spring-loaded idle arm to ride on the belt.
The rear of the original 883 was binned and replaced with a new custom lightweight chromoly subframe, donning a very slim distressed leather seat made by Ginger at New Church Moto.
The end result of The Hardley is a stripped down, well handling, relatively powerful Harley that "hardley" bears any resemblance with it's original self. Well done gents, well done.
Revival Cycles: Online | Facebook | Instagram
Moto Beach Classic 2019
Hooligans take over Huntington Beach
Surfing, hooligans, custom motorcycles and flat track racing are some of the best things in the world. Combine them together in Surf City, USA and you get the Moto Beach Classic.
The Moto Beach Classic returned to Bolsa Chica State Beach Saturday, October 26th for a day of exciting motorcycle racing, live music sets, surf competition, art show, custom bike show, vendors and much more.
The Moto Beach Classic in only its third year has rapidly become a marquee beach event. The Moto Beach Classic draws motorcyclists, artists, musicians, and fans from all walks of life, cultivating a community of eclectic humans celebrating a life on two wheels at the heart of Southern California Beach Culture.
I don't have much else to say. Good times, with good friends. Here are some images from the day. Looking forward to Moto Beach 2020 already!
Lost photos - The Quail 2018
Three cheers for vintage motorcycles
True these photos are from the 2018 Quail Motorcycle Gathering, which we understand was over a year ago. But being that they're all of vintage machines, does that even matter? Sadly we never got around to posting these photos from last year's event in Carmel. buy lucky you, we finally made the time. And while this isn't an exhaustive list of all bikes there, we did snap a handful of a few worth sharing.
One of our absolute favorites there was Mark Leonard's 1929 Moto Guzzi Sport 14, seen above. So damn pretty!
Craig Rodsmith's turbo-charged Moto Guzzi V9 custom was another show stopper.
The quintessential cafe racer: the legendary Triton
A beautiful 1984 Moto Guzzi cafe racer from William E "Chip" Connor of Hong Kong.
Scooters at a motorcycle gathering? As long as they're vintage Vespas, then sure!
Hugo Eccles of Untitled Motorcycles Moto Guzzi "Supernaturale" which took the Style and Design award in 2017.
Moto Studio's Moto Guzzi V9 Scrambler was another favorite of ours.
The 2018 Quail Motorcycle Gathering was a great time, but all of "The Quails" are a blast. The rides getting there, from nearly every direction, are worth the trip alone. It's always great food, great atmosphere with amazing builds in a beautiful setting.
Be there next year!
The Quail Motorcycle Gathering: Online
British Customs Scrambler 900 Custom: The Dirt Bike V2
A scrambler that we need
Scramblers come in all shapes and sizes these days. The term “scrambler” has often been misused or applied to bikes that I wouldn’t call a true scrambler. A scrambler should be a bike that can handle some off-road trails and for me, really needs high pipes. The original scramblers from the 60’s were modified variations of standard, street-going, machines. Stripped down, raw, with chunky tires and high pipes. Back then, these bikes didn’t come off a showroom floor - they were built in garages. That alone makes them all the cooler to us! And while it’s true, not all of the original scramblers had high pipes, to us, they’re pretty important.
While some builders and even OEMs have made some soft version of what we think a scrambler should be, the dudes at British Customs have hit the nail on the head. With a factory 2011 Triumph Scrambler 900 as their base, their iteration dubbed “The Dirt Bike" has seen thousands of miles, many of those off-highway, and it has stood the test of time. This bike has cruised county back roads, blasted up the beach's sand, and roosted desert ghost towns. They’ve taken it up the mountains, through the trails, and it has never let them down. Over the years, it has be re-born a couple of times but they keep coming back to this air-cooled Scrambler. The stunning Triumph you see here is their latest iteration, or V2.
After digging around for a little "scrambler" reference points we stublemed across a pretty cool article on the history of the scrambler by BikeBandit where they listed what they deem to be the essential ingredients for a Scrambler. Have to say I agree with it all (kudos guys). Their list is below and their article can be read here.
The Essential Ingredients for a Scrambler
If you want to build a scrambler, or just want a bike that looks the part, you have to become familiar with the scrambler “recipe.” Scramblers have a distinct look, and the essential components of a scrambler are:
- A torque air-cooled single or twin cylinder engine
- High mounted exhaust pipes for ground clearance
- Knobby, usually square-blocked tires on spoked wheels
- Dual rear shocks
- A short, padded seat
- A smaller-than-normal tank
- Mini-gauges and a small headlight
- An overall stripped down appearance
One of the best things about British Customs is that their parts are always bolt-on. You could take a bone stock Triumph Scrambler 900 (2006-2016), snag a few parts from BC and build your own variation of their dirt bike over the weekend. And while the parts are bolt-on, there are still countless ways to make the bike unique fit your style.
Featured Upgrades:
Shotgun Pipes - Scrambler 900
- Designed and Tested by Ernie Vigil and Nick Apex
- Stainless steel construction
- Significant power boost
- Minimal styling resulting in weight savings
$499.95 - Get yours here
Slammer Seat with Taillight
- Black Leather-Like Vinyl
- Medical Grade Gel Insert
- LED Lucas Tail Light
- Seat Pan Lifetime Warranty
- Made in the USA
$429.95 - Get yours here
Don't these killer photos and this badass bike make you want to go snag a Scrambler right now and get to building your very own? For me personally, I can barely stand it. After watching the video they made with Icon 1000 I'm currently listing my other bikes and trolling Craiglist for a new donor bike immediately. Nicely done, gents!
British Customs: Web | Facebook | Instagram
The Beastie Pikes Peak Racer by Woolie of Deus Ex Machina
A racebred franken-Ducati
Michael "Woolie" Woolaway can build some sexy bikes. As the Motorcycle Design Director of Deus Ex Machina USA, he has built some stunning custom bikes for celebrities and lucky regular Joes too. Woolie is also an avid racer himself and I've had the pleasure of sharing the track with him on a number of track days. The dude is fast, and passionate about building machines that can rip your arms off. Woolie built his own race bike last year to take on the famous Race to the Clouds. He did a great job last year, taking 2nd place in the exhibition class with a fast time of 11:40.742. He decided to come back even stronger this year and built a new bike. Affectionally known as "The Beastie", this Ducati medley is expertly blended into a proper race weapon. I was bummed to not be on the mountain this year to see it in action, but am pleased to share it with you all here.
Words below from Deus Ex Machina
Woolie took everything he learned from his Pikes Peak experience last year and has set his sights on returning to the mountain with an even better build for the 97th annual running of the Pikes Peak International Hill Climb (PPIHC), set to take place June 30th. Woolie made his Pikes Peak debut last year turning a lot of heads with a 2nd place finish in the exhibition class with a fast time of 11:40.742.
This year Woolie returns to the mountain with an even better build and an eye on the top step of the podium “After making it through the Pikes Peak race week last year and struggling with the bike we built, I asked Deus if they would be ok with me cranking out a new bike. As soon as they agreed I jumped on the job as it was all fresh in my head.” Said Woolie.
Last year’s bike started as a Ducati Hyper SP. The only parts from that bike that made it to the new build are the front number plate and the seat section, front wheel and electronics. The internals from last year’s motor were put into a set of sand cast cases from a 1098R used for the Homologation of the World Superbike spec 1098’s in 2007. A Nova gear box was added. First gear is as tall as last year’s second gear and the gears are a closer ratio making for way better acceleration. The Hyper SP frame was swapped out for a Ducati Street Fighter with a welded-on head tube from a 999. The biggest change and what Woolie feels will give him a bigger advantage over last year’s bike is the longer magnesium swing arm and the World Super Bike pivot link with a shorter shock and adjuster. “I got it wrong last year as I did not realize how tight the Pikes Peak course was, so I had to mussel the bike around a lot. The goal this year was to build a light fast bike that was comfortable to ride and turned well and more importantly finished turns with ease.” Added Woolie.
The new bike looks nothing like last year’s build and sits some 4 inches lower and sports a custom c.30 Chrome Moly subframe. The gas tank; modeled after Mark Marquez’s Honda GP tank holds just over 3 gallons and is made of 1100 O Aluminum. “I wanted the gas tank to be skinny and feel like it wasn’t there, this bike is all about minimalism if I don’t need it, it isn’t there!”
The motor was tuned by Mark Sutton as he is known to be one of the best in the US with the 1098 motors and is making over 180hp at the wheel at 340 lb’s wet. The bike also has no rider aided electronics, so it’s all up to Woolie. “Last year I learned so much and it would be like writing a book to explain it all, it’s like no other in the word and if I was to make a comparison to it I would say it’s more like mountaineering in the sense that it is just brutal but after you are left with so much sense of accomplishment even if you got it all wrong.
The Pikes Peak International Hill Climb was held on Sunday, June 30. Over the span of 12.42 miles, racers partake in 156 turns to reach the 14,115-foot summit. The first PPIHC was held in 1916 and continues to be one of the world’s most challenging road races.
The debut of the Woolies new Deus Ex Machina build “Beastie” will showcase the race proven craftsmanship Woolie puts into all his builds.
Specs
- Motor: Ducati 1198R
- Gear Box: Nova close ratio gear box
- Swing Arm: Ram magnesium unit from Italy
- Wheels: BST Carbon Fiber
- Fork: Öhlins with an international kit
- Shock: Öhlins TTX sorter then stock unit with different valving for the longer swing arm and different link. All World SBK spec.
- Breaks: Brembo with full footing rotors from break tech
- Rotors: Break Tech
- ECU: Micro Tech
- Exhaust: Ceramic coated Headers with twin carbon SC cans
Deus Customs: Web | Facebook | Instagram
Photos: Sam Bendall
Triumph Cafe Racer "Blimburn" by Tamarit Motorcycles
Who you calling a conehead?
Words and photos by Tamarit
One of the several uses that we could make off a hypothetical time machine would be probably to travel back in time in order to tell ourselves about future achievements so could we get pumped up and inspired. When you have been building motorcycles for many years and your finished and scheduled project list spans into more half the hundred, it would be always curious to imagine the face gestured if someone would state how far we would get, or the kind of motorcycles would came out from our garage over the time.
Probably we would not believe a word, or maybe we would get even more excited and raise our expectations. Time paradox aside, BLIMBURN is a project that certainly collects several old wishes that we wanted to include on a project. Same way as motorcycles as RONIN or RUBY were bikes hard to imagine even some time prior to its conception, this showroom café racer arrived to the garage just as a healing potion, achieving many aesthetic milestones we had in mind as objectives. Sometimes we enter the office and say out loud how lucky we are!
When the month of February began, a man called Sergio contacted us, someone who had a Bonneville EFI model from the old air cooled generation. Sergio wanted to transform its Bonneville and coat it literally in a café racer classic style that Tamarit Motorcycles could provide. He liked it very much our former project called THE SON, but only taking it as an starting point, since he wanted it to take the project beyond and to include features and elements that were installed in more recent projects.
That boost and excitement that Sergio came with to make the project with us made us think about the long-awaited project that would become the ultimate Café Racer build. Therefore, the project was being shaped little by little just by adding parts and accessories until Blimburn got to be one of the finest and most complete works we’ve done so far. Sergio wanted to add some of the parts that were being included on the upcoming and current projects during that time: the side covers from this project, the wheels from the other one, that nose fairing we saw on a picture… etc. Tamarit’s norms toss a coin anytime we want to make an hybrid from various ideas, sometimes we get heads, sometimes tails.
Let’s begin from tail to nose, basically almost every Café Racer project based on an air cooled Triumph has to include our racing Café Racer cowl “Jarama”, which blended with the eliminator kit that gets rid of the bulky rear fender provides the usual look of the Tamarit Motorcycles’ Café Racer project. To the regular casted Boludos exhausts, on the rear part is added as well the stainless steel chaincover with the new design. As a reference for the recent projects such as Appalachia and Ruby, Sergio wanted to include as well the open side covers for old generation air cooled motorcycles, which provide an stunning look on the sides of the motorcycle.
Besides the regular Motogadget devices like the grip turning signals, it’s worth mentioning the Blimburn nose fairing, never set on a Tamarit Motorcycles before, something that it’s somehow pleasant to write on this stories, which sooner or later, due it’s amount, would end up telling the same at some fragments anyway. This nose fairing made by AVON was a part that we wanted to work with for a long time at one of our projects since we saw it installed at a breathtaking Thruxton from a french gentleman who is a good client of us. Finally, it was Sergio the chosen one that finally decided to put this part in one of out projects, part shaped as a bullet which result and influence on aesthetics has no need for words.
The classic look of the bike would be completed by an element also very frequent on the projects from this new era of Tamarit, the pure classic vintage style Victory tires, which turned out to be a very nice feature in projects such as RUBY or the one to be released soon, the almighty SPEEDSTER. These tires also were part of the Blimburn project, which as the previously mentioned, has became one of our finest projects so far. Regarding the paintwork, Sergio wanted, according with the rest of the motorcycles, a pure classic color and design. It’s true that Blimburn has been influenced regarding the parts by many other motorcycles which were made recently and The Son for the concept but, we should go back to our beloved COMEBACK SPECIAL to finally find the main reference used for paint and design, which resulted in a beautiful chrome color mixed with gloss black, which would be blended with a golden line which would run along every fiberglass part from cowl to nose fairing as well as the belly pan.
Another Triumph bike project made by Tamarit, on the verge of releasing the long awaited motorcycle number 50, which would open a new era full of sensation and surprises as the ones that provided this Blimburn. Thank you so much Sergio for giving us the chance to work together.
Blimburn Technical Specifications
Model: Bonneville
Year: 2008
Manufacturer: Triumph
Capacity: 800 cc
Exhausts: Boludos
Headlight: Faro origen
MiniSpeedometer: Original
Grips: Original
Seat: Jarama
Tires: Classic Victory
Triumph parts – Tamarit Motorcycles: Jarama seat, chaincover, The Son belly pan, front fender new little bastard, Ruby Side Covers.
Design and paintworks: Tamarit Motorcycles
Tamarit Motorcycles: 
The Handbuilt Motorcycle Show 2019
Keeping it weird in Austin
Walking down the boulevard on a sticky-warm April evening in Austin, TX, electric scooters zip by as drunk college-types sloppily navigate towards their next watering hole, we finally see the sign: The Handbuilt Motorcycle Show at the Austin American-Statesman. We’ve made it. Inside the walls of this now defunct newspaper facility is one of the largest, if not THE largest, custom motorcycle shows in the world is taking place. We flash our laser cut aluminum “all access” badges with amazingly detailed BMW boxer engines jetting off the sides, get a nod from an oversized doorman, and walk in. The excitement builds.
To our left we can see the Roland Sands Design Super Hooligan National Championship (SHNC) set up in the parking lot but this is no dirt oval. Not this weekend. This is a TT set-up, hooligan style. There are wooden jumps set up going over grassy gaps from one parking row to the next, hairpin turns, and there’s no dirt in sight. Just plain old unforgiving asphalt and some hard plastic barriers. This is not a place for the faint of heart. As we walk past the temporary racetrack, the smell of food trucks and spilt beer take over the senses.
First things first, it’s time for a drink. We peruse the selections and find a number of signature cocktails available along with plenty of beers on draft. Opting for a whiskey-based libation, we lube up, and head into the massive hanger-like building. This is not my first time here, no, I’ve been to every Handbuilt Show since it’s inception in 2014, but this year already feels different. It somehow feels more special.
The Handbuilt Motorcycle Show has always an eclectic mix of bikes, but this year felt even more all over the place, in the possible best way. Mixed in between world class custom builds like Revival Cycle’s very own titanium-caged BMW Birdcage, Craig Rodsmith’s front wheel drive art deco masterpiece, Cristian Sosa’s 1950 Panhead, Walt Siegel’s bevel Ducati racer there was a mix of everything under the sun. Meticulously and carefully placed in between these master builds, were bikes that would otherwise not have a place in a custom motorcycle show. A fully restored Honda mini bike, a stretched-out chopper trike, an electric superbike, a mini Indian and everything in between.
We bump into Alan Stulberg, owner of Revival Cycles and the man behind The Handbuilt Motorcycle Show, and ask him a few questions about how the show came to be. It wasn’t until MotoGP rolled into town to the nearby Circuit of the Americas in 2014 that the idea came to mind. Knowing all these motorcycle nuts would be in town, and also knowing the racetracks aren’t open at night, the Handbuilt Motorcycle Show quickly went from an idea to reality. “We knew we had to do it ourselves, before someone else did and f*cked it up,” explained Stulberg.
And f*ck it up, they did not. They show has grown into a “who’s who” in the custom build scene and many of the builders themselves are milling about, striking up conversation and just casually mingling. No egos. No entourages. Just good old fashion motorcycle porn, everywhere.
Walking outside, the sun has long been down. The crowd continues to swell and the line for the refreshments and food just gets longer. Chairs have now filled in the main courtyard in front of the SHNC track and projected on the wall is Gareth Robert’s Oil in the Blood documentary on motorcycle community and the people behind them. Maybe it’s the drinks kicking in, or maybe it’s the spirit of the event, but everyone seems to be getting along and all I can see is smiles for miles. The event is open until midnight and we, along with most, stay until closing. Only then do we slowly file out, heading to the nearest Texan watering hole.
Saturday morning comes early but for those of us not racing to the Circuit of the Americas to catch MotoGP qualifying can nurse last night’s hangover a little bit before heading back to the Statesman. Hard rain and strong winds rock the side of the hotel, where I comfortably sip a warm coffee and feel a little bad for the rain soaked crowds surely huddling under tents, fearing the unpredictable Texan wind could turn it up another notch. Back to my warm coffee.
It doesn’t take long before the clouds part and the sun starts to beat down and dry things up. A quick walk across the street and we’re back at The Handbuilt Motorcycle Show where the RSD Super Hooligans are having their safety meeting. The schedule got pushed back slightly, but weather appear to have cleared and the fun can soon begin. The track looks as unforgiving as it did last night, only now, seeing the massive 1200cc Indian machines tearing through the short track it makes me wonder how crazy these dudes really have to be. It’d be one thing to navigate the little course solo, but an entirely different scenario to go bar-to-bar with fellow hooligans.
The practice and qualifying sessions have been going off for some time now and I was stoked to see a mix of riders out there. Young and old, male and female, factory riders and super casual dudes. OK, maybe there is a spot for me here after all. Because, damn, that shit looks fun! Sneaking in for another circuit of drooling over the bikes indoors, then I get a badass tintype photo compliments of Progressive. All I had to do was give them all my info and get an insurance quote…still worth it, I’d say!
Back to the action, I arrive just in time for the main SHNC round. The four men in this event are; Joe Kopp on a British Custom’s Triumph, Frankie Garcia on a Scrambler Ducati, Jordan Graham on his Indian 1200 and Andy Dibrino on a newly converted KTM 690. Pretty rad to see 4 different manufactures in it. Kopp gets the hole shot and holds onto first place going into turn one. Passing on this short track is not easy and while the racing was close, passes were minimal. Seeing these dudes launch over the grass, land in the flats and crank into a tight left turn was killer. The crowds around the track were shoulder to shoulder and stayed that way until the end. DiBrino on his new KTM had set up his chain himself with too much tension and on the second to last lap dropped his chain. End result was Kopp taking the win, Garcia in second, and Graham in third. It was all laughs and high fives in the end, and Graham sent us all off with a proper burnout.
Back inside to make sure I didn’t miss any killer custom builds. There are so many standouts, it’s almost hard to take them all in at once. Ever been to the Barber Museum? Yeah, it’s kinda like that. OK, that Justin Kott Beamer…didn’t get a good look at that bike earlier. Moto Mucci’s little KTM ripper…would smash. Oh, Jeff Palhegyi's TZ750 by the Progressive booth? Hell yes! That killer Bonneville tracker by Paul Hartman in the front left corner? Almost missed that sexy beast. One of the bikes that looked the most fun to ride to me was Gregor Helenda’s Dakar-style BMW. Raw aluminum bodywork with dual tanks...everything about it looks ready to go to work.
I took a little more time to soak in the Haas Motorcycle Museum section. Each bike here is worthy of headlining a show. There’s Rodsmith’s amazing front-wheel drive machine dubbed, “The Killer”. Got to chat with him a bit, which is always fun. Fuller’s new build was otherworldly, in a good way. He has such amazing craftsmanship, always. Walt Siegel has been a favorite builder of mine for years and his 70’s bevel Ducati racer, complete with silver metal flake paint was a stunner. Too many bikes to list, but I did post my Top 14 to Ultimate Motorcycling.
OK, the drinks are starting kick in. Hours upon hours of walking and talking. It might be time to call it but there are still more bikes oogle and details to pine over. At least we have Sunday to come back for more, that is if Saturday's hangover allows it. It's nearly midnight again, the show is closing but the party in Austin certainly doesn't stop then. The young college atmosphere here in Austin will crank the energy up long past midnight, and we want it.
For custom motorcycle lovers, the Handbuilt Motorcycle Show is one of those “must see” shows. And not just once. Each year offers something new and is filled with passionate moto nerds, just like you and me. I already look forward to next year, and hopefully meeting you there. Let’s connect. Let’s support the up and comers. Let’s have a damn good time and build bikes. That’s what it’s all about in the end, isn’t it?
deBolex Ducati Scrambler Cafe Racer
Red rocket: A sizzling Scrambler from the UK
London’s custom shop, deBolex Engineering, is one of our favorite builders at the moment. Each build is clinically clean, with no detail overlooked. Quality over quantity seems to rule here, and it’s something I certainly appreciate. Partners Calum and Des, are builders that perfect the details that no one - aside from a future owner - would typically see. This Ducati Scrambler cafe racer is no exception.
Using Ducati’s Scrambler as the donor, they stripped it down to the bone and built it back up in retro-racer dress. I think this is the first fully faired Scrambler 800 I’ve seen to date and I’ve seen a lot of custom Scramblers out there. Mr. Martini built a pretty slick little Scrambler Sixty2, but even that was not at this level.
The fully aluminum bodywork is the standout feature on the bike. Created by hand, in the traditional fashion, they managed get all the angles right. Few builders can take a naked bike and massage raw steel into fairings that look like they belong. Getting it to look as good as they have is all the more rare.
You might think the fully enclosed motor on an air/oil cooled bike might get too hot but carefully placed, and tastefully done, air vents provide the needed airflow to keep things cool. And the blue accents? One of my favorite touches on this one!
On any kind of racer, upgraded suspension is high in the list of improvements. For their red rocket, Andreani fork cartridges were slid in up front and a Macron rear shock was fitted out back.
A custom top yoke keeps things tidy upfront along with the stock gauge, which seems to fit just fine on the build. Renthal clip-on and grips work alongside Accossato controls.
In true racer fashion, their 803 rolls on 17” wheels front and back with Metzler Race Tech RR tires.
The deBolex custom exhaust system is another work of art. It almost seems like a waste to hide the lovely work but fear not - the aluminum body panels pop off quite easily for maintenance...or to let others peek “under the hood”.
The deBolex Thruxton, previously featured, was a bike I could see owning and loving. I had similar thoughts with this one. Clean and simple, meticulous, and could be equally at home on a commute or ripping laps on a racetrack. This is one I’d happily make room in the garage for. Well done gents.
DeBolex: Online | Facebook | Instagram
Photos: Autohouse London
Ducati 803 Specs
- Full aluminum body work
- Alcanatara Seat
- Maxton Rear shock
- Andreani fork cartridge
- Venhill Brake lines
- Accossato Brake Master
- Accossato Throttle
- Accossato Switch gear
- Domino clutch lever assembly
- 17” Rims, Stainless steel spokes
Metzler Race Teck RR Tires - Rizoma Rear Sets
- Custom stainless steel exhaust system
- Custom Top Yoke
- Renthal Clip-ons
Craig Rodsmith's turbocharged Moto Guzzi V9 Pro Build
A stunning turbocharged Moto Guzzi
Craig Rodsmith is a man that needs to introduction these days. The Aussie native relocated to Chicago, IL (God knows why) and has been churning out stunning builds on American soil for years. We first got to know him when we were blown away by his 1969 Moto Guzzi Ambassador dustbin at the 2017 Handbuilt Motorcycle Show. He came back in 2018 with another mind-blowing Moto Guzzi, this time utilizing Guzzi's modern V9 platform. He took the mild standard and cranked the volume up to 11.
Craig Rodsmith brings the "Punk Rock" attitude to the motorcycle industry. Rodsmith Handmade Customs motorcycles have been tearing up the roads of North America and around the globe for the past 25 years. Craig is a master builder, fabricator, painter, designer and owner of Rodsmith Motorcycles just north of Chicago in Lake County, Illinois. Craig was born in Melbourne, Australia. As a kid he customized anything he could get his hands on. He started with his ’57 BSA when he was 12 years old. Rodsmith has extensive, hands-on experience in bodywork, paint, fabrication, mechanical, electrical and has built all kinds of masterpieces from bikes to cars, traditional to radical. As of 2019 Craig now has three custom masterpieces at The Haas Moto Museum in Dallas, Texas.
For this particular build, Rodsmith was commissioned by Moto Guzzi Americas along with 3 other top builders in the country. Craig brought his usual raw aesthetics and left no part of the bike untouched. The handmade aluminum tank stands out and Craig managed to keep the visual lines of the V9, with the prominent sharp line running down the top of the tank.
Rodsmith stripped the stock black off the engine cases. It was not a quick or easy process but the result was clearly worth the effort. It makes the engine look more classic...and more "Rodsmith" at the same time.
Inverted 50mm Marzocchi off a Ducati were utilized up front, adding performance and grit. Aluminum Excel rims with stainless spokes and Rodsmith-modified OEM hubs have the V9 rolling in classic style. Dual 320mm floating rotors, 4-piston Brembo calipers upfront provide stopping power and are joined with a single 260mm rotor, 2-piston Brembo caliper out back.
The black stock frame was detabbed and coated in a stunning red. Matching red pinstriping across the beautifully crafted aluminum bodywork tie it all together.
Oh, by the way...did we mention that this baby is turbo charged? Well, duh! Rodsmith had the audacity to drop a Garrett T15 turbocharger into the unsuspecting 865cc air-cooled transverse V-twin. And bless him for doing so.
Photo credit: Grant Schwingle
Rodsmith Motorcycles: Online | Facebook | Instagram
Ducati Monster 821 Pantah by XTR
A throwback take on a modern Monster
Pepo Rosell is a name you might not all recognize immediately, but if you're into custom motorcycles, you know his work. For 13 years, Pepo worked under the name of Radical Ducati. In 2014 he closed the doors to Radical Ducati and we were gutted. After a little soul searching Rosell determined that bikes were his life and started anew as XTR Pepo.
Our previous post was of an original Ducati Pantah from he 80s, and when we saw Pepo's version of a modern Monster 821, I nearly spat my coffee all over the monitor. This is another spot-on job or Pepo doing what he does best; take a modern bike - typically a Ducati - and stripping it down, only o build it back into something more...Radical.
Tear it down, then make it better
That's just what XTR Pepo did. He stripped the M821 down to its bones, and tastefully added back some top-spec components and some beautiful retro-inspired bodywork and paint. In typical fashion, numerous parts are one-offs. From the front fender, to the rear subframe and seat, much of what you see is XTR. Clip-ons, fairings, windscreen, tank, solo seat and lighting...all done by the man himself.
An Ohlins rear shock upgrades the original, non-adjustable unit. Front forks were retained, but reworked with Andreani (adjustable) internals and anodized gold. Ducabike rearsets and clear clutch cover add some nice bling to the bike while the Spark 2-into-1 exhaust surely add some bark.
Sorry, we were just drooling for a minute there... Gobs of carbon, CNC parts, and loud exhaust makes us all kinds of happy.
The execution on the whole bike is stunning. The mix of old and new is pulled off better here than most can. We had high hopes for our Bullitt 821, even had sketches of a faired, throwback look but those were thoughts on paper. Pepo put his money where his mouth is, swung for the fences, and knocked it out of the park. God bless you sir, you're doing the Lord's work. Ok, ok...maybe we should wrap this up before the bourbon takes over. Cheers to another feather in Pepo's cap. We'll drink to that!
PANTAH by XTR (2019)
- Donor Bike : Ducati Monster 821 (2016)
- XTR front mudguard
- DISCACCIATI brake rotors
- SP CNC machined upper yoke
- XTR CNC clip ons
- XTR front bracket
- XTR regulable and foldable CNC machined clutch and brake levers
- Brembo clutch pump
- CNC RACING brake coolers
- Optimized OEM front suspension with Andreani internals
- Anodized fork tubes
- XTR front fairing
- XTR windshield
- XTR front lights
- XTR fuel tank
- CNC RACING quick open gas tap
- RC RADIATORS aluminum race radiator
- DNA Racing air filter
- SPARK 2-into-1 exhaust system
- SPARK megaphone
- LIPO Battery
- DUCABIKE regulable footrest and support CNC machined
- DUCABIKE hydraulic clutch conversión kit
- CNC RACING slave clutch
- XTR solo seat
- XTR rear light
- XTR rear subframe
- Ohlins rear schock
- Carbon4us carbon fiber reservoir cover
- Carbon4us carbon fiber exhaust cover
- Carbon4us carbon fiber coil covers
- Carbon4us carbon fiber rear mudguard
- CNC Racing pinion cover
- CNC Racing water pump protector
- PINTUMOTO painting
- Photos: Sergio Cardeña
• 24 Hours Project : The bodywork , front bracket, lights and rear subframe is a kit for mount plug and play in the Ducati Monster 821 /1200 and the new Supersport. Designed by Alberto Caimi.
• Special thanks to:
- SPARK for the exhaust
- CNC RACING for the nice CNC machined parts and brake rotors coolers.
- CARBON4US for the carbon fiber parts.
- NEUMATICOS RICHARD for the tires.
- RC RADIATORS for the astonishing handmade water radiator.
- SC FILMAKER/ CON OTRO ENFOQUE for the nice pictures and video.
- TRANSMISION GP for the LIPO Battery, Sprocket and chain.
- PINTUMOTO for the incredible painting.
- DNA for his performance air filter.
XTR Pepo | Facebook | Instagram
Brutal custom Moto Guzzi GTM-01
by GT MotoCycles
A powerful and raw Moto Guzzi
Words and photos by GT MotoCycles
Messing with a legend is taking the bull by the horns. But that’s exactly the challenge accepted by Todd Eagan of GT MotoCycles in building the seriously stripped-down and brutally efficient GTM-01 for attacking apexes and delivering the sort of visceral thrill that unites riders, and respects both the iconic past and a unique place of Moto Guzzi motorcycles in history.
The GTM-01 is the product of Eagan’s million plus miles, countless corners and a long checklist on how to construct the ideal motorcycle. Stripping away all but the most essential running gear, wrapping those in a custom Tonti-inspired frame and upgrading the electronics and running gear to modern specifications, the one-of-one GTM-01 strikes a purposeful and refined silhouette. Eagan’s background as a pro-racer, committed Guzzisti and aftermarket parts manufacturer informed this stunning thesis that would surely bring a smile to Carlo Guzzi himself.
The in-house built 1380cc big bore high-output Moto Guzzi transverse V-Twin combines state-of-the-art performance into a brutally refined motorcycle. The powerplant and drivetrain at the build’s core is the proven and modern, fuel-injected, Moto Guzzi 4-valve overhead cam tranverse v-twin. Embraced by a lightened, narrowed and stiffened hybrid stock / GTM frame, which fuses the legendary Tonti big-block chassis with a modern single-sided (CARC) swingarm and monoshock. Decades of experience on customer builds and designing aftermarket parts, lead to many subtle engineering and aesthetic revisions that stiffen and strengthen the frame, without adding undue bulk. Attention to detail that will be appreciated by riders who enjoy premium products.
“I’ve always appreciated when custom bikes look like they could have come off the manufacturer’s assembly line. I’m just going to build the bikes that I wish Moto Guzzi was making. Growing up in and around American muscle cars, but being a huge fan of Ferrari and Porsche design and engineering, I imagined a machine of merged worlds... American V8 big block type power in a well built European style chassis. I’m proud of the GTM-01 custom, and excited to continue with the GTM-02 series.”
As it was being built, the GTM-01 inspired enough attention from customers and enthusiasts to create the GTM-02 bespoke production motorcycle series. The first of the complete in-house trellis frame GTM-02 production bikes shares many of the details from the GTM-01 prototype including embracing modern technology. The bikes are packed with premium amenities including keyless ignition via Motogadget’s Bluetooth with m.Ride integration, a wide-beam LED headlight created in partnership with KC® HiLites, minimalist wiring and a unique LED taillight and indicators integrated directly into the frame. GTM-02 frames are currently ready for customer orders.
The singular GTM-01 weighs a feathery 396 lbs. without fuel and feels lighter due to the ultra-low CG, making this one lithe Goose. Experience again proves itself in the form of 140+ horsepower over a broad torque curve. A performance upgraded clutch drives through the 6-speed gearbox via the robust and responsive Moto Guzzi CARC (Cardano Reattivo Compatto) shaft-drive. Proprietary fuel mapping enables riders an undeniable connection with the iconic engine across the rev range, providing smooth and even thrust. Confidence and control in every corner, no matter the speed.
The GTM-01 front end features an utlra-rare Marzocchi 50mm RAC Factory Works fork, with the rear managed by a precision-crafted Matris R Dark monoshock. The GTM-01 rolls on superlight Marchesini forged-aluminum wheels with Dunlop Qualifier Q3+ tires for sure-footing confidence that would tame even the winding roads outside of Mandello Del Lario.
The exhaust is a GTM in house designed and built “X-Fire” system. It maximizes performance without excess weight. The headers intersect in a cross muffler system that is both a balance pipe and structural member, reducing weight and complexity.
“I’m not out to make motorcycle art. GT MotoCycles are built to be ridden. These aren’t for everyone, and that is sort of the point I guess. I’m confident that experienced riders will be smiling after firing it up, and that’s before the real fun begins when you let the clutch out!” says Mr. Eagan.
While only a solitary GTM-01 will be seen carving corners, the subsequent GTM-02 series bespoke production motorcycle is available starting at $20,000 plus the donor motorcycle. Any modern CARC- equipped Moto Guzzi can be used as a donor unit, with the end result carrying the same VIN, so there are no problems in registration in any state. The resulting GTM-02 will be tailored to the the customers desires, budget and the imagination of the GTM team.
“The GTM-02 is the opportunity to work with individual enthusiasts who want an ideal blend of form, function, power, and customization. We can use as many stock components to keep the build cost down, or really dig in and build all the way up to a turn-key supercharged version with top-shelf running gear. Our commitment is to customer service, and building the GTM of their dreams”, says Eagan.
The first GTM-02 series is currently in the raw (unpainted but mechanically complete) and is based on a Moto Guzzi Griso 1200-8V. Unique features include GTM’s proprietary trellis frame, 1380cc supercharged engine with 200+ rwhp, and a long list of top shelf components that will stimulate every riders emotions. The first GTM-02 will certainly be the first of many bespoke custom American / Italian beauties tackling the road unlike any motorcycle built today.
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